Daf Ix Checking Testing

Explanatory notes for checking LF45IV
LF55IV
and testing CF65IV
CF75 IV
CF85 IV
XF105
©201219 DAF Trucks N.V., Eindhoven, The
Netherlands.
In the interest of continuing product development,

DAF reserves the right to change specifications
or products at any time without prior notice.
No part of this publication may be reproduced

and/or published by printing, by photocopying, on
microfilm or in any way whatsoever without the
prior consent in writing of DAF Trucks N.V.
©
201219 V58
STRUCTURE
    
series
GENERAL
Structure
0
ABS-E
ABS-E2
ADAPTIVE CRUISE CONTROL
AIRBAG
AIRBAG-2
AIRTOP 2000 (ACH-W2)
AIRTOP 2000 ST (ACH-W3)
AIRTRONIC (ACH-EA)
AS TRONIC AND AS TRONIC MID
AS TRONIC LITE
BODY BUILDER MODULE (BBM)
CDS-3
DAF TELEMATICS SYSTEM (DTS)
DMCI
EAS
©
201219
EAS-2
STRUCTURE
    
series
EBS-2
0
ECAS-3
ECAS-4
ECS-DC4 AND EAS
ECS-DC5 AND EAS
EMAS
HYDRONIC 10 (ACH-EW)
VIC-2 AND VIC-2 LITE
ZF INTARDER EST-52
©
201219
GENERAL
     Contents
series
CONTENTS
General
Page Date 0
1. VEHICLE CONFIGURATION MANAGER (VCM) . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 Vehicle Configuration Manager (VCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
©
201219 1
GENERAL
Contents     
series
©
2 201219
GENERAL
     Vehicle Configuration Manager (VCM)
series
1. VEHICLE CONFIGURATION MANAGER (VCM)
1.1 VEHICLE CONFIGURATION MANAGER (VCM) 0
NOTE: Make sure that the DAVIE is
updated with the latest Parts Rapido
Subset before performing the VCM test.
The Vehicle Configuration Manager can be used

to easily retrieve information about the truck
software and installation version. The Vehicle
Configuration Manager can be read out using
DAVIE XD(c).
The Vehicle Configuration Manager can be used
to:
- quickly acquire an overview of all installation
and software variants, with the number of the
vehicle's relevant component group;
- quickly acquire an overview of the systems
where the information in the Parts Rapido
Subset and the information programmed in
the vehicle itself differ.
NOTE: If a difference is found by the
VCM: compare the information
(software version and installation
variants) on the identity card (Parts
Rapido) with the information that is
programmed in the relevant ECU.
©
201219 1-1
GENERAL
Vehicle Configuration Manager (VCM)     
series
©
1-2 201219
GENERAL
     CAN
series
2. CAN
2.1 CAN 0
The CAN check is a simple tool used to check
whether the CAN messages of the various
electronic systems are in order. The CAN
messages check can be carried out with DAVIE
XD(c).
The following CAN tests are possible:
- Messages test
- Connector status test
Messages test
This test is not possible for the following systems:
- Immobiliser
- Alarm system
- DIP-4
- FMS
With the messages test, it is possible to check
receipt of a particular CAN message (heartbeat
signal). An electronic unit transmits a particular
CAN message and the VIC must receive this
message within a specified time. For each
electronic unit, this message can be checked on
the CAN network to ascertain whether the
dispatched message has been received
correctly. The number of CAN networks depends
on the vehicle configuration.
Connector status test
VIC allows the connection of a number of CAN
connectors to be checked. A 24 V signal is
applied to the wire with the CAN connectors. If
one of the connectors has a poor connection or
no connection at all, the VIC does not receive 24
V at a particular input. This leads to a fault
message.
If the CAN network contains a counter connector
with a terminating resistor, this connector will also
have a check wire. This means that a wire runs
through this connector, which is fed by the vehicle
battery voltage. If this counter connector with a
terminating resistor is not connected, this also
leads to a fault message.
©
201219 2-1
GENERAL
CAN     
series
©
2-2 201219
ABS-E
     Contents
series
CONTENTS
ABS-E
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. INSPECTION OF WHEEL SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Inspection of wheel speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
3. INSPECTION OF ABS VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

3.1 Inspection of ABS valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219
©
201219 1
ABS-E
Contents     
series
©
2 201219
ABS-E
     General
series
1. GENERAL
1.1 GENERAL 0
If DAVIE is being used to communicate with the
ABS(/ASR) electronic unit, the following points
need to be taken into account:
If ABS valve failures occur while driving, the fault
lamp will go out after switching the vehicle ignition
off and on if the fault is no longer active.
If faults occur with the wheel speed sensors while
driving, switch the vehicle ignition off and on; the
fault lamp should then remain on if the fault is no
longer present.
The fault lamp will not go out until the vehicle has
reached a speed of at least 7 km/h.
If DAVIE XD has been used to erase faults from
the memory of the electronic unit, the fault lamp
will go out when the vehicle has reached a speed
of at least 7 km/h.
In some "direct test" functions, it is possible to
drive the vehicle while communications are taking
place between DAVIE XD and the ABS(/ASR)
unit. With the remaining 'direct test' functions,
communications between DAVIE XD and the
electronic unit will be interrupted.
If a new ABS(/ASR) electronic unit is fitted, the
unit will 'recognise' whether the vehicle has an
ASR system when the vehicle ignition is switched
on. If such an electronic unit is subsequently fitted
in a vehicle that does not have an ASR system,
the unit will always output ASR error messages.
Whenever an ABS(/ASR) electronic unit is
replaced, it is therefore important to reset the unit
using DAVIE/XD.
©
201219 1-1
ABS-E
General     
series
©
1-2 201219
ABS-E
     Inspection of wheel speed sensors
series
2. INSPECTION OF WHEEL SPEED SENSORS
2.1 INSPECTION OF WHEEL SPEED SENSORS 0
1. Connect DAVIE.
2. Select the 'wheel speed sensor' function in

the ABS/EBS application.
3. Check the minimum (Vmin) and maximum

(Vmax) peak voltage of all wheel speed
sensors at a speed of 5 km/h. Compare the
Vmin readings with the values in the
'Technical data' chapter in the relevant
system manual.
4. Check that the Vmax/Vmin ratio does not

exceed the permissible ratio; see the
system manual.
5. In the event of nonconforming readings,

check the following:
- the sensor ring for damage/soiling
- the wheel speed sensor being stuck in
the housing. If it can be moved within the
housing, press it against the sensor ring.
- wheel-bearing play
- tyre size
- wiring in wheel speed sensor
- resistance value of wheel speed sensor
©
201219 2-1
ABS-E
Inspection of wheel speed sensors     
series
©
2-2 201219
ABS-E
     Inspection of ABS valves
series
3. INSPECTION OF ABS VALVES
3.1 INSPECTION OF ABS VALVES 0
1. Connect DAVIE.
2. Select the 'ABS valves' function in the ABS

application.
3. Connect a pressure gauge to the brake

chamber of the ABS valve to be inspected.
4. Ensure there is sufficient air pressure.
5. Upon selection of the ABS valve test, DAVIE

will start an automatic actuation process in
accordance with the example shown.
6. Depress the brake pedal fully during the

automatic test.
7. Check that the pressure profile in the brake

chamber approximates the line in the figure.
NOTE: When the pressure
increases again after it had
reached the minimum ('0'), it may R600625
be possible that it does not
increase to half the maximum
pressure, as shown in the figure.
This pressure may differ per
vehicle as a result of the difference
in length and diameter of the air
lines.

- unobstructed routing of the air lines; the
lines must not be kinked
- leakage of connections and/or lines
- soiling of the ABS valve vent
- the electrical connection of the ABS
valve
©
201219 3-1
ABS-E
Inspection of ABS valves     
series
©
3-2 201219
ABS-E2
     Contents
series
CONTENTS
ABS-E2
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. INSPECTION OF WHEEL SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Inspection of wheel speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
3. INSPECTION OF ABS VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

3.1 Inspection of ABS valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219
©
201219 1
ABS-E2
Contents     
series
©
2 201219
ABS-E2
     General
series
1. GENERAL
1.1 GENERAL 0
If DAVIE is being used to communicate with the
ABS(/ASR) electronic unit, the following points
need to be taken into account:
If ABS valve failures occur while driving, the fault
lamp will go out after switching the vehicle ignition
off and on if the fault is no longer active.
If faults occur with the wheel speed sensors while
driving, switch the vehicle ignition off and on; the
fault lamp should then remain on if the fault is no
longer present.
The fault lamp will not go out until the vehicle has
reached a speed of at least 7 km/h.
If DAVIE XD has been used to erase faults from
the memory of the electronic unit, the fault lamp
will go out when the vehicle has reached a speed
of at least 7 km/h.
In some "direct test" functions, it is possible to
drive the vehicle while communications are taking
place between DAVIE XD and the ABS(/ASR)
unit. With the remaining 'direct test' functions,
communications between DAVIE XD and the
electronic unit will be interrupted.
If a new ABS(/ASR) electronic unit is fitted, the
unit will 'recognise' whether the vehicle has an
ASR system when the vehicle ignition is switched
on. If such an electronic unit is subsequently fitted
in a vehicle that does not have an ASR system,
the unit will always output ASR error messages.
Whenever an ABS(/ASR) electronic unit is
replaced, it is therefore important to reset the unit
using DAVIE/XD.
©
201219 1-1
ABS-E2
General     
series
©
1-2 201219
ABS-E2
     Inspection of wheel speed sensors
series
2. INSPECTION OF WHEEL SPEED SENSORS
2.1 INSPECTION OF WHEEL SPEED SENSORS 0
1. Connect DAVIE.
2. Select the 'wheel speed sensor' function in

the ABS/EBS application.
3. Check the minimum (Vmin) and maximum

(Vmax) peak voltage of all wheel speed
sensors at a speed of 5 km/h. Compare the
Vmin readings with the values in the
system manual.
4. Check that the Vmax/Vmin ratio does not

exceed the permissible ratio; see the
system manual.

- the sensor ring for damage/soiling
- the wheel speed sensor being stuck in
the housing. If it can be moved within the
housing, press it against the sensor ring.
- wheel-bearing play
- tyre size
- wiring in wheel speed sensor
- resistance value of wheel speed sensor
©
201219 2-1
ABS-E2
Inspection of wheel speed sensors     
series
©
2-2 201219
ABS-E2
     Inspection of ABS valves
series
3. INSPECTION OF ABS VALVES
3.1 INSPECTION OF ABS VALVES 0
1. Connect DAVIE.
2. Select the 'ABS valves' function in the ABS

application.
3. Connect a pressure gauge to the brake

chamber of the ABS valve to be inspected.
4. Ensure there is sufficient air pressure.
5. Upon selection of the ABS valve test, DAVIE

will start an automatic actuation process in
accordance with the example shown.
6. Depress the brake pedal fully during the

automatic test.
7. Check that the pressure profile in the brake

chamber approximates the line in the figure.
NOTE: When the pressure
increases again after it had
reached the minimum ('0'), it may R600625
be possible that it does not
increase to half the maximum
pressure, as shown in the figure.
This pressure may differ per
vehicle as a result of the difference
in length and diameter of the air
lines.

- unobstructed routing of the air lines; the
lines must not be kinked
- leakage of connections and/or lines
- soiling of the ABS valve vent
- the electrical connection of the ABS
valve
©
201219 3-1
ABS-E2
Inspection of ABS valves     
series
©
3-2 201219
     Contents
series
CONTENTS
Adaptive Cruise Control
Page Date 0
1. HORIZONTAL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 Horizontal alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
Contents     
series
©
2 201219
     Horizontal alignment
series
1. HORIZONTAL ALIGNMENT
1.1 HORIZONTAL ALIGNMENT 0
If the alignment of the Adaptive Cruise Control
(ACC) radar is not within the tolerances, the ACC
system does not work properly.
A test is available in the DAVIE application of
Adaptive Cruise Control (ACC): Horizontal
alignment. In this test, DAVIE reads the
horizontal alignment angle from the ECU ACC
(D351). This angle is a value estimated by the
ECU.
Angle (°) Action
between -0.1° and +0.1° Alignment is OK
≤ -0.3° Check alignment of the ACC
≥ +0.3° Check alignment of the ACC
between -0.1° and -0.3° If the driver complains that the ACC is not function-
ing correctly, check alignment of the ACC
between +0.1° and +0.3° If the driver complains that the ACC is not function-
ing correctly, check alignment of the ACC
The horizontal alignment angle in the ECU ACC

(D351) is not a dynamic value, which means that
if the ACC is realigned this value is not
immediately changed.
It can take several hours of driving with the ACC
engaged before this value is changed.
©
201219 1-1
Horizontal alignment     
series
©
1-2 201219
AIRBAG
     Contents
series
CONTENTS
Airbag
Page Date 0
1. INSPECTION OF IGNITION CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 Inspection of ignition circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
AIRBAG
Contents     
series
©
2 201219
AIRBAG
     Inspection of ignition circuits
series
1. INSPECTION OF IGNITION CIRCUITS
1.1 INSPECTION OF IGNITION CIRCUITS 0
NOTE: The ignition circuits of the
airbag and seat belt tensioner can be
checked using DAVIE. When the
ignition is switched on, the electronic
unit stores fault codes if the ignition
circuits are not working properly. These
fault codes can be read with DAVIE.
This is the only safe and approved way
to check the ignition circuits.
If the electronic unit indicates that there is a fault

in one or more ignition circuit(s) by means of a
warning on the DIP and/or a fault code in the
memory, its cause must be traced. The following
procedures must be used for this purpose.
Fault in airbag module ignition circuit
1. Turn off contact and remove the key. Store
the key in a safe place.
2. Switch off the main switch.
3. Disconnect the battery terminal clamp from

the negative pole and insulate the clamp to
prevent it accidentally touching the battery
terminal.
4. Wait at least 30 seconds.
5. Disconnect the airbag module from the

connector (2).
6. Remove the airbag module.
7. Attach the dummy plug, special tool

(DAF no. 1406344) (1) to the connector (2) 2 1
of the ignition wiring.
8. Connect the battery clamps to the battery

terminal.
9. Switch the main switch on.
10. Insert the ignition key, switch the ignition on

and wait 10 seconds.
11. Check the airbag warning on the DIP.

Additionally, use DAVIE to check what fault
codes are stored.
If there is still a fault code on the airbag
module ignition circuit, this indicates that the
fault is or was in the wiring, and/or the clock
spring, connectors and/or the electronic unit.
Establish what caused the fault(s) by
measuring the resistance.
K101586
©
201219 1-1
AIRBAG
Inspection of ignition circuits     
series
If the fault code does not recur, this indicates
0 that the fault is or was in the airbag module.
12. Turn the ignition off.
14. Disconnect the battery terminal clamps from

the battery terminals.
15. Remove the dummy plug, special tool

(DAF no. 1406344) from the contact unit.
16. Fit the airbag module.

terminal.
19. Turn the ignition on and check the airbag

warning on the instrument panel. The
warning should be displayed for 5 - 10
seconds and then disappear immediately. If
it remains displayed, use DAVIE to locate
and remedy the fault.
Fault in seat belt tensioner ignition circuit

1. Turn the ignition off. Remove the ignition key
and store in a safe place.

prevent it touching the battery terminal by
accident later on.
5. Disconnect the seat belt tensioner

connector.
©
1-2 201219
AIRBAG
series
(DAF no. 1406344) (1) to the plug (2) of the
wiring harness to the seat belt tensioner
2 1
0
igniter.

terminal.


codes are stored.
If there is still a fault code on the seat belt
tensioner ignition circuit, this indicates that
the fault is or was in the wiring, and/or the
clock spring, connectors and/or the
electronic unit. Establish what caused the
fault(s) by measuring the resistance. K101586

that the fault is or was in the seat belt
tensioner.


(DAF no. 1406344) from the wiring harness.
15. Fit the wiring harness connector to the seat

belt tensioner igniter.

terminal.

©
201219 1-3
AIRBAG
series
©
1-4 201219
AIRBAG-2
     Contents
series
CONTENTS
Airbag-2
Page Date 0
1. NO COMMUNICATION POSSIBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 No communication possible. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. INSPECTION OF IGNITION CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Inspection of ignition circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
©
201219 1
AIRBAG-2
Contents     
series
©
2 201219
AIRBAG-2
     No communication possible
series
1. NO COMMUNICATION POSSIBLE
1.1 NO COMMUNICATION POSSIBLE 0
No communication possible between the airbag
electronic unit and DAVIE.
Possible cause Remedy
Problem with airbag electronic unit supply voltage - Check the power supply
Problem with airbag electronic unit earth connec- - Check the earth connection
tion
Problem with airbag electronic unit CAN connection - Check the CAN connection
Problem with DAVIE connection - Check the connection between the vehicle and
DAVIE
Internal fault in airbag electronic unit - Replace airbag electronic unit
©
201219 1-1
AIRBAG-2
No communication possible     
series
©
1-2 201219
AIRBAG-2
series
2. INSPECTION OF IGNITION CIRCUITS
2.1 INSPECTION OF IGNITION CIRCUITS 0
NOTE: The ignition circuits of the
airbag and seat belt tensioner can be
checked using DAVIE. When the
ignition is switched on, the electronic
unit stores fault codes if the ignition
circuits are not working properly. These
fault codes can be read with DAVIE.
This is the only safe and approved way
to check the ignition circuits.
If the electronic unit indicates that there is a fault

in one or more ignition circuit(s) by means of a
warning on the DIP and/or a fault code in the
memory, its cause must be traced. The following
procedures must be used for this purpose.
Fault in airbag module ignition circuit
1. Turn off contact and remove the key. Store
the key in a safe place.

prevent it accidentally touching the battery
terminal.
5. Disconnect the airbag module from the

connector (2).
6. Remove the airbag module.

(DAF no. 1406344) (1) to the connector (2) 2 1
of the ignition wiring.

terminal.


codes are stored.
If there is still a fault code on the airbag
module ignition circuit, this indicates that the
fault is or was in the wiring, and/or the clock
spring, connectors and/or the electronic unit.
Establish what caused the fault(s) by
measuring the resistance.
K101586
©
201219 2-1
AIRBAG-2
series
0 that the fault is or was in the airbag module.


(DAF no. 1406344) from the contact unit.
16. Fit the airbag module.

terminal.

Fault in seat belt tensioner ignition circuit

1. Turn the ignition off. Remove the ignition key
and store in a safe place.

prevent it touching the battery terminal by
accident later on.
5. Disconnect the seat belt tensioner

connector.
©
2-2 201219
AIRBAG-2
series
(DAF no. 1406344) (1) to the plug (2) of the
wiring harness to the seat belt tensioner
2 1
0
igniter.

terminal.


codes are stored.
If there is still a fault code on the seat belt
tensioner ignition circuit, this indicates that
the fault is or was in the wiring, and/or the
clock spring, connectors and/or the
electronic unit. Establish what caused the
fault(s) by measuring the resistance. K101586

that the fault is or was in the seat belt
tensioner.


(DAF no. 1406344) from the wiring harness.
15. Fit the wiring harness connector to the seat

belt tensioner igniter.

terminal.

©
201219 2-3
AIRBAG-2
series
©
2-4 201219
     Contents
series
CONTENTS
Airtop 2000 (ACH-W2)
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
Contents     
series
©
2 201219
     General
series
1. GENERAL
1.1 GENERAL 0
Communication between DAVIE XD and the cab
heater can only be established if the cab heater is
switched on.
©
201219 1-1
General     
series
©
1-2 201219
     Contents
series
CONTENTS
Airtop 2000 ST (ACH-W3)
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
Contents     
series
©
2 201219
     General
series
1. GENERAL
1.1 GENERAL 0
switched on.
©
201219 1-1
General     
series
©
1-2 201219
AIRTRONIC (ACH-EA)
     Contents
series
CONTENTS
Airtronic (ACH-EA)
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
AIRTRONIC (ACH-EA)
Contents     
series
©
2 201219
AIRTRONIC (ACH-EA)
     General
series
1. GENERAL
1.1 GENERAL 0
switched on.
©
201219 1-1
AIRTRONIC (ACH-EA)
General     
series
©
1-2 201219
     Contents
series
CONTENTS
AS Tronic and AS Tronic Mid
Page Date 0
1. TEST EXPLANATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 ECU Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.2 'Transmission' menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 . . . . . 201219
1.3 'Clutch actuator' menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12 . . . . 201219
1.4 'Transmission brake test' menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14 . . . . 201219
2. AS TRONIC/AS TRONIC MID CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
2.2 AS Tronic and AS Tronic Mid checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 . . . . . 201219
©
201219 1
Contents     
series
©
2 201219
     Test explanation
series
1. TEST EXPLANATION
1.1 ECU INFORMATION 0
Within ECU information a section on supported
software functions can be found.
Supported software functions:
- Gearbox type: 12DD/TD, 12OD/TO, 16DD/
TD, 16OD/TO, Unknown
- Retarder: EST41, EST42, EST52, NONE
- Control mode version: FULL, FLEET, LITE,
Not available, Unknown
- PTO: YES, NO, Not available, Unknown
- Kickdown: YES, NO, Unknown
Gearbox type
Gearbox type shows which gearbox is fitted.
12 speed or 16 speed in DD/TD or OD/TO
configuration.
For a Direct drive gearbox it will be Direct Drive
(DD) or Truck application Direct drive (TD) on the
type plate
For a Over drive gearbox it will be Over Drive
(OD) or Truck application Over drive (TO) on the
type plate
Unknown is displayed when no configuration is
recognised.
Retarder
Retarder shows the type of retarder fitted on the
vehicle.
If no retarder is fitted, none will be displayed.
Control mode version
Control mode version shows the AS Tronic
control mode.
Full: control mode without limitations (kick down
optional)
Fleet version: control mode without manual mode
and without kick-down
Lite: control mode with manual mode only when
vehicle speed is below 30 km/h and/or when the
engine brake is used (no kick down available)
Not available: not supported software version
Unknown: no control mode is recognised.
PTO
PTO shows if a PTO is fitted.
Yes: if a PTO is fitted.
No: if no PTO is fitted.
Not available: not supported software version
Unknown: will be displayed when no PTO is
recognised.
Kickdown
Kickdown shows if kickdown functionality is
available yes or no.
Unknown will be displayed when no kickdown is
recognised.
©
201219 1-1
Test explanation     
series
1.2 'TRANSMISSION' MENU
0 The 'Transmission' menu (within Functions) is
subdivided into the following tests:
- Static selector shaft position test
- Dynamic selector shaft position test
- Shift rail position limits
All tests are used to check the mechanical
operation of the AS Tronic gearbox.
This is done by reading the position of all selector
shafts in gears that have been determined
beforehand.
These positions are shown on the DAVIE display
with a position value, the so-called INC
(increment).
Static selector shaft position test
This test is carried out with a stationary vehicle
and running engine.
Upon the start of the tests, the accessory test
report can be printed.
The measured position values must be
incorporated in the test report, so that the
mechanical operation of the gearbox can be
evaluated.
Using the '+' and '-' buttons on the DAVIE display,
the gearbox can be shifted up and down
respectively.
Changing between RL and RH is done with the
'Reverse gears' button.
In this way, the desired gears of the relevant test
report can be selected.
For each selected gear, the measured position
values can be compared with the correct position
values that are stated between brackets in the
test report.
The position values are also automatically saved
during the test and are available at the end of the
test.
The shift rail position limits are also automatically
saved in the log file after completing this test.
The test report can therefore also be completed
after the test, as all readings are shown at the end
of the test.
During the test it is clearly indicated which
position values have already been stored, and
which must still be stored.
The position values can also be saved in the
diagnostic log file.
Dynamic selector shaft position test
If no appreciable deviations are found in the static
selector shaft position test, the dynamic selector
shaft position test can be carried out
subsequently.
Upon the start of the tests, the accessory test
report can be printed.
©
1-2 201219
series
The measured position values must be
incorporated in the test report, so that the
mechanical operation of the gearbox can be 0
evaluated.
This test is carried out while driving with a loaded
gearbox.
Again, the accessory test report must be printed
beforehand (both test reports are identical;
however, the test conditions differ).
The test report can be completed after taking the
test drive, as all readings are shown at the end of
the test.
While driving, the appropriate gears can be
selected using the operating unit.
For each selected gear, the measured position
values can be compared with the correct position
values that are stated between brackets in the
test report.
If one of the gears requested on the screen is
selected, the INC values are stored
automatically.
After all of the gears mentioned on the screen are
stored, the test still shows all the INC values of
the selector shafts for those who want to
investigate further.
The position values are also automatically saved
during the test and are available at the end of the
test.
The shift rail position limits are also automatically
saved in the log file after completing this test.
The test report can therefore also be completed
after the test, as all readings are shown at the end
of the test.
During the test it is clearly indicated which
position values have already been stored, and
which must still be stored.
The position values can also be saved in the
diagnostic log file.
Shift rail position limits
This menu displays the maximum increment
values (limit positions).
For example, if a shift fork is worn (becomes
thinner), the modulator piston and shift rail must
travel further to engage the gear.
And so a worn shift fork can be the cause of a limit
value being reached.
To obtain all the limit positions, all the positions in
the gearbox must be shifted at least once during
a drive cycle.
The values are available until the moment the
ignition is switched off.
If a value is displayed as '---', this means this
position is not yet shifted after ignition on.
The PDF test reports attached to the
'Transmission' menu can be used to determine
the gears required, so all the positions are
shifted.
The increment values in these test reports are
also the limit positions. (Attached below)
©
201219 1-3
series
The difference between this increment readout
0 and the values within the Static and Dynamic
menu is:
- Shift rail position limits: maximum
increment value, with air pressure still on
piston in modulator (limit position)
- Transmission menu (static and dynamic):
shift fork is in rest position, no longer any air
pressure on modulator piston (detent
position)
Limit values
Gearbox 12AS TD 12AS TO 16AS TD 16AS TO 12AS Mid TD 12AS Mid TO
type /
Gear posi-
tion
Main middle not applica- not applica- < 580 < 580 not applicable not applicable
front ble ble
Main rear > 80 > 80 > 80 > 80 > 120 > 120
right
Main front < 580 < 580 < 580 < 580 < 520 < 520
right
Main neutral 300 - 350 300 - 350 300 - 350 300 - 350 300 - 350 300 - 350
Main rear > 80 > 80 > 80 > 80 > 120 > 120
left
Main front < 580 < 580 < 580 < 580 < 520 < 520
left
Gate left 70 - 120 70 - 120 70 - 120 70 - 120 70 - 120 70 - 120
Gate right 500 - 580 500 - 580 500 - 580 500 - 580 500 - 580 500 - 580
Gate middle not applica- not applica- 300 - 350 300 - 350 not applicable not applicable
ble ble
Range high 490 - 590 490 - 590 490 - 590 490 - 590 100 - 145 100 - 145
Range low 80 - 130 80 - 130 80 - 130 80 - 130 515 - 590 515 - 590
Splitter high 70 - 140 70 - 140 70 - 140 70 - 140 120 - 170 120 - 170
Splitter low 500 - 650 500 - 650 500 - 650 500 - 650 500 - 550 500 - 550
©
1-4 201219
series
Test reports AS Tronic
0
500-650 K1 12 AS DD/TD
Selected Splitter Main Gate Range
Y2 Y3 gear (Incr) (Incr) (Incr) (Incr)
70-140 K2
RH (70 140) ( 80) (70 120) (80 13
...... ...... ...... ......
1,2,7,8 5,6,11,12 N (300 350)

......
580 1 3 580
Y6 1 (500 650) ( 580) (70 120) (80 13

70-120
500-580
300-350
...... ...... ...... ......

Y4
300-350 Y5 3 (500 650) ( 80) (500 580) (80 13
...... ...... ...... ......
Gate
5 (500 650) ( 580) (500 580) (80 13

Y7 ...... ...... ...... ......
80 R 2 80
7 (500 650) ( 580) (70 120) (490 59
...... ...... ...... ......
3,4,9,10
Stroke difference Main 1 th - RH gear: ......-......=...... ( 490 Inc
Stroke difference Main 5 th - 3 th gear: ......-......=...... ( 490 Inc
H 490-590
Y8 Y9
L 80-130
V3009
©
201219 1-5
series
0
500-650 K1 12 AS OD/TO
70-140 K2
RH (500 650) ( 80) (70 120) (80 130)
...... ...... ...... ......
1,2,7,8 5,6,11,12 N (300 350)

......
1 3 580
Y6 1 (70 140) ( 580) (70 120) (80 130)

70-120
300-350
500-580
...... ...... ...... ......
Y5 3 (70 140) ( 80) (500 580) (80 130)

...... ...... ...... ......
Gate
5 (70 140) ( 580) (500 580) (80 130)

Y7 ...... ...... ...... ......
R 2 80
7 (70 140) ( 580) (70 120) (490 590)
...... ...... ...... ......
3,4,9,10
Stroke difference Main 1 th - RH gear: ......-......=...... ( 490 Incr!)
Stroke difference Main 5 th - 3 th gear: ......-......=...... ( 490 Incr!)
H 490-590
Y8 Y9
L 80-130
V300902-4
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1-6 201219
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0
500-650 K1 16 AS DD/TD
70-140 K2
1 (500 650) ( 80) (70 120) (80 13
...... ...... ...... ......
3,4,11,12 7,8,15,16 N (300 350)

......
580 2 R 580 4 580
Y6 3 (500 650) ( 580) (70 120) (80 13

70-120
300-350
500-580
...... ...... ...... ......

Y4
300-350 Y5 4 (70 140) ( 580) (70 120) (80 13
...... ...... ...... ......
Gate
5 (500 650) ( 80) (500 580) (80 13

Y7 ...... ...... ...... ......
80 1 3 80
7 (500 650) ( 580) (500 580) (80 13
...... ...... ...... ......
1,2,9,10 5,6,13,14
RH (70 140) ( 580) (300 350) (80 13
...... ...... ...... ......
H 490-590
9 (500 650) ( 80) (70 120) (490 5
Y8 Y9 ...... ...... ...... ......
Stroke difference Main 3 th - 1 th gear: ......-......=...... ( 490 Incr
L 80-130 Stroke difference Main 7 th - 5 th gear: ......-......=...... ( 490 Incr
V3009
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201219 1-7
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0
500-650 K1 16 AS OD/TO
70-140 K2
1 (70 140) ( 80) (70 120) (80 130
...... ...... ...... ......
3,4,11,12 7,8,15,16 N (300 350)

......
580 2 R 580 4 580
Y6 3 (70 140) ( 580) (70 120) (80 13

70-120
300-350
500-580
...... ...... ...... ......

Y4
300-350 Y5 4 (500 650) ( 580) (70 120) (80 13
...... ...... ...... ......
Gate
5 (70 140) ( 80) (500 580) (80 13

Y7 ...... ...... ...... ......
80 1 3 80
7 (70 140) ( 580) (500 580) (80 13
...... ...... ...... ......
1,2,9,10 5,6,13,14
RH (500 650) ( 580) (300 350) (80 13
...... ...... ...... ......
H 490-590
9 (70 140) ( 80) (70 120) (490 59
Y8 Y9 ...... ...... ...... ......
L 80-130 Stroke difference Main 7 th - 5 th gear: ......-......=...... ( 490 Inc
V3009
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Test reports AS Tronic Mid
0
500-550 K1 12 AS Mid OD/TO

120-170 K2
RH (500 550) ( 120) (70 120) (515 59
...... ...... ...... ......
1,2,7,8 5,6,11,12 N (300 350)

......
520 1 3 520
Y6 1 (120 170) ( 520) (70 120) (515 59

70-120
500-580
300-350
...... ...... ...... ......

Y4
300-350 Y5 3 (120 170) ( 120) (500 580) (515 59
...... ...... ...... ......
Gate
5 (120 170) ( 520) (500 580) (515 59

Y7 ...... ...... ...... ......
120 R 2 120
7 (120 170) ( 520) (70 120) (100 14
...... ...... ...... ......
3,4,9,10
L 515-590
Y9 Y8
H 100-145
V3011
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201219 1-9
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0
500-550 K1 12 AS Mid DD/TD
120-170 K2
RH (120 170) ( 120) (70 120) (515 59
...... ...... ...... ......
1,2,7,8 5,6,11,12 N (300 350)

......
520 1 3 520
Y6 1 (500 550) ( 520) (70 120) (515 59

70-120
500-580
300-350
...... ...... ...... ......

Y4
300-350 Y5 3 (500 550) ( 120) (500 580) (515 59
...... ...... ...... ......
Gate
5 (500 550) ( 520) (500 580) (515 59

Y7 ...... ...... ...... ......
120 R 2 120
7 (500 550) ( 520) (70 120) (100 14
...... ...... ...... ......
3,4,9,10
L 515-590
Y9 Y8
H 100-145
V3011
Diagnosis with INC values

If one or more INC values are out of range, this
does not automatically mean that one component
is to blame.
The INC value is measured by the travel sensors
in the modulator, which measure the travel of the
pistons in the modulator.
These pistons are, however, connected to the
selector shafts, which are connected to the shift
forks.
The shift forks must move the sliders (dog clutch
or synchroniser) in the gearbox to shift a gear.
This complete chain of components is suspected
if a value is out of range.
©
1-10 201219
series
Of course, the problem can mostly be isolated to
one selector shaft (gate, range, splitter or main)
0
Example
Suppose one of the splitter values is out of range.
Possible causes can be:
- Splitter piston stuck in modulator
- Selector shaft moves with difficulty
- Shift fork worn, bent or broken
- Synchroniser problem
Possible checks can be: remove the modulator
and check the movement of the splitter piston rod
by hand.
Also with the modulator removed, the movement
of the shift rail can be checked by hand, using
special tool (DAF no. 1453138)
In this way, some of the possible causes can
already be excluded.
©
201219 1-11
series
1.3 'CLUTCH ACTUATOR' MENU
0 This test provides an indication of the
performance of the clutch/clutch actuator, and
can best be carried out on a moving vehicle.
The 'absolute clutch stroke' is the clutch stroke
from a fully closed to a fully opened position,
expressed in mm.
The 'relative clutch stroke' indicates the position
of the clutch in % instead of mm.
The 'clutch status' indicates whether at that
moment the clutch is 'opened' or 'closed' or
whether the clutch 'slips'.
The above measurements are closely connected.

For instance, the clutch position 'closed' is
expressed in mm and %.
A closed clutch gives a relative clutch stroke of
100% in a position between 27 and 60 mm. An
opened clutch gives a relative clutch stroke of
about 0% in a position between 18 and 40 mm.
The clutch position sensor in the clutch actuator
measures the distance from a fully closed to a
fully opened clutch.
Example:
Clutch position/stroke:
fully closed (100%) = 37 mm
fully opened (approximately 0%) = 18 mm
Difference (clutch stroke) = between 15 and 19

mm.
The position of clutch operation components
changes during the service life of the clutch plate.
For this reason, the clutch stroke of
approximately 19 mm moves along the 'operating
range' of the clutch actuator. This is visible by the
changing clutch position (in mm) of the opened
and closed clutch.
The 'absolute transfer point' is the point at which
the clutch 'engages'; depending on tolerances
and wear, this point is between 12 and 45 mm.
If the accelerator pedal is not operated, the 'low
idling switch' is active.
The 'clutch operation mode' shows the mode in
which the clutch is controlled, for example: gear
engaged, driving condition and manoeuvring.
The different clutch modes are recognised by the
AS Tronic system.
For every shift situation, specific clutch conditions
are programmed to enable that shift situation to
be selected.
Moreover, only one clutch operation mode can be
active at a time.
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1-12 201219
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A number of situations are shown by way of
example:
0
Neutral
In neutral, the clutch is closed; therefore 'engine
speed in' and 'input shaft speed' have to be
virtually equal.
With a closed clutch, the 'relative clutch stroke' is
100%; also, the 'clutch status' indicates that the
clutch is closed.
idling switch' is active.
Selecting D or R
If D or R is selected, the clutch will open; this is
indicated by the 'clutch status' and the 'input shaft
speed', which has become 0 rpm.
With an opened clutch, the 'relative clutch stroke'
is approximately 0%.
idling switch' is still active.
When driving away, the clutch will close and the
engine and input shaft speeds will be virtually
equal.
At the same time, the 'low idling switch' status will
change to not active.
Selecting Manoeuvring R or Manoeuvring D
Selection of Manoeuvring R or Manoeuvring D
gives the same result as selection of D and R,
until the accelerator pedal is depressed.
The 'low idling switch' status changes to not
active and the 'clutch status' indicates that the
clutch slips.
Also, the 'relative clutch stroke' indicates that the
clutch does not close completely; the stroke will
be between 30 and 50%, depending on the
resistance that has to be overcome.
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201219 1-13
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1.4 'TRANSMISSION BRAKE TEST' MENU
0
5
10
9
8
7
4
3
1 2
V300708
This test provides an indication of the
performance of the transmission brake.
If the gearbox has synchronisation problems or
long shifting times, one of the suspected parts is
the transmission brake.
If for example an intarder cooler is leaking, the
transmission brake friction plates (6) can be worn
due to water/coolant ingress into the gearbox oil.
This test can give an indication as to whether the
friction plates (6) of the transmission brake are
worn.
For safety reasons this test can only be done if all
the test conditions mentioned on the DAVIE
screen are followed.
Follow the instructions on the DAVIE screen.
After the test, the outcome (brake gradient) of the
measurement is displayed.
The brake gradient must be > 2000 rpm/sec
The rate at which the input shaft speed drops is
an indication of the condition of the transmission
brake.
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1-14 201219
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Calculation
The brake gradient calculation is performed by
the DAVIE in the following way and can also be
ASTRONIC - Transmission brake test
Dealer Nr. : X0000900
0
used for manual calculations. Application version : V39.02
The values are presented on the DAVIE screen Date / Time : 25.02.2009 / 14:15:47
and are also written into a vehicle test file.
The filename is displayed on the DAVIE screen. Vehicle Identification:
Look at the test results and take the first reading Chassis number : OE846201
below 2100 rpm and the first reading below ECU Model : ASTRONIC
700 rpm with their accompanying times.
These two measuring points are important
because the measurements must be in the Test conditions:
correct braking phase, as shown in the graph Oil temperature : 54˚C
(bold line).
For better accuracy, carry out the test twice. Test results:
A measuring point too early, and the brake is not Time - Inputshaft speed
yet activated, a measuring point too late, and the 250 ms - 2186 rpm
brake is already released. 359 ms - 2179 rpm
Both situations will result in a wrong calculation. 484 ms - 2063 rpm
609 ms - 1572 rpm
734 ms - 1080 rpm
843 ms - 628 rpm
968 ms - 208 rpm
1093 ms - 0 rpm
1203 ms - 0 rpm
1328 ms - 0 rpm
1453 ms - 0 rpm
1562 ms - 0 rpm
1687 ms - 0 rpm
V301340
Brake gradient = Input speed difference / 2500

(Time difference/1000)
2063
Input shaft speed [rpm]
2000
The outcome of the calculation must be >
2000 rpm/sec 1500
1000
628
500
0
0 200 400 484 600 800 843 1000 1200 1400
Time [ms]
V301341
Calculation example:
Brake gradient = Input speed difference / (Time
difference/1000)
Brake gradient = (2063-628) / (843-484/1000) =
3997 rpm/sec
©
201219 1-15
series
©
1-16 201219
     AS Tronic/AS Tronic Mid checklist
series
2. AS TRONIC/AS TRONIC MID CHECKLIST
2.1 INTRODUCTION 0
The AS Tronic checklist can help to record a lot of
information about the AS Tronic system in a
structured manner.
Most of these checks are done using DAVIE; a
few measurements are performed using a
multimeter.
This can be a very useful form if there are any
problems with AS Tronic, electrical and
mechanical.
NOTE: Make sure that the error
memory is not deleted unless all faults
have been solved and the vehicle is
returned to the customer.
©
201219 2-1
AS Tronic/AS Tronic Mid checklist     
series
2.2 AS TRONIC AND AS TRONIC MID CHECKLIST
0 Filled in by:
Date:
Workshop:
Vehicle data
Vehicle owner:
Vehicle type:
Chassis number:
Engine performance:
Engine type:
Registration date:
Mileage:
Vehicle use
O Operation on building sites, in quarries etc.
O Urban and regional transport
O (Inter)national traffic
Gearbox data (type plate on gearbox)

- Gearbox type (1):
- Serial number (3):
- Customer spec. number (4):
1 1
2 3
4
5 6
7 8
9 10
V300739
Modulator data (type plate(s) on modulator):

- Wabco modulator serial nos.
1. (1):
2. (2):
3. (3):
- ZF modulator serial no. (if available) (4):
1 2 3 4
V301078
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2-2 201219
series
AS Tronic recorded vehicle data (if available)
Total number of 'low air' warnings 0
Total number of 'clutch overload' warnings
Total number of system checks 'transmission not OK' warnings.
Total number of 'clutch not OK' warnings
Total number of 'transmission overheated' warnings
Clutch actuator data (sticker on clutch

actuator)
Clutch actuator number:
Software
Number of basic software 1:
Number of basic software 2:
Parameter table:
ECU software version: 6009 3. . . . .
Current ECU time:
Customer complaint:
Specific
If possible, read out the following temperatures
using DAVIE while the failure is active:
Oil temperature..............°C
ECU temperature..........°C
Is communication possible between DAVIE and
AS Tronic? yes/no
Complaint condition:
O Cold
O Warm
O At standstill
O Just before standstill
O While driving
O Complaint repeats
O Sporadic complaint
Fault information
Pending fault(s) Stored fault(s) Occurrence ECU time Additional info
©
201219 2-3
series
Pending fault(s) Stored fault(s) Occurrence ECU time Additional info
0
Do not delete the fault memory when

replacing the modulator!
Inspection
Action Target Actual
Gearbox and modulator
Main group positions (12-speed only)
AS Tronic AS Tronic Mid
1st gear shifted < 590 incr. < 520 incr. incr.
3rd gear shifted > 80 incr. > 120 incr. incr.
5th gear shifted < 590 incr. < 520 incr. incr.
R gear shifted > 80 incr. > 120 incr. incr.
Difference between 1st < 500 incr. < 390 incr. incr.
gear–R gear (calculate)
Difference between 5th < 500 incr. < 390 incr. incr.
gear–3rd gear (calcu-
late)
Main group positions (16-speed only)
1st gear shifted > 80 incr. incr.
3rd gear shifted < 590 incr incr.
5th gear shifted > 80 incr. incr.
R gear shifted < 590 incr incr.
Difference between 1st < 500 incr. incr.
gear–R gear (calculate)
Difference between 5th < 500 incr. incr.
gear–3rd gear (calcu-
late)
Range and Neutral
Range group position 490–590 incr. 100–145 incr. incr.
fast
Neutral position 300–345 incr. 300–345 incr. incr.
Clutch actuator
Gearbox input shaft With closed clutch = engine speed RPM
speed when idling (low
idle switch active)
Relative clutch stroke in In neutral = 100% %
neutral to absolute clutch 100% = 27–60 mm mm
stroke in neutral
©
2-4 201219
series
Absolute transfer point 12–45 mm mm 0
(depending on wear/
mileage)
Relative clutch stroke Clutch at approximately 0% %
with engaged gear to ab- mm
solute clutch stroke with
engaged gear
Difference between ab- 14-21 mm mm
solute transfer point and
clutch closed position
Power supply
Clamp 1000 (pin A4/A5) 18–29.5 V V
Clamp 1010 (pin A1) 18–29.5 V V
Ignition off test (1000 to 1010)
Switch off engine with At ignition off, the gear- OK/not OK
gear engaged and range box must shift audibly to
group in low position, neutral and the range
then switch off ignition group to position high.
Accelerator pedal
Accelerator pedal posi-
tion (see AS Tronic –
CAN signals) = 0% OK/not OK
Not actuated = 100% OK/not OK (if not OK, …..%)
Fully actuated
Idle switch (see AS Tron-
ic – CAN signals) Idle Signal = 1 (active) OK/not OK
switch active Signal = 0 (not active) OK/not OK
Idle switch not active Switching point ............%
Kick-down (see engine
management system –
accelerator pedal) Signal = 1 (active) OK/not OK
Kick-down active Signal = 0 (not active) OK/not OK
Kick-down not active
Service brake pedal
Service brake pedal sig-
nal (see AS Tronic –
CAN signals) Signal = 1 (active) OK/not OK
Pedal actuated Signal = 0 (not active) OK/not OK
Pedal not actuated
Engine brake pedal
Engine brake pedal sig-
nal (see AS Tronic –
CAN signals) Signal = 1 (active) OK/not OK
Pedal actuated Signal = 0 (not active) OK/not OK
Pedal not actuated
System air pressure
AS Tronic 7–7.8 bar bar
CAN inspection (see instructions on Service Rapido)
Resistance between 54 Ω –66 Ω Ω
CAN-H and CAN-L
©
201219 2-5
series
0 Resistance between 4KΩ– ∞ Ω
CAN-H and earth
Resistance between 4KΩ– ∞ Ω
CAN-L and earth
Clutch data (if available)
Has the original clutch yes/no/unknown
been replaced? (if
known)
Clutch manufacturer (on- ZF Sachs
ly if gearbox is removed)
DAF number of clutch
plate (only if gearbox is
removed)
DAF number of clutch
cover (only if gearbox is
removed)
Please add DAVIE diagnosis log file:

Remarks and measures:
©
2-6 201219
AS TRONIC LITE
     Contents
series
CONTENTS
AS Tronic Lite
Page Date 0
1. TEST EXPLANATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 'Transmission' menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. AS TRONIC LITE CHECKLIST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
2.2 AS Tronic Lite checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 . . . . . 201219
©
201219 1
AS TRONIC LITE
Contents     
series
©
2 201219
AS TRONIC LITE
series
1. TEST EXPLANATION
1.1 'TRANSMISSION' MENU 0
The 'Transmission' menu is subdivided into two
tests:
- Static selector shaft position test
- Dynamic selector shaft position test
Both tests are used to check the mechanical
operation of the AS Tronic gearbox. This is done
by reading the positions of all gears; both selector
and gear shift positions are measured. These
positions are shown on the DAVIE display by
means of a position value (in millimetres). Upon
the start of both tests, the accessory test report
must be printed. The measured position values
must be incorporated in the test report, so that the
mechanical operation of the gearbox can be
evaluated.
6 AS
Selected Select Shift
gear
(mm) (mm)
(6<>8) (14<>16) (22<>25) (30<>33)
(22<>25) (5<>8)
1 ....... .......
6 4 2 R
(31<>34) (22<>25) (31<>34)
2 ....... .......
(14<>17) (5<>8)
3 ....... .......
(14<>17) (31<>34)
(19<>21) N 4 ....... .......
(6<>8) (5<>8)
5 ....... .......
(6<>8) (31<>34)
6 ....... .......
(5<>8)
(30<>33) (31<>34)
5 3 1 R ....... .......
- (19<>21)
N ....... .......
V301322
©
201219 1-1
AS TRONIC LITE
series
Static selector shaft position test
0 This test is carried out with a stationary vehicle
and the engine not running. Using the '+' and '-'
buttons on the DAVIE display the gearbox can be
shifted up and down respectively. Changing to
Reverse is done with button 'Reverse gear'. In
this way the desired gears of the relevant test
report can be selected. Per selected gear the
measured position values can be compared with
the correct position values that are stated
between brackets in the test report.
Dynamic selector shaft position test
If no appreciable deviations are found in the static
selector shaft position test, the dynamic selector
shaft position test can be carried out
subsequently. This test is carried out while driving
with a loaded gearbox. Again, the accessory test
report must be printed beforehand (both test
reports are identical; however, the test conditions
differ).
While driving, the appropriate gears can be
selected using the operating unit. Per selected
gear the measured position values can be
compared with the correct position values that
are stated between brackets in the test report.
©
1-2 201219
AS TRONIC LITE
     AS Tronic Lite checklist
series
2. AS TRONIC LITE CHECKLIST
2.1 INTRODUCTION 0
The AS Tronic checklist can help to record a lot of
information about the AS Tronic system in a
structured manner.
Most of these checks are done using DAVIE; a
few measurements are performed using a
multimeter.
This can be a very useful form if there are any
problems with AS Tronic, electrical and
mechanical.
NOTE: Make sure that the error
memory is not deleted unless all faults
have been solved and the vehicle is
returned to the customer.
©
201219 2-1
AS TRONIC LITE
AS Tronic Lite checklist     
series
2.2 AS TRONIC LITE CHECKLIST
0 Filled in by:
Date:
Workshop:
Vehicle data
Vehicle owner:
Vehicle type:
Chassis number:
Engine performance:
Engine type:
Registration date:
Mileage:
Vehicle use
O Operation on building sites, in quarries etc.
O Urban and regional transport
O (Inter)national traffic
Gearbox data (type plate on gearbox)

- Gearbox type (1):
- Serial number (3):
- Customer spec. number (4):
1 1
2 3
4
5 6
7 8
9 10
V300739
Software
Installation variant - component group 1063:
Software variant - component group 1064:
Wabco powerpack serial nos.
Customer complaint:
Is communication possible between DAVIE and

AS Tronic? yes/no
O Cold
O Warm
O At standstill
O Just before standstill
O While driving
©
2-2 201219
AS TRONIC LITE
series
O Complaint repeats 0
O Sporadic complaint
Fault information
Pending fault(s) Stored fault(s) Occurrence Additional info
Do not delete the fault memory when

replacing the ECU/powerpack!
Inspection
Shift position gearbox actuator
1st gear shifted 5 - 8 mm mm
2nd gear shifted 31 - 34 mm mm
3rd gear shifted 5 - 8 mm mm
4th gear shifted 31 - 34 mm mm
R gear shifted 31 - 34 mm mm
Neutral 19 - 21 mm mm
Select position gearbox actuator
1st gear shifted 22 - 25 mm mm
2nd gear shifted 22 - 25 mm mm
3rd gear shifted 14 -17 mm mm
4th gear shifted 14 -17 mm mm
R gear shifted 30 - 33 mm mm
Clutch actuator
Gearbox input shaft speed when idling With closed clutch RPM
= engine speed
Relative clutch stroke [%] in neutral to absolute clutch stroke [mm] in 0% %

neutral 45 – 70 mm mm
©
201219 2-3
AS TRONIC LITE
series
0 Relative clutch stroke [%] with engaged gear to absolute clutch stroke 70% - 100% %
[mm] with engaged gear 25 - 70 mm mm
Difference between open and closed absolute clutch stroke [mm] value mm
Power supply
Clamp 1000 18–29.5 V V
Clamp 1010 18–29.5 V V
Ignition off test (1000 to 1010)
Switch off engine with gear engaged, then switch off ignition At igni- OK/not OK
tion off,
the gear-
box must
shift au-
dibly to
neutral.
System pressure
Hydraulic oil pressure (make multiple shifts and write down the highest 60 - 85 bar
and lowest values) bar
Accelerator pedal
Accelerator pedal position (see CAN signals)
Not actuated = 0% OK/not OK

Fully actuated = 100% OK/not OK (if not
OK, …..%)
Kick-down (noticeable pressure point in accelerator pedal) 80 - 90 %
%
Idle switch
Switching point < 8% ............%
Kick-down active (see CAN signals) > 94% %
(active)
Service brake pedal
Service brake pedal signal (see CAN signals)
Pedal actuated Signal = OK/not OK

Pedal not actuated active OK/not OK
Signal =
not ac-
tive
Engine brake pedal
Engine brake pedal signal (see ECS-DC - functions - engine brake sta-
tus)
Signal = OK/not OK
Actuated applied OK/not OK
Not actuated Signal =
not ap-
plied
Cruise control
Function test while driving (see CAN signals) active/
not ac-
tive
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2-4 201219
AS TRONIC LITE
series
CAN inspection (see instructions on Service Rapido) 0
Resistance between CAN-H and CAN-L 54 Ω –66 Ω Ω
Resistance between CAN-H and earth 4KΩ– ∞ Ω
Resistance between CAN-L and earth 4KΩ– ∞ Ω
Clutch data (if available)
Has the original clutch been replaced? (if known) yes/no/unknown
Clutch manufacturer (only if gearbox is removed) ZF
Sachs
DAF number of clutch plate (only if gearbox is removed)
DAF number of clutch cover (only if gearbox is removed)
DAVIE procedures
- Hydraulic fluid level check Do not
fill up the
hydrau-
lic fluid
to the
maxi-
mum
without
follow-
ing this
proce-
dure!
Other-
wise
there is
a risk of
overfill-
ing!
- Depressurise the hydraulic system Note:
The level
in the
reser-
voir will
rise but it
must not
exceed
the max-
imum
level
- Re-pressurise the hydraulic system The level
in the
reser-
voir will
lower
- Sequence after transmission actuator replacement Includes
sensor
teach-in
and
bleeding
activities
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201219 2-5
AS TRONIC LITE
series
0 - Sequence after clutch actuator replacement Includes
sensor
teach-in
and
bleeding
activities
Fault code 4127-9 procedure
Check pressure sensor
- With the ignition off, disconnect the B-connector from the powerpack
(pump supply)
- Ignition on
- Depressurise the hydraulic system
- Open the pressure relief valve a few turns to release residual pressure < 2 bar bar
- Read the system pressure
- After testing, tighten the pressure relief valve to 12 Nm
Abrasion wear between the reservoir tube and hydraulic clutch line? If yes,
add pic-
ture to
files
Please add DAVIE diagnosis log file:
Remarks and measures:
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2-6 201219
     Contents
series
CONTENTS
Body Builder Module (BBM)
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
Contents     
series
©
2 201219
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series
1. GENERAL
1.1 GENERAL 0
If the vehicle is modified and the configuration
changed, the electronic unit may have to be
programmed.
©
201219 1-1
General     
series
©
1-2 201219
CDS-3
     Contents
series
CONTENTS
CDS-3
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. 'INITIALISING NEW UNIT' MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 'Initialising new unit' menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
©
201219 1
CDS-3
Contents     
series
©
2 201219
CDS-3
     General
series
1. GENERAL
1.1 GENERAL 0
When replacing a CDS-3 electronic unit, the unit
must be initialised by means of DAVIE XD after
installation. Initialisation includes adjustment of
the two remote controls.
©
201219 1-1
CDS-3
General     
series
©
1-2 201219
CDS-3
     'Initialising new unit' menu
series
2. 'INITIALISING NEW UNIT' MENU
2.1 'INITIALISING NEW UNIT' MENU 0
The option 'Initialising new unit' can be found in
the Programming' menu.
This menu consists of three components:
- activating remote controls
- deactivating remote controls
- initialising new unit
Activating hand-held transmitters
2 remote controls come standard with each CDS-
3 unit. Another 6 remote controls may be added.
Deactivating hand-held transmitters
With this option it is possible to deactivate remote
controls, for instance when one of the remote
controls has been lost. With this option all remote
controls are deactivated, so that at least two
remote controls will need to be adjusted once
again.
initialising new unit
Only a new 'empty' unit can be initialised. Once
initialised, a unit cannot be initialised again with
this DAVIE XD option.
Having installed the unit, go to the 'Programming'
menu in DAVIE XD and select option 'Initialising
new unit'.
It is necessary to adjust at least two remote
controls. The remote control has been adjusted
when it recognises the signal sent by the remote
control.
The unit must have recognised this signal four
times and this needs to be true for both remote
controls.
Should something go wrong during initialisation
and should the procedure be aborted because of
this, the procedure can be repeated after
renewed startup. A unit, once initialised, cannot
be initialised again.
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201219 2-1
CDS-3
'Initialising new unit' menu     
series
©
2-2 201219
     Contents
series
CONTENTS
DAF Telematics System (DTS)
Page Date 0
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. PROGRAM VIN CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Program VIN code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
3. PROGRAM THEFT PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

3.1 Program Theft protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219
©
201219 1
Contents     
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©
2 201219
     Introduction
series
1. INTRODUCTION
1.1 INTRODUCTION 0
Customer parameters
Customer parameters are the settings of an
electronic system. The customer parameters
permit adapting control functions of a system to
the customer's particular wishes and/or needs
within certain limits. The customer parameters
are stored in a list in the memory of the electronic
unit. Customer parameters can be modified using
the programming feature of DAVIE XD.
Programming using DAVIE XD is only possible if
the logged-in user has been registered as a
"Master Technician".
NOTE: Erroneous settings of customer
parameters may affect the action of
control functions to such an extent that
they function eratically or not at all. After
modification of the settings the
(modified) customer parameters must
be stored in the electronic unit using the
programming function in the customer
parameter overview.
Customer parameter names and codes

Each customer parameter in a system has its
own name and code. The following explanation of
the customer parameters includes only the
codes. The availability of a customer parameter
in a system depends on the programmed
software in the electronic unit. The programmed
software depends on the vehicle configuration/
identity card data.
Standard values
Standard values, options and setting ranges may
vary according to the software variants of DAVIE
XD and the system. This is why they have not
been included in the following explanation of the
customer parameters.
©
201219 1-1
Introduction     
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series
2. PROGRAM VIN CODE
2.1 PROGRAM VIN CODE 0
In the 'Program parameters' menu there is the
possibility to reset the VIN code that is
programmed in the DTS unit.
This function must be used when the DTS unit is
placed in another vehicle.
When the VIN code of the vehicle does not match
with the VIN code of the DTS unit, the DTS unit
has limited functionality.
©
201219 2-1
Program VIN code     
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©
2-2 201219
     Program Theft protection
series
3. PROGRAM THEFT PROTECTION
3.1 PROGRAM THEFT PROTECTION 0
In the 'Program parameters' menu there is the
possibility to disable or enable the theft
protection.
If the function is enabled, the screen of the ECU
will be black at start-up (contact on). If the
function is disabled, the screen will be active
again after start-up (contact on).
NOTE: If the ECU has software before
version 1.0.0, the following message
will appear: This DTS software has no
theft protection function.
©
201219 3-1
Program Theft protection     
series
©
3-2 201219
DMCI
     Contents
series
CONTENTS
DMCI
Page Date 0
1. ECU INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 ECU information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Regulation functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
2.2 Regulation functions - engine data logger . . . . . . . . . . . . . . . . . . . . . . . . . 2-2 . . . . . 201219
3. PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

3.1 Automated Cylinder Performance test. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219
3.2 Compression test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 . . . . . 201219
3.3 Boost pressure test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5 . . . . . 201219
3.4 Acceleration test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9 . . . . . 201219
3.5 Fan test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10 . . . . 201219
4. PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219

4.1 Programming calibration codes for pump units and injectors . . . . . . . . . . 4-1 . . . . . 201219
©
201219 1
DMCI
Contents     
series
©
2 201219
DMCI
     ECU information
series
1. ECU INFORMATION
In the ECU information of DMCI, the following
information is available:
- Supported software functions: These are the
functions that are controlled by the
programmed software
- DAF software components that are
programmed in the ECU
- Basic software that is programmed in the
ECU
- Engine curve information: This check verifies
if the programmed engine curve in the ECU
is the same as the engine curve on the Parts
Rapido Subset.
NOTE: If the outcome of this check
is: not equal to PRS, update DAVIE
with the latest PRS for this chassis
number and reprogram DMCI.
Recorded vehicle data

In the recorded vehicle data, several counters are
stored. For example:
- Total engine time: The total time in hours the
engine was running.
- Total ECU time: The total engine time and
the time that the engine was not running and
the contact was switched on.
- Total CC time: The total time in hours that the
truck was driving in cruise control.
- Total idle hours: Number of hours the engine
has been idling (without PTO use).
- Total engine brake time: The total time in
hours the engine brake was activated.
- Total ESC time: The total time in hours the
truck was in Engine Speed Control.
- Total full load time: The total time in hours
the ECU has spent delivering a fuel quantity
equal to the maximum fuel limit.
- Total overspeed time: The total time in hours
the engine was overspeeding.
- Total fuel used: The total amount of fuel used
by the engine.
- Total ESC fuel used: The total amount of fuel
used when the engine was in Engine Speed
Control.
- Total CC fuel used: The total amount of fuel
used when the vehicle was driving in cruise
control.
- Total idle fuel used: The total amount of fuel
used when the engine has been idling
(without PTO use).
©
201219 1-1
DMCI
ECU information     
series
- Total no. overspeeding: The total number of
0 times that the engine was overspeeding. If
there is an overspeed for at least 0.01
seconds, the counter is increased by one. A
fault code on overspeeding is set when the
duration of an overspeed is more than one
second.
Overspeed:
MX: Overspeed firing engine: > 2300 rpm.
Overspeed engine brake: > 2250 rpm
PR: Overspeed firing engine: > 2850 rpm.
Overspeed engine brake: > 2800 rpm
- Engine revolutions: The total number of
engine revolutions.
- Maximum engine speed: The highest engine
speed that this engine has run.
NOTE: If the ECU information is read
out by DAVIE, all the above-mentioned
information is stored in a log file.
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1-2 201219
DMCI
     Functions
series
2. FUNCTIONS
2.1 REGULATION FUNCTIONS 0
The main purpose of these screens is to give an
overview of the most important DMCI
components and the related values. This function
can be used to monitor parts of the DMCI system.
The regulation functions comprise five screens:
1. Glow system (for example: fuel temperature,
coolant temperature, intake air temperature)
2. Fuel release control when starting (for
example: engine speed, actual fuel quantity,
cam/crank signal)
3. Idle control (for example: accelerator pedal
position, coolant temperature, engine speed)
4. Engine data logger (for example: engine
speed, accelerator pedal position, fuel
quantity, fuel value state, fan speed, waste-
gate valve position, unbalance detection)
For this function, see also: 2.2: "Regulation
functions - engine data logger"
5. Speed limiting (for example: vehicle speed,
Vmax application, accelerator pedal
position)
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201219 2-1
DMCI
Functions     
series
2.2 REGULATION FUNCTIONS - ENGINE DATA LOGGER
0 The data logger is started or stopped via the start
and stop data logging button on the DAVIE
screen.
The data logger logs the information (see list
below) for a maximum period of five minutes.
Stop the logger by pressing the data logging
button or allow it to stop automatically after five
minutes. If the logger is not stopped in the correct
way, all of the logged data is lost.
The data logger can log several frames per
second (depending on the communication speed
between DAVIE and the vehicle). For the best
results, connect the cable between DAVIE and
the vehicle.
The logged information is stored in a vehicle test
file (*.tpr). This tpr file can be imported into a pre-
defined Excel sheet to obtain a graphic view of
the logged data.
Logged data, fuel load regulation
- Vehicle speed
- Engine speed
- Ambient pressure
- Relative boost pressure
- Fuel pressure
- Oil pressure
- Actual fuel quantity
- Coolant temperature
- Inlet air temperature
- Oil temperature
- Fuel temperature
- Accelerator pedal position
- Fan activation
- Fan speed
- Waste-gate valve position
- Fuel value state
- Un-Balance Detection (UBD) value cylinder
1 until cylinder 6
Fuel value state
Number Fuel value state
0 Fuel demand set by PTO/ESC
1 Fuel demand set by cruise control
2 Fuel demand set by fan clutch test (DAVIE)
3 Fuel demand set by engine test function (DAVIE)
4 Fuel demand set by accelerator pedal
5 Fuel demand set by legal speed limiter
6 Fuel demand set by noise reduction module
7 Fuel demand set by PTO/ESC vehicle limiter
8 Fuel demand set by flexible speed limiter
9 Fuel demand set by application speed limiter
10 Fuel demand is unlimited
©
2-2 201219
DMCI
     Functions
series
Number Fuel value state
11 Fuel is limited by PTO fuel limit 0
12 Fuel demand is overruled by double clutch control
13 Fuel demand is zero since engine is stationary
14 Fuel demand set to zero since engine is overspeeding
15 Fuel demand set by cranking
16 Fuel demand set to zero by engine brake
17 Fuel demand set by torque speed control message
18 Fuel demand limited by acceleration limiter
32 Fuel value is unlimited
33 Fuel limited by PTO/ESC
34 Fuel limited by maximum engine speed
35 Fuel limited by engine test function (DAVIE)
36 Fuel limited since engine is stationary
37 Fuel limited by smoke fuel limiting
38 Fuel limited by maximum fuel limit
64 Fuel disabled by engine stop function
65 Fuel disabled by immobiliser
66 Fuel disabled by engine protection system
67 Fuel disabled since engine is stationary
68 Fuel is disabled since engine is overspeeding
69 Fuel disabled by idle shutdown timer
Un-Balance Detection (UBD)

With this functionality inside the fuel load
regulation, an unbalance in the engine speed due
to a loss of energy produced by the power stroke
of the cylinders can be detected.
Fuel leakage, mechanical wear, a blocked
injector and so on can cause this energy loss.
This function can help to diagnose which cylinder
the problem occurs in but does not indicate the
defective part. To determine if the problem is in
the fuel system or if it is mechanical, the cylinder
performance test and the cylinder compression
test can be used.
©
201219 2-3
DMCI
Functions     
series
1/6 Cylinder that is in the compression stroke
0 3/4
(for example: Cylinder 1)
Previous cylinder in firing sequence (for 1/6
example: Cylinder 4)
2/5 Next cylinder in firing sequence (for 9
example: Cylinder 5)
18
NOTE: Firing sequence: 1 — 5 — 3 —
18
6—2—4
The DMCI electronic control unit measures the

time that it takes for a single tooth (tooth 9) to
pass the crankshaft sensor. The electronic CRANK
control unit takes this measurement every time 9 9
tooth 9 passes the sensor. These times are 3/4 2/5
converted into engine speeds by the electronic
control unit. The electronic control unit calculates 1
the unbalance with these different engine
speeds. i401798
Tooth 9
696
0 60 120 180 240 300 360 420 480 540 600 660 720
1 P E I C
2 E I C P E
3 I C P E I
4 P E I C P
5 C P E I C
6 I C P E
i401801
P Power stroke
E Exhaust stroke
I Inlet stroke
C Compression stroke
Tooth 9 (24° before TDC) of the cylinder that is in

the compression stroke relays information to the
DMCI electronic control unit about the energy
produced by the power stroke of the previous
cylinder.
This is the previous cylinder according to the
firing order of the engine.
For example: tooth 9 of cylinder 1 is an indication
for cylinder 4
©
2-4 201219
DMCI
     Functions
series
UBD value calculation
The UBD value is: the engine speed of this
cylinder reduced by the engine speed of the next
0
cylinder.
The UBD value for each cylinder is displayed on
DAVIE.
For example: The speed of cylinder 1 is 600 rpm,
the speed of cylinder 2 is 603 rpm and the speed
of cylinder 3 is 601 rpm.
The UBD value for cylinder 1 is: 600 - 603 = -3
rpm
The UBD value for cylinder 2 is: 603 - 601 = +2
rpm
A negative value for a cylinder means that this
cylinder contributes less than the previous
cylinder.
Log conditions
The UBD value can only be used if the following
conditions were met during data logging:
- Constant engine speed
- Closed drive line
- No consumers are switched on
NOTE: Make sure that the engine runs
in the area where the complaint occurs
when the data is logged.
Using the UBD value

If for one cylinder the UBD value has a substantial
deviation (for a longer time) compared with the
other cylinders, this is an indication of a problem
in this cylinder.
Example 1
Complaint: Engine is running irregularly directly
after starting.
Log conditions for this complaint:
1. Connect DAVIE
2. Switch on the ignition
3. Start the log function of fuel load regulation
4. Start the engine
5. Let the engine run at idle speed
6. Wait five minutes until the data logger has
stopped or stop the logging with the start and
stop data logging button
7. Switch off the engine
8. Open the vehicle test file that is stored on
DAVIE
In this example, the logged data is imported from
the vehicle test file into the pre-defined engine
data logger sheet to make the graph below.
©
201219 2-5
DMCI
Functions     
series
60
0 55
1100
50
45 rpm
40
35
n
30
25
20
15
550
10
-5
-10
-15
-20
-25
-30 0
0 100 200 300 400 500 600
A E I
B F J
C G K
D H
i401802-2
A Actual fuel quantity
B UBD cylinder 1
C UBD cylinder 2
D UBD cylinder 3
E UBD cylinder 4
F UBD cylinder 5
G UBD cylinder 6
K Fuel pressure
I Coolant temperature
J Fuel temperature
K Engine speed
Horiz Measurement number
ontal
axis
The graph shows that the contribution of cylinder

3 is less than all the other cylinders at stationary
engine speed.
The graph also shows that after the engine was
revved up, the contribution of cylinder 3 was
pulled to the same level as the other five
cylinders.
©
2-6 201219
DMCI
     Functions
series
Example 2
Complaint: Engine is running irregularly above an
engine speed of 900 rpm and there is a ticking
0
noise in the exhaust. The complaint occurs with a
cold and a warm engine
Log conditions for this complaint:
1. Connect DAVIE
2. Switch on the ignition
3. Start the engine
4. Start the log function of fuel load regulation
5. Let the engine run at a constant engine
speed (above 900 rpm)
6. Wait five minutes until the data logger has
stopped or stop the logging with the start and
stop data logging button
7. Switch off the engine
8. Open the vehicle test file that is stored on
DAVIE
the vehicle test file into the pre-defined engine
data logger sheet to make the graph below.
30 1100 rpm
1000
n
20
900
10 800
700
600
-10 500
400
-20
300
-30 200
0 50 100 150 200 250 300 350
A E I
B F J
C G K
D H
i401805-2
©
201219 2-7
DMCI
Functions     
series
A Actual fuel quantity
0 B
C
UBD cylinder 1
UBD cylinder 2
D UBD cylinder 3
E UBD cylinder 4
F UBD cylinder 5
G UBD cylinder 6
K Fuel pressure
I Coolant temperature
J Fuel temperature
K Engine speed
Horiz Measurement number
ontal
axis
The graph shows that the contribution of cylinder

3 is occasionally less than all the other cylinders
at the same engine speed.
After performing the compression test and the
cylinder acceleration test, it was indicated that the
MX Engine Brake (cylinder 3) was occasionally
(mechanically) activated.
Import logged data into pre-defined Excel
sheet
NOTE: The latest version of the pre-
defined Excel sheet (Engine data
logger) can be found on: DAF Eportal -
ASIS - Products and Services - DAVIE
- Data viewer
1. Make sure that the TRP file and the pre-

defined Excel sheet are stored on the same
PC.
©
2-8 201219
DMCI
     Performance
series
3. PERFORMANCE
3.1 AUTOMATED CYLINDER PERFORMANCE TEST 0
The cylinder performance test can only be used
for indication and provides information about the
mutual cylinders' performance and not about the
total engine state.
During the test, the engine speed is increased six
times from engine idle speed. During each of
these accelerations one of the injectors is cut off.
DAVIE measures the acceleration time six times.
The acceleration time is the time needed for a
fixed amount of crankshaft revolutions during the
accelerations.
The acceleration time is displayed on the DAVIE
screen in percentages. The cylinder with the
longest acceleration time is displayed as 100 %.
An engine with cylinders of equal performance
returns six equal acceleration times. Every
acceleration operation is carried out by five
cylinders with equal performance. As a result
there are no noticeable differences between the
cylinder results.
If one cylinder performs worse than the others,
there is one acceleration measurement where
this cylinder is not used to accelerate the engine.
Since for that particular acceleration five healthy
cylinders are accelerating the engine, this
acceleration period is the shortest. The other five
accelerations are carried out by four cylinders
that perform well and one cylinder that performs
badly. As a result, these acceleration times are
longer. The results of the automated cylinder
performance test are saved in the vehicle test
data file.
NOTE: If the test is performed several
times on the same engine, the results
can be different due to a different
battery voltage and engine
temperature.
©
201219 3-1
DMCI
Performance     
series
A Highest cylinder performance test
0 B
percentage
Lowest cylinder performance test
Test results drawn in a bar graph
(%) Cylinder performance test
percentage
102
The automated cylinder performance test can 100 A
detect a problem with the fuel supply of a certain 98
cylinder, but only if that cylinder performs
96
significantly worse than the others and the
compression test is OK for that cylinder. 94 B
The cylinder performance test can be judged 92
according to the following formula: A - B and 90
Highest percentage compression test - Lowest
percentage compression test. 88
1 2 3 4 5 6
cylinder result nr
Result: A - B = > 5% and Highest percentage i401592-2
compression test - Lowest percentage
compression test = < 1%
In all other cases, we cannot draw conclusions
that are definitely correct.
if it is suspected, after the compression test, that
the injector or the pump unit is causing the failure,
exchange the suspected injector or pump unit
with one from a cylinder that performs well to
determine which is the cause of the defect.
If, for example, the injector of cylinder 6 is the
suspected cause of failure, do NOT exchange
this injector with that of its 'neighbour' (cylinder 3
or cylinder 2) according to the firing order (1-5-3-
6-2-4).
NOTE: The calibration codes must be
programmed if the injectors or pump
units are changed.
Calculation example
This calculation example is according to the test (%) Compression test
results of the Cylinder performance test (see bar
graph above).
102.00
Formula: A - B and Highest percentage
compression test - Lowest percentage 100.00
compression test 98.00
100% - 93% = 7% and 100% - 99% = 1% (see bar 96.00
graph compression test)
94.00
The outcome of this calculation indicates that the
cylinder 1 (B) has a malfunction. 92.00
90.00
1 2 3 4 5 6
Cyl.
i401679
©
3-2 201219
DMCI
     Performance
series
3.2 COMPRESSION TEST
The cylinder compression test can only be used

0
for indication and gives information about the
total engine state. During the compression test
the engine is cranking and no fuel is injected.
As the engine is cranking during the test, the
engine speed must first be allowed to stabilise,
after which the actual measurement starts. The
test takes no longer than two crankshaft
revolutions.
The time it takes to go through the compression
stroke is measured by the ECU and displayed on
the DAVIE.
During the two crankshaft revolutions of the
compression test, all of the six cylinders have
gone through their compression stroke (firing
order: 1, 5, 3, 6, 2, 4).
The cylinder that takes the longest time to go
through the compression stroke is displayed on
the DAVIE screen with a value of 100%.
Compression loss at one of the cylinders results
in a faster revolution speed during the
compression stroke of this particular cylinder. In
other words, the time needed to complete this
compression stroke is lower. This results in a
lower percentage (<100%) on the DAVIE screen
for this cylinder. The results of the compression
test are saved in the vehicle test data file.
A Highest compression percentage Test results drawn in a bar graph

B Lowest compression percentage
(%) Compression test
C Second lowest compression percentage
102.00
The compression test can be judged according to A
the following formula: A - B and C - B 100.00
98.00
- Result 1: A - B = > 5% and C - B = > 2.5%,
96.00
then the cylinder with the lowest C
compression (B) has a malfunction. 94.00
92.00 B
- Result 2: A - B = > 5% and C - B = < 2.5%, 90.00
then there is at least one cylinder with a 1 2 3 4 5 6
malfunction, and this is not necessarily the Cyl.
cylinder with the lowest compression (B)
i401597-3
and/or the cylinder with the second lowest
compression (C).
- Result 3: A - B = < 1%, then there are no

problems with the compression difference
between each cylinder.
Calculation example
This calculation example is according to the test
results of the compression test (see bar graph
above).
Formula: A - B and C - B
100% - 91% = 9% and 94% - 91% = 3%
©
201219 3-3
DMCI
Performance     
series
The outcome of this calculation indicates that the
0 cylinder with the lowest compression has a
malfunction (result 1). In this example this is
cylinder 2 (B)
can be different due to a different
battery voltage and engine
temperature.
©
3-4 201219
DMCI
     Performance
series
3.3 BOOST PRESSURE TEST
When performing a boost pressure test, ask the

0
owner for the combination as it is mostly used
(loaded and weighted). If this is not possible, use
a comparable trailer. Always weigh the
combination.
Performing a boost pressure test
1. Run the vehicle at operating temperature.
The operating temperature is reached after
driving a loaded truck for approximately 15
minutes.
2. Connect DAVIE and follow the instructions.
NOTE: The test data is saved in a
vehicle test file.
3. Mark the points measured (by DAVIE) on the

boost pressure curve graphic.
NOTE: Use the appropriate
graphic of the boost pressure
curves below.
NOTE: If there is no boost

pressure curve available for your
particular engine output, contact
your local helpdesk for evaluation
of the measurements.
4. Check if the boost pressure curve of the

tested vehicle is within tolerance.
©
201219 3-5
DMCI
Performance     
series
Boost pressure curve MX300kW, Specificationweek ≤ 2009-24
0 (P) bar MX 300kW
2,50
High
Average
Low
2,00
1,50
1,00
0,50
0,00
800
850
900
950
1000
1050
1100
1150
1200
1250
1300
1350
1400
1450
1500
1550
1600
1650
1700
1750
1800
(n) rpm
i401651
©
3-6 201219
DMCI
     Performance
series
(P) bar MX 340kW

0
2,50
High
Average
Low
2,00
1,50
1,00
0,50
0,00
800
850
900
950
1000
1050
1100
1150
1200
1250
1300
1350
1400
1450
1500
1550
1600
1650
1700
1750
1800
(n) rpm
i401652
©
201219 3-7
DMCI
Performance     
series
0 (P) bar MX 375kW
2,50
High
Average
Low
2,00
1,50
1,00
0,50
0,00
800
850
900
950
1000
1050
1100
1150
1200
1250
1300
1350
1400
1450
1500
1550
1600
1650
1700
1750
1800
(n) rpm
i401653
©
3-8 201219
DMCI
     Performance
series
3.4 ACCELERATION TEST
When performing an acceleration test, ask the

0
owner for the combination as it is mostly used
(loaded and weighted). If this is not possible, use
a comparable trailer. Always weigh the
combination.
Performing an acceleration test
1. Make a TOPEC acceleration (reprise) test
calculation.
2. Check the combination visually for
deviations in relation to the production
specifications of the vehicle.
3. Check the tyres of the combination for
pressure, type and abnormal wear.
4. Check the tacho settings yourself.
3 3
This setting can be verified by driving exactly
80 km/h for 1 km. The time to drive this 1 km
should be 45 seconds.
5. Check the vehicle and trailer for dragging
brakes. C B
6. Establish a test route where the difference
between the measured times in both
directions does not exceed 15%. If the
difference exceeds 15% find another test 2 2
route.
7. Run the vehicle at operating temperature.
The operating temperature is reached after
driving a loaded truck for approximately 15 D A
minutes.
8. During the acceleration test, the air
conditioning, air compressor and fan should
not be switched on or operating. 1 1
9. Connect DAVIE and follow the instructions.
10. Establish the start and end points on the
selected test route, to ensure that exactly the
same route can be driven in both directions.
X = A+B+C+D
Do the entire test at least twice and take the
4
average time. G001128
1. Measurement A: start point 1, end point
2
2. Measurement B: start point 2, end point
3
3. Measurement C: start point 3, end point
2
4. Measurement D: start point 2, end point
1
5. Acceleration time: X
NOTE: The test data is saved
in a vehicle test file.
11. Fill in the acceleration test form.
©
201219 3-9
DMCI
Performance     
series
3.5 FAN TEST
0 The fan test is used to test the functionality of the
fan clutch.
The duration of this test can be just over five
minutes.
The final test status of the fan test is stored in the
log file. The test data is stored in a vehicle test
file.
When the test is started and all the test conditions
are correct, the engine speed rises to 1500 rpm
and the test status is: Emptying.
Emptying means that the return opening between
the working area and the supply chamber is open
(the filler opening is closed), and therefore the
working area is emptied.
i401781
When a certain amount of the silicone fluid is
back in the supply chamber (slip is high), the test
status is changed to: Active.
Active means that the filler opening between the
working area and the supply chamber is open
(the return opening is closed). The silicone fluid
fills the working area.
©
3-10 201219
DMCI
     Performance
series
If the silicone fluid cannot flow back to the supply
chamber, the test status will be Emptying until the
end of the test, at which time it becomes: 0
Completed, E-fan not ok.
i401783
As more silicone fluid enters the working
chamber, the slip becomes less.
The difference in engine speed and fan speed
(also taking into account the ratio between the
engine and the fan drive) is used to calculate the
slip.
©
201219 3-11
DMCI
Performance     
series
i401784
End screen of the test:
©
3-12 201219
DMCI
     Performance
series
i401785
Test status
At the end of the fan test, one of the following test
statuses may be displayed on the DAVIE screen
and will be written as the test result in the log file
- Completed - Test is completed
- Aborted - The test is aborted by the user or
the test conditions have become incorrect
during the test.
- Completed, E-fan not OK - Fan test is
completed and the fan is not ok.
©
201219 3-13
DMCI
Performance     
series
©
3-14 201219
DMCI
     Programming
series
4. PROGRAMMING
4.1 PROGRAMMING CALIBRATION CODES FOR PUMP UNITS AND INJECTORS 0
In case of a different fitting position or
replacement of pump units and injectors, the
calibration codes must be programmed. The
calibration codes are stored in the DMCI unit and
in the VIC electronic unit. When the DMCI unit is
replaced, the pump units and injectors must also
be programmed in the new DMCI unit. The
calibration codes can now be copied from the VIC
electronic unit.
Programming pump unit calibration codes

1. Read the 4-letter calibration code on the
electrical connection of the pump unit.
30209
2. Key in the calibration code on the position of
the relevant cylinder using DAVIE FMFM
SN 03030209
00000FMFM
1621297
i400771
Programming injector calibration codes

1. Read the 6-letter calibration code on the
electrical connection of the injector.
NOTE: Write down the calibration
codes of any new or relocated
injector(s) before mounting the
valve cover.
2. Key in the calibration code on the position of

the relevant cylinder using DAVIE.
i400772
©
201219 4-1
DMCI
Programming     
series
©
4-2 201219
EAS
     Contents
series
CONTENTS
EAS
Page Date 0
1. REGULATION FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. EXPLANATORY NOTES TO EAS TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Explanatory notes to EAS tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
3. ADBLUE FILTER LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

3.1 AdBlue filter leakage test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219
4. ADBLUE CIRCUIT TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219

4.1 AdBlue circuit test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219
5. AIR CIRCUIT TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 201219

5.1 Air circuit test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 201219
6. DOSING MODULE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 201219

6.1 Dosing module test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 201219
©
201219 1
EAS
Contents     
series
©
2 201219
EAS
     Regulation functions
series
1. REGULATION FUNCTIONS
EAS system overview
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
2
E G
H J
F
I
i400974
A AdBlue tank
B AdBlue temperature/level sensor
B1 AdBlue level sensor
B2 AdBlue temperature sensor
C Air supply
D Air filter
E EAS unit
E1 Electronic unit
E2 AdBlue pressure sensor
E3 AdBlue pump
E4 Internal relay
E5 AdBlue temperature sensor
E6 AdBlue filter
E7 Air pressure control valve
E8 Ventilation valve
E9 Air pressure sensor before orifice
E10 Air pressure sensor after orifice
E11 Pressure relief valve
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
G Exhaust temperature sensor before
catalytic converter
H AdBlue injector
©
201219 1-1
EAS
Regulation functions     
series
I Catalytic converter
0 J Exhaust temperature sensor after
catalytic converter
Regulation functions
overview of the most important EAS components
and the related values. This function can be used
to monitor the EAS system (start-up phase,
operation phase, afterrun phase, and so on)
during driving. See system and component
information for explanation of the different EAS
phases.
The regulation functions contain three screens:
1. Temperatures
For example, the following values can be
read out:
- Ambient temperature
- Tank temperature
- EAS unit temperature
- Engine coolant temperature
- Temperature before catalyst
- Temperature after catalyst
- Tank heater valve status
2. Pressures
read out:
- AdBlue pressure
- Air pressure before orifice
- Air pressure after orifice
- Ambient air pressure
- AdBlue consumption
- Pump speed
- Dosing valve status
- Ventilation valve status
- Air press valve status
3. Overview
read out:
- AdBlue pressure
- Pump speed
- Vent valve status
- Air pressure valve status
- Tank heater valve
©
1-2 201219
EAS
     Explanatory notes to EAS tests
series
2. EXPLANATORY NOTES TO EAS TESTS
2.1 EXPLANATORY NOTES TO EAS TESTS 0
EAS test
With DAVIE it is possible to perform several EAS
tests to check the complete EAS system.
The following tests are available in DAVIE:
- AdBlue filter leakage test
- AdBlue circuit test
- Air circuit test
- Dosing module test
AdBlue filter leakage test
With this test the EAS system can be checked for
AdBlue leakage after maintenance or repair.
For example, this test can be carried out when:
- AdBlue filter is changed.
- AdBlue lines are disconnected from the EAS
unit.
- AdBlue lines are disconnected from the
AdBlue tank.
dosing module.
AdBlue circuit test
With this test the AdBlue circuit is checked.
- The EAS system has a malfunction
concerning the AdBlue circuit or AdBlue
circuit related components.
- Repairs have been made to the EAS system.
- Components are changed on the EAS
system.
Air circuit test
With this test the air circuit is checked.
concerning the air circuit or air circuit related
components.
- Repairs have been made to the EAS system.
- Components are changed on the EAS
system.
Dosing module test
With this test the air circuit of the dosing module
is checked.
concerning the dosing valve.
- Correct functioning of the dosing valve has to
be checked.
©
201219 2-1
EAS
Explanatory notes to EAS tests     
series
©
2-2 201219
EAS
     AdBlue filter leakage test
series
3. ADBLUE FILTER LEAKAGE TEST
3.1 ADBLUE FILTER LEAKAGE TEST 0
EAS system overview
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
2
E G
H J
F
I
i400974
A AdBlue tank
C Air supply
D Air filter
E EAS unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E9 Pressure sensor before orifice
E10 Pressure sensor after orifice
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
catalytic converter
H AdBlue injector
©
201219 3-1
EAS
AdBlue filter leakage test     
series
catalytic converter

The main purpose of this test is to check the
AdBlue filter cover and the connections of AdBlue
lines for leakage after repair or maintenance.
Explanation of the test
The test contains three phases:
1. Flushing phase (approximately 30 seconds)
2. Pressurising phase (120 seconds maximum)
3. Afterrun phase (approximately 40 seconds)
This test is a fully automated test so all phases
are successive. It is always possible to abort the
test.
Flushing phase
The test starts with the flushing phase. The vent
valve of the EAS unit is opened. The AdBlue
pump of the EAS unit transfers the AdBlue from
the AdBlue tank to the EAS unit. Via the vent
valve the AdBlue is returned back to the tank to
bleed the AdBlue circuit.
Pressurising phase
The pressurising phase starts after completion of
the flushing phase. During this phase the vent
valve is closed. The AdBlue pump is running to
build up the AdBlue pressure.
When the system is pressurised it is possible to
check the AdBlue filter cover and the AdBlue
connections for leakage.
NOTE: When the AdBlue pressure has
not reached 1.5 bar after 10 seconds,
the test is automatically aborted.
Afterrun phase
The last part of this test is the afterrun phase.
When the stop button is pressed or the time of the
pressurising phase has elapsed, the last phase is
entered. During this phase the vent valve is
opened to depressurise the system.
The afterrun phase is always performed, even if
the test is aborted.
©
3-2 201219
EAS
     AdBlue circuit test
series
4. ADBLUE CIRCUIT TEST
4.1 ADBLUE CIRCUIT TEST 0
EAS system overview
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
2
E G
H J
F
I
i400974
A AdBlue tank
C Air supply
D Air filter
E EAS unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
catalytic converter
H AdBlue injector
©
201219 4-1
EAS
AdBlue circuit test     
series
catalytic converter
AdBlue circuit test

This test can be performed with or without
injecting AdBlue.
AdBlue circuit test without injecting AdBlue
The main purpose of this test is to check if the
EAS system can build up AdBlue pressure.
Besides checking the AdBlue pressure, this test
can also be used to trace mechanical failures of
the EAS system.
NOTE: Make sure that there is enough
AdBlue in the tank to perform the test.

2. Pressurising phase (approximately 45
seconds)
test.
The AdBlue pressure must be within the limits,
see system and component information.
Flushing phase
Pressurising phase
This part of the test can be used to trace
mechanical failures of the EAS system, for
instance leakage of the dosing module, blockage
of the AdBlue supply line, internal leakage of the
EAS unit.
Afterrun phase
When the 'ok/unknown' button is pressed, the last
phase is entered. During this phase the vent
valve is opened to depressurise the system.
©
4-2 201219
EAS
series
Mechanical failures
Too little or no AdBlue pressure 0
Possible causes of too little or no AdBlue
pressure:
- AdBlue supply line and AdBlue return line
exchanged.
- Blockage or partial blockage of the AdBlue
supply line.
pre-filter inside the supply connection on the
EAS unit.
filter.
tank filter.
- Mechanical failure of the vent valve.
- Leakage of the dosing module.
- Internal leakage in the EAS unit.
AdBlue circuit test with injecting AdBlue
The main purpose of this test is to run the EAS
unit and the dosing module through its dosing
phase and check that a specific amount of
AdBlue liquid is delivered within the specified
time. Besides checking delivery, this test can also
be used to trace mechanical failures of the EAS
system, for instance of the dosing module and the
AdBlue lines.

seconds)
3. Dosing phase (approximately 70 seconds)
test.
Flushing phase
Pressurising phase
©
201219 4-3
EAS
series
Dosing phase
0 The dosing phase starts after completion of the
pressure build-up phase. During this phase the
dosing valve is activated and supplies AdBlue to
the AdBlue dosing line.
NOTE: Depending on the software
version, the air pressure control valve is
activated during this part of the test.
Afterrun phase
Performing the test
The dosing module test must be performed
according to the instructions and conditions
shown on the DAVIE screen.
1. Remove the AdBlue dosing line from the
injector.
2. Place the AdBlue dosing line into a
measuring container.
3. After completion of the test there must be an
amount of AdBlue in the measuring
container as displayed on the DAVIE screen.
NOTE: Do not return the measured
AdBlue to the AdBlue tank.
4. Reinstall the AdBlue dosing line to the

AdBlue injector.
Mechanical failures
Too little or no AdBlue supplied
Possible causes of too little or no AdBlue being
supplied after completion of the test:
exchanged.
supply line.
EAS unit.
filter.
tank filter.
supply line to the dosing module.
dosing line.
- AdBlue pressure too low.
©
4-4 201219
EAS
series
- Internal leakage inside the EAS unit.
- Mechanical failure of the dosing valve.
0
©
201219 4-5
EAS
series
©
4-6 201219
EAS
     Air circuit test
series
5. AIR CIRCUIT TEST
5.1 AIR CIRCUIT TEST 0
EAS system overview
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
2
E G
H J
F
I
i400974
A AdBlue tank
C Air supply
D Air filter
E EAS unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
catalytic converter
H AdBlue injector
©
201219 5-1
EAS
Air circuit test     
series
catalytic converter
Air circuit test

The main purpose of this test is to check the air
circuit of the EAS system. This test can be used
to trace mechanical failures of the EAS system,
for instance of the EAS unit, supply line to the
dosing module, dosing module, dosing line and
AdBlue injector.
The pressure reading from the sensors and the
pressure drop over the orifice must be within the
limits, see system and component information.
The test contains two phases:
1. Air supply phase (approximately 35
seconds)
test.
NOTE: The air supply must be higher
than 8 bar. The test will also run at a
lower air supply. However, this makes
the reading of the values before and
after the orifice unreliable.
Air supply phase

The test starts with the air supply phase. The air
pressure control valve is activated and the air
pressure runs via the orifice, air supply line to
dosing valve, dosing valve, dosing line to the
injector.
During this phase the value of the pressure
sensors before and after the orifice is displayed.
Afterrun phase
When the ok / unknown button is pressed the last
Mechanical failures
Pressure before the orifice too low
Possible causes of too low an air pressure before
the orifice:
- Air supply from the vehicle too low.
- Blockage or partial blockage of the air supply
line.
- Blockage or partial blockage of the air/oil
separator.
- Mechanical failure of the air pressure control
valve.
©
5-2 201219
EAS
     Air circuit test
series
No pressure drop over the orifice
Possible causes of no pressure drop over the
orifice:
0
- Blockage of the air supply line to the dosing
module.
- Blockage of the dosing module.
- Blockage of the AdBlue dosing line.
- Blockage of the AdBlue injector.
Pressure drop over the orifice too low
Possible causes of too low a pressure drop over
the orifice:
- Pressure before the orifice too low.
- Partial blockage of the air supply line to the
dosing module.
- Partial blockage of the dosing module.
- Partial blockage of the AdBlue dosing line.
- Partial blockage of the AdBlue injector.
Pressure drop over the orifice too high
Possible causes of too high a pressure drop over
the orifice:
- Leaking line or connection of the air supply
line to the dosing module, dosing module,
AdBlue dosing line or the AdBlue injector.
- Damaged AdBlue injector.
©
201219 5-3
EAS
Air circuit test     
series
©
5-4 201219
EAS
     Dosing module test
series
6. DOSING MODULE TEST
6.1 DOSING MODULE TEST 0
EAS system overview
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
A AdBlue tank
C Air supply
D Air filter
E EAS unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
©
201219 6-1
EAS
Dosing module test     
series
0 H
catalytic converter
AdBlue injector
J Exhaust temperature sensor after
catalytic converter
K NOx sensor before catalytic converter
L NOx sensor after catalytic converter
Dosing module test

dosing module of the EAS system. This test can
also be used to trace mechanical failures of the
air supply line to the dosing module, AdBlue
dosing line and AdBlue injector.
The test consists of a maximum of three phases:
1. Dosing module test phase (approximately 35
seconds)
2. Dosing module test phase with disconnected
AdBlue dosing line (approximately 35
seconds)
For a reliable outcome of the test, finish the test
completely. It is always possible to abort the test.
Dosing module test phase
The air pressure control valve is activated and the
air pressure runs via the orifice and air supply line
to the dosing module. From the dosing module it
goes through the dosing line to the AdBlue
injector.
When the air pressure has stabilised, DAVIE
calculates the average value of the air pressure
after the orifice.
When the average value is lower than 4000 mbar,
the dosing module is OK and the afterrun phase
starts.
When the average value is higher than 4000
mbar, the dosing module test with disconnected
AdBlue dosing line must be performed.
Dosing module test phase with disconnected
AdBlue dosing line
The AdBlue dosing line between the dosing
module (F) and the AdBlue injector (H) must be
disconnected on the dosing module side.
through the dosing module.
after the orifice.
©
6-2 201219
EAS
series
mbar, the dosing module test failed. In this case,
check the air supply line to the dosing module and 0
the dosing module itself. When the air supply line
to the dosing module is open and no AdBlue
crystals are found, the problem is caused by the
dosing module.
the dosing module is OK. In this case, the AdBlue
dosing line between the dosing module and
AdBlue injector and/or the AdBlue injector may
be blocked.
NOTE: When the EAS system is
switched off and the afterrun procedure
is finished, there is always some
AdBlue fluid left in the AdBlue injector.
This AdBlue can crystallise over time
and block the AdBlue injector holes.
Under normal operation these crystals
will dissolve due to the high
temperature of the exhaust gases.
Blocking of the AdBlue dosing line/
AdBlue injector is covered by a fault
code. When there is no fault code
present, there is no need to clean the
AdBlue injector.
Afterrun phase
©
201219 6-3
EAS
series
©
6-4 201219
EAS-2
     Contents
series
CONTENTS
EAS-2
Page Date 0
1. REGULATION FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. EXPLANATORY NOTES TO EAS-2 TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Explanatory notes to EAS-2 tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
3. ADBLUE FILTER LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

3.1 AdBlue filter leakage test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219
4. AUTONOMOUS SYSTEM CHECK TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219

4.1 Autonomous system check test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219
5. ADBLUE CIRCUIT TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 201219

5.1 AdBlue circuit test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 201219
6. AIR CIRCUIT TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 201219

6.1 Air circuit test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 201219
7. DOSING MODULE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 . . . . . 201219

7.1 Dosing module test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 . . . . . 201219
©
201219 1
EAS-2
Contents     
series
©
2 201219
EAS-2
series
1. REGULATION FUNCTIONS
EAS-2 system overview
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
A AdBlue tank
C Air supply
D Air filter
E EAS-2 unit
E1 Electronic control unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E9 Air pressure sensor before orifice
E10 Air pressure sensor after orifice
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
©
201219 1-1
EAS-2
series
0 H
catalytic converter
AdBlue injector
catalytic converter
Regulation functions
overview of the most important EAS components
and the related values. This function can be used
to monitor the EAS system (start-up phase,
operation phase, afterrun phase, and so on)
during driving. See system and component
information for explanation of the different EAS
phases.
The regulation functions contain four screens:
1. Temperatures
read out:
- Ambient temperature
- Tank temperature
- EAS unit temperature
- Engine coolant temperature
- Tank heater valve status
2. Pressures
read out:
- AdBlue pressure
- Ambient air pressure
- Pump speed
3. Emissions
read out:
- NOx concentration before catalyst
- NOx concentration after catalyst
- Engine speed
- Engine torque
4. Overview
read out:
- Engine speed
- Engine torque
- NOx concentration before catalyst
- NOx concentration after catalyst
©
1-2 201219
EAS-2
series
-
-
AdBlue consumption
Air pressure before orifice 0
- Pump speed
- AdBlue pressure
It is possible to log the data of the overview
screen.
The data logger is started or stopped via the start
and stop data logging button on the DAVIE
screen.
The data logger logs the information for a
maximum period of ten minutes.
The logger stops when the stop data logging
button is pressed or automatically after ten
minutes. If the logger is not stopped in the correct
way, all of the logged data is lost.
The data logger can log several frames per
second (depending on the communication speed
between the DAVIE and the vehicle). For the best
result, connect the data communication cable
between DAVIE and the VCI.
The logged information is stored in a vehicle test
file (*.tpr). This tpr file can be imported in a
spreadsheet program, for example Excel.
Example logging NOx sensors data
Checking the operation of the NOx sensors
under stationary conditions
Log conditions for monitoring the NOx sensors
when the vehicle is stationary:
1. Connect the DAVIE to the vehicle. Preferably
with the data communication cable between
the DAVIE and the VCI.
2. Choose EAS regulation functions.
3. Start the engine.
4. Drive the vehicle under load to get the EAS
system working.
5. The NOx sensor heat up procedure starts
when the temperature after the catalyst
reaches 150°C. The heat up procedure takes
approximately 5 to 10 minutes while driving
the vehicle.
Until the heating up procedure is finished no
PPM data is displayed in DAVIE.
6. When the temperature reaches
approximately 210°C the EAS system starts
to inject AdBlue for NOx reduction.
7. Drive the vehicle under load until the exhaust
gasses have reached approximately 350°C
and the NOx sensor values are displayed.
8. Stop the vehicle and apply the park brake.
9. Set the Engine Speed Control to 1200 rpm.
10. Switch off all possible consumers (for
example air conditioning, lighting, air
compressor).
©
201219 1-3
EAS-2
series
11. Check that the engine torque is 0 Nm with
0 DAVIE (DAVIE displays the engine torque
with a resolution of 256 Nm).
12. Check with DAVIE that no AdBlue is injected.
13. Start the data log function.
NOTE: When the log function is started
shortly after the engine was driven
under load and AdBlue was injected,
residual AdBlue can be present in the
catalyst. The presence of residual
AdBlue in the catalyst results in NOx
reduction and it will take more time
before the NOx values are stable. Allow
the system to flush and/or consume the
residual AdBlue in the catalyst before
concluding results.
NOTE: The EAS software requires that

two NOx sensors fitted on the same
vehicle must measure PPM values
inside each others 20% tolerance band
when a defined amount of NOx PPM is
supplied.
If the NOx sensors are out of
specification limits, it is advisable to
exchange the NOx sensor showing the
PPM values that are far below 200 PPM
or far above 200 PPM under stationary
conditions. After exchanging the NOx
sensor checking of the NOx sensor
operation has to be repeated. The new
measured values are to be compared
with the previous test and checked for
the 20% tolerance band. A NOx sensor
that is removed due to an out of
specification limit could perform well
when combined with another NOx
sensor which gives a similar reading.
Example 1
the vehicle test file into a spreadsheet (for
example Excel) to make the graph below.
The upper and the lower limits of the NOx
sensors are calculated.
©
1-4 201219
EAS-2
series
0
330
320
310
300
290
280
270
260
250
240
230
PPM
220
210
200
190
180
170
160
150
140
130
120
110
90
0 10 20 30 40 50 60 70 80 90 100 110 120
Time (sec)
A C E
B D F
i401826
A NOx sensor value before the catalyst, log
data
B NOx sensor value after the catalyst, log
data
C NOx sensor value before the catalyst
+20%, calculated upper limit
D NOx sensor value after the catalyst +20%,
calculated upper limit
E NOx sensor value before the catalyst -
20%, calculated lower limit
F NOx sensor value after the catalyst -20%,
calculated lower limit
Conclusion
- The NOx sensor before the catalyst value is
inside the NOx sensor after catalyst
specification limits.
- The NOx sensor after the catalyst value is
inside the NOx sensor before catalyst
- Both NOx sensors are in good condition.
Example 2
©
201219 1-5
EAS-2
series
0
300
290
280
270
260
250
240
230
220
210
200
190
180
PPM
170
160
150
140
130
120
110
100
90
80
70
60
50
0 10 20 30 40 50 60 70 80 90 100 110 120
Time (sec)
A C E
B D F
i401830
data
data
Conclusion
inside the NOx sensor after catalyst
- Both NOx sensors are in good condition.
Example 3
©
1-6 201219
EAS-2
series
0
300
290
280
270
260
250
240
230
220
210
200
190
180
PPM
170
160
150
140
130
120
110
100
90
80
70
60
50
0 10 20 30 40 50 60 70 80 90 100 110 120
Time (sec)
A C E
B D F
i401827
data
data
Conclusion
outside the NOx sensor after catalyst
outside the NOx sensor before catalyst
- The NOx sensor after the catalyst is also far
below 200 PPM and therefore the more
suspected sensor.
©
201219 1-7
EAS-2
series
Example 4
0 In this example, the logged data is imported from
330
320
310
300
290
280
270
260
250
240
230
PPM
220
210
200
190
180
170
160
150
140
130
120
110
100
90
0 10 20 30 40 50 60 70 80 90 100 110 120
Time (sec)
A C E
B D F
i401828
data
data
Conclusion
outside the NOx sensor after catalyst
©
1-8 201219
EAS-2
series
specification limits. 0
- The NOx sensor before the catalyst is also
far above 200 PPM and therefore the more
suspected sensor.
Checking the operation of the NOx sensors
when driving the vehicle under load
Log conditions for monitoring the NOx sensors
when the vehicle is driven under load:
system working.
the vehicle.
7. Drive the vehicle in steady state conditions
under load circumstances when no AdBlue is
injected. Please note that AdBlue is not
injected when the engine speed is below
approximately 900 rpm.
To drive in steady state conditions, choose a
gear that suits the road circumstances and
use the speed limiter settings.
8. Check with DAVIE that no AdBlue is injected.
NOTE: When the log function is started
shortly after the engine was driven
under load and AdBlue was injected,
residual AdBlue can be present in the
catalyst. The presence of residual
AdBlue in the catalyst results in NOx
reduction and it will take more time
before the NOx values are stable.
Please allow the system to flush and or
consume the residual AdBlue in the
catalyst before concluding results.
NOTE: The EAS software requires that

two NOx sensors fitted on the same
vehicle must measure PPM values
inside each others 20% tolerance band
when a defined amount of NOx PPM is
supplied.
©
201219 1-9
EAS-2
series
Example logging AdBlue delivery data
0 Checking the AdBlue delivery of the EAS
system when driving
Log conditions for checking the AdBlue delivery
with a driving vehicle:
system working.
the vehicle.
7. Drive the vehicle in steady state conditions
and under load circumstances where AdBlue
is injected.
To drive in steady state conditions, choose a
gear that suits the road circumstances and
use the speed limiter settings.
8. Check with DAVIE that AdBlue is injected.
Example
In this example the vehicle has NOx
concentration reduction efficiency related faults.
The logged data is imported from the vehicle test
file into a spreadsheet (for example Excel) to
make the graph below.
©
1-10 201219
EAS-2
series
0
2600
2500
2400
2300
2200
2100
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
0 25 50 75 100 125 150 175 200 225 250 275 300
A C E G
B D F
i401829
A NOx sensor value before the catalyst
B NOx sensor value after the catalyst
C Temperature before the catalyst
D Temperature after the catalyst
E actual AdBlue dosing quantity
F Engine speed
G Engine torque
Conclusion
- The vehicle was driven in steady state
conditions and under load circumstances.
This can be concluded from the engine
speed and the engine torque.
- The EAS software detects that the NOx
conversion is not within the specifications.
The EAS system increases the quantity of
Adblue injected. The quantity is increased
until the maximum quantity allowed for that
situation is reached. After increasing the
quantity several times, without a decreasing
NOx value after catalyst is measured, the
system will activate a NOx concentration
reduction efficiency fault.
- Possible causes:
- AdBlue quality not within the
specifications.
©
201219 1-11
EAS-2
series
- Low performance of the EAS-2 dosing
0 system. For example leakage, blockage
or restrictions in dosing system-related
components.
- Low performance of the NOx sensors.
- Low performance of the catalyst. For
example oil or coolant contamination,
flow restrictions or blockage.
©
1-12 201219
EAS-2
     Explanatory notes to EAS-2 tests
series
2. EXPLANATORY NOTES TO EAS-2 TESTS
2.1 EXPLANATORY NOTES TO EAS-2 TESTS 0
EAS-2 test
With DAVIE it is possible to perform several EAS-
2 tests to check the complete EAS-2 system.
The following tests are available in DAVIE:
- AdBlue filter leakage test
- Autonomous system check test
- AdBlue circuit test
- Air circuit test
- Dosing module test
With this test the EAS-2 system can be checked
for AdBlue leakage after maintenance or repair.
- AdBlue filter is changed.
EAS-2 unit.
AdBlue tank.
dosing module.
Autonomous system check test
With this test the EAS-2 system is checked in a
short time.
This test gives an overview of the condition of the
EAS-2 system.
- The EAS-2 system has a malfunction.
- Repairs have been made to the EAS-2
system.
- Components are changed on the EAS-2
system.
AdBlue circuit test
With this test the AdBlue circuit is checked.
- The EAS-2 system has a malfunction
concerning the AdBlue circuit or AdBlue
circuit related components.
system.
- Components are changed on the EAS-2
system.
Air circuit test
With this test the air circuit is checked.
concerning the air circuit or air circuit related
components.
©
201219 2-1
EAS-2
Explanatory notes to EAS-2 tests     
series
0 -
system.
Components are changed on the EAS-2
system.
Dosing module test
With this test the air circuit of the dosing module
is checked.
concerning the dosing valve.
- Correct functioning of the dosing valve has to
be checked.
©
2-2 201219
EAS-2
     AdBlue filter leakage test
series
3. ADBLUE FILTER LEAKAGE TEST
3.1 ADBLUE FILTER LEAKAGE TEST 0
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
A AdBlue tank
C Air supply
D Air filter
E EAS-2 unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
©
201219 3-1
EAS-2
AdBlue filter leakage test     
series
0 H
catalytic converter
AdBlue injector
catalytic converter

AdBlue filter cover and the connections of AdBlue
lines for leakage after repair or maintenance.
2. Pressurising phase (120 seconds maximum)
test.
Flushing phase
valve of the EAS-2 unit is opened. The AdBlue
pump of the EAS-2 unit transfers the AdBlue from
the AdBlue tank to the EAS-2 unit. Via the vent
Pressurising phase
When the system is pressurised it is possible to
check the AdBlue filter cover and the AdBlue
connections for leakage.
NOTE: When the AdBlue pressure has
not reached 1.5 bar after 10 seconds,
the test is automatically aborted.
Afterrun phase
When the stop button is pressed or the time of the
pressurising phase has elapsed, the last phase is
entered. During this phase the vent valve is
opened to depressurise the system.
©
3-2 201219
EAS-2
     Autonomous system check test
series
4. AUTONOMOUS SYSTEM CHECK TEST
4.1 AUTONOMOUS SYSTEM CHECK TEST 0
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
A AdBlue tank
C Air supply
D Air filter
E EAS-2 unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
©
201219 4-1
EAS-2
Autonomous system check test     
series
0 H
catalytic converter
AdBlue injector
catalytic converter
Autonomous system check test

The main purpose of this test is to check the EAS-
2 system. During this test a routine is started
which checks the electrical and mechanical
connections and components of the EAS-2
system. The complete test takes 220 seconds at
most.
NOTE: The NOx sensors are no part of
this test.

The test is done in the three following stages:
1. Electrical connections
2. Air and AdBlue connections
3. Pressures
1. Electrical connections. After the test the
following test results can be displayed:
- Check electrical connections finished
successful.
- Check electrical connections, result: one or
more electrical power stage defects.
- Check electrical connections, result: one or
more electrical analogue input defects.
2. Air and AdBlue connections. After the test the
following test results can be displayed:
- Check connections of air and AdBlue lines
finished successful.
result: dosing valve stuck and open
result: compressed air pressure before
orifice is too low or too high
result: compressed air pressure after orifice
is too low or too high.
result: AdBlue pressure is too low or too high.
3. Pressures. After the test the following test
results can be displayed:
- Check AdBlue pressure and blow out
finished.
- Check AdBlue pressure and blow out result:
AdBlue pump speed out of range.
©
4-2 201219
EAS-2
     Autonomous system check test
series
- Check AdBlue pressure and blow out result:
AdBlue pump running but no AdBlue
pressure build-up. 0
and AdBlue pressure and blow out result:
vent valve defect.
Aborted. After the test the following test results
can be displayed:
- Autonomous system check test aborted by
DAVIE
- Autonomous system check test aborted
because of insufficient test conditions.
- Autonomous system check test aborted
because of contact off.
Finished. After the test the following test results
can be displayed:
- Autonomous system check test finished.
This means that the entire test is completed.
This does not mean that the system
functions correctly.
The system is in good condition when the
following results are all displayed:
- Check electrical connections finished
successful.
finished successful.
- Check AdBlue pressure and blow out
finished.
- Autonomous system check test finished.
test.
Depending on the outcome of the test, the
components that are rejected by the test can be
checked with a function test or with another EAS-
2 test.
NOTE: Results are only valid if the
complete test is finished.
©
201219 4-3
EAS-2
Autonomous system check test     
series
©
4-4 201219
EAS-2
series
5. ADBLUE CIRCUIT TEST
5.1 ADBLUE CIRCUIT TEST 0
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
A AdBlue tank
C Air supply
D Air filter
E EAS-2 unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
©
201219 5-1
EAS-2
series
0 H
catalytic converter
AdBlue injector
catalytic converter
AdBlue circuit test

This test can be performed with or without
injecting AdBlue.
AdBlue circuit test without injecting AdBlue
The main purpose of this test is to check if the
EAS-2 system can build up AdBlue pressure.
Besides checking the AdBlue pressure, this test
the EAS-2 system.

seconds)
test.
The AdBlue pressure must be within the limits,
see system and component information.
Flushing phase
Pressurising phase
This part of the test can be used to trace
mechanical failures of the EAS-2 system, for
instance leaking of the dosing module, blockage
of the AdBlue supply line, internal leakage of the
EAS-2 unit.
Afterrun phase
©
5-2 201219
EAS-2
series
When the 'ok/unknown' button is pressed the last
phase is entered. During this phase the vent 0
Mechanical failures
Too little or no AdBlue pressure
Possible causes of too little or no AdBlue
pressure:
exchanged.
supply line.
EAS-2 unit.
filter.
tank filter.
- Mechanical failure of the vent valve.
- Leakage of the dosing module.
- Internal leakage in the EAS-2 unit.
AdBlue circuit test with injecting AdBlue
The main purpose of this test is to run the EAS-2
unit and the dosing module through its dosing
phase and check that a specific amount of
AdBlue liquid is delivered within the specified
time. Besides checking delivery, this test can also
be used to trace mechanical failures of the EAS-
2 system, for instance of the dosing module and
the AdBlue lines.

seconds)
3. Dosing phase (approximately 70 seconds)
test.
Flushing phase
©
201219 5-3
EAS-2
series
Pressurising phase
0 The pressurising phase starts after completion of
Dosing phase
The dosing phase starts after completion of the
pressure build-up phase. During this phase the
dosing valve is activated and supplies AdBlue to
the AdBlue dosing line.
Afterrun phase
Performing the test

The dosing module test must be performed
injector.
2. Place the AdBlue dosing line into a
3. After completion of the test there must be an
amount of AdBlue in the measuring
container as displayed on the DAVIE screen.
NOTE: Do not return the measured
AdBlue to the AdBlue tank.
4. Reinstall the AdBlue dosing line to the

AdBlue injector.
Mechanical failures
Too little or no AdBlue supplied
Possible causes of too little or no AdBlue being
supplied after completion of the test:
exchanged.
supply line.
©
5-4 201219
EAS-2
series
EAS-2 unit. 0
filter.
tank filter.
supply line to the dosing module.
dosing line.
- AdBlue pressure too low.
- Internal leakage inside the EAS-2 unit.
- Mechanical failure of the dosing valve.
©
201219 5-5
EAS-2
series
©
5-6 201219
EAS-2
     Air circuit test
series
6. AIR CIRCUIT TEST
6.1 AIR CIRCUIT TEST 0
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
A AdBlue tank
C Air supply
D Air filter
E EAS-2 unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
©
201219 6-1
EAS-2
Air circuit test     
series
0 H
catalytic converter
AdBlue injector
catalytic converter
Air circuit test

The main purpose of this test is to check the air
circuit of the EAS-2 system. This test can be used
to trace mechanical failures of the EAS-2 system,
for instance of the EAS-2 unit, supply line to
dosing the module, dosing module, dosing line
and AdBlue injector.
The pressure reading from the sensors and the
pressure drop over the orifice must be within the
limits, see system and component information.
The test contains two phases:
1. Air supply phase (approximately 35
seconds)
test.
NOTE: The air supply must be higher
than 8 bar. The test will also run at a
lower air supply. However, this makes
the reading of the values before and
after the orifice unreliable.
Air supply phase

The test starts with the air supply phase. The air
pressure control valve is activated and the air
pressure runs via the orifice, air supply line to
dosing valve, dosing valve, dosing line to the
injector.
During this phase the value of the pressure
sensors before and after the orifice is displayed.
Afterrun phase
When the ok / unknown button is pressed the last
Mechanical failures
Pressure before the orifice too low
Possible causes of too low an air pressure before
the orifice:
- Air supply from the vehicle too low.
- Blockage or partial blockage of the air supply
line.
©
6-2 201219
EAS-2
     Air circuit test
series
- Blockage or partial blockage of the air/oil
-
separator.
Mechanical failure of the air pressure control 0
valve.
No pressure drop over the orifice
Possible causes of no pressure drop over the
orifice:
- Blockage of the air supply line to the dosing
module.
- Blockage of the dosing module.
- Blockage of the AdBlue dosing line.
- Blockage of the AdBlue injector.
Pressure drop over the orifice too low
Possible causes of too low a pressure drop over
the orifice:
- Pressure before the orifice too low.
- Partial blockage of the air supply line to the
dosing module.
- Partial blockage of the dosing module.
- Partial blockage of the AdBlue dosing line.
- Partial blockage of the AdBlue injector.
Pressure drop over the orifice too high
Possible causes of too high a pressure drop over
the orifice:
- Leaking line or connection of the air supply
line to the dosing module, dosing module,
AdBlue dosing line or the AdBlue injector.
- Damaged AdBlue injector.
©
201219 6-3
EAS-2
Air circuit test     
series
©
6-4 201219
EAS-2
series
7. DOSING MODULE TEST
7.1 DOSING MODULE TEST 0
A B
1
Q
2
CAN
5 1
8 3
M
C D 12 6
7
11 2 P 4
9 P
10 P 1
CAN
2
E G J
F H
I
K L
i401341-2
A AdBlue tank
C Air supply
D Air filter
E EAS-2 unit
E1 Electronic unit
E3 AdBlue pump
E4 Internal relay
E6 AdBlue filter
E12 Pre-filter
F Dosing module
F1 Dosing valve
F2 Mixing chamber
©
201219 7-1
EAS-2
series
0 H
catalytic converter
AdBlue injector
catalytic converter
Dosing module test

dosing module of the EAS-2 system. This test
the air supply line to the dosing module, AdBlue
dosing line and AdBlue injector.
The test consists of a maximum of three phases:
1. Dosing module test phase (approximately 35
seconds)
2. Dosing module test phase with disconnected
AdBlue dosing line (approximately 35
seconds)
For a reliable outcome of the test, finish the test
completely. It is always possible to abort the test.
Dosing module test phase
to the dosing module. From the dosing module it
goes through the dosing line to the AdBlue
injector.
after the orifice.
the dosing module is OK and the afterrun phase
starts.
mbar, the dosing module test with disconnected
AdBlue dosing line must be performed.
Dosing module test phase with disconnected
AdBlue dosing line
The AdBlue dosing line between the dosing
module (F) and the AdBlue injector (H) must be
disconnected on the dosing module side.
through the dosing module.
after the orifice.
©
7-2 201219
EAS-2
series
mbar, the dosing module test failed. In this case,
check the air supply line to the dosing module and 0
the dosing module itself. When the air supply line
to the dosing module is open and no AdBlue
crystals are found, the problem is caused by the
dosing module.
the dosing module is OK. In this case, the AdBlue
dosing line between the dosing module and
AdBlue injector and/or the AdBlue injector may
be blocked.
NOTE: When the EAS-2 system is
switched off and the afterrun procedure
is finished, there is always some
AdBlue fluid left in the AdBlue injector.
This AdBlue can crystallise over time
and block the AdBlue injector holes.
Under normal operation these crystals
will dissolve due to the high
temperature of the exhaust gases.
Blocking of the AdBlue dosing line/
AdBlue injector is covered by a fault
code. When there is no fault code
present, there is no need to clean the
AdBlue injector.
Afterrun phase
©
201219 7-3
EAS-2
series
©
7-4 201219
EBS-2
     Contents
series
CONTENTS
EBS-2
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. VSC CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 VSC calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
©
201219 1
EBS-2
Contents     
series
©
2 201219
EBS-2
     General
series
1. GENERAL
1.1 GENERAL 0
If the vehicle has been modified and the
configuration changed, the electronic unit may
have to be re-programmed.
©
201219 1-1
EBS-2
General     
series
©
1-2 201219
EBS-2
     VSC calibration
series
2. VSC CALIBRATION
2.1 VSC CALIBRATION 0
Using DAVIE, the VSC calibration must be
activated after the following operations:
- replacing EBS-2 electronic unit
- replacing VSC module
- changes to parameter setting
The slip indicator on the instrument panel will be
activated while the VSC is being calibrated and
will go off when VSC calibration has been
successfully completed.
When VSC calibration is active, a calibration fault
code can also be displayed by means of DAVIE.
NOTE:
- The slip indicator is not activated
during VSC calibration on vehicles
with production date <2004-21. On
these vehicles the fact that the
calibration fault code is no longer
present on DAVIE indicates that
calibration has been successfully
completed.
- VSC calibration takes place
automatically and is completed
when the vehicle has been driven a
total of approximately 250 m in the
straight-ahead position. This
distance of 250 m in the straight-
ahead position does not have to be
covered in one go: the steering
wheel can be turned from time to
time.
- VSC control functions cannot be
activated while calibration is being
carried out.
©
201219 2-1
EBS-2
VSC calibration     
series
©
2-2 201219
ECAS-3
     Contents
series
CONTENTS
ECAS-3
Page Date 0
1. CALIBRATING THE HEIGHT SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 Calibrating the height sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. INSPECTION OF HEIGHT SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Inspection of height sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
©
201219 1
ECAS-3
Contents     
series
©
2 201219
ECAS-3
     Calibrating the height sensors
series
1. CALIBRATING THE HEIGHT SENSORS
1.1 CALIBRATING THE HEIGHT SENSORS 0
The sensors must be calibrated if the height
sensors or the ECAS unit are replaced.
NOTE: Calibration should be carried
out with due care to avoid physical
injury and material damage.
When calibrating, the maximum
desired chassis height at the rear axle
and the maximum desired chassis
height at the front axle must be
calibrated.
Notes to sensor calibration

1. Place the gauges between the driven axle
and the chassis.
2. Lower the chassis using DAVIE until it rests
on the gauges.
NOTE:
- On vehicles with an air-sprung
front axle a gauge must also
be placed between the axle
and the chassis.
3. Now bring the chassis to the desired

maximum height at the front axle.
Then bring the chassis to the desired
maximum height at the rear axle.
NOTE: The maximum height of the
chassis is limited by the
mechanical stop of the shock
absorber.
The shock absorber of the non-
driven axle may reach its stop
before the shock absorber of the
driven axle.
©
201219 1-1
ECAS-3
Calibrating the height sensors     
series
©
1-2 201219
ECAS-3
     Inspection of height sensors
series
2. INSPECTION OF HEIGHT SENSORS
2.1 INSPECTION OF HEIGHT SENSORS 0
1. Admit air to the bellows. The value indicated
by DAVIE must now show a linear increase.
2. Exhaust air from the bellows. The value
indicated by DAVIE must now show a linear
decrease.
NOTE: If two height sensors are used,
these two sensors, with the vehicle at
the driving level, may give a different
reading (caused, for example, by play
in the linkage). This may result in the
vehicle not being level. This can be
solved by recalibrating the sensors.
©
201219 2-1
ECAS-3
Inspection of height sensors     
series
©
2-2 201219
ECAS-4
     Contents
series
CONTENTS
ECAS-4
Page Date 0
1. CALIBRATING THE HEIGHT SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 Calibrating the height sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. INSPECTION OF HEIGHT SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Inspection of height sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
3. AXLE LOAD MONITORING CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

3.1 Axle load monitoring calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219
4. ECU INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219

4.1 ECU information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219
©
201219 1
ECAS-4
Contents     
series
©
2 201219
ECAS-4
     Calibrating the height sensors
series
1. CALIBRATING THE HEIGHT SENSORS
1.1 CALIBRATING THE HEIGHT SENSORS 0
The sensors must be calibrated if the height
sensors or the ECAS unit are replaced.
NOTE: Calibration should be carried
out with due care to avoid physical
injury and material damage.
When calibrating, the maximum
desired chassis height at the rear axle
and the maximum desired chassis
height at the front axle must be
calibrated.
Notes to sensor calibration

1. Place the gauges between the driven axle
and the chassis.
2. Lower the chassis using DAVIE until it rests
on the gauges.
NOTE:
- On vehicles with an air-sprung
front axle a gauge must also
be placed between the axle
and the chassis.
3. Now bring the chassis to the desired

maximum height at the front axle.
Then bring the chassis to the desired
maximum height at the rear axle.
NOTE: The maximum height of the
chassis is limited by the
mechanical stop of the shock
absorber.
The shock absorber of the non-
driven axle may reach its stop
before the shock absorber of the
driven axle.
©
201219 1-1
ECAS-4
Calibrating the height sensors     
series
©
1-2 201219
ECAS-4
     Inspection of height sensors
series
2. INSPECTION OF HEIGHT SENSORS
2.1 INSPECTION OF HEIGHT SENSORS 0
1. Admit air to the bellows. The value indicated
by DAVIE must now show a linear increase.
2. Exhaust air from the bellows. The value
indicated by DAVIE must now show a linear
decrease.
NOTE: If two height sensors are used,
these two sensors, with the vehicle at
the driving level, may give a different
reading (caused, for example, by play
in the linkage). This may result in the
vehicle not being level. This can be
solved by recalibrating the sensors.
©
201219 2-1
ECAS-4
Inspection of height sensors     
series
©
2-2 201219
ECAS-4
     Axle load monitoring calibration
series
3. AXLE LOAD MONITORING CALIBRATION
3.1 AXLE LOAD MONITORING CALIBRATION 0
In the calibration menu, you have the possibility
to perform two different calibrations:
- Fifth wheel location
- Axle load
NOTE: Only the truck can be
calibrated. Calibration of the trailer or
semi-trailer must be carried out on the
trailer system.
Fifth wheel location

Axle loads can also be shown on FT vehicles
equipped with a leaf-sprung front axle. The axle
load value for the front axle is a calculated value
that is obtained on the basis of the axle load value
of the rear axle, the wheel base (WB) and the
position of the fifth wheel (KA factor).
After adjusting the front axle, the axle load must
be calibrated again on a normally loaded vehicle.
KA
WB
C900601
Axle load
To perform this test, the axle load should be
measured with an external device.
The mechanic should input the measured axle
load by pressing the 'front axle', 'driven axle' or
'third axle' soft keys. The value must be a multiple
of 100 kg. The new values will be validated and
programmed in the ECAS-4 memory as the new
axle load offset.
NOTE: FA vehicles do not support axle
loads in combination with a leaf-sprung
front axle.
©
201219 3-1
ECAS-4
Axle load monitoring calibration     
series
©
3-2 201219
ECAS-4
     ECU information
series
4. ECU INFORMATION
When the 'ECU information' option is selected,
the following information will be displayed:
- Vehicle information
- Programmed ECU options
Vehicle information
When the 'vehicle information' option is selected,
the following information will be displayed:
- Chassis number (VIN)
- DAF installation variant number
- The DAF numbers (parameter table number
and component group number) of the
programmed software
- ECU hardware and software number
- ECU production date: day, month, year,
century
Programmed ECU options
Axle load monitoring yes/no
ECU type 4x2 2P (Lite)/6x2 (Full)
Front axle type air/leaf
Third axle type lift/no lift/not applied
©
201219 4-1
ECAS-4
ECU information     
series
©
4-2 201219
ECS-DC4 AND EAS
     Contents
series
CONTENTS
ECS-DC4 and EAS
Page Date 0
1. ECS-DC4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 Cylinder cut out test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.2 Cylinder performance test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 . . . . . 201219
2. EAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Air supply valve test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
2.2 Introduction to the dosing module test (EAS) . . . . . . . . . . . . . . . . . . . . . . 2-4 . . . . . 201219
2.3 Dosing module test (EAS) for software version ≤1214 . . . . . . . . . . . . . . . 2-5 . . . . . 201219
2.4 Dosing module test (EAS) for software version ≥1217 . . . . . . . . . . . . . . . 2-8 . . . . . 201219
©
201219 1
ECS-DC4 AND EAS
Contents     
series
©
2 201219
ECS-DC4 AND EAS
     ECS-DC4
series
1. ECS-DC4
1.1 CYLINDER CUT OUT TEST 0
The cylinder cut out test can be used to disable
an individual cylinder from the engine firing cycle
and to monitor a running engine while the
selected cylinder is disabled. The test can help
isolating:
- a mechanical failure on a cylinder
- a misfiring cylinder
- a malfunction on an injector (mechanical)
- combustion knocks
- the emission of smoke
Performing the test
The cylinder performance test must be performed
During the test, the engine runs at idle speed. On
the DAVIE screen, the cylinder to be disabled can
be selected. Only one cylinder can be disabled at
a time.
©
201219 1-1
ECS-DC4 AND EAS
ECS-DC4     
series
1.2 CYLINDER PERFORMANCE TEST
0 The cylinder performance test is only available for
the GR engine.
The cylinder performance test can be used for
indication and provides information about the
total engine state. This is a relative test. This
means that it shows the individual contribution of
the cylinders in relation to the total engine
performance.
During the test, the engine runs at idle speed. The
ECS-DC4 ECU is in a test mode state to measure
the acceleration time of every cylinder after fuel is
injected. Based upon the engine speed signal,
the ECU actively adjusts the cylinder contribution
of each individual cylinder without any
performance or emission changes. This is to
distribute power generation equally among all six
cylinders. The cylinder contribution of every
cylinder, expressed as a percentage, is displayed
on the DAVIE screen.
The result of the cylinder performance test is
saved in the vehicle test data file.
Performing the test
Example of the cylinder performance test in DAVIE
Current status
Cylinder 1 contribution 99%
Engine speed 710 rpm
Reading the results

This is a relative test. This means that it shows
the individual contribution of the cylinders in
relation to the total engine performance. The total
percentage of all cylinders added up and divided
by six is always 100%.
If one or more cylinders perform worse than the
others, the acceleration time is relatively long and
so the cylinder contribution percentage is
relatively low. Consequently, the other cylinders
compensate for the low contribution by adapting
the fuel injection quantity, resulting in a relatively
short acceleration time, and so the cylinder
contribution percentage of those cylinders is
relatively high.
©
1-2 201219
ECS-DC4 AND EAS
     ECS-DC4
series
Cylinder percentages displayed in red on the
DAVIE screen indicate a mechanical failure of the
cylinder(s). A high percentage displayed in red 0
(e.g. 130%) usually indicates a failure on one or
more other cylinders with a low percentage.
can be different due to differences in
test conditions, such as engine
temperature or ambient conditions.
©
201219 1-3
ECS-DC4 AND EAS
ECS-DC4     
series
©
1-4 201219
ECS-DC4 AND EAS
     EAS
series
2. EAS
2.1 AIR SUPPLY VALVE TEST 0
EAS system overview
A B C 1 2
5
4 6
3
7
D
8
P 9
ECS-DC4, 13
D317 CAN
10
M
12
11
14
15
E F
1
1
Q G H I K
2
i401367-2
A Air supply
B Air/oil separator
C EAS dosing module
C1 Air supply valve
C2 Pressure limiting valve
C3 AdBlue control valve
C4 Throttle valve
C5 Mixing chamber
C6 Non-return valve
C7 Non-return valve
C8 Pressure switch
C9 Non-return valve
C10 AdBlue temperature sensor
C11 Heating element
C12 Electronic unit
C13 AdBlue pump
C14 Non-return valve
C15 Sieve
D ECS-DC4 electronic unit
E AdBlue tank module
E1 AdBlue level sensor
©
201219 2-1
ECS-DC4 AND EAS
EAS     
series
0 F
F1
AdBlue tank
AdBlue filter
G AdBlue injector
H Exhaust temperature sensor before
catalytic converter
I Exhaust temperature sensor after
catalytic converter
J Catalytic converter
K NOx sensor after catalytic converter
NOTE: The sieve (C15) is only used as

a service part. The sieve is pressed into
the AdBlue inlet connector of the EAS
dosing module and can be recognised
by a groove around the circumference
of the hexagonal head of the inlet
connector.
Air supply valve test

The air supply valve test can be used to check the
air circuit of the EAS system. During the test, the
air supply valve is activated with a frequency of
approximately 1 Hz, resulting in purging air
through the AdBlue injector line. The activation of
the air supply valve is noticeable by an audible
click. The test can be used to trace mechanical
failures on the following parts of the EAS system:
- air supply from vehicle circuit 4
1. air supply line to EAS dosing module
2. air/oil separator
- air supply valve
- EAS dosing module
- AdBlue dosing line
NOTE: The condition of the AdBlue
injector cannot be checked accurately
with the test. An AdBlue injector with
too low a delivery cannot be
determined.
Performing the test

1. The dosing module test must be performed
AdBlue injector.
3. After aborting the test, an afterrun phase is
performed. During this phase, the dosing
module blows air to the AdBlue injector line
for 30 seconds.
NOTE: If the test is performed for a
prolonged time, the circuit 4 air supply
will decrease because the engine is not
running.
©
2-2 201219
ECS-DC4 AND EAS
     EAS
series
Mechanical failures
Symptoms observed during the test, as described
below, can indicate the possible cause of a
0
mechanical failure of the EAS system.
No audible click is heard and no air is being
purged
Possible causes of no audible click being heard
and no air being purged from the AdBlue dosing
line:
- Faulty air supply valve (mechanical).
- Faulty EAS dosing module.
Audible click is heard and no air is being
purged
Possible causes of audible click being heard and
no air being purged from the AdBlue dosing line:
- No circuit 4 air supply from vehicle.
- Plugged air/oil separator. Loosen filter to
check if air is being supplied to the filter
assembly.
- Faulty air supply valve. Disconnect the air
supply line from the EAS dosing module and
check if air is being supplied.
- Plugged AdBlue dosing line.
©
201219 2-3
ECS-DC4 AND EAS
EAS     
series
2.2 INTRODUCTION TO THE DOSING MODULE TEST (EAS)
0 There are 2 different dosing module tests,
depending on the software version programmed
in the ECS-DC4 electronic unit:
- Dosing module test (EAS) for software
version ≤ 1214
- Dosing module test (EAS) for software
version ≥ 1217
NOTE: The software version
programmed in the ECS-DC4
electronic unit can be checked with
DAVIE in the 'ECU information' menu
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2-4 201219
ECS-DC4 AND EAS
     EAS
series
2.3 DOSING MODULE TEST (EAS) FOR SOFTWARE VERSION ≤ 1214
The main purpose of this test is to run the dosing

0
module through its dosing phase and check that
a specific amount of AdBlue liquid is delivered
within the specified time. Besides checking
delivery, this test can also be used to trace
instance of the dosing module, AdBlue pipes and
AdBlue injector.
1. priming phase (30 seconds)
2. dosing phase (600 seconds)
3. afterrun phase (30 seconds)
test.
Priming phase (startup phase)
The test starts with the priming phase. The
AdBlue pump of the dosing module transfers the
AdBlue from the AdBlue tank to the dosing
module and back to the tank to pressurise and, if
necessary, bleed the AdBlue circuit. This takes
about 30 seconds.
Dosing phase (operating phase)
priming phase. During this phase the dosing
module supplies air mixed with AdBlue at the
maximum rate to the AdBlue injector. This phase
lasts 600 seconds (10 minutes). During this time
the dosing module must supply 1000 cc ±10% of
AdBlue in a liquid form.
Afterrun phase
During this phase the dosing module blows air to
the AdBlue injector for 30 seconds. This prevents
any AdBlue in the dosing module, the AdBlue
injector supply pipe and the AdBlue injector from
crystallising and causing blockage.
Points of emphasis to perform the test
2. The AdBlue injector must be removed from

the exhaust pipe.
3. Check the AdBlue injector thoroughly before

the test is started.
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201219 2-5
ECS-DC4 AND EAS
EAS     
series
NOTE: With a partly blocked
0 AdBlue injector, it is possible for
the dosing module test to be
passed, but this can still result in
fault codes in ECS-DC4
concerning the EAS system.
4. Place the AdBlue injector in a measuring

container with exactly 1 litre of water. The tip
of the injector must be under the water
surface. This limits any excess AdBlue
vapour being sprayed out of the container.
5. After completion of the test there should be a

total of 2 litres ± 100 cc of AdBlue in the
6. Do not return the measured AdBlue to the

AdBlue tank.
i401073
Mechanical failures
Priming phase is being repeated
If the priming phase is being repeated, the dosing
module is unable to build up pressure. The
dosing module attempts to complete the priming
phase 20 times before a fault code and the MIL
indicator become active. Possible causes are:
- no or too little AdBlue supplied to the dosing
module
- contamination inside the AdBlue dosing
module inlet connector and/or AdBlue tank
filter
- air drawn into the AdBlue supply pipe to the
dosing module
- no or too little air supplied to the dosing
module. The fact that no air is being supplied
to the AdBlue injector between the priming
attempts is an indication of this.
- mechanical failure of the dosing module
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2-6 201219
ECS-DC4 AND EAS
     EAS
series
Priming phase and/or the test is aborted
If the priming phase and/or the test is aborted
immediately and a fault code and the MIL
0
indicator become active, this may indicate:
- blockage of AdBlue return circuit to the
AdBlue tank. The dosing module cannot
transfer the AdBlue back to the tank. As soon
as the afterrun starts, a small amount of
AdBlue is supplied to the AdBlue injector.
- complete blockage of the AdBlue injector or
its supply pipe. Disconnect the AdBlue
injector supply pipe from the dosing module
and check if the priming phase can be
started up and continued. If the test starts up
again, abort the test before dosing starts, in
order to prevent AdBlue from spraying
directly from the dosing module.
Too little AdBlue supplied
When too little AdBlue is supplied after
completion of the test, this can be caused by:
- too little AdBlue supplied to the dosing
module
filter
- partial blockage of the AdBlue injector or
injector supply pipe
No AdBlue supplied
When no AdBlue is supplied during the test, this
can be caused by:
- blockage of the AdBlue injector or injector
supply pipe
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201219 2-7
ECS-DC4 AND EAS
EAS     
series
2.4 DOSING MODULE TEST (EAS) FOR SOFTWARE VERSION ≥ 1217
0 The main purpose of this test is to run the dosing
AdBlue injector.
test.
about 30 seconds.
priming phase. During this phase, the dosing
lasts 360 seconds (6 minutes). During this time,
the dosing module must supply 100 ml ± 50 ml of
Afterrun phase
During this phase, the dosing module blows air
through the AdBlue injector for 30 seconds. This
prevents any AdBlue in the dosing module, the
AdBlue injector supply pipe and the AdBlue
injector from crystallising and causing blockage.

the exhaust pipe.

©
2-8 201219
ECS-DC4 AND EAS
     EAS
series
AdBlue injector, it is possible for
the dosing module test to be 0

container with exactly 200 ml of water. The
tip of the injector must be under the water
5. After completion of the test, there should be

a total of 300 ml ± 50 ml of AdBlue in the

AdBlue tank.
i401674
Mechanical failures
module
filter
dosing module
©
201219 2-9
ECS-DC4 AND EAS
EAS     
series
0 If the priming phase and/or the test is aborted
module
filter
No AdBlue supplied
can be caused by:
supply pipe
©
2-10 201219
ECS-DC5 AND EAS
     Contents
series
CONTENTS
ECS-DC5 and EAS
Page Date 0
1. ECS-DC5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 System report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.2 Recorded vehicle data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 . . . . . 201219
1.3 Cylinder cut out test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 . . . . . 201219
1.4 Engine protection data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6 . . . . . 201219
2. EAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Air supply valve test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
2.2 Dosing module test (EAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 . . . . . 201219
2.3 NOx monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7 . . . . . 201219
©
201219 1
ECS-DC5 AND EAS
Contents     
series
©
2 201219
ECS-DC5 AND EAS
     ECS-DC5
series
1. ECS-DC5
1.1 SYSTEM REPORT 0
A system report gives an overview of all the
information as required by the DAF warranty
department, or for product improvement
investigations by DAF after a field issue or a faulty
component.
When 'System report' is selected on DAVIE, a
system report will be saved in the logfile. This
report can only be viewed in the logfile and is not
displayed on the DAVIE screen.
The system report contains the following
information:
- ECU Information
- Recorded vehicle data
- Error information with additional fault code
information
- Engine protection data
©
201219 1-1
ECS-DC5 AND EAS
ECS-DC5     
series
1.2 RECORDED VEHICLE DATA
0 The recorded vehicle data test monitors, collects
and stores the most important engine-related
operational information. This information can be
used during diagnosis and performance-related
complaints, such as fuel consumption complaints
or pulling power complaints. It also gives an
understanding about the driving style and
technique of the driver.
The data is recorded, and shown on the DAVIE
screen in two ways:
1. Cumulative data
2. Trip data
The 'Recorded vehicle data', together with the
'ECU information', is automatically saved in a log
file at the time it is read out.
Cumulative data
Cumulative data consists of the running totals of

the engine. The cumulative data can not be reset.
It is possible to read out the recorded vehicle
again.
DAVIE screen Explanation
Cumulative totals Run up total
ECU distance Total distance as recorded by the ECU
Fuel used Total fuel consumed as recorded by the ECU
Actual fuel economy Actual fuel consumption
Full load time Total time the engine has performed under full load
Maximum engine speed Maximum engine speed recorded
AdBlue consumption Total AdBlue consumed as recorded by the ECU
Drive (vehicle speed > 0) totals Totals during driving

Time Total drive time
Fuel used Total fuel consumed during driving (vehicle speed
> 0 km/h)
Cruise control time Total driving time with cruise control active
Cruise control distance Total driving distance with cruise control active
Cruise control fuel used Total fuel used with cruise control active
Cruise control usage Percentage of cruise control active usage time
Engine brake time Total driving time with engine brake active
Engine brake distance Total driving distance with engine brake active
Engine brake activations Total number of engine brake activations (butterfly
valve in exhaust closed)
Vmax time Total driving time with the vehicle speed limiter ac-
tive
Vmax distance Total driving distance with the vehicle speed limiter
active
©
1-2 201219
ECS-DC5 AND EAS
     ECS-DC5
series
Vmax fuel used Total fuel consumed with the vehicle speed limiter
active 0
Idle (vehicle speed = 0) totals Totals during idling
Time Total time with engine idling
Fuel used Total fuel used with engine idling
Percentage of usage Percentage of time with engine idling
ESC totals Totals during engine speed control (ESC)

Time Total time with engine speed control active
Fuel used Total fuel used with engine speed control active
Percentage of usage Percentage of time with engine speed control ac-
tive
Trip data
Trip data consists of data collected only since the

last trip reset with DAVIE.
DAVIE screen Explanation
Trip totals since last reset Totals since the last reset with DAVIE (indicated as
trip)
ECU distance Distance recorded by the ECU since the last reset
Fuel used Total fuel consumed as recorded by the ECU since
the last reset
Average fuel economy Fuel consumption since the last reset
Maximum engine speed Maximum engine speed recorded since the last re-
set
Average engine speed Average engine speed recorded since the last reset
Maximum vehicle speed Maximum vehicle speed recorded since the last re-
set
Average vehicle speed Average vehicle speed recorded since the last re-
set
Derate time Engine power derate time since the last reset
Key activations Number of key cycles (power supply after contact
on and off) since the last reset
AdBlue consumption AdBlue consumed as recorded by the ECU since
the last reset
Drive (vehicle speed > 0) since last reset Totals during driving (vehicle speed > 0 km/h) since
the last reset
Time Driving time since the last reset
Fuel used Fuel used since the last reset
Cruise control time Driving time with cruise control active since the last
reset
©
201219 1-3
ECS-DC5 AND EAS
ECS-DC5     
series
Cruise control distance Driving distance with cruise control active since the
0 last reset
Cruise control fuel used Fuel used with cruise control active since the last
reset
Cruise control usage Percentage of cruise control active usage time
since the last reset
Engine brake time Driving time with engine brake active since the last
reset
Engine brake distance Driving distance with engine brake active since the
last reset
Engine brake activations Number of engine brake activations (butterfly valve
in exhaust closed) since the last reset
Vmax time Driving time with the vehicle speed limiter active
Vmax distance Driving distance with the vehicle speed limiter ac-
tive since the last reset
Vmax fuel used Fuel consumed with the vehicle speed limiter active
Idle (vehicle speed = 0) since last reset Totals during idling since the last reset
Time Time with engine idling since the last reset
Fuel used Fuel used with engine idling since the last reset
Percentage of usage Percentage time with engine idling since the last re-
set
Shutdowns (only in log file) Total amount of automatic engine switch-offs since
the last reset
ESC since last reset

Time Time with engine speed control active since the last
reset
Fuel used Fuel used with engine speed control active since
the last reset
Percentage of usage Percentage of time with engine speed control ac-
tive since the last reset
Refresh button
After entering the 'Recorded vehicle data' test,
the data shown is not updated. It is possible to
update the recorded vehicle data by pressing the
'Refresh' button on the DAVIE screen.
Reset button
It is possible to reset the trip information by
pressing the 'Reset' button on the DAVIE screen.
After resetting, the trip information is no longer
available and can not be restored anymore.
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1-4 201219
ECS-DC5 AND EAS
     ECS-DC5
series
1.3 CYLINDER CUT OUT TEST
The cylinder cut out test can be used to disable

0
an individual cylinder from the engine firing cycle
and to monitor a running engine while the
selected cylinder is disabled. The test can help
isolating:
- a mechanical failure on a cylinder
- a misfiring cylinder
- a malfunction on an injector (mechanical)
- combustion knocks
- the emission of smoke
Performing the test
During the test, the engine runs at idle speed. On
the DAVIE screen, the cylinder to be disabled can
be selected. Only one cylinder can be disabled at
a time.
©
201219 1-5
ECS-DC5 AND EAS
ECS-DC5     
series
1.4 ENGINE PROTECTION DATA
0 The ECS-DC5 ECU monitors continuously the
engine speed, temperatures and pressures. If an
engine critical situation is detected by the ECU,
an engine protection event is stored in the engine
protection data memory, in addition to a fault
code in the normal fault code memory of the ECU.
The engine protection data cannot be reset.
The 'Engine protection data' is automatically
saved in a log file at the time it is read out.
Event types
7 different types of engine protection events can
be stored in the engine protection data:
- RPM limited due to incorrect coolant
temperature
The maximum engine speed is limited due to
a too high coolant temperature.
- Torque limited due to incorrect coolant
temperature
The maximum engine torque is limited due to
a too high coolant temperature.
- RPM limited due to incorrect intake
manifold temperature
a too high intake manifold temperature.
- Torque limited due to incorrect intake
manifold temperature
a too high intake manifold temperature.
- RPM limited due to incorrect oil pressure
no oil pressure.
- Torque limited due to incorrect oil
pressure
no oil pressure.
- RPM limited due to overspeed
a too high engine speed.
Event information
For every engine protection event the following
information is displayed:
- Occurrence number
For every event a maximum of 5
occurrences can be stored.
- ECU date / time
This is the ECU time (UTC) and date when
the event occurred. UTC stands for
Universal Time Coordinated.
- Total ECU time
This is the total ECU time in hours when the
event occurred. The ECU time counts as
soon as the ignition is on.
- Set value of the event
- Derate duration
This the time the engine protection derate
has been active.
©
1-6 201219
ECS-DC5 AND EAS
     EAS
series
2. EAS
2.1 AIR SUPPLY VALVE TEST 0
EAS system overview
A B C 1 2
5
4 6
3
7
D
8
P 9
ECS-DC5 13
CAN
D364 10
M
12
11
14
15
E F
1
1
Q G H I K
2
i401623-2
A Air supply
B Air/oil separator
C EAS dosing module
C1 Air supply valve
C2 Pressure limiting valve
C3 AdBlue control valve
C4 Throttle valve
C5 Mixing chamber
C6 Non-return valve
C7 Non-return valve
C8 Pressure switch
C9 Non-return valve
C10 AdBlue temperature sensor
C11 Heating element
C12 Electronic unit
C13 AdBlue pump
C14 Non-return valve
C15 Sieve
D ECS-DC5 electronic unit
E AdBlue tank module
E1 AdBlue level sensor
©
201219 2-1
ECS-DC5 AND EAS
EAS     
series
0 F
F1
AdBlue tank
AdBlue filter
G AdBlue injector
H Exhaust temperature sensor before
catalytic converter
I Exhaust temperature sensor after
catalytic converter
J Catalytic converter
K NOx sensor after catalytic converter
NOTE: The sieve (C15) is used from

specification week ≥ 2009-33 and as a
service part for vehicles with
specification week <2009-33. The sieve
is pressed into the AdBlue inlet
connector of the EAS dosing module.
For service purposes, it can be
recognised by a groove around the
circumference of the hexagonal head of
the inlet connector.
Air supply valve test

The air supply valve test can be used to check the
air circuit of the EAS system. During the test, the
air supply valve is activated with a frequency of
approximately 1 Hz, resulting in purging air
through the AdBlue injector line. The activation of
the air supply valve is noticeable by an audible
click. The test can be used to trace mechanical
failures on the following parts of the EAS system:
- air supply from vehicle circuit 4
1. air supply line to EAS dosing module
2. air/oil separator
- air supply valve
- EAS dosing module
- AdBlue dosing line
NOTE: The condition of the AdBlue
injector cannot be checked accurately
with the test. An AdBlue injector with
too low a delivery cannot be
determined.
Performing the test

AdBlue injector.
3. After aborting the test, an afterrun phase is
performed. During this phase, the dosing
module blows air to the AdBlue injector line
for 30 seconds.
NOTE: If the test is performed for a
prolonged time, the circuit 4 air supply
will decrease because the engine is not
running.
©
2-2 201219
ECS-DC5 AND EAS
     EAS
series
Mechanical failures
0
No audible click is heard and no air is being
purged
Possible causes of no audible click being heard
and no air being purged from the AdBlue dosing
line:
- Faulty air supply valve (mechanical).
Audible click is heard and no air is being
purged
Possible causes of audible click being heard and
no air being purged from the AdBlue dosing line:
- No circuit 4 air supply from vehicle.
- Plugged air/oil separator. Loosen filter to
check if air is being supplied to the filter
assembly.
- Faulty air supply valve. Disconnect the air
supply line from the EAS dosing module and
check if air is being supplied.
- Plugged AdBlue dosing line.
©
201219 2-3
ECS-DC5 AND EAS
EAS     
series
2.2 DOSING MODULE TEST (EAS)
0 The main purpose of this test is to run the dosing
AdBlue injector.
test.
about 30 seconds.
priming phase. During this phase, the dosing
lasts 360 seconds (6 minutes). During this time,
the dosing module must supply 100 ml ± 50 ml of
Afterrun phase
During this phase, the dosing module blows air to
the AdBlue injector for 30 seconds. This prevents
any AdBlue in the dosing module, the AdBlue
injector supply pipe and the AdBlue injector from
crystallising and causing blockage.

the exhaust pipe.

©
2-4 201219
ECS-DC5 AND EAS
     EAS
series
AdBlue injector, it is possible for
the dosing module test to be 0

container with exactly 200 ml of water. The
tip of the injector must be under the water
5. After completion of the test, there should be

a total of 300 ml ± 50 ml of AdBlue in the

AdBlue tank.
i401674
Mechanical failures
module
filter
dosing module
©
201219 2-5
ECS-DC5 AND EAS
EAS     
series
0 If the priming phase and/or the test are aborted
module
filter
No AdBlue supplied
can be caused by:
supply pipe
©
2-6 201219
ECS-DC5 AND EAS
     EAS
series
2.3 NOX MONITOR
Test purpose
0
When a failure of the EAS system has occurred
on a vehicle, such as the exceeding of the NOx
value after the catalyst, a fault code is stored, the
MIL indicator on the DIP is activated and an
engine derate is possibly activated. When the
cause for the failure has been rectified, it is
necessary to run the NOx monitor test with
DAVIE in order to check that the repair has been
successful, in order for the fault code and engine
derate to go inactive, and in order to turn off the
MIL indicator.
During the test the following values are displayed
on the DAVIE screen:
- Engine speed
- Dosing pump: OFF/ON / PURGING /
PRIMING / DOSING/ UNKNOWN
- Routine status: ACTIVE / INACTIVE /
ACTIVE, NOT RUNNING / FAILED /
PASSED / CONDITIONS NOT CORRECT
- Passed counter
- Failed counter
- Progress
Engine speed
Indicates the engine speed and the correct
operating range for the test.
Temperature before catalyst
Indicates the exhaust gas temperature before the
catalyst and the correct operating range for the
test.
Temperature after catalyst
Indicates the exhaust gas temperature after the
catalyst and the correct operating range for the
test.
Dosing pump
Indicates the status of the dosing module:
- 'OFF' indicates the dosing module has no
tasks or requests to carry out.
- 'ON' indicates the dosing module is ready to
carry out tasks or requests.
- 'PRIMING' indicates the dosing module is in
the startup phase.
- 'DOSING' indicates the dosing module is in
the operating phase when dosing AdBlue, or
in the standby phase when not dosing.
- 'PURGING' indicates the dosing module is in
the afterrun phase.
- 'UNKNOWN' indicates the dosing module is
starting up or a communication error has
occurred.
©
201219 2-7
ECS-DC5 AND EAS
EAS     
series
Routine status
0 Indicates the status of the NOx monitor test:
- 'INACTIVE' indicates the NOx monitor test is
not running and the test cannot be started.
- 'ACTIVE, NOT RUNNING' indicates the
ECS-DC5 ECU has entered the NOx monitor
test status but the test is not running.
- 'ACTIVE' indicates the ECS-DC5 ECU has
entered the NOx monitor test status and the
test is running.
- 'PASSED' indicates the NOx monitor test
has been completed and passed.
- 'FAILED' indicates the NOx monitor test has
been completed and failed.
- 'CONDITIONS NOT CORRECT' indicates
the conditions to run the test are not correct.
When the NOx monitor test status is 'ACTIVE', or
'ACTIVE, NOT RUNNING', the ECS-DC5 ECU
uses different conditions to the conditions for
running the NOx monitor during normal engine
operation. These differences are, for example,
the engine speed range and the AdBlue dosing
quantity.
Passed counter
Indicates the number of passed NOx monitor
tests. After the NOx monitor test has been
completed and passed, this counter is raised by
one.
Failed counter
Indicates the number of failed NOx monitor tests.
After the NOx monitor test has been completed
and failed, this counter is raised by one.
Progress
Indicates the percentage of completion of the
NOx monitor test. This counter will pause when
the test conditions are no longer met and will re-
start when the correct test conditions reoccur.
1. It is advised to have an assistant in the cab
whilst the test is being run, in order to
operate DAVIE.
2. The NOx monitor test must be performed
3. When all conditions are met and the 'Routine
status' indicates 'ACTIVE', the 'Progress'
counter starts to count.
4. It is NOT necessary to have the vehicle in a
laden condition for this test, but it is easier to
run this test on a slight incline with an
unladen vehicle.
5. In order to maintain the exhaust temperature
before and after the catalyst, it is advised to
switch the exhaust brake to 'on' (automatic
mode), and cycle the accelerator pedal from
full to off, whilst driving through the
©
2-8 201219
ECS-DC5 AND EAS
     EAS
series
transmission gears. It can also help to
engage a high gear at as low a vehicle speed
as possible, and feather the accelerator 0
pedal in order to maintain a balance between
engine load and catalyst temperature.
6. The DAVIE screen indicates when the test
has completed by showing test passed or
failed. The MIL indicator will turn off, the
relevant fault code and engine derate will
become inactive only if the test passes.
7. To re-run the NOx monitor test, the ignition
switch needs to be turned off for more than
five seconds.
©
201219 2-9
ECS-DC5 AND EAS
EAS     
series
©
2-10 201219
EMAS
     Contents
series
CONTENTS
EMAS
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
2. TRAILING AXLE CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

2.1 Trailing axle control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219
3. CALIBRATION MENU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

3.1 Calibration menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219
4. EMAS CALIBRATION FAILURES DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219

4.1 EMAS Calibration Failures Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 . . . . . 201219
5. BLEEDING EMAS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 201219

5.1 Bleeding EMAS system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 . . . . . 201219
6. DEPRESSURISING EMAS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 201219

6.1 Depressurising EMAS system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 . . . . . 201219
©
201219 1
EMAS
Contents     
series
©
2 201219
EMAS
     General
series
1. GENERAL
1.1 GENERAL 0
When changes are made to the EMAS system or
when it is opened, the system must be calibrated.
©
201219 1-1
EMAS
General     
series
©
1-2 201219
EMAS
     Trailing axle control
series
2. TRAILING AXLE CONTROL
2.1 TRAILING AXLE CONTROL 0
This regulation function provides an overview of
several values:
- Front axle angle
- Trailing axle angle
- Steering pressure
- Centring pressure
- Activation of valves
- Vehicle speed
Standstill
When the vehicle is at standstill (vehicle speed <
2 km/h), the trailing axle can be controlled with
DAVIE. In this situation the maximum steering
pressure is 50 bar, in order to limit the friction
forces during steering.
NOTE: Jacked up the trailing axle, in
order to obtain the maximum angle
displacements (left and right) of the
trailing axle.
Driving
When driving (vehicle speed ≥ 2 km/h) the
control of the trailing axle with DAVIE is no longer
possible. However, the trailing axle is controlled
by the EMAS system and monitoring the values
remains possible.
WARNING! Be careful, if you exit this
test, the trailing axle will be steered
automatically. Make sure nobody
can get jammed between the tyre
and the chassis
©
201219 2-1
EMAS
Trailing axle control     
series
©
2-2 201219
EMAS
     Calibration menu
series
3. CALIBRATION MENU
3.1 CALIBRATION MENU 0
The 'Calibration' menu is divided into several
tests:
- Air test
- Bleeding
- Releasing the pressure
- Hydraulic test
- Electric test
- Complete calibration
Air test
This test is used to check whether there is air in
the EMAS system.
If so, the EMAS system must be bled.
Bleeding
With this test, an air test will be carried out first. If
air is found in the EMAS system, the trailing axle
will be steered back and forth and there is a
possibility of releasing air. Afterwards another air
test will be carried out to check whether there is
still air in the system. If air is still present, the
above routine is repeated.
Releasing the pressure
If centring circuit components or components
connected to the centring circuit must be
removed, the pressure in the centring circuit must
be released. When this test is selected, the
pressure in the centring circuit will be released by
opening and closing various valves. The oil in the
centring circuit will flow to the reservoir. As a
result, the oil may overflow the edge of the
reservoir. In this case, remove the dipstick from
the reservoir beforehand so as to prevent
pressure building up inside the reservoir.
NOTE: After having released the
pressure using DAVIE, the system
must be completely calibrated again
after the work has been completed.
Releasing the pressure of the centring is also

possible by connecting a drain hose, special tool
(DAF no. 1329410), to connection point MY. The
advantage of this procedure is that a complete
calibration is not necessary.
Check the centring pressure with DAVIE to be
absolutely sure there is no pressure left in the
centring circuit.
©
201219 3-1
EMAS
Calibration menu     
series
WARNING! Do not carry out work on
0 the centring circuit, or components
related to the centring circuit, before
releasing the pressure in the
centring circuit, as the centring
circuit is under high pressure. Not
doing this can cause serious
injuries.
Hydraulic test
Inspection of the hydraulic system.
With this test it is checked whether the various
valves are properly steered and/or the system
lines are properly connected. Furthermore, the
central position of the steering cylinder is also
calibrated.
Electric test
Inspection of the electrical system.
With this test it is checked whether all sensors
and valves of the EMAS system are connected;
furthermore, the resistors of the coils are
checked.
Complete calibration
The complete calibration consists of:
- Electric test
- Hydraulic test
- Air test
The sensors are calibrated in between.
This complete calibration is necessary after
virtually any work is carried out on the system.
If problems occur during the complete calibration,
the calibration process is cancelled. The causes
of the problem are indicted by a fault message in
the DAVIE screen. This fault message is
explained in the 'EMAS Calibration Failures
Description' document.
NOTE: Make sure there are no active
and/or inactive faults present in the
EMAS ECU, before carrying out the
complete calibration.
©
3-2 201219
EMAS
     EMAS Calibration Failures Description
series
4. EMAS CALIBRATION FAILURES DESCRIPTION
4.1 EMAS CALIBRATION FAILURES DESCRIPTION 0
Faul Fault code description on DAV- Software detection Possible cause Check value
t IE condition
cod
e
Electrical test of sensors
1 Steering pressure sensor value is - Signal level lower - Wiring problem PSX (F760):
below electrical minimum. than 0.4 V at pin (shortcut to - Pin 1: Vout (0.5 -
C10 of the EMAS earth or wiring 4.5 Volts).
ECU (D932). malfunction). - Pin 2: earth.
- Pressure - Pin 3: power
sensor supply after
connector ignition (5 Volts).
problem
(shortcut to
earth).
- ECU power
supply.
- PSX (F760)
pressure sensor
malfunction.
2 Steering pressure sensor value is - Signal level higher - Wiring problem PSX (F760):
above electrical maximum. than 4.85 V at pin (shortcut to - Pin 1: Vout (0.5 -
C10 of the EMAS power supply 4.5 Volts).
ECU (D932). after ignition (5 - Pin 2: earth.
V)). - Pin 3: power
- Connector supply after
problem ignition (5 Volts).
(shortcut to
power supply
after ignition).
- ECU power
supply.
- PSX (F760)
pressure sensor
malfunction.
3 Centring pressure sensor value is - Signal level lower - Wiring problem PSY (F759):
below electrical minimum. than 0.4 V at pin C9 (shortcut to - Pin 1: Vout (0.5 -
of the EMAS ECU earth). 4.5 Volts).
(D932). - Pressure - Pin 2: earth.
sensor - Pin 3: power
connector supply after
problem ignition (5 Volts).
(shortcut to
earth).
- ECU power
supply.
- PSY (F759)
pressure sensor
malfunction.
©
201219 4-1
EMAS
EMAS Calibration Failures Description     
series
0
t IE condition
cod
e
4 Centring pressure sensor value is - Signal level higher - Wiring problem PSY (F759):
above electrical maximum. than 4.85 V at pin (shortcut to - Pin 1: Vout (0.5 -
C9 of the EMAS power supply 4.5 Volts).
ECU (D932). after ignition). - Pin 2: earth.
- Pressure - Pin 3: power
sensor supply after
connector ignition (5 Volts).
problem
(shortcut to
power supply
after ignition).
- ECU power
supply.
- PSY (F759)
pressure sensor
malfunction.
7 Front axle sensor value is below - Signal level lower - Wiring problem Front axle angle sen-
electrical minimum. than 0.3 V at pin (shortcut to sor (F687):
C14 of the EMAS earth). - Pin 1: earth.
ECU (D932). - Angle sensor - Pin 2: Vout1
connector (0.5-4.5 Volts)-
problem Centre approx.
(shortcut to 2.5 Volts.
earth). - Pin 3: power
- ECU power supply after
supply. ignition (5 Volts).
- PSY (F759)
pressure sensor
malfunction.
8 Front axle sensor value is above - Signal level higher - Wiring problem Front axle angle sen-
electrical minimum. than 4.8 V at pin (shortcut to sor (F687):
C14 of the EMAS power supply - Pin 1: earth.
ECU (D932). after ignition). - Pin 2: Vout1
- Angle sensor (0.5-4.5 Volts)-
connector Centre approx.
problem 2.5 Volts.
(shortcut to - Pin 3: power
power supply supply after
after ignition). ignition (5 Volts).
- ECU power
supply.
- Front axle angle
sensor (F687)
malfunction.
©
4-2 201219
EMAS
series
0
t IE condition
cod
e
11 Trailing axle sensor value is be- - Signal level lower - Wiring problem Trailing axle angle
low electrical minimum. than 0.3 V at pin (shortcut to sensor (F688):
C12 of the EMAS earth). - Pin 1: earth.
ECU (D932). - Angle sensor - Pin 2: Vout1
connector (0.5-4.5 Volts)-
problem Centre approx.
(shortcut to 2.5 Volts.
earth). - Pin 3: power
- ECU power supply after
supply. ignition (5 Volts)
- Front axle angle
sensor (F687)
malfunction.
12 Trailing axle sensor value is - Signal level higher - Wiring problem Trailing axle angle
above electrical maximum. than 4.8 V at pin (shortcut to sensor (F688):
C12 of the EMAS power supply - Pin 1: earth.
ECU (D932). after ignition). - Pin 2: Vout1
- Angle sensor (0.5-4.5 Volts)-
connector Centre approx.
problem 2.5 Volts.
(shortcut to - Pin 3: power
power supply supply after
after ignition). ignition (5 Volts).
- ECU power
supply.
- Trailing axle
angle sensor
(F688)
malfunction.
SP011 (L001) valve electrical test
20 Valve SP011 (L001) is powered - Current measured - SP011 (L001) - SP011 (L001)
on while there is no ECU actua- through pin B17 of wiring has been resistance pin1 -
tion. the EMAS ECU accidentally pin2 → 13.4 ±
(D932), greater exchanged with 5% Ohms at
than 39 mA. another valve. 20ºC.
- 12 > Valve
resistance > 15
Ohms → Valve
defective.
21 Resistance of valve SP011 - Current measured - SP011 (L001) - SP011 (L001)
(L001) is not according to specifi- through pin B17 of malfunction. resistance pin1 -
cation. the EMAS ECU pin2 → 13.4 ±
(D932), not in 5% Ohms at
range: 335 mA - 20ºC.
585 mA. - 12 > Valve
resistance > 15
Ohms → Valve
SP011 (L001)
defective.
©
201219 4-3
EMAS
series
0
t IE condition
cod
e
22 Valve SP011 (L001) is not con- - Current measured - Wiring ECU- - SP011 (L001)
nected or short circuit to earth. through pin B17 of SP011 (L001) resistance pin1 -
the EMAS ECU malfunction. pin2 → 13.4 ±
(D932), lower than - Valve SP011 5% Ohms at
39 mA. (L001) not 20ºC.
connected. - 12 > Valve
- Valve SP011 SP011 (L001)
(L001) resistance > 15
malfunction. Ohms → Valve
SP011 (L001)
defective.
23 Valve SP011 (L001) has a short - Current measured - Wiring ECU- - SP011 (L001)
circuit to Ubat. through pin B17 of SP011 (L001) resistance pin1 -
the EMAS ECU malfunction. pin2 → 13.4 ±
(D932), greater - Valve SP011 5% Ohms at
than 1217 mA. (L001) 20ºC.
malfunction. - 12 > Valve
SP011 (L001)
resistance > 15
Ohms → Valve
SP011 (L001)
defective.
on while there is no ECU actua- through pin B5 of wiring has been resistance left -
tion. the EMAS ECU accidentally right pins →
(D932), greater exchanged with 21.7 ± 5% Ohms
than 39 mA. another valve. at 20ºC.
- 19.5 > Valve
SP041 (L000)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
(L000) is not according to specifi- through pin B5 of malfunction. resistance left -
cation. the EMAS ECU right pins →
(D932), not in 21.7 ± 5% Ohms
range: 218 mA - at 20ºC.
382 mA. - 19.5 > Valve
SP041 (L000)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
©
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nected or short circuit to earth. through pin B5 of SP041 (L000) resistance left -
the EMAS ECU malfunction. right pins →
(D932), lower than - Valve SP041 21.7 ± 5% Ohms
39 mA. (L000) not at 20ºC.
connected. - 19.5 > Valve
- Valve SP041 SP041 (L000)
(L000) resistance >
malfunction. 23.5 Ohms →
valve SP041
(L000)
defective.
28 - Valve SP041 (L000) has a - Current measured - Wiring ECU- - SP041 (L000)
short circuit to Ubat. through pin B5 of SP041 (L000) resistance left -
(D932), greater - Valve SP041 21.7 ± 5% Ohms
than 1217 mA. (L000) at 20ºC.
malfunction. - 19.5 > Valve
SP041 (L000)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
than 39 mA. another valve. at 20ºC
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
(L002) is not according to specifi- through pin B11 of malfunction resistance left -
(D932), not in 21.7 ± 5% Ohms
range: 218 mA - at 20ºC
382 mA. - 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
©
201219 4-5
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39 mA. (L002) not at 20ºC
- Valve SP051 SP051 (L002)
(L002) resistance >
valve SP051
(L002)
defective.
circuit to Ubat. through pin B11 of SP051 (L002) resistance left -
than 1217 mA. (L002) at 20ºC
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
(L003) is not according to specifi- through pin B8 of malfunction. resistance left -
(D932), not in 21.7 ± 5% Ohms
382 mA. - 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
©
4-6 201219
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39 mA. (L003) not at 20ºC.
- Valve SP071 SP071 (L003)
(L003) resistance >
valve SP071
(L003)
defective.
circuit to Ubat. through pin B8 of SP071 (L003) resistance left -
than 1217 mA. (L003) at 20ºC.
malfunction - 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
SP201 (B372) valve electrical test
40 Valve SP201 (B372) is powered - Current measured - SP201 (B372) - SP201 (B372)
- 19.5 > Valve
SP201 (B372)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
41 Resistance of valve SP201 - Current measured - SP201 (B372) - SP201 (B372)
(B372) is not according to specifi- through pin B14 of malfunction. resistance left -
(D932), not in 21.7 ± 5% Ohms
506 mA. - 19.5 > Valve
SP201 (B372)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
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201219 4-7
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42 Valve SP201 (B372) is not con- - Current measured - Wiring ECU- - SP201 (B372)
nected or short circuit to earth. through pin B14 of SP201 (B372) resistance left -
39 mA. (B372) not at 20ºC.
- Valve SP201 SP201 (B372)
(B372) resistance >
valve SP071
(L003)
defective.
43 Valve SP201 (B372) has a short - Current measured - Wiring ECU- - SP201 (B372)
circuit to Ubat. through pin B14 of SP201 (B372) resistance left -
than 1217 mA. (B372) at 20ºC.
SP201 (B372)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
Test of SP201 (B372) and SP011 (L001)
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45 Valve SP011 (L001) could not be - The correction - Average angle - -
calibrated. factor to correct the sensor power
control deviation of supply voltage
the valve is not below 4.8 V.
within range. - Average angle
sensor power
supply voltage
above 5.2 V.
- Average
pressure sensor
power supply
voltage below
4.8 V.
- Average
pressure sensor
power supply
voltage above
5.2 V.
- Average ECU
power supply
voltage below
4.8 V.
- Average ECU
power supply
voltage above
5.2 V.
- Average voltage
on pin B1 and
B2 of the EMAS
ECU (D932),
lower than 19.0
V.
- Average voltage
on pin B1 and
B2 of the EMAS
ECU (D932),
higher than 34.0
V.
- Average power
supply on pin A1
of the EMAS
ECU (D932),
lower than 19.0
V.
©
201219 4-9
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46 Valve SP201 (B372) could not be The correction factor to - Average angle - -
calibrated. correct the control devia- sensor power
tion of the valve is not supply voltage
within range. below 4.8 V.
- Average angle
sensor power
supply voltage
above 5.2 V.
- Average
pressure sensor
power supply
voltage below
4.8 V.
- Average
pressure sensor
power supply
voltage above
5.2 V.
- Average ECU
power supply
voltage below
4.8 V.
- Average ECU
power supply
voltage above
5.2 V.
- Average voltage
on pin B1 and
B2 of the EMAS
ECU (D932),
lower than 19.0
V.
- Average voltage
on pin B1 and
B2 of the EMAS
ECU (D932),
higher than 34.0
V.
- Average power
supply on pin A1
of the EMAS
ECU (D932),
lower than 19.0
V.
Electrical calibration of pressure sensors
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4-10 201219
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50 Centring pressure is above 6 bar. - After 10 seconds of - PSY (F759) PSY (F759):
releasing the pressure sensor - Pin 1: Vout (0.5 -
pressure, the malfunction. 4.5 Volts).
pressure measured - SP041 (L000) - Pin 2: earth.
in the centring valve - Pin 3: power
circuit is above 6 malfunction. supply after
bar. - SP071 (L003) ignition (5 Volts).
valve
malfunction. - SP041 (L000)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP041 (L000)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
©
201219 4-11
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51 Steering pressure is above 6 bar. - After 10 seconds of - PSX (F760) PSX (F760):
releasing the pressure sensor - Pin 1: Vout (0.5 -
pressure, the malfunction. 4.5 Volts).
pressure measured - SP201 (B372) - Pin 2: earth.
is above 6 bar. valve - Pin 3: power
malfunction. supply after
- SP051 (L002) ignition (5 Volts).
valve
malfunction. - SP201 (B372)
resistance pin 1
- pin 2 →21
Ohms at 20ºC.
- 14.72 > Valve
SP201 (B372)
resistance >
16.27 Ohms →
valve SP201
(B372)
defective.
- SP051 (L002)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
53 EEPROM values of pressure - The factors are not - EEPROM - -
sensors could not be written. written within the communication
defined time. problem.
Front axle angle sensor (F687) calibration
60 EEPROM values of front axle - Time to clear - EEPROM - -
could not be cleared. greater than 1 communication
second. problem.
61 Centre of front axle angle sensor - Signal level not in - Front angle is - Signal level for
is not in tolerance. range for centre out of tolerance centre position
position 2.34 - 2.66 in the mid must be in range
V. position. 2.34 - 2.66 V
- Front axle angle
sensor (F687)
malfunction.
- Front axle angle
sensor (F687)
incorrectly
installed.
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64 Front axle angle sensor is not - Signal level - Front angle is - Left wheel
turning in the correct way. captured is higher moving in the should turn >
than 2.5 V. wrong direction. 35º to the left.
- Front axle angle
sensor (F687)
malfunction.
- Front axle angle
sensor (F687)
incorrectly
installed.
66 Front axle angle sensor range - - - - - -
switching pin is not working cor-
rectly for the 1st sensor.
68 Front axle angle sensor correc- - - - The calibration - -
tion parameters are not in their process has not
tolerance field. been performed
correctly.
- Front axle angle
sensor (F687)
malfunction.
70 EEPROM values of the front axle - Time to store - EEPROM - -
sensor could not be written. eeprom values or communication
finishing routine problem
stage is greater
than 1s.
Trailing axle angle sensor (F688) calibration
80 EEPROM values of trailing axle - Time to clear - EEPROM - -
could not be cleared. greater than 1 communication
second. problem.
81 Centre of trailing axle angle sen- - Signal level not in - Rear angle is - Signal level for
sor is not in tolerance. range for centre moving or has centre position
position (2.19 - an offset. must be in range
2.81) Volts. - Rear angle is 2.34 - 2.66 V.
out of tolerance
in the mid
position.
84 Trailing axle angle sensor is not - Signal level - Rear angle is - Left rear axle
turning in the correct way. captured is above moving in the wheel should
2.5 V. wrong direction. turn < -9º to the
- Rear angle left.
malfunction.
- Trailing axle
angle sensor
(F688)
incorrectly
installed.
86 Trailing axle angle sensor range - - - - - -
switching pin is not working cor-
rectly for the 1st sensor.
©
201219 4-13
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88 Valve SP071 (L003) or cylinder - Rear axle sensor - SP071 (L003) - -
has a leakage. signal is higher than malfunction.
the previous - Steering
calculated mid cylinder
position parameter malfunction.
+ 0.47V
89 Trailing axle angle sensor correc- - - - Left rear wheel - -
tion parameters are not in their turn has not
tolerance field. been corrected.
- Trailing axle
angle sensor
(F688)
malfunction.
91 EEPROM values of the trailing - Time to store - EEPROM - -
axle sensor could not be written. EEPROM values or communication
finishing routine problem.
stage is greater
than 1 second, after
bleeding the
pressure by SP201
(B372).
93 Centre position of trailing axle an- - Time of 40 seconds - EEPROM - -
gle sensor is not stable enough for this stage communication
for 40 seconds. exceeded, took too problem.
long to have the
wheels in the centre
position range.
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4-14 201219
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94 Calibrating trailing axle angle - Timeout period. - SP011 (L001) - SP011 (L001)
sensor lasts too long (longer than valve with bad resistance pin1 -
1.5 minutes). resistance, or pin2 → 13.4 ±
bad hydraulic 5% Ohms at
performance, to 20ºC.
any of the - 12 > Valve
positions. SP011 (L001)
- SP051 (L002) resistance > 15
valve not Ohms → Valve
creating SP011 (L001)
pressure and defective.
rear axle has
not moved. - SP051 (L002)
- SP201 (B372) resistance left -
valve not right pins →
working 21.7 ± 5% Ohms
correctly (not at 20ºC.
enough - 19.5 > Valve
pressure, SP051 (L002)
provoking slow resistance >
movement of 23.5 Ohms →
the rear axle). valve SP051
- SP071 (L003) (L002)
valve tightness defective.
or opening
- SP071 (L003)
correctly. (rear
resistance left -
axle has not
right pins →
moved).
21.7 ± 5% Ohms
- Accumulator,
at 20ºC.
nitrogen
- 19.5 > Valve
pressure too
SP071 (L003)
low.
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
- SP201 (B372)
resistance pin 1
- pin 2 → 15.5 ±
6% Ohms at
20ºC.
- 14 > Valve
SP201 (B372)
resistance > 17
Ohms → valve
SP201 (B372)
defective.
Air test
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100 Pressure is not falling off within - Timeout period. - SP011 (L001) - SP011 (L001)
1.5 minutes. malfunction resistance pin1 -
(slow rear axle pin2 → 13.4 ±
movement to 5% Ohms at
the left side). 20ºC.
- SP051 (L002) - 12 > Valve
malfunction SP011 (L001)
(pressure is not resistance > 15
created and rear Ohms → Valve
axle has not SP011 (L001)
moved). defective.
- SP071 (L003)
malfunction - SP051 (L002)
(rear axle has resistance left -
not moved). right pins →
- SP201 (B372) 21.7 ± 5% Ohms
malfunction at 20ºC.
(slow - 19.5 > Valve
movement of SP051 (L002)
the rear axle). resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
- SP201 (B372)
resistance pin 1
- pin 2 → 15.5 ±
6% Ohms at
20ºC.
- 14 > Valve
SP201 (B372)
resistance > 17
Ohms → valve
SP201 (B372)
defective.
©
4-16 201219
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101 Air detected in centring system. - - - Air in the - Rear left wheel
steering should be in
cylinder. range.
- SP071 (L003)
(has a leakage). resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
©
201219 4-17
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102 Trailing axle is not moving to the - Timeout period. - SP011 (L001) - SP011 (L001)
max. left bend within 10 seconds. malfunction resistance pin1 -
(slow rear axle pin2 → 13.4 ±
- SP051 (L002) - 12 > Valve
moved). defective.
- SP071 (L003)
(rear axle has resistance left -
not moved). right pins →
- SP201 (B372) 21.7 ± 5% Ohms
malfunction at 20ºC.
(slow - 19.5 > Valve
movement of SP051 (L002)
the rear axle). resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
- SP201 (B372)
resistance pin 1
- pin 2 → 15.5 ±
6% Ohms at
20ºC.
- 14 > Valve
SP201 (B372)
resistance > 17
Ohms → valve
SP201 (B372)
defective.
©
4-18 201219
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103 Trailing axle is not moving to the - Timeout period. - SP011 (L001) - SP011 (L001)
max. right bend within 10 sec- malfunction resistance pin1 -
onds. (slow rear axle pin2 → 13.4 ±
- SP051 (L002) - 12 > Valve
moved). defective.
- SP071 (L003)
malfunction - SP201 (B372)
(rear axle has resistance pin 1
not moved). - pin 2 → 15.5 ±
- SP201 (B372) 6% Ohms at
malfunction 20ºC.
(slow - 14 > Valve
movement of SP201 (B372)
the rear axle). resistance > 17
Ohms → valve
SP201 (B372)
defective.
- SP051 (L002)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
©
201219 4-19
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104 Centring pressure is not under 25 - Timeout period. - PSY (F759) PSY (F759):
bar within 10 seconds. pressure sensor - Pin 1: Vout (0.5 -
malfunction. 4.5 Volts)
- SP041 (L000) - Pin 2: earth
malfunction. - Pin 3: power
- SP071 (L003) supply after
malfunction. ignition (5 Volts)
- SP041 (L000)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20º.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
©
4-20 201219
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105 Trailing axle is not in mid position - Timeout period. - SP011 (L001) - SP011 (L001)
within 30 seconds. malfunction. resistance pin1 -
- SP201 (B372) pin2 → 13.4 ±
malfunction. 5% Ohms at
- SP051 (L002) 20ºC.
malfunction. - 12 > Valve
- SP071 (L003) SP011 (L001)
malfunction resistance > 15
(has a leakage). Ohms → Valve
SP011 (L001)
defective.
- SP201 (B372)
resistance pin 1
- pin 2 → 15.5 ±
6% Ohms at
20ºC.
- 14 > Valve
SP201 (B372)
resistance > 17
Ohms → valve
SP201 (B372)
defective.
- SP051 (L002)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
Release of centring pressure
©
201219 4-21
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110 After 10 seconds, centring sys- - Timeout period. - PSY (F759) PSY (F759):
tem is still above 10 bar. pressure sensor - Pin 1: Vout (0.5 -
- SP041 (L000) - Pin 2: earth
- SP041 (L000)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20º.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
Filling centring circuit
©
4-22 201219
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120 Filling lasts too long. - Timeout period. - SP041 (L000) PSY (F759):
malfunction. - Pin 1: Vout (0.5 -
- SP071 (L003) 4.5 Volts)
malfunction. - Pin 2: earth
- Pin 3: power
supply after
ignition (5 Volts)
- SP041 (L000)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20º.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
©
201219 4-23
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121 Steering pressure is at an actua- - - - PSX (F760) PSY (F759):
tion for 50 bar under 40 bar. pressure sensor - Pin 1: Vout (0.5 -
- SP201 (B372) - Pin 2: earth
SP051 (L002) supply after
- SP201 (B372)
resistance pin 1
- pin 2 →21
Ohms at 20ºC.
- 14.72 > Valve
SP201 (B372)
resistance >
16.27 Ohms →
valve SP201
(B372)
defective.
- SP051 (L002)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
©
4-24 201219
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122 Steering pressure is at an actua- - - - PSX (F760) PSY (F759):
tion for 40 bar under 30 bar. pressure sensor - Pin 1: Vout (0.5 -
- SP201 (B372) - Pin 2: earth
SP051 (L002) supply after
- SP201 (B372)
resistance pin 1
- pin 2 →21
Ohms at 20ºC.
- 14.72 > Valve
SP201 (B372)
resistance >
16.27 Ohms →
valve SP201
(B372)
defective.
- SP051 (L002)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
Calibration of hydraulics
130 Steering and centring pressure - Pressure sensors - Pressure - -
sensors are interchanging with are measuring the sensors are
each other. same pressure. exchanged.
131 Valve SP051 (L002) is not hy- - Pressure is not - SP051 (L002) is - SP051 (L002)
draulically activated. created. not connected. resistance left -
- SP051 (L002) right pins →
malfunction. 21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
©
201219 4-25
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132 Steering pressure is not above 15 - - - PSX (F760) PSX (F760):
bar at an actuation of 20 bar. pressure sensor - Pin 1: Vout (0.5 -
- SP201 (B372) - Pin 2: earth
- SP201 (B372)
resistance pin 1
- pin 2 →21
Ohms at 20ºC.
- 14.72 > Valve
SP201 (B372)
resistance >
16.27 Ohms →
valve SP201
(B372)
defective.
- SP051 (L002)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
©
4-26 201219
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133 Steering pressure is above 30 - - - SP201 (B372) is PSX (F760):
bar at an actuation of 20 bar. not being - Pin 1: Vout (0.5 -
controlled 4.5 Volts)
hydraulically in - Pin 2: earth
the correct - Pin 3: power
manner. supply after
ignition (5 Volts)
- SP201 (B372)
resistance pin 1
- pin 2 →21
Ohms at 20ºC.
- 14.72 > Valve
SP201 (B372)
resistance >
16.27 Ohms →
valve SP201
(B372)
defective.
- SP051 (L002)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
©
201219 4-27
EMAS
series
0
t IE condition
cod
e
134 Centring pressure is above 30 - - - PSY (F759) PSY (F759):
bar (Valve SP041 (L000) is not pressure sensor - Pin 1: Vout (0.5 -
working). malfunction. 4.5 Volts)
- SP041 (L000) - Pin 2: earth
- SP041 (L000)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP041 (L000)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
©
4-28 201219
EMAS
series
0
t IE condition
cod
e
135 Difference between steering and - - - PSY (F759) PSY (F759) and PSX
centring pressure is too high pressure sensor (F760):
(SP041 (L000) is not working cor- malfunction. - Pin 1: Vout (0.5 -
rectly). - PSX (F760) 4.5 Volts)
pressure sensor - Pin 2: earth
malfunction - Pin 3: power
- SP071 (L003)
malfunction. - SP041 (L000)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP041 (L000)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
136 Steering and centring pressure - Pressure sensors - Pressure - -
sensors are interchanging with are measuring the sensors are
each other. same pressure. interchanged.
- PSY (F759)
sensor is
measuring what
PSX (F760) is
measuring.
©
201219 4-29
EMAS
series
0
t IE condition
cod
e
137 Pump flow is poor. - - - SP201 (B372) is PSX (F760):
not being - Pin 1: Vout (0.5 -
controlled 4.5 Volts)
hydraulically in - Pin 2: earth
the correct - Pin 3: power
manner. supply after
ignition (5 Volts)
- SP201 (B372)
resistance pin 1
- pin 2 →21
Ohms at 20ºC.
- 14.72 > Valve
SP201 (B372)
resistance >
16.27 Ohms →
valve SP201
(B372)
defective.
- SP051 (L002)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP051 (L002)
resistance >
23.5 Ohms →
valve SP051
(L002)
defective.
©
4-30 201219
EMAS
series
0
t IE condition
cod
e
138 Valve SP041 (L000) is on at no - Both PSX (F760) - SP041 (L000) is PSY (F759):
actuation of SP041 (L000). and PSY (F759) not tight. - Pin 1: Vout (0.5 -
sensors measuring - PSY (F759) 4.5 Volts)
more than 40 bar. sensor - Pin 2: earth
supply after
ignition (5 Volts)
- SP041 (L000)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP041 (L000)
resistance >
23.5 Ohms →
valve SP041
(L000)
defective.
- SP071 (L003)
resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC.
- 19.5 > Valve
SP071 (L003)
resistance >
23.5 Ohms →
valve SP071
(L003)
defective.
System configuration
©
201219 4-31
EMAS
series
0
t IE condition
cod
e
150 Centring system is leaking - Pressure measured - SP041 (L000) PSY (F759):
by PSY (F759) is valve is not - Pin 1: Vout (0.5 -
lower than 25 bar tight. 4.5 Volts)
- SP071 (L003) - Pin 2: earth
valve is not - Pin 3: power
tight. supply after
- Pressure ignition (5 Volts)
sensor is not
measuring SP041 (L000)
correctly. - Resistance left -
- Internal leakage right pins →
in the steering 21.7 ± 5% Ohms
cylinder. at 20ºC
- 19.5 > Valve
resistance >
23.5 Ohms →
valve defective
SP071 (L003)
- Resistance left -
right pins →
21.7 ± 5% Ohms
at 20ºC
- 19.5 > Valve
resistance >
23.5 Ohms →
valve defective
152 an EEPROM address could not - time to store - EEPROM - -
be cleared EEPROM variable communication
is greater than 1s. problem.
153 EEPROM alarms could not be - - - EEPROM - -

cleared communication
problem
155 EEPROM value eeplucht could - - - EEPROM - -
not be cleared communication
problem
156 EEPROM value eeplucht could - - - EEPROM - -
not be set communication
problem
System configuration
192 engine speed too low - Engine speed is - - - -
below 400 n/min
193 engine speed too high - Engine speed is - - - -
above 1500 n/min
194 vehicle speed too low - - - - - -
195 vehicle speed too high - Vehicle speed is - - - -
above 2 Km/h
©
4-32 201219
EMAS
series
0
t IE condition
cod
e
196 redundant speed indicates that - - - - - -
the vehicle speed is too low
197 redundant speed indicates that - - - - - -
the vehicle speed is too high
198 ECU power supply too low - - - - - -
199 timeout generated by EMAS - - - - - -
200 pressure centring circuit is too - - - - - -
high
201 communication timing error - - - - - -
202 engine must be off - Internal engine - Engine must be - -
running flag is not 0 off.
203 engine must be on - Internal engine - Engine must be - -
running flag is not 1 on
204 voltage KL 30 too high - Combined 24 V - ECU power - power supply
power level above supply after ignition/
30 V malfunction power supply
before ignition in
range 22 - 30 V.
205 voltage KL 30 too low - Combined 24 V - ECU power - power supply
power level below supply after ignition/
22 V malfunction power supply
before ignition in
range 22 - 30 V.
206 voltage power supply after igni- - power supply after - Wiring ECU pin - power supply
tion too high ignition, 24 V power A1 - truck after ignition
supply level above battery has a range 19 - 34 V.
34 V shortcut to earth
207 voltage power supply after igni- - power supply after - Wiring ECU pin - power supply
tion too low ignition, 24 V power A1 - truck after ignition
supply level below battery has a range 19 - 34 V.
19 V shortcut to earth
208 internal supply too high - 5 V power supply of - ECU power - ECU power
pressure or angle supply supply voltage
sensors of internal malfunction range 4.8-5.2 V.
supply is below 4.8
V
209 Internal supply too low - 5V power supply of - ECU power - ECU power
pressure or angle supply supply voltage
sensors of internal malfunction range 4.8-5.2 V.
supply is above 5.2
V.
255 Internal Error - - - - - -
©
201219 4-33
EMAS
series
©
4-34 201219
EMAS
     Bleeding EMAS system
series
5. BLEEDING EMAS SYSTEM
5.1 BLEEDING EMAS SYSTEM 0
Bleeding the system using DAVIE
1. Jack up the trailing axle or position it on
turning plates.
2. Top up the reservoir with the specified

steering oil.
3. Switch on the ignition.
4. Access the DAVIE application 'Manual

bleeding' and perform the procedure.
NOTE: While bleeding the EMAS
system, check the oil level in the
reservoir and top up oil, if
necessary.
Manually bleeding the centring circuit,

supported by DAVIE
This procedure describes an 'additional

method' to bleed the centring circuit.
1. Jack up the trailing axle or position it on
turning plates.
2. Connect a drain hose, (DAF no. 1329410) to

the MY test point but do not tighten the union
yet.
NOTE: Position the other end of
the drain hose in a receptacle.
3. Carefully tighten the union to release the

pressure in the centring circuit.
NOTE: Use DAVIE to determine
the pressure drop in the centring
circuit while releasing the S700704
pressure. Check if this value

matches the specified 'precharge
gas pressure'. Replace the
accumulator if it no longer meets
this specification.
4. Remove the drain hose and the receptacle.
5. Remove fuse E051 and from the central

control box.
6. Manually manoeuvre the trailing axle into a

maximal right-hand turn.
NOTE: The piston of the control
cylinder is pulled outwards.
©
201219 5-1
EMAS
Bleeding EMAS system     
series
7. Loosen the bleed nipple (1) a few turns and
0 retighten it to the specified torque, after all air
has escaped.
8. Install fuse E051 back into the central control

box.
1
2
9. To pressurise the EMAS system, run the 3
engine at idling speed for a few minutes.
4
10. Top up the reservoir with the specified 5
steering oil.
11. Access the DAVIE application 'Air test' and

perform the procedure.
NOTE: While bleeding the EMAS
system, check the oil level in the
reservoir and top up oil, if
necessary. S701145
©
5-2 201219
EMAS
     Depressurising EMAS system
series
6. DEPRESSURISING EMAS SYSTEM
6.1 DEPRESSURISING EMAS SYSTEM 0
1. Clean the valve and the surrounding area.
NOTE: The centring circuit is
always pressurised, even when the
engine is not running.
2. Connect a drain hose, (DAF no. 1329410) to

the MY test point but do not tighten the union
yet.
NOTE: Position the other end of
the drain hose in a receptacle.
3. Carefully tighten the union to release the

pressure in the centring circuit.
4. Remove the drain hose and the receptacle.
S700704
5. To make sure that the steering circuit is also

depressurised, connect the drain hose,
(DAF no. 1329410) to the MX test point and
repeat the draining procedure above.
S700705
©
201219 6-1
EMAS
Depressurising EMAS system     
series
©
6-2 201219
     Contents
series
CONTENTS
Hydronic 10 (ACH-EW)
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
Contents     
series
©
2 201219
     General
series
1. GENERAL
1.1 GENERAL 0
switched on.
Deleting the fault codes will also reset a blocked
ECU.
©
201219 1-1
General     
series
©
1-2 201219
     Contents
series
CONTENTS
VIC-2 and VIC-2 Lite
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
Contents     
series
©
2 201219
     General
series
1. GENERAL
1.1 GENERAL 0
programmed.
After a gearbox has been replaced by a gearbox
that uses a different reduction rate, it will be
necessary to reprogram the VIC by means of
DAVIE XD.
This is to ensure that the downshift protection is
enabled and disabled at the correct vehicle
speeds. If the vehicle configuration is changed,
this should always be reported.
©
201219 1-1
General     
series
©
1-2 201219
     Contents
series
CONTENTS
VIC-3 and VIC-3 Lite
Page Date 0
1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
Contents     
series
©
2 201219
     General
series
1. GENERAL
1.1 GENERAL 0
programmed.
After a gearbox has been replaced by a gearbox
that uses a different reduction rate, it will be
necessary to reprogram the VIC by means of
DAVIE XD.
This is to ensure that the downshift protection is
enabled and disabled at the correct vehicle
speeds. If the vehicle configuration is changed,
this should always be reported.
©
201219 1-1
General     
series
©
1-2 201219
ZF INTARDER EST-52
     Contents
series
CONTENTS
ZF intarder EST-52
Page Date 0
1. ZF INTARDER EST-52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
1.1 Retarder activation check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . . 201219
©
201219 1
ZF INTARDER EST-52
Contents     
series
©
2 201219
ZF INTARDER EST-52
     ZF intarder EST-52
series
1. ZF INTARDER EST-52
1.1 RETARDER ACTIVATION CHECK 0
With this retarder activation check, an overview of
the important input and output signals can be
checked.
The EST-52 system limitations are also shown in
this check.
The retarder activation check data can be logged
over a period of time, with a maximum of 5
minutes.
By pressing the 'Start data logging' button, the
logging starts and continues until it is stopped or
5 minutes have passed.
The data is saved as a vehicle test file and the
name of the saved document is shown on screen
after the logging.
Inputs:
- Engine speed [rpm]
- Output shaft speed [rpm]
- Retarder oil pressure (F841) [mbar]
- Oil temperature (F731) [°C]
NOTE: The oil temperature can
show 'not available'; this means
that the temperature is not within
the measuring range.
An oil temperature below 50°C will
result in 'not available'.
'Temperature out of range', 'sensor
supply not ok' and 'internal error'
can also be shown.
- Coolant temperature (F544) [°C]

NOTE: The coolant temperature
can show 'not available'; this
means that the temperature is not
within the measuring range.
A coolant temperature below -25°C
will result in 'not available'.
'Temperature out of range', 'sensor
supply not ok' and 'internal error'
can also be shown.
- ECU (D357) temperature [°C]

- Requested torque [Nm]
This shows the result of all possible
requests: steering column switch (C906/
C907), Downhill Speed Control, ACC and
EBS.
EBS can make a brake torque request
because of the 3rd brake integration.
- Request source [no request / retarder hand
lever / Downhill Speed Control / brake
system / Adaptive Cruise Control]
©
201219 1-1
ZF INTARDER EST-52
ZF intarder EST-52     
series
Outputs:
0 -
-
Proportional valve (B088) current [mA]
Supply valve (B089) current [mA]
System limitations:
Limitation Limitation Explanation
number
0 No limitation No EST-52 system limitations.
7 Maximum allowed brake torque The EST-52 system limits the brake torque because
maximum torque is reached.
CF75IV: 420 kW and CF85IV, XF105: 500 kW
8 Maximum allowed brake power The EST-52 system limits the brake power because
maximum power is reached.
Manual gearbox: 3500 Nm and AS Tronic: 3300 Nm.
9 Coolant temperature The EST-52 system limits the brake power because the
coolant temperature is too high.
Limitation depends on the vehicle series.
This functionality prevents damage to the cooling system
due to overheating.
10 ECU temperature The EST-52 system limits the brake power because the
ECU temperature is too high.
This functionality prevents the ECU from overheating.
11 Oil temperature The EST-52 system limits the brake power because the
oil temperature is too high.
This functionality prevents the oil from overheating.
12 Temperature difference between The EST-52 system limits the brake power because the
oil and coolant difference between the oil and coolant temperatures is
too large.
This functionality protects the heat exchanger.
13 High output shaft speed The EST-52 system limits the brake power because the
output shaft speed is too high.
This functionality protects the intarder mechanically.
15 Brake power reduction The EST-52 system reduces the brake power to a fixed
value of 100 kW.
16 Operation mode The EST-52 system limits the brake torque to 0 Nm in all
operation modes other than normal.
17 Undervoltage The EST-52 system limits the proportional current due to
low system voltage.
18 Coolant temperature sensor fail- The EST-52 system limits the brake power because of a
ure failure of the coolant temperature sensor.
A maximum available safe braking power of 100 kW is
available.
19 Unknown Not used.
20 Fault reaction (retarder off) The EST-52 system limits the brake torque because of a
system failure.
Limitation is reset if the intarder is switched off and the
fault is inactive.
21 Fault reaction (retarder off until The EST-52 system limits the brake torque because of a
ignition off) system failure.
Limitation is reset if the intarder and ignition are switched
off and the fault is inactive.
©
1-2 201219
ZF INTARDER EST-52
     ZF intarder EST-52
series
Limitation Limitation Explanation
number 0
22 Output shaft speed signal failure Not used. (However, there is a limitation of the propor-
tional current to 250 mA with output shaft speed signal
failure.)
23 Unknown Not used.
24 Oil overpressure The EST-52 system reduces the brake power because
the system oil pressure is too high.
25 Low brake torque The EST-52 system will not execute low brake torque:
threshold is below 200 Nm.
26 Low output shaft speed The EST-52 system reduces the proportional current be-
cause of a low output shaft speed (< 50 rpm).
27 Vehicle standstill Not used. (However, there is a limitation of the propor-
tional current to 250 mA with an output shaft speed be-
low 5 rpm.)
28 Proportional valve current limita- The EST-52 system reduces the proportional current to
tion the maximum set value of 900 mA.
29 Accelerator pedal Not used.
30 Low engine speed The EST-52 system reduces the brake power because
of a low engine speed.
At low engine speeds (< 860 rpm), the coolant flow is low
and therefore the coolant capacity is also limited. For this
reason, the brake power is limited.
31 Brake system defect The EST-52 system limits the brake torque because of
an active EBS system failure.
32 Blocking period The EST-52 system limits the brake torque because of a
retarder reactivation within 750 ms.
If the retarder is switched off and switched on again with-
in this time period, the blocking period is active.
©
201219 1-3
ZF INTARDER EST-52
ZF intarder EST-52     
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1-4 201219
English
Printed in the Netherlands V58

Daf Ix Checking Testing

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Explanatory notes for checking LF45IV

In the interest of continuing product development,

No part of this publication may be reproduced

ADAPTIVE CRUISE CONTROL

AIRTOP 2000 (ACH-W2)

AIRTOP 2000 ST (ACH-W3)

AS TRONIC AND AS TRONIC MID

BODY BUILDER MODULE (BBM)

DAF TELEMATICS SYSTEM (DTS)

ECS-DC4 AND EAS

ECS-DC5 AND EAS

VIC-2 AND VIC-2 LITE

VIC-3 AND VIC-3 LITE

2. CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

The Vehicle Configuration Manager can be used

2. INSPECTION OF WHEEL SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

3. INSPECTION OF ABS VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

2. Select the 'wheel speed sensor' function in

3. Check the minimum (Vmin) and maximum

4. Check that the Vmax/Vmin ratio does not

5. In the event of nonconforming readings,

2. Select the 'ABS valves' function in the ABS

3. Connect a pressure gauge to the brake

4. Ensure there is sufficient air pressure.

5. Upon selection of the ABS valve test, DAVIE

6. Depress the brake pedal fully during the

7. Check that the pressure profile in the brake

8. In the event of nonconforming readings,

2. INSPECTION OF WHEEL SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 . . . . . 201219

3. INSPECTION OF ABS VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 . . . . . 201219

2. Select the 'wheel speed sensor' function in

3. Check the minimum (Vmin) and maximum

4. Check that the Vmax/Vmin ratio does not

5. In the event of nonconforming readings,

2. Select the 'ABS valves' function in the ABS

3. Connect a pressure gauge to the brake

4. Ensure there is sufficient air pressure.

5. Upon selection of the ABS valve test, DAVIE

6. Depress the brake pedal fully during the

7. Check that the pressure profile in the brake

8. In the event of nonconforming readings,

The horizontal alignment angle in the ECU ACC

If the electronic unit indicates that there is a fault

2. Switch off the main switch.

3. Disconnect the battery terminal clamp from

4. Wait at least 30 seconds.

5. Disconnect the airbag module from the

6. Remove the airbag module.

7. Attach the dummy plug, special tool

8. Connect the battery clamps to the battery

9. Switch the main switch on.

10. Insert the ignition key, switch the ignition on

11. Check the airbag warning on the DIP.

12. Turn the ignition off.

13. Switch off the main switch.

14. Disconnect the battery terminal clamps from

15. Remove the dummy plug, special tool

16. Fit the airbag module.