ELECTRICAL SYSTEMS - 55

[55.DTC] FAULT CODES - 55.18

2009 - 3599

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 47512812
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 - 55

FAULT CODES - DTC

 Electrical systems - FAULT CODES

2009-Seat switch open circuit

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty seat switch
3. Faulty harness
4. Faulty controller

Solution:

1. 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) to check the seat switches.

Disconnect connector C060 and C062 from the tractor control unit (TCU). Insert a back probe on C060 pin 8, and
back probe C062 pin 16

Measure the resistance with operator seat occupied and unoccupied.

A. If the resistance indicated is not approximately 0.5K Ohms when occupied and approximately 2.0K Ohms with
the seat unoccupied, continue with step.2

B. If the seat switch is okay, return machine to field operation and monitor fault codes.
2. Check for +5 Volts

A. Use back probe to measure the voltage between connector C060 pin 8 and ground. Install C060 back into
tractor control unit (TCU). Turn the ignition switch ON. If the voltage indicated is not approximately 5 Volts,
check power supplies and ground to tractor control unit (TCU). If power and ground are good , replace tractor
control unit (TCU)

B. If the voltage indicated is approximately 5 Volts, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect the tractor control unit (TCU) connector C060 and seat switch con-
nector C642. Check continuity between connector C060 pin 8 and connector C642 pin 5. If an open circuit is
indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open circuit.

A. Check continuity between connector C062 pin 16 and connector C642 pin 6. 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, remove and replace the
seat switches.
Wire harnesses - Electrical schematic frame 55 (55.100.DP-C.20.E.55)
Wire harnesses - Electrical schematic frame 55 (55.100.DP-C.20.E.55)
Wire harnesses - Electrical schematic frame 55 (55.100.DP-C.20.E.55)

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 Electrical systems - FAULT CODES

2010-Seat switch is shorted to the supply voltage B+ or 5 volt

reference
Cause:

Possible failure modes:

1. Faulty connector
2. Faulty seat switch
3. Faulty harness
4. Faulty controller

Solution:

1. Check for supply B+ voltage or 5 V reference voltage on harness.

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) to check harness.

Disconnect connector C060 and C062 from the tractor control unit (TCU). Insert a back probe on C060 pin 8. Turn
the ignition switch ON. Check for voltage between C060 pin 8 and ground.

A. If any voltage is indicated there is a short circuit between seat harness and tractor control unit (TCU). Locate
and repair short in harness.

B. If no voltage indicated, continue to step 2

2. Check for supply B+ voltage or 5 V reference voltage on harness.
Insert a back probe on C062 pin 16. Turn the ignition switch ON. Check for voltage between C062 pin 16 and
ground.

A. If any voltage is indicated there is a short circuit between seat harness and tractor control unit (TCU). Locate
and repair short in harness.

B. If no voltage is indicated, problem may be intermittent, return machine to field operation and monitor fault
codes. If fault code persists replace seat harness.
Wire harnesses - Electrical schematic frame 55 (55.100.DP-C.20.E.55)
Wire harnesses - Electrical schematic frame 55 (55.100.DP-C.20.E.55)
Wire harnesses - Electrical schematic frame 55 (55.100.DP-C.20.E.55)

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 Electrical systems - FAULT CODES

2011-Clutch pot open circuit or short to ground

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty clutch pedal potentiometer
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the clutch pedal potentiometer function using the electronic service tool (EST) system monitor screen.

A. Operate the clutch pedal. If the pedal percentage values and voltage displayed do not change continuously as
pedal is depressed, continue to step 2

B. If the values displayed are okay, while in monitor mode wiggle the harness and the connectors to check for an
intermittent circuit. Values will change if an intermittent circuit is detected, repair or replace as required.
2. Check the clutch pedal potentiometer connector C628 and the tractor control unit (TCU) connector C065.

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, continue to step 3

3. Check the clutch pedal potentiometer.

A. Disconnect connector C628. While operating the clutch pedal, measure the resistance between the component
side of connector:
C628 pin A and C628 pin C should indicate approximately 4.0K Ohms at all pedal positions
C628 pin A and C628 pin B should indicate a steady resistance increase from between approximately 1.3K
Ohms with the pedal released to 3.5 K Ohms with the pedal depressed.
If the resistances indicated are not okay, remove and replace the clutch pedal potentiometer.

B. If the clutch pedal potentiometer is okay, continue to step 4

4. Check for 5 V.

A. Turn the ignition switch ON. Measure the voltage between connectorC628 pin A and ground. If the voltage
indicated is not approximately 5 V, repair or replace the harness as required.

B. If the voltage indicated is approximately 5 V, continue to step 5

5. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect the tractor control unit (TCU) connector C065. Check between con-
nector:
C628 pin B and C065 pin 23
C628 pin C and ground
If an open circuit is indicated, repair or replace the harness as required

B. If an open circuit is not indicated, continue to step 6

6. Check for short to ground.

A. Check between connector C628 pin B and ground

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. If the fault reoccurs, contact ASIST before
removing and replacing the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

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 Electrical systems - FAULT CODES

Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

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 Electrical systems - FAULT CODES

2012-Clutch potentiometer short to 12 volts or short to 5 volt

reference
Cause:

Possible failure modes:

1. Faulty connector
2. Faulty clutch pedal potentiometer
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the clutch pedal potentiometer function using the electronic service tool (EST) system monitor screen.

A. Operate the clutch pedal. If the pedal percentage values and voltage displayed do not change continuously as
pedal is depressed, continue to step 2

B. If the values displayed are okay, while in monitor mode wiggle the harness and the connectors to check for an
intermittent circuit. Values will change if an intermittent circuit is detected, repair or replace as required.
2. Check the clutch pedal potentiometer connector C628 and the tractor control unit (TCU) connector C065.

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, continue to step 3

3. Check the clutch pedal potentiometer.

A. Disconnect connector C628. While operating the clutch pedal, measure the resistance between the component
side of connector:
C628 pin A and C628 pin C should indicate approximately 4.0K Ohms at all pedal positions
C628 pin A and C628 pin B should indicate a steady resistance increase from between approximately 1.3K
Ohms with the pedal released to 3.5 K Ohms with the pedal depressed.
If the resistances indicated are not okay, remove and replace the clutch pedal potentiometer.

B. If the clutch pedal potentiometer is okay, continue to step 4

4. Check for 5 V.

A. Turn the ignition switch ON. Measure the voltage between connectorC628 pin A and ground. If the voltage
indicated is not approximately 5 V, repair or replace the harness as required.

B. If the voltage indicated is approximately 5 V, continue to step 5

5. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect the tractor control unit (TCU) connector C065. Check between con-
nector:
C628 pin B and C065 pin 23
C628 pin C and ground
If an open circuit is indicated, repair or replace the harness as required

B. If an open circuit is not indicated, continue to step 6

6. Check for a short to +Ve voltage. Disconnect connector C628 from clutch potentiometer.

A. Turn the ignition switch ON. Measure the voltage between connector C628 pin B and ground. If a voltage is
indicated, repair or replace the harness as required.

B. If the harness is okay, download the correct level of software. If the fault reoccurs, contact ASIST before
removing and replacing the tractor control unit (TCU).

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 Electrical systems - FAULT CODES

Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

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 Electrical systems - FAULT CODES

2024-All Clutches Not Calibrated

Cause:

Possible failure modes:

1. Transmission not calibrated

2. Faulty tractor control unit (TCU)

Solution:

1. Check if the transmission was calibrated.

A. Perform the transmission calibration procedures, refer to controller configuration and calibration section in this
manual. If the error code reoccurs, download the correct level of software and re-perform the calibration proce-
dures. If the fault reoccurs again, contact ASIST before removing and replacing the tractor control unit (TCU).

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 Electrical systems - FAULT CODES

2037-Bottom of clutch pedal switch open circuit or bottom of clutch

relay stuck open
Cause:

Possible failure modes:

1. Faulty connector
2. Incorrect clutch disconnect switch adjustment
3. Faulty clutch disconnect switch
4. Faulty neutral relay
5. Faulty tractor control unit (TCU)

Solution:

1. Check the clutch disconnect switch connector C626 on center console, just to left of clutch pedal.

A. Ensure the connector is connected, 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 the clutch disconnect switch.

A. Disconnect connector C626. Check between the component side of connector:

C626 pin A and C626 pin B should indicate approximately 4.0 Ωwith the pedal released and an open circuit,
or no continuity with the pedal depressed.

If the switch is not okay, remove and replace the clutch disconnect switch.

B. If the switch is okay, continue to step 3

3. Replace the bottom of clutch neutral relay with a known good relay. Erase fault code and continue operation.

A. Fault code does not return. Troubleshooting is complete.

If the fault code returns

B. If the fault code returns install the original neutral relay and continue to step 4
4. Check for + 12 V.

A. Turn the ignition switch ON. Measure the voltage between C626 pin A and ground. If + 12 V is not indicated,
repair or replace the harness as required.

B. If + 12 V is indicated, continue to step 5

5. Check for an open circuit between switch and neutral relay.

A. Turn the ignition switch OFF. Disconnect bottom of clutch switch connector C626 and remove neutral relay
from base connector.
Check between C626 pin B on harness end and base pin 3

If an open circuit is indicated, repair or replace the harness as required.

B. If the reading shows continuity the harness is okay, continue to step 6

6. Check the neutral relay base ground. Remove relay.

A. Check between C032 base pin 1 and ground.

If an open circuit is indicated, repair or replace the harness as required.

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 Electrical systems - FAULT CODES

B. If the harness is okay, download the correct level of software. If the fault reoccurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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 Electrical systems - FAULT CODES

2047-Clutch pedal bottom of clutch switch misadjusted

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Incorrect clutch disconnect switch adjustment

Solution:

1. Check the clutch disconnect switch adjustment in Transmission control system - Calibrate - Clutch poten-
tiometer calibration (55.024).

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 Electrical systems - FAULT CODES

2048-Bottom of clutch pedal switch or the bottom of clutch relay

are short circuit
Cause:

Possible failure modes:

1. Failed clutch pedal switch, or clutch relay

2. Short to power in harness

Solution:

1. Check the clutch disconnect switch.

A. Disconnect connector C626. Check between the component side of connector:

C626 pin A and C626 pin B should indicate approximately 4.0 Ωwith the pedal released and an open circuit,
or no continuity with the pedal depressed.

If the switch is not okay, remove and replace the clutch disconnect switch.

B. If the switch is okay, continue to step 2

2. Replace the bottom of clutch neutral relay with a known good relay. Erase fault code and continue operation.

A. Fault code does not return. Troubleshooting is complete.

If the fault code returns

B. If the fault code returns install the original neutral relay and continue to step 3
3. Check for supply B+ voltage on harness.
Insert a back probe on tractor control unit (TCU) connector C063 pin 3. Turn the ignition switch ON. Check for
voltage between C063 pin 3 and ground with clutch pedal fully depressed.

A. If any voltage is indicated there is a short circuit between FNRP harness, bottom of clutch harness and tractor
control unit (TCU). Locate and repair short in harness.

B. If no voltage is indicated, problem may be intermittent, return machine to field operation and monitor fault
codes. If fault code persists contact ASIST.
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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 Electrical systems - FAULT CODES

2053-5 volt reference voltage too high

Cause:
The 5 V reference voltage is monitored and is consistently greater than 5.8 V .

Possible failure modes:

1. Short circuit to 8 V or 12 Vpower source.

Solution:

1. 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) to check the 5 Vreference voltage.

Disconnect connector C060 from the tractor control unit (TCU). Insert the back probe at pin 3 (pink wire) and
reconnect C060 to the tractor control unit (TCU)

Turn the tractor key switch to the On position.

Measure the voltage between pin 3 of connector C060 and chassis ground. Expected reading is about 5.0 V.

A. Expected voltage not found. Reading is above 5.8 V. Go to Step 2

B. Expected voltage found. Go to Step 2.

2. Use a multimeter and back probes (OTC 233788) to check the 5 Vreference voltage.

Disconnect connector C060 from the tractor control unit (TCU). Insert the back probe at pin 8 (pink wire) and
reconnect C060 to the tractor control unit (TCU)

Turn the tractor key switch to the On position.

Measure the voltage between pin 8 of connector C060 and chassis ground. Expected reading is about 5.0 V.

A. Expected voltage not found. Reading is above 5.8 V. Go to Step 3

B. Expected voltage found. Go to Step 3.

3. Use a multimeter and back probes (OTC 233788) to check the 5 Vreference voltage.

Disconnect connector C060 from the tractor control unit (TCU). Insert the back probe at pin 9 (pink wire) and
reconnect C060 to the tractor control unit (TCU)

Turn the tractor key switch to the On position.

Measure the voltage between pin 9 of connector C060 and chassis ground. Expected reading is about 5.0 V.

A. Expected voltage not found. Reading is above 5.8 V. If the readings for step 1, 2 and 3 were all above 5.8 V
replace the tractor control unit (TCU).

B. If only one reading was above 5.8 V check the circuits supplied by that reference voltage for short to power.

C. Expected voltage found. Erase all fault codes. Return unit to field operation and monitor for recurring fault
code: there may be an intermittent short to power in C060 circuits..
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)

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 Electrical systems - FAULT CODES

2054-5 volt reference voltage too low

Cause:
The 5 V reference voltage is monitored and is consistently less than 4.2 V .

Possible failure modes:

1. Short circuit to ground or an open circuit.

2. No power or ground to tractor control unit (TCU). Other low voltage fault codes will be recorded on controllers.

Solution:

1. Check for other low 5 Vreference voltage 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

2. Check all the power supplies to the tractor control unit (TCU). Measure the voltage between fuse #4, 47, 48, 49,
50, 51, 54, 55 and 56 and chassis ground. Turn tractor key switch to On position. Expected reading is about 12 V.

A. Expected voltage not found. Replace the bad fuse. Return unit to field operation.

B. Expected voltage found. Go to Step 3.

3. 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) to check the 5 Vreference voltage.

Disconnect connector C060 from the tractor control unit (TCU). Insert the back probe at pin 3 (pink wire) and
reconnect C060 to the tractor control unit (TCU)

Turn the tractor key switch to the On position.

Measure the voltage between pin 3 of connector C060 and chassis ground. Expected reading is about 5.0 V.

A. Expected voltage not found. Reading is below 4.2 V. Go to Step 4

B. Expected voltage found. Go to Step 4.

4. Use a multimeter and back probes (OTC 233788) to check the 5 Vreference voltage.

Disconnect connector C060 from the tractor control unit (TCU). Insert the back probe at pin 8 (pink wire) and
reconnect C060 to the tractor control unit (TCU)

Turn the tractor key switch to the On position.

Measure the voltage between pin 8 of connector C060 and chassis ground. Expected reading is about 5.0 V.

A. Expected voltage not found. Reading is below 4.2 V. Go to Step 5

B. Expected voltage found. Go to Step 5.

5. Use a multimeter and back probes (OTC 233788) to check the 5 Vreference voltage.

Disconnect connector C060 from the tractor control unit (TCU). Insert the back probe at pin 9 (pink wire) and
reconnect C060 to the tractor control unit (TCU)

Turn the tractor key switch to the On position.

Measure the voltage between pin 9 of connector C060 and chassis ground. Expected reading is about 5.0 V.

A. Expected voltage not found. Reading is below 4.2 V. If the readings for all previous checks were all below 4.2
V replace the tractor control unit (TCU).

B. If only one reading was below 4.2 V. test for short to ground.Go to Step 6.

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 Electrical systems - FAULT CODES

C. Expected voltage found. Erase all fault codes. Return unit to field operation and monitor for recurring fault
code: there may be an intermittent short to ground in C060 circuits..
6. Check for a short to ground.

A. Disconnect connector C060. Check between connector C060 pin 3, 8 or 9 and ground. 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. If the fault reoccurs, submit a concern to ASIST.
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)

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 Electrical systems - FAULT CODES

2055-No Signal From Wheel Speed Sensor Wheel speed/output

shaft speed sensor
Cause:

Possible failure modes:

1. Faulty connector
2. Faulty output shaft speed sensor
3. Faulty harness

Solution:

1. Check the output shaft speed sensor connector C515 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check output shaft speed sensor resistance.

A. Disconnect connector C515. Measure the resistance between connector C515 pin A and C515 pin B. If the
resistance is not approximately 2700 - 3300 Ωreplace the output 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.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 2 and connector C515 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for a short to ground.

A. Connect connector C061. Check between connector C515 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 output speed sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2056-5 Volt internal reference voltage too high

Cause:

Possible failure modes:

1. Internal 5.0 Vreference voltage internal failure

Solution:

1. Replace the tractor control unit (TCU).

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 Electrical systems - FAULT CODES

2057-5 Volt internal reference voltage is too low

Cause:

Possible failure modes:

1. Internal 5.0 Vreference voltage internal failure

Solution:

1. Replace the tractor control unit (TCU).

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 Electrical systems - FAULT CODES

2059-Shuttle lever switch disagreement

Cause:

Possible failure modes:

1. Faulty shuttle lever switch

2. Faulty harness
3. Fault controller

Solution:

1. Check the shuttle lever switch.

A. Disconnect the shuttle lever switch connector C630 . With the shuttle lever in neutral, measure the resistance
between the component side of connector:
C630 pin 1 and C630 pin 2 should indicate approximately 2.7K Ohms
C630 pin 1 and C630 pin 3 should indicate approximately 2.7K Ohms
C630 pin 4 and C630 pin 5 should indicate an open circuit.
If the resistances indicated are not okay, remove and replace the shuttle lever switch.

B. If the shuttle lever switch is okay, continue to step 2

2. Check for a short circuit.

A. Check between connector C630 pin 2 and C630 pin 3 . If a short circuit is indicated, repair or replace the
harness as required.

B. If a short circuit is not indicated, continue to step 3

3. Check for a short to +Ve voltage.

A. Turn the ignition switch ON. Measure between connector.

C630 pin 2 and ground
C630 pin 3 and ground
If a voltage 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, remove and replace the
controller.
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2070-Shuttle Lever Forward Switch Voltage Too High

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty shuttle lever forward switch
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the shuttle lever neutral switch.

A. Disconnect the shuttle lever connector C630 under front console. Move the shuttle lever to forward and mea-
sure the resistance between connector C630 pin 2 and C630 pin 1, if the resistance indicated is not approxi-
mately 500 - 600 Ohms, and then in neutral approximately 2500 - 3000 Ohms, remove and replace the shuttle
lever switch.

B. If the shuttle lever neutral switch is okay, continue to step 2

2. Check for a short to + 8 or 12 V. Reconnect the shuttle lever connector C630. Disconnect tractor control unit
(TCU) connector C063. Move the shuttle lever to forward position.

A. Turn the ignition switch ON. Measure the voltage between harness end connector C063 pin 28 and ground. If
the voltage indicated is greater than + 5 V, locate short and repair, or replace harness as required.

B. If the voltage indicated is approximately + 5 V, continue field operation and monitor fault code activity.
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2071-Shuttle lever forward switch is shorted to ground or is open

circuit
Cause:

Possible failure modes:

1. Faulty connector
2. Faulty shuttle lever forward switch
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the shuttle lever forward switch.

A. Disconnect the shuttle lever connector C630, located in steering console. Move the shuttle lever to forward
and measure the resistance between connectorC630 pin 2 and C630 pin 1, if the resistance indicated is not
approximately 500 - 600 Ohms, and then in neutral approximately 2500 - 3000 Ohms, remove and replace
the shuttle lever switch.

B. If the shuttle lever forward switch is okay, continue to step 2

2. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect the tractor control unit (TCU) connector C063. Check between con-
nector C063 pin 28 and C630 pin 2. 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

3. Check for a short to ground.

A. Check between connector C063 pin 28 and ground. 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. If the fault reoccurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2072-Shuttle lever reverse switch - voltage too high

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty shuttle lever reverse switch
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the shuttle lever neutral switch.

A. Disconnect the shuttle lever connector C630 under front console. Move the shuttle lever to reverse and mea-
sure the resistance between connector C630 pin 3 and C630 pin 1, if the resistance indicated is not approxi-
mately 500 - 600 Ohms, and then in neutral approximately 2500 - 3000 Ohms, remove and replace the shuttle
lever switch.

B. If the shuttle lever neutral switch is okay, continue to step 2

2. Check for a short to + 8 or 12 V. Reconnect the shuttle lever connector C630. Disconnect tractor control unit
(TCU) connector C067. Move the shuttle lever to reverse position.

A. Turn the ignition switch ON. Measure the voltage between harness end connector C067 pin 22 and ground. If
the voltage indicated is greater than + 5 V, locate short and repair, or replace harness as required.

B. If the voltage indicated is approximately + 5 V, continue field operation and monitor fault code activity.
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2073-Shuttle Lever Reverse Switch - Short Circuit to Ground or

open circuit
Cause:

Possible failure modes:

1. Faulty connector
2. Faulty shuttle lever reverse switch
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the shuttle lever reverse switch.

A. Disconnect the shuttle lever connector C630, located in front steering console. Move the shuttle lever to re-
verse and measure the resistance between connector C630 pin 3 and C630 pin 1, if the resistance indicated is
not approximately 500 - 600 Ohms, and then in neutral approximately 2500 - 3000 Ohms, remove and replace
the shuttle lever switch.

B. If the shuttle lever reverse switch is okay, continue to step 2

2. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect the tractor control unit (TCU) connector C067. Check between con-
nector C067 pin 22 and C630 pin 3. 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

3. Check for a short to ground.

A. Check between connector C067 pin 22 and ground. 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. If the fault reoccurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2074-FNR not park switch low voltage fault

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty shuttle lever not park switch
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the shuttle lever not park switch.

A. Disconnect the shuttle lever connector C630, located in steering console. Move the shuttle lever to neutral
and then to park and measure the resistance between connector C631 pin 1 and C631 pin 2, if the resistance
indicated is not approximately 500 - 600 Ohms, and then in park approximately 2500 - 3000 Ohms, remove
and replace the shuttle lever switch.

B. If the shuttle lever not park switch is okay, continue to step 2

2. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect the tractor control unit (TCU) connector C067. Check between con-
nector C067 pin 21 and C631 pin 1. 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

3. Check for a short to ground.

A. Check between connector C067 pin 21 and ground. 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. If the fault reoccurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2075-FNR not park switch high voltage

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty shuttle lever not park switch
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the shuttle lever not park switch.

A. Disconnect the shuttle lever connector C631, located in steering console. Move the shuttle lever to neutral
and then to park and measure the resistance between connector C631 pin 1 and C631 pin 2, if the resistance
indicated is not approximately 500 - 600 Ohms, and then in park approximately 2500 - 3000 Ohms, remove
and replace the shuttle lever switch.

B. If the shuttle lever not park switch is okay, continue to step 2

2. Check for a short to power. Disconnect connector C067 from tractor control unit (TCU). Insert a back probe at pin
21, reconnect C067 back into tractor control unit (TCU).

A. Turn the ignition switch to on position. If a short to power is indicated, repair or replace the harness as required.

B. If the harness is okay, download the correct level of software. If the fault reoccurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2110-FNR neutral switch - low voltage

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty momentary shuttle lever
3. Faulty harness
4. Faulty tractor control unit

Solution:

1. Check for other low 5 Vreference voltage 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

2. Locate FNRP connectors C630 and C631 located under steering console, to check the 5 V reference voltage.

Insert the back probe at connector C630 pin 1. Turn the tractor key switch to the On position. Measure the voltage
between pin 1 of connector C630 and chassis ground.
Next, insert the back probe at connector C631 pin 2. Turn the tractor key switch to the On position. Measure the
voltage between pin 2 of connector C631 and chassis ground.

Expected reading is approximately 5.0 V.

A. Expected voltage not found. Reading is below 4.2 V. Locate and repair short circuit between tractor control
unit (TCU) and FNRP

B. If the harness is okay, remove and replace the momentary shuttle lever. If the fault is still present, download
the correct level of software. If the fault re-occurs, remove and replace the controller.
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2111-FNR neutral switch - high voltage

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty momentary shuttle lever
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check for other high 5 Vreference voltage 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

2. Locate FNRP connectors C630 and C631 located under steering console, to check the 5 V reference voltage.

Insert the back probe at connector C630 pin 1. Turn the tractor key switch to the On position. Measure the voltage
between pin 1 of connector C630 and chassis ground.
Next, insert the back probe at connector C631 pin 2. Turn the tractor key switch to the On position. Measure the
voltage between pin 2 of connector C631 and chassis ground.

Expected reading is approximately 5.0 V.

A. Expected voltage not found. Reading is above 5.8 V. Locate and repair short circuit between tractor control
unit (TCU) and FNRP

B. If the harness is okay, remove and replace the momentary shuttle lever. If the fault is still present, download
the correct level of software. If the fault re-occurs, remove and replace the controller.
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 30 (55.100.DP-C.20.E.30)

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 Electrical systems - FAULT CODES

2112-Axle oil pressure switch stuck fault - Axle lube oil

Cause:
The axle lube oil pressure switch has not indicated pressure 2 seconds after start up. The switch should close at 0.55
bar (8 psi)

Possible failure modes:

1. Faulty connector
2. Faulty axle lube pressure switch
3. Faulty harness
4. Low pressure in axle lube hydraulic system
5. Faulty tractor control unit (TCU)

Solution:

1. Check axle lube pressure switch connector C130 and tractor control unit (TCU) connector C067.
The axle lube pressure switch is located inside the left side frame, near the axle lube pressure diagnostic coupler.

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, continue to step 2

2. Check the axle lube system pressure. Install a low pressure gauge at the axle lube pressure diagnostic coupler.
Transmission control lever in Park position, start the engine. The expected reading is greater than 1.0 bar (15 psi)

A. Expected reading is not found. The axle lube pressure is low. See service manual hydraulic system trou-
bleshooting.

B. Expected reading found, continue to step 3

3. Check axle lube pressure switch. Disconnect connector C130. Use a multimeter to check for continuity from pin
1 to pin 2. With the engine Off there should be no continuity, engine running there should be continuity across the
switch terminals.

A. The axle lube pressure switch is not functioning. Replace axle lube pressure switch.

B. The axle lube pressure switch is functioning correctly, continue to step 4

4. Check for an open circuit.

A. Disconnect connector C067 from the tractor control unit (TCU). Check between connector:
C067 pin 17 and C130 pin 1
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for an open ground circuit.

A. Check between connector:

C130 pin 2 and chassis ground.
If an open circuit is indicated, repair or replace the harness as required.

B. An open circuit is not indicated in switch ground circuit. The axle lube pressure switch operation may be in-
termittent. Replace the axle lube pressure switch. If the fault continues after replacing the switch submit a
concern to ASIST.
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

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 Electrical systems - FAULT CODES

2113-Axle oil pressure low fault - Axle lube oil circuit

Cause:
The axle lube oil pressure switch has not indicated pressure 1.5 seconds after start up. The switch should close at
0.55 bar (8 psi)

Possible failure modes:

1. Faulty connector
2. Faulty axle lube pressure switch
3. Faulty harness
4. Low pressure in axle lube hydraulic system
5. Faulty tractor control unit (TCU)

Solution:

1. Check axle lube pressure switch connector C130 and tractor control unit (TCU) connector C067.
The axle lube pressure switch is located inside the left side frame, near the axle lube pressure diagnostic coupler.

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, continue to step 2

2. Check the axle lube system pressure. Install a low pressure gauge at the axle lube pressure diagnostic coupler.
Transmission control lever in Park position, start the engine. The expected reading is greater than 1.0 bar (15 psi)

A. Expected reading is not found. The axle lube pressure is low. See service manual hydraulic system trou-
bleshooting.

B. Expected reading found, continue to step 3

3. Check axle lube pressure switch. Disconnect connector C130. Use a multimeter to check for continuity from pin
1 to pin 2. With the engine Off there should be no continuity, engine running there should be continuity across the
switch terminals.

A. The axle lube pressure switch is not functioning. Replace axle lube pressure switch.

B. The axle lube pressure switch is functioning correctly, continue to step 4

4. Check for an open circuit.

A. Disconnect connector C067 from the tractor control unit (TCU). Check between connector:
C067 pin 17 and C130 pin 1
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for an open ground circuit.

A. Check between connector:

C130 pin 2 and chassis ground.
If an open circuit is indicated, repair or replace the harness as required.

B. An open circuit is not indicated in switch ground circuit. The axle lube pressure switch operation may be in-
termittent. Replace the axle lube pressure switch. If the fault continues after replacing the switch submit a
concern to ASIST.
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

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 Electrical systems - FAULT CODES

2114-Axle oil pressure low critical fault - Axle lube oil circuit
Cause:
The axle lube oil pressure switch has not indicated pressure after start up. The switch should close at 0.55 bar (8 psi)

Possible failure modes:

1. Faulty connector
2. Faulty axle lube pressure switch
3. Faulty harness
4. Low pressure in axle lube hydraulic system
5. Faulty tractor control unit (TCU)

Solution:

1. Check axle lube pressure switch connector C130 and tractor control unit (TCU) connector C067.
The axle lube pressure switch is located inside the left side frame, near the axle lube pressure diagnostic coupler.

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, continue to step 2

2. Check the axle lube system pressure. Install a low pressure gauge at the axle lube pressure diagnostic coupler.
Transmission control lever in Park position, start the engine. The expected reading is greater than 1.0 bar (15 psi)

A. Expected reading is not found. The axle lube pressure is low. See service manual hydraulic system trou-
bleshooting.

B. Expected reading found, continue to step 3

3. Check axle lube pressure switch. Disconnect connector C130. Use a multimeter to check for continuity from pin
1 to pin 2. With the engine Off there should be no continuity, engine running there should be continuity across the
switch terminals.

A. The axle lube pressure switch is not functioning. Replace axle lube pressure switch.

B. The axle lube pressure switch is functioning correctly, continue to step 4

4. Check for an open circuit.

A. Disconnect connector C067 from the tractor control unit (TCU). Check between connector:
C067 pin 17 and C130 pin 1
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for an open ground circuit.

A. Check between connector:

C130 pin 2 and chassis ground.
If an open circuit is indicated, repair or replace the harness as required.

B. An open circuit is not indicated in switch ground circuit. The axle lube pressure switch operation may be in-
termittent. Replace the axle lube pressure switch. If the fault continues after replacing the switch submit a
concern to ASIST.
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

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 Electrical systems - FAULT CODES

2158-System pressure critically low

Cause:

Possible failure modes:

1. Faulty transmission pressure transducer

2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Shutdown engine. Erase fault code 2158. Restart engine.

A. Fault code 2158 did not return, return unit to field operation.

B. If fault code 2158 returned, go to step2

2. Check for any other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, first check transmission fluid level then pressure test the transmission. For
further information, refer to transmission pressure test in this repair manual.

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 Electrical systems - FAULT CODES

2159-System pressure transducer circuit is open

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty transmission pressure sensor
3. Faulty harness

Solution:

1. Check the transmission pressure sensor connector C517 and the tractor control unit (TCU) connector C065.

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, continue to step 2

2. Check for + 5 Volts ref voltage.

A. Disconnect connector C517. Turn the ignition switch ON. Measure the voltage between connector C517 pin B
and ground. If + 5 Volts is not indicated, repair or replace the harness as required.

B. If + 5 Volts is indicated, continue to step 3

3. Check for an open ground circuit.

A. Check between connector C517 pin A and ground. If an open circuit is indicated, repair or replace the harness
as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect connector C065. Check between connector C065 pin 14 and con-
nector C517 pin C. If an open circuit is indicated, repair or replace the harness as required.

B. If the harness is okay, remove and replace the transmission pressure sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2160-System pressure transducer circuit is shorted to the 5 volt

reference or B+
Cause:

Possible failure modes:

1. Faulty connector
2. Faulty transmission pressure sensor
3. Faulty harness

Solution:

1. Check the transmission pressure sensor connector C517 and the tractor control unit (TCU) connector C065.

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, continue to step 2

2. Check for + 5 Volts ref voltage.

A. Disconnect connector C517. Turn the ignition switch ON. Measure the voltage between connector C517 pin B
and ground. If + 5 Volts is not indicated, repair or replace the harness as required.

B. If + 5 Volts is indicated, continue to step 3

3. Check for an open ground circuit.

A. Check between connector C517 pin A and ground. If an open circuit is indicated, repair or replace the harness
as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect connector C065. Check between connector C065 pin 14 and con-
nector C517 pin C. If an open circuit is indicated, repair or replace the harness as required.

B. If the harness is okay, go to step 5

5. Check for a short circuit to power.

A. Turn the ignition switch OFF. Disconnect connector C065. Back probe C065 pin 14. Turn ignition switch to ON
position. If a short to +5 volts or B+ power is indicated, repair or replace the harness as required.

B. If the harness is okay, remove and replace the transmission pressure sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2308-Reverse not allowed

Context:
Reverse cannot be selected from 8th gear or higher.

Cause:

Possible failure modes:

1. Reverse selected from 8th gear or higher.

Solution:

1. Cycle the transmission shuttle lever, or cycle clutch pedal and wait 10 seconds.

A. Transmission is now functioning properly.

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 Electrical systems - FAULT CODES

2326-Engine RPM speed sensor is high

Cause:

Possible failure modes:

1. The RPM signal from input shaft/1st shaft is high.

Solution:

1. If operating in downhill conditions select lower gear.

A. Self clearing once engine RPM is decreased.

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 Electrical systems - FAULT CODES

2327-No engine RPM shaft speed sensor signal

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty output shaft speed sensor
3. Faulty harness

Solution:

1. Check the input shaft speed sensor connector C513 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check input shaft speed sensor resistance.

A. Disconnect connector C513. Measure the resistance between connector C513 pin A and C513 pin B. If the
resistance is not approximately 2700 - 3300 Ωreplace the output 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 C513 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 3 and connector C513 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for a short to ground.

A. Connect connector C061. Check between connector C513 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 input speed sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2330-Transmission output RPM too high for the selected gear

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:
Controller has determined the transmission output speed is too high for selected gear.

Possible failure modes:

1. Tractor was in over speed condition, such as running down hill with load.

Solution:

1.
A. Check for fault code 2326. Follow troubleshooting for fault code 2326.

B. No fault code 2326. This error code will self clear when the speed is correct for the gear selected.

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 Electrical systems - FAULT CODES

2331-Clutch Slipping fault

Context:
Output speed too low for the gear selected.

Cause:

Possible failure modes:

1. Faulty clutch or transmission control solenoid

2. Faulty hydraulic circuit
3. Faulty speed sensor
4. Mechanical fault

Solution:

1. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 2

2. Check if the transmission clutches are slipping.

A. Operate the tractor in all gears. If there is any abnormal noise or clutch slipping, identify the slipping clutch and
continue to step 3

B. If there is no clutch slipping, remove and replace the speed sensor.

3. Check the identified faulty clutch solenoid connector.

A. Ensure the connector is connected, 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 4

4. Check for other transmission related error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, pressure test the transmission. See Powershift transmission - Pressure
test -Initial test (21.113).

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 Electrical systems - FAULT CODES

2342-1F clutch solenoid open circuit or short to ground

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 1F solenoid connector C501, tractor control unit (TCU) connector C064 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 1F solenoid.

A. Disconnect connector C501 . 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 clutch 1F solenoid.

B. If clutch 1F solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C064 from the tractor control unit (TCU). Check between connector:
C501 pin 1 and C064 pin 19
C501 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C501 pin 1 and C501 pin 2
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 a short to ground.

A. Check between connector:

C501 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2343-1M clutch solenoid open circuit or short to ground

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 1M solenoid connector C502, tractor control unit (TCU) connector C060 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 1M solenoid.

A. Disconnect connector C502 . 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 clutch 1M solenoid.

B. If clutch 1M solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C060 from the tractor control unit (TCU). Check between connector:
C502 pin 1 and C060 pin 25
C501 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C502 pin 1 and C502 pin 2
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 a short to ground.

A. Check between connector:

C502 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2344-1R clutch solenoid open circuit or short to ground

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 1R solenoid connector C503, tractor control unit (TCU) connector C065 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 1R solenoid.

A. Disconnect connector C503 . 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 clutch 1R solenoid.

B. If clutch 1R solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C065 from the tractor control unit (TCU). Check between connector:
C503 pin 1 and C065 pin 4
C503 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C503 pin 1 and C503 pin 2
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 a short to ground.

A. Check between connector:

C503 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2345-2F clutch solenoid open circuit or short to ground

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 2F solenoid connector C504, tractor control unit (TCU) connector C060 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 2F solenoid.

A. Disconnect connector C504 . 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 clutch 2F solenoid.

B. If clutch 2F solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C060 from the tractor control unit (TCU). Check between connector:
C504 pin 1 and C060 pin 23
C504 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C504 pin 1 and C504 pin 2
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 a short to ground.

A. Check between connector:

C504 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2346-2R clutch solenoid open circuit or short to ground

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 2R solenoid connector C505, tractor control unit (TCU) connector C064 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 2R solenoid.

A. Disconnect connector C505 . 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 clutch 2R solenoid.

B. If clutch 2R solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C064 from the tractor control unit (TCU). Check between connector:
C505 pin 1 and C064 pin 6
C505 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C505 pin 1 and C505 pin 2
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 a short to ground.

A. Check between connector:

C505 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2347-4F clutch solenoid open circuit or short to ground

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 4F solenoid connector C507, tractor control unit (TCU) connector C064 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 4F solenoid.

A. Disconnect connector C507 . 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 clutch 4F solenoid.

B. If clutch 4F solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C064 from the tractor control unit (TCU). Check between connector:
C507 pin 1 and C064 pin 5
C507 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C507 pin 1 and C507 pin 2
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 a short to ground.

A. Check between connector:

C507 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2348-4R clutch solenoid open circuit or short to ground

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 4R solenoid connector C508, tractor control unit (TCU) connector C065 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 4R solenoid.

A. Disconnect connector C508 . 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 clutch 4R solenoid.

B. If clutch 4R solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C065 from the tractor control unit (TCU). Check between connector:
C508 pin 1 and C065 pin 2
C508 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C508 pin 1 and C508 pin 2
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 a short to ground.

A. Check between connector:

C508 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2349-5F clutch solenoid open circuit or short to ground

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 5F solenoid connector C510, tractor control unit (TCU) connector C066 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 5F solenoid.

A. Disconnect connector C510 . 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 clutch 5F solenoid.

B. If clutch 5F solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C066 from the tractor control unit (TCU). Check between connector:
C510 pin 1 and C066 pin 7
C510 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C510 pin 1 and C510 pin 2
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 a short to ground.

A. Check between connector:

C510 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2350-5R clutch solenoid open circuit or short to ground

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 5R solenoid connector C511, tractor control unit (TCU) connector C066 and cab bulkhead connector
C005.

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, continue to step 2

2. Check the clutch 5R solenoid.

A. Disconnect connector C511 . 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 clutch 5R solenoid.

B. If clutch 5R solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C066 from the tractor control unit (TCU). Check between connector:
C511 pin 1 and C066 pin 13
C511 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C511 pin 1 and C511 pin 2
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 a short to ground.

A. Check between connector:

C511 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2351-1F clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
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

2. 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 3

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 clutch 1F solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 1F solenoid connector C501. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 1F solenoid.

B. If clutch 1F solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractor control unit (TCU) connector C064. Turn the ignition switch ON. Measure the voltage
between connector:
C064 pin 19 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2352-1M clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
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

2. 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 3

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 clutch 1M solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 1M solenoid connector C502. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 1M solenoid.

B. If clutch 1M solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractor control unit (TCU) connector C060. Turn the ignition switch ON. Measure the voltage
between connector:
C060 pin 25 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2353-1R clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
3. Faulty solenoid
4. Faulty harness
5. Faulty tractot 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

2. 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 3

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 clutch 1R solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 1R solenoid connector C503. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 1R solenoid.

B. If clutch 1R solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractot control unit (TCU) connector C066. Turn the ignition switch ON. Measure the voltage
between connector:
C066 pin 13 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2354-2F clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
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

2. 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 3

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 clutch 2F solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 2F solenoid connector C504. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 2F solenoid.

B. If clutch 2F solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractor control unit (TCU) connector C060. Turn the ignition switch ON. Measure the voltage
between connector:
C060 pin 23 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2355-2R clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
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

2. 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 3

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 clutch 2R solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 2R solenoid connector C505. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 2R solenoid.

B. If clutch 2R solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractor control unit (TCU) connector C064. Turn the ignition switch ON. Measure the voltage
between connector:
C064 pin 6 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2356-4F clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
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

2. 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 3

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 clutch 4F solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 4F solenoid connector C507. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 4F solenoid.

B. If clutch 4F solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractor control unit (TCU) connector C064. Turn the ignition switch ON. Measure the voltage
between connector:
C064 pin 5 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2357-4R clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
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

2. 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 3

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 clutch 4R solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 4R solenoid connector C508. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 4R solenoid.

B. If clutch 4R solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractor control unit (TCU) connector C065. Turn the ignition switch ON. Measure the voltage
between connector:
C065 pin 2 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2358-5F clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
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

2. 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 3

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 clutch 5F solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 5F solenoid connector C510. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 5F solenoid.

B. If clutch 5F solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractor control unit (TCU) connector C066. Turn the ignition switch ON. Measure the voltage
between connector:
C066 pin 7 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2359-5R clutch solenoid is shorted to +12 volts while driver off

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. External power supply connected

2. Faulty charging system
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

2. 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 3

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 clutch 1M solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 1M solenoid connector C502. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 1M solenoid.

B. If clutch 1M solenoid is okay, continue to step 5

5. Check for +12 volts.

A. Disconnect the tractor control unit (TCU) connector C066. Turn the ignition switch ON. Measure the voltage
between connector:
C066 pin 13 and ground
If a short to power is indicated, repair or replace the harness as required.

B. If a voltage is not indicated, download the correct level of software. If the fault re-occurs, remove and replace
the tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2363-1M clutch not calibrated

Context:
Poor clutch performance of the uncalibrated clutch.

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 1M solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 1M solenoid connector C502. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 1M solenoid.

B. If clutch 1M solenoid is okay, continue to step 4

4. Check the 1M clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 1M solenoid. Refer to transmission powershift valve disassembly
in service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2364-1F clutch not calibrated

Context:
Poor clutch performance of the uncalibrated clutch.

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 1F solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 1F solenoid connector C501. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 1F solenoid.

B. If clutch 1F solenoid is okay, continue to step 4

4. Check the 1F clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 1F solenoid. Refer to transmission powershift valve disassembly in
service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2365-1R clutch not calibrated

Context:
Poor clutch performance of the uncalibrated clutch.

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 1R solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 1R solenoid connector C503. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 1R solenoid.

B. If clutch 1R solenoid is okay, continue to step 4

4. Check the 1R clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 1R solenoid. Refer to transmission powershift valve disassembly in
service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2366-2F clutch not calibrated

Context:
Poor clutch performance of the uncalibrated clutch.

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 2F solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 2F solenoid connector C504. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 2F solenoid.

B. If clutch 2F solenoid is okay, continue to step 4

4. Check the 2F clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 2F solenoid. Refer to transmission powershift valve disassembly in
service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2367-2R clutch not calibrated

Context:
Poor clutch performance of the uncalibrated clutch.

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 2R solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 2R solenoid connector C505. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 2R solenoid.

B. If clutch 2R solenoid is okay, continue to step 4

4. Check the 2R clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 2R solenoid. Refer to transmission powershift valve disassembly in
service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2368-4F clutch not calibrated

Context:
Poor clutch performance of the uncalibrated clutch.

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 4F solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 4F solenoid connector C507. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 4F solenoid.

B. If clutch 4F solenoid is okay, continue to step 4

4. Check the 4F clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 4F solenoid. Refer to transmission powershift valve disassembly in
service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2369-4R clutch not calibrated

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 4R solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 4R solenoid connector C508. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 4R solenoid.

B. If clutch 4R solenoid is okay, continue to step 4

4. Check the 4R clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 4R solenoid. Refer to transmission powershift valve disassembly in
service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2370-5F clutch not calibrated

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 5F solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 5F solenoid connector C510. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 5F solenoid.

B. If clutch 5F solenoid is okay, continue to step 4

4. Check the 5F clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 5F solenoid. Refer to transmission powershift valve disassembly in
service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2371-5R clutch not calibrated

Context:
Poor clutch performance of the uncalibrated clutch.

Cause:

Possible failure modes:

1. Faulty solenoid
2. Faulty hydraulic circuit
3. Mechanical fault

Solution:

1. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, continue to step 2

2. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 3

3. Check clutch 5R solenoid.

A. Turn the ignition switch OFF. Disconnect clutch 5R solenoid connector C511. Measure the resistance between
the solenoid terminal 1 and terminal 2. If the resistance indicated is not between 8 - 11 Ohms, remove and
replace clutch 5R solenoid.

B. If clutch 5R solenoid is okay, continue to step 4

4. Check the 5R clutch pack pressure. Refer to Powershift transmission - Pressure test - Transmission clutch
test (21.113)

A. Clutch pressure is good. Submit a concern to ASIST.

B. If clutch pressure is low, continue to step 5

5. Thoroughly clean the area surrounding clutch 5R solenoid. Refer to transmission powershift valve disassembly in
service manual.

A. Remove the solenoid valve assembly, check seals and replace as required. Check the solenoid valve operation
on bench top. Repair or replace as required.

B. If the error code is still displayed, submit a concern to ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2372-Engine stall - shift to neutral

Cause:
Controller has determined engine speed is below 600 RPM

Possible failure modes:

1. Engine stalling

Solution:

1.
A. Reduce engine load. Fault code stored as information only.

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 Electrical systems - FAULT CODES

2379-Shaft 3 speed sensor fault

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty 3rd shaft speed sensor
3. Faulty harness

Solution:

1. Check the 3rd shaft speed sensor connector C508 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 3rd shaft speed sensor resistance.

A. Disconnect connector C506. Measure the resistance between connector C506 pin A and C506 pin B. If the
resistance is not approximately 2700 - 3300 Ωreplace the 3rd 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 C506 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 11 and connector C506 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for a short to ground.

A. Connect connector C061. Check between connector C506 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 input speed sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2380-No shaft 3 speed sensor fault

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty 3rd shaft speed sensor
3. Faulty harness

Solution:

1. Check the 3rd shaft speed sensor connector C506 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 3rd shaft speed sensor resistance.

A. Disconnect connector C506. Measure the resistance between connector C506 pin A and C506 pin B. If the
resistance is not approximately 2700 - 3300 Ωreplace the 3rd 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 C506 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 11 and connector C506 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for a short to ground.

A. Connect connector C061. Check between connector C506 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 input speed sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2381-5th shaft speed sensor open circuit of short to battery + -

Output shaft speed sensor
Cause:
Engine speed and transmission shaft 5 speed are zero and the voltage at the speed shaft sensor is greater than 4.5
V for 0.3 seconds.

Possible failure modes:

1. Faulty connector
2. Faulty speed sensor
3. Faulty harness

Solution:

1. Check the 5th shaft (output) speed sensor connector C515 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 5th shaft (output) speed sensor resistance.

A. Disconnect connector C515 . Measure the resistance between connector pin A and pin B. If the resistance is
not approximately 2700 - 3300 Ωreplace the 5th shaft (output) speed sensor.

B. If the resistance indicated is okay, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 2 and connector C515 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. 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.

B. If an open circuit is not indicated, continue to step 5

5. Check for a short to power. Ignition switch in On position.

A. Check between harness end of connector C061 pin 2 and ground. If a short to power is indicated (greater than
4.5 V , 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 5th shaft (output) speed sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2382-5th shaft speed sensor short to ground

Cause:
If the sensor voltage is less than 0.5 V for 0.3 seconds.

Possible failure modes:

1. Faulty connector
2. Faulty 5th shaft (output) speed sensor
3. Faulty harness

Solution:

1. Check the 5th shaft (output) speed sensor connector C515 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 5th shaft (output) speed sensor resistance.

A. Disconnect connector C515 . Measure the resistance between connector pin A and pin B. If the resistance is
not approximately 2700 - 3300 Ωreplace the 5th shaft (output) speed sensor.

B. If the resistance indicated is okay, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 2 and connector C515 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short to ground.

A. Connect connector C061. Check between connector C515 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, continue to step 5

5. 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.

B. If an open circuit is not indicated, return machine to field operation and monitor fault codes. If the same fault
code returns, replace output speed sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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2383-4th shaft speed sensor open circuit of short to battery +

Cause:
Engine speed and transmission shaft 4 speed are zero and the voltage at the speed shaft sensor is greater than 4.5
V for 0.3 seconds.

Possible failure modes:

1. Faulty connector
2. Faulty speed sensor
3. Faulty harness

Solution:

1. Check the 4th shaft speed sensor connector C509 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 4th shaft speed sensor resistance.

A. Disconnect connector C509. Measure the resistance between connector pin A and pin B. If the resistance is
not approximately 2700 - 3300 Ωreplace the 4th shaft speed sensor.

B. If the resistance indicated is okay, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 19 and connector C509 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open ground circuit.

A. Check between harness end of connector C509 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for a short to power. Ignition switch in On position.

A. Check between harness end of connector C061 pin 19 and ground. If a short to power is indicated (greater
than 4.5 V , 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 4th shaft speed sensor.

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 Electrical systems - FAULT CODES

2384-4th shaft speed sensor short to ground

Cause:
If the sensor voltage is less than 0.5 V for 0.3 seconds.

Possible failure modes:

1. Faulty connector
2. Faulty 4th shaft speed sensor
3. Faulty harness

Solution:

1. Check the 4th shaft speed sensor connector C509 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 4th shaft speed sensor resistance.

A. Disconnect connector C509. Measure the resistance between connector pin A and pin B. If the resistance is
not approximately 2700 - 3300 Ωreplace the 4th shaft speed sensor.

B. If the resistance indicated is okay, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 19 and connector C509 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short to ground.

A. Connect connector C061. Check between connector C509 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, continue to step 5

5. Check for an open ground circuit.

A. Check between harness end of connector C509 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, return machine to field operation and monitor fault codes. If the same fault
code returns, replace 4th shaft speed sensor.

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 Electrical systems - FAULT CODES

2385-3rd shaft speed sensor open circuit of short to battery +

Cause:
Engine speed and transmission shaft 3 speed are zero and the voltage at the speed shaft sensor is greater than 4.5
V for 0.3 seconds.

Possible failure modes:

1. Faulty connector
2. Faulty speed sensor
3. Faulty harness

Solution:

1. Check the 3rd shaft speed sensor connector C506 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 3rd shaft speed sensor resistance.

A. Disconnect connector C506. Measure the resistance between connector pin A and pin B. If the resistance is
not approximately 2700 - 3300 Ωreplace the 3rd shaft speed sensor.

B. If the resistance indicated is okay, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 11 and connector C506 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open ground circuit.

A. Check between harness end of connector C506 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for a short to power. Ignition switch in On position.

A. Check between harness end of connector C061 pin 11 and ground. If a short to power is indicated (greater
than 4.5 V , 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 3rd shaft speed sensor.

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 Electrical systems - FAULT CODES

2386-3rd shaft speed sensor short to ground

Cause:
If the sensor voltage is less than 0.5 V for 0.3 seconds.

Possible failure modes:

1. Faulty connector
2. Faulty 3rd shaft speed sensor
3. Faulty harness

Solution:

1. Check the 3rd shaft speed sensor connector C506 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 3rd shaft speed sensor resistance.

A. Disconnect connector C506. Measure the resistance between connector pin A and pin B. If the resistance is
not approximately 2700 - 3300 Ωreplace the 3rd shaft speed sensor.

B. If the resistance indicated is okay, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 11 and connector C506 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short to ground.

A. Connect connector C061. Check between connector C506 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, continue to step 5

5. Check for an open ground circuit.

A. Check between harness end of connector C506 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, return machine to field operation and monitor fault codes. If the same fault
code returns, replace 3rd shaft speed sensor.

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2387-1st shaft speed sensor open circuit of short to battery +

Cause:
Engine speed and transmission shaft 1 (input) speed are zero and the voltage at the speed shaft sensor is greater
than 4.5 V for 0.3 seconds.

Possible failure modes:

1. Faulty connector
2. Faulty speed sensor
3. Faulty harness

Solution:

1. Check the 1st shaft (input) speed sensor connector C513 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 1st shaft (input) speed sensor resistance.

A. Disconnect connector C513. Measure the resistance between connector pin A and pin B. If the resistance is
not approximately 2700 - 3300 Ωreplace the 1st shaft (input) speed sensor.

B. If the resistance indicated is okay, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 3 and connector C513 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for an open ground circuit.

A. Check between harness end of connector C513 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, continue to step 5

5. Check for a short to power. Ignition switch in On position.

A. Check between harness end of connector C061 pin 3 and ground. If a short to power is indicated (greater than
4.5 V , 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 1st shaft (input) speed sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2388-1st shaft speed sensor short to ground - Input shaft speed

sensor
Cause:
If the sensor voltage is less than 0.5 V for 0.3 seconds.

Possible failure modes:

1. Faulty connector
2. Faulty 1st shaft (input) speed sensor
3. Faulty harness

Solution:

1. Check the 1st shaft (input) speed sensor connector C513 and the tractor control unit (TCU) connector C061.

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, continue to step 2

2. Check 1st shaft (input) speed sensor resistance.

A. Disconnect connector C513. Measure the resistance between connector pin A and pin B. If the resistance is
not approximately 2700 - 3300 Ωreplace the 1st shaft (input) speed sensor.

B. If the resistance indicated is okay, continue to step 3

3. Check for an open circuit.

A. Turn the ignition switch OFF. Disconnect tractor control unit (TCU) connector C061. Check between connector
C061 pin 3 and connector C513 pin A. If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short to ground.

A. Connect connector C061. Check between connector C513 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, continue to step 5

5. Check for an open ground circuit.

A. Check between harness end of connector C513 pin B and ground. If an open circuit is indicated, repair or
replace the harness as required.

B. If an open circuit is not indicated, return machine to field operation and monitor fault codes. If the same fault
code returns, replace 1st shaft (input) speed sensor.
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2509-Battery voltage too low for clutch solenoids

Cause:

Possible failure modes:

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.

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 Electrical systems - FAULT CODES

2576-The 4F Clutch Lube Solenoid Driver has detected an open

or short circuit condition
NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check clutch 4F lube solenoid connector C514, tractor control unit (TCU) connector C062 and cab bulkhead con-
nector C005.

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, continue to step 2

2. Check the clutch 4F lube solenoid.

A. Disconnect connector C514 . 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 clutch 4F lube solenoid.

B. If clutch 4F lube solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C062 from the tractor control unit (TCU). Check between connector:
C514 pin 1 and C062 pin 5
C514 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C514 pin 1 and C514 pin 2
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 a short to ground.

A. Check between connector:

C514 pin 1 and ground
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. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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 Electrical systems - FAULT CODES

2577-Model outside range of control system

Cause:

Possible failure modes:

1. Instrument cluster (ICU) configuration error

Solution:

1. Perform the configuration procedure for ICU/transmission. Refer to controller configuration and calibration section
in this manual.

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 Electrical systems - FAULT CODES

2578-Model received does not match controller

Cause:

Possible failure modes:

1. Instrument cluster (ICU) configuration error

Solution:

1. Perform the configuration procedure for ICU/transmission. Refer to controller configuration and calibration section
in this manual.

A. If the error code is still displayed, continue to step 2

2. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, contact ASIST.

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 Electrical systems - FAULT CODES

2601-12VF1 voltage supply is low

Cause:
Voltage is below 0.5 V for 400 milliseconds.

Possible failure modes:

1. Blown fuse
2. Faulty connector

Solution:

1. Check fuse numbers 4, 47, 48, 49, 51, 54, 55 and 56.

A. Fuse is blown, replace fuse.

B. Fuses are good. Examine all the tractor control unit (TCU) connectors. Make sure the connectors are properly
connected and not damaged. Check wiring harness for damage.
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)

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 Electrical systems - FAULT CODES

2602-12VT1 voltage supply is low

Cause:
Voltage is below 0.5 V for 400 milliseconds.

Possible failure modes:

1. Blown fuse
2. Faulty connector

Solution:

1. Check fuse numbers 4, 47, 48, 49, 51, 54, 55 and 56.

A. Fuse is blown, replace fuse.

B. Fuses are good. Examine all the tractor control unit (TCU) connectors. Make sure the connectors are properly
connected and not damaged. Check wiring harness for damage.
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)

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 Electrical systems - FAULT CODES

2603-12VF2 voltage supply is low

Cause:
Voltage is below 0.5 V for 400 milliseconds.

Possible failure modes:

1. Blown fuse
2. Faulty connector

Solution:

1. Check fuse numbers 4, 47, 48, 49, 51, 54, 55 and 56.

A. Fuse is blown, replace fuse.

B. Fuses are good. Examine all the tractor control unit (TCU) connectors. Make sure the connectors are properly
connected and not damaged. Check wiring harness for damage.
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)

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 Electrical systems - FAULT CODES

2604-12VH voltage supply is low

Cause:
Voltage is below 0.5 V for 400 milliseconds.

Possible failure modes:

1. Blown fuse
2. Faulty connector

Solution:

1. Check fuse numbers 4, 47, 48, 49, 51, 54, 55 and 56.

A. Fuse is blown, replace fuse.

B. Fuses are good. Examine all the tractor control unit (TCU) connectors. Make sure the connectors are properly
connected and not damaged. Check wiring harness for damage.
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)

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 Electrical systems - FAULT CODES

2605-12VS1 voltage supply is low

Cause:
Voltage is below 0.5 V for 400 milliseconds.

Possible failure modes:

1. Blown fuse
2. Faulty connector

Solution:

1. Check fuse numbers 4, 47, 48, 49, 51, 54, 55 and 56.

A. Fuse is blown, replace fuse.

B. Fuses are good. Examine all the tractor control unit (TCU) connectors. Make sure the connectors are properly
connected and not damaged. Check wiring harness for damage.
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)
Wire harnesses - Electrical schematic frame 25 (55.100.DP-C.20.E.25)

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 Electrical systems - FAULT CODES

2807-Transmission output RPM over speed

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:
Controller has determined the transmission output speed is high.

Possible failure modes:

1. Tractor was in over speed condition, such as running down hill with load.

Solution:

1.
A. Check for fault code 2326. Follow troubleshooting for fault code 2326.

B. No fault code 2326. This error code will self clear when the speed is corrected.

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 Electrical systems - FAULT CODES

2808-Operator attempted a shuttle while out of the seat

Context:
An operator moves the shuttle control while out of the operator seat. The shuttle request is not performed. When the
operator sits down, shuttle actions can be performed again.

Cause:
Operator commands shuttle while the seat switch is open.

Possible failure modes:

1. Operator commands shuttle while the seat switch is open.

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 Electrical systems - FAULT CODES

2811-Transmission oil temperature hot

Cause:
The transmission oil temperature was above 122 °C (251.6 °F) for 2 seconds.

Possible failure modes:

1. Air flow through radiator/oil cooler is blocked.

2. Low coolant level.

Solution:

1. Clear all debris from the radiator/oil cooler intake. Check the coolant level.

A. Fault code re-diplays. Refer to appropriate repair manual for cooling system and fan diagnostics.

B. Fault code does not re-display. Return unit to field operation.

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 Electrical systems - FAULT CODES

2812-Transmission oil temperature sensor short to B+ or open

circuit
Cause:
Open circuit or short to power on the transmission oil temperature sense line.

Possible failure modes:

1. Faulty connector
2. Faulty oil temperature sensor
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the transmission oil temperature sensor connector C142 and tractor control unit (TCU) connector C062.

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, continue to step 2

2. Check the temperature sensor.

A. Disconnect connector C142. Measure the resistance between the component side of connector:
If the resistance indicated is not between 4000 Ohms - 6000 Ohms at 25 °C, remove and replace the temper-
ature sensor.

B. If the temperature sensor is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C062. Check between connector:

C142 pin 1 and C062 pin 10
C142 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated continue to step 4

4. Check for a short to +Ve voltage.

A. Turn the ignition switch ON. Measure the voltage between connector C062 pin 10 and ground. If a voltage
indicated is greater than 5.0 V there is a short , repair or replace the harness as required.

B. If the harness is okay, download the correct level of software. If the fault reoccurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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 Electrical systems - FAULT CODES

2813-Transmission oil temperature sensor short to ground

Cause:
Open circuit or short to power on the transmission oil temperature sense line.

Possible failure modes:

1. Faulty connector
2. Faulty oil temperature sensor
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the transmission oil temperature sensor connector C142 and tractor control unit (TCU) connector C062.

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, continue to step 2

2. Check the temperature sensor.

A. Disconnect connector C142. Measure the resistance between the component side of connector:
If the resistance indicated is not between 460 Ohms - 540 Ohms at 25 °C, remove and replace the temperature
sensor.

B. If the temperature sensor is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C062. Check between connector:

C142 pin 1 and C062 pin 10
C142 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated continue to step 4

4. Check for a short to ground.

A. Turn the ignition switch OFF. Check for continuity between connector C062 pin 10 and ground. If continuity is
indicated, repair or replace the harness as required.

B. If the harness is okay, download the correct level of software. If the fault reoccurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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 Electrical systems - FAULT CODES

2814-Integrated Control Panel off line

Cause:

Possible failure modes:

1. Controller communication error

Solution:

1. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 2

2. Perform the transmission calibration procedure. Refer to controller configuration and calibration section in this
manual.

A. If the error code is still displayed, contact ASIST.

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2817-Governor is offline CAN bus

Cause:

Possible failure modes:

1. Controller communication error

Solution:

1. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 2

2. Check the input shaft speed sensor connector C513 and the tractor control unit (TCU) connectors C061 and C063.

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, continue to step 3

3. Check alternator connector C177 pin 1 and instrument cluster (ICU) connector C051T at rear of ICU.

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, contact ASIST.

Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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2818-Communication lost with the Armrest Control Module (ACM)

Cause:

Possible failure modes:

1. Controller communication error

Solution:

1. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 2

2. Check the armrest controller connector C054. To access the armrest connector C054 go to Electronic module
Armrest control unit (ARU) - Service instruction (55.640)

A. Ensure the connector is 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, contact ASIST before replacing the armrest controller.

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2819-Communication lost with the Instrumentation Controller Unit

(ICU)
Cause:

Possible failure modes:

1. Controller communication error

Solution:

1. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 2

2. Check the instrument cluster (ICU) connectors C053 and C051T on the back of ICU.

A. Ensure the connector is 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, contact ASIST before replacing the instrument cluster (ICU).

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2821-Transmission system pressure low

Cause:
The following conditions persist for 30 seconds: System pressure is less than 19.3 bar (280 psi) and the engine RPM
is greater than 1400 RPM..

Possible failure modes:

1. Low transmission regulated pressure.

2. Pressure sensor failed.
3. Pressure sensor wiring problem.

Solution:

1. Check the transmission pressure with the instrument cluster display. Scroll through using up or down arrow keys
to display transmission pressure.

With the tractor in park, slowly move the throttle lever from low idle to high idle position and then back down. The
pressure should be from 0.7 - 2.1 bar (10 - 30 psi) higher in high idle than in low idle. Transmission pressure
should be greater than 19.3 bar (280 psi) .

A. If the pressure does not change with throttle movement or the displayed pressure is questionable, go to Step 2.

B. If the transmission pressure is lower than 1931 kPa (280 psi) see service information on lube/regulator valve,
go to Step 7.

C. If the pressure changes with throttle movement and the pressure appears correct, erase fault code and return
to field operation.
2. Check the transmission system pressure sensor connector C517 and the tractor control unit (TCU) connectors
C065, C060 and C062. The transmission system pressure sensor is located in lube regulator valve at front of
transmission.

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, continue to step 3

3. Check power to the transmission system pressure sensor.

Turn the key switch to the On position. Measure voltage at the harness end of connector C517 between pin B and
chassis ground. Expected reading is 5.0 V.

A. Expected reading found. Go to Step 4.

B. Expected reading not found. Locate and repair the open circuit in wire 451 between pin B on the sensor and
pin 8 on connector C060 at the tractor control unit (TCU). Clear all fault codes, and return unit to field operation.
4. Check ground to the sensor. Measure the resistance between pin A of harness connector C517and chassis
ground. Expected reading is less than 1.0 Ω.

A. Expected reading found. Go to Step 5.

B. Expected reading not found. Locate and repair the open circuit in ground wire 943 between pin A at the sensor
and pin 26 of connector C062 at the tractor control unit (TCU). Clear all fault codes, and return unit to field
operation.
5. Check the sensor signal circuit. Measure resistance between pin C of harness connector C517 and connector
C065 pin 14 at the tractor control unit (TCU). Expected reading is less than 1.0 Ω.

A. Expected reading found. Go to Step 6.

B. Expected reading not found. Locate and repair the open circuit in signal wire 336 between pin C at the sensor
and pin 14 of connectorC065 at tractor control unit (TCU). Clear all fault codes, and return unit to field operation.

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6. Problem may be intermittent. Repeat Steps 3 through 5 while a second person carefully bends and twists the
harness between the sensor and the transmission controller.

Locate and repair any open circuit found on the tested circuit.

A. Fault code re-displays. Submit a concern to ASIST.

B. Fault code does not display. Clear all fault codes, and return unit to field operation.
7. Install a pressure gauge into the “M” port at the bottom of the transmission control valve. Start the engine and
check transmission pressure at 1400 RPM . The expected reading is greater than 19.3 bar (280 psi).

A. Reading is as expected, problem may be in pressure sensor circuit wiring, go to Step 2.

B. Reading is not as expected, low transmission pressure is confirmed, go to Step 8.

8. Check for contamination, or broken spring in main pressure regulation portion of regulator valve. Remove the pilot
valve assembly as one piece. Remove the filter screen, housing, spring and main pressure spool.

Disassemble the pilot assembly and clean with solvent. Clean the filter screen and main pressure spool. Use
great care to keep these parts absolutely clean.
Reassemble the pilot valve assembly. Install the clean parts back into regulator valve and repeat transmission
pressure check.

A. The transmission pressure is still below 19.3 bar (280 psi). Flow check the transmission pump. See service
manual for procedure.

B. Transmission pressure is greater than 19.3 bar (280 psi), erase fault code and return to field operation.
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)

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2822-System pressure out of range high

Cause:
The following conditions persist for 30 seconds: System pressure is greater than 2757 kPa (400 psi) and the engine
RPM is greater than 1400 RPM..

Possible failure modes:

1. High transmission regulated pressure.

2. Pressure sensor failed.
3. Pressure sensor wiring problem.

Solution:

1. Check the transmission pressure with the instrument cluster display. Scroll through using up or down arrow keys
to display transmission pressure.

With the tractor in park, slowly move the throttle lever from low idle to high idle position and then back down. The
pressure should be from 70 - 200 kPa (10 - 30 psi) higher in high idle than in low idle. Transmission pressure
should not be greater than 2757 kPa (400 psi)

A. If the pressure displayed greater than 2757 kPa (400 psi) determine if the lube/regulator valve has been ser-
viced or replaced recently. See service manual lube/regulator valve service.

B. If the pressure changes with throttle movement and the pressure appears correct, erase fault code and return
to field operation.

C. If the pressure does not change with throttle movement or the displayed pressure is questionable, go to Step 2.
2. Check the transmission system pressure sensor connector C517 and the tractor control unit (TCU) connectors
C065, C060 and C062. The transmission system pressure sensor is located in lube regulator valve at front of
transmission.

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, continue to step 3

3. Check power to the transmission system pressure sensor.

Turn the key switch to the On position. Measure voltage at the harness end of connector C517 between pin B and
chassis ground. Expected reading is 5.0 V.

A. Expected reading found. Go to Step 4.

B. Expected reading not found. Locate and repair the open circuit in wire 451 between pin B on the sensor and
pin 8 on connector C060 at the tractor control unit (TCU). Clear all fault codes, and return unit to field operation.
4. Check ground to the sensor. Measure the resistance between pin A of harness connector C517and chassis
ground. Expected reading is less than 1.0 Ω.

A. Expected reading found. Go to Step 5.

B. Expected reading not found. Locate and repair the open circuit in ground wire 943 between pin A at the sensor
and pin 26 of connectorC062 at the tractor control unit (TCU). Clear all fault codes, and return unit to field
operation.
5. Check the sensor signal circuit. Measure resistance between pin C of harness connector C517 and connector
C065 pin 14 at the tractor control unit (TCU). Expected reading is less than 1.0 Ω.

A. Expected reading found. Go to Step 6.

B. Expected reading not found. Locate and repair the open circuit in signal wire 336 between pin C at the sensor
and pin 14 of connectorC065 at tractor control unit (TCU). Clear all fault codes, and return unit to field operation.

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6. Problem may be intermittent. Repeat Steps 3 through 5 while a second person carefully bends and twists the
harness between the sensor and the transmission controller.

Locate and repair any open circuit found on the tested circuit.

A. Fault code re-displays. Submit a concern to ASIST.

B. Fault code does not display. Clear all fault codes, and return unit to field operation.
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 28 (55.100.DP-C.20.E.28)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)

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2824-Hydraulic Oil Temperature Hot

Cause:
The hydraulic oil temperature was above 111 °C (232 °F) for 2 seconds.

Possible failure modes:

1. Air flow through oil cooler is blocked.

2. Low hydraulic fluid level.
3. Check cooling fan operation.

Solution:

1. Clear all debris from the radiator/oil cooler intake. Check the hydraulic fluid level. Check cooling fan operation.

A. Fault code re-displays. Refer to appropriate repair manual for cooling system and fan diagnostics.

B. Fault code does not re-display. Return unit to field operation.

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2825-Hydraulic oil temperature sensor short to B+ or open circuit

Cause:
Open circuit or short to power on the hydraulic oil temperature sense line.

Possible failure modes:

1. Faulty connector
2. Faulty oil temperature sensor
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the hydraulic oil temperature sensor connector C132 and tractor control unit (TCU) connectors C062 and
C065. The hydraulic oil temperature sensor is located behind the right side service door in filter outlet tube.

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, continue to step 2

2. Check the temperature sensor.

A. Disconnect connector C132. Measure the resistance between the component side of connector:
If the resistance indicated is not between 4000 Ohms - 6000 Ohms at 20 °C, remove and replace the temper-
ature sensor.

B. If the temperature sensor is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C065. Check between harness end connector:

C132 pin 1 and C065 pin 20
C132 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated continue to step 4

4. Check for a short to +Ve voltage.

A. Turn the ignition switch ON. Measure the voltage between connector C065 pin 20 and ground. If a voltage
indicated is greater than 5.0 V there is a short , repair or replace the harness as required.

B. If the harness is okay, download the correct level of software. If the fault reoccurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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2826-Hydraulic oil temperature sensor short to ground

Cause:
Short to ground on the hydraulic oil temperature sense line. Sensor voltage is below 0.124 V

Possible failure modes:

1. Faulty connector
2. Faulty oil temperature sensor
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check the hydraulic oil temperature sensor connector C132 and tractor control unit (TCU) connectors C062 and
C065. The hydraulic oil temperature sensor is located behind the right side service door in filter outlet tube.

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, continue to step 2

2. Check the temperature sensor.

A. Disconnect connector C132. Measure the resistance between the component side of connector:
If the resistance indicated is not between 4000 Ohms - 6000 Ohms at 20 °C, remove and replace the temper-
ature sensor.

B. If the temperature sensor is okay, continue to step 3

3. Check for a short to ground.

A. Disconnect connector C065 at the tractor control unit (TCU). Check between connector C065 pin 20 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, download the correct level of software. If the fault reoccurs submit a
concern to ASIST.
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 29 (55.100.DP-C.20.E.29)
Wire harnesses - Electrical schematic frame 29 (55.100.DP-C.20.E.29)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 29 (55.100.DP-C.20.E.29)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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2849-The park brake driver has detected an open circuit condition

NOTE: When the cause of the error code has been rectified, clear the error code and test the system for normal
operation.

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check park brake solenoid connector C138, tractor control unit (TCU) connector C065 and cab bulkhead connec-
tor C001.

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, continue to step 2

2. Check the park brake solenoid.

A. Disconnect park brake solenoid connector C138. Measure the resistance between the solenoid terminals:
Terminal 1 and terminal 2
If the resistance indicated is not between 4.5 - 7.5 Ohms remove and replace the park brake solenoid.

B. If park brake solenoid is okay, continue to step 3

3. Check for an open circuit.

A. Disconnect connector C065 from the tractor control unit (TCU). Check between park brake connector:
C138 pin 1 and C065 pin 21
C138 pin 2 and ground
If an open circuit is indicated, repair or replace the harness as required.

B. If an open circuit is not indicated, continue to step 4

4. Check for a short circuit in harness.

A. Check between harness end connector:

C138 pin 1 and C138 pin 2
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 a short to ground.

A. Check between connector:

C138 pin 1 and ground
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. If the fault re-occurs, submit a concern to ASIST.
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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2850-No electrical power to the park brake when commanded on

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check park brake solenoid connector C138 and the tractor control unit (TCU) connector C065.

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, continue to step 2

2. Check the park brake solenoid. The park brake solenoid is located inside the right side compartment of tractor.
Use a multimeter and back probes (OTC#233788). Insert the back probes into connector C138 pins 1 and 2.

A. Measure the resistance between the solenoid terminals:

Terminal 1 and terminal 2
If the resistance indicated is not between 5 - 7 Ohms remove and replace the park brake solenoid.

B. If park brake solenoid is okay, continue to step 3

3. Leave the back probes installed on park brake solenoid connector C138. Position multimeter so that it can be
read from inside cab. Transmission control lever in Park, start the engine. Record the voltage at connector C138.
Next move transmission control lever out of park, record voltage.

A. Readings show no voltage in park position and 12 V with transmission control lever out of park. If park brake is
stuck on, the problem is mechanical or hydraulic, see Parking brake or parking lock - Dynamic description
- Park brake/tow/pressure regulator valve (33.110)

B. No voltage at park brake solenoid, continue with step 4

4. Check for an open circuit. Disconnect park brake connector C138 and tractor control unit (TCU) connector C065.
Check between park brake harness end connector C138 pin 1 and tractor control unit (TCU) connector C065 pin
21.

A. Test indicates an open circuit. Locate and repair the open circuit between park brake solenoid and tractor
control unit (TCU) connector C065.

B. If the harness is okay, download the correct level of software. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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2851-Park brake driver has detected an over current or an open

circuit
Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check park brake solenoid connector C138 and the tractor control unit (TCU) connector C065.

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, continue to step 2

2. Check the park brake solenoid. The park brake solenoid is located inside the right side compartment of tractor.
Use a multimeter and back probes (OTC#233788). Insert the back probes into connector C138 pins 1 and 2.

A. Measure the resistance between the solenoid terminals:

Terminal 1 and terminal 2
If the resistance indicated is not between 5 - 7 Ohms remove and replace the park brake solenoid.

B. If park brake solenoid is okay, continue to step 3

3. Check for an open circuit. Disconnect park brake connector C138 and tractor control unit (TCU) connector C065.
Check between park brake harness end connector C138 pin 1 and tractor control unit (TCU) connector C065 pin
21.

A. Test indicates an open circuit. Locate and repair the open circuit between park brake solenoid and tractor
control unit (TCU) connector C065.

B. If the harness is okay, download the correct level of software. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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2852-No electrical power to the park brake when commanded on

Cause:

Possible failure modes:

1. Faulty connector
2. Faulty solenoid
3. Faulty harness
4. Faulty tractor control unit (TCU)

Solution:

1. Check park brake solenoid connector C138 and the tractor control unit (TCU) connector C065.

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, continue to step 2

2. Check the park brake solenoid. The park brake solenoid is located inside the right side compartment of tractor.
Use a multimeter and back probes (OTC#233788). Insert the back probes into connector C138 pins 1 and 2.

A. Measure the resistance between the solenoid terminals:

Terminal 1 and terminal 2
If the resistance indicated is not between 5 - 7 Ohms remove and replace the park brake solenoid.

B. If park brake solenoid is okay, continue to step 3

3. Leave the back probes installed on park brake solenoid connector C138. Position multimeter so that it can be
read from inside cab. Transmission control lever in Park, start the engine. Record the voltage at connector C138.
Next move transmission control lever out of park, record voltage.

A. Readings show no voltage in park position and 12 V with transmission control lever out of park. If park brake is
stuck on, the problem is mechanical or hydraulic, see Parking brake or parking lock - Dynamic description
- Park brake/tow/pressure regulator valve (33.110)

B. No voltage at park brake solenoid, continue with step 4

4. Check for an open circuit. Disconnect park brake connector C138 and tractor control unit (TCU) connector C065.
Check between park brake harness end connector C138 pin 1 and tractor control unit (TCU) connector C065 pin
21.

A. Test indicates an open circuit. Locate and repair the open circuit between park brake solenoid and tractor
control unit (TCU) connector C065.

B. If the harness is okay, download the correct level of software. If the fault re-occurs, remove and replace the
tractor control unit (TCU).
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)
Wire harnesses - Electrical schematic frame 32 (55.100.DP-C.20.E.32)

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2873-Software out of calibration mode and park brake request

still active
Cause:

Possible failure modes:

1. Controller configuration or calibration error

Solution:

1. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 2

2. Check the armrest controller connector C054. To access the armrest connector C054 go to Electronic module
Armrest control unit (ARU) - Service instruction (55.640)

A. Ensure the connector is connected, 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, download the correct level of software. Check transmission configuration and perform
tractor control unit (TCU) calibration procedure for transmission, go to Electronic module Universal controller
- Dynamic description (55.640). If the fault re-occurs contact ASIST before replacing armrest controller .

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2874-Park brake commanded on and gear is engaged without

request from calibration
Cause:

Possible failure modes:

1. Controller configuration or calibration error

Solution:

1. Check for other error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 2

2. Check the armrest controller connector C054. To access the armrest connector C054 go to Electronic module
Armrest control unit (ARU) - Service instruction (55.640)

A. Ensure the connector is connected, 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, download the correct level of software. Check transmission configuration and perform
tractor control unit (TCU) calibration procedure for transmission, go to Electronic module Universal controller
- Dynamic description (55.640). If the fault re-occurs contact ASIST before replacing armrest controller .

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3004-Engine hand throttle error received over the CAN bus

Cause:
Hand throttle position received over the CAN bus >250 or the hand throttle message has not been received from the
armrest for 2.5 seconds.

Possible failure modes:

1. Faulty hand throttle

2. Incorrect armrest configuration
3. Faulty connector
4. Swapped connectors
5. Faulty armrest controller

Solution:

1. Check if the fault code is still active. Clear all fault codes. Operate the tractor under normal conditions.

A. Fault code does not redisplay. Return unit to field operation and monitor for continuing problems.

B. Fault code redisplays. Continue to step 2.

2. Use the monitor screen function on the electronic service tool (EST) to check the hand throttle operation. Refer
to the EST user guide.

A. Hand throttle not operating correctly. Continue with step 3.

B. Hand throttle operating correctly. Continue with step 4.

3. Check the armrest controller connectors.

RCIL09CCH021FAE 1

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 Electrical systems - FAULT CODES

Remove the four screws to remove the hitch control panel in the armrest compartment and access the armrest
controller.

Check the hand throttle connector H6.

Check that the connector is not damaged, the pins are in the correct position and that the fit is tight.

Check the harness wires for damage.

A. Connection or damage problem found. Tighten, repair or replace as required.

B. Connection or damage problem not found. Replace the hand throttle assembly. Return unit to field operation.
4. Check the armrest controller configuration.

Check the armrest controller has been configured correctly with the EST. The controller must be configured for the
options installed on the tractor.

A. Controller not configured correctly. Configure the armrest controller correctly. Return unit to field operation.

B. Controller configured correctly. Continue to step 5.

5. Check if other armrest related error codes are active.

A. Other 18000 series fault codes are active. Replace the armrest controller. Configure the armrest controller.
Return unit to field operation.

B. Other 18000 series fault codes are not active. Continue with step 6.
6. Replace the hand throttle assembly.

Test throttle operation.

A. Fault code does not redisplay. Return unit to field operation.

B. Fault code redisplays. Replace the armrest controller. Configure the armrest controller. Return unit to field
operation.

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3006-Coolant Temperature Sensor - Signal Not Plausible

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

Cause:
The Coolant temp sensor signal to the ECU is either erratic or intermittent.

Possible failure modes:

1. Faulty Coolant temp sensor.

2. Faulty electrical wiring or intermittent connection between Coolant temp sensor and ECU.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

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

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, proceed to step 2.

2. Operation: Check Open Circuit Supply Voltage for Coolant temp sensor.
Vehicle Status: Key On Engine Off.

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

Test Type From To Expected Results

1. Voltage (Pin 1) (+) (Pin 2) (-) Approx. 5 volts (DC)

A. If 5 volts (DC) is present, proceed to step 4.

B. If 5 volts (DC) is not present, proceed to step 3.

3. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between connectors 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 the 2
connector. Make sure the DMM's test lead resistance is taken into account when making continuity measurements.
See test table below.

Important Note:
Check and verify that the Vehicle Status is correct. Potential ECU damage could result when removing main ECU
connectors if this is not followed.

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Test Type From To Expected Results

1. Continuity (Pin: 1) (Pin: 15) Approx. 0 - 0.10 ohms
2. Continuity (Pin: 2) (Pin: 26) Approx. 0 - 0.10 ohms
3. Short Circuit (Pin: 15) (Pin: 32) Open Circuit
4. Short Circuit (Pin: 15) (Pin: 33) Open Circuit
5. Short Circuit (Pin: 15) (Pin: 26) Open Circuit

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Coolant temp sensor Test
Vehicle Status: Key Off Engine Off.

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

A. If the resistance measurement does not approximately match the table, replace the sensor.

B. If the resistance measurement does approximately match the table, proceed to step 5.
5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing connector): Key Off Engine Off.

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:
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.

Test Type From To Expected Results

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 Coolant temp sensor was not replaced on a prior diagnostic
of this type, replace the sensor.

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B. If the voltages and ground paths are correct and the Coolant temp sensor was replaced on a prior diagnostic
of this type, re-initialize the ECU as if it was blank (new) and load the appropriate data-set.

C. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU.

D. If the voltages and ground paths are not correct, refer to schematic and determine root cause of power or
continuity problem(s).

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3007-Coolant temperature signal - signal above range

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

Cause:
The Coolant temperature sensor signal to the ECU is out of range of the upper threshold limit.

Possible failure modes:

1. Faulty Coolant temperature sensor.

2. Faulty electrical wiring, short to high source or open circuit condition.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Verify the fault code is present and active.

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

B. If fault code is no longer present, continue with step 6.

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

Test Type From To Expected Results

1. Voltage Coolant temperature sen- Coolant temperature sen- Approx. 5 volts
sor connector (Pin 1) (+) sor connector (Pin 2) (-)

A. If 5 volts is present, continue with step 4.

B. If 5 volts is not present, continue with step 3.

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

Test Type From To Expected Results

1. Continuity Coolant temperature sen- ECU engine connector Approx. 0 - 0.10 ohms
sor connector (Pin: 1) (Pin: 15)
2. Continuity Coolant temperature sen- ECU engine connector Approx. 0 - 0.10 ohms
sor connector (Pin: 2) (Pin: 26)
3. Short Circuit ECU engine connector ECU engine connector Open Circuit
(Pin: 15) (Pin: 32)
4. Short Circuit ECU engine connector ECU engine connector Open Circuit
(Pin: 15) (Pin: 33)
5. Short Circuit ECU engine connector ECU engine connector Open Circuit
(Pin: 15) (Pin: 26)

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A. If continuity/short tests are successful, continue with step 4.

B. If continuity/short test are unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Verify proper Coolant temperature sensor operation. Remove Coolant temperature sensor connector and test
resistance of Coolant temperature sensor using the table of resistance vs. temp. below. Approximate the tem-
perature when performing test. Coolant temperature sensor failures are typically at the extreme ends of the table
or off the table entirely. Use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic
Repair Kit 380040185 to access the pins on the sensor.

Coolant Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms

A. If the resistance measurement does not approximately match the table, replace the sensor.

B. If the resistance measurement does approximately match the table, continue with step 5.
5. Verify ECU ground and voltage supply. Use the product schematic for a reference, with the ignition switch OFF
remove ECU vehicle connector from the ECU. Check for 12 volts with the ignition switch in the ON position, and
continuity at the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes
from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to the ECU vehicle connector.
Make sure the DMM's test lead resistance is taken into account when making any continuity measurements.

Test Type From To Expected Results

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 ECU was re-initialized on a prior diagnostic of this type,
replace the ECU.

B. If the voltages and ground paths are not correct locate and repair the damaged section(s) of the wiring harness.
6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3008-Coolant Temperature Signal - Signal Below Range Minimum

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

Cause:
The Coolant temperature sensor signal to the ECU is out of range of the lower threshold limit.

Possible failure modes:

1. Faulty Coolant temperature sensor.

2. Faulty electrical wiring, short to low source condition.
3. Faulty ECU, supply voltages.

Solution:

1. Verify the fault code is present and active.

A. If fault code is present and active, continue with step 3.

B. If fault code is no longer present, continue with step 6.

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

Coolant Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms

A. If the resistance measurement does not approximately match the table, replace the sensor.

B. If the resistance measurement does approximately match the table, continue with step 4.
3. Check for supply voltage from the ECU in the Coolant temperature sensor supply wiring. Remove the connector
from Coolant temperature sensor and check for voltage between Coolant temperature sensor connector, pin 1
and ground. If necessary, use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic
Repair Kit 380040185 to access the pins on the connector. There should be 5 volts.

A. If 5 volts is present, continue with step 5.

B. If 5 volts is not present, continue with step 2.

4. Check the ECU output to the Coolant temperature sensor. With the ignition switch in the OFF position, remove
the Coolant temperature sensor connector and the ECU engine connector on engine sensor harness. Turn the
ignition switch to the ON position and check for voltage between ECU engine connector 2, pin 15 and ground.
If necessary, use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit
380040185 to access the pins on the Coolant temperature sensor, connector. Also, use the 0.4 mm (0.017 in)

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diameter test probes from the repair kit when connecting the multi-meter to the ECU engine connector 2. There
should be 5 volts.

A. If 5 volts is present, locate a repair the open circuit condition between the ECU engine connector, pin 15 and
the Coolant temperature sensor connector, pin 1.

B. If 5 volts is not present, replace the ECU.

5. Verify the Coolant temperature sensor ground path. With the ignition switch in the OFF position, disconnect ECU
engine connector, 2, and check for continuity to ground from pin 26 of the ECU. Use the 0.4 mm (0.017 in) diameter
test probes from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the multi-meter to the ECU
engine connector.

A. If there is continuity, locate and repair short to ground in Engine sensor harness between the ECU engine
connector, and the Coolant temperature sensor connector.

B. If there is not continuity, replace the ECU.

6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or no other than normal display readings are indicated, erase the fault code and continue oper-
ation.

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3011-Air Intake Temperature Sensor - Signal Above Range Minimum

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 lower threshold limit.

Possible failure modes:

1. Faulty sensor.
2. Faulty electrical wiring or connection.
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 the engine harness connector. Make sure the DMM's test lead resistance is taken into account when
making continuity measurements. See test table below.

Important Note:
Check and verify that the Vehicle Status is correct. Potential ECU damage could result when removing main ECU
connectors if this is not followed.

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Test Type From: To: Expected Results

1. Continuity Boost Pressure sensor Engine harness connector Approx. 0 - 0.10 ohms
connector (Pin: 1) (Pin: 25)
2. Continuity Boost Pressure sensor Engine harness connector Approx. 0 - 0.10 ohms
connector (Pin: 2) (Pin: 36)
3. Continuity Boost Pressure sensor Engine harness connector Approx. 0 - 0.10 ohms
connector (Pin: 3) (Pin: 33)
4. Continuity Boost Pressure sensor Engine harness connector Approx. 0 - 0.10 ohms
connector (Pin: 4) (Pin: 34)
5. Shorts Engine harness connector Engine harness connector Open Circuit
(Pin: 36) (Pin: 25, 34, 33)
6. Shorts Engine harness connector Engine harness connector Open Circuit
(Pin: 25) (Pin: 34, 33)
7. Shorts Engine harness connector Engine harness connector Open Circuit
(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
Vehicle Status: Key Off Engine Off.

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
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

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Temperature Resistance Nominal Value Resistance Min/Max. Range

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 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 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.

Test Type From To Expected Results

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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3015-Fuel temperature sensor voltage too high

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

Cause:
The Fuel temperature sensor signal to the ECU is out of the range of the upper threshold limit.

Possible failure modes:

1. Faulty Fuel temperature sensor.

2. Faulty electrical wiring or short to high source or open circuit condition.
3. Faulty 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 6.

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

Fuel Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms

A. If sensor resistance is within range leave connector disconnected and continue with step 3.

B. If the sensor is out of range, replace the sensor.

3. Verify proper supply voltage to the sensor from the ECU. Measure voltage between connector on fuel temperature
connector, pin 2 and ground. There should be 5 V.

A. If there is 5 V, continue with step 5.

B. If there is greater than 5 V, continue with step 4.

4. Verify voltage output from ECU. Disconnect ECU engine connector, connector 3. Measure voltage between pin
24 on the ECU and ground. There should be 5 V.

A. If there is 5 V, there is a short to high source between ECU engine connector, connector 2, and the Fuel
temperature sensor connector. Locate and repair the shorted condition.

B. If there is greater than 5 V, there is a short to high source internal to the ECU, replace the ECU.
5. Check signal wire from Fuel temperature sensor to ECU. Measure voltage between the ECU engine connector,
connector 3, pin 35 and ground.

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6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3016-Fuel Temperature Sensor - Signal Below Range Minimum

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

Cause:
The Fuel temperature sensor signal to the ECU is out of the range of the lower threshold limit.

Possible failure modes:

1. Faulty Fuel temperature sensor .

2. Faulty electrical wiring or short to low source (ground).
3. Faulty 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. Operation: Electrical Inspection.
Vehicle Status: Key Off Engine Off.

Remove Fuel temp sensor connector and inspect housing body/latch, pins and wiring harness for damage or
corrosion. Also, inspect connector portion of the Fuel temp sensor.

A. If a problem is determined after careful inspection, repair wiring and/or replace connector parts to ensure a
good and sound electrical connection. Replace Fuel temp sensor if damaged.

B. If no problems are determined, proceed to step 3.

3. Operation: Check Supply Voltage for Fuel temp sensor.
Vehicle Status: Key On Engine Off.

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

Test Type From To Expected Results

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

A. If the voltage test is successful, proceed to step 5.

B. If the voltage test is not successful, proceed to step 4.

4. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between Fuel temp sensor connector and connector on engine sensor har-
ness. 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 connector on engine sensor harness. Make sure the DMM's test lead resistance is taken
into account when taking continuity measurements. See test table below.

Important Note:

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 Electrical systems - FAULT CODES

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 Fuel temp sensor connec- Engine sensor harness Approx. 0 - 0.10 ohms
tor (Pin: 1) connector (Pin: 35)
2. Continuity Fuel temp sensor connec- Engine sensor harness Approx. 0 - 0.10 ohms
tor (Pin: 2) connector (Pin: 17)
3. Short Circuit Engine sensor harness Engine sensor harness Open Circuit
connector (Pin: 35) connector (Pin: 32)
4. Short Circuit Engine sensor harness Engine sensor harness Open Circuit
connector (Pin: 35) connector (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.
5. Operation: Fuel temp sensor Test
Vehicle Status: Key Off Engine Off.

Remove Fuel temp sensor connector and test resistance of Fuel temp sensor using the table of resistance vs.
temp. below. Approximate the fuel temperature when performing test. Fuel temp sensor failures are typically at
the extreme ends of the table or off the table entirely. Use the test lead labeled "Coolant/Fuel Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the pins on the sensor.

Fuel Temperature Resistance Value

-20 °C (-4 °F) 10.5 kOhm
0 °C (32 °F) 7500 ohms
20 °C (68 °F) 4200 ohms
40 °C (104 °F) 980 ohms
60 °C (140 °F) 780 ohms
80 °C (176 °F) 500 ohms
100 °C (212 °F) 280 ohms
120 °C (248 °F) 97 ohms

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 6.
6. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing Engine sensor harness connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing Engine sensor harness connector): Key Off Engine Off.

Engine sensor harness connector Use product schematic, 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 DMM to connector . Make
sure the DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

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Test Type From To Expected Results

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 Fuel 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 Fuel temp sensor (FTS) 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).
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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 Electrical systems - FAULT CODES

3019-Boost Pressure Sensor - Signal Above Range Maximum

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 pressure sensing function of the device. This error could result from a signal out of range or a signal that is either
erratic or intermittent. When the ECU determines that the Boost Pressure sensor value is not valid, it will substitute a
default value of 270 kPa (39 psi).

Cause:
The Boost Pressure sensor signal to the ECU is out of range of the upper threshold limit.

Possible failure modes:

1. Faulty sensor.
2. Faulty electrical wiring or connection.
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 Press 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 connector on engine
wiring harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air
Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the
sensor connector. 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 wiring harness. Make sure the DMM's test lead resistance is
taken into account when making continuity measurements. See test table below.

Important Note:
Check and verify that the Vehicle Status is correct. Potential ECU damage could result when removing main ECU
connectors if this is not followed.

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Test Type From: To: Expected Results

1. Continuity Boost Pressure sensor Engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 1) nector (Pin: 25)
2. Continuity Boost Pressure sensor Engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 2) nector (Pin: 36)
3. Continuity Boost Pressure sensor Engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 3) nector (Pin: 33)
4. Continuity Boost Pressure sensor Engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 4) nector (Pin: 34)
5. Shorts Engine wiring harness con- Engine wiring harness con- Open Circuit
nector (Pin: 36) nector (Pin: 25, 34, 33)
6. Shorts Engine wiring harness con- Engine wiring harness con- Open Circuit
nector (Pin: 25) nector (Pin: 34, 33)
7. Shorts Engine wiring harness con- Engine wiring harness con- Open Circuit
nector (Pin: 34) nector (Pin: 33)

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing Engine wiring harness connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing Engine wiring harness connector): Key Off Engine Off.

Use product schematic 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 DMM to the connector. Make sure the DMM's test
lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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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 Electrical systems - FAULT CODES

3022-Boost Pressure Sensor - Signal Not Plausible

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 pressure sensing function of the device. This error could result from a signal out of range or a signal that is either
erratic or intermittent. When the ECU determines that the Boost Pressure sensor value is not valid, it will substitute a
default value of 270 kPa (39 psi).

Cause:
The Boost Pressure sensor signal to the ECU and the Atmospheric Pressure Sensor (APS) internal to the ECU do
not agree on engine startup.

Possible failure modes:

1. Faulty sensor.
2. Faulty electrical wiring or connection.
3. Faulty ECU with integrated APS, 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 Press sensor.
Vehicle Status: Key On Engine Off.

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

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 connector on engine
wiring harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air
Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the
Boost Pressure 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 wiring harness. Make sure the DMM's test lead
resistance is taken into account when making continuity measurements. See test table below.

Important Note:
Check and verify that the Vehicle Status is correct. Potential ECU damage could result when removing main ECU
connectors if this is not followed.

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 Electrical systems - FAULT CODES

Test Type From: To: Expected Results

1. Continuity Boost Pressure sensor Engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 1) nector (Pin: 25)
2. Continuity Boost Pressure sensor Engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 2) nector (Pin: 36)
3. Continuity Boost Pressure sensor Engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 3) nector (Pin: 33)
4. Continuity Boost Pressure sensor Engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 4) nector (Pin: 34)
5. Shorts Engine wiring harness con- Engine wiring harness con- Open Circuit
nector (Pin: 36) nector (Pin: 25, 34, 33)
6. Shorts Engine wiring harness con- Engine wiring harness con- Open Circuit
nector (Pin: 25) nector (Pin: 34, 33)
7. Shorts Engine wiring harness con- Engine wiring harness con- Open Circuit
nector (Pin: 34) nector (Pin: 33)

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU tractor connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing ECU tractor connector): Key Off Engine Off.

Use product schematic for a reference, remove connector 1 from the ECU and check for voltage and continuity at
the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes from the Tier
II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to the ECU tractor connector. Make sure
the DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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 Press sensor was not replaced on a prior diagnostic
of this type, replace the sensor.

B. If the voltages and ground paths are correct and the 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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 Electrical systems - FAULT CODES

3028-Oil pressure too low

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

Cause:
The Oil temp / press sensor pressure signal to the ECU is operating at the extreme low end of the signal range.

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring.
3. Faulty ECU, supply voltages or grounds.
4. Faulty engine lubrication system.
5. Low engine oil level.

Solution:

1. Operation: Inspect Electrical Components and Check Engine Oil Level.

Vehicle Status: Key Off Engine Off.

Electrical:
Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press sensor.

Oil Level:
Check oil level on dipstick.

A. If the engine oil level is low, top off the oil level with the recommended grade of oil specified in the appropriate
Engine Maintenance and Repair Manual.

B. If electrical damage has been determined after careful inspection, repair wiring and/or replace connector parts
to ensure a good and sound electrical connection. Replace Oil temp / press sensor if damaged.

C. If oil level is proper and no electrical damage has been determined, proceed to step 2.
2. Operation: Check Engine Oil Pressure
Vehicle Status: Key Off Engine Off (test preparation)
Vehicle Status: Key On Engine On (during test)

Use the procedure established in the appropriate Engine Maintenance and Repair Manual to test the pressure of
the engine oil lubrication system.

A. If the oil pressure test is successful, proceed to step 3.

B. If the oil pressure test is not successful, refer to the appropriate Engine Maintenance and Repair Manual to
diagnose, troubleshoot and repair the low oil pressure fault condition.
3. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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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 5.

B. If the voltage test sequence is not successful, proceed to step 4.

4. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between Oil temp / press sensor connector and connector on engine wiring
harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/Temp
Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connec-
tor. 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
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.

Test Type From To Expected Results

1. Continuity Oil temp / press sensor connector on engine har- Approx. 0 - 0.10 ohms
connector (Pin: 1) ness (Pin: 24)
2. Continuity Oil temp / press sensor connector on engine har- Approx. 0 - 0.10 ohms
connector (Pin: 2) ness (Pin: 28)
3. Continuity Oil temp / press sensor connector on engine har- Approx. 0 - 0.10 ohms
connector (Pin: 3) ness (Pin: 32)
4. Continuity Oil temp / press sensor connector on engine har- Approx. 0 - 0.10 ohms
connector (Pin: 4) ness (Pin: 27)
5. Short Circuit connector on engine har- connector on engine har- Open Circuit
ness (Pin: 28) ness (Pin: 24, 27, 32)
6. Short Circuit connector on engine har- connector on engine har- Open Circuit
ness (Pin: 24) ness (Pin: 27, 32)
7. Short Circuit connector on engine har- connector on engine har- Open Circuit
ness (Pin: 27) ness (Pin: 32)

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.
5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU tractor connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing ECU tractor connector): Key Off Engine Off.

Use product schematic 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 DMM to ECU tractor connector. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

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 Electrical systems - FAULT CODES

Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
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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 Electrical systems - FAULT CODES

3029-Oil Pressure Sensor - Short Circuit To Battery

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
pressure sensing function of the device. This error could result from a signal out of range or a plausibility check (oil
pressure too high). The plausibility check is only started if there are no sensor power supply ( 5 volts dc) or Analog
to Digital Converter (ADC) signal errors detected.

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

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring, signal short to high source or open circuit condition.
3. Faulty ECU, supply voltages or grounds.
4. Faulty engine lubrication system.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press 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 OPS sensor if damaged.

B. If no damage is determined, proceed to step 2.

2. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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 tests between Air Press/Temp Sensor connector and connector on engine wiring
harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/Temp
Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connec-
tor. 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
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.

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 Electrical systems - FAULT CODES

Test Type From To Expected Results

1. Continuity Air Press/Temp Sensor connector on engine har- Approx. 0 - 0.10 ohms
connector (Pin: 1) ness (Pin: 24)
2. Continuity Air Press/Temp Sensor connector on engine har- Approx. 0 - 0.10 ohms
connector (Pin: 2) ness (Pin: 28)
3. Continuity Air Press/Temp Sensor connector on engine har- Approx. 0 - 0.10 ohms
connector (Pin: 3) ness (Pin: 32)
4. Continuity Air Press/Temp Sensor connector on engine har- Approx. 0 - 0.10 ohms
connector (Pin: 4) ness (Pin: 27)
5. Short Circuit connector on engine har- connector on engine har- Open Circuit
ness (Pin: 28) ness (Pin: 24, 27, 32)
6. Short Circuit connector on engine har- connector on engine har- Open Circuit
ness (Pin: 24) ness (Pin: 27, 32)
7. Short Circuit connector on engine har- connector on engine har- Open Circuit
ness (Pin: 27) ness (Pin: 32)

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Check Engine Oil Pressure
Vehicle Status: Key Off Engine Off (test preparation)
Vehicle Status: Key On Engine On (during test)

Use the procedure established in the appropriate Engine Maintenance and Repair Manual to test the pressure of
the engine oil lubrication system.

A. If the oil pressure test is successful, proceed to step 5.

B. If the oil pressure test is not successful, refer to the appropriate Engine Maintenance and Repair Manual to
diagnose, troubleshoot and repair the low oil pressure fault condition.
5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing ECU connector): Key Off Engine Off.

Use product schematic 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 DMM to the ECU connector. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

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B. If the voltages and ground paths are correct and the Oil temp / press 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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3030-Oil Pressure Sensor - Short Circuit To Ground

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
pressure sensing function of the device. This error could result from a signal out of range or a plausibility check (oil
pressure too high). The plausibility check is only started if there are no sensor power supply ( 5 volts dc) or Analog
to Digital Converter (ADC) signal errors detected.

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

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring, signal short to low source condition.
3. Faulty ECU, supply voltages or grounds.
4. Faulty engine lubrication system.
5. Low engine oil level.

Solution:

1. Operation: Inspect Electrical Components and Check Engine Oil Level.

Vehicle Status: Key Off Engine Off.

Electrical:
Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press sensor.

Oil Level:
Check oil level on dipstick.

A. If the engine oil level is low, top off the oil level with the recommended grade of oil specified in the appropriate
Engine Maintenance and Repair Manual.

B. If electrical damage has been determined after careful inspection, repair wiring and/or replace connector parts
to ensure a good and sound electrical connection. Replace Oil temp / press sensor if damaged.

C. If oil level is proper and no electrical damage has been determined, proceed to step 2.
2. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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.

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Remove and perform continuity tests between Oil temp / press 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 engine wiring harness connector. Make sure the DMM'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.

Test Type From To Expected Results

1. Continuity Oil temp / press sensor engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 1) nector (Pin: 24)
2. Continuity Oil temp / press sensor engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 2) nector (Pin: 28)
3. Continuity Oil temp / press sensor engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 3) nector (Pin: 32)
4. Continuity Oil temp / press sensor engine wiring harness con- Approx. 0 - 0.10 ohms
connector (Pin: 4) nector (Pin: 27)
5. Short Circuit engine wiring harness con- engine wiring harness con- Open Circuit
nector (Pin: 28) nector (Pin: 24, 27, 32)
6. Short Circuit engine wiring harness con- engine wiring harness con- Open Circuit
nector (Pin: 24) nector (Pin: 27, 32)
7. Short Circuit engine wiring harness con- engine wiring harness con- Open Circuit
nector (Pin: 27) nector (Pin: 32)

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Check Engine Oil Pressure
Vehicle Status: Key Off Engine Off (test preparation)
Vehicle Status: Key On Engine On (during test)

Use the procedure established in the appropriate Engine Maintenance and Repair Manual to test the pressure of
the engine oil lubrication system.

A. If the oil pressure test is successful, proceed to step 5.

B. If the oil pressure test is not successful, refer to the appropriate Engine Maintenance and Repair Manual to
diagnose, troubleshoot and repair the low oil pressure fault condition.
5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing engine wiring harness connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing engine wiring harness connector): Key Off Engine Off.

Use product schematic 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 DMM to the ECU connector. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

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Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
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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3031-Oil pressure sensor circuit open or sensor disconnected

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
pressure sensing function of the device. This error could result from a signal out of range or a plausibility check (oil
pressure too high). The plausibility check is only started if there are no sensor power supply ( 5 volts dc) or Analog
to Digital Converter (ADC) signal errors detected.

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

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring or intermittent connection between Oil temp / press sensor and ECU.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press 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 OPS sensor if damaged.

B. If no damage is determined, proceed to step 2.

2. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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 tests between connectorsOil temp / press sensor connector and connector on
engine wiring harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled
"Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on
the sensor connector . 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 connector 2. Make sure the DMM'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.

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Test Type From To Expected Results

1. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 1) harness (Pin: 24)
2. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 2) harness (Pin: 28)
3. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 3) harness (Pin: 32)
4. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 4) harness (Pin: 27)
5. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 28) harness (Pin: 24, 27, 32)
6. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 24) harness (Pin: 27, 32)
7. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 27) harness (Pin: 32)

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector ECU connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing connector ECU connector): Key Off Engine Off.

Use product schematic 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 DMM to the ECU connector. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
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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3032-Oil Pressure Sensor - Value Too High

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
pressure sensing function of the device. This error could result from a signal out of range or a plausibility check (oil
pressure too high). The plausibility check is only started if there are no sensor power supply ( 5 volts dc) or Analog
to Digital Converter (ADC) signal errors detected.

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

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring.
3. Faulty ECU, supply voltages or grounds.
4. Faulty engine lubrication system.
5. Low engine oil level.

Solution:

1. Operation: Inspect Electrical Components and Check Engine Oil Level.

Vehicle Status: Key Off Engine Off.

Electrical:
Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press sensor.

Oil Level:
Check oil level on dipstick.

A. If the engine oil level is low, top off the oil level with the recommended grade of oil specified in the appropriate
Engine Maintenance and Repair Manual.

B. If electrical damage has been determined after careful inspection, repair wiring and/or replace connector parts
to ensure a good and sound electrical connection. Replace Oil temp / press sensor if damaged.

C. If oil level is proper and no electrical damage has been determined, proceed to step 2.
2. Operation: Check Engine Oil Pressure
Vehicle Status: Key Off Engine Off (test preparation)
Vehicle Status: Key On Engine On (during test)

Use the procedure established in the appropriate Engine Maintenance and Repair Manual to test the pressure of
the engine oil lubrication system.

A. If the oil pressure test is successful, proceed to step 3.

B. If the oil pressure test is not successful, refer to the appropriate Engine Maintenance and Repair Manual to
diagnose, troubleshoot and repair the low oil pressure fault condition.
3. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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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 5.

B. If the voltage test sequence is not successful, proceed to step 4.

4. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between Oil temp / press sensor connector and connector on engine wiring
harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/
Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor
connector ODFT. 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 wiring harness. Make sure the DMM'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.

Test Type From To Expected Results

1. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 1) harness (Pin: 24)
2. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 2) harness (Pin: 28)
3. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 3) harness (Pin: 32)
4. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 4) harness (Pin: 27)
5. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 28) harness (Pin: 24, 27, 32)
6. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 24) harness (Pin: 27, 32)
7. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 27) harness (Pin: 32)

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.
5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector from ECU): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing connector from ECU): Key Off Engine Off.

Use product schematic 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 DMM to the ECU connector. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

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Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
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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3033-Oil Temperature Sensor - Signal Not Plausible (Compared

With Coolant Temperature)
Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
temperature sensing function of the device. This error could result from a signal out of range or a plausibility check
against the Coolant temp sensor or CAN message processing. The ECU prohibits any plausibility check if there are
any Analog to Digital Converter (ADC) signal errors detected on the Oil temp / press or the Coolant temp sensor.

Cause:
The Oil temp / press and Coolant temp sensor signals to the ECU are out of range with respect to each other.

Possible failure modes:

1. Faulty Oil temp / press sensor (inaccurate).

2. Faulty Coolant temp sensor (inaccurate).
3. Faulty electrical wiring, high resistance connections.
4. Faulty ECU, supply voltages or grounds.
5. Faulty oil lubrication or coolant system.

Solution:

1. Operation: Check for Coolant System Faults.

Use EST to check for errors associated with coolant temperature.

A. If any of the errors exist, resolve the existing error. Then determine if this error has also been resolved.

B. If none of the errors exist, continue with step 2.

2. Operation: Electrical Inspection.
Vehicle Status: Key Off Engine Off.

Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press 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 Oil temp / press sensor if damaged.

B. If no damage is determined, proceed to step 3.

3. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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 5.

4. Operation: Oil temp / press sensor Test
Vehicle Status: Key Off Engine Off.

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

Engine Oil Temperature Resistance Value (between pins 1 and 2)

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

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 Faulty Wiring.
Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between Oil temp / press sensor connector and connector on engine wiring
harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/
Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor
connector. 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 wiring harness. Make sure the DMM'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.

Test Type From To Expected Results

1. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 1) harness (Pin: 24)
2. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 2) harness (Pin: 28)
3. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 3) harness (Pin: 32)
4. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 4) harness (Pin: 27)
5. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 28) harness (Pin: 24, 27, 32)
6. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 24) harness (Pin: 27, 32)
7. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 27) harness (Pin: 32)

A. If continuity/shorts test is successful, go to step 6.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
6. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector on ECU): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing connector on ECU): Key Off Engine Off.

Use product schematic 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

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II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to connector on ECU. Make sure the DMM's
test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
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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3034-Oil Temperature Sensor - Signal Above Range Maximum

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
temperature sensing function of the device. This error could result from a signal out of range or a plausibility check
against the Coolant temp sensor or CAN message processing. The ECU prohibits any plausibility check if there are
any Analog to Digital Converter (ADC) signal errors detected on the Oil temp / press or the Coolant temp sensor.

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

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring, signal short to high source or open circuit condition.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press 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 Oil temp / press sensor if damaged.

B. If no damage is determined, proceed to step 2.

2. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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 tests between Oil temp / press sensor connector and connector on engine wiring
harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/
Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor
connector ODFT. 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 wiring harness. Make sure the DMM'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.

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Test Type From To Expected Results

1. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 1) harness (Pin: 24)
2. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 2) harness (Pin: 28)
3. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 3) harness (Pin: 32)
4. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 4) harness (Pin: 27)
5. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 28) harness (Pin: 24, 27, 32)
6. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 24) harness (Pin: 27, 32)
7. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 27) harness (Pin: 32)

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector from ECU): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing connector from ECU): Key Off Engine Off.

Use product schematic 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 DMM to connector from ECU. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
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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3035-Oil Temperature Sensor - Signal Below Range Minimum

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
temperature sensing function of the device. This error could result from a signal out of range or a plausibility check
against the Coolant temp sensor or CAN message processing. The ECU prohibits any plausibility check if there are
any Analog to Digital Converter (ADC) signal errors detected on the Oil temp / press or the Coolant temp sensor.

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

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring, signal short to low source condition.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press 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 Oil temp / press sensor if damaged.

B. If no damage is determined, proceed to step 2.

2. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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 tests between Oil temp / press sensor connector and connector on engine wiring
harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/
Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor
connector. 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 wiring harness. Make sure the DMM'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.

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Test Type From To Expected Results

1. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 1) harness (Pin: 24)
2. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 2) harness (Pin: 28)
3. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 3) harness (Pin: 32)
4. Continuity Oil temp / press sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 4) harness (Pin: 27)
5. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 28) harness (Pin: 24, 27, 32)
6. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 24) harness (Pin: 27, 32)
7. Short Circuit connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 27) harness (Pin: 32)

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector from ECU): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing connector from ECU): Key Off Engine Off.

Use product schematic 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 DMM to connector from ECU. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
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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3037-Boost Pressure Sensor - Signal Low

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 pressure sensing function of the device. This error could result from a signal out of range or a signal that is either
erratic or intermittent. When the ECU determines that the Boost Pressure sensor value is not valid, it will substitute a
default value of 270 kPa (39 psi).

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

Possible failure modes:

1. Faulty sensor.
2. Faulty electrical wiring or connection.
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 connector on engine
wiring harness. Flex harness during test to check for any intermittent operation. Use the test lead labeled "Air
Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the
sensor connector. 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 wiring harness. Make sure the DMM's test lead resistance is
taken into account when making continuity measurements. See test table below.

Important Note:
Check and verify that the Vehicle Status is correct. Potential ECU damage could result when removing main ECU
connectors if this is not followed.

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Test Type From: To: Expected Results

1. Continuity Boost Pressure sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 1) harness (Pin: 25)
2. Continuity Boost Pressure sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 2) harness (Pin: 36)
3. Continuity Boost Pressure sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 3) harness (Pin: 33)
4. Continuity Boost Pressure sensor connector on engine wiring Approx. 0 - 0.10 ohms
connector (Pin: 4) harness (Pin: 34)
5. Shorts connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 36) harness (Pin: 25, 34, 33)
6. Shorts connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 25) harness (Pin: 34, 33)
7. Shorts connector on engine wiring connector on engine wiring Open Circuit
harness (Pin: 34) harness (Pin: 33)

A. If continuity/shorts test is successful, go to step 4.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
4. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector on ECU): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.
Vehicle Status (when replacing connector on ECU): Key Off Engine Off.

Use product schematic 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 DMM to the connector on ECU. Make sure the
DMM's test lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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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3060-Cylinder 1 - Unclassifiable Error In Injector

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

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage.

Possible failure modes:

1. Faulty injection valve.

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

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 3.

2. Visually check the electrical integrity of the injector circuit (Inspect connector housing body/latch, pins and wiring
harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU or injector may have failed. Try reloading the ECU software. If the fault
reoccurs, try replacing the injector. If the fault reoccurs, replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3061-Cylinder 1 - Injector Cable Short Circuit (Low Side To Battery)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms and any inaccuracies in the DMM could cause a technician to take
the wrong diagnostic path.

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. The power stage
component of the ECU energizes the injection system transistors and simultaneously observes the current flow (sense
resistors) in the high-side and low-side switching branches. If there is a deviation from the expected current flow, the
driver circuitry detects the specific error and reports it back to the ECU. The ECU will process the error message so
that it records information on performed injections, cylinder bank specific errors and cylinder specific errors. The error
message is then compared to applicable error patterns and if there is a match, a fault code is generated. If an error
message doesn't match any pattern, the error is treated as unclassifiable. This monitoring function is performed once
per camshaft revolution.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short to high source or damaged wiring harness.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove the following connector for electrical inspection:

1. ECU injector connector.
2. Valve cover connector.

Inspect connector housing body/latch, pins and wiring harness for damage or corrosion.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, proceed to step 2.

2. Operation: Injector Resistance Test Cylinder #1/2 injector connector to Cylinder #1/2 injector.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance Cylinder #1/2 injector con- Cylinder #1/2 injector con- Approx. 0.4 - 0.5 ohms
nector pin: 3 nector pin: 4

A. If resistance test was not successful, proceed to step 4

B. If resistance test was successful, reconnect connector . Proceed to step 3.

3. Operation: Injector Resistance Test ECU harness side of connector to Cylinder #1 injector.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance ECU harness connector ECU harness connector Approx. 0.4 - 0.5 ohms
pin: 4 pin: 13

A. If resistance test was not successful, repair wiring harness between ECU harness connector and Cylinder #1/2
injector connector.

B. If resistance test was successful, proceed to step 5.

4. Operation: Standalone Injector Resistance Test.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance Cylinder #1 injector, con- Cylinder #1 injector, con- Approx. 0.4 - 0.5 ohms
nector terminal #1 nector terminal #2

A. If resistance test was successful, repair the internal harness between the Cylinder #1 injector and the connec-
tor.

B. If resistance test was not successful, replace the Cylinder #1 injector.

5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU connector) Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing ECU connector) Key Off Engine Off.

Remove connector from the ECU and check for voltage and continuity at the appropriate pins defined in the test
table below. Use the 0.43 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit #
380040185 when connecting the DMM to the ECU connector. Make sure the DMM's test lead resistance is taken
into account when making any continuity measurements.

Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle connector (pin Ground (engine block) Approx. 12.0 volts (DC)
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 - 0.1 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, proceed to step 6.

B. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
and/or continuity problem(s).

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6. Operation: Re-initialize the ECU.

Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if the
fault code has cleared.

A. If the fault code did not clear, Replace the ECU.

B. If fault code cleared, continue with operation of machine.

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3063-Cylinder 1 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality multi-meter to be able to take accurate resistance measure-
ments. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements required to
be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any inaccuracies
in the DMM could cause a technician to take the wrong diagnostic path.
NOTE: Make sure that the multi-meter's test lead resistance is taken into account when resistance measurements
are taken. Record the multi-meter's test lead resistance by touching the leads together on the lowest Ohms scale and
mentally recording the resistance value. Subtract this value from the actual resistance measurement taken.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 1. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU . This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU . Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty cylinder 1 solenoid windings.

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

Solution:

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 8.

2. Carefully disconnect the engine cylinder harness from the ECU at ECU cylinder harness connector. Use a multi-
meter to check the resistance, on the cylinder harness side of connector, between pins 4 and 13. There should
be 0.4 - 0.5 Ω.

A. If the resistance was within range, leave ECU cylinder connector disconnected and continue with step 3

B. If the resistance was lower than range minimum, continue with step 6.
3. Use a multi-meter to check for continuity, on the ECU cylinder harness side of connector, from pin 4 to chassis
ground and pin 13 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 4

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU .
4. Disconnect the engine cylinder harness from the injector (valve) cover at connector. Use a multi-meter to check
for continuity, on the injector (valve) cover side of connector from pin A to chassis ground and pin B to chassis
ground. There should not be continuity.

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A. If there was continuity on either or both pins to chassis ground, leave connector disconnected and continue
with step 5

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
cylinder harness between Valve cover connector and ECU to cylinder harness connector. Locate and repair
the grounded conductor.
5. Remove the injector (valve) cover and disconnect the injector harness from Cylinder 1 injector at connector termi-
nal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the injector, from terminal 1 to chassis
ground. There should not be continuity.

A. If there is continuity, Cylinder 1 injector's solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in Cylinder 1 injector circuit, between injector con-
nector and connector on valve cover. Locate and repair the grounded conductor.
6. Disconnect the engine injector harness from the injector cover at Cylinder 1 /2 valve cover connector and use a
multi-meter to check the resistance on the injector cover side of Cylinder 1 /2 valve cover connector between pins
A and B. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between the
Cylinder 1 / 2 valve cover connector and ECU cylinder harness connector, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step7
7. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 1 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder 1 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between Cylinder 1
injector connector and connector on cover. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder 1 injector solenoid coil has failed. Replace the
injector.
8. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3064-Cylinder 5 - Unclassifiable Error In Injector

Context:
The engine control unit (ECU) has determined that an unclassifiable failure exists in the Cylinder #5 injector circuit.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of
a failure in the Cylinder #5 injector circuit that is unclassifiable over 8 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage.

Possible failure modes:

1. Faulty injection valve.

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

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 3.

2. Visually check the electrical integrity of the injector circuit (Inspect connector housing body/latch, pins and wiring
harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU or injector may have failed. Try reloading the ECU software. If the fault
reoccurs, try replacing the injector. If the fault reoccurs, replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3065-Cylinder 5 - Injector Cable Short Circuit (Low Side To Battery)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms and any inaccuracies in the DMM could cause a technician to take
the wrong diagnostic path.

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. The power stage
component of the ECU energizes the injection system transistors and simultaneously observes the current flow (sense
resistors) in the high-side and low-side switching branches. If there is a deviation from the expected current flow, the
driver circuitry detects the specific error and reports it back to the ECU. The ECU will process the error message so
that it records information on performed injections, cylinder bank specific errors and cylinder specific errors. The error
message is then compared to applicable error patterns and if there is a match, a fault code is generated. If an error
message doesn't match any pattern, the error is treated as unclassifiable. This monitoring function is performed once
per camshaft revolution.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short to high source or damaged wiring harness.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove the following connector for electrical inspection:

1. ECU injector connector.
2. Valve cover connector

Inspect connector housing body/latch, pins and wiring harness for damage or corrosion.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, proceed to step 2.

2. Operation: Injector Resistance Test Cylinder #5/6 injector connector to Cylinder #5/6 injector.
Vehicle Status: Key Off Engine Off.

Remove valve cover connector and perform an injector resistance test on the Cylinder #5/6 injector connector.
Use the standard multi-meter test leads to access the connector pins. Make sure that the multi-meter's test lead
resistance is taken into account when resistance measurements are taken. Record the multi-meter's test lead
resistance by touching the leads together on the lowest Ohms scale and mentally recording the resistance value.
Subtract this value from the actual resistance measurement taken. See test table below.

Test Type From To Expected Results

1. Resistance Cylinder #5/6 injector con- Cylinder #5/6 injector con- Approx. 0.4 - 0.5 ohms
nector pin: 3 nector pin: 4

A. If resistance test was not successful, proceed to step 4

B. If resistance test was successful, reconnect valve cover connector. Proceed to step 3.
3. Operation: Injector Resistance Test ECU harness side of connector to Cylinder #5 injector.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance ECU harness connector ECU harness connector Approx. 0.4 - 0.5 ohms
pin: 1 pin: 16

A. If resistance test was not successful, repair wiring harness between ECU harness connector and valve cover
connector.

B. If resistance test was successful, proceed to step 5.

4. Operation: Standalone Injector Resistance Test.
Vehicle Status: Key Off Engine Off.

Remove valve cover from the top of the head to allow access to the internal injector wiring harness. Remove the
Cylinder #5 injector connector (two flying leads with ring terminals). Perform a resistance test on the terminals
located on top of the solenoid portion of the injector. Make sure that the multi-meter's test lead resistance is taken
into consideration when resistance measurements are taken. Record the multi-meter's test lead resistance by
touching the leads together on the lowest Ohms scale and mentally recording the resistance value. Subtract this
value from the actual resistance measurement taken. See test table below.

Test Type From To Expected Results

1. Resistance Cylinder #5 injector, con- Cylinder #5 injector, con- Approx. 0.4 - 0.5 ohms
nector terminal #1 nector terminal #2

A. If resistance test was successful, repair the internal harness between the Cylinder #5 injector and the valve
cover connector.

B. If resistance test was not successful, replace the Cylinder #5 injector.

5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU connector) Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing ECU connector) Key Off Engine Off.

Remove connector from the ECU and check for voltage and continuity at the appropriate pins defined in the test
table below. Use the 0.43 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit #
380040185 when connecting the DMM to the ECU connector 1. Make sure the DMM's test lead resistance is
taken into account when making any continuity measurements.

Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle connector (pin Ground (engine block) Approx. 12.0 volts (DC)
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 - 0.1 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, proceed to step 6.

B. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
and/or continuity problem(s).

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6. Operation: Re-initialize the ECU.

Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if the
fault code has cleared.

A. If the fault code did not clear, Replace the ECU.

B. If fault code cleared, continue with operation of machine.

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3067-Cylinder 5 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.
NOTE: Make sure that the multi-meter's test lead resistance is taken into account when resistance measurements
are taken. Record the multi-meter's test lead resistance by touching the leads together on the lowest Ohms scale and
mentally recording the resistance value. Subtract this value from the actual resistance measurement taken.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 5.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check the resis-
tance, on the ECU engine injector harness side of connector, between pins 1 and 16. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector, from pin 1 to
chassis ground and pin 16 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
for continuity, on the injector (valve) cover side of connector from pin 3 to chassis ground and pin 4 to chassis
ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave valve cover connector disconnected and
continue with step 4.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between valve cover connector and ECU harness connector.Locate and repair the grounded
conductor.

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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #5 injector at connector ter-
minal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #5 injector, from terminal
1 to chassis ground. There should not be continuity.

A. If there is continuity, the Cylinder #5 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #5 injector circuit, between connector
and valve cover connector. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover and use a multi-meter to check the resistance on
the injector cover side of connector between pins 3 and 4. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between valve
cover connector and ECU harness connector, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #5 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #5 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
and valve cover connector. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #5 injector solenoid coil has failed. Replace the
injector.

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3068-Cylinder 3 - Unclassifiable Error In Injector

Context:
The engine control unit (ECU) has determined that an unclassifiable failure exists in the Cylinder #3 injector circuit.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of
a failure in the Cylinder #3 injector circuit that is unclassifiable over 8 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage.

Possible failure modes:

1. Faulty injection valve.

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

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 3.

2. Visually check the electrical integrity of the injector circuit (Inspect connector housing body/latch, pins and wiring
harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU or injector may have failed. Try reloading the ECU software. If the fault
reoccurs, try replacing the injector. If the fault reoccurs, replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3069-Cylinder 3 - Injector Cable Short Circuit (Low Side To Battery)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms and any inaccuracies in the DMM could cause a technician to take
the wrong diagnostic path.

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. The power stage
component of the ECU energizes the injection system transistors and simultaneously observes the current flow (sense
resistors) in the high-side and low-side switching branches. If there is a deviation from the expected current flow, the
driver circuitry detects the specific error and reports it back to the ECU. The ECU will process the error message so
that it records information on performed injections, cylinder bank specific errors and cylinder specific errors. The error
message is then compared to applicable error patterns and if there is a match, a fault code is generated. If an error
message doesn't match any pattern, the error is treated as unclassifiable. This monitoring function is performed once
per camshaft revolution.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short to high source or damaged wiring harness.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove the following connector for electrical inspection:

1. ECU injector connector .
2. Valve cover connector .

Inspect connector housing body/latch, pins and wiring harness for damage or corrosion.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, proceed to step 2.

2. Operation: Injector Resistance Test Cylinder #3/4 injector connector to Cylinder #3/4 injector.
Vehicle Status: Key Off Engine Off.

Remove valve cover connector and perform an injector resistance test on the Cylinder #3/4 injector connector.
Use the standard multi-meter test leads to access the connector pins. Make sure that the multi-meter's test lead
resistance is taken into account when resistance measurements are taken. Record the multi-meter's test lead
resistance by touching the leads together on the lowest Ohms scale and mentally recording the resistance value.
Subtract this value from the actual resistance measurement taken. See test table below.

Test Type From To Expected Results

1. Resistance Cylinder #3/4 injector con- Cylinder #3/4 injector con- Approx. 0.4 - 0.5 ohms
nector to valve cover con- nector to valve cover con-
nector pin: 3 nector pin: 4

A. If resistance test was not successful, proceed to step 4

B. If resistance test was successful, reconnect valve cover connector. Proceed to step 3.
3. Operation: Injector Resistance Test ECU harness side of connector to Cylinder #3 injector.

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Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance ECU harness connector ECU harness connector Approx. 0.4 - 0.5 ohms
pin: 12 pin: 5

A. If resistance test was not successful, repair wiring harness between ECU harness connector and valve cover
connector.

B. If resistance test was successful, proceed to step 5.

4. Operation: Standalone Injector Resistance Test.
Vehicle Status: Key Off Engine Off.

Remove valve cover from the top of the head to allow access to the internal injector wiring harness. Remove the
Cylinder #3 injector connector (two flying leads with ring terminals). Perform a resistance test on the terminals
located on top of the solenoid portion of the injector. Make sure that the multi-meter's test lead resistance is taken
into consideration when resistance measurements are taken. Record the multi-meter's test lead resistance by
touching the leads together on the lowest Ohms scale and mentally recording the resistance value. Subtract this
value from the actual resistance measurement taken. See test table below.

Test Type From To Expected Results

1. Resistance Cylinder #3 injector, con- Cylinder #3 injector, con- Approx. 0.4 - 0.5 ohms
nector terminal #1 nector terminal #2

A. If resistance test was successful, repair the internal harness between the Cylinder #3 injector and the connec-
tor.

B. If resistance test was not successful, replace the Cylinder #3 injector.

5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU connector ) Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing ECU connector ) Key Off Engine Off.

Remove connector from the ECU and check for voltage and continuity at the appropriate pins defined in the test
table below. Use the 0.43 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit #
380040185 when connecting the DMM to the ECU connector. Make sure the DMM's test lead resistance is taken
into account when making any continuity measurements.

Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle connector (pin Ground (engine block) Approx. 12.0 volts (DC)
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 - 0.1 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, proceed to step 6.

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B. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
and/or continuity problem(s).
6. Operation: Re-initialize the ECU.
Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if the
fault code has cleared.

A. If the fault code did not clear, Replace the ECU.

B. If fault code cleared, continue with operation of machine.

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3071-Cylinder 3 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.
NOTE: Make sure that the multi-meter's test lead resistance is taken into account when resistance measurements
are taken. Record the multi-meter's test lead resistance by touching the leads together on the lowest Ohms scale and
mentally recording the resistance value. Subtract this value from the actual resistance measurement taken.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 3.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector Use a multi-meter to check the resis-
tance, on the ECU engine injector harness side of connector, between pins 12 and 5. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector 3, from pin 12 to
chassis ground and pin 5 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
for continuity, on the injector (valve) cover side of connector from pin 3 to chassis ground and pin 4 to chassis
ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector disconnected and continue
with step 4.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between connector and ECU harness connector. Locate and repair the grounded conductor.

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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #3 injector at connector ter-
minal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #3 injector, from terminal
1 to chassis ground. There should not be continuity.

A. If there is continuity, the Cylinder #3 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #3 injector circuit, between connector
and valve cover connector. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector and use a multi-meter to check the
resistance on the injector cover side of connector between pins 3 and 4. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between valve
cover connector and ECU harness connector, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #3 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #3 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
and valve cover connector. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #3 injector solenoid coil has failed. Replace the
injector.

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3072-Cylinder 6 - Unclassifiable Error In Injector

Context:
The engine control unit (ECU) has determined that an unclassifiable failure exists in the Cylinder #6 injector circuit.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of
a failure in the Cylinder #6 injector circuit that is unclassifiable over 8 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage.

Possible failure modes:

1. Faulty injection valve.

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

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 3.

2. Visually check the electrical integrity of the injector circuit (Inspect connector housing body/latch, pins and wiring
harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU or injector may have failed. Try reloading the ECU software. If the fault
reoccurs, try replacing the injector. If the fault reoccurs, replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3073-Cylinder 6 - Injector Cable Short Circuit (Low Side To Battery)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms and any inaccuracies in the DMM could cause a technician to take
the wrong diagnostic path.

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. The power stage
component of the ECU energizes the injection system transistors and simultaneously observes the current flow (sense
resistors) in the high-side and low-side switching branches. If there is a deviation from the expected current flow, the
driver circuitry detects the specific error and reports it back to the ECU. The ECU will process the error message so
that it records information on performed injections, cylinder bank specific errors and cylinder specific errors. The error
message is then compared to applicable error patterns and if there is a match, a fault code is generated. If an error
message doesn't match any pattern, the error is treated as unclassifiable. This monitoring function is performed once
per camshaft revolution.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short to high source or damaged wiring harness.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove the following connector for electrical inspection:

1. ECU injector connector.
2. Valve cover connector.

Inspect connector housing body/latch, pins and wiring harness for damage or corrosion.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, proceed to step 2.

2. Operation: Injector Resistance Test Cylinder #5/6 injector connector to Cylinder #5/6 injector.
Vehicle Status: Key Off Engine Off.

Remove valve cover connector and perform an injector resistance test on the Cylinder #5/6 injector connector.
Use the standard multi-meter test leads to access the connector pins. Make sure that the multi-meter's test lead
resistance is taken into account when resistance measurements are taken. Record the multi-meter's test lead
resistance by touching the leads together on the lowest Ohms scale and mentally recording the resistance value.
Subtract this value from the actual resistance measurement taken. See test table below.

Test Type From To Expected Results

1. Resistance Cylinder #5/6 injector con- Cylinder #5/6 injector con- Approx. 0.4 - 0.5 ohms
nector pin: 1 nector pin: 2

A. If resistance test was not successful, proceed to step 4

B. If resistance test was successful, reconnect valve cover connector. Proceed to step 3.
3. Operation: Injector Resistance Test ECU harness side of connector 3 to Cylinder #6 injector.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance ECU harness connector ECU harness connector Approx. 0.4 - 0.5 ohms
pin: 2 pin: 15

A. If resistance test was not successful, repair wiring harness between ECU harness connector and valve cover
connector.

B. If resistance test was successful, proceed to step 5.

4. Operation: Standalone Injector Resistance Test.
Vehicle Status: Key Off Engine Off.

Remove valve cover from the top of the head to allow access to the internal injector wiring harness. Remove the
Cylinder #6 injector connector (two flying leads with ring terminals). Perform a resistance test on the terminals
located on top of the solenoid portion of the injector. Make sure that the multi-meter's test lead resistance is taken
into consideration when resistance measurements are taken. Record the multi-meter's test lead resistance by
touching the leads together on the lowest Ohms scale and mentally recording the resistance value. Subtract this
value from the actual resistance measurement taken. See test table below.

Test Type From To Expected Results

1. Resistance Cylinder #6 injector, con- Cylinder #6 injector, con- Approx. 0.4 - 0.5 ohms
nector terminal #1 nector terminal #2

A. If resistance test was successful, repair the internal harness between the Cylinder #6 injector and the valve
cover connector.

B. If resistance test was not successful, replace the Cylinder #6 injector.

5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU connector) Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing ECU connector) Key Off Engine Off.

Remove connector from the ECU and check for voltage and continuity at the appropriate pins defined in the test
table below. Use the 0.43 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit #
380040185 when connecting the DMM to the ECU connector. Make sure the DMM's test lead resistance is taken
into account when making any continuity measurements.

Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle connector (pin Ground (engine block) Approx. 12.0 volts (DC)
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 - 0.1 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, proceed to step 6.

B. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
and/or continuity problem(s).

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6. Operation: Re-initialize the ECU.

Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if the
fault code has cleared.

A. If the fault code did not clear, Replace the ECU.

B. If fault code cleared, continue with operation of machine.

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3075-Cylinder 6 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.

NOTE: Make sure that the multi-meter's test lead resistance is taken into account when resistance measurements
are taken. Record the multi-meter's test lead resistance by touching the leads together on the lowest Ohms scale and
mentally recording the resistance value. Subtract this value from the actual resistance measurement taken.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 6.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check the re-
sistance, on the ECU engine injector harness side of connector 3, between pins 2 and 15. There should be 0.4 -
0.5 Ω.

A. If the resistance was within range, leave ECU harness connector disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector, from pin 2 to
chassis ground and pin 15 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
for continuity, on the injector (valve) cover side of connector from pin 1 to chassis ground and pin 2 to chassis
ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector disconnected and continue
with step 4.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between valve cover connector and ECU harness connector 3.Locate and repair the grounded
conductor.

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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #6 injector at connector ter-
minal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #6 injector, from terminal
1 to chassis ground. There should not be continuity.

A. If there is continuity, the Cylinder #6 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #6 injector circuit, between connector
and valve cover connector. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at valve cover connector and use a multi-meter to
check the resistance on the injector cover side of connector between pins 1 and 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector and ECU harness connector, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #6 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #6 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
and valve cover connector. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #6 injector solenoid coil has failed. Replace the
injector.

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3076-Cylinder 2 - Unclassifiable Error In Injector

Context:
The engine control unit (ECU) has determined that an unclassifiable failure exists in the Cylinder #2 injector circuit.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of
a failure in the Cylinder #2 injector circuit that is unclassifiable over 8 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage.

Possible failure modes:

1. Faulty injection valve.

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

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 3.

2. Visually check the electrical integrity of the injector circuit (Inspect connector housing body/latch, pins and wiring
harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU or injector may have failed. Try reloading the ECU software. If the fault
reoccurs, try replacing the injector. If the fault reoccurs, replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3077-Cylinder 2 - Injector Cable Short Circuit (Low Side To Battery)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms and any inaccuracies in the DMM could cause a technician to take
the wrong diagnostic path.

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. The power stage
component of the ECU energizes the injection system transistors and simultaneously observes the current flow (sense
resistors) in the high-side and low-side switching branches. If there is a deviation from the expected current flow, the
driver circuitry detects the specific error and reports it back to the ECU. The ECU will process the error message so
that it records information on performed injections, cylinder bank specific errors and cylinder specific errors. The error
message is then compared to applicable error patterns and if there is a match, a fault code is generated. If an error
message doesn't match any pattern, the error is treated as unclassifiable. This monitoring function is performed once
per camshaft revolution.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short to high source or damaged wiring harness.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove the following connector for electrical inspection:

1. ECU injector connector.
2. Valve cover connector.

Inspect connector housing body/latch, pins and wiring harness for damage or corrosion.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, proceed to step 2.

2. Operation: Injector Resistance Test Cylinder #1/2 injector connector VC1 to Cylinder #1/2 injector.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance Cylinder #1/2 injector con- Cylinder #1/2 injector con- Approx. 0.4 - 0.5 ohms
nector pin: 1 nector pin: 2

A. If resistance test was not successful, proceed to step 4

B. If resistance test was successful, reconnect connector. Proceed to step 3.

3. Operation: Injector Resistance Test ECU harness side of connector to Cylinder #2 injector.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance ECU harness connector ECU harness connector Approx. 0.4 - 0.5 ohms
pin: 11 pin: 6

A. If resistance test was not successful, repair wiring harness between ECU harness connector and valve cover
connector.

B. If resistance test was successful, proceed to step 5.

4. Operation: Standalone Injector Resistance Test.
Vehicle Status: Key Off Engine Off.

Remove valve cover from the top of the head to allow access to the internal injector wiring harness. Remove the
Cylinder #2 injector connector (two flying leads with ring terminals). Perform a resistance test on the terminals
located on top of the solenoid portion of the injector. Make sure that the multi-meter's test lead resistance is taken
into consideration when resistance measurements are taken. Record the multi-meter's test lead resistance by
touching the leads together on the lowest Ohms scale and mentally recording the resistance value. Subtract this
value from the actual resistance measurement taken. See test table below.

Test Type From To Expected Results

1. Resistance Cylinder #2 injector, con- Cylinder #2 injector, con- Approx. 0.4 - 0.5 ohms
nector terminal #1 nector terminal #2

A. If resistance test was successful, repair the internal harness between the Cylinder #2 injector and the connec-
tor.

B. If resistance test was not successful, replace the Cylinder #2 injector.

5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU connector) Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing ECU connector) Key Off Engine Off.

Remove connector from the ECU and check for voltage and continuity at the appropriate pins defined in the test
table below. Use the 0.43 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit #
380040185 when connecting the DMM to the ECU connector. Make sure the DMM's test lead resistance is taken
into account when making any continuity measurements.

Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle connector (pin Ground (engine block) Approx. 12.0 volts (DC)
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 - 0.1 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, proceed to step 6.

B. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
and/or continuity problem(s).

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6. Operation: Re-initialize the ECU.

Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if the
fault code has cleared.

A. If the fault code did not clear, Replace the ECU.

B. If fault code cleared, continue with operation of machine.

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3079-Cylinder 2 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.

NOTE: Make sure that the multi-meter's test lead resistance is taken into account when resistance measurements
are taken. Record the multi-meter's test lead resistance by touching the leads together on the lowest Ohms scale and
mentally recording the resistance value. Subtract this value from the actual resistance measurement taken.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 2.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check the re-
sistance, on the ECU engine injector harness side of connector 3, between pins 6 and 11. There should be 0.4 -
0.5 Ω.

A. If the resistance was within range, leave ECU harness connector disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector, from pin 11 to
chassis ground and pin 6 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
for continuity, on the injector (valve) cover side of connector from pin 1 to chassis ground and pin 2 to chassis
ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector disconnected and continue
with step 4.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between valve cover connector and ECU harness connector. Locate and repair the grounded
conductor.

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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #2 injector at connector ter-
minal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #2 injector, from terminal
1 to chassis ground. There should not be continuity.

A. If there is continuity, the Cylinder #2 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #2 injector circuit, between connector
and valve cover connector. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector and use a multi-meter to check the
resistance on the injector cover side of connector between pins 1 and 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between valve
cover connector and ECU harness connector, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #2 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #2 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between injector
connector and valve cover connector. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #2 injector solenoid coil has failed. Replace the
injector.

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3080-Cylinder 4 - Unclassifiable Error In Injector

Context:
The engine control unit (ECU) has determined that an unclassifiable failure exists in the Cylinder #4 injector circuit.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of
a failure in the Cylinder #4 injector circuit that is unclassifiable over 8 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage.

Possible failure modes:

1. Faulty injection valve.

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

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 3.

2. Visually check the electrical integrity of the injector circuit (Inspect connector housing body/latch, pins and wiring
harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU or injector may have failed. Try reloading the ECU software. If the fault
reoccurs, try replacing the injector. If the fault reoccurs, replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3081-Cylinder 4 - Injector Cable Short Circuit (Low Side To Battery)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms and any inaccuracies in the DMM could cause a technician to take
the wrong diagnostic path.

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. The power stage
component of the ECU energizes the injection system transistors and simultaneously observes the current flow (sense
resistors) in the high-side and low-side switching branches. If there is a deviation from the expected current flow, the
driver circuitry detects the specific error and reports it back to the ECU. The ECU will process the error message so
that it records information on performed injections, cylinder bank specific errors and cylinder specific errors. The error
message is then compared to applicable error patterns and if there is a match, a fault code is generated. If an error
message doesn't match any pattern, the error is treated as unclassifiable. This monitoring function is performed once
per camshaft revolution.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

2. Faulty electrical wiring, short to high source or damaged wiring harness.
3. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Electrical Inspection.

Vehicle Status: Key Off Engine Off.

Remove the following connector for electrical inspection:

1. ECU injector connector.
2. Valve cover connector.

Inspect connector housing body/latch, pins and wiring harness for damage or corrosion.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, proceed to step 2.

2. Operation: Injector Resistance Test Cylinder #3/4 injector connector to Cylinder #3/4 injector.
Vehicle Status: Key Off Engine Off.

Remove valve cover connector and perform an injector resistance test on the Cylinder #3/4 injector connector.
Use the standard multi-meter test leads to access the connector pins. Make sure that the multi-meter's test lead
resistance is taken into account when resistance measurements are taken. Record the multi-meter's test lead
resistance by touching the leads together on the lowest Ohms scale and mentally recording the resistance value.
Subtract this value from the actual resistance measurement taken. See test table below.

Test Type From To Expected Results

1. Resistance Cylinder #3/4 injector con- Cylinder #3/4 injector con- Approx. 0.4 - 0.5 ohms
nector pin: 1 nector pin: 2

A. If resistance test was not successful, proceed to step 4

B. If resistance test was successful, reconnect valve cover connector. Proceed to step 3.
3. Operation: Injector Resistance Test ECU harness side of connector 3 to Cylinder #4 injector.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance ECU harness connector ECU harness connector Approx. 0.4 - 0.5 ohms
pin: 3 pin: 14

A. If resistance test was not successful, repair wiring harness between ECU harness connector and valve cover
connector.

B. If resistance test was successful, proceed to step 5.

4. Operation: Standalone Injector Resistance Test.
Vehicle Status: Key Off Engine Off.

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

Test Type From To Expected Results

1. Resistance Cylinder #4 injector, con- Cylinder #4 injector, con- Approx. 0.4 - 0.5 ohms
nector terminal #1 nector terminal #2

A. If resistance test was successful, repair the internal harness between the Cylinder #4 injector and the connec-
tor.

B. If resistance test was not successful, replace the Cylinder #4 injector.

5. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing ECU connector) Key Off Engine Off.
Vehicle Status (when performing test) Key On Engine Off.
Vehicle Status (when replacing ECU connector) Key Off Engine Off.

Remove connector 1 from the ECU and check for voltage and continuity at the appropriate pins defined in the
test table below. Use the 0.43 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit #
380040185 when connecting the DMM to the ECU connector. Make sure the DMM's test lead resistance is taken
into account when making any continuity measurements.

Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle connector (pin Ground (engine block) Approx. 12.0 volts (DC)
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 - 0.1 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, proceed to step 6.

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B. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
and/or continuity problem(s).
6. Operation: Re-initialize the ECU.
Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if the
fault code has cleared.

A. If the fault code did not clear, Replace the ECU.

B. If fault code cleared, continue with operation of machine.

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3083-Cylinder 4 - Injector Cable Short Circuit (High Side To Ground)

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.
NOTE: Make sure that the multi-meter's test lead resistance is taken into account when resistance measurements
are taken. Record the multi-meter's test lead resistance by touching the leads together on the lowest Ohms scale and
mentally recording the resistance value. Subtract this value from the actual resistance measurement taken.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 4.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check the resis-
tance, on the ECU engine injector harness side of connector, between pins 3 and 14. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector, from pin 3 to
chassis ground and pin 14 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
for continuity, on the injector (valve) cover side of connector from pin 1 to chassis ground and pin 2 to chassis
ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector disconnected and continue
with step 4.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between valve cover connector and ECU harness connector.Locate and repair the grounded
conductor.

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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #4 injector at connector ter-
minal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #4 injector, from terminal
1 to chassis ground. There should not be continuity.

A. If there is continuity, the Cylinder #4 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #4 injector circuit, between connector
and valve cover connector. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector and use a multi-meter to check the
resistance on the injector cover side of connector between pins 1 and 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector and ECU harness connector, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #4 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #4 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
and valve cover connector. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #4 injector solenoid coil has failed. Replace the
injector.

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3089-Crankshaft Sensor - Invalid Signal

STEIGER

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

Cause:
The ECU has determined that there are errors in the signal from the Crankshaft speed sensor.

Possible failure modes:

1. Faulty Crankshaft speed sensor.

2. Faulty electrical wiring and/or connections.
3. Faulty ECU, supply voltages or ground paths.

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, continue with step 7.

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

B. If no damage is determined, proceed to step 3.

3. Check internal resistance of Crankshaft speed sensor. Remove Crankshaft speed sensor connector,, and connect
the test lead labeled "Cam/Crankshaft Sensor Interface Harness" from the Tier II (NEF) Diagnostic Repair Kit
380040185 to the Crankshaft speed sensor to access the sensor terminals. Use a multi-meter to measure the
resistance between pins 1 (yellow) and 2 (red) of the Crankshaft speed sensor. There should be between 825 -
975 Ω at 20 °C (68 °F).

A. If the resistance is not within the specified range, replace the Crankshaft speed sensor.

B. If the resistance is within the specified range, proceed to step 4.

4. Check the Crankshaft speed sensor output. With the "Cam/Crankshaft Sensor Interface Harness" from the Tier
II (NEF) Diagnostic Repair Kit 380040185 connected to the Crankshaft speed sensor, use a multi-meter to check
for voltage (AC), while starting the engine, between pins 1 (yellow) and 2 (red) of the Crankshaft speed sensor
connector. There should be a minimum of .50 V (AC) while cranking and a higher reading once the engine starts.

A. If the voltage is less than .50 V (AC), replace the sensor.

B. If the voltage is above .50 V (AC), proceed to step 5.

5. Check for faulty wiring between the Crankshaft speed sensor and the ECU. Measure resistance between the
Crankshaft speed sensor,, pin 2, and the ECU engine connector, pin 23.

A. If there is continuity, go to step 6.

B. If there is no continuity, find and repair the damaged wiring between crankshaft speed sensor connector and
ECU connector, pin 23.

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6. Check voltage and ground supply to ECU. Disconnect ECU vehicle connector 1 and use a multi-meter to verify
the ECU has sufficient supply voltage and ground paths. Use the table below as a reference.

Test Type From To Expected Results

1. Voltage ECU vehicle connector (pin Ground (engine block) Approx. 12 volts (DC)
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 voltage supply and ground paths are sufficient, continue with step 7.

B. If the voltage supply and ground paths are not present, use the vehicle schematics to find and repair the cause.
7. Visually inspect the relevant harnesses and connectors for damage, bent, or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3093-Offset Between Camshaft And Crankshaft - Outside

Boundaries
STEIGER

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

Cause:
The ECU has determined that there is a phase relationship error between the Crankshaft speed sensor and the
Camshaft speed sensor.

Possible failure modes:

1. Faulty Camshaft speed sensor or Crankshaft speed sensor.

2. Camshaft speed sensor or Crankshaft speed sensor are not mechanically installed correctly.
3. Faulty electrical wiring and/or connections.
4. Faulty ECU, or ECU supply voltages or ground.

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 15.
2. Operation: Electrical and Sensor Mounting Inspection.
Vehicle Status: Key Off Engine Off.

Remove Camshaft speed sensor connector and Crankshaft speed sensor connector and inspect housing body/
latch, pins and wiring harness for damage or corrosion. Also, inspect the connector portion and mechanical
mounting (seating) of the Camshaft speed sensor and Crankshaft speed sensor.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Camshaft speed sensor or Crankshaft speed sensor if damaged.

B. If any of the sensors are not mounted correctly (loose, not seated properly, etc.), remount the sensors taking
special care to make sure it is properly seated (flush with sealing surface) and fastened.

C. If no damage is determined, proceed to step 3.

3. Operation: Resistance Test for Camshaft speed sensor.
Vehicle Status: Key Off Engine Off

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

Test Type From To Results (Min) Results (Max)

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.

B. If the resistance test does fall in the specified range, proceed to step 4.
4. Operation: Resistance Test for Crankshaft speed sensor.
Vehicle Status: Key Off Engine Off

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

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, proceed to step 5.
5. Operation: Check Crankshaft speed sensor Output Voltage and Harness Wiring.

Perform both (2) electrical tests defined below:

1) AC output voltage test for Crankshaft speed sensor

Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)

NOTE: When performing this electrical test, use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier
II (NEF) Diagnostic Repair Kit 380040185.

Remove Crankshaft speed sensor connector and connect the Coolant/Fuel Temp Sensor test lead in-line with
the sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during the connec-
tion process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator
clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters and the
measurement results.

Test Type From To Expected Results

1. 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)
2. 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)

2) Harness wiring continuity/shorts electrical test (Crankshaft speed sensor).

Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between Crankshaft speed sensor connector and ECU engine harness
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 Crankshaft speed sensor connector. Also, use the 0.4 mm (0.017 in) diameter test probes
fro. 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.

Test Type From To Expected Results

1. Continuity Crankshaft speed sensor ECU engine harness con- Approx. 0 - 0.1 ohms
connector (Pin: 1) nector (Pin: 23)
2. Continuity Crankshaft speed sensor ECU engine harness con- Approx. 0 - 0.1 ohms
connector (Pin: 2) nector (Pin: 19)
3. Shorts ECU engine harness con- ECU engine harness con- Open Circuit
nector (Pin: 23) nector (Pin: 19)

A. If both electrical tests are successful, proceed to step 7.

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B. If harness wiring continuity/shorts test was not successful, find and repair the damaged section(s) of the wiring
harness.

C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 6.
6. Operation: Crankshaft speed sensor alignment.
Vehicle Status: Key Off Engine Off.

Check proper mechanical alignment and tooth spacing of the Crankshaft speed sensor. The spacing between
the trigger teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly
(flush with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code is still present and has not cleared, Replace Crankshaft speed sensor, being careful to ensure
the sensor's mechanical alignment and tooth spacing is correct and the sensor is seated properly.

B. If this fault code is still present and has not cleared, proceed to step 13.
7. Operation: Check Camshaft speed sensor Output Voltage and Harness Wiring.

Perform both (2) electrical tests defined below:

1) AC output voltage test for Camshaft speed sensor:

Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)

NOTE: When performing this electrical test, use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier
II (NEF) Diagnostic Repair Kit 380040185.

Remove Camshaft speed sensor connector and connect the Coolant/Fuel Temp Sensor test lead in-line with the
sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection
process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips
from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters and the mea-
surement results.

Test Type From To Expected Results

1. 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)
2. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. - 3 - 4.5 volts (AC)
connection at high RPM ( connector (Pin 1) connector (Pin 2)
2000 - 2200 RPM)

2) Harness wiring continuity/shorts electrical test (Camshaft speed sensor).

Vehicle Status: Key Off Engine Off.

Remove and perform continuity tests between Camshaft speed sensor connector and ECU engine harness con-
nector. 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 ECU engine harness connector. 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.

Test Type From To Expected Results

1. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.1 ohms
connector (Pin: 1) nector (Pin: 10)
2. Continuity Camshaft speed sensor ECU engine harness con- Approx. 0 - 0.1 ohms
connector (Pin: 2) nector (Pin: 9)

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3. Short Circuit ECU engine harness con- ECU engine harness con- Open Circuit
nector (Pin: 10) nector (Pin: 9)

A. If both electrical tests are successful, proceed to step 10.

B. If harness wiring continuity/shorts test was not unsuccessful, find and repair the damaged section(s) of the
wiring harness.

C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 8.
8. Operation: Camshaft Position (CMP), Engine camshaft RPM, sensor Alignment.
Vehicle Status: Key Off Engine Off.

Check proper mechanical alignment and tooth spacing of the Camshaft speed sensor. The spacing between the
trigger teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly
(flush with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 9.
9. Operation: Replace Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the Camshaft speed sensor. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 13.
10. Operation: Replace Crankshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the Crankshaft speed sensor. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 11.
11. Operation: Swap the New Crankshaft speed sensor with the Old Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the new Crankshaft speed sensor with the old Camshaft speed sensor. Make sure that the proper me-
chanical alignment and tooth spacing is correct for both sensors. The spacing between the trigger teeth and the
sensor is critical for proper voltage output. Make sure that the sensors are seated properly (flush with mounting
flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code still exists, proceed to step 12.

12. Operation: Replace Old Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the old Camshaft speed sensor. When this is complete, both Crankshaft speed sensor and Camshaft
speed sensor will have been replaced. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code still exists, proceed to step 13.

13. Operation: Check for ECU Voltages and Ground Continuity.Vehicle Status (when removing the ECU vehicle har-
ness connector): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.

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Vehicle Status (when replacing ECU vehicle harness connector): Key Off Engine Off.

Using the product schematics for a reference, remove the ECU vehicle 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) diam-
eter test probes from the Tier II (NEF) Diagnostic Repair Kit 380040185 when connecting the multi-meter to the
ECU vehicle 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.

Test Type From To Expected Results

1. Voltage ECU vehicle connector Ground (engine block) Approx. 12 volts (DC)
(pin 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 Ground (engine block) Approx. 0 - 0.1 ohms
(pin 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, proceed to step 14.

B. If the voltages and ground paths are not correct, refer to schematics and determine root cause of power and/or
continuity problem(s).
14. Operation: Re-Initialize the ECU .
Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if
the fault code has cleared.

A. If the fault code did not clear, replace the ECU.

15. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3095-Operating With Camshaft Sensor Only - Backup Mode

STEIGER

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

Cause:
The ECU has determined that there are errors in the signal from the Crankshaft speed sensor and is currently oper-
ating in BACKUP mode. The engine is operating with input from only the Camshaft speed sensor.

Possible failure modes:

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.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
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 Crankshaft speed 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 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 the 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.

Single Ended Test Lead Connection Test (Standalone Crankshaft speed sensor test):

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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 this test. The engine can also be very hard to
start when the Crankshaft speed sensor is disconnected. The ECU needs to see a few revolutions of the camshaft
to be able to use this information to start the engine. Another starting technique would be to have the Crankshaft
speed sensor connected in-line with the engine wiring harness with the special test lead (Tier II NEF Diagnostic
Repair Kit), start the engine and then disconnect the test lead from the wiring harness.
The Crankshaft speed sensor and the Camshaft speed sensor are exactly the same. These sensors may be
swapped in this diagnostic procedure to determine the functionality of the Crankshaft speed sensor. A new set of
error codes may be generated by the ECU if sensors are swapped.

Test Type From To Expected Results

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 of this
type, ensure the 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.
5. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Perform continuity tests between sensor 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 engine wiring
harness connector. 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.

Test Type From To Expected Results

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
connector (Pin: 2) nector (Pin: 19)

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3. Shorts ECU engine harness con- ECU engine harness con- Open Circuit
nector (Pin: 23) nector (Pin: 19)

A. If continuity/shorts test is successful, go to step 6.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
6. Operation: Check for ECU Voltages and Ground Continuity.
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.

Test Type From To Expected Results

1. Voltage ECU vehicle connector (pin Ground (engine block) Approx. 12 volts (DC)
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 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.

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 product schematics and determine root cause of power
and/or continuity problem(s).
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3102-Rail Pressure Sensor CP3 - Signal Below Range Minimum

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

Cause:
The Rail Pressure sensor signal is too low.

Possible failure modes:

1. Faulty Rail Pressure sensor.

2. Faulty circuit wiring, shorted to low source.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the engine sensor harness from the ECU at ECU engine connector and place the Key switch in the
"On" position. Use a multi-meter check the voltage on the ECU from pin 13 to pin 12. There should be 5 V.

A. If there is 5 V reconnect ECU engine connector and continue with step 2

B. If there is less than 5 V, there is a failure inside the ECU, replace the ECU.
2. Disconnect the engine sensor harness from the Fuel Pressure sensor and place the Key switch in the "On" position.
Use a multi-meter check the voltage on the engine harness side of Fuel pressure sensor connector from pin 3 to
pin 2. There should be 5 V.

A. If there is 5 V leave the Fuel pressure sensor connector disconnected and continue with step 3

B. If there is less than 5 V, there is a short to low source in the sensor circuit wiring, leave the Fuel pressure
sensor connector disconnected and continue with step 4
3. Disconnect the engine sensor harness from the ECU at ECU engine connector. Use a multi-meter to test for con-
tinuity between the engine sensor harness side of ECU engine connector 2 pin 14 and ground and also between
Fuel pressure sensor connector pin 1 and ground. There should be no continuity.

A. If there is continuity on either or both tests, there is a short to low source in the sensor signal wire, locate and
repair the short to low source.

B. If there is no continuity, either the sensor has failed or the ECU is faulty. Replace the common rail pressure
sensor and if the fault reoccurs reload the ECU software. If the fault reoccurs after replacing the sensor and
reloading software, replace the ECU .
4. Disconnect the engine sensor harness from the ECU at ECU engine connector. Use a multi-meter to test for
continuity between the engine sensor harness side of ECU engine connector pin 13 and ground and also between
Fuel pressure sensor connector pin 3 and ground. There should be no continuity.

A. If there is continuity, on either or both tests, there is a short to low source in the sensor source wire. Locate
and repair the short to low source.

B. If there is no continuity, on either or both tests, there is a short to low source in the sensor ground reference
wire. Locate and repair the short to low source.

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3104-Rail Pressure Relief Valve - Open

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

Possible failure modes:

1. Faulty Rail Pressure sensor, signal not plausible.

2. Faulty common rail fuel system, small leak.
3. Faulty ECU, hardware or software.

Solution:

1. Use ESTcheck for other Rail Pressure sensor and injector (cylinder or bank) errors.

A. If Rail Pressure sensor or injector errors exist, follow troubleshooting procedure for existing Rail Pressure sen-
sor or injector error.

B. If no Rail Pressure sensor or injector errors exist, continue with step 2

2. Check common rail fuel system for leaks.

A. If common rail fuel system leak is found, repair as required.

B. If no common rail fuel system leak is found, continue with step 3

3. Visually inspect connector and connector for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, replace Rail Pressure sensor and restart engine. If error
reoccurs continue with step 4
4. Visually inspect connector 2 for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, continue with step 5

5. Visually inspect injector connectors 1 , 2, 3, 4, 5, and 6 for electrical integrety.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, continue with step 6

6. Reload ECU software.

A. If error reoccurs after trying to reload software, replace ECU.

B. If error has been resolved, continue with normal operation of machine.

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3105-Rail Pressure Relief Valve - Pressure Shock Requested

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

Possible failure modes:

1. Faulty ECU, improper data set.

2. Faulty PRV, mechanical valve does not function.

Solution:

1. Use the EST to flash the ECU with the appropriate data set.

A. If the error reoccurs, replace the PRV.

B. If the error does not reoccur, return the unit to service.

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3108-Fuel Metering Unit - Short To Ground

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

Cause:
Fuel high pressure pump circuit is shorted to a low source.

Possible failure modes:

1. Faulty fuel high pressure pump control circuit, shorted to a low source.
2. Faulty ECU, hardware or software.

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 4.

2. Disconnect the Engine Injector harness from the ECU at connector. Use a multi-meter to test for continuity from
the Engine Injector harness side of connector pin 10 to ground. There should be no continuity.

A. If there is continuity, continue with step 3

B. If there is no continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.
3. Disconnect the Engine Injector harness from the Fuel high pressure pump at connector and use a multi-meter
to check for continuity on the fuel high pressure pump side of connector pins 1 and 2 to chassis ground. There
should be no continuity on either pin to ground.

A. If there is continuity on either pin, the fuel high pressure pump solenoid coil has failed, replace the solenoid.

B. If there is no continuity on either pin, there is a short to low source in the Engine Injector harness, locate and
repair the short to ground.
4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3110-Rail Pressure Sensor Monitoring - Signal Above Range

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

Cause:
The Rail Pressure sensor after-run signal is too high.

Possible failure modes:

1. Faulty circuit wiring or electrical connection.

2. Faulty sensor.

Solution:

1. Use EST to check for other Rail Pressure sensor errors.

A. If Rail Pressure sensor errors exist, follow troubleshooting procedure for existing Rail Pressure sensor error.

B. If no Rail Pressure sensor errors exist, continue with step 2

2. Disconnect the Engine Sensor harness from the ECU at connector 2 and from the Rail Pressure sensor at con-
nector. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector pin 13 to the
Engine Sensor harness side of connector pin 3. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 3

B. If there is no continuity, there is an open circuit condition in the sensor source wire. Locate and repair the open
circuit condition.
3. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector pin 14 to the Engine
Sensor harness side of connector pin 2. There should be continuity.

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 sensor ground reference wire. Locate and
repair the open circuit condition.
4. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector pin 12 to the Engine
Sensor harness side of connector pin 1. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 5

B. If there is no continuity, there is an open circuit condition in the sensor signal wire. Locate and repair the open
circuit condition.
5. Visually inspect both connectors for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, replace the sensor.

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3111-Rail Pressure Sensor Monitoring - Signal Below Range

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

Cause:
The Rail Pressure sensor after-run signal is too low.

Possible failure modes:

1. Faulty circuit wiring or electrical connection.

2. Faulty sensor.

Solution:

1. Use EST to check for other Rail Pressure sensor errors.

A. If Rail Pressure sensor errors exist, follow troubleshooting procedure for existing Rail Pressure sensor error.

B. If no Rail Pressure sensor errors exist, continue with step 2

2. Disconnect the Engine Sensor harness from the ECU at connector and from the Rail Pressure sensor at connector.
Use a multi-meter to check for continuity from the Engine Sensor harness side of connector pin 13 to the Engine
Sensor harness side of connector pin 3. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 3

B. If there is no continuity, there is an open circuit condition in the sensor source wire. Locate and repair the open
circuit condition.
3. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector pin 14 to the Engine
Sensor harness side of connector pin 2. There should be continuity.

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 sensor ground reference wire. Locate and
repair the open circuit condition.
4. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector pin 12 to the Engine
Sensor harness side of connector pin 1. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 5

B. If there is no continuity, there is an open circuit condition in the sensor signal wire. Locate and repair the open
circuit condition.
5. Visually inspect both connectors for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, replace the sensor.

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3112-Rail Pressure Sensor CP3 - Signal Above Maximum Range

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

Cause:
The Fuel Pressure sensor signal is too high.

Possible failure modes:

1. Faulty Fuel Pressure sensor.

2. Faulty circuit wiring, shorted to high source.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the engine sensor harness from the ECU at ECU engine connector and place the Key switch in the
"On" position. Using a multi-meter check the voltage on the ECU engine connector from pin 13 to pin 12. There
should be 5 V.

A. If there is 5 V reconnect ECU engine connector and continue with step 2

B. If there is greater than 5 V, there is a failure inside the ECU, replace the ECU.
2. Disconnect the engine sensor harness from the Rail Pressure sensor and place the Key switch in the "On" position.
Use a multi-meter check the voltage on the engine harness side of Rail pressure sensor connector from pin 3 to
pin 2. There should be 5 V.

A. If there is 5 V leave the Rail pressure sensor connector disconnected and continue with step 3

B. If there is greater than 5 V, there is a short to high source in the sensor circuit wiring, leave the Rail pressure
sensor connector disconnected and continue with step 4
3. Disconnect the engine sensor harness from the ECU at ECU engine connector. Use a multi-meter test for voltage
between the engine sensor harness side of ECU engine connector pin 14 and ground and also between Rail
pressure sensor connector pin 1 and ground. There should be no voltage.

A. If there is voltage on either or both tests, there is a short to high source in the sensor signal wire, locate and
repair the short to high source.

B. If there is no voltage, either the sensor has failed or the ECU is faulty. Replace the Rail Pressure sensor and
if the fault reoccurs reload the ECU software. If the fault reoccurs after replacing the sensor and reloading
software, replace the ECU.
4. Disconnect the engine sensor harness from the ECU at ECU engine connector. Use a multi-meter test for voltage
between the engine sensor harness side of ECU engine connector pin 13 and ground and also between Rail
pressure sensor connector pin 3 and ground. There should be no voltage.

A. If there is voltage, on either or both tests, there is a short to high source in the sensor source wire. Locate and
repair the short to high source.

B. If there is no voltage, on both tests, there is a short to high source in the sensor ground reference wire. Locate
and repair the short to high source.

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3137-Metering Unit - Open Load

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

Cause:
Pump control valve circuit is open.

Possible failure modes:

1. Faulty Pump control valve, open solenoid coil.

2. Faulty circuit, open conductor.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the ECU cylinder connector from the ECU at connector. Use a multi-meter to check the resistance on
the Engine Injector harness side of connector from pin 9 to pin 10. There should be approximately 3.2 Ω.

A. If there is approximately 3.2 Ω, check for other ECU errors that could inhibit operation of the ECU main relay
1 circuit and follow those troubleshooting procedures.

B. If there is a high resistance reading, leave connector disconnected and continue with step 2
2. Disconnect the Engine Injector harness from the Pump control valve at connector. Use a multi-meter to check the
resistance of the Pump control valve solenoid coil. There should be approximately 3.2 Ω.

A. If there is approximately 3.2 Ω, leave connector disconnected and continue with step 3

B. If there is a high resistance reading, replace the Pump control valve solenoid.
3. Use a multi-meter to check for continuity from the Engine Injector harness side of connector pin 1 to the Engine
Injector harness side of connector pin 10. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 4

B. If there is no continuity, locate and repair the break in the wire.

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 9. There should be continuity.

A. If there is continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.

B. If there is no continuity, locate and repair the break in the wire.

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3141-Set point of fuel volume flow through metering unit is lower

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

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3147-Oil Temperature Too High

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
temperature sensing function of the device. This error resulted from a plausibility check against the oil temperature
being too high. The ECU will prohibit the any plausibility check when there are Analog to Digital Converter (ADC)
signal errors detected on the Oil temp / press sensor.

Cause:
The Oil temp / press sensor is reporting an abnormally high oil temperature to the ECU.

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring and / or connections.
3. Faulty ECU, supply voltages or grounds.
4. Faulty oil lubrication or coolant system.

Solution:

1. Operation: Check for Coolant System Faults.

Use EST to check for errors associated with coolant temperature.

Also, check the coolant level. A faulty coolant system that is operating above normal temperatures could cause a
high oil temperature since the engine has an integrated oil / coolant heat exchanger.

A. If the coolant level is low, add the appropriate amount and type of coolant.

B. If any of the errors exist, resolve the existing error. Then determine if this error has also been resolved.

C. If none of the errors exist, continue with step 2.

2. Operation: Check for Oil Pressure Faults.

Use EST to check for errors associated with oil pressure.

Also, check the engine oil level on the sump dipstick. A low pressure oil delivery system, could result in high oil
temperatures.

A. If the oil level is low, add the appropriate amount and type of oil.

B. If any of the errors exist, resolve the existing error. Then determine if this error has also been resolved.

C. If none of the errors exist, continue with step 3.

3. Operation: Electrical Inspection.
Vehicle Status: Key Off Engine Off.

Remove Oil temp / press sensor connector and inspect housing body/latch, pins and wiring harness for damage
or corrosion. Also, inspect connector portion of the Oil temp / press 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 Oil temp / press sensor if damaged.

B. If no damage is determined, proceed to step 4.

4. Operation: Check Open Circuit Voltages for Oil temp / press sensor.
Vehicle Status: Key On Engine Off.

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

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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 5.

B. If the voltage test sequence is not successful, proceed to step 6.

5. Operation: Oil temp / press sensor Test
Vehicle Status: Key Off Engine Off.

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

Engine Oil Temperature Resistance Value (between pins 1 and 2)

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

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 6.
6. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between sensor connector and connector on engine wiring harness. Flex
harness during test to check for any intermittent operation. Use the test lead labeled "Air Press/Temp Sensor"
from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector.
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 0n engine wiring harness. Make sure the DMM'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.

Test Type From To Expected Results

1. Continuity sensor connector (Pin: 1) engine harness connector Approx. 0 - 0.10 ohms
(Pin: 24)
2. Continuity sensor connector (Pin: 2) engine harness connector Approx. 0 - 0.10 ohms
(Pin: 28)
3. Continuity sensor connector (Pin: 3) engine harness connector Approx. 0 - 0.10 ohms
(Pin: 32)
4. Continuity sensor connector (Pin: 4) engine harness connector Approx. 0 - 0.10 ohms
(Pin: 27)
5. Short Circuit engine harness connector engine harness connector Open Circuit
(Pin: 28) (Pin: 24, 27, 32)
6. Short Circuit engine harness connector engine harness connector Open Circuit
(Pin: 24) (Pin: 27, 32)
7. Short Circuit engine harness connector engine harness connector Open Circuit
(Pin: 27) (Pin: 32)

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A. If continuity/shorts test is successful, go to step 7.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
7. Operation: Check for ECU Voltages and Ground Continuity.
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.

Use product schematic 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 DMM to connector. Make sure the DMM's test
lead resistance is taken into account when making any continuity measurements.

Important Note:
Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage could result when
removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

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 Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
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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3188-Cylinder 1 Warning - Open Load

Context:
The Engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 1 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present) and others
evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine control unit (ECU) has determined that there is a fault associated with the current monitoring of the Cylin-
der 1 injector output power driver stage.

Possible failure modes:

1. Faulty Cylinder 1 injector solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

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 5.

2. Carefully disconnect the engine harness from the ECU at the cylinder connector,. Use a multi-meter to check the
resistance, on the engine harness side of the cylinder connector 3, between pins 4 and 13. There should be 0.4 -
0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU .

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine cylinder harness from the injector (valve) cover at connector. Use a multi-meter to check
resistance on the injector (valve) cover side of connector from pin 3 to pin 4. There should be 0.4 - 0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine cylinder harness between
the ECU cylinder harness connector and the Cylinder 1 /2 valve cover connector. Locate and repair the broken
conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 1 injector at connector.
Use a multi-meter to check resistance, on the Cylinder 1 injector, from terminal 1 to terminal 2. There should be
0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between injector
connector and ECU cylinder connector . Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 1 injector solenoid coil has failed.
Replace the injector.

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5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3192-Cylinder 2 warning - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 2 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 2 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

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 5.

2. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check the re-
sistance, on the engine injector harness side of connector 3, between pins 6 and 11. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
resistance on the injector (valve) cover side of connector from pin 1 to pin 2. There should be 0.4 - 0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector and valve cover connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 2 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 2 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between valve cover
connector and injector 2 connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 2 injector solenoid coil has failed.
Replace the injector.
5. 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.

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A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3196-Cylinder 3 Warning - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 3 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 3 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

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 5.

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the engine injector harness side of connector, between pins 12 and 5. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
resistance on the injector (valve) cover side of connector from pin 3 to pin 4. There should be 0.4 - 0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector and valve cover connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 3 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 3 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector
and valve cover connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 3 injector solenoid coil has failed.
Replace the injector.
5. 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.

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A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3200-Cylinder 4 Warning - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 4 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 4 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

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 5.

2. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check the re-
sistance, on the engine injector harness side of connector, between pins 3 and 14. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
resistance on the injector (valve) cover side of valve cover connector from pin 1 to pin 2. There should be 0.4 -
0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
ECU connector and valve cover connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 4 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 4 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between valve cover
connector and injector 4 connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 4 injector solenoid coil has failed.
Replace the injector.

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5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3204-Cylinder 5 Warning - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 5 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 5 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

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 5.

2. Carefully disconnect the engine injector harness from the ECU at ECU connector. Use a multi-meter to check the
resistance, on the engine injector harness side of ECU connector, between pins 1 and 16. There should be 0.4 -
0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
resistance on the injector (valve) cover side of connector from pin 3 to pin 4. There should be 0.4 - 0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
ECU connector and valve cover connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 5 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 5 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between valve cover
connector and injector 5 connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 5 injector solenoid coil has failed.
Replace the injector.

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5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3208-Cylinder 6 Warning - Open Load

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 6 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 6 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

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 5.

2. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check the re-
sistance, on the engine injector harness side of connector, between pins 2 and 15. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3
3. Disconnect the engine injector harness from the injector (valve) cover at connector. Use a multi-meter to check
resistance on the injector (valve) cover side of connector from pin 1 to pin 2. There should be 0.4 - 0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
ECU connector and valve cover connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 6 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 6 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance is within range, there is an open circuit condition in the injector harness, between valve cover
connector and injector 6 connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 5 injector solenoid coil has failed.
Replace the injector.
5. 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.

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A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3210-Bank 1 - General Short Circuit To Injector Cable

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to accurately measure resistance
. The DMM must measure to a resolution of 0.1 ohms. The required measurements are as low as 0.4 ohms (typical
injector solenoid coil resistance is 0.4 - 0.5 Ω) and any DMM inaccuracies will cause the technician to inaccurately
troubleshoot.
NOTE: Ensure the DMM's test lead resistance is considered when measuring resistance. Touch the leads together
on the lowest Ohms scale and record the resistance measurement. Subtract this value from all future resistance
measurements.

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 1 (Group A, Cylinders
1, 2, & 3). A power stage component energizes the injection system transistors while observing the current flow
in the high-side and low-side switching branch by sensing resistors. Deviations from the expected current flow are
detected as specific errors by the component and reported to the ECU. Error messages are configured to contain
information on performed injections, same bank cylinder errors, bank specific errors and cylinder specific errors. The
configured error message is compared to applicable error patterns, and the failure matching the pattern is output. If an
error message doesn't match a pattern the defect becomes an unclassifiable error. Monitoring is performed once per
camshaft revolution. This error is a result of a general short circuit of the high side to battery or ground over 4 camshaft
revolutions. This error shuts off an individual cylinder or bank, based on ECU parameters. Certain parameters, as
currently applied, are permanent; there is no healing possibility after testing: switching on the component to ascertain
the defect's presence. Others evoke an irreversible or reversible engine shut off.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of an injector
output power driver stage in Bank 1.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

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 9.

2. Disconnect the engine injector harness from the ECU connector. Use a DMM to check the resistance on the
engine injector harness side of connector 3

From:
1. Pin 4 to pin 13
2. Pin 11 to pin 6
3. Pin 5 to pin 12

There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, leave ECU connector 3 disconnected and continue to step 8.

B. If the resistance was below range, record the pin numbers and continue to step 3.
3. Use a DMM to check for continuity on the engine injector harness side of ECU connector, from pins 4, 11, and 5
to chassis ground. There should not be continuity.

A. If there was continuity, record the pin number and continue to step 4.

B. If there was no continuity, continue to step 6.

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4. Disconnect the engine injector harness from the injector (valve) cover at connector and connector 2. Use a DMM
to check for continuity on the injector (valve) cover side of connector :

From:
1. Connector valve cover pin 4, if recorded pin in Step 3 was pin 4, to chassis ground
2. Connector valve cover pin 1, if recorded pin in Step 3 was pin 11, to chassis ground
3. Connectorvalve cover 2 pin 4, if recorded pin in Step 3 was pin 5, to chassis ground.

There should not be continuity.

A. If there was continuity, leave valve cover 1 connector and vlave cover 2 connector disconnected. Continue to
step 5.

B. If there was no continuity, there is a short to ground condition in the engine injector harness between connector
valve cover 1 pin 4 or 1, and ECU connector pin 4, or 11
or between connectorvalve cover 2 pin 4 and ECU connector pin 5. Locate and repair the grounded conductor.
5. Remove the injector (valve) cover and disconnect the injector harness from the injector:

For:
1. Cylinder #1 injector at connector terminal 1 (high side ring terminal) if recorded pin in Step 3 was pin 4
2. Cylinder #2 injector at connector if recorded pin in Step 3 was pin 11
3. Cylinder #3 injector at connector if recorded pin in Step 3 was pin 5

Use a DMM to check for continuity, on the injector, from terminal 1 to chassis ground. There should not be con-
tinuity.

A. If there is continuity, the injector solenoid coil has failed: replace the injector.

B. If there is no continuity, there is a short to ground condition in the injector circuit, between connectorinjector 1
(if recorded pin in Step 3 was pin 4), or connectorinjector 2 (if recorded pin in Step 3 was pin 11), and connec-
torvalve cover 1 pin 4, or 1 and ECU connector pin 4, or 11
or valve cover 2 connector and injector 3 connector (if recorded pin in Step 3 was pin 5) and ECU connector
pin 5. Locate and repair the grounded conductor.
6. Disconnect the engine injector harness from the injector cover at valve cover 1 connector and 2. Use a DMM to
measure the resistance on the injector cover side of connector :

From:
1. Valve cover 1 pin 4 to 3, if recorded pins in Step 2 were pins 4 and 13
2. Valve cover 1 pin 2 to 1, if recorded pins in Step 2 were pins 11 and 6
3. Valve cover 2 Pin 3 to 4, if recorded pins in Step 2 were pins 5 and 12

There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector valve cover 1 pin 4, or 1, and ECU connector pin 13, or 6
or connectorvalve cover 2 pin 4 and ECU connector pin 12. Locate and repair the short circuit.

B. If the resistance was below range, continue to step 7

7. Remove the injector (valve) cover and disconnect the injector harness from the injector:

For:
1. Cylinder #1 injector at connector injector 1 terminal 1 (high side ring terminal), if recorded pins in Step 2
were pins 4 and 13
2. Cylinder #2 injector at connector injector 2, if recorded pins in Step 2 were pin 11 and 6
3. Cylinder #3 injector at connector injector 3, if recorded pins in Step 2 were pins 5 and 12

Use a DMM to check for continuity, on the injector, from terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

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A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
injector 1, or2 and connector valve cover 1 pin 3, or 2, ECU connector pin 13, or 6
or connector injector 3 and connectorvalve cover 2 pin 3, ECU connector pin 12. Locate and repair the shorted
conductors.

B. If the resistance was below range, the injector solenoid coil has failed. Replace the injector.
8. Use a DMM to check for continuity, on the engine injector harness side of ECU connector , from pins 4, 11, and 5
to all other populated pins in connector . There should not be continuity.

A. If there is continuity, record the pin numbers and use to locate and repair the shorted conductors.

B. If there is no continuity, the ECU may have failed. Attempt reloading the ECU software. If the fault reoccurs,
replace the ECU.
9. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3211-Bank 1 - Injector cable Short Circuit Low Side to Ground

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 1 (Group A, Cylinders
1, 2, & 3). A power stage component energizes the injection system transistors while observing the current flow
in the high-side and low-side switching branch by sensing resistors. Deviations from the expected current flow are
detected as specific errors by the component and reported to the ECU. Error messages are configured to contain
information on performed injections, same bank cylinder errors, bank specific errors and cylinder specific errors. The
configured error message is compared to applicable error patterns, and the failure matching the pattern is output. If an
error message doesn't match a pattern the defect becomes an unclassifiable error. Monitoring is performed once per
camshaft revolution. This error is a result of a general short circuit of the high side to battery or ground over 4 camshaft
revolutions. This error shuts off an individual cylinder or bank, based on ECU parameters. Certain parameters, as
currently applied, are permanent; there is no healing possibility after testing: switching on the component to ascertain
the defect's presence. Others evoke an irreversible or reversible engine shut off.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage in Bank 1.

Possible failure modes:

1. Faulty injection valve (solenoid coil shorted to ground).

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

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 5.

2. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check for con-
tinuity, on the engine injector harness side of ECU connector from pins 13, 6 and 12 to chassis ground. There
should not be continuity.

A. If there is continuity on any of the pins to chassis ground, record the pin number and continue with step 3.

B. If there is no continuity, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector valve cover 1 and 2. Use
a multi-meter to check for continuity, on the injector (valve) cover side of connector valve cover 1 from pin 3, if
recorded pin in Step 2 was pin 13, or pin 2, if recorded pin in Step 2 was pin 6
or connector valve cover 2 pin 3, if recorded pin in Step 2 was pin 12, to chassis ground. There should not be
continuity.

A. If there was continuity to chassis ground, leave connector valve cover 1 and valve cover 2 disconnected, and
continue with step 4

B. If there was no continuity to chassis ground, there is a short to ground condition in the engine injector harness
between connector valve cover 1 pin 3 or 2 and ECU connector pin 13 or 6
or between connector valve cover 2 pin 3 and ECU connector pin 12. Locate and repair the grounded conduc-
tor.
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #1 injector at connector
injector 1 terminal 2 (low side ring terminal), if recorded pin in Step 2 was pin 13, or disconnect the injector harness
from the Cylinder #2 injector at connector injector 2, if recorded pin in Step 2 was pin 6 or disconnect the injector
harness from the Cylinder #3 injector at connector injector 3, if recorded pin in Step 2 was pin 12. Use a multi-meter
to check for continuity, on the injector, from terminal 2 to chassis ground. There should not be continuity.

A. If there is continuity, the injector solenoid coil has failed, replace the injector.

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B. If there is no continuity, there is a short to ground condition in the injector circuit, between connector injector 1,
if recorded pin in Step 2 was pin 13, or connectorinjector 2 if recorded pin in Step 2 was pin 6 and connector
valve cover 1 pin 2 or 3 and ECU connector pin 6 or 13
or connector injector 3, if recorded pin in Step 2 was pin 12. and connector valve cover 2pin 3 and ECU
connector pin 12. Locate and repair the grounded conductor.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3213-Bank 1 - Unclassifiable Error

Context:
The engine control unit (ECU) has determined that an unclassified error exists in an injector cable in Bank 1 (Group
A, Cylinders 1, 2, & 3). A power stage component energizes the injection system transistors and simultaneously
observes the current flow in the high-side and low-side switching branch by sensing resistors. If there is a deviation
from the expected current flow the component detects specific errors and reports them to the ECU. This error message
is then rearranged so it holds information on performed injections, errors of cylinders on the same bank, bank specific
errors and cylinder specific errors. The rearranged error message is then compared to applicable error patterns and
if there is a match the failure corresponding to the matched pattern is output. If an error message doesn't match
any pattern the defect is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution.
This error is the result of an unclassified error being present over 9 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present), and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage in Bank 1.

Possible failure modes:

1. Faulty electrical wiring (damaged connector or conductor).

2. Faulty ECU, hardware or software.

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 3.

2. Visually check the electrical integrity of the injector circuits in Bank 1 (Inspect connector housing body/latch, pins
and wiring harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3218-Bank 2 - General Short Circuit On Injector Cable

Context:
The engine control unit (ECU) has determined that an unclassified error exists in an injector cable in Bank 1 (Group
A, Cylinders 1, 2, & 3). A power stage component energizes the injection system transistors and simultaneously
observes the current flow in the high-side and low-side switching branch by sensing resistors. If there is a deviation
from the expected current flow the component detects specific errors and reports them to the ECU. This error message
is then rearranged so it holds information on performed injections, errors of cylinders on the same bank, bank specific
errors and cylinder specific errors. The rearranged error message is then compared to applicable error patterns and
if there is a match the failure corresponding to the matched pattern is output. If an error message doesn't match
any pattern the defect is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution.
This error is the result of an unclassified error being present over 9 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present), and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage in Bank 1.

Possible failure modes:

1. Faulty electrical wiring (damaged connector or conductor).

2. Faulty ECU, hardware or software.

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 3.

2. Visually check the electrical integrity of the injector circuits in Bank 1 (Inspect connector housing body/latch, pins
and wiring harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3219-Bank 2 - Injector Cable Short Circuit Low Side To Ground

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 2 (Group B, Cylinders
4, 5, & 6). A power stage component energizes the injection system transistors while observing the current flow
in the high-side and low-side switching branch by sensing resistors. Deviations from the expected current flow are
detected as specific errors by the component and reported to the ECU. Error messages are configured to contain
information on performed injections, same bank cylinder errors, bank specific errors and cylinder specific errors. The
configured error message is compared to applicable error patterns, and the failure matching the pattern is output. If an
error message doesn't match a pattern the defect becomes an unclassifiable error. Monitoring is performed once per
camshaft revolution. This error is a result of a general short circuit of the high side to battery or ground over 4 camshaft
revolutions. This error shuts off an individual cylinder or bank, based on ECU parameters. Certain parameters, as
currently applied, are permanent; there is no healing possibility after testing: switching on the component to ascertain
the defect's presence. Others evoke an irreversible or reversible engine shut off.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage in Bank 2.

Possible failure modes:

1. Faulty injection valve (solenoid coil shorted to ground).

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

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 5.

2. Carefully disconnect the engine injector harness from the ECU at connector. Use a multi-meter to check for con-
tinuity, on the engine injector harness side of ECU connector 3 from pins 16, 15 and 14 to chassis ground. There
should not be continuity.

A. If there is continuity on any of the pins to chassis ground, record the pin number and continue with step 3.

B. If there is no continuity, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector valve cover 3 and 2. Use
a multi-meter to check for continuity, on the injector (valve) cover side of connector valve cover 3 from pin 4, if
recorded pin in Step 2 was pin 16, or pin 1, if recorded pin in Step 2 was pin 15
or connectorvalve cover 2 pin 1, if recorded pin in Step 2 was pin 14, to chassis ground. There should not be
continuity.

A. If there was continuity to chassis ground, leave connector valve cover 3 and2 disconnected, and continue with
step 4

B. If there was no continuity to chassis ground, there is a short to ground condition in the engine injector harness
between connector valve cover 3 pin 4 or 1 and ECU connector pin 16 or 15
or between connector valve cover 2 pin 1 and ECU connector pin 14. Locate and repair the grounded conduc-
tor.
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #4 injector at connector
terminal 2 (low side ring terminal), if recorded pin in Step 2 was pin 14, or disconnect the injector harness from the
Cylinder #5 injector at connector, if recorded pin in Step 2 was pin 16 or disconnect the injector harness from the
Cylinder #3 injector at connector, if recorded pin in Step 2 was pin 15. Use a multi-meter to check for continuity,
on the injector, from terminal 2 to chassis ground. There should not be continuity.

A. If there is continuity, the injector solenoid coil has failed, replace the injector.

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B. If there is no continuity, there is a short to ground condition in the injector circuit, between connector injector
5 , if recorded pin in Step 2 was pin 16, or connector injector 6 if recorded pin in Step 2 was pin 15 and
connectorvalve cover 3 pin 4 or 1 and ECU connector pin 15 or 16
or connector injector 4, if recorded pin in Step 2 was pin 14. and connector vavle cover 2pin 1 and ECU
connector pin 14. Locate and repair the grounded conductor.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3221-Bank 2 - Unclassifiable Error

Context:
The engine control unit (ECU) has determined that an unclassified error exists in an injector cable in Bank 2 (Group
B, Cylinders 4, 5, & 6). A power stage component energizes the injection system transistors and simultaneously
observes the current flow in the high-side and low-side switching branch by sensing resistors. If there is a deviation
from the expected current flow the component detects specific errors and reports them to the ECU. This error message
is then rearranged so it holds information on performed injections, errors of cylinders on the same bank, bank specific
errors and cylinder specific errors. The rearranged error message is then compared to applicable error patterns and
if there is a match the failure corresponding to the matched pattern is output. If an error message doesn't match
any pattern the defect is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution.
This error is the result of an unclassified error being present over 9 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the injector output power driver
stage in Bank 2.

Possible failure modes:

1. Faulty electrical wiring (damaged connector or conductor).

2. Faulty ECU, hardware or software.

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 3.

2. Visually check the electrical integrity of the injector circuits in Bank 2 (Inspect connector housing body/latch, pins
and wiring harness for damage or corrosion).

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection.

B. If no damage is determined, the ECU may have failed. Try reloading the ECU software and if the fault reoccurs,
replace the ECU.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3227-Injection Processor Error - Internal Reset/Clock Loss/Voltage

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

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3228-Injection Processor Error - Unlocked/Initialization Error

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

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3229-Injection Processor Error - Injections Limited By Software

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

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3230-Injection Processor Error - SPI Communication Failure

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

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3231-Injection Processor Error - Internal Reset/Clock Loss/Voltage

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

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3232-Injection Processor Error - Unlocked/Initialization Failure

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

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3233-Injection Processor Error - Test Mode

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

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3234-Injection Processor Error - SPI Communication Failure

Context:
The engine control unit (ECU) has detected that injection time is too long. The sum of all torque-forming energizing
times of an individual cylinder exceeds the limit, calculated from the map (depending on the engine speed and the
time since the overrun monitoring is active) for more than 100 test events (test frequency every 10 ms). When the
engine is in overrun operation the monitoring becomes active and the current injection energizing time is compared
with a maximum permissible time limit. If the limit is exceeded an ECU recovery (reset ) is triggered and if the error
reoccurs in the same driving cycle, the torque-determining power stages are irreversibly shut off. The basic idea is
that the operator reacts to an unintentional torque increase, caused by a malfunction of the ECU, by releasing the
accelerator pedal (reducing engine speed) which causes the engine to enter the overrun operation mode. Overrun
monitoring is only released if various conditions are met, such as no accelerator pedal activation, no activated cruise
control, no intervention of the vehicle dynamic control or gearbox control is present, etc. This failure could be the
result of electronic disturbances, a requested torque increase via tester, the wrong application of injection relevant
parameters, or a defective ECU. If this failure persists, the ECU may need to be replaced.

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3238-Communication error of CJ940 processor

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

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3242-Engine Controller (Locked) Recovery Occurred

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

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3243-Engine Controller Recovery (Suppressed) - Recovery

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

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3244-Engine Controller Recovery (Visible) - Recovery Occurred

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

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3245-Engine Controller - Watchdog Not Plausible

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

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3246-Shutoff Paths During Initialization - Watchdog

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

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3247-Shutoff Paths Failed During Initialization - Supply Voltage

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

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3248-Shutoff Paths During Initialization - Supply Voltage Too Low

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

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3252-Controller Watchdog - SPI Communication Failure

Context:
The engine control unit (ECU) has detected an internal (SPI Bus) communication failure. The central processing
unit (CPU) and monitoring module (watchdog) contained with in the ECU, communicate with each other via the SPI
bus. Both devices mutually monitor each other for correct functioning. If, however, the SPI communication between
them fails this monitoring is impaired and an error counter is incremented. If the error counter exceeds 2 over two
20 ms (two tests) checks, this fault is activated. Communication status is checked autonomously by the SPI driver
component every 20 ms and reports a detected error to the ECU. This error initiates ECU recovery (reset). If the ECU
functions correctly after recovery, the SPI error is temporary and can be ignored and deleted from fault memory. If
the SPI error is permanent and the ECU does not leave boot-block, the ECU needs to be replaced.

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3265-Overrurn Monitoring - Injection Time Too long

Context:
The engine control unit (ECU) has detected that injection time is too long. The sum of all torque-forming energizing
times of an individual cylinder exceeds the limit, calculated from the map (depending on the engine speed and the
time since the overrun monitoring is active) for more than 100 test events (test frequency every 10 ms). When the
engine is in overrun operation the monitoring becomes active and the current injection energizing time is compared
with a maximum permissible time limit. If the limit is exceeded an ECU recovery (reset ) is triggered and if the error
reoccurs in the same driving cycle, the torque-determining power stages are irreversibly shut off. The basic idea is
that the operator reacts to an unintentional torque increase, caused by a malfunction of the ECU, by releasing the
accelerator pedal (reducing engine speed) which causes the engine to enter the overrun operation mode. Overrun
monitoring is only released if various conditions are met, such as no accelerator pedal activation, no activated cruise
control, no intervention of the vehicle dynamic control or gearbox control is present, etc. This failure could be the
result of electronic disturbances, a requested torque increase via tester, the wrong application of injection relevant
parameters, or a defective ECU. If this failure persists, the ECU may need to be replaced.

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3297-Rail Pressure Poistive Deviation High And High Fuel Flow

Setpoint Value
Context:
The rail pressure is monitored by various fault paths during active pressure control by the metering unit. The fault
path at hand detects high positive rail pressure governor deviations in combination with a high set-point value of the
fuel volume flow through the metering unit. 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 positive rail pressure governor
deviation exceeds the engine speed dependent limit from a curve established by the ECU and the rail pressure gov-
ernor set-point value of the fuel volume flow is above the engine speed dependent limit from a curve established by
the ECU for 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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3305-Rail Pressure Below Minimum 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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3319- DCU Fault Detected: Urea Tank Below 5%

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

NOTE: This fault code will be triggered under normal operation when the DEF/AdBlue® level is empty and display
warnings are activated. If this occurs under actual low DEF/AdBlue® level, refill the DEF/AdBlue® tank and the fault
code does not need to be diagnosed. The DEF/AdBlue® level display requires two minutes to detect the current
DEF/AdBlue® level and to deactivate the fault.

Context:
The DEF/AdBlue® tank level system has detected either a low level reading or is malfunctioning.

Possible failure modes:

1. The DEF/AdBlue® tank is empty.

2. The DEF/AdBlue® tank level sensor is malfunctioning.

Solution:

1. Check the DEF/AdBlue® tank level.

A. If the DEF/AdBlue® tank is empty. Fill the tank to the proper capacity. The DEF/AdBlue® level display requires
two minutes to detect the current level and to deactivate the fault code. If the DEF/AdBlue® level is full and
this fault occurs, troubleshoot the fault code(s) that have been stored in the Dosing Control Unit (DCU).

B. If the DEF/AdBlue® tank is filled to capacity and this fault occurs, troubleshoot the fault code(s) that have been
stored in the Dosing Control Unit (DCU).

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3320-DCU Fault Detected : Urea Tank Below 10%

NOTE: This fault code will be triggered under normal operation when the DEF/AdBlue® level is empty and display
warnings are activated. If this occurs under actual low DEF/AdBlue® level, refill the DEF/AdBlue® tank and the fault
code does not need to be diagnosed. The DEF/AdBlue® level display requires two minutes to detect the current
DEF/AdBlue® level and to deactivate the fault.

Context:
The DEF/AdBlue® tank level system has detected either a low level reading or is malfunctioning.

Possible failure modes:

1. The DEF/AdBlue® tank is empty.

2. The DEF/AdBlue® tank level sensor is malfunctioning.

Solution:

1. Check the DEF/AdBlue® tank level.

A. If the DEF/AdBlue® tank is empty. Fill the tank to the proper capacity. The DEF/AdBlue® level display requires
two minutes to detect the current level and to deactivate the fault code. If the DEF/AdBlue® level is full and
this fault occurs, troubleshoot the fault code(s) that have been stored in the Dosing Control Unit (DCU).

B. If the DEF/AdBlue® tank is filled to capacity and this fault occurs, troubleshoot the fault code(s) that have been
stored in the Dosing Control Unit (DCU).

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3321-Selective Catalytic Reduction (SCR) technical failure

inducement (class 1), see other fault codes
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

Context:
There is an active fault code(s) in the Dosing Control Unit (DCU). See the active DCU fault code(s) when viewing the
fault code list with the Electronic Service Tool (EST). Use the troubleshooting found in the EST.

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3322-Selective Catalytic Reduction (SCR) technical failure

inducement (class 3), see other fault codes
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

NOTE: For additional information regarding the healing process refer to: Selective Catalytic Reduction (SCR) elec-
trical system - Dynamic description Selective Catalyst Reduction (SCR) Healing Process (55.988) in the service
manual.

Context:
There is an active fault code(s) in the Dosing Control Unit (DCU). See active DCU fault code(s) when viewing them
with the Electronic Service Tool (EST). Utilize the troubleshooting found in the EST. Healing will be required after the
fault(s) is repaired.

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3358-Engine Control Unit (ECU) secondary CAN bus failure (Engine

controller cannot transmit to sensors, or sensors not on CAN bus)
Context:
Selective Catalytic Reduction (SCR) CAN bus communications between the Engine Control Unit (ECU) and the NOx
Sensor have been lost.

Cause:
SCR CAN bus communications between the ECU and the NOx Sensor have been lost for period greater than 1 s.

Possible failure modes:

1. An open or short circuit in the (SCR) Controller Area Network (CAN) bus wiring or circuits.
2. The NOx Sensor is faulty.
3. The ECU is faulty.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool (EST) to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault code is not active at this time. Check all SCR CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment.

B. SCR CAN bus fault code(s) is present and active. Go to Step 2.

2. Verify the harness is not damaged.

Turn the key switch OFF.

Verify the connections between the ECU and the NOx Module are tight and secure.

Verify the harness is free of damage, abrasion, corrosion and incorrect attachment from the ECU to the NOx
Sensor.

A. The harness and/or connectors are loose or damaged. Repair or replace the harness and/or connectors as
required. Return to Step 1 to confirm elimination of fault.

B. The SCR CAN bus harness is not damaged and all connections are secure. Go to Step 3.
3. Measure the resistance through the SCR CAN bus harness.

Turn the ignition switch OFF.

Disconnect the NOx Sensor.

Measure the resistance between the SCR CAN High and SCR CAN Low pins on the harness side of the connector.
The resistance should be approximately 60 Ω. Wiggle the harness during measurement to reveal an intermittent
condition.

A. The resistance is less than 54 Ω. Go to Step 4.

B. The resistance is between 54 Ω and 66 Ω. Go to Step 5.

C. The resistance is between 108 Ω and 132 Ω. Go to Step 7.

D. The resistance is greater than 133 Ω. Go to Step 6.

4. Measure the resistance between the SCR CAN High and SCR CAN Low signal wires.

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Turn the key switch OFF.

Disconnect the NOx Sensor terminating resistor and the ECU from the SCR CAN bus.

Measure the resistance between SCR CAN High and SCR CAN Low.

A. The resistance is greater than 20,000 Ω. Go to Step 7.

B. The resistance is less than 20,000 Ω there is a short circuit between the SCR CAN High and SCR CAN Low
wires. Repair or replace the harness as required. Return to test Step 1 to confirm elimination of the fault.
5. Measure harness resistance between chassis ground and positive battery.

Turn the key switch OFF.

Disconnect the NOx Sensor connector.

Disconnect the ECU connector.

Measure resistance for the following:

From: To: Expected result:

SCR CAN High Chassis ground Greater than 20,000 Ω
SCR CAN High Switched battery Greater than 20,000 Ω
SCR CAN High Unswitched battery Greater than 20,000 Ω
SCR CAN Low Chassis ground Greater than 20,000 Ω
SCR CAN Low Switched battery Greater than 20,000 Ω
SCR CAN Low Unswitched battery Greater than 20,000 Ω

A. All resistance measurements are greater than 20,000 Ω. Verify the ECU and the NOx Sensor are powered and
operational. Verify that all battery negative and chassis ground connections to the SCR CAN Bus modules are
clean and secure. Repair as required. Return to Step 1 to confirm elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short circuit in the SCR CAN bus to chassis ground or positive
battery. Temporarily replace the SCR CAN bus wires and retest. Repair or replace the harness as required.
Return to Step 1 to confirm elimination of the fault code.
6. Measure the resistance through the SCR CAN bus circuit.

Turn the ignition switch OFF. Disconnect all components connected to the SCR CAN Bus.

Fabricate a jumper 20 cm (8 in) that will connect between the ECU SCR CAN High and SCR CAN Low pins.

Connect the jumper wire between the SCR CAN High and SCR CAN Low pins.

Measure the resistance between the NOx Sensor SCR CAN High and SCR CAN Low pins. The resistance should
be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between NOx CAN termination resistor CAN High and CAN Low pins. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to Step 7.

B. One or more resistance measurements are greater than 20,000 Ω. There is an open circuit in the SCR CAN
bus wires. Repair or replace the harness as required. Go to Step 1 to confirm elimination of the fault.
7. Measure the resistance of the SCR CAN termination resistors.

Turn the key switch OFF.

Disconnect the ECU and NOx Termination Resistor.

Measure the resistance directly on the ECU SCR CAN Bus pin. Measure the resistance between pin 53 and pin
52. The resistance should be between 108 Ω and 132 Ω.

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Measure the resistance directly on the NOx Termination Resistor SCR CAN Bus pins. Measure the resistance
between pin 1 and pin 2. The resistance should be between 108 Ω and 132 Ω.

A. Both resistance measurements are approximately 120 Ω. Return to Step 6.

B. One or more resistance measurements are greater than 140 Ω. There is an open circuit in the SCR CAN bus
termination resistor. Replace the control module. Return to Step 1 to confirm elimination of the fault.
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)

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3368-Indicates a Torque Limitation due to a Performance Limiter

Context:
The engine control unit (ECU) has determined the engine is running in a limited performance state due to Selective
Catalytic Reduction (SCR) inducement. The system failure that caused SCR inducement needs to be repaired. Per-
form the healing sequence in order to clear this fault.

Cause:
Another fault code has trigger this fault indicating the healing process is required.

Solution:

1. Identify the system failure that triggered the SCR inducement. Use the Electronic Service Tool (EST) and retrieve
the additional fault codes. If there are no additional fault codes displayed with the EST, use the EASY engine
tool software to retrieve additional faults known as Diagnostic Trouble Code (DTC) from the ECU and the Dosing
Control Unit (DCU). Record the fault code data. Submit a concern to ASIST.

A. Other SCR fault codes are present. Perform the applicable troubleshooting for the defined fault code(s) found
in the EST detailed troubleshooting.

B. No other SCR fault codes are present, continue with step 2.

2. Complete the healing process after the “root” fault code has been repaired and/or no fault is present.

Turn the key switch to the OFF position.

Turn the key switch to the ON position.

A. If the display continues to display the fault and warning messages, this indicates the 2011 healing process is
required. Continue to step 3.

B. If the display reads normally, this indicates the 2012 healing process is required. Continue to step 4.
3. 2011 Healing Process - After the “root” fault code has been repaired and/or no root fault code is present.

With the EST, reset the “engine restart counter reset/unlock inducement” under the configuration icon.

Turn the key switch OFF for a minimum of 2 min.

Run the validation restart for a full 30 min

A. If the fault code(s) are regenerated the original system failure may not be repaired correctly. Perform the ap-
plicable troubleshooting for the defined fault code(s) found in the EST.
4. 2012 Healing Process - After the “root” fault code has been repaired and/or no root fault code is present.

Place a load on the engine to achieve a downstream exhaust temperature of 220 °C (428.0 °F) Use the EST to
monitor this temperature.

Maintain this temperature for 30 min.

A. If the fault code does not occur, reset the “validation restarts” prior to returning the machine to the customer.
NOTE: For additional information regarding the healing process refer to: Dosing control unit - Dynamic descrip-
tion Selective Catalyst Reduction (SCR) Healing Process (55.988) in the service manual.

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3371-Torque Limitation Due To Fuel Quantity Limitation Because

Of Injector System Errors
Context:
The Engine Control Unit (ECU) has detected an active power reduction due to limiting fuel quantity. This error is for
informational purposes and is initiated by a power reduction due to limiting fuel quantity 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 limiting fuel quantity 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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3385-Viscous fan actuation driver solenoid circuit - open circuit

or short to ground
Cause:
Open or short to ground detected in the viscous fan driver circuit

Possible failure modes:

1. Faulty connector or harness damage

2. Faulty viscous fan assembly

Solution:

1. Check for other fan related error codes being displayed.

A. If any other error code is being displayed, continue to these tests.

B. If no other error code is displayed, continue to step 2

2. Verify this error code is still present and in an active state. Erase the error code.

A. If the error code does not re-occur continue operation.

B. If the error code does re-occur, continue to step 3

3. Check the viscous cooling fan connector C152 and the tractor control unit (TCU) connectors C060 and C062.

A. Ensure the connectors are properly connected, not damaged and that the fit is tight. Look for damaged or
broken wires. Repair or replace as required.

B. If the connectors are okay, continue with step 4

4. Check for short to ground. Disconnect connector C152. Use a multimeter to check for continuity between harness
end connector:
C 152 pin 1 and ground.
C 152 pin 4 and ground.
C 152 pin 5 and ground.

A. If continuity is indicated by a reading of less than 1.0 Ω, repair short to ground in harness or replace the harness
as required.

B. If no continuity is indicated, continue with 5

5. Check for an open circuit. Disconnect tractor control unit (TCU) connectors C060 and C062 . Disconnect connec-
tor C 152. Use a multimeter to check for continuity between harness end connector:
C 152 pin 1 and C060 pin 11
C 152 pin 4 and C062 pin 1
C 152 pin 5 and C060 pin 3

A. If continuity is indicated by a reading of less than 1.0 Ω on all three checks, replace the viscous cooling fan
assembly.

B. If no continuity is indicated on at least one of the three checks, repair open circuit in in harness or replace the
harness as required.
Wire harnesses - Electrical schematic frame 19 (55.100.DP-C.20.E.19)
Wire harnesses - Electrical schematic frame 19 (55.100.DP-C.20.E.19)
Wire harnesses - Electrical schematic frame 19 (55.100.DP-C.20.E.19)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 26 (55.100.DP-C.20.E.26)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)
Wire harnesses - Electrical schematic frame 27 (55.100.DP-C.20.E.27)

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3436-Selective Catalytic Reduction (SCR) Inducement Locked,

reset with Electronic Service Tool (EST)
NOTE: The system must be reset using the Electronic Service Tool (EST) screen “Engine Restart Counter Reset.”

Context:
The operator has ignored several severe warnings pertaining to the Selective Catalytic Reduction (SCR) system. The
Inducement system is locked due to 3 detections within 40 h of operation. This will cause a reduction of power. The
system must be reset with the EST.

Solution:

1. The Inducement system is locked due to 3 detections within 40 h.

A. Clear the inducement restart counters with the EST using the “Engine Restart Counter Reset” screen, under
the configuration icon.

B. Determine which urea system faults are causing the inducement. Follow the troubleshooting for each fault
code in EST.

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3512-Dosing Control Unit (DCU) State Monitoring - DCU not ready

in time
Context:
The Engine Control Unit (ECU) has detected the Dosing Control Unit (DCU) has not started up correctly.

Possible failure modes:

1. A technical failure has occurred.

2. The DCU experienced a power supply failure (i.e. a blown fuse, wiring, or power converter failure).

Solution:

1. Check the DCU fault code memory for active fault codes.

Check for a fault code(s) that could cause the DCU to shut down (i.e. pressure failures). Perform the diagnostics
for the code(s) present.

A. If a fault code(s) is still present and active, continue with step 2.

B. If there is not a fault code(s) active or inactive, other than DTC 31D, continue with step 2.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness connector to the DCU.

Measure the voltage from pin 3 to pin 14 of the DCU connector. The meter should read between 20–28 V.

Measure the voltage from pin 4 to pin 15 of the DCU connector. The meter should read between 20–28 V.

Measure the voltage from pin 24 of the DCU connector and chassis ground. The meter should read between
20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to step 3.

NOTE: Inspect the DCU power relays to verify correct part is installed (verify a 24 V relay is NOT installed in the
12 V position).
3. Update the DCU with the current software level.

A. After updates are complete, verify the system is operating properly. Return the machine to service.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how
the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)

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3533-Controller Area Network (CAN) message not received from

NOx sensor (engine sensor CAN bus)
NOTE: It is normal to log this Controller Area Network (CAN) bus fault code while the Dosing Control Unit (DCU)
is being programmed. In this case, ignore this CAN bus fault code. Clear the fault codes from the ECU and DCU
modules and retest the system.

NOTE: Check for multiple CAN bus fault codes. Check the entire CAN bus when multiple CAN bus fault codes are
logged.

Context:
The Engine Control Unit (ECU) has detected a fault with the NOx sensor. The NOx sensor is not actively communi-
cating on the NOx sensor dedicated CAN bus.

Cause:
The NOx is unable to communicate over the CAN bus.

Possible failure modes:

1. The NOx is disconnected during power up.

2. A new DCU is being programmed.
3. NOx sensor CAN bus wiring.

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 5.

NOTE: It is normal to log this Controller Area Network (CAN) bus fault code while the Dosing Control Unit (DCU)
is being programmed. In this case, ignore this fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the connectors to the NOx sensor and DCU are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to step 4.
3. Disconnect the NOx sensor connector.

Use a multimeter, check for power between pin 1 and pin 2.

A. If there is 12 V present, continue to step 4.

B. If there is no or low power supply, repair/replace the power supply circuit.

4. Measure the resistance of the CAN bus circuit. Verify the CAN Bus has the proper 54–66 Ω meter reading.

If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace the
missing terminator or damaged CAN bus wiring.

If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

A. CAN bus readings are incorrect, repair/replace the missing terminator(s) or damaged CAN bus wiring.

B. CAN bus readings are correct, replace the NOx sensor.

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NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. 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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3541- CAN message not received from the Dosing Control Unit
(DCU)
NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.
NOTE: Check for multiple CAN fault codes. If there are fault codes other than 3541 logged, check the entire CAN
bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the Dosing Control
Unit (DCU) within the allotted time limit.

Cause:
The DCU is unable to communicate over the CAN bus.

Possible failure modes:

1. The DCU is disconnected during power up.

2. A new DCU is being programmed.
3. The DCU experienced a power supply failure (i.e. a blown fuse, wiring, or power converter failure).
4. Primary CAN bus wiring

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 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and DCU are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness connector to the DCU.

Measure the voltage from pin 3 to pin 14 of the DCU connector. The meter should read between 20–28 V.

Measure the voltage from pin 4 to pin 15 of the DCU connector. The meter should read between 20–28 V.

Measure the voltage from pin 24 of the DCU connector and chassis ground. The meter should read between
20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to step 4.

4. Measure the resistance of the CAN bus circuit. Verify the CAN Bus has the proper 54–66 Ω meter reading.

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If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace the
missing terminator or damaged CAN bus wiring.

If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

A. CAN bus readings are incorrect, repair/replace the missing terminator(s) or damaged CAN bus wiring.

B. CAN bus readings are correct, continue with step 5.

NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. 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.
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)

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3546-Selective Catalytic Reduction (SCR) injector overheat

protection, see other fault codes
NOTE: Engine fault codes 3546 and/or 3594 can be generated under normal engine operating conditions when the
DEF/AdBlue® solution is frozen from environmental conditions. If this is the only fault code present in the DCU/ECU,
no diagnostics are required.

Context:
Protection of the Dosing Control Unit (DCU) is occurring either from frozen DEF/AdBlue® or a Technical Failure (TF).
An engine torque derate will occur when this fault code is active. If the DEF/AdBlue® is not frozen and other fault
codes are present in the Electronic Control Unit (ECU) and DCU, perform the proper diagnostic procedure(s) for the
fault code(s) retrieved.

Possible failure modes:

1. The DEF/AdBlue® is frozen.

2. A Selective Catalytic Reduction (SCR) Technical Failure (TF) is present.

Solution:

1. Check the condition of the DEF/AdBlue®.

A. The DEF/AdBlue® is frozen, allow the DEF/AdBlue® to thaw. Retest the system to verify proper operation.

B. The DEF/AdBlue® is not frozen, continue to step 2.

2. Check the DCU or (ECU) for other active fault codes. Proceed to other fault codes to resolve the root fault code.

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3555- CAN message not received from the Dosing Control Unit
(DCU)
NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.
NOTE: Check for multiple CAN fault codes. If there are fault codes other than 3555 logged, check the entire CAN
bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the Dosing Control
Unit (DCU) within the allotted time limit.

Cause:
The DCU is unable to communicate over the CAN bus.

Possible failure modes:

1. The DCU is disconnected during power up.

2. A new DCU is being programmed.
3. The DCU experienced a power supply failure (i.e. a blown fuse, wiring, or power converter failure).
4. Primary CAN bus wiring

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 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and DCU are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness connector to the DCU.

Measure the voltage from pin 3 to pin 14 of the DCU connector. The meter should read between 20–28 V.

Measure the voltage from pin 4 to pin 15 of the DCU connector. The meter should read between 20–28 V.

Measure the voltage from pin 24 of the DCU connector and chassis ground. The meter should read between
20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to step 4.

4. Measure the resistance of the CAN bus circuit. Verify the CAN Bus has the proper 54–66 Ω meter reading.

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If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace the
missing terminator or damaged CAN bus wiring.

If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

A. CAN bus readings are incorrect, repair/replace the missing terminator(s) or damaged CAN bus wiring.

B. CAN bus readings are correct, continue with step 5.

NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. 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.
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)
Wire harnesses - Electrical schematic frame 23 (55.100.DP-C.20.E.23)

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3577-DCU Fault Detected: Urea Tank Empty

NOTE: This fault code will be triggered under normal operation when the DEF/AdBlue® level is empty and display
warnings are activated. If this occurs under actual low DEF/AdBlue® level, refill the DEF/AdBlue® tank and the fault
code does not need to be diagnosed. The DEF/AdBlue® level display requires two minutes to detect the current
DEF/AdBlue® level and to deactivate the fault.

Context:
The DEF/AdBlue® tank level system has detected either a low level reading or is malfunctioning.

Possible failure modes:

1. The DEF/AdBlue® tank is empty.

2. The DEF/AdBlue® tank level sensor is malfunctioning.

Solution:

1. Check the DEF/AdBlue® tank level.

A. If the DEF/AdBlue® tank is empty. Fill the tank to the proper capacity. The DEF/AdBlue® level display requires
two minutes to detect the current level and to deactivate the fault code. If the DEF/AdBlue® level is full and
this fault occurs, troubleshoot the fault code(s) that have been stored in the Dosing Control Unit (DCU).

B. If the DEF/AdBlue® tank is filled to capacity and this fault occurs, troubleshoot the fault code(s) that have been
stored in the Dosing Control Unit (DCU).

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3581-Selective Catalytic Reduction (SCR) Inducement protection,

fueling limited, see other fault codes.
Context:
The engine control unit (ECU) has determined the engine is running in a limited performance state due to Selective
Catalytic Reduction (SCR) inducement. The system failure that caused SCR inducement needs to be repaired. Per-
form the healing sequence in order to clear this fault.

Cause:
Another fault code has trigger this fault indicating the healing process is required.

Solution:

1. Identify the system failure that triggered the SCR inducement. Use the Electronic Service Tool (EST) and retrieve
the additional fault codes. If there are no additional fault codes displayed with the EST, use the EASY engine
tool software to retrieve additional faults known as Diagnostic Trouble Code (DTC) from the ECU and the Dosing
Control Unit (DCU). Record the fault code data. Submit a concern to ASIST.

A. Other SCR fault codes are present. Perform the applicable troubleshooting for the defined fault code(s) found
in the EST detailed troubleshooting.

B. No other SCR fault codes are present, continue with step 2.

2. Complete the healing process after the “root” fault code has been repaired and/or no fault is present.

Turn the key switch to the OFF position.

Turn the key switch to the ON position.

A. If the display continues to display the fault and warning messages, this indicates the 2011 healing process is
required. Continue to step 3.

B. If the display reads normally, this indicates the 2012 healing process is required. Continue to step 4.
3. 2011 Healing Process - After the “root” fault code has been repaired and/or no root fault code is present.

With the EST, reset the “engine restart counter reset/unlock inducement” under the configuration icon.

Turn the key switch OFF for a minimum of 2 min.

Run the validation restart for a full 30 min

A. If the fault code(s) are regenerated the original system failure may not be repaired correctly. Perform the ap-
plicable troubleshooting for the defined fault code(s) found in the EST.
4. 2012 Healing Process - After the “root” fault code has been repaired and/or no root fault code is present.

Place a load on the engine to achieve a downstream exhaust temperature of 220 °C (428.0 °F) Use the EST to
monitor this temperature.

Maintain this temperature for 30 min.

A. If the fault code does not occur, reset the “validation restarts” prior to returning the machine to the customer.
NOTE: For additional information regarding the healing process refer to: Dosing control unit - Dynamic descrip-
tion Selective Catalyst Reduction (SCR) Healing Process (55.988) in the service manual.

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3585-Engine shut off (after idling phase)

Context:
The engine control unit (ECU) has received, from the denox module/supply module, a CAN message indicating a
problem with the urea level. This level 3 warning is an informational fault code. The operator has been notified that
the urea level is extremely low. The engine has been shutdown (after idling phase) due to low urea level.

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3593-Poor reagent quality

Context:
The denox module/supply module has detected a problem with the DEF/AdBlue® quality. Try to delete the error code
and continue operation. If error code repeats, check the DEF/AdBlue® quality. If the DEF/AdBlue® quality is poor,
drain the DEF/AdBlue® in the tank. Replace with new DEF/AdBlue® fluid.

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3594-Torque limitation due to Selective Catalytic Reduction (SCR)

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 3545 and/or 3594 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.

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3599-Error path of oxidation catalyst not present - warm up catalyst

efficiency below threshold
Context:
The engine control unit (ECU) has detected the ratio between the time where the rate of temperature change down-
stream of the catalyst is greater than the upstream temperature change during the monitoring time. Check that the
sensors are installed correctly, check the muffler for damage, and check that the exhaust gas piping is mounted cor-
rectly. Use the Electronic Service Tool (EST) to check the temperature sensors for accuracy.

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