Linked PDF

ELECTRICAL SYSTEMS - 55
[55.DTC] FAULT CODES - 55.18

3602 - 6013
ATC 111 - ATC 134
EDC 3010 - EDC 3569
Rowtrac 350 / 400 / 450 / 500

TM
Steiger® 350 / 400 / 450 / 500 / 550 / 600

Quadtrac® 450 / 500 / 550 / 600
Tier 4
Tractor
SERVICE MANUAL
Printed in U.S.A.
Part number 47512813
Copyright © 2013 CNH America LLC. All Rights Reserved.
Case IH is a registered trademark of CNH America LLC.
English
Racine Wisconsin 53404 U.S.A. February 2013
Electrical systems - FAULT CODES
3602-Defect ratio between the catalyst temperature sensors

Context:
The engine control unit (ECU) has detected the ratio between the downstream temperature sensor and the upstream
temperature sensor are below the threshold. Check that the sensors are installed correctly, check the muffler for
damage, and check that the exhaust gas piping is mounted correctly. Use the Electronic Service Tool (EST) to check
the temperature sensors for accuracy.
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3609-Urea quality and urea warning level 4

Context:
The engine control unit (ECU) has detected a fault with the selective catalytic reduction system (SCR). This fault is
triggered by another leading active fault. Correct the other active fault, and erase all faults listed.
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3611-Catalyst efficiency - moderate (level 1)

Context:
There is no troubleshooting required for this fault code. This is only logged within the Engine Control Unit (ECU) for
informational purposes.
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3612-Catalyst efficiency lower than second NOx prediction

threshold level
NOTE: After the repair has been completed, the code will still be present and active until it has been determined
that the Selective Catalytic Reduction (SCR) system is operating properly. The engine must be brought to operating
temperature and run under load until the fault clears. If the code is still present and active after running the engine for
30 min, further diagnostics is necessary.
Context:
The Engine Control Unit (ECU) has received a Controller Area Network (CAN) message from the Selective Catalytic
Reduction (SCR) controller. This message indicates a problem with the urea quality. Inspect fluid for quality and
concentration. The ECU has sensed an incorrect NOx measurement upstream of catalyst. This code is active when
NOx conversion efficiency ratio of the catalyst is greater than 3.4:1 for more than 400 s.
Possible failure modes:
1. The Dosing injector has scale build up on the tip.

2. The DEF/AdBlue® concentration is incorrect.
3. The Dosing injector has failed.
4. The exhaust pipe is damaged or cracked.
Solution:
1. Verify the fault is still present and in an active state.
A. If fault is still present and active, continue with step 2.
B. If the fault is no longer present or inactive, continue with step 6.

2. Remove the Dosing injector and inspect for large amounts of scale (white deposits) build up on the injector. Some
build up on the Dosing injector tip is normal.
Inspect the mixing chamber down in the exhaust tube, after the Dosing injector. Verify there is no build up on the
mixing chamber with scale (white deposits), this will cause the vaporized DEF/AdBlue® to not mix properly.
A. There is scale build up on the Dosing injector tip or in the mixing chamber. Clean or replace the components
as necessary.
B. There is no scale build up on the Dosing injector tip or in the mixing chamber. Continue to step 3.
3. Check the DEF/AdBlue® concentration using a refractometer, if possible. The proper ratio is 32.5 % automotive
grade urea to 67.5 % distilled water.
A. The measured concentration is incorrect, replace the DEF/AdBlue®. Verify the system is operating properly.
Return the machine to operation.
B. The measured concentration is correct, continue to step 5.

4. Remove the exhaust pipe, and inspect for any damage or cracking. If the exhaust is cracked, a replacement will
be required.
A. There is damage present, replace the damaged components. Verify the system is operating properly. Return
the machine to operation.
B. There is no damage, continue to step 5.

5. Use the Electronic Service Tool (EST) to monitor the NOx sensor output. Operate the machine to achieve operating
temperature. Monitor the NOx sensor output in EST using the “derate status” screen. You should observe a drop
from the static 500 parts per million (PPM) to 200 PPM or lower. You can compare to the estimated NOx output
from the engine which is also found in the lower portion of the “derate status” screen.
A. There is no drop in PPM, return to step 2 to confirm the elimination of the failure.
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B. The monitored PPM drops to approximately 200 PPM.

NOTE: NOx sensor in range failures can also cause these faults. Swapping with a known good sensor or replace-
ment can verify the sensor plausibility. You can also place the NOx sensor in the Dosing injector hole, and verify
the NOx sensor observation using the EST “derate status” screen.
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 fault code has
been resolved.
B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
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3615-EVGT initialisation fault

Context:
The EVGT actuator is initializing more than ten times.
Cause:
The ECU has detected a failure in the wiring harness between the actuator and ECU.
1. Faulty wiring
2. Faulty ECU
Solution:
1. Verify the fault code is present and active.
A. If fault code is present and active, continue with step 2.
B. If fault code is no longer present, return unit to proper operation.

2. Check for other fault codes present.
A. If other fault codes are present and active, correct those codes first. Then check to see if original code has
cleared.
B. If other fault codes are not active,continue with step 3.

3. Ensure all connections are clean and tight from the ECU to the EVGT actuator. If all connections are good, and
fault still exists, try reloading the latest software.
A. If fault still exists, replace the ECU.
B. If fault is no longer present. Clear all codes and continue with proper operation of machine.
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3616-Torque limitation due to turbo charger protection high altitude

operation related
Context:
The Engine Control Unit (ECU) has detected an active power reduction due to turbo charger protection. This error is
for informational purposes and is initiated by a power reduction due to turbo charger protection being active causing
a torque limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the torque
limitation due to turbo charger protection is less than 25 % of the desired torque over 10 seconds. Though no action
is necessary due to this error, if the power reduction occurred due to an actual defect, the error triggering the torque
limitation should also be in fault memory. Follow the troubleshooting procedure for that error.
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Context:
The engine control unit (ECU) has activated this fault due to the dosing control unit (DCU) initiating inducement due to
another fault code present. Check for other fault codes. If other fault codes are present and active, perform diagnosis
for those codes.
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3618-Emergency start time expired and shutdown initiated

Context:
The engine control unit (ECU) has detected that the engine shut down inducement is active. This inducement will
allow the engine to start (with full power) for 30 s, and then shutdown again. This process can be repeated but only
for 30 s at a time. This is an info only failure. Check and repair the failures which are activating this inducement
procedure.
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Context:
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Context:
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Context:
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3623-Signal of NOx sensor deviation (NOx sensor removal is

detected)
Context:
The engine control unit (ECU) has detected a fault with the NOx sensor. Check for other faults present involving
fueling or air quantity. If other faults are present correct those first. If present fault still exists, this is a result of an
issue with the NOx sensor and/or the wiring related to the NOx sensor. If this fault is present and active, ensure the
NOx sensor is receiving 24 V on pin 1 and a sufficient ground on pin 2. If power and ground is present, reset this
code and continue operation. If the code resets, the sensor is damaged, replace the sensor.
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3624-Crank case pressure sensor - voltage above upper limit

Context:
The Engine Control Unit (ECU) has detected a fault associated with the crankcase pressure sensor. The signal volt-
age to the ECU is greater than 4.8 V.
Cause:
The crankcase pressure signal to the ECU is out of range of the upper threshold limit.
1. Faulty wiring
2. Faulty sensor
Solution:
A. If the fault code is present and active, continue with step 2.
B. If the fault code is no longer present, return machine to proper operation.

2. Check the crankcase pressure sensor wiring to the ECU. Disconnect the engine sensor harness from the crankcase
pressure sensor and the ECU.
A. Ensure the connectors are connected, not damaged, the pins are in the correct position and that the fit is tight.
Repair or replace as required.
B. If the connectors are okay, leave the engine sensor harness disconnected from crankcase pressure sensor
and ECU. Continue with step 3.
3. Check the harness for an open circuit. Use a multi-meter to check for continuity in the harness. There should be
continuity between:
Crankcase pressure sensor harness connector pin 1 to ECU harness connector pin 16
A. If there is continuity, leave the connectors disconnected and continue with step 4.
B. If there is no continuity, there is an open circuit condition in the wiring harness. Locate and repair the open
circuit condition.
4. Check the harness for a short circuit to voltage. Place the ignition switch ON. Use a multi-meter to check for
voltage in the harness. There should be no voltage between:
Crankcase pressure sensor harness connector pin 1 to chassis ground
A. If there is no voltage, replace the sensor.
B. If there is voltage, there is a short to voltage in the harness. Locate and repair the damaged wiring.
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3625-Crank case pressure sensor - voltage below lower limit

Context:
The Engine Control Unit (ECU) has detected a fault associated with the crankcase pressure sensor. The signal volt-
age to the ECU is less than 0.2 V.
Cause:
The crankcase pressure signal to the ECU is too low.
1. Faulty wiring
2. Faulty sensor
Solution:
A. If the fault code is present and active, continue with step 2.
B. If the fault code is no longer present, return machine to proper operation.

2. Check the crankcase pressure sensor wiring to the ECU. Disconnect the engine sensor harness from the crankcase
pressure sensor and the ECU.
B. If the connectors are okay, leave the engine sensor harness disconnected from crankcase pressure sensor
and ECU. Continue with step 3.
3. Check the harness for an open circuit. Use a multi-meter to check for continuity in the harness. There should be
continuity between:
A. If there is continuity, leave the connectors disconnected and continue with step 4.
B. If there is no continuity, there is an open circuit condition in the wiring harness. Locate and repair the open
circuit condition.
4. Check the harness for a short circuit to ground. Use a multi-meter to check for continuity in the harness. There
should be no continuity between:
A. If there is no continuity, replace the sensor.
B. If there is continuity, there is a short to ground in the harness. Locate and repair the damaged wiring.
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3626-Crank case pressure sensor not plausible

Context:
The engine control unit (ECU) has detected the crankcase pressure sensor signal is incorrect. The crankcase pres-
sure sensor may be mounted incorrectly. Check that the sensor is mounted properly. If the sensor mounting is correct,
replace the sensor.
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3627-Crank case pressure sensor physical range check (above

upper limit)
Context:
The engine control unit (ECU) has detected the crankcase pressure sensor could be defective. The sensor value is
above 0.01 bar (0.1 psi) for 0.5 s. Check the sensor is properly installed, and that there is no damage in the wiring
harness. If the sensor is installed correctly, and the wiring harness is in good condition, replace the sensor.
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3628-Crank case pressure sensor physical range check

Context:
The engine control unit (ECU) has detected the crankcase pressure sensor could be defective. The sensor value is
below -0.21 bar (-3.0 psi) Check the sensor is properly installed, and that there is no damage in the wiring harness.
If the sensor is installed correctly, and the wiring harness is in good condition, replace the sensor.
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3629-Plausibility check for Crank Case pressure sensor at key on

Context:
The engine control unit (ECU) plausibility check of the crankcase pressure sensor has failed. This is a calculated
value which is dependent on the engine operation point. This failure could be caused by the sensor not being mounted
properly. Check that the sensor is mounted properly. If the sensor is mounted properly, the sensor itself is defective.
Replace the sensor.
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3630-Fuel in Oil refill

Context:
The engine control unit (ECU) is still monitoring the crankcase pressure, due to fuel being in the oil. Check for other
fault codes present. Correct those fault codes first. If no other fault codes are present, check the engine’s internal
fuel system for leaks.
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3631-Fuel in oil sensor plausibility

Context:
The Engine Control Unit (ECU) has detected a fault associated with the crankcase pressure sensor. The crankcase
differential pressure sensor showed a value greater than 5 kPa (0.7 psi) after ECU start up. When oil level is increased
because of fuel in oil dilution, pressure in the crankcase is increased. Verify proper engine oil level. If the engine oil
level is over full, inspect the engine’s internal fuel system for leaks by performing a fuel system leakage test. If the
engine oil level is correct, check the crankcase pressure sensor, wiring to the sensor, and all connections to the
sensor. If any defects are found in wiring or connections, correct those defects and check fault has been corrected.
If no defects are found in wiring or connections, replace the crankcase pressure sensor.
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3632-Fuel in Oil valve plausibility

Context:
After engine start up, the electrically controlled venting valve is open for a test. During this test the crankcase pressure
is monitored. This fault will occur, during the venting valve test, if the absolute value of crankcase pressure sensor
is above 0.016 bar (0.2 psi) for 0.5 s. Check the venting valve is not open or mechanically blocked. Check that the
wiring harness is connected to the valve. If all checks are good, the valve is defective, replace the valve.
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3633-Fuel in Oil delayed expected reaction to torque reduction (due

to fuel in oil detected)
Context:
This fault has occurred because of a delay in correcting another fault code. Clear the fault code, and recheck. If the
fault code reappears, check that the oil level is correct, and no fuel has contaminated the oil.
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3634-Fuel in Oil delayed refill

Context:
Check that the engine oil has been properly refilled. Ensure no fuel has contaminated the oil.
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3635-Fuel in oil high pressure

Context:
When oil level is increased too much because of fuel in oil dilution, pressure in the crankcase is increased, and even-
tually overcomes the tightness of the blow-by filter. To avoid that, a venting valve in the crankcase that is electrically
controlled can be opened, and a failure message is reported. Check the oil level is correct. Also, check for fuel being
present in the oil. If it is determined fuel is in the oil, drain and replace with new oil.
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3638-Torque limitation due to NTC

Context:
This fault path indicates that a power reduction is currently active which limits the engine torque, due to an engine
break shut off event. The failure triggering the torque limitation should also be active. Refer to that fault first. Correct
that fault, and erase all codes.
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3640-Turbine speed sensor

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Turbine speed sensor. The sensor
signal is exceeding 180000 RPM for over 0.05 s.
Cause:
The Turbine speed sensor signal to the ECU is out of range of the upper threshold limit.
1. Faulty sensor.
2. Faulty electrical wiring or connection.
3. Faulty ECU.
Solution:

2. Check for other faults present. Verify no other faults that are associated to the Pressure Charger Regulator (PCR).
A. If faults are present, correct those errors first. Then determine if this error has been resolved.
B. If no other faults are present, continue with step 3.

3. Check sensor wiring for voltage. Place the ignition switch ON. Disconnect the engine sensor harness from the
turbine speed sensor. Use a multi-meter to check for voltage from the engine sensor harness side of connector
pin 1 to chassis ground. There should be 5.0 V.
A. If 5.0 V is present, leave connector disconnected. Continue with step 4.
B. If greater than 5.0 V, continue with step 5.

4. Check sensor ground wiring. Use a multi-meter to check for continuity from the engine sensor harness side con-
nector pin 2 to chassis ground. There should be continuity.
A. If there is continuity, replace the turbocharger.
B. If there is no continuity, continue with step 6

5. Check wiring from controller to sensor. Place the ignition switch OFF. Disconnect the engine sensor harness from
the ECU control module at connector. Use a multi-meter to check for voltage from the engine sensor harness side
of connector pin 30 to chassis ground. There should be no voltage.
A. If there is voltage, locate and repair wiring in engine sensor harness between turbine speed connector pin 1 to
ECU engine connector pin 30.
B. If there is no voltage, replace the control module.

the ECU control module at connector. Use a multi-meter to check for voltage from the engine sensor harness side
of connector pin 20 to chassis ground. There should be no voltage.
A. If there is voltage, locate and repair wiring in engine sensor harness between turbine speed connector pin 2 to
ECU engine connector pin 20.
B. If there is no voltage, replace the control module.
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Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Turbine speed sensor. The turbine
speed signal is below 5000 RPM during engine loads while the injection is greater than engine speed.
Cause:
The Coolant temperature sensor signal to the ECU is out of range of the lower threshold limit.
1. Faulty electrical wiring

2. Faulty sensor.
3. Faulty ECU.
Solution:

2. Check sensor wiring for voltage from the ECU to the Turbine speed sensor. Remove the connector from Turbine
speed sensor. Place the ignition switch to the ON position. Use a multi-meter to check for voltage between the
Turbine speed sensor connector pin 1 to ground. There should be 5 volts.
A. If 5 volts is present, replace the turbocharger.
B. If 5 volts is not present, continue with step 3.

3. Check wiring harness from sensor to controller. Place the ignition switch in the OFF position, remove the engine
sensor harness from the ECU controller at connector. Use a multi-meter to check for continuity from the engine
sensor harness side of connector pin 30 to chassis ground. There should be no continuity.
A. If there is continuity, locate and repair wiring in engine sensor harness between turbine speed connector pin 1
to ECU engine connector pin 30.
B. If no continuity is present, continue with step 4.

4. Check wiring harness from sensor to controller. Place the ignition switch in the OFF position, remove the engine
sensor harness from the ECU controller at connector. Use a multi-meter to check for continuity from the engine
sensor harness side of connector pin 20 to chassis ground. There should be no continuity.
B. If no continuity is present, control module has failed. Replace the controller.
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Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Turbine speed sensor.
Cause:
The Turbine speed sensor signal to the ECU is either erratic or intermittent.
1. Faulty sensor.
3. Faulty ECU
Solution:

B. If voltage is incorrect, continue with step 4.


the ECU control module at connector. Use a multi-meter to check for continuity from the engine sensor harness
side of connector pin 30 to chassis ground. There should be no continuity.
B. If there is no continuity, replace the control module.

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Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the Turbine speed sensor.
Cause:
The Turbine speed sensor signal to the ECU is not agreeing with engine speed.
1. Faulty sensor.
3. Faulty ECU
Solution:

B. If voltage is incorrect, continue with step 4.



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3644-EDC relay dirver electrical circuit fault detection powers the

NOX sensor and the actuator for the Turbo
Context:
The ECU detects that the circuit is shorted to voltage for 2.0 s.
Cause:
The ECU detects that the circuit is shorted to voltage.
1. Faulty wiring
2. Faulty relay
3. Faulty actuator
4. Faulty ECU
Solution:

NOTE: When disconnecting connectors during this procedure, other fault codes may occur. When testing is fin-
ished make sure no error codes exist.
2. Check voltage to EVGT actuator. Place the ignition switch OFF. Disconnect the vehicle engine harness from the
ECU. Disconnect the vehicle engine harness from the EVGT actuator. Remove the EVGT actuator relay. Place the
ignition switch ON. Use a multi-meter to check for voltage from the vehicle engine harness side of EVGT actuator
connector pin 4 to chassis ground. There should be no voltage.
A. If there is voltage, there is a short to voltage in the harness. Repair or replace wiring between EVGT actuator
relay pin 87 and EVGT actuator connector pin 4.
B. If there is no voltage continue with step 3.

3. Check relay for proper operation. Use a multi-meter to check for continuity from pin 30 to pin 87. There should be
no continuity.
Use a multi-meter to measure the resistance between pin 86 and pin 85. There should be approximately 50 - 100
Ω.
A. If either relay tests fail. Replace the relay.
B. If the relay test is good. Continue with step 4

4. Check for voltage to the EVGT actuator. Place the ignition switch OFF. Place a jumper wire into EVGT relay cavity
from pin 30 to 87. Reconnect the vehicle engine harness to the ECU. Place the key switch ON. Use a multi-meter
to check for voltage from the vehicle harness side of EVGT actuator connector pin 4 to chassis ground. There
should be 24.0 V.
A. If the voltage is correct, the EVGT actuator has failed. Replace the turbocharger.
B. If the voltage is high, continue with step 5.

5. Check wiring between relay and actuator. Place the ignition switch OFF. Leave jumper wire between relay cavity
from pin 30 to 87. Repair or replace wiring between EVGT actuator relay 87 and EVGT actuator connector pin
4. Place the ignition switch ON. Use a multi-meter to check for voltage from the vehicle harness side of EVGT
actuator connector pin 4 to chassis ground. There should be 24.0 V.
A. If the voltage is high, refer to product harness for wire harness testing.
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B. If the voltage is correct, continue with step 6.

6. Check ECU for proper operation. Place EVGT relay back into cavity. Reconnect all disconnected connections,
ensure all terminals are clean and securely tight. Clear all DTC codes. Restart the machine and monitor for original
code.
A. If original code is present. The ECU has failed. Replace the ECU.
B. If code is no longer active. Return machine to proper operation.
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3645-EDC relay dirver electrical circuit fault detection powers the

NOX sensor and the actuator for the Turbo
Context:
The ECU detects that the circuit is shorted to ground for 2.0 s.
Cause:
The ECU detects that the circuit is shorted to ground.
1. Faulty wiring
2. Faulty actuator
Solution:

NOTE: When disconnecting connectors during this procedure, other fault codes may occur. When testing is fin-
ished make sure no error codes exist.
2. Check wiring for continuity to EVGT actuator. Place the ignition switch OFF. Disconnect the vehicle engine harness
from the ECU. Disconnect the vehicle engine harness from the EVGT actuator. Remove the EVGT actuator relay.
Use a multi-meter to check for continuity from the vehicle engine harness side of EVGT actuator connector pin 4
to chassis ground. There should be no continuity.
A. If there is continuity, there is a short to ground in the harness. Repair or replace wiring between EVGT actuator
relay pin 87 and EVGT actuator connector pin 4.
B. If there is no continuity continue with step 3.

3. Check for ground signal to the EVGT actuator. Place the ignition switch OFF. Reconnect the vehicle engine har-
ness to the ECU. Place the key switch ON. Use a multi-meter to check for continuity from the vehicle harness side
of EVGT actuator connector pin 4 to chassis ground. There should be continuity.
A. If there is continuity, the EVGT actuator has failed. Replace the turbocharger.
B. If there is no continuity, refer to product wiring diagram for wire testing.
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3646-Multi signal defects in Pressure Charger Regulator (PCR)

Context:
The engine control unit (ECU) monitors the function of the sensors relevant for PCR procedures (turbine speed, boost
pressure and exhaust gas pressure) are intact. During the evaluation of the sensors, it is determined at least two
sensors are reported to be defective. Check for other faults present. Correct those faults first, then clear all fault
codes.
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3647-Boost pressure monitoring for over boost

Context:
The boost pressure exceeds 3.5 bar (50.8 psi) for over 1.0 s.
Cause:
The Engine Control Unit (ECU) is detecting inaccurate boost pressure.
1. Faulty wiring
2. Faulty Boost pressure sensor
3. Faulty EVGT actuator
4. Faulty ECU
Solution:

2. Check for other faults present. Verify no other faults are associated to the Boost pressure sensor.
A. If faults are present, correct those errors first. Then determine if this fault has been resolved.

3. Check for other faults present. Verify no other faults that are associated to the EVGT actuator.
A. If faults are present, correct those errors first. Then determine if this fault has been resolved.

4. Check ECU for proper operation. If no other errors are present and all wiring is correct, download the latest version
of the software.
A. If fault code is no longer present, return unit to proper operation.
B. If fault code is still active, replace the ECU.
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3648-EVGT Boost pressure monitoring for over boost

Context:
If fault code is present refer to 3647-Boost pressure monitoring for over boost (55.015) for troubleshooting.
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3999- The Engine Control Unit (ECU) fault not converted in CNH
module. See the ECU fault codes with the EASY Tool.
Context:
This fault code has been logged by the Engine Control Unit (ECU) but cannot be converted by the machine module.
Retrieve the fault code(s) using the EASY engine software.
Solution:
1. Check for other Selective Catalytic Reduction (SCR) related fault code(s).
A. Other SCR related fault codes are present. Resolve these fault codes.
B. Other SCR fault codes are not present. Use the EASY tool, record all the data regarding the fault code. Submit
a concern to ASIST.
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4004-ACM (GARU) offline

1. Faulty connector
2. Faulty EHR valve section
Solution:
1. Check for other armrest control module (ACM) error code(s).
A. Make a note of the error code(s), clear the error code(s) and test the system for normal operation.
B. If the fault is still present, continue to step 2

2. Check all tractor control unit (TCU) connectors.
B. If the connectors are okay, continue to step 3

3. Download the correct level of software and configure the EHR valve.
A. System operation normal. No fault codes recorded. Troubleshooting is complete.
B. If the fault reoccurs and there are no other armrest control module (ACM) error codes, remove, replace, and
configure the EHR valve section.
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4005-Levers are not calibrated at power up

NOTE: When the cause of the error code is corrected, clear the error code and test the system for normal operation.
1. EHR lever not calibrated

2. Faulty controller
Solution:
1. Check if the EHR levers were calibrated.
A. If the EHR lever was not calibrated after a change of a controller or a EHR control unit, perform the EHR lever
calibration procedure.
B. If the EHR lever was calibrated, repeat the EHR lever calibration procedure. If the error code occurs, down-
load the correct level of software and perform the calibration procedure. If the fault occurs again, remove and
replace the controller.
47488212 19/02/2013
55.18 [55.DTC] / 673
4100-Rear remote no.1 - no control message received

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.
NOTE: If equipped with 8 EHR valves, see schematic frame 76 for remote connector identifications.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:
1. Check the EHR valve connector C202.
A. Ensure the connector is connected, wires are not damaged, the pins are in the correct position and that the fit
is tight. Repair or replace as required.
B. If the connector is okay, continue to step 2

2. Check for 12 Volts.
A. Disconnect connector C202. Turn the ignition switch ON. Measure the voltage between connector C202 pin 1
and ground. If the voltage indicated is not approximately +12 Volts, repair or replace the harness as required.
B. If the voltage indicated is approximately +12 Volts, continue to step 3

3. Check for an open circuit.
A. Turn the ignition switch OFF. Disconnect the bulkhead cab connector C002. Measure the resistance between
connector:
C202 pin 1 and C002 pin 5
C202 pin 4 and ground
If the resistance indicated is greater than 5 Ohms, repair or replace the harness as required.
B. If the resistance indicated is less than 5 Ohms, continue to step 4

4. Check for a short to ground.
A. Check between connector:

If a short to ground is indicated, repair or replace the harness as required.
B. If the harness is okay, download the correct level of software into the EHR valve and configure the EHR valve.
If the fault is still present remove, replace, and configure the EHR valve section.
Wire harnesses - Electrical schematic frame 34 (55.100.DP-C.20.E.34)
47488212 19/02/2013
55.18 [55.DTC] / 674
4101-Remote No. 1 Control message not plausible

operation.
Cause:
1. Faulty connector
2. CAN BUS interference
3. Faulty harness
4. Faulty EHR valve
Solution:
A. Ensure the connector is connected, not damaged, the pins are in the correct position and that the fit is tight.

2. Test the tractor CAN BUS at remote harness connector C202. Use back probes SPX/OTC #233788 or disconnect
and test directly at connector. Turn the ignition switch to the ON position. Measure the voltages at C202 pin 2 to
ground and pin 3 to ground.
Test point 1 Test point 2 Expected result

Pin 2 (Green) Chassis ground Voltage should be 2.2 - 2.5 V
Pin 3 (Yellow) Chassis ground Voltage should be 2.5 - 2.8 V
A. If the CAN BUS voltage readings are outside of the expected range, continue to step 6
B. If the CAN BUS voltage readings are within expected range, continue to step 3

connector:


47488212 19/02/2013
55.18 [55.DTC] / 675
6. Check the CAN BUS resistance.
A. Turn the ignition switch OFF. Measure the resistance between connector:
If the resistance indicated is approximately 120 Ohms, download the correct level of software into the EHR
valve and configure the EHR valve. If the fault is still present remove, replace, and configure the EHR valve
section.
B. If the resistance indicated is not approximately 120 Ohms, a CAN BUS terminator may need to be replaced.
Check and replace terminator as required.
47488212 19/02/2013
55.18 [55.DTC] / 676
4102-Rear remote no.1 - EEPROM error

operation.
Cause:
1. EEPROM error
Solution:
1. Check for other EHR error code(s).

B. If the fault reoccurs, remove, replace, and configure the EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 677
4103-Rear Remote No.1 Switched To Failsafe

operation.
Cause:
1. Other EHR error code(s) detected.

2. Faulty EHR valve
Solution:
A. Make a note of the error code(s), clear the error code(s) and test the system for normal operation. If any other
error codes are still displayed, continue to these tests.
B. If only error code 4103 is still displayed, download the correct level of software and configure the EHR valve.
If the fault re-occurs, remove, replace, and configure the EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 678
4104-Rear remote no.1 - under voltage

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 679
4105-Rear remote no.1 - over voltage

operation.
Cause:
1. External power supply connected

2. Faulty charging system
3. Faulty EHR valve
Solution:
1. Check that the tractor battery power supply has not been connected to an external power supply.
A. If an external power supply is connected to the tractor, disconnect and test the system for normal operation.
B. If an external power supply is not connected to the tractor, continue to step 2

2. Check the battery voltage.
A. Start the engine and run at 2000 rev/min. Measure the battery voltage. If the voltage indicated is greater than
approximately 15 Volts, continue to test for a fault in the charging system.
B. If the voltage indicated is between approximately 11 Volts and 15 Volts, download the correct level of software
into the EHR valve and configure the EHR valve. If the fault is still present remove, replace, and configure the
EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 680
4106-Rear remote no.1 - spool movement too low

operation.
Cause:
1. Incorrect hydraulic pressure

2. Faulty EHR valve
Solution:

2. Check the regulated hydraulic pressure supplied to remote manifold, for further information refer to hydraulic test-
ing in service manual.
A. If the pressure is incorrect, repair or replace component(s) as required.
B. If the pressure is okay, download the correct level of software and configure the EHR valve. If the fault re-oc-
curs, remove, replace, and configure the EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 681
4107-Rear remote no.1 - spool movement too high

Cause:

2. Faulty EHR valve
Solution:

2. Check the hydraulic pressures, for further information refer to hydraulic testing in service manual.
A. If the pressures are incorrect, repair or replace component(s) as required.
B. If the pressures are okay, download the correct level of software and configure the EHR valve. If the fault
re-occurs, remove, replace, and configure the EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 682
4108-Rear remote no.1 - float position not reached

Cause:

2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 683
4109-Rear remote no.1 - manually operated

operation.
1. Remote valve manually operated

2. Faulty EHR valve
Solution:

2. Calibrate the EHR lever.
A. Perform the EHR lever calibration procedure and test the system for normal operation.
B. If the fault is still present, download the correct level of software and configure the EHR valve. If the fault
reoccurs, remove, replace, and configure the EHR valve.
47488212 19/02/2013
55.18 [55.DTC] / 684
4110-Rear remote no.1 - driver faulty

operation.
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 685
4111-Rear remote no. 1 - internal position sensor faulty

operation.
1. Faulty spool position potentiometer

Solution:

47488212 19/02/2013
55.18 [55.DTC] / 686
4112-Rear remote no.1 - unable to reach neutral

NOTE: Follow the maintenance schedules in operator manual for hydraulic fluid and filter change intervals. Improper
maintenance can lead to sticking valve spools.
operation.
1. A valve section was recently replaced and the tie bolts over torqued
2. Stuck spool due to contamination
3. Faulty EHR valve
Solution:
1. If a remote valve section was replaced recently check the valve tie bolt torque. Tie bolts must be tightened to a
torque of 47 - 52 N·m (35 - 38 lb ft).
A. Tie bolts were over torqued. Spool now returns to neutral. Troubleshooting complete.
B. Valve sections are not over torqued, continue to step 2


3. Check the system oil for contamination.
A. If the oil is contaminated, replace as required. Attempt to operate the remote section repeatedly, checking to
see if normal operation returns. If not continue with step 4
B. If the oil is not contaminated, continue to step 4

A. If the fault code does not reoccur troubleshooting is complete.
47488212 19/02/2013
55.18 [55.DTC] / 687
4113-Rear remote no.1 - spool not in neutral at key on

operation.
1. Ignition switched off during EHR valve operation

3. Faulty EHR valve
Solution:


47488212 19/02/2013
55.18 [55.DTC] / 688
4114-Rear remote no. 2 - no control message received

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 689
4115-Rear remote no. 2 - control message not plausible

operation.
Cause:
1. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:



connector:


47488212 19/02/2013
55.18 [55.DTC] / 690
section.
47488212 19/02/2013
55.18 [55.DTC] / 691
4116-Rear remote no. 2 - EEPROM error

operation.
Cause:
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 692
4117-Rear Remote No.2 Switched To Failsafe

operation.
Cause:

2. Faulty EHR valve
Solution:
47488212 19/02/2013
55.18 [55.DTC] / 693
4118-Rear remote no. 2 - under voltage

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 694
4119-Rear remote no. 2 - over voltage

operation.
Cause:

3. Faulty EHR valve
Solution:

EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 695
4120-Rear remote no. 2 - spool movement too low

operation.
Cause:

2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 696
4121-Rear remote no. 2 - spool movement too high


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 697
4122-Rear remote no. 2 - float position not reached


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 698
4123-Rear remote no. 2 - manually operated


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 699
4124-Rear remote no. 2 - driver faulty

operation.
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 700

operation.

Solution:

47488212 19/02/2013
55.18 [55.DTC] / 701
4126-Rear remote no. 2 - unable to reach neutral

operation.
3. Faulty EHR valve
Solution:
torque of 47 - 52 N·m (35 - 38 lb ft).



47488212 19/02/2013
55.18 [55.DTC] / 702
4127-Rear remote no. 2 - spool not in neutral at key on

operation.

3. Faulty EHR valve
Solution:


47488212 19/02/2013
55.18 [55.DTC] / 703

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 704

operation.
Cause:
1. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:



connector:


47488212 19/02/2013
55.18 [55.DTC] / 705
section.
47488212 19/02/2013
55.18 [55.DTC] / 706

operation.
Cause:
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 707
4131-Rear remote no. 3 - not commanded neutral on power-up

operation.
Cause:

2. Faulty EHR valve
Solution:
47488212 19/02/2013
55.18 [55.DTC] / 708

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 709

operation.
Cause:

3. Faulty EHR valve
Solution:

EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 710

operation.
Cause:

2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 711


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 712


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 713


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 714

operation.
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 715

operation.

Solution:

47488212 19/02/2013
55.18 [55.DTC] / 716

operation.
3. Faulty EHR valve
Solution:
torque of 47 - 52 N·m (35 - 38 lb ft).



47488212 19/02/2013
55.18 [55.DTC] / 717

operation.

3. Faulty EHR valve
Solution:


47488212 19/02/2013
55.18 [55.DTC] / 718

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 719

operation.
Cause:
1. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:



connector:


47488212 19/02/2013
55.18 [55.DTC] / 720
section.
47488212 19/02/2013
55.18 [55.DTC] / 721

operation.
Cause:
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 722

operation.
Cause:

2. Faulty EHR valve
Solution:
47488212 19/02/2013
55.18 [55.DTC] / 723

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 724

operation.
Cause:

3. Faulty EHR valve
Solution:

EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 725

operation.
Cause:

2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 726


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 727


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 728


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 729

operation.
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 730

operation.

Solution:

47488212 19/02/2013
55.18 [55.DTC] / 731

operation.
3. Faulty EHR valve
Solution:
torque of 47 - 52 N·m (35 - 38 lb ft).



47488212 19/02/2013
55.18 [55.DTC] / 732

operation.

3. Faulty EHR valve
Solution:


47488212 19/02/2013
55.18 [55.DTC] / 733

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 734

operation.
Cause:
1. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:



connector:


47488212 19/02/2013
55.18 [55.DTC] / 735
section.
47488212 19/02/2013
55.18 [55.DTC] / 736

operation.
Cause:
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 737

operation.
Cause:

2. Faulty EHR valve
Solution:
47488212 19/02/2013
55.18 [55.DTC] / 738

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 739

operation.
Cause:

3. Faulty EHR valve
Solution:

EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 740

operation.
Cause:

2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 741


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 742


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 743


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 744

operation.
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 745

operation.

Solution:

47488212 19/02/2013
55.18 [55.DTC] / 746

operation.
3. Faulty EHR valve
Solution:
torque of 47 - 52 N·m (35 - 38 lb ft).



47488212 19/02/2013
55.18 [55.DTC] / 747

operation.

3. Faulty EHR valve
Solution:


47488212 19/02/2013
55.18 [55.DTC] / 748
4170-Rear remote no. 1 - not calibrated


Solution:
1. Check if the EHR lever was calibrated.
replace the EHR control unit.
Electro-hydraulic control valve - Calibrate (35.204.BQ-F.90.A.40)
47488212 19/02/2013
55.18 [55.DTC] / 749


Solution:
47488212 19/02/2013
55.18 [55.DTC] / 750


Solution:
47488212 19/02/2013
55.18 [55.DTC] / 751


Solution:
47488212 19/02/2013
55.18 [55.DTC] / 752
4190-Rear remote no. 1 - no communications

operation.
1. Can bus communication problem

2. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:
1. Check for other error codes related to can bus communication.
A. Follow troubleshooting procedures for can bus related error codes.
B. No can bus error codes, continue to step 2


3. Check for 12 V.
and ground. If the voltage indicated is not approximately +12 V, repair or replace the harness as required.
B. If the voltage indicated is approximately +12 V, download the correct level of software into the EHR valve and
configure the EHR valve. If the fault is still present remove, replace, and configure the EHR valve section.
4. Check for a short to ground. Ignition switch OFF.

47488212 19/02/2013
55.18 [55.DTC] / 753

operation.

2. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:


3. Check for 12 V.

47488212 19/02/2013
55.18 [55.DTC] / 754

operation.

2. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:


3. Check for 12 V.

47488212 19/02/2013
55.18 [55.DTC] / 755

operation.

2. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:


3. Check for 12 V.

47488212 19/02/2013
55.18 [55.DTC] / 756

operation.

2. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:


3. Check for 12 V.

47488212 19/02/2013
55.18 [55.DTC] / 757
4216-Rear remote no. 1 - spool not calibrated

operation.
1. EHR valve not calibrated

Solution:
1. Check if the EHR valve was calibrated.
A. If the EHR valve was not calibrated after a change of the valve and/or pilot head, perform the EHR valve
B. If the EHR valve was calibrated, repeat the EHR valve calibration procedure. If the error code reoccurs, down-
load the correct level of software and re-perform the calibration procedure. If the fault reoccurs again, remove
and replace the EHR pilot head.
47488212 19/02/2013
55.18 [55.DTC] / 758

operation.

Solution:
47488212 19/02/2013
55.18 [55.DTC] / 759

operation.

Solution:
47488212 19/02/2013
55.18 [55.DTC] / 760

operation.

Solution:
47488212 19/02/2013
55.18 [55.DTC] / 761

operation.

Solution:
47488212 19/02/2013
55.18 [55.DTC] / 762

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 763

operation.
Cause:
1. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:



connector:


47488212 19/02/2013
55.18 [55.DTC] / 764
section.
47488212 19/02/2013
55.18 [55.DTC] / 765

operation.
Cause:
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 766

operation.
Cause:

2. Faulty EHR valve
Solution:
47488212 19/02/2013
55.18 [55.DTC] / 767

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 768

operation.
Cause:

3. Faulty EHR valve
Solution:

EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 769

operation.
Cause:

2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 770


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 771


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 772


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 773

operation.
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 774

operation.

Solution:

47488212 19/02/2013
55.18 [55.DTC] / 775

operation.
3. Faulty EHR valve
Solution:
torque of 47 - 52 N·m (35 - 38 lb ft).



47488212 19/02/2013
55.18 [55.DTC] / 776

operation.

3. Faulty EHR valve
Solution:


47488212 19/02/2013
55.18 [55.DTC] / 777

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 778

operation.
Cause:
1. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:



connector:


47488212 19/02/2013
55.18 [55.DTC] / 779
section.
47488212 19/02/2013
55.18 [55.DTC] / 780

operation.
Cause:
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 781

operation.
Cause:

2. Faulty EHR valve
Solution:
47488212 19/02/2013
55.18 [55.DTC] / 782

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 783

operation.
Cause:

3. Faulty EHR valve
Solution:

EHR valve section.
47488212 19/02/2013
55.18 [55.DTC] / 784

operation.
Cause:

2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 785


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 786


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 787


2. Faulty EHR valve
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 788

operation.
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 789

operation.

Solution:

47488212 19/02/2013
55.18 [55.DTC] / 790

operation.
3. Faulty EHR valve
Solution:
torque of 47 - 52 N·m (35 - 38 lb ft).



47488212 19/02/2013
55.18 [55.DTC] / 791

operation.

3. Faulty EHR valve
Solution:


47488212 19/02/2013
55.18 [55.DTC] / 792

operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


47488212 19/02/2013
55.18 [55.DTC] / 793

operation.
Cause:
1. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:



connector:


47488212 19/02/2013
55.18 [55.DTC] / 794
section.
47488212 19/02/2013
55.18 [55.DTC] / 795

operation.
Cause:
1. EEPROM error
Solution:

47488212 19/02/2013
55.18 [55.DTC] / 796

operation.
Cause:

2. Faulty EHR valve
Solution:
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operation.
Cause:
1. Faulty connector
2. Faulty harness
3. Faulty EHR valve
Solution:


connector:


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operation.
Cause:

3. Faulty EHR valve
Solution:

EHR valve section.
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operation.
Cause:

2. Faulty EHR valve
Solution:

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2. Faulty EHR valve
Solution:

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2. Faulty EHR valve
Solution:

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2. Faulty EHR valve
Solution:

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operation.
1. EEPROM error
Solution:

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operation.

Solution:

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operation.
3. Faulty EHR valve
Solution:
torque of 47 - 52 N·m (35 - 38 lb ft).



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operation.

3. Faulty EHR valve
Solution:


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Solution:
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Solution:
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Solution:
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Solution:
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operation.

2. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:


3. Check for 12 V.

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operation.

2. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:


3. Check for 12 V.

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operation.

2. Faulty connector
3. Faulty harness
4. Faulty EHR valve
Solution:


3. Check for 12 V.

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operation.

Solution:
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operation.

Solution:
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operation.

Solution:
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4353-EHR FB 1 Shorted to High Source

Cause:
Sensor feedback voltage was greater than 4.5 V.
1. Faulty connector
2. Faulty harness
3. Faulty implement interface (potentiometer)
Solution:
1. Check tractor control unit (TCU) connector C066 and implement interface (potentiometer) connector .

2. Check for a short to B+ power. Use back probes SPX/OTC #233788 at implement interface (potentiometer) con-
nector C686 pin 1.
A. Turn the ignition switch ON. Measure the voltage between connector C686 pin 1 and ground. If the voltage
indicated is greater than 4.5 V, repair or replace the harness as required.
B. If the voltage indicated is less than 4.5 V, download the correct level of software. If the fault re-occurs, remove
and replace the implement interface (potentiometer).
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4354-EHR FB 1 Shorted to low source

Cause:
Sensor feedback voltage was less than 0.25 V.
1. Faulty connector
2. Faulty harness
Solution:
1. Check tractor control unit (TCU) connector C066 and implement interface (potentiometer) connector C686.

A. Disconnect connector C066 from the tractor control unit (TCU) and C686 from implement interface (poten-
tiometer). Check between connector:
If an open circuit is indicated, repair or replace the harness as required.
B. If an open circuit is not indicated, continue to step 3


B. If the harness is okay, download the correct level of software. If the fault re-occurs, remove and replace the
implement interface (potentiometer).
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4355-EHR FB 3 Shorted to high source

Cause:
Sensor feedback voltage was greater than 4.5 V.
1. Faulty connector
2. Faulty harness
Solution:

2. Check for a short to B+ power. Use back probes SPX/OTC #233788 at implement interface (potentiometer) con-
nector C686 pin 4.
A. Turn the ignition switch ON. Measure the voltage between connector C686 pin 4 and ground. If the voltage
indicated is greater than 4.5 V, repair or replace the harness as required.
B. If the voltage indicated is less than 4.5 V, download the correct level of software. If the fault re-occurs, remove
and replace the implement interface (potentiometer).
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4356-EHR FB 3 Shorted to low source

Cause:
Sensor feedback voltage was less than 0.25 V.
1. Faulty connector
2. Faulty harness
Solution:

A. Disconnect connector C063 from the tractor control unit (TCU) and C686 from implement interface (poten-
tiometer). Check between connector:


implement interface (potentiometer).
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4357-EHR Implement lower error

Cause:
Lower delta depth is greater than 10% for more than 25 seconds.
1. Faulty connector
2. Misadjusted or damaged linkage
3. Faulty implement pot
Solution:
1. Check tractor control unit (TCU) connector C066 and C063 and the implement interface (potentiometer) connector
C686.

2. Check if the implement interface (potentiometer) mechanical linkage is out of adjustment, or damaged.
A. Implement interface (potentiometer) linkage needs adjustment. Make adjustments/repairs and return to field
service.
B. Implement interface (potentiometer) linkage looks good, download the correct level of software. If the fault
re-occurs, remove and replace the implement interface (potentiometer).
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4358-EHR Implement raise error

Cause:
Raise delta depth is greater than 10% for more than 25 seconds.
1. Faulty connector
2. Misadjusted or damaged linkage
3. Faulty implement pot
Solution:
1. Check tractor control unit (TCU) connector C066 and C063 and the implement interface (potentiometer) connector
C686.

2. Check if the implement interface (potentiometer) mechanical linkage is out of adjustment, or damaged.
A. Implement interface (potentiometer) linkage needs adjustment. Make adjustments/repairs and return to field
service.
B. Implement interface (potentiometer) linkage looks good, download the correct level of software. If the fault
re-occurs, remove and replace the implement interface (potentiometer).
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5001-PTO switch detected on during tractor power up

Cause:
The data bus signaled that the PTO switch is on during power up.
1. PTO switch is on
2. Software execution error.
Solution:
1. Move PTO switch to off position. Clear all fault codes. Check if the fault condition is still active.
A. Fault code does not re-display. Return unit to field operation.
B. Fault code re-displays. Go to Step 2.

2. Check the armrest controller connector C054 and the tractor control unit (TCU) connectors C060, C062, C064,
C065 and C066.

3. Check that the PTO switch is properly connected into the H10 connector on the armrest controller. Make sure that
nothing is plugged into H11 on the armrest controller.
A. Corrected a PTO switch connection problem. Fault code does not re-display. Return unit to field operation.
B. Fault code re-displays. Go to Step 4.

4. Test the operation of the PTO switch. When the key switch is ON there should be 12 V at armrest controller
connector C054 pin 4.
When the PTO switch is in the ON position, there should be 12 V at the armrest controller connector C054 pin 5
and at the tractor control unit (TCU) connector C065 pin 29.
When the PTO switch is in the OFF position, there should be 12 V at the armrest controller connector C054 pin 6
and at the tractor control unit (TCU) connector C066 pin 10.
A. PTO switch power is not as expected. Update the software for the armrest controller. If the fault code re-dis-
plays, go to Step 5.
B. PTO switch power is as expected. Submit a concern to ASIST.

5. Replace the PTO switch in the armrest console.
Clear all fault codes. Test operation of the PTO switch.
B. Fault code re-displays. Submit a concern to ASIST.

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5002-PTO switch interlock

Cause:
1. Transmission/PTO was not configured properly. Fault code does not apply to this machine.
Solution:
1. Reconfigure the PTO system
A. Refer to service manual section, controller configuration and calibration.
B. Fault code no longer appears after reconfiguration.
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5008-Both PTO on and off switches are simultaneously on, one of

the PTO switches is shorted to 12 volts
Cause:
1. Transmission/PTO was not configured properly. Fault code does not apply to this machine.
Solution:
1. Reconfigure the PTO system
A. Refer to service manual section, controller configuration and calibration.
B. Fault code no longer appears after reconfiguration.
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5009-PTO solenoid open circuit or shorted to ground

Cause:
The tractor control unit (TCU) has detected a short to ground at the PTO solenoid.
1. The PTO solenoid is shorted to ground.

2. The PTO wiring to the solenoid is shorted to ground.
Solution:
1. Inspect the wiring harness between the tractor control unit (TCU) and PTO valve solenoid for damage or loose
connections.
A. No damage or loose connections found. Go to Step 2.
B. Harness damage or loose connection found. Repair or replace the problem component. Clear all fault codes,
and return unit to field operation.
2. Check the PTO clutch solenoid.
A. Disconnect connector C516 . Measure the resistance between the solenoid terminals:
Terminal 1 and terminal 2
If the resistance indicated is not between 9 - 11 Ohms remove and replace the PTO clutch solenoid.
B. If PTO clutch solenoid is okay, continue to step 3

A. Check between harness end connector:

If a short to ground is indicated, a reading of less than 1.0 Ω repair or replace the harness as required.
B. If the harness is okay, continue to step 4

4. Check for a short circuit in harness.

If a short circuit is indicated, repair or replace the harness as required
B. If a short circuit is not indicated continue to step 5

5. Check for an open circuit in solenoid wiring. Remove the panel from the base of the instructional seat, to access
the tractor control unit (TCU). Use a multimeter and back probes (OTC 233788).
Disconnect connectors C060 and C065 from the tractor control unit (TCU). Check for continuity between connector
C516 pin 1 and connector C065 pin 10 and between connector C516 pin 2 and connector C060 pin 22.
Expected reading is less than 1.0 Ω.
A. If an open circuit is indicated, repair or replace the harness as required.
B. If the harness is okay, download the correct level of software. If the fault re-occurs, contact ASIST before
replacing components.
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5010-PTO solenoid circuit shorted to B+ when PTO is in the off state

operation.
Cause:

3. Faulty solenoid
4. Faulty harness
5. Faulty tractor control unit (TCU)
Solution:
1. Check for other error codes being displayed.
A. If any other error code is being displayed, go to troubleshooting for these error codes.
B. If no other error code is displayed, continue to step 2


3. Check the battery voltage on the instrument cluster.
A. Start the engine and run at 2000 rev/min. If the voltage displayed is greater than approximately 15 Volts,
continue to test for a fault in the charging system.
B. If the battery voltage is okay, continue to step 4

4. Check PTO clutch solenoid.
A. Turn the ignition switch OFF. Disconnect PTO clutch solenoid connector C516. Measure the resistance be-
tween the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove
and replace PTO clutch solenoid.

5. Check for +12 volts.
A. Disconnect the tractor control unit (TCU) connectors C060 and C065. Turn the ignition switch ON. Measure
the voltage between connector:
C060 pin 22 and ground and between C065 pin 10 and ground.
If a short to power is indicated, repair or replace the harness as required.
replacing any components.
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5011-Driver is on and no current is sensed

Cause:
The tractor control unit (TCU) is not sensing current at the PTO solenoid and driver is on.
1. The PTO solenoid has open circuit.

2. Bad PTO solenoid
Solution:
connections.





Disconnect connectors C060 and C065 from the tractor control unit (TCU). Check for continuity between connector
C516 pin 1 and connector C065 pin 10 and between connector C516 pin 2 and connector C060 pin 22.
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5012-PTO clutch is slipping excessively for the duration of 5

seconds or longer
Cause:
The tractor control unit (TCU) monitors the PTO clutch input and output speed. This fault code is recorded when
the difference between the input and output speed are beyond a preset limit: the tractor control unit (TCU) detects
excessive slip.
1. PTO load is too heavy.

2. PTO clutch pressure is too low.
3. PTO speed sensor or wiring to speed sensor has failure.
4. Incorrect engine RPM signal from the alternator.
Solution:
1. Check if the excessive load is causing PTO clutch slippage and if the PTO-driven implement is operating properly.
A. The PTO load is not excessive, and the PTO-driven implement is operating properly.Go to Step 2.
B. PTO load is excessive. Reduce load. Clear all fault codes, and return unit to field operation.
C. PTO-driven implement malfunction. Correct implement problem. Clear all fault codes, and return unit to field
operation.
2. Check for other error codes being displayed related to speed sensors.
A. If any other error code is being displayed, continue to these tests.

3. Check PTO clutch pressure and PTO valve function. See PTO troubleshooting in this repair manual.
A. PTO clutch pressure and valve function are correct. Go to Step 4.
B. Clutch/valve problem found and corrected. Clear all fault codes, and return unit to field operation.
4. Check engine speed.
Use the Monitor screen in the electronic service tool (EST) to check engine speed , ENGINE SPEED RPM.
Start the engine. Compare monitor screen RPM reading with RPM reported by the instrument cluster. Readings
should match.
A. RPM readings match. Go to Step 5.
B. RPM readings do not match. Check the circuit between terminal C177-1 at the alternator and pin 25 of con-
nector C051T at the instrument cluster. Repair as required, and return unit to field operation.
5. Replace the PTO shaft speed sensor.
Test operation of the PTO.
A. Fault code does not re-display. Clear all fault codes, and return unit to field operation.

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5013-Engine speed is too low for the PTO to be in the on state

Cause:
The engine speed is at 0 RPM and the PTO is in the On state.
1. Engine is either stalled out or has been shutdown.
Solution:
1. Place the PTO switch in the Off position. Restart the engine. Erase all fault codes. Test operation of the PTO.
B. Fault code re-displays with the engine running. Submit a concern to ASIST.
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5014-PTO is commanded off but the PTO speed is greater than zero
Cause:
The tractor control unit (TCU) monitors the PTO clutch input and output speed. This fault code is recorded if the tractor
control unit (TCU) detects PTO shaft rotation after the PTO switch has been in the Off position for 45 seconds.
1. Implement attached to PTO shaft is causing the PTO to turn.

2. Hydraulic pressure still present due to sticking valve spool.
3. PTO brake friction plates and disc springs require replacement.
Solution:
1. Check if the PTO-driven implement is causing the rotation.
A. Implement not causing rotation. Go to Step 2.
B. Implement is causing rotation. Clear all fault codes, and return unit to field operation.
2. Test if pressure is present at the PTO pressure test port when the PTO is Off.
A. Test port reading is 0 (zero). Go to Step 3.
B. Test port reading is greater than 0 (zero). Check PTO solenoid cartridge operation, and check for sticking
modulation spool. Refer to the hydraulic repair information in this manual.
3. Disassemble and repair the PTO brake assembly: brake friction plates and disc springs may require replacement.
Start the tractor. Test operation of the PTO.
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5015-The software has not detected PTO shaft speed for 3 seconds
since the PTO initial fill valve was commanded
Cause:
The tractor control unit (TCU) monitors the PTO clutch input and output speed. This fault code is recorded if the
tractor control unit (TCU) does not detect PTO shaft rotation after the PTO switch has been in the On position for 3.6
seconds.
1. Implement attached to PTO shaft has the shaft locked.

2. PTO solenoid is not energized.
3. PTO valve spool is stuck.
4. PTO clutch pressure too low.
5. PTO speed sensor or wiring harness failure.
Solution:
1. Check if the shaft is locked up on the PTO-driven implement.
A. Shaft not locked. Go to Step 2.
B. Shaft locked. Resolve the implement problem, and then return unit to field operation.
2. Measure pressure at PTO pressure test port when the PTO is On. Expected reading is 20 bar (290.0 psi).
A. Expected pressure found. Go to Step 3.
B. Expected pressure was not found. Check PTO solenoid cartridge operation, and check for sticking modulation
spool. Refer to the hydraulic repair information in this manual.
3. Disconnect the PTO shaft from the implement.
Operate the PTO system with no load.
A. PTO shaft does not turn. Mechanical repair required: check for sticking solenoid valve, sticking valve spool,
leaking PTO clutch seal or broken PTO shaft. Repair as required and return unit to field operation.
B. PTO shaft turns, or turns for approximately 5 seconds and then stops. Replace the PTO speed sensor. Clear
all fault codes, and return unit to field operation.
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5016-PTO speed is detected when the PTO is in the off state without
engine rpm
Cause:
The tractor control unit (TCU) monitors the PTO clutch output speed. This fault code is recorded if the tractor control
unit (TCU) detects PTO shaft rotation with the PTO switch in the Off position and no engine RPM.
1. Implement attached to PTO shaft is causing the PTO to turn.

2. Hydraulic pressure still present due to sticking valve spool.
3. PTO brake friction plates and disc springs require replacement.
Solution:
1. Check if the PTO driven implement is causing the rotation.
A. Implement not causing rotation. Go to Step 2.
B. Implement is causing rotation. Clear all fault codes, and return unit to field operation.
2. Test if pressure is present at the PTO pressure test port when the PTO is Off.
A. Test port reading is 0 (zero). Go to Step 3.
B. Test port reading is greater than 0 (zero). Check PTO solenoid cartridge operation, and check for sticking
modulation spool. Refer to the hydraulic repair information in this manual.
3. Disassemble and repair the PTO brake assembly: brake friction plates and disc springs may require replacement.
Start the tractor. Test operation of the PTO.
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55.18 [55.DTC] / 834
5017-PTO clutch did not lock up after 6 seconds of clutch motion

Cause:
The tractor control unit (TCU) monitors the PTO clutch input speed. This fault code is recorded when the PTO does
not reach lock up speed within 6 seconds of being turned On.
1. PTO load is too heavy.

2. PTO clutch pressure is too low.
3. PTO solenoid is not energized.
4. PTO speed sensor or wiring to speed sensor has failure.
5. Incorrect engine RPM signal.
Solution:
1. Check if the excessive load is causing PTO clutch slippage and if the PTO driven implement is operating properly.
A. The PTO load is not excessive, and the PTO driven implement is operating properly. Go to Step 2.
B. PTO load is excessive. Reduce load. Clear all fault codes, and return unit to field operation.
C. PTO driven implement malfunction. Correct implement problem. Clear all fault codes, and return unit to field
operation.
2. Check the tractor regulated pressure setting, PTO clutch apply pressure and PTO valve function. See PTO trou-
bleshooting in this repair manual.
A. PTO clutch pressure and valve function are correct. Go to Step 3.
B. Clutch/valve problem found and corrected. Clear all fault codes, and return unit to field operation.
3. Check engine speed.
Use the Monitor screen in the electronic service tool (EST) to check engine speed.
Connect the service tool to diagnostic connector. Select ENGINE SPEED and PTO ENGINE SPEED on the Mon-
itor screen.
Start the engine. Compare monitor screen RPM readings with RPM reported by the instrument cluster. Readings
should be within +/- 10 RPM.
A. RPM readings are within +/- 10 RPM. Go to Step 4.
B. RPM readings do not match. The instrument cluster receives engine speed signal through terminal W on
alternator. Check the circuit between terminal W at the alternator and connector C051 at instrument cluster
(ICU) pin 25. Repair as required, and return unit to field operation.
4. Disconnect the PTO driven equipment.
Use the Monitor screen in the electronic service tool (EST) to check PTO RPM.
Connect the service tool to the diagnostic connector. Select PTO CLUTCH SPEED (RPM) on the Monitor screen.
Start the engine and set engine speed at rated speed. Compare monitor screen RPM reading with RPM reported
by the instrument cluster. Readings should match. At rated engine speed, PTO speed should be very close to
either 540 RPM or 1000 RPM depending on the PTO type.
A. RPM readings match. Go to Step 5.
B. RPM readings do not match. Go to Step 6.

5. Disassemble the PTO clutch, and replace worn clutch plates and other components as required. See PTO section
in this repair manual.
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6. Replace the PTO shaft speed sensor.
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5022-PTO switch is in the on position when the engine is off

Cause:
1. PTO switch in on position when engine is off.
Solution:
1. Move PTO switch to off position. Erase fault code. Return unit to field operation.
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5023-PTO clutch lube solenoid circuit shorted to B+ when PTO is

in the off state
operation.
Cause:

3. Faulty solenoid
4. Faulty harness
Solution:
1. Check for other error codes being displayed.
A. If any other error code is being displayed, go to troubleshooting for these error codes.


A. Start the engine and run at 2000 rev/min. If the voltage displayed is greater than approximately 15 Volts,
continue to test for a fault in the charging system.

4. Check PTO lube solenoid.
A. Turn the ignition switch OFF. Disconnect PTO lube solenoid connector C519. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace PTO lube solenoid.
B. If PTO lube solenoid is okay, continue to step 5

5. Check for +12 volts.
A. Disconnect the tractor control unit (TCU) connectors C064. Turn the ignition switch ON. Measure the voltage
between connector:
C064 pin 22 and ground.
If a short to power is indicated, repair or replace the harness as required.
replacing any components.
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5024-PTO clutch lube solenoid open circuit or shorted to ground

Cause:
The tractor control unit (TCU) has detected a short to ground at the PTO lube solenoid.
1. The PTO lube solenoid is shorted to ground.

2. The PTO lube wiring to the solenoid is shorted to ground.
Solution:
1. Inspect the wiring harness between the tractor control unit (TCU) and PTO lube solenoid for damage or loose
connections.
2. Check the PTO lube solenoid.
If the resistance indicated is not between 8 - 11 Ohms remove and replace the PTO lube solenoid.
B. If PTO lube solenoid is okay, continue to step 3

3. Check solenoid B+ short to ground.


4. Check for open ground circuit to solenoid. Check between harness end connector:



Disconnect connector C064 from the tractor control unit (TCU). Check for continuity between connector C519 pin
1 and connector C064 pin 22.
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55.18 [55.DTC] / 840
5025-PTO low side driver watchdog test failed

1. Tractor control unit (TCU) harness not wired correctly

2. Software issue
Solution:
1. If any harness repairs were made at tractor control unit (TCU) connector C063, check to make sure pin 8 is open.
A. Repairs were made to tractor control unit (TCU) harness, connector C063 pin 8 has been corrected. Clear fault
code and return unit to field service.
B. No repairs were made to tractor control unit (TCU) harness. continue with step 2
2. Check if the latest version of software has been installed.
A. Latest version of software has now been installed. Clear fault code and return unit to field service.
B. Correct version of software is installed. See step 3

3. Clear the fault code. Shutdown engine. Restart and see if fault code returns.
A. Fault code does not repeat. Return unit to field service.
B. Fault code continually repeats. Replace the tractor control unit (TCU)
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5026-The 12 volt supply to the PTO is too low

Cause:
1. Battery voltage low

2. Alternator regulator malfunction
3. Bad connection at controller
Solution:
1. Tractor running, use the tractor display to check the battery voltage.
A. Battery voltage is below 11.0 V. See Alternator - Testing (55.301) and Battery - Test (55.302).
B. Battery voltage is 12 - 14 V, continue to step 2

2. Check all the tractor control unit (TCU) fuses 4, 47, 48, 49, 50, 51, 54, 55, and 56
A. Blown fuse located and replaced, continue field operation.
B. Fuses all appear okay, display battery voltage is still 12 - 14 Vcontinue field operation and monitor fault code
activity.
47488212 19/02/2013
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5027-Low side of PTO solenoid shorted to ground

Cause:
The tractor control unit (TCU) has detected a short to ground at the PTO solenoid low side.
1. The PTO solenoid is shorted to ground.

2. The PTO wiring to the solenoid is shorted to ground.
Solution:
connections.


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5028-Clutch speed sensor open or short to B+

Cause:
1. Faulty connector
2. Faulty PTO shaft speed sensor
3. Faulty harness
Solution:
1. Check the PTO shaft speed sensor connector C518 and the tractor control unit (TCU) connector C060.

2. Check PTO shaft speed sensor resistance.
A. Disconnect connector C518. Measure the resistance between connector C518 pin A and C518 pin B. If the
resistance is not approximately 2700 - 3300 Ωreplace the PTO shaft speed sensor.
B. If the resistance indicated is okay, continue to step 3

3. Check for an open ground circuit.
A. Check between harness end of connector C515 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C060. Check between connector
C060 pin 18 and connector C518 pin A. If an open circuit is indicated, repair or replace the harness as required.

5. Check for a short power.
A. Connect connector C060. Turn the ignition switch to on position. Check between connector C518 pin A and
ground. If a short to power is indicated, repair or replace the harness as required.
B. If a short to power is not indicated, return machine to field operation and monitor fault codes. If the same fault
code returns, replace PTO speed sensor.
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5029-Clutch speed sensor short to ground

Cause:
1. Faulty connector
2. Faulty PTO shaft speed sensor
3. Faulty harness
Solution:
1. Check the PTO shaft speed sensor connector C518 and the tractor control unit (TCU) connector C060.

2. Check PTO shaft speed sensor resistance.
A. Disconnect connector C518. Measure the resistance between connector C518 pin A and C518 pin B. If the
resistance is not approximately 2700 - 3300 Ωreplace the PTO shaft speed sensor.

3. Check for an open ground circuit.
A. Check between harness end of connector C515 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C060. Check between connector
C060 pin 18 and connector C518 pin A. If an open circuit is indicated, repair or replace the harness as required.

A. Connect connector C060. Check between connector C518 pin A and ground. If a short to ground is indicated,
repair or replace the harness as required.
B. If a short to ground is not indicated, return machine to field operation and monitor fault codes. If the same fault
code returns, replace PTO speed sensor.
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5032-12VF3 voltage supply is low

Cause:
This code may be induced during cold starting.
1. Faulty battery
3. Faulty connector
4. Faulty harness
5. Faulty engine controller
Solution:
1. Before proceeding clear the error code with the approved diagnostic equipment. Run the machine under normal
conditions and retest.
A. If the error code is not indicated, check that the system is operating correctly.
B. If the error code is indicated, continue to step 2

2. Check the battery condition and terminal connections.
A. If the battery or terminals are faulty, repair or replace as required.
B. If the battery and terminals are okay, continue to step 3

A. Start the engine and run at 2000 RPM. If the voltage displayed is not between 12 - 15 V, continue to test for a
fault in the charging system.

4. Check fuse numbers 4, 47, 48, 49, 50, 51, 54, 55 and 56 which supply power to the tractor control unit (TCU).
A. Blown fuse located and replaced.
B. No blown fuses. Contact ASIST before replacing any components.
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55.18 [55.DTC] / 846
6001-Front diff lock solenoid failed

operation.
Context:
Front diff lock disabled.
Cause:
1. Faulty connector
2. Faulty front diff lock solenoid
3. Faulty harness
4. Faulty tractor control module (TCU)
Solution:
1. Check the front diff lock solenoid connector C133 and tractor control module (TCU) connector C065.

2. Check the front diff lock solenoid.
A. Disconnect the front diff lock solenoid connector C133. Measure the resistance between the solenoid terminals.
If the resistance indicated is not approximately 10 Ohms at 20 degrees centigrade, remove and replace the
solenoid.

A. Disconnect the tractor control module (TCU) connector C065. Check between connector:


B. If a short to ground is not indicated, continue to step 5

5. Check for a short circuit.
A. Check between harness end connector C133 pin 1 and connector C133 pin 2. If a short circuit is indicated,
tractor control module (TCU).
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6002-Rear diff lock solenoid failed

operation.
Context:
rear diff lock disabled.
Cause:
1. Faulty connector
2. Faulty rear diff lock solenoid
3. Faulty harness
4. Faulty tractor control module (TCU)
Solution:
1. Check the rear diff lock solenoid connector C234 and tractor control module (TCU) connector C065.

2. Check the rear diff lock solenoid.
A. Disconnect the rear diff lock solenoid connector C234. Measure the resistance between the solenoid terminals.
If the resistance indicated is not approximately 10 Ohms at 20 degrees centigrade, remove and replace the
solenoid.

A. Disconnect the tractor control module (TCU) connector C065. Check between connector:



5. Check for a short circuit.
A. Check between harness end connector C234 pin 1 and connector C234 pin 2. If a short circuit is indicated,
tractor control module (TCU).
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55.18 [55.DTC] / 848
6003-Brake light relay fault

1. Blown fuse
2. Faulty brake switch relay
3. Faulty harness/wiring
4. Faulty tractor control unit (TCU
Solution:
1. Before proceeding, clear the error code with the approved diagnostic equipment. Run the vehicle under normal
A. If the error code is not indicated, the system is operating properly.
B. If the error code is indicated, continue to step 2.

2. Check the brake lamp fuse #35.
A. The fuse was blown, replace fuse. The fault code does not reoccur, troubleshooting is complete.
B. Fuse is good, continue to step 3

3. Replace the brake switch relay with a known good relay.
A. If the fault code does not reoccur, troubleshooting is complete.
B. If the fault reoccurs, install the original relay. continue to step 4

4. Check for 12 V at brake switch relay base pin 30. Turn the ignition switch on.
A. Check between:
Brake switch relay base pin 30 and ground.
Reading indicates no power at brake switch relay base pin 30. Locate open between fuse #35 and brake switch
relay base pin 30.
B. Reading indicates 12 V at brake switch relay base, continue to step 5

5. Check for a short to ground. Disconnect tractor control unit (TCU) connector C063.
A. Check for short to ground using back probes SPX/OTC #233788. Check between connector:
If a short to ground is indicated, repair harness as required.

6. Check relay base ground.
A. Check for continuity to ground. Check between connector:

Brake switch relay base pin 85 and ground
If continuity is not indicated, repair harness as required.
B. If continuity is as expected, less than 1.0 Ω, contact ASIST before replacing tractor control unit (TCU).
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6004-Rear diff lock switch failure

1. Faulty rear diff switch

Solution:

2. Use the electronic service tool (EST) to check switch. Go to monitor mode on electronic service tool (EST) and
observe switch operation.
A. The switch is not functioning, replace switch. Troubleshooting is complete.
B. Switch is good, continue to step 3

3. Check for an open circuit between tractor control unit (TCU) connector C065 and rear diff lock solenoid C234.
A. Check for continuity between connector:

Tractor control unit (TCU) Connector C065 pin 17 and harness end connector C234 pin 1.
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6006-Front diff lock switch failure

1. Faulty front diff switch

Solution:

2. Use the electronic service tool (EST) to check switch. Go to monitor mode on electronic service tool (EST) and
observe switch operation.
A. The switch is not functioning, replace switch. Troubleshooting is complete.
B. Switch is good, continue to step 3

3. Check for an open circuit between tractor control unit (TCU) connector C065 and front diff lock solenoid C133.
A. Check for continuity between connector:

Tractor control unit (TCU) Connector C065 pin 18 and harness end connector C133 pin 1.
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55.18 [55.DTC] / 851
6010-12VS1 voltage supply is low

1. Blown fuse
Solution:
1. Check for other low voltage supply related error codes being displayed.
A. If any other error codes are being displayed , continue to these tests.
B. If no other error codes are being displayed, continue to step 2.


3. Check fuses 4, 47, 48, 49, 50, 51, 54, 55 and 56.
A. A blown tractor control unit (TCU) power supply fuse was located and replaced. Erase fault code and return
unit to field operation.
B. All tractor control unit (TCU) power supply fuses are good, contact ASIST before replacing tractor control unit
(TCU).
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6011-12VS2 voltage supply is low

1. Blown fuse
Solution:
1. Check for other low voltage supply related error codes being displayed.


3. Check fuses 4, 47, 48, 49, 50, 51, 54, 55 and 56.
A. A blown tractor control unit (TCU) power supply fuse was located and replaced. Erase fault code and return
B. All tractor control unit (TCU) power supply fuses are good, contact ASIST before replacing tractor control unit
(TCU).
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55.18 [55.DTC] / 853
6012-Steering pressure sensor above maximum voltage limit

NOTE: The steering pressure sensor is also called the diff lock steering pressure sensor.
1. short circuit to power

Solution:
1. Check for other 5.0 V sensor over voltage related error codes being displayed.


3. Check for a short to power. Disconnect the steering pressure sensor connector C146. Turn the ignition switch
ON. Measure the voltage between harness end connector C146 pin B and ground.
A. If the voltage indicated is greater than 4.75 V locate and repair the short circuit between steering pressure
sensor and tractor control unit (TCU)
B. If the voltage indicated is less than 4.75 V, contact ASIST before replacing any components.
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55.18 [55.DTC] / 854
6013-Steering pressure sensor below minimum voltage limit

NOTE: The steering pressure sensor is also called the diff lock steering pressure sensor.
1. Short circuit to ground

Solution:
1. Check for other 5.0 V sensor low voltage related error codes being displayed.


3. Check for a short to ground. Ignition in off position. Disconnect the steering pressure sensor connector C146.
Check for continuity between harness end connector C146 pin B and ground.
A. If a short to ground is indicated, locate and repair the short to ground between steering pressure sensor and
tractor control unit (TCU)
B. If the harness is okay, contact ASIST before replacing any components.

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ATC 111-Cab temp sensor open or shorted to power

Control Module : Automatic temperature control
Cause:
The ATC controller detects an open circuit or short to power at the cab temperature sensor.
1. Cab temperature sensor failed.

2. Harness damage.
3. ATC controller failure
Solution:
1. Access the cab temperature sensor below the operator’s seat. Check sensor connections and wiring for damage,
loose fit or corrosion.
A. Damage to sensor circuit is located. Repair problem with sensor wiring. Clear all fault codes, and return unit
to field operation.
B. No problem with sensor connections, or wiring.Go to Step 2

2. Access the cab temperature sensor below the operator’s seat.
Disconnect the cab temperature sensor connector. Measure resistance between pins A and B on the sensor. The
expected reading varies with the ambient cab temperature. Allow the sensor temperature to stabilize, and then
use the table below to determine whether the sensor is functioning normally.
°C °F Ohm
-10 °C 14 °F 16.12k Ω
-5 °C 23 °F 12.3k Ω
0 °C 32 °F 9.4k Ω
5 °C 41 °F 7.2k Ω
10 °C 50 °F 5.6k Ω
15 °C 59 °F 4.4k Ω
20 °C 68 °F 3.5k Ω
25 °C 77 °F 2.8k Ω
30 °C 86 °F 2.2k Ω
35 °C 95 °F 1.8k Ω
A. Reading out of range. Replace the cab temperature sensor. Clear all fault codes, and return unit to field
operation.
B. Reading within range. Contact ASIST before replacing the ATC controller.
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ATC 112-Cab temp sensor shorted to ground

Cause:
The ATC controller detects a short to ground at the cab temperature sensor.
1. Cab temperature sensor failed.

2. Harness damage.
Solution:
1. Access the cab temperature sensor below the operator’s seat. Check sensor connections and wiring for damage,
loose fit or corrosion.
to field operation.

2. Disconnect sensor signal wire connector. Use a multimeter to check for continuity from sensor signal harness end
connector to ground. A good reading is no continuity.
A. Reading indicates less than 1.0 Ω, a short to ground.Repair short to ground in sensor wiring. Clear all fault
codes, and return unit to field operation.
B. No short to ground indicated.Go to Step 3

3. Access the cab temperature sensor below the operator’s seat.
Disconnect the cab temperature sensor connector. Measure resistance between pins A and B on the sensor. The
expected reading varies with the ambient cab temperature. Allow the sensor temperature to stabilize, and then
use the table below to determine whether the sensor is functioning normally.
°C °F Ohm
-10 °C 14 °F 16.12k Ω
-5 °C 23 °F 12.3k Ω
0 °C 32 °F 9.4k Ω
5 °C 41 °F 7.2k Ω
10 °C 50 °F 5.6k Ω
15 °C 59 °F 4.4k Ω
20 °C 68 °F 3.5k Ω
25 °C 77 °F 2.8k Ω
30 °C 86 °F 2.2k Ω
35 °C 95 °F 1.8k Ω
A. Reading out of range. Replace the cab temperature sensor. Clear all fault codes, and return unit to field
operation.
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ATC 115-Evap temp sensor open or shorted to power

Cause:
The ATC control module has detected an open or short to power condition at the evaporator temperature sensor
(evaporator temperature sender).
1. Evaporator temperature sensor failed.

2. Harness damage.
Solution:
1. Access the evaporator temperature sensor below the operator’s seat. Check sensor connections and wiring for
damage, loose fit or corrosion.
to field operation.

2. Access the evaporator temperature sensor (evaporator temperature sender) in the HVAC box beneath the operator
seat.
Disconnect harness connector from the sensor (sender). Measure resistance between pin A and chassis ground.
The expected reading varies with the ambient evaporator temperature. Allow the sensor (sender) temperature to
stabilize, and then use the table below to determine whether the sensor is functioning normally.
°C °F Ohm
-10 °C 14 °F 16.12k Ω
-5 °C 23 °F 12.3k Ω
0 °C 32 °F 9.4k Ω
5 °C 41 °F 7.2k Ω
10 °C 50 °F 5.6k Ω
15 °C 59 °F 4.4k Ω
20 °C 68 °F 3.5k Ω
25 °C 77 °F 2.8k Ω
30 °C 86 °F 2.2k Ω
35 °C 95 °F 1.8k Ω
A. Reading out of range. Replace the evaporator temperature sensor. Clear all fault codes, and return unit to
field operation.
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ATC 116-Evap temp sensor shorted to ground

Cause:
The ATC controller detects a short to ground at the evaporator temperature sensor.
1. Evaporator temperature sensor failed.

2. Harness damage.
Solution:
1. Access the evaporator temperature sensor below the operator’s seat. Check sensor connections and wiring for
damage, loose fit or corrosion.
to field operation.

2. Disconnect sensor signal wire connector. Use a multimeter to check for continuity from sensor signal harness end
connector to ground. A good reading is no continuity.
A. Reading indicates less than 1.0 Ω, a short to ground.Repair short to ground in sensor wiring. Clear all fault
codes, and return unit to field operation.
B. No short to ground indicated.Go to Step 3

3. Access the evaporator temperature sensor below the operator’s seat.
Disconnect the evaporator temperature sensor connector. Measure resistance between pins A and B on the sen-
sor. The expected reading varies with the ambient evaporator temperature. Allow the sensor temperature to
stabilize, and then use the table below to determine whether the sensor is functioning normally.
°C °F Ohm
-10 °C 14 °F 16.12k Ω
-5 °C 23 °F 12.3k Ω
0 °C 32 °F 9.4k Ω
5 °C 41 °F 7.2k Ω
10 °C 50 °F 5.6k Ω
15 °C 59 °F 4.4k Ω
20 °C 68 °F 3.5k Ω
25 °C 77 °F 2.8k Ω
30 °C 86 °F 2.2k Ω
35 °C 95 °F 1.8k Ω
A. Reading out of range. Replace the evaporator temperature sensor. Clear all fault codes, and return unit to
field operation.
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ATC 120-Blower speed selector open or shorted to power

Cause:
The ATC control module has detected an open or short to power condition at blower speed potentiometer.
1. Blower speed selector failed.

2. Harness damage.
Solution:
1. Use the ATC display to check the blower speed potentiometer. Activate the AUTO switch on the overhead HVAC
control module.
Adjust the blower speed control at HVAC control module. Adjust speed slowly from minimum speed to maximum
speed, while observing the fan speed indicator in ATC display.
A. The fan speed indicator in ATC display is changing to indicate fan speed.Clear all fault codes, and return unit
to field operation. If the error code reoccurs the problem may be intermittent, go to step 2
B. The fan speed indicator in ATC display is not changing to indicate fan speed. Go to Step 2.
2. Check for power at the blower speed /HVAC control module connector C079.
Disconnect connector C079 at the overhead HVAC control module. Place the ignition switch into the on position.
Use a multimeter to check voltage between connector C079 pin 3 and ground. Expected reading is approximately
5 V.
A. Expected reading not found, no voltage indicated. Locate and repair the open circuit between connector C079
pin 3 and HVAC floor module controller connector C055 pin H. Clear all fault codes, and return unit to field
operation.
B. Expected reading not found, voltage exceeding 5.8 V.Locate and repair the short circuit to power between
connector C079 pin 3 and HVAC floor module controller connector C055 pin H. Clear all fault codes, and return
C. Expected reading found. Go to step3

3. The blower speed selector potentiometer is good, and no open or short could be located in wiring.
Reconnect all connectors. Clear all fault code. Test operation of the HVAC.
A. Fault code re-displays. Contact ASIST before replacing the ATC controller.
B. Fault code does not display. Clear all fault codes, and return unit to field operation.
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ATC 121-Temperature select pot open or shorted to power

Cause:
The ATC control module has detected an open or short to power condition at temperature select potentiometer.
1. Temperature select potentiometer failed.

2. Harness damage.
Solution:
1. Use the ATC display to check the temperature select potentiometer. Activate the AUTO switch on the overhead
HVAC control module.
Adjust the temperature select control at HVAC control module. Adjust temperature slowly from maximum low,
through temperature range of 16.7 - 31.1 °C (62 - 88 °F) to maximum high temperature, while observing the tem-
perature indicator in ATC display.
A. The temperature indicator in ATC display is changing to indicate selected temperature.Clear all fault codes,
and return unit to field operation. If the error code reoccurs the problem may be intermittent, go to step 2
B. The temperature indicator in ATC display is not changing to indicate temperature selected. Go to Step 2.
2. Check for power at the temperature select /HVAC control module connector C079.
Use a multimeter to check voltage between connector C079 pin 4 and ground. Expected reading is approximately
5 V.
pin 3 and HVAC floor module controller connector C055 pin T. Clear all fault codes, and return unit to field
operation.
connector C079 pin 4 and HVAC floor module controller connector C055 pin T. Clear all fault codes, and return

3. The temperature select selector potentiometer is good, and no open or short could be located in wiring.
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ATC 122-Mode select pot open or shorted to power

Cause:
The ATC control module has detected an open or short to power condition at mode door potentiometer.
1. Mode door selector failed.

2. Harness damage.
Solution:
1. Use the ATC display to check the mode door potentiometer. Activate the mode control switch on the overhead
HVAC control module.
Adjust the mode door control at HVAC control module. Step through the mode door positions, while observing the
mode door indicator in ATC display.
A. The mode door indicator in ATC display is changing to indicate different mode door positions.Clear all fault
codes, and return unit to field operation. If the error code reoccurs the problem may be intermittent, go to step
2
B. The mode door indicator in ATC display is not changing to indicate different mode door positions. Go to Step 2.
2. Check for power at the mode door/HVAC control module connector C079.
Use a multimeter to check voltage between connector C079 pin 6 and ground. Expected reading is less than 5 V.
pin 6 and HVAC floor module controller connector C055 pin N. Clear all fault codes, and return unit to field
operation.
connector C079 pin 6 and HVAC floor module controller connector C055 pin N. Clear all fault codes, and return

3. The mode door selector potentiometer is operating, and no open, or short to power could be located in wiring.
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ATC 125-High pressure switch (+) shorted to power

Cause:
The ATC controller has detected a short to power condition on (+) side of pressure switch. Since the switch is normally
closed the short could be on either wire to the switch.
1. Wiring harness or connector damage.

Solution:
1. Visually inspect the wiring harness and all connectors between high pressure switch and ATC controller for dam-
age.
A. Damage to connectors or wiring found. Repair or replace harness. Clear all fault codes, and return unit to field
operation.
B. No damage to connectors or wiring found. Go to Step 2.

2. Check for short circuit to power at the high pressure switch. Turn the key switch to the On position.
Disconnect connector C175 from connector at the high pressure switch. Measure voltage between pin A of har-
ness connector C175 and chassis ground. The expected reading is no voltage.
A. Expected reading found. Go to Step 3.
B. Expected reading not found. Go to Step 4.

3. Measure voltage between pin B of harness connector C175 and chassis ground. The expected reading is no
voltage.

4. Turn the key switch to the Off position. Disconnect connector C001 at the rear of the cab. Turn the key switch
back to the On position.
Check for voltage again between pin A or B of connector C175 (whichever pin tested as shorted in the previous
steps) and chassis ground.
A. No voltage read. The short to power is in the cab wiring harness. Locate and repair the short circuit between
pin 5 of connector C001 and pin Z of connector C055 to the HVAC box, or between pin 4 of connector C001
and pin B of connector C055, depending on which pin the short was discovered.
B. Voltage read. The short to power is in the chassis harness. Locate and repair the short circuit between pin
4 of connector C001 , via pin/cavity K of connectors C100 and pin A of connector C175 at the high pressure
switch, or between pin 5 of connector C001, via pin/cavity L of connectors C100, and pin B of connector C175
at the high pressure switch, depending on which pin the short was discovered.
5. The short circuit may be intermittent. Repeat Steps 2 and 3, while a second person carefully bends or flexes
harness. Locate and repair any short circuit to power.
Clear all fault codes. Test operation of the HVAC.
A. Fault code re-displays. Replace harness sections one at a time, until the short circuit is located.
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55.18 [55.DTC] / 864
ATC 126-High pressure switch (+) shorted to ground

Cause:
The ATC controller has detected a short to ground condition on (+) side of pressure switch. Since the switch is nor-
mally closed, the short could be on either wire to the switch.

Solution:
age.
operation.

2. Check for short to ground at high pressure switch.
Disconnect connector C175 from connector at the high pressure switch. Measure resistance between pin A of
harness connector C175 and chassis ground. Expected reading is no continuity (infinite resistance or overload).
A reading of less than 10.0 Ω indicates a short to ground.

3. Measure resistance between pin B of harness connector C175 and chassis ground. Expected reading is no con-
tinuity (infinite resistance or overload). A reading of less than 10.0 Ω indicates a short to ground.

4. Disconnect connector C001 at the rear of the cab.
Measure resistance again between pin A or B of connector C175 (whichever pin tested as shorted in the previous
A. No continuity read. The short to ground is in the cab harness. Locate and repair the short circuit between pin
5 of connector C001 and pin Z of connector C055 to the HVAC box, or between pin 4 of connector C001 and
pin B of connector C055, depending on which pin the short was discovered.
B. Continuity read. The short to ground is in chassis harness. Locate and repair the short circuit between pin 5 of
connector C001, via pin/cavity K of connector C100, and pin A of connector C175 at the high pressure switch,
or between pin 4 of connector C001, via pin/cavity L of connector C100 and pin B of connector C175 at the
high pressure switch, depending on which pin the short was discovered.
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55.18 [55.DTC] / 866
ATC 127-High pressure switch (-) shorted to power

Cause:
The ATC controller has detected a short to power condition on (+) side of pressure switch. Since the switch is normally
closed the short could be on either wire to the switch.

Solution:
age.
operation.

2. Check for short circuit to power at the high pressure switch. Turn the key switch to the On position.
Disconnect connector C175 from connector at the high pressure switch. Measure voltage between pin A of har-
ness connector C175 and chassis ground. The expected reading is no voltage.

3. Measure voltage between pin B of harness connector C175 and chassis ground. The expected reading is no
voltage.

4. Turn the key switch to the Off position. Disconnect connector C001 at the rear of the cab. Turn the key switch
back to the On position.
Check for voltage again between pin A or B of connector C175 (whichever pin tested as shorted in the previous
A. No voltage read. The short to power is in the cab wiring harness. Locate and repair the short circuit between
pin 5 of connector C001 and pin Z of connector C055 to the HVAC box, or between pin 4 of connector C001
and pin B of connector C055, depending on which pin the short was discovered.
B. Voltage read. The short to power is in the chassis harness. Locate and repair the short circuit between pin
4 of connector C001 , via pin/cavity K of connectors C100 and pin A of connector C175 at the high pressure
switch, or between pin 5 of connector C001, via pin/cavity L of connectors C100, and pin B of connector C175
at the high pressure switch, depending on which pin the short was discovered.
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47488212 19/02/2013
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ATC 128-High pressure switch (-) shorted to ground

Cause:
The ATC controller has detected a short to ground condition on (+) side of pressure switch. Since the switch is nor-
mally closed, the short could be on either wire to the switch.

Solution:
age.
operation.

2. Check for short to ground at high pressure switch.
Disconnect connector C175 from connector at the high pressure switch. Measure resistance between pin A of
harness connector C175 and chassis ground. Expected reading is no continuity (infinite resistance or overload).
A reading of less than 10.0 Ω indicates a short to ground.

3. Measure resistance between pin B of harness connector C175 and chassis ground. Expected reading is no con-
tinuity (infinite resistance or overload). A reading of less than 10.0 Ω indicates a short to ground.

4. Disconnect connector C001 at the rear of the cab.
Measure resistance again between pin A or B of connector C175 (whichever pin tested as shorted in the previous
A. No continuity read. The short to ground is in the cab harness. Locate and repair the short circuit between pin
5 of connector C001 and pin Z of connector C055 to the HVAC box, or between pin 4 of connector C001 and
pin B of connector C055, depending on which pin the short was discovered.
B. Continuity read. The short to ground is in chassis harness. Locate and repair the short circuit between pin 5 of
connector C001, via pin/cavity K of connector C100, and pin A of connector C175 at the high pressure switch,
or between pin 4 of connector C001, via pin/cavity L of connector C100 and pin B of connector C175 at the
high pressure switch, depending on which pin the short was discovered.
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47488212 19/02/2013
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ATC 129-High pressure switch cycling error (2 times in 1 minute)

NOTE: If fault codes 125, 126, 127 or 128 are active with this code, follow the troubleshooting for that code.
Cause:
The ATC controller has detected a cycling error (2 times in 1 minute).
1. Incorrect charge on system.

2. Wiring issue or bad switch.
Solution:
age.
operation.

2. Check charge pressure on the air conditioning system. See the repair manual air conditioning troubleshooting.
A. Charge was not correct. Recover R134A. Make repairs as required. Evacuate and recharge the system. Clear
all fault codes, and return unit to field operation.
B. Charge was correct. Go to Step 3.

3. Check switch continuity.
Disconnect connector C175 at the high pressure switch. Measure resistance between pins A and B of connector
C175 at the switch. Expected reading is less than 1.0 Ω.
B. Expected reading not found. Replace high pressure switch. Clear all fault codes, and return unit to field oper-
ation.
4. Test for an open circuit between the ATC controller and the high pressure switch.
Measure resistance between pin A of harness connector C175 and pin B of connector C055 to the HVAC box, and
between pin Z of harness connector C175 and pin B of connector C055. Expected reading is less than 1.0 Ω.
B. Expected reading not found. Locate and repair open circuit, or replace the harness. Clear all fault codes, and
return unit to field operation.
5. Replace the ATC controller.
A. Fault code re-displays. Reinstall the original controller. Submit a concern to ASIST.
B. Fault code does not re-display. Write the fault code on the failed controller. Return unit to field operation.
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ATC 130-Low pressure switch (+) shorted to power

Cause:
The ATC controller has detected a short to power at the low pressure switch.
1. Wire harness or connector problem.

2. ATC controller failure.
Solution:
1. Visually inspect the wiring harness and all connectors between low pressure switch and ATC controller for damage.
operation.

2. Start the tractor. Clear all fault codes. Check to see if fault code remains active.
A. Fault code re-displays. Go to Step 3.
B. Fault code does not display. Return unit to field operation.

3. Replace the ATC controller. Test operation of the HVAC system.
A. Fault code re-displays. Reinstall the original ATC controller. Submit a concern to ASIST.
B. Fault code does not re-display. Return unit to field operation.
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ATC 131-Low pressure switch (+) shorted to ground

Cause:
The ATC controller has detected a short to ground at the low pressure switch.

Solution:
1. Visually inspect the wiring harness and all connectors between the low pressure switch and the ATC controller for
damage.
operation.


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ATC 132-Low pressure switch (-) shorted to power

Cause:
The ATC controller has detected a short to power at the low pressure switch.

Solution:
1. Visually inspect the wiring harness and all connectors between low pressure switch and ATC controller for damage.
operation.


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ATC 133-Low pressure switch (-) shorted to ground

Cause:
The ATC controller has detected a short to ground at the low pressure switch.

Solution:
1. Visually inspect the wiring harness and all connectors between the low pressure switch and the ATC controller for
damage.
operation.


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ATC 134-Low pressure switch open for more than 1 minute

Cause:
The ATC controller has detected that the low pressure switch has been open for more than 1 minute.
1. Incorrect charge on system.

2. Wiring issue or bad switch.
Solution:
1. Check the charge pressure on air conditioning system. See repair manual air conditioning troubleshooting.
A. Charge was not correct. The necessary repairs have been made. Clear all fault codes, and return unit to field
operation.
B. Charge was correct. Go to Step 2

2. Visually inspect the wiring harness and connectors between the low pressure switch and the ATC controller for
damage.
operation.

3. Check switch continuity. Start the tractor and operate the air conditioning.
Disconnect connector from the low pressure switch. Measure resistance at the switch between pins A and B.
A. Expected reading found. Clear all fault codes, and return unit to field operation. Monitor unit for recurring fault.
If the fault code re-displays, go to Step 4.
B. Expected reading not found. Replace the low pressure switch.

4. Replace the ATC controller.
Clear all fault codes. Test operation of the HVAC system.
A. Fault code re-displays. Reinstall the original controller. Submit a concern to ASIST.
B. Fault code does not re-display. Write the fault code on the failed controller. Return unit to field operation.
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3010-Air Intake Temperature Sensor - Signal Above Range

Maximum
Control Module : EDC
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.
3. Faulty ECU, supply voltages or grounds.
Solution:
1. Operation: Electrical Inspection.

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

2. Operation: Check Open Circuit Voltages for Boost Pressure sensor.
Vehicle Status: Key On Engine Off.
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.
Test Type From To Expected Results

1. Voltage (Pin 3) (Pin 1) Approx. 5 volts
2. Voltage (Pin 2) (Pin 1) Approx. 5 volts
3. Voltage (Pin 4) (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.

3. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.
Remove and perform continuity/shorts tests between Boost Pressure sensor connector and 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 .
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 on engine harness. Make sure the DMM's test lead resistance is taken into account when
making continuity measurements. See test table below.
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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.
Test Type From: To: Expected Results

1. Continuity Boost Pressure sensor Engine harness connector Approx. 0 - 0.10 ohms
connector (Pin: 1) (Pin: 25)
5. Shorts Engine harness connector Engine harness connector Open Circuit
(Pin: 36) (Pin: 25, 34, 33)
(Pin: 25) (Pin: 34, 33)
(Pin: 34) (Pin: 33)
A. If continuity/shorts test is successful, go to step 5.
B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Boost Pressure sensor Test
Remove the Boost Pressure sensor connector 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
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Temperature Resistance Nominal Value Resistance Min/Max. Range

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
130 °C (266 °F) 85 ohms 83 - 88 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 Engine harness connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing Engine harness connector): Key Off Engine Off.
Use product schematic for a reference, remove Engine harness connector 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 DMM to the Engine harness
connector. Make sure the DMM's test lead resistance is taken into account when making any continuity measure-
ments.
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 vehicle connector (pin Ground (engine block) Approx. 12 volts
2, 3, 8, 9, 40) on 9L or 13L
single turbo or (pin 1, 25,
26, 49, 73, 69) on 13L two
stage turbo units.
2. Continuity ECU vehicle connector (pin Ground (engine block) Approx. 0 - 0.10 ohms
5, 6, 10, 11) on 9L or 13L
single turbo or (pin 3, 5, 28,
52, 75) on 13L two stage
turbo units.
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
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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3088-Crankshaft Sensor - No Signal

STEIGER

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:
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 7.

2. Remove Crankshaft speed sensor connector 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
(Pin 1) (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)
Vehicle Status: Key On Engine On (during test)
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.
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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.
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 (Pin 1) connector (Pin 2)
RPM ( 1000 - 1100 RPM)
2. Voltage (AC) - Single Crankshaft speed sensor Crankshaft speed sensor Approx. 32 - 34 volts (AC)
ended connection at high connector (Pin 1) connector (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 (Pin 1) connector (Pin 2)
1000 - 1100 RPM)
4. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 14 - 17 volts (AC)
connection at high RPM ( connector (Pin 1) connector (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 and connector 2 on ECU engine 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. 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.
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 Crankshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
connector (Pin: 1) nector (Pin: 23)
2. Continuity Crankshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
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3. Short Circuit ECU engine harness con- ECU engine harness con- Open Circuit
nector (Pin: 23) nector (Pin: 19)
Vehicle Status (when removing connector): Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing connector): Key Off Engine Off.
Using the product schematics for a reference, remove connector 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 connector. Make sure the
multi-meter'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 vehicle connector (pin Ground (engine block) Approx. 12 volts (DC)
2, 3, 8, 9, 40) on 9L or 13L
26, 49, 73, 69) on 13L two
stage turbo units.
2, 3, 8, 9, 40) on 9L or 13L
26, 49, 73, 69) on 13L two
stage turbo units.
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
and/or continuity problem(s).
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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3090-Camshaft Sensor - No Signal

STEIGER

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.
4. Faulty ECU, or ECU supply voltages or grounds.
Solution:

2. Remove Camshaft speed sensor connector 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.
B. If no damage is determined, leave connector disconnected and proceed to step 3.

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

1. Resistance Camshaft speed sen- Camshaft speed sen- 750 ohms 1000 ohms
sor connector (Pin 1) sor connector (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.
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Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor Test).
Remove Camshaft speed sensor connector and connect the above mentioned special test lead to the Camshaft

Remove Camshaft speed sensor connector 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)
RPM ( 1000 - 1100 RPM)
2. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 4 - 6 volts (AC)
RPM ( 2000 - 2200 RPM)
3. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 1.5 - 2.8 volts
connection at low RPM ( connector (Pin 1) connector (Pin 2) (AC)
1000 - 1100 RPM)
4. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 3 - 4.5 volts (AC)
2000 - 2200 RPM)
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 and connector 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 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 engine
wiring harness. Make sure the multi-meter's test lead resistance is taken into account when taking continuity
measurements. See test table below.

1. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
2. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.10 ohms
3. Short Circuit ECU engine harness con- ECU engine harness con- Open Circuit
nector (Pin: 10) nector (Pin: 9)
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Vehicle Status (when removing connecto ). Key Off Engine Off.
Vehicle Status (when performing test). Key On Engine Off.
Vehicle Status (when replacing connector). Key Off Engine Off.
Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the multi-meter to connector. Make sure the

2, 3, 8, 9, 40) on 9L or 13L
26, 49, 73, 69) on 13L two
stage turbo units.
5, 6, 10, 11) on 9L or 13L
turbo units.
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 .
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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3091-Camshaft Sensor - Invalid Signal

STEIGER

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 40 (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 a plausibility error between the phasing of the Crankshaft speed sensor and the
Camshaft speed sensor signals. The signal from the Camshaft speed sensor is either intermittent or does not exist.
1. Faulty Camshaft speed sensor.

2. Camshaft speed sensor is 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 and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect the connector portion and mechanical mounting of the Camshaft speed sensor.
and sound electrical connection. Replace Camshaft speed sensor if damaged.
B. If the sensor is not mounted correctly (loose, not seated properly, etc.), remount the sensor taking special care
to make sure it is properly seated (flush with sealing surface) and fastened.
C. If no damage is determined, leave connector disconnected and proceed to step 3.

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

1. Resistance Camshaft speed sen- Camshaft speed sen- 750 ohms 1000 ohms
sor connector (Pin 1) sor connector (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.
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each test type.
Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor test):
Remove Camshaft speed sensor connector and connect the above mentioned special test lead to the Camshaft

Remove Camshaft 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 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)
RPM ( 1000 - 1100 RPM)
2. Voltage (AC) - Single Camshaft speed sensor Camshaft speed sensor Approx. 4 - 6 volts (AC)
RPM ( 2000 - 2200 RPM)
3. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. 1.5 - 2.8 volts
connection at low RPM ( connector (Pin 1) connector (Pin 2) (AC)
1000 - 1100 RPM)
4. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. 3 - 4.5 volts (AC)
2000 - 2200 RPM)
C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic procedure
of this type, ensure the sensor was properly installed.
leave connector disconnected and proceed to step 5.
Remove and perform continuity tests between connector and connector 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 sensor connector. Also, use
the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the multi-meter to the connector
on engine wiring harnessr's test lead resistance is taken into account when taking continuity measurements. See
test table below.
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1. Continuity Camshaft speed sensor ECU to ECU engine har- Approx. 0 - 0.10 ohms
connector (Pin: 1) ness connector (Pin: 10)
2. Continuity Camshaft speed sensor ECU to ECU engine har- Approx. 0 - 0.10 ohms
connector (Pin: 2) ness connector (Pin: 9)
3. Short Circuit ECU to ECU engine har- ECU to ECU engine har- Open Circuit
ness connector (Pin: 10) ness connector (Pin: 9)
Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the multi-meter to the connector. Make sure the

2, 3, 8, 9, 40) on 9L or 13L
26, 49, 73, 69) on 13L two
stage turbo units.
5, 6, 10, 11) on 9L or 13L
turbo units.
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 .
D. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
resolved.
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3107-Fuel Metering Unit - Short Circuit To Battery

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.
2. Faulty ECU, hardware or software.
Solution:

2. Disconnect the Engine Injector harness from the ECU at connector 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 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 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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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.
3. Faulty ECU, hardware or software.
Solution:
1. Disconnect the Engine Injector harness from the ECU at connector. 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 disconnected and continue with step 2.
2. Disconnect the Engine Injector harness from the fuel high pressure pump at connector. 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 disconnected and continue with step 3.
B. If there is significantly less than 3.2 Ω, replace the fuel high pressure pump solenoid coil.
3. Use a multi-meter to check for continuity from the Engine Injector harness side of connector pin 1 to the Engine
Injector harness side of connector 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.
4. Use a multi-meter to check for continuity from the Engine Injector harness side of connector pin 2 to the Engine
Injector harness side of connector 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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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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3148-Coolant Temperature Sensor Dynamic Test - Failure

Context:
The Engine Control Unit (ECU) generated a fault when monitoring the temperature rise of the engine coolant tem-
perature during a warm-up cycle. During the monitoring process, the start temp and the current coolant temp are
compared against a warm-up cycle curve in the ECU. The fault is generated after a timer expires and the coolant
temperature does not match the warm-up cycle curve. This test is carried out once per driving cycle and is stopped
when the engine is in after-run mode.
Cause:
The ECU has determined that the rise in coolant temperature is lower than expected during the engine warm-up cycle.
1. Faulty or inaccurate Coolant temp sensor.

2. Faulty wiring, high resistance.
3. Very low ambient temperature.
Solution:
1. Operation: Check Operating Temperature.

Check whether engine is being operated under low ambient temperatures.
A. If low ambient temperatures exists, cover up a portion of the radiator (20-25%) to accelerate the warm-up cycle.
B. If low ambient temperatures does not exist, proceed to step 2.

Remove Coolant temp sensor connector and inspect housing body/latch, pins and wiring harness for damage.
Also, inspect connector portion of the Coolant temp sensor.
and sound electrical connection.

3. Operation: Check Open Circuit Supply Voltage for Coolant temp sensor.
Remove connector 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.

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

Remove and perform continuity tests between sensor connector and connector 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.
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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 engine sensor harness connector. Make sure the DMM's test lead resistance is taken into account
when making continuity measurements. See test table below.
Important Note:

1. Continuity sensor connector (Pin: 1) engine harness connector Approx. 0 - 0.10 ohms
(Pin: 15)
2. Continuity sensor connector (Pin: 2) engine harness connector Approx. 0 - 0.10 ohms
(Pin: 26)
3. Short Circuit engine harness connector engine harness connector Open Circuit
(Pin: 15) (Pin: 32)
(Pin: 15) (Pin: 33)
(Pin: 15) (Pin: 26)
5. Operation: Coolant temp sensor Test
Remove 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
Use product schematic for a reference, remove connector 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 Make sure the DMM's test
lead resistance is taken into account when making any continuity measurements.
Important Note:
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2, 3, 8, 9, 40) on 9L or 13L
26, 49, 73, 69) on 13L two
stage turbo units.
5, 6, 10, 11) on 9L or 13L
turbo units.
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
replace the ECU.
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3176-Setpoint Of Metering Unit Not Plausible In Overrun

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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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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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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3266-Redundant Engine Speed in Overrun Monitoring

Context:
The engine control unit (ECU) has determined that the speed signal is not plausible. In order to execute an overrun
monitoring, which checks if the injection energizing time is below a certain limit during overrun, the information of the
current engine speed is required. As the overrun monitoring is executed in layer 2 of the ECU monitoring concept (i.e.
function monitoring) in order to monitor the safety-relevant signal paths of the operational layer (layer 1, application
software) a redundant engine speed is additionally calculated in layer 2, independent of the engine speed information
of layer 1. If the absolute value of the deviation between engine speed (layer 1) and redundant segment speed (layer
2) exceeds 320 RPM over 800 ms (test frequency is every 40 ms), while the redundant segment speed is above 1000
RPM this error is activated, which triggers an ECU recovery (reset). If this failure persists after ECU re-initialization,
replace the ECU.
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3301-Rail Pressure Negative Deviation Too High On Minimum

Metering
Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too high with a closed Metering
Unit (High Pressure Pump Regulator - solenoid valve). 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 negative rail pressure gov-
ernor deviation (too high rail pressure) at zero delivery of fuel volume flow through the metering unit. The monitoring
is only active if the high pressure governor is operating in closed loop control, the engine is not in overrun, the fuel
system temperature is above 29.96 °C (85.93 °F), the current injection quantity is above 0.0 g (0.00 oz) per cycle
and the monitoring has not been inhibited by other faults. If the negative rail pressure governor deviation is below the
engine speed dependent limit from a curve established by the ECU and the rail pressure governor set-point value of
the fuel volume flow is below threshold (parameter established by the ECU) over 8 seconds, this error will occur.
Cause:
1. Faulty high pressure pump regulator solenoid/valve, stuck open.

2. Pressure too high, low pressure side.
Solution:
1. Check for high pressure pump regulator (solenoid/valve) errors.
A. If high pressure pump regulator (solenoid/valve) errors exist, follow troubleshooting procedure for existing high
pressure pump regulator (solenoid/valve) error.
B. If no high pressure pump regulator (solenoid/valve) errors exist, locate and repair high pressure condition in
low pressure side of fuel system.
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3309-Rail Pressure Above Maximum Limit In Controlled Mode

Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too low. The rail pressure is
monitored by various fault paths during active pressure control by the metering unit. The fault path at hand detects if
the rail pressure has fallen below a minimum pressure threshold. The monitoring is only active if the high pressure
governor is operating in closed loop control and the monitoring has not been inhibited by other faults. If the rail pres-
sure is below the engine speed dependent limit from a curve, established by the ECU, over 2.5 seconds this error will
occur. This error is the result of a leak in the high or low pressure side of the fuel rail system. On the high pressure
side check for worn or stuck open injector, worn high pressure pump or leaking pressure relief valve. On the low
pressure side check for low fuel pressure before or after the gear pump, clogged fuel filter or leakage.
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3313-Rail Pressure Drop Rate Too High

Context:
The engine control unit (ECU) has determined that the Rail Pressure Drop Rate is higher than expected. The rail
pressure is monitored by various fault paths during active pressure control by the metering unit. The fault path at
hand detects if the rail pressure decreases faster during overrun than expected. The monitoring is only active if
the high pressure governor (High Pressure Regulator Pump solenoid/valve) is operating in closed loop control, the
engine is in overrun condition, the fuel injection quantity is zero, the set-point value of the fuel volume flow through
the metering valve is equal or below the threshold (parameter established by the ECU) and the monitoring has not
been inhibited by other faults. If the current rail pressure is below a certain minimum pressure limit over 2.5 seconds
this error will occur. [This pressure limit is calculated from the rail pressure at the last function call (t-20 milliseconds)
minus the maximum admissible pressure drop determined from a curve, established by the ECU, multiplied by the
function call cycle (20 milliseconds)]. This error is the result of leakage in the high pressure section; injection nozzle
stuck in open position, worn high pressure pump, worn injector, leaking pressure relief valve, or injector reflux too
high.
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3316-Minimum Number Of Injections Not Reached - Stop Engine

Context:
The engine control unit (ECU) has determined that the minimum number of injections was not reached. The injector
shutoff function (within the ECU) can switch off a single injector valve or an entire injection bank if a defect has been
detected in a component (monitoring is performed in other fault paths). The shutoff procedure is performed either for
an individual cylinder or for an entire bank. However, if too many cylinders are shut down by the shutoff function it is
no longer possible to run the engine securely and it has to be shut down entirely. In this case the fault path at hand
is set. It is possible for the engine to continue running on two cylinders. The test frequency is once per injection.
If this error occurs, see individual injector and injection-bank errors which have triggered the shutoff or error in the
component.
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3367-Coolant Temperature Test Failure

Context:
The Engine Control Unit (ECU) generated a fault when monitoring the temperature rise of the engine coolant temper-
ature during the warm-up cycle. The start coolant temperature is acquired after 60 seconds since engine start. After
a valid acquisition of the start temperature, a test timer runs as long as the engine speed is greater than 1200 RPM
and injection quantity is greater than .028 g (0.00099 oz) per stroke. During the monitoring process, the start temp
and the current coolant temp are compared against a warm-up cycle curve in the ECU. The fault is generated after
the test timer expires and the coolant temperature does not reach the minimum threshold. This test is carried out
once per driving cycle and is stopped when the engine is in after-run mode.
Cause:
The ECU has determined that the rise in coolant temperature is lower than expected during the engine warm-up cycle.
1. Faulty or inaccurate Coolant temp sensor.

2. Faulty wiring (high resistance).
3. Very low ambient temperature.
Solution:
1. Operation: Check Operating Temperature.

Check whether engine is being operated under low ambient temperatures.
A. If low ambient temperatures exists, cover up a portion of the radiator (20-25%) to accelerate the warm-up cycle.
B. If low ambient temperatures does not exist, proceed to step 2.

Remove Coolant temp sensor connector and inspect housing body/latch, pins and wiring harness for damage.
Also, inspect connector portion of the Coolant temp sensor.
and sound electrical connection.

3. Operation: Check Open Circuit Supply Voltage for Coolant temp sensor.
Remove connector 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.

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

4. Operation: Coolant temp sensor Test
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Remove 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
Remove and perform continuity tests between connectors and connector 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. Also, use the
0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the digital multi-meter (DMM) to ECU
connector. Make sure the DMM's test lead resistance is taken into account when making continuity measurements.
See test table below.
Important Note:

1. Continuity sensor connector (Pin: 1) ECU connector (Pin: 15) Approx. 0 - 0.10 ohms
2. Continuity sensor connector (Pin: 2) ECU connector (Pin: 26) Approx. 0 - 0.10 ohms
5. Short Circuit ECU connector (Pin: 15) ECU connector (Pin: 26) Open Circuit
Use product schematic for a reference, remove connector from the ECU and check for 12 volts and continuity
Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to the ECU connector. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.
Important Note:
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2, 3, 8, 9, 40) on 9L or 13L
26, 49, 73, 69) on 13L two
stage turbo units.
5, 6, 10, 11) on 9L or 13L
turbo units.
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
replace the ECU.
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3369-Torque Reduction Due To Smoke Reduction

Context:
The Engine Control Unit (ECU) has detected an active power reduction due to smoke limitation. This error is for
informational purposes and is initiated by a power reduction due to smoke limitation being active causing a torque
limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the torque limitation
due to smoke limitation is less than 25 % of the desired torque over 10 seconds. Though no action is necessary due
to this error, if the power reduction occurred due to an actual defect, the error triggering the torque limitation should
also be in fault memory. Follow the troubleshooting procedure for that error.
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3370-Torque Limitation Due To Engine Protection (Against

Excessive Torque, Engine Overspeed And Overheat)
Context:
The Engine Control Unit (ECU) has detected an active power reduction due to engine mechanics protection. This error
is for informational purposes and is initiated by a power reduction due to engine mechanics protection being active
causing a torque limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the
torque limitation due to engine mechanics protection is less than 25 % of the desired torque over 10 seconds. Though
no action is necessary due to this error, if the power reduction occurred due to an actual defect, the error triggering
the torque limitation should also be in fault memory. Follow the troubleshooting procedure for that error.
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3517-Ambient air temperature sensor failure (of humidity sensor) -

signal too high
Context:
The engine control unit (ECU) generated an error from a fault associated with the Humidity/temperature sensor. This
error could result from a signal out of range or a signal that is erratic or intermittent. When the ECU determines that
the Humidity/temperature sensor value is not valid, it will substitute a value of 39.96 °C (103.93 °F).
Cause:
The Humidity/temperature sensor signal to the ECU is shorted to greater than 5.0 V.
1. Faulty electrical wiring or connections

2. Faulty ECU
Solution:

2. Verify proper operation of the Humidity/temperature sensor. Use electronic service tool (EST) to check the voltage
range. The proper voltage range is 2.0 V to 4.9 V.
A. If the voltage reading is high, greater than 4.9 V. Continue with step 3.
B. If the voltage reading is within the proper limits, continue with step 7.
3. Disconnect the Humidity/temperature sensor from the engine sensor harness. Use electronic service tool (EST)
to check the voltage range.
A. If there is 5.0 V. There is an open or short in the sensor ground circuit. Continue with step 5.
B. If there is greater than 5.0 V. Leave humidity/temperature sensor disconnected and continue with step 4.
4. Disconnect connector 1 at the ECU. Use electronic service tool (EST) to check the voltage range.
A. If there is 5.0 V. There is a short in the sensor supply circuit. Locate and repair the damaged wires or replace
the harness.
B. If there is greater than 5.0 V. The ECU has failed internally. Replace the ECU.
5. Use a multi-meter to check for voltage between humidity/temperature sensor connector, pin 4, to ground. There
should be no voltage.
A. If there is no voltage, continue with step6.
B. If there is voltage, the short is in this wire.Locate and repair shorted wire.
6. Use a multi-meter to check for voltage between humidity/temperature sensor connector, pin 1, to ground. There
should be no voltage.
A. If there is no voltage, the sensor has failed. Replace the sensor.
B. If there is voltage, the short is in this wire.Locate and repair shorted wire.
47488212 19/02/2013
55.18 [55.DTC] / 911
resolved.
47488212 19/02/2013
55.18 [55.DTC] / 912
3518-Ambient air temperature sensor failure (of humidity sensor) -

signal too low
Context:
The engine control unit (ECU) generated an error from a fault associated with the Humidity/temperature sensor. This
error could result from a signal out of range or a signal that is erratic or intermittent. When the ECU determines that
the Humidity/temperature sensor value is not valid, it will substitute a value of 39.96 °C (103.93 °F).
Cause:
The Humidity/temperature sensor signal to the ECU is shorted to ground.
1. Faulty electrical wiring or connections

2. Faulty ECU
Solution:

2. Verify proper operation of the Humidity/temperature sensor. Use electronic service tool (EST) to check the voltage
range. The proper voltage range is 2.0 V to 4.9 V.
A. If the voltage reading is low , less than 2.0 V. Continue with step 3.
B. If the voltage reading is within the proper limits, continue with step 7.
3. Disconnect the Humidity/temperature sensor from the engine sensor harness. Use a multi-meter to check between
Humidity/temperature sensor connector, pin 1, and ground. There should not be continuity to ground.
A. If there is continuity. There is a short to ground in the sensor supply circuit. Continue with step 4.
B. If there is not continuity. Leave humidity/temperature sensor disconnected and continue with step 5.
4. Disconnect connector 1 at the ECU. Use multi-meter to check the harness side of pin 68 to ground. There should
not be continuity to ground.
A. If there is continuity. There is a short between connector, pin 68 and pin 1 of the Humidity/temperature sensor
connector. Locate and repair the damaged wires or replace the harness.
B. If there is no continuity. The ECU has failed internally. Replace the ECU.
5. Disconnect connector. Use a multi-meter to check for continuity between connector, pin 26, to ground.
A. If there is continuity, the short is in this wire.Locate and repair shorted wire.
B. If there is no continuity, reconnect Humidity/temperature sensor connector and continue with step 6.
6. Use a multi-meter to check for continuity between the harness side of connector, pin 26, to ground.
A. If there is continuity, the sensor has failed. Replace the sensor.
B. If there is no continuity, the ECU has failed internally. Replace the ECU.
47488212 19/02/2013
55.18 [55.DTC] / 913
resolved.
47488212 19/02/2013
55.18 [55.DTC] / 914
3521-NOx estimation failure - estimated NOx signal not reliable

Context:
The Engine control unit (ECU) has detected a fault associated with the NOx sensor. This error code is used as an
informational error code. Check for other faults associated with the NOx sensor and use the diagnostic procedure to
resolve those errors. This code will be reset once the other faults have been corrected.
47488212 19/02/2013
55.18 [55.DTC] / 915
3528-NOx sensor plausibility failure - signal not plausible

Context:
The engine control unit (ECU) has detected a fault with the NOx sensor. This fault is a result of an issue with the NOx
sensor concentration value which is transmitted over a dedicated CAN to the ECU. This CAN network is made up of
the NOx sensor, the ECU and a CAN terminator resistor.
Error detection and healing is disabled during following conditions: 6 s after start of ECU initialization, during engine
start and 6 s after end of start state, if battery voltage is below 10.1 V including 1 s waiting time after voltage is above
threshold, at least one CAN controller (CAN A, CAN B, CAN C) is in the bus-off state including a waiting time of 1 s
after bus is on again, the ECU is in the afterrun state. Monitoring is only active after the dew point detection has been
sent.
47488212 19/02/2013
55.18 [55.DTC] / 916
3529-NOx sensor failure - open load

Context:
The engine control unit (ECU) has detected a fault with the NOx sensor. This fault is a result of an issue with the
NOx sensor and/or the wiring related to the NOx sensor. If this fault is present and active, ensure the NOx sensor is
receiving 24 V on pin 1 and a sufficient ground on pin 2. If power and ground is present, reset this code and continue
operaton. If the code resets, the sensor is damaged, replace the sensor.
sent.
47488212 19/02/2013
55.18 [55.DTC] / 917
3530-NOx sensor failure - short circuit

Context:
receiving 24 V on pin 1 and a sufficient ground on pin 2. If power and ground is present, clear this code and continue
operation. If the code resets, the sensor is damaged, replace the sensor.
sent.
47488212 19/02/2013
55.18 [55.DTC] / 918
3532-NOx sensor failure - sensor not ready in time

Context:
receiving 24 V on pin 1 and a sufficient ground on pin 2. If power and ground is present, clear the code and continue
operation. If the code resets, the sensor is damaged, replace the sensor.
sent.
47488212 19/02/2013
55.18 [55.DTC] / 919
3545-SCR dosing valve overheat protection - torque limitation level

2 for SCR protection active
Context:
The engine control unit (ECU) has received, from the dosing control unit (DCU), a CAN message indicating the dosing
module is not being cooled sufficiently. This fault code indicates a torque limitation by the ECU due to this abnormal
condition, additional fault codes will be generated once the engine torque demand is 60% of maximum engine torque..
Engine fault codes can be generated under normal operating conditions when the DEF/AdBlue solution is frozen from
environmental conditions. If the DEF/AdBlue solution is not frozen, check for other errors in the ECU and perform the
proper diagnostic procedure for the codes present.
47488212 19/02/2013
55.18 [55.DTC] / 920
3561-NOx value not plausible (after treatment plausibility)

Context:
Average ratio of measured and estimated NOx concentration is outside of range 0-8 for more than 255 times. This
error will correct itself when the NOx ratio is in range so many test cycles that defect counter is decremented to 0.
Cause:
Difference between measured and simulated NOx value not plausible.
1. Faulty sensor
2. Faulty electrical wiring or connection
3. DCU injection valve jammed
4. DEF/AdBlue® excessive deposit in exhaust
5. Faulty SCR catalyst
Solution:

2. Check dosing valve operation. Use the Electronic Service Tool (EST) to run Urea Dosing System Test (UDST).
Check Dosing Control Unit (DCU) memory for leakage failure errors.
A. If error is present, check DCU injection valve for proper operation.
B. If error is not present, continue with step 3.

3. Check NOx sensor for proper operation. Disconnect the wiring harness from the NOx sensor. Use a multi-meter
to check for voltage from wiring harness side of connector pin 1 to chassis ground. There should be 24.0 V. Then
check for continuity from wiring harness side of connector pin 2 to chassis ground. There should be continuity.
A. If the multi-meter readings are incorrect, or other NOx sensor codes are present, diagnose those codes. Re-
place NOx sensor, if needed.
B. If readings are correct, continue with step 4.

4. Ensure SCR muffler is present on the machine.
A. If the SCR muffler has been removed, appears severely damaged, or installed improperly. Correctly install or
, replace the SCR muffler.
B. If SCR muffler is present and installed correctly without damage, continue with step 5.
5. Check the exhaust system for any excessive DEF/AdBlue® deposits. If excessive DEF/AdBlue® deposits are
found, clean or replace part. Recheck error code.
A. If error is still present, continue with step 6.
B. If error is not present, continue with normal operation of machine.

47488212 19/02/2013
55.18 [55.DTC] / 921
resolved.
47488212 19/02/2013
55.18 [55.DTC] / 922

Context:
for those codes.
47488212 19/02/2013
55.18 [55.DTC] / 923

Context:
for those codes.
47488212 19/02/2013
55.18 [55.DTC] / 924
Index
Electrical systems - 55
FAULT CODES - DTC

1002-Raise hitch valve coil short to 12 volts or raise hitch valve coil circuit failure . . . . . . . . . . . . . . . . . . . . . . . . . . 26
1003-Hitch raise solenoid failed open or shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
1004-Lower hitch valve coil short to 12 volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
1005-Lower hitch valve coils - open or short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
1006-Electronic draft control low side driver stuck on failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
1007-Low side driver watchdog test failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
1008-Low side of raise solenoid connected permanently to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
1009-Low side of lower solenoid connected permanently to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
1011-Tractor Controller Unit is disconnected from the CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
1012-Communication lost with the armrest controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
1013-Communication lost with the instrument controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
1014-5 volt reference is above the upper voltage limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
1015-5 volt reference is below the lower voltage limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
1017-Hitch position command potentiometer failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
1018-Rockshaft position potentiometer is outside normal operating range Hitch position potentiometer . . . . . . . 44
1019-Upper limit potentiometer failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
1021-Load command potentiometer failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
1024-Communication lost with the instrument controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
1025-Hitch up/down switch failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
1026-Up/down remote fender switch failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
1028-Travel range potentiometer failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
1029-Drop rate command potentiometer failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
1032-Ground speed failure, value received from data bus indicates failure condition . . . . . . . . . . . . . . . . . . . . . . . 54
1033-Slip set switch failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
1034-Slip enable switch failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
1035-Percent slip error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
1036-Armrest controller reports draft control inching up switch failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
1037-Draft control inching down switch failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
1065-The armrest controller specified tractor without draft control, but detected draft pins . . . . . . . . . . . . . . . . . . . 62
1066-Engine speed to low for lower hitch calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
1067-Draft control specified but no draft pin(s) detected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
1068-Draft control calibration aborted due to tractor moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
1069-Electronic draft control calibration aborted due to low engine speed error . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
1071-PWM raise threshold is too high during calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
47488212 19/02/2013
55.18 [55.DTC] / 925
1072-PWM raise threshold is too low during calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
1074-Hitch pot signal not within expected range for maximum hitch position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
1075-Hitch lower valve threshold is too high during calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
1076-PWM lower threshold is too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
1077-Operator did not respond to Electronic Draft Control calibration procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
STEIGER
1078-Hitch position is not at minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
1079-Range of the hitch position is not within specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
1080-Hitch position range to position command range ratio is not within limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
1085-Electronic draft control requires calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
1086-No communication with performance monitor (instrument controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
1087-8 volt reference is above 8.8 volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
1088-8 volt reference is below 7.2 volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
1089-12VH1 voltage supply to the hitch raise and lower coils is below 8 volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
14002-Transmission oil filter switch closed to ground on power up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
14003-Hydraulic oil filter switch closed to ground on power up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
14005-PTO shaft speed sensor error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
14006-GOV engine speed error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
14007-Engine over speeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
14008-Engine oil pressure sensor error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
14009-Loss of valid engine hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
14010-PTO controller off line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
14011-All communications lost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
14013-Transmission off line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
14014-Engine coolant temperature sensor error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
14015-Engine intake air temperature sensor error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
14016-Engine shutdown activated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
14017-Fuel level sensor voltage out of range low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
14018-GOV off line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
14019-ATC off line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
14020-Loss of CAN messages from the secondary steering controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
14021-Secondary steering is present and no CAN messages are received . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
18007-Multi-function handle - switch error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
18010-Powershift throttle - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
18011-Powershift throttle - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
18012-CVT mode switch error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
18015-Rear hitch position control potentiometer - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
18016-Rear hitch draft control potentiometer - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
18017-Rear hitch draft control potentiometer - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
18018-Rear hitch height limit potentiometer - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
18019-Rear hitch height limit potentiometer - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
18020-Rear hitch drop rate potentiometer - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
18021-Rear hitch drop rate potentiometer - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
47488212 19/02/2013
55.18 [55.DTC] / 926
18022-Rear hitch sensitivity control potentiometer - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
18023-Rear hitch sensitivity control potentiometer - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
18024-EHR (remote valve) flow encoder position error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
18025-Rear hitch slip control potentiometer - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
18026-Rear hitch slip control potentiometer - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
18027-EHR (remote valve) 5 lever position - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
18028-EHR (remote valve) 5 lever position - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
STEIGER
18046-EHR (remote valve) float control switch error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
18049-Joystick 1 X-Axis Position - Voltage Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
18050-Joystick 1 X-axis position - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
18051-Joystick 1 Y-axis position - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
18052-Joystick 1 Y-axis position - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
18053-Joystick 1 proportional rocker switch - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
18054-Joystick 1 proportional rocker switch - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
18055-Joystick 2 X-axis position - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
18056-Joystick 2 X-axis position - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
18057-Joystick 2 Y-axis position - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
18058-Joystick 2 Y-axis position - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
18059-Joystick 2 proportional rocker switch - voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
18060-Joystick 2 proportional rocker switch - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
18061-Reference voltage - short circuit to 0V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
18062-Reference voltage - short circuit to 12V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
18063-EEPROM fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
18064-MFH (multi-function handle) communication error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
18065-MFH (multi-function handle) basic assurance test error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
18066-EHR (remote valve) 1 lever implausibility error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
18072-EDC mouse raise/work switch fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
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19001-Battery voltage sensing (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Steiger 350 NA, Steiger 400 NA, Steiger 450 NA, Steiger 450 QT NA, Steiger 500 NA, Steiger 500 QT NA, Steiger 550 NA, Steiger
550 QT NA, Steiger 600 NA, Steiger 600 QT NA, Rowtrac 350 [ZDF100001 - ] NA, Rowtrac 400 [ZDF100001 - ] NA, Rowtrac 450
[ZDF100001 - ] NA, Rowtrac 500 [ZDF100001 - ] NA
19002- Battery voltage sensing (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
19003-Battery voltage sensing (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
19004- Battery voltage sensing (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
19010-Temperature sensor after catalyst (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
19011-Temperature sensor after catalyst (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
19019-Exhaust gas temperature sensor before catalyst (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
19020-Exhaust gas temperature sensor before catalyst (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
19037-Replace Dosing Control Unit (DCU) - (5 volt internal supply fault for DEF/AdBlue® pressure sensors) . 220
19038-Replace Dosing Control Unit (DCU) - (5 volt internal supply fault for DEF/AdBlue® pressure sensors) . 222
19046-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal pressure sensor failure) . . . . . . . . . . . . . . . 224
19047-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal pressure sensor failure) . . . . . . . . . . . . . . . 225
19048-Replace Dosing Control Unit (DCU) - (DEF/AdB/ue® internal pressure sensor failure) . . . . . . . . . . . . . . . 226
19055-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal temperature sensor failure) . . . . . . . . . . . . 227
19056-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal temperature sensor failure) . . . . . . . . . . . . 229
19064-Voltage supply internal heaters 1 (UB1) electrical - open circuit to UB1 - P20C5 pump module - internal
heating - open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
19065-Voltage supply internal heaters 1 (UB1) electrical - short to bat at UB1 with key 15 off - P20C8 pump module
- internal heating - short circuit high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
19073-Replace Dosing Control Unit - (internal tube heater electrical failure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
19074-Replace Dosing Control Unit (DCU) - (internal tube heater electrical failure) . . . . . . . . . . . . . . . . . . . . . . . 235
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19075-Replace Dosing Control Unit (DCU) - (internal tube heater electrical failure) . . . . . . . . . . . . . . . . . . . . . . . 237
19082-Replace Dosing Control Unit (DCU) - (Reverting valve internal supply failure) . . . . . . . . . . . . . . . . . . . . . . 239
19091-Selective Catalytic Reduction (SCR) dosing valve / pump motor Dosing Control Unit (DCU) supply voltage -
Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
19092-Selective Catalytic Reduction (SCR) dosing valve / pump motor Dosing Control Unit (DCU) supply voltage -
Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
19100-Urea level sensor (electrical) - supply voltage error - P203E reductant level sensor - circuit intermittent/erratic
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Steiger 350 NA
19101-Urea level sensor (electrical) - signal high - P203D reagent - tank level sensor - short circuit high . . . . . 247
19102-Urea level sensor (electrical) - signal low - P203C reagent - tank level sensor - short circuit low . . . . . . 248
19109-Urea temperature sensor in tank (electrical) - signal high - P205D reagent - tank temperature sensor (tem-
perature of the reagent - solution in the tank) - short circuit high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
19110-Urea temperature sensor in tank (electrical) - signal low - P205C reagent - tank temperature sensor (tem-
perature of the reagent - solution in the tank) - short circuit low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
19145-Selective Catalytic Reduction (SCR) Dosing valve - (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
19146-Dosing valve (electrical) - short circuit to ground - P2048 reductant injector - circuit low . . . . . . . . . . . . . 253
19148-Dosing valve (electrical) - dosing valve permanently on (detection via fast decay) - P209B reagent - dosing
nozzle pressure too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
19150- Dosing Valve (electrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
19154-Urea pump speed - pump motor unplugged - P208B reagent-pump not delivering . . . . . . . . . . . . . . . . . . 261
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19155-Urea pump speed - pump motor blocked - P208A reagent-pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
19156-Urea pump speed - pump overspeed - P208D reagent-pump over speed . . . . . . . . . . . . . . . . . . . . . . . . . . 263
19157-Urea pump speed - hall sensors defect - P208B reagent-pump not delivering . . . . . . . . . . . . . . . . . . . . . . 264
19163-Cooling control valve short circuit to UBat or open load - short circuit to battery - P20A3 vent valve (reductant
purge control valve) - short circuit high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
19164-Cooling control valve short circuit to UBat or open load - open load - P20A0 vent valve (reductant purge
control valve) - open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
19181-Replace Dosing Control Unit (DCU) - (Reverting valve electrical failure) . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
19262-Diesel Exhaust Fluid (DEF)/AdBlue tank coolant control valve (electrical) - Shorted to high source . . . . 270
19263-Tank heating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
19264-Diesel Exhaust Fluid (DEF)/AdBlue tank coolant control valve (electrical) - Open circuit . . . . . . . . . . . . . 273
19265-Tank Heating Valve - Short Circuit To Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
19289-Exhaust gas temperature sensor after catalyst . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
19290-Exhaust gas temperature sensor after catalyst . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
19298- UREA pressure too low at system start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
19307-Urea pressure too high - urea pressure not plausible (urea pressure too high) - P204B reagent - pressure
above threshold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
19316-UREA Temperature in Pump Module out of range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
19325-UREA Temperature in Tank out of range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
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19334-System frozen and not free in time - defreezing mode and detection errors (inlet line defreezing failed) -
P20C2 reagent - suction tube heating - detection mode of heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
19335-System frozen and not free in time - defreezing mode and detection errors (pressure line defreezing failed)
- P20BE reagent - pressure tube heating - detection mode of heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
19336-System frozen and not free in time - defreezing mode and detection errors (pressure build-up in detection
mode failed) - P20C5 pump module - internal heating - open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
19337-System frozen and not free in time - defreezing mode and detection errors (back-flow line defreezing failed)
- P20B9 reagent - backflow tube heating - open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
19343-Coolant control valve mechanically - mechanical defective blocked open - P20A3 vent valve (reductant purge
control valve) - short circuit high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
19344-Coolant control valve mechanically - mechanical defective blocked closed - P20A0 vent valve (reductant
purge control valve) - open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
19352-Reverting valve (4-2 way valve) mechanically - valve does not open - P20A0 vent valve (reductant purge
control valve) - open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
19361-DCU 24V Battery / Supply Voltage - Voltage too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
19362-DCU 24V Battery / Supply Voltage - Voltage too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
19370-Urea pressure too low (in commissioning status) - pump motor error during commissioning (pump not deliv-
ering) - P208B reagent - pump not delivering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
19379-Urea temperature too low during commissioning - temperatures not plausible during commissioning . . 295
19415-Empty urea tank - urea tank empty - P203F reagent - fluid level in tank - too low . . . . . . . . . . . . . . . . . . . 296
19514-Urea tank temperature sensor - out of range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
19532-Back flow line clogged - P2063 reagent - dosing valve - short circuit low . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
19541-Coolant control valve mechanically - blocked closed - P20A1 vent valve test plausibility test (startup) . 299
19550-Pressure line blocked - pressure line blocked - P209B reagent - dosing nozzle - pressure too high . . . . 300
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19559-Low UREA level 1 (warning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
19568-Low urea level 2 (warning) - urea level below Limit 2 - P203F reagent - fluid level in tank - too low . . . . 303
19577-CAN receive frame E2SCR (dosing, exh gas flow, exh gas temp, error suppression, heater, long term failure)
- SAE J1939 check for CAN receive signal : (urea quantity not in range) - P0600 serial communication link . . 304
- SAE J1939 check for CAN receive signal : (dosing status not in range) - P0600 serial communication link . . 305
- timeout - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
- too many CAN messages - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307
- SAE J1939 check for CAN receive signal - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
19595-CAN receive frame EEC1 (Driver demand, eng speed, eng torque) - SAE J1939 check for CAN receive
signal : (engine torque not in range) - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
19596-CAN receive frame EEC1 (Driver demand, eng speed, eng torque) - SAE J1939 check for CAN receive
signal : (engine speed not in range) - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
Steiger 350 NA
19597-CAN receive frame EEC1 (driver demand, eng speed, eng torque) - timeout - P0600 serial communication
link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
19598-CAN receive frame EEC1 (driver demand, eng speed, eng torque) - too many CAN messages - P0600 serial
communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
19599-CAN receive frame EEC1 (driver demand, eng speed, eng torque) - SAE J1939 check for CAN receive signal
: (torque driver demand not in range) - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
19604-CAN receive frame ET1 (oil and water temp engine) - SAE J1939 check for CAN receive signal : (oil tem-
perature not in range) - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
19605-CAN receive frame ET1 (oil and water temp engine) - timeout - P0600 serial communication link . . . . . 315
19606-CAN receive frame ET1 (oil and water temp engine) - too many CAN messages - P0600 serial communica-
tion link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
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19607-CAN receive frame ET1 (oil and water temp engine) - SAE J1939 check for CAN receive signal : (water
temperature not in range) - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
19649-DEF/AdBlue® tank level sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
19676-Ambient temperature: SAE J1939 check for CAN receive signal : (signal range check: signal not in range /
erroneous signal / signal not available) - SAE J1939 check for CAN receive signal : (ambient air temperature not
in range) - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
erroneous signal / signal not available) - timeout - P0071 ambient air temperature sensor range/performance 325
erroneous signal / signal not available) - too many CAN messages - P0071 ambient air temperature sensor range/
performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
Steiger 350 NA
19679-Ambient temperature: SAE J1939 check for CAN receive signal : (signal range check: signal not in range
/ erroneous signal / signal not available) - SAE J1939 check for CAN receive signal : (barometric pressure not in
range) - P0071 ambient air temperature sensor range/performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
19721-EEPROM / checksum failures - EEPROM write error - P062F internal control module EEPROM error . 328
19722-EEPROM / checksum failures - no corresponding variant number error - P062F internal control module EEP-
ROM error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
19723-EEPROM / checksum failures - EEPROM communication error - P062F internal control module EEPROM
error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
19724-EEPROM / checksum failures - EEPROM detection error or codierwort error - P062F internal control module
EEPROM error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
19725-EEPROM / checksum failures - wrong EEPROM size - P062F internal control module EEPROM error 332
19730-Ignition on signal K15 - digital input ignition on not sensed during initialization - P2530 ignition switch - plau-
sibility error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
19739-Main relay opens too early / too late - main relay shut off too late - P0687 ECM/PCM power relay control
circuit high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
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19740- Main Relay opens too early/too late . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
19741-Main relay opens too early / too late - main relay open circuit - P0687 ECM/PCM power relay control circuit
high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
19742-Main relay opens too early / too late - main relay shut off too early (before EEPROM update) - P0685 ECM/
PCM power relay control circuit /open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
19748-Too high urea temperature in pump module or leakage test failed (emergency shut off) - over temperature
detection (urea temp in pump module) - P2043 reagent - temperature sensor of pump module - out of range . 338
19749-Too high urea temperature in pump module or leakage test failed (emergency shut off) - urea leakage de-
tection (static or dynamic) - P202D dynamic urea leakage test - leakage detected . . . . . . . . . . . . . . . . . . . . . . . . 339
19757-Group error path urea injection control - error belonging to group urea injection control - P208B reagent-pump
- not delivering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
19766-Group error path air control - error belonging to group air control - P20A7 compressed air regulation valve
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
19775-Group error path catalyst temperature - error belonging to group catalyst temperature out of range - P0426
plausibility of catalyst temperature sensors - plausibility error (static) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
19784-Group error path NOx exceeded - error belonging to group NOx exceeded active - P2000 NOx trap efficiency
below threshold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
19793-Group error path urea tank empty - error belonging to group urea tank empty active - P203F reagent - fluid
level in tank - too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
19802-Urea tank temperature not plausible with pump module temperature - temp over CAN: SAE J1939 timeout
temp sensor connected directly: SRC high - P0600 serial communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
19803-Urea tank temperature not plausible with pump module temperature - temp over CAN: SAE J1939 too many
messages temp sensor connected directly: SRC high - P0600 serial communication link . . . . . . . . . . . . . . . . . . 346
19804-Urea tank temperature not plausible with pump module temperature - temp over CAN: SAE J1939 erroneous
signal - P205A reagent - tank temperature sensor (temperature of the reagent - solution in the tank) - open circuit
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
19805-DEF/AdBlue® tank level/temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
19806-DEF/AdBlue® tank level/temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
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19807-Urea tank temperature not plausible with pump module temperature - SRC high: diagnostic value urea tem-
perature too high - P205B reagent - tank temperature sensor (temperature of the reagent - solution in the tank) -
out of range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
19808-Urea tank temperature not plausible with pump module temperature - SRC low: diagnostic value urea tem-
perature too low - P205B reagent - tank temperature sensor (temperature of the reagent - solution in the tank) - out
of range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
19813- Urea Pressure Too Low during Urea System Operation or Dosing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
19817-Plausibility of UDV (urea dosing valve) stuck - P202F reagent - dosing valve - blocked (only stuck closed)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
19818-Plausibility of UDV (urea dosing valve) stuck - P202D dynamic urea leakage test - leakage detected . . 357
19822-UDV (urea dosing valve) valve stuck position unknown error - P202D dynamic urea leakage test - leakage
detected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
19999-The Dosing Control Unit (DCU) engine fault not converted in CNH module. See the Engine Control Unit
(ECU) fault codes with the EASY Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
2009-Seat switch open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
2010-Seat switch is shorted to the supply voltage B+ or 5 volt reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
2011-Clutch pot open circuit or short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
2012-Clutch potentiometer short to 12 volts or short to 5 volt reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
2024-All Clutches Not Calibrated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
2037-Bottom of clutch pedal switch open circuit or bottom of clutch relay stuck open . . . . . . . . . . . . . . . . . . . . . . 367
2047-Clutch pedal bottom of clutch switch misadjusted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
2048-Bottom of clutch pedal switch or the bottom of clutch relay are short circuit . . . . . . . . . . . . . . . . . . . . . . . . . 370
2053-5 volt reference voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
2054-5 volt reference voltage too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
2055-No Signal From Wheel Speed Sensor Wheel speed/output shaft speed sensor . . . . . . . . . . . . . . . . . . . . . . 374
2056-5 Volt internal reference voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
2057-5 Volt internal reference voltage is too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
2059-Shuttle lever switch disagreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
2070-Shuttle Lever Forward Switch Voltage Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
2071-Shuttle lever forward switch is shorted to ground or is open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
2072-Shuttle lever reverse switch - voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
2073-Shuttle Lever Reverse Switch - Short Circuit to Ground or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
2074-FNR not park switch low voltage fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
2075-FNR not park switch high voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
2110-FNR neutral switch - low voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
2111-FNR neutral switch - high voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
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2112-Axle oil pressure switch stuck fault - Axle lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
2113-Axle oil pressure low fault - Axle lube oil circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
2114-Axle oil pressure low critical fault - Axle lube oil circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
2158-System pressure critically low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
2159-System pressure transducer circuit is open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
2160-System pressure transducer circuit is shorted to the 5 volt reference or B+ . . . . . . . . . . . . . . . . . . . . . . . . . . 391
2308-Reverse not allowed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
2326-Engine RPM speed sensor is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
2327-No engine RPM shaft speed sensor signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
2330-Transmission output RPM too high for the selected gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
2331-Clutch Slipping fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
2342-1F clutch solenoid open circuit or short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397
2343-1M clutch solenoid open circuit or short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
2344-1R clutch solenoid open circuit or short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399
2351-1F clutch solenoid is shorted to +12 volts while driver off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
2352-1M clutch solenoid is shorted to +12 volts while driver off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
2353-1R clutch solenoid is shorted to +12 volts while driver off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
2363-1M clutch not calibrated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
2364-1F clutch not calibrated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
2365-1R clutch not calibrated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
2372-Engine stall - shift to neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
2379-Shaft 3 speed sensor fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
2380-No shaft 3 speed sensor fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426
2381-5th shaft speed sensor open circuit of short to battery + - Output shaft speed sensor . . . . . . . . . . . . . . . . . 427
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2382-5th shaft speed sensor short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428
2383-4th shaft speed sensor open circuit of short to battery + . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429
2384-4th shaft speed sensor short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
2385-3rd shaft speed sensor open circuit of short to battery + . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431
2386-3rd shaft speed sensor short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 432
2387-1st shaft speed sensor open circuit of short to battery + . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 433
2388-1st shaft speed sensor short to ground - Input shaft speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
2509-Battery voltage too low for clutch solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
2576-The 4F Clutch Lube Solenoid Driver has detected an open or short circuit condition . . . . . . . . . . . . . . . . . . 436
2577-Model outside range of control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437
2578-Model received does not match controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 438
2601-12VF1 voltage supply is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439
2602-12VT1 voltage supply is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440
2604-12VH voltage supply is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442
2605-12VS1 voltage supply is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
2807-Transmission output RPM over speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
2808-Operator attempted a shuttle while out of the seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
2811-Transmission oil temperature hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
2812-Transmission oil temperature sensor short to B+ or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
2813-Transmission oil temperature sensor short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
2814-Integrated Control Panel off line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
2817-Governor is offline CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
2818-Communication lost with the Armrest Control Module (ACM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
2819-Communication lost with the Instrumentation Controller Unit (ICU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
2821-Transmission system pressure low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
2822-System pressure out of range high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
2824-Hydraulic Oil Temperature Hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
2825-Hydraulic oil temperature sensor short to B+ or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
2826-Hydraulic oil temperature sensor short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
2849-The park brake driver has detected an open circuit condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
2850-No electrical power to the park brake when commanded on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
2851-Park brake driver has detected an over current or an open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462
2852-No electrical power to the park brake when commanded on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
2873-Software out of calibration mode and park brake request still active . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
2874-Park brake commanded on and gear is engaged without request from calibration . . . . . . . . . . . . . . . . . . . . 465
3004-Engine hand throttle error received over the CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466
3006-Coolant Temperature Sensor - Signal Not Plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468
3007-Coolant temperature signal - signal above range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471
3008-Coolant Temperature Signal - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
3010-Air Intake Temperature Sensor - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 877
3011-Air Intake Temperature Sensor - Signal Above Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
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3015-Fuel temperature sensor voltage too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
3016-Fuel Temperature Sensor - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 480
3019-Boost Pressure Sensor - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483
3022-Boost Pressure Sensor - Signal Not Plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485
3028-Oil pressure too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487
3029-Oil Pressure Sensor - Short Circuit To Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 490
3030-Oil Pressure Sensor - Short Circuit To Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 493
3031-Oil pressure sensor circuit open or sensor disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496
3032-Oil Pressure Sensor - Value Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 498
3033-Oil Temperature Sensor - Signal Not Plausible (Compared With Coolant Temperature) . . . . . . . . . . . . . . . 501
3034-Oil Temperature Sensor - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
3035-Oil Temperature Sensor - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506
3037-Boost Pressure Sensor - Signal Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
3060-Cylinder 1 - Unclassifiable Error In Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
3061-Cylinder 1 - Injector Cable Short Circuit (Low Side To Battery) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
3063-Cylinder 1 - Injector Cable Short Circuit (High Side To Ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
3088-Crankshaft Sensor - No Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 880
STEIGER
3089-Crankshaft Sensor - Invalid Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546
STEIGER
3090-Camshaft Sensor - No Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 883
STEIGER
3091-Camshaft Sensor - Invalid Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 886
STEIGER
3093-Offset Between Camshaft And Crankshaft - Outside Boundaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 548
STEIGER
3095-Operating With Camshaft Sensor Only - Backup Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 553
STEIGER
3102-Rail Pressure Sensor CP3 - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556
3104-Rail Pressure Relief Valve - Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 557
3105-Rail Pressure Relief Valve - Pressure Shock Requested . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 558
3107-Fuel Metering Unit - Short Circuit To Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 889
3108-Fuel Metering Unit - Short To Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 559
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3110-Rail Pressure Sensor Monitoring - Signal Above Range Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 560
3111-Rail Pressure Sensor Monitoring - Signal Below Range Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 561
3112-Rail Pressure Sensor CP3 - Signal Above Maximum Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 562
3137-Metering Unit - Open Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 563
3138-Metering Unit - Temperature Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 890
3141-Set point of fuel volume flow through metering unit is lower than calculated limit . . . . . . . . . . . . . . . . . . . . . 564
3142-High Pressure Test - Test Active . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 891
3147-Oil Temperature Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 565
3148-Coolant Temperature Sensor Dynamic Test - Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 892
3176-Setpoint Of Metering Unit Not Plausible In Overrun . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 895
3177-Engine Overspeed Detected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 896
3188-Cylinder 1 Warning - Open Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 568
3192-Cylinder 2 warning - Open Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570
3210-Bank 1 - General Short Circuit To Injector Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 580
3211-Bank 1 - Injector cable Short Circuit Low Side to Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 583
3213-Bank 1 - Unclassifiable Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 585
3218-Bank 2 - General Short Circuit On Injector Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586
3219-Bank 2 - Injector Cable Short Circuit Low Side To Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 587
3221-Bank 2 - Unclassifiable Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589
3227-Injection Processor Error - Internal Reset/Clock Loss/Voltage Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 590
3228-Injection Processor Error - Unlocked/Initialization Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 591
3229-Injection Processor Error - Injections Limited By Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592
3230-Injection Processor Error - SPI Communication Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 593
3231-Injection Processor Error - Internal Reset/Clock Loss/Voltage Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594
3232-Injection Processor Error - Unlocked/Initialization Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 595
3233-Injection Processor Error - Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 596
3234-Injection Processor Error - SPI Communication Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 597
3238-Communication error of CJ940 processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 598
3239-Engine Controller EEPROM - Read Operation Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 897
3240-Engine Controller EEPROM - Write Operation Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 898
3241-Engine Controller EEPROM - Default Value Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 899
3242-Engine Controller (Locked) Recovery Occurred . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 599
3243-Engine Controller Recovery (Suppressed) - Recovery Occurred . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600
3244-Engine Controller Recovery (Visible) - Recovery Occurred . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601
3245-Engine Controller - Watchdog Not Plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 602
3246-Shutoff Paths During Initialization - Watchdog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 603
3247-Shutoff Paths Failed During Initialization - Supply Voltage Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 604
3248-Shutoff Paths During Initialization - Supply Voltage Too Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 605
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3249-TPU Monitoring - Time Deviation Between TPU And System Not Plausible . . . . . . . . . . . . . . . . . . . . . . . . . 900
3252-Controller Watchdog - SPI Communication Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 606
3265-Overrurn Monitoring - Injection Time Too long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607
3266-Redundant Engine Speed in Overrun Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 901
3297-Rail Pressure Poistive Deviation High And High Fuel Flow Setpoint Value . . . . . . . . . . . . . . . . . . . . . . . . . . 608
3301-Rail Pressure Negative Deviation Too High On Minimum Metering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 902
3305-Rail Pressure Below Minimum Limit in Controlled Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 609
3309-Rail Pressure Above Maximum Limit In Controlled Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 903
3313-Rail Pressure Drop Rate Too High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 904
3316-Minimum Number Of Injections Not Reached - Stop Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 905
3319- DCU Fault Detected: Urea Tank Below 5% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 610
Steiger 350, Steiger 400, Steiger 450, Steiger 450 QT, Steiger 500, Steiger 500 QT, Steiger 550, Steiger 550 QT, Steiger 600, Steiger
600 QT, Rowtrac 350 [ZDF100001 - ] NA, Rowtrac 400 NA, Rowtrac 450 NA, Rowtrac 500 [ZDF100001 - ] NA
3320-DCU Fault Detected : Urea Tank Below 10% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 611
3321-Selective Catalytic Reduction (SCR) technical failure inducement (class 1), see other fault codes . . . . . . 612
3322-Selective Catalytic Reduction (SCR) technical failure inducement (class 3), see other fault codes . . . . . . 613
3358-Engine Control Unit (ECU) secondary CAN bus failure (Engine controller cannot transmit to sensors, or sen-
sors not on CAN bus) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614
3367-Coolant Temperature Test Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 906
3368-Indicates a Torque Limitation due to a Performance Limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617
3369-Torque Reduction Due To Smoke Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 909
3370-Torque Limitation Due To Engine Protection (Against Excessive Torque, Engine Overspeed And Overheat)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 910
3371-Torque Limitation Due To Fuel Quantity Limitation Because Of Injector System Errors . . . . . . . . . . . . . . . . 618
3385-Viscous fan actuation driver solenoid circuit - open circuit or short to ground . . . . . . . . . . . . . . . . . . . . . . . . 619
3436-Selective Catalytic Reduction (SCR) Inducement Locked, reset with Electronic Service Tool (EST) . . . . . 620
3512-Dosing Control Unit (DCU) State Monitoring - DCU not ready in time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 621
3517-Ambient air temperature sensor failure (of humidity sensor) - signal too high . . . . . . . . . . . . . . . . . . . . . . . . 911
3518-Ambient air temperature sensor failure (of humidity sensor) - signal too low . . . . . . . . . . . . . . . . . . . . . . . . . 913
3521-NOx estimation failure - estimated NOx signal not reliable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 915
3528-NOx sensor plausibility failure - signal not plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 916
3529-NOx sensor failure - open load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 917
3530-NOx sensor failure - short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 918
3532-NOx sensor failure - sensor not ready in time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 919
3533-Controller Area Network (CAN) message not received from NOx sensor (engine sensor CAN bus) . . . . . 622
3541- CAN message not received from the Dosing Control Unit (DCU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 624
3545-SCR dosing valve overheat protection - torque limitation level 2 for SCR protection active . . . . . . . . . . . . 920
3546-Selective Catalytic Reduction (SCR) injector overheat protection, see other fault codes . . . . . . . . . . . . . . 626
3555- CAN message not received from the Dosing Control Unit (DCU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 627
3561-NOx value not plausible (after treatment plausibility) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 921
3565-Urea quality and urea warning level 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 923
3577-DCU Fault Detected: Urea Tank Empty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 629
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3581-Selective Catalytic Reduction (SCR) Inducement protection, fueling limited, see other fault codes. . . . . . 630
3585-Engine shut off (after idling phase) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 631
3593-Poor reagent quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 632
3594-Torque limitation due to Selective Catalytic Reduction (SCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 633
3599-Error path of oxidation catalyst not present - warm up catalyst efficiency below threshold . . . . . . . . . . . . . 634
3602-Defect ratio between the catalyst temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635
3611-Catalyst efficiency - moderate (level 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
3612-Catalyst efficiency lower than second NOx prediction threshold level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638
3615-EVGT initialisation fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 640
3616-Torque limitation due to turbo charger protection high altitude operation related . . . . . . . . . . . . . . . . . . . . . 641
3618-Emergency start time expired and shutdown initiated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 643
3623-Signal of NOx sensor deviation (NOx sensor removal is detected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647
3624-Crank case pressure sensor - voltage above upper limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 648
3625-Crank case pressure sensor - voltage below lower limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 649
3626-Crank case pressure sensor not plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 650
3627-Crank case pressure sensor physical range check (above upper limit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 651
3628-Crank case pressure sensor physical range check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 652
3629-Plausibility check for Crank Case pressure sensor at key on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 653
3630-Fuel in Oil refill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 654
3631-Fuel in oil sensor plausibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 655
3632-Fuel in Oil valve plausibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 656
3633-Fuel in Oil delayed expected reaction to torque reduction (due to fuel in oil detected) . . . . . . . . . . . . . . . . . 657
3634-Fuel in Oil delayed refill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 658
3635-Fuel in oil high pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 659
3638-Torque limitation due to NTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 660
3640-Turbine speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 661
3644-EDC relay dirver electrical circuit fault detection powers the NOX sensor and the actuator for the Turbo 665
3645-EDC relay dirver electrical circuit fault detection powers the NOX sensor and the actuator for the Turbo 667
3646-Multi signal defects in Pressure Charger Regulator (PCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 668
3647-Boost pressure monitoring for over boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 669
3648-EVGT Boost pressure monitoring for over boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 670
3999- The Engine Control Unit (ECU) fault not converted in CNH module. See the ECU fault codes with the EASY
Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 671
4004-ACM (GARU) offline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 672
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4005-Levers are not calibrated at power up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 673
4100-Rear remote no.1 - no control message received . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 674
4101-Remote No. 1 Control message not plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 675
4102-Rear remote no.1 - EEPROM error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 677
4103-Rear Remote No.1 Switched To Failsafe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 678
4104-Rear remote no.1 - under voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
4105-Rear remote no.1 - over voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 680
4106-Rear remote no.1 - spool movement too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 681
4107-Rear remote no.1 - spool movement too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682
4108-Rear remote no.1 - float position not reached . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 683
4109-Rear remote no.1 - manually operated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684
4110-Rear remote no.1 - driver faulty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 685
4111-Rear remote no. 1 - internal position sensor faulty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 686
4112-Rear remote no.1 - unable to reach neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 687
4113-Rear remote no.1 - spool not in neutral at key on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688
4114-Rear remote no. 2 - no control message received . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 689
4115-Rear remote no. 2 - control message not plausible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 690
4116-Rear remote no. 2 - EEPROM error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 692
4117-Rear Remote No.2 Switched To Failsafe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 693
4118-Rear remote no. 2 - under voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 694
4119-Rear remote no. 2 - over voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 695
4120-Rear remote no. 2 - spool movement too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 696
4121-Rear remote no. 2 - spool movement too high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 697
4122-Rear remote no. 2 - float position not reached . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 698
4123-Rear remote no. 2 - manually operated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 699
4124-Rear remote no. 2 - driver faulty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700
4126-Rear remote no. 2 - unable to reach neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 702
4127-Rear remote no. 2 - spool not in neutral at key on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 703
4131-Rear remote no. 3 - not commanded neutral on power-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 708
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4170-Rear remote no. 1 - not calibrated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749
4190-Rear remote no. 1 - no communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 753
4216-Rear remote no. 1 - spool not calibrated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 758
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4311-Rear remote no. 6 - driver faulty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 774
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4353-EHR FB 1 Shorted to High Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 818
4354-EHR FB 1 Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 819
4355-EHR FB 3 Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 820
4356-EHR FB 3 Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 821
4357-EHR Implement lower error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 822
4358-EHR Implement raise error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 823
5001-PTO switch detected on during tractor power up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 824
5002-PTO switch interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 825
5008-Both PTO on and off switches are simultaneously on, one of the PTO switches is shorted to 12 volts . . . 826
5009-PTO solenoid open circuit or shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 827
5010-PTO solenoid circuit shorted to B+ when PTO is in the off state . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 828
5011-Driver is on and no current is sensed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 829
5012-PTO clutch is slipping excessively for the duration of 5 seconds or longer . . . . . . . . . . . . . . . . . . . . . . . . . . . 830
5013-Engine speed is too low for the PTO to be in the on state . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 831
5014-PTO is commanded off but the PTO speed is greater than zero . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 832
5015-The software has not detected PTO shaft speed for 3 seconds since the PTO initial fill valve was commanded
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 833
5016-PTO speed is detected when the PTO is in the off state without engine rpm . . . . . . . . . . . . . . . . . . . . . . . . . 834
5017-PTO clutch did not lock up after 6 seconds of clutch motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 835
5022-PTO switch is in the on position when the engine is off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 837
5023-PTO clutch lube solenoid circuit shorted to B+ when PTO is in the off state . . . . . . . . . . . . . . . . . . . . . . . . . 838
5024-PTO clutch lube solenoid open circuit or shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 839
5025-PTO low side driver watchdog test failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 841
5026-The 12 volt supply to the PTO is too low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 842
5027-Low side of PTO solenoid shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 843
5028-Clutch speed sensor open or short to B+ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844
5029-Clutch speed sensor short to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 845
6001-Front diff lock solenoid failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 847
6002-Rear diff lock solenoid failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 848
6003-Brake light relay fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 849
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6004-Rear diff lock switch failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 850
6006-Front diff lock switch failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 851
6012-Steering pressure sensor above maximum voltage limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 854
6013-Steering pressure sensor below minimum voltage limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 855
ATC 111-Cab temp sensor open or shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 856
ATC 112-Cab temp sensor shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 857
ATC 115-Evap temp sensor open or shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 858
ATC 116-Evap temp sensor shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 859
ATC 120-Blower speed selector open or shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 860
ATC 121-Temperature select pot open or shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 861
ATC 122-Mode select pot open or shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 862
ATC 125-High pressure switch (+) shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863
ATC 126-High pressure switch (+) shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 865
ATC 127-High pressure switch (-) shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 867
ATC 128-High pressure switch (-) shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 869
ATC 129-High pressure switch cycling error (2 times in 1 minute) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 871
ATC 130-Low pressure switch (+) shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 872
ATC 131-Low pressure switch (+) shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 873
ATC 132-Low pressure switch (-) shorted to power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 874
ATC 133-Low pressure switch (-) shorted to ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 875
ATC 134-Low pressure switch open for more than 1 minute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 876
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ELECTRICAL SYSTEMS - 55

[55.DTC] FAULT CODES - 55.18

Rowtrac 350 / 400 / 450 / 500

Steiger® 350 / 400 / 450 / 500 / 550 / 600

3602-Defect ratio between the catalyst temperature sensors

3609-Urea quality and urea warning level 4

3611-Catalyst efficiency - moderate (level 1)

3612-Catalyst efficiency lower than second NOx prediction

Possible failure modes:

1. The Dosing injector has scale build up on the tip.

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with step 2.

B. If the fault is no longer present or inactive, continue with step 6.

B. The measured concentration is correct, continue to step 5.

B. There is no damage, continue to step 5.

B. The monitored PPM drops to approximately 200 PPM.

3615-EVGT initialisation fault

Possible failure modes:

1. Verify the fault code is present and active.

A. If fault code is present and active, continue with step 2.

B. If fault code is no longer present, return unit to proper operation.

B. If other fault codes are not active,continue with step 3.

A. If fault still exists, replace the ECU.

3616-Torque limitation due to turbo charger protection high altitude

3617-Urea quality and urea warning level 9

3618-Emergency start time expired and shutdown initiated

3619-Urea quality and urea warning level 7

3620-Urea quality and urea warning level 8

3621-Urea quality and urea warning level 5

3623-Signal of NOx sensor deviation (NOx sensor removal is

3624-Crank case pressure sensor - voltage above upper limit

Possible failure modes:

1. Verify the fault code is present and active.

A. If the fault code is present and active, continue with step 2.

B. If the fault code is no longer present, return machine to proper operation.

A. If there is no voltage, replace the sensor.

3625-Crank case pressure sensor - voltage below lower limit

Possible failure modes:

1. Verify the fault code is present and active.

A. If the fault code is present and active, continue with step 2.

B. If the fault code is no longer present, return machine to proper operation.

A. If there is no continuity, replace the sensor.

3626-Crank case pressure sensor not plausible

3627-Crank case pressure sensor physical range check (above

3628-Crank case pressure sensor physical range check

3629-Plausibility check for Crank Case pressure sensor at key on

3630-Fuel in Oil refill

3631-Fuel in oil sensor plausibility

3632-Fuel in Oil valve plausibility

3633-Fuel in Oil delayed expected reaction to torque reduction (due

3634-Fuel in Oil delayed refill

3635-Fuel in oil high pressure

3638-Torque limitation due to NTC

3640-Turbine speed sensor

Possible failure modes:

1. Verify the fault code is present and active.

A. If fault code is present and active, continue with step 2.

B. If fault code is no longer present, return unit to proper operation.

B. If no other faults are present, continue with step 3.

A. If 5.0 V is present, leave connector disconnected. Continue with step 4.

B. If greater than 5.0 V, continue with step 5.

A. If there is continuity, replace the turbocharger.

B. If there is no continuity, continue with step 6