580N 580SN WT 580SN 590SN Tier 3 Tractor Loader Backhoe

ELECTRICAL SYSTEMS - 55
[55.DTC] FAULT CODES - 55.9

0000 - 3249
580N
580SN WT
580SN
590SN
Tier 3
Tractor Loader Backhoe
SERVICE MANUAL
Printed in U.S.A.
© 2015 CNH Industrial America LLC. All Rights Reserved. Part number 47878208
Case is a trademark registered in the United States and many
other countries, owned by or licensed to CNH Industrial N.V.,
English
its subsidiaries or affiliates. March 2015
Electrical systems - 55
FAULT CODES - DTC
580N Four-Wheel Drive (4WD) TIER 3 , 580N Two-Wheel Drive (2WD) TIER 3 ,
580N Two-Wheel Drive (2WD) TIER 3 , 580SN Four-Wheel Drive (4WD) TIER
3 , 580SN Four-Wheel Drive (4WD) TIER 3 , 580SN Two-Wheel Drive (2WD)
TIER 3 , 580SN Two-Wheel Drive (2WD) TIER 3 , 580SN WT Four-Wheel Drive
(4WD) TIER 3 , 590SN Four-Wheel Drive (4WD) TIER 3 , 590SN Two-Wheel
Drive (2WD) TIER 3
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Contents
Electrical systems - 55
FAULT CODES - DTC
DIAGNOSTIC
0000-Retrieving fault codes, Backhoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1001-Engine Air Filter Blocked . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1002-Engine coolant temperature too high, critical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1003-Air conditioning pressure too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1004-Hydraulic filter blocked . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
1005-Power shuttle over speed detected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
1009-Transmission oil temperature too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
1010-Foot throttle signal out of range, IVS not changing state in 300 ms . . . . . . . . . . . . . . . . . . . . . . . . . . 30
1011-Foot throttle signal out of range, throttle above 95% of input for 5 seconds . . . . . . . . . . . . . . . . . . . 33
1012-Foot throttle signal out of range, throttle below 5% of input for 5 seconds . . . . . . . . . . . . . . . . . . . . 36
1013-Foot throttle signal out of range, signal unusable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
1014-Battery charge voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
1015-Battery charge voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
1018-Boost air temperature too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
1019-Engine coolant temperature too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
1020-Transmission oil temperature above normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
1021-Fuel temperature above normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
1022-Water in fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
1023-Foot throttle supply voltage too high, over 5.2 volts for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
1024-Foot throttle supply voltage too low, under 4.8 volts for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . 53
1025-Foot throttle sensor voltage over 5.3 volts for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
1026-Foot throttle sensor voltage under 200 mV for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
1032-Hand throttle supply voltage too low, under 4.8 volts for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . 61
1033-Hand throttle sensor voltage over 5.3 volts for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
1034-Hand throttle sensor voltage under 200 mV for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
1035-Hand throttle sensor signal above 95% of input for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
1036-Hand throttle sensor signal below 5% of input for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
1037-Hand throttle sensor out of range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
1039-Hand throttle sensor voltage under 200 mV for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
1040-Engine overspeed warning, Engine speed greater than 2750 RPM for 5 seconds . . . . . . . . . . . . . 94
1041-Engine overspeed fault, Engine speed greater than 3000 RPM for 5 seconds . . . . . . . . . . . . . . . . 95
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1044-Fuel level sensor below 2.0 ohm for 5 seconds, shorted low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
1045-Fuel level sensor open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
1047-Transmission temperature sensor below 3.0 ohms for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . 102
1050-Alternator L+ terminal under 1.5 volts for 5 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
1051-Timeout of CAN message EEC1, 5 seconds without message . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
1052-Timeout of CAN message, 5 seconds without message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
1053-Timeout of CAN message CNFBAM, 25 seconds without message . . . . . . . . . . . . . . . . . . . . . . . . 116
1054-Timeout of CAN message engine temperature, 5 seconds without message (*) . . . . . . . . . . . . . . 120
1055-Timeout of CAN message inlet/exhaust, 5 seconds without message . . . . . . . . . . . . . . . . . . . . . . 124
1056-Timeout of CAN message engine fluid, 5 seconds without message . . . . . . . . . . . . . . . . . . . . . . . 128
1057-Timeout of CAN message vehicle electrical, 5 seconds without message . . . . . . . . . . . . . . . . . . . 132
1058-Timeout of CAN message EDC2BC, 5 seconds without message . . . . . . . . . . . . . . . . . . . . . . . . . . 136
1059-Timeout of CAN message DM1, 5 seconds without message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
3006-Coolant Temperature Sensor - Signal Not Plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
3007-Coolant Temperature Signal - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
3008-Coolant Temperature Signal - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
3010-Air intake temperature sensor signal above maximum range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
3011-Air intake temperature sensor signal below minimum range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
3015-Fuel Temperature Sensor - Signal Above Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
3016-Fuel Temperature Sensor - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
3019-Boost Pressure Sensor - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
3022-Boost Pressure Sensor - Signal Not Plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
3023-Atmospheric pressure sensor - signal not plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
3024-Atmospheric Pressure Sensor - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
3025-Atmospheric pressure sensor - signal below range minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
3028-Oil Pressure Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
3029-Oil Pressure Sensor - Short Circuit To Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
3030-Oil Pressure Sensor - Short Circuit To Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
3031-Oil Pressure Sensor - Hardware Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
3032-Oil Pressure Sensor - Value Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
3033-Oil Temperature Sensor - Signal Not Plausible (Compared With Coolant Temperature) . . . . . . . 180
3034-Oil Temperature Sensor - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
3035-Oil Temperature Sensor - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
3037-Boost Pressure Sensor - Signal Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
3047-Main Relay Failure - Short Circuit To Battery [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
3048-Main Relay Failure - Short Circuit to Ground [EDC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
3051-Battery Voltage To Engine Controller - Voltage Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
3052-Battery Voltage To Engine Controller - Voltage Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
3059-ECM afterrun was interrupted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
3060-Cylinder 1 - Unclassifiable Error In Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
3061-Cylinder 1 - Injector Cable Short Circuit (Low Side To Battery) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
(*) See content for specific models
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3062-Cylinder 1 - Electronic injector , Low signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
3063-Cylinder 1 - Injector Cable Short Circuit (High Side To Ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
3070-Cylinder 3 - Electronic injector , Low signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
3078-Cylinder 2 - Electronic injector, Low signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
3082-Cylinder 4 - Electronic injector, Low signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
3088-Crankshaft sensor lost synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
3089-Crankshaft Sensor - Invalid Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
3090-Phase defect of camshaft speed sensor signal detected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
3091-Camshaft Sensor Phase Synchronization Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
3093-Offset Between Camshaft And Crankshaft - Outside Boundaries . . . . . . . . . . . . . . . . . . . . . . . . . . 246
3095-Operating With Camshaft Sensor Only - Backup Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
3102-Rail Pressure Sensor CP3 - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
3104-Rail Pressure Relief Valve - Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
3105-Rail Pressure Relief Valve - Pressure Shock Requested . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
3106-Rail Pressure Relief Valve - Did Not Open After Pressure Shock . . . . . . . . . . . . . . . . . . . . . . . . . . 257
3107-Metering unit output short circuit to battery on low side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
3108-Fuel Metering Unit - Short Circuit To Ground [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
3110-Rail Pressure Sensor Monitoring - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . 260
3111-Rail Pressure Sensor Monitoring - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . 261
3112-Rail Pressure Sensor CP3 - Signal Above Maximum Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
3113-Grid heater battery switch relay short circuit to battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
3114-Grid heater battery switch relay short circuit to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
3118-ECM 12V sensor supply voltage high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
3119-ECM 12V sensor supply voltage low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
3131-Grid Heater Always Switched On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
3137-Metering Unit - Open Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
3138-Metering Unit - Temperature Too High [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
3141-Set point of fuel volume flow through metering unit is lower than calculated limit . . . . . . . . . . . . . 275
3142-High Pressure Test - Test Active [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
3145-Terminal 15 - No Signal [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
3147-Oil Temperature Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
3154-Grid Heater Relay - Short Circuit To Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
3155-Grid Heater Relay - Short Circuit To Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
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3156-Grid Heater Relay - No Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
3158-Engine controller configuration error anti-tamper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
3171-Fuel rail system pressure too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
3172-Fuel rail system pressure too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
3173-Rail Pressure Governor Deviation Below Min. Limit for Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
3174-Rail Pressure Governor Deviation Exceeded Max. Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
3175-Fuel system leak detected - large leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
3176-Fuel delivery exceeded threshold for pressure in overrun mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
3177-Engine Overspeed Detected [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
3188-Cylinder 1 - Open Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
3210-Bank 1 - General Short Circuit To Injector Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
3211-Bank 1 - Injector cable Short Circuit Low Side To Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
3213-Bank 1 - Unclassifiable Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
3218-Bank 2 - General Short Circuit On Injector Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
3219-Bank 2 - Injector Cable Short Circuit Low Side To Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
3221-Bank 2 - Unclassifiable Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
3227-Injection Processor Error - Internal Reset/Clock Loss/Voltage Too Low . . . . . . . . . . . . . . . . . . . . . 332
3228-Injection Processor Error - Unlocked/Initialization Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
3229-Injection processor error - stop engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
3238-Communication error of CJ940 processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
3239-Engine Controller EEPROM - Read Operation Error [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
3240-Engine Controller EEPROM - Write Operation Failure [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
3241-Engine Controller EEPROM - Default Value Used [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
3242-Engine Controller (Locked) Recovery Occurred . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
3243-Engine Controller Recovery (Suppressed) - Recovery Occurred . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
3244-Soft Controller Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
3245-Engine Controller - Watchdog Not Plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
3246-Shutoff Paths During Initialization - Watchdog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
3247-Shutoff Paths Failed During Initialization - Supply Voltage Too High . . . . . . . . . . . . . . . . . . . . . . . . 349
3248-Shutoff Paths During Initialization - Supply Voltage Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
3249-TPU Monitoring - Time Deviation Between TPU And System Not Plausible [EDC] . . . . . . . . . . . . 351
3250-Dataset - Variant Defect [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
3251-Dataset - Requested Variant Could Not Be Set [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
3252-Controller Watchdog - SPI Communication Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
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3253-ADC Monitoring - Reference Voltage Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
3254-ADC Monitoring - Reference Voltage Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
3255-ADC Monitoring Test Impulse Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
3256-ADC Monitoring Queue Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
3258-HS power stage hardware reports 'short circuit to battery' longer than 500 ms. . . . . . . . . . . . . . . 359
3259-HS power stage hardware reports 'short circuit to ground' longer than 100 ms. . . . . . . . . . . . . . . 362
3260-LS power stage hardware reports 'open load' longer than 100 ms . . . . . . . . . . . . . . . . . . . . . . . . . 365
3261-LS power stage hardware reports 'short circuit to battery' or 'excess temperature' longer than 100
ms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
3262-LS power stage hardware reports 'short circuit to ground' longer than 100 ms. . . . . . . . . . . . . . . 371
3263-Busoff in CAN C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374
3265-Energizing time exceeds limit of over run monitoring, injection time too long . . . . . . . . . . . . . . . . 375
3266-Error in engine speed check, speed signal not plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
3278-Engine Controller Supply Voltage Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
3279-Engine Controller Internal Supply Voltage Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
3280-Sensor Supply Voltage 1 - High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
3281-Sensor Supply Voltage 1 - Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
3316-Minimum Number Of Injections Not Reached - Stop Engine [EDC] . . . . . . . . . . . . . . . . . . . . . . . . . 393
3334-Timeout of CAN Message TSC1 Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
3339-Timeout of CAN Message TSC1 Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397
3350-Terminal 50 - always on, starting circuit signal is active for an excessive time period . . . . . . . . . 400
3361-ECM EEPROM - General Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
3363-Atmospheric Pressure Sensor - Processed via ADC, not plausible . . . . . . . . . . . . . . . . . . . . . . . . . 404
3834-ECU Power stages: Throttle valve actuator power stage: SRC High . . . . . . . . . . . . . . . . . . . . . . . 405
3835-ECU Power stages: Throttle valve actuator power stage: SRC low . . . . . . . . . . . . . . . . . . . . . . . . 406
3842-Turbine upstream temperature sensor shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
3843-Turbine upstream temperature sensor shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
3856-Coolant temperature signal test failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
3998-Unknown error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
3999-Unknown error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
4000-Power supply (pin 2), forward FWD drive (pin 3), or RVS drive (pin 4) drive shorted to ground . 417
4001-Power supply (pin 5), PWM 1 drive (pin 6), or PWM 2 drive (pin 7) drive shorted to ground . . . . 423
4002-Power supply for digital outputs (pin 8) does not have power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428
4004-Battery voltage (Pin 34) voltage below 10 volts for 2.5 seconds with engine speed above 900 rpm
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431
4005-Downshift delayed due to possible engine overspeed condition . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
4006-FWD input (Pin 12) feedback circuit is reading current with command . . . . . . . . . . . . . . . . . . . . . . 436
4007-FWD input (Pin 12) current is too low with command present . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439
4008-FWD solenoid is drawing more current than commanded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442
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4009-FWD solenoid is drawing less current than commanded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
4011-RVS input (pin 40) feedback circuit is reading current with command . . . . . . . . . . . . . . . . . . . . . . . 448
4012-RVS input (pin 40) current is too low with command present . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
4013-RVS solenoid is drawing more current than commanded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
4014-RVS solenoid is drawing less current than commanded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
4016-First and third shift modulation solenoid input (pin 13) feedback circuit is reading current without
command (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
4017-First and third shift modulation solenoid input (pin 13) current is too low with command present (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
4018-First and third shift modulation solenoid is drawing more current than commanded (*) . . . . . . . . 466
4019-First and third shift modulation solenoid is drawing less current than commanded (*) . . . . . . . . . 469
4021-Second and fourth shift modulation solenoid input (pin 41) feedback circuit is reading current with
command (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472
4022-Second and fourth shift modulation solenoid input (pin 41) current is too low with command present
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
4023-Second and fourth shift modulation solenoid is drawing more current than commanded (*) . . . . 478
4024-Second and fourth shift modulation solenoid is drawing less current than commanded (*) . . . . . 481
4026-First / Third shift solenoid shorted to ground (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
4027-Second / Fourth shift solenoid shorted to ground (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487
4028-Differential lock or 4 wheel drive solenoid shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 490
4029-Shifter Lever improperly connected, no power to pin 16, pin 18, or pin 46 for more than 3 seconds
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 493
4030-Shifter Lever malfunction: transmission in neutral receives forward and neutral together . . . . . . 497
4031-Shifter Lever malfunction: transmission in neutral receives reverse and neutral together . . . . . . 502
4032-Shifter Lever malfunction: transmission in forward receives forward and reverse together . . . . . 507
4033-Shifter Lever malfunction: transmission in reverse receives forward and reverse together . . . . . 512
4034-Shifter Lever malfunction: transmission in forward receives neutral and forward together . . . . . 517
4035-Shifter Lever malfunction: transmission in reverse receives neutral and reverse together . . . . . 522
4036-During transition from second to third gear, and Gear CMD_01 signal erratic or incorrect . . . . . 527
4037-During transition from first to second gear, and Gear CMD_02 signal erratic or incorrect . . . . . . 532
4038-During transition from third to fourth gear, and Gear CMD_02 signal erratic or incorrect . . . . . . . 537
4040-Transmission Controller Driveline Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 542
4041-Transmission output shaft frequency above 3000 Hz detected . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543
4042-Temperature signal erratic or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546
4043-Temperature sensor input (Pin 43) is shorted to a ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 549
4044-Temperature sensor input (Pin 43) is open circuit or shorted to a voltage above 5 volts . . . . . . . 552
4045-Charge pressure is not detected when engine speed is above 700 rpm for 10 seconds . . . . . . . 555
4046-Charge pressure is not detected and vehicle speed is over 10 kph (6 mph) . . . . . . . . . . . . . . . . . 558
4047-Charge pressure switch is closed with no frequency input to the TRAX controller . . . . . . . . . . . . 561
4054-Unknown vehicle model value from VCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 564
4100-Missing EEC 1 message on CAN (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 565
4101-Internal TRAX failure, hardware measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 569
4102-Internal TRAX failure, software timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570
(*) See content for specific models
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4103-Internal TRAX failure, software not running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571
4105-Internal TRAX failure, redundant flash memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 572
4106-Internal TRAX failure, sensor supply high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 573
4107-Internal TRAX failure, sensor supply low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576
4200-First shift solenoid shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 579
4203-Fourth shift solenoid shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 582
4204-System detects different gear than commanded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 585
4205-System can not engage required gear. (Engaged gear is different than requested gear) . . . . . . 592
4206-Gear engagement failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594
4207-1ST/2ND gear shift rail position reporting first gear at startup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 596
4208-1ST/2ND gear shift rail position reporting second gear at startup . . . . . . . . . . . . . . . . . . . . . . . . . . 598
4209-3RD/4TH gear shift rail position reporting third gear at startup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600
4210-3RD/4TH gear shift rail position reporting forth gear at startup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 602
4211-First and second gear sensor input shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 604
4212-First and second gear sensor input voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607
4213-Third and forth gear sensor input shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 610
4214-Third and forth gear sensor input voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613
4825-Loss of TC1 message after 15 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 616
4850-Possible detection wrong transmission type for installed software . . . . . . . . . . . . . . . . . . . . . . . . . . 617
4995-Incorrect VCM configuration of transmission type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 618
4996-Electronic transmission offline or incorrect VCM configuration of transmission type . . . . . . . . . . . 619
4997-Loss of messaging from Trax controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622
4998-Unknown transmission error code with amber lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625
4999-Unknown transmission error code with red lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 626
9001-Hour meter plausibility, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 627
9002-Hour meter RAM checksum failure, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 628
9003-J1939 receive buffer overflow, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 629
9004-EEPROM checksum failure, hour meter location 1, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . 630
9007-Abnormal reset watchdog time-out, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 633
9008-A/D fault foot throttle, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634
9009-A/D fault foot throttle power, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635
9010-A/D fault hand throttle, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636
9011-A/D fault foot throttle, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
9012-A/D fault, internal error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638
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Electrical systems - FAULT CODES
0000-Retrieving fault codes, Backhoes

NOTE: The Electronic Service Tool must be used to remove faults from memory.
Context:
General fault code identification and response.
Cause:
General fault code description.
Possible failure modes:
1. List of possible failure modes.
Solution:
1. Press the enter key once.
BD08E038-01 1
(A) Escape key (C) Up key

(B) Enter key (D) Down key
2. Press the down arrow until a warning icon is displayed.
BD08E036-01 2
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3. Press ENTER to view faults.
BD08E037-01 3
(A) Fault Number (D) Number of occurrences of this fault

(B) Number of faults (E) The hour reading on the machine of the last
occurrence
(C) Fault code
4. The screen will automatically scroll to the next fault.

5. Press the ESCAPE key to return.
6. Fault Code Grouping
(1) 1000 to 1999 vehicle errors.

(2) 2000 to 2999 not used.
(3) 3000 to 3999 engine errors.
(4) 4000 to 4999 transmission errors.
(5) 5000 to 5999 not used.
(6) 6000 to 6999 not used.
(7) 7000 to 7999 not used.
(8) 8000 to 8999 not used.
(9) 9000 to 9999 internal AIC errors.
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1001-Engine Air Filter Blocked

Context:
The Instrument Cluster detects a signal to ground on pin 16 indicating that the Air Filter Restriction Switch has been
tripped. The Instrument Cluster will illuminate Air Filter Restriction Lamp while this fault is active.
Cause:
The Instrument Cluster detects a signal to ground indicating that the Air Filter Restriction Switch has been tripped.
1. Clogged air filter.

2. Faulty air filter restriction switch.
3. Signal wire short circuit.
4. Faulty Instrument Cluster.
Solution:
1. Verify that the fault code is still active, refer to 0000 - Retrieving fault codes, Backhoes.
Prior to clearing fault codes write down all fault codes, number of occurrences, and engine hours at last occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
(1) Use the Electronic Service Tool to clear all fault codes.
(2) To check for Active fault codes: Start and operate machine.
A. OK – Fault is not recorded again. OK to return the machine to service.
B. NOT OK – Fault code 1001 is recorded again. Go to Step 2.

2. Inspect the engine air filter.
(1) Inspect the engine air filter. Replace the filter if needed.
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RCPH10TLB036AAF 3
A. OK – The filter is OK and does not need to be replaced. Go to 3.
B. NOT OK – The filter is in poor condition or is clogged. Replace the filter. Go to Step 3 to confirm elimination
of the fault.
3. Verify that the wiring and connectors are free of damage.
RCPH10TLB054FAM 4
Schematic legend
(1) Air Filter Restriction Switch (3) GND005 Chassis Ground On Upright
(2) Instrument Cluster
(1) Inspect the Instrument Cluster and the Air Filter Restriction Switch connections. All connections should be
secure, tight, free of corrosion, abrasion and damage.
(2) Inspect the harness from the Instrument Cluster and the Air Filter Restriction Switch. Verify that the harness is
free of damage, corrosion, abrasion and incorrect attachment.
A. OK – The connectors are secure and the harness is free of damage. Go to Step 3.
B. NOT OK – The connectors or the harness has damage. Repair or replace the harness or connectors as re-
quired. Return to Step 1 to confirm elimination of fault.
4. Check Air Filter Restriction Circuit
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BD08D002-01 5
(1) Air filter restriction switch

(2) Connector air filter restriction switch
(1) Disconnect 3801-BL from air filter restriction switch.
(2) Turn the key switch on. Engine off. The Air Filter Restriction fault code should no longer be Active.
A. OK – The fault code is no longer active. Go to Step 4.
B. NOT OK – Fault code 1001 is still active. Go to step 5.

5. Check air filter restriction switch
(1) Remove the air filter restriction switch from the air filter housing.
(2) Measure the resistance across the switch. The resistance should be greater than 20,000 ohms.
A. OK – The resistance is greater than 20,000 ohms. Inspect the wiring around the sensor. Go to Step 5.
B. NOT OK – The resistance is less than 20,000 ohms. Replace the air filter restriction switch. Return to Step 1
to confirm elimination of fault.
6. Measure the resistance of the signal wire.
BD08E042-01 6
(1) Instrument cluster connector 1

(1) Measure the resistance from X-28 pin 16 to chassis ground. The resistance should be greater than 20,000
ohms. Wiggle the harness during measurement to reveal an intermittent condition.
A. OK – The resistance is greater than 20,000 ohms. Temporarily repalce the tRax Control and retest. Go to Step
1 to confirm elimination of the fault.
B. NOT OK – The resistance is less than 20,000 ohms. There is a short to chassis gound in the signal wire.
Repair or repalce the wire as required. Return to Step 1 to confirm elimination of fault.
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Wiring harnesses - Electrical schematic sheet 11 Instrument Cluster (55.100.DP-C.20.E.11)
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1002-Engine coolant temperature too high, critical

NOTICE: Check coolant level before proceeding.
Context:
The Instrument Cluster has detected a coolant temperature above 111 °C (232 °F) for a period greater than 5 seconds.
The Instrument Cluster will illuminate the Coolant Temperature Icon and the Danger Icon . The audible alarm
will sound continuously while this fault is active.
Cause:
The coolant temperature signal is above normal. The Instrument Cluster has detected a coolant temperature above
111 °C (232 °F) for a period greater than 5 seconds.
1. Low coolant level.

2. Wiring or circuits shorted to ground.
3. Faulty reading from component.
Solution:
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
(2) To check for fault code: Start and operate machine.
A. OK – Fault code is not recorded again. OK to return the machine to service.
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2. Visually inspect cooling system.
(1) Run engine at 1500 RPM.
(2) Check fan operation.
(3) Check cooling core for clogs.
A. OK – The fan is operating properly and there are no clogs in the system. Go to Step 3.
B. NOT OK – The fan is not operating properly or the radiator is clogged. Repair as required. Return to Step 1 to
confirm elimination of fault.
3. Check engine coolant temperature sensor.
RCPH10TLB087AAM 3
(1) Coolant Temperature Sensor connected to the Instrument Cluster

(2) Coolant Temperature Sensor connected to the ECU
RCPH10TLB046FAM 4
Schematic legend
(1) Coolant Temperature Sensor (3) Chassis Ground, (sensor is internally
grounded to chassis ground)
(1) Disconnect the terminal from the coolant temperature sender.
(2) Measure the resistance of the temperature sender to chassis ground.
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Temperature Open circuit resistance in ohms

110 °C (230.0 °F) 130 Ω
100 °C (212.0 °F) 175 Ω
92 °C (197.6 °F) 223 Ω
85 °C (185.0 °F) 280 Ω
78 °C (172.4 °F) 358 Ω
68 °C (154.4 °F) 511 Ω
A. OK – The resistance measurement was within the values stated in the table above. Go to Step 4.
B. NOT OK – Resistance reading is not acceptable. Replace the transmission temperature sender. Return to
Step 1 to confirm elimination of fault.
4. Check wiring to Instrument Cluster
BD08E042-01 5

(1) Disconnect Instrument Cluster connector X 29.
(2) Measure the resistance from Coolant Temperature sender connector pin 1 to chassis ground. The resistance
should be greater than 20,000 ohms. Wiggle the harness during measurement to reveal an intermittent condition.
A. NOT OK – Determine the break between connectors and repair. Return to Step 1 to confirm elimination of fault.
B. OK – Go to Step 5.
5. Replace the instrument cluster.
(1) Remove and replace the instrument cluster.
A. Return to Step 1 to confirm elimination of fault. If fault is recorded again, contact Technical Services Group for
assistance
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1003-Air conditioning pressure too high

Context:
The Instrument Cluster measures 12 volts on connector X-28 pin 10. The Instrument Cluster will illuminate the Air
Conditioning Icon while the fault is active and will sound the alarm for one second on the next system power up
following the event.
Cause:
The Instrument Cluster has detected the air conditioning pressure to be greater than 27.6 bar (400 psi).
1. Air conditioning pressure greater than 27.6 bar (400 psi).

2. Faulty reading from pressure switch.
3. Wiring or circuit shorted to positive battery.
4. Connectors not mated fully, pins not seated properly in connector, bent pin or broken wires at rear of connector.
5. Faulty A/C Relay (K-008).
Solution:
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
(2) To check for fault code: Start the engine. Turn the A/C (air conditioner) temperature switch to the cold position
and the blower switch to the high position.
A. OK – Fault 1003 is not recorded again. OK to return the machine to service.

2. Verify the harness is not damaged.
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(1) Inspect the Instrument Cluster and A/C High Pressure switch and the A/C Relay (K-008) connections. All
connections should be secure, tight, free of corrosion, abrasion and damage.
(2) Inspect the harness from the Instrument Cluster to the A/C High Pressure switch and the A/C Relay (K-008).
Verify that the harness is free of damage, corrosion, abrasion or incorrect attachment.
RCPH10TLB055FAM 3
Schematic legend
(1) Signal from Blower Motor (Routed from (5) A/C Compressor
F-023 10A Fuse)
(2) A/C Relay Coil Ground (GND004 Cab (6) A/C Relay
Ground Side Console on Loader Control)
(3) A/C Fault Signal to Cluster (X-028 pin 10) (7) A/C Low Pressure Switch (Switch is closed
in a fault position)
(4) A/C High Pressure Switch (Switch is
closed in a fault position)
A. OK - The wiring is free of corrosion, damage, abrasion and incorrect attachment. Go to Step 3.
B. NOT OK - The wiring is not free of corrosion, damage, abrasion and incorrect attachment. Repair or replace
the harness as required. Go to Step 1 to confirm elimination of the fault.
3. Check air conditioning system pressure.
(1) Install a gauge capable of measuring a minimum of 27.6 bar (400 psi) on the A/C High Side test port.
(2) Turn the key switch ON. Turn the A/C (air conditioner) temperature switch to the cold position and the blower
switch to the high position.
(3) Measure the pressure at the high side test port. The pressure should be less than 27.6 bar (400 psi).
BD08F240-01 4
(1) Connector A/C High Pressure Switch

(Connector is located behind grill on front of machine)
(2) Cooling pack
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(3) A/C Highside Test Port
A. OK – The pressure is below 27.6 bar (400 psi) Go to Step .4.
B. NOT OK – The pressure is above 27.6 bar (400 psi). Repair or replace air conditioning system. Return to
Step 1 to confirm elimination of fault.
4. (1) Start the engine. Turn the A/C (air conditioner) temperature switch to the cold position and the blower switch
to the high position.
(2) Disconnect the high pressure switch (S-027). The fault code should no longer be active.
A. OK - The fault code in not active when the pressure switch is disconnected and the fault code is active when
the switch is reconnected. Replace the switch. Go to Step 1 to confirm elimination of the fault.
B. NOT OK - The fault code is active while the switch is disconnected. Go to Step 5.
5. Check Instrument Cluster signal pin.
(1) Disconnect the A/C High Pressure Switch input pin to the Instrument Cluster. Remove pin 10 (60A5 BN A/C
Fault Signal) on connector X-28.
(2) Turn the ignition switch to the ON position, turn the A/C (air conditioner) temperature switch to the cold position
and the blower switch to the high position.
A. OK – The fault code 1003 is not active when the pin is removed and the key switch is ON. Reinstall wire 60A5
BN A/C Fault Signal into instrument cluster connector X-28, pin 10. Go to Step 6.
B. NOT OK – Fault code 1003 is still active. Temporarily replace the instrument cluster and retest. Return to Step
1 to confirm elimination of fault.
6. Check the A/C Relay
(1) Turn ignition switch to the OFF position.
(2) Remove the A/C Relay K-008. Inspect the pins and wiring to the relay.
RCPH10TLB302AAF 5
(1) Fuse block

(2) Diagnostic port
(3) Turn the key switch ON. Turn the A/C (air conditioner) temperature switch to the cold position and the blower
switch to the high position. Fault code 1003 should not be active.
A. OK – The fault code is not active when relay K-008 removed. Replace the relay. Go to Step 1 to confirm
elimination of the fault code.
B. NOT OK – The fault code 1103 is active with relay K-008 removed. There is a short circuit to positive battery in
the wiring harness. Repair or replace the harness as needed. Go to Step 1 to confirm elimination of the fault
code. .
Wiring harnesses - Electrical schematic sheet 01 Power Distribution/ Charging System (55.100.DP-C.20.E.01)
Wiring harnesses - Electrical schematic sheet 14 HVAC (55.100.DP-C.20.E.14)
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1004-Hydraulic filter blocked

Context:
The Instrument Cluster measures 0 volts on connector X-28 pin 17. The Instrument Cluster will illuminate the Hy-
draulic Filter Restriction Icon while the fault is active and will sound the alarm for one second on the next system
power up following the event.
Cause:
The Instrument Cluster measures 0 volts on connector X-28 pin 17.
1. Clogged hydraulic filter

2. Faulty reading from switch
3. Signal wire short to ground
Solution:
Prior to clearing fault codes, write down all fault codes, number of occurrences and engine hours at last occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2

2. Inspect Hydraulic Filter.
(1) Inspect the hydraulic filter. Replace the filter if needed.
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RCPH10TLB045AAF 3
A. OK – The filter is OK and does not need to be replaced. Go to 3.
B. NOT OK – The filter is in poor condition or is clogged. Replace the filter. Go to Step 3 to confirm elimination
of the fault.
3. Verify the harness and connectors are not damaged.
(1) Inspect the Instrument Cluster and Hydraulic Filter Restriction Switch connections. All connections should be
secure, tight, free of corrosion, abrasion and damage.
(2) Inspect the harness from the Instrument Cluster to the Hydraulic Filter Restriction Switch. Verify that the har-
ness is free of damage, corrosion, abrasion or incorrect attachment.
RCPH10TLB047FAM 4
Schematic legend
(1) Hydraulic Filter Restriction Switch (3) Chassis Ground
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RCPH10TLB016GAM 5
(1) Hydraulic oil filter restriction switch

(2) Filter head
A. OK - The wiring is free of corrosion, damage, abrasion and incorrect attachment. Go to Step 3.
B. Not OK - The wiring is not free of corrosion, damage, abrasion and incorrect attachment. Repair or replace the
harness as required. Go to Step 1 to confirm elimination of the fault.
4. Measure the resistance of the Filter Restriction Switch.
(1) Measure the resistance between the filter bypass switch housing and filter head. The resistance should be
greater than 20,000 ohms.
A. OK – The resistance is greater than 20,000 ohms. Go to Step 5.
B. NOT OK – The resistance is less than 20,000 ohms. Replace hydraulic filter bypass switch and retest. Return
to Step 1 to confirm elimination of fault.
5. Check hydraulic filter bypass switch.
(1) Disconnect connector 223-1 (circuit 36H3) from filter bypass switch.
(2) Measure the resistance from the Filter Bypass Switch terminal 1 to chassis ground. Wiggle the harness during
measurement to reveal an intermittent condition. The resistance should be greater than 20,000 ohms.
A. OK – The resistance is greater than 20,000 ohms. Go to Step 5.
B. NOT OK – The resistance is less than 20,000 ohms. Replace hydraulic filter bypass switch and retest. Return
to Step 1 to confirm elimination of fault.
6. Check circuit 36H for short to chassis ground.
BD08E042-01 6

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(1) Disconnect Instrument Cluster Connector X 28. Measure the resistance between pin 17 and chassis ground.
The resistance should be greater than 20,000 ohms. Wiggle the harness during measurement to reveal an inter-
mittent short condition.
(2) Measure the resistance from 36H3 to ground. The resistance should be greater than 20,000 ohms. Wiggle the
harness during measurement to reveal an intermittent short circuit condition.
A. OK – The resistance is greater than 20,000 ohms. Temporarily replace the Instrument Cluster and retest. Go
to Step 6 to confirm elimination of the fault.
B. NOT OK – The resistance is less than 20,000 ohms. There is a short circuit to chassis ground. Repair or
replace the signal wire as required. Return to Step 1 to confirm elimination of fault.
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1005-Power shuttle over speed detected

Context:
The instrument cluster measured the frequency from the PT sensor to be greater than 3000 Hz for a period greater
than 0.5 s.
Cause:
The instrument cluster measured the frequency from the PT sensor to be greater than 3000 Hz for a period greater
than 0.5 s.
1. Faulty wiring or connections between the PT speed sensor and the instrument cluster.
2. Faulty ground connections.
3. Speed sensor installation or excessive noise.
4. Faulty VCM.
Solution:
1. Verify that the fault code is active.
Connect the Electronic Service Tool to the service tool connector.
To check for fault codes: Start and operate the machine.
A. The fault code is not recorded again. OK to return the machine to service.
B. Fault code 1005 is recorded again. Go to step 2.

RAIL14TLB0071EA 1
Schematic legend
(1) Battery supply to the sensor (3) Sensor signal to the instrument cluster
(2) PT speed sensor (4) PT speed sensor ground
Inspect instrument cluster connector X-029 and the PT speed sensor connections. All connections should be
secure and tight and free of corrosion, abrasion and damage.
Inspect the harness from the instrument cluster to the PT speed sensor. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.
A. The connectors are secure and the harness is free of damage. Go to step 3.
B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Check sensor of damage.
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speed Remove the sensor. The sensor is submerged in oil, care should be taken when removing the sensor so
minimal fluid is lost. Inspect the sensor for damage Remove all metal shaving from the sensor.
A. The sensor is free of damage. Reinstall the speed sensor. Go to step 4.
B. The sensor is damaged. Replace the sensor. Return to step 1 to confirm elimination of fault.
4. Measure the sensor signal.
Turn the ignition switch OFF.
Reinstall the sensor. Disconnect the sensor from the harness.
Start the engine.
Use the DATAR oscilloscope function to monitor the sensor signal.
DATAR oscilloscope capture of a good sensor signal. DATAR oscilloscope capture of a bad sensor signal.
RAIL14TLB0082BA 2 RAIL14TLB0083BA 3
A. The data capture of sensor signal is good. Install the latest software in the VCM. Recturn to step 1 to confirm
elimination of the fault.
B. The data capture of the sensor signal is bad. There is a problem in the wiring to the sensor. Repair as required.
Return to step 1 to confirm elimination of the fault.
Power Shuttle
Wiring harnesses - Electrical schematic sheet 20 Comfort Steer/ Ride Control, Power Shuttle transmission
with options (55.100.DP-C.20.E.20)
Powershift
Wiring harnesses - Electrical schematic sheet 20 Comfort Steer/ Ride Control, Powershift transmission with
options (55.100.DP-C.20.E.20)
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1009-Transmission oil temperature too high

Context:
The Instrument Cluster monitored a Transmission Oil Temperature greater than 115 °C (239 °F) for a period greater
than 5 seconds.
Cause:
The Transmission Oil Temperature is above 115 °C (239 °F) for a period greater than 5 seconds.
1. Low transmission oil level

2. Faulty fan operation
3. Clogged cooling core
4. Faulty reading from sensor
5. Faulty instrument cluster
Solution:
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
A. OK – Fault is not recorded again. OK for return to service.

2. Verify transmission oil level.
(1) Check transmission oil level, add oil as required. Refer to Operator's Manual for more details.
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A. OK – The oil level is correct and the fault is not recorded again. OK for return to service.
B. NOT OK – The oil level is correct but the fault is recorded again, go to Step 3
3. Stop machine operations.
(1) Run engine at 1500 RPM.
(2) Check fan operation.
(3) Check cooling core for clogs.
A. OK – The cooling system is operating properly. Go to Step 4.
B. NOT OK – The cooling system is not operating properly or the cooling core is clogged. Repair fan or clear
clogs from cooling core. Repair as required. Return to Step 1 to confirm elimination of fault.
4. Check temperature sender.
BD00M233-01 3
NOTE: Standard transmission. Top view of transmission looking down through the floor plate.
(1) Shift lever

(2) Transmission temperature sender
BD08E063-01 4
NOTE: Power shift transmission. Bottom view of sensor look up.
(1) Transmission temperature sender

(2) Trax controller temperature sender
(1) Disconnect terminal connector from the transmission temperature sender.
(2) Measure the resistance from the Transmission Temperature sender ground connection to chassis ground. The
resistance should be less than 10 ohms. Wiggle the harness during measurement to reveal an intermittent con-
dition.
(3) Measure the resistance across the temperature sender.
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Temperature Open circuit resistance in ohms

110 °C (230.0 °F) 130 Ω
100 °C (212.0 °F) 175 Ω
92 °C (197.6 °F) 223 Ω
85 °C (185.0 °F) 280 Ω
78 °C (172.4 °F) 358 Ω
68 °C (154.4 °F) 511 Ω
A. OK – The resistance measurements were within range, go to Step 5.
B. NOT OK – Resistance reading is not acceptable for a room temperature sender. Replace the transmission
temperature sender. Return to Step 1 to confirm elimination of fault.
5. Check wiring to Instrument Cluster
BD08E042-01 5

(1) Disconnect Instrument Cluster connector X 29.
(2) Measure the resistance from Transmission Temperature sender connector (X 29) pin 1 (signal wire) to chassis
ground. The resistance should be greater than 20,000 ohms. Wiggle the harness during measurement to reveal
an intermittent condition.
A. OK – The resistance measurement is greater than 20,000 ohms. Temporarily replace the Instrument Cluster
and retest. Go to Step 1 to confirm elimination of the fault.
B. NOT OK – The resistance is less than 20,000 ohms. There is a short circuit to chassis ground in the wire.
Repair or replace the wire as required. Return to Step 1 to confirm elimination of fault.
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1010-Foot throttle signal out of range, IVS not changing state in

300 ms
Context:
The IVS (idle validation signal) did not change from a high state (+12 volts) to a low state (0 volts) when the throttle
moved off of low idle. The Instrument Cluster will illuminate the Warning Lamp and will sound the alarm for one
second, on the next system power up following the event.
Cause:
The IVS did not change state in 0.3 sec after the throttle was moved off of low idle.
1. Faulty wiring or connections.

2. Faulty reading from foot throttle sensor.
3. Faulty Instrument Cluster
Solution:
Prior to clearing fault codes, write down all fault codes, the number of occurrences and engine hours of last oc-
currence.
(2) To check for fault code: Start the engine and actuate the throttle.
A. OK – Fault is not recorded again. OK for return the machine to service.

2. Measure the voltage at throttle sensor.
BD08E027-01 1
(1) Throttle position sensor connector

(2) Foot throttle assembly
(3) Throttle position sensor
(1) Turn the key switch OFF. Disconnect the foot throttle connector and inspect pins and wiring for damage, cor-
rosion, abrasion or incorrect attachment.
(2) Turn the ignition switch to the ON position.
(3) Measure the voltage from pin B to pin C. The voltage should be between 4.8 volts and 5.2 volts. Wiggle the
harness during measurement to reveal an intermittent condition.
A. OK — The voltage is correct. Go to Step 3.
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B. NOT OK — The voltage is greater than 5.2 volts go to procedure 1023-Foot throttle supply voltage too
high, over 5.2 volts for 5 seconds (55.525) OR the voltage is less than 4.8 volts, go to procedure 1024-Foot
throttle supply voltage too low, under 4.8 volts for 5 seconds (55.525).
3. Check idle validation circuit
RCPH10TLB018GAM 2
Throttle Signal Legend

(1) Idle Validation Signal (3) Throttle movement in degrees of travel. 0
degrees equals low idle. 20 degrees equals
WOT (Wide Open Throttle).
(2) Throttle Signal Voltage
This step is used to monitor the throttle validation signal. The sensor must be connected and active in order to
continue. The dealer must provide a breakout Tee or connector back probes in order to complete this procedure.
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RCPH10TLB048FAM 3
Schematic legend
(1) Foot Throttle (3) Dealer supplied breakout T
(1) Turn the key switch ON, engine OFF. Measure the voltage from pin E to pin B. The voltage should be approxi-
mately 12 volts.
(2) Move the throttle approximately 3 degrees. The idle validation signal should change from 12 volts to 0 volts.
A. OK — The signal changed from 12 volts to 0 volts. Go to Step 4.
B. NOT OK — The voltage was not correct or the voltage did not change from 12 volts to 0 volts as the throttle
moved off of low idle. Replace the sensor and retest. Return to step 1 to confirm elimination of fault.
4. Check the wire harness from the sensor to the Instrument Cluster.
(1) Turn the key switch OFF.
(2) Remove the breakout harness and reconnect the sensor to the Instrument Cluster harness.
(3) Remove pin 20 from connector X-28.
(4) Turn the key switch ON, engine OFF.
(5) Measure the voltage from the removed wire, pin 20 to X-29 pin 20 (Ground). Move the throttle approximately
3 degrees. The idle validation signal should change from 12 volts to 0 volts. The signal should stay at 0 volts as
the throttle is moved to WOT (wide open throttle).
A. OK — The voltage changed from 12 volts to 0 volts when the throttle was moved. Temporarily replace the
Instrument Cluster and retest. Go to Step 1 to confirm elimination of the fault.
B. NOT OK — The voltage was not correct or voltage did not change from 12 volts to 0 volts as the throttle moved
off of low idle. There is a problem with the idle validation signal wire from the sensor to the Instrument Cluster.
Replace the wire. Return to step 1 to confirm elimination of fault.
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1011-Foot throttle signal out of range, throttle above 95% of input

for 5 seconds
Context:
The Instrument Cluster measured a foot throttle signal greater than 4.75 Volts. The Instrument Cluster will illuminate
the Warning Lamp and will sound the alarm for one second on the next system power up following the event.
Cause:
The Instrument Cluster monitored a throttle signal greater than 4.75 volts (95%) for a period greater than 5 seconds.

Solution:
currence.
(2) To check for fault code: Start and operate machine. Wiggle the harness to reveal an intermittent condition.

2. Check voltage at throttle sensor.
BD08E027-01 1

(1) Turn the key switch OFF. Disconnect the foot throttle connector and inspect pins.
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3. Check the throttle signal from the sensor.
RCPH10TLB017GAM 2

(1) Idle Validation Signal
(3) Throttle movement in degrees of travel. 0 degrees equals low idle. 20
degrees equals WOT (Wide Open Throttle).
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RCPH10TLB048FAM 3
Schematic legend
(1) Foot Throttle (3) Breakout Tee
(1) Connect the break out Tee and measure the voltage from pin A to pin B (or slide Back Probes into pin A and B).
(3) Measure the voltage from pin A to pin B. Move the throttle from low idle to WOT (wide open throttle). The
voltage should change from approximately 0.55 volts at low idle to 4.2 volts at WOT.
A. OK — The voltage measurement is correct. Go to Step 4.
B. NOT OK — The voltage did not change from 0.55 volts to 4.2 volts as the throttle moved from low idle to WOT
or the voltage was greater than 4.75 volts at WOT. Replace the sensor. Return to step 1 to confirm elimination
of fault.
4. Measure the throttle signal from the sensor to the Instrument Cluster.
(4) Turn the key switch ON, engine OFF. Measure the voltage from removed wire, pin 16 to X-29 pin 20 (Ground).
Move the throttle from low idle to WOT (wide open throttle). The voltage should change from approximately 0.55
volts at low idle to 4.2 volts at WOT.
A. OK — The voltage changed from approximately 0.5 volts to 4.2 volts. Temporarily replace the Instrument
Cluster and retest. Go to Step 1 to confirm elimination of the fault.
or the voltage was greater than 4.75 volts at WOT. There is a problem in the throttle signal wire from the sensor
to the Instrument Cluster. Replace the wire. Return to step 1 to confirm elimination of fault.
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1012-Foot throttle signal out of range, throttle below 5% of input

for 5 seconds
Context:
The Instrument Cluster measures a foot throttle signal less than 0.5 Volts. The Instrument Cluster will illuminate the
Warning Lamp and will sound the alarm for one second on the next system power up following the event.
Cause:
The Instrument Cluster monitored a throttle signal less than 0.5 volts (5%) for a period greater than 5 seconds.
1. Faulty wiring or connections shorted to ground.

Solution:
currence.

BD08E027-01 1

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RCPH10TLB017GAM 2

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RCPH10TLB048FAM 3
Schematic legend
or the voltage was less than 0.5 volts at low idle. Replace the sensor and retest. Return to step 1 to confirm
elimination of fault.
or the voltage was less than 0.5 volts at low idle. There is a problem in the throttle signal wire from the sensor
to the Instrument Cluster. Repair or replace the wire as required. Return to step 1 to confirm elimination of
fault.
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1013-Foot throttle signal out of range, signal unusable

Context:
The Instrument Cluster measures a foot throttle signal that is unstable. The Instrument Cluster will illuminate the
Warning Lamp and will sound the alarm for one second on the next system power up following the event.
Cause:
The Instrument Cluster monitors a fluctuation in the throttle signal that is not possible.

Solution:
currence.

BD08E027-01 1

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3. Measure the throttle signal from the sensor.
RCPH10TLB017GAM 2
Idle Validation, Throttle Signal Legend

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RCPH10TLB048FAM 3
Schematic legend
(1) Connect the breakout Tee and measure the voltage from pin A to pin B (or slide Back Probes into pin A and B).
voltage should change from approximately 0.55 volts at low idle to 4.2 volts at WOT. Wiggle the sensor harness
to reveal an intermittent condition.
or there were voltage fluctuations or spikes as the throttle was moved. Replace the sensor. Return to step 1
A. OK — The throttle signal voltage changed from 0.55 volts to 4.2 volts. Temporarily replace the Instrument
or there were voltage fluctuations or spikes as the throttle was moved. There is a problem in the throttle signal
wire from the sensor to the Instrument Cluster. Replace the wire. Return to step 1 to confirm elimination of
fault.
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1014-Battery charge voltage too high

Context:
The Instrument Cluster measured an alternator voltage greater than 16 volts for a period greater than 5 seconds.
The Instrument Cluster will illuminate the battery warning symbol indicating that it has detected a problem in the
battery charging system.
Cause:
The alternator output is greater than 16 volts.
1. Faulty alternator, alternator output greater than 16 volts.

Solution:
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
(2) To check for Active fault code: Start and operate machine.

2. Measure the alternator output.
(1) Start the engine. Set engine speed to low idle and measure the voltage at the Alternator. The voltage should
be approximately 14.2 volts.
A. OK – The voltage is approximately 14.2 volts. Go to Step 3.
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B. NOT OK – The voltage is greater than 14.6 volts. Replace the alternator. Go to test Step 1 to confirm elimina-
tion of fault.
3. Measure the voltage at instrument cluster.
RCPH10TLB049FAM 3
Schematic Legend
(1) Alternator (5) ECU Key ON signal
(2) Instrument Cluster connection, X-29 pin (6) Battery connection to Alternator
24
(3) Trax Controller connection, X-300 pin 53 (7) F-002, 5 Amp
(4) Key switch
Alternator Connections
ALT1 RD 4GA Battery Connection
1 3401 YE 20GA Alternator Charge Signal
2 1501 OG 20GA Key switch (Switched battery to alternator)
3 31S1 YE 20GA Alt Tach signal
(1) Disconnect the Instrument Cluster Connector 2 (X 29). Inspect pins, wiring and connectors for damage, abra-
sion, corrosion or incorrect attachment. Measure the voltage on pin X-29 pin 24 to X-29 pin 26. The voltage should
be approximately 14.2 V. Wiggle the harness during measurement to reveal an intermittent condition.
A. OK – The voltage is approximately 14.2 volts. Temporarily replace the Instrument Cluster and retest. Go to
Step 1 to confirm elimination of the fault code.
B. NOT OK – The voltage is greater than 14.6 volts. Replace the alternator. Return to Step 1 to confirm elimination
of fault.
Wiring harnesses - Electrical schematic sheet 02 Starting System (55.100.DP-C.20.E.02)
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1015-Battery charge voltage too low

Context:
The Instrument Cluster measured an alternator voltage less than 11 volts for a period greater than 5 seconds. The
Instrument Cluster will illuminate the battery warning symbol indicating that it has detected a problem in the
battery charging system.
Cause:
The alternator output is less than 11 volts.
1. Instrument Cluster signal wire shorted to chassis ground.

2. Faulty alternator, alternator output less than 11 volts.
Solution:
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2

2. Measure the alternator output.
(1) Start the engine. Set engine speed to low idle and measure the voltage at the Alternator. The voltage should
be approximately 14.2 volts.
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A. OK – The voltage is approximately 14.2 volts. Go to Step 3.
B. NOT OK – The voltage is less than 11 volts. Replace the alternator.1 to confirm elimination of fault.
RCPH10TLB049FAM 3
Schematic legend
24
(4) Key switch
Alternator Connections
ALT1 RD 4GA Battery Connection
1 3401 YE 20GA Alternator Charge Signal
2 1501 OG 20GA Key switch (Switched battery to alternator)
3 31S1 YE 20GA Alt Tach signal
sion, corrosion or incorrect attachment. Measure the voltage on pin X-29 pin 24 to X-29 pin 26. The voltage should
be approximately 14.2 V. Wiggle the harness during measurement to reveal an intermittent condition.
A. OK – The voltage measurement is correct. Temporarily replace the Instrument Cluster and retest. Go to Step
1 to confirm elimination of the fault code.
B. NOT OK – The voltage is less than 11 volts. Replace the alternator and retest. Return to Step 1 to confirm
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1018-Boost air temperature too high

NOTE: See engine repair manual for electrical schematic information.
Cause:
The engine inlet air temperature is greater than 95 °C (203 °F) for a period greater than 5 seconds. The Instrument
Cluster will illuminate the amber warning light while the fault is active.
Solution:
1. Fault Code 1018 is a CAN Data Link message from the ECU to the Instrument Cluster. This fault code is dis-
played on the Instrument Cluster to warn the operator of a high boost temperature warning. Refer to the engine
troubleshooting guide for more information.
RCPH10TLB138AAF 1
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1019-Engine coolant temperature too high

Cause:
The coolant temperature is greater than 107 °C (224 °F) for a period greater than 5 seconds. The Instrument Cluster
will illuminate the amber warning light while the fault is active.
Solution:
1. This is an information fault code only. The fault code is logged and indicates that the coolant temperature is
approaching the fault code trigger point.
2. Verify proper coolant level.
played on the Instrument Cluster to warn the operator of a high coolant temperature warning. Refer to the engine
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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1020-Transmission oil temperature above normal

Cause:
The transmission oil temperature is greater than 105 °C (221 °F) for a period greater than 5 seconds. The Instrument
Cluster will illuminate the amber warning light while the fault is active.
Solution:
1. This is an information fault code only. The fault code is logged and indicates that the transmission oil temperature
is approaching the fault code trigger point.
2. Verify proper transmission oil level.
3. Fault Code 1020 is a CAN Data Link message from the ECU to the Instrument Cluster. This fault code is displayed
on the Instrument Cluster to warn the operator of a high transmission oil temperature warning. Refer to the engine
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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1021-Fuel temperature above normal

Context:
Fuel temperature is greater than 82 °C (180 °F) for a period greater than 5 seconds. The Instrument Cluster will
illuminate the amber warning light while the is active fault.
Cause:
Fuel temperature is greater than 82 °C (180 °F) for a period greater than 5 seconds.
Solution:
played on the Instrument Cluster to warn the operator of a high fuel temperature warning. Refer to the engine
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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1022-Water in fuel
Context:
The Instrument Cluster has detected excess water in the fuel system. The Instrument Cluster will illuminate the amber
warning light while the is active fault.
Cause:
Fault Code 1022 is a CAN Data Link message from the ECU to the Instrument Cluster. This fault code is displayed
on the Instrument Cluster to warn the operator that the ECU has detected excess water in the fuel system. Refer to
the engine troubleshooting guide for more information.
Solution:
1. Drain the fuel filter of excess water.
RCPH10TLB278AAF 1
RCPH10TLB027AAF 2
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1023-Foot throttle supply voltage too high, over 5.2 volts for 5
seconds
Context:
The Instrument Cluster detects a voltage greater than 5.2 volts on the throttle 5 volt supply line (connector X-29, pin
18).The Instrument Cluster will illuminate the Warning Lamp and will sound the alarm for one second on the next
system power up following the event.
Cause:
The Instrument Cluster detects a voltage greater than 5.2 volts on the throttle 5 volt supply line (connector X-29, pin
18).
1. Throttle supply wire shorted to battery.

2. Wiring open circuit.
3. Failed Instrument Cluster.
Solution:
1. Verify that the fault code is still active. Cycle the key switch power. Refer to 0000 - Retrieving fault codes,
Backhoes.
A. OK – Fault code 1023 is not recorded again. OK to return the machine to service.
B. NOT OK – Fault is recorded again. Go to 2.

2. Check wiring to sensor
RCPH10TLB048FAM 1
Schematic legend
(1) Inspect the wiring from the Instrument Cluster to the foot throttle. The wires should be free of damage, abrasion,
corrosion and incorrect attachment.
A. OK — The wiring is free of damage, abrasion, corrosion and incorrect attachment. Go to Step 3.
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B. NOT OK — The wiring is damaged or corroded. Repair as required. Go to Step 3 to confirm elimination of
fault code.
3. Measure the voltage at the foot throttle connector.
BD08E027-01 2
(1) Foot Throttle connector

(2) Foot Throttle sensor
(1) Disconnect the foot throttle sensor. Turn the key switch "On". Measure the voltage from pin C to pin B. The
voltage should be approximately 5 volts.
A. OK — The voltage is between 4.8 and 5.2 volts. There is an intermittent condition in the wiring to the Instrument
Cluster. Inspect the wiring and connectors for damage. Repair as required. Go to 1 to confirm elimination of
fault.
B. NOT OK — The voltage is greater than 5.2 volts. Go to 4.

4. Measure the voltage at the instrument cluster.
BD08E042-01 3

(1) Turn the key switch "Off." Remove wire 18 from connector X-29. Insert a test wire into pin 18.
(2) Turn the key switch "On" and measure the voltage at pin 18. The voltage should be approximately 5 volts.
A. OK — The voltage is 5 volts. There is a problem in the wiring harness from the Instrument Cluster to the foot
throttle. Repair or replace the harness as required. Go to 1 to confirm elimination of fault.
B. NOT OK — The voltage is greater than 5.2 volts. There is a problem in the Instrument Cluster. Temporarily
replace the Instrument Cluster and retest. Go to 1 to confirm elimination of fault.
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1024-Foot throttle supply voltage too low, under 4.8 volts for 5
seconds
Context:
The Instrument Cluster detects a voltage less than 4.8 volts on the throttle 5 volt supply line (connector X-29, pin 18).
The Instrument Cluster will illuminate the Warning Lamp and will sound the alarm for one second on the next
system power up following the event.
Cause:
The Instrument Cluster detects a voltage less than 4.8 volts on the throttle 5 volt supply line (connector X-29, pin 18).
1. Throttle supply wire shorted to minus battery or chassis ground.

2. Failed Throttle Sensor
3. Failed Instrument Cluster
Solution:
Backhoes.
A. OK – Fault code 1024 is not recorded again. OK to return the machine to service.
B. NOT OK – Fault is recorded again. Go to Step 2.

2. Inspect wiring to sensor
RCPH10TLB048FAM 1
Schematic legend
(1) Inspect the wiring from the Instrument Cluster to the foot throttle. The wires should be free of damage, abrasion,
corrosion and incorrect attachment.
A. OK — The wiring is free of damage, abrasion, corrosion and incorrect attachment. Go to Step 3.
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B. NOT OK — The wiring is damaged or corroded. Repair as required. If the fault code is active after the repair,
go to Step 3.
3. Measure the voltage at the foot throttle connector.
BD08E027-01 2
(1) Foot Throttle connector

(2) Foot Throttle sensor
(1) Disconnect the foot throttle sensor. Turn the key switch "On". Measure the voltage from pin C to pin B. The
A. OK — The voltage is between 4.8 and 5.2 volts. There is an intermittent condition in the wiring to the Instrument
Cluster. Inspect the wiring and connectors for damage. Repair as required. Go to 1 to confirm elimination of
fault.
B. NOT OK — The voltage is less than 4.8 volts. Go to Step 4.

BD08E042-01 3

(1) Turn the key switch "Off." Remove wire 18 from connector X-29. Insert a test wire into pin 18.
(2) Turn the key switch "On" and measure the voltage from pin 18 to X-29 pin 26 (Ground or chassis ground). The
A. OK — The voltage is 5 volts. There is a problem in the wiring harness from the Instrument Cluster to the foot
throttle. Replace or repair the harness. Go to 1 to confirm elimination of fault.
B. NOT OK — The voltage is less than 4.8 volts. There is a problem in the Instrument Cluster. Replace the
Instrument Cluster. Go to 1 to confirm elimination of fault.
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1025-Foot throttle sensor voltage over 5.3 volts for 5 seconds

Context:
The Instrument Cluster measures a foot throttle signal greater than 5.3 volts for a period greater than 5 seconds. The
Instrument Cluster will illuminate the Warning Lamp and will sound the alarm for one second on the next system
power up following the event.
Cause:
The Instrument Cluster measures a foot throttle signal greater than 5.3 volts for a period greater than 5 seconds.
1. Faulty wiring harness. Wiring or circuits shorted to positive battery.

2. Faulty reading from sensor.
Solution:
currence.
A. OK – Fault is not recorded again. OK for return to service.

BD08E027-01 1

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high, over 5.2 volts for 5 seconds (55.525). OR the voltage is less than 4.8 volts, go to procedure 1024-Foot
RCPH10TLB017GAM 2

This step is used to monitor the foot throttle signal. The sensor must be connected and active in order to continue.
The dealer must build a breakout harness as shown below.
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RCPH10TLB048FAM 3
Schematic legend
A. OK — The voltage changed from approximately 0.5 volts to 4.2 volts. Go to Step 4.
or the voltage was greater than 4.75 volts at WOT. Temporarily replace the sensor and retest. Return to step
or the voltage was greater than 4.75 volts at WOT. There is a problem in the throttle signal wire from the sensor
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1026-Foot throttle sensor voltage under 200 mV for 5 seconds

Context:
The Instrument Cluster measures a foot throttle signal less than 200mV (0.2 volts). The Instrument Cluster will illu-
minate the Warning Lamp and will sound the alarm for one second on the next system power up following the
event.
Cause:
The Instrument Cluster measures a foot throttle signal less than 200mV (0.2 volts).
1. Connectors not mated fully, pins not pushed into connector fully, bent pin or broken wire at rear of connector.
Connector pins corroded or dirty.
2. Faulty wiring harness. Wiring or circuits shorted to negative battery
Solution:
currence.

BD08E027-01 1

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high, over 5.2 volts for 5 seconds (55.525). OR the voltage is less than 4.8 volts, go to procedure 1024-Foot
RCPH10TLB017GAM 2

This step is used to monitor the foot throttle signal. The sensor must be connected and active in order to continue.
The dealer must build a breakout harness as shown below.
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RCPH10TLB048FAM 3
Schematic legend
(1) Connect the breakout Tee and measure the voltage from pin A to pin B (or slide Back Probes into pin A and B).
or the voltage was less than 0.5 volts at low idle. Temporarily replace the sensor and retest. Return to step 1
to the Instrument Cluster. Repair or replace the wire as required. Return to step 1 to confirm elimination of
fault.
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1032-Hand throttle supply voltage too low, under 4.8 volts for 5
seconds
Context:
The Instrument Cluster detects a voltage less than 4.8 volts on the hand throttle 5 volt supply line (connector X-29,
pin 19). The Instrument Cluster will illuminate the Warning Lamp and will sound the alarm for one second on the
next system power up following the event.
Cause:
The Instrument Cluster detects a voltage less than 4.8 volts on the hand throttle 5 volt supply line (connector X-29,
pin 19).
1. Throttle supply wire shorted to minus battery or chassis ground.

2. Failed Throttle sensor.
Solution:
Backhoes.

BD08E041-01 1
(1) Location of hand throttle

(2) Hand throttle connector
(1) Inspect the Instrument Cluster and the Hand Throttle connections. All connections should be secure and tight
and free of corrosion, abrasion and damage.
(2) Inspect the harness from the Instrument Cluster to the Hand Throttle. Verify that the harness is free of damage,
3. Measure the voltage at the hand throttle connector.
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RCPH10TLB050FAM 2
Instrument Cluster Description Wire ID

X-029 connector
17 Throttle Signal 2171 YE 20GA
19 +5V Supply to throttle 2191 PK 20GA
21 Sensor Ground 2211 GN 20GA
Schematic legend
(1) Hand Throttle (3) Dealer supplied breakout T
(1) Disconnect the hand throttle sensor.
(2) Turn the key switch ON.
(3) Measure the voltage from pin A to pin C. The voltage should be approximately 5 volts.
A. OK — The voltage is between 4.8 and 5.2 volts. Replace the hand throttle and retest. Go to Step 1 to confirm
B. NOT OK — The voltage is less than 4.8 volts. Go to Step 4.

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BD08E042-01 3

(1) Turn the key switch OFF. Remove wire 19 from connector X-29. Insert a test wire into pin 19.
RCPH10TLB036GAM 4
Schematic legend
(1) Hand Throttle (5) Remove existing wire from the Instrument
Cluster connector.
(2) Instrument Cluster (6) Insert a jumper wire.
(3) Breakout Harness (7) Existing Wire Harness
(4) Digital Voltmeter
(3) Measure the voltage from X-29 pin 19 to X-29 pin 21 (Ground or chassis ground). The voltage should be
approximately 5 volts.
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A. OK — The voltage is between 4.8 and 5.2 volts. There is a problem in the wiring harness from the Instrument
Cluster to the foot throttle. Replace or repair the harness as required. Go to 1 to confirm elimination of fault.
B. NOT OK — The voltage is less than 4.8 volts. There is a problem in the Instrument Cluster. Temporarily replace
the Instrument Cluster and retest. Go to 1 to confirm elimination of fault.
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1033-Hand throttle sensor voltage over 5.3 volts for 5 seconds

Context:
The Instrument Cluster detects a voltage greater than 5.3 volts on the hand throttle 5 volt supply line (connector X-29,
pin 19).The Instrument Cluster will illuminate the Warning Lamp and will sound the alarm for one second on the
Cause:
The Instrument Cluster detects a voltage greater than 5.3 volts on the hand throttle 5 volt supply line (connector X-29,
pin 19).
1. Throttle supply wire has an open circuit or is shorted to battery supply or another voltage source.
Solution:
Backhoes.

BD08E041-01 1

(1) Inspect the Instrument Cluster and the Hand Throttle connections. All connections should be secure and tight
and free of corrosion, abrasion and damage.
corrosion, abrasion or incorrect attachment.
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RCPH10TLB050FAM 2

X-029 connector
Schematic legend
A. OK — The voltage is between 4.8 and 5.2 volts. Temporarily replace the hand throttle and retest. Go to Step
B. NOT OK — The voltage is greater than 5.2 volts. Go to Step 4.

4. Measure the voltage from X-29
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BD08E042-01 3

(1) Turn the key switch OFF. Remove wire 19 from connector X-29. Insert a test wire into pin 19.
RCPH10TLB036GAM 4
Schematic legend
(1) Hand Throttle (5) Remove existing wire from the Instrument
Cluster connector.
(2) Instrument Cluster (6) Insert a jumper wire.
(3) Dealer Supplied Breakout Harness (7) Existing Wire Harness
(4) Digital Voltmeter
(3) Measure the voltage from X-29 pin 19 to X-29 pin 21 (Ground or chassis ground). The voltage should be
approximately 5 volts.
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A. OK — The voltage is between 4.8 and 5.2 volts. There is a problem in the wiring harness from the Instrument
Cluster to the foot throttle. Replace or repair the harness as required. Go to 1 to confirm elimination of fault.
B. NOT OK — The voltage is less than 4.8 volts. There is a problem in the Instrument Cluster. Temporarily replace
the Instrument Cluster and retest. Go to 1 to confirm elimination of fault.
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1034-Hand throttle sensor voltage under 200 mV for 5 seconds

Context:
The Instrument Cluster detects a throttle signal less than 0.2 volts on the hand throttle signal line (connector X-29,
Cause:
pin 17).
1. Hand throttle signal wire is shorted to chassis ground.

Solution:
Backhoes.

BD08E041-01 1

(1) Inspect the Instrument Cluster and the Hand Throttle connections. All connections should be secure, tight, free
of corrosion, abrasion and damage.
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RCPH10TLB050FAM 2

X-029 connector
Schematic legend
(2) Disconnect the throttle sensor from the harness. Disconnect connector X-029 from the Instrument Cluster.
(4) Measure the resistance from X-029 pin 17 to pin B of the throttle connector. The resistance should be less
than 10 ohms. Wiggle the harness during measurement to reveal an intermittent condition.
A. OK — The resistance measurement from step 3 is greater than 20,000 ohms and the resistance measurement
from step 4 is less than 10 ohms. Go to Step 3.
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B. NOT OK — The resistance measurement from step (3) is less than 20,000 ohms. There is a short circuit to
chassis ground. Repair or replace the harness as required. Go to Step 3 to confirm elimination of the fault.
C. NOT OK — The resistance measurement from step (4) is greater than 10 ohms. There is an open circuit in the
throttle signal wire. Repair or replace the harness as required. Go to Step 3 to confirm elimination of the fault.
RCPH10TLB053FAM 3

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RCPH10TLB050FAM 4
Schematic legend
(1) Hand Throttle (3) Breakout Tee
(1) Connect the breakout Tee and measure the voltage from pin A to pin B (or slide Back Probes into pins A and
B).
A. OK — The voltage changed from 0.5 volts to 4.2 volts. Go to Step 4.
or the voltage was less than 0.5 volts at low idle. Replace the sensor. Return to step 1 to confirm elimination
of fault.
A. OK — The voltage changed from 0.5 volts to 4.2 volts. Temporarily replace the Instrument Cluster. Go to Step
1 to confirm elimination of the fault.
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1035-Hand throttle sensor signal above 95% of input for 5 seconds

Context:
The Instrument Cluster detects a throttle signal greater than 4.75 volts on the hand throttle signal line (connector X-29,
Cause:
The Instrument Cluster detects a throttle signal greater than 4.75 volts on the hand throttle signal line (connector X-29,
pin 17).
1. Hand throttle signal wire is shorted to another voltage source or there is an open circuit in the wire or connections.
Solution:
Backhoes.

BD08E041-01 1

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RCPH10TLB050FAM 2

X-029 connector
Schematic legend
(3) Measure the resistance from X-029 pin 17 to battery supply. The resistance should be greater than 20,000
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battery supply. Repair or replace the harness as required. Go to Step 3 to confirm elimination of the fault.
RCPH10TLB053FAM 3

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RCPH10TLB050FAM 4
Schematic legend
(1) Connect the break out Tee and measure the voltage from pin A to pin B (or slide Back Probes into pins A and
B).
or the voltage was less than 0.5 volts at low idle. Temporarily replace the sensor and retest. Return to step 1
(4) Turn the key switch ON, engine OFF. Measure the voltage from the removed wire, pin 17 to X-29 pin 21
(Ground). Move the throttle from low idle to WOT (wide open throttle). The voltage should change from approxi-
mately 0.55 volts at low idle to 4.2 volts at WOT.
A. OK — The voltage changed from 0.5 volts to 4.2 volts. Temporarily replace the Instrument Cluster and retest.
Go to Step 1 to confirm elimination of the fault.
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1036-Hand throttle sensor signal below 5% of input for 5 seconds

Context:
pin 17).The Instrument Cluster will illuminate the Warning Lamp and will sound the alarm for one second on the
Cause:
pin 17).

Solution:
Backhoes.

BD08E041-01 1

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RCPH10TLB050FAM 2

X-029 connector
Schematic legend
(1) Hand Throttle (3) Breakout T
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RCPH10TLB053FAM 3

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RCPH10TLB050FAM 4
Schematic legend
B).
of fault.
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1037-Hand throttle sensor out of range

Context:
Cause:
pin 17).

2. Hand throttle signal wire is shorted to battery supply or another voltage source.
3. Open circuit in the Hand throttle signal wire.
Solution:
Backhoes.

BD08E041-01 1

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RCPH10TLB050FAM 2

X-029 connector
Schematic legend
(4) Measure the resistance from X-029 pin 17 to battery. The resistance should be greater than 20,000 ohms.
Wiggle the harness during measurement to reveal an intermittent condition.
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B. NOT OK — The resistance measurements from step (3) or (4) is less than 20,000 ohms. There is a short circuit
in the harness. Repair or replace the harness as required. Go to Step 3 to confirm elimination of the fault.
RCPH10TLB053FAM 3

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RCPH10TLB050FAM 4
Schematic legend
(1) Connect the break out Tee and measure the voltage from pin A to pin B (or slide Back Probes into pins A and
B).
of fault.
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1039-Hand throttle sensor voltage under 200 mV for 5 seconds

Context:
Cause:
pin 17).

Solution:
Backhoes.

BD08E041-01 1

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RCPH10TLB050FAM 2

X-029 connector
Schematic legend
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RCPH10TLB053FAM 3

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RCPH10TLB050FAM 4
Schematic legend
B).
of fault.
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1040-Engine overspeed warning, Engine speed greater than 2750

RPM for 5 seconds
Cause:
The Instrument Cluster has detected an engine speed greater than 2750 RPM for a period greater than 5 seconds.
The Warning Lamp will illuminate Amber and the LCD backlight will change from the normal backlight to Amber.
The Instrument Cluster will sound the alarm for one second upon activation per key cycle.
Solution:
1. Fault Code 1040 is displayed on the Instrument Cluster to warn the operator that the engine speed has exceeded
2750 RPM.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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1041-Engine overspeed fault, Engine speed greater than 3000 RPM

for 5 seconds
NOTICE: Always stop the machine and shut down the engine whenever the Danger lamp illuminates.
Cause:
The Instrument Cluster has detected an engine speed greater than 3000 RPM for a period greater than 5 seconds.
The Danger Lamp will illuminate Red and the LCD backlight will change from the normal backlight to Red. The
Instrument Cluster will sound the alarm continuously.
Solution:
1. Stop the engine.

2. Fault Code 1041 is displayed on the Instrument Cluster to warn the operator that the engine speed has exceeded
3000 RPM. Stop the engine.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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1044-Fuel level sensor below 2.0 ohm for 5 seconds, shorted low
Context:
The instrument cluster has detected the fuel sender resistance is below 2 Ω for a period greater than 2 s. The instru-
ment cluster will illuminate the warning lamp and will sound the alarm for one second on the next system power
up following the event.
Cause:
The instrument cluster has detected the fuel sender resistance is below 2 Ω for a period greater than 2 s.
1. Wiring or circuits shorted to minus battery or chassis ground.

2. Faulty fuel level sensor.
3. Faulty instrument cluster.
Solution:
A. The fault is not recorded again. OK to return the machine to service.

RCPH10TLB081AAM 1
(1) Fuel level sensor

(2) Fuel level sensor connector X-063
(3) Connector X-001/X-051
Inspect the instrument cluster and the fuel level sender connections. All connections should be secure, tight, free
Inspect the harness from the instrument cluster to the fuel level sender. Verify that the harness is free of damage,
3. Measure the resistance of the fuel level sensor.
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Disconnect connector X-63.
RCPH10TLB051FAM 2
Schematic legend
(1) Fuel level sensor (3) 22 Ω in-line resistor
(2) Instrument cluster (4) GND013 Chassis ground located on the
upright post.
Measure the resistance between X-63, pin A (Sensor side) and X-63, pin B.
Refer to the fuel tank level. The resistance should between 4.5 Ω and 330 Ω.
Level Resistance
Full 2.5 Ω to 6.5 Ω
Empty 320 Ω to 340 Ω
Resistance values are measured from the fuel level sensor connector X-063, pins A and B.
If the resistance measurements are taken from connector X-051/X-001 or from the instrument cluster, add
22 Ω to the value.
A. The resistance is between 4.5 Ω and 330 Ω. Go to step 4.
B. The resistance value is less than 2.5 Ω or greater than 340 Ω or the resistance value fluctuated as the float is
moved. Temporarily replace the sensor and retest. Return to step 1 to confirm elimination of the fault code.
4. Measure the resistance at the fuel level sensor.
Tilt the cab and remove the fuel level sender from the tank.
Disconnect the harness from the sender.
Move the fuel level float from the low position to high position while measuring the resistance of the sender. The
resistance should change linearly from approximately 4.5 Ω at the full tank position to approximately 330 Ω at the
empty tank position. The resistance should change linearly without any fluctuations in resistance.
A. The resistance measurements from the sensor are within specifications. Go to step 5.
B. The resistance readings from the sensor are not steady or the values are not accurate. Temporarily replace
the sensor and retest. Return to step 1 to confirm elimination of fault.
5. Check fuel level wiring.
Measure the resistance from X-63 pin B to ground. The resistance should be less than 10 Ω. Wiggle the harness
during measurement to reveal an intermittent condition.
Measure the resistance from X-63 pin A to instrument cluster connector X-29, pin 13. The resistance should be
approximately 22 Ω. Wiggle the harness during measurement to reveal an intermittent condition.
A. The resistance measurements are within the specifications. Temporarily replace the instrument cluster and
retest. Return to step 1 to confirm elimination of the fault.
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B. The resistance readings are not within the limits defined in the step. Repair or replace the harness as required.
Return to step 1 to confirm elimination of fault.
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1045-Fuel level sensor open circuit

Context:
The instrument cluster has detected an open circuit in the fuel sender signal. The instrument cluster will illuminate
the warning lamp and will sound the alarm for one second on the next system power up following the event.
Cause:
The instrument cluster has detected an open circuit in the fuel sender signal.
1. Open circuit in the fuel level sender signal wire.

2. Faulty fuel level sensor.
3. Faulty instrument cluster.
Solution:
A. The fault code is not recorded again. OK to return the machine to service.

RCPH10TLB081AAM 1
(1) Fuel level sensor

(2) Fuel level sensor connector X-063
(3) Connector X-001/X-051
Inspect the instrument cluster and the fuel level sender connections. All connections should be secure, tight, free
Inspect the harness from the instrument cluster to the fuel level sender. Verify that the harness is free of damage,
3. Measure the resistance of the fuel level signal wire to chassis ground.
Disconnect connector X-63.
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RCPH10TLB051FAM 2
Schematic legend
(1) Fuel level sensor (3) 22 Ω in-line resistor
(2) Instrument cluster (4) GND013 Chassis ground located on the
upright post.
Measure the resistance from X-63, pin A (Sensor side) to X-63 pin B.
Refer to the fuel tank level. The resistance should between 4.5 Ω and 330 Ω.
Level Resistance
Full 2.5 Ω to 6.5 Ω
Empty 320 Ω to 340 Ω
Resistance values are measured from the fuel level sensor connector X-063, pins A and B.
If the resistance measurements are taken from connector X-051/X-001 or from the instrument cluster, add
22 Ω to the value.
A. The resistance measurements were within tolerances. Go to step 4.
B. The resistance values did not match the values from the table or the resistance was less than 2.5 Ω. Tem-
porarily replace the sensor and retest. Go to step 1 to confirm elimination of the fault code.
4. Measure the resistance at the fuel level sensor.
Tilt the cab and remove the fuel level sender from the tank.
Disconnect the harness from the sender.
Move the fuel level float from the low to high position while measuring the resistance across the sender. The
resistance should change linearly from approximately 4.5 Ω at the full tank position to approximately 340 Ω at the
empty tank position. The resistance should change linearly without any fluctuations to a higher or lower resistance.
A. The resistance measurements from the sensor were within specifications. Go to step 5.
B. The resistance readings from the sensor were not steady or the values were not accurate. Temporarily replace
sensor and retest. Return to step 1 to confirm elimination of fault.
5. Check fuel level wiring.
Measure the resistance from X 63 pin B to ground. The resistance should be less than 10 Ω. Wiggle the harness
during measurement to reveal an intermittent condition.
Measure the resistance from X-063 pin A to instrument cluster connector X-29, pin 13. The resistance should be
approximately 22 Ω. Wiggle the harness during measurement to reveal an intermittent condition.
Measure the resistance from X 63 pin A to ground (engine block). The resistance should be greater than 20,000 Ω.
A. The resistance measurements from the sensor were within specifications. Temporarily replace the instrument
cluster and retest. Go to step 1 to confirm elimination of the fault.
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B. The resistance readings were not with the limits defined in the step. Repair or replace the harness as required.
Return to step 1 to confirm elimination of fault.
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1047-Transmission temperature sensor below 3.0 ohms for 5

seconds
Context:
The Instrument Cluster measures a resistance less than 3 ohms for a period greater than 5 seconds. The Instrument
Cluster will illuminate the Warning Lamp and will sound the alarm for one second on the next system power up
following the event.
Cause:
The Instrument Cluster measures a resistance less than 3 ohms for a period greater than 5 seconds.
1. Wiring or circuits shorted to minus battery or chassis ground.

3. Faulty reading from Instrument Cluster.
Solution:

RCPH10TLB082AAM 1
(1) Transmission temperature sensor, connected to Instrument Cluster

(2) Transmission temperature sensor, connected to ECU
(1) Inspect the Instrument Cluster and the Transmission Temperature Sensor connections. All connections should
be secure, tight, free of corrosion, abrasion and damage.
(2) Inspect the harness from the Instrument Cluster to the Transmission Temperature Sensor. Verify that the har-
ness is free of damage, corrosion, abrasion or incorrect attachment.
3. Measure the sensor open circuit resistance.
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RCPH10TLB052FAM 2

X-029 connector
14 Transmission Temperature Signal 32T2 YE 20GA
Schematic legend
(1) Transmission Temperature Sensor (2) Instrument Cluster
(1) Disconnect the terminal connector from the transmission temperature sender.
(2) Measure the resistance from the Transmission Temp Sensor to chassis ground.
Temperature Resistance in ohms. Measured from the sensor connection to chassis

ground
110 °C (230 °F) 130 Ω
105 °C (221 °F) 151 Ω
100 °C (212 °F) 175 Ω
95 °C (203 °F) 202 Ω
92 °C (198 °F) 223 Ω
88 °C (190 °F) 258 Ω
85 °C (185 °F) 280 Ω
81 °C (178 °F) 323 Ω
78 °C (172 °F) 358 Ω
74 °C (165 °F) 412 Ω
68 °C (154 °F) 511 Ω
16 °C (61 °F) 4250 Ω
A. OK – The resistance measurements are within the specifications in the table. Go to Step 4.
B. NOT OK – The resistance measurements are not within range or the measurement is less than 3 ohms. Re-
place transmission temperature sender. Return to Step 1 to confirm elimination of fault.
4. (1) Measure the resistance of the signal wire to chassis ground.
(2) Disconnect connector from transmission temperature sender.
(3) Disconnect the Instrument Cluster connector X-29.
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BD08E042-01 3

(4) Measure the resistance from X-29, pin 14 to X-29 pin 26. Wiggle the harness during measurement to reveal
an intermittent condition. The resistance should be greater than 20,000 ohms.
(5) Measure the resistance from X-29, pin 14 to chassis ground. Wiggle the harness during measurement to reveal
an intermittent condition. The resistance should be greater than 20,000 ohms.
A. OK – The resistance measurements are greater than 20,000 ohms. Temporarily replace the Instrument Cluster
and retest. Return to Step 1 to confirm elimination of fault.
B. NOT OK – The resistance is less than 20,000 ohms. There is a short circuit in the signal wire. Repair or replace
the wire as required. Go to Step 1 to confirm elimination of fault.
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1050-Alternator L+ terminal under 1.5 volts for 5 seconds

NOTE: The battery must be at full charge, and all connections must be clean and tight before testing the electrical
system.
Context:
The Instrument Cluster measured a voltage less than 1.5 volts for a period greater than 5 seconds on connector
X-29, pin 24. The Instrument Cluster will illuminate the battery warning symbol when it detects a problem in the
battery charging system. The Instrument Cluster will illuminate the Warning Lamp and will sound the alarm for
one second on the next system power up following the event.
Cause:
The Instrument Cluster measured a voltage less than 1.5 volts for a period greater than 5 seconds.
2. Wiring or circuits open.
3. Connector pins corroded or dirty.
4. Alternator output voltage is less than 11 volts.
5. Faulty reading from Instrument Cluster.
Solution:
1. Verify that the fault code is still active, refer to 0000 - Retrieving fault codes, Backhoes
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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2. Test the alternator output
(1) Start the engine. Set engine speed to low idle.
(2) Measure the voltage at the Alternator output. The voltage should be approximately 14.2 volts.
RCPH10TLB083AAM 3
(1) Alternator
(2) Connector X-083
A. NOT OK – The voltage is less than 11 volts. Replace the alternator.1 to confirm elimination of fault.
B. OK – The voltage is approximately 14.2 volts. Go to Step 3.

RCPH10TLB049FAM 4
Schematic legend
24
(4) Key switch
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sion, corrosion or incorrect attachment.
(2) Measure the voltage on pin X-29 pin 24 to X-29 pin 26. The voltage should be approximately 14.2 V. Wiggle
the harness during measurement to reveal an intermittent condition.
A. OK – The measured voltage was approximately 14.2 volts. Temporarily replace the Instrument Cluster and
retest. Go to Step 1 to confirm elimination of the fault code.
B. NOT OK – The voltage is less than 11 volts. Replace the alternator. Return to Step 1 to confirm elimination of
fault.
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1051-Timeout of CAN message EEC1, 5 seconds without message

Context:
CAN Data Link communications between the Instrument Cluster and the ECU have been lost. The Instrument Cluster
did not receive the EEC1 message from the ECU. This fault code may be displayed with other CAN Data Link fault
messages. The Instrument Cluster will illuminate the Danger Lamp and will continually sound the audible
alarm. The Low Oil Pressure lamp will also turn on.
Cause:
The Instrument Cluster did not receive the EEC1 message from the ECU. CAN Data Link communications between
the Instrument Cluster and the ECU have been lost.
1. Connectors not mated fully, pins not fully seated in connector, bent pin or broken wire at rear of connector.
3. Wiring or circuits shorted.
5. Faulty ECU
Solution:
Prior to clearing fault codes, write down all existing fault codes, number of occurrences, and engine hours at last
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
(2) To check for fault codes: Start and operate machine. Wiggle the harness to reveal an intermittent condition.
A. OK – Fault is not recorded again. OK to return the machine service.
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2. Verify the harness is not damaged
(2) Verify the connections to the ECU, Instrument Cluster, TRAX Controller and Diagnostic Connector are tight
and secure.
(3) Verify the harness is free of damage, abrasion, corrosion and incorrect attachment.
A. OK - The harness is not damaged and the connections are secure. Go to Step 3.
B. NOT OK - The harness is damaged or the connectors are loose or damaged. Repair as required. Go to Step
3. Measure harness resistance to chassis ground and positive battery.
RCPH10TLB030FAM 3
(1) ECU Connector (5) Internal termination resistor, 120 ohms

(2) Instrument Cluster connector, X-29 (6) CAN Data Link LOW (Green Wire)
(3) Diagnostic Connector, X-009 (7) CAN Data Link HIGH (Yellow Wire)
(4) TRAX Controller, X-300
(2) Disconnect the Instrument Cluster connector, X-029. Measure the resistance from pin 3 on connector X-29 to
chassis ground. The resistance should be greater than 20,000 ohms. Wiggle the harness during measurement
(3) Measure the resistance from pin 4 on connector X-29 to chassis ground. The resistance should be greater
than 20,000 ohms. Wiggle the harness during measurement to reveal an intermittent condition.
positive battery. The resistance should be greater than 20,000 ohms. Wiggle the harness during measurement to
reveal an intermittent condition.
(5) Measure the resistance from pin 4 on connector X-29 to positive battery. The resistance should be greater
A. OK - All resistance measurements are greater than 20,000 ohms. Go to Step 4.
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B. NOT OK - The resistance is less than 20,000 ohms. There is a short circuit in the CAN Data Link. Temporarily
replace the CAN Data Link wires and retest. Go to Step 1 to confirm elimination of the fault code.
4. Measure the resistance through the CAN Data Link circuit.
(1) Turn the key switch OFF. Disconnect Instrument Cluster connector X-029.
(2) Measure the resistance between pin 3 and pin 4 on connector X-029. The resistance should be between 108
and 132 ohms. Wiggle the harness during measurement to reveal an intermittent condition.
A. OK - The resistance is between 108 and 132 ohms. Temporarily replace the Instrument Cluster. Go to Step 1.
B. NOT OK - The resistance is less than 108 ohms, go to test Step 5.
C. NOT OK - The resistance is greater than 132 ohms, go to test step 7.

5. Measure the resistance through the ECU harness to connector X-001
(1) Disconnect connector X-001/X-051.
(2) Measure the resistance between pin 26 and 41 on connector X-001. The resistance should be between 108
A. OK - The resistance is between 108 and 132 ohms. There is an open circuit in the harness between X-051
and the Instrument Cluster. Repair as required. Go to Step 1 to confirm elimination of the fault.
B. NOT OK - The resistance is greater than 132 ohms. Go to step 6.

6. Measure the resistance at the ECU.
(1) Disconnect the ECU connector.
(2) Measure the resistance between pin 34 and 35 on the ECU. (Connector B). The resistance should be between
108 and 132 ohms.
and the ECU. Repair as required. Go to Step 1 to confirm elimination of the fault.
B. NOT OK - The resistance is greater than 132 ohms. Temporarily replace the ECM and retest. Go to step 1 to
confirm elimination of the fault.
7. Measure the resistance through the CAN circuit.
(1) Disconnect the ECU. Disconnect the TRAX Controller.
RCPH10TLB085AAM 4
(2) Measure the resistance between pins 3 and 4 on connector X-029. The resistance should be greater than
20,000 ohms. Wiggle the harness during the measurement to reveal an intermittent condition. The resistance
should be less than 10 ohms.
A. OK - The resistance is greater than 20,000 ohms. Temporarily replace the ECU and retest. Go to Step 1.
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B. NOT OK - The resistance is less than 20,000 ohms. There is a short circuit between the CAN Data Link wires.
Repair or replace the harness as required. Go to step 1 to confirm elimination of fault.
Wiring harnesses - Electrical schematic sheet 04 Engine Control (55.100.DP-C.20.E.04)
Wiring harnesses - Electrical schematic sheet 22 Trax SPS/ PS Controller (55.100.DP-C.20.E.22)
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1052-Timeout of CAN message, 5 seconds without message

Context:
did not receive the a message from the ECU for a period of 5 seconds. This fault code may be displayed with other
CAN Data Link fault messages. The Instrument Cluster will illuminate the Danger Icon and will continually
sound the audible alarm.
Cause:
The Instrument Cluster did not receive a message from the ECU for 5 seconds. CAN Data Link communications
between the Instrument Cluster and the ECU have been lost.
5. Faulty ECU
Solution:
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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B. NOT OK – The fault code is recorded again. Go to Step. 2.

and secure.
RCPH10TLB030FAM 3

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A. OK - The resistance is between 108 and 132 ohms. Temporarily replace the Instrument Cluster and retest. Go
to Step 1.


108 and 132 ohms.
and the ECU. Repair or replace the harness as required. Go to Step 1 to confirm elimination of the fault.
RCPH10TLB085AAM 4
20,000 ohms. Wiggle the harness during the measurement to reveal an intermittent condition.
A. OK - The resistance is greater than 20,000 ohms. Temporarily replace the ECU and retest. Go to Step 1 to
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1053-Timeout of CAN message CNFBAM, 25 seconds without

message
Context:
did not receive the CNFBAM message from the ECU for a period of 25 seconds. This fault code may be displayed
with other CAN Data Link fault messages. The Instrument Cluster will illuminate the Danger Lamp and will
continually sound the audible alarm while this fault is active.
Cause:
The Instrument Cluster did not receive the CNFBAM message from the ECU for 25 seconds. CAN Data Link com-
munications between the Instrument Cluster and the ECU have been lost.
5. Faulty ECU
Solution:
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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B. NOT OK – The fault code is recorded again. Go to Step 2.

2. Verify the harness is not damaged.
and secure.
RCPH10TLB030FAM 3

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A. OK - The resistance is between 108 and 132 ohms. Temporarily replace the Instrument Cluster. Go to Step 1.


108 and 132 ohms.
RCPH10TLB085AAM 4
20,000 ohms. Wiggle the harness during the measurement to reveal an intermittent condition. The resistance
should be less than 10 ohms.
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1054-Timeout of CAN message engine temperature, 5 seconds

without message
580SN Four-Wheel Drive (4WD) TIER 3 ---
580SN Two-Wheel Drive (2WD) TIER 3 ---
580SN WT Four-Wheel Drive (4WD) TIER 3
Context:
did not receive the engine temperature message from the ECU for a period of 5 seconds. This fault code may be
displayed with other CAN Data Link fault messages. The Instrument Cluster will illuminate the Danger Lamp
and will continually sound the audible alarm while this code is active.
Cause:
The Instrument Cluster did not receive the engine temperature message from the ECU for 5 seconds. CAN Data Link
communications between the Instrument Cluster and the ECU have been lost.
5. Faulty ECU
Solution:
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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and secure.
RCPH10TLB030FAM 3

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(1) Turn the key switch OFF. Disconnect the Instrument Cluster connector X-029.
to Step 1.

5. Measure the resistance through the ECU harness to connector X-001.

108 and 132 ohms.
RCPH10TLB085AAM 4
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confirm elimination of the fault..
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1055-Timeout of CAN message inlet/exhaust, 5 seconds without

message
Context:
did not receive the inlet/exhaust message from the ECU for a period of 5 seconds. This fault code may be displayed
continually sound the audible alarm while this code is active.
Cause:
did not receive an inlet/exhaust temperature message from the ECU for 5 seconds. This fault code may be displayed
with other CAN Data Link fault messages.
5. Faulty ECU
Solution:
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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and secure.
RCPH10TLB030FAM 3

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to Step 1.


108 and 132 ohms.
RCPH10TLB085AAM 4
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1056-Timeout of CAN message engine fluid, 5 seconds without

message
Context:
did not receive the engine fluid message from the ECU for a period of 5 seconds. This fault code may be displayed
continually sound the audible alarm.
Cause:
did not receive an engine fluid message from the ECU for 5 seconds. This fault code may be displayed with other
CAN Data Link fault messages.
5. Faulty ECU
Solution:
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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and secure.
RCPH10TLB030FAM 3

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(2) Measure the resistance between pin 34 and pin 35 on the ECU. (Connector B). The resistance should be
between 108 and 132 ohms.
RCPH10TLB085AAM 4
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1057-Timeout of CAN message vehicle electrical, 5 seconds without

message
Context:
did not receive the vehicle electrical message from the ECU for a period of 5 seconds. This fault code may be dis-
played with other CAN Data Link fault messages. The Instrument Cluster will illuminate the Danger Lamp
and will continually sound the audible alarm while this fault is active.
Cause:
did not receive a vehicle electrical message from the ECU for 5 seconds. This fault code will be displayed with other
CAN Data Link fault messages.
5. Faulty ECU
Solution:
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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and secure.
RCPH10TLB030FAM 3

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(2) Measure the resistance between pin 34 and pin 35 on the ECU. (Connector B). The resistance should be
between 108 and 132 ohms.
RCPH10TLB085AAM 4
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1058-Timeout of CAN message EDC2BC, 5 seconds without

message
Context:
did not receive the EDC2BC message from the ECU for a period of 5 seconds. This fault code may be displayed
continually sound the audible alarm while the fault is active.
Cause:
did not receive a EDC2BC message from the ECU for 5 seconds. This fault code will be displayed with other CAN
Data Link fault messages.
5. Faulty ECU
Solution:
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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and secure.
RCPH10TLB030FAM 3

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108 and 132 ohms.
RCPH10TLB085AAM 4
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Repair or replace the harness as required. Go to step 1 to confirm elimination of the fault.
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1059-Timeout of CAN message DM1, 5 seconds without message

Context:
did not receive the DM1 diagnostic message from the ECU for a period of 5 seconds. This fault code may be displayed
continually sound the audible alarm while the fault is active.
Cause:
did not receive a the DM1 diagnostic message from the ECU for 5 seconds. This fault code will be displayed with
other CAN Data Link fault messages.
5. Faulty ECU
Solution:
occurrence.
RCPH10TLB278AAF 1
RCPH10TLB138AAF 2
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and secure.
RCPH10TLB030FAM 3

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(2) Measure the resistance between X-029 pin 3 and pin 4. The resistance should be between 108 and 132 ohms.


108 and 132 ohms.
RCPH10TLB085AAM 4
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3006-Coolant Temperature Sensor - Signal Not Plausible

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Coolant temp sensor. This error
could result from a signal out of range or a signal that is either erratic or intermittent. When the ECU determines
that the Coolant temp sensor temperature value is not valid, it will substitute another value to be used. In case of a
defective Coolant temp sensor during engine warm-up, a default coolant temperature value is derived from the ramp
of the currently logged sensor data. If an error would occur during normal engine operation, the oil temperature is
used as the default value. If the Oil temp / press sensor is defective, 85 °C (185 °F) is substituted as the default value.
Cause:
The Coolant temp sensor signal to the ECU is either erratic or intermittent.
1. Faulty Coolant temp sensor.

2. Faulty electrical wiring or intermittent connection between Coolant temp sensor and ECU.
3. Faulty ECU, supply voltages or grounds.
Solution:
1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.
Remove Coolant temp sensor connector WTF and inspect housing body/latch, pins and wiring harness for dam-
age. Also, inspect connector portion of the Coolant temp sensor.
A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.
B. If no damage is determined, proceed to step 2.

2. Operation: Check Open Circuit Supply Voltage for Coolant temp sensor.
Vehicle Status: Key On Engine Off.
Remove connector WTF from Coolant temp sensor and check for (DC) voltage outlined in the table below. Use the
test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access
the pins on the connector.
Test Type From To Expected Results

1. Voltage WTF (Pin 1) (+) WTF (Pin 2) (-) Approx. 5 volts (DC)
A. If 5 volts (DC) is present, proceed to step 4.
B. If 5 volts (DC) is not present, proceed to step 3.

3. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.
Remove and perform continuity tests between connectors WTF and 2 on engine sensor harness. Flex harness
during test to check for any intermittent operation. Use the test lead labeled "Coolant/Fuel Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector WTF.
Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the digital multi-meter
(DMM) to the 2 connector. Make sure the DMM's test lead resistance is taken into account when making continuity
measurements. See test table below.
Important Note:
Check and verify that the Vehicle Status is correct. Potential ECU damage could result when removing main ECU
connectors if this is not followed.
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1. Continuity WTF (Pin: 1) 2, (Pin: 15) Approx. 0 - 0.10 ohms
2. Continuity WTF, (Pin: 2) 2, (Pin: 26) Approx. 0 - 0.10 ohms
3. Short Circuit 2, (Pin: 15) 2, (Pin: 32) Open Circuit
A. If continuity/shorts test is successful, go to step 4.
B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Coolant temp sensor Test
Remove WTF connector and test resistance of Coolant temp sensor using the table of resistance vs. temp. below.
Approximate the temperature when performing test. Coolant temp sensor failures are typically at the extreme ends
of the table or off the table entirely. Use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF)
Diagnostic Repair Kit 380040185 to access the pins on the sensor.
Coolant Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
A. If the resistance measurement does not approximately match the table, replace the sensor.
B. If the resistance measurement does approximately match the table, proceed to step 5.
5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector 1): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing connector 1): Key Off Engine Off.
Use product schematic for a reference, remove connector 1 from the ECU and check for 12 volts and continuity at
the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes from the Tier
II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to the connector 1. Make sure the DMM's
test lead resistance is taken into account when making any continuity measurements.
Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

1. Voltage 1, (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts
2. Continuity 1, (Pin 5, 6, 10, 11) Ground (engine block) Approx. 0 - 0.10 ohms
A. If the voltages and ground paths are correct and the Coolant temp sensor was not replaced on a prior diagnostic
of this type, replace the sensor.
B. If the voltages and ground paths are correct and the Coolant temp sensor was replaced on a prior diagnostic
of this type, re-initialize the ECU as if it was blank (new) and load the appropriate data-set.
C. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU.
D. If the voltages and ground paths are not correct, refer to schematic and determine root cause of power or
continuity problem(s).
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3007-Coolant Temperature Signal - Signal Above Range Maximum

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Coolant temperature sensor. This
error could result from a signal out of range or a signal that is either erratic or intermittent. When the ECU determines
that the Coolant temperature sensor temperature value is not valid, it will substitute another value to be used. In case
of a defective Coolant temperature sensor during engine warm-up, a default coolant temperature value is derived
from the ramp of the currently logged sensor data. If an error would occur during normal engine operation, the oil
temperature is used as the default value. If the Oil temperature / pressure sensor is defective, 85 °C (185 °F) is
substituted as the default value.
Cause:
The Coolant temperature sensor signal to the ECU is out of range of the upper threshold limit.
1. Faulty Coolant temperature sensor.

2. Faulty electrical wiring, short to high source or open circuit condition.
Solution:
1. Verify the fault code is present and active.
A. If fault code is present and active, continue with 2.
B. If fault code is no longer present, continue with step 6.

2. Verify complete voltage supply circuit for the Coolant temperature sensor. Remove the connector WTF from
Coolant temperature sensor and check for voltage outlined in the table below. Use the test lead labeled "Coolant/
Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the connector.

1. Voltage Coolant temperature Coolant temperature Approx. 5 volts
sensor connector WTF (Pin sensor connector WTF (Pin
1) (+) 2) (-)
A. If 5 volts is present, continue with step 4.
B. If 5 volts is not present, continue with step 3.

3. Check for faulty wiring. Remove and perform continuity tests between the Coolant temperature sensor and the
ECU engine connectors on the engine sensor harness. Flex harness during test to check for any intermittent
operation. Use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit
380040185 to be able to access the pins on the Coolant temperature sensor connector. Also, use the 0.4 mm
(0.017 in) diameter test probes from the repair kit when connecting the digital multi-meter (DMM) to the ECU
engine connector. See test table below.

1. Continuity Coolant temperature ECU engine connector 2 Approx. 0 - 0.10 ohms
sensor connector WTF (Pin: 15)
(Pin: 1)
2. Continuity Coolant temperature ECU engine connector 2 Approx. 0 - 0.10 ohms
sensor connector WTF (Pin: 26)
(Pin: 2)
3. Short Circuit ECU engine connector 2 ECU engine connector 2 Open Circuit
(Pin: 15) (Pin: 32)
4. Short Circuit ECU engine connector ECU engine connector 2 Open Circuit
2(Pin: 15) (Pin: 33)
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5. Short Circuit ECU engine connector 2 ECU engine connector 2 Open Circuit
(Pin: 15) (Pin: 26)
A. If continuity/short tests are successful, continue with step 4.
B. If continuity/short test are unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Verify proper Coolant temperature sensor operation. Remove Coolant temperature sensor connector WTF and
test resistance of Coolant temperature sensor using the table of resistance vs. temp. below. Approximate the
temperature when performing test. Coolant temperature sensor failures are typically at the extreme ends of the
table or off the table entirely. Use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diag-
nostic Repair Kit 380040185 to access the pins on the sensor.

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
B. If the resistance measurement does approximately match the table, continue with step 5.
5. Verify ECU ground and voltage supply. Use the product schematic for a reference, with the ignition switch OFF
remove ECU vehicle connector 1 from the ECU. Check for 12 volts with the ignition switch in the ON position, and
continuity at the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes
from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to the ECU vehicle connector.
Make sure the DMM's test lead resistance is taken into account when making any continuity measurements.

1. Voltage ECU vehicle connector 1 Ground (engine block) Approx. 12 volts
(Pin 2, 3, 8, 9, 40)
2. Continuity ECU vehicle connector 1 Ground (engine block) Approx. 0 - 0.10 ohms
(Pin 5, 6, 10, 11)
A. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU.
B. If the voltages and ground paths are not correct locate and repair the damaged section(s) of the wiring harness.
6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.
A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.
B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
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3008-Coolant Temperature Signal - Signal Below Range Minimum

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Coolant temperature sensor. This
error could result from a signal out of range or a signal that is either erratic or intermittent. When the ECU determines
that the Coolant temperature sensor temperature value is not valid, it will substitute another value to be used. In case
of a defective Coolant temperature sensor during engine warm-up, a default coolant temperature value is derived
from the ramp of the currently logged sensor data. If an error would occur during normal engine operation, the oil
temperature is used as the default value. If the Oil temperature / pressure sensor is defective, 85 °C (185 °F) is
substituted as the default value.
Cause:
The Coolant temperature sensor signal to the ECU is out of range of the lower threshold limit.
1. Faulty Coolant temperature sensor.

2. Faulty electrical wiring, short to low source condition.
3. Faulty ECU, supply voltages.
Solution:
A. If fault code is present and active, continue with step 3.

2. Verify Coolant temperature sensor is working properly. Disconnect the Coolant temperature sensor, connector
WTF, and test resistance of Coolant temperature sensor using the table of resistance vs. temperature below. Ap-
proximate the temperature when performing test. Coolant temperature sensor failures are typically at the extreme
ends of the table or off the table entirely. Use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II
(NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor.

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
B. If the resistance measurement does approximately match the table, continue with step 4.
3. Check for supply voltage from the ECU in the Coolant temperature sensor supply wiring. Remove the connector
from Coolant temperature sensor WTF and check for voltage between Coolant temperature sensor connector
WTF, pin 1 and ground. If necessary, use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF)
Diagnostic Repair Kit 380040185 to access the pins on the connector. There should be 5 volts.
A. If 5 volts is present, continue with step 5.
B. If 5 volts is not present, continue with step 2.

4. Check the ECU output to the Coolant temperature sensor. With the ignition switch in the OFF position, remove the
Coolant temperature sensor connector WTF and the ECU engine connector 2 on engine sensor harness. Turn the
ignition switch to the ON position and check for voltage between ECU engine connector WTF, pin 15 and ground.
If necessary, use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit
380040185 to access the pins on the Coolant temperature sensor, connector WTF. Also, use the 0.4 mm (0.017 in)
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diameter test probes from the repair kit when connecting the multi-meter to the ECU engine connector 2. There
should be 5 volts.
A. If 5 volts is present, locate a repair the open circuit condition between the ECU engine connector 2, pin 15 and
the Coolant temperature sensor connector WTF, pin 1.
B. If 5 volts is not present, replace the ECU.

5. Verify the Coolant temperature sensor ground path. With the ignition switch in the OFF position, disconnect ECU
engine connector, 2, and check for continuity to ground from pin 26 of the ECU. Use the 0.4 mm (0.017 in) diam-
eter test probes from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the multi-meter to the
ECU engine connector, 2.
A. If there is continuity, locate and repair short to ground in Engine sensor harness between the ECU engine
connector 2 and the Coolant temperature sensor connector, WTF.
B. If there is not continuity, replace the ECU.

resolved.
B. If no damage or no other than normal display readings are indicated, erase the fault code and continue oper-
ation.
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3010-Air intake temperature sensor signal above maximum range

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Boost Pressure sensor. The Boost
Pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related
to the temperature sensing function of the device. This error could result from a signal out of range or a signal that
is either erratic or intermittent. When the ECU determines that the Boost Pressure sensor value is not valid, it will
substitute a default value of 29.96 °C (86 °F).
Cause:
The Boost Pressure sensor signal to the ECU is out of range of the upper threshold limit.
1. Faulty sensor.
2. Faulty electrical wiring or connection.
Solution:

Remove Boost Pressure sensor connector LDFT and inspect housing body/latch, pins and wiring harness for
damage. Also, inspect connector portion of the Boost Pressure sensor.
and sound electrical connection. Replace Boost Pressure sensor if damaged.

2. Operation: Check Open Circuit Voltages for Boost Pressure sensor.
Remove connector LDFT from Boost Pressure sensor and check for voltages (DC) between connector pins out-
lined in the table below. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair
Kit 380040185 to access the pins on the connector.

1. Voltage LDFT (Pin 3) LDFT (Pin 1) Approx. 5 volts
3. Voltage LDFT (Pin 4) LDFT (Pin 1) Approx. 5.4 volts
A. If the voltage test sequence is successful, proceed to step 4.
B. If the voltage test sequence is not successful, proceed to step 3.

Remove and perform continuity/shorts tests between connectors LDFT and 2 on engine wiring harness. Flex
harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector LDFT.
(DMM) to connector 2. Make sure the DMM's test lead resistance is taken into account when making continuity
Important Note:
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Test Type From: To: Expected Results

1. Continuity LDFT (Pin: 1) 2 (Pin: 25) Approx. 0 - 0.10 ohms
5. Shorts 2 (Pin: 36) 2 (Pin: 25, 34, 33) Open Circuit
6. Shorts 2 (Pin: 25) 2 (Pin: 34, 33) Open Circuit
7. Shorts 2 (Pin: 34) 2 (Pin: 33) Open Circuit
4. Operation: Boost Pressure sensor Test
Remove the Boost Pressure sensor connector LDFT and remove the sensor from the engine intake manifold.
Allow the sensor to cool to ambient temperature for several minutes, and then test sensor resistance across pins
2 and 3, using the table of resistance vs. temperature below. Approximate the ambient air temperature when
performing the test. Boost Pressure sensor failures are typically at the extreme ends of the table or off the table
entirely. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185
to access the contacts on the Boost Pressure sensor (pins 2 and 3).
Temperature Resistance Nominal Value Resistance Min/Max. Range

-40 °C (-40 °F) 48153 ohms 45301 - 51006 ohms
-35 °C (-31 °F) 35763 ohms 33703 - 37823 ohms
-30 °C (-22 °F) 26854 ohms 25350 - 28359 ohms
-25 °C (-13 °F) 20376 ohms 19265 - 21487 ohms
-20 °C (-4 °F) 15614 ohms 14785 - 16443 ohms
-15 °C (5 °F) 12078 ohms 11453 - 12702 ohms
-10 °C (14 °F) 9426 ohms 8951 - 9901 ohms
-5 °C (23 °F) 7419 ohms 7055 - 7783 ohms
0 °C (32 °F) 5887 ohms 5605 - 6168 ohms
5 °C (41 °F) 4707 ohms 4487 - 4926 ohms
10 °C (50 °F) 3791 ohms 3618 - 3964 ohms
15 °C (59 °F) 3075 ohms 2939 - 3211 ohms
20 °C (68 °F) 2511 ohms 2402 - 2619 ohms
25 °C (77 °F) 2063 ohms 1976 - 2150 ohms
30 °C (86 °F) 1715 ohms 1645 - 1786 ohms
35 °C (95 °F) 1432 ohms 1374 - 1490 ohms
40 °C (104 °F) 1199 ohms 1152 - 1247 ohms
45 °C (113 °F) 1009 ohms 970 - 1047 ohms
50 °C (122 °F) 851 ohms 819 - 883 ohms
55 °C (131 °F) 721 ohms 694 - 747 ohms
60 °C (140 °F) 612 ohms 590 - 634 ohms
65 °C (149 °F) 522 ohms 503 - 540 ohms
70 °C (158 °F) 446 ohms 431 - 462 ohms
75 °C (167 °F) 383 ohms 370 - 396 ohms
80 °C (176 °F) 329 ohms 319 - 340 ohms
85 °C (185 °F) 284 ohms 275 - 293 ohms
90 °C (194 °F) 246 ohms 238 - 254 ohms
95 °C (203 °F) 214 ohms 207 - 220 ohms
100 °C (212 °F) 186 ohms 180 - 192 ohms
105 °C (221 °F) 162 ohms 157 - 167 ohms
110 °C (230 °F) 142 ohms 138 - 147 ohms
115 °C (239 °F) 125 ohms 121 - 129 ohms
120 °C (248 °F) 110 ohms 106 - 113 ohms
125 °C (257 °F) 97 ohms 93 - 100 ohms
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130 °C (266 °F) 85 ohms 83 - 88 ohms
Use product schematic for a reference, remove connector 1 from the ECU and check for voltage and continuity at
Important Note:

1. Voltage 1 (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts
2. Continuity 1 (Pin 5, 6, 10, 11) Ground (engine block) Approx. 0 - 0.10 ohms
A. If the voltages and ground paths are correct and the Boost Pressure sensor was not replaced on a prior diag-
nostic of this type, replace the sensor.
B. If the voltages and ground paths are correct and the Boost Pressure sensor was replaced on a prior diagnostic
replace the ECU.
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3011-Air intake temperature sensor signal below minimum range

Context:
Pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related
to the temperature sensing function of the device. This error could result from a signal out of range or a signal that
is either erratic or intermittent. When the ECU determines that the Boost Pressure sensor value is not valid, it will
substitute a default value of 29.96 °C (86 °F).
Cause:
The Boost Pressure sensor signal to the ECU is out of range of the lower threshold limit.
1. Faulty sensor.
Solution:


Remove LDFT connector from Boost Pressure sensor and check for voltages (DC) between connector pins out-


Remove and perform continuity/shorts tests between connectors LDFT and 2 on engine wiring harness. Flex
harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector LDFT.
(DMM) to the 2 connector. Make sure the DMM's test lead resistance is taken into account when making continuity
Important Note:
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1. Continuity LDFT 2 (Pin: 25) Approx. 0 - 0.10 ohms
4. Operation: Boost Pressure sensor Test
Remove the Boost Pressure sensor connector LDFT and remove the sensor from the engine intake manifold.
Allow the sensor to cool to ambient temperature for several minutes, and then test sensor resistance across pins
2 and 3, using the table of resistance vs. temperature below. Approximate the ambient air temperature when
performing the test. Boost Pressure sensor failures are typically at the extreme ends of the table or off the table
entirely. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185
to access the contacts on the Boost Pressure sensor (pins 2 and 3).

-40 °C (-40 °F) 48153 ohms 45301 - 51006 ohms
-35 °C (-31 °F) 35763 ohms 33703 - 37823 ohms
-30 °C (-22 °F) 26854 ohms 25350 - 28359 ohms
-25 °C (-13 °F) 20376 ohms 19265 - 21487 ohms
-20 °C (-4 °F) 15614 ohms 14785 - 16443 ohms
-15 °C (5 °F) 12078 ohms 11453 - 12702 ohms
-10 °C (14 °F) 9426 ohms 8951 - 9901 ohms
-5 °C (23 °F) 7419 ohms 7055 - 7783 ohms
0 °C (32 °F) 5887 ohms 5605 - 6168 ohms
5 °C (41 °F) 4707 ohms 4487 - 4926 ohms
10 °C (50 °F) 3791 ohms 3618 - 3964 ohms
15 °C (59 °F) 3075 ohms 2939 - 3211 ohms
20 °C (68 °F) 2511 ohms 2402 - 2619 ohms
25 °C (77 °F) 2063 ohms 1976 - 2150 ohms
30 °C (86 °F) 1715 ohms 1645 - 1786 ohms
35 °C (95 °F) 1432 ohms 1374 - 1490 ohms
40 °C (104 °F) 1199 ohms 1152 - 1247 ohms
45 °C (113 °F) 1009 ohms 970 - 1047 ohms
50 °C (122 °F) 851 ohms 819 - 883 ohms
55 °C (131 °F) 721 ohms 694 - 747 ohms
60 °C (140 °F) 612 ohms 590 - 634 ohms
65 °C (149 °F) 522 ohms 503 - 540 ohms
70 °C (158 °F) 446 ohms 431 - 462 ohms
75 °C (167 °F) 383 ohms 370 - 396 ohms
80 °C (176 °F) 329 ohms 319 - 340 ohms
85 °C (185 °F) 284 ohms 275 - 293 ohms
90 °C (194 °F) 246 ohms 238 - 254 ohms
95 °C (203 °F) 214 ohms 207 - 220 ohms
100 °C (212 °F) 186 ohms 180 - 192 ohms
105 °C (221 °F) 162 ohms 157 - 167 ohms
110 °C (230 °F) 142 ohms 138 - 147 ohms
115 °C (239 °F) 125 ohms 121 - 129 ohms
120 °C (248 °F) 110 ohms 106 - 113 ohms
125 °C (257 °F) 97 ohms 93 - 100 ohms
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130 °C (266 °F) 85 ohms 83 - 88 ohms
Use product schematic for a reference, remove 1 connector from the ECU and check for voltage and continuity at
II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to the 1 connector. Make sure the DMM's
Important Note:

replace the ECU.
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3015-Fuel Temperature Sensor - Signal Above Maximum

Context:
The Engine Control Unit (ECU) has detected a fault associated with Fuel temperature sensor. This error typically
results from a signal that is out of range. When the ECU determines that the Fuel temperature sensor temperature
value is invalid, it will substitute the current coolant temperature value, or in the case of a defective Coolant tempera-
ture sensor , the value 19.96 ° C (67.9 °F) will be substituted.
Cause:
The Fuel temperature sensor signal to the ECU is out of the range of the upper threshold limit.
1. Faulty Fuel temperature sensor.

2. Faulty electrical wiring or short to high source or open circuit condition.
Solution:
1. Verify this error code is still present and in an active state.
A. If the error is still present and active, continue with step 2.
B. If the error is no longer present or is in an inactive state, continue with step 6.

2. Ensure electrical integrity of the Fuel temperature sensor. Remove connector KTF from the Fuel temperature
sensor and use a multi-meter to check the resistance of the sensor. Use the table below to ensure proper sensor
resistance.
Fuel Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
A. If sensor resistance is within range leave connector KTF disconnected and continue with step 3.
B. If the sensor is out of range, replace the sensor.

3. Verify proper supply voltage to the sensor from the ECU. Measure voltage between connector KTF, pin 2 and
ground. There should be 5 V.
A. If there is 5 V, continue with step 5.
B. If there is greater than 5 V, continue with step 4.

4. Verify voltage output from ECU. Disconnect ECU engine connector, connector 3. Measure voltage between pin
24 on the ECU and ground. There should be 5 V.
A. If there is 5 V, there is a short to high source between ECU engine connector, connector 2, and the Fuel tem-
perature sensor connector, connector KTF. Locate and repair the shorted condition.
B. If there is greater than 5 V, there is a short to high source internal to the ECU, replace the ECU.
5. Check signal wire from Fuel temperature sensor to ECU. Measure voltage between the ECU engine connector,
connector 3, pin 35 and ground.
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resolved.
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3016-Fuel Temperature Sensor - Signal Below Range Minimum

Context:
The Engine Control Unit (ECU) has generated a fault associated with Fuel temperature sensor . This error typically
results from a signal that is out of range. When the ECU determines that the fuel temperature sensor temperature
value is invalid, it will substitute the current "Coolant Temperature" value, or in the case of a defective Coolant tem-
perature sensor , the value 19.96 °C (67.9 °F) will be substituted.
Cause:
The Fuel temperature sensor signal to the ECU is out of the range of the lower threshold limit.
1. Faulty Fuel temperature sensor .

2. Faulty electrical wiring or short to low source (ground).
Solution:

Remove Fuel temp sensor connector KTF and inspect housing body/latch, pins and wiring harness for damage or
corrosion. Also, inspect connector portion of the Fuel temp sensor.
A. If a problem is determined after careful inspection, repair wiring and/or replace connector parts to ensure a
good and sound electrical connection. Replace Fuel temp sensor if damaged.
B. If no problems are determined, proceed to step 3.

3. Operation: Check Supply Voltage for Fuel temp sensor.
Remove connector from Fuel temp sensor and check for voltage outlined in the table below. Use the test lead
labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the pins
on the connector.

1. Voltage KTF (Pin 1) KTF (Pin 2) Approx. 5 volts
A. If the voltage test is successful, proceed to step 5.
B. If the voltage test is not successful, proceed to step 4.

Remove and perform continuity tests between connector KTF and connector 2 on engine sensor harness. Flex
harness during test to check for any intermittent operation. Use the test lead labeled "Coolant/Fuel Temp Sensor"
from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector KTF.
(DMM) to connector 2. Make sure the DMM's test lead resistance is taken into account when taking continuity
Important Note:
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1. Continuity KTF (Pin: 1) 2 (Pin: 35) Approx. 0 - 0.10 ohms
2. Continuity KTF (Pin: 2) 2 (Pin: 17) Approx. 0 - 0.10 ohms
3. Short Circuit KTF (Pin: 35) 2 (Pin: 32) Open Circuit
4. Short Circuit 2 (Pin: 35) 2 (Pin: 33) Open Circuit
5. Operation: Fuel temp sensor Test
Remove Fuel temp sensor connector KTF and test resistance of Fuel temp sensor using the table of resistance
vs. temp. below. Approximate the fuel temperature when performing test. Fuel temp sensor failures are typically
at the extreme ends of the table or off the table entirely. Use the test lead labeled "Coolant/Fuel Temp Sensor"
from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor.
Fuel Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms
Use product schematic, remove connector 1 from the ECU and check for voltage and continuity at the appropriate
pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes from the Tier II (NEF) Diag-
nostic Repair Kit 380040185 when connecting the DMM to connector 1. Make sure the DMM's test lead resistance
is taken into account when making any continuity measurements.
Important Note:

1. Voltage Connector 1 (Pin 2, 3, 8, 9, Ground (engine block) Approx. 12 volts
40)
2. Continuity Connector 1 (Pin 5, 6, 10, Ground (engine block) Approx. 0 - 0.10 ohms
11)
A. If the voltages and ground paths are correct and the Fuel temp sensor was not replaced on a prior diagnostic
B. If the voltages and ground paths are correct and the Fuel temp sensor (FTS) was replaced on a prior diagnostic
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replace the ECU.
resolved.
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3019-Boost Pressure Sensor - Signal Above Range Maximum

Context:
Pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to
the pressure sensing function of the device. This error could result from a signal out of range or a signal that is either
erratic or intermittent. When the ECU determines that the Boost Pressure sensor value is not valid, it will substitute a
default value of 270 kPa (39 psi).
Cause:
The Boost Pressure sensor signal to the ECU is out of range of the upper threshold limit.
1. Faulty sensor.
Solution:


2. Operation: Check Open Circuit Voltages for Boost Press sensor.
Remove LDFT connector from Boost Pressure sensor and check for voltages (DC) between connector pins out-


Remove and perform continuity/shorts tests between connectors LDFT and connector 2 on engine wiring harness.
Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/Temp Sensor"
from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector LDFT.
Important Note:
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2. Continuity LDFT (Pin: 2) LDFT (Pin: 36) Approx. 0 - 0.10 ohms
Important Note:

replace the ECU.
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3022-Boost Pressure Sensor - Signal Not Plausible

Context:
Cause:
The Boost Pressure sensor signal to the ECU and the Atmospheric Pressure Sensor (APS) internal to the ECU do
not agree on engine startup.
1. Faulty sensor.
3. Faulty ECU with integrated APS, supply voltages or grounds.
Solution:


2. Operation: Check Open Circuit Voltages for Boost Press sensor.
Remove LDFT connector from Boost Press sensor and check for voltages (DC) between connector pins outlined
in the table below. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit
380040185 to access the pins on the connector.


Important Note:
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Important Note:

A. If the voltages and ground paths are correct and the Boost Press sensor was not replaced on a prior diagnostic
replace the ECU.
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3023-Atmospheric pressure sensor - signal not plausible

NOTE: Atmospheric pressure sensor is inside the engine control module, replace ECU. (Not necessary if never run-
ning in high altitude and if turbocharger is without VGT).
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3024-Atmospheric Pressure Sensor - Signal Above Range Maximum

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3025-Atmospheric pressure sensor - signal below range minimum

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3028-Oil Pressure Too Low

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
pressure sensing function of the device. This fault is a result of a plausibility check of the engine running extremely
low oil pressure. All subsequent engine error states are frozen in case there is a sensor power supply ( 5 volts dc)
error. The ECU only starts the plausibility check if there are no sensor power supply ( 5 volts dc) or Analog to Digital
Converter (ADC) signal or CAN message processing errors detected.
Cause:
The Oil temp / press sensor pressure signal to the ECU is operating at the extreme low end of the signal range.
1. Low engine oil level.

2. Faulty electrical wiring.
3. Faulty engine lubrication system.
4. Faulty Oil temp / press sensor.
Solution:
1. Operation: Inspect Electrical Components and Check Engine Oil Level.

Electrical:
Remove Oil temp / press sensor connector ODFT and inspect housing body/latch, pins and wiring harness for
damage or corrosion. Also, inspect connector portion of the Oil temp / press sensor.
Oil Level:
Check oil level on dipstick.
A. If the engine oil level is low, top off the oil level with the recommended grade of oil specified in the appropriate
Engine Maintenance and Repair Manual.
B. If electrical damage has been determined after careful inspection, repair wiring and/or replace connector parts
to ensure a good and sound electrical connection. Replace Oil temp / press sensor if damaged.
C. If oil level is proper and no electrical damage has been determined, proceed to step 2.
2. Operation: Check Engine Oil Pressure
Vehicle Status: Key Off Engine Off (test preparation)
Vehicle Status: Key On Engine On (during test)
Use the procedure established in the appropriate Engine Maintenance and Repair Manual to test the pressure of
the engine oil lubrication system.
A. If the oil pressure test is successful, proceed to step 3.
B. If the oil pressure test is not successful, refer to the appropriate Engine Maintenance and Repair Manual to
diagnose, troubleshoot and repair the low oil pressure fault condition.
3. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Remove ODFT connector from the Oil temp / press sensor and check for voltages (DC) between connector pins
outlined in the table below. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic
Repair Kit 380040185 to access the pins on the connector.
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1. Voltage ODFT (Pin 3) ODFT (Pin 1) Approx. 5 volts
3. Voltage ODFT (Pin 4) ODFT (Pin 1) Approx. 5.4 volts

Remove and perform continuity tests between connectors ODFT and 2 on engine wiring harness. Flex harness
during test to check for any intermittent operation. Use the test lead labeled "Air Press/Temp Sensor" from the
Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector ODFT .
(DMM) to connector 2. Make sure the DMM's test lead resistance is taken into account when taking continuity
Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

1. Continuity ODFT (Pin: 1) 2 (Pin: 24) Approx. 0 - 0.10 ohms
5. Short Circuit 2 (Pin: 28) 2 (Pin: 24, 27, 32) Open Circuit
6. Short Circuit 2 (Pin: 24) 2 (Pin: 27, 32) Open Circuit
II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to connector 1 . Make sure the DMM's test
lead resistance is taken into account when making any continuity measurements.
Important Note:

A. If the voltages and ground paths are correct and the Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.
B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
replace the ECU.
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3029-Oil Pressure Sensor - Short Circuit To Battery

Context:
pressure sensing function of the device. This error could result from a signal out of range or a plausibility check (oil
pressure too high). The plausibility check is only started if there are no sensor power supply ( 5 volts dc) or Analog
to Digital Converter (ADC) signal errors detected.
Cause:
The Oil temp / press sensor signal to the ECU is out of range of the upper threshold limit.

2. Faulty electrical wiring, signal short to high source or open circuit condition.
Solution:

and sound electrical connection. Replace OPS sensor if damaged.



Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector ODFT. Also,
use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the digital multi-meter (DMM)
to connector 2. Make sure the DMM's test lead resistance is taken into account when taking continuity measure-
ments. See test table below.
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Important Note:

replace the ECU.
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3030-Oil Pressure Sensor - Short Circuit To Ground

Context:
Cause:
The Oil temp / press sensor signal to the ECU is either erratic or intermittent.
1. Faulty electrical wiring or intermittent connection between Oil temp / press sensor and ECU.
Solution:




to the connector 2. Make sure the DMM's test lead resistance is taken into account when taking continuity mea-
surements. See test table below.
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5. Short Circuit ODFT (Pin: 28) 2 (Pin: 24, 27, 32) Open Circuit
6. Short Circuit ODFT (Pin: 24) 2 (Pin: 27, 32) Open Circuit
7. Short Circuit ODFT (Pin: 27) 2 (Pin: 32) Open Circuit
II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to connector 1. Make sure the DMM's test
Important Note:

replace the ECU.
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3031-Oil Pressure Sensor - Hardware Error

Context:
Cause:
The Oil temp / press sensor signal to the ECU is either erratic or intermittent.

2. Faulty electrical wiring or intermittent connection between Oil temp / press sensor and ECU.
Solution:




to the connector 2. Make sure the DMM's test lead resistance is taken into account when taking continuity mea-
surements. See test table below.
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Important Note:

replace the ECU.
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3032-Oil Pressure Sensor - Value Too High

Context:
Cause:
The Oil temp / press sensor signals to the ECU are both operating in the extreme upper portion of signal range.

2. Faulty electrical wiring.
4. Faulty engine lubrication system.
5. Low engine oil level.
Solution:
1. Operation: Inspect Electrical Components and Check Engine Oil Level.

Electrical:
Oil Level:
Check oil level on dipstick.
A. If the engine oil level is low, top off the oil level with the recommended grade of oil specified in the appropriate
Engine Maintenance and Repair Manual.
B. If electrical damage has been determined after careful inspection, repair wiring and/or replace connector parts
to ensure a good and sound electrical connection. Replace Oil temp / press sensor if damaged.
C. If oil level is proper and no electrical damage has been determined, proceed to step 2.
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Important Note:

replace the ECU.
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3033-Oil Temperature Sensor - Signal Not Plausible (Compared

With Coolant Temperature)
Context:
temperature sensing function of the device. This error could result from a signal out of range or a plausibility check
against the Coolant temp sensor or CAN message processing. The ECU prohibits any plausibility check if there are
any Analog to Digital Converter (ADC) signal errors detected on the Oil temp / press or the Coolant temp sensor.
Cause:
The Oil temp / press and Coolant temp sensor signals to the ECU are out of range with respect to each other.
1. Faulty Oil temp / press sensor (inaccurate).

2. Faulty Coolant temp sensor (inaccurate).
3. Faulty electrical wiring, high resistance connections.
5. Faulty oil lubrication or coolant system.
Solution:
1. Operation: Check for Coolant System Faults.
Use EST to check for errors associated with coolant temperature.
A. If any of the errors exist, resolve the existing error. Then determine if this error has also been resolved.
B. If none of the errors exist, continue with step 2.

and sound electrical connection. Replace Oil temp / press sensor if damaged.



4. Operation: Oil temp / press sensor Test
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Remove ODT connector and test resistance of Oil temp / press sensor using the table of resistance vs. temp.
below. Approximate the engine oil temperature when performing test. Oil temp / press sensor failures are typically
at the extreme ends of the table or off the table entirely. Use the test lead labeled "Air Press/Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor. Use a multi-meter
between pins 1 and 2.
Engine Oil Temperature Resistance Value (between pins 1 and 2)

-40 °C (-40 °F) 70 kOhm
-20 °C (-4 °F) 25 kOhm
0 °C (32 °F) 7.5 kOhm
20 °C (68 °F) 4.5 kOhm
40 °C (104 °F) 1.5 kOhm
60 °C (140 °F) 750 ohms
80 °C (176 °F) 550 ohms
100 °C (212 °F) 320 ohms
120 °C (248 °F) 130 ohms

Important Note:
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replace the ECU.
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3034-Oil Temperature Sensor - Signal Above Range Maximum

Context:
Cause:
The Oil temp / press sensor signal to the ECU is out of range of the upper threshold limit.

2. Faulty electrical wiring, signal short to high source or open circuit condition.
Solution:




Remove and perform continuity tests between connectors ODT and 2 on engine wiring harness. Flex harness
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4. Continuity ODFT (Pin: 4) (Pin: 27) Approx. 0 - 0.10 ohms
5. Short Circuit 2 (Pin: 28) 2 2 (Pin: 24, 27, 32) Open Circuit
Important Note:

replace the ECU.
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3035-Oil Temperature Sensor - Signal Below Range Minimum

Context:
Cause:
The Oil temp / press sensor signal to the ECU is out of range of the lower threshold limit.

2. Faulty electrical wiring, signal short to low source condition.
Solution:




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Important Note:

replace the ECU.
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3037-Boost Pressure Sensor - Signal Low

Context:
Cause:
The Boost Pressure sensor signal to the ECU is out of range of the lower threshold limit.
1. Faulty sensor.
Solution:


Remove connector from Boost Pressure sensor and check for voltages (DC) between connector pins outlined in
the table below. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit
380040185 to access the pins on the connector.


Important Note:
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Important Note:

replace the ECU.
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3047-Main Relay Failure - Short Circuit To Battery

Control Module : EDC
Cause:

5. Connector pins corroded or dirty. When removing connectors inspect and clean pins. Clean female pins by in-
stalling and removing.
Solution:
A. NOT OK – Fault code 3047 is recorded again. Go to Step 2.
B. OK – Fault is not recorded again. OK for return to service.

3. Check Power Relay No. 2 fuse.
RCPH10TLB301AAF 1
(1) Fuse block

(2) Diagnostic Connector
A. NOT OK – Replace fuse. Return to Step 1 to confirm elimination of fault. If fuse blows again, go to Step 4
4. Check ground circuit.
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RCPH10TLB301AAF 2
(1) Power Relay #2
(1) Disconnect Power Relay number 2 connector. Inspect connector and wiring for corrosion, abrasion or incorrect
attachment.
(2) Measure the resistance from pin 86 (pin 1) to ground. The resistance should be less than 10 ohms. Wiggle
A. NOT OK – Determine the break between connector and ground. Return to Step 1 to confirm elimination of
fault.
5. (1) Turn the key switch ON. Engine OFF.
(2) Take a voltage reading at pin 85 of the Power Relay 2 connector to pin E of the Ignition Switch connector. The
voltage should be approximately 12 V .
6. Check circuit to Fuse Block.
RCPH10TLB302AAF 3
(1) Fuse block

(1) Take reading from pin 87 of Power Relay 2 connector to the Power Relay No. 2 fuse.
A. NOT OK – Determine the break between connector and fuse block. Return to Step 1 to confirm elimination of
fault.
B. OK – Replace Power Relay No. 2. If fault is recorded again contact Technical Services Group for assistance.
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3048-Main Relay Failure - Short Circuit to Ground

Cause:

Solution:

3. Check Power Relay No. 2 fuse.
BD08E024-01 1
(1) Fuse block

A. NOT OK – Replace fuse. Return to Step 1 to confirm elimination of fault. If fuse blows again, go to Step 4
4. Check ground circuit.
BD08F241-01 2
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(1) Power Relay #2
(1) Disconnect Power Relay number 2 connector. Inspect connector and wiring for corrosion, abrasion or incorrect
attachment.
(2) Measure the resistance from pin 86 (pin 1) to ground. The resistance should be less than 10 ohms. Wiggle
A. NOT OK – Determine the break between connector and ground. Return to Step 1 to confirm elimination of
fault.
5. (1) Turn the key switch ON. Engine OFF.
(2) Take a voltage reading at pin 85 of the Power Relay 2 connector to pin E of the Ignition Switch connector. The
voltage should be approximately 12 V .
6. Check circuit to Fuse Block.
BD08E024-01 3
(1) Fuse block

(1) Take reading from pin 87 of Power Relay 2 connector to the Power Relay No. 2 fuse.
A. NOT OK – Determine the break between connector and fuse block. Return to Step 1 to confirm elimination of
fault.
B. OK – Replace Power Relay No. 2. If fault is recorded again contact Technical Services Group for assistance.
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3051-Battery Voltage To Engine Controller - Voltage Too High

NOTICE: Check alternator output voltage, if above 18 V troubleshoot the charging system before proceeding.
Context:
Besides the 3 independent 5V voltage supplies, the ECU also provides a 12V supply for the sensors. This 12V supply
is monitored to ensure it remains within a certain range. This is done by using an analog input of the ECU. The lower
and upper thresholds depend on the battery voltage.
Cause:

4. Connector pins corroded or dirty. When removing connectors, inspect and clean contacts. Clean female pins by
inserting and removing a mating male pin.
Solution:
(1) Turn ignition switch to ON position.
(2) Clear all fault codes.

2. Measure the ECU unswitched input voltage
BD08E032-01 1
(1) Connector C
(2) Connector A
(3) Connector B
(1) Turn ignition OFF. Disconnect Engine Control Unit (ECU) connector B from engine controller.
(2) Inspect pins on Engine Control Unit (ECU) connector and on engine controller. Clean connections.
(3) Turn the ignition ON.
(4) Measure the voltage from pins 2, 3, 8, and 9 on ECU connector B to ground (ECU connector B pins 5, 6, 10
and 11). The voltage should be between 11.5 V and . 13 V.
A. NOT OK – Check fuse F-001 and wiring to ECU. Return to Step 1 to confirm elimination of fault.
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3. Replace the engine control module.
(1) Remove and replace engine control module.
assistance.
Wiring harnesses - Electrical schematic sheet 03 Grounding (55.100.DP-C.20.E.03)
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3052-Battery Voltage To Engine Controller - Voltage Too Low

NOTICE: Check the battery output voltage, if below 10 V charge the battery before proceeding.
Cause:
1. Low battery voltage.

stalling and removing mating male pin.
Solution:
1. Verify that fault code 3052 is still active, refer to 0000 - Retrieving fault codes, Backhoes.

BD08E032-01 1
(1) Connector C
(2) Connector A
(3) Connector B
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3. Test alternator. Refer to Alternator - Malfunction (55.301).
A. NOT OK – Replace alternator. Return to Step 1 to confirm elimination of fault.
assistance.
Wiring harnesses - Electrical schematic sheet 03 Grounding (55.100.DP-C.20.E.03)
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3059-ECM afterrun was interrupted

NOTICE: Fault Code 3059 is stored in historical information. For multiple occurrences of this fault proceed with the
following tests.
Cause:

Solution:

BD08E032-01 1
(1) Connector C
(2) Connector A
(3) Connector B
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3. Test alternator, refer to Alternator - Malfunction (55.301).
A. NOT OK – Replace alternator. Return to Step 1 to confirm elimination of fault.
assistance.
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3060-Cylinder 1 - Unclassifiable Error In Injector

Context:
The engine control unit (ECU) has determined that an unclassifiable failure exists in the Cylinder #1 injector circuit.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of
a failure in the Cylinder #1 injector circuit that is unclassifiable over 8 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.
Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage.
1. Faulty injection valve.

2. Faulty electrical wiring (damaged connector or conductor).
3. Faulty ECU, hardware or software.
Solution:

2. Visually check the electrical integrity of the injector circuit (Inspect connector housing body/latch, pins and wiring
harness for damage or corrosion).
B. If no damage is determined, the ECU or injector may have failed. Try reloading the ECU software. If the fault
reoccurs, try replacing the injector. If the fault reoccurs, replace the ECU.
resolved.
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3061-Cylinder 1 - Injector Cable Short Circuit (Low Side To Battery)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms and any inaccuracies in the DMM could cause a technician to take
the wrong diagnostic path.
Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. The power stage
component of the ECU energizes the injection system transistors and simultaneously observes the current flow (sense
resistors) in the high-side and low-side switching branches. If there is a deviation from the expected current flow, the
driver circuitry detects the specific error and reports it back to the ECU. The ECU will process the error message so
that it records information on performed injections, cylinder bank specific errors and cylinder specific errors. The error
message is then compared to applicable error patterns and if there is a match, a fault code is generated. If an error
message doesn't match any pattern, the error is treated as unclassifiable. This monitoring function is performed once
per camshaft revolution.
Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.
1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short to high source or damaged wiring harness.
Solution:

Remove the following connector for electrical inspection:

1. ECU injector connector 3.
2. Valve cover connector VC1.
Inspect connector housing body/latch, pins and wiring harness for damage or corrosion.

2. Operation: Injector Resistance Test Cylinder #1/2 injector connector VC1 to Cylinder #1/2 injector.
Remove connector VC1 and perform an injector resistance test on the Cylinder #1/2 injector connector VC1.
Use the standard multi-meter test leads to access the connector pins. Make sure that the multi-meter's test lead
resistance is taken into account when resistance measurements are taken. Record the multi-meter's test lead
resistance by touching the leads together on the lowest Ohms scale and mentally recording the resistance value.
Subtract this value from the actual resistance measurement taken. See test table below.

1. Resistance Cylinder #1/2 injector Cylinder #1/2 injector Approx. 0.4 - 0.5 ohms
connector VC1. connector connectorVC1 connector
pin: 3 pin: 4
A. If resistance test was not successful, proceed to step 4
B. If resistance test was successful, reconnect connector VC1. Proceed to step 3.

3. Operation: Injector Resistance Test ECU harness side of connector 3 to Cylinder #1 injector.
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Remove ECU connector 3 and perform an injector resistance test. Use the spade style test leads from the from
the Tier II (NEF) Diagnostic Repair Kit # 380040185 when probing the ECU harness side of connector 3. Make
sure that the multi-meter's test lead resistance is taken into account when resistance measurements are taken.
Record the multi-meter's test lead resistance by touching the leads together on the lowest Ohms scale and men-
tally recording the resistance value. Subtract this value from the actual resistance measurement taken. See test
table below.

1. Resistance ECU harness connector 3, ECU harness connector 3, Approx. 0.4 - 0.5 ohms
pin: 4 pin: 13
A. If resistance test was not successful, repair wiring harness between ECU harness connector 3 and connector
VC1.
B. If resistance test was successful, proceed to step 5.

4. Operation: Standalone Injector Resistance Test.
Remove valve cover from the top of the head to allow access to the internal injector wiring harness. Remove the
Cylinder #1 injector connector (two flying leads with ring terminals). Perform a resistance test on the terminals
located on top of the solenoid portion of the injector. Make sure that the multi-meter's test lead resistance is taken
into consideration when resistance measurements are taken. Record the multi-meter's test lead resistance by
touching the leads together on the lowest Ohms scale and mentally recording the resistance value. Subtract this
value from the actual resistance measurement taken. See test table below.

1. Resistance Cylinder #1 injector, Cylinder #1 injector, Approx. 0.4 - 0.5 ohms
connector INJ1, terminal #1 connector INJ1, terminal #2
A. If resistance test was successful, repair the internal harness between the Cylinder #1 injector and the connector
INJ1.
B. If resistance test was not successful, replace the Cylinder #1 injector.

Vehicle Status (when removing ECU connector 1) Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing ECU connector 1) Key Off Engine Off.
Remove connector 1 from the ECU and check for voltage and continuity at the appropriate pins defined in the
test table below. Use the 0.43 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit
# 380040185 when connecting the DMM to the ECU connector 1. Make sure the DMM's test lead resistance is
taken into account when making any continuity measurements.
Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

1. Voltage ECU connector 1, pin 2, 3, Ground (engine block) Approx. 12.0 volts (DC)
8, 9, 40
2. Continuity ECU connector 1, pin 5, 6, Ground (engine block) Approx. 0.0 - 0.1 ohms
10, 11
A. If the voltages and ground paths are correct, proceed to step 6.
B. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
and/or continuity problem(s).
6. Operation: Re-initialize the ECU.
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Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if the
fault code has cleared.
A. If the fault code did not clear, Replace the ECU.
B. If fault code cleared, continue with operation of machine.
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3062-Cylinder 1 - Electronic injector , Low signal

WARNING
Escaping fluid!
Hydraulic fluid or diesel fuel leaking under pressure can penetrate the skin and cause infection or
other injury. To prevent personal injury: Relieve all pressure before disconnecting fluid lines or per-
forming work on the hydraulic system. Before applying pressure, make sure all connections are tight
and all components are in good condition. Never use your hand to check for suspected leaks under
pressure. Use a piece of cardboard or wood for this purpose. If injured by leaking fluid, see your
doctor immediately.
Failure to comply could result in death or serious injury.
W0178A
WARNING
Fire hazard!
When handling diesel fuel, observe the following precautions:
1. Do not smoke.
2. Never fill the tank when the engine is running.
3. Wipe up spilled fuel immediately.
W0099A
NOTICE: When available use special tool 380040185 harness diagnostic/repair kit and 380040188 electro injector
test fixture.
NOTICE: Always turn ignition switch and master disconnect switch to the OFF position before removing or installing
connections to the engine controller.
Cause:

Solution:
(1) Turn ignition switch to RUN position to power instrument cluster.
(2) Clear all fault codes from the cluster.

2. Check circuits from engine controller to injector connector.
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BD07F080-01 1
(1) Connector C
(2) Connector A
(3) Connector B
(1) Disconnect Engine Control Module (ECU) connector A and inspect pins, wiring and connectors for damage,
abrasion, corrosion or incorrect attachment.
(2) Disconnect injector connectors for cylinders 1 and 2. Inspect pins, wiring and connectors for damage, abrasion,
corrosion or incorrect attachment.
BD08J015-01 2
(1) Rail pressure sensor

(2) Connector injectors (for cylinders 1 and 2)
(3) High pressure common rail
(3) Measure the resistance from ECU connector A, pin 4, to injector connector pin 1. The resistance should be
less than 10 ohms. Wiggle the harness during measurement to reveal an intermittent condition.
A. NOT OK— Determine the break between connectors and repair. Return to Step 1 to confirm elimination of
fault.
B. OK— Go to Step 3.
3. Check circuits from rocker housing connector to injector 1.
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BD08J013-01 3
(1) Injector cylinder 1 (4) Injector cylinder 4

(2) Injector cylinder 2 (5) Rocker housing connector for cylinders 3 and 4
(1) Remove engine valve cover.
NOTE: During installation of valve cover, tighten mounting nuts to a torque of 20 - 30 Nm (15 - 22 lb ft).
(2) Disconnect leads from number 1 injector.
NOTE: When installing leads on injectors, torque terminal nuts to general bolt torque specifications.
(3) Check for open circuit from injector 1 leads to pins 1 and 2 of connector in rocker housing, a reading of continuity
should be obtained.
(4) Check for short circuit between pins 1 and 2 of connector in rocker housing, an open circuit should be obtained.
(5) Check for short circuit between pins 1 and 2 of connector in rocker housing and ground, an open circuit should
be obtained.
A. NOT OK— Determine the break or short between connectors and repair. Return to Step 1 to confirm elimination
of fault.
4. Check injector.
(2) Take an Ohm reading between terminals on number 1 injector, a reading of 0.5 - 1.0 Ω at 20 °C (68.0 °F) should
be obtained.
A. NOT OK— Replace injector as needed. Return to Step 1 to confirm elimination of fault.
Prior to changing the engine control module contact Technical Services Group for further assistance.
(2) Write symptom on failed engine control module.
A. Return to Step 1 to confirm elimination of fault. If fault is recorded again contact Technical Services Group for
assistance.
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3063-Cylinder 1 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality multi-meter to be able to take accurate resistance measure-
ments. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements required to
be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any inaccuracies
in the DMM could cause a technician to take the wrong diagnostic path.
NOTE: Make sure that the multi-meter's test lead resistance is taken into account when resistance measurements
are taken. Record the multi-meter's test lead resistance by touching the leads together on the lowest Ohms scale and
mentally recording the resistance value. Subtract this value from the actual resistance measurement taken.
Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 1. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
flow the component detects specific errors and reports them to the ECU . This error message is then rearranged so
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU . Certain parameters, as currently
Cause:
1. Faulty cylinder 1 solenoid windings.

2. Faulty electrical wiring, short high side to low side or ground (damaged wiring harness).
3. Faulty ECU, ECU hardware or software.
Solution:

2. Carefully disconnect the engine cylinder harness from the ECU at ECU cylinder harness connector 3. Use a
multi-meter to check the resistance, on the cylinder harness side of connector 3, between pins 4 and 13. There
should be 0.4 - 0.5 Ω.
A. If the resistance was within range, leave ECU cylinder connector 3 disconnected and continue with step 3
B. If the resistance was lower than range minimum, continue with step 6.
3. Use a multi-meter to check for continuity, on the ECU cylinder harness side of connector 3, from pin 4 to chassis
ground and pin 13 to chassis ground. There should not be continuity.
A. If there was continuity on either or both pins to chassis ground, continue with step 4
B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU .
4. Disconnect the engine cylinder harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC1 from pin A to chassis ground and pin B to
chassis ground. There should not be continuity.
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A. If there was continuity on either or both pins to chassis ground, leave connector VC1 disconnected and continue
with step 5
B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
cylinder harness between Valve cover connector VC1 and ECU to cylinder harness connector 3. Locate and
repair the grounded conductor.
5. Remove the injector (valve) cover and disconnect the injector harness from Cylinder 1 injector at connector INJ1
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the injector, from terminal 1 to
A. If there is continuity, Cylinder 1 injector's solenoid coil has failed, replace the injector.
B. If there is no continuity, there is a short to ground condition in Cylinder 1 injector circuit, between connector
INJ1 and connector VC1. Locate and repair the grounded conductor.
6. Disconnect the engine injector harness from the injector cover at Cylinder 1 /2 valve cover connector VC1 and
use a multi-meter to check the resistance on the injector cover side of Cylinder 1 /2 valve cover connector VC1
between pins A and B. There should be 0.4 - 0.5 Ω.
A. If the resistance was within range, there is a short circuit condition in the engine injector harness between the
Cylinder 1 / 2 valve cover connector VC1 and ECU cylinder harness connector 3, locate and repair the short
circuit.
B. If the resistance was lower than range minimum, continue with step7
7. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 1 injector at connector
INJ1 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder 1 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.
A. If the resistance was within range, there is a short circuit condition in the injector harness, between Cylinder 1
injector connector INJ1 and connector VC1. Locate and repair the shorted conductors.
B. If the resistance was lower than minimum range, the Cylinder 1 injector solenoid coil has failed. Replace the
injector.
resolved.
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Context:
Cause:
stage.

Solution:

resolved.
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Context:
Cause:

Solution:




connector VC2 connector connector VC2 connector
pin: 3 pin: 4

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table below.

pin: 12 pin: 5
VC2.


connector INJ3 terminal #1 connector INJ3 terminal #2
INJ3.


8, 9, 40
10, 11
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3070-Cylinder 3 - Electronic injector , Low signal

WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A
test fixture.
Cause:
1. Engine misfires, runs erratic.

Solution:

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BD07F080-01 1
(1) Connector C
(2) Connector A
(3) Connector B
BD08J014-01 2

(3) Check for open circuit from ECU connector A, pin 16 to injector connector pin 1. The resistance should be less
(4) Check for open circuit from ECU connector A, pin 1 to injector connector pin 2. The resistance should be less
(5) Measure the resistance between pins 1 and 16 on ECU connector A. The resistance should be greater than
20,000 ohms. Wiggle the harness during measurement to reveal an intermittent condition.
of fault.
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BD08J013-01 3

(3) Check for open circuit from injector 3 leads to pins 1 and 2 of connector in rocker housing, a reading of continuity
should be obtained.
(4) Check for short circuit between pins 1 and 2 of connector in rocker housing, an open circuit should be obtained.
(5) Check for short circuit between pins 1 and 2 of connector in rocker housing and ground, an open circuit should
be obtained.
of fault.
4. Check injector.
(2) Take an Ohm reading between terminals on number 3 injector, a reading of 0.5 - 1.0 Ω at 20 °C (68.0 °F) should
be obtained.
assistance.
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required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.
Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 3.
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.
Cause:

Solution:
1. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the ECU engine injector harness side of connector 3, between pins 12 and 5. There should be 0.4
- 0.5 Ω.
A. If the resistance was within range, leave ECU harness connector 3 disconnected, and continue with step 2.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector 3, from pin 12 to
chassis ground and pin 5 to chassis ground. There should not be continuity.
A. If there was continuity on either or both pins to chassis ground, continue with step 3.
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC2 from pin 3 to chassis ground and pin 4 to
with step 4.
injector harness between connector VC2 and ECU harness connector 3. Locate and repair the grounded con-
ductor.
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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #3 injector at connector INJ3
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #3 injector, from
terminal 1 to chassis ground. There should not be continuity.
A. If there is continuity, the Cylinder #3 injector solenoid coil has failed, replace the injector.
B. If there is no continuity, there is a short to ground condition in the Cylinder #3 injector circuit, between connector
5. Disconnect the engine injector harness from the injector cover at connector VC2 and use a multi-meter to check
the resistance on the injector cover side of connector VC2 between pins 3 and 4. There should be 0.4 - 0.5 Ω.
A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector VC2 and ECU harness connector 3, locate and repair the short circuit.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #3 injector at connector
INJ3 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #3 injector, from
A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
INJ3 and connector VC2. Locate and repair the shorted conductors.
B. If the resistance was lower than minimum range, the Cylinder #3 injector solenoid coil has failed. Replace the
injector.
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Context:
Cause:
stage.

Solution:

resolved.
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Context:
Cause:

Solution:




pin: 1 pin: 2

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table below.

pin: 11 pin: 6
VC1.


INJ2 .


8, 9, 40
10, 11
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3078-Cylinder 2 - Electronic injector, Low signal

WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A
test fixture.
Cause:

Solution:

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BD07F080-01 1
(1) Connector C
(2) Connector A
(3) Connector B
BD08J015-01 2
(1) Rail pressure sensor

(3) Measure the resistance from ECU connector A, pin 2 to injector connector pin 2. The resistance should be
(4) Measure the resistance from ECU connector A, pin 15 to injector connector pin 4. The resistance should be
(5) Measure the resistance between ECU connector A pins 15 and 2. The resistance should be greater than
of fault.
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BD08J013-01 3

(3) Measure the resistance from injector 2 leads to pins 3 and 4 of connector in rocker housing. The resistance
should be less than 10 ohms. Wiggle the harness during measurement to reveal an intermittent condition.
(4) Measure the resistance between pins 3 and 4 of connector in rocker housing. The resistance should be greater
(5) Measure the resistance between pins 3 and 4 of connector in rocker housing and ground (engine block). The
resistance should be greater than 20,000 ohms. Wiggle the harness during measurement to reveal an intermittent
condition.
of fault.
4. Check injector.
(2) Measure the resistance between terminals on number 2 injector. The resistance should be between 0.5 - 1.0 Ω
at 20 °C (68.0 °F).
assistance.
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Context:
Cause:

Solution:
- 0.5 Ω.
with step 4.
injector harness between connector VC1 and ECU harness connector 3. Locate and repair the grounded con-
ductor.
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VC1 and connector VC1. Locate and repair the grounded conductor.
injector.
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Context:
Cause:
stage.

Solution:

resolved.
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Context:
Cause:

Solution:




pin: 1 pin: 2

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table below.

pin: 3 pin: 14
VC2.


INJ4.


8, 9, 40
10, 11
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3082-Cylinder 4 - Electronic injector, Low signal

WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A
test fixture.
Cause:

Solution:

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BD07F080-01 1
(1) Connector C
(2) Connector A
(3) Connector B
BD08J014-01 2

(5) Measure the resistance between pins 5 and 12 on ECU connector A. The resistance should be greater than
of fault.
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BD08J013-01 3

(3) Measure the resistance from injector 4 leads to pins 3 and 4 of connector in rocker housing. The resistance
(4) Measure the resistance between pins 3 and 4 of connector in rocker housing. The resistance should be greater
(5) Measure the resistance between pins 3 and 4 of connector in rocker housing and ground (engine block). The
condition.
of fault.
4. Check injector.
(2) Measure the resistance between terminals on number 4 injector, a reading of 0.5 - 1.0 Ω at 20 °C (68.0 °F) .
assistance.
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Context:
Cause:

Solution:
- 0.5 Ω.
with step 4.
injector harness between connector VC2 and ECU harness connector 3.Locate and repair the grounded con-
ductor.
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injector.
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3088-Crankshaft sensor lost synchronization

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Increment speed (Crankshaft speed)
sensor. If the engine has a defective Crankshaft speed sensor it can run off the Segment speed (Camshaft speed)
sensor. This is referred to as BACKUP mode. Diagnostics of the SIG failure is only active if voltage is present at
terminal 15 (Ignition ON) and no errors are active for the sensor supply voltage.
Cause:
The ECU has determined that there is no signal from the Crankshaft speed sensor. The engine is now operating in
BACKUP mode.
1. Faulty Crankshaft speed sensor.

2. Faulty electrical wiring and/or connections.
3. Faulty ECU, or ECU supply voltages or grounds.
Solution:

2. Remove Crankshaft speed sensor connector DG6 Incr and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Crankshaft speed sensor.
and sound electrical connection. Replace Crankshaft speed sensor if damaged.
B. If no damage is determined, leave connector disconnected and proceed to step 3.

3. Operation: Resistance Check for Faulty CKP, Engine flywheel RPM, sensor.
Vehicle Status: Key Off Engine Off
Connect the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185
to access the sensor side of the terminals. See test table below.
Test Type From To Results (Min) Results (Max)

1. Resistance Crankshaft speed Crankshaft speed 750 ohms 1000 ohms
sensor connector sensor connector
DG6 Incr, (Pin 1) DG6 Incr, (Pin 2)
A. If the resistance test does not fall in the specified range, replace Crankshaft speed sensor.
B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to step 4.
4. Operation: Check Output of Crankshaft speed sensor.
Vehicle Status: Key Off Engine Off (test setup)
Make the following electrical tests in the table below. There will be (2) types of tests (in-line and single ended)
that will need to be performed which use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF)
Diagnostic Repair Kit 380040185. Reference the descriptions below to make the proper electrical connections for
each test type.
Single Ended Test Lead Connection Test (Standalone Crankshaft speed sensor Test)
Remove Crankshaft speed sensor connector and connect the above mentioned special test lead to the Crankshaft
speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator
clips from the test leads. Use the test table below to determine the measurement results.
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In-Line Test Lead Connection Test:

Remove Crankshaft speed sensor connector and connect the above mentioned special test lead in-line with the
sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection
process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips
from the test leads. Use the test table below to determine the measurement results.
Note:
The engine will be running off the Camshaft speed sensor during the single ended test, if it isn't already (based on
the fault code type). The engine can also be very hard to start when running exclusively off the Camshaft speed
sensor. The ECU needs to see a few revolutions of the camshaft to be able to use this information to start the
engine.
The Crankshaft speed sensor and the Camshaft speed sensor are exactly the same. These sensors may be
swapped in this diagnostic procedure to determine the functionality of the Crankshaft speed sensor. A new set of
error codes may be generated by the ECU if the sensors are swapped.

1. Voltage (AC) - Single Crankshaft speed sensor Crankshaft speed sensor Approx. 16 - 18 volts (AC)
ended connection at low connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
RPM ( 1000 - 1100 RPM)
ended connection at high connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
RPM ( 2000 - 2200 RPM)
3. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 10 - 12 volts (AC)
connection at low RPM ( connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
1000 - 1100 RPM)
connection at high RPM ( connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
2000 - 2200 RPM)
A. If the voltage test was successful, proceed to step 6.
B. If the voltage test was not successful for any of the single ended connections, replace the sensor.
C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic procedure
of this type, ensure the Crankshaft speed sensor is installed properly.
D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
leave the connector disconnected and proceed to step 5.
Perform continuity tests between connector DG6 Incr and connector 2 on ECU engine harness. Flex harness
the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector DG6
Incr. Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the multi-meter
to connector 2. Make sure the multi-meter's test lead resistance is taken into account when taking continuity

1. Continuity Crankshaft speed sensor ECU engine harness Approx. 0 - 0.10 ohms
connector DG6 Incr, (Pin: connector 2, (Pin: 23)
1)
2)
3. Short Circuit ECU engine harness ECU engine harness Open Circuit
connector 2, (Pin: 23) connector 2, (Pin: 19)
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Using the product schematics for a reference, remove connector 1 from the ECU A-01 and check for voltage and
continuity at the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes
from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the multi-meter to connector 1. Make
sure the multi-meter's test lead resistance is taken into account when making any continuity measurements.

1. Voltage ECU vehicle harness Ground (engine block) Approx. 12 volts (DC)
connector 1, (Pin: 2, 3, 8,
9, 40)
2. Continuity ECU vehicle harness Ground (engine block) Approx. 0 - 0.10 ohms
11)
A. If the voltages and ground paths are correct and the Crankshaft speed sensor was not replaced on a prior
diagnostic procedure of this type, replace the sensor.
B. If the voltages and ground paths are correct and the Crankshaft speed sensor was replaced on a prior diag-
nostic procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the
ECU as if it was blank (new) and load the appropriate data-set.
replace the ECU .
D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
resolved.
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3089-Crankshaft Sensor - Invalid Signal

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Crankshaft speed sensor. If the engine
has a defective Crankshaft speed sensor it can run off the Camshaft speed sensor. This is referred to as BACKUP
mode. Diagnostics of the FMI=3 failures is only active if terminal 40 is on (KEY ON) and no errors are reported in the
sensor supply voltage. For the FMI=4 failures, additional conditions for active diagnostics are included, such as the
engine must be in startup mode and the engine speed must be above 450 RPM.
Cause:
The ECU has determined that there are errors in the signal from the Crankshaft speed sensor.

3. Faulty ECU, supply voltages or ground paths.
Solution:
A. If fault code is present and active, continue with step 2.

2. Inspect the Crankshaft speed sensor. Remove the Crankshaft speed sensor connector DG6 Incr, and inspect
housing body/latch, pins and wiring harness for damage or corrosion. Also, inspect the connector portion of the
Crankshaft speed sensor.

3. Check internal resistance of Crankshaft speed sensor. Remove Crankshaft speed sensor connector, DG6 Incr,
and connect the test lead labeled "Cam/Crankshaft Sensor Interface Harness" from the Tier II (NEF) Diagnostic
Repair Kit 380040185 to the Crankshaft speed sensor to access the sensor terminals. Use a multi-meter to mea-
sure the resistance between pins 1 (yellow) and 2 (red) of the Crankshaft speed sensor. There should be between
825 - 975 Ω at 20 °C (68 °F).
A. If the resistance is not within the specified range, replace the Crankshaft speed sensor.
B. If the resistance is within the specified range, proceed to step 4.

4. Check the Crankshaft speed sensor output. With the "Cam/Crankshaft Sensor Interface Harness" from the Tier
II (NEF) Diagnostic Repair Kit 380040185 connected to the Crankshaft speed sensor, use a multi-meter to check
for voltage (AC), while starting the engine, between pins 1 (yellow) and 2 (red) of the Crankshaft speed sensor
connector, DG6 Incr. here should be a minimum of .50 V (AC) while cranking and a higher reading once the engine
starts.
A. If the voltage is less than .50 V (AC), replace the sensor.
B. If the voltage is above .50 V (AC), proceed to step 5.

5. Check for faulty wiring between the Crankshaft speed sensor and the ECU. Measure resistance between the
Crankshaft speed sensor, DG6 Incr, pin 2, and the ECU engine connector 2, pin 23.
A. If there is continuity, go to step 6.
B. If there is no continuity, find and repair the damaged wiring between connector DG6 Incr, pin 2 and 2 , pin 23.
6. Check voltage and ground supply to ECU. Disconnect ECU vehicle connector 1 and use a multi-meter to verify
the ECU has sufficient supply voltage and ground paths. Use the table below as a reference.
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1. Voltage ECU vehicle connector 1, Ground (engine block) Approx. 12 volts (DC)
(Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle connector 1, Ground (engine block) Approx. 0 - 0.10 ohms
(Pin: 5, 6, 10, 11)
A. If the voltage supply and ground paths are sufficient, continue with step 7.
B. If the voltage supply and ground paths are not present, use the vehicle schematics to find and repair the cause.
7. Visually inspect the relevant harnesses and connectors for damage, bent, or dislocated pins, corroded terminals
breaks or shorts in the wiring concerned. Operate the machine while monitoring the display.
resolved.
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3090-Phase defect of camshaft speed sensor signal detected

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Segment speed sensor (Camshaft
speed sensor). If the engine has a defective Camshaft speed sensor it can run off the Increment speed sensor (Crank-
shaft speed sensor). Diagnostics is active if voltage is present at terminal 15 (Ignition On),, the current engine speed
is above 50 RPM, no error in the Crankshaft speed sensor is present and the sensor supply voltage ( 5 volts DC) is
not defective.
Cause:
The ECU has determined that there is no signal from the Camshaft speed sensor.
1. Faulty Camshaft speed sensor.

2. Camshaft speed sensor is not mechanically installed correctly.
Solution:

2. Remove Camshaft speed sensor connector DG6 Segm and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Camshaft speed sensor.
and sound electrical connection. Replace Camshaft speed sensor if damaged.

3. Operation: Resistance Check for Faulty Camshaft speed sensor.
to access the sensor terminals. See test table below.

1. Resistance Camshaft speed Camshaft speed 750 ohms 1000 ohms
DG6 Segm (Pin 1) DG6 Segm (Pin 2)
A. If the resistance test does not fall in the specified range, replace Camshaft speed sensor.
4. Operation: Check Output of Camshaft speed sensor.
each test type.
Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor Test).
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Remove Camshaft speed sensor connector DG6 Segm and connect the above mentioned special test lead to the
Camshaft speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the test leads. Use the test table below to determine the measurement results.

Remove Camshaft speed sensor connector DG6 Segm and connect the special test lead in-line with the sensor
and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection process.
Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips from the test
leads. Use the test table below to determine the measurement results.
Note:
The engine will be running off the Crankshaft speed sensor during this test. The Camshaft speed sensor and the
Crankshaft speed sensor are exactly the same. These sensors may be swapped in this diagnostic procedure to
determine the functionality of the Camshaft speed sensor. A new set of error codes may be generated by the ECU
if sensors are swapped.

1. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 2 - 3 volts (AC)
ended connection at low connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 1000 - 1100 RPM) 1) 2)
ended connection at high connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 2000 - 2200 RPM) 1) 2)
3. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 1.5 - 2.8 volts
connection at low RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin (AC)
1000 - 1100 RPM) 1) 2)
4. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 3 - 4.5 volts (AC)
connection at high RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
2000 - 2200 RPM) 1) 2)
C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic of this
type, ensure the Camshaft speed sensor was properly installed.
proceed to step 5.
Perform continuity tests between connector DG6 Segm and connector 2 on engine wiring harness. Flex harness
Segm. Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the multi-meter

1. Continuity Camshaft speed sensor ECU engine harness Approx. 0 - 0.10 ohms
connector DG6 Segm (Pin: connector 2 (Pin: 10)
1)
2)
connector 2 (Pin: 10) connector 2 (Pin: 9)
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Vehicle Status (when removing connector 1). Key Off Engine Off.
Vehicle Status (when performing test). Key On Engine Off.
Vehicle Status (when replacing connector 1). Key Off Engine Off.
Using the product schematics for a reference, remove connector 1 from the ECU and check for voltage and conti-
nuity at the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes from
the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the multi-meter to connector 1. Make sure
the multi-meter's test lead resistance is taken into account when making any continuity measurements.

1. Voltage ECU vehicle harness 1, Ground (engine block) Approx. 12 volts (DC)
(Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle harness 1, Ground (engine block) Approx. 0 - 0.10 ohms
(Pin: 5, 6, 10, 11)
A. If the voltages and ground paths are correct and the Camshaft speed sensor was not replaced on a prior
B. If the voltages and ground paths are correct and the Camshaft speed sensor was replaced on a prior diagnostic
procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the ECU as
if it was blank (new) and load the appropriate data-set.
replace the ECU .
resolved.
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3091-Camshaft Sensor Phase Synchronization Failure

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Segment speed sensor (Camshaft
speed sensor). If the engine has a defective Camshaft speed sensor it can run off the Increment speed sensor (Crank-
shaft speed sensor). Diagnostics is active if voltage is present at terminal 15 (Ignition On),, the current engine speed
is above 50 RPM, no error in the Crankshaft speed sensor is present and the sensor supply voltage ( 5 volts DC) is
not defective.
Cause:
The ECU has determined that there is no signal from the Camshaft speed sensor.
1. Faulty Camshaft speed sensor.

2. Camshaft speed sensor is not mechanically installed correctly.
Solution:

2. Remove Camshaft speed sensor connector DG6 Segm and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Camshaft speed sensor.
and sound electrical connection. Replace Camshaft speed sensor if damaged.

3. Operation: Resistance Check for Faulty Camshaft speed sensor.

DG6 Segm (Pin 1) DG6 Segm (Pin 2)
4. Operation: Check Output of Camshaft speed sensor.
each test type.
Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor Test).
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Remove Camshaft speed sensor connector DG6 Segm and connect the above mentioned special test lead to the
Camshaft speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout

Remove Camshaft speed sensor connector DG6 Segm and connect the special test lead in-line with the sensor
and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection process.
Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips from the test
leads. Use the test table below to determine the measurement results.
Note:
The engine will be running off the Crankshaft speed sensor during this test. The Camshaft speed sensor and the
Crankshaft speed sensor are exactly the same. These sensors may be swapped in this diagnostic procedure to
determine the functionality of the Camshaft speed sensor. A new set of error codes may be generated by the ECU
if sensors are swapped.

ended connection at low connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 1000 - 1100 RPM) 1) 2)
ended connection at high connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 2000 - 2200 RPM) 1) 2)
3. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 1.5 - 2.8 volts
connection at low RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin (AC)
1000 - 1100 RPM) 1) 2)
4. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 3 - 4.5 volts (AC)
connection at high RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
2000 - 2200 RPM) 1) 2)
type, ensure the Camshaft speed sensor was properly installed.
proceed to step 5.
Perform continuity tests between connector DG6 Segm and connector 2 on engine wiring harness. Flex harness
Segm. Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the multi-meter

1)
2)
connector 2 (Pin: 10) connector 2 (Pin: 9)
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Vehicle Status (when removing connector 1). Key Off Engine Off.
Vehicle Status (when performing test). Key On Engine Off.
Vehicle Status (when replacing connector 1). Key Off Engine Off.

1. Voltage ECU vehicle harness 1, Ground (engine block) Approx. 12 volts (DC)
(Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle harness 1, Ground (engine block) Approx. 0 - 0.10 ohms
(Pin: 5, 6, 10, 11)
A. If the voltages and ground paths are correct and the Camshaft speed sensor was not replaced on a prior
B. If the voltages and ground paths are correct and the Camshaft speed sensor was replaced on a prior diagnostic
procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the ECU as
if it was blank (new) and load the appropriate data-set.
replace the ECU .
resolved.
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3093-Offset Between Camshaft And Crankshaft - Outside

Boundaries
Context:
The Engine Control Unit (ECU) has reported an error with the phase relationship between the Increment speed sensor
(Crankshaft speed sensor) and the Segment speed sensor (Camshaft speed sensor). The engine will alternatively
use a redundant angular system which is based on the Crankshaft speed sensor. Diagnostics is active under these
conditions: 1) terminal 40 (Key On) is active, 2) current engine speed is above 50 RPM, 3) no error is reported for the
Crankshaft speed sensor and 4) sensor supply voltage ( 5 volts DC) is not defective .
Cause:
The ECU has determined that there is a phase relationship error between the Crankshaft speed sensor and the
Camshaft speed sensor.
1. Faulty Camshaft speed sensor or Crankshaft speed sensor.

2. Camshaft speed sensor or Crankshaft speed sensor are not mechanically installed correctly.
4. Faulty ECU, or ECU supply voltages or ground.
Solution:
2. Operation: Electrical and Sensor Mounting Inspection.
Remove Camshaft speed sensor connector DG6 Incr and Crankshaft speed sensor connector DG6 Incr and
inspect housing body/latch, pins and wiring harness for damage or corrosion. Also, inspect the connector portion
and mechanical mounting (seating) of the Camshaft speed sensor and Crankshaft speed sensor.
and sound electrical connection. Replace Camshaft speed sensor or Crankshaft speed sensor if damaged.
B. If any of the sensors are not mounted correctly (loose, not seated properly, etc.), remount the sensors taking
special care to make sure it is properly seated (flush with sealing surface) and fastened.
C. If no damage is determined, proceed to step 3.

3. Operation: Resistance Test for Camshaft speed sensor.
Remove Camshaft speed sensor connector and connect the test lead labeled "Coolant/Fuel Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the sensor terminals. See test table below.

DG6 Incr (Pin 1) DG6 Incr (Pin 2)
B. If the resistance test does fall in the specified range, proceed to step 4.
4. Operation: Resistance Test for Crankshaft speed sensor.
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Remove Crankshaft speed sensor connector DG6 Incr and connect the test lead labeled "Coolant/Fuel Temp
Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the sensor terminals. See test table
below.

DG6 Incr (Pin 1) DG6 Incr (Pin 2)
A. If the resistance test does not fall in the specified range, replace Crankshaft speed sensor.
B. If the resistance test does fall in the specified range, proceed to step 5.
5. Operation: Check Crankshaft speed sensor Output Voltage and Harness Wiring.
Perform both (2) electrical tests defined below:
1) AC output voltage test for Crankshaft speed sensor

NOTE: When performing this electrical test, use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier
II (NEF) Diagnostic Repair Kit 380040185.
Remove Crankshaft speed sensor connector DG6 Incr and connect the Coolant/Fuel Temp Sensor test lead
in-line with the sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during
the connection process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters
and the measurement results.

connection at low RPM ( connector DG6 Incr (Pin 1) connector DG6 Incr (Pin 2)
1000 - 1100 RPM)
connection at high RPM ( connector DG6 Incr (Pin 1) connector DG6 Incr (Pin 2)
2000 - 2200 RPM)
2) Harness wiring continuity/shorts electrical test (Crankshaft speed sensor).

Remove and perform continuity tests between Crankshaft speed sensor connector DG6 Incr and ECU engine
harness connector 2 on engine wiring harness. Flex harness during test to check for any intermittent operation.
Use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to
be able to access the pins on the Crankshaft speed sensor connector DG6 Incr. Also, use the 0.4 mm (0.017 in)
diameter test probes from the repair kit when connecting the multi-meter to connector 2. Make sure the multi
meter's test lead resistance is taken into account when taking continuity measurements. See test table below.

1)
2)
3. Shorts ECU engine harness ECU engine harness Open Circuit
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A. If both electrical tests are successful, proceed to step 7.
B. If harness wiring continuity/shorts test was not successful, find and repair the damaged section(s) of the wiring
harness.
C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 6.
6. Operation: Crankshaft speed sensor alignment.
Check proper mechanical alignment and tooth spacing of the Crankshaft speed sensor. The spacing between
the trigger teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly
(flush with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.
A. If this fault code is still present and has not cleared, Replace Crankshaft speed sensor, being careful to ensure
the sensor's mechanical alignment and tooth spacing is correct and the sensor is seated properly.
B. If this fault code is still present and has not cleared, proceed to step 13.
7. Operation: Check Camshaft speed sensor Output Voltage and Harness Wiring.
Perform both (2) electrical tests defined below:
1) AC output voltage test for Camshaft speed sensor:

NOTE: When performing this electrical test, use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier
II (NEF) Diagnostic Repair Kit 380040185.
Remove Camshaft speed sensor connector DG6 Segm and connect the Coolant/Fuel Temp Sensor test lead
in-line with the sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during
the connection process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters
and the measurement results.

1. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. - 1.5 - 2.8 volts
connection at low RPM ( connector DG6 Segm, (Pin connector DG6 Segm, (Pin (AC)
1000 - 1100 RPM) 1) 2)
2. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. - 3 - 4.5 volts (AC)
connection at high RPM ( connector DG6 Segm, (Pin connector DG6 Segm, (Pin
2000 - 2200 RPM) 1) 2)
2) Harness wiring continuity/shorts electrical test (Camshaft speed sensor).

Remove and perform continuity tests between Camshaft speed sensor connector DG6 Segm and ECU engine
harness connector 2. Flex harness during test to check for any intermittent operation. Use the test lead labeled
"Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit # 380040185 to be able to access the
pins on the sensor connector DG6 Segm.. Also, use the 0.4 mm (0.017 in) diameter test probes from the repair
kit when connecting the multi-meter to the ECU engine harness connector 2. Make sure the multi-meter's test
lead resistance is taken into account when taking continuity measurements. See test table below.
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connector DG6 Segm (Pin: connector 2, (Pin: 10)
1)
connector DG6 Segm (Pin: connector 2, (Pin: 9)
2)
connector 2 (Pin: 10) connector 2, (Pin: 9)
A. If both electrical tests are successful, proceed to step 10.
B. If harness wiring continuity/shorts test was not unsuccessful, find and repair the damaged section(s) of the
wiring harness.
C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 8.
8. Operation: Camshaft Position (CMP), Engine camshaft RPM B-07, sensor Alignment.
Check proper mechanical alignment and tooth spacing of the Camshaft speed sensor. The spacing between the
trigger teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly
(flush with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.
A. If this fault code is still present and has not cleared, proceed to step 9.
9. Operation: Replace Camshaft speed sensor.
Replace the Camshaft speed sensor. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.
10. Operation: Replace Crankshaft speed sensor.
Replace the Crankshaft speed sensor. Make sure that the proper mechanical alignment and tooth spacing is
11. Operation: Swap the New Crankshaft speed sensor with the Old Camshaft speed sensor.
Replace the new Crankshaft speed sensor with the old Camshaft speed sensor. Make sure that the proper me-
chanical alignment and tooth spacing is correct for both sensors. The spacing between the trigger teeth and the
sensor is critical for proper voltage output. Make sure that the sensors are seated properly (flush with mounting
flange). After the sensor alignment is complete, check to see if this fault code has cleared.
A. If this fault code still exists, proceed to step 12.

12. Operation: Replace Old Camshaft speed sensor.
Replace the old Camshaft speed sensor. When this is complete, both Crankshaft speed sensor and Camshaft
speed sensor will have been replaced. Make sure that the proper mechanical alignment and tooth spacing is
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A. If this fault code still exists, proceed to step 13.

Vehicle Status (when removing the ECU vehicle harness connector 1): Key Off Engine Off.
Vehicle Status (when replacing ECU vehicle harness connector 1): Key Off Engine Off.
Using the product schematics for a reference, remove the ECU vehicle connector 1 from the ECU and check for
voltage and continuity at the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter
test probes from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the multi-meter to the ECU
vehicle connector 1. Make sure the multi-meter's test lead resistance is taken into account when making any
continuity measurements.

9, 40)
11)
B. If the voltages and ground paths are not correct, refer to schematics and determine root cause of power and/or
14. Operation: Re-Initialize the ECU .
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if
the fault code has cleared.
A. If the fault code did not clear, replace the ECU.

resolved.
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3095-Operating With Camshaft Sensor Only - Backup Mode

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Increment speed sensor (Crankshaft
speed sensor). In the case of a defective Crankshaft speed, sensor the engine can also be run alone with the Segment
speed sensor (Camshaft speed sensor) in a BACKUP mode. This operation, however, imposes a lot of restrictions
on the system since the precise position of the crankshaft can only be roughly estimated by the camshaft information.
In case the engine enters this BACKUP operation due to a crankshaft sensor error the fault path at hand is set.
Cause:
The ECU has determined that there are errors in the signal from the Crankshaft speed sensor and is currently oper-
ating in BACKUP mode. The engine is operating with input from only the Camshaft speed sensor.

Solution:

2. Remove Crankshaft speed sensor connector DG6 Incr and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Crankshaft speed sensor.

3. Operation: Resistance Check for Faulty Crankshaft speed sensor.

DG6 Incr, (Pin 1) DG6 Incr, (Pin 2)
A. If the resistance test does not fall in the specified range, replace the Crankshaft speed sensor .
4. Operation: Check Output of Crankshaft speed sensor.
each test type.
Single Ended Test Lead Connection Test (Standalone Crankshaft speed sensor test):
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Remove Crankshaft speed sensor connector DG6 Incr and connect the above mentioned special test lead to the
Crankshaft speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout

Remove Crankshaft speed sensor connector DG6 Incr and connect the above mentioned special test lead in-line
with the sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during the
connection process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
Note:
The engine will be running off the Camshaft speed sensor during this test. The engine can also be very hard to
start when the Crankshaft speed sensor is disconnected. The ECU needs to see a few revolutions of the camshaft
to be able to use this information to start the engine. Another starting technique would be to have the Crankshaft
speed sensor connected in-line with the engine wiring harness with the special test lead (Tier II NEF Diagnostic
Repair Kit), start the engine and then disconnect the test lead from the wiring harness.
The Crankshaft speed sensor and the Camshaft speed sensor are exactly the same. These sensors may be
swapped in this diagnostic procedure to determine the functionality of the Crankshaft speed sensor. A new set of
error codes may be generated by the ECU if sensors are swapped.

ended connection at low connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
RPM ( 1000 - 1100 RPM)
ended connection at high connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
RPM ( 2000 - 2200 RPM)
connection at low RPM ( connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
1000 - 1100 RPM)
connection at high RPM ( connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
2000 - 2200 RPM)
type, ensure the sensor is installed properly.
leave the connector disconnected and proceed to step 5.
Perform continuity tests between connector DG6 Incr and connector 2 on engine wiring harness. Flex harness
Incr. Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the multi-meter
to the connector 2. Make sure the multi-meter's test lead resistance is taken into account when taking continuity
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1)
2)
3. Shorts ECU engine harness ECU engine harness Open Circuit

9, 40)
11)
A. If the voltages and ground paths are correct and the Crankshaft speed sensor was not replaced on a prior
B. If the voltages and ground paths are correct and the Crankshaft speed sensor was replaced on a prior diag-
nostic procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the
ECU as if it was blank (new) and load the appropriate data-set.
C. If the voltages and ground paths are correct and the ECU was re initialized on a prior diagnostic of this type,
replace the ECU .
resolved.
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3102-Rail Pressure Sensor CP3 - Signal Below Range Minimum

Context:
The engine control unit (ECU) has sensed that the Fuel Pressure sensor signal is too low. The test frequency of
the sensor is every 10 ms and if the signal is below 0.25 V for over 200 ms, the error is set. Once set the ECU will,
instead of using the peak rail pressure value of the last 10 ms and the current rail pressure, output a substitute value
from a curve (MAP) in the ECU depending on engine speed and injection quantity.
Cause:
The Rail Pressure sensor signal is too low.
1. Faulty Rail Pressure sensor.

2. Faulty circuit wiring, shorted to low source.
Solution:
1. Disconnect the engine sensor harness from the ECU at ECU engine connector 2 and place the Key switch in the
"On" position. Use a multi-meter check the voltage on the ECU from pin 13 to pin 12. There should be 5 V.
A. If there is 5 V reconnect ECU engine connector and continue with step 2
B. If there is less than 5 V, there is a failure inside the ECU, replace the ECU.
2. Disconnect the engine sensor harness from the Fuel Pressure sensor and place the Key switch in the "On" position.
Use a multi-meter check the voltage on the engine harness side of Fuel pressure sensor connector RDS4 from
pin 3 to pin 2. There should be 5 V.
A. If there is 5 V leave the Fuel pressure sensor connector disconnected and continue with step 3
B. If there is less than 5 V, there is a short to low source in the sensor circuit wiring, leave the Fuel pressure
sensor connector disconnected and continue with step 4
3. Disconnect the engine sensor harness from the ECU at ECU engine connector 2. Use a multi-meter to test for
continuity between the engine sensor harness side of ECU engine connector 2, pin 14 and ground and also be-
tween Fuel pressure sensor connector RDS4 pin 1 and ground. There should be no continuity.
A. If there is continuity on either or both tests, there is a short to low source in the sensor signal wire, locate and
repair the short to low source.
B. If there is no continuity, either the sensor has failed or the ECU is faulty. Replace the common rail pressure
sensor and if the fault reoccurs reload the ECU software. If the fault reoccurs after replacing the sensor and
reloading software, replace the ECU.
4. Disconnect the engine sensor harness from the ECU at ECU engine connector 2. Use a multi-meter to test for
continuity between the engine sensor harness side of ECU engine connector 2, pin 13 and ground and also be-
tween Fuel pressure sensor connector RDS4 pin 3 and ground. There should be no continuity.
A. If there is continuity, on either or both tests, there is a short to low source in the sensor source wire. Locate
and repair the short to low source.
B. If there is no continuity, on either or both tests, there is a short to low source in the sensor ground reference
wire. Locate and repair the short to low source.
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3104-Rail Pressure Relief Valve - Open

Context:
The engine control unit (ECU) has determined that the Pressure Relief Valve (PRV) is open. Normally the fuel pressure
in the rail is regulated by the metering unit of the high pressure pump. However, if this component is malfunctioning
the rail pressure can rise to critical levels. For this reason the common rail has a Pressure Relief Valve (PRV) which is
a mechanical safety valve (no electrical connectors) that opens at a certain pressure level. An opening of the PRV is
detected by evaluating the gradient of the rail pressure (calculated by the ECU). If the PRV does not open on its own
after exceeding the pressure threshold it can also be forced open by a so-called 'kickoff' or pressure shock when the
metering valve of the high pressure fuel pump is set to maximum possible quantity. Once the PRV has been opened
it will remain open as long as the engine is running. A defective common rail pressure sensor, as judged by the ECU,
which evokes a kickoff (pressure shock) or a defect in an injection relevant component (small leak) can cause this
error to occur. This fault will only be cleared after an ECU reset.
1. Faulty Rail Pressure sensor, signal not plausible.

2. Faulty common rail fuel system, small leak.
Solution:
1. Use EST to check for other Rail Pressure sensor and injector (cylinder or bank) errors.
A. If Rail Pressure sensor or injector errors exist, follow troubleshooting procedure for existing Rail Pressure sen-
sor or injector error.
B. If no Rail Pressure sensor or injector errors exist, continue with step 2

2. Check common rail fuel system for leaks.
A. If common rail fuel system leak is found, repair as required.
B. If no common rail fuel system leak is found, continue with step 3

3. Visually inspect connector RDS4 and connector 2 for electrical integrity.
A. If damage or connectivity issues are discovered, repair, clean or replace as required.
B. If no damage or connectivity issues are discovered, replace Rail Pressure sensor and restart engine. If error
reoccurs continue with step 4
4. Visually inspect connector 2 for electrical integrity.
B. If no damage or connectivity issues are discovered, continue with step 5

5. Visually inspect injector connectors INJ1, INJ2, INJ3, INJ4, INJ5 AND INJ6 for electrical integrity.
B. If no damage or connectivity issues are discovered, continue with step 6

6. Reload ECU software.
A. If error reoccurs after trying to reload software, replace ECU.
B. If error has been resolved, continue with normal operation of machine.
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3105-Rail Pressure Relief Valve - Pressure Shock Requested

Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too high and the Pressure Relief
Valve (PRV) did not open. Normally the fuel pressure in the rail is regulated by the metering unit of the high pressure
pump. However, if this component is malfunctioning the rail pressure can rise to critical levels. For this reason the
common rail has a Pressure Relief Valve (PRV) which is a mechanical safety valve (no electrical connectors) that
opens at a certain pressure level. An opening of the PRV is detected by evaluating the gradient of the rail pressure
(calculated by the ECU). If the PRV does not open on its own after exceeding the pressure threshold it can also be
forced open by a so-called 'kickoff' or pressure shock when the metering valve of the high pressure fuel pump is set to
maximum possible quantity. Rail pressure in excess of 148500 kPa (21538.1 psi) for 1 s evokes a kickoff (pressure
shock) request by the ECU. If the pressure shock (kickoff) does not immediately open the PRV, this error will occur.
This fault will only be cleared after an ECU reset.
1. Faulty ECU, improper data set.

2. Faulty PRV, mechanical valve does not function.
Solution:
1. Use the EST to flash the ECU with the appropriate data set.
A. If the error reoccurs, replace the PRV.
B. If the error does not reoccur, return the combine to service.
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3106-Rail Pressure Relief Valve - Did Not Open After Pressure

Shock
Context:
The engine control unit (ECU) has determined that the Pressure Relief Valve (PRV) did not open after a pressure
shock (kickoff). Normally the fuel pressure in the rail is regulated by the metering unit of the high pressure pump.
However, if this component is malfunctioning the rail pressure can rise to critical levels. For this reason the common
rail has a Pressure Relief Valve (PRV) which is a mechanical safety valve (no electrical connectors) that opens at a
certain pressure level. An opening of the PRV is detected by evaluating the gradient of the rail pressure (calculated
by the ECU). If the PRV does not open on its own after exceeding the pressure threshold it can also be forced open
by a so-called 'kickoff' or pressure shock when the metering valve of the high pressure fuel pump is set to maximum
possible quantity. Rail pressure in excess of 148500 kPa (21538.1 psi) for 1 s evokes a kickoff (pressure shock)
request by the ECU. If the pressure shock (kickoff) request is present longer than 2 s and did not immediately open
the PRV, this error will occur. This fault will only be cleared after an ECU reset.
1. Faulty ECU, improper data set.

2. Faulty PRV, mechanical valve does not function.
Solution:
1. Use the EST to flash the ECU with the appropriate data set.
A. If the error reoccurs, replace the PRV.
B. If the error does not reoccur, return the combine to service.
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3107-Metering unit output short circuit to battery on low side

Context:
The engine control unit (ECU) has determined that a short to high source circuit condition exists in the fuel high pres-
sure pump low side circuit. The metering unit of the fuel high pressure pump regulates the pressure in the common
rail. The metering unit is closed-loop controlled by both main relay 1 (high side) and a low side power stage (Main
Relay 1 is an electronic control circuit within the ECU, providing source voltage to devices external to the ECU. The
low side power stage works in conjunction with the Main Relay 1 source, providing sensing and current limiting for the
circuit). The monitoring at low side is stopped if a short circuit to ground at the high side (main relay 1) is detected or it
is switched off for some reason. Failure detection of is only possible if the low side power stage is switched on. With
the current settings, the monitoring is shut off during after-run. This error is the result of the power stage hardware
report of 'short circuit to battery' (on the low side of the metering unit) longer than 0.0 (zero) milliseconds and once
the permanent error is detected the power stage is switched off.
Cause:
Fuel high pressure pump circuit is shorted to a high source.
1. Faulty fuel high pressure pump control circuit, shorted to a high source.
Solution:

2. Disconnect the Engine Injector harness from the ECU at connector 3 and place the Key switch in the "On" position.
Use a multi-meter to test for voltage from the Engine Injector harness side of connector 3, pin 10 to chassis ground.
There should be no voltage.
A. If there is voltage, locate and repair the short to the voltage source.
B. If there is no voltage, continue with step 3

3. Disconnect the Engine Injector harness from the fuel high pressure pump at connector ZME and use a multi-meter
to check the resistance of the fuel high pressure pump solenoid coil. There should be a small amount of resistance.
A. If there is a small amount of resistance, try reloading the ECU software and if the error reoccurs, replace the
ECU.
B. If there is no resistance, the fuel high pressure pump solenoid coil has failed, replace the solenoid.
resolved.
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3108-Fuel Metering Unit - Short Circuit To Ground

Context:
The engine control unit (ECU) has determined that a short to low source circuit condition exists in the fuel high pres-
sure pump low side circuit. The metering unit of the fuel high pressure pump regulates the pressure in the common
rail. The metering unit is closed-loop controlled by both main relay 1 (high side) and a low side power stage (Main
Relay 1 is an electronic control circuit within the ECU, providing source voltage to devices external to the ECU. The
low side power stage works in conjunction with the Main Relay 1 source, providing sensing and current limiting for the
circuit). The monitoring at low side is stopped if a short circuit to ground at the high side (main relay 1) is detected or it
is switched off for some reason. Failure detection of is only possible if the low side power stage is switched off. With
report of 'short circuit to ground' (on the low side of the metering unit) longer than 0.28 seconds and the power stage
has most likely switched off.
Cause:
Fuel high pressure pump circuit is shorted to a low source.
1. Faulty fuel high pressure pump control circuit, shorted to a low source.
Solution:

2. Disconnect the Engine Injector harness from the ECU at connector 3. Use a multi-meter to test for continuity from
the Engine Injector harness side of connector 3, pin 10 to ground. There should be no continuity.
A. If there is continuity, continue with step 3
B. If there is no continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.
3. Disconnect the Engine Injector harness from the Fuel high pressure pump at connector ZME and use a multi-meter
to check for continuity on the fuel high pressure pump side of connector ZME, pins 1 and 2 to chassis ground.
There should be no continuity on either pin to ground.
A. If there is continuity on either pin, the fuel high pressure pump solenoid coil has failed, replace the solenoid.
B. If there is no continuity on either pin, there is a short to low source in the Engine Injector harness, locate and
repair the short to ground.
resolved.
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3110-Rail Pressure Sensor Monitoring - Signal Above Range

Maximum
Context:
The engine control unit (ECU) has sensed that the Rail Pressure sensor offset signal is too high. This test is performed
during after-run and is aborted if the Key switch is switched "On" during after-run. During after-run the measured raw
value of the Rail Pressure sensor is compared to the atmospheric pressure sensor within the ECU. To ensure that the
rail pressure has depressurized sufficiently to atmospheric levels after engine shutoff, the monitoring is released only
if the delay time determined by the rail pressure dependent curve (ECU pre-programmed data) has elapsed and the
fuel temperature is above -0.04 °C (31.93 °F). If the raw value of the rail pressure sensor exceeds 0.65 V over 100
milliseconds during after-run, this error is set and will reset if the value goes below the limit for over 100 milliseconds.
Cause:
The Rail Pressure sensor after-run signal is too high.
1. Faulty circuit wiring or electrical connection.

2. Faulty sensor.
Solution:
1. Use EST to check for other Rail Pressure sensor errors.
A. If Rail Pressure sensor errors exist, follow troubleshooting procedure for existing Rail Pressure sensor error.
B. If no Rail Pressure sensor errors exist, continue with step 2

2. Disconnect the Engine Sensor harness from the ECU at connector 2 and from the Rail Pressure sensor at con-
nector RDS4. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2, pin
13 to the Engine Sensor harness side of connector RDS4, pin 3. There should be continuity.
A. If there is continuity, leave the connectors disconnected and continue with step 3
B. If there is no continuity, there is an open circuit condition in the sensor source wire. Locate and repair the open
circuit condition.
3. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2, pin 14 to the Engine
Sensor harness side of connector RDS4, pin 2. There should be continuity.
B. If there is no continuity, there is an open circuit condition in the sensor ground reference wire. Locate and
repair the open circuit condition.
B. If there is no continuity, there is an open circuit condition in the sensor signal wire. Locate and repair the open
circuit condition.
5. Visually inspect both connectors for electrical integrity.
B. If no damage or connectivity issues are discovered, replace the sensor.
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3111-Rail Pressure Sensor Monitoring - Signal Below Range

Minimum
Context:
The engine control unit (ECU) has sensed that the Rail Pressure sensor offset signal is too low. This test is performed
during after-run and is aborted if the Key switch is switched "On" during after-run. During after-run the measured raw
value of the Rail Pressure sensor is compared to the atmospheric pressure sensor within the ECU. To ensure that the
rail pressure has depressurized sufficiently to atmospheric levels after engine shutoff, the monitoring is released only
if the delay time determined by the rail pressure dependent curve (ECU pre-programmed data) has elapsed and the
fuel temperature is above -0.04 °C (31.93 °F). If the raw value of the rail pressure sensor is below 0.35 V over 100
milliseconds during after-run, this error is set and will reset if the value goes above the limit for over 100 milliseconds.
Cause:
The Rail Pressure sensor after-run signal is too low.
1. Faulty circuit wiring or electrical connection.

2. Faulty sensor.
Solution:
1. Use EST to check for other Rail Pressure sensor errors.
A. If Rail Pressure sensor errors exist, follow troubleshooting procedure for existing Rail Pressure sensor error.
B. If no Rail Pressure sensor errors exist, continue with step 2

2. Disconnect the Engine Sensor harness from the ECU at connector 2 and from the Rail Pressure sensor at con-
nector RDS4. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2, pin
13 to the Engine Sensor harness side of connector RDS4, pin 3. There should be continuity.
B. If there is no continuity, there is an open circuit condition in the sensor source wire. Locate and repair the open
circuit condition.
B. If there is no continuity, there is an open circuit condition in the sensor ground reference wire. Locate and
repair the open circuit condition.
B. If there is no continuity, there is an open circuit condition in the sensor signal wire. Locate and repair the open
circuit condition.
5. Visually inspect both connectors for electrical integrity.
B. If no damage or connectivity issues are discovered, replace the sensor.
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3112-Rail Pressure Sensor CP3 - Signal Above Maximum Range

Context:
The engine control unit (ECU) has sensed that the Fuel Pressure sensor signal is too high. The test frequency of the
sensor is every 10 ms and if the signal is in excess of 4.86 V for over 200 ms, the error is set. Once set the ECU will,
instead of using the peak rail pressure value of the last 10 ms and the current rail pressure, output a substitute value
from a curve (MAP) in the ECU depending on engine speed and injection quantity.
Cause:
The Fuel Pressure sensor signal is too high.
1. Faulty Fuel Pressure sensor.

2. Faulty circuit wiring, shorted to high source.
Solution:
1. Disconnect the engine sensor harness from the ECU at ECU engine connector 2 and place the Key switch in the
"On" position. Using a multi-meter check the voltage on the ECU engine connector from pin 13 to pin 12. There
should be 5 V.
A. If there is 5 V reconnect ECU engine connector and continue with step 2
B. If there is greater than 5 V, there is a failure inside the ECU, replace the ECU.
2. Disconnect the engine sensor harness from the Rail Pressure sensor and place the Key switch in the "On" position.
Use a multi-meter check the voltage on the engine harness side of Rail pressure sensor connector RDS4 from pin
3 to pin 2. There should be 5 V.
A. If there is 5 V leave the Rail pressure sensor connector disconnected and continue with step 3
B. If there is greater than 5 V, there is a short to high source in the sensor circuit wiring, leave the Rail pressure
sensor connector RDS4 disconnected and continue with step 4
3. Disconnect the engine sensor harness from the ECU at ECU engine connector 2. Use a multi-meter test for voltage
between the engine sensor harness side of ECU engine connector 2, pin 14 and ground and also between Rail
pressure sensor connector RDS4, pin 1 and ground. There should be no voltage.
A. If there is voltage on either or both tests, there is a short to high source in the sensor signal wire, locate and
repair the short to high source.
B. If there is no voltage, either the sensor has failed or the ECU is faulty. Replace the Rail Pressure sensor and
if the fault reoccurs reload the ECU software. If the fault reoccurs after replacing the sensor and reloading
software, replace the ECU.
4. Disconnect the engine sensor harness from the ECU at ECU engine connector 2. Use a multi-meter test for voltage
between the engine sensor harness side of ECU engine connector 2, pin 13 and ground and also between Rail
pressure sensor connector RDS4, pin 3 and ground. There should be no voltage.
A. If there is voltage, on either or both tests, there is a short to high source in the sensor source wire. Locate and
repair the short to high source.
B. If there is no voltage, on both tests, there is a short to high source in the sensor ground reference wire. Locate
and repair the short to high source.
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3113-Grid heater battery switch relay short circuit to battery

NOTICE: When available use special tool 380040185 harness diagnostic/repair kit.
Cause:

Solution:

2. Check grid heater relay.
BD08F244-01 1
(1) Grid heater relay

(2) Connector grid heater relay
(3) Battery terminal
(4) Grid heater terminal
(1) Disconnect the grid heater relay connector. Inspect pins, wiring and connectors for damage, abrasion, corro-
sion or incorrect attachment.
(2) Measure the resistance from pin 1 on the grid heater relay to battery terminal and heater terminal studs. The
condition.
condition.
(4) Measure the resistance between pin 1 and pin 2 on grid heater relay. The resistance should be approximately
15 - 40 Ω.
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A. NOT OK – Replace relay. Return to Step 1 to confirm elimination of fault.
3. Check circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
(1) Disconnect ECU connector B and the grid heater relay connector. Inspect pins, wiring and connectors for
damage, abrasion, corrosion or incorrect attachment.
(2) Measure the resistance between ECU connector B pin 12 and pin 75. The resistance should be greater than
(3) Measure the resistance from grid heater relay connector 1 to ECU connector B pin 12. The resistance should
be less than 10 ohms. Wiggle the harness during measurement to reveal an intermittent condition.
(4) Measure the resistance from grid heater relay connector pin 2 to ECU connector B pin 75. The resistance
A. NOT OK – Determine the short circuit or break between connectors and repair. Return to Step 1 to confirm
4. Replace the engine control unit.
(1) Remove and replace engine control unit.
assistance.
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3114-Grid heater battery switch relay short circuit to ground

Cause:

Solution:

BD08F244-01 1

condition.
condition.
15 - 40 Ω.
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3. Check circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
assistance.
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3118-ECM 12V sensor supply voltage high

NOTICE: Check alternator output voltage, if above 14 V, troubleshoot charging system before proceeding.
NOTE: Besides the 3 independent 5V voltage supplies the ECU also provides a 12V supply for the sensors. This 12V
supply is monitored to ensure it remains within a certain range. This is done by using an analog input of the ECU.
The lower and upper thresholds depend on the battery voltage.
Cause:

Solution:

2. Check input voltage.
BD08E032-01 1
(1) Connector C
(2) Connector A
(3) Connector B
(1) Turn ignition OFF. Disconnect ECU connector B. Inspect pins, wiring and connectors for damage, abrasion,
(3) Measure the voltage between pins 2, 3, 8, and 9 of ECU Connector B and ground (pins 5, 6, 10 and 11). The
voltage should be approximately 12 V.
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A. NOT OK – Check fuses, replace as needed. Return to Step 1 to confirm elimination of fault. If fuses check
good go to Step 3.
3. Check circuit 1016-RD.
RCPH10TLB302AAF 2
(1) Fuse block

(2) Diagnostic port
(1) Inspect fuse block connections and wiring for damage, abrasion, corrosion or incorrect attachment.
(2) Measure the resistance from ECU connector B, pins 2, 3, 8, and 9 to fuse F-001. The resistance should be
A. NOT OK – If circuit is open, check circuit SP-021 splice on front console harness. Repair or repalce the harness
as required. Return to Step 1 to confirm elimination of fault.
assistance.
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3119-ECM 12V sensor supply voltage low

NOTICE: Check alternator output voltage. Troubleshoot charging system before proceeding.
NOTE: Besides the 3 independent 5V voltage supplies the ECU also provides a 12V supply for the sensors. This 12V
supply is monitored to ensure it remains within a certain range. This is done by using an analog input of the ECU.
The lower and upper thresholds depend on the battery voltage.
Cause:

Solution:

2. Check input voltage.
BD08E032-01 1
(1) Connector C
(2) Connector A
(3) Connector B
(1) Turn ignition OFF. Disconnect ECU connector B. Inspect pins, wiring and connectors for damage, abrasion,
(3) Measure the voltage between pins 2, 3, 8, and 9 of ECU Connector B and ground (pins 5, 6, 10 and 11). The
voltage should be approximately 12 V.
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good go to Step 3.
3. Check circuit 1016-RD.
RCPH10TLB302AAF 2
(1) Fuse block

(2) Diagnostic port
(1) Inspect fuse block connections and wiring for damage, abrasion, corrosion or incorrect attachment.
(2) Measure the resistance from ECU connector B, pins 2, 3, 8, and 9 to fuse F-001. The resistance should be
A. NOT OK – If circuit is open, check circuit SP-021 splice on front console harness. Repair or repalce the harness
as required. Return to Step 1 to confirm elimination of fault.
assistance.
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3131-Grid Heater Always Switched On

Cause:

Solution:

BD08F244-01 1

condition.
condition.
15 - 40 Ω.
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3. Check circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
assistance.
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3137-Metering Unit - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Pump control valve (Metering
Unit - High Pressure Pump Regulator solenoid/valve) circuit. The metering unit of the fuel high pressure pump regu-
lates the pressure in the common rail. The metering unit is controlled by both main relay 1 high side and a low side
power stages (Main Relay 1 is an electronic control circuit within the ECU used to provide fixed and variable control
signals to devices external to the ECU). The monitoring at low side is stopped if a short circuit to ground at the high
side (main relay 1) is detected or it is switched off for some reason. Failure detection of an over current condition is
only possible if the low side power stage is switched on and the open circuit condition only if it is switched off. With
report of an 'open load' in the metering unit longer than 200 milliseconds.
Cause:
Pump control valve circuit is open.
1. Faulty Pump control valve, open solenoid coil.

2. Faulty circuit, open conductor.
Solution:
1. Disconnect the ECU cylinder connector from the ECU at connector 3. Use a multi-meter to check the resistance
on the Engine Injector harness side of connector 3, from pin 9 to pin 10. There should be approximately 3.2 Ω.
A. If there is approximately 3.2 Ω, check for other ECU errors that could inhibit operation of the ECU main relay
1 circuit and follow those troubleshooting procedures.
B. If there is a high resistance reading, leave connector 3 disconnected and continue with step 2
2. Disconnect the Engine Injector harness from the Pump control valve at connector ZME. Use a multi-meter to check
the resistance of the Pump control valve solenoid coil. There should be approximately 3.2 Ω.
A. If there is approximately 3.2 Ω, leave connector ZME disconnected and continue with step 3
B. If there is a high resistance reading, replace the Pump control valve solenoid.
3. Use a multi-meter to check for continuity from the Engine Injector harness side of connector ZME, pin 1 to the
Engine Injector harness side of connector 3, pin 10. There should be continuity.
B. If there is no continuity, locate and repair the break in the wire.

Engine Injector harness side of connector 3, pin 9. There should be continuity.
A. If there is continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.
B. If there is no continuity, locate and repair the break in the wire.
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3138-Metering Unit - Temperature Too High

Context:
The engine control unit has determined that a short circuit condition exists in the fuel high pressure pump circuit. The
metering unit of the fuel high pressure pump regulates the pressure in the common rail. The metering unit is controlled
by both main relay 1 high side and a low side power stages (Main Relay 1 is an electronic control circuit within the
ECU used to provide fixed and variable control signals to devices external to the ECU. The monitoring at low side is
stopped if a short circuit to ground at the high side (main relay 1) is detected or it is switched off for some reason.
Failure detection of an over current condition is only possible if the low side power stage is switched on and the open
circuit condition only if it is switched off. With the current settings, the monitoring is shut off during after-run. This
error is the result of the power stage hardware report of 'excess temperature' (high current) in the metering unit circuit
longer than 200 milliseconds.
Cause:
Fuel high pressure pump circuit is shorted.
1. Faulty fuel high pressure pump, shorted solenoid coil.

2. Faulty control circuit, short circuit.
Solution:
1. Disconnect the Engine Injector harness from the ECU at connector 3. Use a multi-meter to check the resistance
on the Engine Injector harness side of connector 3, from pin 9 to pin 10. There should be approximately 3.2 Ω.
A. If there is approximately 3.2 Ω, use EST to check for other ECU errors that could inhibit operation of the ECU
main relay 1 circuit and follow those troubleshooting procedures.
B. If there is significantly less than 3.2 Ω, leave connector 3 disconnected and continue with step 2.
2. Disconnect the Engine Injector harness from the fuel high pressure pump at connector ZME. Use a multi-meter to
check the resistance of the fuel high pressure pump solenoid coil. There should be approximately 3.2 Ω.
A. If there is approximately 3.2 Ω, leave connector ZME disconnected and continue with step 3.
B. If there is significantly less than 3.2 Ω, replace the fuel high pressure pump solenoid coil.
Engine Injector harness side of connector 3, pin 9. There should not be continuity.
A. If there is no continuity, leave the connectors disconnected and continue with step 4.
B. If there is continuity, the fuel high pressure pump control circuit wires have been shorted together, locate and
repair the shorted wires.
Engine Injector harness side of connector 3, pin 10. There should not be continuity.
A. If there is no continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.
B. If there is continuity, the fuel high pressure pump control circuit wires have been shorted together, locate and
repair the shorted wires.
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3141-Set point of fuel volume flow through metering unit is lower

than calculated limit
Context:
The engine control unit (ECU) has determined that there is either Fuel System Leakage or the Metering Unit (High
Pressure Pump Regulator solenoid/valve) is jammed in closed position. The rail pressure is monitored by various fault
paths during active pressure control by the metering unit. The fault path at hand detects a leakage of fuel by monitoring
the set-point current used to control the metering unit. The monitoring is only active if the high pressure governor (High
Pressure Pump Regulator solenoid/valve) is operating in closed loop control, the rail pressure governor deviation is
within the range +/- 5000 kPa (725.2 psi) and the monitoring has not been inhibited by other faults. If the metering
unit current control set-point current is below a calculated minimum limit over 2.5 seconds this error will occur. [This
limit is calculated from various curves, maps and correction factors established by the ECU]. This error is the result
of an inaccurate Rail pressure sensor or defective high pressure pump in the high pressure system or Metering unit
reflux too low, fuel system leakage, or metering unit jammed in the closed position in the low pressure system.
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3142-High Pressure Test - Test Active

Context:
The engine control unit (ECU) has acknowledged that the 'High Pressure Test' is running. The 'High Pressure Test' is
a test procedure used to evaluate the performance of the fuel high pressure unit (pump, rail pressure control valve,
etc.) and is executed via a diagnostic tester request. If this test is running the rail pressure monitoring has to be
deactivated, which is done by setting this fault path. Therefore, this failure path is used more for information purposes
and inhibit handling than as an actual error status.
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3145-Terminal 15 - No Signal
WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A

NOTICE: Fault Code 3145 is stored historical information. For multiple occurrences of this fault proceed with the
following tests.
NOTE: See engine repair manual for electrical schematic information. When available use special tool 380040185
harness diagnostic/repair kit.
Cause:

5. Connector pins corroded or dirty.
Solution:

2. Check voltage at ECU (Engine Control Unit).
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BD08E032-01 1
(1) ECU (Engine Control Unit)

(2) Connector B Engine Controller
(1) Disconnect ECU connector B. Inspect pins, wiring and connectors for damage, abrasion, corrosion or incorrect
attachment.
(2) Turn ignition switch to the ON position. measure the voltage from ECU connector B, pin 40 to chassis ground.
The voltage should be approximately 12 V.
good go to Step 3.
3. Check supply voltage to ignition switch.
(1) Turn ignition switch to the OFF position. Disconnect the ignition switch connector. Inspect pins, wiring and
connectors for damage, abrasion, corrosion or incorrect attachment.
(2) Measure the voltage from pin 1 of the ignition switch connector to ground. The voltage should be approximately
12 V. If no voltage is present check circuit 1D from ignition switch pin 1 to power junction.
A. NOT OK – Determine break in circuit 1D and repair. Return to Step 1 to confirm elimination of fault.
4. Check ignition switch.
(1) Measure the resistance from ignition switch pin 1 to pin 4. The resistance should greater than 20,000 ohms.
Wiggle the harness during measurement to revel an intermittent condition.
(2) Turn ignition switch to the ON position (with the ignition switch connector removed). Measure the resistance
between ignition switch from pin 1 to pin 4 on switch. The resistance should be less than 10 ohms.
A. NOT OK – Replace ignition switch. Return to Step 1.
5. Check circuit 3.
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RCPH10TLB302AAF 2
(1) Fuse block

(2) Diagnostic connector
(1) Disconnect fuse block and inspect connections (F-025) and wiring for damage, abrasion, corrosion or incorrect
attachment.
A. NOT OK – Circuit is open. Repair or replace harness as required. Go to Step 1.
6. Replace ECU (Engine Control Unit).
(1) Remove and replace ECU.
assistance.
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3147-Oil Temperature Too High

Context:
temperature sensing function of the device. This error resulted from a plausibility check against the oil temperature
being too high. The ECU will prohibit the any plausibility check when there are Analog to Digital Converter (ADC)
signal errors detected on the Oil temp / press sensor.
Cause:
The Oil temp / press sensor is reporting an abnormally high oil temperature to the ECU.

2. Faulty electrical wiring and / or connections.
4. Faulty oil lubrication or coolant system.
Solution:
1. Operation: Check for Coolant System Faults.
Use EST to check for errors associated with coolant temperature.

Also, check the coolant level. A faulty coolant system that is operating above normal temperatures could cause a
high oil temperature since the engine has an integrated oil / coolant heat exchanger.
A. If the coolant level is low, add the appropriate amount and type of coolant.
B. If any of the errors exist, resolve the existing error. Then determine if this error has also been resolved.
C. If none of the errors exist, continue with step 2.

2. Operation: Check for Oil Pressure Faults.
Use EST to check for errors associated with oil pressure.

Also, check the engine oil level on the sump dipstick. A low pressure oil delivery system, could result in high oil
temperatures.
A. If the oil level is low, add the appropriate amount and type of oil.
B. If any of the errors exist, resolve the existing error. Then determine if this error has also been resolved.
C. If none of the errors exist, continue with step 3.


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5. Operation: Oil temp / press sensor Test
Remove ODFT connector and test resistance of Oil temp / press sensor using the table of resistance vs. temp.
below. Approximate the engine oil temperature when performing test. Oil temp / press sensor failures are typically
at the extreme ends of the table or off the table entirely. Use the test lead labeled "Air Press/Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor. Use a multi-meter
between pins 1 and 2.
Engine Oil Temperature Resistance Value (between pins 1 and 2)

-40 °C (-40 °F) 70 kOhm
-20 °C (-4 °F) 25 kOhm
0 °C (32 °F) 7.5 kOhm
20 °C (68 °F) 4.5 kOhm
40 °C (104 °F) 1.5 kOhm
60 °C (140 °F) 750 ohms
80 °C (176 °F) 550 ohms
100 °C (212 °F) 320 ohms
120 °C (248 °F) 130 ohms

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Important Note:

1. Voltage 1, (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts
2. Continuity 1, (Pin 5, 6, 10, 11) Ground (engine block) Approx. 0 - 0.10 ohms
replace the ECU.
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3154-Grid Heater Relay - Short Circuit To Battery

Cause:

Solution:

BD08F244-01 1

condition.
condition.
15 - 40 Ω.
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3. Check circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
assistance.
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3155-Grid Heater Relay - Short Circuit To Ground

Cause:

Solution:

BD08F244-01 1

condition.
condition.
15 - 40 Ω.
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3. Check circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
assistance.
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3156-Grid Heater Relay - No Load

Cause:

5. Connector pins corroded or dirty. .
Solution:

BD08F244-01 1

condition.
condition.
15 - 40 Ω.
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3. Check circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
assistance.
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3158-Engine controller configuration error anti-tamper

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.
NOTE: The message to 'register the dataset, if it has been changed', will occasionally appear on the EST after down-
loading software. If the procedure to register the dataset has been completed, the machine needs to run for five
minutes to complete the registration process between machine modules.
Cause:
Engine controller configuration took longer than 4 minutes or the engine control unit (ECU) was not detected on the
CAN BUS.
1. ECU configuration timed out

2. ECU not detected on the CAN BUS
Solution:
1. Verify the configuration process was started within the 4 minute time out period. Erase fault and proceed with
configuration. Download the correct engine data set using the electronic service tool (EST) easy engine download
tool. After download, register the engine data set for use with the EST configuration screen “Engine data registra-
tion.”
A. If the error code is 3157 not indicated, check that the system is operating correctly.
B. If the error code 3157 is still indicated, continue to step 2.

2. Check for other CAN BUS related error codes being displayed.
A. If other error codes are displayed, continue to these tests.
B. If no other error codes are displayed, continue to step 3.

3. Check all power supplies and grounds to the engine controller at connector.
A. If a fault is indicated, repair or replace the harness as required.
B. If no faults are indicated, download the correct level of software to the ECM. If the fault is still present, download
the correct level of software to the instrument cluster.
Wiring harnesses - Electrical schematic sheet 04 Engine Control, Powershift transmission with options
(55.100.DP-C.20.E.04)
Wiring harnesses - Electrical schematic sheet 12 Instrument Cluster, Powershift transmission with options
(55.100.DP-C.20.E.12)
Wiring harnesses - Electrical schematic sheet 23 TRAX Powershift Controller, Powershift transmission with
options (55.100.DP-C.20.E.23)
Wiring harnesses - Electrical schematic sheet 28 CAN Bus/ Diagnostics, Powershift transmission with
options (55.100.DP-C.20.E.28)
Wiring harnesses - Electrical schematic sheet 29 Telematics, Powershift transmission with options
(55.100.DP-C.20.E.29)
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3171-Fuel rail system pressure too low

WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A
Cause:

Solution:

2. Check fuel delivery system.
(1) Refer to the Engine Repair Manual for the following: Check and repair leaks in the high and low pressure
sides of the fuel system. Check for clogged fuel filter, worn or stuck injectors, and defective low and high pressure
pumps.
A. OK - Go to Step 3.
B. NOT OK - Repair fuel system leaks and/or repair worn or defective components. Return to Step 1 to confirm
3. Check rail pressure sensor.
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BD08E030-01 1
(1) Connector fuel pressure sensor

(2) Common rail pressure sensor
(3) Common rail
(1) Disconnect the fuel pressure sensor. Inspect pins, wiring and connectors for damage, abrasion, corrosion or
incorrect attachment.
(1). Disconnect fuel pressure sensor connector. Turn the key switch ON. The Fuel Pressure sensor fault code
should change to an Open Circuit fault while the sensor is disconnected.
(2) Fabricate a 6 inch jumper wire. Short the fuel pressure signal wire to sensor common wire (Ground). The fault
code should change from an open circuit to a short circuit while the jumper is installed.
A. OK - Replace sensor. Go to Step 1 to confirm elimination of fault.
B. NOT OK - Go to step 4.
4. Check voltage at fuel pressure sensor.
(1) Disconnect the Fuel Pressure Connector.
(2) Turn the ignition switch ON to power the system.
(3) Measure the voltage on the fuel pressure sensor connector pin 3 to pin 1 (ground). The voltage should be
approximately 5 V.
A. NOT OK - Go to Step 5.
B. OK - Replace sensor. Return to Step 1 to confirm elimination of fault.

5. Check fuel pressure circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
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(1) Disconnect ECU connector C. Inspect pins, wiring and connectors for damage, abrasion, corrosion or incorrect
attachment.
(2) Measure the resistance from fuel pressure sensor connector pin 1 to ECU connector C, pin 12. The resistance
B. NOT OK - Determine the break between connectors and repair. Return to Step 1 to confirm elimination of fault.
6. Check fuel high pressure regulator.
BD08F245-01 3
(1) Connector high pressure regulator

(2) High pressure pump
(1). Disconnect connector from fuel high pressure regulator. Inspect pins, wiring and connectors for damage,
(2). Measure the resistance between pins 1 and 2 on the high pressure regulator. The resistance should be
approximately 3.2 Ω.
A. NOT OK – Replace fuel high pressure regulator. Return to Step 1 to confirm elimination of fault.
7. Check high pressure regulator circuit.
BD08E032-01 4
(1) Connector C
(2) Connector A
(3) Connector B
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(1). Disconnect ECU connector A. Inspect pins, wiring and connectors for damage, abrasion, corrosion or incorrect
attachment.
(2). Measure the resistance between pin 9 to pin 10 on ECU connector A. The resistance should be greater than
(3). Measure the resistance from high pressure regulator pin 1 to ECU connector A pin 9. The resistance should
A. NOT OK - Determine the break or short between connectors or wiring and repair as required. Return to Step
B. OK - Go to Step 8.
assistance.
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3172-Fuel rail system pressure too high

WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A
Cause:

Solution:

pumps.
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BD08E030-01 1

(3) Common rail
(1) Disconnect the fuel pressure sensor. Inspect pins, wiring and connectors for damage, abrasion, corrosion or
incorrect attachment.
(1). Disconnect fuel pressure sensor connector. Turn the key switch ON. The Fuel Pressure sensor fault code
should change to an Open Circuit fault while the sensor is disconnected.
(2) Fabricate a 6 inch jumper wire. Short the fuel pressure signal wire to sensor common wire (Ground). The fault
4. Check voltage at fuel pressure sensor.
(1) Disconnect the Fuel Pressure Connector.
(3) Measure the voltage on the fuel pressure sensor connector pin 3 to pin 1 (ground). The voltage should be
approximately 5 V.

5. Check fuel pressure circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
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(1) Disconnect ECU connector C. Inspect pins, wiring and connectors for damage, abrasion, corrosion or incorrect
attachment.
BD08F245-01 3

BD08E032-01 4
(1) Connector C
(2) Connector A
(3) Connector B
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attachment.
assistance.
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3173-Rail Pressure Governor Deviation Below Min. Limit for Speed

WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A
Cause:

Solution:

pumps.
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BD08E030-01 1

(3) Common rail
(1) Disconnect rail pressure sensor connector. Inspect pins, wiring and connectors for damage, abrasion, corro-
(1). Disconnect rail pressure sensor connector. Turn the key switch ON. The rail Pressure sensor fault code should
change to an Open Circuit fault while the sensor is disconnected.
(2) Fabricate a 6 inch jumper wire. Short the Rail pressure signal wire to sensor common wire (Ground). The fault
4. Check voltage at rail pressure sensor.
(1) Disconnect the Rail Pressure sensor connector.
(3) Measure the voltage between Fuel Pressure connector pin 3 to pin 1 (ground). The voltage should be approx-
imately 5 V.

5. Check rail pressure circuit.
BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
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(1) Disconnect Electronic Control Unit (ECU) connector C. Inspect pins, wiring and connectors for damage, abra-
(2) Measure the resistance from Rail Pressure sensor connector pin 1 to ECU connector C pin 12. The resistance
BD08F245-01 3

BD08E032-01 4
(1) Connector C
(2) Connector A
(3) Connector B
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attachment.
assistance.
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3174-Rail Pressure Governor Deviation Exceeded Max. Limit

WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A
Cause:

Solution:

pumps.
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BD08E030-01 1

(3) Common rail
imately 5 V.

BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
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BD08F245-01 3

BD08E032-01 4
(1) Connector C
(2) Connector A
(3) Connector B
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attachment.
assistance.
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3175-Fuel system leak detected - large leak

WARNING
Escaping fluid!
doctor immediately.
W0178A
WARNING
Fire hazard!
1. Do not smoke.
W0099A
Cause:

Solution:

pumps.
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BD08E030-01 1

(3) Common rail
imately 5 V.

BD08E032-01 2
(1) Connector C
(2) Connector A
(3) Connector B
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BD08F245-01 3

BD08E032-01 4
(1) Connector C
(2) Connector A
(3) Connector B
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attachment.
assistance.
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3176-Fuel delivery exceeded threshold for pressure in overrun

mode
Context:
The engine control unit (ECU) has determined that the Metering Unit (High Pressure Pump Regulator solenoid/valve)
has excessively opened to reach the desired Rail pressure. The rail pressure is monitored by various fault paths
during active pressure control by the metering unit. The fault path at hand detects an excessive leakage of fuel by
monitoring the set-point value of the fuel volume flow through the metering unit during overrun. The monitoring is
only active if the high pressure governor (High Pressure Pump Regulator solenoid/valve) is operating in closed loop
control, the engine is in overrun condition, the fuel injection quantity is zero and the monitoring has not been inhibited
by other faults. If the set-point value of the rail pressure governor for the fuel volume flow through the metering unit
exceeds an upper limit over 2.5 seconds this error will occur. [This limit is interpolated from the rail pressure dependent
curve, established by the ECU]. This error is the result of leakage in the high pressure section; injection nozzle stuck
in open position, worn or defective high pressure pump, worn injector, leaking pressure relief valve. or leakage in the
low pressure system; 'Zero delivery' is not active in metering unit (excessive leakage in metering unit).
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3177-Engine Overspeed Detected

Context:
The Engine Control Unit (ECU) has detected an engine over-speed condition. An engine over-speed can occur both
during certain engine operating conditions without any defect in a component, for example downhill driving, or as a
result of, for example another ECU error. This error is for information purposes and is initiated by engine speed in
excess of 2800 RPM for over 5 seconds and is reset once the engine speed is below the threshold for over 2 seconds.
Though this error by itself does not require any action, the over-speed state can cause an injection shutoff request
within the ECU. If this error reoccurs frequently, check driving conditions of the vehicle, engine speed acquisition and
injection system for quantity set-point and actual value during fault recognition, check also for other ECU errors.
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3188-Cylinder 1 - Open Load

Context:
The Engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 1 injector circuit. A
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present) and others
evoke an irreversible or reversible shut off of the engine to be executed.
Cause:
The Engine control unit (ECU) has determined that there is a fault associated with the current monitoring of the Cylin-
der 1 injector output power driver stage.
1. Faulty Cylinder 1 injector solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
Solution:

2. Carefully disconnect the engine harness from the ECU at the cylinder connector 3. Use a multi-meter to check
the resistance, on the engine harness side of the cylinder connector 3, between pins 4 and 13. There should be
0.4 - 0.5 Ω.
A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU .
B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine cylinder harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check resistance on the injector (valve) cover side of connector from pin 3 to pin 4. There should be 0.4 - 0.5 Ω.
A. If a small amount of resistance exists, there is open circuit condition in the engine cylinder harness between
the ECU cylinder harness connector 3 and the Cylinder 1 /2 valve cover connector VC1. Locate and repair the
broken conductor.
INJ1. Use a multi-meter to check resistance, on the Cylinder 1 injector, from terminal 1 to terminal 2. There should
be 0.4 - 0.5 Ω.
A. If the resistance is within range, there is an open circuit condition in the injector harness, between injector
connector and ECU cylinder connector . Locate and repair the broken conductor.
B. If the resistance was significantly greater than maximum range, the Cylinder 1 injector solenoid coil has failed.
Replace the injector.
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resolved.
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Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 2 injector circuit. A
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.
Cause:
Cylinder 2 injector output power driver stage.
1. Faulty injection valve or open solenoid windings.

Solution:

resistance, on the engine injector harness side of connector 3, between pins 6 and 11. There should be 0.4 -
0.5 Ω.
reoccurs, replace the ECU.
check resistance on the injector (valve) cover side of connector VC1 from pin 1 to pin 2. There should be 0.4 -
0.5 Ω.
A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector 3 and connector VC1. Locate and repair the broken conductor.
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 2 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.
A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector
VC1 and connector INJ2. Locate and repair the broken conductor.
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resolved.
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Context:
Cause:

Solution:

0.5 Ω.
0.5 Ω.
A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector 3
and connector VC2. Locate and repair the broken conductor.
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resolved.
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Context:
Cause:

Solution:

0.5 Ω.
0.5 Ω.
A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector
VC2 and connector INJ4. Locate and repair the broken conductor.
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resolved.
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3210-Bank 1 - General Short Circuit To Injector Cable

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to accurately measure resistance
. The DMM must measure to a resolution of 0.1 ohms. The required measurements are as low as 0.4 ohms (typical
injector solenoid coil resistance is 0.4 - 0.5 Ω) and any DMM inaccuracies will cause the technician to inaccurately
troubleshoot.
NOTE: Ensure the DMM's test lead resistance is considered when measuring resistance. Touch the leads together
on the lowest Ohms scale and record the resistance measurement. Subtract this value from all future resistance
measurements.
Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 1 (Group A, Cylinders
1, 2, & 3). A power stage component energizes the injection system transistors while observing the current flow
in the high-side and low-side switching branch by sensing resistors. Deviations from the expected current flow are
detected as specific errors by the component and reported to the ECU. Error messages are configured to contain
information on performed injections, same bank cylinder errors, bank specific errors and cylinder specific errors. The
configured error message is compared to applicable error patterns, and the failure matching the pattern is output. If an
error message doesn't match a pattern the defect becomes an unclassifiable error. Monitoring is performed once per
camshaft revolution. This error is a result of a general short circuit of the high side to battery or ground over 4 camshaft
revolutions. This error shuts off an individual cylinder or bank, based on ECU parameters. Certain parameters, as
currently applied, are permanent; there is no healing possibility after testing: switching on the component to ascertain
the defect's presence. Others evoke an irreversible or reversible engine shut off.
Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of an injector
output power driver stage in Bank 1.

2. Faulty electrical wiring, short high side to high source, low side or ground (damaged wiring harness).
Solution:

2. Disconnect the engine injector harness from the ECU at connector 3. Use a DMM to check the resistance on the
engine injector harness side of connector 3.
From:
1. Pin 4 to pin 13
2. Pin 11 to pin 6
3. Pin 5 to pin 12
There should be 0.4 - 0.5 Ω.
A. If the resistance was within range, leave ECU connector 3 disconnected and continue to step 8.
B. If the resistance was below range, record the pin numbers and continue to step 3.
3. Use a DMM to check for continuity on the engine injector harness side of connector 3, from pins 4, 11, and 5 to
A. If there was continuity, record the pin number and continue to step 4.
B. If there was no continuity, continue to step 6.
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4. Disconnect the engine injector harness from the injector (valve) cover at connector VC1 and connector VC2. Use
a DMM to check for continuity on the injector (valve) cover side of connector :
From:
1. Connector VC1 pin 4, if recorded pin in Step 3 was pin 4, to chassis ground
3. Connector VC2 pin 4, if recorded pin in Step 3 was pin 5, to chassis ground.
There should not be continuity.
A. If there was continuity, leave connector VC1 and connector VC2 disconnected. Continue to step 5.
B. If there was no continuity, there is a short to ground condition in the engine injector harness between connector
VC1 pin 4 or 1, and ECU connector 3 pin 4, or 11
or between connector VC2 pin 4 and ECU connector 3, pin 5. Locate and repair the grounded conductor.
5. Remove the injector (valve) cover and disconnect the injector harness from the injector:
For:
1. Cylinder #1 injector at connector INJ1 terminal 1 (high side ring terminal) if recorded pin in Step 3 was pin 4
2. Cylinder #2 injector at connector INJ2 if recorded pin in Step 3 was pin 11
Use a DMM to check for continuity, on the injector, from terminal 1 to chassis ground. There should not be con-
tinuity.
A. If there is continuity, the injector solenoid coil has failed: replace the injector.
B. If there is no continuity, there is a short to ground condition in the injector circuit, between connector INJ1 (if
recorded pin in Step 3 was pin 4), or connector INJ2 (if recorded pin in Step 3 was pin 11), and connector VC1,
pin 4, or 1 and ECU connector 3, pin 4, or 11
or connector VC2 and connector INJ3 (if recorded pin in Step 3 was pin 5) and ECU connector 3, pin 5. Locate
and repair the grounded conductor.
6. Disconnect the engine injector harness from the injector cover at connector VC1 and VC2. Use a DMM to measure
the resistance on the injector cover side of connector :
From:
1. VC1, pin 4 to 3, if recorded pins in Step 2 were pins 4 and 13
2. VC1, pin 2 to 1, if recorded pins in Step 2 were pins 11 and 6
3. VC2, Pin 3 to 4, if recorded pins in Step 2 were pins 5 and 12
connector VC1, pin 4, or 1, and ECU connector 3, pin 13, or 6
or connector VC2, pin 4 and ECU connector 3 pin 12. Locate and repair the short circuit.
B. If the resistance was below range, continue to step 7

For:
1. Cylinder #1 injector at connector INJ1, terminal 1 (high side ring terminal), if recorded pins in Step 2 were
pins 4 and 13
2. Cylinder #2 injector at connector INJ2, if recorded pins in Step 2 were pin 11 and 6
3. Cylinder #3 injector at connector INJ3, if recorded pins in Step 2 were pins 5 and 12
Use a DMM to check for continuity, on the injector, from terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.
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INJ1 or INJ2 and connector VC1 pin 3, or 2, ECU connector 3 pin 13, or 6
or connector INJ3 and connector VC2 pin 3, ECU connector 3, pin 12. Locate and repair the shorted conduc-
tors.
B. If the resistance was below range, the injector solenoid coil has failed. Replace the injector.
8. Use a DMM to check for continuity, on the engine injector harness side of ECU connector 3, from pins 4, 11, and
5 to all other populated pins in connector 3. There should not be continuity.
A. If there is continuity, record the pin numbers and use to locate and repair the shorted conductors.
B. If there is no continuity, the ECU may have failed. Attempt reloading the ECU software. If the fault reoccurs,
replace the ECU.
resolved.
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3211-Bank 1 - Injector cable Short Circuit Low Side To Ground

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 1 (Group A, Cylinders
Cause:
injector output power driver stage in Bank 1.
1. Faulty injection valve (solenoid coil shorted to ground).

2. Faulty electrical wiring, short low side to ground (damaged wiring).
Solution:

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check for
continuity, on the engine injector harness side of ECU connector 3 from pins 13, 6 and 12 to chassis ground.
A. If there is continuity on any of the pins to chassis ground, record the pin number and continue with step 3.
B. If there is no continuity, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC1 and VC2. Use a multi-
meter to check for continuity, on the injector (valve) cover side of connector VC1 from pin 3, if recorded pin in Step
2 was pin 13, or pin 2, if recorded pin in Step 2 was pin 6
or connector VC2 pin 3, if recorded pin in Step 2 was pin 12, to chassis ground. There should not be continuity.
A. If there was continuity to chassis ground, leave connector VC1 and VC2 disconnected, and continue with step
4
B. If there was no continuity to chassis ground, there is a short to ground condition in the engine injector harness
between connector VC1 pin 3 or 2 and ECU connector 3 pin 13 or 6
or between connector VC2, pin 3 and ECU connector 3, pin 12. Locate and repair the grounded conductor.
INJ1 terminal 2 (low side ring terminal), if recorded pin in Step 2 was pin 13, or disconnect the injector harness from
the Cylinder #2 injector at connector INJ2, if recorded pin in Step 2 was pin 6 or disconnect the injector harness
from the Cylinder #3 injector at connector INJ3, if recorded pin in Step 2 was pin 12. Use a multi-meter to check
for continuity, on the injector, from terminal 2 to chassis ground. There should not be continuity.
A. If there is continuity, the injector solenoid coil has failed, replace the injector.
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B. If there is no continuity, there is a short to ground condition in the injector circuit, between connector INJ1, if
recorded pin in Step 2 was pin 13, or connector INJ2 if recorded pin in Step 2 was pin 6 and connector VC1
pin 2 or 3 and ECU connector 3 pin 6 or 13
or connector INJ3, if recorded pin in Step 2 was pin 12. and connector VC2, pin 3 and ECU connector 3, pin
12. Locate and repair the grounded conductor.
resolved.
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3213-Bank 1 - Unclassifiable Error

Context:
The engine control unit (ECU) has determined that an unclassified error exists in an injector cable in Bank 1 (Group
A, Cylinders 1, 2, & 3). A power stage component energizes the injection system transistors and simultaneously
observes the current flow in the high-side and low-side switching branch by sensing resistors. If there is a deviation
from the expected current flow the component detects specific errors and reports them to the ECU. This error message
is then rearranged so it holds information on performed injections, errors of cylinders on the same bank, bank specific
errors and cylinder specific errors. The rearranged error message is then compared to applicable error patterns and
if there is a match the failure corresponding to the matched pattern is output. If an error message doesn't match
any pattern the defect is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution.
This error is the result of an unclassified error being present over 9 camshaft revolutions. As a result of this error an
is still present), and others evoke an irreversible or reversible shut off of the engine to be executed.
Cause:
stage in Bank 1.

Solution:

2. Visually check the electrical integrity of the injector circuits in Bank 1 (Inspect connector housing body/latch, pins
and wiring harness for damage or corrosion).
B. If no damage is determined, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
resolved.
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3218-Bank 2 - General Short Circuit On Injector Cable

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to accurately measure resistance
. The DMM must measure to a resolution of 0.1 ohms. The required measurements are as low as 0.4 ohms (typical
injector solenoid coil resistance is 0.4 - 0.5 Ω) and any DMM inaccuracies will cause the technician to inaccurately
troubleshoot.
NOTE: Ensure the DMM's test lead resistance is considered when measuring resistance. Touch the leads together
on the lowest Ohms scale and record the resistance measurement. Subtract this value from all future resistance
measurements.
Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 2 (Group B, Cylinders
Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of an injector
output power driver stage in Bank 2.

2. Faulty electrical wiring, short high side to high source, low side or ground (damaged wiring harness).
Solution:

2. Disconnect the engine injector harness from the ECU at connector 3. Use a DMM to check the resistance on the
engine injector harness side of connector 3.
From:
1. Pin 14 to pin 3
2. Pin 16 to pin 1
3. Pin 15 to pin 2
A. If the resistance was within range, leave connector 3 disconnected and continue to step 8.
B. If the resistance was below range, record the pin numbers and continue to step 3.
3. Use a DMM to check for continuity on the engine injector harness side of connector 3, from pins 3, 1, and 2 to
A. If there was continuity, record the pin number and continue to step 4.
B. If there was no continuity, continue to step 6.
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4. Disconnect the engine injector harness from the injector (valve) cover at connector VC3 and connector VC2. Use
a DMM to check for continuity on the injector (valve) cover side of connector :
From:
3. Connector VC2 pin 2, if recorded pin in Step 3 was pin 3, to chassis ground.
A. If there was continuity, leave connector VC3 and connector VC2 disconnected. Continue to step 5.
B. If there was no continuity, there is a short to ground condition in the engine injector harness between connector
VC3 pin 2 or 3, and ECU connector 3, pin 1 or 2
or between connector VC2 pin 2 and ECU connector 3 pin 3. Locate and repair the grounded conductor.
For:
1. Cylinder #4 injector at connector INJ4 terminal 1 (high side ring terminal) if recorded pin in Step 3 was pin 3
Use a DMM to check for continuity, on the injector, from terminal 1 to chassis ground. There should not be con-
tinuity.
A. If there is continuity, the injector solenoid coil has failed: replace the injector.
B. If there is no continuity, there is a short to ground condition in the injector circuit, between connector INJ5 (if
recorded pin in Step 3 was pin 1), or connector INJ6 (if recorded pin in Step 3 was pin 2), and connector VC3
or connector VC2 pin 2 and connector INJ4 (if recorded pin in Step 3 was pin 3) and ECU connector 3 pin 3.
Locate and repair the grounded conductor.
6. Disconnect the engine injector harness from the injector cover at connector VC3 and VC2. Use a DMM to measure
the resistance on the injector cover side of connector :
From:
1. VC3 pin 1 to 2, if recorded pins in Step 2 were pins 2 and 15
2. VC3 pin 3 to 4, if recorded pins in Step 2 were pins 1 and 16
3. VC2 Pin 1 to 2, if recorded pins in Step 2 were pins 3 and 14
connector VC3 pin 2 or 3, and ECU connector 3 pin 16 or 15
or connector VC2 pin 2 and ECU connector 3 pin 14. Locate and repair the short circuit.
B. If the resistance was below range, continue to step 7.

For:
1. Cylinder #4 injector at connector INJ4 terminal 1 (high side ring terminal), if recorded pins in Step 2 were
pins 3 and 14
2. Cylinder #5 injector at connector INJ5, if recorded pins in Step 2 were pin 1 and 16
3. Cylinder #6 injector at connector INJ6, if recorded pins in Step 2 were pins 2 and 15
Use a DMM to check for continuity, on the injector, from terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.
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INJ5, or INJ6 and connector VC3 pin 4 or 1, ECU connector 3 pin 16 or 15
or connector INJ4 and connector VC2 pin 1 and, ECU connector 3 pin 14. Locate and repair the shorted
conductors.
B. If the resistance was below range, the injector solenoid coil has failed. Replace the injector.
8. Use a DMM to check for continuity, on the engine injector harness side of connector 3, from pins 3, 1, and 2 to all
other populated pins in ECU connector 3. There should not be continuity.
A. If there is continuity, record the pin numbers and use to locate and repair the shorted conductors.
B. If there is no continuity, the ECU may have failed. Attempt reloading the ECU software. If the fault reoccurs,
replace the ECU.
resolved.
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3219-Bank 2 - Injector Cable Short Circuit Low Side To Ground

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 2 (Group B, Cylinders
Cause:
injector output power driver stage in Bank 2.
1. Faulty injection valve (solenoid coil shorted to ground).

2. Faulty electrical wiring, short low side to ground (damaged wiring).
Solution:

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check for
continuity, on the engine injector harness side of ECU connector 3 from pins 16, 15 and 14 to chassis ground.
A. If there is continuity on any of the pins to chassis ground, record the pin number and continue with step 3.
B. If there is no continuity, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC3 and VC2. Use a multi-
meter to check for continuity, on the injector (valve) cover side of connector VC3 from pin 4, if recorded pin in Step
2 was pin 16, or pin 1, if recorded pin in Step 2 was pin 15
or connector VC2 pin 1, if recorded pin in Step 2 was pin 14, to chassis ground. There should not be continuity.
A. If there was continuity to chassis ground, leave connector VC3 and VC2 disconnected, and continue with step
4
B. If there was no continuity to chassis ground, there is a short to ground condition in the engine injector harness
between connector vc3 pin 4 or 1 and ECU connector 3 pin 16 or 15
or between connector VC2 pin 1 and ECU connector 3 pin 14. Locate and repair the grounded conductor.
INJ4 terminal 2 (low side ring terminal), if recorded pin in Step 2 was pin 14, or disconnect the injector harness
from the Cylinder #5 injector at connector INJ5, if recorded pin in Step 2 was pin 16 or disconnect the injector
harness from the Cylinder #3 injector at connector INJ6, if recorded pin in Step 2 was pin 15. Use a multi-meter
to check for continuity, on the injector, from terminal 2 to chassis ground. There should not be continuity.
A. If there is continuity, the injector solenoid coil has failed, replace the injector.
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B. If there is no continuity, there is a short to ground condition in the injector circuit, between connector INJ5, if
recorded pin in Step 2 was pin 16, or connector INJ6 if recorded pin in Step 2 was pin 15 and connector VC3
or connector INJ4, if recorded pin in Step 2 was pin 14. and connector VC2 pin 1 and ECU connector 3 pin
14. Locate and repair the grounded conductor.
resolved.
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3221-Bank 2 - Unclassifiable Error

Context:
The engine control unit (ECU) has determined that an unclassified error exists in an injector cable in Bank 2 (Group
B, Cylinders 4, 5, & 6). A power stage component energizes the injection system transistors and simultaneously
observes the current flow in the high-side and low-side switching branch by sensing resistors. If there is a deviation
from the expected current flow the component detects specific errors and reports them to the ECU. This error message
is then rearranged so it holds information on performed injections, errors of cylinders on the same bank, bank specific
errors and cylinder specific errors. The rearranged error message is then compared to applicable error patterns and
if there is a match the failure corresponding to the matched pattern is output. If an error message doesn't match
any pattern the defect is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution.
This error is the result of an unclassified error being present over 9 camshaft revolutions. As a result of this error an
Cause:
stage in Bank 2.

Solution:

2. Visually check the electrical integrity of the injector circuits in Bank 2 (Inspect connector housing body/latch, pins
and wiring harness for damage or corrosion).
B. If no damage is determined, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
resolved.
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3227-Injection Processor Error - Internal Reset/Clock Loss/Voltage

Too Low
Context:
The engine control unit (ECU) has sensed a problem with the internal supply voltage for Fuel Injector Group “A”, the
fault path for errors in the power stage component of the unit injection system. The power stage monitors itself and
reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. If an internal reset or parity
error is present longer than 3 camshaft revolutions , this error will occur. As a result of this error an individual cylinder
or bank is shut off. This shut off is currently applied to be permanent without a healing possibility by switching on the
component to see if the defect is still present. With either an irreversible or reversible shut off of the engine being
executed. The reason for this failure is a defective ECU. If the fault doesn't reset or reoccurs, replace the ECU.
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3228-Injection Processor Error - Unlocked/Initialization Error

Context:
reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. If an internal program flow
error exists for longer than 3 camshaft revolutions , this error will occur. As a result of this error an individual cylinder
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3229-Injection processor error - stop engine

Context:
reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. If the YSEL signal is not
inverted as requested during injection for longer than 3 camshaft revolutions , this error will occur. As a result of this
error an individual cylinder or bank is shut off. This shut off is currently applied to be permanent without a healing
possibility by switching on the component to see if the defect is still present. With either an irreversible or reversible
shut off of the engine being executed. The reason for this failure is a defective ECU. If the fault doesn't reset or
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Context:
reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. If the power stage compo-
nent On Time-out is present for at least one cylinder for longer than 3 camshaft revolutions , this error will occur. As a
result of this error an individual cylinder or bank is shut off. This shut off is currently applied to be permanent without
a healing possibility by switching on the component to see if the defect is still present. With either an irreversible or
reversible shut off of the engine being executed. The reason for this failure is a defective ECU. If the fault doesn't
reset or reoccurs, replace the ECU.
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Context:
The engine control unit (ECU) has sensed a problem with the internal supply voltage for Fuel Injector Group “B”, the
reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. An internal reset or parity
error present longer than 3 camshaft revolutions, will produce this error. As a result of this error an individual cylinder
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Context:
The engine control unit (ECU) has sensed a problem with the internal supply voltage for Fuel Injector Group “B”, the
reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. If an internal program flow
error exists for longer than 3 camshaft revolutions , this error will occur. As a result of this error an individual cylinder
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Context:
The engine control unit (ECU) has sensed a problem with the internal supply for Fuel Injector Group “B”, the fault
path for errors in the power stage component of the unit injection system. The power stage monitors itself and reports
detected errors to the ECU. Monitoring is performed once per camshaft revolution. If the power stage component
On Time-out is present for at least one cylinder for longer than 3 camshaft revolutions , this error will occur. As a
result of this error an individual cylinder or bank is shut off. This shut off is currently applied to be permanent without
a healing possibility by switching on the component to see if the defect is still present. With either an irreversible or
reversible shut off of the engine being executed. The reason for this failure is a defective ECU. If the fault doesn't
reset or reoccurs, replace the ECU.
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Context:
The engine control unit (ECU) has detected that injection time is too long. The sum of all torque-forming energizing
times of an individual cylinder exceeds the limit, calculated from the map (depending on the engine speed and the
time since the overrun monitoring is active) for more than 100 test events (test frequency every 10 ms). When the
engine is in overrun operation the monitoring becomes active and the current injection energizing time is compared
with a maximum permissible time limit. If the limit is exceeded an ECU recovery (reset ) is triggered and if the error
reoccurs in the same driving cycle, the torque-determining power stages are irreversibly shut off. The basic idea is
that the operator reacts to an unintentional torque increase, caused by a malfunction of the ECU, by releasing the
accelerator pedal (reducing engine speed) which causes the engine to enter the overrun operation mode. Overrun
monitoring is only released if various conditions are met, such as no accelerator pedal activation, no activated cruise
control, no intervention of the vehicle dynamic control or gearbox control is present, etc. This failure could be the
result of electronic disturbances, a requested torque increase via tester, the wrong application of injection relevant
parameters, or a defective ECU. If this failure persists, the ECU may need to be replaced.
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3238-Communication error of CJ940 processor

Context:
The engine control unit (ECU) has detected an internal communications error. Internal communications between
the micro-controller and each CJ940 module (peripheral integrated circuit) via the SPI bus is monitored cyclically
every 20 milliseconds by evaluating the corresponding communication error flag which is provided by the hardware
encapsulation. For every test an error counter is increased or decreased in steps of one. If the error counter for
defective SPI buss communications reaches or exceeds a value of 5 this error becomes active and will reset once the
error counter is equal to or below the value of 0 (zero). This error is caused by electrical disturbances or an internal
defect of the ECU. If failure remains present, replace the ECU.
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3239-Engine Controller EEPROM - Read Operation Error

Context:
The engine control unit (ECU) has detected an error during the last EEPROM read operation. The hardware encap-
sulation of the ECU checks each data block of the EEPROM and sets a status flag depending on if an error is found
or not found. These flags are processed every 20 milliseconds by the Diagnostic System Management (DSM) and
depending on their value a failure or no failure is detected. If a failure is detected this error sets and should reset
immediately if the EEPROM operates correctly. This failure can be the result of wrong programming / flashing of the
ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace the
ECU.
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3240-Engine Controller EEPROM - Write Operation Failure

Context:
The engine control unit (ECU) has detected an error during the last EEPROM write operation. The hardware encap-
sulation of the ECU checks each data block of the EEPROM and sets a status flag depending on if an error is found
or not found. These flags are processed every 20 milliseconds by the Diagnostic System Management (DSM) and
depending on their value a failure or no failure is detected. If a failure is detected this error sets and should reset
immediately if the EEPROM operates correctly. This failure can be the result of wrong programming / flashing of the
ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace the
ECU.
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3241-Engine Controller EEPROM - Default Value Used

Context:
The engine control unit (ECU) has detected that substitute values for the EEPROM values are used. This happens if a
checksum error (CRC) is registered during reading. The hardware encapsulation of the ECU checks each data block
of the EEPROM and sets a status flag depending on if an error is found or not found. These flags are processed every
20 milliseconds by the Diagnostic System Management (DSM) and depending on their value a failure or no failure
is detected. If a failure is detected this error sets and should reset immediately if the EEPROM operates correctly.
This failure can be the result of wrong programming / flashing of the ECU or an internal defect. Try to flash the ECU
correctly with the proper data set. If the error persists, replace the ECU.
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3242-Engine Controller (Locked) Recovery Occurred

Context:
The engine control unit (ECU) has detected, during system start up, a hardware or configuration problem. This triggers
an ECU recovery (reset of the CPU - Central Processing Unit) that is stored as protected. During a fresh ECU start
up different hardware tests are performed. If the error remains present even after reset, the software remains in the
boot-block and the driving software is not processed. If three recoveries are triggered within 4 seconds an irreversible
shut off of the system is carried out and the ECU is classified as permanently defective. In this case no error entry is
possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed to start up,
one of three recovery errors becomes active depending on the visibility of the recovery. This error can be the result
of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error occurs
repeatedly, reprogram the ECU and if the error remains, replace the ECU.
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3243-Engine Controller Recovery (Suppressed) - Recovery

Occurred
Context:
an ECU recovery (reset of the CPU - Central Processing Unit) that is not stored. During a fresh ECU start up different
hardware tests are performed. If the error remains present even after reset, the software remains in the boot-block
and the driving software is not processed. If three recoveries are triggered within 4 seconds an irreversible shut
off of the system is carried out and the ECU is classified as permanently defective. In this case no error entry is
possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed to start up,
one of three recovery errors becomes active depending on the visibility of the recovery. This error can be the result
of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error occurs
repeatedly, reprogram the ECU and if the error remains, replace the ECU.
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3244-Soft Controller Reset

Context:
an ECU recovery (reset of the CPU - Central Processing Unit) that is visible in the error memory. During a fresh ECU
start up different hardware tests are performed. If the error remains present even after reset, the software remains
in the boot-block and the driving software is not processed. If three recoveries are triggered within 4 seconds an
irreversible shut off of the system is carried out and the ECU is classified as permanently defective. In this case no
error entry is possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed
to start up, one of three recovery errors becomes active depending on the visibility of the recovery. This error can be
the result of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error
occurs repeatedly, reprogram the ECU and if the error remains, replace the ECU.
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3245-Engine Controller - Watchdog Not Plausible

Context:
The engine control unit (ECU) has detected a fault in the internal monitoring circuitry. The ECU contains a CPU (central
processing unit) and other microprocessor based circuitry one of which serves as a monitoring module (watchdog).
These two components communicate via the internal communications network (SPI-Bus). Both devices mutually
monitor one another for correct functioning. The watchdog initiates a query / response communication with the CPU,
which responds by starting a "command test" (test of the correct functioning of important processor commands) and
"program flow control" (monitors the correct execution of code segments of the monitoring). From the results of these
two procedures the response to the watchdog is composed. If this response does not correspond to the expected
value, an error counter is incremented. The CPU periodically sends incorrect responses (regarding response time
and value, respectively) as result of the watchdog query / response. The CPU then monitors if the above mentioned
counter is incremented or decremented in accordance with the incorrect or correct response. If the behavior of the
counter is implausible, a second counter is incremented. This monitoring process is executed every 80 ms. This error
is the result of one of the counters exceeding a count of 5 and will reset if both counters contain a value less than 5.
If the error exists only temporarily, it can be ignored and deleted in the fault memory. If the error is permanent, engine
injection will not be allowed and the ECU must be replaced.
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3246-Shutoff Paths During Initialization - Watchdog

Context:
The engine control unit (ECU) has detected an internal watchdog error. The ECU comprises redundant shutoff paths
(SOP) which deactivate all power stages relevant to injection if certain internal ECU errors are detected. The defects
which trigger SOP are the watchdog, over voltage and under voltage errors. In order to test the correct functioning
of the SOP procedure, every path is activated during ECU initialization and followed by activation of the fuel injection
power stage. Since the SOP is active, no injection should occur as it is blocked if the SOP procedure functions
properly. During a successful redundant SOP test an open circuit (no current flow) should be detected. The SOP test
can only be carried out if no errors, such as short circuits of the injection power stage, have been detected previously.
This fault is detected if injection occurred although internal SOP of the watchdog was active. If the failure remains
after ECU initialization, replace the ECU.
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3247-Shutoff Paths Failed During Initialization - Supply Voltage

Too High
Context:
The engine control unit (ECU) has detected that the internal supply voltage is too high. The ECU comprises redundant
shut-off paths (SOP) which deactivate all power stages relevant to injection if certain internal ECU errors are detected.
The defects which trigger SOP are the watchdog, over voltage and under voltage errors. In order to test the correct
functioning of the SOP procedure, every path is activated during ECU initialization and followed by activation of the
fuel injection power stage. Since the SOP is active, no injection should occur as it is blocked if the SOP procedure
functions properly. During a successful redundant SOP test an open circuit (no current flow) should be detected. The
SOP test can only be carried out if no errors, such as short circuits of the injection power stage, have been detected
previously. This fault is detected if injection occurred although internal SOP of the over-voltage was active. If the
failure remains after ECU initialization, replace the ECU.
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3248-Shutoff Paths During Initialization - Supply Voltage Too Low

Context:
The engine control unit (ECU) has detected that the internal supply voltage is too low. The ECU comprises redundant
shutoff paths (SOP) which deactivate all power stages relevant to injection if certain internal ECU errors are detected.
The defects which trigger SOP are the watchdog, over voltage and under voltage errors. In order to test the correct
functioning of the SOP procedure, every path is activated during ECU initialization and followed by activation of the
fuel injection power stage. Since the SOP is active, no injection should occur as it is blocked if the SOP procedure
functions properly. During a successful redundant SOP test an open circuit (no current flow) should be detected. The
SOP test can only be carried out if no errors, such as short circuits of the injection power stage, have been detected
previously. This fault is detected if injection occurred although internal SOP of the under-voltage was active. If the
failure remains after ECU initialization, replace the ECU.
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3249-TPU Monitoring - Time Deviation Between TPU And System

Not Plausible
Context:
The engine control unit (ECU) has detected that the TPU (time processing unit) and CPU (central processing unit)
have operated outside the established parameters more than 4 times since last ECU recovery (initialization). As
the time base of the CPU is checked according to a query / response communication with the monitoring module
(watchdog) it should be correct if no error has been detected and therefore can be used to check the time base of the
TPU. For this purpose the time basis of the TPU and CPU are compared every 10 ms. After 100 ms the maximum and
the minimum value together with the absolute value of the sum of the time differences are evaluated. If the maximum
time difference between the TPU and CPU time base exceeds the threshold of 81 ms or the minimum time difference
is below the limit of 81 ms or the absolute value of the sum of the time differences is above 81 msan error counter
is incremented. If this counter exceeds the value of 4, this fault is set and initiates an ECU recovery (reset). If this
failure persists, the ECU will need to be replaced.
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580N 580SN WT 580SN 590SN Tier 3 Tractor Loader Backhoe

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ELECTRICAL SYSTEMS - 55

[55.DTC] FAULT CODES - 55.9

FAULT CODES - DTC

FAULT CODES - DTC

0000-Retrieving fault codes, Backhoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

(*) See content for specific models

(*) See content for specific models

0000-Retrieving fault codes, Backhoes

Possible failure modes:

1. List of possible failure modes.

1. Press the enter key once.

(A) Escape key (C) Up key

2. Press the down arrow until a warning icon is displayed.

3. Press ENTER to view faults.

(A) Fault Number (D) Number of occurrences of this fault

4. The screen will automatically scroll to the next fault.

(1) 1000 to 1999 vehicle errors.

1001-Engine Air Filter Blocked

Possible failure modes:

1. Clogged air filter.

A. OK – Fault is not recorded again. OK to return the machine to service.

B. NOT OK – Fault code 1001 is recorded again. Go to Step 2.

A. OK – The filter is OK and does not need to be replaced. Go to 3.

(1) Air filter restriction switch

(1) Disconnect 3801-BL from air filter restriction switch.

A. OK – The fault code is no longer active. Go to Step 4.

B. NOT OK – Fault code 1001 is still active. Go to step 5.

(1) Instrument cluster connector 1

Wiring harnesses - Electrical schematic sheet 11 Instrument Cluster (55.100.DP-C.20.E.11)

1002-Engine coolant temperature too high, critical

Possible failure modes:

1. Low coolant level.

(2) To check for fault code: Start and operate machine.

A. OK – Fault code is not recorded again. OK to return the machine to service.

B. NOT OK – Fault code 1002 is recorded again. Go to Step 2.

2. Visually inspect cooling system.

(1) Run engine at 1500 RPM.

(2) Check fan operation.

(3) Check cooling core for clogs.

(1) Coolant Temperature Sensor connected to the Instrument Cluster

(1) Disconnect the terminal from the coolant temperature sender.

(2) Measure the resistance of the temperature sender to chassis ground.

Temperature Open circuit resistance in ohms

(1) Instrument cluster connector 1

(1) Disconnect Instrument Cluster connector X 29.

(1) Remove and replace the instrument cluster.

1003-Air conditioning pressure too high

Possible failure modes:

1. Air conditioning pressure greater than 27.6 bar (400 psi).

A. OK – Fault 1003 is not recorded again. OK to return the machine to service.

B. NOT OK – Fault code 1003 is recorded again. Go to Step 2.

(1) Connector A/C High Pressure Switch

(3) A/C Highside Test Port

A. OK – The pressure is below 27.6 bar (400 psi) Go to Step .4.

(1) Turn ignition switch to the OFF position.

(1) Fuse block

1004-Hydraulic filter blocked

Possible failure modes:

1. Clogged hydraulic filter

(2) To check for fault code: Start and operate machine.

A. OK – Fault is not recorded again. OK to return the machine to service.

B. NOT OK – Fault code 1004 is recorded again. Go to Step 2.

(1) Inspect the hydraulic filter. Replace the filter if needed.