SERVICE MANUAL

W50C / W60C / W70C / W80C

Tier 4B (final)
Compact Wheel Loader

ELECTRICAL SYSTEMS - 55
[55.DTC] FAULT CODES - 55.5
2741 - 2894
3007 - 3657

Part number 47878217

English
May 2015
Printed in U.S.A.
© 2015 CNH Industrial Italia S.p.A. All Rights Reserved.
New Holland is a trademark registered in the United States and many other countries,
owned by or licensed to CNH Industrial N.V., its subsidiaries or affiliates.
 Electrical systems - 55

FAULT CODES - DTC

W50C ZB , W60C ZB , W70C HS , W70C , W80C HS , W80C

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 Contents

Electrical systems - 55

FAULT CODES - DTC

DIAGNOSTIC

2741-Power supply fault on Differential Lock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2742-Open circuit on Differential lock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2743-Short circuit to battery on Differential lock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . 15
2744-Short circuit to ground on Differential lock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . 16
2745-Low current on Differential lock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2751-Power supply fault on Forward solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2752-Short circuit to battery on Forward solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2753-Open circuit on Forward solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2754-Short circuit to ground on Forward solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2755-Low current on Forward solenoid (HSD) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2760-Plausibility check failed on FNR rocker Switch (Forward and Reverse command both active) [UCM]
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2761-Power supply fault on Reverse solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2762-Short circuit to battery on Reverse solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2763-Open circuit on Reverse solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2764-Short circuit to ground on Reverse solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2765-Low current on Reverse solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2772-Short circuit to battery on Forward solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
2773-Open circuit on Forward solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
2774-Short circuit to ground on Forward solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
2782-Short circuit to battery on Reverse solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2783-Open circuit on Reverse Solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
2784-Short circuit to ground on Reverse solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2791-Power supply fault on Direction control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2792-Short circuit to battery on Direction Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . 37
2793-Open circuit on Direction Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2794-Short circuit to ground on Direction Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . 39
2795-Low current on Direction Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2801-Power supply fault on Turtle/Rabbit solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
2802-Short circuit to battery on Turtle/Rabbit solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

(*) See content for specific models

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 2803-Open circuit on Turtle/Rabbit solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
2804-Short circuit to ground on Turtle/Rabbit (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
2805-Low current on Turtle/Rabbit solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
2811-Power supply fault on 1st gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2812-Short circuit to battery on 1st Gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
2813-Open circuit on 1st Gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2814-Short circuit to ground on 1st Gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
2815-Low current on 1st Gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
2820-Plausibility check failed on 1st and 2nd gear command [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
2821-Power supply fault on 2nd gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2822-Short circuit to battery on 2nd Gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
2823-Open circuit on 2nd Gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
2824-Short circuit to ground on 2nd Gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2825-Low current on 2nd Gear solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
2832-Short circuit to battery on 1st Gear solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
2833-Open circuit on 1st Gear solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2834-Short circuit to ground on 1st Gear solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
2842-Short circuit to battery on 2nd Gear solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
2843-Open circuit on 2nd Gear solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
2844-Short circuit to ground on 2nd Gear solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
2851-Power supply fault on 1st Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
2852-Short circuit to battery on 1st Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
2853-Open circuit on 1st Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
2854-Short circuit to ground on 1st Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
2855-Low current on 1st Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
2861-Power supply fault on 2nd Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
2862-Short circuit to battery on 2nd Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
2863-Open circuit on 2nd Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
2864-Short circuit to ground on 2nd Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
2865-Low current on 2nd Gear LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
2870-Plausibility check failed on Creep speed Plus/Mem-Minus switch command [UCM] (*) . . . . . . . . . 73
2871-Power supply fault on Creep Speed LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
2872-Short circuit to battery on Creep Speed LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
2873-Open circuit on Creep Speed LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
2874-Short circuit to ground on Creep Speed LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
2875-Low current on Creep Speed LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
2881-Power supply fault on inching solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
2882-Short circuit to battery on inching solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 80
2883-Open circuit to on inching solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
2884-Short circuit to ground on inching solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 82
2885-Low current on inching solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

(*) See content for specific models

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 2892-Short circuit to battery on inching solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
2893-Open circuit to battery on inching solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
2894-Short circuit to ground on inching solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
3007-Engine Coolant Temperature Sender - Short to Ground (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
3008-Engine Coolant Temperature Sender - Open Circuit (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
3010-Air intake temperature sensor signal above maximum range (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
3011-Air intake temperature sensor signal below minimum range (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
3015-Fuel temperature sensor - Signal above range maximum [ECU] (*) . . . . . . . . . . . . . . . . . . . . . . . . . 97
3016-Fuel temperature sensor - Signal below range minimum [ECU] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 98
3019-Boost pressure sensor - signal above range maximum [ECU] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
3024-Atmospheric pressure sensor - signal above range maximum [ECU] (*) . . . . . . . . . . . . . . . . . . . . 100
3025-Atmospheric pressure sensor - signal below range minimum [ECU] (*) . . . . . . . . . . . . . . . . . . . . . 101
3027-Oil pressure signal not plausible (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
3037-Boost pressure sensor - signal low [ECU] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
3059-ECM afterrun was interrupted (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
3061-Cylinder 1 - Injector Cable Short Circuit (Low Side To Battery) [ECU] (*) . . . . . . . . . . . . . . . . . . . . 107
3063-Cylinder 1 - Injector Cable Short Circuit (High Side To Ground) (*) . . . . . . . . . . . . . . . . . . . . . . . . . 108
3069-Cylinder 3 - Injector Cable Short Circuit (Low Side To Battery) [ECU] (*) . . . . . . . . . . . . . . . . . . . . 110
3071-Cylinder 3 - Injector Cable Short Circuit (High Side To Ground) (*) . . . . . . . . . . . . . . . . . . . . . . . . . 111
3077-Cylinder 2 - Injector Cable Short Circuit (Low Side To Battery) [ECU] (*) . . . . . . . . . . . . . . . . . . . . 114
3079-Cylinder 2 - Injector Cable Short Circuit (High Side To Ground) (*) . . . . . . . . . . . . . . . . . . . . . . . . . 115
3081-Cylinder 4 - Injector Cable Short Circuit (Low Side To Battery) [ECU] (*) . . . . . . . . . . . . . . . . . . . . 118
3083-Cylinder 4 - Injector Cable Short Circuit (High Side To Ground) (*) . . . . . . . . . . . . . . . . . . . . . . . . . 119
3088-Crankshaft Sensor - No Signal (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
3089-Crankshaft Sensor - Invalid Signal (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
3090-Camshaft Sensor - No Signal (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
3091-Camshaft sensor - Invalid signal (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
3093-Offset Between Camshaft And Crankshaft - Outside Boundaries (*) . . . . . . . . . . . . . . . . . . . . . . . . 134
3096-ECM Busoff on vehicle CAN (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
3102-Rail Pressure Sensor CP3 - Signal Below Range Minimum (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
3104-Rail Pressure Relief Valve - Open Circuit (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
3105-Rail Pressure Relief Valve - Pressure Shock Requested (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
3106-Rail Pressure Relief Valve - Did Not Open After Pressure Shock (*) . . . . . . . . . . . . . . . . . . . . . . . . 144
3107-Fuel Metering Unit - Short Circuit To Battery (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
3108-Fuel Metering Unit - Short Circuit to Ground (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
3112-Rail Pressure Sensor CP3 - Signal Above Maximum Range (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
3137-Metering Unit - Open Load (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
3141-Set point of fuel volume flow through metering unit is lower than calculated limit (*) . . . . . . . . . . 149
3146-Water detected in fuel (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
3157-CAN Engine Timeout SCH Code (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
3158-Engine controller configuration error anti-tamper (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

(*) See content for specific models

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 3166-Fuel filter heater relay - short circuit to battery (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
3167-Fuel Filter Heater Relay - Short Circuit To Ground (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
3168-Fuel filter heater relay - open load (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
3169-Fuel filter heater relay - signal not plausible (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
3176-Setpoint of metering unit not plausible in overrun (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
3177-Engine overspeed detected (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
3179-Timeout of CAN Message BC2EDC2 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
3180-Timeout of CAN Message VCM2EDC (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
3188-Cylinder 1 Warning - Open Load (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
3192-Cylinder 2 Warning - Open Load (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
3196-Cylinder 3 Warning - Open Load (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
3200-Cylinder 4 Warning - Open Load (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
3210-Bank 1 - General Short Circuit To Injector Cable (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
3218-Bank 2 - General Short Circuit On Injector Cable (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
3230-Injection processor error - stop engine (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
3235-Number of Injections Limited - by Charge Balance (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
3236-Number of Injections Limited - by Quantity Balance (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
3237-Number of Injections Limited - by Software (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
3238-Communication error of CJ940 processor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
3239-Engine Controller EEPROM - Read Operation Error (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
3240-Engine controller EEPROM - Write operation failure (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
3241-Engine controller EEPROM - Default value used (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
3242-Engine Controller (Locked) Recovery Occurred (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
3243-Engine Controller Recovery (Suppressed) - Recovery Occurred (*) . . . . . . . . . . . . . . . . . . . . . . . . 190
3244-Engine Controller Recovery (Visible) - Recovery Occurred (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
3245-Engine Controller - Watchdog Not Plausible (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
3252-Controller Watchdog - SPI Communication Failure (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
3253-ADC Monitoring - Reference Voltage Too High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
3255-ADC Monitoring Test Impulse Error (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
3256-ADC Monitoring Queue Error (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
3258-Starter relay high side: Short circuit to battery error (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
3259-Starter relay high side: Short circuit to ground error (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
3260-Low side power - open load (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
3261-Low side power - short circuit to battery or excess temperature (*) . . . . . . . . . . . . . . . . . . . . . . . . . 201
3262-Low side power - short circuit to ground (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
3265-Overrun Monitoring - Injection Time Too Long (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
3266-Error in engine speed check, speed signal not plausible (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
3283-Sensor Supply Voltage 2 - High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
3285-Sensor Supply Voltage 3 - High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
3293-Fuel Metering Unit: maximum positive deviation of rail pressure exceeded (*) . . . . . . . . . . . . . . . 211
3301-Fuel high pressure pump is at minimum delivery and the Rail pressure is not reducing (*) . . . . . 212

(*) See content for specific models

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 3305-Cannot maintain rail pressure above the minimum pressure of 200 Bar (*) . . . . . . . . . . . . . . . . . . 213
3309-Maximum Fuel rail pressure exceeded (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
3334-Timeout of CAN Message TSC1 Speed (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
3335-Timeout of CAN message TSC1-PE torque (when inactive) [ECU] (*) . . . . . . . . . . . . . . . . . . . . . . 216
3338-Timeout of CAN message TSC1-VE speed (when inactive) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
3339-Timeout of CAN message TSC1-VE speed (when active) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
3350-Terminal 50 - always on, starting circuit signal is active for an excessive time period (*) . . . . . . . 222
3358-CAN transmit timeout (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
3361-ECM EEPROM - General Error (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
3362-Torque to Quantity Map - Not Plausible (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
3368-Torque limitation due to performance limiter, may be triggered by inducement (*) . . . . . . . . . . . . 226
3369-Torque reduction due to smoke reduction (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
3370-Torque limitation due to engine protection (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
3371-Torque limitation due to Fuel quantity Limitation (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
3374-Unit injector NEMA codes are invalid (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
3402-Rail pressure sensor: maximum rail pressure exceeded (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
3403-ECU Power Stages: Starter relay HS power stage over temperature (*) . . . . . . . . . . . . . . . . . . . . 232
3405-ECU Power stages: Open load temperature error on the Turbocharger PWM output power stage (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
3406-ECU Power stages: Over temperature error on the Turbocharger PWM output power stage (*) 236
3409-Oil pressure too low (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
3410-Permanent governor deviation for valve (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
3411-Permanent governor deviation for valve (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
3414-Short circuit in cylinder 1 glow plug (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
3415-Short circuit in cylinder 2 glow plug (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
3416-Short circuit in cylinder 3 glow plug (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
3417-Short circuit in cylinder 4 glow plug (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
3418-ECU Power stages: SCB error on the Turbocharger PWM output power stage (*) . . . . . . . . . . . 250
3419-ECU Power stages: SCG error on the Turbocharger PWM output power stage (*) . . . . . . . . . . . 252
3420-CAN Bus Received frames: DFC of Auxiliary Engine Shutdown Switch Message (*) . . . . . . . . . 254
3425-Turbocharger: Over boost deviation at P2 too high in pressure charger regulator (*) . . . . . . . . . 255
3427-Diesel particulate filter (DPF): Signal range check flow resistance of the particulate filter - low (*) 256
3430-EGR Inducement less severe derating level (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
3431-Exhaust Gas Recirculation (EGR) inducement most severe derating level (*) . . . . . . . . . . . . . . . . 258
3432-Exhaust Gas Recirculation (EGR) inducement warning (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
3433-Diesel Particulate Filter (DPF) inducement less severe derating level (*) . . . . . . . . . . . . . . . . . . . . 260
3434-Diesel Particulate Filter (DPF) inducement most severe derating level (*) . . . . . . . . . . . . . . . . . . . 261
3435-Diesel Particulate Filter (DPF) inducement warning (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
3517-Ambient air temperature sensor failure (of humidity sensor) - signal too high (*) . . . . . . . . . . . . . 263
3518-Ambient air temperature sensor failure (of humidity sensor) - signal too low (*) . . . . . . . . . . . . . . 264
3616-Torque limitation due to turbo charger protection high altitude operation related (*) . . . . . . . . . . . 265

(*) See content for specific models

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 3650-Battery voltage: SRC high for battery voltage sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
3651-Battery voltage: SRC low for battery voltage sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
3652-CAN Bus: Bus off of CAN node A (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
3655-Torque limitation, Engine protection: General report of the event of torque limitations (*) . . . . . . 272
3656-Torque limitation, Engine protection: Torque limitation caused by particulate filter (*) . . . . . . . . . 273
3657-Timeout Error of CAN-Receive-Frame CM1BC (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
3665-Permanent governor deviation for valve (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
3666-Permanent governor deviation for valve (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
3667-Open load error for power stage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
3668-Over temperature error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
3669-Short circuit to battery on Out1 error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
3670-Short circuit to battery on Out2 error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
3671-Short circuit to ground on Out1 error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
3672-Short circuit to ground on Out2 error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
3673-Short circuit over load error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
3674-Under voltage error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
3675-DFC for long time valve drift at closed position (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
3676-DFC for valve position sensor voltage SRC high (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
3677-DFC for valve position sensor voltage SRC low (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
3680-Injection cut off: Injection cut off demand (ICO) for shut off coordinator (*) . . . . . . . . . . . . . . . . . . 295
3684-Exhaust manifold temperature is higher than expected (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
3688-Water sensor in the fuel filter: WIF sensor check is failed (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
3689-Faulty diagnostic data transmission or protocol error (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
3691-No load error for low voltage system (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
3692-Over temperature error on ECU power stage for glow plug low voltage system (*) . . . . . . . . . . . 301
3693-Short circuit to battery error for low voltage system (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
3694-Short circuit to ground error for low voltage system (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
3699-EEPROM: Error in EEPROM block EEPData1, SD correction can not be calculated (*) . . . . . . . 306
3703-Injection control: check of minimum rail pressure (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307
3704-Injector adjustment programming: Check of missing injector adjustment value programming (*) 308
3705-Injector adjustment programming: check of missing injector adjustment value programming (*) 309
3706-Injector adjustment programming: Check of missing injector adjustment value programming (*) 310
3707-Lambda sensor: Open circuit at the lambda sensor Nernst cell pin (*) . . . . . . . . . . . . . . . . . . . . . . 311
3708-Lambda sensor: Open circuit at the lambda sensor pump current pin (*) . . . . . . . . . . . . . . . . . . . . 313
3709-Lambda sensor: Open circuit at the lambda sensor virtual ground pin (*) . . . . . . . . . . . . . . . . . . . 315
3711-SCB error of the LSU Heater Power stage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
3712-Lambda sensor: SCG error of the LSU heater power stage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
3713-Lambda sensor: Open Load error of the LSU Heater Power stage (*) . . . . . . . . . . . . . . . . . . . . . . 321
3714-Lambda sensor: Fault code to indicate SRC High error for O2 calibration (*) . . . . . . . . . . . . . . . . 322
3715-Lambda sensor: SRC Low error for O2 calibration (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
3716-Lambda sensor: O2 value above the max threshold (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326

(*) See content for specific models

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 3720-Lambda sensor: low battery voltage at the SPI chip (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
3721-Lambda sensor: Fault check to indicate SPI chip error of lambda sensor (*) . . . . . . . . . . . . . . . . . 329
3722-Lambda sensor: LSU sensor temperature Ri exceeds the maximum limit (*) . . . . . . . . . . . . . . . . 330
3723-Lambda sensor: LSU sensor temperature Ri is below the minimum limit (*) . . . . . . . . . . . . . . . . . 331
3724-Lambda sensor: Short to battery at IA, IP, UN, VG (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
3725-Lambda sensor: Short to ground at IA, IP, UN, VG (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
3727-Low oil viscosity (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
3728-Too low oil viscosity (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
3735-Fuel Metering Unit: over temperature of device driver of metering unit (*) . . . . . . . . . . . . . . . . . . . 336
3738-ECU Internal: Diagnostic fault check (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
3739-Power stages, Injector: Loss of synchronization sending bytes to the MM from CPU (*) . . . . . . . 339
3740-Power stages, Injector: DFC to set a torque limitation once an error is detected before MoCSOP's
error reaction is set (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
3741-Power stages, Injector: Wrong set response time (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
3742-Power stages, Injector: Too many SPI errors during MoCSOP execution (*) . . . . . . . . . . . . . . . . . 342
3743-Power stages, Injector : Diagnostic fault check to report the error in under voltage monitoring (*) 343
3744-Power stages, injector: Diagnostic fault check to report the error in over voltage monitoring [ECU]
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
3745-Power stages, Injector: Diagnostic fault check to report that WDA is not working (*) . . . . . . . . . . 345
3746-Power stages, Injector: OS timeout in shutoff path test. Failure setting the alarm task period. (*) 346
3747-Power stages, Injector: Diagnostic fault check to report that the positive test failed (*) . . . . . . . . 347
3748-Power stages, Injector : Diagnostic fault check to report the timeout in the shutoff path test (*) 348
3750-Injection control: Error in the plausibility of the injection energizing time (*) . . . . . . . . . . . . . . . . . . 349
3751-Injection control : Error in the plausibility of the start of energizing angles (*) . . . . . . . . . . . . . . . . 350
3752-Zero Fuel Calibration (ZFC): Error in the plausibility of the energizing times of the zero fuel quantity
calibration (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
3753-Level 2 Monitoring: Diagnostic fault check to report the error due to injection quantity correction (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
3754-Level 2 Monitoring : Diagnostic fault check to report the plausibility error in rail pressure monitoring
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
3755-Level 2 Monitoring : Diagnostic fault check to report the error due to torque comparison (*) . . . 354
3756-Level 2 Monitoring: Diagnosis fault check to report the demand for normal mode due to an error in
the post injection 2 quantity (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
3757-Level 2 Monitoring: Diagnosis fault check to report the error to demand for an ICO due to an error
in the post injection 2 shut-off (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
3758-Level 2 Monitoring: Diagnosis fault check to report the error to demand for an ICO due to an error
in the post injection 3 efficiency factor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
3759-Level 2 Monitoring: Diagnosis of current path limitation forced by Engine Control Unit (ECU) moni-
toring level 2 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
3760-Level 2 Monitoring: Diagnosis air path limitation due to a functional control unit monitoring forced by
Engine Control Unit (ECU) monitoring level 2 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
3761-Level 2 Monitoring: Diagnosis quantity path limitation due to a functional control unit monitoring (level
2) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
3762-Level 2 monitoring: Reported overvoltage of supply (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
3763-Level 2 Monitoring : Reported under voltage of supply (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363

(*) See content for specific models

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 3764-Main Relay: Early opening defect of main relay (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
3767-ECU internal: Diagnostic fault check to report 'WDA active' due to errors in query-/response com-
munication (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
3768-ECU Internal : Diagnostic fault check to report 'ABE active' due to under voltage detection (*) . 368
3769-ECU Internal: Diagnostic fault check to report 'ABE active' due to overvoltage detection (*) . . . 369
3770-ECU internal: Diagnostic fault check to report 'WDA/ABE active' due to unknown reason (*) . . 370
3773-Turbocharger: Underboost detected in pressure charger regulator (*) . . . . . . . . . . . . . . . . . . . . . . 371
3789-Regeneration duration exceeds maximum allowed duration [ECU] (*) . . . . . . . . . . . . . . . . . . . . . . 373
3794-Intake air pressure sensor: Plausibility check for air pressure at the upstream of intake valve sensor
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374
3795-Intake air pressure sensor: Plausibility check for air pressure at the upstream of intake valve sensor
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
3799-Pressure Relief valve: pressure relief valve is forced to open, perform pressure shock (*) . . . . . 376
3800-Pressure relief valve: Quantity balance check if a successful PRV opening is ensured (*) . . . . . 377
3801-Turbine upstream pressure sensor: SRC high for turbine upstream pressure sensor (*) . . . . . . 378
3802-Turbine upstream pressure sensor: SRC low for turbine upstream pressure sensor (*) . . . . . . . 380
3803-ECU internal: Error R2S2 module (low level chip driver for the power stage chips) (*) . . . . . . . . 382
3808-Fuel Metering Unit: set point of metering unit in idle mode not plausible (*) . . . . . . . . . . . . . . . . . . 383
3810-Fuel pressure sensor: Rail pressure raw value is intermittent (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
3811-ECU sensor supply monitor : ECU internal: Error sensor supplies 1 (*) . . . . . . . . . . . . . . . . . . . . . 385
3812-Physical range check high for ECU temperature sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
3813-Physical range check low for ECU temperature sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
3814-ECU temperature sensor: SPI error ECU temperature sensor (LM71) (*) . . . . . . . . . . . . . . . . . . . 389
3818-Open load error for power stage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
3820-Over temperature error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
3821-Short circuit to battery on Out1 error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
3822-Short circuit to battery on Out2 error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
3823-Short circuit to ground on Out1 error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
3824-Short circuit to ground on Out2 error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
3825-Short circuit over load error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
3827-Under voltage error for H-bridge (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
3834-ECU Power stages: Throttle valve actuator power stage: SRC High (*) . . . . . . . . . . . . . . . . . . . . . 403
3835-ECU Power stages: Throttle valve actuator power stage: SRC low (*) . . . . . . . . . . . . . . . . . . . . . . 404
3838-Oxidation catalyst upstream temperature shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . 405
3839-Oxidation catalyst upstream temperature shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . 407
3840-Diesel particulate filter upstream temperature sensor shorted to high source (*) . . . . . . . . . . . . . 409
3841-Diesel particulate filter upstream temperature sensor shorted to low source (*) . . . . . . . . . . . . . . 410
3842-Turbine upstream temperature sensor shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 411
3843-Turbine upstream temperature sensor shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
3844-Zero fuel calibration by lambda (ZFL) : DFC reporting error state on comparing energizing time to
max value injector 1 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
3845-Zero fuel calibration by lambda (ZFL) : DFC reporting error state on comparing energizing time to
max value injector 2 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416

(*) See content for specific models

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 3846-Zero fuel calibration by lambda (ZFL) : DFC reporting error state on comparing energizing time to
max value injector 3 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
3847-Zero fuel calibration by lambda (ZFL) : DFC reporting error state on comparing energizing time to
max value injector 4 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418
3848-Zero fuel calibration by lambda (ZFL) : DFC reporting error state on comparing energizing time to
min value injector 1 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
3849-Zero fuel calibration by lambda (ZFL) : DFC reporting error state on comparing energizing time to
min value injector 2 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420
3850-Zero fuel calibration by lambda (ZFL) : DFC reporting error state on comparing energizing time to
min value injector 3 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
3851-Zero fuel calibration by lambda (ZFL) : DFC reporting error state on comparing energizing time to
min value injector 4 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
3870-CAN message not received from Vehicle Controller (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
3899-Info: Engine temperature exceeded pre-warn level (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
3900-Info: Engine temperature exceeded warn level (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
3906-Injector: Number of injections is limited by quantity balance of high pressure pump (*) . . . . . . . . 426
3910-Fuel metering unit: Error check for loose contact between metering unit and ECU (*) . . . . . . . . . 427
3915-Pressure Relief Valve: Averaged rail pressure is outside the expected range with open PRV (*) 428
3916-Pressure Relief Valve: Open time of PRV for wear out monitoring had exceeded maximum value (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429
3978-Signal range check for flow resistance of the diesel particulate filter - high (Level 2 of PFlt Over-
loaded) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
3979-Signal range check for flow resistance of the diesel particulate filter - very high (Level 3 of PFlt Over-
loaded) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431
4351-Power supply fault on Quick Coupler Solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 432
4352-Short circuit to battery on Quick coupler solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . 433
4353-Open circuit on Quick coupler solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
4354-Short circuit to ground on Quick coupler solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . 435
4355-Low current on Quick coupler solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
4411-Power supply fault on High Flow solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437
4412-Short circuit to battery on High flow solenoid (PWM) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 438
4413-Open circuit on High flow solenoid (PWM) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439
4414-Short circuit to ground on High Flow solenoid (PWM) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 440
4415-Low current on High Flow solenoid (PWM) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441
4421-Power supply fault on High Flow unlock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . 442
4422-Short circuit to battery on High Flow unlock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . 443
4423-Open circuit on High Flow unlock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
4424-Short circuit to ground on High Flow unlock solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . 445
4425-Low current on High Flow solenoid (PWM) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
4429-Flow knob signal value out of range [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
4431-Power supply fault on High Flow LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
4432-Short circuit to battery on High Flow LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
4433-Open circuit on High Flow LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
4434-Short circuit to ground on High Flow LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451

(*) See content for specific models

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 4435-Low current on High Flow LED (CMB) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
4451-Power supply fault on 3rd/4th switching solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . 453
4452-Short circuit to battery on 3rd/4th switching solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . 454
4453-Open circuit on 3rd/4th switching solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
4454-Short circuit to ground on 3rd/4th switching solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . 456
4455-Low current on 3rd/4th switching solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
4461-Power supply fault on 3rd function solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . 458
4462-Short circuit to battery on 3rd function solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . 459
4463-Open circuit on 3rd switching solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
4464-Short circuit to ground on 3rd switching solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . 462
4465-Low current on 3rd Function Solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
4479-Proportional roller signal out of range [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
4480-Plausibility check failed on current values for 3rd function [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . 467
4481-Power supply fault on 3rd function return solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . 468
4482-Short circuit to battery on 3rd function return solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . 469
4483-Open circuit on 3rd function return solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . 470
4484-Short circuit to ground on 3rd function return solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . 472
4485-Low current on 3rd function return solenoid (PWM/HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . 474
4701-Power supply fault on Ride Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
4702-Short circuit to battery on Ride Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 476
4703-Open circuit on Ride Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 477
4704-Short circuit to ground on Ride Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 478
4705-Low current on Ride Control solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479
4751-Power supply fault on Return-to-dig solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 480
4752-Short circuit to battery on Return-to-dig solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . 481
4753-Open circuit on Return-to-dig solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 482
4754-Short circuit to ground on Return-to-dig solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . 483
4755-Low current on Return-to-dig solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
4759-Return-to-dig (RTD) pressure sensor signal out of range [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . 485
4801-Power supply fault on Unlock Floating/Ride Control solenoid 1 (HSD) [UCM] (*) . . . . . . . . . . . . . 486
4802-Short circuit to battery on Unlock Floating/Ride Control solenoid 1 (HSD) [UCM] (*) . . . . . . . . . . 487
4803-Open circuit on Unlock Floating/Ride Control solenoid 1 (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . 488
4804-Short circuit to ground on Unlock Floating/Ride Control solenoid 1 (HSD) [UCM] (*) . . . . . . . . . . 489
4805-Low current on Unlock Floating/Ride Control solenoid 1 (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . 490
4811-Power supply fault on Unlock Floating/Ride Control solenoid 2 (HSD) [UCM] (*) . . . . . . . . . . . . . 491
4812-Short circuit to battery on Unlock Floating/Ride Control solenoid 2 (HSD) [UCM] (*) . . . . . . . . . . 492
4813-Open circuit on Unlock Floating/Ride Control solenoid 2 (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . 493
4814-Short circuit to ground on Unlock Floating/Ride Control solenoid 2 (HSD) [UCM] (*) . . . . . . . . . . 494
4815-Low current on Unlock Floating/Ride Control solenoid 2 (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . 495
4850-Plausibility check failed on Floating Pressor Sensor A and B signals (pressure detected on both
directions) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496

(*) See content for specific models

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 4851-Power supply fault on Floating solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 497
4852-Short circuit to battery on Floating solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 498
4853-Open circuit on Floating solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 499
4854-Short circuit to ground on Floating solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500
4855-Low current on Floating solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
4858-Floating Pressure Sensor A (down) signal out of range [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 502
4859-Floating Pressure Sensor B (down) signal out of range [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 503
4901-Power supply fault on Main Hydraulics Solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 504
4902-Short circuit to battery on Main Hydraulics Solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . 505
4903-Open circuit on Main Hydraulics Solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506
4904-Short circuit to ground on Main Hydraulics Solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . 507
4905-Low current on Main Hydraulics Solenoid (HSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
4912-Short circuit to battery on Main Hydraulics Solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . 509
4913-Open circuit on Main Hydraulics Solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
4914-Short circuit to ground on Main Hydraulics Solenoid (LSD) [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . 511
4920-Plausibility check failed on Main Hydraulics Switch [UCM] (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 512
19191-Can Bus reiceved frames: CAN – Reiceve – Frame CCSSBC timeouts (*) . . . . . . . . . . . . . . . . . 513
19192-Can Bus reiceved frames: CAN – Reiceve – Frame CCVSV timeout (*) . . . . . . . . . . . . . . . . . . . 514

(*) See content for specific models

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 Electrical systems - FAULT CODES

2741-Power supply fault on Differential Lock solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
The error code on HSD Power supply is linked to the error code on relevant Power rail. The error can be displayed
after the execution of the remedial action for the power rail fault, if reset with key cycle is not performed.

Possible failure modes:

1. Faulty fuse F-015 ( 5 A).

Solution:

1. Replace the fuse F-015 ( 5 A) on the Fuse module.

LEIL15CWL0004EA 1

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 Electrical systems - FAULT CODES

2742-Open circuit on Differential lock solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the error on the Differential lock solenoid supply line.

Solution:

1. Verify configuration /variant setting allignment.

2. Verify presence of the electrical connections of Differential lock solenoid.
3. Check using EST if the option has been configured.
4. Check the connections: X-03A-1; X-300P-C10; X-083.
5. Check the continuity from X-03A-1 (UCM) to X-083-1 (valve).
6. Check the continuity from X-083-2 to ground.

LEIL15CWL0037EA 1

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 Electrical systems - FAULT CODES

2743-Short circuit to battery on Differential lock solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the Differential lock solenoid supply line with function not active.

Solution:

1. Check if the connection X-03A-1 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-300-C10 is shorted to battery ( 12 V).
3. Check if the connection X-083-1 of the valve Y-010 is shorted to battery ( 12 V).

LEIL15CWL0037EA 1

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 Electrical systems - FAULT CODES

2744-Short circuit to ground on Differential lock solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on Differential lock supply line.

Solution:

1. Check if the connection X-03A-1 of UCM is shorted to ground.

2. Check if the connection X-300-C10 is shorted to ground.
3. Check if the connection X-083-1 of the valve Y-010 is shorted to ground.

LEIL15CWL0037EA 1

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 Electrical systems - FAULT CODES

2745-Low current on Differential lock solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the Differential lock supply line.

Solution:

1. Check the connection X-03A-1 of UCM.

2. Check the connection X-300P-C10.
3. Check the connection X-083-1-2 of the valve Y-010.
4. Check the solenoid valve Y-010.

LEIL15CWL0037EA 1

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 Electrical systems - FAULT CODES

2751-Power supply fault on Forward solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
The error code on HSD Power supply is linked to the error code on relevant Power rail. The error can be displayed
after the execution of the remedial action for the power rail fault, if reset with key cycle is not performed.

Possible failure modes:

1. Faulty fuse F-005 ( 5 A).

Solution:

1. Replace the fuse F-005 ( 5 A) on the fuse module.

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2752-Short circuit to battery on Forward solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the Forward solenoid supply line with function not active.

Solution:

1. Check if the connection X-04A-19 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-200-F5/F12 is shorted to battery ( 12 V).
3. Check if the connection X-087-1-2 of solenoid Y-001 (valve) is shorted to battery ( 12 V).
4. Check if the connection X-01A-22 of UCM is shorted to battery ( 12 V).

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2753-Open circuit on Forward solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on the Forward solenoid supply line.

Solution:

1. Check the connection X-04A-19 of UCM.

2. Check the connection X-200-F5/F12.
3. Check the connection X-087-1-2 of solenoid Y-001 (valve).
4. Check the connection X-01A-22 of UCM.

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2754-Short circuit to ground on Forward solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the Forward supply line.

Solution:

1. Check if the connection X-04A-19 of UCM is shorted to ground.

2. Check if the connection X-200-F5 is shorted to ground.
3. Check if the connection X-087-1 of the solenoid Y-001 (valve) is shorted to ground.

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 Electrical systems - FAULT CODES

2755-Low current on Forward solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
UCM has detected a low current on the Forward supply line.

Solution:

1. Check the connections X-0419 and X-01A-22 of UCM.

2. Check the connection X-200-F-05-12.
3. Check the connection X-087-1-2 (valve).
4. Check the solenoid valve Y-001.

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 Electrical systems - FAULT CODES

2760-Plausibility check failed on FNR rocker Switch (Forward and

Reverse command both active)
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected no plausibility between Forward and Reverse command.

Possible failure modes:

1. Pins 3 and 6 of X-022B (UCM connector) are both shorted to ground.

2. Faulty UCM.

Solution:

1. Check the FNR switch (A). If the FNR switch (A) is faulty, replace the FNR switch (A).
2. Check the connection between X-022B-3 and X-02B-13.
3. Check the connection between X-022B-6 and X-04A-22.

A. If the fault is still present, continue with 4.

4. UCM does not work properly. Replace the UCM.

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2761-Power supply fault on Reverse solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
The error code on HSD Power supply is linked to the error code on relevant Power rail. The error can be displayed
after the execution of the remedial action for the power rail fault, if reset with key cycle is not performed.

Possible failure modes:

1. Faulty fuse F-006 ( 5 A).

Solution:

1. Replace the fuse F-006 ( 5 A) on the Fuse module.

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 Electrical systems - FAULT CODES

2762-Short circuit to battery on Reverse solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the Forward solenoid supply line with function not active.

Solution:

1. Check if the connection X-03A-22 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-200-E12/B10 is shorted to battery ( 12 V).
3. Check if the connection X-086-1-2 of solenoid Y-002 (valve) is shorted to battery ( 12 V).
4. Check if the connection X-01A-13 of UCM is shorted to battery ( 12 V).

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2763-Open circuit on Reverse solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the error on the Reverse solenoid (HSD).

Solution:

1. Check the connection X-03A-22 of UCM.

2. Check the connection X-200-E12/B10.
3. Check if the connection X-086-1-2 of solenoid Y-002 (valve).
4. Check the connections: X-01A-13 of UCM.

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 Electrical systems - FAULT CODES

2764-Short circuit to ground on Reverse solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on Reverse supply line.

Solution:

1. Check if the connection X-03A-22 of UCM is shorted to ground.

2. Check if the connection X-200-E12 is shorted to ground.
3. Check if the connection X-086-1 of the valve Y-002 is shorted to ground.

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 Electrical systems - FAULT CODES

2765-Low current on Reverse solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the Reverse solenoid supply line.

Solution:

1. Check the connection X-03A-22 and X-01A-13 of UCM.

2. Check the connection X-200-E12/B10.
3. Check the connection X-086-1-2 of the valve Y-002.
4. Check the solenoid valve Y-002.

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2772-Short circuit to battery on Forward solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the Forward solenoid supply line with function not active.

Solution:

1. Check if the connection X-04A-19 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-200-F5/F12 is shorted to battery ( 12 V).
3. Check if the connection X-087-1-2 of solenoid Y-001 (valve) is shorted to battery ( 12 V).
4. Check if the connection X-01A-22 of UCM is shorted to battery ( 12 V).

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2773-Open circuit on Forward solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on the Forward solenoid supply line.

Solution:

1. Check the connection X-04A-19 of UCM.

2. Check the connection X-200-F5/F12.
3. Check the connection X-087-1-2 of solenoid Y-001 (valve).
4. Check the connection X-01A-22 of UCM.

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2774-Short circuit to ground on Forward solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the Forward supply line.

Solution:

1. Check if the connection X-04A-19 of UCM is shorted to ground.

2. Check if the connection X-200-F5 is shorted to ground.
3. Check if the connection X-087-1 of the solenoid Y-001 (valve) is shorted to ground.

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2782-Short circuit to battery on Reverse solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the Forward solenoid supply line with function not active.

Solution:

1. Check if the connection X-03A-22 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-200-E12/B10 is shorted to battery ( 12 V).
3. Check if the connection X-086-1-2 of solenoid Y-002 (valve) is shorted to battery ( 12 V).
4. Check if the connection X-01A-13 of UCM is shorted to battery ( 12 V).

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2783-Open circuit on Reverse Solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on Reverse solenoid supply line.

Solution:

1. Check the connection X-03A-22 of UCM.

2. Check the connection X-200-E12/B10.
3. Check if the connection X-086-1-2 of solenoid Y-002 (valve).
4. Check the connections: X-01A-13 of UCM.

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2784-Short circuit to ground on Reverse solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on Reverse supply line.

Solution:

1. Check if the connection X-03A-22 of UCM is shorted to ground.

2. Check if the connection X-200-E12 is shorted to ground.
3. Check if the connection X-086-1 of the valve Y-002 is shorted to ground.

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2791-Power supply fault on Direction control solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
The error code on HSD Power supply is linked to the error code on relevant Power rail. The error can be displayed
after the execution of the remedial action for the power rail fault, if reset with key cycle is not performed.

Possible failure modes:

1. Faulty fuse F-015 ( 5 A).

Solution:

1. Replace the fuse F-015 ( 5 A) on the Fuse module.

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2792-Short circuit to battery on Direction Control solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the Direction Control solenoid supply line with function not active.

Solution:

1. Verify the machine configuration and the variant setting alignment.

2. Check if the connection X-03A-4 of UCM is shorted to battery ( 12 V).
3. Check if the connection X-300-D1 is shorted to battery ( 12 V).
4. Check if the connection X-089-1 of solenoid Y-004 (valve) is shorted to battery ( 12 V).

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2793-Open circuit on Direction Control solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on the Direction Control solenoid supply line..

Solution:

1. Check the connection X-03A-4 of UCM.

2. Check the connection X-300-D1.
3. Check if the connection X-089-1-2 of solenoid Y-004 (valve).

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2794-Short circuit to ground on Direction Control solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the Direction Control supply line.

Solution:

1. Check if the connection X-03A-4 of UCM is shorted to ground.

2. Check if the connection X-300-D1 is shorted to ground.
3. Check if the connection X-089-1 of the solenoid valve is shorted to ground.

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2795-Low current on Direction Control solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the Direction Control solenoid supply line.

Solution:

1. Check the connection X-03A-4 of UCM.

2. Check the connection X-300-D1.
3. Check the connection X-089-1 of the valve Y-004.
4. Check the solenoid valve Y-004.

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2801-Power supply fault on Turtle/Rabbit solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
The error code on HSD Power supply is linked to the error code on relevant Power rail. The error can be displayed
after the execution of the remedial action for the power rail fault, if reset with key cycle is not performed.

Possible failure modes:

1. Faulty fuse F-004 ( 5 A).

Solution:

1. Replace the fuse F-004 ( 5 A) on the Fuse module.

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2802-Short circuit to battery on Turtle/Rabbit solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the Turtle/Rabbit solenoid supply line with function not active.

Solution:

1. Check if the connection X-01A-24 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-300-C8 is shorted to battery ( 12 V).
3. Check if the connection X-088-1 of solenoid Y-012 (valve) is shorted to battery ( 12 V).

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2803-Open circuit on Turtle/Rabbit solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on the Turtle/Rabbit solenoid supply line.

Solution:

1. Check the connection X-01A-24 of UCM.

2. Check the connection X-300-C8.
3. Check the connection X-088-1-2 of the solenoid Y-012 (valve).

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2804-Short circuit to ground on Turtle/Rabbit (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the Turtle/Rabbit supply line.

Solution:

1. Check if the connection X-01A-24 of UCM is shorted to ground.

2. Check if the connection X-300-C8 is shorted to ground.
3. Check if the connection X-088-1 of the solenoid valve Y-012 is shorted to ground.

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 Electrical systems - FAULT CODES

2805-Low current on Turtle/Rabbit solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the Turtle/Rabbit solenoid supply line.

Solution:

1. Check the connection X-01A-24 of UCM.

2. Check the connection X-300-C8.
3. Check the connection X-088-1 of the valve Y-012.
4. Check the solenoid valve Y-012.

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2811-Power supply fault on 1st gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
The error code on HSD Power supply is linked to the error code on relevant Power rail. The error can be displayed
after the execution of the remedial action for the power rail fault, if reset with key cycle is not performed.

Possible failure modes:

1. Faulty fuse F-014 ( 7.5 A).

Solution:

1. Replace the fuse F-014 ( 7.5 A) on the Fuse module.

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2812-Short circuit to battery on 1st Gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the 1st Gear solenoid supply line with function not active.

Solution:

1. Check if the connection X-03B-32 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-300-C1 is shorted to battery ( 12 V).
3. Check if the connection X-084-1 of solenoid Y-011 (valve) is shorted to battery ( 12 V).

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2813-Open circuit on 1st Gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on the 1st Gear solenoid supply line.

Solution:

1. Check the connection X-01A-24 of UCM.

2. Check the connection X-300-C1/B1.
3. Check the connection X-084-1-2 of solenoid Y-011 (valve).
4. Check the connection X-02B-7 of UCM.

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2814-Short circuit to ground on 1st Gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the 1st Gear supply line.

Solution:

1. Check if the connection X-03B-32 of UCM is shorted to ground.

2. Check if the connection X-300-C1 is shorted to ground.
3. Check if the connection X-084-1 of the solenoid valve Y-011 is shorted to ground.

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2815-Low current on 1st Gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the 1st Gear solenoid supply line.

Solution:

1. Check the connection X-03B-32 of UCM.

2. Check the connection X-300-C1.
3. Check the connection X-084-1 of the valve Y-011.
4. Check the solenoid valve Y-011.

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2820-Plausibility check failed on 1st and 2nd gear command

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected no plausibility between 1st and 2nd gear command.

Possible failure modes:

1. Pin X-02B-25 or X-02B-7 of UCM is shorted to ground.

2. Faulty UCM.

Solution:

1. Check the pins X-02B-25 and X-02B-7.

2. UCM does not work properly. Replace the UCM.

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2821-Power supply fault on 2nd gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
The error code on HSD Power supply is linked to the error code on relevant Power rail. The error can be displayed
after the execution of the remedial action for the power rail fault, if reset with key cycle is not performed.

Possible failure modes:

1. Faulty fuse F-013 ( 5 A).

Solution:

1. Replace the fuse F-013 ( 5 A) on the Fuse module.

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2822-Short circuit to battery on 2nd Gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the 1st Gear solenoid supply line with function not active.

Solution:

1. Check if the connection X-02B-25 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-300-C5 is shorted to battery ( 12 V).
3. Check if the connection X-085-1 of solenoid Y-017 (valve) is shorted to battery ( 12 V).

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 Electrical systems - FAULT CODES

2823-Open circuit on 2nd Gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on the 2nd Gear solenoid (HSD) supply line.

Solution:

1. Check the connection X-02B-25 of UCM.

2. Check the connection X-300-C3/C5.
3. Check the connection X-085-1-2 of solenoid Y-017 (valve).
4. Check the connection X-03A-25 of UCM.

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 Electrical systems - FAULT CODES

2824-Short circuit to ground on 2nd Gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the 2nd Gear supply line.

Solution:

1. Check if the connection X-02B-25 of UCM is shorted to ground.

2. Check if the connection X-300-C5 is shorted to ground.
3. Check if the connection X-085-1-2 of the solenoid valve Y-017 is shorted to ground.

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 Electrical systems - FAULT CODES

2825-Low current on 2nd Gear solenoid (HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the 2st Gear solenoid supply line.

Solution:

1. Check the connection X-02B-25 of UCM.

2. Check the connection X-03A-25 of UCM.
3. Check the connection X-300-C3 and C5.
4. Check the connection X-085-1 (valve).
5. Check the solenoid valve Y-017.

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 Electrical systems - FAULT CODES

2832-Short circuit to battery on 1st Gear solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the 1st Gear solenoid supply line with function not active.

Solution:

1. Check if the connection X-03B-32 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-300-C1 is shorted to battery ( 12 V).
3. Check if the connection X-084-1 of solenoid Y-011 (valve) is shorted to battery ( 12 V).

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 Electrical systems - FAULT CODES

2833-Open circuit on 1st Gear solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on the 1st Gear solenoid supply line.

Solution:

1. Check the connection X-01A-24 of UCM.

2. Check the connection X-300-C1/B1.
3. Check the connection X-084-1-2 of solenoid Y-011 (valve).
4. Check the connection X-02B-7 of UCM.

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 Electrical systems - FAULT CODES

2834-Short circuit to ground on 1st Gear solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the 1st Gear supply line.

Solution:

1. Check if the connection X-03B-32 of UCM is shorted to ground.

2. Check if the connection X-300-C1 is shorted to ground.
3. Check if the connection X-084-1 of the solenoid valve Y-011 is shorted to ground.

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 Electrical systems - FAULT CODES

2842-Short circuit to battery on 2nd Gear solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the 1st Gear solenoid supply line with function not active.

Solution:

1. Check if the connection X-02B-25 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-300-C5 is shorted to battery ( 12 V).
3. Check if the connection X-085-1 of solenoid Y-017 (valve) is shorted to battery ( 12 V).

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 Electrical systems - FAULT CODES

2843-Open circuit on 2nd Gear solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected the open circuit on the 2nd Gear solenoid (HSD) supply line.

Solution:

1. Check the connection X-02B-25 of UCM.

2. Check the connection X-300-C3/C5.
3. Check the connection X-085-1-2 of solenoid Y-017 (valve).
4. Check the connection X-03A-25 of UCM.

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 Electrical systems - FAULT CODES

2844-Short circuit to ground on 2nd Gear solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the 2nd Gear supply line.

Solution:

1. Check if the connection X-02B-25 of UCM is shorted to ground.

2. Check if the connection X-300-C5 is shorted to ground.
3. Check if the connection X-085-1 of the solenoid valve Y-017 is shorted to ground.

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 Electrical systems - FAULT CODES

2851-Power supply fault on 1st Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected power supply missing on 1st Gear LED line.

Solution:

1. Check the continuity between X-033-8 of the switch connector and X-04B-29 of UCM connector.
2. Check the continuity between X-033-7 of the switch connector and ground.
3. Check the LED diode.
4. With the 1st Gear switch active, check the voltage on pin X-033-8.

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 Electrical systems - FAULT CODES

2852-Short circuit to battery on 1st Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit 1st Gear LED supply line ( X-04B-29 UCM).

Solution:

1. Check if the pin X-04B-29 is shorted to battery ( 12 V).

2. Check if the pin X-033-8 of the switch S-006 is shorted with the pin X-030-2.

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 Electrical systems - FAULT CODES

2853-Open circuit on 1st Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected an open circuit on the 1st Gear LED supply line.

Solution:

1. Check the pin X-033-8 of the switch S-006.

2. Check the pin X-04B-29 of the UCM.
3. Check the connection between X-033-8 and X-04B-29 (wire CA-2000).

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 Electrical systems - FAULT CODES

2854-Short circuit to ground on 1st Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the 1st Gear LED supply line.

Solution:

1. Check if the pin X-04B-29 is shorted to ground.

2. Check if the pin X-033-8 of the switch S-006 is shorted with the pin X-033-7.

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 Electrical systems - FAULT CODES

2855-Low current on 1st Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the 1st Gear LED supply line (LED is not normally lighted).

Solution:

1. Check the connection between X-033-8 and X-04B-29 (wire CA-2000).

2. Check the connection between X-033-7 and ground (wire CA-G106).

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 Electrical systems - FAULT CODES

2861-Power supply fault on 2nd Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected power supply missing on 2nd Gear LED line.

Solution:

1. Check the continuity between X-033-10 of the switch connector and X-04B-4 of UCM connector.
2. Check the continuity between X-033-9 of the switch connector and ground.
3. Check the LED diode.
4. With the 2nd Gear switch active, check the voltage on the pin X-033-10.

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 Electrical systems - FAULT CODES

2862-Short circuit to battery on 2nd Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit 2nd Gear LED supply line ( X-04B-4 UCM).

Solution:

1. Check if the pin X-04B-4 is shorted to battery ( 12 V).

2. Check if the pin X-033-10 of the switch S-006 is shorted with the pin X-033-2.

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 Electrical systems - FAULT CODES

2863-Open circuit on 2nd Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected an open circuit on the 2nd Gear LED supply line.

Solution:

1. Check the pin X-033-10 of the switch S-006.

2. Check the pin X-04B-4 of the UCM.
3. Check the connection between X-033-10 and X-04B-29 (wire CA-2003).

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 Electrical systems - FAULT CODES

2864-Short circuit to ground on 2nd Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the 2nd Gear LED supply line.

Solution:

1. Check if the pin X-04B-4 is shorted to ground.

2. Check if the pin X-033-10 of the switch S-006 is shorted with the pin X-033-9.

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 Electrical systems - FAULT CODES

2865-Low current on 2nd Gear LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the 2nd Gear LED supply line (LED is not normally lighted).

Solution:

1. Check the connection between X-033-10 and X-04B-4 (wire CA-2003).

2. Check the connection between X-033-9 and ground (wire CA-G107).

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2870-Plausibility check failed on Creep speed Plus/Mem-Minus

switch command
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected no plausibility between Creep speed Plus/Mem-Minus switch command.

Possible failure modes:

1. Pin X-03B-19 or X-02B-29 of UCM is shorted to ground.

2. Faulty UCM.

Solution:

1. Check the Creep speed Plus/Mem-Minus switch (A). If the Creep speed Plus/Mem-Minus switch (A) is faulty,
replace the Creep speed Plus/Mem-Minus switch (A).
2. Check the connection between X-044-1 and X-03B-29.
3. Check the connection between X-044-3 and X-03B-19.
4. UCM does not work properly. Replace the UCM.

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 Electrical systems - FAULT CODES

2871-Power supply fault on Creep Speed LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected power supply missing on the Creep Speed LED line.

Solution:

1. Check the continuity between X-031-8 of the switch connector and X-04B-28 of the UCM connector.
2. Check the continuity between X-031-7 of the switch connector and ground.
3. Check the LED diode.
4. With the Creep speed switch active, check the voltage on pin X-031-8.

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 Electrical systems - FAULT CODES

2872-Short circuit to battery on Creep Speed LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit Creep Speed LED supply line ( X-04B-28 UCM).

Solution:

1. Check if the pin X-04B-28 is shorted to battery ( 12 V).

2. Check if the pin X-031-8 of the switch S-022 is shorted with the pin X-031-7.

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 Electrical systems - FAULT CODES

2873-Open circuit on Creep Speed LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected an open circuit on the Creep Speed LED supply line.

Solution:

1. Check the pin X-031-8 of the switch S-022.

2. Check the pin X-04B-28 of the UCM.
3. Check the connection between X-031-8 and X-04B-28 (wire CA-2016).

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 Electrical systems - FAULT CODES

2874-Short circuit to ground on Creep Speed LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the Creep Speed LED supply line.

Solution:

1. Check if the pin X-04B-28 is shorted to ground.

2. Check if the pin X-031-8 of the switch S-022 is shorted with the pin X-031-7.

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 Electrical systems - FAULT CODES

2875-Low current on Creep Speed LED (CMB)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the Creep Speed LED supply line (LED is not normally lighted).

Solution:

1. Check the connection between X-031-8 and X-04B-28 (wire CA-2016).

2. Check the connection between X-031-7 and ground (wire CA-G108).

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2881-Power supply fault on inching solenoid (PWM/HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
The error code on HSD Power supply is linked to the error code on relevant Power rail. The error can be displayed
after the execution of the remedial action for the power rail fault, if reset with key cycle is not performed.

Possible failure modes:

1. Faulty fuse F-004( 5 A).

Solution:

1. Replace the fuse F-004 ( 5 A) on the fuse module.

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 Electrical systems - FAULT CODES

2882-Short circuit to battery on inching solenoid (PWM/HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the inching solenoid supply line with function not active.

Solution:

1. Check if the connection X-01A-25 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-300-G12 is shorted to battery ( 12 V).
3. Check if the connection X-082-1 of solenoid valve Y-013 is shorted to battery ( 12 V).

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 Electrical systems - FAULT CODES

2883-Open circuit to on inching solenoid (PWM/HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected an open circuit on the inching solenoid supply line.

Solution:

1. Check the connection X-01A-25 of the UCM.

2. Check the connection X-300-G12/A2.
3. Check the connection X-082-1-2 of solenoid Y-013 (valve).
4. Check the connection X-02B-8 of the UCM.

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2884-Short circuit to ground on inching solenoid (PWM/HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the inching solenoid supply line.

Solution:

1. Check if the connection X-01A-25 of UCM is shorted to ground.

2. Check if the connection X-300-G12 is shorted to ground.
3. Check if the connection X-082-1 of the solenoid valve Y-013 is shorted to ground.

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2885-Low current on inching solenoid (PWM/HSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a low current on the 2st Gear solenoid supply line.

Solution:

1. Check the connection X-01A-25 of UCM.

2. Check the connection X-300-G12/A2.
3. Check the connection X-082-1-2 of the solenoid Y-013 (valve).
4. Check the connection X-02B-8 of UCM.

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 Electrical systems - FAULT CODES

2892-Short circuit to battery on inching solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to battery on the inching solenoid supply line.

Solution:

1. Check if the connection X-01A-25 of UCM is shorted to battery ( 12 V).

2. Check if the connection X-300-G12 is shorted to battery ( 12 V).
3. Check if the connection X-082-1 of solenoid valve X-013 is shorted to battery ( 12 V).

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 Electrical systems - FAULT CODES

2893-Open circuit to battery on inching solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected an open circuit on the inching solenoid supply line.

Solution:

1. Check the connection X-01A-25 of the UCM.

2. Check the connection X-300-G12/A2.
3. Check the connection X-082-1-2 of solenoid Y-013 (valve).
4. Check the connection X-02B-8 of the UCM.

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2894-Short circuit to ground on inching solenoid (LSD)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : UCM

Context:
UCM has detected a short circuit to ground on the inching solenoid supply line.

Solution:

1. Check if the connection X-01A-25 of UCM is shorted to ground.

2. Check if the connection X-300-G12 is shorted to ground.
3. Check if the connection X-082-1 of the solenoid valve Y-013 is shorted to ground.

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 Electrical systems - FAULT CODES

3007-Engine Coolant Temperature Sender - Short to Ground

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Instrument Cluster has received a message from the ECM that the Engine Coolant Temperature Sender signal is
above the maximum limit.

Cause:
Instrument Cluster has received a message from the ECM that the Engine Coolant Temperature Sender signal is
above the maximum limit. The ECM monitors coolant temperature on X-078 pin 57 and sends a message via the
CAN Bus to the Instrument Cluster. The signal voltage is less than 4.8 V.

Possible failure modes:

1. Coolant temperature signal wire shorted to positive battery or has an open circuit.
2. Failure of Engine Coolant Temperature Sender.
3. Failure of ECU.

Solution:

1. Verify that the fault code is still active.

(1) Use the Electronic Service Tool to clear all fault codes. Prior to clearing fault codes write down all fault codes,
number of occurrences, and engine hours at last occurrence.

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

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

B. Fault code 3007 is recorded again. Go to Step 2.

2. Verify that the wiring and connectors are free of damage.

LEIL15CWL0049EA 1

Schematic Legend
(1) Coolant Temperature Sender (3) ECU connector X-078
Sender ground, pin 58
Coolant Temperature signal pin 57
(2) Connector X-109
Sender ground, pin 13
Coolant Temperature signal pin 14

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 Electrical systems - FAULT CODES

(1) Inspect the ECU and the Coolant Temperature sender. All connections should be secure, tight, free of corro-
sion, abrasion and damage.

(2)Inspect the harness from the ECU to the Coolant Temperature sender. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 3 to confirm elimination of fault.continue to Step 3.
3. Measure the voltage of the signal wire to chassis ground.

(1) Turn the key switch OFF. Disconnect ECU connector X-078.

(2)Turn the key switch ON.

(3)Measure the voltage from X-078 pin 57 to chassis ground. The voltage should be less than 0.5 V. Wiggle the
harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 V. Go to Step 4.

B. The voltage is greater than 0.5 V. There is a short circuit to another voltage source. Repair or replace the
harness as required. Return to Step 1 to confirm elimination of the fault.
4. Measure the resistance through the harness.

(1) Turn the key switch OFF. Disconnect ECU connector X-078.

(2) Measure the resistance across X-078 pin 58 and X-078 pin 57. The resistance should be greater than 10 Ω
but less than 20000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Coolant Temperature Resistance Value

–20 °C (–4 °F) 10.5 kΩ
0 °C (32 °F) 7500 Ω
20 °C (68 °F) 4200 Ω
40 °C (104 °F) 980 Ω
60 °C (140 °F) 780 Ω
80 °C (176 °F) 500 Ω
100 °C (212 °F) 280 Ω
120 °C (248 °F) 97 Ω

A. The resistance measurement is greater than 10 Ωbut less than 20000 Ω. Temporarily replace the ECU and
retest. Return to Step 1 to confirm elimination of the fault.

B. The resistance is greater than 20000 Ω. Go to Step 5.

5. Measure the resistance across the sender.

(1) Turn the key switch OFF. Disconnect Coolant Temperature sender from the harness.

(2) Measure the resistance across Coolant Temperature sender pin 1 and pin 2. The resistance should be greater
than 10 Ω but less than 20000 Ω.

Coolant Temperature Resistance Value

–20 °C (–4 °F) 10.5 kΩ
0 °C (32 °F) 7500 Ω
20 °C (68 °F) 4200 Ω
40 °C (104 °F) 980 Ω
60 °C (140 °F) 780 Ω
80 °C (176 °F) 500 Ω
100 °C (212 °F) 280 Ω
120 °C (248 °F) 97 Ω

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 Electrical systems - FAULT CODES

A. The resistance measurement is greater than 10 Ω but less than 20000 Ω. There is an open circuit in the coolant
temperature harness. Repair or replace the harness as required. Return to Step 1 to confirm elimination of
the fault.

B. The resistance is greater than 20000 Ω. There is an open circuit in the coolant temperature sender. Temporarily
replace the sender and retest. Return to Step 1 to confirm elimination of the fault.

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 Electrical systems - FAULT CODES

3008-Engine Coolant Temperature Sender - Open Circuit

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Instrument Cluster has received a message from the ECM that the Engine Coolant Temperature Sender signal is
below the minimum range.

Cause:
Instrument Cluster has received a message from the ECM that the Engine Coolant Temperature Sender signal is
below the minimum range. The ECM monitors coolant temperature on X-078 pin 58 and sends a message via the
CAN Bus to the Instrument Cluster. The signal voltage is less than 0.2 V.

Possible failure modes:

1. Coolant temperature signal wire shorted to ground or has an open circuit.

2. Failure of Engine Coolant Temperature Sender.
3. Failure of ECU.

Solution:

1. Verify that the fault code is still active.

(1) Use the Electronic Service Tool to clear all fault codes. Prior to clearing fault codes write down all fault codes,
number of occurrences, and engine hours at last occurrence.

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

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

B. Fault code 3008 is recorded again. Go to Step 2.

2. Verify that the wiring and connectors are free of damage.

LEIL15CWL0049EA 1

Schematic Legend
(1) Coolant Temperature Sender (3) ECU connector X-078
Sender ground, pin 58
Coolant Temperature signal pin 57
(2) Connector X-109
Sender ground, pin 13
Coolant Temperature signal pin 14

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 Electrical systems - FAULT CODES

(1) Inspect the ECU and the Coolant Temperature sender. All connections should be secure, tight, free of corro-
sion, abrasion and damage.

(2) Inspect the harness from the ECU to the Coolant Temperature sender. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step1 to confirm elimination of fault.
3. Measure the resistance through the harness.

(1) Turn the key switch OFF. Disconnect ECU connector X-078.

(2) Measure the resistance across X-078 pin 58 and X-078 pin 57. The resistance should be greater than 10 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Coolant Temperature Resistance Value

–20 °C (–4 °F) 10.5 kΩ
0 °C (32 °F) 7500 Ω
20 °C (68 °F) 4200 Ω
40 °C (104 °F) 980 Ω
60 °C (140 °F) 780 Ω
80 °C (176 °F) 500 Ω
100 °C (212 °F) 280 Ω
120 °C (248 °F) 97 Ω

A. The resistance measurement is greater than 10 Ω but less than 20000 Ω. Go to Step 4.

B. The resistance is less than 10 Ω. Go to Step 5.

C. The resistance is greater than 20000 Ω. Go to Step 6.

4. Measure the resistance to chassis ground.

(1) Measure the resistance from ECM connector X-078 pin 58 to chassis ground. The resistance should be greater
than 20000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance measurement is greater than 20000 Ω. Temporarily replace the ECU and retest. Return to Step
1to confirm elimination of the fault.

B. The resistance is less than . The coolant temperature signal wire has a short circuit to chassis ground. Repair
or replace the harness as required. Return to Step 1 to confirm elimination of the fault.
5. Measure the resistance through the harness without the sensor connected.

(1) Turn the key switch OFF. Disconnect ECU connector X-078 . Disconnect the coolant temperature sensor

(2) Measure the resistance across X-078 pin 58 and X-078 pin 57. The resistance should be greater than 20,000
ohms. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance measurement is greater than 20000 Ω. Temporarily replace the coolant temperature sensor
and retest. Return to Step 1to confirm elimination of the fault.

B. The resistance is less than 10 Ω. There is a short circuit between the coolant temperature signal wire and
the coolant temperature ground wire. Repair or replace the harness as required. Return to Step 1 to confirm
elimination of the fault.
6. Measure the resistance across the sender

(1) Turn the key switch OFF. Disconnect Coolant Temperature sender from the harness.

(2) Measure the resistance across Coolant Temperature sender pin 1 and pin 2. The resistance should be greater
than 10 Ω but less than 20000 Ω.

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 Electrical systems - FAULT CODES

Coolant Temperature Resistance Value

–20 °C (–4 °F) 10.5 kΩ
0 °C (32 °F) 7500 Ω
20 °C (68 °F) 4200 Ω
40 °C (104 °F) 980 Ω
60 °C (140 °F) 780 Ω
80 °C (176 °F) 500 Ω
100 °C (212 °F) 280 Ω
120 °C (248 °F) 97 Ω

A. The resistance measurement is greater than 10 Ω but less than 20000 Ω. There is an open circuit in the coolant
temperature harness. Repair or replace the harness as required. Return to Step 1to confirm elimination of the
fault.

B. The resistance is less than 10 Ω. Go to Step 5.

C. The resistance is greater than 20000 Ω. There is an open circuit in the coolant temperature sender. Temporarily
replace the sender and retest. Return to Step 1to confirm elimination of the fault.

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 Electrical systems - FAULT CODES

3010-Air intake temperature sensor signal above maximum range

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the air intake temperature sensor. The
boost pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is
related to the temperature sensing function of the device. This error could result from a signal out of range or a signal
that is either erratic or intermittent.

Cause:
The air intake temperature sensor signal to the ECU is greater than the upper threshold limit.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty sensor.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3010 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the air intake temperature sensor connections. All connections should be secure, tight, free
of corrosion, abrasion and damage.

Inspect the harness from the ECU to the air intake temperature sensor. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the sensor supply voltage.

Turn the ignition switch OFF.

Disconnect the boost pressure/ air temperature sensor from the engine harness.

Turn the ignition switch ON.

Measure the voltage between the boost pressure sensor connector pin 3 and pin 1. The voltage should be ap-
proximately 5 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is between 4.5 V and 5.5 V. Go to step 4.

B. The voltage is less than 4.5 V. There is a problem in the voltage supply to the sensor. Repair as required.
Return to step 1 to confirm elimination of the fault.

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 Electrical systems - FAULT CODES

4. Measure the voltage of the signal wires to chassis ground.

Turn the ignition switch OFF.

Disconnect the boost pressure/ air temperature sensor from the engine harness.

Disconnect the ECU connector X-078.

Measure the voltage between ECU connector X-078 pin 55 and chassis ground. The voltage should be less than
0.5 V. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the voltage between ECU connector X-078 pin 40 and chassis ground. The voltage should be less than
0.5 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.5 V. Go to step 5.

B. The resistance is less than 20000 Ω. There is a short circuit to chassis ground. Repair or replace the harness
as required. Return to step 1 to confirm the elimination of the fault.
5. Test the ECU.

Turn the ignition switch ON.

Reconnect the UCM connector X-078.

Fabricate a jumper wire that will connect between the air temperature sensor pin 2 and the air temperature sensor
pin 1.

Connect the jumper wire between the air temperature sensor pin 2 and the air temperature sensor pin 1.

Turn the ignition switch ON.

Access the fault code screen on the Electronic Service Tool. Fault code 3010 should no longer be active. Fault
code 3011 should be active. Fault code 3019 may also be active, ignore this code.

A. Fault code 3011 is active. Fault code 3010 is no longer active. Temporarily replace the air intake temperature
sensor and retest. Return to step 1.

B. Fault code 3010 is still active. Fault code 3011 did not become active. Temporarily replace the ECU and retest.
Return to step 1.

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3011-Air intake temperature sensor signal below minimum range

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) generated an error from a fault associated with the air intake temperature sensor. The
boost pressure sensor is an integrated sensing device used to sense both temperature and pressure. This fault is
related to the temperature sensing function of the device. This error could result from a signal out of range or a signal
that is either erratic or intermittent.

Cause:
The air intake temperature sensor signal to the ECU is out of range of the lower threshold limit.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty sensor.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3011 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the air intake temperature sensor connections. All connections should be secure, tight, free
of corrosion, abrasion and damage.

Inspect the harness from the ECU to the air intake temperature sensor. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the sensor supply voltage.

Turn the ignition switch OFF.

Disconnect the boost pressure/ air temperature sensor from the engine harness.

Turn the ignition switch ON.

Measure the voltage between the boost pressure sensor connector pin 3 and pin 1. The voltage should be ap-
proximately 5 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is between 4.5 V and 5.5 V. Go to step 4.

B. The voltage is less than 4.5 V. There is a problem in the voltage supply to the sensor. Repair as required.
Return to step 1 to confirm elimination of the fault.

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 Electrical systems - FAULT CODES

4. Measure the resistance of the signal wires to chassis ground.

Turn the ignition switch OFF.

Disconnect the boost pressure/ air temperature sensor from the engine harness.

Disconnect the ECU connector X-078.

Measure the resistance between ECU connector X-078 pin 55 and chassis ground. The resistance should be
greater than 20000 Ω.

Measure the resistance between ECU connector X-078 pin 40 and chassis ground. The resistance should be
greater than 20000 Ω.

A. The resistance is greater than 20000 Ω. Go to step 5.

B. The resistance is less than 20000 Ω. There is a short circuit to chassis ground. Repair or replace the harness
as required. Return to step 1 to confirm the elimination of the fault.
5. Test the ECU.

Turn the ignition switch ON.

Reconnect the UCM connector X-078.

Fabricate a jumper wire that will connect between the air temperature sensor pin 2 and the air temperature sensor
pin 3.

Connect the jumper wire between the air temperature sensor pin 2 and the air temperature sensor pin 3.

Turn the ignition switch ON.

Access the fault code screen on the Electronic Service Tool. Fault code 3011 should no longer be active. Fault
code 3010 should be active. Fault code 3019 may also be active, ignore this code.

A. Fault code 3010 is active. Fault code 3011 is no longer active. Temporarily replace the air intake temperature
sensor and retest. Return to step 1.

B. Fault code 3011 is still active. Fault code 3010 did not become active. Temporarily replace the ECU and retest.
Return to step 1.

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3015-Fuel temperature sensor - Signal above range maximum

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The electrical Signal of the Fuel temperature sensor is monitored. In case of defect recognition a default value for the
fuel temperature is taken. In case of defect a fix value or the actual engine temperature can be taken as substitution,
depending on configuration (by data set) and reliability of the sensors.

Possible failure modes:

1. The fuel temperature sensor has failed internally.

2. The fuel temperature sensor wiring is shorted to an external source.

Solution:

1. Check the connection between X-E010-2 and X-109-15.

2. Check the connection between X-109-15 and X-078-23.
3. Check the connection between X-E010-1 and X-109-16.
4. Check the connection between X-109-16 and X-078-23.
5. Check the fuel temperature sensor B-018. If the sensor is faulty replace it.

LEIL15CWL0022EA 1

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3016-Fuel temperature sensor - Signal below range minimum

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The electrical Signal of the Fuel temperature sensor is monitored. In case of defect recognition a default value for the
fuel temperature is taken. In case of defect a fix value or the actual engine temperature can be taken as substitution,
depending on configuration (by data set) and reliability of the sensors.

Possible failure modes:

1. The fuel temperature sensor B-018 has failed internally.

2. The fuel temperature sensor wiring is shorted to ground.

Solution:

1. Check the connection between X-E010-2 and X-109-15.

2. Check the connection between X-109-15 and X-078-23.
3. Check the connection between X-E010-1 and X-109-16.
4. Check the connection between X-109-16 and X-078-23.
5. Check the fuel temperature sensor B-018. If the sensor is faulty replace it.

LEIL15CWL0022EA 1

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3019-Boost pressure sensor - signal above range maximum

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The electrical Signal of the boost pressure sensor is monitored. In case of defect recognition a replacement value is
taken.

Possible failure modes:

1. ECU has detected a short circuit of the boost pressure sensor B-002to an external source.
2. The boost pressure sensor has failed internally.

Solution:

1. Check the connection between X-078-10 and X-109 and between X-109 and X-E013-3.
2. Check the connection between X-078-40 and X-109 and between X-109 and X-E013-4.
3. Check the connection between X-078-25 and X-109 and between X-109 and X-E013-1.
4. Check the boost pressure sensor B-002. If the sensor is faulty replace it.

LEIL15CWL0023EA 1

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3024-Atmospheric pressure sensor - signal above range maximum

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The atmospheric temperature sensor is integrated within the Engine Control Unit (ECU). The sensor responds to
changes in altitude and atmospheric conditions. The sensor provides the ECU an indication of barometric pressure.
The sensor provides a voltage signal to the ECU relative to the atmospheric pressure changes. The ECU monitors
the atmospheric pressure sensor signal for a voltage outside of the normal range.

Possible failure modes:

1. The atmospheric pressure sensor has failed, located internally to the ECU.

Solution:

1. ECU does not work properly. Replace the ECU.

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3025-Atmospheric pressure sensor - signal below range minimum

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The atmospheric temperature sensor is integrated within the Engine Control Unit (ECU). The sensor responds to
changes in altitude and atmospheric conditions. The sensor provides the ECU an indication of barometric pressure.
The sensor provides a voltage signal to the ECU relative to the atmospheric pressure changes. The ECU monitors
the atmospheric pressure sensor signal for a voltage outside of the normal range.

Possible failure modes:

1. The atmospheric pressure sensor has failed, located internally to the ECU.

Solution:

1. ECU does not work properly. Replace the ECU.

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3027-Oil pressure signal not plausible

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The ECU has detected oil pressure while the engine is not running.

Cause:
Engine speed is less than 500 RPM and the oil pressure switch is in the closed position. The oil pressure switch will
close to indicate to the ECU that the engine is running and the engine has the proper oil pressure.

Possible failure modes:

1. Faulty electrical wiring, short circuit to ground in the signal wire to the ECU
2. Faulty oil press switch
3. Faulty ECU

Solution:

1. Verify that the fault code is still active

(1) Use the Electronic Service Tool to clear all fault codes. Prior to clearing fault codes write down all fault codes,
number of occurrences, and engine hours at last occurrence.

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

A. The fault is not recorded again. OK to return the machine to service.

B. Fault code 3409 is recorded again. Go to Step 2.

2. Verify that the wiring and connectors are free of damage.

LEIL15CWL0050EA 1

Schematic legend
(1) Oil pressure switch (3) ECU Connector
X-078 pin 6
(2) Engine Harness Connector (4) Chassis Ground
X-109 pin 3

(1) Inspect the ECU and the Oil Pressure Switch connections. All connections should be secure, tight, free of
corrosion, abrasion and damage.

(2) Inspect the harness from the ECU to the Oil Pressure Switch. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

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 Electrical systems - FAULT CODES

A. OK – The connectors are secure and the harness is free of damage. Go to Step 3.

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 Electrical systems - FAULT CODES

B. NOT OK – The connectors or the harness has damage. Repair or replace the harness or connectors as re-
quired. Return to Step 1 to confirm elimination of fault.
3. Measure the resistance through the signal wire to chassis ground

(1) Turn the key switch OFF.

(2) Disconnect ECU connector X-078 and the Oil Pressure Switch connector.

(3) Measure the resistance between ECU X-078 pin 6 and chassis ground. The resistance should be greater than
20000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20000 Ω. Go to Step 4.

B. The resistance is less than 20000 Ω. There is a short circuit in the signal wire to chassis ground. Repair as
required. Go to Step 1 to confirm elimination of fault.
4. Measure the resistance through the oil pressure switch

(1) Turn the key switch OFF.

(2) Disconnect the oil pressure switch connector.

(3) Measure the resistance through the switch to chassis ground. The chassis ground connection should be clean
and free of oil, paint and dirt. The resistance should be greater than 20000 Ω.

A. The resistance is greater than 20000 Ω. Temporarily replace the ECU and retest. Return to Step 1 to confirm
elimination of the fault.

B. The resistance is less than 10 Ω. There is a problem with the oil pressure switch. Temporarily replace the oil
pressure switch and retest. Return to Step 1 to confirm elimination of fault.

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3037-Boost pressure sensor - signal low

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The electrical Signal of the boost pressure sensor is monitored. In case of defect recognition a replacement value is
taken.

Possible failure modes:

1. Short circuit at the wiring harness to ground.

2. Short circuit at the inside the boost pressure sensor to ground.
3. Open circuit.

Solution:

1. Check the connection between X-078-10 and X-109 and between X-109 and X-E013-3.
2. Check the connection between X-078-40 and X-109 and between X-109 and X-E013-4.
3. Check the connection between X-078-25 and X-109 and between X-109 and X-E013-1.
4. Check the boost pressure sensor B-002. If the sensor is faulty replace it.

LEIL15CWL0023EA 1

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3059-ECM afterrun was interrupted

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:

1. Faulty wiring.
2. Faulty alternator or charging system.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3059 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU, battery and the alternator connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the battery to the ECU. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage to the ECU.

Turn ignition OFF.

Disconnect ECU connector X-079 from the engine controller.

Turn the ignition ON.

Measure the voltage between X-079 pin 1 and X-079 pin 2. The voltage should be approximately 14.5 V.

Measure the voltage between X-079 pin 3 and X-079 pin 4. The voltage should be approximately 14.5 V.

Measure the voltage between X-079 pin 5 and X-079 pin 6. The voltage should be approximately 14.5 V.

Measure the voltage between X-079 pin 54 and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The voltage should be approximately 14.5 V.

A. The voltage is between 10 V and 14.8 V. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The voltage is less than 10 V or the voltage is greater than 14.8 V. There is a problem in the charging system.
Temporarily replace the alternator and retest. Repair as required. Return to step 1 to confirm elimination of
fault.

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3061-Cylinder 1 - Injector Cable Short Circuit (Low Side To Battery)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. Diagnostic proce-
dure uses pattern detection to identify specific errors and trigger appropriate substitute reaction. The behavior pattern
describes in a bit mask different detected problem (over current, command collision, RAM error, short circuit) when
the expected combination of errors is detected (measured and reference pattern are matching) a failure is detected
and the fault code is generated.

Possible failure modes:

1. Short circuit at the wiring harness.

2. Short circuit at the injector of the cylinder 1.

Solution:

1. Check the wiring harness.

2. Check the fuel injector of the cylinder 1. If the injector is faulty replace it.

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3063-Cylinder 1 - Injector Cable Short Circuit (High Side To Ground)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: this diagnostic procedure requires a good quality multi-meter to be able to take accurate resistance measure-
ments. The meter should be able to measure to a resolution of 0.1 Ω. Some of the measurements required to be
taken, could be as low as 0.4 Ω (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any inaccuracies in the
DMM could cause a technician to take the wrong diagnostic path.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 1. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU . This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU . Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present). and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty cylinder 1 solenoid windings.

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

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 8.

2. Carefully disconnect the engine cylinder harness from the ECU at ECU cylinder harness connector 3. Use a
multi-meter to check the resistance, on the cylinder harness side of connector 3, between pins 4 and 13. There
should be 0.4 - 0.5 Ω.

A. If the resistance was within range, leave ECU cylinder connector 3 disconnected and continue with step 3.

B. If the resistance was lower than range minimum, continue with step 6.
3. Use a multi-meter to check for continuity, on the ECU cylinder harness side of connector 3, from pin 4 to chassis
ground and pin 13 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 4

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU .

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4. Disconnect the engine cylinder harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC1 from pin A to chassis ground and pin B to
chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector VC1 disconnected and continue
with step 5.

B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
cylinder harness between Valve cover connector VC1 and ECU to cylinder harness connector 3. Locate and
repair the grounded conductor.
5. Remove the injector (valve) cover and disconnect the injector harness from Cylinder 1 injector at connector INJ1
terminal 1 (high side ring terminal). Use a multi-meter to check for continuity, on the injector, from terminal 1 to
chassis ground. There should not be continuity.

A. If there is continuity, Cylinder 1 injector's solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in Cylinder 1 injector circuit, between connector
INJ1 and connector VC1. Locate and repair the grounded conductor.
6. Disconnect the engine injector harness from the injector cover at Cylinder 1 /2 valve cover connector VC1 and
use a multi-meter to check the resistance on the injector cover side of Cylinder 1 /2 valve cover connector VC1
between pins A and B. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between the
Cylinder 1 / 2 valve cover connector VC1 and ECU cylinder harness connector 3, locate and repair the short
circuit.

B. If the resistance was lower than range minimum, continue with step 7.
7. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 1 injector at connector
INJ1 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder 1 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between Cylinder 1
injector connector INJ1 and connector VC1. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder 1 injector solenoid coil has failed. Replace the
injector.
8. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3069-Cylinder 3 - Injector Cable Short Circuit (Low Side To Battery)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. Diagnostic proce-
dure uses pattern detection to identify specific errors and trigger appropriate substitute reaction. The behavior pattern
describes in a bit mask different detected problem (over current, command collision, RAM error, short circuit) when
the expected combination of errors is detected (measured and reference pattern are matching) a failure is detected
and the fault code is generated.

Possible failure modes:

1. Short circuit at the wiring harness.

2. Short circuit at the injector of the cylinder 3.

Solution:

1. Check the wiring harness.

2. Check the fuel injector of the cylinder 3. If the injector is faulty replace it.

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3071-Cylinder 3 - Injector Cable Short Circuit (High Side To Ground)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 3.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the ECU engine injector harness side of connector 3, between pins 12 and 5. There should be 0.4
- 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector 3 disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector 3, from pin 12 to
chassis ground and pin 5 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC2 from pin 3 to chassis ground and pin 4 to
chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector VC2 disconnected and continue
with step 4.

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B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between connector VC2 and ECU harness connector 3. Locate and repair the grounded con-
ductor.

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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #3 injector at connector INJ3
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #3 injector, from
terminal 1 to chassis ground. There should not be continuity.

A. If there is continuity, the Cylinder #3 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #3 injector circuit, between connector
INJ3 and connector VC2. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector VC2 and use a multi-meter to check
the resistance on the injector cover side of connector VC2 between pins 3 and 4. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector VC2 and ECU harness connector 3, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #3 injector at connector
INJ3 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #3 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
INJ3 and connector VC2. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #3 injector solenoid coil has failed. Replace the
injector.

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3077-Cylinder 2 - Injector Cable Short Circuit (Low Side To Battery)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. In case of a relay
between ECU and Glow plug, the failure can be caused by the relay and not by the glow plug. If there is no intelligent
relay, real electric failure of glow plug can not be detected. In the system are present a low voltage system (metal or
ceramic glow plug).

Possible failure modes:

1. Short circuit in the Glow Plug of the cylinder 2 R-002.

2. Over current in the Glow Plug of the cylinder 2 R-002.

Solution:

1. Check the Glow Plug of the cylinder 2 R-002. If necessary replace the Glow Plug R-002.

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3079-Cylinder 2 - Injector Cable Short Circuit (High Side To Ground)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: This diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 2.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the ECU engine injector harness side of connector 3, between pins 6 and 11. There should be 0.4
- 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector 3 disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector 3, from pin 11 to
chassis ground and pin 6 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC1 from pin 1 to chassis ground and pin 2 to
chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector VC1 disconnected and continue
with step 4.

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B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between connector VC1 and ECU harness connector 3. Locate and repair the grounded con-
ductor.

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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #2 injector at connector INJ2
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #2 injector, from
terminal 1 to chassis ground. There should not be continuity.

A. If there is continuity, the Cylinder #2 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #2 injector circuit, between connector
VC1 and connector VC1. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector VC1 and use a multi-meter to check
the resistance on the injector cover side of connector VC1 between pins 1 and 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector VC1 and ECU harness connector 3, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #2 injector at connector
INJ2 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #2 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
INJ2 and connector VC1. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #2 injector solenoid coil has failed. Replace the
injector.

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3081-Cylinder 4 - Injector Cable Short Circuit (Low Side To Battery)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

Context:
The Engine Control Unit (ECU) generated an error associated with the injector power driver stage. In case of a relay
between ECU and Glow plug, the failure can be caused by the relay and not by the glow plug. If there is no intelligent
relay, real electric failure of glow plug can not be detected. In the system are present a low voltage system (metal or
ceramic glow plug).

Possible failure modes:

1. Short circuit in the Glow Plug of the cylinder 4 R-005.

2. Over current in the Glow Plug of the cylinder 4 R-005.

Solution:

1. Check the Glow Plug of the cylinder 4 R-005. If necessary replace the Glow Plug R-005.

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3083-Cylinder 4 - Injector Cable Short Circuit (High Side To Ground)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: this diagnostic procedure requires a good quality Digital Multi-meter (DMM) to be able to take accurate resis-
tance measurements. The meter should be able to measure to a resolution of 0.1 ohms. Some of the measurements
required to be taken, could be as low as 0.4 ohms (typical injector solenoid coil resistance is 0.4 - 0.5 Ω) and any
inaccuracies in the DMM could cause a technician to take the wrong diagnostic path.

Context:
The engine control unit (ECU) has determined that a short circuit exists in the high side injector circuit for cylinder 4.
A power stage component energizes the injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message does not match any pattern the defect
is treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result
of a short circuit of the high side to the low side or ground over 3 camshaft revolutions. As a result of this error an
individual cylinder or bank is shut off, based on parameters established in the ECU. Certain parameters, as currently
applied, are permanent (without a healing possibility, once tested by switching on the component to see if the defect
is still present) and others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or shorted solenoid windings.

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

Solution:

1. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the ECU engine injector harness side of connector 3, between pins 3 and 14. There should be 0.4
- 0.5 Ω.

A. If the resistance was within range, leave ECU harness connector 3 disconnected, and continue with step 2.

B. If the resistance was lower than range minimum, continue with step 5.
2. Use a multi-meter to check for continuity, on the ECU engine injector harness side of connector 3, from pin 3 to
chassis ground and pin 14 to chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, continue with step 3.

B. If there was no continuity on either pin to chassis ground, the ECU may have failed. Try reloading the ECU
software and if the fault reoccurs, replace the ECU.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check for continuity, on the injector (valve) cover side of connector VC2 from pin 1 to chassis ground and pin 2 to
chassis ground. There should not be continuity.

A. If there was continuity on either or both pins to chassis ground, leave connector VC2 disconnected and continue
with step 4.

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B. If there was no continuity on either pin to chassis ground, there is a short to ground condition in the engine
injector harness between connector VC2 and ECU harness connector 3.Locate and repair the grounded con-
ductor.

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4. Remove the injector (valve) cover and disconnect the injector harness from Cylinder #4 injector at connector INJ4
terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #4 injector, from
terminal 1 to chassis ground. There should not be continuity.

A. If there is continuity, the Cylinder #4 injector solenoid coil has failed, replace the injector.

B. If there is no continuity, there is a short to ground condition in the Cylinder #4 injector circuit, between connector
INJ4 and connector VC2. Locate and repair the grounded conductor.
5. Disconnect the engine injector harness from the injector cover at connector VC2 and use a multi-meter to check
the resistance on the injector cover side of connector VC2 between pins 1 and 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the engine injector harness between
connector VC2 and ECU harness connector 3, locate and repair the short circuit.

B. If the resistance was lower than range minimum, continue with step 6.
6. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder #4 injector at connector
INJ4 terminal 1 (high side ring terminal) Use a multi-meter to check for continuity, on the Cylinder #4 injector, from
terminal 1 to terminal 2. There should be 0.4 - 0.5 Ω.

A. If the resistance was within range, there is a short circuit condition in the injector harness, between connector
INJ4 and connector VC2. Locate and repair the shorted conductors.

B. If the resistance was lower than minimum range, the Cylinder #4 injector solenoid coil has failed. Replace the
injector.

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3088-Crankshaft Sensor - No Signal

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
The ECU has determined that there is no signal from the Crankshaft speed sensor. The engine is now operating in
BACKUP mode.

Possible failure modes:

1. Faulty Crankshaft speed sensor.

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

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 7.

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

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Crankshaft speed sensor if damaged.

B. If no damage is determined, leave connector disconnected and proceed to step 3.

3. Operation: Resistance Check for Faulty CKP, Engine flywheel RPM, sensor.
Vehicle Status: Key Off Engine Off

Measure the resistance between the crankshaft speed sensor pins 1 and 2.

Test Type From To Results (Min) Results (Max)

1. Resistance Crankshaft speed Crankshaft speed 750 Ω 1000 Ω
sensor connector sensor connector
DG6 Incr, (Pin 1) DG6 Incr, (Pin 2)

A. If the resistance test does not fall in the specified range, replace Crankshaft speed sensor.

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to step 4.
4. Operation: Check Output of Crankshaft speed sensor.
Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)

Single Ended Test Lead Connection Test (Standalone Crankshaft speed sensor Test)
Remove Crankshaft speed sensor connector and connect the above mentioned special test lead to the Crankshaft
speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator
clips from the test leads. Use the test table below to determine the measurement results.

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In-Line Test Lead Connection Test:

Remove Crankshaft speed sensor connector and connect the above mentioned special test lead in-line with the
sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection
process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips
from the test leads. Use the test table below to determine the measurement results.

Note:
The engine will be running off the Camshaft speed sensor during the single ended test, if it isn't already (based on
the fault code type). The engine can also be very hard to start when running exclusively off the Camshaft speed
sensor. The ECU needs to see a few revolutions of the camshaft to be able to use this information to start the
engine.
The Crankshaft speed sensor and the Camshaft speed sensor are exactly the same. These sensors may be
swapped in this diagnostic procedure to determine the functionality of the Crankshaft speed sensor. A new set of
error codes may be generated by the ECU if the sensors are swapped.

Test Type From To Expected Results

1. Voltage (AC) - Single Crankshaft speed sensor Crankshaft speed sensor Approx. 16 - 18 V (AC)
ended connection at low connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
RPM ( 1000 - 1100 RPM)
2. Voltage (AC) - Single Crankshaft speed sensor Crankshaft speed sensor Approx. 32 - 34 V (AC)
ended connection at high connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
RPM ( 2000 - 2200 RPM)
3. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 10 - 12 V (AC)
connection at low RPM ( connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
1000 - 1100 RPM)
4. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 14 - 17 V (AC)
connection at high RPM ( connector DG6 Incr, (Pin 1) connector DG6 Incr, (Pin 2)
2000 - 2200 RPM)

A. If the voltage test was successful, proceed to step 6.

B. If the voltage test was not successful for any of the single ended connections, replace the sensor.

C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic procedure
of this type, ensure the Crankshaft speed sensor is installed properly.

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
leave the connector disconnected and proceed to step 5.
5. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Perform continuity tests between connector DG6 Incr and connector 2 on ECU engine harness. Flex harness
during test to check for any intermittent operation. See test table below.
Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Crankshaft speed sensor ECU engine harness Approx. 0 - 0.10 Ω
connector DG6 Incr, (Pin: connector 2, (Pin: 23)
1)
2. Continuity Crankshaft speed sensor ECU engine harness Approx. 0 - 0.10 Ω
connector DG6 Incr, (Pin: connector 2, (Pin: 19)
2)
3. Short Circuit ECU engine harness ECU engine harness Open Circuit
connector 2, (Pin: 23) connector 2, (Pin: 19)

A. If continuity/shorts test is successful, go to step 6.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
6. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing connector 1): Key Off Engine Off.

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Vehicle Status (when performing test) Key On Engine Off.

Vehicle Status (when replacing connector 1): Key Off Engine Off.

Using the product schematics for a reference, remove connector 1 from the ECU and check for voltage and con-
tinuity at the appropriate pins defined in the test table below.
Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle harness Ground (engine block) Approx. 12 V (DC)
connector 1, (Pin: 2, 3, 8,
9, 40)
2. Continuity ECU vehicle harness Ground (engine block) Approx. 0 - 0.10 Ω
connector 1, (Pin: 5, 6, 10,
11)

A. If the voltages and ground paths are correct and the Crankshaft speed sensor was not replaced on a prior
diagnostic procedure of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Crankshaft speed sensor was replaced on a prior diag-
nostic procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the
ECU as if it was blank (new) and load the appropriate data-set.

C. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU .

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3089-Crankshaft Sensor - Invalid Signal

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Crankshaft speed sensor. If the engine
has a defective Crankshaft speed sensor it can run off the Camshaft speed sensor.

Cause:
The ECU has determined that there are errors in the signal from the Crankshaft speed sensor.

Possible failure modes:

1. Faulty crankshaft speed sensor.

2. Faulty electrical wiring and/or connections.
3. Faulty ECU, supply voltages or ground paths.

Solution:

1. Verify the fault code is present and active.

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

B. If fault code is no longer present, continue with step 7.

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

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Crankshaft speed sensor if damaged.

B. If no damage is determined, proceed to step 3.

3. Measure the internal resistance of Crankshaft speed sensor. Remove Crankshaft speed sensor connector. Use
a multi-meter to measure the resistance between pins 1 (yellow) and 2 (yellow) of the Crankshaft speed sensor.
There should be between 825 - 975 Ω at 20 °C (68 °F).

A. If the resistance is not within the specified range, replace the Crankshaft speed sensor.

B. If the resistance is within the specified range, proceed to step 4.

4. Measure the AC voltage from Crankshaft speed sensor output. Use a multi-meter to check for voltage while
starting the engine. Measure the voltage between pins 1 (yellow) and 2 (yellow) of the Crankshaft speed sensor
connector, DG6 Incr. here should be a minimum of .50 V while cranking and a higher reading once the engine
starts.

A. If the voltage is less than .50 V (AC), replace the sensor.

B. If the voltage is above .50 V (AC), proceed to step 5.

5. Check for faulty wiring between the Crankshaft speed sensor and the ECU.

Measure resistance between the Crankshaft speed sensor, DG6 Incr, pin 1, and the ECU engine connector X-078,
pin 59.

Measure resistance between the Crankshaft speed sensor, DG6 Incr, pin 2, and the ECU engine connector X-078,
pin 44.

A. If there is continuity, go to step 6.

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B. If there is no continuity, find and repair the damaged wiring between connector DG6 Incr, and ECU connector
X-078.

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6. Check voltage and ground supply to ECU. Disconnect ECU vehicle connector 1 and use a multi-meter to verify
the ECU has sufficient supply voltage and ground paths. Use the table below as a reference.

Test Type From To Expected Results

1. Voltage ECU vehicle connector Ground (engine block) Approx. 12 V (DC)
X-079, (Pin: 1, 3, 5, 54)
2. Continuity ECU vehicle connector 1, Ground (engine block) Approx. 0 - 0.10 Ω
(Pin: 2, 4, 6)

A. If the voltage supply and ground paths are sufficient, continue with step 7.

B. If the voltage supply and ground paths are not present, use the vehicle schematics to find and repair the cause.
7. Visually inspect the relevant harnesses and connectors for damage, bent, or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3090-Camshaft Sensor - No Signal

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
The ECU has determined that there is no signal from the Camshaft speed sensor.

Possible failure modes:

1. Faulty Camshaft speed sensor.

2. Camshaft speed sensor is not mechanically installed correctly.
3. Faulty electrical wiring and/or connections.
4. Faulty ECU, or ECU supply voltages or grounds.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 7.

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

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Camshaft speed sensor if damaged.

B. If no damage is determined, leave connector disconnected and proceed to step 3.

3. Operation: Resistance Check for Faulty Camshaft speed sensor.
Vehicle Status: Key Off Engine Off

Measure the resistance between Camshaft sensor pins 1 and 2. See test table below.

Test Type From To Results (Min) Results (Max)

1. Resistance Camshaft speed Camshaft speed 750 Ω 1000 Ω
sensor connector sensor connector
DG6 Segm (Pin 1) DG6 Segm (Pin 2)

A. If the resistance test does not fall in the specified range, replace Camshaft speed sensor.

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to step 4.
4. Operation: Check Output of Camshaft speed sensor.
Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)

Make the following electrical tests in the table below.

Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor Test).

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Remove Camshaft speed sensor connector DG6 Segm and connect the above mentioned special test lead to the
Camshaft speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the test leads. Use the test table below to determine the measurement results.

In-Line Test Lead Connection Test:

Remove Camshaft speed sensor connector DG6 Segm and connect the special test lead in-line with the sensor
and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection process.
Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips from the test
leads. Use the test table below to determine the measurement results.

Note:
The engine will be running off the Crankshaft speed sensor during this test. The Camshaft speed sensor and the
Crankshaft speed sensor are exactly the same. These sensors may be swapped in this diagnostic procedure to
determine the functionality of the Camshaft speed sensor. A new set of error codes may be generated by the ECU
if sensors are swapped.

Test Type From To Expected Results

1. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 2 - 3 V (AC)
ended connection at low connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 1000 - 1100 RPM) 1) 2)
2. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 4 - 6 V (AC)
ended connection at high connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 2000 - 2200 RPM) 1) 2)
3. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 1.5 - 2.8 V (AC)
connection at low RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
1000 - 1100 RPM) 1) 2)
4. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 3 - 4.5 V (AC)
connection at high RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
2000 - 2200 RPM) 1) 2)

A. If the voltage test was successful, proceed to step 6.

B. If the voltage test was not successful for any of the single ended connections, replace the sensor.

C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic of this
type, ensure the Camshaft speed sensor was properly installed.

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
proceed to step 5.
5. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Perform continuity tests between connector DG6 Segm and connector 2 on engine wiring harness. Flex harness
during test to check for any intermittent operation. See test table below.

Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Camshaft speed sensor ECU engine harness Approx. 0 - 0.10 Ω
connector DG6 Segm (Pin: connector 2 (Pin: 10)
1)
2. Continuity Camshaft speed sensor ECU engine harness Approx. 0 - 0.10 Ω
connector DG6 Segm (Pin: connector 2 (Pin: 9)
2)
3. Short Circuit ECU engine harness ECU engine harness Open Circuit
connector 2 (Pin: 10) connector 2 (Pin: 9)

A. If continuity/shorts test is successful, go to step 6.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.

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6. Operation: Check for ECU Voltages and Ground Continuity.

Vehicle Status (when removing connector 1). Key Off Engine Off.
Vehicle Status (when performing test). Key On Engine Off.
Vehicle Status (when replacing connector 1). Key Off Engine Off.

Using the product schematics for a reference, remove connector 1 from the ECU and check for voltage and con-
tinuity at the appropriate pins defined in the test table below.
Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle harness 1, Ground (engine block) Approx. 12 V (DC)
(Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle harness 1, Ground (engine block) Approx. 0 - 0.10 Ω
(Pin: 5, 6, 10, 11)

A. If the voltages and ground paths are correct and the Camshaft speed sensor was not replaced on a prior
diagnostic procedure of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Camshaft speed sensor was replaced on a prior diagnostic
procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the ECU as
if it was blank (new) and load the appropriate data-set.

C. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU .

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3091-Camshaft sensor - Invalid signal

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
The ECU has determined that there is no signal from the Camshaft speed sensor.

Possible failure modes:

1. Faulty Camshaft speed sensor.

2. Camshaft speed sensor is not mechanically installed correctly.
3. Faulty electrical wiring and/or connections.
4. Faulty ECU, or ECU supply voltages or grounds.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 7.

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

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Camshaft speed sensor if damaged.

B. If no damage is determined, leave connector disconnected and proceed to step 3.

3. Operation: Resistance Check for Faulty Camshaft speed sensor.
Vehicle Status: Key Off Engine Off

Measure the resistance between the camshaft sensor connector pins 1 and 2. See test table below.

Test Type From To Results (Min) Results (Max)

1. Resistance Camshaft speed Camshaft speed 750 Ω 1000 Ω
sensor connector sensor connector
DG6 Segm (Pin 1) DG6 Segm (Pin 2)

A. If the resistance test does not fall in the specified range, replace Camshaft speed sensor.

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to step 4.
4. Operation: Check Output of Camshaft speed sensor.
Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)

Make the following electrical tests in the table below. Reference the descriptions below to make the proper elec-
trical connections for each test type.

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Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor Test).
Remove Camshaft speed sensor connector DG6 Segm and connect the above mentioned special test lead to the
Camshaft speed sensor. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the test leads. Use the test table below to determine the measurement results.

In-Line Test Lead Connection Test:

Remove Camshaft speed sensor connector DG6 Segm and connect the special test lead in-line with the sensor
and the engine wiring harness. Make sure that the signal polarity is not swapped during the connection process.
Start the engine and measure the (AC) voltage using a multi-meter across the breakout alligator clips from the test
leads. Use the test table below to determine the measurement results.

Note:
The engine will be running off the Crankshaft speed sensor during this test. The Camshaft speed sensor and the
Crankshaft speed sensor are exactly the same. These sensors may be swapped in this diagnostic procedure to
determine the functionality of the Camshaft speed sensor. A new set of error codes may be generated by the ECU
if sensors are swapped.

Test Type From To Expected Results

1. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 2 - 3 V (AC)
ended connection at low connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 1000 - 1100 RPM) 1) 2)
2. Voltage (AC) - Single Camshaft speed, sensor Camshaft speed, sensor Approx. 4 - 6 V (AC)
ended connection at high connector DG6 Segm (Pin connector DG6 Segm (Pin
RPM ( 2000 - 2200 RPM) 1) 2)
3. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 1.5 - 2.8 V (AC)
connection at low RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
1000 - 1100 RPM) 1) 2)
4. Voltage (AC) - In-line Camshaft speed, sensor Camshaft speed, sensor Approx. 3 - 4.5 V (AC)
connection at high RPM ( connector DG6 Segm (Pin connector DG6 Segm (Pin
2000 - 2200 RPM) 1) 2)

A. If the voltage test was successful, proceed to step 6.

B. If the voltage test was not successful for any of the single ended connections, replace the sensor.

C. If the voltages encountered during testing are low and the sensor was replaced on a prior diagnostic of this
type, ensure the Camshaft speed sensor was properly installed.

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
proceed to step 5.
5. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Perform continuity tests between connector DG6 Segm and connector 2 on engine wiring harness. Flex harness
during test to check for any intermittent operation. See test table below.
Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Camshaft speed sensor ECU engine harness Approx. 0 - 0.10 Ω
connector DG6 Segm (Pin: connector 2 (Pin: 10)
1)
2. Continuity Camshaft speed sensor ECU engine harness Approx. 0 - 0.10 Ω
connector DG6 Segm (Pin: connector 2 (Pin: 9)
2)
3. Short Circuit ECU engine harness ECU engine harness Open Circuit
connector 2 (Pin: 10) connector 2 (Pin: 9)

A. If continuity/shorts test is successful, go to step 6.

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.

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6. Operation: Check for ECU Voltages and Ground Continuity.

Vehicle Status (when removing connector 1). Key Off Engine Off.
Vehicle Status (when performing test). Key On Engine Off.
Vehicle Status (when replacing connector 1). Key Off Engine Off.

Using the product schematics for a reference, remove connector 1 from the ECU and check for voltage and con-
tinuity at the appropriate pins defined in the test table below.
Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle harness 1, Ground (engine block) Approx. 12 V (DC)
(Pin: 2, 3, 8, 9, 40)
2. Continuity ECU vehicle harness 1, Ground (engine block) Approx. 0 - 0.10 Ω
(Pin: 5, 6, 10, 11)

A. If the voltages and ground paths are correct and the Camshaft speed sensor was not replaced on a prior
diagnostic procedure of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Camshaft speed sensor was replaced on a prior diagnostic
procedure of this type and the sensor mechanical alignment and spacing was verified, re-initialize the ECU as
if it was blank (new) and load the appropriate data-set.

C. If the voltages and ground paths are correct and the ECU was re-initialized on a prior diagnostic of this type,
replace the ECU .

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3093-Offset Between Camshaft And Crankshaft - Outside

Boundaries
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
The ECU has determined that there is a phase relationship error between the Crankshaft speed sensor and the
Camshaft speed sensor.

Possible failure modes:

1. Faulty Camshaft speed sensor or Crankshaft speed sensor.

2. Camshaft speed sensor or Crankshaft speed sensor are not mechanically installed correctly.
3. Faulty electrical wiring and/or connections.
4. Faulty ECU, or ECU supply voltages or ground.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 15.
2. Operation: Electrical and Sensor Mounting Inspection.
Vehicle Status: Key Off Engine Off.

Remove Camshaft speed sensor connector DG6 Incr and Crankshaft speed sensor connector DG6 Incr and
inspect housing body/latch, pins and wiring harness for damage or corrosion. Also, inspect the connector portion
and mechanical mounting (seating) of the Camshaft speed sensor and Crankshaft speed sensor.

A. If damage is determined after careful inspection, repair wiring and/or replace connector parts to ensure a good
and sound electrical connection. Replace Camshaft speed sensor or Crankshaft speed sensor if damaged.

B. If any of the sensors are not mounted correctly (loose, not seated properly, etc.), remount the sensors taking
special care to make sure it is properly seated (flush with sealing surface) and fastened.

C. If no damage is determined, proceed to step 3.

3. Operation: Resistance Test for Camshaft speed sensor.
Vehicle Status: Key Off Engine Off

Remove Camshaft speed sensor connector. Measure the resistance between the camshaft sensor pins 1 and 2.
See test table below.

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Test Type From To Results (Min) Results (Max)

1. Resistance Camshaft speed Camshaft speed 750 Ω 1000 Ω
sensor connector sensor connector
DG6 Incr (Pin 1) DG6 Incr (Pin 2)

A. If the resistance test does not fall in the specified range, replace Camshaft speed sensor.

B. If the resistance test does fall in the specified range, proceed to step 4.
4. Operation: Resistance Test for Crankshaft speed sensor.
Vehicle Status: Key Off Engine Off

Measure the resistance between the crankshaft speed sensor pins 1 and 2. See test table below.

Test Type From To Results (Min) Results (Max)

1. Resistance Crankshaft speed Crankshaft speed 750 Ω 1000 Ω
sensor connector sensor connector
DG6 Incr (Pin 1) DG6 Incr (Pin 2)

A. If the resistance test does not fall in the specified range, replace Crankshaft speed sensor.

B. If the resistance test does fall in the specified range, proceed to step 5.
5. Operation: Check Crankshaft speed sensor Output Voltage and Harness Wiring.

Perform both (2) electrical tests defined below:

1) AC output voltage test for Crankshaft speed sensor

Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)
Remove Crankshaft speed sensor connector DG6 Incr and connect the Coolant/Fuel Temp Sensor test lead
in-line with the sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during
the connection process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters
and the measurement results.

Test Type From To Expected Results

1. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 10 - 12 V (AC)
connection at low RPM ( connector DG6 Incr (Pin 1) connector DG6 Incr (Pin 2)
1000 - 1100 RPM)
2. Voltage (AC) - In-line Crankshaft speed sensor Crankshaft speed sensor Approx. 14 - 17 V (AC)
connection at high RPM ( connector DG6 Incr (Pin 1) connector DG6 Incr (Pin 2)
2000 - 2200 RPM)

2) Harness wiring continuity/shorts electrical test (Crankshaft speed sensor).

Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between Crankshaft speed sensor connector DG6 Incr and ECU engine
harness connector 2 on engine wiring harness. Flex harness during test to check for any intermittent operation.
See test table below.

Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Crankshaft speed sensor ECU engine harness Approx. 0 - 0.1 Ω
connector DG6 Incr, (Pin: connector 2, (Pin: 23)
1)
2. Continuity Crankshaft speed sensor ECU engine harness Approx. 0 - 0.1 Ω
connector DG6 Incr, (Pin: connector 2, (Pin: 19)
2)

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 Electrical systems - FAULT CODES

3. Shorts ECU engine harness ECU engine harness Open Circuit

connector 2, (Pin: 23) connector 2, (Pin: 19)

A. If both electrical tests are successful, proceed to step 7.

B. If harness wiring continuity/shorts test was not successful, find and repair the damaged section(s) of the wiring
harness.

C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 6.
6. Operation: Crankshaft speed sensor alignment.
Vehicle Status: Key Off Engine Off.

Check proper mechanical alignment and tooth spacing of the Crankshaft speed sensor. The spacing between
the trigger teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly
(flush with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code is still present and has not cleared, Replace Crankshaft speed sensor, being careful to ensure
the sensor's mechanical alignment and tooth spacing is correct and the sensor is seated properly.

B. If this fault code is still present and has not cleared, proceed to step 13.
7. Operation: Check Camshaft speed sensor Output Voltage and Harness Wiring.

Perform both (2) electrical tests defined below:

1) AC output voltage test for Camshaft speed sensor:

Vehicle Status: Key Off Engine Off (test setup)
Vehicle Status: Key On Engine On (during test)
Remove Camshaft speed sensor connector DG6 Segm and connect the Coolant/Fuel Temp Sensor test lead
in-line with the sensor and the engine wiring harness. Make sure that the signal polarity is not swapped during
the connection process. Start the engine and measure the (AC) voltage using a multi-meter across the breakout
alligator clips from the Coolant/Fuel Temp Sensor test lead. Use the table below to determine test parameters
and the measurement results.

Test Type From To Expected Results

1. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. - 1.5 - 2.8 V (AC)
connection at low RPM ( connector DG6 Segm, (Pin connector DG6 Segm, (Pin
1000 - 1100 RPM) 1) 2)
2. Voltage (AC) - In-line Camshaft speed sensor Camshaft speed sensor Approx. - 3 - 4.5 V (AC)
connection at high RPM ( connector DG6 Segm, (Pin connector DG6 Segm, (Pin
2000 - 2200 RPM) 1) 2)

2) Harness wiring continuity/shorts electrical test (Camshaft speed sensor).

Vehicle Status: Key Off Engine Off.

Remove and perform continuity tests between Camshaft speed sensor connector DG6 Segm and ECU engine
harness connector. Flex harness during test to check for any intermittent operation. See test table below.
Important Note: Check and verify that the Vehicle Status is correct. Potential ECU damage could result when
removing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Continuity Camshaft speed sensor ECU engine harness Approx. 0 - 0.1 Ω
connector DG6 Segm (Pin: connector 2, (Pin: 10)
1)
2. Continuity Camshaft speed sensor ECU engine harness Approx. 0 - 0.1 Ω
connector DG6 Segm (Pin: connector 2, (Pin: 9)
2)

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 Electrical systems - FAULT CODES

3. Short Circuit ECU engine harness ECU engine harness Open Circuit
connector 2 (Pin: 10) connector 2, (Pin: 9)

A. If both electrical tests are successful, proceed to step 10.

B. If harness wiring continuity/shorts test was not unsuccessful, find and repair the damaged section(s) of the
wiring harness.

C. If the voltage test was not successful and the continuity/shorts test was successful, proceed to step 8.
8. Operation: Camshaft Position (CMP), Engine camshaft RPM B-07, sensor Alignment.
Vehicle Status: Key Off Engine Off.

Check proper mechanical alignment and tooth spacing of the Camshaft speed sensor. The spacing between the
trigger teeth and the sensor is critical for proper voltage output. Make sure that the sensor is seated properly
(flush with mounting flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 9.
9. Operation: Replace Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the Camshaft speed sensor. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 13.
10. Operation: Replace Crankshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the Crankshaft speed sensor. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code is still present and has not cleared, proceed to step 11.
11. Operation: Swap the New Crankshaft speed sensor with the Old Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the new Crankshaft speed sensor with the old Camshaft speed sensor. Make sure that the proper me-
chanical alignment and tooth spacing is correct for both sensors. The spacing between the trigger teeth and the
sensor is critical for proper voltage output. Make sure that the sensors are seated properly (flush with mounting
flange). After the sensor alignment is complete, check to see if this fault code has cleared.

A. If this fault code still exists, proceed to step 12.

12. Operation: Replace Old Camshaft speed sensor.
Vehicle Status: Key Off Engine Off.

Replace the old Camshaft speed sensor. When this is complete, both Crankshaft speed sensor and Camshaft
speed sensor will have been replaced. Make sure that the proper mechanical alignment and tooth spacing is
correct. The spacing between the trigger teeth and the sensor is critical for proper voltage output. Make sure
that the sensor is seated properly (flush with mounting flange). After the sensor alignment is complete, check to
see if this fault code has cleared.

A. If this fault code still exists, proceed to step 13.

13. Operation: Check for ECU Voltages and Ground Continuity.
Vehicle Status (when removing the ECU vehicle harness connector 1): Key Off Engine Off.
Vehicle Status (when performing test): Key On Engine Off.

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 Electrical systems - FAULT CODES

Vehicle Status (when replacing ECU vehicle harness connector 1): Key Off Engine Off.

Using the product schematics for a reference, remove the ECU vehicle connector from the ECU and check for
voltage and continuity at the appropriate pins defined in the test table below.
Important Note: Check and verify that the Vehicle Status is correct for each operation. Potential ECU damage
could result when removing and replacing main ECU connectors if this is not followed.

Test Type From To Expected Results

1. Voltage ECU vehicle harness Ground (engine block) Approx. 12 V (DC)
connector 1, (Pin: 2, 3, 8,
9, 40)
2. Continuity ECU vehicle harness Ground (engine block) Approx. 0 - 0.1 Ω
connector 1, (Pin: 5, 6, 10,
11)

A. If the voltages and ground paths are correct, proceed to step 14.

B. If the voltages and ground paths are not correct, refer to schematics and determine root cause of power and/or
continuity problem(s).
14. Operation: Re-Initialize the ECU .
Vehicle Status: Key On Engine Off.

Using the EST service tool, re-initialize the ECU and load the appropriate data-set for this engine type. A call will
have to be made to CNH TSS to get an authorization code for the ECU initialization download. Check to see if
the fault code has cleared.

A. If the fault code did not clear, replace the ECU.

15. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3096-ECM Busoff on vehicle CAN

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The ECU is not receiving messages on the vehicle CAN bus.

Cause:
The ECU is not receiving messages on the vehicle CAN bus.

Possible failure modes:

1. Open or shorted wire in system.

2. Failure of Instrument Cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

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 Electrical systems - FAULT CODES

3102-Rail Pressure Sensor CP3 - Signal Below Range Minimum

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
The Rail Pressure sensor signal is too low.

Possible failure modes:

1. Faulty circuit wiring, shorted to low source.

2. Faulty rail pressure sensor.
3. Faulty ECU, hardware or software.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3102 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the rail pressure sensor connections. All connections should be secure, tight, free of corro-
sion, abrasion and damage.

Inspect the harness from the ECU to the rail pressure sensor. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the sensor supply voltage.

Turn the ignition switch OFF.

Disconnect the rail pressure sensor.

Measure the voltage between the rail pressure sensor supply, 284, PK and rail pressure sensor ground 282, BL.
The voltage should be approximately 5 V. Wiggle the harness during measurement to reveal an intermittent con-
dition.

A. The voltage is approximately 5 V. Go to step 4.

B. The voltage is less than 4.5 V. There is a problem with the sensor supply to the sensor. Repair or replace the
harness as required. Return to step 1 to confirm elimination of fault.
4. Check for a short circuit to ground.

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 Electrical systems - FAULT CODES

Disconnect ECU connector X-078.

Disconnect the rail pressure sensor from the engine harness.

Turn the ignition switch ON.

Measure the voltage between X-078 pin 41 and chassis ground. The chassis ground connection should be clean
and free of paint, oil, and dirt. The voltage should be less than 0.5 V. Wiggle the harness to reveal an intermittent
condition.

A. The connectors are secure and the harness is free of damage. Go to step 5.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
5. Check for a short circuit to ground.

Disconnect ECU connector X-078.

Disconnect the rail pressure sensor from the engine harness.

Turn the ignition switch ON.

Measure the voltage between X-078 pin 41 and chassis ground. The chassis ground connection should be clean
and free of paint, oil, and dirt. The voltage should be less than 0.5 V. Wiggle the harness to reveal an intermittent
condition.

A. The connectors are secure and the harness is free of damage. Go to step 6.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
6. Test the ECU

Turn the ignition switch OFF.

Disconnect the rail pressure sensor.

Connect the ECU connector, X-078.

Fabricate a jumper wire that will connect between the rail pressure sensor supply, 284, PK and rail pressure sensor
signal 283.

Connect the jumper between rail pressure sensor supply, 284, PK and rail pressure sensor signal 283.

Access the Electronic Service Tool fault code screen. Fault code 3102 should change to 3103.

A. The fault code changed to 3103. Fault code 3102 is no longer active. Temporarily replace the rail pressure
sensor and retest. Return to step 1 to confirm elimination of the fault.

B. The fault code 3102 is still active. Fault code 3103 did not become active. Temporarily replace the ECU and
retest. Return to step 1 to confirm elimination of fault.

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3104-Rail Pressure Relief Valve - Open Circuit

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Possible failure modes:

1. Faulty rail pressure sensor, signal not plausible.

2. Faulty common rail fuel system, small leak.
3. Faulty ECU, hardware or software.

Solution:

1. Use EST to check for other Rail Pressure sensor and injector (cylinder or bank) errors.

A. If Rail Pressure sensor or injector errors exist, follow troubleshooting procedure for existing Rail Pressure sen-
sor or injector error.

B. If no Rail Pressure sensor or injector errors exist, continue with step 2.

2. Check common rail fuel system for leaks.

A. If common rail fuel system leak is found, repair as required.

B. If no common rail fuel system leak is found, continue with step 3.

3. Visually inspect the rail pressure sensor connector and ECU connector X-078 for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, replace Rail Pressure sensor and restart engine. If error
reoccurs continue with step 4
4. Visually inspect ECU connector X-078 for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, continue with step 5

5. Visually inspect injector connectors INJ1, INJ2, INJ3, and INJ4 for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, continue with step 6

6. Reload ECU software.

A. If error reoccurs after trying to reload software, replace ECU.

B. If error has been resolved, continue with normal operation of machine.

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3105-Rail Pressure Relief Valve - Pressure Shock Requested

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Possible failure modes:

1. Faulty ECU, improper data set.

2. Faulty PRV, mechanical valve does not function.

Solution:

1. Use the EST to flash the ECU with the appropriate data set.

A. If the error reoccurs, replace the PRV.

B. If the error does not reoccur, return the combine to service.

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3106-Rail Pressure Relief Valve - Did Not Open After Pressure

Shock
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Possible failure modes:

1. Faulty ECU, improper data set.

2. Faulty PRV, mechanical valve does not function.

Solution:

1. Use the EST to flash the ECU with the appropriate data set.

A. If the error reoccurs, replace the PRV.

B. If the error does not reoccur, return the combine to service.

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 Electrical systems - FAULT CODES

3107-Fuel Metering Unit - Short Circuit To Battery

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
Fuel high pressure pump circuit is shorted to a high source.

Possible failure modes:

1. Faulty fuel high pressure pump control circuit, shorted to a high source.
2. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 4.

2. Disconnect the Engine Injector harness from the ECU connector X-078 and place the ignition switch in the ON
position. Use a multi-meter to test for voltage from the Engine Injector harness side of connector X-078, pin 60 to
chassis ground. There should be no voltage.

A. If there is voltage, locate and repair the short to the voltage source.

B. If there is no voltage, continue with step 3

3. Disconnect the Engine Injector harness from the fuel high pressure pump at connector ZME and use a multi-meter
to check the resistance of the fuel high pressure pump solenoid coil. There should be a small amount of resistance.

A. If there is a small amount of resistance, try reloading the ECU software and if the error reoccurs, replace the
ECU.

B. If there is no resistance, the fuel high pressure pump solenoid coil has failed, replace the solenoid.
4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3108-Fuel Metering Unit - Short Circuit to Ground

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
Fuel high pressure pump circuit is shorted to a low source.

Possible failure modes:

1. Faulty fuel high pressure pump control circuit, shorted to a low source.
2. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 4.

2. Disconnect the Engine Injector harness from the ECU at connector X-078. Use a multi-meter to test for continuity
from the Engine Injector harness side of connector X-078, pin 60 to ground. There should be no continuity.

A. If there is continuity, continue with step 3.

B. If there is no continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.
3. Disconnect the Engine Injector harness from the Fuel high pressure pump at connector ZME and use a multi-meter
to check for continuity on the fuel high pressure pump side of connector ZME, pins 1 and 2 to chassis ground.
There should be no continuity on either pin to ground.

A. If there is continuity on either pin, the fuel high pressure pump solenoid coil has failed, replace the solenoid.

B. If there is no continuity on either pin, there is a short to low source in the Engine Injector harness, locate and
repair the short to ground.
4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3112-Rail Pressure Sensor CP3 - Signal Above Maximum Range

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
The Fuel Pressure sensor signal is too high.

Possible failure modes:

1. Faulty Fuel Pressure sensor.

2. Faulty circuit wiring, shorted to high source.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the engine sensor harness from the ECU at ECU engine connector X-078 and place the ignition switch
in the ON position. Using a multi-meter check the voltage on the ECU engine connector from pin 11 to pin 26.
There should be 5 V.

A. If there is 5 V reconnect ECU engine connector and continue with step 2.

B. If there is greater than 5 V, there is a failure inside the ECU, replace the ECU.
2. Disconnect the engine sensor harness from the Rail Pressure sensor and place the ignition switch in the ON
position. Use a multi-meter check the voltage on the engine harness side of Rail pressure sensor connector RDS4
from pin 3 to pin 1. There should be 5 V.

A. If there is 5 V leave the Rail pressure sensor connector disconnected and continue with step 3.

B. If there is greater than 5 V, there is a short to high source in the sensor circuit wiring, leave the Rail pressure
sensor connector RDS4 disconnected and continue with step 4.
3. Disconnect the engine sensor harness from the ECU at ECU engine connector X-078. Use a multi-meter test for
voltage between the engine sensor harness side of ECU engine connector X-078, pin 41 and chassis ground and
also between Rail pressure sensor connector RDS4, pin 2 and chassis ground. There should be no voltage.

A. If there is voltage on either or both tests, there is a short to high source in the sensor signal wire, locate and
repair the short to high source.

B. If there is no voltage, either the sensor has failed or the ECU is faulty. Replace the Rail Pressure sensor and
if the fault reoccurs reload the ECU software. If the fault reoccurs after replacing the sensor and reloading
software, replace the ECU.
4. Disconnect the engine sensor harness from the ECU at ECU engine connector X-078. Use a multi-meter test for
voltage between the engine sensor harness side of ECU engine connector X-078, pin 11 and ground and also
between Rail pressure sensor connector RDS4, pin 3 and ground. There should be no voltage.

A. If there is voltage, on either or both tests, there is a short to high source in the sensor source wire. Locate and
repair the short to high source.

B. If there is no voltage, on both tests, there is a short to high source in the sensor ground reference wire. Locate
and repair the short to high source.

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3137-Metering Unit - Open Load

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
Pump control valve circuit is open.

Possible failure modes:

1. Faulty Pump control valve, open solenoid coil.

2. Faulty circuit, open conductor.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the ECU cylinder connector from the ECU at connector X-078. Use a multi-meter to check the resis-
tance on the Engine Injector harness side of connector X-078, from pin 60 to pin 15. There should be approximately
3.2 Ω.

A. If there is approximately 3.2 Ω, check for other ECU errors and follow those troubleshooting procedures.

B. If there is a high resistance reading, leave connector X-078 disconnected and continue with step 2.
2. Disconnect the Engine Injector harness from the pump control valve at connector ZME. Use a multi-meter to check
the resistance of the pump control valve solenoid coil. There should be approximately 3.2 Ω.

A. If there is approximately 3.2 Ω, leave connector ZME disconnected and continue with step 3.

B. If there is a high resistance reading, replace the Pump control valve solenoid.
3. Use a multi-meter to check for continuity from the Engine Injector harness side of connector ZME, pin 1 to the
Engine Injector harness side of connector X-078, pin 15. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 4

B. If there is no continuity, locate and repair the break in the wire.

4. Use a multi-meter to check for continuity from the Engine Injector harness side of connector ZME, pin 2 to the
Engine Injector harness side of connector X-078, pin 60. There should be continuity.

A. If there is continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.

B. If there is no continuity, locate and repair the break in the wire.

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3141-Set point of fuel volume flow through metering unit is lower

than calculated limit
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3146-Water detected in fuel

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) has sensed that the fuel filter water tank is full. The fuel filter separates any water
from the fuel, and collects it in a special tank. This fault path is set if the tank is full and not emptied over a certain
time. After preliminary debouncing of the signal. if the fuel filter water level sensor is active over 5 s, this fault is set.
This fault will reset, if after preliminary debouncing, the level sensor is not active for over 0.5 s.

Cause:
The water in fuel sensor detects there is water in fuel filter.

Possible failure modes:

1. The fuel filter water tank is full.

2. Faulty wiring harness.
3. Faulty sensor.

Solution:

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

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

B. If fault is no longer present or inactive, check for intermittent fault.

2. Check the filter water tank.

Place the key switch in the OFF position.

Check the fuel filter water tank for contents.

A. If the fuel filter water tank is not full, do not reinstall. Continue with Step 3.

B. If the fuel filter water tank is full, properly dispose the tank contents and reinstall.
3. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the water in fuel sensor.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 4.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

4. Check the water in fuel signal wire.

Place the key switch OFF.

Disconnect the wiring harness from the water in fuel sensor.

Place the key switch ON.

Use a multimeter to check for voltage from the sensor wiring harness side of connector pin 1 to chassis ground.

There should be less than 0.5 V.

A. If the voltage reading is correct, the sensor has failed. Replace the sensor.

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B. If the voltage reading is greater than 0.5 V, there is a short to high source. Locate and repair faulty wiring.

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3157-CAN Engine Timeout SCH Code

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Cause:
Engine configuration does not match the instrument cluster configuration stored.

Possible failure modes:

1. Configuration error
2. Problem in the CAN bus wiring.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate the machine.

A. Fault code 3157 and/or 3158 are active. No other fault codes are active. The engine configuration does not
match the instrument cluster configuration stored. Correct configuration error.
Verify all modules on the CAN bus have the latest software versions.

B. Fault code 3157 and other CAN Data Link fault codes are present and ACTIVE. This is an indication of a
problem in the CAN Data Link circuit.

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3158-Engine controller configuration error anti-tamper

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Cause:
Engine configuration does not match the instrument cluster configuration stored.

Possible failure modes:

1. Configuration error

Solution:

1. Engine configuration does not match the instrument cluster configuration stored. Correct configuration error.

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3166-Fuel filter heater relay - short circuit to battery

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) provides a signal to actuate the fuel filter heating relay control circuit.

Cause:
The power stage of the fuel filter heating relay control circuit is shorted to a high source.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty relay.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the fuel filter heating relay.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the relay.

Place the key switch OFF.

Disconnect the fuel filter heating relay.

Use a multimeter to measure the resistance of the relay from pin 85 to pin 86.

A. If the relay has a nominal resistance value, leave the relay removed. Continue with Step 4.

B. If there is infinite or 0 Ω the relay has failed. Replace the relay.

4. Check the relay control signal.

Place the key switch ON.

Use a multimeter to check for voltage from the relay cavity pin 1 to chassis ground.

There should be less than 0.5 V.

A. If the voltage reading is greater than 0.5 V, continue with Step 5.

B. If the voltage reading is correct, try to update the ECU software. If the fault is still present, replace the ECU.
5. Locate the short to high source.

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Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to check for voltage from the ECU wiring harness connector X-079 pin 70 to chassis ground.

There should be no voltage.

A. If there is voltage, there is a short to high source in the wiring harness. Locate and repair faulty wiring.

B. If there is no voltage, try to update the ECU software. If the fault is still present, replace the ECU.

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3167-Fuel Filter Heater Relay - Short Circuit To Ground

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) provides a signal to actuate the fuel filter heating relay control circuit.

Cause:
The power stage of the fuel filter heating relay control circuit is shorted to a low source.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty relay.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the fuel filter heating relay.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the relay.

Place the key switch OFF.

Disconnect the fuel filter heating relay.

Use a multimeter to measure the resistance of the relay from pin 85 to pin 86.

A. If the relay has a nominal resistance value, leave the relay removed. Continue with Step 4.

B. If there is infinite or 0 Ω the relay has failed. Replace the relay.

4. Check the relay control signal.

Place the key switch OFF.

Use a multimeter to check for continuity from the relay cavity pin 1 to chassis ground.

There should be no continuity.

A. If there is continuity, continue with Step 5.

B. If there is no continuity, try to update the ECU software. If the fault is still present, replace the ECU.
5. Locate the short to low source.

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Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the ECU wiring harness connector X-079 pin 70 to chassis ground.

There should be no continuity.

A. If there is continuity, there is a short to low source in the wiring harness. Locate and repair faulty wiring.

B. If there is no continuity, try to update the ECU software. If the fault is still present, replace the ECU.

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3168-Fuel filter heater relay - open load

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) provides a signal to actuate the fuel filter heating relay control circuit.

Cause:
The power stage of the fuel filter heating relay control circuit is open.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty relay.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the fuel filter heating relay.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the relay.

Place the key switch OFF.

Disconnect the fuel filter heating relay.

Use a multimeter to measure the resistance of the relay from pin 85 to pin 86.

A. If the relay has a nominal resistance value, leave the relay removed. Continue with Step 4.

B. If there is infinite or 0 Ω the relay has failed. Replace the relay.

4. Check the relay control signal.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the relay wiring harness pin 1 to ECU wiring harness connector X-079
pin 70.

There should be continuity.

A. If there is no continuity, there is an open circuit in the wiring harness. Locate and repair the faulty wiring.

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B. If there is continuity, try to update the ECU software. If the fault is still present, replace the ECU.

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3169-Fuel filter heater relay - signal not plausible

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) provides a signal to actuate the fuel filter heating relay control circuit.

Cause:
The power stage of the fuel filter heating relay control circuit has developed a fault.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty relay.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the fuel filter heating relay.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the relay.

Place the key switch OFF.

Disconnect the fuel filter heating relay.

Use a multimeter to measure the resistance of the relay from pin 85 to pin 86.

A. If the relay has a nominal resistance value, leave the relay removed. Continue with Step 4.

B. If there is infinite or 0 Ω the relay has failed. Replace the relay.

4. Check the relay control signal for a short circuit.

Place the key switch OFF.

Use a multimeter to check for continuity from the relay cavity connector pin 1 to pin 2.

There should be no continuity.

A. If there is no continuity, try to update the ECU software. If the fault is still present, replace the ECU.

B. If there is continuity, there is a short circuit in the wiring harness. Locate and repair faulty wiring.

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3176-Setpoint of metering unit not plausible in overrun

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3177-Engine overspeed detected

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:

• An unacceptably high engine speed may arise in the event of a fault in the Engine Control Unit (ECU) or under
certain operating states like downhill travel. In this case the failure should not indicate a fault but simply informs
about a "misuse" of the engine.
• No action is necessary, unless this fault occurs repeatedly. Check for ECU fault codes. If there are fault codes
present, proceed to that troubleshooting procedure.

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3179-Timeout of CAN Message BC2EDC2

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as a
"node". These two wires are connected together at each end of the network using a 120 Ω resistor, which is known as
a "termination" resistor. Because there is a 120 Ω resistor at each end of the network, the resistance should always
be 60 Ω between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

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

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

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

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There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-079 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-079 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.

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3180-Timeout of CAN Message VCM2EDC

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as a
"node". These two wires are connected together at each end of the network using a 120 Ω resistor, which is known as
a "termination" resistor. Because there is a 120 Ω resistor at each end of the network, the resistance should always
be 60 Ω between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

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

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

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

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There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-079 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-079 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.

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3188-Cylinder 1 Warning - Open Load

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 1 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present) and others
evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine control unit (ECU) has determined that there is a fault associated with the current monitoring of the Cylin-
der 1 injector output power driver stage.

Possible failure modes:

1. Faulty Cylinder 1 injector solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Carefully disconnect the engine harness from the ECU at the cylinder connector 3. Use a multi-meter to check
the resistance, on the engine harness side of the cylinder connector 3, between pins 4 and 13. There should be
0.4 - 0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU .

B. If the resistance was significantly greater than maximum range, continue with step 3.
3. Disconnect the engine cylinder harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check resistance on the injector (valve) cover side of connector from pin 3 to pin 4. There should be 0.4 - 0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine cylinder harness between
the ECU cylinder harness connector 3 and the Cylinder 1 /2 valve cover connector VC1. Locate and repair the
broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4.
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 1 injector at connector
INJ1. Use a multi-meter to check resistance, on the Cylinder 1 injector, from terminal 1 to terminal 2. There should
be 0.4 - 0.5 Ω.

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A. If the resistance is within range, there is an open circuit condition in the injector harness, between injector
connector and ECU cylinder connector. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 1 injector solenoid coil has failed.
Replace the injector.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3192-Cylinder 2 Warning - Open Load

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 2 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 2 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the engine injector harness side of connector 3, between pins 6 and 11. There should be 0.4 -
0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC1. Use a multi-meter to
check resistance on the injector (valve) cover side of connector VC1 from pin 1 to pin 2. There should be 0.4 -
0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector 3 and connector VC1. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4.
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 2 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 2 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

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A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector
VC1 and connector INJ2. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 2 injector solenoid coil has failed.
Replace the injector.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3196-Cylinder 3 Warning - Open Load

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 3 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 3 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the engine injector harness side of connector 3, between pins 12 and 5. There should be 0.4 -
0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check resistance on the injector (valve) cover side of connector VC2 from pin 3 to pin 4. There should be 0.4 -
0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector 3 and connector VC2. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4.
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 3 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 3 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

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

B. If the resistance was significantly greater than maximum range, the Cylinder 3 injector solenoid coil has failed.
Replace the injector.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3200-Cylinder 4 Warning - Open Load

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has determined that an open circuit condition exists in the Cylinder 4 injector circuit. A
power stage component energizes the unit injection system transistors and simultaneously observes the current flow
in the high-side and low-side switching branch by sensing resistors. If there is a deviation from the expected current
flow the component detects specific errors and reports them to the ECU. This error message is then rearranged so
it holds information on performed injections, errors of cylinders on the same bank, bank specific errors and cylinder
specific errors. The rearranged error message is then compared to applicable error patterns and if there is a match
the failure corresponding to the matched pattern is output. If an error message doesn't match any pattern the defect is
treated as an unclassifiable error. Monitoring is performed once per camshaft revolution. This error is the result of an
open circuit failure being present for over 3 camshaft revolutions. As a result of this error an individual cylinder or bank
is shut off, based on parameters established in the ECU. Certain parameters, as currently applied, are permanent
(without a healing possibility, once tested by switching on the component to see if the defect is still present). and
others evoke an irreversible or reversible shut off of the engine to be executed.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of the
Cylinder 4 injector output power driver stage.

Possible failure modes:

1. Faulty injection valve or open solenoid windings.

2. Faulty electrical wiring, open circuit (damaged wiring).
3. Faulty ECU, hardware or software.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Carefully disconnect the engine injector harness from the ECU at connector 3. Use a multi-meter to check the
resistance, on the engine injector harness side of connector 3, between pins 3 and 14. There should be 0.4 -
0.5 Ω.

A. If the resistance is within range, the ECU may have failed. Try reloading the ECU software and if the fault
reoccurs, replace the ECU.

B. If the resistance was significantly greater than maximum range, continue with step 3.
3. Disconnect the engine injector harness from the injector (valve) cover at connector VC2. Use a multi-meter to
check resistance on the injector (valve) cover side of connector VC2 from pin 1 to pin 2. There should be 0.4 -
0.5 Ω.

A. If a small amount of resistance exists, there is open circuit condition in the engine injector harness between
connector 3 and connector VC2. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, continue with step 4.
4. Remove the injector (valve) cover and disconnect the injector harness from the Cylinder 4 injector at connector
terminal 1 (high side ring terminal) Use a multi-meter to check resistance, on the Cylinder 4 injector, from terminal
1 to terminal 2. There should be 0.4 - 0.5 Ω.

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 Electrical systems - FAULT CODES

A. If the resistance is within range, there is an open circuit condition in the injector harness, between connector
VC2 and connector INJ4. Locate and repair the broken conductor.

B. If the resistance was significantly greater than maximum range, the Cylinder 4 injector solenoid coil has failed.
Replace the injector.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.

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3210-Bank 1 - General Short Circuit To Injector Cable

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: this diagnostic procedure requires a good quality Digital Multi-meter (DMM) to accurately measure resistance .
The DMM must measure to a resolution of 0.1 Ω. The required measurements are as low as 0.4 Ω (typical injector so-
lenoid coil resistance is 0.4 - 0.5 Ω) and any DMM inaccuracies will cause the technician to inaccurately troubleshoot.

NOTE: ensure the DMM's test lead resistance is considered when measuring resistance. Touch the leads together
on the lowest Ohms scale and record the resistance measurement. Subtract this value from all future resistance
measurements.

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 1 (Group A, Cylin-
ders 1 & 4). A power stage component energizes the injection system transistors while observing the current flow
in the high-side and low-side switching branch by sensing resistors. Deviations from the expected current flow are
detected as specific errors by the component and reported to the ECU. Error messages are configured to contain
information on performed injections, same bank cylinder errors, bank specific errors and cylinder specific errors. The
configured error message is compared to applicable error patterns, and the failure matching the pattern is output. If
an error message doesn't match a pattern the defect becomes an unclassifiable error. Monitoring is performed once
per camshaft revolution. This error is a result of a general short circuit of the high side to battery or ground over 4
camshaft revolutions. This error shuts off an individual cylinder or bank, based on ECU parameters. Certain param-
eters, as currently applied, are permanent; there is no healing possibility after testing: switching on the component to
ascertain the defect's presence. Others evoke an irreversible or reversible engine shut off.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of an injector
output power driver stage in Bank 1.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty injection valve or shorted solenoid windings.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3210 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and all four injector connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to all four injectors. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.

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3. Measure the resistance through the harness.

Turn the ignition switch OFF.

Disconnect ECU connector X-078 .

Disconnect injector connectors 1 and 2.

Measure the resistance between X-078 pin 16 and X-078 pin 32. The resistance should be greater than 20000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-078 pin 17 and X-078 pin 48. The resistance should be greater than 20000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-078 pin 16 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-078 pin 32 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-078 pin 17 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-078 pin 48 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

A. All resistance measurements are greater than 20000 Ω. Go to step 4.

B. One or more resistance measurement are less than 20000 Ω. There is a short circuit in the harness. Repair
or replace the harness or connectors as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance at the injector.

Leave the ignition switch OFF.

Measure the resistance between the injector pins on the injector 1. The resistance should be approximately 0.4 Ω.

Measure the resistance between the injector pins on the injector 2. The resistance should be approximately 0.4 Ω.

A. Both resistance measurements are between 0.4 - 0.5 Ω. Go to step 5.

B. One or both resistance measurement are less than 0.4 Ω. There is a short circuit in the injector. Temporarily
replace the injector and retest. Return to step 1 to confirm elimination of fault.
5. Measure the resistance of the injector to chassis ground.

Leave the ignition switch OFF.

Measure the resistance between the injector 1, pin 1 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω.

Measure the resistance between the injector 1, pin 2 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω.

Measure the resistance between the injector 2, pin 1 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω.

Measure the resistance between the injector 2, pin 2 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω.

A. All resistance measurement are greater than 20000 Ω. Temporarily replace the ECU and retest. Return to step
1 to confirm elimination of the fault.

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 Electrical systems - FAULT CODES

B. One or more resistance measurement are less than 20000 Ω. There is a short circuit in the injector to chassis
ground. Temporarily replace the injector and retest. Return to step 1 to confirm elimination of fault.

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3218-Bank 2 - General Short Circuit On Injector Cable

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: this diagnostic procedure requires a good quality Digital Multi-meter (DMM) to accurately measure resistance .
The DMM must measure to a resolution of 0.1 Ω. The required measurements are as low as 0.4 Ω (typical injector so-
lenoid coil resistance is 0.4 - 0.5 Ω) and any DMM inaccuracies will cause the technician to inaccurately troubleshoot.

NOTE: ensure the DMM's test lead resistance is considered when measuring resistance. Touch the leads together
on the lowest Ohms scale and record the resistance measurement. Subtract this value from all future resistance
measurements.

Context:
The Engine Control Unit (ECU) has determined a short circuit exists in an injector cable in Bank 2 (Group B, Cylin-
ders 2 & 3). A power stage component energizes the injection system transistors while observing the current flow
in the high-side and low-side switching branch by sensing resistors. Deviations from the expected current flow are
detected as specific errors by the component and reported to the ECU. Error messages are configured to contain
information on performed injections, same bank cylinder errors, bank specific errors and cylinder specific errors. The
configured error message is compared to applicable error patterns, and the failure matching the pattern is output. If
an error message doesn't match a pattern the defect becomes an unclassifiable error. Monitoring is performed once
per camshaft revolution. This error is a result of a general short circuit of the high side to battery or ground over 4
camshaft revolutions. This error shuts off an individual cylinder or bank, based on ECU parameters. Certain param-
eters, as currently applied, are permanent; there is no healing possibility after testing: switching on the component to
ascertain the defect's presence. Others evoke an irreversible or reversible engine shut off.

Cause:
The Engine Control Unit (ECU) has determined that there is a fault associated with the current monitoring of an injector
output power driver stage in Bank 2.

Possible failure modes:

1. Faulty electrical wiring.

2. Faulty injection valve or shorted solenoid windings.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3218 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and all four injector connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to all four injectors. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.

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 Electrical systems - FAULT CODES

3. Measure the resistance through the harness.

Turn the ignition switch OFF.

Disconnect ECU connector X-078.

Disconnect injector connectors 3 and 4.

Measure the resistance between X-078 pin 31 and X-078 pin 1. The resistance should be greater than 20000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-078 pin 46 and X-078 pin 2. The resistance should be greater than 20000 Ω.
Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between X-078 pin 31 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-078 pin 1 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-078 pin 46 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

Measure the resistance between X-078 pin 2 and chassis ground. The chassis ground connection must be clean
and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω. Wiggle the harness during mea-
surement to reveal an intermittent condition.

A. All resistance measurements are greater than 20000 Ω. Go to step 4.

B. One or more resistance measurement are less than 20000 Ω. There is a short circuit in the harness. Repair
or replace the harness or connectors as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance at the injector.

Leave the ignition switch OFF.

Measure the resistance between the injector pins on the injector 3. The resistance should be approximately 0.4 Ω.

Measure the resistance between the injector pins on the injector 4. The resistance should be approximately 0.4 Ω.

A. Both resistance measurement are between 0.4 - 0.5 Ω. Go to step 5.

B. One or both resistance measurement are less than 0.4 Ω. There is a short circuit in the injector. Temporarily
replace the injector and retest. Return to step 1 to confirm elimination of fault.
5. Measure the resistance of the injector to chassis ground.

Leave the ignition switch OFF.

Measure the resistance between the injector 3, pin 1 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω.

Measure the resistance between the injector 3, pin 2 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω.

Measure the resistance between the injector 4, pin 1 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω.

Measure the resistance between the injector 4, pin 2 and chassis ground. The chassis ground connection must
be clean and free of paint, dirt, and oil. The resistance should be greater than 20000 Ω.

A. All resistance measurement are greater than 20000 Ω. Temporarily replace the ECU and retest. Return to step
1 to confirm elimination of the fault.

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 Electrical systems - FAULT CODES

B. One or more resistance measurement are less than 20000 Ω. There is a short circuit in the injector to chassis
ground. Temporarily replace the injector and retest. Return to step 1 to confirm elimination of fault.

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 Electrical systems - FAULT CODES

3230-Injection processor error - stop engine

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3235-Number of Injections Limited - by Charge Balance

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The number of injections is greater than normal injections released for current engine speed. This fault will correct
when the number of injections are in range with engine speed. To correct this fault, try re-flashing the software. If that
does not correct the fault, replace the ECU.

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 Electrical systems - FAULT CODES

3236-Number of Injections Limited - by Quantity Balance

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The number of injections is greater than normal injections released for current engine speed. This fault will correct
when the number of injections are in range with engine speed. To correct this fault, try re-flashing the software. If that
does not correct the fault, replace the ECU.

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 Electrical systems - FAULT CODES

3237-Number of Injections Limited - by Software

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
This fault has occurred because the desired number of injections is greater than maximum number of injections per
cycle, depending on battery voltage and power requirements for energizing. Check battery voltage, and check power
supply of booster banks. If battery voltage is low, charge battery and recheck. If battery does not hold a charge,
replace the battery. If the power supply of the booster banks is insufficient, check for other faults present. Resolve
those faults.

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3238-Communication error of CJ940 processor

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3239-Engine Controller EEPROM - Read Operation Error

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3240-Engine controller EEPROM - Write operation failure

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3241-Engine controller EEPROM - Default value used

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) has detected that substitute values for the Electrically Erasable Programmable Read-
Only Memory (EEPROM) are used. If a failure is detected, this fault sets and should reset immediately if the EEPROM
operates correctly. This failure can be the result of wrong programming / flashing of the ECU or an internal defect.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3242-Engine Controller (Locked) Recovery Occurred

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3243-Engine Controller Recovery (Suppressed) - Recovery

Occurred
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3244-Engine Controller Recovery (Visible) - Recovery Occurred

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3245-Engine Controller - Watchdog Not Plausible

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3252-Controller Watchdog - SPI Communication Failure

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has detected an internal (SPI Bus) communication failure. The central processing
unit (CPU) and monitoring module (watchdog) contained with in the ECU, communicate with each other via the SPI
bus. Both devices mutually monitor each other for correct functioning. If, however, the SPI communication between
them fails this monitoring is impaired and an error counter is incremented. If the error counter exceeds 2 over two
20 ms (two tests) checks, this fault is activated. Communication status is checked autonomously by the SPI driver
component every 20 ms and reports a detected error to the ECU. This error initiates ECU recovery (reset). If the ECU
functions correctly after recovery, the SPI error is temporary and can be ignored and deleted from fault memory. If
the SPI error is permanent and the ECU does not leave boot-block, the ECU needs to be replaced.

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3253-ADC Monitoring - Reference Voltage Too High

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Analog Digital Converter (ADC) of the Engine Control Unit (ECU) is monitored for plausibility using redundantly
read input and test voltage inputs.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3255-ADC Monitoring Test Impulse Error

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Analog Digital Converter (ADC) of the Engine Control Unit (ECU) is monitored for plausibility using redundantly
read input and test voltage inputs.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3256-ADC Monitoring Queue Error

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Analog Digital Converter (ADC) of the Engine Control Unit (ECU) is monitored for plausibility using redundantly
read input and test voltage inputs.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3258-Starter relay high side: Short circuit to battery error

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Engine Starter is controlled by two relays actuators one for Low Side and one for High Side. Both power stages are
monitored by Hardware for electric failures.

Possible failure modes:

1. Short circuit of the wiring to an external source.

2. The high side (HS) starter relay K-013 is faulty.

Solution:

1. Check the electrical wiring.

2. Check the high side starter relay K-013. If necessary replace the high side relay.

LEIL15CWL0025FA 1

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3259-Starter relay high side: Short circuit to ground error

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
"Engine Starter is controlled by two relays actuators one for Low Side and one for High Side. Both power stages are
monitored by Hardware for electric failures.

Possible failure modes:

1. Short circuit of the wiring to ground.

2. The high side (HS) starter relay K-013 is faulty.

Solution:

1. Check the electrical wiring.

2. Check the high side starter relay K-013. If necessary replace the high side relay.

LEIL15CWL0025FA 1

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3260-Low side power - open load

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: the low side driver power stage is internal to the Engine Control Unit (ECU).

Context:
The crank relay (starter control relay) supplies power to the starter motor to crank the engine. The diagnostic function
of the low side driver monitors for an open load in the circuit.

Cause:
The ECU senses the crank relay (starter control relay) low side driver circuit is open.

Possible failure modes:

1. The crank relay (starter control relay) has failed.

2. The wiring harness is faulty.
3. The ECU has an internal failure.

Solution:

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

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the crank relay (starter control relay) K-012 .

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

Make sure all connections are secure and locked.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the relay control circuit.

Place the key switch OFF.

Remove the relay K-012.

Use a multimeter to check for continuity on the relay from pin 85 to pin 86.

There should be continuity.

A. If there is continuity, leave the relay removed. Continue with Step 4.

B. If the relay test fails, replace the relay.

4. Check the wiring harness for an open circuit.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

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Use a multimeter to check for continuity from the wiring harness side of the K-007 relay cavity pin 85 to the ECU
wiring harness connector X-079 pin 53.

Use a multimeter to check for continuity from the wiring harness side of the K-007 relay cavity pin 86 to the ECU
wiring harness connector X-079 pin 27.

There should be continuity.

A. If there is no continuity, there is an open circuit in the wiring harness. Locate and repair faulty wiring.

B. If there is continuity, try updating the ECU software. If the fault code is still present, replace the ECU.

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3261-Low side power - short circuit to battery or excess temperature

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The crank relay (starter control relay) supplies power to the starter motor to crank the engine. The low side driver
power stage, internal to the Engine Control Unit (ECU), diagnostic function monitors the circuit for a short to high
source.

Cause:
The ECU senses the crank relay (starter control relay) low side driver circuit is shorted to a high source.

Possible failure modes:

1. The crank relay (starter control relay) has failed.

2. The wiring harness is faulty.
3. The ECU has an internal failure.

Solution:

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

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the crank relay (starter control relay) K-012 .

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the relay control circuit.

Place the key switch OFF.

Remove the relay K-012.

Use a multimeter to check the for continuity on the relay from pin 85 to pin 86.

There should be continuity.

A. If the relay test is good, leave the relay removed. Continue with Step 4.

B. If the relay test fails, replace the relay.

4. Check the wiring harness for a short circuit.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the wiring harness ECU connector X-079 between pin 27 to pin 53.

There should be no continuity.

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 Electrical systems - FAULT CODES

A. If there is no continuity, leave the ECU connector disconnected. Continue with Step 5.

B. If there is continuity, there is a short circuit in the wiring harness. Locate and repair broken conductor.
5. Check the wiring harness for a short to high source.

Place the key switch OFF.

Use a multimeter to check for voltage from the wiring harness ECU connector X-079 pin 27 to chassis ground.

There should be no voltage.

A. If there is no voltage, leave the ECU connector disconnected. Continue with Step 6.

B. If there is voltage, there is a short to high source in the wiring harness. Locate and repair broken conductor.
6. Check the wiring harness for a short to high source.

Place the key switch ON.

Use a multimeter to check for voltage from the wiring harness ECU connector X-079 pin 27 to chassis ground.

There should be no voltage.

A. If there is no voltage, try updating the ECU software. If the fault code is still present, replace the ECU.

B. If there is voltage, there is a short to high source in the wiring harness. Locate and repair broken conductor.

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3262-Low side power - short circuit to ground

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The crank relay (starter control relay) supplies power to the starter motor to crank the engine. The low side driver
power stage, internal to the Engine Control Unit (ECU), diagnostic function monitors the circuit for a short to low
source.

Cause:
The Engine Control Unit (ECU) senses the crank relay (starter control relay) low side driver circuit is shorted to a low
source.

Possible failure modes:

1. The crank relay (starter control relay) has failed.

2. The wiring harness is faulty.
3. The ECU has an internal failure.

Solution:

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

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the crank relay (starter control relay) K-012.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the relay control circuit.

Remove the relay K-012.

Use a multimeter to check for continuity on the relay from pin 85 to pin 86.

There should be continuity.

A. If the relay test is good, leave the relay removed. Continue with Step 4.

B. If the relay test fails, replace the relay.

4. Check the wiring harness for a short to low source.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Use a multimeter to check for continuity from the wiring harness ECU connector X-079 pin 27 to chassis ground.

There should be no continuity.

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A. If there is no continuity, try updating the ECU software. If the fault code is still present, replace the ECU.

B. If there is continuity, there is a short to ground source in the wiring harness. Locate and repair broken conductor.

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3265-Overrun Monitoring - Injection Time Too Long

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has detected that injection time is too long. The sum of all torque-forming energizing
times of an individual cylinder exceeds the limit, calculated from the map (depending on the engine speed and the
time since the overrun monitoring is active) for more than 100 test events (test frequency every 10 ms). When the
engine is in overrun operation the monitoring becomes active and the current injection energizing time is compared
with a maximum permissible time limit. If the limit is exceeded an ECU recovery (reset ) is triggered and if the error
reoccurs in the same driving cycle, the torque-determining power stages are irreversibly shut off. The basic idea is
that the operator reacts to an unintentional torque increase, caused by a malfunction of the ECU, by releasing the
accelerator pedal (reducing engine speed) which causes the engine to enter the overrun operation mode. Overrun
monitoring is only released if various conditions are met, such as no accelerator pedal activation, no activated cruise
control, no intervention of the vehicle dynamic control or gearbox control is present, etc. This failure could be the
result of electronic disturbances, a requested torque increase via tester, the wrong application of injection relevant
parameters, or a defective ECU. If this failure persists, the ECU may need to be replaced.

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3266-Error in engine speed check, speed signal not plausible

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3283-Sensor Supply Voltage 2 - High

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) provides 3 independent 5.0 V voltage supplies for the sensors. These sensor supply
voltages are monitored to ensure they remain within a given range. This check for voltage limits is done autonomously
by the hardware.

Cause:
The sensor supply voltage lies outside of the switching thresholds.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 4.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.

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4. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

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3285-Sensor Supply Voltage 3 - High

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) provides 3 independent 5.0 V voltage supplies for the sensors. These sensor supply
voltages are monitored by a hardware comparator to ensure they remain within a given range.

Cause:
The sensor supply voltage lies outside of the switching thresholds.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 4.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.

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4. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

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3293-Fuel Metering Unit: maximum positive deviation of rail

pressure exceeded
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Cause:
The fault is cause by a problem in the high pressure fuel supply.

Possible failure modes:

1. Leakage in the high pressure system.

2. Injection nozzle stuck in open position.
3. Low efficiency of high pressure pump.
4. Internal leakage of injector.
5. Leaking pressure control valve.
6. Low pressure at High pressure pump inlet due clogged filter.
7. Leaking low pressure tubes.
8. Electric pre supply pump defective or gear pump defective.

Solution:

1. Check low pressure system for clogging (specially fuel filter).

Refer to the Operator’s Manual to check the fuel filter system.
2. Check tubing between pre supply and gear pump.
3. Check feeding of pre supply pump (possibly low due to clogged tubes at tank outlet).
4. Check high pressure part for leakages (internal / external).
5. Check PCV for tightness in closed position (100% PWM).
6. Check high pressure pump for efficiency.
7. Check injectors for tightness.

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3301-Fuel high pressure pump is at minimum delivery and the Rail

pressure is not reducing
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:

Possible failure modes:

1. Faulty high pressure pump regulator solenoid/valve, stuck open.

2. Pressure too high, low pressure side.

Solution:

1. Check for high pressure pump regulator (solenoid/valve) errors.

A. If high pressure pump regulator (solenoid/valve) errors exist, follow troubleshooting procedure for existing high
pressure pump regulator (solenoid/valve) error.

B. If no high pressure pump regulator (solenoid/valve) errors exist, locate and repair high pressure condition in
low pressure side of fuel system.

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3305-Cannot maintain rail pressure above the minimum pressure

of 200 Bar
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3309-Maximum Fuel rail pressure exceeded

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too high. The rail pressure is
monitored by various fault paths during active pressure control by the metering unit. The fault path at hand detects
if the rail pressure has exceeded a maximum pressure threshold. The monitoring is only active if the high pressure
governor is operating in closed loop control and the monitoring has not been inhibited by other faults. If the rail pres-
sure exceeds the maximum pressure 150000 kPa (21755.7 psi) over 1 second, this error will occur.

Cause:
The Fuel Rail/System Pressure is too high.

Possible failure modes:

1. Faulty high pressure pump regulator solenoid/valve, stuck open.

2. Pressure too high, low pressure side.

Solution:

1. Check for high pressure pump regulator (solenoid/valve) errors.

A. If high pressure pump regulator (solenoid/valve) errors exist, follow troubleshooting procedure for existing high
pressure pump regulator (solenoid/valve) error.

B. If no high pressure pump regulator (solenoid/valve) errors exist, locate and repair high pressure condition in
low pressure side of fuel system.

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3334-Timeout of CAN Message TSC1 Speed

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The ECU is not receiving messages on the vehicle CAN bus.

Cause:
The ECU is not receiving messages on the vehicle CAN bus.

Possible failure modes:

1. Open or shorted wire in system.

2. Failure of Instrument Cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

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3335-Timeout of CAN message TSC1-PE torque (when inactive)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Control Module : ECU

NOTE: it is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the Power Take-Off
(PTO) controller within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as a
"node". These two wires are connected together at each end of the network using a 120 Ω resistor, which is known as
a "termination" resistor. Because there is a 120 Ω resistor at each end of the network, the resistance should always
be 60 Ω between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

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

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

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

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Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-079 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-079 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.

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3338-Timeout of CAN message TSC1-VE speed (when inactive)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: it is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as a
"node". These two wires are connected together at each end of the network using a 120 Ω resistor, which is known as
a "termination" resistor. Because there is a 120 Ω resistor at each end of the network, the resistance should always
be 60 Ω between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

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

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

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

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There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-079 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-079 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the readings are incorrect, the resistor has failed. Replace the ECU.

B. If the readings are correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.

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3339-Timeout of CAN message TSC1-VE speed (when active)

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: it is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as a
"node". These two wires are connected together at each end of the network using a 120 Ω resistor, which is known as
a "termination" resistor. Because there is a 120 Ω resistor at each end of the network, the resistance should always
be 60 Ω between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

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

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

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

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 Electrical systems - FAULT CODES

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-079 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-079 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.

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3350-Terminal 50 - always on, starting circuit signal is active for

an excessive time period
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) monitors the status signal of terminal 50 (T50), which is used to crank the engine with
the starter motor. This fault becomes active if the T50 digital input signal is active for an excessive time period.

Cause:
The crank signal is active for a long period of time.

Possible failure modes:

1. Faulty wiring

Solution:

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

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

B. If the fault is no longer present or inactive, continue with step 4.

2. Inspect the wiring harness and connectors.

Verify the wiring harness from the key switch to the ECU is not damaged and connections are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If there is no damage and the connectors are properly connected, continue to step 3.

B. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).
3. Check the key switch crank position signal for a short to a high source.

Place the key switch OFF.

Disconnect the wiring harness connector from the ECU.

Use a multimeter to check for voltage from the ECU wiring harness connector pin 08 to chassis ground.

There should be no voltage.

A. If there is no voltage, continue with step 4.

B. If there is voltage there is a short to voltage in the wiring harness. Locate and repair the fault between the ECU
and key switch.
4. Check the wiring harness to relevant components and control modules.

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.

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3358-CAN transmit timeout

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The ECU is not receiving messages on the vehicle CAN bus.

Cause:
The ECU is not receiving messages on the vehicle CAN bus.

Possible failure modes:

1. Open or shorted wire in system.

2. Failure of Instrument Cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active. This is an indication of a problem in the CAN
Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

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3361-ECM EEPROM - General Error

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) has detected that substitute values for the Electrically Erasable Programmable Read-
Only Memory (EEPROM) are used. If a failure is detected, this fault sets and should reset immediately if the EEPROM
operates correctly. This failure can be the result of wrong programming / flashing of the ECU or an internal defect.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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3362-Torque to Quantity Map - Not Plausible

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has detected an error. This failure can be the result of wrong programming / flashing
of the ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace
the ECU.

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 Electrical systems - FAULT CODES

3368-Torque limitation due to performance limiter, may be triggered

by inducement
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3369-Torque reduction due to smoke reduction

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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 Electrical systems - FAULT CODES

3370-Torque limitation due to engine protection

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3371-Torque limitation due to Fuel quantity Limitation

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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3374-Unit injector NEMA codes are invalid

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has determined that the EEPROM Adjustment Value Checksum is invalid. For every
individual unit injector an injection quantity adjustment (NEMA) can be programmed in the EEPROM for the entire
operating range. The monitoring function at hand checks if the EEPROM block holding these quantity adjustment
codes can be read successfully and if the cylinder individual checksums of the codes are correct. This monitoring
function is carried out at every ECU initialization (reset). Healing can, therefore, only occur by resetting the ECU.
This error will occur if the injector quantity adjustment code in the EEPROM of at least one cylinder contains an
invalid checksum and the injection quantities will not be corrected with the adjustment values. This error is cleared by
resetting (re-initializing) the ECU with a successful read of the injector quantity adjustment values form the EEPROM.
This error may be the result of an invalid NEMA code being programmed. Try to flash the ECU correctly with correct
NEMA codes and a proper dataset, if defect persists, replace the ECU.

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 Electrical systems - FAULT CODES

3402-Rail pressure sensor: maximum rail pressure exceeded

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) has determined that the Fuel Rail/System Pressure is too high. The rail pressure is
monitored by various fault paths during active pressure control by the metering unit. The fault path at hand detects
if the rail pressure has exceeded a maximum pressure threshold. The monitoring is only active if the high pressure
governor is operating in closed loop control and the monitoring has not been inhibited by other faults. If the rail pres-
sure exceeds the maximum pressure 1800 bar (26100 psi) over 1 second, this error will occur.

Cause:
The Fuel Rail/System Pressure is too high.

Possible failure modes:

1. Faulty high pressure pump regulator solenoid/valve, stuck open.

2. Pressure too high, low pressure side.

Solution:

1. Check for high pressure pump regulator (solenoid/valve) errors.

A. If high pressure pump regulator (solenoid/valve) errors exist, follow troubleshooting procedure for existing high
pressure pump regulator (solenoid/valve) error.

B. If no high pressure pump regulator (solenoid/valve) errors exist, locate and repair high pressure condition in
low pressure side of fuel system.

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3403-ECU Power Stages: Starter relay HS power stage over

temperature
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The ECU has sensed that the starter is continuously energized.

Cause:
The ECU has sensed that the starter is continuously energized.

Possible failure modes:

1. A short circuit in the starter relay circuit.

2. Faulty crank relay.
3. Failure of the ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Verify that there are no fault codes pertaining to high battery voltage to the ECU or high engine temperatures.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3403 is recorded with along with high engine temperature fault codes such as high coolant temper-
ature and/or high transmission temperature and/or high hydraulic oil temperature. Troubleshoot these codes
first. Return to step 1 to confirm elimination of the fault.

C. Fault code 3403 is recorded. No other fault codes are active. Go to step 2.
2. Verify that the wiring and connectors are free of damage.

Inspect the ECM, the starter, and the starter relay connections. All connections should be secure, tight, free of
corrosion, abrasion and damage.

Inspect the harness from the ECM to the starter and starter relay. Verify that the harness is free of damage,
corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage on the starter relay circuit.

Turn the ignition switch OFF.

Disconnect ECU connector X-079.

Turn the ignition switch ON.

Measure the voltage between X-079 pin 27 and chassis ground. The chassis ground connection must be clean
and free of paint, oil and, dirt. The voltage should be less than 0.5 V. Wiggle the harness during measurement to
reveal an intermittent condition.

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Measure the voltage between X-079 pin 53 and chassis ground. The chassis ground connection must be clean
and free of paint, oil and, dirt. The voltage should be less than 0.5 V. Wiggle the harness during measurement to
reveal an intermittent condition.

A. Both voltage measurements are less than 0.5 V. Temporarily replace the ECU and retest. Return to step 1 to
confirm elimination of the fault.

B. One or both voltage measurements are greater than 0.5 V. There is a short circuit to another voltage source
in the wiring. Repair or replace the harness as required. Verify the crank relay has not failed. Return to step 1
to confirm elimination of the fault.

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3405-ECU Power stages: Open load temperature error on the

Turbocharger PWM output power stage
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
ECU Power stages: Open load temperature error on the Turbocharger PWM output power stage.

Cause:
The ECU detects an open circuit in the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring.
2. Faulty electric valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3405 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the electric valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the electric valve. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage at the actuator connector.

Turn the ignition switch OFF.

Disconnect the electric valve connector.

Turn the ignition switch ON.

Measure the voltage from +Battery pin to chassis ground. The voltage should be approximately 12 V. Wiggle the
harness during measurement to reveal an intermittent condition.

A. The voltage is between 10 V and 14.8 V. Go to step 4.

B. The voltage is less than 10 V. There is a problem in the battery supply to the valve. Check fuses. Repair as
required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the valve.

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 Electrical systems - FAULT CODES

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Measure the resistance through the motor windings. The resistance should be less than 100 Ω.

A. The resistance is less than 100 Ω. Go to step 5.

B. The resistance is greater than 100 Ω. There is an open circuit in the valve windings. Temporarily replace the
valve and retest. Return to step 1 to confirm elimination of fault.
5. Measure the resistance through the signal wire.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Disconnect the ECU connector X-078.

Fabricate a jumper wire that will connect the electric valve connector pin 1 to chassis ground.

Connect the jumper wire between the electric valve connector pin 1 and chassis ground. The chassis ground
connection must be clean and free of paint, oil, and dirt.

Measure the resistance between ECU connector X-078 pin 4 and chassis ground. The resistance should be less
than 10 Ω. Wiggle the wire during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm elimi-
nation of the fault.

B. The resistance is greater than 10 Ω. There is an open circuit in the signal wire. Repair or replace the wire as
required. Return to step 1 to confirm elimination of fault.

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3406-ECU Power stages: Over temperature error on the

Turbocharger PWM output power stage
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The ECU detects an excess current draw on the turbocharger waste gate signal wire.

Cause:
The ECU detects an excess current draw on the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring.
2. Faulty electric valve.
3. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. The fault code is not recorded again. OK to return the machine to service.

B. Fault code 3406 is recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the Electric Valve. All connections should be secure, tight, free of corrosion, abrasion and
damage.

Inspect the harness from the ECU to the Electric Valve. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to Step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to Step 1 to confirm elimination of fault.
3. Measure the voltage at the actuator connector.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Turn the ignition switch ON.

Measure the voltage between the +Battery pin and chassis ground. The voltage should be approximately 12 V.
Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is between 10 V and 14.8 V. Go to Step 4.

B. The voltage is less than 10 V. There is a problem in the battery supply to the valve. Check fuses. Repair as
required. Return to Step 1 to confirm elimination of fault.

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 Electrical systems - FAULT CODES

C. The voltage is greater than 14.9 V. There is a problem in the battery supply to the valve. Troubleshoot the high
voltage problem.
4. Measure the resistance through the valve to chassis ground.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Measure the resistance through the electric valve pin 1 to chassis ground. The resistance should be greater than
20000 Ω.

A. The resistance is greater than 20000 Ω. Go to Step 5.

B. The resistance is less than 20000 Ω. There is an internal short to chassis ground. Temporarily replace the
Electric Valve and retest. Return to Step 1 to confirm elimination of the fault.
5. Measure the resistance through the signal wire.

Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Disconnect the ECU connector X-078.

Measure the resistance from the ECU connector X-078 pin 4 to chassis ground. The resistance should be greater
than 20000 Ω. Wiggle the wire during measurement to reveal an intermittent condition.

A. The resistance is greater than 20000 Ω. Temporarily replace the ECU and retest. Return to Step 1 to confirm
elimination of the fault.

B. The resistance is less than 10 Ω. There is a short circuit in the signal wire to chassis ground. Repair or replace
the wire as required. Return to Step 1 to confirm elimination of fault.

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3409-Oil pressure too low

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The ECU has detected a low oil pressure condition.

Cause:
Engine speed is greater than 500 RPM and the oil pressure switch did not close. The oil pressure switch will close to
indicate to the ECU that the engine is running with the proper oil pressure.

Possible failure modes:

1. Low engine oil level.

2. Faulty engine lubrication system.
3. Faulty electrical wiring, open circuit in the signal wire to the ECU.
4. Faulty oil press switch.
5. Faulty ECU.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault code: Start and operate machine.

A. The fault is not recorded again. OK to return the machine to service.

B. Fault code 3409 is recorded again. Go to step 2.

2. Check the engine oil level.

Check the engine oil level. Refer to the operators manual for the proper oil level.

A. The oil level is correct. Go to step 3.

B. The oil level is not correct. Refer to the operators manual for the proper oil level. Repair as required. Return
to step 1 to confirm elimination of the fault.
3. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the oil pressure switch connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the ECU to the oil pressure switch. Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 4.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
4. Measure the resistance through the signal wire.

Turn the ignition switch OFF.

Disconnect ECU connector X-078 and the oil pressure switch connector.

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Measure the resistance between X-078 pin 6 and oil pressure switch connector pin 1. The resistance should be
less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to step 5.

B. The resistance is greater than 10 Ω. There is an open circuit in the signal wire. Repair as required. Return to
step 1 to confirm elimination of fault.
5. Measure the resistance through the oil pressure switch.

Turn the ignition switch OFF.

Disconnect the oil pressure switch connector.

Start the engine. Set engine speed to 800 RPM.

While the engine is running, measure the resistance through the switch to chassis ground. The chassis ground
connection should be clean and free of oil, paint and dirt. The resistance should be less than 10 Ω.

A. The resistance is less than 10 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm elimi-
nation of the fault.

B. The resistance is greater than 10 Ω. There is a problem with the oil pressure switch. Temporarily replace the
oil pressure switch and retest. Return to step 1 to confirm elimination of fault.

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3410-Permanent governor deviation for valve

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The positive limit of throttle valve governor deviation has been exceeded.

Cause:
Desired throttle valve position can not be reached due to sticking throttle valve. Possible throttle valve position sensor
mismatched.

Possible failure modes:

1. Faulty wiring.
2. Throttle valve binding inside assembly.

Solution:

1. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
or incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 2.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
2. Verify the fault code is still present and in an active state.

A. If the fault code is no longer active or present, OK to return the machine to service.

B. If the fault code is present and active, temporarily replace the throttle valve assemble and retest. return to step
1 to confirm elimination of the fault.

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3411-Permanent governor deviation for valve

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The negative limit of throttle valve governor deviation has been exceeded.

Cause:
Desired throttle valve position can not be reached due to sticking throttle valve. Possible throttle valve position sensor
mismatched

Possible failure modes:

1. Faulty wiring.
2. Throttle valve binding inside assembly.

Solution:

1. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the TVA valve connections. All connections should be secure, tight, free of corrosion, abra-
sion and damage.

Inspect the harness from the ECU to the TVA valve. Verify that the harness is free of damage, corrosion, abrasion
or incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 2.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
2. Verify the fault code is still present and in an active state.

A. If the fault is no longer active or present, OK to return the machine to service.

B. If the fault is still present and active, temporarily replace the throttle valve assemble and retest. return to step
1 to confirm elimination of the fault.

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 Electrical systems - FAULT CODES

3414-Short circuit in cylinder 1 glow plug

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-079 pin 22 GCU Diagnostics X-103 pin 3
X-079 pin 41 Glow plug ground X-103 pin 5
X-079 pin 52 GCU Control ST X-103 pin 8
X-109 pin 58 Glow Plug Cylinder 3 X-103 pin 1
X-109 pin 61 Glow Plug Cylinder 1 X-103 pin 2
Battery supply X-103 pin 4
X-109 pin 57 Glow Plug Cylinder 4 X-103 pin 6
X-109 pin 60 Glow Plug Cylinder 2 X-103 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-103. Measure the resistance between the glow plug wire on connector X-103 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-103 pin 1 X-109 pin 58 Cyl. 3
X-103 pin 2 X-109 pin 61 Cyl. 1
X-103 pin 6 X-109 pin 57 Cyl. 4
X-103 pin 7 X-109 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

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C. The resistance is greater than 20000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20000 Ω. There is an open circuit in the glow plug. Temporarily replace the glow
plug and retest. Return to step 1 to confirm elimination of the fault.

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3415-Short circuit in cylinder 2 glow plug

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-079 pin 22 GCU Diagnostics X-103 pin 3
X-079 pin 41 Glow plug ground X-103 pin 5
X-079 pin 52 GCU Control ST X-103 pin 8
X-109 pin 58 Glow Plug Cylinder 3 X-103 pin 1
X-109 pin 61 Glow Plug Cylinder 1 X-103 pin 2
Battery supply X-103 pin 4
X-109 pin 57 Glow Plug Cylinder 4 X-103 pin 6
X-109 pin 60 Glow Plug Cylinder 2 X-103 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-103. Measure the resistance between the glow plug wire on connector X-103 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-103 pin 1 X-109 pin 58 Cyl. 3
X-103 pin 2 X-109 pin 61 Cyl. 1
X-103 pin 6 X-109 pin 57 Cyl. 4
X-103 pin 7 X-109 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

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C. The resistance is greater than 20000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20000 Ω. There is an open circuit in the glow plug. Temporarily replace the glow
plug and retest. Return to step 1 to confirm elimination of the fault.

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3416-Short circuit in cylinder 3 glow plug

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-079 pin 22 GCU Diagnostics X-103 pin 3
X-079 pin 41 Glow plug ground X-103 pin 5
X-079 pin 52 GCU Control ST X-103 pin 8
X-109 pin 58 Glow Plug Cylinder 3 X-103 pin 1
X-109 pin 61 Glow Plug Cylinder 1 X-103 pin 2
Battery supply X-103 pin 4
X-109 pin 57 Glow Plug Cylinder 4 X-103 pin 6
X-109 pin 60 Glow Plug Cylinder 2 X-103 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-103. Measure the resistance between the glow plug wire on connector X-103 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-103 pin 1 X-109 pin 58 Cyl. 3
X-103 pin 2 X-109 pin 61 Cyl. 1
X-103 pin 6 X-109 pin 57 Cyl. 4
X-103 pin 7 X-109 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

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C. The resistance is greater than 20000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20000 Ω. There is an open circuit in the glow plug. Temporarily replace the glow
plug and retest. Return to step 1 to confirm elimination of the fault.

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3417-Short circuit in cylinder 4 glow plug

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. A glow plug fault code is not recorded again. OK to return the machine to service.

B. A fault code pertaining to the glow plugs is active. Fault code 3414, 3415, 3416 or 3417 is recorded again. Go
to step 2.
2. Verify that the wiring and connectors are free of damage.

Wiring connections Circuit Name Wiring connections GCU

X-079 pin 22 GCU Diagnostics X-103 pin 3
X-079 pin 41 Glow plug ground X-103 pin 5
X-079 pin 52 GCU Control ST X-103 pin 8
X-109 pin 58 Glow Plug Cylinder 3 X-103 pin 1
X-109 pin 61 Glow Plug Cylinder 1 X-103 pin 2
Battery supply X-103 pin 4
X-109 pin 57 Glow Plug Cylinder 4 X-103 pin 6
X-109 pin 60 Glow Plug Cylinder 2 X-103 pin 7

Inspect the ECU, GCU and the glow plug connections. All connections should be secure, tight, free of corrosion,
abrasion and damage.

Inspect the harness from the GCU to the glow plugs. Verify that the harness is free of damage, corrosion, abrasion
and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance through the glow plug wire.

Turn the ignition switch OFF.

Disconnect GCU connector X-103. Measure the resistance between the glow plug wire on connector X-103 and
chassis ground. The chassis ground connection must be clean and free of paint, oil and dirt. The resistance
should be approximately 1 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

GCU connector A-011 connector Cylinder

X-103 pin 1 X-109 pin 58 Cyl. 3
X-103 pin 2 X-109 pin 61 Cyl. 1
X-103 pin 6 X-109 pin 57 Cyl. 4
X-103 pin 7 X-109 pin 60 Cyl. 2

A. The resistance is approximately 1 Ω. Temporarily replace the GCU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 0.75 Ω. Go to step 4.

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C. The resistance is greater than 20000 Ω. There is an open circuit in the glow plug wire or the glow plug. Repair
as required. Return to step 1 to confirm elimination of the fault.
4. Measure the resistance at the glow plug.

Turn the ignition switch OFF.

Disconnect the glow plug connector.

Measure the resistance between the glow plug and chassis ground. The chassis ground connection must be clean
and free of paint, oil and dirt. The resistance should be approximately 1 Ω.

A. The resistance is approximately 1 Ω. There is a problem in the wiring to the glow plug. Repair or replace as
required. Return to step 1 to confirm elimination of the fault.

B. The resistance is less than 0.75 Ω. Temporarily replace the glow plug and retest. Return to step 1 to confirm
elimination of the fault.

C. The resistance is greater than 20000 Ω. There is an open circuit in the glow plug. Temporarily replace the glow
plug and retest. Return to step 1 to confirm elimination of the fault.

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3418-ECU Power stages: SCB error on the Turbocharger PWM

output power stage
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
ECU Power stages: Short to battery error on the Turbocharger PWM output power stage.

Cause:
The ECU detects a short to battery in the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring
2. Faulty electric valve (WG)
3. Faulty ECU

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. Fault code 3418 is not recorded again. OK to return the machine to service.

B. Fault code 3418 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the Electric Valve (WG). All connections should be secure, tight, free of corrosion, abrasion
and damage.

Inspect the harness from the ECU to the Electric Valve (WG). Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the voltage at the actuator signal line.

Turn the ignition switch OFF.

Disconnect the Electric Valve (WG) connector and the ECU connector.

Turn the ignition switch ON.

Measure the voltage between ECU connector X-079 pin 4 to chassis ground. The voltage should be less than
0.4 V. Wiggle the harness during measurement to reveal an intermittent condition.

A. The voltage is less than 0.4 V. Go to step 4.

B. The voltage is greater than 0.5 V. There is a short circuit to another power source. Repair or replace the
harness as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the valve.

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Turn the ignition switch OFF.

Disconnect the Electric Valve connector.

Measure the resistance through the motor windings. The resistance should be greater than 10 Ω.

A. The resistance is greater than 10 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 10 Ω. There is an short circuit in the valve windings. Temporarily replace the valve
and retest. Return to step 1 to confirm elimination of fault.

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3419-ECU Power stages: SCG error on the Turbocharger PWM

output power stage
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
ECU Power stages: Short to ground error on the Turbocharger PWM output power stage.

Cause:
The ECU detects a short to ground in the turbocharger waste gate signal wire.

Possible failure modes:

1. Faulty wiring
2. Faulty electric valve (WG)
3. Faulty ECU

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

A. Fault code 3419 is not recorded again. OK to return the machine to service.

B. Fault code 3419 is active and recorded again. Go to step 2.

2. Verify that the wiring and connectors are free of damage.

Inspect the ECU and the Electric Valve (WG). All connections should be secure, tight, free of corrosion, abrasion
and damage.

Inspect the harness from the ECU to the Electric Valve (WG). Verify that the harness is free of damage, corrosion,
abrasion and incorrect attachment.

A. The connectors are secure and the harness is free of damage. Go to step 3.

B. The connectors or the harness has damage. Repair or replace the harness or connectors as required. Return
to step 1 to confirm elimination of fault.
3. Measure the resistance at the actuator signal line.

Turn the ignition switch OFF.

Disconnect the Electric Valve (WG) connector and the ECU connector.

Measure the resistance between ECU connector X-079 pin 4 and chassis ground. The resistance should be
greater than 20000 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is greater than 20000 Ω. Go to step 4.

B. The resistance is less than 20000 Ω. There is a short circuit to chassis ground. Repair or replace the harness
as required. Return to step 1 to confirm elimination of fault.
4. Measure the resistance through the valve.

Turn the ignition switch OFF.

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Disconnect the Electric Valve connector.

Measure the resistance between the Electric Valve pin 1 to chassis ground. The resistance should be greater than
20000 Ω.

A. The resistance is greater than 20000 Ω. Temporarily replace the ECU and retest. Return to step 1 to confirm
elimination of the fault.

B. The resistance is less than 20000 Ω. There is an short circuit in the valve windings. Temporarily replace the
valve and retest. Return to step 1 to confirm elimination of fault.

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3420-CAN Bus Received frames: DFC of Auxiliary Engine Shutdown

Switch Message
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
This failure is an informational fault. No intervention necessary. Check failure source for engine shut off. Follow
troubleshooting of this root fault.

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3425-Turbocharger: Over boost deviation at P2 too high in pressure

charger regulator
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The boost pressure exceeds the maximum limit for a period greater than 5.0 s.

Cause:
The Engine Control Unit (ECU) is detecting inaccurate boost pressure.

Possible failure modes:

1. Faulty wiring.
2. Faulty boost pressure sensor.
3. Faulty EVGT actuator.
4. Faulty ECU.

Solution:

1. Verify the fault code is present and active.

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

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

2. Check for other faults present. Verify no other faults are associated to the boost pressure sensor.

A. If faults are present, correct those errors first. Then determine if this fault has been resolved.

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

3. Check for other faults present. Verify no other faults that are associated to the EVGT actuator.

A. If faults are present, correct those errors first. Then determine if this fault has been resolved.

B. If no other faults are present, continue with step 4.

4. Check ECU for proper operation. If no other errors are present and all wiring is correct, download the latest version
of the software.

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

B. If fault code is still active, replace the ECU.

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3427-Diesel particulate filter (DPF): Signal range check flow

resistance of the particulate filter - low
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The electrical Signal of the Particle Filter temperature upstream sensor is monitored. In case of defect recognition a
substitute value is taken.

Possible failure modes:

1. Short circuit of the sensor to ground.

2. Faulty sensor.

Solution:

1. Check the electrical wiring.

2. Check the sensor. If necessary replace it.

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3430-EGR Inducement less severe derating level

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducements start
with a driver warning, then a torque reduction follows. If the fault is not fixed, a creep mode with a strongly reduced
maximum vehicle speed is activated. A failure which will trigger an inducement is ‘EGR valve blocked’. If at least one
fault belonging to 'EGR valve blocked’ group is set, the timer for inducement level 1 (torque reduction) is increased.
When timer exceeds 0 s and at least one error belonging to the triggered group is active, level 1 for "EGR valve
blocked" group is set.

Cause:
The Engine Control Unit (ECU) has detected a fault with the EGR valve and inducement level 1, due to the EGR valve
being blocked.

Possible failure modes:

1. EGR system failure.

Solution:

1. Check for other fault codes relating the to the EGR valve.

A. If other EGR valve fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3431-Exhaust Gas Recirculation (EGR) inducement most severe

derating level
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducements start
with a driver warning, then a torque reduction follows. If the fault is not fixed, a creep mode with a strongly reduced
maximum vehicle speed is activated. A failure which will trigger an inducement is ‘EGR valve blocked’. If at least one
fault belonging to 'EGR valve blocked’ group is set, the timer for inducement level 3 (creep mode) is increased. When
timer exceeds 4 h and at least one error belonging to the triggered group is active, level 3 for "EGR valve blocked"
group is set.

Cause:
The Engine Control Unit (ECU) has detected a fault with the EGR valve and inducement level 3, due to the EGR valve
being blocked.

Possible failure modes:

1. EGR system failure.

Solution:

1. Check for other fault codes relating the to the EGR valve.

A. If other EGR valve fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3432-Exhaust Gas Recirculation (EGR) inducement warning

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducements start
with a driver warning, then a torque reduction follows. If the fault is not fixed, a creep mode with a strongly reduced
maximum vehicle speed is activated. A failure which will trigger an inducement is ‘EGR valve blocked’.

Cause:
The Engine Control Unit (ECU) has detected a fault with the EGR valve being blocked.

Possible failure modes:

1. EGR system failure.

Solution:

1. Check for other fault codes relating the to the EGR valve.

A. If other EGR valve fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3433-Diesel Particulate Filter (DPF) inducement less severe

derating level
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducement starts with
a driver warning, then a torque reduction follow. If the fault is not fixed, a creep mode with a strongly reduced maximum
vehicle speed is activated. A failure which will trigger an inducement is Diesel Particulate Filter ‘DPF inducement’. If
at least one error belonging to '(DPF) inducement’ group is set and the engine is running, the timer for inducement
level 1 (less severe torque reduction) is increased. When timer exceeds 0 s and at least one error belonging to the
triggered group is active, level 1 for ‘DPF inducement’ group is set.

Cause:
The Engine Control Unit (ECU) has detected a fault with the diesel particulate filter (DPF) and inducement level, due
to ‘DPF inducement’ has been activated.

Possible failure modes:

1. DPF system failure.

Solution:

1. Check for other fault codes relating the to the DPF system.

A. If other DPF fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3434-Diesel Particulate Filter (DPF) inducement most severe

derating level
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducement starts with
a driver warning, then a torque reduction follow. If the fault is not fixed, a creep mode with a strongly reduced maximum
vehicle speed is activated. A failure which will trigger an inducement is Diesel Particulate Filter ‘DPF inducement’.
If at least one error belonging to 'DPF inducement’ group is set and the engine is running, the timer for inducement
level 3 (more severe torque reduction) is increased. When timer exceeds 4 h and at least one error belonging to the
triggered group is active, level 3 for "DPF inducement’ group is set.

Cause:
The Engine Control Unit (ECU) has detected a fault with the diesel particulate filter (DPF) and inducement level, due
to ‘DPF inducement’ has been activated.

Possible failure modes:

1. DPF system failure.

Solution:

1. Check for other fault codes relating the to the DPF system.

A. If other DPF fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3435-Diesel Particulate Filter (DPF) inducement warning

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
Legislations require special measures to induce proper functionality of the Exhaust Gas Recirculation (EGR) system.
The EGR system related faults are monitored and trigger different warnings and reactions. The inducement starts with
a driver warning, then a torque reduction follow. If the fault is not fixed, a creep mode with a strongly reduced maximum
vehicle speed is activated. A failure which will trigger an inducement is Diesel Particulate Filter ‘DPF inducement’.

Cause:
The Engine Control Unit (ECU) has detected a fault with the diesel particulate filter (DPF).

Possible failure modes:

1. DPF system failure.

Solution:

1. Check for other fault codes relating the to the DPF system.

A. If other DPF fault codes are present, continue with troubleshooting other active EGR fault codes.

B. If other fault codes are not present, clear fault code and return machine to service.

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3517-Ambient air temperature sensor failure (of humidity sensor) -

signal too high
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The engine control unit (ECU) generated an error from a fault associated with the humidity/temperature sensor. This
error could result from a signal out of range or a signal that is erratic or intermittent. When the ECU determines that
the humidity/temperature sensor value is not valid, it will substitute a value of 39.96 °C (103.93 °F).

Cause:
The humidity/temperature sensor signal to the ECU is shorted to greater than 5.0 V.

Possible failure modes:

1. Faulty electrical wiring or connections.

2. Faulty ECU.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Verify proper operation of the humidity/temperature sensor. Use electronic service tool (EST) to check the voltage
range. The proper voltage range is 2.0 V to 4.9 V.

A. If the voltage reading is greater than 4.9 V. Continue with step 3.

B. If the voltage reading is within the proper limits, the fault may have been intermittent. Return machine to proper
operation.
3. Disconnect the humidity/temperature sensor from the engine sensor harness. Use electronic service tool (EST)
to check the voltage range.

A. If there is 5.0 V. There is an open or short in the sensor ground circuit. Continue with step 5.

B. If there is greater than 5.0 V. Leave humidity/temperature sensor disconnected and continue with step 4.
4. Disconnect ECU connector. Use electronic service tool (EST) to check the voltage range.

A. If there is 5.0 V. There is a short in the sensor supply circuit. Locate and repair the damaged wires or replace
the harness.

B. If there is greater than 5.0 V. The ECU has failed internally. Replace the ECU.
5. Use a multi-meter to check for voltage between humidity/temperature sensor connector, pin 4, to ground. There
should be no voltage.

A. If there is no voltage, continue with step6.

B. If there is voltage, the short is in this wire.Locate and repair shorted wire.
6. Use a multi-meter to check for voltage between humidity/temperature sensor connector, pin 1, to ground. There
should be no voltage.

A. If there is no voltage, the sensor has failed. Replace the sensor.

B. If there is voltage, the short is in this wire.Locate and repair shorted wire.

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3518-Ambient air temperature sensor failure (of humidity sensor) -

signal too low
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

Cause:
The Humidity/temperature sensor signal to the ECU is shorted to ground.

Possible failure modes:

1. Faulty electrical wiring or connections.

2. Faulty ECU.

Solution:

1. Verify this error code is still present and in an active state.

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

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Verify proper operation of the Humidity/temperature sensor. Use electronic service tool (EST) to check the voltage
range. The proper voltage range is 2.0 V to 4.9 V.

A. If the voltage reading is low , less than 2.0 V. Continue with step 3.

B. If the voltage reading is within the proper limits, fault may have been intermittent. Return machine to proper
operation.
3. Disconnect the Humidity/temperature sensor from the engine sensor harness. Use a multi-meter to check between
Humidity/temperature sensor connector, pin 1, and ground. There should not be continuity to ground.

A. If there is continuity. There is a short to ground in the sensor supply circuit. Continue with step 4.

B. If there is not continuity. Leave humidity/temperature sensor disconnected and continue with step 5.
4. Disconnect connector 1 at the ECU. Use multi-meter to check the harness side of pin 68 to ground. There should
not be continuity to ground.

A. If there is continuity. There is a short between connector 1, pin 68 and pin 1 of the Humidity/temperature sensor
connector. Locate and repair the damaged wires or replace the harness.

B. If there is no continuity. The ECU has failed internally. Replace the ECU.
5. Disconnect the ECU connector. Use a multi-meter to check for continuity between connector 1, pin 26, to ground.

A. If there is continuity, the short is in this wire.Locate and repair shorted wire.

B. If there is no continuity, reconnect Humidity/temperature sensor connector and continue with step 6.
6. Use a multi-meter to check for continuity between the harness side of connector 1, pin 26, to ground.

A. If there is continuity, the sensor has failed. Replace the sensor.

B. If there is no continuity, the ECU has failed internally. Replace the ECU.

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3616-Torque limitation due to turbo charger protection high altitude

operation related
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

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

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 Electrical systems - FAULT CODES

3650-Battery voltage: SRC high for battery voltage sensor

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The Engine Control Unit (ECU) monitors the battery voltage.

Cause:
The battery supply to the ECU is above the threshold.

Possible failure modes:

1. Faulty wiring.
2. Faulty alternator.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Inspect the wiring harness from the battery to the alternator.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, connect the wiring harness to the ECU. Continue with Step 4.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.

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NOTE: use a multimeter or diagnostic screen to check the battery voltage.

4. Check the alternator output.

Start the engine.

Increase the engine RPM and monitor the battery voltage.

There should be approximately 11.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is greater than 18.0 V, the alternator and/or regulator has failed. Replace the alternator.

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3651-Battery voltage: SRC low for battery voltage sensor

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: this fault can occur due to a cold start with low battery voltage, engine speed less than 300 RPM and coolant
temperature less than 0 °C (32 °F).

Context:
The Engine Control Unit (ECU) monitors the battery voltage.

Cause:
The battery supply to the ECU is below the threshold.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty alternator.
4. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Inspect the wiring harness from the battery to the alternator.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 1 to pin 2.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 3 to pin 4.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 5 to pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-079 pin 28 to chassis
ground.

There should be approximately 10.0 - 18.0 V.

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 Electrical systems - FAULT CODES

A. If the voltage reading is correct, connect the wiring harness to the ECU. Continue with Step 4.

B. If the voltage reading is less than 10.0 V, check the wiring harness between the ECU connector to the battery
for a short to low source.
NOTE: use a multimeter or diagnostic screen to check the battery voltage.
4. Check the alternator output.

Start the engine.

Increase the engine RPM and monitor the battery voltage.

There should be approximately 11.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is less than 10.0 V, continue with Step 5.

5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

A. If the voltage reading is correct, the alternator and/or regulator has failed. Check the alternator belt for damage.
If no damage is found, replace the alternator.

B. If the voltage reading is less than 10.0 V, recharge the battery. If the battery can not hold a charge, replace
the battery.

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 Electrical systems - FAULT CODES

3652-CAN Bus: Bus off of CAN node A

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

NOTE: it is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as a
"node". These two wires are connected together at each end of the network using a 120 Ω resistor, which is known as
a "termination" resistor. Because there is a 120 Ω resistor at each end of the network, the resistance should always
be 60 Ω between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

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

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

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-DIAG between
pin C to pin D.

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There should be approximately 54 - 66 Ω.

A. If the CAN bus readings are incorrect, continue with Step 5.

B. If the CAN bus readings are correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-079 between pin 24 and
pin 25.

There should be approximately 108 - 132 Ω.

A. If the CAN bus readings are incorrect, check the CAN bus wiring and terminating resistor between the ECU to
the vehicle controllers.

B. If the CAN bus readings are correct, continue with Step 6.

NOTE: the ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-079 between pin 24 and pin 25.

There should be approximately 108 - 132 Ω.

A. If the readings are incorrect, the resistor has failed. Replace the ECU.

B. If the readings are correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.

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 Electrical systems - FAULT CODES

3655-Torque limitation, Engine protection: General report of the

event of torque limitations
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
This is an information fault code only. The fault code is logged and indicates that engine torque has been limited.
Troubleshoot the fault codes that cause the reduction in power.

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 Electrical systems - FAULT CODES

3656-Torque limitation, Engine protection: Torque limitation caused

by particulate filter
W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
This is an information fault code only. The fault code is logged and indicates that engine torque has been limited due
to a restriction in the particulate filter. Troubleshoot the fault codes that cause the reduction in power.

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 Electrical systems - FAULT CODES

3657-Timeout Error of CAN-Receive-Frame CM1BC

W50C ZB NA --- WE
W60C ZB NA --- WE
W70C HS NA --- WE
W70C NA --- WE
W80C HS NA --- WE
W80C NA --- WE

Context:
The ECU is not receiving messages on the CAN bus.

Cause:
The ECU is not receiving messages on the CAN bus.

Possible failure modes:

1. Open circuit or short circuit in CAN bus system.

2. Failure of instrument cluster.
3. Failure of ECM.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool to the service tool connector.

To check for fault codes: Start and operate the machine.

Continue with this procedure if three or more fault codes are active, such as 9151 - 9154, 9405, 9406, 9410, or
1051 through 1059. This is an indication of a problem in the CAN Data Link circuit.
If one or two CAN bus fault codes are active, check all CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment. This may be an indication of an intermittent
connection in the CAN bus.
Verify all modules on the CAN bus have the latest software versions.

A. CAN Data Link fault codes are not recorded again and are no longer ACTIVE. OK to return the machine service.

B. CAN Data Link fault codes are present and ACTIVE.

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