Datalinks 54.

10
Troubleshooting

General Information The Testing Procedures section has the indi-

vidual tests and specifications needed to deter-
mine whether a part must be repaired or re-
This Troubleshooting subject has three main parts:
placed.
• Troubleshooting Tables
NOTE: Be sure to attach a meter with a proper
Use the Troubleshooting Tables to get ideas on jumper kit to prevent unintentional shorting to
what could be causing the problem and the other pins and possible damage to ECUs.
possible remedies to that problem.
• Troubleshooting Procedures Troubleshooting Tables
Follow the Troubleshooting Procedures section
to isolate the areas that have faults and to Use the following troubleshooting tables to find rem-
know which tests to perform. edies to possible causes of datalink problems.
• Testing Procedures
Problem—Power-On Roll Call Reports Fault
Problem—Power-On Roll Call Reports Fault
Possible Cause Remedy
ECU does not support roll call function Reset ECU parameter to disable roll call.
(ICU1/2M only).
Datalink wiring has fault. Repair or replace.
Wrong power supply voltage or ground to Replace the fuse or circuit breaker, charge battery, and check connections.
ECU.
Connector has fault - (Pass-through, Repair or replace wiring.
Branch, Diagnostic)
ECU has fault. Replace the ECU.
ICU has fault. Replace the ICU.
Terminating resistor for J1939 datalink is Replace the terminating resistor.
missing or has a fault.
Branch length is too long on J1939 Shorten "lite" branch to less than 10 feet (3 m).
datalink.
Battery is discharged or is bad. Charge or replace the battery.

Problem—ServiceLink Will Not Connect

Problem—ServiceLink Will Not Connect
Possible Cause Remedy
ICU is older series that does not support Use ICU for display of active fault codes only.
roll call.
One or more ECUs has a fault. Remove suspected ECUs one at a time until ServiceLink can be connected.
ServiceLink computer is not configured or Check the computer settings, communication adaptor and cabling between the
connected correctly. computer, communication adaptor, and diagnostic connector.
Connector types are different. The J1939 datalink and new J1587 datalinks have 9-pin connectors. Connect
an adapter or use the ICU for the diagnostics information display.
Battery is discharged, has a bad Charge, clean terminals, or replace battery.
connection, or has a fault.

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54.10 Datalinks
Troubleshooting

Problem—Missing Data on Datalink-Driven Gauges

Problem—Missing Data on Datalink-Driven Gauges *
Possible Cause Remedy
ICU or engine ECU is not communicating Test wiring and ICU or engine ECU.
on datalink.
Datalink wiring has a fault. Test and repair wiring.
Connector or junction block has a fault. Repair or replace connector.
Incorrect voltage to ECUs Test datalink and vehicle wiring.
* Datalink-driven gauges include: engine oil pressure, coolant temperature, engine oil temperature, turbo air pressure, tachometer, speedometer

Troubleshooting Procedures
To find the part of the datalink system that is causing D
E
a problem, follow the Troubleshooting Procedures C
and refer to the appropriate Troubleshooting Tests for
F A B
the test points and specifications. Perform the steps
of the Troubleshooting Procedures in sequence until J
you locate the fault. G
H
The seven steps to diagnosing a datalink problem
are: 05/01/2006 f151036b

1. Determine which types of datalink are installed NOTE: Pins C and D are not installed in the J1587 di-
on the vehicle. agnostics connector.
1. Pin A Battery (Low) 7. Pin G (J1587 Low)
1.1 Check the diagnostic connector. A 6-pin 2. Pin B Battery (High) 8. Pin H (Diagnostic
connector (or a 9-pin connector without 3. Pin C (J1939 High) CAN High)
pins C and D installed) is used for J1587 4. Pin D (J1939 Low) 9. Pin J (Diagnostic
datalinks. See Fig. 1 . J1939 datalinks 5. Pin E (Shield) CAN LOW)
have pins C and D installed in the 9-pin 6. Pin F (J1587 High)
diagnostics connector.
Fig. 1, J1939/J1587 9-Pin Diagnostics Connector
1.2 Check the wires. J1939 cable has a heavy
jacket. Note that some non-Freightliner tems also require J1939 datalinks. Certain
ECUs have their J1587 wires inside a other ECUs may require a J1939 datalink.
jacket as well. If all the wiring has a
2. Determine which ECUs are not communicating
jacket, the datalink is a J1939 datalink.
with ServiceLink.
If the J1939 cable has a drain wire inside
2.1 Connect to the vehicle with ServiceLink
the shielding, it is a "heavy" cable. The
J1939 "lite" cable (with no drain wire) can 2.2 Compare the ICU roll call list with Service-
be spliced into a section of "heavy" cable. Link ECU list.
1.3 Determine whether a Cummins IS Series, Note: Some ECUs cannot communicate
Caterpillar CFE, or a Mercedes-Benz en- with the ICU, but will appear on the Ser-
gine is installed with an ABS system that viceLink parameter list. The ICU2L and
has traction control. These systems use a ICU3 rollcall function is limited to the en-
J1939 datalink. gine ECU and the ABS ECU.
1.4 A J1939 datalink is used when an Eaton® 2.3 If an ECU is not communicating on the
Fuller® AutoShift transmission is installed. datalink, disconnect all the generic ECUs,
The WABCO EBS (brake-by-wire) system one at a time, until no faults are displayed
and certain Eaton VORAD EVT-300 sys- on the ICU screen or until ServiceLink

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Datalinks 54.10
Troubleshooting

connects to the system. The last ECU to 7. Check the ICU. See Testing the ICU in the data-
be disconnected before the successful link testing procedures section of this subject.
ServiceLink connection is the one causing
the problem. 7.1 Check the voltages at the junction block to
the ICU.
3. Check the suspected ECU.
7.2 Replace the ICU with an ICU known to be
3.1 Check the resistance and voltage at the good.
ECU connectors. See Testing the ECUs
in the datalink testing procedures section
of this subject.
Datalink Testing Procedures
3.2 Temporarily replace the ECU with an ECU The following procedures give the test points and
known to be good. If the ICU (or Service- specifications for checking the various types of data-
Link) now lists that ECU, install a new links, connectors, ECUs and ICUs. Refer to the data-
ECU. link troubleshooting procedures for information on
4. Check the wires and connectors from the ICU at when to test the particular parts of the datalink sys-
the connector for the suspected faulty ECU. See tem.
Testing the J1587 Datalink or Testing the
J1939 Datalink in the datalink testing proce- Testing at the ECUs
dures section of this subject. 1. Make sure that the vehicle battery is charged
4.1 Check the power supply voltage. and the fuses and circuit breakers are good be-
fore testing the ECU connectors.
4.2 Check the data signal voltage.
2. The keyswitch must be in the OFF position. Dis-
4.3 Check the continuity and resistance to connect the ECU datalink circuit at the connector
ground. If the readings are outside the closest to the ECU. Turn the keyswitch to the ON
acceptable range and are found at several position and check the voltage at the ECU har-
test points, suspect that the datalink has a ness connector. See Table 1 for the acceptable
fault. results.
5. Determine which branch includes the suspected 3. Connect the ECU to the datalink connector when
faulty ECU. Find the connectors and junction the keyswitch is in the OFF position. Turn the
blocks that are in series with the suspected faulty keyswitch to the ON position for this test. Touch
ECU. the probes of the digital multimeter (on the DC
6. Check the wiring between the branch connector voltmeter scale) to the metal terminals of the
and the ECU and the wiring from the ICU to the ECU connector as shown in Table 1 to test the
branch connector. See Testing the J1587 Data- ECU. Use the AC scale for the voltage tests if
link or Testing the J1939 Datalink in the data- the multimeter will not display the rapidly chang-
link testing procedures section of this subject. ing DC voltage using the DC scale. If the test
results are not within the range shown, replace
6.1 Check power supply voltage. the ECU and test again.
6.2 Check the data signal voltage. NOTE: Voltages in Table 1 will be varying.
6.3 Check the continuity and resistance to
ground.

ECU Harness Voltage Tests

J1587 aDatalink
Meter (High) Probe Meter (Low) Probe Acceptable Meter Reading (VDC)
ECU Datalink High Terminal ECU Datalink Low Terminal 1 to 4 VDC (1 to 3V on the AC Scale)

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54.10 Datalinks
Troubleshooting

ECU Harness Voltage Tests

J1587 aDatalink
Meter (High) Probe Meter (Low) Probe Acceptable Meter Reading (VDC)
ECU Datalink High Terminal 6 to 11 VDC *
Battery Positive Post
ECU Datalink – Terminal 9 to 13.5 VDC *
J1939 Datalink
Diagnostics Pin C (J1939 High) Diagnostics Pin D (J1939 Low) .2 to 5 VDC (.1 to 4V on the AC Scale)
Diagnostics Pin C 6 to 11 VDC*
Diagnostics Pin B (BAT High)
Diagnostics Pin D 9 to 13.5 VDC*
* If datalink wire connections are reversed, the results are reversed.

Table 1, ECU Harness Voltage Tests

Testing the J1587 Twisted-Pair ments. The J1939 datalink is not completely in-
active with only the ignition off. It may be active
Datalink even if there appears to be no voltage on the
the datalink.
1. Make sure that all fuses and circuit breakers are
in good condition. 3. Turn the keyswitch to the OFF position. Test the
continuity of a J1587 twisted-wire pair by touch-
2. Turn the keyswitch to the OFF position before ing the red (positive) probe of a digital multimeter
disconnecting or connecting any part of the data- (set to the ohmmeter mode) to the J1587 High
link system. Disconnect the J1587 connector for terminal of the connector. Connect the black
the datalink section you are testing. (negative) probe to the J1587– wire terminal.
IMPORTANT: Do NOT disconnect the datalink See Table 2 for the results.
by disconnecting the engine, frontwall or chassis Check the datalink isolation to the vehicle ground
electrical connectors. by holding one ohmmeter probe on the J1587
IMPORTANT: The batteries MUST be discon- Low wire and the other probe to a good ground.
nected and the ignition must be OFF prior to Perform this test again with the ohmmeter leads
reversed. Table 2 shows the acceptable resis-
any J1587 resistance tests. Failure to do so
tances for these tests.
may result in inconclusive resistance measure-

J1587 Resistance Tests

Meter (High) Probe Meter (Low) Probe Acceptable Meter Reading (Ohms)
High Low 1k to 30k Ohms
High Vehicle Ground More than 1k Ohms
Low Vehicle Ground More than 1k Ohms
Table 2, J1587 Resistance Tests

4. Test the signal voltage on the J1587 twisted pair NOTE: If any voltage reading is a steady 0 VDC
as shown in Table 1. The keyswitch must be in or a steady 12 VDC, the ECU or datalink wiring
the ON position for the voltage tests. Use the AC has a fault.
scale for the voltage tests if your multimeter will
not display the rapidly changing DC voltage
using the DC scale.

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Datalinks 54.10
Troubleshooting

Testing the J1939 Datalink any J1939 resistance tests. Failure to do so

may result in inconclusive resistance measure-
Use the following five basic steps in the order given ments. The J1939 datalink is not completely in-
to successfully locate J1939 datalink problems. Do active with only the ignition off. It may be active
not skip steps or tests unless directed to do so. even if there appears to be no voltage on the
the datalink.
J1939 Resistance Test 1. Turn the ignition OFF and disconnect the batter-
This test checks whether or not both terminating re- ies.
sistors are installed, and ensures that there is a com- 2. Connect the meter leads of a digital multimeter
plete circuit from the diagnostic connector through set to read ohms to pins C and D of the 9-pin
the backbone loop. It does not ensure that branch diagnostic connector and measure the resis-
circuits to each ECU are OK. tance.
Tests in this subject are performed using a digital 3. Reconnect the batteries after the test is com-
multimeter set to read ohms. pleted.
IMPORTANT: The batteries MUST be discon- See Table 3 for test results and possible causes.
nected and the ignition must be OFF prior to

J1939 Resistance Test

Result Possible Cause
60Ω ± 6Ω The J1939 datalink backbone is intact and both terminating resistors are installed. Go to step 2.
Any of the following:
• One of the terminating resistors is missing.
120Ω ± 12Ω
• One of the terminating resistors is open.
• The circuit may be open anywhere between the terminating resistors.
Three terminating resistors have been installed; one must be removed. There must be one termi-
40Ω ± 4Ω
nating resistor at each end of the backbone for a total of two.
0Ω to 5Ω J1939 High and J1939 Low have shorted together somewhere in the system.
The most likely cause is an open circuit between the diagnostic connector and the J1939 back-
Greater than 1000Ω
bone. It may also be that both terminating resistors are missing or open.
Any of the following:
• Incorrect terminating resistor resistance.
Any other readings • Poor or corroded connections.
• Short circuit to ground or an open circuit somewhere on the datalink.
Go to step 2 to pinpoint the problem.
Table 3, J1939 Resistance Test

ECU Communication Test problem is wiring or an ECU. If all ECUs communi-

cate as they should, J1939 is probably not the prob-
The following series of tests check for communica- lem.
tion with each ECU connected to the J1939 datalink.
1. Check whether each ECU connected to the
If one fails to communicate, pinpoint whether the
J1939 datalink responds.

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54.10 Datalinks
Troubleshooting

1.1 Connect the computer to the diagnostic 1.3 Check whether each ECU that is sup-
connector. posed to be connected to the datalink re-
sponds. See Table 4 for test results and
1.2 Start the J1939 Datalink Monitor template.
possible causes.
NOTE: The template contains instructions on
its use.

Check whether each ECU connected to the J1939 datalink responds

Result Possible Cause
All ECUs respond The J1939 datalink is probably not the problem.
One ECU fails to Go to step 2.
respond.
Possible explanations are:
• The J1939 High and J1939 Low pinouts may be reversed at the diagnostic connector, or
at any other connector in the system. Check their polarity.
No ECUs respond • There may be a problem with the PC to vehicle interface.
• The entire datalink may be down due to a short to power or short to ground.
Go to Step 3 to pinpoint the problem.
Table 4, Check Whether Each ECU Connected to the J1939 Datalink Responds

2. Check the J1939 datalink wiring to the ECU 2.4 Check to make sure that J1939 High and
that does not respond. J1939 Low polarity is correct at the com-
ponent before proceeding. If not, this is
IMPORTANT: The batteries MUST be dis- the most likely problem.
connected and the ignition must be OFF
prior to any J1939 resistance tests. 2.5 Using a digital multimeter set to read
ohms, measure the resistance across the
2.1 Turn the ignition OFF and disconnect the two J1939 datalink pins at the connector
batteries. to the suspect ECU.
2.2 Locate the connector at the ECU in Step 2.6 Reconnect the batteries after the test is
2, Test 1 that did not respond and discon- completed. See Table 5 for test results
nect it. and possible causes.
2.3 Locate the pins for J1939 High and J1939
Low. Refer to Freightliner or component
supplier literature or wiring diagrams for
the specific component.

Check the J1939 datalink wiring to the ECU that does not respond
Result Possible Cause
The datalink itself is probably not the problem. Make sure that any changeable J1939 parameters
for this ECU are set correctly before proceeding. Also, make sure that there is power and ground
to the suspect ECU. Go to step 3 once the following have been confirmed:
60Ω ± 6Ω
• J1939 parameters for the ECU (if they can be changed) are correct.
• There is power and ground to the suspect ECU.

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Datalinks 54.10
Troubleshooting

Check the J1939 datalink wiring to the ECU that does not respond
Result Possible Cause
There is a problem with the J1939 wiring between the ECU connector and its connection to the
Not 60Ω ± 6Ω
J1939 backbone. Repair as necessary.
Table 5, Check the J1939 Datalink Wiring to the ECU That Does Not Respond

3. Install a test ECU to confirm the problem. supposed to be connected to the datalink
responds. See Table 6 for test results
3.1 Install a test ECU and make sure that all and possible causes.
J1939 parameters (if changeable) are set
correctly.
3.2 Using the J1939 Datalink Monitor tem-
plate, check to see if every ECU that is

Install a test ECU to confirm the problem

Result Possible Cause
All ECUs respond The ECU was faulty and the test ECU confirmed this. Replace the ECU.
The ECU still does not The problem has not been confirmed. Carefully repeat all the diagnostics. If the ECU still does not
respond. respond, contact your District Service Manager or the ECU supplier directly for assistance.
Table 6, Install a Test ECU to Confirm the Problem

Test J1939 Voltage for Circuit age at pin B by placing the red (+) lead on pin B
and the black (-) lead on a good chassis
Faults (Shorts to Power and ground.
Ground) 1. Test J1939 High for shorts to power and
These tests check for shorts to power and shorts to ground.
ground on the J1939 datalink. 1.1 Turn the ignition ON.
NOTE: All tests are performed using a digital 1.2 Touch the red (+) lead to pin B (+12 VDC)
multimeter set to read voltage. and the black (-) lead to pin C (J1939
NOTE: Before proceeding, verify that battery High) of the diagnostic connector. See
Table 7 for test results and possible
voltage (approximately +12 VDC) is available at
causes.
pin B of the diagnostic connector. With the igni-
tion ON, use a digital multimeter to test for volt-

Shorts to Power and Ground (J1939 High)

Result Possible Cause
J1939 High is shorted to power. Continue to the next test, "Pinpointing Short Circuits on the
0 VDC
J1939 Datalink."
12 VDC (battery J1939 High is shorted to ground. Continue to the next test, "Pinpointing Short Circuits on the
voltage) J1939 Datalink."
Any other reading J1939 High is not shorted to power or ground. Go to step 2.
Table 7, Shorts to Power and Ground (J1939 High)

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54.10 Datalinks
Troubleshooting

2. Test J1939 Low for shorts to power and Low) of the diagnostic connector. See
ground. Table 8 for test results and possible
causes.
2.1 Turn the ignition ON.
2.2 Touch the red (+) lead to pin B (+12 VDC)
and the black (-) lead to pin D (J1939

Shorts to Power and Ground (J1939 Low)

Result Possible Cause
J1939 Low is shorted to power. Continue to the next test, "Pinpointing Short Circuits on the
0 VDC
J1939 Datalink."
12 VDC (battery J1939 Low is shorted to ground. Continue to the next test, "Pinpointing Short Circuits on the
voltage) J1939 Datalink."
J1939 Low is not shorted to power or ground. There may be a problem with the vehicle to
Any other reading
computer interface. The datalink itself appears to be OK.
Table 8, Shorts to Power and Ground (J1939 Low)

300/8 Business Class M2 Workshop Manual, Supplement 26, September 2014