V-MAC III Diagnostic Equipment Service Manual PDF

V-MAC III OCTOBER 2008
SERVICE MANUAL (REVISED)

8-211
V-MAC III SERVICE MANUAL
1
V-MAC III Diagnostic Equipment
OCTOBER 2008 MACK TRUCKS, INC 2008

(REVISED SUPERSEDES ISSUE DATED JULY 2006) 8-211
ATTENTION
The information in this manual is not all inclusive and
cannot take into account all unique situations. Note that
some illustrations are typical and may not reflect the
exact arrangement of every component installed on a
specific chassis.
The information, specifications, and illustrations in this

publication are based on information that was current at
the time of publication.
No part of this publication may be reproduced, stored in a

retrieval system, or be transmitted in any form by any
means including (but not limited to) electronic,
mechanical, photocopying, recording, or otherwise
without prior written permission of Mack Trucks, Inc.
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TABLE OF CONTENTS
TABLE OF CONTENTS
iii
TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Service Procedures and Tool Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Clean Air Act . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
V-MAC III SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Cab and Dashboard Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
V-MAC III MAJOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
SYSTEM DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Diagnostic Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Electrical Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Troubleshooting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Reading Diagnostic Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
SAE Message Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
BLINK CODE 1-1 ENGINE OIL PRESSURE (EOP) SENSOR
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
BLINK CODE 1-2 BAROMETRIC PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
BLINK CODE 1-3 FUEL TEMPERATURE (FT) SENSOR (ASET IEGR ENGINE) . . . . . . . . . 67
BLINK CODE 1-3 FUEL TEMPERATURE (FT) SENSOR (ASET CEGR ENGINE) . . . . . . . . 76
BLINK CODE 1-4 AMBIENT AIR TEMPERATURE (AAT) SENSOR
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
BLINK CODE 1-6 STARTER ENGAGED INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
BLINK CODE 1-7 COOLANT LEVEL SENSOR (ASET IEGR ENGINE) . . . . . . . . . . . . . . . . 106
BLINK CODE 1-7 COOLANT LEVEL SENSOR (ASET CEGR ENGINE) . . . . . . . . . . . . . . . 112
BLINK CODE 1-8 ESTIMATED % FAN SPEED (ASET IEGR ENGINE) . . . . . . . . . . . . . . . 118
BLINK CODE 1-8 ESTIMATED % FAN SPEED (ASET CEGR ENGINE) . . . . . . . . . . . . . . . 125
BLINK CODE 1-10 AUXILIARY COOLING RELAY OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . 132
BLINK CODE 2-1 ENGINE COOLANT TEMPERATURE (ECT) SENSOR
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
BLINK CODE 2-1 ENGINE COOLANT TEMPERATURE (ECT) SENSOR
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
BLINK CODE 2-2 BOOST AIR PRESSURE (BAP) SENSOR
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
BLINK CODE 2-3 INTAKE AIR TEMPERATURE (IAT) SENSOR
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
BLINK CODE 2-3 INTAKE MANIFOLD TEMPERATURE (IMT) SENSOR
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
BLINK CODE 2-4 TRANSMISSION OIL TEMPERATURE (TOT) SENSOR . . . . . . . . . . . . . . 189
BLINK CODE 2-5 FRONT DRIVE AXLE OIL TEMPERATURE (FAOT) SENSOR . . . . . . . . . . 197
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BLINK CODE 2-6 REAR DRIVE AXLE OIL TEMPERATURE (RAOT) SENSOR . . . . . . . . . . . 206
BLINK CODE 2-7 ENGINE OIL TEMPERATURE (EOT) SENSOR
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
BLINK CODE 2-8 INTAKE AIR TEMPERATURE (ASET IEGR ENGINE) . . . . . . . . . . . . . . 233
BLINK CODE 2-8 INTAKE AIR TEMPERATURE (ASET CEGR ENGINE) . . . . . . . . . . . . . . 240
BLINK CODE 2-9 INTAKE AIR HUMIDITY (ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . 247
BLINK CODE 2-9 INTAKE AIR HUMIDITY (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . 255
BLINK CODE 3-1 EXHAUST TEMPERATURE (ET) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . 263
BLINK CODE 3-2 ENGINE SPEED/TIMING (RPM/TDC) SENSOR
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
BLINK CODE 3-3 REDUNDANT ENGINE SPEED MONITORING
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
BLINK CODE 3-4 ENGINE POSITION (EP) SENSOR (ASET IEGR ENGINE) . . . . . . . . . . 296
BLINK CODE 3-4 ENGINE POSITION (EP) SENSOR (ASET CEGR ENGINE) . . . . . . . . . 304
BLINK CODE 3-5 ENGINE BRAKE OUTPUT #1 (ASET IEGR ENGINE) . . . . . . . . . . . . . . . 312
BLINK CODE 3-5 ENGINE BRAKE OUTPUT #1 (ASET CEGR ENGINE) . . . . . . . . . . . . . . 317
BLINK CODE 3-6 ENGINE BRAKE OUTPUT #2 (ASET IEGR ENGINE) . . . . . . . . . . . . . . 322
BLINK CODE 3-6 ENGINE BRAKE OUTPUT #2 (ASET CEGR ENGINE) . . . . . . . . . . . . . . 327
BLINK CODE 3-8 TRANSMISSION SPLITTER POSITION MECHANICAL
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
BLINK CODE 3-10 ENGINE BRAKE OUTPUT #3 (ASET CEGR ENGINE) . . . . . . . . . . . . . 333
BLINK CODE 4-1 VEHICLE SPEED (MPH) SENSOR (VSS) . . . . . . . . . . . . . . . . . . . . . . . . . . 334
BLINK CODE 4-2 FAN CLUTCH OUTPUT (ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . 345
BLINK CODE 4-2 FAN CLUTCH OUTPUT (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . 350
BLINK CODE 4-3 AUXILIARY OUTPUT #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
BLINK CODE 4-4 AUXILIARY OUTPUT #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
BLINK CODE 4-5 CCRS WASTEGATE OPERATION (ASET IEGR ENGINE) . . . . . . . . . . 369
BLINK CODE 4-5 VARIABLE TURBINE GEOMETRY (VTG) POSITION SENSOR
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
BLINK CODE 4-6 TACHOMETER DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
BLINK CODE 4-7 SPEEDOMETER DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
BLINK CODE 4-8 CUSTOM DEFINED STATEMENT FAULT . . . . . . . . . . . . . . . . . . . . . . . . . 398
BLINK CODE 4-9 EGR VALVE MECHANISM (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . 399
BLINK CODE 4-10 PARALLEL FAN CIRCUIT (ASET IEGR ENGINE) . . . . . . . . . . . . . . . . 414
BLINK CODE 5-1 THROTTLE POSITION (TP) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
BLINK CODE 5-2 THROTTLE POSITION (TP) SENSOR REFERENCE VOLTAGE . . . . . . . . 433
BLINK CODE 5-3 SHUTDOWN LAMP AND DRIVER ALARM . . . . . . . . . . . . . . . . . . . . . . . . . 440
BLINK CODE 5-5 ELECTRONIC MALFUNCTION LAMP (EML) . . . . . . . . . . . . . . . . . . . . . . . 446
BLINK CODE 5-6 SPARE RELAY #3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
BLINK CODE 5-8 EGR TEMPERATURE (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . 458
BLINK CODE 5-9 EGR MASS AIR FLOW (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . 464
BLINK CODE 6-1 FUEL LEVEL (FL) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
BLINK CODE 6-2 TURBOCHARGER WHEEL SPEED (TWS) SENSOR
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
BLINK CODE 6-3 J1587 SERIAL DATA LINE (ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . 480
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BLINK CODE 6-3 J1587 SERIAL DATA LINE (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . 487
BLINK CODE 6-4 J1939 SERIAL DATA LINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 494
BLINK CODE 6-4 J1939 SERIAL DATA LINE (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . 502
BLINK CODE 6-5 LOSS OF SERIAL DATA COMMUNICATION
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
BLINK CODE 6-6 INTERNAL COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 513
BLINK CODE 6-7 ENGINE ELECTRONIC CONTROL UNIT (EECU) POWER RELAY
(CV, LE, MR) (ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
(DM, RB, RD) (ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 525
BLINK CODE 6-8 ALLISON HD TRANSMISSION J1939 SERIAL DATA LINE . . . . . . . . . . . . 530
BLINK CODE 6-9 OTHER ECU AFFECTING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 533
BLINK CODE 7-1 SERVICE BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 537
BLINK CODE 7-2 PARK BRAKE (MR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543
BLINK CODE 7-2 PARK BRAKE (CH, CL, CV, CX, DM, LE, RD) . . . . . . . . . . . . . . . . . . . . . . 547
BLINK CODE 7-3 SPEED CONTROL SET SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550
BLINK CODE 7-4 SPEED CONTROL RESUME SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 554
BLINK CODE 7-5 VEHICLE ELECTRONIC CONTROL UNIT (VECU) INPUT
VOLTAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 558
BLINK CODE 7-6 ENGINE ELECTRONIC CONTROL UNIT (EECU) SWITCHED
VOLTAGE (ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 568
BLINK CODE 7-6 ENGINE ELECTRONIC CONTROL UNIT (EECU) SWITCHED
VOLTAGE (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 573
BLINK CODE 7-7 EXHAUST TEMPERATURE REFERENCE THERMOCOUPLE . . . . . . . . . 576
BLINK CODE 7-9 VARIABLE TURBINE GEOMETRY (VTG) CONTROL VALVE
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 577
BLINK CODES 8-1 THROUGH 8-6 ELECTRONIC UNIT PUMP (EUP)
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 583
BLINK CODE 8-1 ELECTRONIC UNIT PUMP (EUP) (ASET CEGR ENGINE) . . . . . . . . . . 590
BLINK CODE 8-9 ELECTRONIC UNIT PUMP (EUP) SOLENOID BOOST VOLTAGE
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 626
BLINK CODE 9-1 TRANSPORT PROTOCOL PROGRAMMING FAILURE . . . . . . . . . . . . . . . 628
BLINK CODE 9-2 POWER RESET WITHOUT KEY SWITCH
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 629
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 632
BLINK CODE 9-3 AFTERCOOLER OUTLET TEMPERATURE (AOT) SENSOR
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634
BLINK CODE 9-5 COMPRESSOR DISCHARGE TEMPERATURE (CDT) SENSOR
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 645
BLINK CODE 9-8 AUXILIARY OUTPUT DEVICE #1 (ASET CEGR ENGINE) . . . . . . . . . . . 656
BLINK CODE 9-9 AUXILIARY OUTPUT DEVICE #2 (ASET CEGR ENGINE) . . . . . . . . . . . 657
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BLINK CODE 9-10 AUXILIARY OUTPUT DEVICE #3 (ASET CEGR ENGINE) . . . . . . . . . . 658
BLINK CODE 10-1 INTERNAL SENSOR VOLTAGE (ASET CEGR ENGINE) . . . . . . . . . . . 659
BLINK CODE 10-2 5 VOLT SUPPLY (ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . 662
BLINK CODE 10-3 SENSOR SUPPLY VOLTAGE #1 (ASET CEGR ENGINE) . . . . . . . . . . 667
BLINK CODE 10-4 SENSOR SUPPLY VOLTAGE #2 (ASET CEGR ENGINE) . . . . . . . . . . 671
BLINK CODE 10-5 FUEL FILTER DIFFERENTIAL PRESSURE
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 675
BLINK CODE 10-6 FUEL DELIVERY PRESSURE (ASET CEGR ENGINE) . . . . . . . . . . . . 676
BLINK CODE 10-7 ODOMETER SAVE AREA FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 677
BLINK CODE 10-8 GPS POSITION DATA NOT RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . 678
BLINK CODE 10-9 VECU WATCHDOG TIMER RESET
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 680
BLINK CODE 10-10 EECU WATCHDOG TIMER RESET
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 681
INTERMITTENT PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682
INTERMITTENT PROBLEMS NO DIAGNOSTIC BLINK CODE . . . . . . . . . . . . . . . . . . . . . . . . . . 682
ENGINE SPEED HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684
ENGINE SPEED HIGH NO DIAGNOSTIC BLINK CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684
LOW OIL PRESSURE WITH DRIVER ALARM (IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 686
LOW OIL PRESSURE WITH DRIVER ALARM NO DIAGNOSTIC BLINK CODE
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 686
LOW OIL PRESSURE WITH DRIVER ALARM (CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . 689
LOW OIL PRESSURE WITH DRIVER ALARM NO DIAGNOSTIC BLINK CODE
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 689
INACCURATE OIL PRESSURE (IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 692
INACCURATE OIL PRESSURE NO DIAGNOSTIC BLINK CODE
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 692
INACCURATE OIL PRESSURE (CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 693
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 693
ROAD SPEED HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 694
ROAD SPEED HIGH NO DIAGNOSTIC BLINK CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 694
ENGINE COOLANT TEMPERATURE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 696
ENGINE COOLANT TEMPERATURE HIGH NO DIAGNOSTIC BLINK CODE . . . . . . . . . . . . . . 696
FAN ALWAYS ON (CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 697
FAN ALWAYS ON NO DIAGNOSTIC BLINK CODE
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 697
TRANSMISSION OIL TEMPERATURE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 699
TRANSMISSION OIL TEMPERATURE HIGH NO DIAGNOSTIC BLINK CODE . . . . . . . . . . . . . 699
Manual Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 699
Allison HD Automatic Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 699
EXHAUST TEMPERATURE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700
EXHAUST TEMPERATURE HIGH NO DIAGNOSTIC BLINK CODE . . . . . . . . . . . . . . . . . . . . . . 700
vii
TABLE OF CONTENTS
ENGINE CRANKS BUT WILL NOT START (IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701
ENGINE CRANKS BUT WILL NOT START NO DIAGNOSTIC FAULT CODE
(ASET IEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701
ENGINE CRANKS BUT WILL NOT START (CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 704
ENGINE CRANKS BUT WILL NOT START NO DIAGNOSTIC FAULT CODE
(ASET CEGR ENGINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 704
VIP DIGITAL DASH DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 707
VIP DIGITAL DASH DISPLAY NO DIAGNOSTIC FAULT CODE . . . . . . . . . . . . . . . . . . . . . . . . . 707
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 711
V-MAC III SENSOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
Aftercooler Outlet Temperature Sensor (AOT) Sensor (CEGR #64MT450A) . . . . . . . . . . . 712
Intake Air Temperature Sensor (CEGR #64MT450A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
Intake Air Temperature Sensor (IEGR #64MT2102) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
Ambient Air Temperature (AAT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
Boost Air Pressure (BAP) Sensor (IEGR #64MT2101) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
Boost Air Pressure (BAP) Sensor (CEGR #64MT446) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
Compressor Discharge Temperature (CDT) Sensor
(CEGR #64MT450A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
Engine Coolant Temperature (ECT) Sensor (#64MT2103M) . . . . . . . . . . . . . . . . . . . . . . . . . 713
Engine Oil Pressure (EOP) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713
Engine Oil Temperature (EOT) Sensor (Oil Filter Pedestal Mounted
Sensor #64MT2107) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713
Engine Oil Temperature (EOT) Sensor (Oil Pan Mounted Sensor #64MT2113) . . . . . . . . . . . 713
Engine Position (EP) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713
Engine Speed/Timing (RPM/TDC) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713
Front Drive Axle Oil Temperature (FAOT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 714
Fuel Temperature (FT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 714
Fuel Level (FL) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 714
Intake Air Temperature and Humidity (IATH) Sensor (CEGR #64MT463M) . . . . . . . . . . . . 714
Intake Air Temperature and Humidity (IATH) Sensor (CEGR #64MT463M) . . . . . . . . . . . . 714
Intake Manifold Temperature (IMT) Sensor (IEGR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 714
Intake Manifold Temperature (IMT) Sensor (CEGR #64MT450) . . . . . . . . . . . . . . . . . . . . 714
Rear Drive Axle Oil Temperature (RAOT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 715
Throttle Position (TP) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 715
Transmission Oil Temperature (TOT) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 715
Vehicle Speed (MPH) Sensor (VSS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 715
V-MAC III E-TECH ENGINE FUEL RATE SPECIFICATIONS
(1997 THROUGH 1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 716
SCHEMATICS AND DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 717
SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718
6-Pin Serial Communication Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718
9-Pin Serial Communication Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718
Vehicle Electronic Control Unit (VECU) Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 719
Engine Electronic Control Unit (EECU) Connectors (ASET IEGR Engine) . . . . . . . . . . . . . 720
Engine Electronic Control Unit (EECU) Connectors (ASET CEGR Engine) . . . . . . . . . . . . 723
CAB AND CHASSIS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 726
Cab-Chassis Bulkhead Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 726
Cab-Transmission Harness Bulkhead Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 727
Transmission-Engine Transition Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 728
Cab-Chassis-Transmission Harness Hinge Point Connector . . . . . . . . . . . . . . . . . . . . . . . . . 729
viii
TABLE OF CONTENTS
Cab-Chassis-Transmission Bulkhead Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 730
Cab-Chassis Body Power Bulkhead Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 731
Digital Gauge Cluster Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 732
VIP Digital Dash Display Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 733
J1939 Serial Port Connector Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 733
Bulkhead Deutsch Connector and Serial Communication Port Repair . . . . . . . . . . . . . . . . . . 736
Weather-Pack Connector Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 738
Metri-Pack Connector Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 740
Micro-Pack Connector Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 741
SPECIAL TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 745
V-MAC SERVICE TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 746
ix
NOTES
x
INTRODUCTION
INTRODUCTION
Page 1
INTRODUCTION
SAFETY INFORMATION
Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
manual. Information accented by one of these signal words must be observed to minimize the risk of
personal injury to service personnel, or the possibility of improper service methods which may damage
the vehicle or cause it to be unsafe. Additional Notes and Service Hints are used to emphasize areas of
procedural importance and provide suggestions for ease of repair. The following definitions indicate the
use of these advisory labels as they appear throughout the manual:
Activities associated with Danger indicate that death or serious personal

injury may result from failing to heed the advisory. Serious personal injury
may be equated to career-ending injury.
Activities associated with Warning indicate that personal injury may result
from failing to heed the advisory. In this case, personal injury is not equated to
career-ending injury, but results in possible change in quality of life.
Activities associated with Caution indicate that product damage may result from
failing to heed the advisory. Caution is not used for personal injury.
A procedure, practice, or condition that is essential to emphasize.
A helpful suggestion that will make it quicker and/or easier to perform a procedure,
while possibly reducing service cost.
Page 2
INTRODUCTION
Service Procedures and Tool Usage
Anyone using a service procedure or tool not recommended in this manual must first satisfy himself
thoroughly that neither his safety nor vehicle safety will be jeopardized by the service method he selects.
Individuals deviating in any manner from the instructions provided assume all risks of consequential
personal injury or damage to equipment involved.
Please note that particular service procedures may require the use of a special tool(s) designed for a
specific purpose. These special tools must be used in the manner described, whenever specified in the
instructions.
1. Before starting a vehicle always be seated in the drivers seat, place the
transmission in Neutral, be sure that parking brakes are set, and
disengage the clutch (if equipped).
2. Before working on a vehicle, place the transmission in Neutral, set the
parking brakes, and block the wheels.
3. Before towing the vehicle, place the transmission in Neutral and lift the
rear wheels off the ground, or disconnect the driveline to avoid damage to
the transmission during towing.
Engine-driven components such as Power Take-Off (PTO) units, fans and fan
belts, driveshafts and other related rotating assemblies can be very
dangerous. Do not work on or service engine-driven components unless the
engine is shut down. Always keep body parts and loose clothing away from
these components to prevent serious personal injury. Be aware of PTO
engagement or non-engagement status. Always disengage the PTO when not
in use.
REMEMBER,
SAFETY ... IS NO ACCIDENT!
Page 3
INTRODUCTION
Clean Air Act ABOUT THIS MANUAL
The federal government expressly prohibits This Manual is intended to provide the technician
individuals and facilities from removing, with the information necessary to diagnose and
modifying, or bypassing any component or design repair the V-MAC III (Vehicle Management and
element that affects a vehicles exhaust emission Control) System on the CH, CL, CV, CX, DM, LE,
levels. Any individual who removes, modifies, or MR, RB and RD models. Although every effort
bypasses any vehicle emission controls is subject has been made to ensure that all the information
to a fine of up to $2500. Any repair facility that is as accurate as possible, due to our product
removes, modifies, or bypasses any vehicle upgrades, some information may not be
emission controls is subject to a fine of up to applicable to all chassis. Not all chassis are
$25,000. equally equipped, and care should be taken to
determine exactly what equipment is installed on
the vehicle.
Please pay particular attention to the Notes,

Cautions and Warnings which are placed
throughout the manual. These are intended to
call attention to specific procedures which must
be followed.
No part of this manual may be reproduced, stored

in a retrieval system, or be transmitted in any
form without the prior written permission of Mack
Trucks, Inc.
Please take the time to familiarize yourself with

the contents of this manual before attempting to
work on a vehicle. Make sure you completely
understand the instructions for performing a test
before beginning the test procedure. Do not
attempt to save time by skipping steps or using
procedures other than those listed in this manual.
References in this manual to ASET IEGR

engines include the AI and AMI model engines.
References to ASET CEGR engines include
the AC models.
Many of the electrical schematic diagrams in this

manual show multiple occurrences of the Vehicle
Electronic Control Unit (VECU) or the Engine
Electronic Control Unit (EECU). The diagrams
are formatted in this way for clarity and ease of
use, and do not imply that more than one VECU
or EECU is installed on any vehicle.
Page 4
DESCRIPTION AND OPERATION
Page 5
V-MAC III SYSTEM OVERVIEW computer connected to the Serial Communication
Port. Additional data and diagnostic tests are
The V-MAC III System uses two electronic control available when a diagnostic computer is
modules; the Engine Electronic Control Unit connected to the Serial Communication Port.
(EECU), and the Vehicle Electronic Control Unit
(VECU). Together, the two modules operate and The Vehicle Electronic Control Unit (VECU) is
communicate through the J1939 high speed mounted on a panel underneath the dashboard
serial data line to control a variety of engine and directly in front of the passenger seat on
vehicle cab functions. The Engine Electronic conventional models. On the LE, the VECU is
Control Unit (EECU) primarily controls fuel timing located under the left side floor panel. On the MR,
and delivery, fan operation, engine protection the VECU is mounted under the tunnel cover.
functions and engine brake operation. On The VECU is a microprocessor based controller
ASET CEGR engines, the EECU also controls programmed to perform several functions, these
the EGR valve and the turbocharger vane include:
position. The Vehicle Electronic Control Unit Controlling the cruise control and engine
(VECU) controls engine speed, cruise control speed
functions, accessory relay controls and idle
shutdown functions. The Vehicle Electronic Providing output signals to the speedometer
Control Unit also performs the trip recorder and tachometer
functions. Both the EECU and the VECU have Controlling the Electronic Malfunction Lamp
the capability to communicate over the J1587 low (EML) Operation
speed data lines to provide data to the Co-Pilot
display, Vehicle Information Profiler (VIP), scan Operating the Engine Shutdown and Driver
tools and other electronic modules. Alarm
Broadcasting data on the serial data lines
In addition to their control functions, both
modules have on-board diagnostic capabilities. Trip recorder functions
The on-board diagnostics are designed to detect Diagnostic fault logging and password
faults or abnormal conditions that are not within processing
normal operating parameters. When the system
detects a fault or abnormal condition, the fault will The VECU performs these functions by
be logged in one or both of the modules memory, monitoring the signals from sensors and
and the vehicle operator will be advised that a switches, and data received over the serial data
fault has occurred by illumination of the Electronic lines from the EECU. The VECU receives input
Malfunction Lamp (EML). The module will also signals from seven sensors. They are:
initiate the engine shutdown procedure if the
system determines that the fault will severely Exhaust Temperature (ET) Sensor
damage the engine. Fuel Level (FL) Sensor
In some situations when a fault is detected, the Front Drive Axle Oil Temperature (FAOT)
system will enter the 'limp home' mode. The limp Sensor
home mode allows continued vehicle operation Rear Drive Axle Oil Temperature (RAOT)
but the system may substitute a sensor or signal Sensor
value that may result in poor performance. In
some instances, the system will continue to Transmission Oil Temperature (TOT)
function but engine power may be limited to Sensor
protect the engine and vehicle. Fault codes Throttle Position (TP) Sensor
logged in the system memory can later be read,
to aid in diagnosing the faults, with a diagnostic Vehicle Speed (MPH) Sensor (VSS)
computer or by counting the blink code from the
Electronic Malfunction Lamp (EML). Faults read
using the blink code method are always active
faults, meaning the fault is occurring presently.
When diagnosing an intermittent code or
condition, it is necessary to use a diagnostic
Page 6
The VECU also monitors the position or state of a Boost Air Pressure (BAP) Sensor
number of switches to perform its control and
Engine Coolant Level (ECL) Sensor
diagnostic functions. They are:
Engine Coolant Temperature (ECT) Sensor
Clutch Switch
Engine Oil Level (EOL) Sensor (if equipped)
Engine Brake Switches
Engine Oil Pressure (EOP) Sensor
Fan Override Switch
Engine Oil Temperature (EOT) Sensor (if
Ignition Key Switch
equipped)
PTO Switches (if equipped)
Engine Position (EP) Sensor
Service and Park Brake Switches
Engine Speed (RPM/TDC) Sensor
Speed Control Switches (Set/Decel,
Fuel Temperature (FT) Sensor (if equipped)
Resume/Accel)
Intake Manifold Temperature (IMT) Sensor
Torque Limit Switch
The EECU on the ASET CEGR engine controls
Two different configurations of the Mack ASET
the operation of the Electronic Unit Pumps
engine are currently in production. The ASET
(EUPs), engine brake solenoids, EGR valve,
IEGR (Internal Exhaust Gas Recirculation)
turbocharger vanes, and cooling fan clutch based
engine is similar in design to previous Mack
on input information it receives over the serial
E-Tech engines in that they share common
data lines and from the following sensors:
appearance, hardware, and sensors. The
ASET CEGR (Cooled Exhaust Gas A/C Pressure Sensor (if equipped)
Recirculation) engine has many new features
Aftercooler Outlet Temperature (AOT)
including a redesigned Engine Electronic Control
Sensor
Unit (EECU), a cooled EGR system, and a
Variable Turbine Geometry (VTG) Turbocharger Ambient Air Temperature (AAT) Sensor
system.
Barometric Pressure (BP) Sensor (inside the
EECU)
The Engine Electronic Control Unit (EECU) is
bolted to a fuel cooled mounting plate which is on Boost Air Pressure (BAP) Sensor
the left side of the engine on the air intake
Compressor Discharge Temperature (CDT)
manifold. The EECU is a microprocessor based
Sensor
controller programmed to perform fuel injection
quantity and timing control, diagnostic fault Cooling Fan Speed (CFS) Sensor
logging, and password processing and to
EGR Mass Air Flow (EGRMAF) Sensor
broadcast data to other modules. The fuel
quantity and injection timing to each cylinder is Engine Coolant Level (ECL) Sensor
precisely controlled to obtain optimal fuel
Engine Coolant Temperature (ECT) Sensor
economy and reduced exhaust emissions in all
driving situations. Engine Oil Level (EOL) Sensor (if equipped)
The EECU on the ASET IEGR engine controls
the operation of the Electronic Unit Injection Engine Oil Temperature (EOT) Sensor (if
Pumps, Engine Brake Solenoids, and Fan equipped)
Control Solenoid based on input information it
receives over the serial data lines and from the
following sensors: Engine Speed (RPM/TDC) Sensor
A/C Pressure Sensor (if equipped) Fuel Temperature (FT) Sensor (if equipped)
Ambient Air Temperature (AAT) Sensor Intake Air Temperature and Humidity (IATH)
Sensor
Barometric Pressure (BP) Sensor (inside the
EECU)
Page 7
Intake Manifold Temperature (IMT) Sensor BAROMETRIC PRESSURE (BP) SENSOR
Turbocharger Wheel Speed (TWS) Sensor The Barometric Pressure Sensor contains a
pressure sensitive diaphragm and an electrical
Variable Turbine Geometry (VTG) Position
amplifier. Mechanical pressure applied to the
Sensor
diaphragm causes the diaphragm to deflect and
the amplifier to produce an electrical signal
The Vehicle Electronic Control Unit (VECU) and
proportional to the deflection.
Engine Electronic Control Unit (EECU) are
dependent on each other to perform their specific
The Barometric Pressure Sensor is built into the
control functions. In addition to switch and sensor
Engine Electronic Control Unit (EECU).
data the broadcast of data between modules also
includes various calculations and conclusions
each module has developed, based on the input BOOST AIR PRESSURE (BAP) SENSOR
information it has received.
Sensors
On vehicles equipped with an electronic gauge
panel, the Boost Pressure Sensor provides input
AFTERCOOLER OUTLET TEMPERATURE to the EECU. On vehicles equipped with a
(AOT) SENSOR standard gauge panel, the Boost Pressure
Sensor provides input directly to the gauge panel.
The Aftercooler Outlet Temperature Sensor is a
thermistor whose resistance varies inversely to
temperature. The sensor has a negative The Boost Air Pressure Sensor contains a
temperature coefficient, which means the sensor pressure sensitive diaphragm and an electrical
resistance will decrease as the inlet air amplifier. Mechanical pressure applied to the
temperature increases. diaphragm causes the diaphragm to deflect and
the amplifier to produce an electrical signal
The Aftercooler Outlet Temperature Sensor is proportional to the deflection.
located on the EGR mixer. The sensor signal is
used to control fuel injection timing and quantity. On ASET CEGR engines, the Boost Air
Pressure (BAP) Sensor is located on the EGR
AMBIENT AIR TEMPERATURE (AAT) SENSOR mixer. The sensor monitors the pressure of the
air leaving the charge air cooler. The Engine
The Ambient Air Temperature Sensor is a Electronic Control Unit (EECU) uses the pressure
thermistor whose resistance varies inversely to signal to optimize EGR valve and turbocharger
temperature. The sensor has a negative vane position.
temperature coefficient, which means the sensor
resistance will decrease as the ambient air On ASET IEGR engines the Boost Air Pressure
temperature increases. Sensor is threaded into the top of the intake
manifold on the left side of the engine.
The Ambient Air Temperature Sensor is located
toward the front of the chassis. The sensor may
be mounted in several locations including the COMPRESSOR DISCHARGE TEMPERATURE
front cross member, hood hinge, spring bracket, (CDT) SENSOR
grill guard, and behind the bumper. The ambient The Compressor Discharge Temperature Sensor
air temperature signal is used to validate the is a thermistor whose resistance varies inversely
intake air temperature sensor signal to prevent to temperature. The sensor has a negative
the formation of white smoke when the engine is temperature coefficient, which means the sensor
started after hot soak. resistance will decrease as the inlet air
temperature increases.
The Compressor Discharge Temperature Sensor

is located in the air intake pipe between the
turbocharger and the charge air cooler. The
sensor signal is used for turbocharger protection.
Page 8
COOLING FAN SPEED (CFS) SENSOR ENGINE COOLANT LEVEL (ECL) SENSOR
On ASET CEGR engines with an electronically The Engine Coolant Level (ECL) Sensor is a
controlled viscous fan drive, the electronic fan continuity device with two measuring probes. The
drive contains a Hall effect speed sensor. When sensor measures continuity through the engine
the engine is running, a series of vanes in the the coolant in the reservoir. If engine coolant level
fan drive housing rotates past a magnet in the the falls below a calibrated point the sensor will not
fan drive solenoid generating a pulsed voltage sense continuity between the two measuring
signal. The Engine Electronic Control Unit probes and the sensor will warn the driver.
(EECU) monitors the status of the engine brake
solenoids and the air conditioning system and The Engine Coolant Level (ECL) Sensor is
signals from the Engine Coolant Temperature located in the upper radiator tank or in the cooling
(ECT) Sensor, the Engine Oil Temperature (EOT) system overflow tank.
Sensor, and the Engine Speed/Timing
(RPM/TDC) Sensor and calculates the optimal
ENGINE COOLANT TEMPERATURE (ECT)
cooling fan speed. The EECU transmits a pulse
SENSOR
width modulated signal to the fan drive solenoid
which opens and closes a valve in the primary The Engine Coolant Temperature Sensor is a
drive plate, allowing fluid to fill or drain from the thermistor whose resistance varies inversely to
fan drive housing until the target fan speed is temperature. The sensor has a negative
achieved. temperature coefficient, which means the sensor
resistance will decrease as coolant temperature
The Cooling Fan Speed Sensor is located in the increases.
fan drive on the front of the engine.
The Engine Coolant Temperature Sensor is
usually located in the rear of the water manifold.
EGR MASS AIR FLOW (EGRMAF) SENSOR
The sensor will indicate a high coolant
The EGR Mass Air Flow (EGRMAF) Sensor temperature caused by problems like radiator
consists of an exhaust gas temperature probe, a blockage, thermostat failure, heavy load, or high
heater probe, and a dedicated electronic ambient temperatures. This sensor is also used
processor. The EGR Electronic Control Unit for cold start enhancement and for fan clutch
(EGR ECU) supplies the heater probe with a engagement.
12 volt power source. The EGR ECU then
monitors the amount of current required to
ENGINE OIL PRESSURE (EOP) SENSOR
maintain the heater probe at 752F (400C). The
EGR ECU also monitors the exhaust gas The Engine Oil Pressure Sensor contains a
temperature signal from the temperature probe pressure sensitive diaphragm and a electrical
and uses this signal and the heater current signal amplifier. Mechanical pressure applied to the
to calculate EGR flow. The EGR ECU transmits diaphragm causes the diaphragm to deflect and
error messages and EGR Mass Air Flow data to the amplifier to produce an electrical signal
the Engine Electronic Control Unit (EECU) over proportional to the deflection.
the J1939 serial data lines.
The Engine Oil Pressure Sensor is located on top
The EGR Mass Air Flow Sensor is located in the of the oil filter assembly. The sensor monitors
outlet of the EGR cooler at the front of the engine. engine oil pressure to warn of lubrication system
The sensor signal is used to monitor the quantity failure.
and temperature of the exhaust gas being
introduced into the air intake system.
Page 9
ENGINE OIL TEMPERATURE (EOT) SENSOR EXHAUST TEMPERATURE (ET) SENSOR
(PYROMETER)
On vehicles equipped with an electronic gauge

panel, the Engine Oil Temperature Sensor On vehicles equipped with an electronic gauge
provides input to the EECU. On vehicles panel, the Exhaust Temperature Sensor provides
equipped with a standard gauge panel, the input to the VECU. On vehicles equipped with a
Engine Oil Temperature Sensor provides input standard gauge panel, the Exhaust Temperature
directly to the gauge panel. Sensor provides input directly to the gauge panel.
The Engine Oil Temperature Sensor is a The Exhaust Temperature Sensor is a Type K
thermistor whose resistance varies inversely to thermocouple. The voltage produced by the
temperature. The sensor has a negative sensor changes as the vehicle exhaust
temperature coefficient, which means the sensor temperature changes. A circuit inside the Vehicle
resistance will decrease as the engine oil Electronic Control Unit (VECU) produces a
temperature increases. reference voltage. The temperature of the
exhaust gas is calculated by comparing the
For vehicles with the Engine Electronic Control sensor voltage to the reference voltage.
Unit (EECU) mounted on the right side of the
engine, on the air intake manifold, the Engine Oil The Exhaust Temperature Sensor is located in
Temperature Sensor is located in the left side of the exhaust pipe, just downstream from the
the engine oil pan. For vehicles with the EECU turbocharger.
mounted on the left side of the engine, the Engine
Oil Temperature Sensor is located on the oil filter
FRONT DRIVE AXLE OIL TEMPERATURE
pedestal, above the Engine Oil Pressure Sensor.
(FAOT) SENSOR
ENGINE POSITION (EP) SENSOR

The Engine Position (EP) Sensor is located in the
front face of the timing gear cover. It uses On vehicles equipped with an electronic gauge
magnetic induction to generate a pulsed electrical panel, the Front Drive Axle Oil Temperature
signal. It senses the passage of seven (7) timing Sensor provides input to the VECU. On vehicles
holes on the face of the cam gear. Six of the equipped with a standard gauge panel, the Front
holes correspond to the phasing of the electronic Drive Axle Oil Temperature Sensor provides input
unit injectors, while the seventh hole indicates the directly to the gauge panel.
top dead center position.
The Front Drive Axle Oil Temperature Sensor is a
ENGINE SPEED (RPM/TDC) SENSOR thermistor whose resistance varies inversely to
temperature. The sensor has a negative
The Engine Speed (RPM/TDC) Sensor uses
magnetic induction to generate a pulsed electrical
resistance will decrease as the axle oil
signal. When the flywheel ring gear teeth pass
close to the sensor, electric pulses result.
The Front Drive Axle Oil Temperature Sensor is
The Engine Speed Sensor also indicates when
located in the axle housing near the differential
the crankshaft is at the top dead center position.
carrier.
The sensor does this by recognizing two
missing teeth on the ring gear which correspond
to top dead center.
Page 10
FUEL LEVEL (FL) SENSOR INTAKE MANIFOLD TEMPERATURE (IMT)
SENSOR
The Intake Manifold Temperature Sensor is a
On vehicles equipped with an electronic gauge temperature. The sensor has a negative
panel, the Fuel Level (FL) Sensor provides input temperature coefficient, which means the sensor
to the VECU. On vehicles equipped with a resistance will decrease as the inlet air
standard gauge panel, the Fuel Level (FL) temperature increases.
Sensor provides input directly to the gauge panel.
The Intake Manifold Temperature Sensor is
located in the intake manifold. The sensor signal
The Fuel Level (FL) Sensor is a potentiometer
is used to control engine timing to prevent the
that has the sweeper arm mechanically linked to
formation of white smoke during engine warm-up.
a float. The sensor resistance changes as the fuel
Intake air temperature information is also used to
level (and therefore the float height) changes.
prevent misfire under light load conditions.
The Fuel Level (FL) Sensor is typically located in
the left fuel tank. REAR DRIVE AXLE OIL TEMPERATURE
(RAOT) SENSOR
FUEL TEMPERATURE (FT) SENSOR
The Fuel Temperature Sensor is a thermistor
whose resistance varies inversely to temperature. On vehicles equipped with an electronic gauge
The sensor has a negative temperature panel, the Rear Drive Axle Oil Temperature
coefficient, which means the sensor resistance Sensor provides input to the VECU. On vehicles
will decrease as the fuel temperature increases. equipped with a standard gauge panel, the Rear
Drive Axle Oil Temperature Sensor provides input
The Fuel Temperature Sensor is located on the directly to the gauge panel.
right side of the engine, below Electronic Unit
Pump (EUP) #3. The Engine EECU monitors the
voltage drop across the sensor and uses the The Rear Drive Axle Oil Temperature Sensor is a
signal, along with other signals, to calculate the thermistor whose resistance varies inversely to
fuel injection quantity. temperature. The sensor has a negative
resistance will decrease as the axle oil
INTAKE AIR TEMPERATURE AND HUMIDITY
(IATH) SENSOR
The Intake Air Temperature and Humidity (IATH) The Rear Drive Axle Oil Temperature Sensor is
Sensor contains a thermistor and a capacitive located in the axle housing near the differential
sensor. The resistance of the thermistor varies carrier.
inversely to temperature. The output of the
capacitive sensor increases as the humidity of
THROTTLE POSITION (TP) SENSOR
the surrounding air increases. By monitoring the
signals from both portions of the sensor, the The Throttle Position Sensor is a potentiometer
Engine Electronic Control Unit (EECU) calculates that is mechanically linked to the accelerator
the temperature and humidity of the air passing pedal. A potentiometer is a variable resistor
through the air filter housing. whose resistance will change as the pedal is
pressed. As the resistance changes, the signal
The Intake Air Temperature and Humidity (IATH) voltage of the sensor changes indicating the
Sensor is located in the air intake tube just accelerator pedal position.
downstream from the air filter canister.
Page 11
The Throttle Position Sensor replaces the VARIABLE TURBINE GEOMETRY (VTG)
mechanical linkage for fuel control. The sensor is POSITION SENSOR
located under the accelerator pedal. The drive
The Variable Turbine Geometry (VTG) Position
by wire pedal is designed to provide a system
Sensor is a linear induction position sensor. The
that feels similar to the standard type of
position sensor is mechanically linked to the
accelerator pedal and mechanical linkage. The
actuating element of the turbocharger. The
sensor is designed to improve the drivers control
sensor is positioned within a magnetic field and
by reducing sensitivity to chassis motion. This
produces a voltage that varies in proportion to its
sensor provides the drivers fuel request input to
position in the magnetic field. When this voltage
the VECU.
is compared to a reference voltage, the position
of the turbocharger actuator can be calculated by
TRANSMISSION OIL TEMPERATURE (TOT) the EECU.
SENSOR
The Variable Turbine Geometry (VTG) Position
Sensor is built into the mechanical VTG actuator.
On vehicles equipped with an electronic gauge VEHICLE SPEED (MPH) SENSOR (VSS)
panel, the Transmission Oil Temperature Sensor
provides input to the VECU. On vehicles The Vehicle Speed Sensor uses magnetic
equipped with a standard gauge panel, the induction to generate a pulsed voltage signal. It
Transmission Oil Temperature Sensor provides senses the passage of a series of teeth on a gear
input directly to the gauge panel. mounted on the transmission output shaft.
Vehicle speed is the primary parameter used for
cruise control or road speed limiting.
The Transmission Oil Temperature Sensor is a
temperature. The sensor has a negative Cab and Dashboard Switches
resistance will decrease as the transmission oil CLUTCH SWITCH
The clutch switch is normally closed with the
The transmission oil temperature sensor is clutch engaged (pedal released). When properly
located in the transmission case on the right side adjusted, the clutch switch opens after one half
of the transmission or in the transmission oil inch of pedal travel, as the clutch is depressed.
cooler elbow at the transmission. This switch is located above the clutch pedal,
under the dashboard.
TURBOCHARGER WHEEL SPEED (TWS)
SENSOR
The Turbocharger Wheel Speed (TWS) Sensor On vehicles equipped with non-electronic
uses magnetic induction to generate a pulsed automatic transmissions, the Clutch Switch is
voltage signal. When the turbocharger vanes replaced by a transmission-mounted torque
pass close to the sensor, a pulsed voltage signal converter lock-up switch.
is generated. The Engine Electronic Control Unit
(EECU) uses this signal in conjunction with the
VTG position sensor signal to control the speed ENGINE BRAKE SWITCH
of the turbocharger and therefore optimize the
intake manifold pressure. The engine brake switch is located on the
dashboard. The switch allows the driver to
The Turbocharger Wheel Speed (TWS) Sensor is disable the engine brake or to enable low (one
mounted in the center of the turbocharger. bank) or high (both banks) engine braking.
Page 12
FAN OVERRIDE SWITCH Switch. Speed control functions are explained in
the Speed Control section of the Operators
The fan override switch is located on the
Guide.
dashboard. The switch allows the driver to
manually engage the fan clutch while the vehicle
is moving. If the vehicle is parked, the fan TORQUE LIMITING SWITCH
override switch is used to increase fan
The torque limiting switch (not on all vehicles) is
engagement time (reduce clutch cycling) while
located in the transmission. The switch reduces
the driver is resting.
engine torque to protect driveline components
when it senses the transmission is in a very low
PARKING BRAKE SWITCH gear (or reverse in some transmissions).
The parking brake switch is a normally closed
switch and is open when the parking brake is SERIAL COMMUNICATION PORT
released.
The serial communication port is a six or nine pin
connector used to access the system diagnostics
PTO SWITCHES and reprogramming functions. This connector
conforms to the SAE standards and is located
The PTO switches are located on the dashboard.
under the dashboard to the left of the steering
These switches are used to engage PTOs.
column.
Requirements for PTO engagement are
programmed in the Customer Data section of the
Vehicle Electronic Control Unit (VECU).
SERVICE BRAKE SWITCH

The service brake switch is a normally open,
pneumatic switch. When the brakes are applied,
air pressure closes the switch and the brake
lamps illuminate. The service brake switch closes
at 3 to 6 psi of air pressure.
SHUT-DOWN OVERRIDE SWITCH

The shutdown override switch is located on the
dashboard. The switch allows a short period
(approximately 30 seconds) of operation after the
engine has been shutdown due to a problem
detected by the V-MAC III system or
pre-programmed idle limitations. The shutdown
override switch allows the driver to move the
vehicle to a safe parking place, if necessary.
Continuously pressing the override switch WILL
NOT provide additional running time.
SPEED CONTROL SWITCHES

The speed control switches allow the driver to set
and control speed functions. These switches are
located on the dashboard. In addition to a Speed
Control ON/OFF Switch, a second switch
combines the SET/DECEL and RESUME/ACCEL
functions. The switch can be reprogrammed to be
used as a SET/ACCEL and RESUME/DECEL
Page 13
1
Figure 1 Engine Electronic Control Unit (ASET IEGR Inputs and Outputs)
Page 14
2
Figure 2 Vehicle Electronic Control Unit (ASET IEGR Inputs and Outputs)
Page 15
3
Figure 3 Engine Electronic Control Unit (ASET CEGR Inputs and Outputs)
Page 16
4
Figure 4 Vehicle Electronic Control Unit (ASET CEGR Inputs and Outputs)
Page 17
V-MAC III MAJOR FUNCTIONS
Function Inputs Backup Effect If Input Fails Blink Code
FUEL Throttle Position None Increase low idle speed to 900 RPM. 5-1
CONTROL Sensor* 900 RPM isochronous governor.
Signal line open, VSC and Cruise Control still work.
short to ground,
or short to
voltage
Reference line
open or
grounded
Reference line All of the above at throttle greater than the 0% 5-1
short to 12 volts position.
Engine Speed Engine Position Correct RPM reading on service tools. 3-2
Sensor* Sensor If both sensors fail, the engine stalls.
Power reduction to 90% if code 3-2 is active.
Engine Position Engine Speed Smooth transition to backup. 3-4
Sensor* Sensor Correct RPM reading on service tool.
If both sensors fail, the engine stalls.
Power reduction to 90% if code 3-4 is active.
Electronic Unit None Rough running, reduced power for single 8-1 through 8-6
Pump Solenoid* failure.
Shutdown for failure of all 6 injectors or major
electrical problem.
Intake Manifold None Fault on PC screen. 2-3
Temperature Sensor
Ambient Air None Fault on PC screen. 1-4
Temperature Sensor White smoke after hot soak start up.
Coolant None Fault on PC screen. 2-1
Temperature Sensor A low temperature reading will increase low idle
speed.
Ignition Key Switch None If switch turns off or fails open, the fuel turns off
immediately.
If switch fails closed, the engine will not stop
with the key.
J1939 J1587 (limited) Increase low idle speed to 900 RPM. 6-4
Communications 900 RPM isochronous governor.
Line
VSC and cruise control will not function.
Truck may not start if theft deterrence is
enabled.
J1587 J1939 No loss in functionality. 6-3
Engine will not start if both 6-3 and 6-4 are
active or if 6-5 is active.
TIMING Engine Speed Engine Position Correct timing will be approximated. 3-2
CONTROL Sensor Sensor Power reduction to 90% if code 3-2 is active.
Engine Position Engine Speed Correct timing will be approximated. 3-4
Sensor Sensor Power reduction to 90% if code 3-4 is active.
Intake Manifold None Light load timing retarded. 2-3
Temperature Sensor Possible white smoke.
Ambient Air None Fault on PC screen. 1-4
Temperature Sensor White smoke after hot soak start up.
Coolant None Light load timing retarded. 2-1
Temperature Sensor Possible white smoke.
Page 18
SPEED Speed Control None Cannot set speed control.
CONTROL ON/OFF Cannot set or resume speed control.
CRUISE SET/RESUME
CONTROL Throttle Position None See FUEL CONTROL. 5-1
Sensor 5-2
Vehicle Speed None Speed control functions (cruise, VSC, ESC) are 4-1
Sensor canceled.
Reduced power (customer selectable).
Clutch Switch None No speed control if switch is open.
Speed control will not cancel if switch is closed.
Service Brake None No cruise if switch is closed. 7-1
Switch No VSC, and possibly no SSC, if switch goes
from open to closed with park brake off.
Park Brake Switch None No cruise if switch is closed.
No VSC/SSC if switch goes from open to
closed.
PTO Switch 1 & 2 None Cannot set SSC if switches are open.
Engine speed will be limited if closed.
J1939 None Increase low idle speed to 900 RPM. 6-4
Communications 900 RPM isochronous governor.
Line
ROAD SPEED Vehicle Speed None Reduced power (customer selectable). 4-1
LIMITING Sensor No speedometer output.
J1939 None Engine speed limited to 900 RPM. 6-4
900 RPM isochronous governor.
ENGINE Engine Oil Pressure None Protection/shutdown inactive for oil pressure. 1-1
PROTECTION/ Sensor
SHUTDOWN
Engine Coolant None Protection/shutdown inactive for coolant 2-1
Temperature Sensor temperature.
Engine Coolant None Open sensor indicates low level. 1-7
Level Sensor Harness open/short could cause
protection/shutdown, or make
protection/shutdown inactive for coolant level.
Engine Oil None Protection/shutdown inactive for engine oil 2-7
Exhaust None Protection/shutdown inactive for exhaust 3-1
Front Drive Axle Oil None Protection/shutdown inactive for front drive axle 2-5
Temperature Sensor oil temperature.
Rear Drive Axle Oil None Protection/shutdown inactive for rear drive axle 2-6
Transmission Oil None Protection/shutdown inactive for transmission 2-4
Shutdown Override None Override cannot be performed.
Switch
J1939 None Communications with engine control lost. 6-4
Communications No engine warning or shutdown.
Line
Page 19
IDLE Throttle Position None If vehicle is not moving, shutdown will occur at 5-1
SHUTDOWN Sensor proper time. 5-2
Shutdown Override None Override cannot be performed.
Switch
Vehicle Speed None Idle shutdown will occur if the Throttle Position 4-1
Sensor Sensor position is constant if the vehicle is
moving.
Ambient Air None Idle sleeper mode will be enabled at all 1-4
Temperature Sensor temperatures if the Ambient Air Temperature
Sensor is open or shorted internally.
Coolant None Shutdown occurs after the warm-up and 2-1
Temperature Sensor shutdown times have expired, even if the
engine has not yet reached the warm-up
temperature.
J1939 None Communications with engine control lost. 6-4
Communications No idle shutdown.
Line
ACCESSORY Ignition Key Switch None If switch turns off or fails, relay turns off 6
RELAY seconds later.
CONTROL
Starter Input None If signal is lost, system will not reset after a 1-6
shutdown by engaging the starter cycle
power instead.
ON/OFF OR Coolant None Fan will remain engaged at all times. 2-1
ELECTRONIC Temperature Sensor
VISCOUS FAN
CONTROL
Intake Air None Fan will remain engaged at all times. 2-3
Temperature Sensor
(IEGR)
Aftercooler Outlet None Fan will remain engaged at all times. 9-3
Temperature Sensor
(CEGR)
12 Volt Supply None Loss of 12 volts engages the fan.
A/C Pressure None If the A/C pressure switch is open, the fan will
Switch engage due to high refrigerant pressure. If the
A/C pressure switch is closed, the fan will
disengage if no other fan request exists.
Override Switch None Fan cannot be manually overridden.
J1939 None Fan cannot be overridden with the switch. 6-4
Communications
Line
* Indicates erratic engine speed or power may occur if this input is intermittent
Page 20
TROUBLESHOOTING
TROUBLESHOOTING
Page 21
TROUBLESHOOTING
SYSTEM DIAGNOSTICS 4. The V-MAC III system updates the fault
table in internal memory. This Vehicle
The V-MAC III system contains a variety of Electronic Control Unit (VECU) fault table
standard integrated software packages which contains an occurrence count of the number
allow for detection, logging and retrieval of of times the fault has occurred. Additionally,
diagnostic information about the V-MAC III the VECU fault table logs the date, time,
system. The diagnostic software is an integral odometer reading, and operating
part of the V-MAC III system which continually parameters when any fault occurs. The
performs the task of plausibility testing and occurrence count is limited to 15. The stored
validity checking on all system inputs. The codes remain in memory until cleared by an
purpose of the diagnostic software is to aid in off-board diagnostic computer, or until the
troubleshooting the V-MAC III system. information is no longer useful for diagnostic
purposes.
The diagnostic software performs the task of 5. A default or customer programmable value
monitoring all the inputs and detecting the cases will be assumed for circuit failures. This
where the input is out of the allowable range, or in value provides a means of allowing the
an invalid state. Upon the detection of an unusual engine/vehicle to operate even though the
condition, the V-MAC III software begins a timer V-MAC III system does not have any
to allow the state of this input/sensor to stabilize information from that particular circuit.
to the normal state. If the condition does not clear
within the settling time of that sensor, then a fault Most failures in the V-MAC III system are
will be assumed. The fault recognition periods recoverable. This means that if the unusual state
have been selected according to the safety factor of an input changes to normal for a continuous
of the sensor. These time periods have been period of time, the fault will be cleared and the
specified to reduce the risk of detecting false fault lamp will go OFF. However, the fault
faults, while maintaining engine and vehicle occurrence count will be kept in order to allow for
safety. later troubleshooting of this inactive fault.
After a failure is detected, the diagnostic software The V-MAC III diagnostic software provides an
performs the following functions. easy means of troubleshooting the system, since
1. The Electronic Malfunction Lamp (EML), a complete fault history can be retrieved through
located on the dashboard, will illuminate. the J1587 serial line with an off-board diagnostic
This light will remain ON for active faults, tool (Diagnostic PC).
and go OFF when there are no longer any
active faults present in the system. For standard terminology, see Electrical Terms
on page 25.
2. A fault message will be sent in a standard
format on the J1587 serial line to alert other
devices of the failure. A similar message will Diagnostic Tools
be transmitted when the fault is cleared.
3. The normally transmitted data on the J1587 To utilize the diagnostic capabilities of the
serial line for this sensor will be replaced V-MAC III system, several diagnostic tools are
with a Bad Data indicator. This signals the available. These tools are:
other devices on the serial line to ignore the
data for this sensor.
Page 22
TROUBLESHOOTING
DIAGNOSTIC COMPUTER 6-PIN SERIAL LINK JUMPER
5
The 6-Pin Serial Link Jumper can be used with
the J1708 Serial Data Link Adaptor. The jumper
provides the ability to energize the V-MAC III
system without using the ignition key. This is not
only convenient for programming, but also
important for diagnostic troubleshooting.
If a 6-Pin Serial Link Jumper is not available and

the diagnostic instructions require connecting the
Serial link jumper into the Serial Communications
Port, connect a wire between Serial
Communications Port pins C and D.
6
Figure 5 Diagnostic Computer
The Diagnostic Computer is the most advanced

of the diagnostic tools available for
troubleshooting the V-MAC III system. This unit
will allow for enhanced diagnostics of the system,
and also reprogramming of Mack proprietary
data.
A J1708 Serial Data Link Adaptor is required for

the Diagnostic Computer to communicate with
the vehicle. The minimum system requirements
for the Diagnostic Computer are a Pentium Figure 6 6-Pin Serial Link Jumper
processor with 32 Mb of RAM and Windows
95/98.
Page 23
TROUBLESHOOTING
9-PIN SERIAL LINK JUMPER DIGITAL MULTIMETER
8
The 9-Pin Serial Link Jumper can be used with
the J1708 Serial Data Link Adaptor. The jumper
provides the ability to energize the V-MAC III
system without using the ignition key. This is not
only convenient for programming, but also
important for diagnostic troubleshooting.
If a 9-Pin Serial Link Jumper is not available and

the diagnostic instructions require connecting the
Serial link jumper into the Serial Communications
Port, connect a wire between Serial
Communications Port pins B and H.
7
Figure 7 9-Pin Serial Link Jumper
Figure 8 Digital Multimeter
The Digital Multimeter is used to make the

required measurements in the diagnostic testing
procedures. These tests will include measuring
voltage and resistance, and checks for short
circuits and open circuits.
Since there are many types of digital multimeters

available, specific instructions are not given here.
Knowledge of the operation of the multimeter is
assumed.
Page 24
TROUBLESHOOTING
Troubleshooting Procedures
Never use a test light, whether self-powered or To accurately diagnose a problem, this
not, to troubleshoot electrical problems on any troubleshooting procedure should be followed.
V-MAC equipped vehicle. Damage to the Failure to follow the troubleshooting procedure
electronic control modules may result. outlined may result in an incorrect diagnosis,
replacement of good components and loss of
time.
ELECTRICAL SCHEMATIC DIAGRAMS
STEP 1: VERIFY THE COMPLAINT
Electrical schematic diagrams are simplified
wiring diagrams that show the electrical Before beginning any testing procedure, make
connectivity of the circuit that is being diagnosed. sure that a problem actually exists. If possible,
The schematic diagrams provide the technician talk to the driver or the person who noticed the
quick access to useful information such as problem. Try to obtain as much information as
component connector and terminal numbers, and possible. In some cases, there will only be a
circuit identification numbers. verbal complaint instead of a fault registered by
the system.
STEP 2: REVIEW THE V-MAC III TEST

Many of the electrical schematic diagrams in this PRECAUTIONS
manual show multiple occurrences of the Vehicle
Electronic Control Unit (VECU) or the Engine Before proceeding with any diagnostic testing on
Electronic Control Unit (EECU). The diagrams the V-MAC III system, the technician should be
are formatted in this way for clarity and ease of familiar with test precautions outlined in this book.
use, and do NOT imply that more than one VECU Periodic review of the test precautions may save
or EECU is installed on any vehicle. time and expense.
STEP 3: CHECK FOR FAULT CODES

Electrical Terms Check for fault codes with a diagnostic computer.
If a fault code is a currently active code, proceed
To achieve successful diagnostic results, to the diagnostic procedures in this manual. Be
understanding of the following terms is important. sure to follow the step by step test procedures in
the order they are given to avoid a misdiagnosis.
Voltage (volts) is the electric potential or potential
difference expressed in volts. If a code is not an active code or is intermittent,
try to set the code by moving or flexing the
Resistance (ohms) is the opposition offered by a connectors and wires associated with the suspect
component to the passage through it of a steady system or component. If the code cannot be
electric current, expressed in ohms. induced to set, perform the associated step by
step test procedures while moving the connectors
Current (amps) is the term for the strength of the and wires associated with the suspect system or
flow of electricity, expressed in amps. component. Keep in mind that most intermittent
problems are caused by poor terminal
Short Circuit (short) is a connection of connections and are not due to failed
comparatively low resistance accidentally or components. Be sure to carefully inspect the
intentionally made between points in a circuit connector terminals for deformities caused by
where the resistance is normally much greater. voltmeter probes.
Open Circuit (open) is any situation where the

normally closed or continuous flow of electricity
has been interrupted. For example: a broken
wire.
Page 25
TROUBLESHOOTING
Use of the J 38581 or J 38581 A (Kent-Moore) deformity and tightness. The table below
Electronic Connector Test Adaptor Kit is highly identifies which test adapter leads are used to
recommended when making test measurements test various system components.
and for checking both sides of a connection for
CONNECTOR TEST ADAPTORS FOR ASET IEGR ENGINES

Device Adapter for Device Side Adapter for Harness Side
Ambient Air Temperature (AAT) Sensor Purple Female Purple Male
Boost Air Pressure (BAP) Sensor Gray Female Gray Male
Bulkhead Connectors Red Female Red Male
Engine Coolant Level (ECL) Sensor Purple Female Purple Male
Engine Coolant Temperature (ECT) Gray Female Gray Male
Sensor
Engine Electronic Control Unit (EECU) DO NOT Test at EECU Terminals Purple or Gray Male (depends on
terminal)
Engine Oil Pressure (EOP) Sensor Gray Female Gray Male
Engine Oil Temperature (EOT) Sensor Purple Female Purple Male
(in oil pan)
Engine Oil Temperature (EOT) Sensor Gray Female Gray Male
(on oil filter pedestal)
Engine Position (EP) Sensor Purple Female Purple Male
Engine Speed (RPM/TDC) Sensor Purple Female Purple Male
Front Drive Axle Oil Temperature Gray Female Gray Male
(FAOT) Sensor
Fuel Temperature (FT) Sensor Gray Female Gray Male
Intake Air Temperature (IAT) Sensor Gray Female Gray Male
Rear Drive Axle Oil Temperature Gray Female Gray Male
(RAOT) Sensor
Throttle Position (TP) Sensor (at Gray Female Gray Male
sensor)
Throttle Position (TP) Sensor (at Mack Purple Female Purple Male
harness)
Vehicle Electronic Control Unit (VECU) DO NOT Test at VECU Terminals Purple Male
Vehicle Speed (MPH) Sensor (VSS) Purple Female Purple Male
Page 26
TROUBLESHOOTING
CONNECTOR TEST ADAPTORS FOR ASET CEGR ENGINES
Device Adapter for Device Side Adapter for Harness Side
Aftercooler Outlet Temperature (AOT) Purple Female Purple Male
Sensor
Ambient Air Temperature (AAT) Sensor Purple Female Purple Male
Boost Air Pressure (BAP) Sensor Gray Female Gray Male
Bulkhead Connectors Red Female Red Male
Compressor Discharge Temperature Purple Female Purple Male
(CDT) Sensor
EGR Mass Flow (EGRMAF) Sensor Purple Female Purple Male
System
Electronic Variable Speed Fan Drive Orange Male Orange Female
Engine Coolant Level (ECL) Sensor Purple Female Purple Male
Engine Coolant Temperature (ECT) Gray Female Gray Male
Sensor
Engine Electronic Control Unit (EECU) DO NOT Test at EECU Terminals Brown, Purple, or Gray Male (depends
on terminal)
Engine Oil Pressure (EOP) Sensor Gray Female Gray Male
Engine Oil Temperature (EOT) Sensor Gray Female Gray Male
Engine Position (EP) Sensor Purple Female Purple Male
Engine Speed (RPM/TDC) Sensor Purple Female Purple Male
Front Drive Axle Oil Temperature Gray Female Gray Male
(FAOT) Sensor
Fuel Temperature (FT) Sensor Gray Female Gray Male
Intake Air Temperature and Humidity Gray Female Gray Male
(IATH) Sensor
Intake Manifold Temperature (IMT) Purple Female Purple Male
Sensor
Rear Drive Axle Oil Temperature Gray Female Gray Male
(RAOT) Sensor
Throttle Position (TP) Sensor (at Gray Female Gray Male
sensor)
Throttle Position (TP) Sensor (at Mack Purple Female Purple Male
harness)
Turbocharger Wheel Speed (TWS) Purple Female Purple Male
Sensor
Variable Turbine Geometry (VTG) Purple Female Purple Male
Position Sensor
Vehicle Electronic Control Unit (VECU) DO NOT Test at VECU Terminals Purple Male
Vehicle Speed (MPH) Sensor (VSS) Purple Female Purple Male
Page 27
TROUBLESHOOTING
STEP 4: PERFORM A VISUAL CHECK Reading Diagnostic Fault Codes
One of the most important checks that must be
done before any diagnostic activity, is a careful There are two methods of obtaining codes from
visual inspection of suspect wiring and the V-MAC III system, the blink code method
components. This can lead to fixing a problem using the Electronic Malfunction Lamp (EML) and
without further steps. Be sure to inspect related reading the codes via the serial data line using
wiring for disconnects, burned or chafed spots, diagnostic computer.
pinched wires, or contact with sharp edges or hot
exhaust components. The visual inspection is BLINK CODE METHOD
very important and must be done carefully and
thoroughly. The V-MAC III system is capable of flashing a
two digit blink code for each detectable active
fault in the V-MAC III system. These codes are
STEP 5: PERFORM A SYSTEM CHECK displayed on the Electronic Malfunction Lamp
Check if all the features of the improperly working (EML) which is located on the dashboard. The
system are not working correctly. A system check primary reason for the blink code is to allow quick
can help to define what the problem is not. It may diagnosis of active faults in the system without
also help identify a condition or factor (engine requiring an expensive troubleshooting tool.
warm, occurs only with cruise on, etc.) that may
be contributing to the malfunction. This step is To properly activate and use the blink codes,
similar to step 1, verifying the complaint. follow the steps listed below.
1. Turn the key ON and wait until the Electronic
STEP 6: PERFORM THE REPAIR Malfunction Lamps two second power-up
test is finished.
Once the suspect component has been isolated
to be the source of a problem, carefully 2. There must be an active fault for the lamp to
disconnect the old component and inspect its remain ON after the two second power-up
connections. Clean and repair the component test.
connections and then reconnect the component 3. With the Speed Control ON/OFF Switch in
to verify the problem was the component and not the OFF position, press and hold the
the connection. SET/DECEL Switch until the malfunction
lamp goes OFF.
STEP 7: CLEAR CODES 4. The malfunction lamp will remain OFF for
Clear any codes stored in the system. approximately one second.
5. Immediately after the wait time, the Vehicle
STEP 8: VERIFY THE REPAIR Electronic Control Unit (VECU) will begin to
flash a two digit blink code. The two digits of
After the repair has been made, confirm that the the code will be separated by a one second
problem was corrected. Perform a complete idle time (malfunction lamp OFF).
system check of the repaired system under a
variety of conditions. Check that all other systems 6. Each digit of the blink code may consist of
are operating properly as well. up to nine ON/OFF flashes. The ON and
OFF time between each flash will be one
quarter second.
Page 28
TROUBLESHOOTING
7. The ON flashes of the malfunction lamp 10. If an active fault is cleared while the Vehicle
must be counted in order to determine the Control Unit (VECU) is blinking that fault, the
two digit blink code. procedure will not stop.
8. Only one active fault will be blinked per 11. After every complete blinking sequence, the
request. There must be a separate request malfunction lamp will return to normal. It will
for each active fault, where there are remain ON for active faults and OFF for
multiple active faults present in the system. inactive faults.
To request another fault be displayed, hold in
12. The Vehicle Electronic Control Unit (VECU)
the SET/DECEL Switch until the malfunction
will provide blink codes for active faults
lamp goes OFF. The blinking sequence will
registered by both the Vehicle Electronic
begin again after a one second delay.
Control Unit (VECU) and Engine Electronic
9. If a fault blinking request is made while the Control Unit (EECU).
Vehicle Electronic Control Unit (VECU) is in
the process of blinking an active fault, that The software will not provide codes for inactive
sequence will stop and the next active fault faults. Accessing the Inactive Fault Tables of the
will be blinked. Vehicle Electronic Control Unit (VECU) and
Engine Electronic Control Unit (EECU) requires
using a diagnostic computer.
Page 29
TROUBLESHOOTING
DIAGNOSTIC COMPUTER operating system will work with the system. In
order to connect a computer to the vehicle, a
A computer is required, to change certain
serial link interface is required. The J1708 Serial
proprietary data, such as engine horsepower.
Data Link Adaptor is used as the interface device.
The computer also allows information specific to
The Service Diagnostic Software package is
the vehicle to be entered and stored in both of the
available from Mack Trucks Service Publications
V-MAC III modules memory tables, and it
Department, through the normal Branch and
provides extended flexibility in password
Distributor Parts Ordering Network.
selection. Any 100% IBM compatible computer 9
with 32 Mb of RAM and Windows 95/98 or newer
Figure 9 Interface Devices
Page 30
TROUBLESHOOTING
The software package contains complete
instructions for installing and running the
program. Follow the instructions completely.
In any of the diagnostic test procedures where
the instructions call for replacing the Vehicle
Electronic Control Unit (VECU) or the Engine
Electronic Control Unit (EECU), do not
In any of the test procedures where the
reprogram the replacement module until you
instructions are to disconnect a harness
are certain that the problem has been solved.
connector from the Vehicle Electronic Control
If replacing the control unit does solve the
Unit (VECU) or the Engine Electronic Control Unit
problem, it is essential that the module be
(EECU), the ignition key must be in the OFF
programmed with the vehicle operating
position, and the Accessory Relay must be OFF
parameters. Failure to program the replacement
(do NOT have the Serial Link Jumper installed).
module will result in reduced system
Failure to follow this warning will cause internal
performance. To program the module with vehicle
electrical damage to the electronic control units.
and customer data, follow the instructions that are
supplied with the PC Diagnostic Software
Package. It is essential that the module be
reprogrammed with the proper Mack Data files
(see your Mack Dealer).
In any of the test procedures requiring insertion of
a test probe into a connector, do not force the
probe into the connector. The connector may be
damaged, resulting in a poor connection. In any
test requiring a check for continuity or voltage
DO NOT program a replacement Vehicle
from one pin to all others, this means one at a
Electronic Control Unit (VECU) or Engine
time, not all at the same time.
Electronic Control Unit (EECU) with MACK DATA
Before replacing components, retest the system until it is confirmed that the new control unit has
to confirm an active fault still exists. Unless fixed the problem. MACK DATA reprogramming
otherwise specified, the word replace means to executes the password protection function which
install a new component. assigns a new password to the vehicle. If the old
control unit is not the problem and it is reinstalled
In any of the test procedures requiring
on the vehicle it must be re-flashed, using Dealer
disconnecting a connector, visually inspect both
Programming software to erase the password,
sides of the connector for debris, broken, bent or
before it is programmed with MACK DATA.
missing pins, or broken connector housings.
Following the hints listed above may save
considerable time and effort.
Page 31
TROUBLESHOOTING
The ASET CEGR Engine Electronic Control

Unit (EECU) uses special connectors that require
careful removal and installation techniques.
Failure to properly remove and install the EECU
connectors can cause costly damage to the
connector pins as well as the EECU. When
disconnecting or connecting the EECU harness
connectors, the harness strain relief clamps that
hold the harnesses to the bracket MUST be
removed. Failure to remove the strain relief
clamps may cause the connectors to be removed
and installed at an angle, possibly causing
connector pin damage, as well as an improper fit
of the watertight connector seals. Keep the
connectors straight when disconnecting or
connecting them to or from the EECU.
Do not use excessive force when connecting the
harness connectors to the EECU, and do not
attempt to force the locking levers closed. If
resistance if felt when the connector is being
connected or when the locking lever is being
moved to the locked position, remove the
connector from the EECU and determine the
cause.
Page 32
TROUBLESHOOTING
Fault Codes
MACK BLINK CODE IDENTIFICATION TABLE
Blink Code Assignment Listing PID MID FMI Failure

1-1 Engine Oil Pressure Sensor 100 128 4 Voltage Low/Open
3 Voltage High
N/A Engine Oil Pressure Sensor 100 142 1 Valid Low
1-2 Barometric Pressure Sensor 108 128 4 Voltage Low/Open
3 Voltage High
1-3 Fuel Temperature Sensor 174 128 4 Voltage Low
3 Voltage High
5 Current Low/Open
1-4 Ambient Air Temperature Sensor 171 128 4 Voltage Low
3 Voltage High
5 Current Low/Open
1-6 Starter Input S237 142 3 Voltage High
1-7 Engine Coolant Level Warning 111 128 3 Voltage High/Open
Engine Coolant Level 2 Data Incorrect
1-8 (ASET Estimated % Fan Speed 26 128 3 Voltage High
CEGR & IEGR
4 Voltage Low
with 1MS375
Software) 0 Valid High
1 Valid Low
1-10 Aux. Cooling Relay Output S275 128 4 Voltage Low
2-1 Engine Coolant Temperature Sensor 110 128 4 Voltage Low
3 Voltage High
5 Current Low/Open
10 Abnormal Rate of Change
N/A Engine Coolant Temperature 110 142 0 Valid High
2-2 (ASET Boost Air Pressure Sensor 102 128 4 Voltage Low/Open
IEGR)
3 Voltage High
2-2 (ASET Boost Air Pressure 439 128 4 Voltage Low/Open
CEGR)
3 Voltage High
2-3 Intake Air Temperature Sensor 105 128 4 Voltage Low
3 Voltage High
5 Current Low/Open
2 Data Intermittent
2-4 Transmission Oil Temperature Sensor 177 142 4 Voltage Low/Open
3 Voltage High
N/A Transmission Oil Temperature Sensor 177 142 0 Valid High
2-5 Front Drive Axle Oil Temperature 77 142 4 Voltage Low/Open
Sensor
3 Voltage High
Page 33
TROUBLESHOOTING
2-6 Rear Drive Axle Oil Temperature 78 142 4 Voltage Low/Open
Sensor
3 Voltage High
2-7 Engine Oil Temperature Sensor 175 128 4 Voltage Low
3 Voltage High
5 Current Low/Open
2-8 (ASET Combustion Air Temperature 172 128 4 Voltage Low
CEGR & IEGR
3 Voltage High
with 1MS375
Software)
5 Open
2-9 (ASET Combustion Air Humidity 274 128 4 Voltage Low
CEGR & IEGR
3 Voltage High
with 1MS375
Software)
3-1 Exhaust Temperature Sensor 173 142 4 Voltage Low/Open
3 Voltage High
N/A Exhaust Temperature Sensor 173 142 0 Valid High
3-2 Engine Speed Sensor S22 128 2, 8 Data Erratic, Intermittent Or Incorrect
3 Voltage High
4 Voltage Low
5 Open
N/A Engine Speed Sensor 190 142 0 Valid High
128 2 Data Erratic
3-3 Redundant Engine Speed 190 128 2 Data Erratic
3-4 Engine Position Sensor S21 128 2, 8 Data Erratic, Intermittent Or Incorrect
3 Voltage High
4 Voltage Low
5 Open
3-5 Engine Brake Output #1 S79 128 4 Voltage Low
5 Current Below Normal or Open Circuit
3-6 Engine Brake Output #2 S80 128 4 Voltage Low
3-8 Transmission Splitter Position S32/S 142 7 Mechanical System Not Responding
152
8 Abnormal Frequency
3-10 (ASET Engine Brake Output #3 S82 128 4 Voltage Low
CEGR)
4-1 Vehicle Speed Sensor (VSS) 84 142 2 Data Invalid
2 Data Invalid
4 Voltage Low
3 Voltage High
8 Abnormal Frequency Pulse Width Or
Period
11 Mode Not Identifiable
N/A Road Speed 84 142 0 Road Speed High
Page 34
TROUBLESHOOTING
4-2 Fan Clutch Output S33 128 5 Current Low/Open
4 Voltage Low
3 Voltage High
2 Data Erratic
8 Abnormal Signal
4-3 Auxiliary Output #1 S10 142 4 Voltage Low
3 Voltage High
4-4 Auxiliary Output #2 S11 142 4 Voltage Low
3 Voltage High
4-5 (ASET Wastegate Output S32 128 2 Data Erratic
IEGR)
5 Voltage Low/Open
7 Mechanical System Not Responding
4-5 (ASET VTG Position Sensor S269 128 4 Voltage Low
CEGR)
3 Voltage High
4-6 Tachometer Output S6 142 4 Voltage Low
3 Voltage High
4-7 Speedometer Output S7 142 4 Voltage Low
3 Voltage High
4-8 Customer Defined Statement S151 142 1 Below Normal
0 Above Normal
8 Abnormal Frequency
4-9 (ASET EGR Valve Mechanism S146 128 4 Voltage Low
CEGR)
3 Voltage High
5 Open
4-10 (ASET Parallel Fan Circuit S153 128 4 Voltage Low
IEGR)
3 Voltage High
5 Open
5-1 Throttle Position Sensor 91 142 4 Voltage Low/Open
3 Voltage High
5-2 Throttle Position Sensor Reference S232 142 4 Voltage Low
Voltage
3 Voltage High
5-3 Engine Shutdown Lamp/Alarm S238 142 4 Voltage Low/Open
3 Voltage High
5-5 Electronic Malfunction Lamp S239 142 4 Voltage Low/Open
3 Voltage High
5-6 Spare Relay #3 S12 142 4 Voltage Low/Open
3 Voltage High
5-7 Engine Oil Level 98 128 4 Voltage Low/Open
3 Voltage High
Page 35
TROUBLESHOOTING
5-8 (ASET EGR Temperature 142 128 4 Voltage Low
CEGR)
3 Voltage High
5 Open
9 Data Missing
12 Failed Device
0 Valid High
5-9 (ASET EGR Mass Flow S277 128 4 Voltage Low
CEGR)
3 Voltage High
5 Open
9 Data Missing
12 Failed Device
6-1 Fuel Level 96 142 4 Voltage Low
3 Voltage High
6-2 (ASET Turbocharger Speed 103 128 0 Valid Low
CEGR)
1 Valid High
8 Abnormal Frequency Pulse Width Or
Period
3 Voltage High
4 Voltage Low
5 Open
6-3 J1708/J1587 Link S250 142 8 Abnormal Frequency Pulse Width Or
Period
128
6-4 J1939 Link S231 142 8 Abnormal Frequency Pulse Width Or
Period
128
6-5 All Communications Lost Engine S254 128 8 Failed Drive
Shutdown
6-6 Fuel Control Module S233 128 12 Failed Device
6-7 Power Relay S236 128 2 Data Erratic or Abnormal
4 Voltage Low
8 Abnormal
6-8 J1939 Link S231 142 14 Lost Contact With Allison HD
Transmission
6-9 Other ECU Affecting Operation S216 142 12 Possible Eaton Vorad Failure
7-1 Service Brake Switch S246 142 4 Voltage Low/Open
7-2 Parking Brake Switch S235 142 3 Voltage High
7-3 Speed Control SET Switch S243 142 3 Voltage High
7-4 Speed Control RESUME Switch S242 142 3 Voltage High
7-5 Battery Voltage 168 142 1 Valid Low
7-5 Alternator Voltage 167 142 1 Valid low
0 Valid High
7-6 Switched Voltage 158 128 4 Voltage Low/Open
7-7 Exhaust Temperature Reference S254 142 12 Failed Device
Page 36
TROUBLESHOOTING
7-9 (ASET VTG Actuator S27 128 3 Voltage High
CEGR)
4 Voltage Low
5 Open
8-1 Electronic Unit Pump (EUP) #1 S1 128 4 Voltage Low
3 Voltage High
5 Open
6 Current High
2, 8 Data Erratic or Abnormal
3 Voltage High
5 Open
6 Current High
3 Voltage High
5 Open
6 Current High
3 Voltage High
5 Open
6 Current High
3 Voltage High
5 Open
6 Current High
3 Voltage High
5 Open
6 Current High
8-9 Solenoid Boost Voltage S151 128 4 Voltage Low
3 Voltage High
9-1 Transport Protocol S254 142 14 Programming Failure
9-2 Power Reset Without Key Switch S254 142 4 Power Failure
128
9-3 (ASET Aftercooler Outlet Temperature S272 128 4 Voltage Low
CEGR)
3 Voltage High
5 Open
2 Data Intermittent
Page 37
TROUBLESHOOTING
9-5 (ASET Compressor Discharge Temperature S270 128 4 Voltage Low
CEGR)
3 Voltage High
5 Open
2 Data Intermittent
0 Valid High
9-8 (ASET Auxiliary Output Device #1 S26 128 4 Voltage Low
CEGR)
3 Voltage High
CEGR)
3 Voltage High
CEGR)
3 Voltage High
10-1 (ASET Internal Sensor Voltage S221 128 4 Voltage Low
CEGR)
3 Voltage High
10-2 (ASET 5 Volt Supply S232 128 4 Voltage Low
CEGR)
3 Voltage High
10-3 (ASET Sensor Supply Voltage #1 S212 128 4 Voltage Low
CEGR)
3 Voltage High
10-4 (ASET Sensor Supply Voltage #2 S211 128 4 Voltage Low
CEGR)
3 Voltage High
10-5 (ASET Fuel Filter Differential Pressure 95 128 4 Voltage Low
CEGR)
3 Voltage High
10-6 (ASET Fuel Delivery Pressure 94 128 4 Voltage Low
CEGR)
3 Voltage High
10-7 (ASET Odometer Save Area Failure S253 142 2 Data Incorrect
CEGR)
10-8 (ASET GPS Position Data not Received P239 142 2 Missing Data
CEGR)
10-9 (ASET VECU Watchdog Timer Reset S254 142 11 Special Instructions
CEGR)
10-10 (ASET EECU Watchdog Timer Reset S152 128 3 Voltage High
CEGR)
Page 38
TROUBLESHOOTING
SAE Message Descriptions other controllers, such as ABS/ATC and
Automatic Transmission controllers, installed.
V-MAC III communicates with other devices, However, many other devices can be connected
including service tools, using SAE J1587 and to the serial communications line in the
J1708 Communications Standards. These aftermarket. Some service tools and Driver
standards define the method by which various Information Displays will not only display the
electronic devices can communicate with one messages sent out by the V-MAC system, but
another. by these other devices as well.
When a truck leaves the factory, the Vehicle The following table represents message types
Electronic Control Unit (VECU) and Engine that are most likely to be available on the serial
Electronic Control Unit (EECU) are often the only data lines if aftermarket devices are installed. For
modules using the serial communications line. In a complete listing, contact the Society of
some cases a truck may leave the factory with Automotive Engineers.
Message Identifier (MID) Description

128 Engine Electronic Control Unit
130 Transmission
136 Brakes Antilock/Traction Control
137139 Brakes Antilock, Trailer 1, 2, 3
140 Instrument Cluster
141 Trip Recorder
142 Vehicle Management System (Vehicle Electronic Control Unit)
143 Fuel System (FIC MID on early V-MAC systems)
162 Vehicle Navigation
163 Vehicle Security
165 Communication Unit Ground
171 Driver Information System (Co-Pilot, Driver Information Display, VIP)
172 Diagnostic Tool
178 Vehicle Sensors to Data Converter
181 Communication Unit Satellite
219 Headway Controller
Parameter Identifier (PID) Description

26 Fan Speed
65 Service Brake Switch
70 Parking Brake Switch
77 Front Drive Axle Oil Temperature
78 Rear Drive Axle Oil Temperature
83 Road Speed Limit Status
84 Road Speed
85 Speed Control Status
91 Percent Accelerator Pedal Position
92 Percent Engine Load
96 Fuel Level
98 Engine Oil Level
Page 39
TROUBLESHOOTING
Parameter Identifier (PID) Description
100 Engine Oil Pressure
102 Boost Pressure
105 Intake Manifold Temperature
106 Air Inlet Pressure
108 Barometric Pressure
110 Engine Coolant Temperature
111 Coolant Level
113 Governor Droop
158 Switched Voltage
166 Engine Rated Power
167 Alternator Voltage
168 Battery Voltage
170 Cab Interior Temperature
171 Ambient Air Temperature
173 Exhaust Temperature
174 Fuel Temperature
175 Engine Oil Temperature
177 Transmission Oil Temperature
182 Trip Fuel
183 Fuel Rate
184 Instantaneous MPG
185 Average MPG
189 Engine Rated Speed
190 Engine Speed
234 Software Version No.
235 Total Idle Hours
236 Total Idle Fuel Used
244 Trip Distance
245 Total Vehicle Distance
246 Total Vehicle Hours
247 Total Engine Hours
248 Total PTO Hours
249 Total Engine Revolutions
250 Total Fuel Used
254 Proprietary Message
367 Headway Controller
412 EGR Temperature
439 Boost Pressure (Extended Range #1)
Page 40
TROUBLESHOOTING
Subsystem Identifiers (SID)
Common to all MIDs Description
151 System Diagnostic #1
211 Sensor Supply Voltage #2
212 Sensor Supply Voltage #1
216 Other ECU Affecting Operation
221 Internal Sensor Voltage
224 Driver Alarm
231 J1939 Link
232 Reference Voltage
233 Fuel Control Module
235 Parking Brake
236 Power Relay
237 Starter
238 Engine Shutdown Alarm
239 Electronic Malfunction Lamp
242 Cruise Control Resume Switch
243 Cruise Control Set Switch
244 Cruise Control Enable Switch
245 Clutch Pedal Switch
246 Service Brake
248 Proprietary Data Link
250 SAE J1708 (J1587) Data Link
254 Vehicle Control Module
Subsystem Identifiers (SID) for

MID 128 Description
1 Injector Cylinder #1
21 Engine Position Sensor
22 Timing Sensor
26 Auxiliary Output Device #1
27 VTG Actuator #1
32 Wastegate Output Driver
33 Fan Clutch Output Driver
40 Output Device #2
51 Output Device #3
Page 41
TROUBLESHOOTING
MID 128 Description
79 Engine Brake #1
80 Engine Brake #2
81 Exhaust Brake
146 EGR Valve Mechanism #1
151 System Diagnostic
269 VTG Position Sensor
270 Compressor Discharge Temperature
271 Charge Air Cooler Bypass
272 Aftercooler Outlet Temperature
274 Combustion Air Humidity
277 EGR Mass Flow

MID 143 Description
20 Timing Actuator
21 Engine Position Sensor
22 Timing Sensor
23 Rack Actuator
24 Rack Position Sensor
26 Auxiliary Output Device
27 Fan Clutch
28 Engine Brake #1
29 Engine Brake #2
30 Exhaust Brake
33 Fan Clutch
Page 42
TROUBLESHOOTING
MID 142 Description
1 Timing Sensor
2 Timing Actuator
3 Rack Position Sensor
4 Rack Actuator
5 Oil Level Lamp
6 Tachometer Output
7 Speedometer Output
10 Auxiliary Output #1
11 Auxiliary Output #2
12 Spare Relay #3
32/37 Mechanical System Not Responding
151 Custom Defined Statistic
152 Transmission Splitter Position

MID 130 Description
16 C1C6 Solenoid Valves
7 Lockup Solenoid Valve
8 Forward Solenoid Valve
9 Low Signal Solenoid Valve
10 Retarder Enable Solenoid Valve
11 Retarder Modulation Solenoid Valve
12 Retarder Response Solenoid Valve
13 Differential Lockout Solenoid Valve
14 Engine/Transmission Match
15 Retarder Modulation Request Sensor
16 Neutral Start Output
17 Turbine Speed Sensor
18 Primary Shift Selector
19 Secondary Shift Selector
20 Special Function Inputs
2126 C1C6 Clutch Pressure Indicators
27 Lockup Clutch Pressure Indicator
28 Forward Range Pressure Indicator
29 Neutral Range Pressure Indicator
30 Reverse Range Pressure Indicator
31 Retarder Response System Pressure Indicator
32 Differential Lock Clutch Pressure Indicator
33 Multiple Pressure Indicators
Page 43
TROUBLESHOOTING
MID 136-139 Description
1 Wheel Sensor ABS Axle 1 Left
2 Wheel Sensor ABS Axle 1 Right
7 Pressure Modulation Valve ABS Axle 1 Left
8 Pressure Modulation Valve ABS Axle 1 Right
13 Retarder Control Relay
14 Relay Diagonal 1
15 Relay Diagonal 2
16 Mode Switch ABS
17 Mode Switch Traction Control
18 DIF 1 Traction Control Valve
19 DIF 2 Traction Control Valve
22 Speed Signal Input
23 Warning Light Bulb
24 Traction Control Light Bulb
25 Wheel Sensor, ABS Axle 1 Average
28 Pressure Modulator, Drive Axle Relay Valve
29 Pressure Transducer, Drive Axle Relay Valve
30 Master Control Relay

MID 162 Description
1 Dead Reckoning Unit
2 Loran Receiver
3 Global Positioning System (GPS)
4 Integrated Navigation Unit
Page 44
TROUBLESHOOTING
MID 190 Description
1 Refrigerant Charge
2 Refrigerant Moisture Level
3 Non-Condensable Gas in Refrigerant
4 Refrigerant Control Solenoid
5 Low Side Refrigerant Pressure Switch
6 Compressor Clutch Circuit
7 Evaporator Thermostat Circuit
8 Refrigerant Flow
Failure Mode Identifiers (FMI) Description

0 Data valid but greater than normal operating range
1 Data valid but less than normal operating range
2 Data erratic, intermittent or incorrect
3 Voltage greater than normal or shorted high
4 Voltage less than normal or shorted low
5 Current less than normal or open circuit
6 Current greater than normal or grounded circuit
7 Mechanical system not responding properly
8 Abnormal frequency, pulse width, or period
9 Abnormal update rate
10 Abnormal rate of change
11 Failure mode not identifiable
12 Bad intelligent device or component
13 Out of Calibration
14 Special Instructions
Page 45
BLINK CODE 1-1 (IEGR ENGINE)
(ASET IEGR ENGINE)
10
Figure 10 Engine Oil Pressure Sensor Circuit (ASET IEGR Engine)
Location: The Engine Oil Pressure (EOP)

Sensor is located on the left side of the engine on
the rear, of the oil filter assembly. The Engine
When performing electrical tests, wiggle wires Electronic Control Unit (EECU) is mounted on a
and connectors to find intermittent problems. fuel cooled mounting plate on the air intake
manifold, on the left side of the engine.
Failure Mode Identifier (FMI): 3 (Voltage High),
Code Setting Conditions: The Electronic
4 (Voltage Low/Open)
Malfunction Lamp (EML) will turn on and
code 1-1 will set when the EOP Sensors signal
Parameter Identification (PID): P100
line voltage is less than 0.4 volts or greater than
4.9 volts for 1 second. If the signal line voltage
Message Identification (MID): 128
returns to between 0.4 volts and 4.9 volts for
1 second, the fault will become inactive.
Circuit Description: The Engine Oil Pressure
(EOP) Sensor is used to detect engine lubrication
Normal EOP Sensor Parameters: Not
system failures. The sensor consists of a
applicable.
pressure sensitive diaphragm and amplifier.
Engine oil pressure causes the sensors
diaphragm to deflect and produce an electrical
signal proportional to the pressure. The
diaphragm deflection signal is amplified in the See Test 128 for Engine Oil Pressure (EOP)
sensor. The sensors signal is monitored by the Sensor testing procedure.
Engine Electronic Control Unit (EECU). The
EECU will set a fault code if the sensor signal is
not within predetermined limits.
Page 46
Test 1 Check for Code 1-1 1. Turn the ignition key OFF.
1. Verify that code 1-1 is set. 2. Disconnect the Engine Oil Pressure (EOP)
Sensor.
If code 1-1 is set, go to test Test 2
Checking Code 1-1 Failure Mode Identifier 3. Turn the ignition key ON.
(FMI) on page 47. 4. Measure the voltage between EOP Sensor
If code 1-1 is not set, wiggle the harness and harness connector pin B (reference voltage
connectors to try and set the code. line) and a good ground (see Figure 11).
If the measured voltage is greater than
Test 2 Checking Code 1-1 Failure 4.75 volts, go to test Test 8 Checking the
EOP Sensor Signal Line for a Short to
Mode Identifier (FMI) Ground on page 48.
1. Check the Failure Mode Identifier (FMI) If the measured voltage is less than
using a diagnostic computer. 4.75 volts, go to test Test 9 Checking the
Harness for Continuity in the EOP Sensor
If the FMI is 4 (voltage low or open), go to
Reference Voltage Line on page 48.
test Test 4 Checking the EOP Sensor
If the FMI is 3 (voltage high), go to test Test Test 5 Checking Code 1-1 Failure
5 Checking Code 1-1 Failure Mode Mode Identifier (FMI) with the EOP
Identifier (FMI) with the EOP Sensor
Disconnected on page 47. Sensor Disconnected
1. Turn the ignition key OFF.
Test 4 Checking the EOP Sensor 2. Disconnect the Engine Oil Pressure (EOP)
Reference Voltage Line Sensor.
11 3. Turn the ignition key ON.
4. Check the Failure Mode Identifier (FMI)
If the FMI code 3 (voltage high) changed to
FMI code 4 (voltage low or open), go to test
Test 10 Checking the EOP Sensor
If the FMI code did NOT change, go to test
Test 11 Checking the Harness for a Pin
to Pin Short in the EOP Sensor Signal Line
on page 49.
Figure 11
Page 47
Test 8 Checking the EOP Sensor Test 9 Checking the Harness for
Signal Line for a Short to Ground Continuity in the EOP Sensor
12 Reference Voltage Line
13
Figure 12

2. Check for continuity between Engine Oil
Pressure (EOP) Sensor harness connector
pin C (signal line) and a good ground (see
Figure 12).
If there is NO continuity, go to test Test 16 Figure 13
Checking for Continuity in the EOP
Sensor Signal Line on page 50. 1. Turn the ignition key OFF.
If continuity exists, locate and repair the 2. Disconnect Engine Electronic Control Unit
short to ground. (EECU) connector J1.
pin B (reference voltage line) and EECU
harness connector J1 pin 32 (see Figure
13).
If continuity exists, go to test Test 18
Checking the Harness for a Pin to Pin Short
in the EOP Sensor Reference Voltage Line
on page 50.
If there is NO continuity, repair the open in
the harness reference voltage line.
Page 48
Reference Voltage Line a Pin to Pin Short in the EOP Sensor
14 Signal Line
15
Figure 14

2. Disconnect the Engine Oil Pressure (EOP)
Sensor.
3. Turn the ignition key ON.
4. Measure voltage between Engine Oil Figure 15
pin B (reference voltage line) and a good 1. Turn the ignition key OFF.
ground (see Figure 14).
If the measured voltage is less than 2. Disconnect the Engine Oil Pressure (EOP)
5.25 volts, go to test Test 20 Checking Sensor.
the EOP Sensor Return Line for a Short 3. Disconnect Engine Electronic Control Unit
Circuit on page 51. (EECU) connectors J1 and J2.
If the measured voltage is greater than 4. Check for continuity between EECU harness
5.25 volts, go to test Test 21 Checking connector J1 pin 34 (signal line) and all
the Harness for a Pin to Pin Short in the other pins in EECU harness connectors J1
EOP Sensor Reference Voltage Line on and J2 (see Figure 15).
page 51.
5. Visually check EECU connector J1 pin 34 for
a short.
If continuity exists or if there is a visual short,
repair the short to the signal line.
If there is NO continuity or visual short,
replace the EECU.
Page 49
Test 16 Checking for Continuity Test 18 Checking the Harness for
in the EOP Sensor Signal Line a Pin to Pin Short in the EOP Sensor
17
Figure 16
Figure 17
2. Disconnect the Engine Oil Pressure (EOP) 1. Turn the ignition key OFF.
Sensor. 2. Disconnect the Engine Oil Pressure (EOP)
3. Disconnect Engine Electronic Control Unit Sensor.
(EECU) connector J1. 3. Disconnect Engine Electronic Control Unit
4. Check for continuity between EOP sensor (EECU) connectors J1 and J2.
harness connector pin C (signal line) and 4. Check for continuity between EECU harness
EECU harness connector J1 pin 34 (see connector J1 pin 32 (reference voltage line)
Figure 16). and all other pins in EECU harness
If continuity exists, go to test Test 32 connectors J1 and J2 (see Figure 17).
Checking the EOP Sensor Connector on
page 52. 5. Visually check EECU connector J1 pin 32 for
a short.
the harness signal line. If continuity exists or if there is a visual short,
repair the short circuit to the reference
voltage line.
replace the EECU.
Page 50
Return Line for a Short Circuit a Pin to Pin Short in the EOP Sensor
19
Figure 18

Sensor.
4. Measure voltage between EOP Sensor Figure 19
harness connector pin A (ground line) and a
good ground (see Figure 18). 1. Turn the ignition key OFF.
If the measured voltage is 0.5 volts or less,
go to test Test 40 Checking the EOP 2. Disconnect Engine Electronic Control Unit
Sensor Return Line for an Open Circuit on (EECU) connectors J1 and J2.
page 52. 3. Disconnect the Engine Oil Pressure (EOP)
If the measured voltage is greater than Sensor.
0.5 volts, go to test Test 41 Checking the 4. Check for continuity between EECU harness
Harness for a Pin to Pin Short in the EOP connector J1 pin 32 (reference voltage line)
Sensor Return Line on page 53. and all other pins in EECU harness
connectors J1 and J2 (see Figure 19).
a short circuit.
voltage line.
If there is NO continuity or visual short
circuit, replace the EECU.
Page 51
Test 32 Checking the EOP Sensor Test 40 Checking the EOP Sensor
Connector Return Line for an Open Circuit
20
Make sure that the test leads used for checking

pin snugness are in good condition.
1. Visually inspect both sides of the Engine Oil

Pressure (EOP) Sensor connector for a
repairable open.
2. Find the gray male test lead from the
J 38581 V-MAC Jumper Wire Kit. Align the
male test lead with one of the rectangular
female pins in the EOP Sensor harness
connector. Gently push the test lead into the
harness connector pin. Repeat this process
for the remaining two female pins (pin C is Figure 20
turned 90 degrees from pins A and B).
If there is a repairable fault or any of the pins 1. Turn the ignition key OFF.
feel loose, repair or replace the connector.
3. Find the gray female test lead from the Sensor.
3. Check for continuity between EOP Sensor
female test lead with one of the rectangular
male pins in the EOP Sensor connector.
good ground (see Figure 20).
Gently push the test lead over the pin.
Repeat this process for the remaining two If continuity exists, go to test Test 80
male pins (pin C is turned 90 degrees from Checking the EOP Sensor Connector on
pins A and B). page 53.
If any of the pins feel loose, replace the EOP If there is NO continuity, go to test Test 81
Sensor. Checking the Harness for an Open in the
EOP Sensor Return Line on page 54.
If the pins in the connector are NOT loose,
go to test Test 64 Checking the EECU
Connector for an Open in the EOP Sensor
Signal Line on page 53.
Page 52
Test 41 Checking the Harness for Test 64 Checking the EECU
a Pin to Pin Short in the EOP Sensor Connector for an Open in the EOP
Return Line Sensor Signal Line
21
1. Visually inspect both sides of Engine
Electronic Control Unit (EECU) connector J1
pin 34 for a repairable open in the signal line.
If a repairable open is found, repair or
replace EECU harness connector J1.
If the pin is making good contact, go to test
Test 128 Checking the EOP Sensor for a
Fault on page 54.

Connector


repairable open.
Figure 21
1. Turn the ignition key OFF. J 38581 V-MAC Jumper Wire Kit. Align the
2. Disconnect Engine Electronic Control Unit female pins in the EOP Sensor harness
(EECU) connectors J1 and J2. connector. Gently push the test lead into the
3. Disconnect the Engine Oil Pressure (EOP) harness connector pin. Repeat this process
Sensor. for the remaining two female pins (pin C is
4. Check for continuity between EECU harness If there is a repairable fault or any of the pins
connector J1 pin 25 (ground line) and all feel loose, repair or replace the connector.
other pins in EECU harness connectors J1
and J2 (see Figure 21). 3. Find the gray female test lead from the
5. Visually check EECU connector J1 pin 25 for female test lead with one of the rectangular
a short circuit. male pins in the EOP Sensor connector.
If continuity exists or if there is a visual short Gently push the test lead over the pin.
circuit, repair the short to the return line. Repeat this process for the remaining two
If there is NO continuity or visual short male pins (pin C is turned 90 degrees from
circuit, replace the EECU. pins A and B).
If any of the pins feel loose, replace the EOP
Sensor.
go to test Test 160 Checking the EOP
Sensor for a Fault on page 55.
Page 53
Test 81 Checking the Harness for Test 128 Checking the EOP
an Open in the EOP Sensor Return Sensor for a Fault
Line 23
22
Figure 23
1. Remove the Engine Oil Pressure (EOP)

Sensor from the oil filter assembly.
2. Connect the EOP Sensor to a regulated air
supply with an accurate pressure gauge.
3. Connect a jumper wire between EOP
Figure 22 Sensor pin B and pin B on the sensor
harness connector.
2. Disconnect the Engine Oil Pressure (EOP) Sensor pin A and a good ground.
Sensor.
3. Disconnect Engine Electronic Control Unit
(EECU) connector J1.
harness connector pin A (ground line) and
EECU harness connector J1 pin 25 (see
Figure 22).
Checking the EECU Connector for an Open
in the EOP Sensor Return Line on page 55.
the harness ground line.
Page 54
6. Measure the voltage between EOP sensor 3. Connect a jumper wire between EOP
pin C and a good ground at various Sensor pin B and pin B on the sensor
pressures between 0 psi and 80 psi (see harness connector.
Figure 23). The correct pressure and output
voltage specifications are shown in the table
Sensor pin A and a good ground.
below.
Sensor Output
Engine Oil Pressure (5 volt input)
6. Measure the voltage between EOP Sensor
pin C and a good ground at various
0 psi .6 volts pressures between 0 psi and 80 psi (see
10 psi 1.05 volts Figure 24). The correct pressure and output
20 psi 1.6 volts voltage specifications are shown in the table
below.
30 psi 2.1 volts
40 psi 2.6 volts Sensor Output
50 psi 3.1 volts Engine Oil Pressure (5 volt input)
60 psi 3.6 volts 0 psi .6 volts
70 psi 4.1 volts 10 psi 1.05 volts

30 psi 2.1 volts
If the EOP Sensor output is correct
40 psi 2.6 volts
throughout the entire pressure range,
reinstall the sensor and replace the EECU. 50 psi 3.1 volts
If the EOP Sensor output is NOT correct 60 psi 3.6 volts
throughout the entire pressure range, 70 psi 4.1 volts
replace the EOP Sensor and recheck the 80 psi 4.6 volts
system.
Test 160 Checking the EOP throughout the entire pressure range,
reinstall the sensor and replace the EECU.
Sensor for a Fault If the EOP Sensor output is NOT correct
24 throughout the entire pressure range,
replace the EOP Sensor and recheck the
system.
Test 162 Checking the EECU

Connector for an Open in the EOP
Sensor Return Line
pin 25 for a repairable open in the ground
line.
Figure 24
If the pin is making good contact, replace the
EECU.
Sensor from the engine.
Page 55
BLINK CODE 1-1 (CEGR ENGINE)
(ASET CEGR ENGINE)
25
Figure 25 Engine Oil Pressure Sensor Circuit (ASET CEGR Engine)
Location: The Engine Oil Pressure (EOP)

Sensor is located on the left side of the engine on
the rear, of the oil filter assembly. The Engine
When performing electrical tests, wiggle wires Electronic Control Unit (EECU) is mounted on a
and connectors to find intermittent problems. fuel cooled mounting plate on the air intake
manifold, on the left side of the engine.
code 1-1 will set when the EOP Sensors signal
line voltage is less than 0.15 volts or greater than
Normal EOP Sensor Parameters: Not
applicable.
Engine oil pressure causes the sensors
diaphragm deflection signal is amplified in the See Test 128 for Engine Oil Pressure (EOP)
sensor. The sensors signal is monitored by the Sensor testing procedure.
EECU will set a fault code if the sensor signal is
not within predetermined limits.
Page 56
Test 1 Checking for Code 1-1 3. Turn the ignition key ON.
1. Verify that code 1-1 is set. 4. Measure the voltage between EOP Sensor
harness connector pin B (reference voltage
If code 1-1 is set, go to test Test 2 line) and a good ground (see Figure 26).
Checking Code 1-1 Failure Mode Identifier
(FMI) on page 57. If the measured voltage is greater than
4.75 volts, go to test Test 8 Checking the
If code 1-1 is not set, wiggle the harness and EOP Sensor Signal Line for a Short Circuit
connectors to try and set the code. to Ground on page 58.
2. If codes 4-5 and 10-2 are also set, refer to If the measured voltage is less than
the diagnostic procedures for these codes 4.75 volts, go to test Test 9 Checking the
before attempting to diagnose code 1-1. Harness for Continuity in the EOP Sensor
Diagnose the cause of code 4-5 before Reference Voltage Line on page 58.
attempting to diagnose code 10-2.
Test 5 Checking Code 1-1 Failure
Test 2 Checking Code 1-1 Failure Mode Identifier (FMI) with the EOP
Mode Identifier (FMI) Sensor Disconnected
If the FMI is 4 (voltage low or open), go to 2. Disconnect the Engine Oil Pressure (EOP)
test Test 4 Checking the EOP Sensor Sensor.
Reference Voltage Line on page 57. 3. Turn the ignition key ON.
If the FMI is 3 (voltage high), go to test Test
5 Checking Code 1-1 Failure Mode
Identifier (FMI) with the EOP Sensor
Disconnected on page 57. If the FMI code 3 (voltage high) changed to
FMI code 4 (voltage low or open), go to test
Test 4 Checking the EOP Sensor Reference Voltage Line on page 59.
Reference Voltage Line If the FMI code did NOT change, go to test
26
to Pin Short in the EOP Sensor Signal Line
on page 59.
Figure 26

Sensor.
Page 57
Signal Line for a Short Circuit to Continuity in the EOP Sensor
Ground Reference Voltage Line
27 28
Figure 27

(EECU) connectors J1 and J2.
Figure 28
pin C (signal line) and a good ground (see 1. Turn the ignition key OFF.
Figure 27).
If there is NO continuity, go to test Test 16 2. Disconnect Engine Electronic Control Unit
Checking for Continuity in the EOP (EECU) connector J2.
Sensor Signal Line on page 60. 3. Check for continuity between Engine Oil
If continuity exists, locate and repair the Pressure (EOP) Sensor harness connector
short circuit to ground. pin B (reference voltage line) and EECU
harness connector J2 pin 25 (see
Figure 28).
in the EOP Sensor Reference Voltage Line
on page 60.
Page 58
Reference Voltage Line a Pin to Pin Short in the EOP Sensor
29 Signal Line
30
Figure 29

Sensor.
4. Measure voltage between Engine Oil Figure 30
pin B (reference voltage line) and a good 1. Turn the ignition key OFF.
If the measured voltage is less than 2. Disconnect the Engine Oil Pressure (EOP)
5.25 volts, go to test Test 20 Checking Sensor.
the EOP Sensor Return Line for a Short 3. Disconnect Engine Electronic Control Unit
Circuit on page 61. (EECU) connectors J1 and J2.
If the measured voltage is greater than 4. Check for continuity between EECU harness
5.25 volts, go to test Test 21 Checking connector J2 pin 45 (signal line) and all
the Harness for a Pin to Pin Short in the other pins in EECU harness connectors J1
EOP Sensor Reference Voltage Line on and J2 (see Figure 30).
page 61.
a short circuit.
repair the short circuit to the signal line.
replace the EECU.
Page 59
Test 16 Checking for Continuity Test 18 Checking the Harness for
in the EOP Sensor Signal Line a Pin to Pin Short in the EOP Sensor
32
Figure 31
Figure 32
2. Disconnect the Engine Oil Pressure (EOP) 1. Turn the ignition key OFF.
Sensor. 2. Disconnect the Engine Oil Pressure (EOP)
3. Disconnect Engine Electronic Control Unit Sensor.
(EECU) connector J2. 3. Disconnect Engine Electronic Control Unit
4. Check for continuity between EOP sensor (EECU) connectors J1 and J2.
harness connector pin C (signal line) and 4. Check for continuity between EECU harness
EECU harness connector J2 pin 45 (see connector J2 pin 25 (reference voltage line)
Figure 31). and all other pins in EECU harness
If continuity exists, go to test Test 32 connectors J1 and J2 (see Figure 32).
Checking the EOP Sensor Connector on
page 62. 5. Visually check EECU connector J2 pin 25 for
a short circuit.
the harness signal line. If continuity exists or if there is a visual short,
voltage line.
replace the EECU.
Page 60
Return Line for a Short Circuit a Pin to Pin Short in the EOP Sensor
34
Figure 33

Sensor.
4. Measure voltage between EOP Sensor Figure 34
go to test Test 40 Checking the EOP 2. Disconnect Engine Electronic Control Unit
page 62. 3. Disconnect the Engine Oil Pressure (EOP)
Harness for a Pin to Pin Short in the EOP connector J2 pin 25 (reference voltage line)
a short circuit.
voltage line.
If there is NO continuity or visual short
circuit, replace the EECU.
Page 61
Test 32 Checking the EOP Sensor Test 40 Checking the EOP Sensor
35


repairable open.
female pins in the EOP Sensor harness
feel loose, repair or replace the connector.
female test lead with one of the rectangular
male pins in the EOP Sensor connector.
male pins (pin C is turned 90 degrees from Checking the EOP Sensor Connector on
If any of the pins feel loose, replace the EOP If there is NO continuity, go to test Test 81
Sensor. Checking the Harness for an Open in the
EOP Sensor Return Line on page 64.
Connector for an Open in the EOP Sensor
Page 62
a Pin to Pin Short in the EOP Sensor Connector for an Open in the EOP
36
pin 45 for a repairable open in the signal line.
Test 128 Checking the EOP Sensor for a
Fault on page 64.

Connector


repairable open.
Figure 36
2. Disconnect Engine Electronic Control Unit female pins in the EOP Sensor harness
3. Disconnect the Engine Oil Pressure (EOP) harness connector pin. Repeat this process
4. Check for continuity between EECU harness If there is a repairable fault or any of the pins
connector J2 pin 28 (ground line) and all feel loose, repair or replace the connector.
other pins in EECU harness connectors J1
and J2 (see Figure 36). 3. Find the gray female test lead from the
5. Visually check EECU connector J2 pin 28 for female test lead with one of the rectangular
a short circuit. male pins in the EOP Sensor connector.
If continuity exists or if there is a visual short Gently push the test lead over the pin.
circuit, repair the short to the return line. Repeat this process for the remaining two
If there is NO continuity or visual short male pins (pin C is turned 90 degrees from
circuit, replace the EECU. pins A and B).
If any of the pins feel loose, replace the EOP
Sensor.
go to test Test 160 Checking the EOP
Page 63
Test 81 Checking the Harness for Test 128 Checking the EOP
an Open in the EOP Sensor Return Sensor for a Fault
Line 38
37
Figure 38

Sensor from the oil filter assembly.
Figure 37 Sensor pin B and pin B on the sensor
harness connector.
2. Disconnect the Engine Oil Pressure (EOP) Sensor pin A and a good ground.
Sensor.
Figure 37).
in the EOP Sensor Return Line on page 65.
the harness ground line.
Page 64
6. Measure the voltage between EOP sensor 3. Connect a jumper wire between EOP
pin C and a good ground at various Sensor pin B and pin B on the sensor
pressures between 0 psi and 80 psi (see harness connector.
Figure 38). The correct pressure and output
voltage specifications are shown in the table
Sensor pin A and a good ground.
below.
Sensor Output
Engine Oil Pressure (5 volt input)
6. Measure the voltage between EOP Sensor
10 psi 1.05 volts Figure 39). The correct pressure and output
20 psi 1.6 volts voltage specifications are shown in the table
below.
30 psi 2.1 volts
50 psi 3.1 volts Engine Oil Pressure (5 volt input)

30 psi 2.1 volts
40 psi 2.6 volts
If the EOP Sensor output is NOT correct 60 psi 3.6 volts
replace the EOP Sensor and recheck the 80 psi 4.6 volts
system.
Test 160 Checking the EOP throughout the entire pressure range,
Sensor for a Fault If the EOP Sensor output is NOT correct
replace the EOP Sensor and recheck the
system.

Connector for an Open in the EOP
Sensor Return Line
line.
Figure 39
EECU.
Page 65
BLINK CODE 1-2
BLINK CODE 1-2
BLINK CODE 1-2 BAROMETRIC PRESSURE SENSOR
Parameter Identification (PID): 108
The Barometric Pressure Sensor, inside the

Engine Electronic Control Unit (EECU), is shorted
to another circuit. If the code is active, attempt to
clear the code from memory and check if the
code resets. If blink code 1-2 resets, replace the
EECU and retest the system.
Page 66
BLINK CODE 1-3 FUEL TEMPERATURE (FT) SENSOR
(ASET IEGR ENGINE)
40
Figure 40 Fuel Temperature Sensor Circuit (ASET IEGR Engine)
Failure Mode Identifier (FMI): 3 (Voltage High), 1 second. If the FT Sensor voltage returns to
4 (Voltage Low), 5 (Current Low/Open) between 0.2 volts and 4.5 volts for more than
Normal FT Sensor Parameters: The Fuel
Message Identification (MID): 128 Temperature (FT) Sensor has a resistance of
9300 ohms at 32F (0C) and 200 ohms at 194F
Circuit Description: The Fuel Temperature (FT) (90C).
Sensor is a thermistor. The resistance of the FT
Sensor changes inversely to the temperature of
the fuel. When the fuel temperature is cold, the
sensor resistance is high. As the temperature of Blink code 1-3 can be enabled and disabled in the
the fuel increases, the sensor resistance Customer Data Section of the Engine Electronic
decreases. The Engine Electronic Control Unit Control Unit (EECU). If the Fuel Temperature
(EECU) monitors the voltage drop across the FT Sensor is not installed, the diagnostic blink code
Sensor and uses the signal, along with other should be turned OFF.
sensor signals, to calculate the fuel injection
timing.
Location: The Fuel Temperature Sensor is Test 1 Checking for Code 1-3
located on the right side of the engine, below 1. Verify that code 1-3 is set.
Electronic Unit Pump (EUP) #3.
Code Setting Conditions: The Electronic Checking Code 1-3 Failure Mode Identifier
Malfunction Lamp (EML) will turn on and (FMI) on page 68.
code 1-3 will set when the Engine Electronic
Control Unit (EECU) senses a FT Sensor signal
less than 0.2 volts or greater than 4.5 volts for
Page 67
If code 1-3 is NOT set, wiggle the harness 3. Check for continuity from either pin of the FT
and connectors to try to set the code. Sensor to a good ground (see Figure 41).
Visually inspect the Fuel Temperature (FT) If continuity exists, replace the FT Sensor.
Sensor connector and wires for poor
If there is NO continuity, go to test Test 10
connections.
Checking Sensor Resistance on page
69.
Mode Identifier (FMI) Test 8 Checking for an Open in
1. Check the Failure Mode Identifier (FMI) the FT Sensor Return Line
using a diagnostic computer. 42
If the FMI is 3 (voltage high) or 5 (current

low/open), go to test Test 4 Checking for
Other Codes on page 68.
If the FMI is 4 (voltage low), go to test Test 5
Checking for a Short to Ground in the
Sensor on page 68.
Test 4 Checking for Other Codes

1. Is code 2-1, 2-3 or 2-7 also set?
If code 2-1, 2-3 or 2-7 is also set, go to test
Test 8 Checking for an Open in the FT
Sensor Return Line on page 68.
If only code 1-3 is set, go to test Test 9
Checking Sensor Resistance on page 69.
Test 5 Checking for a Short to

Ground in the Sensor
41
Figure 42

2. Disconnect the Fuel Temperature (FT)
Sensor connector.
3. Disconnect connector J1 from the Engine
Electronic Control Unit (EECU).
4. Connect a jumper between J1 pin 28 and J1
pin 26 of the EECU harness connector (see
Figure 42).
5. Check for continuity between pin A and B of
the FT Sensor harness connector.
Figure 41 Checking for Voltage on the Sensor Return
Line on page 70.
1. Turn the ignition key OFF. If there is NO continuity, there is an open in
2. Disconnect the Fuel Temperature (FT) the ground circuit in the harness between
Sensor connector. the common ground splice of the sensors
and the EECU. Locate and repair the open
circuit.
Page 68
Test 9 Checking Sensor Test 10 Checking Sensor
Resistance Resistance
43 44
Figure 43 Figure 44
1. Turn the ignition key OFF. 1. Turn the ignition key OFF.
2. Disconnect the Fuel Temperature (FT) 2. Disconnect the FT Sensor connector.
Sensor harness connector.
3. Measure the resistance across the pins of
3. Measure the resistance across the pins of the FT Sensor with the fuel temperature
the FT Sensor with the fuel temperature between 32 and 194F (0 and 90C) (see
between 32 and 194F (0 and 90C) (see Figure 44).
Figure 43). If the resistance is between 9300 and
If the resistance of the sensor is between 200 ohms, go to test Test 20 Checking
9300 and 200 ohms or if the resistance is for a Short in the Harness Between the
infinite (open circuit), go to test Test 18 Engine Electronic Control Unit (EECU) and
Checking Signal Line Voltage on page 70. the FT Sensor on page 71.
If the resistance of the sensor is not within If the resistance is less than 200 ohms,
normal operating parameters (9300 to replace the FT Sensor.
200 ohms), but is not an open circuit (infinite
resistance), replace the sensor.
Page 69
Test 16 Checking for Voltage on Test 18 Checking Signal Line
the Sensor Return Line Voltage
45 46
Figure 46
1. Disconnect the FT Sensor connector.

3. Measure the voltage between FT Sensor
harness connector pin A and a good ground
Figure 45
(see Figure 46).
1. Turn the ignition key OFF. If the measured voltage is greater than
6 volts, the FT Sensor signal line is shorted
2. Disconnect the Fuel Temperature (FT) to voltage; go to test Test 36 Checking
Sensor connector. for a Short to Voltage in the Signal Line on
3. Disconnect connector J1 from Engine page 71.
Electronic Control Unit (EECU). If the measured voltage is less than 6 volts,
4. Measure the voltage between EECU and the sensor was open (infinite resistance)
connector J1 pin 26 and a good ground (see in test 9, replace the sensor.
Figure 45). If the measured voltage is less than 6 volts,
If the measured voltage is less than and the sensor was not open in test 9, go to
0.5 volts, go to test Test 32 Checking the test Test 37 Checking for an Open FT
EECU Connector for an Open FT Sensor Sensor Signal Line on page 72.
Return Line on page 71.
0.5 volts, there is a short to voltage in the
sensor return line. Locate and repair the
short circuit to voltage.
Page 70
Test 20 Checking for a Short in Test 32 Checking the EECU
the Harness Between the Engine Connector for an Open FT Sensor
Electronic Control Unit (EECU) and Return Line
the FT Sensor 1. Visually inspect EECU harness connector
47 J1 pin 26 for dirt, loose pins or deformed
contacts.
2. Align the gray male test lead, found in the
J 38581 V-MAC Jumper Wire Kit, with EECU
harness connector J1 pin 26. Gently push
the test lead into the harness connector pin
and check for looseness.
If a repairable open is found or the pin feels
loose, repair EECU harness connector J1.
If the test lead is making good contact with
EECU harness connector J1 pin 26, go to
test Test 64 Checking for Blink Code 1-3
on page 73.
Figure 47
Voltage in the Signal Line
1. Turn the ignition key OFF. 48
2. Disconnect the FT Sensor harness

connector.
4. Check for continuity between pin A of the FT
Sensor harness connector and a good
If continuity exists between pin A and
ground, go to test Test 40 Checking for a
Pin to Pin Short in the Harness on page 72.
Checking for Proper Supply Voltage to the
Sensor on page 73.
Figure 48

connector.
3. Disconnect connector J1 from the EECU.
Page 71
5. Measure the voltage from EECU harness Test 40 Checking for a Pin to Pin
connector J1 pin 28 to a good ground (see
Figure 48). Short in the Harness
If there is NO voltage indicated, go to test 50
Test 72 Checking for a Short at the

EECU Connector on page 73.
If voltage is present, go to test Test 73
Checking for a Pin to Pin Short in the
Harness on page 73.
Test 37 Checking for an Open FT

Sensor Signal Line
49
Figure 50

connector.
3. Disconnect EECU connectors J1 and J2.
4. Check for continuity between EECU harness
connector J1 pin 28 and all other pins on
EECU connectors J1 and J2 (see
Figure 50).
Figure 49
If continuity exists, the signal line is shorted
1. Turn the ignition key OFF. to one of the other EECU circuits. Locate
and repair the short circuit.
If there is NO continuity, the signal line is
connector.
shorted to ground somewhere else in the
3. Disconnect EECU connector J1. harness. Locate and repair the short to
ground.
Sensor harness connector and EECU
Figure 49).
If there is NO continuity, locate and repair
the open in the signal line between the FT
harness connector J1 pin 28.
Checking for an Open FT Sensor Return
Circuit on page 74.
Page 72
Test 41 Checking for Proper Test 72 Checking for a Short at
Supply Voltage to the Sensor the EECU Connector
51
If the Fuel Temperature Sensor was open in

test 9, replace the sensor before retesting the
circuit.

2. Connect the FT Sensor harness connector.
3. Connect connectors J1 and J2 to the EECU.
If blink code 1-3 is still active, check the
EECU and connectors J1 and J2 for dirt,
loose or shorted pins, or any other
Figure 51 repairable damage. If no problems are
evident, or are NOT repairable, replace the
1. Turn the ignition key OFF. EECU and retest the system.
2. Disconnect the FT Sensor connector. If blink code 1-3 is NOT active, the
procedures have corrected the problem.
3. Connect connector J1 to the EECU. Check all connectors to ensure proper
4. Turn the ignition key ON. connections.
5. Measure the voltage between pin A of the
FT Sensor harness connector and a good Test 73 Checking for a Pin to Pin
ground (see Figure 51). Short in the Harness
If the measured voltage is between 4.5 and 52
5.5 volts, check the FT Sensor harness
connector for deformed pins or insufficient
contact with the FT Sensor pins. If the pins
are in good shape, replace the FT Sensor.
If the measured voltage is less than
4.5 volts, go to test Test 82 Checking for
a Short Circuit at the EECU Connector on
page 74.
Test 64 Checking for Blink

Code 1-3
2. Connect EECU harness connector J1 to the
EECU.
If blink code 1-3 is still active, replace the
EECU and retest the system. Figure 52
If blink code 1-3 is NOT active, the
procedures have corrected the problem. 1. Turn the ignition key OFF.
Check all connectors to ensure proper 2. Disconnect the FT Sensor harness
connections. connector.
Page 73
3. Disconnect EECU connectors J1 and J2. Test 82 Checking for a Short
4. Check for continuity between EECU harness Circuit at the EECU Connector
EECU connectors J1 and J2 (see Figure 1. Turn the ignition key OFF.
52). 2. Connect the FT Sensor connector.
to one of the other EECU circuits. Locate 3. Connect connectors J1 and J2 to the EECU.
and repair the short circuit to voltage, then 4. Turn the ignition key ON.
replace the sensor. If blink code 1-3 is still active, check the
If there is NO continuity, the signal line is EECU and connectors J1 and J2 for dirt,
shorted to voltage somewhere else in the loose or shorted pins, or any other
harness. Locate and repair the short circuit repairable damage. If no problems are
to voltage, then replace the sensor. evident, or are NOT repairable, replace the
Test 74 Checking for an Open FT If blink code 1-3 is NOT active, the
Sensor Return Circuit Check all connectors to ensure proper
53 connections.

Connector for an Open Circuit
1. Visually inspect the EECU harness
connector J1 pins 26 and 28 for dirt, loose
pins or deformed contacts.
harness connector J1 pins 26 and 28.
Gently push the test lead into each harness
connector pin individually, and check for
looseness.
If a repairable open is found or either of the
Figure 53 pins feels loose, repair EECU harness
connector J1.
2. Disconnect the FT Sensor harness EECU harness connector J1 pins 26 and 28,
connector. go to test Test 296 Checking for an Open
3. Connect EECU connector J1. Circuit at the EECU Connector on page 75.
4. Check for continuity between pin B of the FT

the open in the harness between the FT
Sensor and the common ground with the
other temperature sensors.
If continuity exists, check the FT Sensor
harness connector for damaged pins or
improper mating with the FT Sensor. If the
FT Sensor is OK, go to test Test 148
Circuit on page 74.
Page 74
Test 296 Checking for an Open
Circuit at the EECU Connector
1. Connect the FT Sensor connector.
Check all connectors to ensure proper
connections.
Page 75
BLINK CODE 1-3 FUEL TEMPERATURE (FT) SENSOR
(ASET CEGR ENGINE)
54
Figure 54 Fuel Temperature Sensor Circuit (ASET CEGR Engine)
Failure Mode Identifier (FMI): 3 (Voltage High), Code Setting Conditions: The Electronic
4 (Voltage Low), 5 (Current Low/Open) Malfunction Lamp (EML) will turn on and
Parameter Identification (PID): P174 Control Unit (EECU) senses a FT Sensor signal
less than 0.15 volts or greater than 4.525 volts for
Message Identification (MID): 128 1 second. If the FT Sensor voltage returns to
between 0.15 volts and 4.525 volts for more than
Circuit Description: The Fuel Temperature (FT) 1 second, the fault will become inactive.
Sensor is a thermistor. The resistance of the FT
Sensor changes inversely to the temperature of Normal FT Sensor Parameters: The Fuel
the fuel. When the fuel temperature is cold, the Temperature (FT) Sensor has a resistance of
sensor resistance is high. As the temperature of 9300 ohms at 32F (0C) and 200 ohms at 194F
the fuel increases, the sensor resistance (90C).
decreases. The Engine Electronic Control Unit
(EECU) monitors the voltage drop across the FT
Sensor and uses the signal, along with other
sensor signals, to calculate the fuel injection Blink code 1-3 can be enabled and disabled in the
timing. Customer Data Section of the Engine Electronic
Control Unit (EECU). If the Fuel Temperature
Location: The Fuel Temperature Sensor is Sensor is not installed, the diagnostic blink code
located on the right side of the engine, below should be turned OFF.
Electronic Unit Pump (EUP) #3.
Page 76
Test 1 Checking for Code 1-3 Test 5 Checking for a Short to
1. Verify that code 1-3 is set. Ground in the Sensor
If code 1-3 is set, go to test Test 2 55

(FMI) on page 77.
If code 1-3 is NOT set, wiggle the harness
and connectors to try to set the code.
Visually inspect the Fuel Temperature (FT)
Sensor connector and wires for poor
connections.

Mode Identifier (FMI)
low/open), go to test Test 4 Checking for Figure 55
Checking for a Short to Ground in the 2. Disconnect the Fuel Temperature (FT)
Sensor on page 77. Sensor connector.
3. Check for continuity from either pin of the FT
Test 4 Checking for Other Codes Sensor to a good ground (see Figure 55).
If continuity exists, replace the FT Sensor.
1. Is code 2-7 also set? If there is NO continuity, go to test Test 10
If code 2-7 is also set, go to test Test 8 Checking Sensor Resistance on page
Checking for an Open in the FT Sensor 79.
Page 77
Test 8 Checking for an Open in Test 9 Checking Sensor
the FT Sensor Return Line Resistance
56 57
Figure 57

2. Disconnect the Fuel Temperature (FT)
Figure 56
the FT Sensor with the fuel temperature
1. Turn the ignition key OFF. between 32 and 194F (0 and 90C) (see
Figure 57).
2. Disconnect the Fuel Temperature (FT) If the resistance of the sensor is between
Sensor connector. 9300 and 200 ohms or if the resistance is
3. Disconnect connector J2 from the Engine infinite (open circuit), go to test Test 18
Electronic Control Unit (EECU). Checking Signal Line Voltage on page 80.
4. Connect a jumper between EECU harness If the resistance of the sensor is not within
connector J2 pins 81 and 82 (see normal operating parameters (9300 to
Figure 56). 200 ohms), but is not an open circuit (infinite
5. Check for continuity between pin A and B of
the FT Sensor harness connector.
Checking for Voltage on the Sensor Return
Line on page 79.
If there is NO continuity, there is an open in
the ground circuit in the harness between
the common ground splice with the Engine
Oil Temperature (EOT) sensor and the
EECU. Locate and repair the open circuit.
Page 78
Test 10 Checking Sensor Test 16 Checking for Voltage on
Resistance the Sensor Return Line
58 59
Figure 58

the FT Sensor with the fuel temperature
Figure 59
between 32 and 194F (0 and 90C) (see
Figure 58). 1. Turn the ignition key OFF.
If the resistance is between 9300 and
200 ohms, go to test Test 20 Checking 2. Disconnect the Fuel Temperature (FT)
for a Short in the Harness Between the Sensor connector.
Engine Electronic Control Unit (EECU) and 3. Disconnect connector J2 from Engine
the FT Sensor on page 80. Electronic Control Unit (EECU).
If the resistance is less than 200 ohms, 4. Measure the voltage between EECU
replace the FT Sensor. connector J2 pin 82 and a good ground (see
Figure 59).
EECU Connector for an Open FT Sensor
Page 79
Test 18 Checking Signal Line Test 20 Checking for a Short in
Voltage the Harness Between the Engine
60 Electronic Control Unit (EECU) and
the FT Sensor
61
Figure 60

Figure 61
3. Measure the voltage between FT Sensor 1. Turn the ignition key OFF.
harness connector pin A and a good ground 2. Disconnect the FT Sensor harness
(see Figure 60). connector.
6 volts, the FT Sensor signal line is shorted 3. Disconnect connector J2 from the Engine
to voltage; go to test Test 36 Checking Electronic Control Unit (EECU).
for a Short Circuit to Voltage in the Signal 4. Check for continuity between pin A of the FT
Line on page 81. Sensor harness connector and a good
If the measured voltage is less than 6 volts, ground (see Figure 61).
and the sensor was open (infinite resistance) If continuity exists between pin A and
in test 9, replace the sensor. ground, go to test Test 40 Checking for a
If the measured voltage is less than 6 volts, Pin to Pin Short in the Harness on page 82.
and the sensor was NOT open in test 9, go If there is NO continuity, go to test Test 41
to test Test 37 Checking for an Open FT Checking for Proper Supply Voltage to the
Sensor Signal Line on page 81. Sensor on page 82.

Connector for an Open FT Sensor
Return Line
1. Visually inspect EECU harness connector
J2 pin 82 for dirt, loose pins or deformed
contacts.
2. If a repairable open is found, repair EECU
harness connector J2.
If the terminals are making good contact, go
to test Test 64 Checking for Blink Code
1-3 on page 82.
Page 80
Test 36 Checking for a Short Test 37 Checking for an Open FT
Circuit to Voltage in the Signal Line Sensor Signal Line
62 63
Figure 62 Figure 63
1. Disconnect the FT Sensor harness 1. Turn the ignition key OFF.

connector.
2. Turn the ignition key OFF. connector.
3. Disconnect connectors J1 and J2 from the 3. Disconnect EECU connector J2.
EECU.
4. Turn the ignition key ON. Sensor harness connector and EECU
5. Measure the voltage from EECU harness
Figure 63).
Figure 62). If there is NO continuity, locate and repair
the open in the signal line between the FT
If there is NO voltage indicated, go to test
Test 72 Checking for a Short Circuit at
the EECU Connector on page 83.
Checking for an Open FT Sensor Return
Circuit on page 83.
Harness on page 83.
Page 81
Test 40 Checking for a Pin to Pin Test 41 Checking for Proper
Short in the Harness Supply Voltage to the Sensor
64 65
Figure 65

3. Connect connector J2 to the EECU.
Figure 64 4. Turn the ignition key ON.
1. Turn the ignition key OFF. 5. Measure the voltage between pin A of the
FT Sensor harness connector and a good
2. Disconnect the FT Sensor harness ground (see Figure 65).
connector. If the measured voltage is between 4.5 and
3. Disconnect EECU connectors J1 and J2. 5.5 volts, check the FT Sensor harness
4. Check for continuity between EECU harness contact with the FT Sensor pins. If the pins
connector J2 pin 81 and all other pins on are in good shape, replace the FT Sensor.
Figure 64). If the measured voltage is less than
If continuity exists, the signal line is shorted a Short Circuit at the EECU Connector on
to one of the other EECU circuits. Locate page 84.
shorted to ground somewhere else in the Test 64 Checking for Blink
harness. Locate and repair the short circuit Code 1-3
to ground.
2. Connect EECU harness connectors J1 and
J2 to the EECU.
connections.
Page 82
Test 72 Checking for a Short 3. Disconnect EECU connectors J1 and J2.
Circuit at the EECU Connector 4. Check for continuity between EECU harness
Figure 66).
If the Fuel Temperature Sensor was open in If continuity exists, the signal line is shorted
test 9, replace the sensor before retesting the to one of the other EECU circuits. Locate
circuit. and repair the short circuit to voltage, then
replace the sensor.
1. Turn the ignition key OFF. If there is NO continuity, the signal line is
shorted to voltage somewhere else in the
2. Connect the FT Sensor harness connector. harness. Locate and repair the short circuit
3. Connect connectors J1 and J2 to the EECU. to voltage, then replace the sensor.
If blink code 1-3 is still active, check the Test 74 Checking for an Open FT
EECU and connectors J1 and J2 for dirt, Sensor Return Circuit
67
repairable damage. If no problems are
connections.
Test 73 Checking for a Pin to Pin

Short in the Harness
66
Figure 67

connector.
3. Connect EECU connector J2.
4. Check for continuity between pin B of the FT
the open in the harness between the FT
Sensor and the common ground with the
other temperature sensors.
If continuity exists, check the FT Sensor
Figure 66 improper mating with the FT Sensor. If the
FT Sensor is OK, go to test Test 148
1. Turn the ignition key OFF. Checking the EECU Connector for an Open
Circuit on page 84.
connector.
Page 83
Test 82 Checking for a Short Test 148 Checking the EECU
Circuit at the EECU Connector Connector for an Open Circuit
1. Turn the ignition key OFF. 1. Visually inspect EECU harness connector
J2 pins 81 and 82 for dirt, loose pins or
2. Connect the FT Sensor connector.
deformed contacts.
4. Turn the ignition key ON. harness connector J2.
If blink code 1-3 is still active, check the If the terminals are making good contact, go
EECU and connectors J1 and J2 for dirt, to test Test 296 Checking for an Open
loose or shorted pins, or any other Circuit at the EECU Connector on page 84.
EECU and retest the system. Test 296 Checking for an Open
If blink code 1-3 is NOT active, the Circuit at the EECU Connector
Check all connectors to ensure proper 1. Connect the FT Sensor connector.
connections. 2. Connect connectors J1 and J2 to the EECU.
connections.
Page 84
(ASET IEGR ENGINE)
68
Figure 68 Ambient Air Temperature (AAT) Sensor Circuit (ASET IEGR Engine)
Parameter Identification (PID): P171 Control Unit (EECU) senses an AAT Sensor
signal less than 0.2 volts or greater than 4.5 volts
Message Identification (MID): 128 for 1 second. If the AAT Sensor voltage returns to
Circuit Description: The Ambient Air 1 second, the fault will become inactive.
Temperature (AAT) Sensor is a thermistor. The
resistance of the AAT Sensor changes inversely Normal AAT Sensor Parameters: The Ambient
to the temperature of the surrounding air. When Air Temperature (AAT) Sensor has a resistance of
the outside air temperature is cold, the sensor 3482 ohms at 32F (0C) and 1485 ohms at
resistance is high. As the temperature of the air 104F (40C).
increases, the sensor resistance decreases. The
Engine Electronic Control Unit (EECU) monitors
the voltage drop across the AAT Sensor and uses
the signal, along with other sensor signals, to The AAT Sensor is enabled and disabled by
calculate the fuel injection quantity and timing. reprogramming the Mack Data file in the EECU.
Refer to the V-MAC III Users Guide for details.
Location: The Ambient Air Temperature (AAT)
Sensor is located near the front of the chassis.
The AAT Sensor may be mounted on the front
crossmember, hood hinge, body panel, spring
bracket, grill guard, or behind the front bumper,
depending upon chassis model.
Page 85
Test 1 Checking for Code 1-4 3. Measure the resistance across the pins of
the AAT Sensor with the ambient air
1. Verify that code 1-4 is set. temperature between 32 and 104F (0 and
If code 1-4 is set, go to test Test 2 40C) (see Figure 69).
Checking Code 1-4 Failure Mode Identifier If the resistance of the sensor is between
(FMI) on page 86. 3422 and 1485 ohms or if the resistance is
If code 1-4 is NOT set, wiggle the harness infinite (open circuit), go to test Test 8
and connectors to try to set the code. Checking Signal Line Voltage on page 87.
Visually inspect the Ambient Air If the resistance of the sensor is not within
Temperature (AAT) Sensor connector and normal operating parameters (3422 to
wires for poor connections. 1485 ohms), but is not an open circuit
(infinite resistance), replace the sensor.
Mode Identifier (FMI) Test 5 Checking for a Short
Circuit to Ground in the Sensor

low/open), go to test Test 4 Checking the
Sensor Resistance on page 86.
Checking for a Short Circuit to Ground in
the Sensor on page 86.
Test 4 Checking the Sensor

Resistance
69
Figure 70

2. Disconnect the Ambient Air Temperature
(AAT) Sensor connector.
3. Check for continuity between either pin of
the AAT Sensor and a good ground (see
Figure 70).
If continuity exists, replace the AAT Sensor.
87.
Figure 69

Page 86
Test 8 Checking Signal Line Test 10 Checking Sensor
Voltage Resistance
71 72
Figure 71 Figure 72
1. Disconnect the AAT Sensor connector. 1. Turn the ignition key OFF.
2. Turn the ignition key ON. 2. Disconnect the AAT Sensor connector.
3. Measure the voltage between AAT Sensor 3. Measure the resistance across the pins of
harness connector pin 1 and a good ground the AAT Sensor with the ambient air
(see Figure 71). temperature between 32 and 104F
If the measured voltage is greater than (0 and 40C) (see Figure 72).
6 volts, the AAT Sensor signal line is shorted If the resistance is between 3422 and
to voltage; go to test Test 16 Checking 1485 ohms, go to test Test 20 Checking
for a Short Circuit to Voltage in the Signal for a Short Circuit in the Harness Between
Line on page 88. the EECU and the AAT Sensor on page 89.
If the measured voltage is less than 6 volts, If the resistance is less than 1485 ohms,
and the sensor was open (infinite resistance) replace the AAT Sensor.
in test 4, replace the sensor.
If the measured voltage is less than 6 volts,
and the sensor was NOT open in test 4, go
to test Test 17 Checking for an Open AAT
Sensor Signal Line on page 88.
Page 87
Test 16 Checking for a Short Test 17 Checking for an Open
Circuit to Voltage in the Signal Line AAT Sensor Signal Line
73 74
Figure 73 Figure 74
2. Turn the ignition key OFF. 2. Disconnect the AAT Sensor harness
connector.
3. Disconnect EECU connector J2.
4. Check for continuity between pin 1 of the
5. Measure the voltage between EECU
AAT Sensor harness connector and EECU
harness connector J2 pin 29 and a good
Figure 74).
the open circuit in the signal line between
the AAT Sensor harness connector and
If voltage is present, go to test Test 33 EECU harness connector J2 pin 29.
Harness on page 90.
Checking for an Open AAT Sensor Return
Circuit on page 90.
Page 88
Test 20 Checking for a Short Test 32 Checking for a Short
Circuit in the Harness Between the Circuit at the EECU Connector
EECU and the AAT Sensor
75
If the Ambient Air Temperature Sensor was open

in test 4, replace the sensor before retesting the
circuit.

2. Connect the AAT Sensor harness connector.
Figure 75
1. Turn the ignition key OFF. If blink code 1-4 is NOT active, the
2. Disconnect the AAT Sensor connector. Check all connectors to ensure proper
3. Disconnect connector J2 from the Engine connections.
AAT Sensor harness connector and a good
If continuity exists between pin 1 and
Sensor on page 91.
Page 89
Test 33 Checking for a Pin to Pin Test 34 Checking for an Open
Short in the Harness AAT Sensor Return Circuit
76 77
Figure 77

2. Disconnect the AAT Sensor connector.
Figure 76 4. Check for continuity between pin 2 of the
1. Turn the ignition key OFF. ground (see Figure 77).
2. Disconnect the AAT Sensor connector. If there is NO continuity, locate and repair
the open in the harness between the AAT
3. Disconnect EECU connectors J1 and J2. Sensor and EECU connector J2 pin 27
4. Check for continuity between EECU harness If continuity exists, check the AAT Sensor
connector J2 pin 29 and all other pins on harness connector for damaged pins or
EECU connectors J1 and J2 (see improper mating with the AAT Sensor. If the
Figure 76). AAT Sensor is OK, go to test Test 68
If continuity exists, the signal line is shorted Checking the EECU Connector for an Open
to one of the other EECU circuits. Locate Circuit on page 92.
and repair the short circuit to voltage, then
replace the sensor.
harness. Locate and repair the short circuit
to voltage, then replace the sensor.
Page 90
78 79
Figure 79

5. Measure the voltage between pin 1 of the
2. Disconnect the AAT Sensor connector. ground (see Figure 79).
3. Disconnect EECU connectors J1 and J2. If the measured voltage is between 4.5 and
5.5 volts, check the AAT Sensor harness
4. Check for continuity between EECU harness connector for deformed pins or insufficient
connector J2 pin 29 and all other pins on contact with the AAT Sensor pins. If the pins
EECU connectors J1 and J2 (see are OK, replace the AAT Sensor.
Figure 78).
If continuity exists, the signal line is shorted 4.5 volts, go to test Test 82 Checking for
to one of the other EECU circuits. Locate a Short Circuit at the EECU Connector on
and repair the short. page 92.
to ground.
Page 91
Test 68 Checking the EECU Test 136 Checking for an Open
Connector for an Open Circuit Circuit at the EECU Connector
1. Visually inspect EECU harness connector 1. Connect the AAT Sensor connector.
deformed contacts.
J 38581 V-MAC Jumper Wire Kit, with EECU If blink code 1-4 is still active, replace the
harness connector J2 pins 27 and 29. EECU and retest the system.
Gently push the test lead into each harness If blink code 1-4 is NOT active, the
connector pin individually, and check for procedures have corrected the problem.
looseness. Check all connectors to ensure proper
If a repairable open is found or if either of the connections.
pins feels loose, repair EECU harness
connector J2.
EECU harness connector J2 pins 27 and 29,
go to test Test 136 Checking for an Open
Circuit at the EECU Connector on page 92.
Test 82 Checking for a Short

2. Connect the AAT Sensor connector.
connections.
Page 92
(ASET CEGR ENGINE)
80
Figure 80 Ambient Air Temperature (AAT) Sensor Circuit (ASET CEGR Engine)
Parameter Identification (PID): P171 Control Unit (EECU) senses an AAT Sensor
signal less than 0.15 volts or greater than
Message Identification (MID): 128 4.4 volts for 1 second. If the AAT Sensor voltage
Circuit Description: The Ambient Air more than 1 second, the fault will become
Temperature (AAT) Sensor is a thermistor. The inactive.
resistance of the AAT Sensor changes inversely
to the temperature of the surrounding air. When Normal AAT Sensor Parameters: The Ambient
the outside air temperature is cold, the sensor Air Temperature (AAT) Sensor has a resistance of
resistance is high. As the temperature of the air 3482 ohms at 32F (0C) and 1485 ohms at
increases, the sensor resistance decreases. The 104F (40C).
the voltage drop across the AAT Sensor and uses
the signal, along with other sensor signals, to
calculate the fuel injection quantity and timing. The AAT Sensor is enabled and disabled by
reprogramming the Mack Data file in the EECU.
Location: The Ambient Air Temperature (AAT) Refer to the V-MAC III Users Guide for details.
Sensor is located near the front of the chassis.
The AAT Sensor may be mounted on the front
crossmember, hood hinge, body panel, spring
bracket, grill guard, or behind the front bumper,
depending upon chassis model.
Page 93
Test 1 Checking for Code 1-4 3. Measure the resistance across the pins of
the AAT Sensor with the ambient air
Checking Code 1-4 Failure Mode Identifier If the resistance of the sensor is between
(FMI) on page 94. 3422 and 1485 ohms or if the resistance is
If code 1-4 is NOT set, wiggle the harness infinite (open circuit), go to test Test 8
and connectors to try to set the code. Checking the Signal Line Voltage on page
Visually inspect the Ambient Air 95.
Temperature (AAT) Sensor connector and If the resistance of the sensor is NOT within
wires for poor connections. normal operating parameters (3422 to 1485
ohms), but is NOT an open circuit (infinite
1. Check the Failure Mode Identifier (FMI) Circuit to Ground in the Sensor
82
low/open), go to test Test 4 Checking the

Resistance
81
Figure 82

the AAT Sensor and a good ground (see
Figure 82).
If continuity exists, replace the AAT Sensor.
Checking the Sensor Resistance on
Figure 81 page 95.

Page 94
Test 8 Checking the Signal Line Test 10 Checking the Sensor
Voltage Resistance
83 84
Figure 83 Figure 84
2. Turn the ignition key ON. 2. Disconnect the AAT Sensor connector.
3. Measure the voltage between AAT Sensor 3. Measure the resistance across the pins of
harness connector pin 1 and a good ground the AAT Sensor with the ambient air
(see Figure 83). temperature between 32 and 104F (0 and
If the measured voltage is greater than 40C) (see Figure 84).
6 volts, the AAT Sensor signal line is shorted If the resistance is between 3422 and
to voltage; go to test Test 16 Checking 1485 ohms, go to test Test 20 Checking
for a Short Circuit to Voltage in the Signal for a Short Circuit in the Harness Between
Line on page 96. the EECU and the AAT Sensor on page 97.
If the measured voltage is less than 6 volts, If the resistance is less than 1485 ohms,
and the sensor was open (infinite resistance) replace the AAT Sensor.
and the sensor was NOT open in test 4, go
to test Test 17 Checking for an Open AAT
Page 95
Circuit to Voltage in the Signal Line AAT Sensor Signal Line
85 86
Figure 85 Figure 86
2. Turn the ignition key OFF. 2. Disconnect the AAT Sensor harness
connector.
3. Disconnect connectors J1 and J2 from the
EECU. 3. Disconnect EECU connector J2.
4. Turn the ignition key ON. 4. Check for continuity between pin 1 of the
AAT Sensor harness connector and EECU
Figure 86).
the open circuit in the signal line between
the AAT Sensor harness connector and
EECU harness connector J2 pin 68.
Checking for an Open AAT Sensor Return
Harness on page 98.
Circuit on page 98.
Page 96
Circuit in the Harness Between the Circuit at the EECU Connector
EECU and the AAT Sensor
87
If the Ambient Air Temperature Sensor was open

in test 4, replace the sensor before retesting the
circuit.

2. Connect the AAT Sensor harness connector.
Figure 87
1. Turn the ignition key OFF. If blink code 1-4 is NOT active, the
2. Disconnect the AAT Sensor connector. Check all connectors to ensure proper
3. Disconnect connector J2 from the Engine connections.
Sensor on page 99.
Page 97
Short in the Harness AAT Sensor Return Circuit
88 89
Figure 89

Figure 88 4. Check for continuity between pin 2 of the
2. Disconnect the AAT Sensor connector. If there is NO continuity, locate and repair
the open circuit in the harness between the
3. Disconnect EECU connectors J1 and J2. AAT Sensor and EECU connector J2 pin 87
4. Check for continuity between EECU harness If continuity exists, check the AAT Sensor
connector J2 pin 68 and all other pins on harness connector for damaged pins or
EECU connectors J1 and J2 (see improper mating with the AAT Sensor. If the
Figure 88). AAT Sensor is OK, go to test Test 68
If continuity exists, the signal line is shorted Checking the EECU Connector for an Open
to one of the other EECU circuits. Locate Circuit on page 100.
replace the sensor.
Page 98
90 91
Figure 91

2. Disconnect the AAT Sensor connector. ground (see Figure 91).
3. Disconnect EECU connectors J1 and J2. If the measured voltage is between 4.5 and
5.5 volts, check the AAT Sensor harness
connector J2 pin 68 and all other pins on contact with the AAT Sensor pins. If the pins
EECU connectors J1 and J2 (see are OK, replace the AAT Sensor.
Figure 90).
and repair the short circuit. page 100.
to ground.
Page 99
Connector for an Open Circuit Circuit at the EECU Connector
1. Visually inspect EECU harness connector 1. Connect the AAT Sensor connector.
deformed contacts.
2. If a repairable open is found or if either of the
pins feels loose, repair EECU harness If blink code 1-4 is still active, replace the
connector J2. EECU and retest the system.
If the terminals are making good contact, go If blink code 1-4 is NOT active, the
to test Test 136 Checking for an Open procedures have corrected the problem.
Circuit at the EECU Connector on page Check all connectors to ensure proper
100. connections.

2. Connect the AAT Sensor connector.
connections.
Page 100
BLINK CODE 1-6
BLINK CODE 1-6
BLINK CODE 1-6 STARTER ENGAGED INPUT
92
Figure 92 Starter Engaged Input Circuit
Page 101
BLINK CODE 1-6
Test 1 Checking for Code 1-6
1. Start the engine.
When performing electrical tests, wiggle the wires
and connectors to find intermittent problems. 2. Verify code 1-6 is set.
If code 1-6 is set, turn the ignition key off and
go to test Test 2 Checking for a Short to
Failure Mode Identifier (FMI): 3 (Voltage High) Voltage on page 102.
If code 1-6 is not set, wiggle the harness and
Parameter Identification (PID): S237 connectors to try to set the code. Visually
inspect the ignition key and Push Button
Message Identification (MID): 142 Start Switch (if applicable) harness
connectors and wires for poor connections.
Circuit Description: Without Push Button
Start: With the ignition key in the ON position,
battery voltage is supplied to the Vehicle Test 2 Checking for a Short to
Electronic Control Unit (VECU) at connector J1
pin 1 (Ignition input). With the ignition key in the
Voltage
START position, battery voltage is supplied to the 1. Turn the ignition key ON.
coil of the Starter Relay and also to VECU
If the starter engages, go to test Test 4
connector J1 pin 2 (Starter engaged input). If the
Checking for a Push Button Start Switch on
VECU senses battery voltage at pin 2 for more
page 102.
than 2 seconds with the engine running, it sets
diagnostic blink code 1-6. If the starter does not engage, go to test
Test 5 Checking Switch Status with a
With Push Button Start: With the ignition key in Service Tool on page 102.
the ON position, battery voltage is supplied to the
Push Button Start Switch, and to connector J1 Test 4 Checking for a Push
pin 1 (Ignition input) of the Vehicle Electronic
Control Unit (VECU). When the Push Button Start Button Start Switch
Switch is pressed, battery voltage is supplied to
the coil of the Starter Relay, and to connector J1 If the vehicle has a Push Button Start Switch, go
pin 2 of the VECU. If the VECU senses battery to test Test 8 Checking for a Faulty Push
voltage at pin 2 for more than 2 seconds, with the Button Start Switch on page 103.
engine running, it sets diagnostic blink code 1-6.
If the vehicle does not have a Push Button Start
Code Setting Conditions: This fault becomes Switch, go to test Test 9 Checking for a
active if the engine is running, and the input Shorted Ignition Key Switch on page 103.
voltage to the Starter Relay remains greater than
4.5 volts for 2 seconds. If the voltage drops to
less than 4.5 volts for 2 seconds, the fault will Test 5 Checking Switch Status
become inactive. This fault will not become active with a Service Tool
until the engine is running. If the fault is active
and the engine stops, then the fault will become 1. Turn the ignition key ON.
inactive. This fault will not become active if the 2. Check the status of the starter input at
Starter Relay or drive mechanism becomes stuck VECU connector J1 pin 2, using a service
in the engaged position, unless the key is also in tool.
the start position.
If the service tool indicates that the starter is
ON, go to test Test 10 Checking for a
Short Circuit to Voltage on page 103.
If the service tool indicates that the starter is
OFF, go to test Test 11 Confirming the
Fault on page 103.
Page 102
BLINK CODE 1-6
Test 8 Checking for a Faulty Push Test 10 Checking for a Short
Button Start Switch Circuit to Voltage
93 94
Figure 93 Figure 94
1. Disconnect the harness connector(s) from 1. Turn the ignition key OFF.
the Push Button Start Switch.
2. Disconnect VECU connector J1.
2. With the Push Button Start Switch in the
OFF position, check for continuity between
the terminals of the switch (see Figure 93). 4. Measure the voltage between VECU
If continuity exists, replace the Push Button connector J1 pin 2 and a good ground (see
Start Switch. Figure 94).
If there is NO continuity, go to test Test 16 If voltage is present pin 2 is shorted to
Checking for a Pin to Pin Short to voltage. Go to test Test 20 Isolating the
Voltage on page 104. Short Circuit to Voltage on page 105.
If voltage is not present, go to test Test 21
Checking the VECU on page 105.
Test 9 Checking for a Shorted
Ignition Key Switch Test 11 Confirming the Fault
1. Disconnect the connector(s) for the optional
Push Button Start Switch. 1. Start the engine.
If, after several minutes, the fault does NOT
2. Turn the ignition key ON. become active, then the problem cannot be
3. On the ignition key switch side of the Push diagnosed. The fault may have been caused
Button Start Switch connector, measure the by accidental engagement of the starter.
voltage between circuit 7-D-0.8 and a good Determine the conditions that existed when
ground (see Figure 92). the fault became active. If possible, duplicate
If battery voltage is present, the Ignition Key those conditions to try and set the code.
Switch or wiring to the switch is shorted to If after several minutes the fault becomes
voltage. Repair/replace the wiring and/or the active, go to test Test 22 Checking for an
Ignition Key Switch. Intermittent Short Circuit on page 105.
If battery voltage is not present, go to test
Test 18 Checking for a Short Circuit to
Voltage on page 104.
Page 103
BLINK CODE 1-6
Test 16 Checking for a Pin to Pin Test 18 Checking for a Short
Short to Voltage Circuit to Voltage
95 96
Figure 95 Figure 96
2. Disconnect VECU connectors J1, J2 and J3. 2. Disconnect VECU connectors J1, J2 and J3.
3. Disconnect the harness connector from the 3. Disconnect the harness connector from the
Push Button Start Switch. optional Push Button Start Switch connector.
4. Disconnect circuit VJ1-2-08 from the Starter 4. Disconnect circuit VJ1-2-0.8 from the Starter
Relay. Relay.
5. Check for continuity between VECU 5. Check for continuity between VECU
connector J1 pin 2 and all other pins on connector J1 pin 2 and all other pins on
VECU connectors J1, J2 and J3 (see VECU connectors J1, J2 and J3 (see
Figure 95). Figure 96).
If continuity exists, connector J1 pin 2 is If continuity exists, VECU connector J1 pin 2
shorted to one of the other VECU circuits. is shorted to one of the other VECU circuits.
Locate and repair the short circuit. Locate and repair the short circuit.
If there is NO continuity, the circuit is shorted If there is NO continuity, check the Starter
to voltage somewhere else in the harness. Relay coil terminal lead (VJ1-2-0.8) and the
Check the Starter Relay coil terminal lead Ignition Key Switch wiring (2-C-08) for a
and the Push Button Start Switch pigtail short to voltage. If the wiring is OK, go to test
wiring (2-L-08) for a short circuit to voltage. Test 36 Checking the VECU for a Short
Circuit on page 105.
Page 104
BLINK CODE 1-6
Test 20 Isolating the Short Circuit Test 21 Checking the VECU
to Voltage 1. Turn the ignition key OFF.
97
2. Connect Vehicle Control Unit (VECU)
connector J1.
3. Start the engine and allow it to idle.
If blink code 1-6 is still active, check VECU
connector J1 for dirt, shorted or corroded
pins, or any other repairable damage. If no
problems are evident, replace the VECU and
retest the system.
Test 22 Checking for an

Intermittent Short Circuit
1. With the engine running and the fault still
active, flex the wiring harness between the
Figure 97 ignition switch, the VECU, and the starter
relay.
1. Turn the ignition key OFF. If the fault becomes inactive, there is an
2. Disconnect VECU connectors J1, J2 and J3. intermittent short to voltage on wire
VJ1-2-0.8. Locate and repair the short
3. Disconnect the harness connector from the circuit.
optional Push Button Start Switch connector. If the fault remains active, replace the VECU
4. Disconnect circuit VJ1-2-08 from the Starter and retest the system.
Relay.
5. Check for continuity between VECU Test 36 Checking the VECU for a
connector J1 pin 2, and all other pins on
VECU connectors J1, J2 and J3 (see
Short Circuit
If continuity exists, VECU connector J1 pin 2
2. Connect VECU connectors J1, J2 and J3.
is shorted to one of the other VECU circuits.
Locate and repair the short circuit. 3. Connect circuit VJ1-2-08 to the Starter
If there is NO continuity, check the Starter Relay.
Relay coil terminal lead (VJ1-2-0.8) and the 4. Turn the ignition key ON.
Ignition Key Switch wiring (2-C-08) for a
If blink code 1-6 is still active or the starter
activates, check the VECU module and
connectors J1, J2 and J3 for dirt, loose or
shorted pins, or any other repairable
damage. If problems are NOT evident or are
not repairable, replace the VECU and retest
the system.
If blink code 1-6 is not active, the procedures
have corrected the problem. Check all
connectors to ensure proper connections.
Page 105
BLINK CODE 1-7 COOLANT LEVEL SENSOR
(ASET IEGR ENGINE)
98
Figure 98 Coolant Level Sensor Circuit
coolant level is low. The VECU delays warning

the driver for several seconds to account for
sloshing encountered during turns and steep
When performing electrical tests, wiggle wires grades. Coolant Level Sensors are sensitive to
and connectors to find intermittent problems. coolant gelation and excessive coolant additives.
If a vehicle has a low coolant level and no
warning is experienced, inspect and clean the
Failure Mode Identifier (FMI): 3 (Voltage
probe.
High/Open)
Location: The Coolant Level Sensor is located in
the upper radiator tank or on the lower right side
Message Identification (MID): 128 of the coolant reservoir.
Circuit Description: The Coolant Level Sensor Code Setting Conditions: If the Coolant Level
detects the presence of coolant in the reservoir Sensor signal is greater than 1.3 volts (AC) for
by measuring the continuity or impedance in the more than 12 seconds, the Engine Electronic
Coolant Level Sensor circuit. The sensor contains Control Unit (EECU) will set code 1-7 and the
two electrodes, one is in the probe tip and the Electronic Malfunction Lamp (EML) will be turned
other in the probe base. The Coolant Level on. The driver alarm will also sound when
Sensor operates by applying a small AC current code 1-7 is set. Some vehicles may be
to the sensor probe. When the sensor is programmed to shutdown the engine when
immersed in coolant, the coolant acts as a code 1-7 is active.
conductor between the two electrodes in the Additional Symptoms: Engine overheating.
sensor. If the coolant level falls below the two
electrodes on the probe, the circuit resistance will
increase and the Engine Electronic Control Unit
(EECU) will detect the change in circuit
impedance and set fault code 1-7. The EECU When measuring voltage in the following tests,
signals the Vehicle Electronic Control Unit set the multimeter to measure AC volts.
(VECU), over the serial data lines, that the
Page 106
Test 1 Checking the Coolant Test 4 Checking the Sensor
Level Return Line
1. Check the coolant level. 100
If the coolant is at the appropriate level, go

to test Test 2 Checking the Voltage at the
Sensor on page 107.
If the radiator and coolant overflow tank are
NOT filled to the correct level, fill the system
with coolant, check for the cause of the low
coolant, and ensure that the fault is no
longer active.
Test 2 Checking the Voltage at

the Sensor
99
Figure 100

2. Disconnect the harness connector from the
Coolant Level Sensor.
3. Measure the voltage between pin B on the
harness side of the connector and a good
If the measured voltage is less than 0.5 volts
AC, go to test Test 8 Checking for a Short
Circuit to Voltage in the Harness on page
108.
If the measured voltage is much greater than
Figure 99 0.5 volts AC, go to test Test 9 Checking
for Voltage on the Sensor Return Line on
1. Turn the ignition key OFF. page 109.
4. Set the multimeter to measure A/C voltage.
5. Measure the voltage between pin A on the
If the measured voltage is about 1 volt AC,
go to test Test 4 Checking the Sensor
If the measured voltage is much less than
1 volt, go to test Test 5 Checking for
Continuity in the Harness on page 108.
Page 107
Test 5 Checking for Continuity in Test 8 Checking for a Short
the Harness Circuit to Voltage in the Harness
101 102
Figure 101 Figure 102
2. Disconnect Engine Electronic Control Unit 2. Disconnect Engine Electronic Control Unit
(EECU) connector J2. (EECU) connectors J1 and J2.
3. Disconnect the harness connector from the 3. Turn the ignition key ON.
4. Connect a jumper between pin A on the connector J2 pin 3 and a good ground (see
harness side of the Coolant Level Sensor Figure 102).
and a known good ground (see Figure 101).
5. Check for continuity between EECU connector J2 pin 26 and a good ground (see
connector J2 pin 3 and a good ground. Figure 102).
If continuity exists, go to test Test 10 If the measured voltage on both lines is less
Checking for a Pin to Pin Short Circuit in the than 0.5 volts AC, go to test Test 16
Harness on page 109. Checking for an Open Circuit on page 110.
If there is NO continuity, there is an open If the measured voltage on EITHER line is
circuit in the probe supply line. Repair the greater than 0.5 volts AC, locate and repair
open circuit in the harness. the short circuit to voltage.
Page 108
Test 9 Checking for Voltage on Test 10 Checking for a Pin to Pin
the Sensor Return Line Short Circuit in the Harness
103 104
2. Disconnect Engine Electronic Control Unit 2. Remove the jumper from pin A of the
(EECU) connectors J1 and J2. Coolant Level Sensor harness connector.
3. Turn the ignition key ON. 3. Disconnect Engine Electronic Control Unit
4. Measure the voltage between Engine
Electronic Control Unit (EECU) connector J2 4. Check for continuity between EECU
pin 26 and a good ground (see Figure 103). connector J2 pin 3 and all other pins on
If the measured voltage is less than 0.5 volts EECU connectors J1 and J2 (see
AC, inspect EECU connector J2 pin 26 for Figure 104).
dirt, loose pins or any damage that could If continuity exists, pin 3 is shorted to one of
cause a short circuit to voltage. If repairable the other EECU circuits. Locate and repair
damage is found, repair the connector and the short circuit.
then replace the EECU. If the damage is not If there is NO continuity, go to test Test 20
repairable, replace the connector and then Checking the Engine Electronic Control
replace the EECU. Unit (EECU) for an Open Circuit on page
If EECU connector J2 is undamaged, 110.
replace the EECU.
0.5 volts AC, locate and repair the short
circuit to voltage and replace the Engine
Page 109
Test 16 Checking for an Open Test 20 Checking the Engine
Circuit Electronic Control Unit (EECU) for
105 an Open Circuit
1. Visually inspect Engine Electronic Control
Unit (EECU) connector J2 pin 3 for dirt,
loose pins or deformed contacts.
2. Align the gray male test lead found in the
J 38581 V-MAC Jumper Wire Kit with
harness connector. Gently push the test lead
into pin 3 and check for looseness.
If a repairable open is found or the terminal
feels loose, repair or replace harness
connector.
the connector terminal, go to test Test 40
Checking for a Faulty Engine Electronic
Control Unit (EECU) on page 111.

Short Circuit in the Harness
106
Figure 105

3. Connect a jumper between pins A and B on
the harness side of the Coolant Level
4. Check for continuity between Engine
pins 3 and 26 (see Figure 105).
Checking for a Pin to Pin Short Circuit in the
Harness on page 110.
If there is NO continuity, repair the open
circuit in the coolant level probe return line
(EJ2-26-0.5).
Figure 106

3. Disconnect the jumper from the Coolant
Level Sensor harness connector.
Page 110
4. Check for continuity between Engine Test 128 Checking for a Damaged
pins 3 and 26 versus all other pins on EECU Connector
connectors J1 and J2 (see Figure 106). 1. Turn the ignition key OFF.
If continuity exists, the suspect pin is shorted
to one of the other EECU circuits. Locate 2. Disconnect Engine Control Unit (EECU)
and repair the short circuit. connector J2.
If there is NO continuity, go to test Test 64 3. Inspect EECU connector J2 for damaged,
Checking for a Faulty Sensor on page missing or broken pins.
111. If damage is evident, repair the J2 connector
if possible. If damage is not repairable,
replace EECU connector J2.
Test 40 Checking for a Faulty
If there is NO evidence of damage,
Engine Electronic Control Unit reconnect the circuit and turn the ignition key
(EECU) ON. If code 1-7 is still present, replace the
Engine Electronic Control Unit (EECU). If
1. Turn the ignition key OFF. code 1-7 is NOT present, the procedure has
2. Connect the Coolant Level Sensor harness corrected the problem. Clean and inspect
connector. the connections.
3. Connect Engine Electronic Control Unit

If code 1-7 is still present, replace the
Engine Control Unit (EECU).
If code 1-7 is NOT present, the procedure
has corrected the problem. Check all

Sensor
2. Replace the Coolant Level Sensor and refill
the cooling system with Mack specified
coolant (refer to the TS494 Maintenance and
Lubrication manual).
5. Wait one minute.
If code 1-7 is no longer present, replacing
the sensor has fixed the problem.
If code 1-7 becomes ACTIVE go to test Test
128 Checking for a Damaged Connector
on page 111.
Page 111
BLINK CODE 1-7 COOLANT LEVEL SENSOR
(ASET CEGR ENGINE)
107
Figure 107 Coolant Level Sensor Circuit (ASET CEGR Engine)
coolant level is low. The VECU delays warning

the driver for several seconds to account for
sloshing encountered during turns and steep
When performing electrical tests, wiggle wires grades. Coolant Level Sensors are sensitive to
and connectors to find intermittent problems. coolant gelation and excessive coolant additives.
If a vehicle has a low coolant level and no
Failure Mode Identifier (FMI): 3 (Voltage warning is experienced, inspect and clean the
High/Open) probe.
Parameter Identification (PID): P111 Location: The Coolant Level Sensor is located in
the upper radiator tank or on the lower right side
of the coolant reservoir.
Circuit Description: The Coolant Level Sensor
Code Setting Conditions: If the Coolant Level
detects the presence of coolant in the reservoir
Sensor signal is greater than 1.3 volts (AC) for
by measuring the continuity or impedance in the
more than 12 seconds, the Engine Electronic
Coolant Level Sensor circuit. The sensor contains
Control Unit (EECU) will set code 1-7 and the
two electrodes, one is in the probe tip and the
Electronic Malfunction Lamp (EML) will be turned
other in the probe base. The Coolant Level
on. The driver alarm will also sound when
Sensor operates by applying a small AC current
code 1-7 is set. Some vehicles may be
to the sensor probe. When the sensor is
programmed to shutdown the engine when
immersed in coolant, the coolant acts as a
code 1-7 is active.
conductor between the two electrodes in the
sensor. If the coolant level falls below the two Additional Symptoms: Engine overheating.
electrodes on the probe, the circuit resistance will
increase and the Engine Electronic Control Unit
(EECU) will detect the change in circuit
impedance and set fault code 1-7. The EECU When measuring voltage in the following tests,
signals the Vehicle Electronic Control Unit set the multimeter to measure AC volts.
(VECU), over the serial data lines, that the
Page 112
Test 1 Checking the Coolant Test 4 Checking the Sensor
Level Return Line
1. Check the coolant level. 109
If the coolant is at the appropriate level, go

to test Test 2 Checking the Voltage at the
Sensor on page 113.
If the radiator and coolant overflow tank are
NOT filled to the correct level, fill the system
with coolant, check for the cause of the low
coolant, and ensure that the fault is no
longer active.
Test 2 Checking the Voltage at

the Sensor
108
Figure 109

If the measured voltage is less than 0.5 volts
AC, go to test Test 8 Checking for a Short
Circuit to Voltage in the Harness on page
114.
If the measured voltage is much greater than
Figure 108 0.5 volts AC, go to test Test 9 Checking
for Voltage on the Sensor Return Line on
1. Turn the ignition key OFF. page 115.
4. Set the multimeter to measure A/C voltage.
If the measured voltage is about 1 volt AC,
go to test Test 4 Checking the Sensor
If the measured voltage is much less than
1 volt, go to test Test 5 Checking for
Continuity in the Harness on page 114.
Page 113
Test 5 Checking for Continuity in Test 8 Checking for a Short
the Harness Circuit to Voltage in the Harness
110 111
(EECU) connector J1. (EECU) connector J1.
3. Disconnect the harness connector from the 3. Turn the ignition key ON.
4. Connect a jumper between pin A on the connector J1 pin 12 and a good ground (see
harness side of the Coolant Level Sensor Figure 111).
and a known good ground (see Figure 110).
connector J1 pin 12 and a good ground. Figure 111).
If continuity exists, go to test Test 10 If the measured voltage on both lines is less
Checking for a Pin to Pin Short Circuit in the than 0.5 volts AC, go to test Test 16
Harness on page 115. Checking for an Open Circuit on page 116.
If there is NO continuity, there is an open If the measured voltage on EITHER line is
circuit in the probe supply line. Repair the greater than 0.5 volts AC, locate and repair
open circuit in the harness. the short circuit to voltage.
Page 114
Test 9 Checking for Voltage on Test 10 Checking for a Pin to Pin
the Sensor Return Line Short Circuit in the Harness
112 113
2. Disconnect Engine Electronic Control Unit 2. Remove the jumper from pin A of the
(EECU) connectors J1, J2, and J3. Coolant Level Sensor harness connector.
(EECU) connectors J1, J2, and J3.
4. Measure the voltage between Engine
Electronic Control Unit (EECU) connector J1 4. Check for continuity between EECU
pin 11 and a good ground (see Figure 112). connector J1 pin 12 and all other pins on
If the measured voltage is less than 0.5 volts EECU connectors J1, J2, and J3 (see
AC, inspect EECU connector J1 pin 11 for Figure 113).
dirt, looseness, or any damage that could If continuity exists, pin 12 is shorted to one
cause a short circuit to voltage. If repairable of the other EECU circuits. Locate and repair
damage is found, repair the connector and the short circuit.
then replace the EECU. If the damage is not If there is NO continuity, go to test Test 20
repairable, replace the connector and then Checking the Engine Electronic Control
replace the EECU. Unit (EECU) for an Open Circuit on page
If EECU connector J1 is undamaged, 116.
replace the EECU.
0.5 volts AC, locate and repair the short
circuit to voltage and replace the Engine
Page 115
Test 16 Checking for an Open Test 20 Checking the Engine
Circuit Electronic Control Unit (EECU) for
114 an Open Circuit
1. Visually inspect Engine Electronic Control
Unit (EECU) connector J1 pin 12 for dirt,
looseness, or deformed contacts.
2. If a repairable open is found, repair or
replace harness connector.
to test Test 40 Checking for a Faulty
Engine Electronic Control Unit (EECU) on
page 117.
Figure 114

3. Connect a jumper between pins A and B on
the harness side of the Coolant Level
pins 11 and 12 (see Figure 114).
circuit in the coolant level probe return line
(EJ1-12-0.5).
Page 116
Test 32 Checking for a Pin to Pin 3. Connect Engine Electronic Control Unit
Short Circuit in the Harness
115
If code 1-7 is still present, replace the
If code 1-7 is NOT present, the procedure
has corrected the problem. Check all

Sensor
2. Replace the Coolant Level Sensor and refill
the cooling system with Mack specified
coolant (refer to the TS494 Maintenance and
Lubrication manual).
5. Wait one minute.
If code 1-7 is no longer present, replacing
Figure 115
the sensor has corrected the problem.
1. Turn the ignition key OFF. If code 1-7 becomes ACTIVE go to test Test
128 Checking for a Damaged Connector
2. Disconnect Engine Electronic Control Unit on page 117.
3. Disconnect the jumper from the Coolant
Level Sensor harness connector.
Test 128 Checking for a Damaged
Connector
Electronic Control Unit (EECU) connector J1 1. Turn the ignition key OFF.
pins 11 and 12 versus all other pins on
EECU connectors J1, J2, and J3 (see 2. Disconnect Engine Control Unit (EECU)
Figure 115). connector J1.
If continuity exists, the suspect pin is shorted 3. Inspect EECU connector J1 for damaged,
to one of the other EECU circuits. Locate missing or broken pins.
and repair the short circuit. If damage is evident, repair the J1 connector
If there is NO continuity, go to test Test 64 if possible. If damage is not repairable,
Checking for a Faulty Sensor on page replace EECU connector J1.
117. If there is NO evidence of damage,
reconnect the circuit and turn the ignition key
ON. If code 1-7 is still present, replace the
Test 40 Checking for a Faulty Engine Electronic Control Unit (EECU). If
Engine Electronic Control Unit code 1-7 is NOT present, the procedure has
(EECU) corrected the problem. Clean and inspect
the connections.
2. Connect the Coolant Level Sensor harness
connector.
Page 117
BLINK CODE 1-8 ESTIMATED % FAN SPEED
(ASET IEGR ENGINE)
116
Figure 116 Electronic Fan Drive Circuit (ASET IEGR Engine)
Failure Mode Identifier (FMI): 0 (Valid High), a valve in the primary drive plate, allowing fluid to
1 (Valid Low), 3 (Voltage High), 4 (Voltage Low) fill or drain from the fan drive housing until the
target fan speed is achieved.
Location: The Cooling Fan Speed (CFS) Sensor
Message Identification (MID): 128 is located in the electronic fan drive housing.
Circuit Description: The electronic fan drive Additional Symptoms: High engine coolant
contains a Hall effect speed sensor. When the temperature could occur and cause engine
engine is running, a series of vanes in the fan shutdown.
drive housing rotates past a magnet in the fan
drive solenoid generating a pulsed voltage signal.
The Engine Electronic Control Unit (EECU)
monitors the status of the engine brake solenoids
and the air conditioning system and signals from
the Engine Coolant Temperature (ECT) Sensor,
the Engine Oil Temperature (EOT) Sensor, and
the Engine Speed/Timing (RPM/TDC) Sensor
and calculates the optimal cooling fan speed. The
EECU transmits a pulse width modulated signal
to the fan drive solenoid which opens and closes
Page 118
1. Verify that code 1-8 is set. Ground in the Cooling Fan Speed
If code 1-8 is set, go to test Test 2 (CFS) Sensor Supply Voltage Circuit
Checking Code 1-8 Failure Mode Identifier 117
(FMI) on page 119.
If code 1-8 is not set, the code is
intermittent. Wiggle the wires and
connectors to try to set the code. Visually
inspect the electronic fan drive connector
and wires for poor connections.

If code 1-8 is set with FMI 3 or FMI 4, fault

code 10-4 may also be set.
If the FMI is 4 or 1, check for a broken or

improperly routed fan drive belt. If the belt is Figure 117
in good condition, go to test Test 4
Checking for a Short to Ground in the 1. Turn the ignition key ON.
Cooling Fan Speed (CFS) Sensor Supply 2. Disconnect Engine Electronic Control Unit
Voltage Circuit on page 119. (EECU) connector J2.
If the FMI is 3, go to test Test 5 Checking
for a Short to Voltage in the Cooling Fan 3. Disconnect the electronic fan drive harness
Speed (CFS) Sensor Supply Voltage Circuit connector.
on page 120. 4. Check for continuity between electronic fan
If the FMI is 0, check the fan drive for a drive harness connector pin 1 and a good
locked-up condition. If the cooling fan turns ground (see Figure 117).
freely with the engine shut down, check the If continuity exists, locate and repair the
Vehicle Electronic Control Unit (VECU) fault short circuit to ground in the supply voltage
table for severe engine overspeed events. If circuit between the electronic fan drive and
no engine overspeed events have occurred, the EECU.
contact Mack Service Engineering to have If there is NO continuity to ground, go to test
the Engine Electronic Control Unit (EECU) Test 8 Checking for a Short Circuit to
data file updated. Ground in the Sensor on page 120.
Page 119
Test 5 Checking for a Short to Test 8 Checking for a Short
Voltage in the Cooling Fan Speed Circuit to Ground in the Sensor
(CFS) Sensor Supply Voltage Circuit 119
118
Figure 119
Figure 118
1. Turn the ignition key OFF. 2. Disconnect the electronic fan drive harness
2. Disconnect Engine Electronic Control Unit connector.
(EECU) connector J2. 3. Check for continuity between the sensor
3. Disconnect the electronic fan drive harness side of electronic fan drive connector pin 1
connector. and a good ground (see Figure 119).
If continuity exists, replace the electronic fan
4. Turn the ignition key ON. drive assembly.
5. Measure the voltage between electronic fan If there is NO continuity to ground, go to test
drive harness connector pin 1 and a good Test 16 Checking for a Short to Ground
ground (see Figure 118). in the Cooling Fan Speed (CFS) Sensor
If voltage is present, locate and repair the Signal Line on page 121.
short circuit to voltage in the supply voltage
circuit between the electronic fan drive and
the EECU.
If voltage is NOT present, go to test Test 10
Checking for a Short Circuit to Voltage on
the Cooling Fan Speed (CFS) Sensor Signal
Line on page 121.
Page 120
Test 10 Checking for a Short Test 16 Checking for a Short to
Circuit to Voltage on the Cooling Ground in the Cooling Fan Speed
Fan Speed (CFS) Sensor Signal Line (CFS) Sensor Signal Line
120 121
2. Disconnect EECU connector J2. 2. Disconnect EECU connector J2.
3. Disconnect the electronic fan drive harness 3. Disconnect the electronic fan drive harness
connector. connector.
4. Turn the ignition key ON. 4. Check for continuity between electronic fan
drive harness connector pin 3 and a good
5. Measure the voltage between electronic fan
ground (see Figure 120). If continuity exists, locate and repair the
short circuit in the electronic fan drive signal
If voltage is present, locate and repair the
line.
short circuit to voltage in the sensor signal
circuit between the electronic fan drive and If there is NO continuity, go to test Test 32
the EECU. Checking for a Short Circuit to Ground in
Checking for an Open Cooling Fan Speed
(CFS) Sensor Ground Line on page 122.
Page 121
Test 20 Checking for an Open Test 32 Checking for a Short
Cooling Fan Speed (CFS) Sensor Circuit to Ground in the Sensor
Ground Line 123
122
Figure 123
Figure 122
1. Turn the ignition key OFF. 2. Disconnect EECU connector J2.
2. Disconnect EECU connector J2. 3. Disconnect the electronic fan drive harness
3. Disconnect the electronic fan drive harness connector.
connector. 4. Check for continuity between the sensor
4. Check for continuity between EECU harness side of electronic fan drive connector pin 3
connector J2 pin 18 and electronic fan drive and a good ground (see Figure 123).
harness connector pin 2 (see Figure 122). If continuity exists, replace the electronic fan
If continuity exists, go to test Test 40 drive assembly.
Checking for a Pin to Pin Short Circuit at the If there is NO continuity to ground, go to test
EECU on page 123. Test 64 Checking for an Open Cooling
If there is NO continuity, locate and repair Fan Speed (CFS) Sensor Supply Line on
the open circuit in the electronic fan drive page 123.
ground line.
Page 122
Test 40 Checking for a Pin to Pin 3. Disconnect the electronic fan drive harness
connector.
Short Circuit at the EECU
1. Turn the ignition key OFF. connector J2 pin 4 and electronic fan drive
2. Disconnect EECU connector J2. harness connector pin 1 (see Figure 124).
3. Visually inspect the EECU and connector J2 Checking for an Open Signal Line on page
for broken, damaged, or shorted pins. 124.
If any damage is found, repair or replace the If there is NO continuity, locate and repair
damaged component. the open circuit in the electronic fan drive
If there are NO damaged pins, go to test supply line.
Test 80 Checking for a Faulty Cooling
Fan Speed (CFS) Sensor on page 123.
Test 64 Checking for an Open Cooling Fan Speed (CFS) Sensor
Cooling Fan Speed (CFS) Sensor 1. Turn the ignition key OFF.
Supply Line 2. Replace the electronic fan drive with a
known good unit.
124
3. Restore all electrical connections and retest

the system.
If blink code 1-8 is still active, install the
original electronic fan drive and replace the
EECU.
If blink code 1-8 is NOT active, replacing the
electronic fan drive solved the problem.
connections.
Figure 124

Page 123
Test 128 Checking for an Open Test 256 Checking for a Pin to Pin
Signal Line Short Circuit at the EECU
125
3. Visually inspect the EECU and connector J2
for broken, damaged, or shorted pins.
If any damage is found, repair or replace the
damaged component.
If there are NO damaged pins, go to test

Cooling Fan Speed (CFS) Sensor
2. Replace the electronic fan drive with a
known good unit.
3. Restore all electrical connections an retest
the system.
Figure 125
EECU.
2. Disconnect EECU connector J2. electronic fan drive solved the problem.
3. Disconnect the electronic fan drive harness Check all connectors to ensure proper
connector. connections.
connector J2 pin 7 and electronic fan drive
harness connector pin 3 (see Figure 125).
Checking for a Pin to Pin Short Circuit at the
EECU on page 124.
the open circuit in the electronic fan drive
signal line.
Page 124
BLINK CODE 1-8 ESTIMATED % FAN SPEED
(ASET CEGR ENGINE)
126
Figure 126 Electronic Fan Drive Circuit (ASET CEGR Engine)
Failure Mode Identifier (FMI): 0 (Valid High), a valve in the primary drive plate, allowing fluid to
1 (Valid Low), 3 (Voltage High), 4 (Voltage Low) fill or drain from the fan drive housing until the
target fan speed is achieved.
Location: The Cooling Fan Speed (CFS) Sensor
Message Identification (MID): 128 is located in the electronic fan drive housing.
Circuit Description: The electronic fan drive Additional Symptoms: High engine coolant
contains a Hall effect speed sensor. When the temperature could occur and cause engine
engine is running, a series of vanes in the fan shutdown.
drive housing rotates past a magnet in the fan
drive solenoid generating a pulsed voltage signal.
monitors the status of the engine brake solenoids
and the air conditioning system and signals from
the Engine Coolant Temperature (ECT) Sensor,
the Engine Oil Temperature (EOT) Sensor, and
the Engine Speed/Timing (RPM/TDC) Sensor
and calculates the optimal cooling fan speed. The
EECU transmits a pulse width modulated signal
to the fan drive solenoid which opens and closes
Page 125
1. Verify that code 1-8 is set. Ground in the Cooling Fan Speed
If code 1-8 is set, go to test Test 2 (CFS) Sensor Supply Voltage Circuit
Checking Code 1-8 Failure Mode Identifier 127
(FMI) on page 126.
intermittent. Wiggle the wires and
inspect the electronic fan drive connector

If code 1-8 is set with FMI 3 or FMI 4, fault

code 10-4 may also be set.
If the FMI is 4 or 1, check for a broken or

improperly routed fan drive belt. If the belt is Figure 127
in good condition, go to test Test 4
Checking for a Short to Ground in the 1. Turn the ignition key ON.
Cooling Fan Speed (CFS) Sensor Supply 2. Disconnect Engine Electronic Control Unit
Voltage Circuit on page 126. (EECU) connector J1.
for a Short to Voltage in the Cooling Fan 3. Disconnect the electronic fan drive harness
Speed (CFS) Sensor Supply Voltage Circuit connector.
on page 127. 4. Check for continuity between electronic fan
If the FMI is 0, check the fan drive for a drive harness connector pin 1 and a good
locked-up condition. If the cooling fan turns ground (see Figure 127).
freely with the engine shut down, check the If continuity exists, locate and repair the
Vehicle Electronic Control Unit (VECU) fault short circuit to ground in the supply voltage
table for severe engine overspeed events. If circuit between the electronic fan drive and
no engine overspeed events have occurred, the EECU.
contact Mack Service Engineering to have If there is NO continuity to ground, go to test
the Engine Electronic Control Unit (EECU) Test 8 Checking for a Short Circuit to
data file updated. Ground in the Sensor on page 127.
Page 126
Voltage in the Cooling Fan Speed Circuit to Ground in the Sensor
(CFS) Sensor Supply Voltage Circuit 129
128
Figure 129
Figure 128
1. Turn the ignition key OFF. 2. Disconnect the electronic fan drive harness
2. Disconnect Engine Electronic Control Unit connector.
(EECU) connector J1. 3. Check for continuity between the sensor
3. Disconnect the electronic fan drive harness side of electronic fan drive connector pin 1
connector. and a good ground (see Figure 129).
If continuity exists, replace the electronic fan
4. Turn the ignition key ON. drive assembly.
5. Measure the voltage between electronic fan If there is NO continuity to ground, go to test
drive harness connector pin 1 and a good Test 16 Checking for a Short to Ground
ground (see Figure 128). in the Cooling Fan Speed (CFS) Sensor
If voltage is present, locate and repair the Signal Line on page 128.
short circuit to voltage in the supply voltage
circuit between the electronic fan drive and
the EECU.
Checking for a Short Circuit to Voltage on
the Cooling Fan Speed (CFS) Sensor Signal
Line on page 128.
Page 127
Test 10 Checking for a Short Test 16 Checking for a Short to
Circuit to Voltage on the Cooling Ground in the Cooling Fan Speed
Fan Speed (CFS) Sensor Signal Line (CFS) Sensor Signal Line
130 131
3. Disconnect the electronic fan drive harness 3. Disconnect the electronic fan drive harness
4. Turn the ignition key ON. 4. Check for continuity between electronic fan
5. Measure the voltage between electronic fan
ground (see Figure 130). If continuity exists, locate and repair the
short circuit in the electronic fan drive signal
line.
short circuit to voltage in the sensor signal
circuit between the electronic fan drive and If there is NO continuity, go to test Test 32
the EECU. Checking for a Short Circuit to Ground in
Checking for an Open Cooling Fan Speed
(CFS) Sensor Ground Line on page 129.
Page 128
Cooling Fan Speed (CFS) Sensor Circuit to Ground in the Sensor
Ground Line 133
132
Figure 133
Figure 132
1. Turn the ignition key OFF. 2. Disconnect EECU connector J1.
2. Disconnect EECU connector J1. 3. Disconnect the electronic fan drive harness
3. Disconnect the electronic fan drive harness connector.
connector. 4. Check for continuity between the sensor
4. Check for continuity between EECU harness side of electronic fan drive connector pin 3
connector J1 pin 14 and electronic fan drive and a good ground (see Figure 133).
harness connector pin 2 (see Figure 132). If continuity exists, replace the electronic fan
If continuity exists, go to test Test 40 drive assembly.
Checking for a Pin to Pin Short Circuit at the If there is NO continuity to ground, go to test
EECU on page 130. Test 64 Checking for an Open Cooling
If there is NO continuity, locate and repair Fan Speed (CFS) Sensor Supply Line on
the open circuit in the electronic fan drive page 130.
ground line.
Page 129
Test 40 Checking for a Pin to Pin 4. Check for continuity between EECU harness
Short Circuit at the EECU harness connector pin 1 (see Figure 134).
1. Turn the ignition key OFF. If continuity exists, go to test Test 128
Checking for an Open Signal Line on page
2. Disconnect EECU connector J1. 131.
3. Visually inspect the EECU and connector J1 If there is NO continuity, locate and repair
for broken, damaged, or shorted pins. the open circuit in the electronic fan drive
If any damage is found, repair or replace the supply line.
damaged component.
If there are NO damaged pins, go to test Test 80 Checking for a Faulty
Fan Speed (CFS) Sensor on page 130. Cooling Fan Speed (CFS) Sensor
Test 64 Checking for an Open 2. Replace the electronic fan drive with a
Cooling Fan Speed (CFS) Sensor known good unit.
Supply Line 3. Restore all electrical connections and retest
the system.
134
EECU.
electronic fan drive solved the problem.
connections.
Figure 134

3. Disconnect the electronic fan drive harness
connector.
Page 130
Signal Line Short Circuit at the EECU
135
3. Visually inspect the EECU and connector J1
for broken, damaged, or shorted pins.
If any damage is found, repair or replace the
damaged component.
If there are NO damaged pins, go to test

Cooling Fan Speed (CFS) Sensor
2. Replace the electronic fan drive with a
known good unit.
3. Restore all electrical connections an retest
the system.
Figure 135
EECU.
2. Disconnect EECU connector J1. electronic fan drive solved the problem.
3. Disconnect the electronic fan drive harness Check all connectors to ensure proper
connector. connections.
Checking for a Pin to Pin Short Circuit at the
EECU on page 131.
the open circuit in the electronic fan drive
signal line.
Page 131
BLINK CODE 1-10
BLINK CODE 1-10
BLINK CODE 1-10 AUXILIARY COOLING RELAY OUTPUT
Low/Open)
Parameter Identification (PID): S275
If this fault occurs, contact Mack Trucks Service

Engineering.
Page 132
BLINK CODE 2-1 ENGINE COOLANT TEMPERATURE (ECT)
SENSOR (ASET IEGR ENGINE)
136
Figure 136 Engine Coolant Temperature (ECT) Sensor Circuit (ASET IEGR Engine)
that may cause high coolant temperature are:

thermostat failure, fan failure, heavy load, high
ambient temperatures and radiator blockage.
and connectors to find intermittent problems. Location: The Engine Coolant Temperature
(ECT) Sensor is located on the left side of the
engine, on the rear of the water manifold.
4 (Voltage Low), 5 (Current Low/Open)
Control Unit (EECU) senses that the ECT Sensor
signal voltage is less than 0.2 volts or greater
than 4.5 volts for 5 seconds. If the ECT Sensor
Circuit Description: The Engine Coolant
voltage returns to between 0.2 volts and 4.5 volts
Temperature (ECT) Sensor is a thermistor. The
for more than 5 seconds, the fault will become
resistance of the ECT Sensor changes inversely
inactive.
to the temperature of the engine coolant. When
the coolant is cold, the sensor resistance is high.
Normal ECT Sensor Parameters: The Engine
As the temperature of the coolant increases, the
Coolant Temperature (ECT) Sensor has a
sensor resistance decreases. The Engine
resistance between 9300 ohms at 32F (0C) and
Electronic Control Unit (EECU) monitors the
200 ohms at 194F (90C).
voltage drop across the ECT Sensor and uses
this signal to calculate fuel injection timing and to
evaluate operating conditions that may cause
high coolant temperature. Examples of conditions
Page 133
Test 1 Checking for Code 2-1 Test 5 Checking for a Short
1. Verify that code 2-1 is set. Circuit to Ground in the Sensor

(FMI) on page 134.
Visually inspect the Engine Coolant
Temperature (ECT) Sensor connector and
wires for poor connections.

1. Check Failure Mode Identifier (FMI) using a
diagnostic computer.
Code 1-3 on page 134.
Checking for a Short Circuit to Ground in 2. Disconnect the Engine Coolant Temperature
the Sensor on page 134. (ECT) Sensor connector.
Test 4 Checking for Code 1-3 the ECT Sensor and a good ground (see
Figure 137).
1. Is code 1-3, 2-3 or 2-7 also set? If continuity exists, replace the ECT Sensor.
If code 1-3, 2-3 or 2-7 is also set, go to test If there is NO continuity, go to test Test 10
Test 8 Checking for an Open ECT Checking Sensor Resistance on page
Sensor Return Line on page 135. 136.
Page 134
Test 8 Checking for an Open ECT Test 9 Checking Sensor
Sensor Return Line Resistance
138 139
Figure 139

2. Disconnect the Engine Coolant Temperature
(ECT) Sensor connector.
Figure 138
the ECT Sensor with the coolant
1. Turn the ignition key OFF. temperature between 32 and 194F (0 and
90C) (see Figure 139).
2. Disconnect the Engine Coolant Temperature If the resistance of the sensor is between
(ECT) Sensor connector. 9300 and 200 ohms or if the resistance is
Electronic Control Unit (EECU). Checking the Signal Line Voltage on page
137.
4. Connect a jumper between J1 pin 17 and J1
pin 26 of the EECU harness connector (see If the resistance of the sensor is not within
Figure 138). normal operating parameters (9300 to
5. Check for continuity between pins A and B of resistance), replace the sensor.
the ECT Sensor harness connector.
Line on page 136.
If there is NO continuity, there is an open
ground circuit in the harness between the
common ground splice of the sensors and
the EECU. Locate and repair the open
circuit.
Page 135
140 141
Figure 140

2. Disconnect the ECT Sensor connector.
Figure 141
temperature between 32 and 194F (0 and
90C) (see Figure 140). 1. Turn the ignition key OFF.
200 ohms respectively, go to test Test 20 2. Disconnect the Engine Coolant Temperature
Checking for a Short Circuit in the Harness (ECT) Sensor connector.
Between the Engine Electronic Control Unit 3. Disconnect connector J1 from the Engine
(EECU) and the ECT Sensor on page 137. Electronic Control Unit (EECU).
replace the ECT Sensor. connector J1 pin 26 and a good ground (see
Figure 141).
If there is less than 0.5 volts present, go to
test Test 32 Checking the EECU
Connector for an Open in the Sensor Return
Line on page 138.
If there is more than 0.5 volts present, there
is a short circuit to voltage in the sensor
return line. Locate and repair the short
circuit to voltage.
Page 136
Test 18 Checking the Signal Line Test 20 Checking for a Short
Voltage Circuit in the Harness Between the
(EECU) and the ECT Sensor
143
Figure 142

Figure 143
3. Measure the voltage between the ECT 1. Turn the ignition key OFF.
Sensor harness connector pin A and a good 2. Disconnect the ECT Sensor connector.
If the measured voltage is greater than 3. Disconnect connector J1 from the Engine
6 volts, the ECT Sensor signal line is Electronic Control Unit (EECU).
shorted to voltage; go to test Test 36 4. Check for continuity between pin A of the
Checking for a Short Circuit to Voltage in the ECT Sensor harness connector and a good
Sensor Signal Line on page 138. ground (see Figure 143).
If the measured voltage is less than 6 volts, If continuity exists between pin A and
and the sensor was open (infinite resistance) ground, go to test Test 40 Checking for a
in test 9, replace the sensor. Pin to Pin Short in the Harness on page
If the measured voltage is less than 6 volts, 139.
and the sensor was not open in test 9, go to If there is NO continuity, go to test Test 41
test Test 37 Checking for an Open ECT Checking for Proper Supply Voltage to the
Page 137
Test 32 Checking the EECU 5. Measure the voltage between EECU
Connector for an Open in the ground (see Figure 144).
Sensor Return Line If there is NO voltage indicated, go to test
connector J1 pin 26 for dirt, loose pins or
deformed contacts. If voltage is present, go to test Test 73
2. Align the gray male test lead, found in the Harness on page 140.
the test lead into the harness connector pin Test 37 Checking for an Open
and check for looseness. ECT Sensor Signal Line
145
on page 140.

Circuit to Voltage in the Sensor
Signal Line
144
Figure 145

4. Check for continuity between pin A of the
ECT Sensor harness connector and EECU
Figure 145).
Figure 144 the open signal circuit between the ECT
1. Turn the ignition key OFF. harness connector J1 pin 17.
2. Disconnect the ECT Sensor connector. If continuity exists, go to test Test 74
Checking for an Open ECT Sensor Return
3. Disconnect connector J1 from the EECU. Circuit on page 141.
Page 138
146 147
Figure 147

1. Turn the ignition key OFF. 5. Measure the voltage at pin A of the ECT
Sensor harness connector (see Figure 147).
2. Disconnect the ECT Sensor connector. If the measured voltage is between 4.5 and
3. Disconnect EECU connectors J1 and J2. 5.5 volts, check the ECT Sensor harness
4. Check for continuity between EECU harness contact with the ECT Sensor pins. If the pins
connector J1 pin 17 and all other pins on are not damaged, replace the ECT Sensor.
and repair the short circuit to ground.
to ground.
Page 139
Test 64 Checking for Test 73 Checking for a Pin to Pin
Blink Code 2-1 Short Circuit in the Harness
1. Connect the ECT Sensor connector. 148

EECU.
connections.

If the Engine Coolant Temperature Sensor was

open in test 9, replace the sensor before testing
the circuit.
Figure 148
2. Connect the ECT Sensor connector.
If blink code 2-1 is still active, check the 4. Check for continuity between EECU harness
EECU and connectors J1 and J2 for dirt, connector J1 pin 17 and all other pins on
loose or shorted pins, or any other EECU connectors J1 and J2 (see
repairable damage. If no problems are Figure 148).
evident, or are NOT repairable, replace the If continuity exists, the signal line is shorted
EECU and retest the system. to one of the other EECU circuits. Locate
If blink code 2-1 is NOT active, the and repair the short circuit to voltage, then
procedures have corrected the problem. replace the sensor.
Check all connectors to ensure proper If there is NO continuity, the signal line is
connections. shorted to voltage somewhere else in the
Page 140
ECT Sensor Return Circuit Circuit at the EECU Connector
149
evident or are not repairable, replace the
connections.
Figure 149
1. Disconnect the ECT Sensor connector. Test 148 Checking the EECU
2. Turn the ignition key OFF. Connector for an Open Circuit
3. Connect EECU connector J1. 1. Visually inspect EECU harness connector
4. Check for continuity between pin B of the J1 pins 17 and 26 for dirt, loose pins or
ECT Sensor harness connector and a good deformed contacts.
ground (see Figure 149). 2. Align the gray male test lead, found in the
If there is NO continuity, locate and repair J 38581 V-MAC Jumper Wire Kit, with EECU
the open circuit in the harness between the harness connector J1 pins 17 and 26. Gently
ECT Sensor and the common ground splice push the test lead into each harness
with the other temperature sensors. connector pin individually, and check for
If continuity exists, check the ECT Sensor looseness.
harness connector for damaged pins or If a repairable open is found or either of the
improper mating with the ECT Sensor. If the pins feels loose, repair EECU harness
ECT Sensor is OK, go to test Test 148 connector J1.
Checking the EECU Connector for an Open If the test lead is making good contact with
Circuit on page 141. EECU harness connector J1 pins 17 and 26,
on page 141.

connections.
Page 141
BLINK CODE 2-1 ENGINE COOLANT TEMPERATURE (ECT)
SENSOR (ASET CEGR ENGINE)
150
Figure 150 Engine Coolant Temperature (ECT) Sensor Circuit (ASET CEGR Engine)
Location: The Engine Coolant Temperature

(ECT) Sensor is located on the left side of the
engine, on the rear of the water manifold.
and connectors to find intermittent problems. Code Setting Conditions: The Electronic
Failure Mode Identifier (FMI): 3 (Voltage High), code 2-1 will set with FMI 3 if the Engine
4 (Voltage Low), 5 (Current Low/Open), Electronic Control Unit (EECU) senses that the
10 (Abnormal Rate of Change) ECT Sensor signal voltage is greater than
4.785 volts for 5 seconds. Code 2-1 will set with
FMI 4 if the EECU senses that the ECT Sensor
Message Identification (MID): 128 signal voltage is less than .15 volts for 5 seconds.
Code 2-1 will set with FMI 5 if the EECU senses
Circuit Description: The Engine Coolant
that the ECT Sensor signal voltage is between
Temperature (ECT) Sensor is a thermistor. The
4.525 and 4.785 volts for 5 seconds. Code 2-1
resistance of the ECT Sensor changes inversely
will set with FMI 10 if the EECU senses that the
to the temperature of the engine coolant. When
the engine coolant temperature is greater than
the coolant is cold, the sensor resistance is high.
215F (101.6C) and does not change. If the ECT
As the temperature of the coolant increases, the
Sensor signal returns to between 0.15 volts and
sensor resistance decreases. The Engine
4.525 volts for more than 5 seconds, the fault will
become inactive.
voltage drop across the ECT Sensor and uses
this signal to calculate fuel injection timing and to
Normal ECT Sensor Parameters: The Engine
evaluate operating conditions that may cause
Coolant Temperature (ECT) Sensor has a
high coolant temperature. Examples of conditions
resistance between 9300 ohms at 32F (0C) and
that may cause high coolant temperature are:
200 ohms at 194F (90C).
thermostat failure, fan failure, heavy load, high
ambient temperatures and radiator blockage.
Page 142

(FMI) on page 143.
Visually inspect the Engine Coolant
Temperature (ECT) Sensor connector and

Code 1-4 on page 143.
Checking for a Short Circuit to Ground in 2. Disconnect the Engine Coolant Temperature
the Sensor on page 143. (ECT) Sensor connector.
If the FMI is 10 (abnormal rate of change), 3. Check for continuity between either pin of
check the cooling system to determine the the ECT Sensor and a good ground (see
cause of high coolant temperature. Figure 151).
If continuity exists, replace the ECT Sensor.
Test 4 Checking for Code 1-4 If there is NO continuity, go to test Test 10
1. Is code 1-4 also set? 145.
If code 1-4 is also set, go to test Test 8
Line on page 144.
If code 1-4 is NOT set, go to test Test 9
Page 143
Test 8 Checking for an Open ECT Test 9 Checking Sensor
152 153
Figure 153

2. Disconnect the Engine Coolant Temperature
(ECT) Sensor connector.
Figure 152
1. Turn the ignition key OFF. temperature between 32 and 194F (0 and
2. Disconnect the Engine Coolant Temperature If the resistance of the sensor is between
(ECT) Sensor connector. 9300 and 200 ohms or if the resistance is
Electronic Control Unit (EECU). Checking the Signal Line Voltage on page
146.
4. Connect a jumper between EECU harness
connector J2 pins 86 and 87 (see If the resistance of the sensor is not within
Figure 152). normal operating parameters (9300 to
5. Check for continuity between pins A and B of resistance), replace the sensor.
the ECT Sensor harness connector.
Line on page 145.
ground circuit in the harness between the
common ground splice to the Ambient Air
Temperature (AAT) Sensor and the EECU.
Locate and repair the open circuit.
Page 144
154 155
Figure 154

Figure 155
90C) (see Figure 154). 1. Turn the ignition key OFF.
200 ohms respectively, go to test Test 20 2. Disconnect the Engine Coolant Temperature
Checking for a Short Circuit in the Harness (ECT) Sensor connector.
(EECU) and the ECT Sensor on page 146. Electronic Control Unit (EECU).
replace the ECT Sensor. connector J2 pin 87 and a good ground (see
Figure 155).
Connector for an Open in the Sensor Return
Line on page 147.
is a short circuit to voltage in the sensor
circuit to voltage.
Page 145
Test 18 Checking the Signal Line Test 20 Checking for a Short
(EECU) and the ECT Sensor
157
Figure 156

Figure 157
3. Measure the voltage between the ECT 1. Turn the ignition key OFF.
Sensor harness connector pin A and a good 2. Disconnect the ECT Sensor connector.
If the measured voltage is greater than 3. Disconnect Engine Electronic Control Unit
6 volts, the ECT Sensor signal line is (EECU) harness connector J2.
shorted to voltage; go to test Test 36 4. Check for continuity between pin A of the
Checking for a Short Circuit to Voltage in the ECT Sensor harness connector and a good
Sensor Signal Line on page 147. ground (see Figure 157).
If the measured voltage is less than 6 volts, If continuity exists between pin A and
and the sensor was open (infinite resistance) ground, go to test Test 40 Checking for a
in test 9, replace the sensor. Pin to Pin Short in the Harness on page
If the measured voltage is less than 6 volts, 148.
and the sensor was not open in test 9, go to If there is NO continuity, go to test Test 41
test Test 37 Checking for an Open ECT Checking for Proper Supply Voltage to the
Page 146
Connector for an Open in the ground (see Figure 158).
Sensor Return Line If there is NO voltage indicated, go to test
connector J2 pin 87 for dirt, looseness, or
deformed contacts. If voltage is present, go to test Test 73
and check for looseness. ECT Sensor Signal Line
159
on page 149.

Circuit to Voltage in the Sensor
Signal Line
158
Figure 159

ECT Sensor harness connector and EECU
Figure 159).
Figure 158 the open signal circuit between the ECT
1. Turn the ignition key OFF. harness connector J2 pin 86.
2. Disconnect the ECT Sensor connector. If continuity exists, go to test Test 74
3. Disconnect connector J2 from the EECU. Circuit on page 150.
Page 147
160 161
Figure 161

1. Turn the ignition key OFF. 5. Measure the voltage at pin A of the ECT
2. Disconnect the ECT Sensor connector. If the measured voltage is between 4.5 and
3. Disconnect EECU connectors J1, J2, and 5.5 volts, check the ECT Sensor harness
J3. connector for deformed pins or insufficient
contact with the ECT Sensor pins. If the pins
4. Check for continuity between EECU harness are not damaged, replace the ECT Sensor.
EECU harness connectors J1, J2, and J3 If the measured voltage is less than
(see Figure 160). 4.5 volts, go to test Test 82 Checking for
If continuity exists, the signal line is shorted page 150.
to one of the other EECU circuits. Locate
to ground.
Page 148
Test 64 Checking for Blink Test 73 Checking for a Pin to Pin
Code 2-1 Short Circuit in the Harness
1. Connect the ECT Sensor connector. 162

EECU.
connections.

If the Engine Coolant Temperature Sensor was

the circuit.
Figure 162
EECU and connectors J1, J2, and J3 for dirt, connector J2 pin 86 and all other pins on
loose or shorted pins, or any other EECU connector J2 (see Figure 162).
repairable damage. If no problems are If continuity exists, the signal line is shorted
evident, or are NOT repairable, replace the to one of the other EECU circuits. Locate
EECU and retest the system. and repair the short circuit to voltage, then
If blink code 2-1 is NOT active, the replace the sensor.
procedures have corrected the problem. If there is NO continuity, the signal line is
Check all connectors to ensure proper shorted to voltage somewhere else in the
connections. harness. Locate and repair the short circuit
Page 149
ECT Sensor Return Circuit Circuit at the EECU Connector
163
3. Connect connectors J1, J2, and J3 to the
EECU.
EECU and connectors J1, J2, and J3 for dirt,
Figure 163 connections.
4. Check for continuity between pin B of the 1. Visually inspect EECU harness connector
ECT Sensor harness connector and a good J2 pins 86 and 87 for dirt, loose pins or
ground (see Figure 163). deformed contacts.
If there is NO continuity, locate and repair 2. If a repairable open is found, repair EECU
the open circuit in the harness between the harness connector J2.
ECT Sensor and the common ground splice If the terminals are making good contact, go
with the other temperature sensors. to test Test 296 Checking the EECU on
If continuity exists, check the ECT Sensor page 150.
improper mating with the ECT Sensor. If the
ECT Sensor is OK, go to test Test 148
Checking the EECU Connector for an Open 1. Connect the ECT Sensor connector.
EECU.
connections.
Page 150
(ASET IEGR ENGINE)
164
Figure 164 Boost Air Pressure (BAP) Sensor Circuit (ASET IEGR Engine)
Location: The Boost Air Pressure (BAP) Sensor

is threaded into the top of the intake manifold on
the left side of the engine. The Engine Electronic
When performing electrical tests, wiggle wires Control Unit (EECU) is mounted on a fuel cooled
and connectors to find intermittent problems. mounting plate on the air intake manifold on the
left side of the engine.
code 2-2 will set when the BAP Sensor signal line
voltage is less than 0.4 volts or greater than
Circuit Description: The Boost Air Pressure
(BAP) Sensor is used to detect the pressure of
Normal BAP Sensor Parameters: Not
the air in the intake manifold. The sensor consists
applicable.
of a pressure sensitive diaphragm and amplifier.
Air pressure causes the sensors diaphragm to
deflect and produce an electrical signal
proportional to the pressure. The diaphragm
deflection signal is amplified in the sensor. The See Test 128 for Boost Air Pressure (BAP)
sensors signal is monitored by the Engine Sensor testing procedures.
Electronic Control Unit (EECU). The EECU will
set a fault code if the sensor signal is not within
predetermined limits.
Page 151
1. Verify that code 2-2 is set. 4. Measure the voltage between BAP Sensor
If code 2-2 is not set, wiggle the harness and BAP Sensor Signal Line for a Short to
connectors to try and set the code. Ground on page 153.
Harness for Continuity in the BAP Sensor
Mode Identifier (FMI) Reference Voltage Line on page 153.
using a diagnostic computer. Test 5 Checking Code 2-2 Failure
test Test 4 Checking the BAP Sensor Mode Identifier (FMI) with the BAP
Reference Voltage Line on page 152. Sensor Disconnected
Identifier (FMI) with the BAP Sensor 2. Disconnect the Boost Air Pressure (BAP)
Disconnected on page 152. Sensor.
Test 4 Checking the BAP Sensor 4. Check the Failure Mode Identifier (FMI)
Reference Voltage Line using a diagnostic computer.
165
If the FMI 3 (voltage high) changed to FMI 4
(voltage low or open), go to test Test 10
Checking the BAP Sensor Reference
Voltage Line on page 154.
to Pin Short Circuit on page 154.
Figure 165

2. Disconnect the Boost Air Pressure (BAP)
Sensor.
Page 152
Test 8 Checking the BAP Sensor Test 9 Checking the Harness for
Signal Line for a Short to Ground Continuity in the BAP Sensor
167
Figure 166

2. Check for continuity between Boost Air
Pressure (BAP) Sensor harness connector
Figure 166).
If there is NO continuity, go to test Test 16 Figure 167
Checking the Harness for Continuity in
the BAP Sensor Signal Line on page 155. 1. Turn the ignition key OFF.
If continuity exists, locate and repair the 2. Disconnect Engine Electronic Control Unit
short circuit to ground in the BAP Sensor (EECU) connector J1.
signal line.
Figure 167).
in the BAP Sensor Reference Voltage Line
on page 155.
Page 153
Reference Voltage Line a Pin to Pin Short Circuit
168 169
Figure 168

Sensor.
Figure 169
4. Measure the voltage between Boost Air
Pressure (BAP) Sensor harness connector 1. Turn the ignition key OFF.
pin B (reference voltage line) and a good
Sensor.
5.25 volts, go to test Test 20 Checking 3. Disconnect Engine Electronic Control Unit
the BAP Sensor Return Line for a Short (EECU) connectors J1 and J2.
Circuit on page 156. 4. Check for continuity between EECU harness
If the measured voltage is greater than connector J1 pin 15 (signal line) and all
5.25 volts, go to test Test 21 Checking other pins in EECU harness connectors J1
the Harness for a Pin to Pin Short Circuit in and J2 (see Figure 169).
the BAP Sensor Reference Voltage Line on
page 156.
a short circuit.
repair the short circuit to the signal line.
replace the EECU.
Page 154
Test 16 Checking the Harness for Test 18 Checking the Harness for
Continuity in the BAP Sensor Signal a Pin to Pin Short in the BAP Sensor
Line Reference Voltage Line
170 171
2. Disconnect the Boost Air Pressure (BAP) 2. Disconnect the Boost Air Pressure (BAP)
Sensor. Sensor connector.
(EECU) connector J1. (EECU) connectors J1 and J2.
4. Check for continuity between BAP Sensor 4. Check for continuity between EECU harness
harness connector pin C (signal line) and connector J1 pin 36 (reference voltage line)
EECU harness connector J1 pin 15 (see and all other pins in EECU harness
Figure 170). connectors J1 and J2 (see Figure 171).
If continuity exists, go to test Test 32 5. Visually check EECU connector J1 pin 36 for
Checking the BAP Sensor Connector on a short circuit.
page 157. If continuity exists or if there is a visual short,
If there is NO continuity, repair the open repair the short circuit to the reference
circuit in the harness signal line. voltage line.
replace the EECU.
Page 155
Return Line for a Short Circuit a Pin to Pin Short Circuit in the BAP
172 Sensor Reference Voltage Line
173
Figure 172

Sensor.
4. Measure the voltage between BAP Sensor Figure 173
go to test Test 40 Checking the BAP 2. Disconnect Engine Electronic Control Unit
page 157. 3. Disconnect the Boost Air Pressure (BAP)
Harness for a Pin to Pin Short in the BAP connector J1 pin 36 (reference voltage line)
a short circuit.
voltage line.
replace the EECU.
Page 156
Test 32 Checking the BAP Sensor Test 40 Checking the BAP Sensor
174

1. Visually inspect both sides of the Boost Air

Pressure (BAP) Sensor connector for a
repairable open.
female pins in the BAP Sensor harness
feel loose, repair or replace connector. 2. Disconnect the Boost Air Pressure (BAP)
J 38581 V-MAC Jumper Wire Kit. Align the 3. Check continuity between BAP Sensor
female test lead with one of the rectangular harness connector pin A (ground line) and a
male pins in the BAP Sensor connector. good ground (see Figure 174).
male pins (pin C is turned 90 degrees from Checking the BAP Sensor Connector on
If any of the pins feel loose, replace the BAP If there is NO continuity, go to test Test 81
Sensor. Checking the Harness for an Open BAP
Connector for an Open in the BAP Sensor
Page 157
a Pin to Pin Short in the BAP Sensor Connector for an Open in the BAP
175
pin 15 for a repairable open in signal line.
Test 128 Checking the BAP Sensor for a
Fault on page 159.
Test 80 Checking the BAP Sensor

Connector

1. Visually inspect both sides of the Boost Air

Pressure (BAP) Sensor connector for a
repairable open.
Figure 175
2. Disconnect Engine Electronic Control Unit female pins in the BAP Sensor harness
3. Disconnect the Boost Air Pressure (BAP) harness connector pin. Repeat this process
4. Check for continuity between EECU harness If there is a repairable fault or if any of the
connector J1 pin 35 (ground line) and all pins feel loose, repair or replace the
other pins in EECU harness connectors J1 connector.
and J2 (see Figure 175).
3. Find the gray female test lead from the
5. Visually check EECU connector J1 pin 35 for J 38581 V-MAC Jumper Wire Kit. Align the
a short circuit. female test lead with one of the rectangular
If continuity exists or if there is a visual short, male pins in the BAP Sensor. Gently push
repair the short circuit to the ground line. the test lead over the pin. Repeat this
If there is NO continuity or visual short, process for the remaining two male pins (pin
replace the EECU. C is turned 90 degrees from pins A and B).
If any of the pins feel loose, replace the BAP
Sensor.
go to test Test 160 Checking the BAP
Page 158
Test 81 Checking the Harness for Test 128 Checking the BAP
an Open BAP Sensor Return Line Sensor for a Fault
176 177
Figure 177
1. Remove the Boost Air Pressure (BAP)

2. Connect the BAP Sensor to a regulated air
Figure 176
3. Connect a jumper wire between BAP Sensor
pin B and pin B on the sensor harness
connector.
Sensor.
pin A and a good ground.
4. Check for continuity between BAP Sensor
Figure 176).
BAP Sensor Return Line on page 160.
circuit in the harness ground line.
Page 159
6. Measure the voltage between BAP Sensor 3. Connect a jumper wire between BAP Sensor
pin C and a good ground at various pin B and pin B on the sensor harness
pressures between 0 psi and 80 psi (see connector.
Figure 177). The correct pressure and
output voltage specifications are shown in
the table below.
Sensor Output
Boost Air Pressure (5 volt input)
6. Measure the voltage between BAP Sensor
5 psi 1.1 volts Figure 178). The correct pressure and
10 psi 1.7 volts output voltage specifications are shown in
the table below.
15 psi 2.1 volts
25 psi 3.1 volts Boost Air Pressure (5 volt input)

15 psi 2.1 volts
If the BAP Sensor output is correct
20 psi 2.6 volts
If the BAP Sensor output is NOT correct 30 psi 3.6 volts
replace the BAP Sensor and recheck the 40 psi 4.6 volts
system.
If the BAP Sensor output is correct
Test 160 Checking the BAP throughout the entire pressure range,
Sensor for a Fault If the BAP Sensor output is NOT correct
replace the BAP Sensor and recheck the
system.

Connector for an Open BAP Sensor
Return Line
line.
Figure 178
EECU.
Page 160
(ASET CEGR ENGINE)
179
Figure 179 Boost Air Pressure (BAP) Sensor Circuit (ASET CEGR Engine)
Location: The Boost Air Pressure (BAP) Sensor

is threaded into the EGR mixer. The Engine
Electronic Control Unit (EECU) is mounted on a
When performing electrical tests, wiggle wires fuel cooled mounting plate on the air intake
and connectors to find intermittent problems. manifold on the left side of the engine.

code 2-2 will set if the BAP Sensor signal line
voltage is less than 0.15 volts or greater than
Circuit Description: The Boost Air Pressure
Normal BAP Sensor Parameters: Not
(BAP) Sensor is used to monitor the pressure of
applicable.
the air in the intake system downstream from the
turbocharger. The sensor consists of a pressure
sensitive diaphragm and amplifier. Air pressure
causes the sensors diaphragm to deflect and
produce an electrical signal proportional to the See Test 128 for Boost Air Pressure (BAP)
pressure. The diaphragm deflection signal is Sensor testing procedures.
amplified in the sensor. The sensors signal is
monitored by the Engine Electronic Control Unit
(EECU). The EECU will set a fault code if the
sensor signal is not within predetermined limits.
Page 161
1. Verify that code 2-2 is set. 4. Measure the voltage between BAP Sensor
If code 2-2 is not set, wiggle the harness and BAP Sensor Signal Line for a Short Circuit to
connectors to try and set the code. Ground on page 163.
Harness for Continuity in the BAP Sensor
Mode Identifier (FMI) Reference Voltage Line on page 163.
using a diagnostic computer. Test 5 Checking Code 2-2 Failure
test Test 4 Checking the BAP Sensor Mode Identifier (FMI) with the BAP
Reference Voltage Line on page 162. Sensor Disconnected
Identifier (FMI) with the BAP Sensor 2. Disconnect the Boost Air Pressure (BAP)
Disconnected on page 162. Sensor.
Test 4 Checking the BAP Sensor 4. Check the Failure Mode Identifier (FMI)
Reference Voltage Line using a diagnostic computer.
180
Checking the BAP Sensor Reference
Figure 180

Sensor.
Page 162
Signal Line for a Short Circuit to Continuity in the BAP Sensor
Ground Reference Voltage Line
181 182
Figure 181

Figure 181). Figure 182
Checking the Harness for Continuity in 1. Turn the ignition key OFF.
the BAP Sensor Signal Line on page 165. 2. Disconnect Engine Electronic Control Unit
If continuity exists, locate and repair the (EECU) connector J2.
short circuit to ground in the BAP Sensor 3. Check for continuity between Boost Air
signal line. Pressure (BAP) Sensor harness connector
Figure 182).
in the BAP Sensor Reference Voltage Line
on page 165.
Page 163
Reference Voltage Line a Pin to Pin Short Circuit
183 184
Sensor. Sensor.
4. Measure the voltage between Boost Air
Pressure (BAP) Sensor harness connector 4. Check for continuity between EECU harness
pin B (reference voltage line) and a good connector J2 pin 50 (signal line) and all
ground (see Figure 183). other pins in EECU harness connector J2
If the measured voltage is less than (see Figure 184).
5.25 volts, go to test Test 20 Checking 5. Visually check EECU connector J2 pin 50 for
the BAP Sensor Return Line for a Short a short circuit.
If the measured voltage is greater than repair the short circuit to the signal line.
5.25 volts, go to test Test 21 Checking
the Harness for a Pin to Pin Short Circuit in
replace the EECU.
the BAP Sensor Reference Voltage Line on
page 166.
Page 164
Continuity in the BAP Sensor Signal a Pin to Pin Short in the BAP Sensor
Line Reference Voltage Line
185 186
Sensor. Sensor connector.
(EECU) connector J2. (EECU) connectors J1, J2, and J3.
4. Check for continuity between BAP Sensor 4. Check for continuity between EECU harness
harness connector pin C (signal line) and connector J2 pin 35 (reference voltage line)
EECU harness connector J2 pin 50 (see and all other pins in EECU harness
Figure 185). connectors J1, J2, and J3 (see Figure 186).
If continuity exists, go to test Test 32 5. Visually check EECU connector J2 pin 35 for
Checking the BAP Sensor Connector on a short circuit.
page 167.
If there is NO continuity, repair the open repair the short circuit to the reference
circuit in the harness signal line. voltage line.
replace the EECU.
Page 165
Return Line for a Short Circuit a Pin to Pin Short Circuit in the BAP
187 Sensor Reference Voltage Line
188
Figure 187
Figure 188
2. Disconnect the Boost Air Pressure (BAP) 1. Turn the ignition key OFF.
Sensor harness connector. 2. Disconnect Engine Electronic Control Unit
3. Turn the ignition key ON. (EECU) connectors J1, J2, and J3.
4. Measure the voltage between BAP Sensor 3. Disconnect the Boost Air Pressure (BAP)
harness connector pin A (ground line) and a Sensor.
good ground (see Figure 187). 4. Check for continuity between EECU harness
If the measured voltage is 0.5 volts or less, connector J2 pin 35 (reference voltage line)
go to test Test 40 Checking the BAP and all other pins in EECU harness
Sensor Return Line for an Open Circuit on connectors J1, J2, and J3 (see Figure 188).
page 167.
If the measured voltage is greater than a short circuit.
Harness for a Pin to Pin Short in the BAP If continuity exists or if there is a visual short,
Sensor Return Line on page 167. repair the short circuit to the reference
voltage line.
replace the EECU.
Page 166
Connector a Pin to Pin Short in the BAP Sensor
1. Visually inspect both sides of the Boost Air Return Line
Pressure (BAP) Sensor connector for a 190
repairable open.
2. If any of the pins is NOT making good
contact, replace the BAP Sensor.
Connector for an Open in the BAP Sensor
Test 40 Checking the BAP Sensor

Return Line for an Open Circuit
189
Figure 190

connector J2 pin 49 (ground line) and all
other pins in EECU harness connectors J1,
J2, and J3 (see Figure 190).
Figure 189 5. Visually check EECU connector J2 pin 49 for
a short circuit.
2. Disconnect the Boost Air Pressure (BAP) repair the short circuit to the ground line.
Sensor harness connector. If there is NO continuity or visual short,
3. Check for continuity between BAP Sensor replace the EECU.
Checking the BAP Sensor Connector on
page 168.
Checking the Harness for an Open BAP
Page 167
Test 64 Checking the EECU 1. Turn the ignition key OFF.
Connector for an Open in the BAP 2. Disconnect the Boost Air Pressure (BAP)
Sensor.
Sensor Signal Line
1. Visually inspect both sides of Engine (EECU) connector J2.
pin 50 for a repairable open in signal line. 4. Check for continuity between BAP Sensor
Figure 191).
Test 128 Checking the BAP Sensor for a
Fault on page 168.
BAP Sensor Return Line on page 169.
Test 80 Checking the BAP Sensor circuit in the harness ground line.
Connector
1. Visually inspect both sides of the Boost Air Test 128 Checking the BAP
Pressure (BAP) Sensor connector for a Sensor for a Fault
repairable open.
192
2. If any of the pins are loose or damaged,

replace the BAP Sensor or harness
connector.
go to test Test 160 Checking the BAP
Test 81 Checking the Harness for

an Open BAP Sensor Return Line
191
Figure 192

Sensor from the vehicle.
connector.
Figure 191
Page 168
5. Turn the ignition key ON. 3. Connect a jumper wire between BAP Sensor
connector.
pressures between 0 psi and 60 psi (see 4. Connect a jumper wire between BAP Sensor
Figure 192). The correct pressure and pin A and a good ground.
the table below.
Sensor Output pin C and a good ground at various
Boost Air Pressure (5 volt input) pressures between 0 psi and 60 psi (see
0 psi 0.5 volts Figure 193). The correct pressure and
10 psi 1.1 volts
the table below.
20 psi 1.7 volts
Boost Air Pressure (5 volt input)
40 psi 3.0 volts
0 psi 0.5 volts
50 psi 3.6 volts
10 psi 1.1 volts
60 psi 4.2 volts
20 psi 1.7 volts
If the BAP Sensor output is correct 30 psi 2.3 volts
40 psi 3.0 volts
If the BAP Sensor output is NOT correct 50 psi 3.6 volts
system. If the BAP Sensor output is correct
Test 160 Checking the BAP If the BAP Sensor output is NOT correct
Sensor for a Fault throughout the entire pressure range,
193
system.

Connector for an Open BAP Sensor
Return Line
line.
EECU.
Figure 193

Page 169
BLINK CODE 2-3 INTAKE AIR TEMPERATURE (IAT) SENSOR
(ASET IEGR ENGINE)
194
Figure 194 Intake Air Temperature (IAT) Sensor Circuit (ASET IEGR Engine)
Location: The Intake Air Temperature (IAT)

Sensor is located on the left side of the engine,
on the intake manifold.
Control Unit (EECU) senses that the IAT Sensor
than 4.5 volts for 2 seconds. If the IAT Sensor
for more than 2 seconds, the fault will become
inactive.
Circuit Description: The Intake Air Temperature
Normal IAT Sensor Parameters: The Intake Air
(IAT) Sensor is a thermistor. The resistance of the
Temperature (IAT) Sensor has a resistance
IAT Sensor changes inversely to the temperature
between 9300 ohms at 32F (0C) and 200 ohms
of the air in the intake manifold. When the intake
at 194F (90C).
air is cold, the sensor resistance is high. As the
temperature of the air increases, the sensor
resistance decreases. The Engine Electronic
Control Unit (EECU) monitors the voltage drop
across the IAT Sensor and uses this signal to
accurately calculate the air/fuel mixture. The IAT
Sensor information is also used for fuel timing
control, to prevent the formation of white smoke
during engine warm-up and to prevent misfire
under light load conditions.
Page 170

(FMI) on page 171.
Visually inspect the Intake Air Temperature
(IAT) Sensor connector and wires for poor
connections.

Checking for a Short Circuit to Ground in 2. Disconnect the Intake Air Temperature (IAT)
the Sensor on page 171. Sensor connector.
Test 4 Checking for Other Codes the IAT Sensor and a good ground (see
Figure 195).
1. Is code 1-3, 2-1, or 2-7 also set? If continuity exists, replace the IAT Sensor.
If code 1-3, 2-1, or 2-7 is also set, go to test If there is NO continuity, go to test Test 10
Test 8 Checking for an Open IAT Sensor Checking Sensor Resistance on page
Return Line on page 172. 173.
Page 171
Test 8 Checking for an Open IAT Test 9 Checking Sensor
196 197
2. Disconnect the Intake Air Temperature (IAT) 2. Disconnect the Intake Air Temperature (IAT)
Sensor connector. Sensor connector.
3. Disconnect connector J1 from the Engine 3. Measure the resistance across the pins of
Electronic Control Unit (EECU). the IAT Sensor with the air temperature
4. Connect a jumper wire between EECU
Figure 197).
harness connector J1 pins 26 and 27 (see
Figure 196). If the resistance of the sensor is between
9300 and 200 ohms or if the resistance is
5. Check for continuity between pins A and B of infinite (open circuit), go to test Test 18
the IAT Sensor harness connector. Checking Signal Line Voltage on page 174.
If continuity exists, go to test Test 16 If the resistance of the sensor is not within
Checking for Voltage on the Sensor Return normal operating parameters (9300 to
Line on page 173. 200 ohms), but is not an open circuit (infinite
If there is NO continuity, there is an open in resistance), replace the sensor.
the ground circuit between the common
temperature sensor ground splice and the
EECU. Locate and repair the open circuit.
Page 172
198 199
2. Disconnect the IAT Sensor connector. 2. Disconnect the Intake Air Temperature (IAT)
Sensor connector.
the IAT Sensor with the air temperature 3. Disconnect connector J1 from Engine
between 32 and 194F (0 and 90C) (see Electronic Control Unit (EECU).
Figure 198).
If the resistance is between 9300 and connector J1 pin 26 and a good ground (see
200 ohms respectively, go to test Test 20 Figure 199).
Checking for a Short Circuit in the Harness
Between the Engine Electronic Control Unit
(EECU) and the IAT Sensor on page 174.
Connector for an Open IAT Sensor Return
If the resistance is less than 200 ohms, Line on page 175.
replace the IAT Sensor.
is a short circuit to voltage on the sensor
circuit to voltage.
Page 173
Test 18 Checking Signal Line Test 20 Checking for a Short
(EECU) and the IAT Sensor
201
Figure 200
1. Disconnect the IAT Sensor harness Figure 201

connector.
2. Turn the ignition key ON. 1. Turn the ignition key OFF.
3. Measure the voltage between IAT Sensor 2. Disconnect the IAT Sensor connector.
harness connector pin A and a good ground 3. Disconnect connector J1 from the Engine
(see Figure 200). Electronic Control Unit (EECU).
If the measured voltage is greater than 6
4. Check for continuity between pin A of the IAT
volts, the IAT Sensor signal wire is shorted
to voltage; go to test Test 36 Checking
for a Short Circuit to Voltage in the Signal
Line on page 175. If continuity exists between pin A and
Pin to Pin Short in the Harness on page
and the sensor was open (infinite resistance)
176.
and the sensor was not open in test 9, go to
Sensor on page 176.
test Test 37 Checking for an Open IAT
Page 174
Test 32 Checking the EECU 5. Measure the voltage from EECU harness
Connector for an Open IAT Sensor Figure 202).
Return Line If there is NO voltage indicated, go to test
contacts. If voltage is present, go to test Test 73
the test lead into the harness connector pin Test 37 Checking for an Open IAT
and check for looseness. Sensor Signal Line
203
on page 176.

Circuit to Voltage in the Signal Line
202
Figure 203

2. Disconnect the IAT Sensor connector.
4. Check for continuity between pin A of the IAT
Figure 203).
Figure 202
the open in the signal circuit between the IAT
2. Disconnect the IAT Sensor connector. harness connector J1 pin 27.
3. Disconnect connector J1 from the EECU. If continuity exists, go to test Test 74
Checking for an Open IAT Sensor Return
4. Turn the ignition key ON. Circuit on page 178.
Page 175
204 205
Figure 205

2. Disconnect the IAT Sensor connector.
1. Turn the ignition key OFF. 5. Measure the voltage between pin A of the
IAT Sensor harness connector and a good
2. Disconnect the IAT Sensor harness ground (see Figure 205).
connector. If the measured voltage is between 4.5 and
3. Disconnect EECU connector J1 and J2. 5.5 volts, check the IAT Sensor harness
4. Check for continuity between EECU harness contact with the IAT Sensor pins. If the pins
connector J1 pin 27 and all other pins on are not damaged, replace the IAT Sensor.
shorted to ground somewhere else in the Test 64 Checking for Blink
harness. Locate and repair the short circuit Code 2-3
to ground.
1. Connect the IAT Sensor harness connector.
EECU.
diagnostic procedures have corrected the
problem. Check all connectors to ensure
proper connections.
Page 176
Test 72 Checking for a Short Test 73 Checking for a Pin to Pin
Circuit at the EECU Connector Short in the Harness
206
If the Intake Air Temperature (IAT) Sensor was

the circuit.

evident or are NOT repairable, replace the
EECU module and retest the system.
proper connections. Figure 206

2. Disconnect the IAT Sensor harness
connector.
Figure 206).
replace the sensor.
Page 177
Test 74 Checking for an Open IAT 4. Turn the ignition key ON.
Sensor Return Circuit If blink code 2-3 is still active, check the
207 loose or shorted pins, or any other
proper connections.

Figure 207 deformed contacts.
1. Disconnect the IAT Sensor harness J 38581 V-MAC Jumper Wire Kit, with EECU
connector. harness connector J1 pins 27 and 28.
2. Turn the ignition key OFF. Gently push the test lead into each harness
connector pin individually to check for
3. Connect EECU connector J1. looseness.
4. Check for continuity between pin B of the IAT If a repairable open is found or either of the
Sensor harness connector and a good pins feels loose, repair EECU harness
ground (see Figure 207). connector J1.
If there is NO continuity, locate and repair If the test lead is making good contact with
the open circuit in the harness between the EECU harness connector J1 pins 27 and 28,
IAT Sensor and the common ground with the go to test Test 296 Checking for an Open
other temperature sensors. Circuit at the EECU Connector on page
If continuity exists, check the IAT Sensor 178.
improper mating with the IAT Sensor. If the
IAT Sensor connector is OK, go to test Test
148 Checking the EECU Connector for an Circuit at the EECU Connector
Open Circuit on page 178.
Circuit at the EECU Connector 3. Turn the ignition key ON.
2. Connect the IAT Sensor harness connector. If blink code 2-3 is NOT active, the
3. Connect connectors J1 and J2 to the EECU. problem. Check all connectors to ensure
proper connections.
Page 178
BLINK CODE 2-3 INTAKE MANIFOLD TEMPERATURE (IMT)
208
Figure 208 Intake Manifold Temperature (IMT) Sensor Circuit (ASET CEGR Engine)
Location: The Intake Manifold Temperature

(IMT) Sensor is located on the left side of the
engine, on the intake manifold.
Malfunction Lamp (EML) will turn on and code
2-3 will set with FMI 3 when the Engine Electronic
Control Unit (EECU) senses the IMT Sensor
4 (Voltage Low), 5 (Open), 2 (Data Intermittent)
signal voltage is greater than 4.8 volts for
2 seconds. The EML will turn on and code 2-3 will
set with FMI 4 when the EECU senses the IMT
Sensor signal voltage is less than 0.15 volts for
2 seconds. If the IMT Sensor voltage returns to
Circuit Description: The Intake Manifold
2 seconds, the fault will become inactive. When
Temperature (IMT) Sensor is a thermistor. The
the engine returns to ambient temperature after
resistance of the IMT Sensor changes inversely
being shut down at normal operating temperature
to the temperature of the air in the intake
and the key is turned to the ON position (engine
manifold. When the intake air is cold, the sensor
not running), the IMT Sensor, the Aftercooler
resistance is high. As the temperature of the air
Outlet Temperature (AOT) Sensor, and the
Compressor Discharge Temperature (CDT)
Sensor should all indicate the same temperature.
the voltage drop across the IMT Sensor and uses
Under these conditions, the EML will turn on and
this signal to accurately calculate the air/fuel
code 2-3 will set with FMI 2 if the IMT Sensor
mixture. The IMT Sensor information is also used
signal indicates a temperature that is NOT within
for fuel timing control, to prevent the formation of
15F of the average of the three sensors.
white smoke during engine warm-up, and to
prevent misfire under light load conditions.
Page 179
Test 4 Checking Sensor
Resistance
FMI 2 is only available with EECU version 209
1MS378 software. Additionally, code 2-3 with FMI
2 will only appear as an active fault when the
engine is not running.
FMI 5 is only available with EECU version

1MS368 software. The EML will turn on and
code 2-3 will set with FMI 5 when the EECU
senses the IMT Sensor signal voltage is between
4.37 volts and 4.8 volts, and the aftercooler outlet
temperature is greater than 50F. Additionally,
FMI 5 will only appear as an active fault when the
engine is running.
Normal IMT Sensor Parameters: The Intake

Manifold Temperature (IMT) Sensor has a
resistance between 59,500 ohms at 55F (10C)
and 3,500 ohms at 180F (82C).
Figure 209
1. Verify that code 2-3 is set. 1. Turn the ignition key OFF.
If code 2-3 is set, go to test Test 2 2. Disconnect the Intake Manifold Temperature
Checking Code 2-3 Failure Mode Identifier (IMT) Sensor connector.
(FMI) on page 180. 3. Measure the resistance across the pins of
If code 2-3 is NOT set, wiggle the harness the IMT Sensor with the air temperature
and connectors to try to set the code. between 55 and 180F (10 and 82C)
Visually inspect the Intake Manifold (see Figure 209).
Temperature (IMT) Sensor connector and If the resistance of the sensor is between
wires for poor connections. 59,500 and 3,500 ohms or if the resistance
is infinite (open circuit), go to test Test 8
Test 2 Checking Code 2-3 Failure Checking Signal Line Voltage on page 181.
If the resistance of the sensor is not within
Mode Identifier (FMI) normal operating parameters (59,500 to
1. Check the Failure Mode Identifier (FMI) 3,500 ohms), but is not an open circuit
using a diagnostic computer. (infinite resistance), replace the sensor.
If the FMI is 3 (voltage high) or 5 (open), go
to test Test 4 Checking Sensor
Resistance on page 180.
If the FMI is 4 (voltage low) or 2 (data
intermittent), go to test Test 5 Checking
for a Short Circuit to Ground in the Sensor
on page 181.
Page 180
Test 5 Checking for a Short Test 8 Checking Signal Line
Circuit to Ground in the Sensor Voltage
210 211
1. Turn the ignition key OFF. 1. Disconnect the IMT Sensor harness
connector.
2. Disconnect the Intake Manifold Temperature
(IMT) Sensor connector. 2. Turn the ignition key ON.
3. Check for continuity between either pin of 3. Measure the voltage between IMT Sensor
the IMT Sensor and a good ground (see harness connector pin 2 and a good ground
Figure 210). (see Figure 211).
If continuity exists, replace the IMT Sensor. If the measured voltage is greater than
If there is NO continuity, go to test Test 10 6 volts, the IMT Sensor signal wire is
Checking Sensor Resistance on page shorted to voltage; go to test Test 16
182. Checking for a Short Circuit to Voltage in the
and the sensor was open (infinite resistance)
and the sensor was not open in test 4, go to
test Test 17 Checking for an Open IMT
Page 181
Test 10 Checking Sensor Test 16 Checking for a Short
Resistance Circuit to Voltage in the Signal Line
212 213
2. Disconnect the IMT Sensor harness 2. Disconnect the IMT Sensor connector.
connector.
the IMT Sensor with the air temperature
between 55 and 180F (10 and 82C) 5. Measure the voltage between EECU
(see Figure 212). harness connector J2 pin 80 and a good
If the resistance of the sensor is between ground (see Figure 213).
59,500 and 3,500 ohms respectively, and If there is NO voltage indicated, go to test
the FMI was 4, go to test Test 20 Test 32 Checking for a Short Circuit at
Checking for a Short Circuit to Ground in the the EECU Connector on page 184.
Sensor Signal Line on page 183. If voltage is present, go to test Test 33
If the resistance of the sensor is between Checking for a Pin to Pin Short in the
59,500 and 3,500 ohms respectively, and Harness on page 185.
the FMI was 2, go to test Test 21
Line on page 184.
If the resistance is less than 3,500 ohms,
replace the IMT Sensor.
Page 182
Test 17 Checking for an Open IMT Test 20 Checking for a Short
Sensor Signal Line Circuit to Ground in the Sensor
214 Signal Line
215
Figure 214
Figure 215
2. Disconnect the IMT Sensor harness 1. Turn the ignition key OFF.
connector. 2. Disconnect the IMT Sensor harness
3. Disconnect EECU connector J2. connector.
4. Check for continuity between pin 2 of the 3. Disconnect connector J2 from the Engine
IMT Sensor harness connector and EECU Electronic Control Unit (EECU).
harness connector J2 pin 80 (see 4. Check for continuity between pin 2 of the IAT
Figure 214). Sensor harness connector and a good
If there is NO continuity, locate and repair ground (see Figure 215).
the open in the signal circuit between the If continuity exists between pin 2 and
IMT Sensor harness connector and EECU ground, go to test Test 40 Checking for a
harness connector J2 pin 80. Pin to Pin Short in the Harness on page
If continuity exists, go to test Test 34 186.
Checking for an Open IMT Sensor Return If there is NO continuity, go to test Test 41
Circuit on page 185. Checking for Proper Supply Voltage to the
Sensor on page 186.
Page 183
Test 21 Checking for Voltage on Test 32 Checking for a Short
the Sensor Return Line Circuit at the EECU Connector
216
If the Intake Manifold Temperature (IMT) Sensor

was open in test 4, replace the sensor before
testing the circuit.

2. Connect the IMT Sensor harness connector.
EECU and connector J2 for dirt, loose or
damage. If no problems are evident or are
NOT repairable, replace the EECU and
retest the system.
Figure 216 proper connections.

2. Disconnect the IMT Sensor harness
connector.
IMT Sensor harness connector and a good
short circuit to voltage in the IMT Sensor
return line.
If there is NO voltage present, go to test
Ground in the Sensor Signal Line on page
187.
Page 184
Test 33 Checking for a Pin to Pin Test 34 Checking for an Open IMT
Short in the Harness Sensor Return Circuit
217 218
1. Turn the ignition key OFF. 1. Disconnect the IAT Sensor harness
connector.
connector. 2. Turn the ignition key OFF.
3. Disconnect EECU harness connector J2. 3. Connect EECU connector J2.
4. Check for continuity between EECU harness 4. Check for continuity between pin 1 of the
connector J2 pin 80 and all other pins on IMT Sensor harness connector and a good
EECU connector J2 (see Figure 217). ground (see Figure 218).
If continuity exists, the signal line is shorted If there is NO continuity, locate and repair
to one of the other EECU circuits. Locate the open circuit in the harness between the
and repair the short circuit to voltage, then IMT Sensor and EECU connector J2 pin 61.
replace the sensor. If continuity exists, check the IMT Sensor
If there is NO continuity, the signal line is harness connector for damaged pins or
shorted to voltage somewhere else in the improper mating with the IMT Sensor. If the
harness. Locate and repair the short circuit IMT Sensor connector is OK, go to test Test
to voltage, then replace the sensor. 68 Checking the EECU Connector for an
Page 185
219 220
2. Disconnect the IMT Sensor harness 2. Disconnect the IMT Sensor harness
3. Disconnect EECU connector J2. 3. Connect connector J2 to the EECU.
4. Check for continuity between EECU harness 4. Turn the ignition key ON.
EECU connector J2 (see Figure 219).
IMT Sensor harness connector and a good
If continuity exists, the signal line is shorted ground (see Figure 220).
If the measured voltage is between 4.5 and
5.5 volts, check the IMT Sensor harness
If there is NO continuity, the signal line is connector for deformed pins or insufficient
shorted to ground somewhere else in the contact with the IMT Sensor pins. If the pins
harness. Locate and repair the short circuit are not damaged, replace the IMT Sensor.
to ground.
page 187.
Page 186
Circuit to Ground in the Sensor Connector for an Open Circuit
Signal Line 1. Visually inspect EECU harness connector
221 J2 pins 61 and 80 for dirt, loose pins or
deformed contacts.
to test Test 136 Checking for an Open
Circuit at the EECU Connector on page
188.

2. Connect the IMT Sensor harness connector.
Figure 221 shorted pins, or any other repairable
damage. If no problems are evident, or are
1. Turn the ignition key OFF. NOT repairable, replace the EECU and
2. Disconnect the IMT Sensor harness retest the system.
connector. If blink code 2-3 is NOT active, the
3. Disconnect connector J2 from the Engine diagnostic procedures have corrected the
Electronic Control Unit (EECU). problem. Check all connectors to ensure
proper connections.
4. Check for continuity between pin 2 of the IAT
ground, locate and repair the short circuit in
the IMT Sensor signal line.
If there is NO continuity, replace the IMT
Sensor and retest the system. If code 2-3 is
still active, go to test Test 84 Checking
Page 187
Connector Circuit at the EECU Connector
1. Visually inspect EECU harness connector 1. Connect the IMT Sensor harness connector.
deformed contacts.
2. If any damage is found, repair EECU
harness connector J2. If blink code 2-3 is still active, replace the
If the terminals are making good contact,
replace the EECU. If blink code 2-3 is NOT active, the
proper connections.
Page 188
BLINK CODE 2-4
BLINK CODE 2-4
BLINK CODE 2-4 TRANSMISSION OIL TEMPERATURE (TOT)
SENSOR
222
Figure 222 Transmission Oil Temperature (TOT) Sensor Circuit

code 2-4 will set when the Vehicle Electronic
When performing electrical tests, wiggle the wires Control Unit (VECU) senses that the TOT Sensor
and connectors to find intermittent problems. signal voltage is less than 0.3 volts or greater
than 4.4 volts for 2 seconds. If the TOT Sensor
Failure Mode Identifier (FMI): 3 (Voltage voltage returns to between 0.3 volts and 4.4 volts
High/Open), 4 (Voltage Low) for more than 2 seconds, the fault will become
inactive. Code 2-4 will not set unless TOT Sensor
Parameter Identification (PID): P177 diagnostics are enabled in the VECU Mack Data
area.
Normal TOT Sensor Parameters: The
Circuit Description: The Transmission Oil
Transmission Oil Temperature (TOT) Sensor has
Temperature (TOT) Sensor is a thermistor. The
a resistance of 6300 ohms at 32F (0C) and
resistance of the TOT Sensor changes inversely
250 ohms at 194F (90C).
to the temperature of the transmission oil. When
the transmission oil is cold, the sensor resistance
is high. As the temperature of the transmission oil
Vehicle Electronic Control Unit (VECU) monitors Blink code 2-4 is can be enabled and disabled in
the voltage drop across the TOT Sensor and uses the Optional Data section of the Vehicle
this signal to warn the driver and shut down the Electronic Control Unit (VECU) OEM Data area. If
engine if the transmission oil temperature a Transmission Oil Temperature (TOT) Sensor is
exceeds the programmed limit. NOT installed, contact Mack Trucks Service
Engineering Division to have the blink code 2-4
Location: The Transmission Oil Temperature disabled in the vehicles chassis data file, then
(TOT) Sensor is threaded into the right side of the reprogram the VECU with the updated file.
transmission.
Page 189
BLINK CODE 2-4
Checking the Sensor Resistance on page

190.
Visually inspect the Transmission Oil
Temperature (TOT) Sensor connector and

Resistance
223
Figure 224

2. Disconnect the Transmission Oil
Temperature (TOT) Sensor connector.
the TOT Sensor and a good ground (see
Figure 224).
If there is continuity to ground, replace the
TOT Sensor.
Checking Voltage on the TOT Sensor Signal
Figure 223
Line on page 191.
1. Turn the Ignition key OFF.
Temperature (TOT) Sensor harness
connector.
3. Measure the resistance across the two
terminals of the sensor with the transmission
Figure 223).
250 ohms, go to test Test 4 Checking for
a Short to Ground in the Sensor on page
190.
If the resistance is NOT between 6300 and
a Short to Voltage in the Signal Line on
page 191.
Page 190
BLINK CODE 2-4
Test 5 Checking for a Short to 1. Turn the ignition key ON.
Voltage in the Signal Line 2. Disconnect the Transmission Oil
225
3. Measure the voltage between TOT Sensor
(see Figure 226).
Voltage on the Sensor Return Line on page
192.
If the measured voltage is NOT between
4.5 and 5.5 volts, go to test Test 17
Checking for an Open Harness on page
192.

Figure 225
1. Turn the ignition key ON. 227

(see Figure 225).
6 volts, go to test Test 10 Checking for a
Short Circuit to Voltage in the Signal Line
on page 191.
inspect the TOT Sensor and the harness
connector for a repairable short or open
circuit. If there is NOT a repairable condition,
replace the TOT Sensor.
Figure 227
Test 8 Checking Voltage on the
TOT Sensor Signal Line 1. Turn the ignition key OFF.
226 2. Disconnect Vehicle Electronic Control Unit
(VECU) connectors J1, J2, and J3.
3. Install the Serial Link Jumper into the Serial
Communications Port.
4. Measure the voltage between VECU
connector J2 pin 2 and a good ground (see
Figure 227).
If NO voltage is present, go to test Test 20
Vehicle Electronic Control Unit (VECU)
Harness Connector on page 193.
6 volts, the TOT Sensor signal line is shorted
to voltage. Locate and repair the short circuit
and then replace the TOT Sensor.
Figure 226
Page 191
BLINK CODE 2-4
Test 16 Checking for Voltage on Test 17 Checking for an Open
the Sensor Return Line Harness
228 229
Figure 228

Figure 229
harness connector pin B and a good ground
(see Figure 228).
0.3 volts, go to test Test 32 Checking for 2. Disconnect Vehicle Electronic Control Unit
an Open TOT Sensor Return Line on page (VECU) connector J2.
193. 3. Install a jumper wire between VECU
If the measured voltage is greater than connector J2 pins 1 and 2.
4. Check for continuity between pins A and B of
a Short to Voltage in the TOT Sensor Return
the Transmission Oil Temperature Sensor
Line on page 194.
harness connector (see Figure 229).
Checking for a Short to Voltage in the TOT
circuit in the harness. Locate and repair the
open circuit.
Page 192
BLINK CODE 2-4
Short in the Vehicle Electronic TOT Sensor Return Line
Control Unit (VECU) Harness 231
Connector
230
Figure 230

2. Disconnect the Serial Link Jumper from the Figure 231
Serial Communications Port.
3. Disconnect connectors J1, J2, and J3 from 1. Turn the ignition key OFF.
the Vehicle Electronic Control Unit (VECU). 2. Disconnect Vehicle Electronic Control Unit
4. Check for continuity between Vehicle (VECU) connector J2.
Electronic Control Unit (VECU) connector J2 3. Install a jumper wire between VECU
pin 2 and all other pins in connectors J1, J2, connector J2 pins 1 and 2.
If there is NO continuity between pin 2 and the Transmission Oil Temperature Sensor
any other pin, go to test Test 40 harness connector (see Figure 231).
Checking for a Damaged Harness
Connector on page 195. If continuity exists, go to test Test 64
Checking for a Damaged Vehicle Electronic
If continuity exists between pin 2 and any Control Unit (VECU) Harness Connector on
other pin, repair or replace the damaged page 195.
connector and replace the Transmission Oil
Temperature (TOT) Sensor. If there is NO continuity, there is an open
circuit in the harness. Locate and repair the
open circuit.
If blink codes 2-5 or 2-6 are also present, the

open circuit is probably downstream from the
sensor return line splice.
Page 193
BLINK CODE 2-4
Test 33 Checking for a Short to Test 34 Checking for a Short to
Voltage in the TOT Sensor Return Voltage in the TOT Sensor Signal
Line Line
232 233
2. Disconnect connectors J1, J2, and J3 from 2. Disconnect connectors J1, J2, and J3 from
the Vehicle Electronic Control Unit (VECU). the Vehicle Electronic Control Unit (VECU).
3. Install the Serial Link Jumper into the Serial 3. Disconnect the Transmission Oil
Communications Port. Temperature (TOT) Sensor harness
connector.
Temperature (TOT) Sensor harness 4. Install the Serial Link Jumper into the Serial
connector. Communications Port.
5. Measure the voltage between Transmission 5. Measure the voltage between Vehicle
Oil Temperature (TOT) Sensor harness Electronic Control Unit (VECU) harness
connector pin B and a good ground (see connector J2 pin 2 and a good ground (see
If the measured voltage is less than If the measured voltage is less than
0.3 volts, go to step 66. 4.5 volts, go to step 68.
If the measured voltage is greater than If the measured voltage is greater than
0.3 volts, locate and repair the short to 5.5 volts, locate and repair the short to
voltage in the TOT Sensor return line, voltage in the TOT Sensor signal line.
replace the Vehicle Electronic Control Unit
(VECU), and retest the system.
Page 194
BLINK CODE 2-4
Test 40 Checking for a Damaged Test 66 Checking for a Pin to Pin
Harness Connector Short in the Vehicle Electronic
1. Turn the ignition key OFF. Control Unit (VECU) Harness
2. Visually inspect the Transmission Oil Connector
Temperature (TOT) Sensor harness 234
connector for a short circuit between pins A
and B.
3. Visually inspect Vehicle Electronic Control
Unit (VECU) harness connector J2 for a
short circuit between pin 2 and a 12 volt
supply.
If there is a repairable short circuit, repair the
short circuit and replace the Transmission
Oil Temperature (TOT) Sensor.
If there is NO repairable short circuit, replace
the Transmission Oil Temperature (TOT)
Sensor and the Vehicle Electronic Control
Unit (VECU). Retest the system.
Figure 234
Vehicle Electronic Control Unit 1. Turn the ignition key OFF.
(VECU) Harness Connector 2. Disconnect the Serial Link Jumper from the
3. Disconnect connectors J1, J2, and J3 from
2. Visually inspect Vehicle Electronic Control the Vehicle Electronic Control Unit (VECU).
Unit (VECU) and harness connector J2 for
an open circuit at pin 2. 4. Check for continuity between Vehicle
If there is a repairable open circuit, repair the Electronic Control Unit (VECU) connector J2
open circuit. pin 2 and all other pins in connectors J1, J2,
If there is NO repairable open circuit, replace
the Vehicle Electronic Control Unit (VECU) If there is NO continuity between pin 2 and
or harness connector as needed. any other pin, replace the VECU and retest
the system.
If continuity exists between pin 2 and any
other pin, repair or replace the damaged
connector and replace the Vehicle Electronic
Control Unit (VECU). Retest the system.
Page 195
BLINK CODE 2-4
Test 68 Checking for a Pin to Pin Test 136 Checking for a Defective
Short in the Vehicle Electronic VECU
Control Unit (VECU) Harness 1. Turn the Ignition key OFF.
Connector 2. Reconnect harness connectors J1, J2, and
235 J3 to the Vehicle Electronic Control Unit
(VECU).
3. Turn the Ignition key ON.
connectors for dirt, and loose or broken pins.
If no repairable damage is evident, replace
the Vehicle Electronic Control Unit (VECU)
and retest the system.
If blink code 2-4 is no longer active, the
problem. Check all connectors for good
connections.
Figure 235

2. Disconnect the Serial Link Jumper from the
the Vehicle Electronic Control Unit (VECU).
4. Check for continuity between Vehicle
Electronic Control Unit (VECU) connector J2
pin 2 and all other pins in connectors J1, J2,
If there is NO continuity between pin 2 and
any other pin, go to test Test 136
Checking for a Defective VECU on page
196.
If continuity exists between pin 2 and any
connector.
Page 196
BLINK CODE 2-5
BLINK CODE 2-5
BLINK CODE 2-5 FRONT DRIVE AXLE OIL TEMPERATURE
(FAOT) SENSOR
236
Figure 236 Front Drive Axle Oil Temperature (FAOT) Sensor Circuit

When performing electrical tests, wiggle the wires Control Unit (VECU) senses that the FAOT
and connectors to find intermittent problems. Sensor signal voltage is less than 0.3 volts or
greater than 4.4 volts for 2 seconds. If the FAOT
Failure Mode Identifier (FMI): 3 (Voltage Sensor voltage returns to between 0.3 volts and
High/Open), 4 (Voltage Low) 4.4 volts for more than 2 seconds, the fault will
become inactive. Code 2-5 will not set unless
FAOT Sensor diagnostics are enabled in the
Message Identification (MID): 142 VECU Mack Data area.
Circuit Description: The Front Drive Axle Oil
Normal FAOT Sensor Parameters: The Front
Temperature (FAOT) Sensor is a thermistor. The
Drive Axle Oil Temperature (FAOT) Sensor has a
resistance of the FAOT Sensor changes inversely
resistance of 6300 ohms at 32F (0C) and
to the temperature of the front drive axle oil.
250 ohms at 194F (90C).
When the front drive axle oil is cold, the sensor
resistance is high. As the temperature of the front
drive axle oil increases, the sensor resistance
decreases. The Vehicle Electronic Control Unit
(VECU) monitors the voltage drop across the Blink code 2-5 is enabled and disabled in the
FAOT Sensor and uses this signal to warn the Optional Data section of the Vehicle Electronic
driver and shut down the engine if the front drive Control Unit (VECU) OEM Data area. If a Front
axle oil temperature exceeds the programmed Drive Axle Oil Temperature (FAOT) Sensor is
limit. NOT installed, contact Mack Trucks Service
Engineering Division to have the blink code 2-5
Location: The Front Drive Axle Oil Temperature disabled in the vehicles chassis data file, then
(FAOT) Sensor is threaded into the front drive reprogram the VECU with the updated file.
axle housing near the differential carrier.
Page 197
BLINK CODE 2-5

198.
Visually inspect the Front Drive Axle Oil
Temperature (FAOT) Sensor connector and

Resistance
237
Figure 238

2. Disconnect the Front Drive Axle Oil
Temperature (FAOT) Sensor connector.
the FAOT Sensor and a good ground (see
Figure 238).
FAOT Sensor.
Checking for Voltage on the FAOT Sensor
Figure 237
Temperature (FAOT) Sensor harness
connector.
terminals of the sensor with the front drive
axle between 32F (0C) and 194F (90C)
(see Figure 237).
a Short to Ground in the Sensor on page
198.
If the resistance is NOT between 6300 and
a Short Circuit to Voltage in the Signal Line
on page 199.
Page 198
BLINK CODE 2-5
Test 5 Checking for a Short Test 8 Checking for Voltage on
Circuit to Voltage in the Signal Line the FAOT Sensor Signal Line
239 240
1. Turn the ignition key ON. 1. Turn the ignition key ON.
2. Measure the voltage between FAOT Sensor 2. Disconnect the Front Drive Axle Oil
harness connector pin A and a good ground Temperature (FAOT) Sensor connector.
(see Figure 239).
3. Measure the voltage between FAOT Sensor
If the measured voltage is greater than harness connector pin A and a good ground
6 volts, go to test Test 10 Checking for a (see Figure 240).
Short to Voltage in the Signal Line on page
200.
If the measured voltage is less than 6 volts, Voltage on the Sensor Return Line on page
inspect the FAOT Sensor and the harness 200.
replace the FAOT Sensor.
201.
Page 199
BLINK CODE 2-5
Test 10 Checking for a Short to Test 16 Checking for Voltage on
Voltage in the Signal Line the Sensor Return Line
241 242
1. Turn the ignition key OFF. 1. Turn the ignition key ON.
2. Disconnect Vehicle Electronic Control Unit 2. Disconnect the Front Drive Axle Oil
(VECU) connectors J1, J2, and J3. Temperature (FAOT) Sensor connector.
3. Install the Serial Link Jumper into the Serial 3. Measure the voltage between FAOT Sensor
Communications Port. harness connector pin B and a good ground
(see Figure 242).
connector J2 pin 3 and a good ground (see If the measured voltage is less than
Figure 241). 0.3 volts, go to test Test 32 Checking for
an Open FAOT Sensor Return Line on page
If no voltage is present, go to test Test 20
202.
Checking for a Pin to Pin Short in the Vehicle
Electronic Control Unit (VECU) Harness If the measured voltage is greater than
Connector on page 201. 0.3 volts, go to test Test 33 Checking for
a Short Circuit to Voltage in the FAOT
6 volts, the FAOT Sensor signal line is
shorted to voltage. Locate and repair the
short circuit and then replace the FAOT
Sensor.
Page 200
BLINK CODE 2-5
Harness Short in the Vehicle Electronic
243 Control Unit (VECU) Harness
Connector
244
Figure 244

Figure 243 2. Disconnect the Serial Link Jumper from the
1. Turn the ignition key OFF. 3. Disconnect connectors J1, J2, and J3 from
2. Disconnect Vehicle Electronic Control Unit the Vehicle Electronic Control Unit (VECU).
(VECU) connector J2. 4. Check for continuity between Vehicle
3. Install a jumper wire between VECU Electronic Control Unit (VECU) connector J2
connector J2 pins 1 and 3. pin 3 and all other pins in connectors J1, J2,
the Front Drive Axle Oil Temperature (FAOT) If there is NO continuity between pin 3 and
Sensor harness connector (see Figure 243). any other pin, go to test Test 40
If continuity exists, go to test Test 34 Connector on page 203.
Checking for a Short Circuit to Voltage in the
FAOT Sensor Signal Line on page 203. If continuity exists between pin 3 and any
If there is NO continuity, there is an open connector and replace the Front Drive Axle
circuit in the harness. Locate and repair the Oil Temperature (FAOT) Sensor.
open circuit.
Page 201
BLINK CODE 2-5
FAOT Sensor Return Line Circuit to Voltage in the FAOT
245 Sensor Return Line
246
Figure 246

Figure 245
1. Turn the ignition key OFF. Communications Port.
2. Disconnect Vehicle Electronic Control Unit 4. Disconnect the Front Drive Axle Oil
(VECU) connector J2. Temperature (FAOT) Sensor harness
connector.
3. Install a jumper wire between VECU
connector J2 pins 1 and 3. 5. Measure the voltage between Front Drive
Axle Oil Temperature (FAOT) Sensor
4. Check for continuity between pins A and B of harness connector pin B and a good ground
the Front Drive Axle Oil Temperature (FAOT) (see Figure 246).
If continuity exists, go to test Test 64 0.3 volts, go to step 66.
Control Unit (VECU) Harness Connector on If the measured voltage is greater than
page 203. 0.3 volts, locate and repair the short to
voltage in the FAOT Sensor return line,
If there is NO continuity, there is an open replace the Vehicle Electronic Control Unit
circuit in the harness. Locate and repair the (VECU), and retest the system.
open circuit.

Page 202
BLINK CODE 2-5
Test 34 Checking for a Short Test 40 Checking for a Damaged
Circuit to Voltage in the FAOT Harness Connector
Sensor Signal Line 1. Turn the ignition key OFF.
247
2. Visually inspect the Front Drive Axle Oil
Temperature (FAOT) Sensor harness
and B.
supply.
short circuit and replace the Front Drive Axle
Oil Temperature (FAOT) Sensor.
the Front Drive Axle Oil Temperature (FAOT)
Figure 247
1. Turn the ignition key OFF. Test 64 Checking for a Damaged

2. Disconnect connectors J1, J2, and J3 from Vehicle Electronic Control Unit
the Vehicle Electronic Control Unit (VECU). (VECU) Harness Connector
Temperature (FAOT) Sensor harness 1. Turn the ignition key OFF.
connector. 2. Visually inspect Vehicle Electronic Control
4. Install the Serial Link Jumper into the Serial Unit (VECU) and harness connector J2 for
Communications Port. an open circuit at pin 3.
If there is a repairable open circuit, repair the
5. Measure the voltage between Vehicle open circuit.
Electronic Control Unit (VECU) harness
connector J2 pin 3 and a good ground (see If there is NO repairable open circuit, replace
Figure 247). the Vehicle Electronic Control Unit (VECU)
or harness connector as needed.
4.5 volts, go to step 68.
5.5 volts, locate and repair the short to
voltage in the FAOT Sensor signal line.
Page 203
BLINK CODE 2-5
Test 66 Checking for a Pin to Pin Test 68 Checking for a Pin to Pin
Short in the Vehicle Electronic Short in the Vehicle Electronic
Control Unit (VECU) Harness Control Unit (VECU) Harness
Connector Connector
248 249
2. Disconnect the Serial Link Jumper from the 2. Disconnect the Serial Link Jumper from the
Serial Communications Port. Serial Communications Port.
4. Check for continuity between Vehicle 4. Check for continuity between Vehicle
Electronic Control Unit (VECU) connector J2 Electronic Control Unit (VECU) connector J2
pin 3 and all other pins in connectors J1, J2, pin 3 and all other pins in connectors J1, J2,
and J3 (see Figure 248). and J3 (see Figure 249).
If there is NO continuity between pin 3 and If there is NO continuity between pin 3 and
any other pin, replace the VECU and retest any other pin, go to test Test 136
the system. Checking for a Defective VECU on page
If continuity exists between pin 3 and any 205.
other pin, repair or replace the damaged If continuity exists between pin 3 and any
connector and replace the Vehicle Electronic other pin, repair or replace the damaged
Control Unit (VECU). Retest the system. connector.
Page 204
BLINK CODE 2-5
Test 136 Checking for a Defective
VECU
2. Reconnect harness connectors J1, J2, and
J3 to the Vehicle Electronic Control Unit
(VECU).
connections.
Page 205
BLINK CODE 2-6
BLINK CODE 2-6
BLINK CODE 2-6 REAR DRIVE AXLE OIL TEMPERATURE
(RAOT) SENSOR
250
Figure 250 Rear Drive Axle Oil Temperature (RAOT) Sensor Circuit
Location: The Rear Drive Axle Oil Temperature

(RAOT) Sensor is threaded into the rear drive
axle housing near the differential carrier.
Control Unit (VECU) senses that the RAOT
High/Open), 4 (Voltage Low)
Sensor signal voltage is less than 0.3 volts or
greater than 4.4 volts for 2 seconds. If the RAOT
Sensor voltage returns to between 0.3 volts and
become inactive. Code 2-6 will not set unless
RAOT Sensor diagnostics are enabled in the
Circuit Description: The Rear Drive Axle Oil
VECU Mack Data area.
Temperature (RAOT) Sensor is a thermistor. The
resistance of the RAOT Sensor changes inversely
Normal RAOT Sensor Parameters: The Rear
to the temperature of the rear drive axle oil. When
Drive Axle Oil Temperature (RAOT) Sensor has a
the rear drive axle oil is cold, the sensor
resistance of 6300 ohms at 32F (0C) and
resistance is high. As the temperature of the rear
250 ohms at 194F (90C).
drive axle oil increases, the sensor resistance
decreases. The Vehicle Electronic Control Unit
(VECU) monitors the voltage drop across the
RAOT Sensor and uses this signal to warn the
driver and/or shut down the engine if the rear
drive axle oil temperature exceeds the
programmed limit.
Page 206
BLINK CODE 2-6
terminals of the sensor with the rear drive
axle between 32 and 194F (0 and 90C)
Blink code 2-6 can be enabled and disabled in (see Figure 251).
the Optional Data section of the Vehicle
If the resistance is between 6300 and 250
Electronic Control Unit (VECU) OEM Data area. If
ohms, go to test Test 4 Checking for a
a Rear Drive Axle Oil Temperature (RAOT)
Short to Ground in the Sensor on page 207.
Sensor is NOT installed, contact Mack Trucks
Service Engineering Division to have the blink If the resistance is NOT between 6300 and
code 2-6 disabled in the vehicles chassis data 250 ohms, go to test Test 5 Checking for
file, then reprogram the VECU with the updated a Short to Voltage in the Signal Line on
file. page 208.

Test 1 Checking for Code 2-6 Ground in the Sensor
1. Verify that code 2-6 is set. 252

207.
Visually inspect the Rear Drive Axle Oil
Temperature (RAOT) Sensor connector and

Resistance
251
Figure 252

2. Disconnect the Rear Drive Axle Oil
Temperature (RAOT) Sensor connector.
3. Check for continuity from either pin of the
RAOT Sensor to a good ground (see
Figure 252).
RAOT Sensor.
Checking Voltage on the RAOT Sensor
Figure 251

Temperature (RAOT) Sensor harness
connector.
Page 207
BLINK CODE 2-6
Test 5 Checking for a Short to Test 8 Checking Voltage on the
Voltage in the Signal Line RAOT Sensor Signal Line
253 254
2. Measure the voltage between RAOT Sensor 2. Disconnect the Rear Drive Axle Oil
harness connector pin A and a good ground Temperature (RAOT) Sensor connector.
(see Figure 253).
3. Measure the voltage between RAOT Sensor
If the measured voltage is greater than harness connector pin A and a good ground
6 volts, go to test Test 10 Checking for a (see Figure 254).
Short Circuit to Voltage in the Signal Line
on page 209.
If the measured voltage is less than 6 volts, Voltage on the Sensor Return Line on page
inspect the RAOT Sensor and the harness 209.
replace the RAOT Sensor.
210.
Page 208
BLINK CODE 2-6
Circuit to Voltage in the Signal Line the Sensor Return Line
255 256
2. Disconnect Vehicle Electronic Control Unit 2. Disconnect the Rear Drive Axle Oil
(VECU) connectors J1, J2, and J3. Temperature (RAOT) Sensor connector.
3. Install the Serial Link Jumper into the Serial 3. Measure the voltage between RAOT Sensor
Communications Port. harness connector pin B and a good ground
(see Figure 256).
connector J2 pin 4 and a good ground (see If the measured voltage is less than
Figure 255). 0.3 volts, go to test Test 32 Checking for
an Open RAOT Sensor Return Line on
page 211.
Vehicle Electronic Control Unit (VECU) If the measured voltage is greater than
Harness Connector on page 210. 0.3 volts, go to test Test 33 Checking for
a Short Circuit to Voltage in the RAOT
6 volts, the RAOT Sensor signal line is
short circuit and then replace the RAOT
Sensor.
Page 209
BLINK CODE 2-6
Harness Short in the Vehicle Electronic
257 Control Unit (VECU) Harness
Connector
258
Figure 258

Figure 257 2. Disconnect the Serial Link Jumper from the
1. Turn the ignition key OFF. 3. Disconnect connectors J1, J2, and J3 from
2. Disconnect Vehicle Electronic Control Unit the Vehicle Electronic Control Unit (VECU).
(VECU) connector J2. 4. Check for continuity between Vehicle
3. Install a jumper wire between VECU Electronic Control Unit (VECU) connector J2
connector J2 pins 1 and 4. pin 4 and all other pins in connectors J1, J2,
the Rear Drive Axle Oil Temperature (RAOT) If there is NO continuity between pin 4 and
Sensor harness connector (see Figure 257). any other pin, go to test Test 40
If continuity exists, go to test Test 34 Connector on page 212.
Checking for a Short to Voltage in the RAOT
Sensor Signal Line on page 212. If continuity exists between pin 4 and any
If there is NO continuity, there is an open connector and replace the Rear Drive Axle
circuit in the harness. Locate and repair the Oil Temperature (RAOT) Sensor.
open circuit.
Page 210
BLINK CODE 2-6
RAOT Sensor Return Line Circuit to Voltage in the RAOT
259 Sensor Return Line
260
Figure 260

Figure 259
1. Turn the ignition key OFF. Communications Port.
2. Disconnect Vehicle Electronic Control Unit 4. Disconnect the Rear Drive Axle Oil
(VECU) connector J2. Temperature (RAOT) Sensor harness
connector.
connector J2 pins 1 and 4. 5. Measure the voltage between Rear Drive
Axle Oil Temperature (RAOT) Sensor
4. Check for continuity between pins A and B of harness connector pin B and a good ground
the Rear Drive Axle Oil Temperature Sensor (see Figure 260).
harness connector (see Figure 259).
If continuity exists, go to test Test 64 0.3 volts, go to step 66.
Control Unit (VECU) Harness Connector on If the measured voltage is greater than
page 212. 0.3 volts, locate and repair the short to
voltage in the RAOT Sensor return line,
If there is NO continuity, there is an open replace the Vehicle Electronic Control Unit
circuit in the harness. Locate and repair the (VECU), and retest the system.
open circuit.

Page 211
BLINK CODE 2-6
Test 34 Checking for a Short to Test 40 Checking for a Damaged
Voltage in the RAOT Sensor Signal Harness Connector
Line 1. Turn the ignition key OFF.
261
2. Visually inspect the Rear Drive Axle Oil
Temperature (RAOT) Sensor harness
and B.
supply.
short circuit and replace the Rear Drive Axle
Oil Temperature (RAOT) Sensor.
the Rear Drive Axle Oil Temperature (RAOT)
Figure 261
1. Turn the ignition key OFF. Test 64 Checking for a Damaged

2. Disconnect connectors J1, J2, and J3 from Vehicle Electronic Control Unit
the Vehicle Electronic Control Unit (VECU). (VECU) Harness Connector
Temperature (RAOT) Sensor harness 1. Turn the ignition key OFF.
connector. 2. Visually inspect the Vehicle Electronic
4. Install the Serial Link Jumper into the Serial Control Unit (VECU) and harness connector
Communications Port. J2 for an open circuit at pin 4.
If there is a repairable open circuit, repair the
5. Measure the voltage between Vehicle open circuit.
Electronic Control Unit (VECU) harness
connector J2 pin 4 and a good ground (see If there is NO repairable open circuit, replace
Figure 261). the Vehicle Electronic Control Unit (VECU)
or harness connector as needed.
4.5 volts, go to step 68.
voltage in the RAOT Sensor signal line.
Page 212
BLINK CODE 2-6
Short in the Vehicle Electronic Short in the Vehicle Electronic
Control Unit (VECU) Harness Control Unit (VECU) Harness
Connector Connector
262 263
4. Check for continuity between Vehicle 4. Check for continuity between Vehicle
Electronic Control Unit (VECU) connector J2 Electronic Control Unit (VECU) connector J2
pin 4 and all other pins in connectors J1, J2, pin 4 and all other pins in connectors J1, J2,
and J3 (see Figure 262). and J3 (see Figure 263).
If there is NO continuity between pin 4 and If there is NO continuity between pin 4 and
any other pin, replace the VECU and retest any other pin, go to test Test 136
the system. Checking for a Defective VECU on page
If continuity exists between pin 4 and any 214.
other pin, repair or replace the damaged If continuity exists between pin 4 and any
connector and replace the Vehicle Electronic other pin, repair or replace the damaged
Control Unit (VECU). Retest the system. connector.
Page 213
BLINK CODE 2-6
Test 136 Checking for a Defective
VECU
2. Reconnect harness connectors J1, J2, and
J3 to the Vehicle Electronic Control Unit
(VECU).
connections.
Page 214
(ASET IEGR ENGINE)
264
Figure 264 Engine Oil Temperature (EOT) Sensor Circuit (ASET IEGR Engine)
Location: The Engine Oil Temperature Sensor is

located on the oil filter pedestal, above the
Engine Oil Pressure Sensor.
Control Unit (EECU) senses that the EOT Sensor
than 4.5 volts for 1 second. If the EOT Sensor
for more than 1 second, the fault will become
inactive.
Circuit Description: The Engine Oil
Normal EOT Sensor Parameters: The Engine
Temperature (EOT) Sensor is a thermistor. The
Oil Temperature (EOT) Sensor has a resistance
resistance of the EOT Sensor changes inversely
to the temperature of the engine oil. When the
at 194F (90C).
engine oil is cold, the sensor resistance is high.
As the temperature of the engine oil increases,
the sensor resistance decreases. The Engine
voltage drop across the EOT Sensor and uses Blink code 2-7 can be enabled and disabled in the
this signal to warn the driver and evoke engine Customer Data area of the Engine Electronic
shutdown if the signal is not within programmed Control Unit (EECU).
limits.
Page 215

(FMI) on page 216.
Visually inspect the Engine Oil Temperature
(EOT) Sensor connector and wires for poor
connections.

Figure 265
Other Blink Codes on page 216.
Checking for a Short Circuit to Ground in 2. Disconnect the Engine Oil Temperature
the Sensor on page 216. (EOT) Sensor connector.
Test 4 Checking for Other Blink the EOT Sensor and a good ground (see
Figure 265).
Codes If continuity exists, replace the EOT Sensor.
1. Is code 1-3, 2-1, or 2-3 also set? If there is NO continuity, go to test Test 10
If code 1-3, 2-1, or 2-3 is also set, go to test Checking Sensor Resistance on page
Test 8 Checking for an Open EOT 218.
Page 216
Test 8 Checking for an Open EOT Test 9 Checking Sensor
266 267
Figure 267

2. Disconnect the Engine Oil Temperature
(EOT) Sensor connector.
the EOT Sensor with the engine oil
If the resistance of the sensor is between
infinite (open circuit), go to test Test 18
Figure 266 Checking Signal Line Voltage on page 219.
1. Turn the ignition key OFF. normal operating parameters (9300 to
2. Disconnect the Engine Oil Temperature 200 ohms), but is not an open circuit (infinite
(EOT) Sensor harness connector. resistance), replace the sensor.
4. Connect a jumper between connector J1
pins 5 and 26 of the EECU harness
connector (see Figure 266).
the EOT Sensor harness connector.
Line on page 218.
the common ground splice of the sensors
circuit.
Page 217
268 269
Figure 268

2. Disconnect the EOT Sensor connector.
Figure 269
ohms (64MT2107 EOT Sensor) or 5500 and 2. Disconnect the Engine Oil Temperature
267 ohms (64MT2113 EOT Sensor) (EOT) Sensor connector.
respectively, go to test Test 20 Checking 3. Disconnect connector J1 from the Engine
for a Short Circuit in the Harness Between Electronic Control Unit (EECU).
the Engine Electronic Control Unit (EECU)
and the EOT Sensor on page 219. 4. Measure the voltage between EECU
If the resistance is less than 200 ohms,
Figure 269).
replace the EOT Sensor.
Connector for an Open EOT Sensor Return
Line on page 220.
If there is greater than 0.5 volts present,
there is a short circuit to voltage in the
Page 218
(EECU) and the EOT Sensor
271
Figure 270
1. Disconnect the EOT Sensor harness

connector. Figure 271
3. Measure voltage between EOT Sensor 2. Disconnect the EOT Sensor connector.
(see Figure 270). 3. Disconnect connector J1 from the Engine
If the measured voltage is greater than Electronic Control Unit (EECU).
6 volts, the EOT Sensor signal line is 4. Check for continuity between pin A of the
shorted to voltage; go to test Test 36 EOT Sensor harness connector and a good
Checking for a Short to Voltage on the ground (see Figure 271).
Sensor Signal Line on page 220. If continuity exists between pin A and
If the measured voltage is less than 6 volts, ground, go to test Test 40 Checking for a
and the sensor was open (infinite resistance) Pin to Pin Short in the Harness on page
in test 9, replace the EOT Sensor. 221.
If the measured voltage is less than 6 volts, If there is NO continuity, go to test Test 41
and the sensor was not open in test 9, go to Checking for Proper Supply Voltage to the
test Test 37 Checking for an Open EOT EOT Sensor on page 221.
Page 219
Connector for an Open EOT Sensor ground (see Figure 272).
Return Line If there is NO voltage indicated, go to test
Test 72 Checking for a Short at the
contacts. If voltage is present, go to test Test 73
and check for looseness. EOT Sensor Signal Line
273
loose, repair the EECU harness connector
J1.
on page 222.

Voltage on the Sensor Signal Line
272
Figure 273

EOT Sensor harness connector and EECU
Figure 273).
Figure 272
the open in the signal circuit between the
1. Turn the ignition key OFF. EOT Sensor harness connector and EECU
2. Disconnect the EOT Sensor connector. If continuity exists, go to test Test 74
3. Disconnect connector J1 from the EECU. Checking for an Open EOT Sensor Return
Page 220
Short in the Harness Supply Voltage to the EOT Sensor
274 275
Figure 275

EOT Sensor harness connector and a good
2. Disconnect the EOT Sensor connector. ground (see Figure 275).
3. Disconnect EECU connector J1 and J2. If the measured voltage is between 4.5 and
5.5 volts, check the EOT Sensor harness
connector J1 pin 5 and all other pins on contact with the EOT Sensor pins. If the pins
EECU connectors J1 and J2 (see are not damaged, replace the EOT Sensor.
Figure 274).
and repair the short circuit. page 223.
harness. Locate and repair the short to
ground.
Page 221
Blink Code 2-7 Short Circuit in the Harness
1. Connect the EOT Sensor connector. 276

EECU.
proper connections.
Test 72 Checking for a Short at

the EECU Connector
If the Engine Oil Temperature (EOT) Sensor was

the circuit.
Figure 276
2. Connect the EOT Sensor connector.
EECU and connectors J1 and J2 for dirt, connector J1 pin 5 and all other pins on
loose or shorted pins, or any other EECU connectors J1 and J2 (see
evident, replace the EECU and retest the If continuity exists, the signal line is shorted
system. to one of the other EECU circuits. Locate
If blink code 2-7 is NOT active, the and repair the short to voltage, then replace
diagnostic procedures have corrected the the EOT Sensor.
problem. Check all connectors to ensure If there is NO continuity, the signal line is
proper connections. shorted to voltage somewhere else in the
to voltage, then replace the EOT Sensor.
Page 222
Test 74 Checking for an Open 4. Turn the ignition key ON.
EOT Sensor Return Circuit If blink code 2-7 is still active, check the
277 loose or shorted pins, or any other
proper connections.

connector J1 pins 5 and 26 for dirt, loose
pins or deformed contacts.
Figure 277
1. Disconnect the EOT Sensor connector. J 38581 V-MAC Jumper Wire Kit, with EECU
harness connector J1 pins 5 and 26. Gently
2. Turn the ignition key OFF. push the test lead into each harness
3. Connect EECU connector J1. connector pin individually to check for
looseness.
4. Check for continuity between pin B of the
If a repairable open is found or either of the
connector J1.
the open circuit in the harness between the
EECU harness connector J1 pins 5 and 26,
EOT Sensor and the common ground with
the other temperature sensors.
Connector on page 223.
If continuity exists, check the EOT Sensor
improper mating with the EOT Sensor. If the Test 296 Checking the EECU
EOT Sensor is OK, go to test Test 148 Connector
Circuit on page 223. 1. Connect the EOT Sensor connector.
Test 82 Checking for a Short 3. Turn the ignition key ON.
Circuit at the EECU Connector If blink code 2-7 is still active, replace the
2. Connect the EOT Sensor connector. diagnostic procedures have corrected the
3. Connect connectors J1 and J2 to the EECU. problem. Check all connectors to ensure
proper connections.
Page 223
(ASET CEGR ENGINE)
278
Figure 278 Engine Oil Temperature (EOT) Sensor Circuit (ASET CEGR Engine)
Location: The Engine Oil Temperature Sensor is

located on the oil filter pedestal, above the
Control Unit (EECU) senses that the EOT Sensor
than 4.525 volts for 1 second. If the EOT Sensor
voltage returns to between 0.15 volts and
4.525 volts for more than 1 second, the fault will
become inactive.
Circuit Description: The Engine Oil
Normal EOT Sensor Parameters: The Engine
Temperature (EOT) Sensor is a thermistor. The
Oil Temperature (EOT) Sensor has a resistance
resistance of the EOT Sensor changes inversely
to the temperature of the engine oil. When the
at 194F (90C).
engine oil is cold, the sensor resistance is high.
As the temperature of the engine oil increases,
voltage drop across the EOT Sensor and uses Blink code 2-7 can be enabled and disabled in the
this signal to warn the driver and evoke engine Customer Data area of the Engine Electronic
shutdown if the signal is not within programmed Control Unit (EECU).
limits.
Page 224

(FMI) on page 225.
Visually inspect the Engine Oil Temperature
(EOT) Sensor connector and wires for poor
connections.

Figure 279
Other Blink Codes on page 225.
Checking for a Short Circuit to Ground in 2. Disconnect the Engine Oil Temperature
the Sensor on page 225. (EOT) Sensor connector.
Test 4 Checking for Other Blink the EOT Sensor and a good ground (see
Figure 279).
Codes If continuity exists, replace the EOT Sensor.
1. Is code 1-3 also set? If there is NO continuity, go to test Test 10
If code 1-3 is also set, go to test Test 8 Checking Sensor Resistance on page
Checking for an Open EOT Sensor Return 227.
Line on page 226.
Page 225
Test 8 Checking for an Open EOT Test 9 Checking Sensor
280 281
Figure 281

2. Disconnect the Engine Oil Temperature
(EOT) Sensor connector.
If the resistance of the sensor is between
infinite (open circuit), go to test Test 18
Figure 280 Checking Signal Line Voltage on page 228.
1. Turn the ignition key OFF. normal operating parameters (5500 to
2. Disconnect the Engine Oil Temperature 267 ohms), but is not an open circuit (infinite
(EOT) Sensor harness connector. resistance), replace the sensor.
4. Connect a jumper between EECU harness
connector J2 pins 64 and 82 (see
Figure 280).
the EOT Sensor harness connector.
Line on page 227.
the common ground splice with the Fuel
Temperature (FT) sensor and the EECU.
Locate and repair the open circuit.
Page 226
282 283
Figure 282

Figure 283
267 ohms respectively, go to test Test 20 2. Disconnect the Engine Oil Temperature
Checking for a Short Circuit in the Harness (EOT) Sensor connector.
(EECU) and the EOT Sensor on page 228. Electronic Control Unit (EECU).
If the resistance is less than 267 ohms,
replace the EOT Sensor.
Figure 283).
Connector for an Open EOT Sensor Return
Line on page 229.
If there is greater than 0.5 volts present,
there is a short circuit to voltage in the
Page 227
(EECU) and the EOT Sensor
285
Figure 284
1. Disconnect the EOT Sensor harness

3. Measure voltage between EOT Sensor 2. Disconnect the EOT Sensor connector.
(see Figure 284). 3. Disconnect connector J2 from the Engine
If the measured voltage is greater than Electronic Control Unit (EECU).
6 volts, the EOT Sensor signal line is 4. Check for continuity between pin A of the
shorted to voltage; go to test Test 36 EOT Sensor harness connector and a good
Checking for a Short Circuit to Voltage on ground (see Figure 285).
the Sensor Signal Line on page 229. If continuity exists between pin A and
If the measured voltage is less than 6 volts, ground, go to test Test 40 Checking for a
and the sensor was open (infinite resistance) Pin to Pin Short in the Harness on page
in test 9, replace the EOT Sensor. 230.
If the measured voltage is less than 6 volts, If there is NO continuity, go to test Test 41
and the sensor was not open in test 9, go to Checking for Proper Supply Voltage to the
test Test 37 Checking for an Open EOT EOT Sensor on page 230.
Page 228
Test 32 Checking the EECU 4. Turn the ignition key ON.
Connector for an Open EOT Sensor 5. Measure the voltage between EECU
Return Line ground (see Figure 286).
1. Visually inspect EECU harness connector If there is NO voltage indicated, go to test
J2 pin 82 for dirt, looseness or deformed Test 72 Checking for a Short Circuit at
contacts. the EECU Connector on page 231.
2. Align the gray male test lead, found in the If voltage is present, go to test Test 73
J 38581 V-MAC Jumper Wire Kit, with EECU Checking for a Pin to Pin Short Circuit in the
harness connector J2 pin 82. Gently push Harness on page 231.
the test lead into the harness connector pin
and check for looseness. Test 37 Checking for an Open
loose, repair the EECU harness connector EOT Sensor Signal Line
J2. 287

on page 231.

Circuit to Voltage on the Sensor
Signal Line
286
Figure 287

EOT Sensor harness connector and EECU
Figure 286 Figure 287).
1. Turn the ignition key OFF. the open in the signal circuit between the
2. Disconnect the EOT Sensor connector. EOT Sensor harness connector and EECU
3. Disconnect connectors J1, J2, and J3 from If continuity exists, go to test Test 74
the EECU. Checking for an Open EOT Sensor Return
Page 229
Short in the Harness Supply Voltage to the EOT Sensor
288 289
Figure 289

2. Disconnect the EOT Sensor connector. ground (see Figure 289).
3. Disconnect EECU connectors J1, J2, and If the measured voltage is between 4.5 and
J3. 5.5 volts, check the EOT Sensor harness
4. Check for continuity between EECU harness contact with the EOT Sensor pins. If the pins
connector J2 pin 64 and all other pins on are not damaged, replace the EOT Sensor.
EECU connectors J1, J2, and J3 (see Figure
288).
to ground.
Page 230
Test 64 Checking for Blink Test 73 Checking for a Pin to Pin
Code 2-7 Short Circuit in the Harness
1. Connect the EOT Sensor connector. 290

EECU.
proper connections.

If the Engine Oil Temperature (EOT) Sensor was

the circuit.
Figure 290
EECU. 3. Disconnect EECU connectors J1, J2, and
J3.
EECU and connectors J1, J2, and J3 for dirt, connector J2 pin 64 and all other pins on
loose or shorted pins, or any other EECU connectors J1, J2, and J3 (see
evident, replace the EECU and retest the If continuity exists, the signal line is shorted
system. to one of the other EECU circuits. Locate
If blink code 2-7 is NOT active, the and repair the short to voltage, then replace
diagnostic procedures have corrected the the EOT Sensor.
problem. Check all connectors to ensure If there is NO continuity, the signal line is
proper connections. shorted to voltage somewhere else in the
to voltage, then replace the EOT Sensor.
Page 231
EOT Sensor Return Circuit Circuit at the EECU Connector
291
EECU.
EECU and connectors J1, J2, and J3 for dirt,
4. Check for continuity between pin B of the 1. Visually inspect the EECU harness
EOT Sensor harness connector and a good connector J2 pins 64 and 82 for dirt, loose
ground (see Figure 291). pins or deformed contacts.
If there is NO continuity, locate and repair 2. If a repairable open is found, repair EECU
the open circuit in the harness between the harness connector J2.
EOT Sensor and the common ground with If the terminals are making good contact, go
the Fuel Temperature (FT) sensor. to test Test 296 Checking the EECU
If continuity exists, check the EOT Sensor Connector on page 232.
improper mating with the EOT Sensor. If the
EOT Sensor is OK, go to test Test 148
Checking the EECU Connector for an Open Connector
2. Connect connectors J1, J2 and J3 to the
EECU.
proper connections.
Page 232
BLINK CODE 2-8 INTAKE AIR TEMPERATURE
(ASET IEGR ENGINE)
292
Figure 292 Intake Air Temperature and Humidity (IATH) Sensor Circuit (ASET IEGR Engine)

When performing electrical tests, wiggle the wires Control Unit (EECU) senses that the IATH
greater than 4.460 volts for 1 second. If the IATH
Sensor voltage returns to between 0.415 volts
and 4.460 volts for more than 1 second, the fault
will become inactive.
Circuit Description: The Intake Air Temperature

and Humidity (IATH) Sensor contains a thermistor
and a capacitive sensor. The resistance of the
thermistor varies inversely to temperature. The
value of the capacitive sensor changes in
relationship the the air humidity. By monitoring
the current flow through the thermistor and the
voltage from the capacitor, the Engine Electronic
Control Unit (EECU) calculates the temperature
and humidity of the air entering the turbocharger.
Location: The Intake Air Temperature and

Humidity (IATH) Sensor is located in the air intake
tube just downstream from the air filter canister.
Page 233
Test 1 Checking for Code 2-8 3. Measure the resistance between pins C and
D of the IATH Sensor with the ambient air
Checking Code 2-8 Failure Mode Identifier If the measured resistance is between
(FMI) on page 234. 31,961 and 5,308 ohms, or if the sensor is
If code 2-8 is NOT set, wiggle the harness open (infinite resistance), go to test Test 8
and connectors to try to set the code. Checking Signal Line Voltage on page
Visually inspect the Intake Air Temperature 235.
and Humidity (IATH) Sensor connector and If the measured resistance is NOT between
wires for poor connections. 31,961 and 5,308 ohms but is NOT open
Mode Identifier (FMI) Test 5 Checking for a Short
If the FMI is 3 (voltage high) or 5 (Current

Low/Open), go to test Test 4 Checking

Resistance
293
Figure 294

2. Disconnect the Intake Air Temperature and
Humidity (IATH) Sensor connector.
3. Check for continuity between pin C of the
IATH Sensor and a good ground (see
Figure 294).
Check for continuity between pin D of the
Figure 294).
Figure 293 If continuity exists on either pin, replace the
IATH Sensor.
2. Disconnect the Intake Air Temperature and Checking Sensor Resistance on page
Humidity (IATH) Sensor connector. 235.
Page 234
Voltage Resistance
295 296
1. Disconnect the IATH Sensor harness 1. Turn the ignition key OFF.
connector.
2. Disconnect the IATH Sensor harness
2. Turn the ignition key ON. connector.
3. Measure the voltage between IATH Sensor 3. Measure the resistance between pins C and
harness connector pin D and a good ground D of the IATH Sensor with the ambient air
6 volts, the IATH Sensor signal wire is If the measured resistance is between
shorted to voltage; go to test Test 16 31,961 and 5,308 ohms, go to test Test 20
Checking for a Short Circuit to Voltage in the Checking for a Short Circuit in the
Signal Line on page 236. Harness Between the Engine Electronic
If the measured voltage is less than 6 volts, Control Unit (EECU) and the IATH Sensor
and the sensor was open (infinite resistance) on page 237.
in test 4, replace the sensor. If the measured resistance is NOT between
If the measured voltage is less than 6 volts, 31,961 and 5,308 ohms, replace the IATH
and the sensor was not open in test 4, go to Sensor.
test Test 17 Checking for an Open IATH
Page 235
Circuit to Voltage in the Signal Line IATH Sensor Signal Line
297 298
2. Disconnect the IATH Sensor connector. 2. Disconnect the IATH Sensor harness
connector.
4. Check for continuity between pin D of the
IATH Sensor harness connector and EECU
Figure 298).
If voltage is present, go to test Test 33 harness connector J2 pin 29.
Checking for an Open IATH Sensor Return
Page 236
Test 20 Checking for a Short 2. Connect the IATH Sensor harness
connector.
Circuit in the Harness Between the
3. Restore all electrical connections to the
Engine Electronic Control Unit EECU.
(EECU) and the IATH Sensor
299
retest the system.
proper connections.

300
Figure 299

connector.
IATH Sensor harness connector and a good
If continuity exists between pin D and
Pin to Pin Short in the Harness on page
238. Figure 300
Checking for Proper Supply Voltage to the 1. Turn the ignition key OFF.
Sensor on page 239.
connector.
Test 32 Checking for a Short 3. Disconnect EECU harness connector J2.
EECU connectorJ2 (see Figure 300).
If the Intake Air Temperature and Humidity (IATH) to one of the other EECU circuits. Locate
Sensor was open in test 4, replace the sensor and repair the short circuit to voltage, then
before testing the circuit. replace the sensor.
1. Turn the ignition key OFF. shorted to voltage somewhere else in the
Page 237
IATH Sensor Return Circuit Short in the Harness
301 302
connector.
3. Connect EECU connector J2. 3. Disconnect EECU connector J2.
4. Check for continuity between pin C of the 4. Check for continuity between EECU harness
IATH Sensor harness connector and a good connector J2 pin 29 and all other pins on
ground (see Figure 301). EECU connector J2 (see Figure 302).
If there is NO continuity, locate and repair If continuity exists, the signal line is shorted
the open circuit in the harness between the to one of the other EECU circuits. Locate
IATH Sensor and EECU connector J2 and repair the short circuit.
pin 37. If there is NO continuity, the signal line is
If continuity exists, check the IATH Sensor shorted to ground somewhere else in the
harness connector for damaged pins or harness. Locate and repair the short circuit
improper mating with the IATH Sensor. If the to ground.
IATH Sensor connector is OK, go to test
Test 68 Checking the EECU Connector
for an Open Circuit on page 239.
Page 238
Test 41 Checking for Proper Test 82 Checking for a Short
Supply Voltage to the Sensor Circuit at the EECU Connector
303
2. Connect the IATH Sensor harness
connector.
retest the system.
Figure 303 problem. Check all connectors to ensure
proper connections.
2. Disconnect the IATH Sensor harness Test 136 Checking for an Open
connector.
4. Turn the ignition key ON. 1. Connect the IATH Sensor harness
connector.
IATH Sensor harness connector and a good 2. Connect connector J2 to the EECU.
ground (see Figure 303). 3. Turn the ignition key ON.
If the measured voltage is between 4.5 and If blink code 2-8 is still active, replace the
5.5 volts, check the IATH Sensor harness EECU and retest the system.
connector for deformed pins or insufficient If blink code 2-8 is NOT active, the
contact with the IATH Sensor pins. If the pins diagnostic procedures have corrected the
are not damaged, replace the IATH Sensor. problem. Check all connectors to ensure
If the measured voltage is less than proper connections.
page 239.

deformed contacts.
239.
Page 239
BLINK CODE 2-8 INTAKE AIR TEMPERATURE
(ASET CEGR ENGINE)
304
Figure 304 Intake Air Temperature and Humidity (IATH) Sensor Circuit (ASET CEGR Engine)

When performing electrical tests, wiggle the wires Control Unit (EECU) senses that the IATH
Sensor voltage returns to between 0.415 volts
and 4.460 volts for more than 1 second, the fault
1. Verify that code 2-8 is set.
Circuit Description: The Intake Air Temperature If code 2-8 is set, go to test Test 2
and Humidity (IATH) Sensor contains two Checking Code 2-8 Failure Mode Identifier
thermistors, The resistance of each thermistor (FMI) on page 241.
varies inversely to temperature. By monitoring the If code 2-8 is NOT set, wiggle the harness
current flow through each thermistor, the Engine and connectors to try to set the code.
Electronic Control Unit (EECU) calculates the Visually inspect the Intake Air Temperature
temperature and humidity of the air entering the and Humidity (IATH) Sensor connector and
turbocharger. wires for poor connections.
Page 240
Test 2 Checking Code 2-8 Failure Test 5 Checking for a Short
Mode Identifier (FMI) Circuit to Ground in the Sensor
1. Check the Failure Mode Identifier (FMI) 306

If the FMI is 3 (voltage high) or 5 (Current
Low/Open), go to test Test 4 Checking

Resistance
305
Figure 306

Figure 306).
Check for continuity between pin D of the
Figure 306).
If continuity exists on either pin, replace the
Figure 305 IATH Sensor.
1. Turn the ignition key OFF. Checking Sensor Resistance on page
2. Disconnect the Intake Air Temperature and 242.
3. Measure the resistance between pins C and
D of the IATH Sensor with the ambient air
If the measured resistance is between
31,961 and 5,308 ohms, or if the sensor is
open (infinite resistance), go to test Test 8
Checking Signal Line Voltage on page
242.
If the measured resistance is NOT between
31,961 and 5,308 ohms but is NOT open
Page 241
Voltage Resistance
307 308
connector.
2. Turn the ignition key ON. connector.
3. Measure the voltage between IATH Sensor 3. Measure the resistance between pins C and
harness connector pin D and a good ground D of the IATH Sensor with the ambient air
6 volts, the IATH Sensor signal wire is If the measured resistance is between
shorted to voltage; go to test Test 16 31,961 and 5,308 ohms, go to test Test 20
Checking for a Short Circuit to Voltage in the Checking for a Short Circuit in the
Signal Line on page 243. Harness Between the Engine Electronic
If the measured voltage is less than 6 volts, Control Unit (EECU) and the IATH Sensor
and the sensor was open (infinite resistance) on page 244.
in test 4, replace the sensor. If the measured resistance is NOT between
If the measured voltage is less than 6 volts, 31,961 and 5,308 ohms, replace the IATH
and the sensor was not open in test 4, go to Sensor.
test Test 17 Checking for an Open IATH
Page 242
Circuit to Voltage in the Signal Line IATH Sensor Signal Line
309 310
2. Disconnect the IATH Sensor connector. 2. Disconnect the IATH Sensor harness
connector.
Figure 310).
If voltage is present, go to test Test 33 harness connector J2 pin 65.
Checking for an Open IATH Sensor Return
Page 243
Test 20 Checking for a Short 3. Connect connectors J1, J2, and J3 to the
EECU.
Circuit in the Harness Between the
Engine Electronic Control Unit
(EECU) and the IATH Sensor EECU and connector J2 for dirt, loose or
311 shorted pins, or any other repairable
retest the system.
proper connections.

312
Figure 311

connector.
If continuity exists between pin D and
Pin to Pin Short in the Harness on page Figure 312
245.
If there is NO continuity, go to test Test 41 1. Turn the ignition key OFF.
Checking for Proper Supply Voltage to the 2. Disconnect the IATH Sensor harness
Sensor on page 246. connector.
3. Disconnect EECU harness connectors J1,
Test 32 Checking for a Short J2, and J3.
EECU connectors J1, J2, and J3 (see
Figure 312).
If the Intake Air Temperature and Humidity (IATH) If continuity exists, the signal line is shorted
Sensor was open in test 4, replace the sensor to one of the other EECU circuits. Locate
before testing the circuit. and repair the short circuit to voltage, then
replace the sensor.
1. Turn the ignition key OFF. If there is NO continuity, the signal line is
2. Connect the IATH Sensor harness harness. Locate and repair the short circuit
connector. to voltage, then replace the sensor.
Page 244
IATH Sensor Return Circuit Short in the Harness
313 314
connector.
3. Connect EECU connector J2. 3. Disconnect EECU connectors J1, J2, and
J3.
IATH Sensor harness connector and a good 4. Check for continuity between EECU harness
ground (see Figure 313). connector J2 pin 65 and all other pins on
If there is NO continuity, locate and repair EECU connectors J1, J2, and J3 (see
the open circuit in the harness between the Figure 314).
IATH Sensor and EECU connector J2 If continuity exists, the signal line is shorted
pin 83. to one of the other EECU circuits. Locate
If continuity exists, check the IATH Sensor and repair the short circuit.
harness connector for damaged pins or If there is NO continuity, the signal line is
improper mating with the IATH Sensor. If the shorted to ground somewhere else in the
IATH Sensor connector is OK, go to test harness. Locate and repair the short circuit
Test 68 Checking the EECU Connector to ground.
Page 245
Supply Voltage to the Sensor Circuit at the EECU Connector
315
connector.
EECU.
retest the system.
Figure 315 diagnostic procedures have corrected the
1. Turn the ignition key OFF. proper connections.
connector.
3. Connect connector J2 to the EECU. Circuit at the EECU Connector
5. Measure the voltage between pin A of the connector.
ground (see Figure 315). 2. Connect connectors J1. J2, and J3 to the
EECU.
5.5 volts, check the IATH Sensor harness 3. Turn the ignition key ON.
connector for deformed pins or insufficient If blink code 2-8 is still active, replace the
contact with the IATH Sensor pins. If the pins EECU and retest the system.
are not damaged, replace the IATH Sensor. If blink code 2-8 is NOT active, the
If the measured voltage is less than diagnostic procedures have corrected the
4.5 volts, go to test Test 82 Checking for problem. Check all connectors to ensure
a Short Circuit at the EECU Connector on proper connections.
page 246.

deformed contacts.
246.
Page 246
BLINK CODE 2-9 INTAKE AIR HUMIDITY
(ASET IEGR ENGINE)
316
Figure 316 Intake Air Temperature and Humidity (IATH) Sensor Circuit (ASET IEGR Engine)

When performing electrical tests, wiggle wires Control Unit (EECU) senses that the IATH
become inactive.
and Humidity (IATH) Sensor contains a thermistor Checking Code 2-9 Failure Mode Identifier
and a capacitive sensor. The resistance of the (FMI) on page 247.
thermistor varies inversely to temperature. The If code 2-9 is not set, wiggle the harness and
value of the capacitive sensor changes in connectors to try and set the code.
relationship the the air humidity. By monitoring
the current flow through the thermistor and the
voltage from the capacitor, the Engine Electronic Test 2 Checking Code 2-9 Failure
Control Unit (EECU) calculates the temperature
and humidity of the air entering the turbocharger.
Location: The Intake Air Temperature and using a diagnostic computer.
Page 247
If the FMI is 4 (voltage low or open), go to 2. Disconnect the Intake Air Temperature and
test Test 4 Checking the IATH Sensor Humidity (IATH) Sensor.
5 Checking Code 2-9 Failure Mode 4. Check the Failure Mode Identifier (FMI)
Identifier (FMI) with the IATH Sensor using a diagnostic computer.
Disconnected on page 248. If the FMI 3 (voltage high) changed to FMI 4
Checking the IATH Sensor Reference
Test 4 Checking the IATH Sensor Voltage Line on page 249.
Reference Voltage Line If the FMI code did NOT change, go to test
317
Test 8 Checking the IATH Sensor

Signal Line for a Short Circuit to
Ground
318
Figure 317

Humidity (IATH) Sensor.
Figure 318
4. Measure the voltage between IATH Sensor
harness connector pin A (reference voltage 1. Turn the ignition key OFF.
line) and a good ground (see Figure 317).
2. Disconnect the EECU.
4.9 volts, go to test Test 8 Checking the 3. Check for continuity between IATH Sensor
IATH Sensor Signal Line for a Short Circuit harness connector pin B (signal line) and a
to Ground on page 248. good ground (see Figure 318).
If the measured voltage is less than If there is NO continuity, go to test Test 16
4.9 volts, go to test Test 9 Checking the Checking the Harness for Continuity in
Harness for Continuity in the IATH Sensor the IATH Sensor Signal Line on page 250.
Reference Voltage Line on page 249. If continuity exists, locate and repair the
short circuit to ground in the IATH Sensor
signal line.
Mode Identifier (FMI) with the IATH
Sensor Disconnected
Page 248
Test 9 Checking the Harness for Test 10 Checking the IATH
Continuity in the IATH Sensor Sensor Reference Voltage Line
Reference Voltage Line 320
319
Figure 320

Figure 319
4. Measure the voltage between the Intake Air
Temperature and Humidity (IATH) Sensor
1. Turn the ignition key OFF. harness connector pin A (reference voltage
2. Disconnect Engine Electronic Control Unit If the measured voltage is less than
(EECU) connector J2. 5.25 volts, go to test Test 20 Checking
3. Check for continuity between the Intake Air the IATH Sensor Return Line for a Short
Temperature and Humidity (IATH) Sensor Circuit on page 251.
harness connector pin A (reference voltage If the measured voltage is greater than
line) and EECU harness connector J2 pin 2 5.25 volts, go to test Test 21 Checking
(see Figure 319). the Harness for a Pin to Pin Short Circuit in
If continuity exists, go to test Test 18 the IATH Sensor Reference Voltage Line on
Checking the Harness for a Pin to Pin Short page 252.
in the IATH Sensor Reference Voltage Line
on page 251.
Page 249
a Pin to Pin Short Circuit Continuity in the IATH Sensor
321 Signal Line
322
Figure 321

Figure 322
connector J2 pin 34 (signal line) and all 1. Turn the ignition key OFF.
other pins in EECU harness connector J2
(see Figure 321). 2. Disconnect the Intake Air Temperature and
a short circuit. 3. Disconnect Engine Electronic Control Unit
If continuity exists or if there is a visual short, (EECU) connector J2.
repair the short circuit to the signal line. 4. Check for continuity between IATH Sensor
If there is NO continuity or visual short, harness connector pin B (signal line) and
replace the EECU. EECU harness connector J2 pin 34 (see
Figure 322).
Checking the IATH Sensor Connector on
page 252.
circuit in the harness signal line.
Page 250
a Pin to Pin Short in the IATH Sensor Return Line for a Short
Sensor Reference Voltage Line Circuit
323 324
2. Disconnect the Intake Air Temperature and 2. Disconnect the Intake Air Temperature and
Humidity (IATH) Sensor. Humidity (IATH) Sensor.
3. Disconnect Engine Electronic Control Unit 3. Turn the ignition key ON.
4. Check for continuity between EECU harness harness connector pin C (ground line) and a
connector J2 pin 2 (reference voltage line) good ground (see Figure 324).
and all other pins in EECU harness If the measured voltage is 0.5 volts or less,
connector J2 (see Figure 323). go to test Test 40 Checking the IATH
5. Visually check EECU connector J2 pin 2 for Sensor Return Line for an Open Circuit on
a short circuit. page 252.
If continuity exists or if there is a visual short, If the measured voltage is greater than
repair the short circuit to the reference 0.5 volts, go to test Test 41 Checking the
voltage line. Harness for a Pin to Pin Short in the IATH
replace the EECU.
Page 251
a Pin to Pin Short Circuit in the IATH Sensor Connector
Sensor Reference Voltage Line 1. Visually inspect both sides of the Intake Air
325 Temperature and Humidity (IATH) Sensor
connector for a repairable open.
2. If any of the pins appear to be loose or
damaged, replace the IATH Sensor.
If the pins in the connector are making good
contact, go to test Test 64 Checking the
EECU Connector for an Open Circuit on
page 253.
Test 40 Checking the IATH

Sensor Return Line for an Open
Circuit
326
Figure 325

connector J2 pin 2 (reference voltage line)
and all other pins in EECU harness
connector J2 (see Figure 325).
a short circuit.
Figure 326
repair the short circuit to the reference 1. Turn the ignition key OFF.
voltage line.
If there is NO continuity or visual short, 2. Disconnect the Intake Air Temperature and
replace the EECU. Humidity (IATH) Sensor.
3. Check for continuity between IATH Sensor
harness connector pin C (ground line) and a
page 253.
Checking the Harness for an Open IATH
Page 252
a Pin to Pin Short in the IATH Connector for an Open Circuit
Sensor Return Line 1. Visually inspect both sides of Engine
327 Electronic Control Unit (EECU) connector J2
pins 2, 34, and 37 for a repairable open.
If the pins are making good contact, replace
the Intake Air Temperature and Humidity
(IATH) Sensor.

Sensor Connector
1. Visually inspect both sides of the Intake Air
Figure 327 2. If any of the pins appear to be loose or

damaged, replace the IATH Sensor.
1. Turn the ignition key OFF. If the pins in the connector are making good
contact, replace the Intake Air Temperature
2. Disconnect Engine Electronic Control Unit and Humidity (IATH) Sensor.
connector J2 pin 37 (ground line) and all
other pins in EECU harness connector J2
(see Figure 327).
a short circuit.
repair the short circuit to the ground line.
replace the EECU.
Page 253
an Open IATH Sensor Return Line Connector for an Open IATH Sensor
328 Return Line
line.
EECU.
Figure 328

harness connector pin C (ground line) and
Figure 328).
IATH Sensor Return Line on page 254.
Page 254
BLINK CODE 2-9 INTAKE AIR HUMIDITY
(ASET CEGR ENGINE)
329
Figure 329 Intake Air Temperature and Humidity (IATH) Sensor Circuit (ASET CEGR Engine)

When performing electrical tests, wiggle wires Control Unit (EECU) senses that the IATH
become inactive.
and Humidity (IATH) Sensor contains two Checking Code 2-9 Failure Mode Identifier
thermistors, The resistance of each thermistor (FMI) on page 256.
varies inversely to temperature. By monitoring the If code 2-9 is not set, wiggle the harness and
current flow through each thermistor, the Engine connectors to try and set the code.
Electronic Control Unit (EECU) calculates the
temperature and humidity of the air entering the
turbocharger.

Page 255
Test 2 Checking Code 2-9 Failure Test 5 Checking Code 2-9 Failure
Mode Identifier (FMI) Mode Identifier (FMI) with the IATH
1. Check the Failure Mode Identifier (FMI) Sensor Disconnected
using a diagnostic computer. 1. Turn the ignition key OFF.
test Test 4 Checking the IATH Sensor 2. Disconnect the Intake Air Temperature and
Reference Voltage Line on page 256. Humidity (IATH) Sensor.
If the FMI is 3 (voltage high), go to test Test 3. Turn the ignition key ON.
5 Checking Code 2-9 Failure Mode 4. Check the Failure Mode Identifier (FMI)
Identifier (FMI) with the IATH Sensor using a diagnostic computer.
Disconnected on page 256.
Test 4 Checking the IATH Sensor Checking the IATH Sensor Reference
Reference Voltage Line Voltage Line on page 257.
330
Test 8 Checking the IATH Sensor

Signal Line for a Short Circuit to
Ground
331
Figure 330

4. Measure the voltage between IATH Sensor Figure 331
harness connector pin A (reference voltage
line) and a good ground (see Figure 330). 1. Turn the ignition key OFF.
If the measured voltage is greater than 2. Disconnect the EECU.
IATH Sensor Signal Line for a Short Circuit 3. Check for continuity between IATH Sensor
to Ground on page 256. harness connector pin B (signal line) and a
4.9 volts, go to test Test 9 Checking the If there is NO continuity, go to test Test 16
Harness for Continuity in the IATH Sensor Checking the Harness for Continuity in
Reference Voltage Line on page 257. the IATH Sensor Signal Line on page 258.
If continuity exists, locate and repair the
short circuit to ground in the IATH Sensor
signal line.
Page 256
Continuity in the IATH Sensor Sensor Reference Voltage Line
Reference Voltage Line 333
332
Figure 333

Figure 332
4. Measure the voltage between the Intake Air
1. Turn the ignition key OFF. harness connector pin A (reference voltage
2. Disconnect Engine Electronic Control Unit If the measured voltage is less than
(EECU) connector J2. 5.25 volts, go to test Test 20 Checking
3. Check for continuity between the Intake Air the IATH Sensor Return Line for a Short
Temperature and Humidity (IATH) Sensor Circuit on page 259.
harness connector pin A (reference voltage If the measured voltage is greater than
line) and EECU harness connector J2 pin 30 5.25 volts, go to test Test 21 Checking
(see Figure 332). the Harness for a Pin to Pin Short Circuit in
If continuity exists, go to test Test 18 the IATH Sensor Reference Voltage Line on
Checking the Harness for a Pin to Pin Short page 260.
in the IATH Sensor Reference Voltage Line
on page 259.
Page 257
a Pin to Pin Short Circuit Continuity in the IATH Sensor
334 Signal Line
335
Figure 334

Figure 335
connector J2 pin 47 (signal line) and all 1. Turn the ignition key OFF.
J2, and J3 (see Figure 334). 2. Disconnect the Intake Air Temperature and
a short circuit. 3. Disconnect Engine Electronic Control Unit
If continuity exists or if there is a visual short, (EECU) connector J2.
repair the short circuit to the signal line. 4. Check for continuity between IATH Sensor
If there is NO continuity or visual short, harness connector pin B (signal line) and
replace the EECU. EECU harness connector J2 pin 47 (see
Figure 335).
page 260.
circuit in the harness signal line.
Page 258
a Pin to Pin Short in the IATH Sensor Return Line for a Short
Sensor Reference Voltage Line Circuit
336 337
2. Disconnect the Intake Air Temperature and 2. Disconnect the Intake Air Temperature and
Humidity (IATH) Sensor. Humidity (IATH) Sensor.
3. Disconnect Engine Electronic Control Unit 3. Turn the ignition key ON.
4. Check for continuity between EECU harness harness connector pin C (ground line) and a
connector J2 pin 30 (reference voltage line) good ground (see Figure 337).
and all other pins in EECU harness If the measured voltage is 0.5 volts or less,
connectors J1, J2, and J3 (see Figure 336). go to test Test 40 Checking the IATH
5. Visually check EECU connector J2 pin 30 for Sensor Return Line for an Open Circuit on
a short circuit. page 260.
If continuity exists or if there is a visual short, If the measured voltage is greater than
repair the short circuit to the reference 0.5 volts, go to test Test 41 Checking the
voltage line. Harness for a Pin to Pin Short in the IATH
replace the EECU.
Page 259
a Pin to Pin Short Circuit in the IATH Sensor Connector
Sensor Reference Voltage Line
338

1. Visually inspect both sides of the Intake Air

2. If any of the pins feel loose, replace the IATH
Sensor.
Connector for an Open Circuit on page 261.

Figure 338
Sensor Return Line for an Open
1. Turn the ignition key OFF. Circuit
2. Disconnect Engine Electronic Control Unit 339
connectors J1, J2, and J3 (see Figure 338).
a short circuit.
voltage line.
replace the EECU. Figure 339

harness connector pin C (ground line) and a
page 261.
Checking the Harness for an Open IATH
Page 260
a Pin to Pin Short in the IATH Connector for an Open Circuit
Sensor Return Line 1. Visually inspect both sides of Engine
340 Electronic Control Unit (EECU) connector J2
pins 30, 47, and 83 for a repairable open.
If the pins are making good contact, replace
the Intake Air Temperature and Humidity
(IATH) Sensor.

Sensor Connector

Figure 340 pin snugness are in good condition.
1. Turn the ignition key OFF. 1. Visually inspect both sides of the Intake Air
2. Disconnect Engine Electronic Control Unit Temperature and Humidity (IATH) Sensor
(EECU) connectors J1, J2, and J3. connector for a repairable open.
3. Disconnect the Intake Air Temperature and 2. If any of the pins feel loose, replace the IATH
Humidity (IATH) Sensor. Sensor.
4. Check for continuity between EECU harness replace the Intake Air Temperature and
connector J2 pin 83 (ground line) and all Humidity (IATH) Sensor.
J2, and J3 (see Figure 340).
a short circuit.
repair the short circuit to the ground line.
replace the EECU.
Page 261
an Open IATH Sensor Return Line Connector for an Open IATH Sensor
341 Return Line
line.
EECU.
Figure 341

harness connector pin C (ground line) and
Figure 341).
IATH Sensor Return Line on page 262.
Page 262
BLINK CODE 3-1
BLINK CODE 3-1
BLINK CODE 3-1 EXHAUST TEMPERATURE (ET) SENSOR
342
Figure 342 Exhaust Temperature (ET) Sensor Circuit
Location: The Exhaust Temperature (ET) Sensor

is located in the exhaust pipe, just downstream
from the turbocharger.
code 3-1 will set with an FMI of 4, if the Vehicle
Electronic Control Unit (VECU) senses that the
engine has been running at greater than 30%
load for at least 60 seconds and the exhaust
temperature is less than 100F (82C) for
2 seconds. If the engine load drops to less than
30% after code 3-1 has set, the code will remain
active. If the engine load remains greater than
Circuit Description: The Exhaust Temperature
30% and the ET Sensor output voltage returns to
(ET) Sensor is a thermocouple. The output
normal for 2 seconds, the fault code will become
voltage of the ET Sensor increases with an
inactive. The Electronic Malfunction Lamp (EML)
increase in exhaust temperature. The Vehicle
will turn on and code 3-1 will set with an FMI of 3,
Electronic Control Unit (VECU) monitors the
if the Vehicle Electronic Control Unit (VECU)
voltage output of the ET Sensor and compares it
receives an ET Sensor signal greater than
to the output voltage of an internal reference
4.3 volts for 2 seconds.
thermocouple. By comparing the two voltages,
the VECU calculates the temperature of the
Normal ET Sensor Parameters: The Exhaust
engine exhaust gasses. The VECU places
Temperature (ET) Sensor has an output voltage
exhaust temperature information on the J1587
of 8.3 mvolts at 400F (204C) and 27 mvolts at
serial data lines for use by other control units and
1200F (649C).
to warn the driver of high exhaust temperatures.
Page 263
BLINK CODE 3-1
Test 2 Checking for Sensor
Continuity
Blink code 3-1 can be enabled and disabled in 343
the Optional Parameters section of the Vehicle
Electronic Control Unit (VECU) OEM Data area. If
an Exhaust Temperature (ET) Sensor is NOT
installed in the vehicle, contact Mack Trucks
Service Engineering Division to have blink
code 3-1 diagnostics disabled in the Chassis
Data file. Download the updated file and
reprogram the VECU.
If a new tractor is delivered with the Electronic

Malfunction Light on and blink code 3-1 active, it
may be necessary to connect a trailer to the
vehicle to establish the 30% load needed to Figure 343
deactivate the fault and clear the code.
2. Disconnect the Exhaust Temperature (ET)
Test 1 Checking for Code 3-1 Sensor harness connector.
1. Verify that code 3-1 is set. 3. Check for continuity between the terminals
If code 3-1 is set, go to test Test 2 of the ET Sensor (see Figure 343).
Checking for Sensor Continuity on page If continuity exists between the terminals of
264. the ET Sensor, go to test Test 4
If code 3-1 is NOT set, wiggle the harness Checking for a Short Circuit to Ground in the
and connectors to try to set the code. Sensor on page 265.
Visually inspect the Exhaust Temperature If there is NO continuity between the
(ET) Sensor connector and wires for poor terminals of the ET Sensor, replace the
connections. sensor.
Page 264
BLINK CODE 3-1
Test 4 Checking for a Short Test 8 Checking for an Open ET
Circuit to Ground in the Sensor Sensor Harness
344 345
Figure 344

Sensor connector.
Figure 345
the ET Sensor and a good ground (see
Figure 344).
If continuity exists, replace the ET Sensor.
Sensor connector.
Checking for an Open ET Sensor Harness
on page 265. 3. Disconnect connector J2 from the Vehicle
Electronic Control Unit (VECU).
4. Connect a jumper between VECU harness
connector J2 pins 7 and 8 (see Figure 345).
5. Check for continuity between pins 1 and 2 of
the ET Sensor harness connector.
Line on page 266.
Locating the Open Circuit on page 266.
Page 265
BLINK CODE 3-1
Test 16 Checking for Voltage on Test 17 Locating the Open Circuit
the Sensor Return Line 347
346
Figure 347
Figure 346
1. Turn the ignition key OFF. 2. Disconnect the Exhaust Temperature (ET)
2. Disconnect the Exhaust Temperature (ET) Sensor connector.
Sensor connector. 3. Disconnect connector J2 from the Vehicle
3. Disconnect connector J2 from Vehicle Electronic Control Unit (VECU).
Electronic Control Unit (VECU). 4. Check for continuity between Exhaust
4. Turn the ignition key ON. Temperature (ET) Sensor harness
connector pin 2 and Vehicle Electronic
5. Measure the voltage between VECU Control Unit (VECU) connector J2 pin 8 (see
connector J2 pin 8 and a good ground (see Figure 347).
If there is less than 0.5 volts present, go to the open circuit in the ET Sensor return line
test Test 32 Checking for Voltage on the (VJ2-8-0.8).
Sensor Signal Line on page 267. If continuity exists between VECU connector
If there is greater than 0.5 volts present, J2 pin 8 and ET Sensor harness connector
there is a short to voltage on the sensor pin 2, the open circuit is in the signal side of
return line. Locate and repair the short the circuit. Locate and repair the open circuit
circuit to voltage. in the ET Sensor signal line between VECU
harness connector J2 pin 7 and ET harness
connector pin 1.
Page 266
BLINK CODE 3-1
the Sensor Signal Line Circuit to Ground in the Sensor
348 Signal Line
349
Figure 348
Figure 349
2. Disconnect the Exhaust Temperature (ET) 1. Turn the ignition key OFF.
Sensor connector. 2. Disconnect the Exhaust Temperature (ET)
3. Disconnect connector J2 from Vehicle Sensor connector.
Electronic Control Unit (VECU). 3. Disconnect connector J2 from the Vehicle
4. Turn the ignition key ON. Electronic Control Unit (VECU).
5. Measure the voltage between VECU 4. Check for continuity between Vehicle
connector J2 pin 7 and a good ground (see Electronic Control Unit (VECU) connector J2
Figure 348). pin 7 and a good ground (see Figure 349).
If there is less than 0.5 volts present, go to If continuity exists, locate and repair the
test Test 64 Checking for a Short Circuit short circuit in the ET Sensor signal line.
to Ground in the Sensor Signal Line on If there is NO continuity, go to test Test 128
page 267. Checking for a Pin to Pin Short in the
If there is greater than 0.5 volts present, Harness on page 268.
there is a short circuit to voltage on the
sensor signal line. Locate and repair the
Page 267
BLINK CODE 3-1
Short in the Harness Circuit at the VECU Connector
350
2. Install a known good ET Sensor.
VECU.
4. Run the engine at greater than 30% load.
VECU and connectors J1, J2, and J3 for dirt,
VECU and retest the system.
problem was in the ET Sensor.
Figure 350

2. Disconnect the ET Sensor connector.
3. Disconnect VECU connectors J1, J2, and
J3.
4. Check for continuity between VECU harness
connector J2 pins 7 and 8, versus all other
pins on VECU connectors J1, J2, and J3
(see Figure 350).
If continuity exists, repair or replace VECU
connector J2.
Checking for a Short Circuit at the VECU
Page 268
(ASET IEGR ENGINE)
351
Figure 351 Engine Speed/Timing (RPM/TDC) Sensor Circuit (ASET IEGR Engine)
Code Setting Conditions: If the Engine

Electronic Control Unit (EECU) calculates a
significant difference between the Engine
When performing electrical tests, wiggle the wires Speed/Timing (RPM/TDC) Sensor input signal
and connectors to find intermittent problems. and the Engine Position (EP) Sensor input signal
for more than 1 second, the EECU will turn on the
Electronic Malfunction Lamp (EML) and code 3-2
Failure Mode Identifier (FMI): 2 (Data Erratic) or
will set, with an FMI of 2 or 8. If the engine speed
8 (Abnormal Frequency)
signals agree for more than 1 second, the fault
will become inactive. The engine and tachometer
will continue to operate when code 3-2 is set
because the EECU will use the Engine Position
(EP) Sensor signal to calculate engine speed.
Circuit Description: The Engine Speed/Timing
(RPM/TDC) Sensor is an inductive sensor that
detects FMIs 3, 4 & 5 only when the engine is
will generate a variable voltage signal when the
stopped, and the key is in the ON position.
sensors magnetic field is excited. The Engine
Speed/Timing (RPM/TDC) Sensor is installed
near the flywheel. When the engine is running the
flywheels teeth rotate past the sensors tip and
voltage pulses are generated. The Engine
frequency of the signal generated by the
RPM/TDC Sensor and calculates the engine
RPM. The air gap between the sensor tip and the
flywheel teeth can influence the sensors output
signal and should be checked if code 3-2 is set or
is setting intermittently.
Location: The Engine Speed/Timing (RPM/TDC)

on the flywheel housing.
Page 269
Test 2 Checking for an Open or
Short in the Sensor
Electrical problems can cause this fault to be 352
generated, and electrical diagnostics are
provided in this section. Mechanical problems
can also cause temporary or permanent speed
signal errors. After all electrical possibilities have
been ruled out, check mechanical conditions that
could cause vibration or signal errors. Such
conditions include but are not limited to:
Faulty Engine Vibration Damper
Contaminated sensor tips
Missing or chipped gear teeth
Improperly installed Flywheel Ring Gear
Incorrect Flywheel
Contaminated Flywheel Ring Gear Figure 352
Improperly adjusted sensor
Excessive Driveshaft backlash
2. Disconnect the Engine Speed/Timing
Improperly balanced engine components. (RPM/TDC) Sensor.
3. Measure the resistance between terminals 1
and 2 on the sensor side of the Engine
Test 1 Checking for Blink Speed/Timing (RPM/TDC) Sensor harness
Code 3-2 connector (see Figure 352).
If the resistance is correct (see table below),
If code 3-2 is set, go to test Test 2 Ground in the Sensor on page 271.
Checking for an Open or Short in the
If the resistance is NOT correct, check the
Sensor on page 270.
Engine Speed/Timing (RPM/TDC) Sensor
If code 3-2 is not set, wiggle the harness and pigtail connector and wiring for damage. If
connectors to try to set the code. the connector and wiring are NOT damaged,
replace the Engine Speed/Timing
(RPM/TDC) Sensor.
Ambient Temperature Sensor Resistance

Less than 68F (20C) 650946 ohms
68F (20C) 774946 ohms
Greater than 68F (20C) 7741300 ohms
Page 270
Ground in the Sensor Circuit to Voltage in the Sensor
353 Signal Line
354
Figure 353

(RPM/TDC) Sensor connector.
3. On the sensor side of the harness
connector, check for continuity between
pin 1 and a good ground. Also check for Figure 354
continuity between pin 2 and a good ground
(see Figure 353). 1. Turn the ignition key OFF.
If continuity exists between either pin and 2. Disconnect connector J1 from the Engine
ground, replace the sensor. Electronic Control Unit (EECU).
If there is NO continuity, go to test Test 8 3. Turn the ignition key ON.
Sensor Signal Line on page 271. 4. Measure the voltage between EECU
Figure 354).
a Short Circuit to Voltage in the Sensor
a Pin to Pin Short Circuit to Voltage on page
272.
Page 271
Circuit to Voltage in the Sensor Short Circuit to Voltage
Return Line 356
355
Figure 356
Figure 355
1. Turn the ignition key OFF. 2. Disconnect connectors J1 and J2 from the
2. Disconnect connector J1 from the EECU. EECU.
3. Turn the ignition key ON. 3. Check for continuity between EECU
4. Measure the voltage between EECU EECU connectors J1 and J2 (see
Figure 355). If continuity exists between pin 30 and any
If the measured voltage is less than other pin, pin 30 is shorted to one of the
0.5 volts, go to test Test 32 Checking for other EECU circuits. Locate and repair the
a Short to Ground on page 273. short circuit to voltage in the connector.
If the measured voltage is greater than If there is NO continuity, the sensor signal
0.5 volts, go to test Test 33 Isolating the line is shorted to voltage somewhere else in
Short Circuit to Voltage on page 273. the harness. Locate and repair the short to
voltage.
Page 272
Test 32 Checking for a Short to Test 33 Isolating the Short Circuit
Ground to Voltage
357 358
2. Disconnect EECU connector J1. 2. Disconnect connectors J1 and J2 from the
EECU.
(RPM/TDC) Sensor. 3. Check for continuity between EECU
4. Check for continuity between EECU
connector J1 pin 30 and a good ground and
Figure 358).
between EECU connector J1 pin 31 and a
good ground (see Figure 357). If continuity exists between pin 31 and any
other pin, pin 31 is shorted to one of the
other EECU circuits. Locate and repair the
Checking for a Pin to Pin Short Circuit in
short to voltage.
the Harness on page 274.
If NO continuity exists, the signal return line
If there is continuity to ground on either
is shorted to voltage somewhere else in the
circuit, go to test Test 65 Isolating the
Short Circuit to Ground on page 274.
voltage.
Page 273
Test 64 Checking for a Pin to Pin Test 65 Isolating the Short Circuit
Short Circuit in the Harness to Ground
359 360
2. Disconnect the Engine Speed/Timing 2. Disconnect the Engine Speed/Timing
(RPM/TDC) Sensor. (RPM/TDC) Sensor.
3. Disconnect EECU connectors J1 and J2. 3. Disconnect EECU connectors J1 and J2.
4. Check for continuity between EECU 4. Check for continuity between the circuit
connector J1 pins 30 and 31 versus all other (connector J1 pin 30 or 31) that showed
pins on EECU connectors J1 and J2 (see continuity in test 32 and all other pins on
Figure 359). EECU connectors J1 and J2 (see Figure
If there is NO continuity, go to test Test 128 360).
Checking for an Open Circuit in the If continuity exists, the suspect pin is shorted
Harness on page 275. to one of the other EECU circuits. Locate
If continuity exists between pin 30 or pin 31 and repair the short circuit.
and any other pin, the suspect pin is shorted If there is NO continuity, the suspect pin is
to one of the other EECU circuits. Locate shorted to ground somewhere else in the
and repair the short circuit. harness. Locate and repair the short circuit.
Page 274
Test 128 Checking for an Open Test 256 Checking for an Open
Circuit in the Harness Circuit at the Sensor End of the
361 Harness
362
Figure 361
Figure 362
2. Disconnect the Engine Speed/Timing 1. Turn the ignition key OFF.
(RPM/TDC) Sensor connector. 2. Connect the Engine Speed/Timing
3. Disconnect EECU connector J1. (RPM/TDC) Sensor.
4. Connect a jumper between EECU connector 3. Disconnect EECU connector J1.
J1 pin 30 and EECU connector J1 pin 31. 4. Measure the resistance between EECU
5. Check for continuity between pins 1 and 2 connector J1 pins 30 and 31 (see
on the harness side of the Engine Figure 362).
Speed/Timing (RPM/TDC) Sensor If the resistance is between 650 and
connector (see Figure 361). 1300 ohms, go to test Test 512 Checking
If continuity exists, go to test Test 256 for a Faulty EECU or a Loose EECU
Checking for an Open Circuit at the Sensor Connector on page 276.
End of the Harness on page 275. If the resistance is not within this range,
If there is NO continuity, go to test Test 257 there is an open circuit or high resistance
Checking for an Open Circuit in the connection at the sensor harness connector.
RPM/TDC Sensor Harness on page 276. Repair the connector if possible, otherwise,
replace the sensor.
Page 275
Test 257 Checking for an Open Test 512 Checking for a Faulty
Circuit in the RPM/TDC Sensor EECU or a Loose EECU Connector
Harness
363
Before replacing the Engine Control Unit (EECU),

check the sensor for proper adjustment. Refer to
the Mack ASET Engine Service Procedures
Manual for the installation and adjustment
procedure and shim part numbers.

2. Connect the Engine Speed/Timing Sensor
connector.
3. Connect EECU connectors J1 and J2.
Engine Electronic Control Unit (EECU) and
connectors for dirt, loose or broken pins, or
evident, or they are not repairable, replace
the EECU and retest the system.
Figure 363
proper connections.
3. Connect a jumper between EECU connector
J1 pin 30 and EECU connector J2 pin 12.
4. Check for continuity between RPM/TDC
Sensor harness connector pin 1 and a good
If continuity exists, there is an open in the
RPM/TDC Sensor return line. Locate and
repair the open.
If there is NO continuity, select another
chassis ground and re-check. If there is still
NO continuity, repair the open in the
RPM/TDC Sensor signal line.
Page 276
(ASET CEGR ENGINE)
364
Figure 364 Engine Speed/Timing (RPM/TDC) Sensor Circuit (ASET CEGR Engine)
RPM/TDC Sensor and calculates the engine

RPM. The air gap between the sensor tip and the
When performing electrical tests, wiggle the wires signal and should be checked if code 3-2 is set or
and connectors to find intermittent problems. is setting intermittently.
Location: The Engine Speed/Timing (RPM/TDC)

Failure Mode Identifier (FMI): 2 (Data Erratic),
3 (Shorted High), 4 (Shorted Low), 5 (Open) or
on the flywheel housing.
8 (Abnormal Frequency)
significant difference between the Engine
Speed/Timing (RPM/TDC) Sensor input signal
and the Engine Position (EP) Sensor input signal
Circuit Description: The Engine Speed/Timing
(RPM/TDC) Sensor is an inductive sensor that
will generate a variable voltage signal when the
will set. If the engine speed signals agree for
sensors magnetic field is excited. The Engine
more than 1 second, the fault will become
Speed/Timing (RPM/TDC) Sensor is installed
inactive. The engine and tachometer will continue
near the flywheel. When the engine is running the
to operate when code 3-2 is set because the
flywheels teeth rotate past the sensors tip and
EECU will use the Engine Position (EP) Sensor
voltage pulses are generated. The Engine
signal to calculate engine speed.
frequency of the signal generated by the
Page 277
Short in the Sensor
Missing or chipped gear teeth
Improperly installed Flywheel Ring Gear
Incorrect Flywheel
Contaminated Flywheel Ring Gear Figure 365
Excessive Driveshaft backlash
Improperly balanced engine components. (RPM/TDC) Sensor.
and 2 on the sensor side of the Engine
Speed/Timing (RPM/TDC) Sensor harness
FMI 3, 4 and 5 will only be seen as active with the connector (see Figure 365).
engine OFF. In all cases the Blink Code 3-2 FMI If the resistance is correct (see table below),
will change to 2 when the engine is started. go to test Test 4 Checking for a Short to
Ground in the Sensor on page 279.
Test 1 Checking for Blink Engine Speed/Timing (RPM/TDC) Sensor
pigtail connector and wiring for damage. If
Code 3-2 the connector and wiring are NOT damaged,
1. Verify that code 3-2 is set. replace the Engine Speed/Timing
(RPM/TDC) Sensor.
Sensor on page 278.
connectors to try to set the code. 68F (20C) 774946 ohms
Page 278
Ground in the Sensor Circuit to Voltage in the Sensor
366 Signal Line
367
Figure 366

3. On the sensor side of the harness
connector, check for continuity between
pin 1 and a good ground. Also check for Figure 367
continuity between pin 2 and a good ground
(see Figure 366). 1. Turn the ignition key OFF.
If continuity exists between either pin and 2. Disconnect connectors J1 and J2 from the
ground, replace the sensor. Engine Electronic Control Unit (EECU).
Sensor Signal Line on page 279. 4. Measure the voltage between EECU
Figure 367).
a Short Circuit to Voltage in the Sensor
a Pin to Pin Short Circuit to Voltage on page
280.
Page 279
Circuit to Voltage in the Sensor Short Circuit to Voltage
Return Line 369
368
Figure 369
Figure 368
2. Disconnect connectors J1 and J2 from the EECU.
EECU. 3. Check for continuity between EECU
3. Turn the ignition key ON. connector J2 pin 56 and all other pins on
4. Measure the voltage between EECU Figure 369).
connector J2 pin 55 and a good ground (see If continuity exists between pin 56 and any
Figure 368). other pin, pin 56 is shorted to one of the
If the measured voltage is less than other EECU circuits. Locate and repair the
0.5 volts, go to test Test 32 Checking for short circuit to voltage in the connector.
a Short Circuit to Ground on page 281. If there is NO continuity, the sensor signal
If the measured voltage is greater than line is shorted to voltage somewhere else in
0.5 volts, go to test Test 33 Isolating the the harness. Locate and repair the short to
Short Circuit to Voltage on page 281. voltage.
Page 280
Test 32 Checking for a Short Test 33 Isolating the Short Circuit
Circuit to Ground to Voltage
370 371
Figure 371

EECU.
Figure 370 connector J2 pin 55 and all other pins on
1. Turn the ignition key OFF. Figure 371).
2. Disconnect EECU connector J1. If continuity exists between pin 55 and any
3. Disconnect the Engine Speed/Timing other EECU circuits. Locate and repair the
(RPM/TDC) Sensor. short circuit to voltage.
4. Check for continuity between EECU If NO continuity exists, the return line is
connector J2 pin 56 and a good ground and shorted to voltage somewhere else in the
between EECU connector J2 pin 55 and a harness. Locate and repair the short circuit
good ground (see Figure 370). to voltage.
Checking for a Pin to Pin Short Circuit in
If there is continuity to ground on either
circuit, go to test Test 65 Isolating the
Short Circuit to Ground on page 282.
Page 281
Short Circuit in the Harness to Ground
372 373
2. Disconnect the Engine Speed/Timing 2. Disconnect the Engine Speed/Timing
(RPM/TDC) Sensor. (RPM/TDC) Sensor.
pins on EECU connectors J1 and J2 (see continuity in test 32 and all other pins on
Figure 372). EECU connectors J1 and J2 (see
If there is NO continuity, go to test Test 128 Figure 373).
If continuity exists between pin 55 or pin 56 and repair the short circuit.
and any other pin, the suspect pin is shorted If there is NO continuity, the suspect pin is
to one of the other EECU circuits. Locate shorted to ground somewhere else in the
and repair the short circuit. harness. Locate and repair the short circuit.
Page 282
Circuit in the Harness Circuit at the Sensor End of the
374 Harness
375
Figure 374
Figure 375
(RPM/TDC) Sensor connector. 2. Connect the Engine Speed/Timing
3. Disconnect EECU connector J2. (RPM/TDC) Sensor.
4. Connect a jumper between EECU connector 3. Disconnect EECU connector J2.
J2 pin 56 and EECU connector J2 pin 55. 4. Measure the resistance between EECU
5. Check for continuity between pins 1 and 2 connector J2 pins 55 and 56 (see
on the harness side of the Engine Figure 375).
Speed/Timing (RPM/TDC) Sensor If the resistance is between 650 and
connector (see Figure 374). 1300 ohms, go to test Test 512 Checking
If continuity exists, go to test Test 256 for a Faulty EECU or a Loose EECU
Checking for an Open Circuit at the Sensor Connector on page 284.
End of the Harness on page 283. If the resistance is not within this range,
If there is NO continuity, go to test Test 257 there is an open circuit or high resistance
Checking for an Open Circuit in the connection at the sensor harness connector.
RPM/TDC Sensor Harness on page 284. Repair the connector if possible, otherwise,
replace the sensor.
Page 283
Circuit in the RPM/TDC Sensor EECU or a Loose EECU Connector
Harness
376

Manual for the installation and adjustment

2. Connect the Engine Speed/Timing Sensor
connector.
Engine Electronic Control Unit (EECU) and
connectors for dirt, loose or broken pins, or
the EECU and retest the system.
proper connections.
Figure 376

4. Check for continuity between RPM/TDC
Sensor harness connector pin 1 and a good
RPM/TDC Sensor return line. Locate and
repair the open.
NO continuity, repair the open in the
RPM/TDC Sensor signal line.
Page 284
(ASET IEGR ENGINE)
377
Figure 377 Redundant Engine Speed Monitoring Circuits (ASET IEGR Engine)
This fault is generally caused by a mechanical

failure or an intermittent wiring or sensor failure.
Code 3-3 can only be set or cleared while the
When performing electrical tests, wiggle the wires engine is running.
and connectors to find intermittent problems.
Test 1 Attempt to Set Blink

Failure Mode Identifier (FMI): 2 (Data Erratic)
Code 3-3
Parameter Identification (PID): P190 1. With the engine running, attempt to set
code 3-3.
Circuit Description: The Engine Electronic Attempt to Make Blink Code 3-3 Go Inactive
Control Unit (EECU) monitors the frequency of on page 285.
the signals generated by the Engine If code 3-3 is not set, wiggle the harness and
Speed/Timing (RPM/TDC) Sensor and the connectors to try to set the code. If the code
Engine Position (EP) Sensor. The EECU will not set, go to test Test 3 Checking
continually calculates engine speed using each the Sensors for Debris and Physical
signal as input, then compares these values. Damage on page 286.

Test 2 Attempt to Make Blink
difference of more than 200 RPM between the Code 3-3 Go Inactive
Engine Speed/Timing (RPM/TDC) Sensor and
the Engine Position (EP) Sensor outputs for more 1. With the engine running and blink code 3-3
than 1 second, the EECU will turn on the set, wiggle the harness and connectors.
Electronic Malfunction Lamp (EML) and code 3-3 If code 3-3 goes inactive, go to test Test 4
will set. If the engine speed signal returns to Checking for a Damaged RPM/TDC
within 200 RPM of the Engine Position (EP) Sensor Harness on page 286.
Sensor input signal for more than 1 second, the If code 3-3 does NOT go inactive, go to test
fault will become inactive. Test 5 Checking the Sensors for Debris
and Physical Damage on page 286.
Page 285
Test 3 Checking the Sensors for 3. Disconnect Engine Electronic Control Unit
Debris and Physical Damage
4. Have a helper wiggle the harness while you
1. Turn the engine OFF. check for continuity between RPM/TDC
2. Disconnect the Engine Speed/Timing Sensor connector pin 1 and EECU
(RPM/TDC) Sensor and the Engine Position connector J1 pin 30 and between RPM/TDC
(EP) Sensor harness connectors. Sensor connector pin 2 and EECU
connector J1 pin 31 (see Figure 378).
3. Remove the sensors from the vehicle. If continuity is lost during the check, locate
4. Inspect the sensors for physical damage and and repair the intermittent open circuit in the
for dirt or debris on the sensor tips. Engine Speed/Timing (RPM/TDC) Sensor
If no physical damage, dirt, or debris are harness.
found, go to test Test 6 Checking the If continuity is NOT lost, go to test Test 8
Ring Gear and Camshaft Gear for Physical Checking for a Damaged Engine Position
Damage on page 286. (EP) Sensor Harness on page 287.
If either sensor shows any sign of physical
damage, replace the sensor. Test 5 Checking the Sensors for
If either sensor shows any sign of dirt or
debris on the sensor tip, clean and reinstall
Debris and Physical Damage
the sensors. 1. Turn the engine OFF.
Test 4 Checking for a Damaged (RPM/TDC) Sensor and the Engine Position
RPM/TDC Sensor Harness (EP) Sensor harness connectors.
378
3. Remove the sensors from the vehicle.
4. Inspect the sensors for physical damage and
for dirt or debris on the sensor tips.
If no physical damage, dirt, or debris are
found, go to test Test 10 Checking the
Ring Gear and Camshaft Gear for Physical
Damage on page 287.
damage, replace the sensor.
the sensors.
Test 6 Checking the Ring Gear

and Camshaft Gear for Physical
Damage
1. Inspect the flywheel ring gear and the
camshaft gear for physical damage.
If no physical damage is found, go to test
Figure 378 Test 12 Checking the Sensor Air Gaps
on page 287.
1. Turn the ignition key OFF. If any physical damage is found, replace the
2. Disconnect the Engine Speed/Timing damaged component.
Page 286
Test 8 Checking for a Damaged Test 10 Checking the Ring Gear
Engine Position (EP) Sensor and Camshaft Gear for Physical
Harness Damage
379
camshaft gear for physical damage.
If NO physical damage is found, go to test
Test 20 Checking the Sensor Air Gaps
on page 288.
If any physical damage is found, replace the
damaged component.
Test 12 Checking the Sensor Air

Gaps
1. Check the air gap settings for the Engine
Speed/Timing (RPM/TDC) Sensor and the
Engine Position (EP) Sensor.
If the air gaps are set correctly, go to test
Test 24 Checking RPM/TDC Sensor
If either air gap was set incorrectly, reset the
air gap and retest the system.
Figure 379 Test 16 Checking the Harness

1. Turn the ignition key OFF. Connectors
2. Disconnect the Engine Position (EP) Sensor 1. Turn the ignition key OFF.
connector.
3. Disconnect Engine Electronic Control Unit EECU.
4. Have a helper wiggle the harness while you (RPM/TDC) Sensor and the Engine Position
check for continuity between Engine Position (EP) Sensor harness connectors.
(EP) Sensor connector pin 1 and EECU
4. Inspect the connectors for any sign of loose
connector J1 pin 18 and between Engine
or damaged pins.
Position (EP) Sensor connector pin 2 and
EECU connector J1 pin 19 (see If any loose or damaged pins are found,
Figure 379). repair or replace the appropriate connector.
If continuity is lost during the check, locate If NO loose or damaged pins are found,
and repair the intermittent open circuit in the contact Mack Trucks Service Engineering.
Engine Position (EP) Sensor harness.
If continuity is NOT lost, go to test Test 16
Checking the Harness Connectors on
page 287.
Page 287
Test 20 Checking the Sensor Air Test 40 Checking RPM/TDC
Gaps Sensor Resistance
1. Check the air gap settings for the Engine 381

Test 24 Checking RPM/TDC

Sensor Resistance
380
Figure 381

(RPM/TDC) Sensor harness connector.
3. Measure the resistance between sensor
terminals 1 and 2 (see Figure 381).
If the sensor resistance is correct (see table
below), go to test Test 80 Checking
Engine Position (EP) Sensor Resistance on
page 289.
If the sensor resistance is not correct,
Figure 380 replace the (RPM/TDC) Sensor.
1. Turn the ignition key OFF. Ambient Temperature Sensor Resistance

2. Disconnect the Engine Speed/Timing Less than 68F (20C) 650946 ohms
(RPM/TDC) Sensor harness connector. 68F (20C) 774946 ohms
3. Measure the resistance between sensor Greater than 68F (20C) 7741300 ohms
Engine Position (EP) Sensor Resistance on
page 289.
replace the (RPM/TDC) Sensor.

68F (20C) 774946 ohms
Page 288
Test 48 Checking Engine Position Test 80 Checking Engine Position
(EP) Sensor Resistance (EP) Sensor Resistance
382 383
2. Disconnect the Engine Position (EP) Sensor 2. Disconnect the Engine Position (EP) Sensor
harness connector. harness connector.
3. Measure the resistance between sensor 3. Measure the resistance between sensor
terminals 1 and 2 (see Figure 382). terminals 1 and 2 (see Figure 383).
If the sensor resistance is between 650 and If the sensor resistance is between 650 and
1300 ohms, contact Mack Trucks Service 1300 ohms, contact Mack Trucks Service
Engineering. Engineering.
If the sensor resistance is not 650 and If the sensor resistance is not 650 and
1300 ohms, replace the Engine Position 1300 ohms, replace the Engine Position
(EP) Sensor. (EP) Sensor.
Page 289
(ASET CEGR ENGINE)
384
Figure 384 Redundant Engine Speed Monitoring Circuits (ASET CEGR Engine)

Electronic Control Unit (EECU) calculates an
engine speed greater than 2350 RPM from either
When performing electrical tests, wiggle the wires the Engine Speed/Timing (RPM/TDC) Sensor
and connectors to find intermittent problems. signal or the Engine Position (EP) Sensor signal
will set. If the engine speed calculation returns to
less than 2350 RPM for more than 1 second, the
fault will become inactive.
Circuit Description: The Engine Electronic

Control Unit (EECU) monitors the frequency of This fault is generally caused by an engine
the signals generated by the Engine overspeed. If code 3-3 is active at normal engine
Speed/Timing (RPM/TDC) Sensor and the speeds, perform the following diagnostic routine.
Engine Position (EP) Sensor. The EECU If code 3-3 is NOT active, clear the code and test
continually calculates engine speed using each drive the vehicle to attempt to set the code.
signal as input, then compares these values. Code 3-3 can only be set or cleared while the
engine is running.
Page 290
Test 1 Attempt to Set Blink Test 4 Checking for a Damaged
Code 3-3 RPM/TDC Sensor Harness
1. With the engine running, attempt to set 385
code 3-3.
Attempt to Make Blink Code 3-3 Go Inactive
on page 291.
connectors to try to set the code. If the code
will not set, go to test Test 3 Checking
the Sensors for Debris and Physical
Damage on page 291.
Test 2 Attempt to Make Blink

Code 3-3 Go Inactive
1. With the engine running and blink code 3-3
set, wiggle the harness and connectors.
If code 3-3 goes inactive, go to test Test 4
Checking for a Damaged RPM/TDC
Sensor Harness on page 291.
If code 3-3 does NOT go inactive, go to test
Test 5 Checking the Sensors for Debris Figure 385
and Physical Damage on page 292.
Test 3 Checking the Sensors for 2. Disconnect the Engine Speed/Timing
Debris and Physical Damage (RPM/TDC) Sensor connector.
1. Turn the engine OFF. 3. Disconnect Engine Electronic Control Unit

(RPM/TDC) Sensor and the Engine Position 4. Have a helper wiggle the harness while you
(EP) Sensor harness connectors. check for continuity between RPM/TDC
Sensor connector pin 1 and EECU
3. Remove the sensors from the vehicle. connector J2 pin 56 and between RPM/TDC
4. Inspect the sensors for physical damage and Sensor connector pin 2 and EECU
for dirt or debris on the sensor tips. connector J2 pin 55 (see Figure 385).
If NO physical damage, dirt, or debris are If continuity is lost during the check, locate
found, go to test Test 6 Checking the and repair the intermittent open circuit in the
Ring Gear and Camshaft Gear for Physical Engine Speed/Timing (RPM/TDC) Sensor
Damage on page 292. harness.
If either sensor shows any sign of physical If continuity is NOT lost, go to test Test 8
damage, replace the sensor. Checking for a Damaged Engine Position
(EP) Sensor Harness on page 292.
the sensors.
Page 291
Test 5 Checking the Sensors for Test 8 Checking for a Damaged
Debris and Physical Damage Engine Position (EP) Sensor
1. Turn the engine OFF. Harness
386
(RPM/TDC) Sensor and the Engine Position
(EP) Sensor harness connectors.
3. Remove the sensors from the vehicle.
4. Inspect the sensors for physical damage and
for dirt or debris on the sensor tips.
If no physical damage, dirt, or debris are
found, go to test Test 10 Checking the
Ring Gear and Camshaft Gear for Physical
Damage on page 293.
damage, replace the sensor.
the sensors.
Test 6 Checking the Ring Gear

and Camshaft Gear for Physical
Damage
Figure 386
camshaft gear for physical damage. 1. Turn the ignition key OFF.
If NO physical damage is found, go to test 2. Disconnect the Engine Position (EP) Sensor
Test 12 Checking the Sensor Air Gaps connector.
on page 293.
If any physical damage is found, replace the 3. Disconnect Engine Electronic Control Unit
damaged component. (EECU) connector J2.
4. Have a helper wiggle the harness while you
check for continuity between Engine Position
(EP) Sensor connector pin 1 and EECU
connector J2 pin 76 and between Engine
Position (EP) Sensor connector pin 2 and
EECU connector J2 pin 75 (see
Figure 386).
If continuity is lost during the check, locate
and repair the intermittent open circuit in the
Engine Position (EP) Sensor harness.
If continuity is NOT lost, go to test Test 16
Checking the Harness Connectors on
page 293.
Page 292
Test 10 Checking the Ring Gear Test 20 Checking the Sensor Air
and Camshaft Gear for Physical Gaps
Damage 1. Check the air gap settings for the Engine
1. Inspect the flywheel ring gear and the Speed/Timing (RPM/TDC) Sensor and the
camshaft gear for physical damage. Engine Position (EP) Sensor.
If NO physical damage is found, go to test If the air gaps are set correctly, go to test
Test 20 Checking the Sensor Air Gaps Test 40 Checking RPM/TDC Sensor
on page 293. Resistance on page 294.
If any physical damage is found, replace the If either air gap was set incorrectly, reset the
damaged component. air gap and retest the system.
Test 12 Checking the Sensor Air Test 24 Checking RPM/TDC

Gaps Sensor Resistance
387
1. Check the air gap settings for the Engine
Test 16 Checking the Harness

Connectors
Figure 387
EECU.
(RPM/TDC) Sensor and the Engine Position
(EP) Sensor harness connectors.
(RPM/TDC) Sensor harness connector.
4. Inspect the connectors for any sign of loose
or damaged pins.
If any loose or damaged pins are found,
repair or replace the appropriate connector.
If NO loose or damaged pins are found, Engine Position (EP) Sensor Resistance on
contact Mack Trucks Service Engineering. page 294.
replace the (RPM/TDC) Sensor.

68F (20C) 774946 ohms
Page 293
Test 40 Checking RPM/TDC Test 48 Checking Engine Position
Sensor Resistance (EP) Sensor Resistance
388 389
2. Disconnect the Engine Speed/Timing 2. Disconnect the Engine Position (EP) Sensor
(RPM/TDC) Sensor harness connector. harness connector.
3. Measure the resistance between sensor 3. Measure the resistance between sensor
terminals 1 and 2 (see Figure 388). terminals 1 and 2 (see Figure 389).
If the sensor resistance is correct (see table If the sensor resistance is between 650 and
below), go to test Test 80 Checking 1300 ohms, contact Mack Trucks Service
Engine Position (EP) Sensor Resistance on Engineering.
page 295. If the sensor resistance is not 650 and
If the sensor resistance is not correct, 1300 ohms, replace the Engine Position
replace the (RPM/TDC) Sensor. (EP) Sensor.

68F (20C) 774946 ohms
Page 294
Test 80 Checking Engine Position
(EP) Sensor Resistance
390
Figure 390

2. Disconnect the Engine Position (EP) Sensor
harness connector.
If the sensor resistance is between 650 and
1300 ohms, contact Mack Trucks Service
Engineering.
If the sensor resistance is not 650 and
1300 ohms, replace the Engine Position
(EP) Sensor.
Page 295
BLINK CODE 3-4 ENGINE POSITION (EP) SENSOR
(ASET IEGR ENGINE)
391
Figure 391 Engine Position (EP) Sensor Circuit (ASET IEGR Engine)

Electronic Control Unit (EECU) senses a
significant difference between the engine speed
When performing electrical tests, wiggle the wires calculated from the Engine Position (EP) Sensor
and connectors to find intermittent problems. signal and the engine speed calculated from the
Engine Speed/Timing (RPM/TDC) Sensor for
2 seconds, the EECU will turn on the Electronic
Failure Mode Identifier (FMI): 2 (Data
Malfunction Light, and code 3-4 will set. If the
Erratic/Incorrect) or 8 (Abnormal Frequency)
signals return to normal for 2 seconds, the code
will become inactive. The engine must be running
to set an active Engine Position (EP) Sensor fault
code.
Circuit Description: The Engine Position (EP)

Sensor is an inductive device. As the camshaft
turns, the tip of the Engine Position (EP) Sensor
senses the seven holes in the camshaft drive
gear and sends a series of voltage pulses to the
frequency of the pulses is translated into engine
speed and position by the EECU. The EECU
uses this information along with the information
from Engine Speed/Timing (RPM/TDC) Sensor to
synchronize fuel injection.
Location: The Engine Position (EP) Sensor is

located on the lower right front of the engine, in
the timing gear cover.
Page 296
Short in the Sensor
Contaminated Cam Gear face
Excessive Camshaft end play
Improperly balanced engine components Figure 392
Faulty engine timing cover
Improper Camshaft-to-Crankshaft timing
2. Disconnect the Engine Position (EP) Sensor.
Refer to Service bulletin SB-221-037 for
procedures to diagnose mechanical causes of 3. Measure the resistance between terminals 1
code 3-4. and 2 on the Engine Position (EP) Sensor
(see Figure 392).
If the resistance is correct (see table below),
go to test Test 4 Checking for a Short
Circuit to Ground in the Sensor on page
Before replacing the engine timing cover in an 298.
attempt to rectify an intermittent code 3-4, install If the resistance is NOT correct, check the
the Engine Electronic Control Unit (EECU) in Engine Position (EP) Sensor pigtail
another truck built to similar specifications. Road connector and wiring for damage. If the
test the other truck and check for code 3-4. If connector and wiring are not damaged,
code 3-4 logs in the EECU while installed in the replace the Engine Position (EP) Sensor.
second truck, replace the EECU with a new one
and retest the system. Ambient Temperature Sensor Resistance
68F (20C) 774946 ohms
Sensor on page 297.
connectors to try to set the code.
Page 297
Circuit to Ground in the Sensor Circuit to Voltage in the Engine
393 Position (EP) Sensor Signal Line
394
Figure 393

connector.
pin 1 and a good ground and between
sensor pin 2 and a good ground (see Figure 394
Figure 393).
If continuity exists between either pin and
ground, replace the sensor. 2. Disconnect connector J1 from the Engine
If there is NO continuity, go to test Test 8 Control Unit (EECU).
Checking for a Short Circuit to Voltage in the 3. Disconnect the Engine Position (EP) Sensor
Engine Position (EP) Sensor Signal Line on connector.
page 298.
Figure 394).
a Short Circuit to Voltage in the Engine
Position (EP) Sensor Return Line on page
299.
0.5 volts, go to test Test 17 Isolating the
Page 298
Circuit to Voltage in the Engine to Voltage
Position (EP) Sensor Return Line 396
395
Figure 396
Figure 395
Figure 395). If continuity exists, pin 19 is shorted to one
If the measured voltage is less than of the other EECU circuits. Locate and repair
0.5 volts, go to test Test 32 Checking for the short circuit to voltage.
a Short Circuit to Ground on page 300. If there is NO continuity, the sensor return
0.5 volts, go to test Test 33 Isolating the the harness. Locate and repair the short
Short Circuit to Voltage in the Sensor Return circuit to voltage.
Line on page 300.
Page 299
Circuit to Ground to Voltage in the Sensor Return Line
397 398
2. Disconnect EECU connector J1. 2. Disconnect connectors J1 and J2 from the
EECU.
connector J1 pin 19 and a good ground. 4. Check for continuity between EECU
Check for continuity between EECU connector J1 pin 18 and all other pins on
connector J1 pin 18 and a good ground (see EECU connectors J1 and J2 (see
If there is NO continuity, go to test Test 64 If continuity exists between pin 18 and any
Checking for a Pin to Pin Short Circuit on other pin, pin 18 is shorted to one of the
page 301. other EECU circuits. Locate and repair the
If continuity exists to ground on either circuit,
go to test Test 65 Isolating the Short If there is NO continuity, the sensor return
Circuit to Ground on page 301. line is shorted to voltage somewhere else in
the harness. Locate and repair the short
circuit to voltage.
Page 300
Short Circuit to Ground
399 400
2. Disconnect the Engine Position (EP) Sensor. 2. Disconnect the Engine Position (EP) Sensor.
pins on EECU connectors J1 and J2 (see continuity in test 32, versus all other pins on
If continuity exists, the suspect pin is shorted and repair the short circuit.
to one of the other EECU circuits. Locate If there is NO continuity, the suspect circuit is
and repair the short circuit. shorted to ground somewhere else in the
harness. Locate and repair the short circuit.
Page 301
Test 128 Checking for an Open Test 256 Checking for an Open at
Circuit in the Harness the Sensor End of the Harness
401 402
Figure 402

2. Connect the Engine Position (EP) Sensor.
Figure 401 4. Measure the resistance between EECU

2. Disconnect the Engine Position (EP) Sensor ohms, go to test Test 512 Checking for a
connector. Faulty EECU or a Loose EECU Connector
3. Disconnect EECU connector J1. on page 303.
4. Connect a jumper between EECU connector If the resistance is not within this range, the
J1 pin 19 and EECU connector J1 pin 18. Engine Position (EP) Sensor has an open
circuit or a faulty connector. Repair the
5. Check for continuity between pins 1 and 2 connector if possible, otherwise, replace the
on the harness side of the Engine Position sensor.
(EP) Sensor connector (see Figure 401).
Checking for an Open at the Sensor End of
Checking for an Open in the Sensor
Return Line at the Engine EECU End of the
Page 302
Test 257 Checking for an Open in Test 512 Checking for a Faulty
the Sensor Return Line at the EECU or a Loose EECU Connector
Engine EECU End of the Harness
403

Manual (5-110) for the installation and adjustment

2. Connect the Engine Position (EP) Sensor
connector.
EECU and connectors for dirt, loose or
broken pins, or repairable damage. If no
problems are evident, or they are not
repairable, replace the EECU and retest the
system.
proper connections.
Figure 403

4. Check for continuity between pin 2 on the
harness side of the Engine Position (EP)
Sensor connector and a good ground (see
Figure 403).
EECU connector J1 pin 18 circuit. Locate
and repair the open circuit.
NO continuity, repair the open in the EECU
connector J1 pin 19 circuit.
Page 303
BLINK CODE 3-4 ENGINE POSITION (EP) SENSOR (ASET
CEGR ENGINE)
404
Figure 404 Engine Position (EP) Sensor Circuit (ASET CEGR Engine)
speed and position by the EECU. The EECU

uses this information along with the information
from Engine Speed/Timing (RPM/TDC) Sensor to
When performing electrical tests, wiggle the wires synchronize fuel injection.
Location: The Engine Position (EP) Sensor is
located on the lower right front of the engine, in
the timing gear cover.
Erratic/Incorrect), 3 (Shorted High), 4 (Shorted
Low), 5 (Open) or 8 (Abnormal Frequency)
Electronic Control Unit (EECU) senses a
significant difference between the engine speed
calculated from the Engine Position (EP) Sensor
signal and the engine speed calculated from the
Engine Speed/Timing (RPM/TDC) Sensor for
Circuit Description: The Engine Position (EP)
2 seconds, the EECU will turn on the Electronic
Sensor is an inductive device. As the camshaft
Malfunction Light, and code 3-4 will set. If the
turns, the tip of the Engine Position (EP) Sensor
signals return to normal for 2 seconds, the code
senses the seven holes in the camshaft drive
will become inactive. The engine must be running
gear and sends a series of voltage pulses to the
to set an active Engine Position (EP) Sensor fault
code.
frequency of the pulses is translated into engine
Page 304
Electrical problems can cause this fault to be If code 3-4 is set, go to test Test 2
generated, and electrical diagnostics are Checking for an Open or Short in the
provided in this section. Mechanical problems Sensor on page 305.
signal errors. After all electrical possibilities have If code 3-4 is not set, wiggle the harness and
been ruled out, check mechanical conditions that connectors to try to set the code.
conditions include but are not limited to: Test 2 Checking for an Open or
Faulty Engine Vibration Damper Short in the Sensor
Contaminated sensor tips 405
Contaminated Cam Gear face

Excessive Camshaft end play
Improperly balanced engine components
Faulty engine timing cover
Improper Camshaft-to-Crankshaft timing
Refer to Service bulletin SB-221-037 for
procedures to diagnose mechanical causes of
code 3-4.
Figure 405
Before replacing the engine timing cover in an
attempt to rectify an intermittent code 3-4, install 1. Turn the ignition key OFF.
the Engine Electronic Control Unit (EECU) in 2. Disconnect the Engine Position (EP) Sensor.
another truck built to similar specifications. Road
test the other truck and check for code 3-4. If 3. Measure the resistance between terminals 1
code 3-4 logs in the EECU while installed in the and 2 on the Engine Position (EP) Sensor
second truck, replace the EECU with a new one (see Figure 405).
and retest the system. If the resistance is correct (see table below),
Circuit to Ground in the Sensor on page
306.
FMI 3, 4 and 5 will only be seen as active with the Engine Position (EP) Sensor pigtail
engine OFF. In all cases the Blink Code 3-4 FMI connector and wiring for damage. If the
will change to 2 when the engine is started. connector and wiring are not damaged,
replace the Engine Position (EP) Sensor.

68F (20C) 774946 ohms
Page 305
Circuit to Ground in the Sensor Circuit to Voltage in the Engine
406 Position (EP) Sensor Signal Line
407
Figure 406

connector.
pin 1 and a good ground and between
sensor pin 2 and a good ground (see Figure 407
Figure 406).
If continuity exists between either pin and
ground, replace the sensor. 2. Disconnect connectors J1 and J2 from the
If there is NO continuity, go to test Test 8 Engine Control Unit (EECU).
Checking for a Short Circuit to Voltage in the 3. Disconnect the Engine Position (EP) Sensor
Engine Position (EP) Sensor Signal Line on connector.
page 306.
Figure 407).
a Short Circuit to Voltage in the Engine
Position (EP) Sensor Return Line on page
307.
Page 306
Circuit to Voltage in the Engine to Voltage
Position (EP) Sensor Return Line 409
408
Figure 409
Figure 408
Figure 408). If continuity exists, pin 75 is shorted to one
If the measured voltage is less than of the other EECU circuits. Locate and repair
0.5 volts, go to test Test 32 Checking for the short circuit to voltage.
a Short Circuit to Ground on page 308. If there is NO continuity, the sensor return
0.5 volts, go to test Test 33 Isolating the the harness. Locate and repair the short
Short Circuit to Voltage in the Sensor Return circuit to voltage.
Line on page 308.
Page 307
Circuit to Ground to Voltage in the Sensor Return Line
410 411
Figure 411

EECU.
Figure 410
1. Turn the ignition key OFF. connector J2 pin 76 and all other pins on
2. Disconnect EECU connector J2. Figure 411).
3. Disconnect the Engine Position (EP) Sensor. If continuity exists between pin 76 and any
4. Check for continuity between EECU other EECU circuits. Locate and repair the
connector J2 pin 75 and a good ground. short circuit to voltage.
Check for continuity between EECU If there is NO continuity, the sensor return
connector J2 pin 76 and a good ground (see line is shorted to voltage somewhere else in
Figure 410). the harness. Locate and repair the short
If there is NO continuity, go to test Test 64 circuit to voltage.
Checking for a Pin to Pin Short Circuit on
page 309.
If continuity exists to ground on either circuit,
go to test Test 65 Isolating the Short
Circuit to Ground on page 309.
Page 308
412 413
2. Disconnect the Engine Position (EP) Sensor. 2. Disconnect the Engine Position (EP) Sensor.
pins on EECU connectors J1 and J2 (see continuity in test 32, versus all other pins on
If continuity exists, the suspect pin is shorted and repair the short circuit.
to one of the other EECU circuits. Locate If there is NO continuity, the suspect circuit is
and repair the short circuit. shorted to ground somewhere else in the
Page 309
Test 128 Checking for an Open Test 256 Checking for an Open at
Circuit in the Harness the Sensor End of the Harness
414 415
Figure 415

2. Connect the Engine Position (EP) Sensor.
Figure 414 4. Measure the resistance between EECU

2. Disconnect the Engine Position (EP) Sensor 946 ohms, go to test Test 512 Checking
connector. for a Faulty EECU or a Loose EECU
3. Disconnect EECU connector J2. Connector on page 311.
4. Connect a jumper between EECU connector If the resistance is not within this range, the
J2 pin 75 and EECU connector J2 pin 76. Engine Position (EP) Sensor has an open
circuit or a faulty connector. Repair the
5. Check for continuity between pins 1 and 2 connector if possible, otherwise, replace the
on the harness side of the Engine Position sensor.
(EP) Sensor connector (see Figure 414).
Checking for an Open at the Sensor End of
Checking for an Open in the Sensor
Return Line at the Engine EECU End of the
Page 310
Test 257 Checking for an Open in Test 512 Checking for a Faulty
the Sensor Return Line at the EECU or a Loose EECU Connector
Engine EECU End of the Harness
416

Manual (5-110) for the installation and adjustment

2. Connect the Engine Position (EP) Sensor
connector.
broken pins, or repairable damage. If no
problems are evident, or they are not
system.
proper connections.
Figure 416

4. Check for continuity between pin 2 on the
harness side of the Engine Position (EP)
Sensor connector and a good ground (see
Figure 416).
EECU connector J2 pin 76 circuit. Locate
and repair the open circuit.
NO continuity, repair the open in the EECU
connector J2 pin 75 circuit.
Page 311
BLINK CODE 3-5 ENGINE BRAKE OUTPUT #1
(ASET IEGR ENGINE)
417
Figure 417 Engine Brake Output Circuit (ASET IEGR Engine)
compression stroke. Before the EECU activates

the Engine Brake Solenoids, it must detect an
engine speed signal greater than 900 RPM and it
When performing electrical tests, wiggle the wires must receive a signal from the Vehicle Electronic
and connectors to find intermittent problems. Control Unit (VECU) that the Engine Brake
Switch is in the LOW or HIGH position, and the
clutch, brake, and throttle pedals are fully
Failure Mode Identifier (FMI): 4 (Voltage Low), 5
released. Engine Brake Solenoid #1 is generally
(Voltage High/Open)
used only in high engine brake mode, however
some wiring harness configurations use Engine
Brake Solenoid #1 in both low and high modes.
Location: Engine Brake Solenoid #1 is located
on top of the engine brake assembly, under the
Circuit Description: The engine brake is
front engine valve cover. The Engine Brake
activated when the Engine Electronic Control Unit
Solenoid #1 harness connector is located on the
(EECU) energizes one or both of the Engine
left side of the front cylinder head.
Brake Solenoids. With the solenoids energized,
engine oil flows through the engine brake
assembly, exhaust valve lash is reduced, and the
exhaust valves are opened during the piston
Page 312
Code Setting Conditions: If the Engine Test 1 Checking for Code 3-5
Electronic Control Unit (EECU) senses battery
voltage at connector J1, pin 21 when it is NOT 1. Verify that code 3-5 is set.
attempting to energize Engine Brake Solenoid #1, If code 3-5 is set, go to test Test 2
the Electronic Malfunction Lamp (EML) will turn Checking Code 3-5 Failure Mode Identifier
on and code 3-5 will set with an FMI of 5. If the (FMI) on page 313.
EECU senses less than 0.5 volts at connector J1, If code 3-5 is not set, wiggle the harness and
pin 21 while attempting to energize Engine Brake connectors, then attempt to energize the
Solenoid #1, the Electronic Malfunction Lamp engine brake in high mode, to try to set the
(EML) will turn on and code 3-5 will set with an code. Visually inspect the Engine Brake
FMI of 4. Solenoid #1 harness connector and wires for
frayed or loose connections.
Code 3-5 is known as a 'latching' fault. The Test 2 Checking Code 3-5 Failure
Electronic Malfunction Lamp (EML) will remain on Mode Identifier (FMI)
and the fault will remain active even after the
conditions which caused the fault have been 1. Turn the ignition key ON.
removed. The fault will only become inactive after
2. If the fault is NOT active, attempt to energize
the vehicles electrical power has been cycled. It
the engine brake.
is important to cycle the vehicles electrical power
(turn the key OFF and ON) to ensure the error is 3. Check the Failure Mode Identifier (FMI)
still present while following each step of the using a diagnostic computer.
diagnostic procedure. If the FMI is 4, go to test Test 4 Checking
If the source of the fault is removed, the engine for a Short Circuit to Ground in the Engine
brake will work properly even though the Brake Solenoid on page 313.
Electronic Malfunction Lamp (EML) will remain on If the FMI is 5, go to test Test 5 Checking
and the fault will remain active. for a Short Circuit to Voltage on page 314.

Circuit to Ground in the Engine
On ASET IEGR engines, the engine brake will
not energize until the engine coolant temperature
Brake Solenoid
reaches 125F (51.67C). 1. Turn the ignition key OFF.
2. Disconnect the Engine Brake Solenoid #1
Additional Symptoms: Decreased engine harness connector.
braking power in high engine brake mode and the
3. Start the truck and energize the engine
possibility of an inoperative engine brake in low
brake in high mode.
mode.
If the FMI changes from 4 to 5, replace
If an engine brake is installed on a vehicle, the Engine Brake Solenoid #1 and retest the
Customer Data Section of the Engine Electronic system.
Control Unit (EECU) must be programmed to If the FMI does NOT change from 4 to 5, go
enable engine brake controls and blink code 3-5. to test Test 8 Checking for a Short Circuit
to Ground in the Harness on page 314.
This diagnostic code is only available with

1MS327 EECU software.
Page 313
Test 5 Checking for a Short 4. Check for continuity between EECU harness
connector J1, pin 21 and a good ground
Circuit to Voltage (see Figure 418).
1. Turn the ignition key OFF. If continuity exists, locate and repair the
short circuit to ground in circuit EJ1-21-2.0.
2. Turn the engine brake switch OFF.
3. Start the engine and allow it to idle. Checking for a Faulty EECU Connector
If the engine brake activates with the switch on page 315.
in the OFF position, locate and repair the
short circuit to voltage in the Engine Brake
Solenoid #1 control line. Test 10 Checking for an Open
If the engine brake does NOT activate, go to Engine Brake Solenoid
test Test 10 Checking for an Open 419
Engine Brake Solenoid on page 314.

Circuit to Ground in the Harness
418
Figure 419

harness connector.
3. Check for continuity between the terminal of
Engine Brake Solenoid #1 and a good
315.
Figure 418 If there is NO continuity, replace Engine
Brake Solenoid #1.
harness connector.
Page 314
Test 16 Checking for a Faulty Test 20 Checking for an Open
EECU Connector Harness
420 421
3. Visually inspect EECU connector J1 for dirt, 3. Disconnect the Engine Brake Solenoid #1
loose pins or deformed contacts. harness connector.
4. Install the purple male test lead found in the 4. Check for continuity between EECU harness
J 38581 V-MAC Jumper Wire Kit into EECU connector J1, pin 21 and the terminal of the
harness connector J1, pin 21. Check for Engine Brake Solenoid #1 harness
continuity between EECU harness connector (see Figure 421).
connector J1, pin 21 and all other pins in If continuity exists, go to test Test 40
EECU harness connector J1 (see Checking for a Faulty EECU Connector on
Figure 420). page 316.
If continuity exists between EECU harness If there is NO continuity, locate and repair
connector J1, pin 21 and any other pin, the open in circuit EJ1-21-2.0.
repair the harness connector.
If continuity does NOT exist, go to test Test
32 Checking the Engine Electronic
Page 315
Test 32 Checking the Engine Test 80 Checking the Engine
Electronic Control Unit (EECU) Electronic Control Unit (EECU)
2. Connect EECU connector J1. 2. Connect EECU connector J1.
3. Connect the Engine Brake Solenoid #1 3. Connect the Engine Brake Solenoid #1
4. Start the truck and energize the engine 4. Turn the ignition key ON.
brake in high mode. If blink code 3-5 is still active, replace the
If blink code 3-5 is still active, replace the EECU and retest the system.
EECU and retest the system. If blink code 3-5 is not active, the diagnostic
If blink code 3-5 is not active, the diagnostic procedures have corrected the problem.
procedures have corrected the problem. Check all connectors to ensure proper
Check all connectors to ensure proper connections.
connections.

EECU Connector
3. Visually inspect EECU connector J1 for dirt,
4. Align the purple male test lead found in the
J 38581 V-MAC Jumper Wire Kit with EECU
harness connector J1, pin 21. Gently push
the test lead into pin 21 and check for
looseness.
feels loose, repair the harness connector.
Checking the Engine Electronic Control Unit
(EECU) on page 316.
Page 316
(ASET CEGR ENGINE)
422
Figure 422 Engine Brake Output Circuit (ASET CEGR Engine)

used only in high engine brake mode, however
When performing electrical tests, wiggle the wires some wiring harness configurations use Engine
and connectors to find intermittent problems. Brake Solenoid #1 in both low and high modes.
Failure Mode Identifier (FMI): 4 (Voltage Low),

5 (Voltage High/Open)
Parameter Identification (PID): S79 Code 3-5 is known as a 'latching' fault. The
Electronic Malfunction Lamp (EML) will remain on
Message Identification (MID): 128 and the fault will remain active even after the
Circuit Description: The engine brake is conditions which caused the fault have been
activated when the Engine Electronic Control Unit removed. The fault will only become inactive after
(EECU) energizes one or both of the Engine the vehicles electrical power has been cycled. It
Brake Solenoids. With the solenoids energized, is important to cycle the vehicles electrical power
engine oil flows through the engine brake (turn the key OFF and ON) to ensure the error is
assembly, exhaust valve lash is reduced, and the still present while following each step of the
exhaust valves are opened during the piston diagnostic procedure.
compression stroke. Before the EECU activates If the source of the fault is removed, the engine
the Engine Brake Solenoids, it must detect an brake will NOT work properly until the the
engine speed signal greater than 900 RPM and it vehicles electrical power has been cycled.
must receive a signal from the Vehicle Electronic
Control Unit (VECU) that the Engine Brake
Page 317
The engine brake will not energize unless the
engine coolant temperature is at least 125F 1. Turn the ignition key ON.
(37.8C). 2. If the fault is NOT active, attempt to energize
the engine brake.
Location: Engine Brake Solenoid #1 is located 3. Check the Failure Mode Identifier (FMI)
on top of the engine brake assembly, under the using a diagnostic computer.
front engine valve cover. The Engine Brake If the FMI is 4, go to test Test 4 Checking
Solenoid #1 harness connector is located on the for a Short Circuit to Ground in the Engine
left side of the front cylinder head. Brake Solenoid on page 318.
Code Setting Conditions: If the Engine for a Short Circuit to Voltage on page 318.
voltage at connector J3, pin 7 when it is NOT
attempting to energize Engine Brake Solenoid #1, Test 4 Checking for a Short
the Electronic Malfunction Lamp (EML) will turn Circuit to Ground in the Engine
on and code 3-5 will set with an FMI of 5. If the
EECU senses less than 0.5 volts at connector J3, Brake Solenoid
pin 7 while attempting to energize Engine Brake
Solenoid #1, the Electronic Malfunction Lamp 1. Turn the ignition key OFF.
(EML) will turn on and code 3-5 will set with an 2. Disconnect the Engine Brake Solenoid #1
FMI of 4. harness connector.
Additional Symptoms: Decreased engine 3. Start the truck and energize the engine
braking power in high engine brake mode and the brake in high mode.
possibility of an inoperative engine brake in low 4. Check the Failure Mode Identifier (FMI)
mode. using a diagnostic computer.
Engine Brake Solenoid #1 and retest the
system.
If an engine brake is installed on a vehicle, the If the FMI does NOT change from 4 to 5, go
Customer Data Section of the Engine Electronic to test Test 8 Checking for a Short Circuit
Control Unit (EECU) must be programmed to to Ground in the Harness on page 319.
enable engine brake controls and blink code 3-5.

Test 1 Checking for Code 3-5 Circuit to Voltage
1. Verify that code 3-5 is set. 1. Turn the ignition key OFF.
If code 3-5 is set, go to test Test 2 2. Turn the engine brake switch OFF.
(FMI) on page 318. 3. Start the engine and allow it to idle.
If code 3-5 is not set, wiggle the harness and If the engine brake activates with the switch
connectors, then attempt to energize the in the OFF position, locate and repair the
engine brake in high mode, to try to set the short circuit to voltage in the Engine Brake
code. Visually inspect the Engine Brake Solenoid #1 control line.
Solenoid #1 harness connector and wires for If the engine brake does NOT activate, go to
frayed or loose connections. test Test 10 Checking for an Open
Page 318
Circuit to Ground in the Harness Engine Brake Solenoid
423 424
Figure 424

harness connector.
Figure 423
2. Disconnect EECU connector J3. Checking for an Open Harness on page
3. Disconnect the Engine Brake Solenoid #1 320.
harness connector. If there is NO continuity, replace Engine
4. Check for continuity between EECU harness Brake Solenoid #1.
connector J3, pin 7 and a good ground (see
Figure 423).
Checking for a Faulty EECU Connector
on page 320.
Page 319
425 426
connector J3, pin 7 and any other pin, repair the open in circuit EJ3-7-2.0.
the harness connector.
Page 320
EECU and retest the system. If blink code 3-5 is not active, the diagnostic
connections.

EECU Connector
looseness.
(EECU) on page 321.
Page 321
(ASET IEGR ENGINE)
427
Figure 427 Engine Brake Output Circuit (ASET IEGR Engine)
Circuit Description: The engine brake is

activated when the Engine Electronic Control Unit
(EECU) energizes one or both of the Engine
When performing electrical tests, wiggle the wires Brake Solenoids. With the solenoids energized,
and connectors to find intermittent problems. engine oil flows through the engine brake
assembly, exhaust valve lash is reduced, and the
exhaust valves are opened during the piston
compression stroke. Before the EECU activates
(Voltage High/Open)
the Engine Brake Solenoids, it must detect an
engine speed signal greater than 900 RPM and it
used in both low and high engine brake modes,
however some wiring harness configurations use
Engine Brake Solenoid #2 in only high mode.
Page 322
Location: Engine Brake Solenoid #2 is located Additional Symptoms: Decreased engine
on top of the engine brake assembly, under the braking power in high engine brake mode and the
rear engine valve cover. The Engine Brake probability of an inoperative engine brake in low
Solenoid #2 harness connector is located on the mode.
left side of the rear cylinder head.

Electronic Control Unit (EECU) senses battery If an engine brake is installed on a vehicle, the
voltage at connector J1, pin 20 when it is NOT Customer Data Section of the Engine Electronic
attempting to energize Engine Brake Solenoid #2, Control Unit (EECU) must be programmed to
the Electronic Malfunction Lamp (EML) will turn enable engine brake controls and blink code 3-6.
EECU senses less than 0.5 volts at connector J1,
Solenoid #2, the Electronic Malfunction Lamp
(EML) will turn on and code 3-6 will set with an This diagnostic code is only available with
FMI of 4. 1MS327 EECU software.
Code 3-6 is known as a 'latching' fault. The

Electronic Malfunction Lamp (EML) will remain on 1. Verify that code 3-6 is set.
and the fault will remain active even after the If code 3-6 is set, go to test Test 2
conditions which caused the fault have been Checking Code 3-6 Failure Mode Identifier
removed. The fault will only become inactive after (FMI) on page 323.
the vehicles electrical power has been cycled. It
is important to cycle the vehicles electrical power If code 3-6 is not set, wiggle the harness and
(turn the key OFF and ON) to ensure the error is connectors, then attempt to energize the
still present while following each step of the engine brake in high mode, to try to set the
diagnostic procedure. code. Visually inspect the Engine Brake
Solenoid #2 harness connector and wires for
If the source of the fault is removed, the engine frayed or loose connections.
brake will work properly even though the
and the fault will remain active. Test 2 Checking Code 3-6 Failure
2. If the fault is NOT active, attempt to energize
On ASET IEGR engines, the engine brake will
the engine brake.
not energize until the engine coolant temperature
reaches 125F (51.67C). 3. Check the Failure Mode Identifier (FMI)
for a Short Circuit to Ground in the Engine
Brake Solenoid on page 324.
for a Short Circuit to Voltage on page 324.
Page 323
Circuit to Ground in the Engine Circuit to Ground in the Harness
Brake Solenoid 428

harness connector.
Engine Brake Solenoid #2 and retest the
system.
If the FMI does NOT change from 4 to 5, go
to test Test 8 Checking for a Short Circuit
to Ground in the Harness on page 324.

Circuit to Voltage
Figure 428
If the engine brake activates with the switch
in the OFF position, locate and repair the 1. Turn the ignition key OFF.
Solenoid #2 control line. 2. Disconnect EECU connector J1.
If the engine brake does NOT activate, go to 3. Disconnect the Engine Brake Solenoid #2
test Test 10 Checking for an Open harness connector.
(see Figure 428).
short to ground in circuit EJ1-20-2.0.
on page 325.
Page 324
Engine Brake Solenoid EECU Connector
429 430
Figure 429

harness connector.
Figure 430
Checking for an Open Harness on page 2. Disconnect EECU connector J1.
326. 3. Visually inspect EECU connector J1 for dirt,
If there is NO continuity, replace Engine loose pins or deformed contacts.
Brake Solenoid #2.
4. Install the purple male test lead found in the
J 38581 V-MAC Jumper Wire Kit into EECU
harness connector J1, pin 20. Check for
continuity between EECU harness
connector J1, pin 20 and all other pins in
EECU harness connector J1 (see
Figure 430).
If continuity exists between EECU harness
connector J1, pin 20 and any other pin,
repair the harness connector.
Page 325
Test 20 Checking for an Open 4. Start the truck and energize the engine
brake in high mode.
Harness
431 EECU and re-test the system.
If blink code 3-6 is not active, the diagnostic
connections.

EECU Connector
looseness.
Figure 431
1. Turn the ignition key OFF. the connector terminal, go to test Test 80
2. Disconnect EECU connector J1. (EECU) on page 326.
harness connector. Test 80 Checking the Engine
4. Check for continuity between EECU harness Electronic Control Unit (EECU)
connector J1, pin 20 and the terminal of the
Engine Brake Solenoid #2 harness 1. Turn the ignition key OFF.
connector (see Figure 431).
Checking for a Faulty EECU Connector on 3. Connect the Engine Brake Solenoid #2
page 326. harness connector.
If there is NO continuity, locate and repair 4. Turn the ignition key ON.
the open in circuit EJ1-20-2.0. If blink code 3-6 is still active, replace the
Test 32 Checking the Engine If blink code 3-6 is not active, the diagnostic
Electronic Control Unit (EECU) Check all connectors to ensure proper
1. Turn the ignition key OFF. connections.
3. Connect the Engine Brake Solenoid #2
harness connector.
Page 326
(ASET CEGR ENGINE)
432
Figure 432 Engine Brake Output Circuit (ASET CEGR Engine)

When performing electrical tests, wiggle the wires used in both low and high engine brake modes,
and connectors to find intermittent problems. however some wiring harness configurations use
Engine Brake Solenoid #2 in only high mode.
Failure Mode Identifier (FMI): 4 (Voltage Low),
5 (Voltage High/Open)
Parameter Identification (PID): S80 Code 3-6 is known as a 'latching' fault. The
and the fault will remain active even after the
Circuit Description: The engine brake is conditions which caused the fault have been
activated when the Engine Electronic Control Unit removed. The fault will only become inactive after
(EECU) energizes one or both of the Engine the vehicles electrical power has been cycled. It
Brake Solenoids. With the solenoids energized, is important to cycle the vehicles electrical power
engine oil flows through the engine brake (turn the key OFF and ON) to ensure the error is
assembly, exhaust valve lash is reduced, and the still present while following each step of the
exhaust valves are opened during the piston diagnostic procedure.
compression stroke. Before the EECU activates If the source of the fault is removed, the engine
the Engine Brake Solenoids, it must detect an brake will NOT work properly until the the
engine speed signal greater than 900 RPM and it vehicles electrical power has been cycled.
Page 327
The engine brake will not energize unless the
engine coolant temperature is at least 125F 1. Turn the ignition key ON.
(37.8C). 2. If the fault is NOT active, attempt to energize
the engine brake.
Location: Engine Brake Solenoid #2 is located 3. Check the Failure Mode Identifier (FMI)
on top of the engine brake assembly, under the using a diagnostic computer.
rear engine valve cover. The Engine Brake If the FMI is 4, go to test Test 4 Checking
Solenoid #2 harness connector is located on the for a Short Circuit to Ground in the Engine
left side of the rear cylinder head. Brake Solenoid on page 328.
Code Setting Conditions: If the Engine for a Short Circuit to Voltage on page 328.
voltage at connector J, pin 8 when it is NOT
attempting to energize Engine Brake Solenoid #2, Test 4 Checking for a Short
the Electronic Malfunction Lamp (EML) will turn Circuit to Ground in the Engine
EECU senses less than 0.5 volts at connector J3, Brake Solenoid
Solenoid #2, the Electronic Malfunction Lamp 1. Turn the ignition key OFF.
(EML) will turn on and code 3-6 will set with an 2. Disconnect the Engine Brake Solenoid #2
FMI of 4. harness connector.
Additional Symptoms: Decreased engine 3. Check the Failure Mode Identifier (FMI)
braking power in high engine brake mode and the using a diagnostic computer.
probability of an inoperative engine brake in low If the FMI changes from 4 to 5, replace
mode. Engine Brake Solenoid #2 and retest the
system.
If the FMI does NOT change from 4 to 5, go
to test Test 8 Checking for a Short Circuit
If an engine brake is installed on a vehicle, the to Ground in the Harness on page 329.
Customer Data Section of the Engine Electronic
Control Unit (EECU) must be programmed to
enable engine brake controls and blink code 3-6.
Circuit to Voltage
If the engine brake activates with the switch
in the OFF position, locate and repair the
(FMI) on page 328.
If code 3-6 is not set, wiggle the harness and Solenoid #2 control line.
connectors, then attempt to energize the
If the engine brake does NOT activate, go to
engine brake in high mode, to try to set the
test Test 10 Checking for an Open
code. Visually inspect the Engine Brake
Solenoid #2 harness connector and wires for
Page 328
Circuit to Ground in the Harness Engine Brake Solenoid
433 434
Figure 434

harness connector.
Figure 433
2. Disconnect EECU connector J3. Checking for an Open Harness on page
3. Disconnect the Engine Brake Solenoid #2 330.
harness connector. If there is NO continuity, replace Engine
4. Check for continuity between EECU harness Brake Solenoid #2.
Figure 433).
short to ground in circuit EJ3-8-2.0.
on page 330.
Page 329
435 436
connector J3, pin 8 and any other pin, repair the open in circuit EJ3-8-2.0.
the harness connector.
Page 330
EECU and re-test the system. If blink code 3-6 is not active, the diagnostic
connections.

EECU Connector
harness connector J3, pin 8. Gently push the
test lead into pin 8 and check for looseness.
(EECU) on page 331.
Page 331
BLINK CODE 3-8
BLINK CODE 3-8
BLINK CODE 3-8 TRANSMISSION SPLITTER POSITION
MECHANICAL MALFUNCTION
Failure Mode Identifier (FMI): 7 (Mechanical Test 1 Checking for Code 3-8
System Not Responding), 8 (Abnormal
Frequency) 1. Verify that code 3-8 is set.
Parameter Identification (PID): S32 Checking Code 3-8 Failure Mode Identifier
(FMI) on page 332.
Message Identification (MID): 142 If code 3-8 is not set, the code is
intermittent. Road test the vehicle, operating
Code Setting Conditions: Diagnostic code 3-8 in every gear, to attempt to set code 3-8.
will be set in the Vehicle Electronic Control Unit
(VECU) with FMI 7 if the VECU attempts to shift
the Eaton Super 10 Top 2 transmission but is Test 2 Checking Code 3-8 Failure
unable to do so because of a mechanical
malfunction. Diagnostic code 3-8 will be set in the
VECU with FMI 8 if the VECU senses an 1. Turn the ignition key ON.
instantaneous driveshaft acceleration or
deceleration greater than 12,000 RPM/second. 2. Check the Failure Mode Identifier (FMI)
Instantaneous driveshaft acceleration of this using a diagnostic computer.
magnitude is caused by an improperly aligned If the FMI is 7, there is a mechanical
driveshaft or by excessive driveshaft angle. transmission problem. Inspect the shift rail
and air system for damage and defective
components.
If the FMI is 8, check the driveline angle
between the transmission and the front
carrier, and adjust as necessary.
Page 332
(ASET CEGR ENGINE)
(Voltage High/Open)
Parameter Identification (PID): S82 If this fault occurs, contact Mack Trucks Service
Engineering.
Page 333
BLINK CODE 4-1
BLINK CODE 4-1
BLINK CODE 4-1 VEHICLE SPEED (MPH) SENSOR (VSS)
437
Figure 437 Vehicle Speed (MPH) Sensor (VSS) Circuit
Failure Mode Identifier (FMI): 2 (Data Invalid), 3 Normal VSS Parameters:

(Voltage High), 4 (Voltage Low), 5 (Open), 8
(Abnormal Frequency), 11 (Mode Not Identifiable) Resistance at 75F
Transmission (23.9C)
Parameter Identification (PID): P84 Mack T200/T300-Series 252 to 308 ohms
with Sensor #64MT413M
Message Identification (MID): 142 Mack T200/T300-Series 238 to 292 ohms
Circuit Description: The Vehicle Speed (MPH) Mack T200/T300-Series 146 to 180 ohms
Sensor (VSS) is an inductive sensor. When the with Sensor #64MT424M
vehicle is moving, the transmission output shaft
Mack T200/T300-Series 146 to 180 ohms
speedometer gear teeth rotate past the VSS tip with Sensor #64MT439M
and a pulsed signal voltage is generated. The
Vehicle Electronic Control Unit monitors the Allison HD 270 to 330 ohms
frequency of the signal generated by the VSS, to Allison HT 2900 to 3400 ohms
calculate the vehicle speed. The air gap between
the sensor and the toothed gear influences the
VSS signal output and should be checked if
erratic or inaccurate speedometer readings are
reported. Diagnostic code 4-1 may be logged if the Engine
Load Threshold is set too low in the Vehicle
Location: The Vehicle Speed (MPH) Sensor Parameters area of the Vehicle Electronic Control
(VSS) is located in the rear of transmission, near Unit (VECU).
the output shaft.
Additional Symptoms: The reduced power

option may be enabled.
Page 334
BLINK CODE 4-1
1. Verify that code 4-1 is set. Ground
If code 4-1 is set, go to test Test 2 1. Turn the ignition key ON.
(FMI) on page 335. 2. Disconnect the Vehicle Speed (MPH)
Sensor (VSS) connector.
intermittent. Wiggle the wires and If the FMI changes from 4 to 5, go to test
connectors to try to set the code. Visually Test 8 Checking for a Short in the
inspect the Vehicle Speed (MPH) Sensor Sensor on page 336.
(VSS) connector and wires for poor If the FMI did NOT change to 5, go to test
connections. Test 9 Checking for Continuity Between
the VSS Signal and Return Lines on page
336.
Mode Identifier (FMI) Test 5 Checking for an Open
1. Turn the ignition key ON. Sensor
for a Short to Ground on page 335.
If the FMI is 3 or 5, go to test Test 5
Checking for an Open Sensor on page 335.
If the FMI is 2, 8, or 11 check the type of
transmission. If the transmission is a MACK
T200-Series or T300-Series, the sensor can
be adjusted by installing the sensor by hand
until it bottoms and then backing the sensor
out exactly 1 turn. Torque the jam nut to
15 lb-ft (20 Nm). If the sensor is adjusted
properly and the fault is still active, move the
vehicle a short distance. If the fault is still
active, replace the sensor and retest.
Figure 438
The VSS on Allison HT and older Allison HD
transmissions is not adjustable. If the vehicle 1. Turn the ignition key OFF.
has an Allison HT or older Allison HD
transmission, check the resistance of the 2. Disconnect the Vehicle Speed (MPH)
sensor, and if the resistance is out of range, Sensor (VSS) connector.
replace the sensor and retest the system.
If the FMI is 2, and the chassis is equipped
with an Allison HD transmission WITHOUT a
VSS, proceed to the blink code 6-8
diagnostic test.
Page 335
BLINK CODE 4-1
3. Measure the resistance across the terminals Test 9 Checking for Continuity
on the sensor side of the connector (see
Figure 438). Compare the measurement to Between the VSS Signal and Return
the range given for the appropriate Lines
transmission.
439
Resistance at 75F
Allison HD 270 to 330 ohms
Allison HT 2900 to 3400 ohms
If the resistance is within the given range,

proceed to test 10. Figure 439
If the resistance is NOT within the correct
range, inspect the VSS connector for
damage. If no damage is evident, replace 2. Disconnect the VSS connector.
the VSS.
3. Disconnect Vehicle Electronic Control Unit
(VECU) connector J2.
Test 8 Checking for a Short in the 4. Check for continuity between VECU
Sensor connector J2 pins 11 and 12 (see Figure
439).
1. Visually inspect the VSS for a pin to pin If continuity exists, go to test Test 18
short in the harness connector or a short to Isolating the Short Circuit on page 337.
ground.
If there is a repairable condition, repair the Checking for a Short to Ground in the
circuit and retest the system. Harness on page 337.
If there is NOT a repairable condition,
replace the VSS and retest the system.
VSS Circuit
If the active fault has an FMI of 3 (Shorted High),
go to test Test 20 Checking the Voltage on the
VSS Signal Line on page 338.
If the active fault has an FMI of 5 (Open), go to

test Test 21 Checking for Continuity in the
Page 336
BLINK CODE 4-1
Test 18 Isolating the Short Circuit Test 19 Checking for a Short to
440 Ground in the Harness
441
Figure 440
Figure 441
2. Disconnect VECU connector J2. 1. Turn the ignition key OFF.
3. Disconnect the VSS connector. 2. Disconnect the VSS connector.
4. Disconnect the bulkhead connector (see 3. Disconnect VECU connector J2.
Figure 437). 4. Check for continuity between VECU
5. Check for continuity between VECU connector J2 pin 11 and a good ground and
connector J2 pins 11 and 12 (see between J2 pin 12 and a good ground (see
If continuity exists, the short circuit is located If continuity exists between either pin and
in the cab harness between the bulkhead ground, go to test Test 38 Isolating the
connector and the VECU. Short Circuit on page 339.
If there is NO continuity, the short circuit is If there is NO continuity, go to test Test 39
located in the engine main harness between Checking for a Pin to Pin Short in the
the bulkhead connector and the VSS. Locate Harness on page 339.
Page 337
BLINK CODE 4-1
Test 20 Checking the Voltage on Test 21 Checking for Continuity
the VSS Signal Line in the Harness
442 443
Figure 442
1. Disconnect the VSS connector.

3. Measure the voltage between the harness
side of VSS connector pin A and a good
ground (see Figure 442). Figure 443
go to test Test 40 Checking for a Short 1. Turn the ignition key OFF.
Circuit to Voltage in the VSS Return Line on 2. Disconnect VECU connector J2.
page 340.
5 volts, go to test Test 41 Checking for a 4. Connect a jumper between pins A and B on
Short Circuit to Voltage in the VSS Signal the harness side of the VSS connector.
Line on page 340. 5. Check for continuity between VECU
connector J2 pin 11 and J2 pin 12 (see
Figure 443).
Checking the Sensor Connection Through
If there is NO continuity, proceed to test 43.
Page 338
BLINK CODE 4-1
Test 38 Isolating the Short Circuit Test 39 Checking for a Pin to Pin
444 Short in the Harness
445
Figure 444
Figure 445
2. Disconnect VECU connector J2. 1. Turn the ignition key OFF.
3. Disconnect the VSS connector. 2. Disconnect VECU connectors J1, J2 and J3.
4. Disconnect the bulkhead connector (see 3. Disconnect the VSS connector.
Figure 437). 4. Check for continuity between VECU
5. Check for continuity between the circuit connector J2 pins 11 and 12 versus all other
(connector J2 pin 11 or 12) that showed pins on VECU connectors J1, J2 and J3
continuity in Test 19 and a good ground (see (see Figure 445).
Figure 444). If continuity exists, go to test Test 78
If continuity exists, the short circuit is located Isolating the Short Circuit on page 342.
in the cab harness between the bulkhead If there is NO continuity, go to test Test 79
connector and the VECU. Checking for a Faulty VECU Connector
If there is NO continuity, the short circuit is on page 342.
located in the engine main harness between
the bulkhead connector and the VSS. Locate
Page 339
BLINK CODE 4-1
Circuit to Voltage in the VSS Return Circuit to Voltage in the VSS Signal
Line Line
446 447
Figure 446
Figure 447
3. Measure the voltage between the harness
side of VSS connector, pin B, and a good 3. Disconnect Vehicle Electronic Control Unit
ground (see Figure 446). (VECU) connectors J2 and J3.
If the measured voltage is less than 4. Connect the Serial Link Jumper into the
0.5 volts, go to test Test 80 Checking for Serial Communications Port.
a Faulty VECU Connector on page 342. 5. Measure the voltage between VECU
If the measured voltage is greater than connector J2 pin 11 and a good ground (see
0.5 volts, go to test Test 81 Checking for Figure 447).
Voltage on the VSS Return Line on page If the measured voltage is greater than
343. 0 volts, go to test Test 82 Checking for a
Short to Voltage on page 343.
If NO voltage is present, proceed to test 83.
Page 340
BLINK CODE 4-1
Test 42 Checking the Sensor Test 43 Checking for an Open in
Connection Through the Harness the VSS Signal Line
448 449
Figure 448

3. Remove the jumper from the VSS harness
4. Reconnect the VSS harness connector.
5. Measure the resistance between VECU
connector J2 pin 11 and J2 pin 12 (see 2. Remove the jumper from the VSS connector.
Figure 448). 3. Disconnect Vehicle Electronic Control Unit
If the resistance is within the range given in (VECU) connector J3.
test 5, go to test Test 84 Checking VECU
Connector J2 for an Open Circuit on page 4. Connect a jumper between VECU
344. connectors J2 pin 11 and J3 pin 18.
If the resistance is not within the range given 5. On the harness side of the VSS connector,
in test 5, check the VSS connector for dirt, check for continuity between pin A and a
loose or broken pins or other repairable good ground (see Figure 449).
damage. If damage is not repairable, replace If continuity exists, there is an open circuit in
the VSS and the VSS harness connector. the VSS return line. Locate and repair the
open circuit.
chassis ground, and recheck. If there is still
NO continuity, repair the open circuit in the
VSS signal line.
Page 341
BLINK CODE 4-1
Test 78 Isolating the Short Circuit Test 79 Checking for a Faulty
450 VECU Connector
2. Connect the VSS harness connector.
VECU.
VECU and connectors J1, J2 and J3 for dirt,
evident, or are not repairable, replace the
Figure 450
2. Disconnect VECU connectors J1, J2 and J3.

VECU Connector
4. Disconnect the bulkhead connector (see
5. Check for continuity in the circuit that 2. Connect the VSS harness connector.
showed continuity (connector J2 pin 11 or
12) in Test 39 (see Figure 450).
If continuity exists, the short circuit is located
in the cab harness between the bulkhead
connector and the VECU.
If there is NO continuity, the short is located evident, or are not repairable, replace the
in the engine main harness between the VECU and retest the system.
bulkhead connector and the VSS. Locate
connections.
Page 342
BLINK CODE 4-1
Test 81 Checking for Voltage on Test 82 Checking for a Short to
the VSS Return Line Voltage
451 452
1. Turn the ignition key OFF. 1. Remove the Serial Link Jumper from the
(VECU) connectors J2 and J3. 2. Disconnect the VSS harness connector.
3. Connect the Serial Link Jumper into the 3. Disconnect VECU connectors J1, J2 and J3.
4. Check for continuity between VECU
4. Measure the voltage between VECU connector J2 pin 11 and all the other pins on
connector J2 pin 12 and a good ground (see VECU connectors J1, J2 and J3 (see
If the measured voltage is less than If continuity exists between pin 11 and any
0.5 volts, go to test Test 162 Checking for other pin, pin 11 is shorted to one of the
a Faulty VECU Connector on page 344. other VECU circuits. Locate and repair the
If the measured voltage is greater than short circuit to voltage.
0.5 volts, there is a short to voltage on the If there is NO continuity between pin 11 and
VSS return line. Locate and repair the short any other pin, the short circuit to voltage is
circuit. somewhere else in the harness. Locate and
repair the short circuit to voltage.
Page 343
BLINK CODE 4-1
Test 83 Checking for a Faulty Test 162 Checking for a Faulty
VECU Connector VECU Connector
1. Remove the serial link jumper from the serial 1. Remove the serial link jumper from the serial
communications port. communications port.
2. Connect the VSS harness connector. 2. Connect the VSS harness connector.
3. Connect connectors J1, J2 and J3 to the 3. Connect connectors J1, J2 and J3 to the
VECU. VECU.
If blink code 4-1 is still active, check the If blink code 4-1 is still active, check the
VECU and connectors J1, J2 and J3 for dirt, VECU and connectors J1, J2 and J3 for dirt,
loose or shorted pins, or any other loose or shorted pins, or any other
repairable damage. If no problems are repairable damage. If no problems are
evident, or are not repairable, replace the evident, or are not repairable, replace the
VECU and retest the system. VECU and retest the system.
If blink code 4-1 is not active, the diagnostic If blink code 4-1 is not active, the diagnostic
procedures have corrected the problem. procedures have corrected the problem.
Check all connectors to ensure proper Check all connectors to ensure proper
connections. connections.
Test 84 Checking VECU Test 168 Checking for a Faulty

Connector J2 for an Open Circuit VECU
1. Visually inspect VECU connector J2 pins 11 1. Connect the VSS harness connector.
and 12 for dirt, loose pins or deformed
contacts.
VECU.
J 38581 V-MAC Jumper Wire Kit with VECU
harness connector J2 pins 11 and 12. If blink code 4-1 is still active, replace the
Gently push the test lead into each harness VECU and retest the system.
connector terminal individually and check for If blink code 4-1 is not active, the diagnostic
looseness. procedures have corrected the problem.
If a repairable open is found or either of the Check all connectors to ensure proper
terminals feel loose, repair VECU harness connections.
connector J2.
VECU connector J2 terminals 11 and 12, go
to test Test 168 Checking for a Faulty
VECU on page 344.
Page 344
BLINK CODE 4-2 FAN CLUTCH OUTPUT
(ASET IEGR ENGINE)
453
Figure 453 Fan Clutch Output Circuit (ASET IEGR Engine)
operation is needed, based on coolant

temperature, intake air temperature or A/C load,
the EECU will de-energize the Fan Clutch
When performing electrical tests, wiggle the wires Solenoid allowing the fan clutch to engage.
Location: The Fan Clutch Solenoid is located on
the lower left side of the radiator shroud.
Erratic/Incorrect), 3 (Voltage High/Shorted High),
Code Setting Conditions: When the Engine
4 (Voltage Low/Shorted Low) or 5 (Open)
Electronic Control Unit (EECU) has requested the
Fan Clutch OFF, and has detected less than
0.5 volts for more than 1 second at EECU
terminal EJ1-9, the Electronic Malfunction Lamp
(EML) will turn on and code 4-2 will set with an
FMI of 2, 4 or 5 depending on the software
Circuit Description: The Fan Clutch controls fan
version. Some versions will log FMI 3 if the fan
operation and is a pneumatically operated device.
drive is requested to be ON and the EECU
Air pressure to the Fan Clutch is controlled by the
detects high current.
Fan Clutch Solenoid; and the solenoid valve is
controlled by the Engine Electronic Control Unit
(EECU). When the EECU determines fan
Page 345
Additional Symptoms: Higher than normal Test 2 Checking for a 12 Volt
coolant temperatures, lower than normal coolant
temperatures, and poor air conditioning Supply to the Solenoid
performance may be experienced. 454
Code 4-2 is not a 'latching' fault. If a fault is

detected in one state (the Fan Clutch is ON or
OFF) it will become inactive when the EECU
attempts to change the fans engagement status.
Multiple occurrences of the same fault are
probable.
If a customer complains that the fan clutch does

not disengage and code 4-2 has not been logged
in the EECU, the problem may be due to a
mechanical failure in the chassis air system.
The Customer Data Section of the Engine Figure 454

Electronic Control Unit (EECU) can be
programmed to disable blink code 4-2. 1. Turn the ignition key OFF.
The fan can engage without warning. Hands, 4. Measure the voltage between EECU
arms and personal items can easily be connector J1 pin 9 and a good ground (see
entangled in the belts or fan blades. Keep Figure 454).
arms, hair, clothing, jewelry, etc. clear from If the measured voltage is less than 12 volts,
the fan and belts when the engine is running. go to test Test 4 Checking for 12 Volts to
the Fan Clutch Solenoid on page 347.
If the measured voltage is equal to 12 volts,
Test 1 Checking for Code 4-2 go to test Test 5 Checking for a Faulty
Checking for a 12 Volt Supply to the
Solenoid on page 346.
inspect the Fan Clutch Solenoid harness
connector and wires for frayed or loose
connections.
Page 346
Test 4 Checking for 12 Volts to Test 8 Checking for an Open
the Fan Clutch Solenoid Solenoid
455 456
Figure 455
Figure 456
2. Disconnect the Fan Clutch Solenoid
2. Disconnect the Fan Clutch Solenoid.
connector.
3. Check for continuity between the terminals
of the Fan Clutch Solenoid (see Figure 456).
4. Measure the voltage between pin A of the If continuity exists, go to test Test 16
Fan Clutch Solenoid harness connector and Checking for an Open Control Line on page
a good ground (see Figure 455). 348.
If 12 volts are present, go to test Test 8 If there is NO continuity, replace the solenoid
Checking for an Open Solenoid on page and retest the system.
347.
If 12 volts are not present, then there is an Test 10 Checking the Engine
open or short to ground in the circuit to the
solenoid. Locate and repair the open or Electronic Control Unit (EECU)
short circuit to ground. 1. Turn the ignition key OFF.
Test 5 Checking for a Faulty 2. Connect EECU connector J1.

EECU Connector 3. Turn the ignition key ON.
2. Disconnect EECU connector J1. If blink code 4-2 is not active, the diagnostic
3. Visually inspect EECU connector J1 for dirt, procedures have corrected the problem.
loose pins or deformed contacts. Check all connectors to ensure proper
connections.
harness connector J1 pin 9. Gently push the
(EECU) on page 347.
Page 347
Control Line Short in the Harness
457 458
2. Disconnect the Fan Clutch Solenoid 2. Disconnect the Fan Clutch Solenoid
3. Disconnect EECU connector J1. 3. Disconnect EECU connectors J1 and J2.
4. Check for continuity between pin B of the 4. Check for continuity between EECU
Fan Clutch Solenoid harness connector and connector J1 pin 9 and all other pins on
EECU connector J1 pin 9 (see Figure 457). connectors J1 and J2 (see Figure 458).
If continuity exists, go to test Test 32 If there is NO continuity, go to test Test 64
Checking for a Pin to Pin Short in the Checking for a Short Circuit to Ground
Harness on page 348. on page 349.
If there is NO continuity, locate and repair If continuity exists, the signal line is shorted
the open circuit. to one of the other EECU circuits. Locate
Page 348
Test 64 Checking for a Short Test 128 Checking for a Damaged
Circuit to Ground EECU Connector
459
1. Connect the Fan Clutch Solenoid connector.
EECU module and connectors J1 and J2 for
dirt, loose or shorted pins, or any other
connections.
Figure 459

2. Disconnect the Fan Clutch Solenoid
connector.
Figure 459).
Checking for a Damaged EECU
If continuity exists to ground, locate and
repair the short circuit to ground.
Page 349
BLINK CODE 4-2 FAN CLUTCH OUTPUT
(ASET CEGR ENGINE)
460
Figure 460 Fan Clutch Output Circuit (ASET CEGR Engine)
Circuit Description (Electronic Viscous Fan):

The Electronic Fan Drive contains a solenoid that
controls the flow of fluid between reservoirs in the
When performing electrical tests, wiggle the wires fan drive housing and cover. The EECU provides
and connectors to find intermittent problems. power to the solenoid and controls solenoid
operation to optimize fan speed, based on
Failure Mode Identifier (FMI): 2 (Data coolant temperature, intake air temperature and
Erratic/Incorrect), 3 (Voltage High/Shorted High), A/C load.
4 (Voltage Low/Shorted Low) or 5 (Open)
Location: The On/Off Fan Clutch Solenoid is
Parameter Identification (PID): S33 located on the lower left side of the radiator
shroud. The Electronic Fan Drive is bolted to the
drive pulley on the front of the engine.
Circuit Description (On/Off Fan): The Fan
Code Setting Conditions: When the Engine
Clutch controls fan operation and is a
pneumatically operated device. Air pressure to
fan to disengage, and has detected less than
the Fan Clutch is controlled by the Fan Clutch
0.5 volts for more than 1 second at EECU
Solenoid; and the solenoid valve is controlled by
the Engine Electronic Control Unit (EECU). When
the EECU determines fan operation is needed,
FMI of 2, 4 or 5 depending on the software
based on coolant temperature, intake air
version. Some versions will log FMI 3 if the fan
temperature or A/C load, the EECU will
drive is requested to be ON and the EECU
de-energize the Fan Clutch Solenoid allowing the
fan clutch to engage.
Page 350
If code 4-2 sets with FMI 4, there may also be an If code 4-2 is set, go to test Test 2
active code 6-7 with FMI 4. If this is the case, Checking for a 12 Volt Supply to the
follow the diagnostic procedures for code 6-7 Solenoid on page 351.
first, then check to make sure code 4-2 is no
longer active. If code 4-2 is not set, wiggle the harness and
inspect the Fan Clutch Solenoid harness
Additional Symptoms: Higher than normal connector and wires for frayed or loose
coolant temperatures, lower than normal coolant connections.
temperatures, and poor air conditioning
performance may be experienced.
Test 2 Checking for a 12 Volt
Supply to the Solenoid
461
Code 4-2 is not a 'latching' fault. If a fault is
detected in one state (the Fan Clutch is ON or
OFF) it will become inactive when the EECU
attempts to change the fans engagement status.
Multiple occurrences of the same fault are
probable.

not disengage and code 4-2 has not been logged
in the EECU, the problem may be due to a
mechanical failure in the chassis air system.
The Customer Data Section of the Engine

Electronic Control Unit (EECU) can be
programmed to disable blink code 4-2.
Figure 461

The fan can engage without warning. Hands, 2. Disconnect connector J1 from the EECU.
arms and personal items can easily be
entangled in the belts or fan blades. Keep
arms, hair, clothing, jewelry, etc. clear from 4. Measure the voltage between EECU
the fan and belts when the engine is running. connector J1 pin 22 and a good ground (see
Figure 461).
go to test Test 4 Checking for 12 Volts to
the Fan Clutch Solenoid on page 352.
If the measured voltage is equal to 12 volts,
go to test Test 5 Checking for a Faulty
Page 351
Test 4 Checking for 12 Volts to 1. Turn the ignition key OFF.
the Fan Clutch Solenoid 2. Disconnect the Fan Clutch Solenoid or
Electronic Fan Drive connector.
462
4. If the vehicle is equipped with an on/off fan
clutch, measure the voltage between pin A
of the Fan Clutch Solenoid harness
connector and a good ground (see
Figure 462).
If the vehicle is equipped with an electronic
fan drive, measure the voltage between
pin 5 of the Electronic Fan Drive harness
connector and a good ground (see
Figure 463).
If 12 volts are present, go to test Test 8
Checking for an Open Solenoid on page
353.
Figure 462
463 If 12 volts are not present, then there is an
open or short to ground in the circuit to the
solenoid. Locate and repair the open or
short circuit to ground.

EECU Connector
looseness.
Figure 463
(EECU) on page 353.
Page 352
Test 8 Checking for an Open 1. Turn the ignition key OFF.
Solenoid 2. Disconnect the Fan Clutch Solenoid or
464
clutch, check for continuity between the
terminals of the Fan Clutch Solenoid (see
Figure 464).
fan drive, check for continuity between
Electronic Fan Drive connector pins 4 and 5
(see Figure 465).
Checking for an Open Control Line on page
354.
If there is NO continuity, replace the solenoid
or fan drive and retest the system.
Figure 464
465 Test 10 Checking the Engine
Electronic Control Unit (EECU)
connections.
Figure 465
Page 353
Test 16 Checking for an Open 1. Turn the ignition key OFF.
Control Line 2. Disconnect the Fan Clutch Solenoid or
466
clutch, check for continuity between pin B of
the Fan Clutch Solenoid harness connector
and EECU connector J1 pin 28 (see Figure
466).
fan drive, check for continuity between pin 4
of the Electronic Fan Drive harness
connector and EECU connector J1 pin 28
(see Figure 467).
the open circuit.
Figure 466
467
Figure 467
Page 354
Short in the Harness Circuit to Ground
468 469
2. Disconnect the Fan Clutch Solenoid or 2. Disconnect the Fan Clutch Solenoid or
Electronic Fan Drive connector. Electronic Fan Drive connector.
3. Disconnect EECU connectors J1, J2, and 3. Disconnect EECU connector J1.
J3.
connector J1 pin 28 and all other pins on Figure 469).
connectors J1, J2, and J3 (see Figure 468). If there is NO continuity, go to test Test 128
If there is NO continuity, go to test Test 64 Checking for a Damaged EECU
Checking for a Short Circuit to Ground Connector on page 356.
on page 355. If continuity exists to ground, locate and
If continuity exists, the signal line is shorted repair the short circuit to ground.
Page 355
EECU Connector
EECU module and connectors J1 and J2 for
dirt, loose or shorted pins, or any other
connections.
Page 356
BLINK CODE 4-3
BLINK CODE 4-3
BLINK CODE 4-3 AUXILIARY OUTPUT #1
470
Figure 470 Solenoid Valve Control Circuit for Eaton Super 10 Top 2 Transmission
Code Setting Conditions: Code 4-3 will set with

an FMI of 3 (voltage high), if the Vehicle
Electronic Control Unit (VECU) senses voltage
When performing electrical tests, wiggle the wires greater than 9 volts at VECU connector J3 pin 12
and connectors to find intermittent problems. when the VECU is attempting to energize the
Lockout solenoid valve. When this situation
occurs, the VECU turns the solenoid driver OFF
Failure Mode Identifier FMI: 3 (Voltage High),
until the key switch is cycled. Code 4-3 will set
4 (Voltage Low)
with an FMI of 4 (voltage low), if the VECU
senses that 12 volts is not present at VECU
Parameter Identification PID: S10
connector J3 pin 12 when the VECU is not
attempting to energize the Lockout solenoid
Message Identification MID: 142
valve.
Circuit Description: The Eaton Super 10
Top 2 transmission uses two electronically
controlled air solenoid valves to achieve fully
automated 9-10 and 10-9 shifts. The solenoid Because the Vehicle Electronic Control Unit
valves receive a common, switched 12 volt signal (VECU) can only detect code 4-3 with FMI 3 while
from circuit breaker (fuse) 41. The Vehicle attempting to energize the Lockout solenoid
Electronic Control Unit (VECU) sinks current from valve, this fault is most likely to be active while
the Lockout and Shift solenoid valves to energize driving the vehicle.
the solenoids and achieve shifting.
Page 357
BLINK CODE 4-3
1. Verify that code 4-3 is set. Circuit to Voltage

(FMI) on page 358.
Visually inspect the Vehicle Electronic
Control Unit (VECU) connectors and in-line
harness connectors for loose or corroded
connections.

If the FMI code is 4 (voltage low) go to test Figure 471
Test 4 Checking for an Intermittent Open
or Short to Ground on page 358. 1. Turn the ignition key OFF.
If the FMI code is 3 (voltage high) go to test 2. Disconnect VECU connector J3.
Test 5 Checking for a Short Circuit to 3. Disconnect the Top 2 solenoid valve
Voltage on page 358. connector.
Intermittent Open or Short to connector J3, pin 12 and a good ground
Ground (see Figure 471).
1. Turn the ignition key ON. 6. If battery voltage is present, locate and
repair the short circuit to voltage between
If code 4-3 becomes active, go to test Test 8 the Top 2 solenoid valve connector and
Checking Voltage at the Vehicle VECU connector J3, pin 12.
Electronic Control Unit (VECU) on page
359. If battery voltage is not present, go to test
If code 4-3 does NOT become active, the Voltage on page 359.
problem is intermittent. Check the
connectors at the VECU and Top 2 solenoid
valve for secure connections. Road test the
vehicle and retest the system.
Page 358
BLINK CODE 4-3
Test 8 Checking Voltage at the Test 10 Checking for a Short
Vehicle Electronic Control Unit Circuit to Voltage
(VECU) 473
472
Figure 473
Figure 472
1. Turn the ignition key OFF. 2. Disconnect the Top 2 solenoid valve
2. Disconnect Vehicle Electronic Control Unit connector.
(VECU) connector J3. 3. Turn the ignition key ON.
3. Turn the ignition key ON. 4. Measure the voltage between pin A of the
4. Measure the voltage between VECU solenoid side of the Top 2 solenoid valve
connector J3 pin 12 and a good ground (see connector and a good ground (see
If battery voltage is present, go to test Test 5. If battery voltage is present, the solenoid
16 Checking the VECU for a Short Circuit harness is shorted to voltage, replace the
to Ground on page 359. Top 2 solenoid valve.
If battery voltage is NOT present, go to test If battery voltage is not present, go to test
Test 17 Checking the Switched Voltage Test 20 Checking the Top 2 Solenoid for
Supply on page 360. an Internal Short Circuit on page 360.
Test 16 Checking the VECU for a

2. Visually inspect VECU connector J3 for dirt,
loose or shorted pins or any other repairable
damage.
If damage is evident, repair the damage and
retest the system.
If no damage is evident or is not repairable,
replace the VECU and retest the system.
Page 359
BLINK CODE 4-3
Test 17 Checking the Switched Test 34 Checking for an Open Top
Voltage Supply 2 Solenoid
474 475
2. Disconnect the Top 2 solenoid valve 2. Check for continuity between pins A and B
connector. on the solenoid side of the Top 2 solenoid
valve connector (see Figure 475).
4. Measure the voltage between pin B on the Checking for a Shorted Top 2 Solenoid on
dash harness side of the connector, and a page 361.
If there is NO continuity, replace the Top 2
If battery voltage is present, go to test Test solenoid valve.
34 Checking for an Open Top 2 Solenoid
on page 360.
If battery voltage is NOT present, the
problem is in the switched power supply
circuit. Check circuit breaker (fuse) 41 and
power relay 3 for proper operation.
Test 20 Checking the Top 2

Solenoid for an Internal Short
Circuit
2. Replace the Top 2 solenoid valve.
3. Connect all connectors, road test the
vehicle, and retest the system.
If code 4-3 is no longer present, the Top 2
solenoid valve was shorted internally.
If code 4-3 is still present, check VECU
connector J3 for loose or damaged pins. If
the connector is not damaged, replace the
VECU, road test the vehicle, and retest the
system.
Page 360
BLINK CODE 4-3
Test 68 Checking for a Shorted Test 136 Checking for an Open
Top 2 Solenoid Circuit
476 477
Figure 476

2. Check for continuity between either pin A or
B on the solenoid side of the Top 2 solenoid
valve connector and a good ground (see
If continuity exists, replace the Top 2
solenoid valve. 1. Ensure that the ignition key is OFF, VECU
connector J3 is disconnected, and the Top 2
solenoid valve connector is disconnected.
Checking for an Open Circuit on page
361. 2. Check for continuity between pin A on the
harness side of the Top 2 solenoid valve
connector and VECU connector J3, pin 12
(see Figure 477).
Checking for a Short Circuit to Ground on
page 362.
the open circuit between the Top 2 solenoid
valve connector and VECU connector J3.
Page 361
BLINK CODE 4-3
Circuit to Ground
478
Figure 478
1. Ensure that the ignition key is OFF, VECU

(see Figure 478).
short circuit between the Top 2 solenoid
If there is NO continuity, the diagnostic
Connect all connectors, road test the
Page 362
BLINK CODE 4-4
BLINK CODE 4-4
BLINK CODE 4-4 AUXILIARY OUTPUT #2
479
Figure 479 Solenoid Valve Control Circuit for Eaton Super 10 Top 2 Transmission

and connectors to find intermittent problems. when the VECU is attempting to energize the
Shift solenoid valve. When this situation occurs,
the VECU turns the solenoid driver OFF until the
Failure Mode Identifier FMI: 3 (Voltage High),
key switch is cycled. Code 4-4 will set with an FMI
4 (Voltage Low)
of 4 (voltage low), if the VECU senses that 12
volts is not present at VECU connector J3 pin 10
when the VECU is not attempting to energize the
Shift solenoid valve.
Circuit Description: The Eaton Super 10

Top 2 transmission uses two electronically
controlled air solenoid valves to achieve fully Because the Vehicle Electronic Control Unit
automated 9-10 and 10-9 shifts. The solenoid (VECU) can only detect code 4-4 with FMI 3 while
valves receive a common, switched 12 volt signal attempting to energize the Lockout solenoid
from circuit breaker (fuse) 41. The Vehicle valve, this fault is most likely to be active while
Electronic Control Unit (VECU) sinks current from driving the vehicle.
the Lockout and Shift solenoid valves to energize
the solenoids and achieve shifting.
Page 363
BLINK CODE 4-4
1. Verify that code 4-4 is set. Circuit to Voltage

(FMI) on page 364.
Control Unit (VECU) connectors and in-line
harness connectors for loose or corroded
connections.

If the FMI code is 4 (voltage low) go to test Figure 480
Test 4 Checking for an Intermittent Open
or Short to Ground on page 364. 1. Turn the ignition key OFF.
If the FMI code is 3 (voltage high) go to test 2. Disconnect VECU connector J3.
Test 5 Checking for a Short Circuit to 3. Disconnect the Top 2 solenoid valve
Voltage on page 364. connector.
Intermittent Open or Short to connector J3, pin 10 and a good ground
Ground (see Figure 480).
1. Turn the ignition key ON. 6. If battery voltage is present, locate and
If code 4-4 becomes active, go to test Test 8 the Top 2 solenoid valve connector and
Checking Voltage at the Vehicle VECU connector J3, pin 10.
Electronic Control Unit (VECU) on page
365. If battery voltage is not present, go to test
If code 4-4 does NOT become active, the Voltage on page 365.
problem is intermittent. Check the
connectors at the VECU and Top 2 solenoid
valve for secure connections. Road test the
vehicle and retest the system.
Page 364
BLINK CODE 4-4
Test 8 Checking Voltage at the Test 10 Checking for a Short
Vehicle Electronic Control Unit Circuit to Voltage
(VECU) 482
481
Figure 482
Figure 481
1. Turn the ignition key OFF. 2. Disconnect the Top 2 solenoid valve
2. Disconnect Vehicle Electronic Control Unit connector.
(VECU) connector J3. 3. Turn the ignition key ON.
3. Turn the ignition key ON. 4. Measure the voltage between pin C of the
4. Measure the voltage between VECU solenoid side of the Top 2 solenoid valve
connector J3 pin 10 and a good ground (see connector and a good ground (see Figure
Figure 481). 482).
If battery voltage is present, go to test Test 5. If battery voltage is present, the solenoid
16 Checking the VECU for a Short Circuit harness is shorted to voltage, replace the
to Ground on page 365. Top 2 solenoid valve.
If battery voltage is NOT present, go to test If battery voltage is not present, go to test
Test 17 Checking the Switched Voltage Test 20 Checking the Top 2 Solenoid for
Supply on page 366. an Internal Short Circuit on page 366.
Test 16 Checking the VECU for a

damage.
retest the system.
Page 365
BLINK CODE 4-4
Test 17 Checking the Switched Test 34 Checking for an Open Top
Voltage Supply 2 Solenoid
483 484
2. Disconnect the Top 2 solenoid valve 2. Check for continuity between pins B and C
connector. on the solenoid side of the Top 2 solenoid
valve connector (see Figure 484).
4. Measure the voltage between pin B on the Checking for a Shorted Top 2 Solenoid on
dash harness side of the connector, and a page 367.
If there is NO continuity, replace the Top 2
If battery voltage is present, go to test Test solenoid valve.
34 Checking for an Open Top 2 Solenoid
on page 366.
If battery voltage is NOT present, the
problem is in the switched power supply
circuit. Check circuit breaker (fuse) 41 and
power relay 3 for proper operation.
Test 20 Checking the Top 2

Solenoid for an Internal Short
Circuit
2. Replace the Top 2 solenoid valve.
3. Connect all connectors, road test the
If code 4-4 is no longer present, the Top 2
solenoid valve was shorted internally.
If code 4-4 is still present, check VECU
connector J3 for loose or damaged pins. If
the connector is not damaged, replace the
VECU, road test the vehicle, and retest the
system.
Page 366
BLINK CODE 4-4
Test 68 Checking for a Shorted Test 136 Checking for an Open
Top 2 Solenoid Circuit
485 486
Figure 485

2. Check for continuity between either pin B or
C on the solenoid side of the Top 2 solenoid
valve connector and a good ground (see
If continuity exists, replace the Top 2
solenoid valve. 1. Ensure that the ignition key is OFF, VECU
Checking for an Open Circuit on page
367. 2. Check for continuity between pin C on the
harness side of the Top 2 solenoid valve
connector and VECU connector J3, pin 10
(see Figure 486).
Checking for a Short Circuit to Ground on
page 368.
the open circuit between the Top 2 solenoid
Page 367
BLINK CODE 4-4
Circuit to Ground
487
Figure 487
1. Ensure that the ignition key is OFF, VECU

(see Figure 487).
short circuit between the Top 2 solenoid
If there is NO continuity, the diagnostic
Connect all connectors, road test the
Page 368
BLINK CODE 4-5 CCRS WASTEGATE OPERATION
(ASET IEGR ENGINE)
Failure Mode Identifier (FMI): 2 (Data Erratic), 5
(Open), 7 (Mechanical System Not Responding)
Parameter Identification (PID): S32 This fault should only be enabled if the vehicle is
equipped with a wastegate turbocharger.
Circuit Description: CCRS and 460HP step 8 Test 1 Checking for Code 4-5
engines use a Wastegate turbocharger to prevent
excessive intake manifold pressure. Using the 1. Verify that code 4-5 is set.
Boost Air Pressure (BAP) Sensor as an input, the If code 4-5 is set, go to test Test 2
Engine Electronic Control Unit (EECU) monitors Checking Code 4-5 Failure Mode Identifier
the intake manifold pressure to ensure the (FMI) on page 369.
wastegate is regulating intake manifold pressure If code 4-5 is not set, the code is
correctly. intermittent. Road test the vehicle, operating
at high intake manifold pressures, to attempt
The Wastegate system requires a switched to set code 4-5.
12 volt supply to Engine Electronic Control Unit
(EECU) connector J1 pin 8. This circuit is a splice
from EJ2-22-2.0 to a length of 0.8 wire that has Test 2 Checking Code 4-5 Failure
an inline 3300 ohm resistor in the EJ1 harness
convoluted tubing within 200 mm of connector
EJ1. The switched voltage feed is used to drive 1. Turn the ignition key ON.
the logic in the EECU.
Code Setting Conditions: Diagnostic code 4-5 using a diagnostic computer.
will set in the Engine Electronic Control Unit If the FMI is 5, go to test Test 4 Checking
(EECU) with FMI 2 if the engine speed is greater for Voltage at Connector EJ1 Pin 8 on page
than 1300 RPM at 85% load or greater and the 370.
Boost Air Pressure (BAP) Sensor Signal indicates If the FMI is 2 there is a mechanical problem
there is insufficient boost. Diagnostic Code 4-5 in the air induction system that prevents the
will set in the EECU with FMI 5 if the EECU loses turbocharger from developing sufficient
the 12 volt input at pin EJ1-8. Diagnostic code 4-5 boost pressure. Inspect the induction system
will set in the EECU with FMI 7 if the engine for loose fittings or physical damage that will
speed is greater than 1300 RPM at 85% load or cause low boost pressure. Inspect the
greater and the Boost Air Pressure (BAP) Sensor wastegate lever arm and actuator rod for
Signal indicates that the wastegate did not open. binding and corrosion that could prevent the
wastegate from closing.
If the FMI is 7 there is a mechanical problem
with the turbocharger wastegate system.
Any time the Boost Sensor Blink Code 2-2 is Inspect the air line from the manifold, to the
logged in the EECU, the Wastegate Output Blink wastegate actuator for kinks, leaks,
Code 4-5 will also be logged. Always correct the blockage, cuts or crimping that will prevent
cause of the Boost Sensor Blink Code 2-2 before manifold pressure from operating the
attempting to diagnose the occurrence of the turbocharger wastegate. Inspect the
Wastegate Output Blink Code 4-5. wastegate for binding, corrosion, or other
physical damage that could prevent the
wastegate from opening.
Page 369
Test 4 Checking for Voltage at Test 8 Checking for an Open
Connector EJ1 Pin 8 Fuse in the 12 Volt Supply Circuit
488
CX chassis with CCRS 460HP engines upgraded

in the field with a wastegate turbocharger, have
an ignition feed from EPDM fuse 46, connector C,
pin G. Production CCRS 460HP engines source
the ignition power feed from EPDM fuse 41.
1. Check the fuse that supplies switched

battery voltage to connector EJ1 pin 8.
If the fuse is in good condition and switched
battery voltage is present, go to test Test 16
Checking the Resistance in the Circuit
on page 371.
If the fuse is in good condition and switched
battery voltage is NOT present, go to test
Test 17 Checking the Power Relay on
page 371.
If the fuse is open (blown fuse), locate and
repair the short circuit to ground in the power
feed circuit and replace the fuse.
Figure 488

4. Measure the voltage between connector J1
pin 8 and a good ground (see Figure 488).
If battery voltage is NOT present, go to test
Test 8 Checking for an Open Fuse in the
12 Volt Supply Circuit on page 370.
If battery voltage is present, replace the
Page 370
Test 16 Checking the Resistance 1. Turn the ignition key OFF.
in the Circuit 2. Disconnect Engine Electronic Control Unit
489
3. Remove the fuse from the 12 volt supply
circuit.
4. Measure the resistance of the circuit
between the fuse in the EPDM and EECU
connector J1 pin 8. If power is supplied
through fuse 41, measure between EPDM
connector A pin A and connector J1 pin 8
(see Figure 489). If power is supplied
through fuse 46, measure between EPDM
connector C pin G and connector J1 pin 8
(see Figure 490).
There is a 3300 ohm resistor in the circuit

between the fuse and the EECU.
If the measured resistance is greater than

approximately 3300 ohms, locate and repair
the open circuit or high resistance
connection.
Figure 489
490 If the measured resistance is approximately
3300 ohms, go to test Test 32 Checking
for a Short Circuit to Ground on page 372.
Test 17 Checking the Power

Relay
2. Check the state of the power relay that feeds
the fuse for the circuit (see the following
table).
Chassis Model Fuse Power Relay

CX, CH, and CV 40 4
CX, Wastegate 46 3
Turbocharger Field
Upgrade
RD 40 3
If the power relay is energized, locate and

repair the open circuit between power relay
Figure 490 pin 87 and the fuse in question.
If the power relay is not energized, go to test
Test 34 Checking for Power to the Relay
on page 372.
Page 371
Test 32 Checking for a Short Test 34 Checking for Power to the
Circuit to Ground Relay
491
2. Remove the appropriate power relay from
the Electrical Equipment Panel (EEP) (see
the following table).
Chassis Model Fuse Power Relay

CX, CH, and CV 40 4
CX, Wastegate 46 3
Turbocharger Field
Upgrade
RD 40 3

4. Measure the voltage between EEP relay
cavity pin 30 and a good ground. Measure
the voltage between EEP relay cavity pin 86
and a good ground.
If system voltage is present at both pins, go
to test Test 68 Checking for Ground at
the Relay on page 372.
Figure 491 If system voltage is not present at one or
both pins, locate and repair the open power
1. Turn the ignition key OFF. feed circuit.
(EECU) connector J1. Test 68 Checking for Ground at
3. Remove the fuse from the 12 volt supply the Relay
circuit.
connector J1 pin 8 and a good ground (see 2. Remove the appropriate power relay from
Figure 491). the Electrical Equipment Panel (EEP) (see
the following table).
short circuit to ground in circuit EJ1-8. Chassis Model Fuse Power Relay
If there is NO continuity, the procedures CX, CH, and CV 40 4
have cured the problem. Check all
connectors to ensure proper connections CX, Wastegate 46 3
Turbocharger Field
and retest the system to ensure that blink Upgrade
code 4-5 is no longer active.
RD 40 3
3. Check for continuity between EEP relay

cavity pin 85 and a good ground.
If continuity exists, replace the power relay
If continuity does NOT exist, locate and
repair the open ground circuit to the power
relay.
Page 372
BLINK CODE 4-5 VARIABLE TURBINE GEOMETRY (VTG)
POSITION SENSOR (ASET CEGR ENGINE)
492
Figure 492 Variable Turbine Geometry (VTG) Position Sensor Circuit (ASET CEGR Engine)

When performing electrical tests, wiggle wires Control Unit (EECU) senses that the VTG
and connectors to find intermittent problems. Position Sensor signal voltage is less than
0.15 volts or greater than 4.9 volts for 1 second. If
Failure Mode Identifier (FMI): 3 (Voltage High), the VTG Position Sensor voltage returns to
4 (Voltage Low/Open), or 7 (Position Does Not between 0.15 volts and 4.9 volts for more than
Follow Command) 1 second, the fault will become inactive. Code 4-5
will set with FMI 7 if the VTG vane position differs
Parameter Identification (PID): S269 from the EECU target position by more than 25%
or if there is an open or short circuit to voltage in
Message Identification (MID): 128 the VTG Position Sensor ground circuit.
Circuit Description: The Variable Turbine

Geometry (VTG) Position Sensor is a linear
induction position sensor. The position sensor is Code 4-5 with a FMI 7 will not become active
mechanically linked to the actuating element of within two minutes of engine start. This delay
the turbocharger. The sensor is positioned within provides time for the air compressor to build air
a magnetic field and produces a signal that is tank pressure.
processed by an internal microprocessor. When
the resulting voltage signal is compared to a
reference voltage, the position of the
turbocharger actuator can be calculated by the
EECU. 95 psi of air pressure is required to move the VTG
actuator to its full travel position.
Location: The Variable Turbine Geometry (VTG)
Position Sensor is built into the mechanical VTG
actuator.
Page 373
Test 1 Checking for Code 4-5 Test 3 Checking the VTG Position
1. Verify that code 4-5 is set. Sensor Ground Line for an Open
If code 4-5 is set with FMI 4 (voltage low or Circuit
open) or FMI 3 (voltage high), go to test 493
Test 2 Checking Code 4-5 Failure Mode
Identifier (FMI) on page 374.
If code 4-5 is set with FMI 7 (position does
not follow command), go to test Test 3
Checking the VTG Position Sensor Ground
Line for an Open Circuit on page 374.
connectors to try and set the code.

test Test 4 Checking the VTG Position
Sensor Reference Voltage Line on page
375.
5 Checking the VTG Position Sensor
Signal Line for a Short Circuit to Voltage on Figure 493
page 375.
2. Disconnect the VTG Position Sensor.
4. Check for continuity between VTG Position
Sensor harness connector pin 4 (ground
line) and EECU harness connector J2 pin 69
(see Figure 493).
Checking the VTG Position Sensor Ground
Line for a Short Circuit on page 376.
the open circuit in the ground line.
Page 374
Test 4 Checking the VTG Position Test 5 Checking the VTG Position
Sensor Reference Voltage Line Sensor Signal Line for a Short
494 Circuit to Voltage
495
Figure 494
Figure 495
2. Disconnect the VTG Position Sensor. 1. Turn the ignition key OFF.
3. Turn the ignition key ON. 2. Disconnect the VTG Position Sensor.
4. Measure the voltage between VTG Position 3. Disconnect Engine Electronic Control Unit
Sensor harness connector pin 3 (reference (EECU) connector J2.
voltage line) and a good ground (see 4. Turn the ignition key ON.
Figure 494).
If the measured voltage is greater than 5. Measure the voltage between VTG Position
4.9 volts, go to test Test 8 Checking the Sensor harness connector pin 1 and a good
VTG Position Sensor Signal Line for a Short ground (see Figure 495).
Circuit to Ground on page 376. If voltage is present, locate and repair the
If the measured voltage is less than short circuit to voltage in the signal line.
4.9 volts, go to test Test 9 Checking the If voltage is NOT present, go to test Test 10
Harness for Continuity in the VTG Position Checking the VTG Position Sensor
Sensor Reference Voltage Line on page Reference Voltage Line on page 377.
377.
Page 375
Test 6 Checking the VTG Position Test 8 Checking the VTG Position
Sensor Ground Line for a Short Sensor Signal Line for a Short
Circuit Circuit to Ground
496 497
2. Connect Engine Electronic Control Unit 2. Disconnect Engine Electronic Control Unit
(EECU) connector J2. (EECU) connector J2.
3. Disconnect the VTG Position Sensor. 3. Check for continuity between VTG Position
Sensor harness connector pin 1 (signal line)
and a good ground (see Figure 497).
5. Measure the voltage between VTG Position If there is NO continuity, go to test Test 16
Sensor harness connector pin 4 (ground Checking the Harness for Continuity in
line) and a good ground (see Figure 496). the VTG Position Sensor Signal Line on
If the measured voltage is 0.5 volts or less, page 378.
go to test Test 12 Checking the If continuity exists, locate and repair the
Operation of the Turbocharger Vanes on short circuit to ground in the VTG Position
page 378. Sensor signal line.
0.5 volts, locate and repair the short circuit
to voltage in the VTG Position Sensor
ground line.
Page 376
Test 9 Checking the Harness for Test 10 Checking the VTG
Continuity in the VTG Position Position Sensor Reference Voltage
Sensor Reference Voltage Line Line
498 499
Figure 499

Figure 498 4. Measure the voltage between the VTG
Position Sensor harness connector pin 3
1. Turn the ignition key OFF. (reference voltage line) and a good ground
2. Disconnect Engine Electronic Control Unit (see Figure 499).
(EECU) connector J2. If the measured voltage is less than
3. Check for continuity between the VTG the EECU on page 379.
Position Sensor harness connector pin 3
(reference voltage line) and EECU harness If the measured voltage is greater than
connector J2 pin 26 (see Figure 498). 5.25 volts, go to test Test 21 Checking
the Harness for a Pin to Pin Short Circuit in
If continuity exists, go to test Test 18 the VTG Position Sensor Reference Voltage
Checking the Harness for a Pin to Pin Short Line on page 379.
in the VTG Position Sensor Reference
the open in the harness reference voltage
line.
Page 377
Test 12 Checking the Operation 3. Disconnect Engine Electronic Control Unit
of the Turbocharger Vanes
4. Check for continuity between VTG Position
1. Turn the ignition key OFF. Sensor harness connector pin 1 (signal line)
2. Connect the VTG Position Sensor. and EECU harness connector J2 pin 51 (see
Figure 500).
3. Ensure the vehicle system air pressure is at If continuity exists, go to test Test 32
least 95 psi (110 psi preferable). Checking the VTG Position Sensor
4. Observe the VTG actuator while an Connector on page 379.
assistant starts the engine. If there is NO continuity, locate and repair
If the turbocharger vanes move to the the open circuit in the harness signal line.
approximately 90% closed position within
1 second, go to test Test 24 Checking
the VTG Turbocharger Calibration on page Test 18 Checking the Harness for
379. a Pin to Pin Short in the VTG
If the turbocharger vanes do NOT move to Position Sensor Reference Voltage
the approximately 90% closed position
within 1 second, go to test Test 25 Line
Checking the Air Supply to the VTG 501
Actuator on page 379.
Test 16 Checking the Harness for

Continuity in the VTG Position
Sensor Signal Line
500
Figure 501

connectors J1, J2, and J3 (see Figure 501).
a short circuit.
Figure 500 If continuity exists or if there is a visual short,
1. Turn the ignition key OFF. voltage line.
2. Disconnect the VTG Position Sensor. If there is NO continuity or visual short, go to
test Test 36 Checking for a Faulty EECU
Page 378
Test 20 Checking the EECU Test 24 Checking the VTG
1. Replace the EECU with a known good unit Turbocharger Calibration
and retest the system. 1. Perform the VTG calibration procedure as
If blink code 4-5 is NOT active, replacing the outlined in the V-MAC Support Software
EECU corrected the problem. Check all User Guide.
2. Road test the vehicle, operating in all gears
If blink code 4-5 is still active, reinstall the at a variety of engine loads. Verify that the
original EECU and replace the VTG VTG actuator moves through its entire
assembly. range.
3. Check to see whether code 4-5 is still set.
Test 21 Checking the Harness for If code 4-5 is still set, go to test Test 48
a Pin to Pin Short Circuit in the VTG Checking the EECU on page 380.
Position Sensor Reference Voltage If code 4-5 is NOT set, calibrating the VTG
turbocharger corrected the problem. Check
Line all connectors to ensure proper connections.
502
Test 25 Checking the Air Supply

to the VTG Actuator
1. Check the air supply lines and fittings to the
VTG control valve and the VTG actuator for
leaks, kinks, or other restrictions.
2. Check the VTG control valve and the VTG
actuator for air leaks.
If any air leaks exist, repair the leaking hose
or fitting or replace the leaking component.
If there are NO leaks in the air supply, go to
test Test 50 Checking the Chassis Air
System Pressure on page 380.
Figure 502

Test 32 Checking the VTG
Position Sensor Connector
(EECU) connectors J1, J2, and J3. 1. Visually inspect both sides of the VTG
3. Disconnect the VTG Position Sensor. Position Sensor connector for a repairable
open.
connector J2 pin 26 (reference voltage line) 2. If any of the pins feel loose, repair or replace
and all other pins in EECU harness the VTG Position Sensor connector.
connectors J1, J2, and J3 (see Figure 502). If the pins in the connector are making good
5. Visually check EECU connector J2 pin 26 for EECU Connector for an Open in the VTG
a short circuit. Position Sensor Signal Line on page 380.
voltage line.
If there is NO continuity or visual short, go to
test Test 42 Checking the VTG Position
Sensor Connector on page 380.
Page 379
Test 36 Checking for a Faulty Test 50 Checking the Chassis Air
EECU Connector System Pressure
1. Turn the ignition key OFF. 1. Start the engine and allow it to idle.
2. Disconnect EECU connector J2. 2. Check the chassis air system pressure using
the gauge on the instrument panel.
loose pins or deformed contacts. If the chassis air pressure gauge indicates
96 psi or greater, go to test Test 100
4. Align the purple male test lead found in the Checking the Turbocharger Vanes on page
J 38581 V-MAC Jumper Wire Kit with EECU 380.
If the chassis air pressure gauge indicates
less than 96 psi, locate and repair the cause
looseness.
of the low air pressure.
If the terminal feels loose, repair the harness
connector.
If the test lead is making good contact with Test 64 Checking the EECU
the connector terminal, the EECU is not Connector for an Open in the VTG
supplying proper voltage to the VTG Position
Sensor. Replace the EECU and retest the
Position Sensor Signal Line
system. 1. Visually inspect both sides of Engine
Test 42 Checking the VTG pin 51 for a repairable open in signal line.
Position Sensor Connector replace EECU harness connector J2.
1. Visually inspect both sides of the VTG If the pin is making good contact, go to test
Position Sensor connector for a short or Test 128 Checking the EECU on page
open circuit. 381.
If any of the pins feel loose or appear to be
shorted together, repair or replace the VTG Test 100 Checking the
Position Sensor connector.
If the connector is in good condition, the
Turbocharger Vanes
reference voltage line is shorted to voltage 1. Remove the pin and clip that connects the
elsewhere in the vehicle harness. Locate VTG actuator to the actuator arm.
2. Manually move the actuator arm through its
entire range of travel in both directions.
Test 48 Checking the EECU If the actuator arm moves smoothly, with
1. Replace the EECU with a known good unit little resistance through its entire range of
and retest the system. travel, go to test Test 200 Checking the
VTG Turbocharger Calibration on page 381.
EECU corrected the problem. Check all If any binding is detected or if the actuator
connectors to ensure proper connections. arm does NOT move smoothly through its
entire range of travel, replace the VTG
If blink code 4-5 is still active, reinstall the turbocharger assembly.
original EECU and replace the VTG
assembly.
Page 380
Test 128 Checking the EECU Test 400 Checking the VTG
1. Replace the EECU with a known good unit Control Valve
and retest the system. 1. Replace the VTG control valve with a known
If blink code 4-5 is NOT active, replacing the good unit.
EECU corrected the problem. Check all
connectors to ensure proper connections. 2. Restore all mechanical and electrical
connections.
If blink code 4-5 is still active, reinstall the
original EECU and replace the VTG 3. Perform the VTG calibration procedure as
assembly. outlined in the V-MAC Support Software
User Guide.
Test 200 Checking the VTG 4. Road test the vehicle and retest the system.
Turbocharger Calibration If blink code 4-5 is still active, go to test Test
800 Checking the EECU on page 381.
1. Perform the VTG calibration procedure as If blink code 4-5 is NOT active, replacing the
outlined in the V-MAC Support Software VTG control valve corrected the problem.
User Guide. Check all connectors to ensure proper
2. Road test the vehicle, operating in all gears connections.
at a variety of engine loads.
3. Check to see whether code 4-5 is still set. Test 800 Checking the EECU
If code 4-5 is still set, go to test Test 400 1. Reinstall the original VTG control valve.
Checking the VTG Control Valve on page
381. 2. Replace the EECU with a known good unit
If code 4-5 is NOT set, calibrating the VTG
turbocharger corrected the problem. Check If blink code 4-5 is NOT active, replacing the
all connectors to ensure proper connections. EECU corrected the problem. Check all
original EECU and replace the VTG
Turbocharger assembly.
Page 381
BLINK CODE 4-6
BLINK CODE 4-6
BLINK CODE 4-6 TACHOMETER DRIVE
503
Figure 503 Standard Tachometer Drive Circuit
Page 382
BLINK CODE 4-6
504
Figure 504 Optional Tachometer Drive Circuit
calculated engine speed to the Vehicle Electronic

Control Unit (VECU) over the serial data lines.
The VECU outputs the engine speed signal to the
When performing electrical tests, wiggle the wires Tachometer. The Tachometer translates the
and connectors to find intermittent problems. engine speed signal into revolutions per minute
(RPM) and displays the result on the gauge.

This circuit is not used on vehicles equipped with Electronic Control Unit (VECU) senses voltage
electronic gauge clusters. greater than 5 volts for more than 2 seconds at
VECU connector J1 pin 4. If the voltage drops to
less than 5 volts for more than 2 seconds, the
fault will become inactive. Code 4-6 can also set
4 (Voltage Low)
with an FMI of 4 (voltage low), if the voltage is
less than 0.5 volts for more than 2 seconds at
VECU connector J1 pin 4. If the voltage rises
greater than 0.5 volts for more than 2 seconds,
the fault will become inactive.
Circuit Description: When the engine is running,
Additional Symptoms: Tachometer inoperative.
the Engine Speed Sensor sends a signal to the
frequency of the signal is used by the EECU to
calculate engine speed. The EECU sends the
Page 383
BLINK CODE 4-6
1. Verify that code 4-6 is set. 5. Measure the voltage between the pin in the
following chart and a good ground.
Checking for an External Fault on page 384. Tachometer Connector (harness
If code 4-6 is not set, wiggle the harness and Model side pin number)
wires to try and set the code. CL 3
RB, RD, DM, 4
Test 2 Checking for an External MR, LE
Fault If battery voltage or ground is present at the

1. Turn the ignition key OFF. appropriate pins, go to test Test 8
2. Disconnect all optional equipment using the (FMI) on page 384.
RPM external tie point at the Mack Option If battery voltage or ground is not present,
Junction Block located near the accessory repair the suspect supply or ground circuit.
bus.
If the tachometer still does NOT operate
properly, go to test Test 4 Checking Mode Identifier (FMI)
Tachometer Supply Voltage on page 384.
If the tachometer is now working, there is a diagnostic computer.
short circuit in an optional equipment
component or related harness. Locate and
16 Checking for Voltage on the Buffered
repair the short circuit.
RPM Line in the Harness on page 385.
If the FMI is 4 (voltage low), go to test Test
Test 4 Checking Tachometer 17 Checking for a Short Circuit to
Supply Voltage Ground on page 385.

2. Disconnect the tachometer connector.
3. Check for continuity between the pin in the
Tachometer Connector (harness

Model side pin number)
CL 1
RB, RD, DM, 1 and 3
MR, LE
Page 384
BLINK CODE 4-6
the Buffered RPM Line in the Circuit to Ground
Harness 506
505
Figure 506
Figure 505
1. Turn the ignition key OFF. 2. Disconnect the tachometer connector.
2. Disconnect the tachometer connector. 3. Disconnect VECU connector J1.
3. Disconnect Vehicle Electronic Control Unit 4. Check for continuity between VECU
(VECU) connector J1. connector J1 pin 4 and a good ground (see
4. Turn the ignition key ON. Figure 506).
5. Measure the voltage between VECU ground, go to test Test 34 Isolating the
connector J1 pin 4 and a good ground (see Short Circuit to Ground on page 387.
Figure 505).
If there is NO continuity between pin 4 and
If the measured voltage is less than ground, go to test Test 35 Checking for a
0.5 volts, go to test Test 32 Checking for Pin to Pin Short Circuit in the Harness on
a Pin to Pin Short in the Harness on page page 387.
386.
If the measured voltage is greater than 0.5
volts, go to test Test 33 Isolating the
Page 385
BLINK CODE 4-6
Short in the Harness to Voltage
507 508
2. Disconnect the tachometer connector. 2. Disconnect the tachometer connector.
3. Disconnect any optional equipment using 3. Disconnect VECU connectors J1, J2 and J3.
the RPM external tie point at the Mack
Option Junction Block.
4. Disconnect Vehicle Electronic Control Unit VECU connectors J1, J2 and J3 (see Figure
(VECU) connectors J1, J2 and J3. 508).
5. Check for continuity between VECU If continuity exists, pin 4 is shorted to one of
connector J1 pin 4 and all other pins on the other VECU circuits. Locate and repair
VECU connectors J1, J2 and J3 (see Figure the short circuit.
507). If there is NO continuity, the short circuit to
If continuity exists, pin 4 is shorted to one of voltage is somewhere in the cab harness.
the other VECU circuits. Locate and repair Locate and repair the short circuit.
the short circuit.
Checking for Proper Voltage to the
Tachometer When the Engine is Running
on page 388.
Page 386
BLINK CODE 4-6
to Ground Short Circuit in the Harness
509 510
2. Disconnect the tachometer connector. 2. Disconnect the tachometer connector.
VECU connectors J1, J2 and J3 (see Figure VECU connectors J1, J2 and J3 (see Figure
509). 510).
If continuity exists, pin 4 is shorted to one of If continuity exists, pin 4 is shorted to one of
the other VECU circuits. Locate and repair the other VECU circuits. Locate and repair
the short circuit. the short.
If there is NO continuity, pin 4 is shorted to If there is NO continuity, go to test Test 70
ground somewhere else in the cab harness. Checking for an Open Circuit in the
Locate and repair the short circuit. Harness on page 388.
Page 387
BLINK CODE 4-6
Test 64 Checking for Proper 1. Turn the ignition key OFF.
Voltage to the Tachometer When the 2. Disconnect the tachometer connector.
Engine is Running 3. Disconnect VECU connector J1.
1. Turn the ignition key OFF. 4. Connect a jumper between VECU connector
J1 pin 4 and a good ground (see Figure
2. Connect VECU connectors J1, J2 and J3. 511).
3. Disconnect the tachometer connector. 5. Check for continuity between the pin shown
4. Start and run the engine. in Figure 511 and a good ground.
5. Measure the voltage between the pin shown
in the following chart and a good ground.
Tachometer When the Engine is Running
on page 389.
Model side pin number) If there is NO continuity, the buffered RPM
CL 4
line is open in the harness. Locate and
repair the open circuit.
RB, RD, DM, 5
MR, LE
3.25 volts, go to test Test 128 Checking Code 4-6
for Blink Code 4-6 on page 388. 1. Turn the ignition switch OFF.
If the measured voltage is NOT within this
range, go to test Test 129 Checking for 2. Connect VECU connector J1.
Blink Code 4-6 on page 389. 3. Replace the tachometer with a known good
tachometer.
Test 70 Checking for an Open 4. Turn the ignition switch ON and start the
Circuit in the Harness engine.
If blink code 4-6 is still active, install the old
511
tachometer, replace the VECU and retest
the system.
connections.
Figure 511
Page 388
BLINK CODE 4-6
Test 129 Checking for Blink Test 280 Checking for
Code 4-6 Blink Code 4-6
1. Turn the ignition switch OFF. 1. Turn the ignition switch OFF.
2. Connect the tachometer connector. 2. Connect VECU connector J1.
3. Connect connectors J1, J2 and J3 to the 3. Replace the tachometer with a known good
VECU. tachometer.
4. Turn the ignition switch ON. 4. Start and run the engine.
If blink code 4-6 is still active, check the If blink code 4-6 is still active, re-install the
VECU and connectors J1, J2 and J3 for dirt, old tachometer, replace the VECU and
loose or shorted pins, or any other retest the system.
repairable damage. If no problems are If blink code 4-6 is NOT active, the
evident, or are not repairable, replace the diagnostic procedures have corrected the
VECU and retest the system. problem. Check all connectors to ensure
If blink code 4-6 is not active, the diagnostic proper connections.
connections. Test 281 Checking the VECU
Test 140 Checking for Proper 1. Visually inspect VECU connector J1 pin 4 for
Voltage to the Tachometer When the dirt, loose pin or a deformed contact.
Engine is Running 2. Align the purple male test lead found in the
1. Turn the ignition switch OFF. harness connector J1 pin 4. Gently push the
2. Connect VECU connector J1. test lead into harness connector terminal
3. Disconnect the tachometer connector. If a repairable open is found or the terminal
4. Start and run the engine. feels loose, repair or replace VECU harness
connector J1.
5. Measure the voltage between the pin shown
in the following chart and a good ground. If the test lead is making good contact with
VECU connector J1 pin 4, go to test Test
562 Checking for Blink Code 4-6 on page
Model side pin number) 389.
CL 4
RB, RD, DM 5 Test 562 Checking for Blink
MR, LE Code 4-6
If the measured voltage is between 1.75 and 1. Turn the ignition switch OFF.
3.25 volts, go to test Test 280 Checking 2. Connect VECU connector J1, J2 and J3.
for Blink Code 4-6 on page 389.
3. Connect the tachometer connector.
range, go to test Test 281 Checking the 4. Turn the ignition switch ON.
VECU Connector for an Open Circuit on If blink code 4-6 is still active, replace the
page 389. VECU and retest the system.
proper connections.
Page 389
BLINK CODE 4-7
BLINK CODE 4-7
BLINK CODE 4-7 SPEEDOMETER DRIVE
512
Figure 512 Standard Speedometer Drive Circuit
Page 390
BLINK CODE 4-7
513
Figure 513 Optional Speedometer Drive Circuit
frequency of the VSS signal and calculates the

vehicle speed. The VECU also buffers the VSS
signal and sends the speed signal to the
When performing electrical tests, wiggle the wires Speedometer from VECU connector J1 pin 3.
and connectors to find intermittent problems. The Speedometer uses the VECU speed signal
to drive the speedometer pointer.
Code Setting Conditions: If the Vehicle

Electronic Control Unit (VECU) detects that the
This circuit is not used on vehicles equipped with vehicle speed output circuit voltage has fallen to
electronic gauge clusters. less than 0.5 volts for more than two seconds,
indicating an open or short to ground, code 4-7
will set with an FMI of 4. Code 4-7 will set with an
FMI of 3, indicating a short to voltage, if the
4 (Voltage Low)
Vehicle Electronic Control Unit (VECU) detects
that the vehicle speed output circuit voltage is
greater than 5 volts for more than two seconds.
The Electronic Malfunction Lamp (EML) will light
if code 4-7 is active. Code 4-7 will become
inactive if the Vehicle Speed (MPH) Sensor (VSS)
Circuit Description: When the vehicle is moving,
output voltage returns to between 0.5 and 5 volts
the transmission output shaft gear teeth rotate
for more than two seconds.
past the Vehicle Speed Sensor tip and the sensor
generates a series of voltage pulses. The Vehicle
Additional Symptoms: Speedometer
Electronic Control Unit (VECU) monitors the
inoperative.
Page 391
BLINK CODE 4-7
Test 1 Check for Code 4-7 4. Turn the ignition key ON.
1. Verify that code 4-7 is set. 5. Measure the voltage between the pin in the
Checking for an External Fault on page 392. Speedometer Connector (harness
If code 4-7 is not set, wiggle the harness and Model side pin number)
wires to try and set the code. CL 3
RB, RD, DM, 4
Test 2 Checking for an External MR, LE
Fault
If battery voltage and ground are present on
1. Turn the ignition switch OFF. the appropriate pins, go to test Test 8
2. Disconnect all optional equipment using the (FMI) on page 392.
MPH external tie point at the Mack Option
Junction Block located near the accessory If battery voltage and/or ground is not
bus. present, repair the suspect supply and/or
ground circuit.
3. Test drive the vehicle.
If the speedometer still does NOT work, go
to test Test 4 Checking Speedometer
Supply Voltage on page 392. Mode Identifier (FMI)
If the speedometer is now working, there is a
short in an optional equipment component
or related harness. Locate and repair the
short circuit. If the FMI is 3 (voltage high), go to test Test
16 Checking for Voltage on the Buffered
MPH Line in the Harness on page 393.
Test 4 Checking Speedometer If the FMI is 4 (voltage low), go to test Test
Supply Voltage 17 Checking for a Short to Ground on
page 393.
2. Disconnect the speedometer connector.
3. Check for continuity between the pin in the
Speedometer Connector (harness

CL 1
RB, RD, DM, 1 and 3
MR, LE
Page 392
BLINK CODE 4-7
Test 16 Checking for Voltage on Test 17 Checking for a Short to
the Buffered MPH Line in the Ground
Harness 515
514
Figure 515
Figure 514
1. Turn the ignition switch OFF.
1. Turn the ignition switch OFF. 2. Disconnect the speedometer connector.
2. Disconnect the speedometer connector. 3. Disconnect VECU connector J1.
3. Disconnect Vehicle Control Unit (VECU) 4. Check for continuity between VECU
connector J1. connector J1 pin 3 and a good ground (see
4. Turn the ignition switch ON. Figure 515).
5. Measure the voltage between VECU Isolating the Short Circuit to Ground on
connector J1 pin 3 and a good ground (see page 395.
Figure 514).
If the measured voltage is less than Checking for a Pin to Pin Short Circuit in
0.5 volts, go to test Test 32 Checking for the Harness on page 395.
a Pin to Pin Short Circuit in the Harness on
page 394.
Page 393
BLINK CODE 4-7
Short Circuit in the Harness to Voltage
516 517
2. Disconnect the speedometer connector. 2. Disconnect the speedometer connector.
3. Disconnect any optional equipment using 3. Disconnect VECU connectors J1, J2 and J3.
the MPH external tie point at the Mack
Option Junction Block.
4. Disconnect Vehicle Electronic Control Unit VECU connectors J1, J2 and J3 (see
(VECU) connectors J1, J2 and J3. Figure 517).
5. Check for continuity between VECU If continuity exists, pin 3 is shorted to one of
connector J1 pin 3 and all other pins on the other VECU circuits. Locate and repair
VECU connectors J1, J2 and J3 (see Figure the short circuit.
516). If there is NO continuity, the short circuit to
If continuity exists, pin 3 is shorted to one of voltage is somewhere else in the harness.
the other VECU circuits. Locate and repair Locate and repair the short circuit.
the short circuit.
Speedometer When the Engine is Running
on page 396.
Page 394
BLINK CODE 4-7
to Ground Short Circuit in the Harness
518 519
2. Disconnect the speedometer connector. 2. Disconnect the speedometer connector.
If continuity exists, pin 3 is shorted to one of If continuity exists, pin 3 is shorted to one of
the other VECU circuits. Locate and repair the other VECU circuits. Locate and repair
the short circuit. the short circuit.
If there is NO continuity, pin 3 is shorted to If there is NO continuity, go to test Test 70
ground somewhere else in the harness. Checking for an Open Circuit in the
Locate and repair the short circuit. Harness on page 396.
Page 395
BLINK CODE 4-7
Test 64 Checking for Proper 1. Turn the ignition switch OFF.
Voltage to the Speedometer When 2. Disconnect the speedometer connector.
the Engine is Running 3. Disconnect VECU connector J1.
4. Connect a jumper between VECU connector
1. Turn the ignition switch OFF. J1 pin 3 and a good ground (see Figure
2. Connect VECU connectors J1, J2 and J3. 520).
3. Disconnect the speedometer connector. 5. Check for continuity between the pin shown
in Figure 520 and a good ground.
4. Start and run the engine. If continuity exists, go to test Test 140
5. While the vehicle is being driven above Checking for Proper Voltage to the
10 MPH, measure the voltage between the Speedometer When the Engine is Running
pin shown in the following chart and a good on page 397.
ground. If there is NO continuity, the buffered MPH
line is open in the harness. Locate and
Speedometer Connector (harness repair the open circuit.
CL 4 Test 128 Checking for
RB, RD, DM, 5 Blink Code 4-7
MR, LE
If the measured voltage is between 1.75 and 2. Connect VECU connector J1.
for Blink Code 4-7 on page 396. 3. Replace the speedometer with a known
good speedometer.
range, go to test Test 129 Checking for 4. Test drive the vehicle.
Blink Code 4-7 on page 396. If blink code 4-7 is still active, re-install the
old speedometer and replace the VECU and
retest the system.
Circuit in the Harness diagnostic procedures have corrected the
520 problem. Check all connectors to ensure
proper connections.
Test 129 Checking for

Blink Code 4-7
2. Connect the speedometer connector.
VECU.
4. Turn the ignition switch ON.
connections.
Figure 520
Page 396
BLINK CODE 4-7
Test 140 Checking for Proper Test 281 Checking VECU
Voltage to the Speedometer When Connector for an Open Circuit
the Engine is Running 1. Visually inspect VECU connector J1 pin 3 for
1. Turn the ignition switch OFF. dirt, loose pin or deformed contacts.
2. Connect VECU connector J1. 2. Align the purple male test lead found in the
3. Disconnect the speedometer connector. harness connector J1 pin 3. Gently push the
4. Start the engine. test lead into harness connector terminal
5. While the vehicle is being driven above If a repairable open is found or the terminal
10 MPH, measure the voltage between the feels loose, repair or replace VECU harness
pin shown in the following chart and a good connector J1.
ground.
VECU connector J1 pin 3, go to test Test
Speedometer Connector (harness
Model side pin number) 562 Checking for Blink Code 4-7 on
page 397.
CL 4
RB, RD, DM, 5
MR, LE Test 562 Checking for
Blink Code 4-7
3.25 volts, go to test Test 280 Checking 1. Turn the ignition switch OFF.
2. Connect VECU connector J1, J2 and J3.
range, go to test Test 281 Checking 3. Connect the speedometer connector.
VECU Connector for an Open Circuit on
page 397.
Test 280 Checking for If blink code 4-7 is NOT active, the
Blink Code 4-7 diagnostic procedures have corrected the
1. Turn the ignition switch OFF. proper connections.
2. Connect VECU connector J1.
3. Replace the speedometer with a known
good speedometer.
4. Test drive the vehicle.
If blink code 4-7 is still active, re-install the
old speedometer, then replace the VECU
proper connections.
Page 397
BLINK CODE 4-8
BLINK CODE 4-8
BLINK CODE 4-8 CUSTOM DEFINED STATEMENT FAULT
Failure Mode Identifier (FMI): 0 (Above Test 1 Checking for Code 4-8
Normal), 1 (Below Normal), 8 (Abnormal
Frequency) 1. Verify that code 4-8 has been logged in the
Vehicle Electronic Control Unit (VECU) fault
Parameter Identification (PID): S151 tables.
If code 4-8 has been logged, notify the
Message Identification (MID): 142 vehicle owner or fleet service group of the
number of occurrences at each FMI, and
Code Setting Conditions: The Vehicle clear the code.
Electronic Control Unit (VECU) can be
programmed to log a Custom Defined Statement
(CDS) fault; blink code 4-8. The purpose of the
CDS fault code is to allow fleet owners to monitor
a particular vehicle event without scrolling
through the entire DataMax log table. Blink
code 4-8 does not imply a problem with the
vehicles electrical system.
Page 398
BLINK CODE 4-9 EGR VALVE MECHANISM
(ASET CEGR ENGINE)
521
Figure 521 EGR Control Valve Circuit (ASET CEGR Engine)
Failure Mode Identifier (FMI): 2 (Data Erratic),

3 (Voltage High), 4 (Voltage Low), 5 (Current
Low/Open), or 7 (Not Within an Acceptable
Range) If the Engine Electronic Control Unit (EECU)
detects a short circuit to ground in the EGR
Parameter Identification (PID): 146 control valve high side drive circuit, the EECU will
turn off the high side drive and the drive will
Message Identification (MID): 128 remain OFF until the key is cycled. As a result,
code 4-9 with FMI 4 may not be seen as active.
Circuit Description: The EGR Valve operation is A short circuit to ground in the high side drive
controlled by the Engine Electronic Control Unit may also generate a code 4-9 with FMI 7.
(EECU) using output transistor drivers that
provide the power and ground circuits.
Location: The EGR Valve is located on the right
side of the engine, on the exhaust manifold, near 1. Check that code 4-9 is set.
the turbocharger. If code 4-9 is set, go to test Test 2
Checking the Failure Mode Indicator (FMI)
Code Setting Conditions: If the Engine on page 400.
Electronic Control Unit (EECU) detects an open, If code 4-9 is NOT set, wiggle the harness
short to ground or short to voltage while connectors to try to set the code. Visually
attempting to operate the EGR valve, the inspect the EGR connector and terminals for
Electronic Malfunction Lamp (EML) will turn ON frayed, loose or corroded connections.
and blink code 4-9 will set. Code 4-9 will also set
if EGR flow is not within the proper range for the
current engine operating conditions.
Page 399
2. Disconnect the harness electrical connector
If code 4-9 is logged with FMI 7, the code may not from the EGR control valve.
be seen active in the workshop. If possible, run 3. Check for continuity between the pins on the
the vehicle on a chassis dynamometer while EGR control valve (see Figure 522).
flexing the wiring harness and moving the
harness connectors. Listen for the EGR control
Checking for a Short to Ground in the EGR
valve to click on or off indicating an intermittent
Control Valve on page 401.
open or short circuit.
If there is NO continuity at the EGR control
valve, the solenoid is open and must be
replaced.
Test 2 Checking the Failure Mode
Indicator (FMI) Test 5 Checking the EGR Flow
1. Check the blink code 4-9 FMI using a
diagnostic computer. 1. Start the engine and allow it to idle.
If the FMI is 2, 3, 4 or 5, go to test Test 4 2. Road test the vehicle, operating in the full
Checking for an Open EGR Control Valve range of loads and engine speeds.
on page 400. 3. Use the Advanced Diagnostics screen of the
If the FMI is 7, go to test Test 5 Checking Mack Diagnostics Software to monitor EGR
the EGR Flow on page 400. flow while the EECU is requesting the EGR
valve to open.
Test 4 Checking for an Open EGR If the measured EGR flow is more than
5-10 lbs/min less than the target value, go to
Control Valve test Test 10 Checking EGR Valve
522 Operation on page 401.
If the measured EGR flow is more than
5-10 lbs/min greater than the target value,
go to test Test 11 Checking EGR Valve
Operation at Idle on page 401.
Figure 522
Page 400
Test 8 Checking for a Short to Test 10 Checking EGR Valve
Ground in the EGR Control Valve Operation
523
1. Shut down the engine.
2. Observe the EGR valve shaft while an
assistant starts the engine. The shaft should
move from left to right when the EECU
requests EGR.
If the EGR valve opens when the EECU
requests EGR, go to test Test 20
Checking for Other Codes on page 402.
If the EGR valve does NOT open when the
EECU requests EGR, go to test Test 21
Checking for Oil Pressure to the EGR Valve
on page 402.
Test 11 Checking EGR Valve

Operation at Idle
2. Use the Advanced Diagnostics screen of the
Mack Diagnostics Software to monitor the
EGR valve position command.
Figure 523 If the EGR valve is OFF at idle, go to test
Test 22 Checking Boost Pressure at
1. Turn the ignition key OFF. Road Speed on page 403.
2. Disconnect the harness electrical connector If the EGR valve is ON at idle, go to test
from the EGR Control Valve. Test 23 Checking for Debris in the EGR
3. Check for continuity from either pin on the Valve on page 403.
EGR Control Valve to a good ground (see
Figure 523).
If there is NO continuity at the EGR Control
Valve, go to test Test 16 Checking for a
Short to Ground at the EGR Control Valve
If continuity exists, the EGR Control Valve is
shorted to ground and must be replaced.
Page 401
Test 16 Checking for a Short to Test 20 Checking for Other Codes
Ground at the EGR Control Valve 1. Check to see whether blink code 5-8 or 5-9
Harness Connector are also set.
524
If code 5-8 or 5-9 are set, diagnose and
repair the cause of these codes first, then
retest the system to ensure blink code 4-9 is
no longer active.
If code 5-8 or 5-9 are NOT set, go to test
Test 40 Checking the Turbocharger Vane
Position on page 404.
Test 21 Checking for Oil Pressure

to the EGR Valve
2. Connect an oil pressure gauge to the EGR
valve oil supply line.
3. Plug the open oil port.
If the oil pressure at the supply line is
roughly equal to system pressure, go to test
Test 42 Checking for a Short to Ground
at the EGR Control Valve Harness
Figure 524 Connector on page 404.
1. Turn the ignition key OFF. 5. If the oil pressure at the supply line is
significantly less than system pressure,
2. Disconnect connectors J1, J2 and J3 from there is an obstruction in the oil supply line.
the Engine Electronic Control Unit (EECU). Locate and repair the cause of the low oil
3. Disconnect the harness connector from the pressure.
EGR Control Valve.
4. Check for continuity between the two pins of
the EGR Control Valve harness connector
If continuity exists, the circuit is shorted to
ground. Locate and repair the short circuit.
Checking for an Open Circuit in the EGR
Control Valve High Side Drive on page 403.
Page 402
Test 22 Checking Boost Pressure Test 32 Checking for an Open
at Road Speed Circuit in the EGR Control Valve
1. Road test the vehicle. High Side Drive
525
2. Verify that EGR flow varies with changes in
engine speed and load.
If EGR is flowing but does not vary with
changes in engine speed and load, replace
the EGR Mass Flow Sensor assembly and
retest the system.
3. Monitor the boost pressure while operating
the vehicle at the rated engine speed and
under full load.
If the boost pressure reaches 32-35 psi at
100% load, go to test Test 44 Checking
the EGR Mass Flow Sensor Assembly on
page 404.
If 32 psi of boost pressure cannot be
achieved at 100% load, go to test Test 45
Checking for Boost and EGR Leaks on
page 404.
Test 23 Checking for Debris in

the EGR Valve
Figure 525
2. With the EGR control valve ON, disconnect
the harness connector. 2. Disconnect connectors J1, J2 and J3 from
If the EGR valve remains open (high flow the Engine Electronic Control Unit (EECU).
and the actuator shaft moved to the right), 3. Disconnect the harness connector from the
go to test Test 46 Checking for Debris in EGR Control Valve.
the EGR Valve on page 405.
If the EGR valve closes (no flow and the
connector J2 pin 16 and pin B at the EGR
actuator shaft moved to the left), go to test
Control Valve connector (see Figure 525).
Test 47 Checking Turbocharger Wheel
Speed on page 405. If there is NO continuity, repair the open in
circuit EJ2-16-1.0.
Checking for an Open Circuit in the EGR
Control Valve Low Side Drive on page 405.
Page 403
Test 40 Checking the 4. Check for continuity between each pin of the
EGR Control Valve harness connector
Turbocharger Vane Position versus a good ground (see Figure 526).
1. Start the engine and allow it to idle. If continuity exists, the circuit is shorted to
2. With the chassis air pressure at
approximately 110 psi, observe the If there is NO continuity, go to test Test 84
turbocharger vane position. Checking for a Short to Voltage in the
EGR Control Valve High Side Drive Circuit
If the turbocharger vanes are near the on page 406.
closed position, go to test Test 80
Checking for Intake and EGR Leaks on
page 406. Test 44 Checking the EGR Mass
If the turbocharger vanes are NOT near the Flow Sensor Assembly
closed position, refer to blink code 4-5 for
VTG turbocharger diagnostics. 1. Turn the ignition key OFF.
2. Replace the EGR Mass Flow Sensor
Test 42 Checking for a Short to assembly with a known good unit.
Ground at the EGR Control Valve 3. Road test the vehicle and retest the system.
Harness Connector If code 4-9 becomes active, reinstall the
original EGR Mass Flow Sensor assembly
526
and replace the EECU.
If code 4-9 does NOT become active,
replacing the EGR Mass Flow Sensor
assembly corrected the problem. Check all
Test 45 Checking for Boost and

EGR Leaks
2. Visually inspect the EGR system for leaks.
Leaks are often indicated by soot or carbon
marks at joints or connections.
If any leaks are apparent, repair or replace
the faulty component and retest the system.
If there are NO apparent leaks, go to test
Test 90 Pressure Testing the System on
page 406.
Figure 526

2. Disconnect connectors J2 from the Engine
EGR Control Valve.
Page 404
Test 46 Checking for Debris in Test 64 Checking for an Open
the EGR Valve Circuit in the EGR Control Valve
1. Start the engine and allow it to idle. Low Side Drive
527
2. With the EECU requesting EGR flow,
disconnect and connect the EGR valve
harness connector several times.
3. Road test the vehicle, operating in the full
range of loads and engine speeds.
If blink code 4-9 becomes active, go to test
Test 92 Checking the Engine Electronic
If blink code 4-9 does NOT become active,
disconnecting and reconnecting the EGR
control valve dislodged debris from the
valve.
Test 47 Checking Turbocharger

Wheel Speed
2. Monitor the turbocharger wheel speed.
If the turbocharger wheel speed is greater
than 12,000 rpm, go to test Test 94
Figure 527
Checking for Other Codes on page 407.
If the turbocharger wheel speed is less than 1. Turn the ignition key OFF.
approximately 12,000 rpm, go to test Test
95 Checking for Valid Boost Pressure on 2. Disconnect connectors J1, J2 and J3 from
page 407. the Engine Electronic Control Unit (EECU).
3. Disconnect the EGR Control Valve electrical
connector.
connector J2 pin 17 and pin A at the EGR
Control Valve connector (see Figure 527).
circuit EJ2-17-1.0.
Checking for a Short to Voltage in the EGR
Control Valve High Side Drive Circuit on
page 407.
Page 405
Test 80 Checking for Intake and 1. Turn the ignition key OFF.
EGR Leaks 2. Disconnect connector J2 from the Engine
2. Visually inspect the air induction system
between the turbocharger and in intake 4. Measure the voltage between EECU
manifold for leaks. Pay special attention to connector J2 pin 16 and a good ground (see
sensors, fittings, seams and connections. Figure 528).
If voltage is present, the high side drive
3. Visually inspect the EGR system for leaks. If circuit is shorted to voltage. Locate and
any leaks are located, repair or replace the repair the short circuit.
damaged component.
If there are NO leaks, go to test Test 160 Test 168 Checking for a Short to Voltage
Pressure Testing the System on page 408. in the EGR Control Valve Low Side Drive
Voltage in the EGR Control Valve Test 90 Pressure Testing the
High Side Drive Circuit System
528
2. Allow the engine to cool to room
temperature.
3. Disconnect the exhaust pipe from the
turbocharger and securely cap the
turbocharger outlet.
4. Disconnect the intake pipe from the
turbocharger inlet.
5. Use a regulated compressed air source to
pressurize the system to approximately
15 psi.
6. Listen and feel for air leaks along the entire
length of the EGR and intake system. Leaks
are often indicated by soot or carbon marks
at joints or connections.
Figure 528 Test 180 Checking the VTG
Turbocharger Calibration on page 409.
Page 406
Test 92 Checking the Engine Test 128 Checking for a Short to
Electronic Control Unit (EECU) Voltage in the EGR Control Valve
1. Turn the ignition key OFF. High Side Drive Circuit
529
loose pins, or deformed contacts.
If a terminal feels loose or damaged, repair
the connector.
If all the terminals appear to make good
EGR Control Valve on page 409.

1. Check to see whether blink code 5-8 or 5-9
are also set.
If code 5-8 or 5-9 are set, diagnose and
repair the cause of these codes first, then
retest the system to ensure blink code 4-9 is
no longer active.
If code 5-8 or 5-9 are NOT set, go to test
Figure 529
Test 95 Checking for Valid Boost 1. Turn the ignition key OFF.
Pressure
1. Turn the ignition key OFF. Electronic Control Unit (EECU).
2. Turn the ignition key ON, and monitor the 3. Turn the ignition key ON.
boost pressure. 4. Measure the voltage between EECU
If the boost pressure reads more than connector J2 pin 16 and a good ground (see
0.5 psi with the engine shut down, contact Figure 529).
Mack Trucks Service Engineering to ensure If voltage is present, the high side drive
the proper EECU data file is installed. circuit is shorted to voltage. Locate and
If the boost pressure reads less than 0.5 psi, repair the short circuit.
go to test Test 190 Pressure Testing the If there is NO voltage present, go to test
System on page 409. Test 256 Checking for a Short to Voltage
in the EGR Control Valve Low Side Drive
Page 407
Test 160 Pressure Testing the Test 168 Checking for a Short to
System Voltage in the EGR Control Valve
1. Turn the ignition key OFF. Low Side Drive Circuit
530
temperature.
3. Disconnect the exhaust pipe from the
turbocharger inlet.
5. Use a regulated compressed air source to
15 psi.
6. Listen and feel for air leaks along the entire
Test 320 Checking for a Clogged EGR
Valve on page 410.
Figure 530

4. Measure the voltage between the EECU
Figure 530).
If voltage is present, the low side drive circuit
is shorted to voltage. Locate and repair the
short circuit.
If voltage is NOT present, go to test Test
336 Checking the EGR Valve on page
410.
Page 408
Test 180 Checking the VTG Test 188 Checking the Engine
Turbocharger Calibration Electronic Control Unit (EECU)
1. Restore all connections to the turbocharger. 1. Turn the ignition key OFF.
2. Perform the VTG calibration procedure as 2. Disconnect connector J2 from the EECU.
outlined in the V-MAC Support Software
User Guide.
loose pins, or deformed contacts.
3. Road test the vehicle, operating in the full If a terminal feels loose or damaged, repair
range of loads and engine speeds. the connector.
4. Check to see whether code 4-9 becomes If all the terminals appear to make good
active. contact, go to test Test 376 Checking the
If code 4-9 becomes active, go to test Test EGR Valve on page 411.
360 Checking the Boost Pressure Relief
Valve on page 410. Test 190 Pressure Testing the
If code 4-9 does NOT become active,
calibrating the VTG turbocharger corrected System
the problem. 1. Turn the ignition key OFF.
Test 184 Checking the EGR temperature.
Control Valve 3. Disconnect the exhaust pipe from the
1. Replace the EGR control valve.
If blink code 4-9 becomes active, reinstall turbocharger inlet.
the original EGR control valve and replace
the EECU. 5. Use a regulated compressed air source to
15 psi.
replacing the EGR control valve corrected
the problem. 6. Listen and feel for air leaks along the entire
Test 380 Checking for Debris in the EGR
Valve on page 411.
Page 409
Test 256 Checking for a Short to Test 320 Checking for a Clogged
Voltage in the EGR Control Valve EGR Valve
Low Side Drive Circuit 1. Remove the EGR valve from the engine.
531
2. Visually inspect the exhaust ports inside the
EGR valve for carbon deposits that could
reduce EGR flow.
If excessive carbon deposits are present,
replace the EGR valve.
If excessive carbon deposits are NOT found,
reinstall the EGR valve and go to test Test
640 Checking the EGR Mass Flow
Sensor Assembly on page 412.
Test 336 Checking the EGR Valve

2. Replace the EGR valve with a known good
unit and retest the system.
If blink code 4-9 is still active, go to test Test
672 Checking the EGR Mass Flow
Sensor Assembly on page 412.
If blink code 4-9 is no longer active,
replacing the EGR valve solved the problem.
Figure 531

Test 360 Checking the Boost
Pressure Relief Valve
(EECU) connector J2. 1. Turn the ignition key OFF.
3. Turn the ignition key ON. 2. Remove the Boost Pressure Relief Valve
4. Measure the voltage between the EECU from the vehicle.
connector J2 pin 17 and a good ground (see 3. Use a small, blunt object to press against the
Figure 531). relief valve diaphragm.
If voltage is present, the low side drive circuit If moderate resistance is felt, go to test Test
is shorted to voltage. Locate and repair the 720 Checking the VTG Turbocharger on
short circuit. page 412.
If voltage is NOT present, go to test Test If the diaphragm moves easily, replace the
512 Checking for a Short in the EGR Boost Pressure Relief Valve and retest the
Control Valve High Side Drive on page 411. system.
Page 410
Test 376 Checking the EGR Valve Test 512 Checking for a Short in
1. Replace the EGR valve. the EGR Control Valve High Side
2. Road test the vehicle, operating in the full Drive
range of loads and engine speeds. 532
If blink code 4-9 becomes active, reinstall

the original EGR valve and replace the
EECU.
replacing the EGR valve corrected the
problem.
Test 380 Checking for Debris in

the EGR Valve
1. Restore all connections to the turbocharger.
3. With the EECU requesting EGR flow,
disconnect and connect the EGR valve
harness connector several times.
If blink code 4-9 becomes active, go to test
Figure 532
If blink code 4-9 does NOT become active, 1. Turn the ignition key OFF.
disconnecting and reconnecting the EGR
control valve dislodged debris from the 2. Disconnect connector J1, J2 and J3 from the
valve. Engine Electronic Control Unit (EECU).
from the EGR Control Valve.
EECU connectors J1, J2 and J3 (see Figure
532).
Checking for a Short Circuit in the EGR
Control Valve Low Side Drive on page 413.
If continuity exists, the EGR Control Valve
circuit is shorted to one of the other EECU
circuits. Locate and repair the short circuit.
Page 411
Test 640 Checking the EGR Mass Test 720 Checking the VTG
Flow Sensor Assembly Turbocharger
1. Replace the EGR Mass Flow Sensor 1. Install the Boost Pressure Relief Valve.
assembly with a known good unit.
2. Restore all turbocharger connections.
3. Disconnect the electrical connector from the
3. Road test the vehicle and retest the system. EGR control valve.
If code 4-9 becomes active, reinstall the 4. Monitor the boost pressure while operating
original EGR Mass Flow Sensor assembly the vehicle at the rated engine speed and
and replace the EECU. under full load.
If code 4-9 does NOT become active, If the boost pressure reaches 32-35 psi,
replacing the EGR Mass Flow Sensor replace the EGR control valve and go to test
assembly corrected the problem. Check all Test 1440 Checking the EGR Valve on
connectors to ensure proper connections. page 413.
If 32 psi of boost pressure can NOT be
Test 672 Checking the EGR Mass achieved, there is a problem with the
turbocharger. Diagnose and repair the
Flow Sensor Assembly turbocharger.
2. Replace the EGR Mass Flow Sensor Test 760 Checking the Engine
assembly with a known good unit. Electronic Control Unit (EECU)
3. Road test the vehicle and retest the system.
If code 4-9 becomes active, reinstall the
original EGR Mass Flow Sensor assembly 2. Disconnect connector J2 from the EECU.
and replace the EECU. 3. Visually inspect EECU connector J2 for dirt,
If code 4-9 does NOT become active, loose pins, or deformed contacts.
replacing the EGR Mass Flow Sensor If a terminal feels loose or damaged, repair
assembly corrected the problem. Check all the connector.
contact, go to test Test 1520 Checking
the EGR Control Valve on page 413.
Page 412
Test 1024 Checking for a Short Test 1440 Checking the EGR
Circuit in the EGR Control Valve Valve
Low Side Drive 1. Turn the ignition key OFF.
533
2. Replace the EGR valve with a known good
unit and retest the system.
original EGR Valve and replace the EECU.
If blink code 4-9 is no longer active,
replacing the EGR valve corrected the
problem.
Test 1520 Checking the EGR

Control Valve
1. Replace the EGR control valve.
If blink code 4-9 becomes active, reinstall
the original EGR valve and replace the
EECU.
replacing the EGR control valve corrected
the problem.
Figure 533
1. Turn the ignition key OFF. Test 2048 Checking for a Short
2. Disconnect connectors J1, J2 and J3 from Circuit at the EECU Connector
the Engine Electronic Control Unit (EECU).
from the EGR Control Valve. 2. Disconnect connectors J1, J2 and J3 from
the EECU.
4. Check for continuity between the EECU
harness connector J2 pin 17 all other pins 3. Visually inspect EECU connectors J1, J2
on EECU connectors J1, J2 and J3 (see and J3 for dirt, loose pins or deformed
Figure 533). contacts.
If there is NO continuity, go to test Test 2048 4. If a terminal feels loose or appears
Checking for a Short Circuit at the EECU damaged, repair the connector.
Connector on page 413. If all the terminals appear to make good
If continuity exists, the EGR Control Valve contact, replace the EECU and retest the
circuit is shorted to one of the other EECU system.
Page 413
BLINK CODE 4-10 PARALLEL FAN CIRCUIT
(ASET IEGR ENGINE)
534
Figure 534 Parallel Fan Circuit (ASET IEGR Engine)
Circuit Description: The Electronic Fan Drive

contains a solenoid that controls the flow of fluid
between reservoirs in the fan drive housing and
When performing electrical tests, wiggle the wires cover. The EECU provides the ground circuit for
and connectors to find intermittent problems. the solenoid, and controls solenoid operation to
optimize the fan speed based on coolant
temperature, intake air temperature and A/C load.
Due to current flow limitations within the EECU,
4 (Voltage Low), 5 (Open)
parallel fan drive circuits are provided on circuits
EJ1-8 and EJ1-9.
Location: The Electronic Fan Drive is bolted to
the drive pulley on the front of the engine.
Code 4-10 is only available on certain chassis

with version 1MS375 EECU software.
Page 414
Code Setting Conditions: When the Engine Test 2 Checking for a 12 Volt
cooling fan to engage, and has detected less Supply to the Electronic Fan Drive
than 0.5 volts for more than 1 second at EECU 535
FMI of 4 or 5. The EECU will log FMI 3 if the fan
drive is requested to engage and the EECU
Additional Symptoms: Higher than normal

coolant temperatures, lower than normal coolant
temperatures, and poor air conditioning
performance may be experienced.

not disengage and code 4-10 has not been
logged in the EECU, the problem may be due to
a mechanical failure in the fan drive.
The fan can engage without warning. Hands, Figure 535

entangled in the belts or fan blades. Keep 1. Turn the ignition key OFF.
arms, hair, clothing, jewelry, etc. clear from
the fan and belts when the engine is running. 2. Disconnect the Electronic Fan Drive harness
connector.
Test 1 Checking for Code 4-10 4. Measure the voltage between pin 5 of the
Electronic Fan Drive harness connector and
a good ground (see Figure 535).
If the measured voltage is equal to system
Checking for a 12 Volt Supply to the
voltage, go to test Test 4 Checking for an
Electronic Fan Drive on page 415.
Open Solenoid on page 416.
If the measured voltage is less than system
voltage, locate and repair the short circuit to
Visually inspect the Electronic Fan Drive
ground in the circuit between Fuse 41 and
harness connector and wires for frayed or
the Electronic Fan Drive.
loose connections.
Page 415
Solenoid Control Line
536 537
2. Disconnect the Fan Clutch Solenoid or 2. Disconnect the Fan Clutch Solenoid
Electronic Fan Drive connector. connector.
3. Check for continuity between Electronic Fan 3. Disconnect EECU connector J1.
Drive connector pins 4 and 5 (see
Figure 536). 4. Check for continuity between pin 4 of the
Electronic Fan Drive harness connector and
If continuity exists, go to test Test 8 EECU connector J1 pin 8 (see Figure 537).
Checking for an Open Control Line on page
416. If continuity exists, go to test Test 16
If there is NO continuity, replace the Control Line on page 417.
Electronic Fan Drive and retest the system.
the open circuit between the Electronic Fan
Drive harness connector and EECU
connector J1 pin 8.
Page 416
Circuit to Voltage in the Control Line Circuit to Ground
538 539
2. Disconnect the Electronic Fan Drive harness 2. Disconnect the Electronic Fan Drive harness
4. Turn the ignition key ON. 4. Check for continuity between Electronic Fan
Drive harness connector pin 4 and a good
5. Measure the voltage between Electronic Fan
Drive harness connector pin 4 and a good
ground (see Figure 538). If there is NO continuity, go to test Test 64
Checking for a Damaged EECU
If measurable voltage is present, locate and
the Electronic Fan Drive and EECU If continuity exists to ground, locate and
connector J1 pin 8. repair the short circuit to ground between
the Electronic Fan Drive and EECU
If there is NO measurable voltage present,
connector J1 pin 8.
Circuit to Ground on page 417.
Page 417
EECU Connector
EECU and harness connector J2 for dirt,
connections.
Page 418
BLINK CODE 5-1
BLINK CODE 5-1
BLINK CODE 5-1 THROTTLE POSITION (TP) SENSOR
540
Figure 540 Throttle Position Sensor Circuit

When performing electrical tests, wiggle wires Control Unit TP Sensor signal voltage is less than
and connectors to find intermittent problems. 0.4 volts or greater than 4.5 volts for
0.25 seconds. If the signal voltage returns to
between 0.4 volts and 4.5 volts for 0.25 seconds,
the fault will become inactive. When code 5-1 is
4 (Voltage Low/Open), 14 (Invalid)
active, engine speed will default to 900 RPM.
Additional Symptoms: Accelerator pedal is
unresponsive. Engine stumbles if the fault is
intermittent.
Circuit Description: The Throttle Position (TP)
Normal TP Sensor Parameters:
Sensor is a potentiometer that is mechanically
linked to the accelerator pedal. When the
Resistance pin C to pin A 20003000
accelerator pedal is depressed during normal
operation, the TP Sensor signal voltage to the Resistance pin C to pin B 200800 (accelerator
Vehicle Electronic Control Unit (VECU) increases. pedal not depressed)
The Vehicle Electronic Control Unit (VECU) Resistance pin C to sensor Over 100,000
monitors the TP Sensor signal voltage and uses case
the signal to calculate engine fuel requirements.
Location: The Throttle Position (TP) Sensor is

located beneath the accelerator pedal. The TP
Sensor pigtail connector is located under the
dash above the accelerator pedal. The Vehicle
Control Unit (VECU) is typically located under the
dashboard in front of the passenger seat.
Page 419
BLINK CODE 5-1
Test 1 Checking for Code 5-1 Test 8 Checking for Proper
1. Verify that code 5-1 is set. Voltage to the TP Sensor
Checking TP Sensor Operation on page

420.
connectors to try to set the code. Pay
particular attention to the connector at the
base of the accelerator pedal and to the
main pedal connector located behind the
interior floor trim, on the right side of the
accelerator pedal.
Test 2 Checking TP Sensor

Operation
Figure 541
2. Use a diagnostic computer to monitor the
throttle pedal percent parameter while 1. Turn the ignition key OFF.
depressing and releasing the throttle pedal
If the throttle pedal position displayed on the 2. Disconnect the harness connector from the
diagnostic tool accurately reflects the actual Throttle Position (TP) Sensor.
pedal position, and the fault has become 3. Turn the ignition key ON.
inactive, check the connector at the base of
the accelerator pedal, the main pedal 4. Measure the voltage between pin A on the
connector located behind the interior floor harness side of the TP Sensor connector
trim on the right side of the accelerator and a good ground (see Figure 541).
pedal, and VECU connector J3 for proper If the measured voltage is greater than
connections. 4.35 volts, go to test Test 16 Checking for
If the throttle pedal position displayed on the a Short to Ground in the Signal Line on
diagnostic tool does NOT accurately reflect page 421.
the actual pedal position, go to test Test 4 If the measured voltage is less than
Checking the Failure Mode Identifier 4.35 volts, go to test Test 17 Checking for
(FMI) on page 420. Continuity in the Harness on page 421.
Test 4 Checking the Failure Mode Test 9 Checking for a Change in

Identifier (FMI) the FMI with the Sensor Removed
using a diagnostic PC. 2. Connect the diagnostic computer.
If the FMI is 4 (voltage low/open), go to test 3. Disconnect the Throttle Position (TP)
Test 8 Checking for Proper Voltage to the Sensor.
TP Sensor on page 420.
If the FMI is 3 (voltage high) go to test Test
If the FMI code 3 has changed to FMI
9 Checking for a Change in the FMI with
code 4, go to test Test 18 Checking for
the Sensor Removed on page 420.
Proper Voltage to the TP Sensor on page
If the FMI is 14 (invalid) refer to the 422.
Cummins engine service manual.
Page 420
BLINK CODE 5-1
If the FMI code does NOT change, go to test Test 17 Checking for Continuity
Voltage in the Sensor Signal Line on page in the Harness
422. 543

Ground in the Signal Line
542
Figure 542
Figure 543
2. Disconnect the Throttle Position (TP)
Sensor. 2. Disconnect the Throttle Position (TP)
Sensor.
(VECU) connector J3. 3. Disconnect Vehicle Electronic Control Unit
4. Check for continuity between pin B on the
harness side of the TP Sensor and a good 4. Check for continuity between VECU
ground (see Figure 542). connector J3 pin 4 and TP Sensor harness
If there is NO continuity, go to test Test 32 connector pin A (see Figure 543).
Checking for an Open in the Sensor If continuity exists, go to test Test 34
Signal Line on page 423. Checking for a Short Circuit to Ground in the
If continuity exists, go to test Test 33 Voltage Reference Line on page 424.
Checking for a Pin to Pin Short Circuit in the If there is NO continuity, locate and repair
Harness on page 423. the open between TP Sensor connector
pin A and VECU connector J3 pin 4.
Page 421
BLINK CODE 5-1
Voltage to the TP Sensor Circuit to Voltage in the Sensor
544 Signal Line
545
Figure 544
Figure 545
2. Disconnect the harness connector from the 1. Turn the ignition key OFF.
Throttle Position (TP) Sensor. 2. Disconnect the Throttle Position (TP)
3. Turn the ignition key ON. Sensor.
4. Measure the voltage between pin A on the 3. Disconnect Vehicle Electronic Control Unit
harness side of the TP Sensor and a good (VECU) connector J3.
ground (see Figure 544). 4. Connect the Serial Link Jumper to the Serial
If the measured voltage is less than Communications Port.
Voltage on the Sensor Return Line on page 5. Measure the voltage between VECU
424. connector J3 pin 5 and a good ground (see
Figure 545).
5.5 volts, go to test Test 37 Checking for If there is NO voltage present, go to test
a Short Circuit to Voltage in the Voltage Test 38 Checking for a Pin to Pin Short in
Reference Line on page 425. the Signal Line on page 425.
0.5 volts, the signal line is shorted to
voltage. Go to test Test 39 Isolating the
Short Circuit to Voltage in the Sensor Signal
Line on page 426.
Page 422
BLINK CODE 5-1
Test 32 Checking for an Open in Test 33 Checking for a Pin to Pin
the Sensor Signal Line Short Circuit in the Harness
546 547
Figure 547

Sensor.
Figure 546 3. Disconnect Vehicle Control Unit (VECU)

connectors J1, J2 and J3.
1. Turn the ignition key OFF. 4. Check for continuity between VECU
2. Disconnect the Throttle Position (TP) connector J3 pin 5 and all the other pins on
Sensor. VECU connectors J1, J2 and J3 (see
Figure 547).
3. Disconnect Vehicle Electronic Control Unit If continuity exists, the signal line is shorted
(VECU) connector J3. to one of the other VECU circuits. Locate
4. Check for continuity between VECU and repair the short circuit.
connector J3 pin 5 and TP Sensor harness If there is NO continuity, there is a short
connector pin B (see Figure 546). circuit to ground somewhere else in the
If continuity exists, go to test Test 64 harness. Locate and repair the short circuit
Checking for a Pin to Pin Short in the to ground.
the open in the TP Sensor signal line.
Page 423
BLINK CODE 5-1
Circuit to Ground in the Voltage the Sensor Return Line
Reference Line 549
548
Figure 549
Figure 548
1. Turn the ignition key OFF. 2. Disconnect the Throttle Position (TP) Sensor
2. Disconnect the TP Sensor. harness connector.
3. Disconnect Vehicle Electronic Control Unit 3. Turn the ignition key ON.
(VECU) connector J3. 4. Measure the voltage between TP Sensor
4. Check for continuity between VECU harness connector pin C and a good ground
connector J3 pin 4 and a good ground (see (see Figure 549).
Figure 548). If there is NO voltage present, go to test
If continuity exists, locate and repair the Test 72 Checking for an Open in the
short circuit to ground in the voltage Sensor Return Line on page 427.
reference line. If the measured voltage is greater than
If there is NO continuity, go to test Test 68 0.5 volts, go to test Test 73 Checking for
Checking for a Pin to Pin Short Circuit in a Short Circuit to Voltage in the Sensor
the Harness on page 427. Return Line on page 428.
Page 424
BLINK CODE 5-1
Circuit to Voltage in the Voltage Short in the Signal Line
Reference Line 551
550
Figure 551
Figure 550
1. Turn the ignition key OFF. Serial Communications Port.
2. Disconnect the Throttle Position (TP) 2. Disconnect the Throttle Position (TP) Sensor
Sensor. harness connector.
3. Disconnect Vehicle Electronic Control Unit 3. Disconnect Vehicle Electronic Control Unit
(VECU) connector J3. (VECU) connectors J1, J2 and J3.
4. Connect the Serial Link Jumper into the 4. Check for continuity between VECU
Serial Communications Port. connector J3 pin 5 and all other pins on
5. Measure the voltage between VECU Figure 551).
connector J3 pin 4 and a good ground (see If continuity exists, VECU connector J3 pin 5
Figure 550). is shorted to one of the other VECU circuits.
If there is NO voltage present, go to test Locate and repair the short circuit.
Test 74 Checking for a Pin to Pin Short in If there is NO continuity, replace the VECU
the Harness or VECU on page 428. and retest the system.
0.5 volts present, the pedal voltage
reference line is shorted to voltage. Locate
and repair the short circuit to voltage.
Page 425
BLINK CODE 5-1
to Voltage in the Sensor Signal Line Short in the Harness
552 553
1. Disconnect the Serial Link Jumper from the 1. Turn the ignition key OFF.
2. Disconnect the Throttle Position (TP) Sensor Sensor.
harness connector.
3. Disconnect Vehicle Electronic Control Unit (VECU) connectors J1, J2 and J3.
(VECU) connectors J1, J2 and J3.
4. Check for continuity between VECU connector J3 pin 5 and all other pins on
connector J3 pin 5 and all other pins on VECU connectors J1, J2 and J3 (see
VECU connectors J1, J2 and J3 (see Figure 553).
Figure 552). If there is NO continuity, go to test Test 128
If continuity exists, VECU connector J3 pin 5 Checking for a Fault in the Sensor
is shorted to one of the other VECU circuits. Connector on page 429.
Locate and repair the short circuit. If continuity exists, the signal line is shorted
If there is NO continuity, the sensor signal to one of the other VECU circuits. Locate
line is shorted to voltage somewhere else in and repair the short circuit.
the harness. Locate and repair the short
circuit to voltage.
Page 426
BLINK CODE 5-1
Test 68 Checking for a Pin to Pin Test 72 Checking for an Open in
Short Circuit in the Harness the Sensor Return Line
554 555
2. Disconnect the Throttle Position (TP) 2. Disconnect the Throttle Position (TP)
Sensor. Sensor.
3. Disconnect Vehicle Electronic Control Unit 3. Check for continuity between pin C on the
(VECU) connectors J1, J2 and J3. harness side of the TP Sensor connector
connector J3 pin 4 and all the other pins on If continuity exists, go to test Test 144
VECU connectors J1, J2 and J3 (see Checking for a Faulty Sensor Connection
Figure 554). on page 429.
If continuity exists, pin 4 is shorted to one of If there is NO continuity, go to test Test 145
the other VECU circuits. Locate and repair Checking for an Open Sensor Return
the short circuit. Line on page 430.
Checking for an Open or Short Circuit at
the VECU Connector on page 429.
Page 427
BLINK CODE 5-1
Circuit to Voltage in the Sensor Short in the Harness or VECU
Return Line 557
556
Figure 557
Figure 556
1. Disconnect the Serial Link Jumper.
1. Turn the ignition key OFF. 2. Disconnect Vehicle Electronic Control Unit
2. Disconnect the Throttle Position (TP) (VECU) connectors J1, J2 and J3.
Sensor. 3. Check for continuity between VECU
3. Disconnect Vehicle Electronic Control Unit connector J3 pin 4 and all other pins on
(VECU) connector J3. VECU connectors J1, J2 and J3 (see
Figure 557).
4. Connect the Serial Link Jumper to the Serial If continuity exists, the voltage reference line
Communications Port. is shorted to one of the other VECU circuits.
5. Measure the voltage between VECU Locate and repair the short circuit.
connector J3 pin 6 and a good ground (see If there is NO continuity, replace the VECU
Figure 556). and retest the system.
If there is NO voltage, go to test Test 146
Checking for Pin to Pin Continuity with the
0.5 volts, the sensor return line is shorted to
voltage. Locate and repair the short circuit
and replace the VECU.
Page 428
BLINK CODE 5-1
Test 128 Checking for a Fault in Test 136 Checking for an Open or
the Sensor Connector Short Circuit at the VECU
1. Turn the ignition key OFF. Connector
2. Disconnect the Throttle Position (TP) 1. Visually inspect VECU connector J3 pin 4 for
Sensor. dirt, loose or shorted pins or deformed
contacts.
3. Visually inspect both sides of the TP Sensor
connector for a repairable open. 2. Align the purple male test lead found in the
4. Find the purple male test lead from the harness connector J3 pin 4. Gently push the
J 38581 V-MAC Jumper Wire Kit. On the test lead into the harness connector terminal
harness side of the TP Sensor connector, and check for looseness.
align the male test lead with one of the
rectangular female pins in the harness If a repairable open is found or the terminal
connector. Gently push the test lead into the feels loose, repair VECU harness connector
harness connector pins. Repeat this process J3.
for the remaining two female pins. If the test lead is making good contact with
If any of the pins in the connector feels VECU connector J3 pin 4, go to test Test
loose, repair the connector. If the connector 272 Checking for Blink Code 5-1 on
is not repairable, replace the connector. page 431.
5. Find the purple female test lead from the

J 38581 V-MAC Jumper Wire Kit. On the Test 144 Checking for a Faulty
sensor side of the TP Sensor connector, Sensor Connection
align the female test lead with one of the
rectangular male pins in the Throttle Position 1. Connect the Throttle Position (TP) Sensor.
Sensor Connector. Gently push the test lead
2. Connect the diagnostic computer.
over the pin. Repeat this process for the
remaining two male pins. 3. Turn the ignition key ON.
If any of the pins in the connector feels 4. Flex the TP Sensor connector and harness
loose, repair the connector. If the connector section near the connector.
is not repairable, replace the TP Sensor.
If blink code 5-1 FMI 3 is still active, go to
If the pins in the connector are making good test Test 288 Checking for a Faulty
contact, go to test Test 256 Checking for TP Sensor on page 431.
an Open in the Vehicle Electronic Control
If blink code 5-1 is NOT present, the ground
Unit (VECU) on page 431.
circuit in Pin C of the TP Sensor or harness
connector may have been loose. Repair the
loose connection.
If there is now an active fault, FMI code 4,
there is poor contact in the sensor connector
mating pins. Repair the loose connections.
Page 429
BLINK CODE 5-1
Test 145 Checking for an Open Test 146 Checking for Pin to Pin
Sensor Return Line Continuity with the Sensor Return
558 Line
559
Figure 559

Figure 558
Sensor.
1. Turn the ignition key OFF. (VECU) connectors J1, J2 and J3.
2. Disconnect the Throttle Position (TP) 4. Check for continuity between VECU
Sensor. connector J3 pin 6 and all other pins on
3. Disconnect Vehicle Electronic Control Unit VECU connectors J1, J2 and J3 (see
(VECU) connector J3. Figure 559).
If continuity exists, pin 6 is shorted to voltage
4. On the harness side of the TP Sensor on one of the other VECU circuits. Locate
connector, check for continuity between and repair the short circuit and replace the
VECU connector J3 pin 6 and TP Sensor VECU.
connector pin C (see Figure 558).
If there is NO continuity, replace the VECU
If continuity exists, go to test Test 290 and retest the system.
Checking for an Open in the VECU or
the sensor return line. Locate and repair the
open circuit.
Page 430
BLINK CODE 5-1
Test 256 Checking for an Open in Test 272 Checking for
the Vehicle Electronic Control Unit Blink Code 5-1
(VECU) 1. Turn the ignition key OFF.
560
3. Connect the TP Sensor connector.
proper connections.

TP Sensor
Figure 560
2. Replace the Throttle Position (TP) Sensor.
2. Connect the diagnostic computer. If fault 5-1 is still active, reinstall the original
3. Disconnect the Throttle Position (TP) TP Sensor and replace the Vehicle
Sensor. Electronic Control Unit (VECU).
4. Connect Vehicle Electronic Control Unit If fault 5-1 is NOT present, replacing the
(VECU) connectors J1, J2 and J3. TP Sensor has solved the problem. Check
all connectors to ensure proper connections.
5. On the harness side of the TP Sensor
connector, connect a jumper between the
voltage reference line pin A and the signal
line pin B (see Figure 560).
If the active fault changes from voltage low
FMI 4 to voltage high FMI 3, go to test Test
512 Checking for Poor Contact in the
Sensor Connector on page 432.
If the active fault does NOT change, go to
test Test 513 Checking the VECU
Connector for an Open or Short on page
432.
Page 431
BLINK CODE 5-1
Test 290 Checking for an Open in Test 513 Checking the VECU
the VECU or Harness Connector Connector for an Open or Short
1. Turn the ignition key OFF. 1. Visually inspect VECU connector J3 pin 5 for
dirt, loose or shorted pins or deformed
contacts.
Sensor.
4. Visually inspect both sides of the VECU test lead into the harness connector terminal
connector J3 pin 6 for a repairable open. and check for looseness.
Align the purple male test lead found in the If a repairable open or short is found, or the
J 38581 V-MAC Jumper Wire Kit with VECU terminal feels loose, repair VECU harness
harness connector J1 pin 3. Gently push the connector J3.
test lead into the harness connector terminal
VECU connector J1 pin 5 and there are no
If the pin feels loose, repair the connector. If shorted pins, go to test Test 1026
the connector is NOT repairable, replace the Checking for Blink Code 5-1 on page 432.
J3 connector.
VECU and retest the system. Test 1026 Checking for
Blink Code 5-1
Test 512 Checking for Poor 1. Turn the ignition key OFF.
Contact in the Sensor Connector 2. Connect VECU connectors J1, J2 and J3.
1. Turn the ignition key OFF. 3. Connect the TP Sensor connector.
2. Connect the diagnostic computer. 4. Turn the ignition key ON.
3. Connect the Throttle Position (TP) Sensor. If blink code 5-1 is still active, replace the
4. Start the engine and flex the harness near
the sensor.
If fault 5-1 becomes inactive, repair or problem. Check all connectors to ensure
replace the sensor connector. proper contact.
If fault 5-1 does NOT become inactive,
replace the Throttle Position (TP) Sensor.
Page 432
BLINK CODE 5-2
BLINK CODE 5-2
BLINK CODE 5-2 THROTTLE POSITION (TP) SENSOR
REFERENCE VOLTAGE
561
Figure 561 Throttle Position Sensor Circuit
Location: The Throttle Position (TP) Sensor is

located beneath the accelerator pedal. The
TP Sensor pigtail connector is located under the
When performing electrical tests, wiggle wires dash above the accelerator pedal. The Vehicle
and connectors to find intermittent problems. Control Unit (VECU) is typically located under the
dashboard in front of the passenger seat.
4 (Voltage Low)
Control Unit (VECU) senses a TP Sensor
reference voltage less than 4.15 volts or greater
than 5.5 volts for 0.25 seconds. If the reference
voltage returns to between 4.15 volts and
Circuit Description: The Throttle Position (TP)
5.5 volts for 0.25 seconds, the fault will become
Sensor circuit requires a constant 5 volt reference
inactive. When code 5-2 is active, the Throttle
input to operate properly. If the reference voltage
Position (TP) Sensor blink code (5-1) is
line is shorted to a ground line or to a voltage
suspended.
source greater than 5 volts, the throttle position
signal will not accurately reflect the drivers fuel
request. If the Vehicle Electronic Control Unit
(VECU) senses a short circuit on the Throttle
Position (TP) Sensor voltage reference line, a
reference voltage fault will be logged instead of
a Throttle Position (TP) Sensor (5-1) fault.
Page 433
BLINK CODE 5-2
Test 1 Checking for Code 5-2 4. Measure the voltage between pin A on the
harness side of the TP Sensor connector
1. Verify that code 5-2 is set. and a good ground (see Figure 562).
If code 5-2 is set, go to test Test 2 If the measured voltage is less than
Checking the Failure Mode on page 434. 5.5 volts, go to test Test 8 Checking the
If code 5-2 is not set, wiggle the harness and Voltage on the TP Sensor Signal and Return
connectors to try to set the code. Visually Lines on page 435.
inspect the Throttle Position (TP) Sensor If the measured voltage is greater than
harness connector for poor contact. 5.5 volts, go to test Test 9 Checking for a
Short Circuit to Voltage in the Reference
Test 2 Checking the Failure Mode
1. Check the Failure Mode Identifier (FMI) Test 5 Checking the Voltage on
the TP Sensor Reference Voltage
4 Checking the Voltage on the TP Sensor Line
Reference Voltage Line on page 434. 563
Checking the Voltage on the TP Sensor
Test 4 Checking the Voltage on

the TP Sensor Reference Voltage
Line
562
Figure 563

Throttle Position (TP) Sensor.
Figure 562
1. Turn the ignition key OFF. 4.15 volts, go to test Test 10 Checking for
a Short Circuit to Ground in the Reference
2. Disconnect the harness connector from the Voltage Line on page 436.
3. Turn the ignition key ON. 4.15 volts, go to test Test 11 Checking for
a Short Circuit to Ground in the TP Sensor
on page 436.
Page 434
BLINK CODE 5-2
Test 8 Checking the Voltage on Test 9 Checking for a Short
the TP Sensor Signal and Return Circuit to Voltage in the Reference
Lines Voltage Line
564 565
Figure 565

Sensor.
5. Measure the voltage between Vehicle
Figure 564 pin 4 and a good ground (see Figure 565).
If there is NO voltage present at pin 4, go to
1. Turn the ignition key OFF. test Test 18 Checking the VECU
2. Disconnect the harness connector from the Connector on page 437.
Throttle Position (TP) Sensor. If voltage is present, there is a short to
voltage in the TP Sensor harness. Locate
3. Turn the ignition key ON. and repair the short circuit to voltage.
and a good ground. Measure the voltage
between pin C on the harness side of the
TP Sensor connector and a good ground
(see Figure 564).
If the measured voltage is less than 0.5
volts, go to test Test 16 Checking the
VECU Connector on page 436.
If the measured voltage is greater than 0.5
volts, go to test Test 17 Checking for a
Short Circuit to Voltage in the Sensor Signal
and Return Lines on page 437.
Page 435
BLINK CODE 5-2
Circuit to Ground in the Reference Circuit to Ground in the TP Sensor
Voltage Line 567
566
Figure 567
Figure 566
1. Turn the ignition key OFF. 2. Disconnect the harness connector from the
2. Disconnect the Throttle Position (TP) Sensor
connector. 3. Check for continuity between TP Sensor
pin A and a good ground (see Figure 567).
3. Check for continuity between TP Sensor
harness connector pin A and a good ground If there is NO continuity, go to test Test 22
(see Figure 566). Checking the VECU Connector on page
438.
If continuity exists, the reference voltage line
is shorted to ground. Locate and repair the If continuity exists, the TP Sensor has an
short circuit. internal short circuit to ground. Replace the
TP Sensor.
If there is NO continuity to ground, go to test
Test 20 Checking for a Pin to Pin Short to
Voltage in the Reference Voltage Line on Test 16 Checking the VECU
page 438.
Connector
2. Connect the Throttle Position (TP) Sensor
connector.
VECU and harness connectors J1, J2 and
J3 for dirt, loose or shorted pins, and any
other repairable damage. If no problems are
evident, or if they are not repairable, replace
the VECU and retest the system.
proper connections.
Page 436
BLINK CODE 5-2
Test 17 Checking for a Short 5. Measure the voltage between VECU
Circuit to Voltage in the Sensor ground. (see Figure 568).
Signal and Return Lines 6. Measure the voltage between VECU
568 harness connector J3 pin 6 and a good
If there is NO voltage present at either pin,
go to test Test 34 Checking the VECU
If there is voltage present, locate and repair
the short circuit to voltage. If the short to
voltage was on connector J3 pin 6, replace
Test 18 Checking the VECU

Connector
Figure 568 2. Connect the Throttle Position (TP) Sensor
569 connector.
3. Connect VECU harness connectors J1, J2,
and J3.
proper connections.
Figure 569

Sensor.
Page 437
BLINK CODE 5-2
Test 20 Checking for a Pin to Pin Test 22 Checking the VECU
Short to Voltage in the Reference Connector
Voltage Line 1. Turn the ignition key OFF.
570
connector.
3. Connect VECU harness connectors J1, J2,
and J3.

2. Disconnect the Throttle Position (TP) Connector
Sensor.
3. Disconnect Vehicle Control Unit (VECU) 1. Turn the ignition key OFF.
connectors J1, J2 and J3. 2. Connect the Throttle Position (TP) Sensor
4. Install the Serial Link Jumper into the Serial connector.
Communications Port. 3. Connect VECU harness connectors J1, J2
5. Measure the voltage between VECU and J3.
connector J3 pin 4 and a good ground (see 4. Turn the ignition key ON.
Figure 570). If blink code 5-2 is still active, check the
If there is NO voltage present at pin 4, go to VECU and harness connectors J1, J2 and
test Test 40 Checking the VECU J3 for dirt, loose or shorted pins, and any
Connector on page 439. other repairable damage. If no problems are
If voltage is present, there is a short to evident, or if they are not repairable, replace
voltage somewhere in the harness. Locate the VECU and retest the system.
and repair the short circuit to voltage. If blink code 5-2 is no longer active, the
proper connections.
Page 438
BLINK CODE 5-2
Connector
connector.
3. Connect VECU harness connectors J1, J2
and J3.
proper connections.
Page 439
BLINK CODE 5-3
BLINK CODE 5-3
BLINK CODE 5-3 SHUTDOWN LAMP AND DRIVER ALARM
571
Figure 571 Shutdown Lamp and Driver Alarm Standard Circuit
Page 440
BLINK CODE 5-3
572
Figure 572 Shutdown Lamp and Driver Alarm Optional Circuit

Electronic Control Unit (VECU) senses voltage is
When performing electrical tests, wiggle wires greater than 9 volts at VECU connector J3 pin 8
and connectors to find intermittent problems. for more than 10 seconds when the VECU is
attempting to turn the shutdown lamp ON. If the
fault is active and the voltage drops to less than
9 volts for more than 10 seconds the fault will
4 (Voltage Low)
become inactive. Code 5-3 will set with an FMI of
4 (voltage low), if the VECU senses voltage less
than 0.5 volts at VECU connector J3 pin 8. If the
fault is active and the voltage goes above
become inactive.
Circuit Description: The engine is equipped with
a shutdown system that may prevent engine
Additional Symptoms: The Electronic
damage when a condition such as a loss of oil
Malfunction Lamp (EML) will turn ON and remain
pressure, loss of coolant or engine overheating
ON until the ignition key switch is turned OFF,
occurs. If the system detects a condition that will
even if blink code 5-3 becomes inactive. In the
initiate engine shutdown, the shutdown warning
event of a short circuit to ground, the shutdown
indicator and driver alarm will activate to alert the
lamp and driver alarm will go ON and remain ON
driver 30 seconds before shutdown occurs. By
until the ignition key is turned OFF or the fault
pushing the Shutdown Override switch within
becomes inactive.
30 seconds of a shutdown warning, the driver can
extend the shutdown time so the vehicle can be
moved to a safe location.
Page 441
BLINK CODE 5-3
Test 1 Checking for Code 5-3 Test 5 Checking for Continuous
1. Verify that code 5-3 is set. Operation
Checking the FMI on page 442.
and connectors to try to set the code. This diagnostic will detect a short to voltage only
Visually inspect the Vehicle Electronic if the VECU is attempting to turn the shutdown
Control Unit (VECU) connectors and other lamp and alarm ON.
circuit connectors for frayed, loose or
corroded connections. 1. Turn the ignition key ON.
2. Disconnect the Coolant Level Sensor. This
Test 2 Checking the FMI will set fault 1-7 and attempt to turn the
shutdown lamp ON.
3. After fault 1-7 has become active, reconnect
diagnostic computer.
the Coolant Level Sensor.
If the FMI code is 4 (voltage low) go to test
Test 4 Checking for Continuous 4. After 30 seconds observe the electronic
Operation on page 442. malfunction indicator and Active Fault Table.
If the FMI code is 3 (voltage high) go to test 5. Does the Electronic Malfunction Lamp
Test 5 Checking for Continuous (EML) remain ON and is fault 5-3 active?
Operation on page 442. If NO, based on the information obtained to
this point the problem may be intermittent in
Test 4 Checking for Continuous nature and hard to diagnose. Check
connections at the shutdown lamp and
Operation alarm and VECU connector J3 for a short to
voltage.
1. Connect a diagnostic computer.
If the Electronic Malfunction Lamp (EML)
2. Turn the ignition key ON. remains ON and fault 5-3 is active, go to test
If fault 5-3 becomes active and the shutdown Test 10 Checking for a Short Circuit to
lamp and alarm stay ON continuously, go to Voltage on page 443.
test Test 8 Checking for a Short to
Ground on page 442.
If fault 5-3 becomes active but the shutdown
lamp and driver alarm do NOT stay on Ground
continuously, go to test Test 9 Checking
the Power Supply Circuit on page 443.
If fault 5-3 does NOT become active and 2. Disconnect VECU connector J3.
either the shutdown lamp or driver alarm is 3. Connect the Serial Link Jumper to the Serial
inoperative, replace the inoperative Communications Port.
component and retest the system.
If the shutdown lamp and driver alarm come
ON, there is a short to ground in circuit
VJ3-8-0.8. Go to test Test 16 Isolating
the Short Circuit to Ground on page 443.
If the shutdown lamp and driver alarm do not
come ON, there is a short to ground in the
VECU. Go to test Test 17 Checking for
Blink Code 5-3 on page 444.
Page 442
BLINK CODE 5-3
Test 9 Checking the Power 5. Measure the voltage between VECU
Supply Circuit Figure 573).
Circuit 19-A-1.0 provides power to a significant 0.5 volts, there is a short circuit to voltage.
number of other gauges and indicators in the Go to test Test 20 Isolating the Short
dash. An open or short to ground in circuit Circuit to Voltage on page 444.
19-A-1.0 MAY cause problems with these shared
components. Other components powered by If the measured voltage is less than
circuit 19-A-1.0 are the voltmeter, coolant 0.5 volts, go to test Test 21 Checking the
temperature gauge, fuel gauge, speedometer, VECU on page 445.
tachometer and the Electronic Malfunction Lamp
(EML). Test 16 Isolating the Short Circuit
If there are no other obvious electrical problems to Ground
with components in the gauge panel, go to test 574
Test 18 Checking for Battery Voltage on page
444.
If the vehicle is experiencing electrical problems

with components in the dash, there may be an
open or short to ground in circuit 19-A-1.0. Locate
and repair the open or short to ground.

Circuit to Voltage
573
Figure 574

2. Remove the shutdown lamp and disconnect
the driver alarm buzzer.
Figure 574).
If continuity exists, pin 8 is shorted to one of
Figure 573 the other VECU circuits. Locate and repair
the short circuit.
2. Remove the shutdown lamp bulb and 32 Checking for a Failed Unit on page
disconnect the buzzer. 445.
4. Connect the Serial Link Jumper into the
Page 443
BLINK CODE 5-3
Test 17 Checking for 4. Measure the voltage between VECU
Blink Code 5-3 Figure 575).
1. Turn the ignition key OFF. If battery voltage is present, go to test Test
36 Checking the VECU Connector for an
2. Connect Vehicle Electronic Control Unit Open Circuit on page 445.
If battery voltage is NOT present, check
3. Turn the ignition key ON. circuit VJ3-8-0.8 for an open. If circuit
If blink code 5-3 is still active, check the VJ3-8-0.8 is NOT open, check power circuit
VECU and connector J3 for dirt, loose or 19-A-1.0 for an open circuit.
not repairable, replace the VECU and retest Test 20 Isolating the Short Circuit
the system. to Voltage
If blink code 5-3 is NOT active, the 576
proper connections.
Test 18 Checking for Battery

Voltage
575
Figure 576

2. Remove the shutdown lamp and disconnect
the driver alarm.
Figure 575 4. Check for continuity between VECU
1. Turn the ignition key OFF. VECU connectors J1, J2 and J3 (see Figure
2. Disconnect VECU connector J3. 576).
3. Connect the Serial Link Jumper to the Serial is shorted to one of the other VECU circuits.
Communications Port. Locate and repair the short circuit.
If there is NO continuity, VECU connector J3
pin 8 is shorted to voltage somewhere else
in the harness. Locate and repair the short
circuit to voltage.
Page 444
BLINK CODE 5-3
Test 21 Checking the VECU Test 36 Checking the VECU
1. Disconnect the Serial Link Jumper from the Connector for an Open Circuit
Serial Communications Port. 1. Turn the ignition key OFF.
2. Connect VECU connector J3. 2. Disconnect VECU connector J3.
3. Install the shutdown lamp and connect the 3. Visually inspect VECU connector J3 pin 8 for
driver alarm. dirt, loose pins or deformed contacts.
4. Turn the ignition key ON. 4. Align the purple male test lead found in the
5. Disconnect the Coolant Level Sensor. This J 38581 V-MAC Jumper Wire Kit with VECU
will set fault code 1-7 and attempt to turn on harness connector J3 pin 8. Gently push the
the shutdown lamp. test lead into pin 8 and check for looseness.
6. After fault 1-7 has become active, reconnect If a repairable open is found or the terminal
the Coolant Level Sensor. feels loose, repair VECU harness connector
J3.
7. After 30 seconds, observe the Electronic If the test lead is making good contact with
Malfunction Lamp (EML) and Active Fault VECU connector J3 pin 8, go to test Test 72
Table. Checking the VECU on page 445.
does not turn ON, the diagnostic procedures
have corrected the problem. Check all Test 72 Checking the VECU
connectors to ensure proper connection.
If the malfunction indicator turns ON, and
code 5-3 is active, check the VECU and 2. Connect VECU connector J3.
connectors for repairable damage. If no 3. Turn the ignition key ON.
damage is found or is not repairable, replace
the VECU and retest the system. If blink code 5-3 becomes active, check the
VECU for dirt, loose or broken pins, or
Test 32 Checking for a Failed Unit evident, or if they are not repairable, replace
1. Disconnect the Serial Link Jumper from the If blink code 5-3 does NOT become active,
Serial Communications Port. the diagnostic procedures have corrected
2. Connect VECU connector J3. the problem. Check all connectors to ensure
proper connections.
3. Replace the shutdown lamp bulb with a
known good bulb.
If the fault does not become active, the old
lamp had a short to ground and replacing
the lamp has corrected the problem.
If the fault becomes active, replace the alarm
with a known good unit. If the fault does not
become active then the old alarm had a
short to ground and replacing the alarm has
corrected the problem.
If the fault is still active after replacing the
driver alarm, there is a short to ground
somewhere else in the harness. Locate and
repair the short to ground.
Page 445
BLINK CODE 5-5
BLINK CODE 5-5
BLINK CODE 5-5 ELECTRONIC MALFUNCTION LAMP (EML)
577
Figure 577 Electronic Malfunction Lamp (EML) Standard Circuit
Page 446
BLINK CODE 5-5
578
Figure 578 Electronic Malfunction Lamp (EML) Optional Circuit

and connectors to find intermittent problems. for more than 1 second when the VECU is
attempting to turn the Electronic Malfunction
Lamp (EML) ON. If the fault is active and the
Failure Mode Identifier FMI: 3 (Voltage High), 4
voltage drops to less than 9 volts for more than
(Voltage Low/Open)
1 second the fault will become inactive. Code 5-5
will set with an FMI of 4 (voltage low), if the VECU
senses voltage less than 0.5 volts at VECU
connector J3 pin 9. If the fault is active and the
voltage goes above 0.5 volts for more than 1
second, the fault will become inactive. The
Circuit Description: The V-MAC III system is
Electronic Malfunction Lamp (EML) will not
capable of displaying a two digit blink code for
provide any blink codes while fault 5-5 is active.
any detectable active fault in the V-MAC III
system. Blink codes are displayed on the
Electronic Malfunction Lamp (EML), which is
located on the gauge panel. The primary function
of the Electronic Malfunction Lamp (EML) is to
alert the operator of a system failure and to allow
for quick diagnosis of an active fault in the system
without an expensive troubleshooting tool.
Inactive fault codes cannot be accessed through
the EML.
Page 447
BLINK CODE 5-5
Additional Symptoms: In the event of a short to Test 4 Checking for a Short to
ground, the Electronic Malfunction Lamp (EML)
will remain ON (fault active) even if the short to Ground
ground is intermittent (fault inactive). In the event 1. Turn the ignition key ON.
of an open circuit (fault active) the Electronic If code 5-5 becomes active and the
Malfunction Lamp (EML) will be unable to turn Electronic Malfunction Lamp (EML) stays
ON until the fault becomes inactive. When the ON continuously, go to test Test 8
fault becomes inactive the EML will remain ON Checking Voltage at the Vehicle Electronic
until the ignition key is turned OFF. In the event of Control Unit (VECU) on page 449.
a short to voltage, the EML will be OFF and will
remain OFF even if the fault becomes inactive. If code 5-5 becomes active but the
Electronic Malfunction Lamp (EML) does not
come ON, go to test Test 9 Checking the
Power Supply Circuit on page 449.
The Electronic Malfunction Lamp (EML) will not If code 5-5 is inactive and the Electronic
provide a blink code while fault 5-5 is active. Malfunction Lamp (EML) stays ON
continuously, there is an intermittent short to
If code 5-5 is active with an FMI of 3, the ground on circuit VJ3-9-0.8. Wiggle the
Electronic Malfunction Lamp (EML) will be OFF harness and connectors to try to make the
and will remain OFF even if code 5-5 becomes fault active.
inactive. If code 5-5 does NOT become active and the
Electronic Malfunction Lamp (EML) comes
ON for 2 seconds and then goes out, the
Test 1 Checking for Code 5-5 system is functioning properly and the
problem may be intermittent. Check the
1. Verify that code 5-5 is set. connectors at the VECU and instrument
If code 5-5 is set, go to test Test 2 cluster for secure connections.
Checking Blink Code 5-5 Failure Mode
Identifier (FMI) on page 448. Test 5 Checking for Continuous
Operation
Control Unit (VECU) connectors and
instrument cluster connectors for loose or
corroded connections. This test will detect a short to voltage only if the
VECU is attempting to turn the Electronic
Malfunction Lamp (EML) ON.
Test 2 Checking Blink Code 5-5
Failure Mode Identifier (FMI) 1. Turn the ignition key ON.
1. Check the Failure Mode Identifier (FMI) will set fault code 1-7 and attempt to turn the
using a diagnostic computer. Electronic Malfunction Lamp (EML) ON.
If the FMI code is 4 (voltage low or open) go
3. After fault code 1-7 has become active,
to test Test 4 Checking for a Short to
reconnect the Coolant Level Sensor.
Ground on page 448.
If the FMI code is 3 (voltage high) go to test 4. Check the Active Fault Table to see if blink
Test 5 Checking for Continuous code 5-5 is active.
Operation on page 448. If blink code 5-5 is NOT active, the problem
may be intermittent in nature and hard to
diagnose. Check connections at the
Electronic Malfunction Lamp and VECU
connector J3 for a short to voltage.
If blink code 5-5 is active, go to test Test 10
Checking for a Short to Voltage on page
449.
Page 448
BLINK CODE 5-5
Test 8 Checking Voltage at the If the vehicle is experiencing other problems with
components in the gauge panel, there may be an
Vehicle Electronic Control Unit open or short to ground on circuit 19-A-1.0.
(VECU) Locate and repair the open or short to ground.
579

Voltage
580
Figure 579

(VECU) connector J3. Figure 580
3. Connect the Serial Link Jumper to the Serial 1. Turn the ignition key OFF.
2. Remove the Electronic Malfunction Lamp
4. Measure the voltage between VECU (EML) and disconnect VECU connector J3.
Figure 579). 3. Connect the Serial Link Jumper to the Serial
If battery voltage is present, go to test Test
16 Checking for a Short Circuit in the 4. Measure the voltage between VECU
VECU on page 450. connector J3 pin 9 and a good ground (see
If battery voltage is NOT present, go to test Figure 580).
Test 17 Isolating the Short to Ground on If the measured voltage is greater than
page 450. 0.5 volts, go to test Test 20 Isolating the
Test 9 Checking the Power 0.5 volts, go to test Test 21 Checking the
Supply Circuit VECU on page 451.
Circuit 19-A-1.0 provides power to a significant

number of other gauges and indicators in the
gauge panel. An open or short to ground in circuit
19-A-1.0 MAY cause problems with shared
components. Other components powered by
circuit 19-A-1.0 are the voltmeter, coolant
temperature gauge, fuel gauge, speedometer,
tachometer and the shutdown lamp and buzzer.
If there are no other problems with components in

the gauge panel, go to test Test 18 Checking
Page 449
BLINK CODE 5-5
Circuit in the VECU Circuit
1. Disconnect the Serial Link Jumper from the 582

damage.
retest the system.
Test 17 Isolating the Short to

Ground Figure 582
581
3. Connect the Serial Link Jumper to the Serial
Figure 582).
36 Checking the VECU Connectors for an
If battery voltage is NOT present, check
circuit VJ3-9-0.8 for an open circuit between
the VECU and the Electronic Malfunction
Figure 581
Lamp (EML). If circuit VJ3-9-0.8 is NOT
open, go to test Test 37 Checking Supply
1. Turn the ignition key OFF. Voltage on page 452.
2. Remove the Electronic Malfunction Lamp

(EML) and disconnect VECU connectors J1,
J2 and J3.
Figure 581).
the other VECU circuits. Locate and repair
the short circuit.
If continuity does NOT exist, pin 9 is shorted
to ground somewhere else in the harness.
Locate and repair the short to ground.
Page 450
BLINK CODE 5-5
Test 20 Isolating the Short to Test 21 Checking the VECU
Voltage 1. Disconnect the Serial Link Jumper from the
583 Serial Communications Port.
2. Connect VECU connector J3 and install the
Electronic Malfunction Lamp (EML).
will set fault code 1-7 and attempt to turn on
the shutdown lamp.
5. After fault code 1-7 has become active,
reconnect the Coolant Level Sensor.
6. After 30 seconds, observe the Electronic
Malfunction Lamp (EML) and Active Fault
Table.
Figure 583
1. Disconnect the Serial Link Jumper from the proper connections.
Serial Communications Port. If blink code 5-5 is active, check the VECU
and connectors for repairable damage. If no
2. Remove the Electronic Malfunction Lamp damage is found or is not repairable, replace
(EML) and disconnect VECU connectors J1, the VECU and retest the system.
J2 and J3.
VECU connectors J1, J2 and J3 (see Connectors for an Open Circuit
Figure 583).
If continuity exists, VECU connector J3 pin 9 Serial Communications Port.
Locate and repair the short circuit. 2. Disconnect VECU connector J3.
If there is NO continuity, VECU connector J3 3. Visually inspect VECU connector J3 pin 9 for
pin 9 is shorted to voltage somewhere else dirt, loose pins or deformed contacts.
in the harness. Locate and repair the short
to voltage. 4. Align the purple male test lead found in the
feels loose, repair VECU harness connector
J3.
VECU connector J3 pin 9, go to test Test 72
Page 451
BLINK CODE 5-5
Test 37 Checking Supply Voltage Test 72 Checking the VECU
584
If blink code 5-5 becomes active, check the
VECU for dirt, loose or broken pins, or
the diagnostic procedures have corrected
the problem. Check all connectors to ensure
proper connections.
Figure 584

2. Replace the Electronic Malfunction Lamp
(EML) with a known good lamp.
3. Disconnect Vehicle Control Unit (VECU)
connector J3.
4. Connect a jumper between VECU connector
J3 pin 9 and a good ground (see
Figure 584).
lights, the old lamp was faulty and replacing
the lamp has corrected the problem.
does NOT light, there is an open in supply
circuit 19-A-1.0. Locate and repair the open
circuit.
Page 452
BLINK CODE 5-6
BLINK CODE 5-6
BLINK CODE 5-6 SPARE RELAY #3
585
Figure 585 Oil Change Lamp Circuit

Electronic Control Unit (VECU) senses voltage is
When performing electrical tests, wiggle wires greater than 9 volts at VECU connector J3, pin 7,
and connectors to find intermittent problems. for more than 10 seconds when the VECU is
attempting to turn the oil change lamp ON. If the
Failure Mode Identifier (FMI): 3 (Voltage High), fault is active and the voltage drops to less than 9
4 (Voltage Low/Open) volts for more than 10 seconds the fault will
become inactive. Code 5-6 will set with an FMI of
Parameter Identification (PID): S12 4 (voltage low/open), if the VECU senses voltage
less than 0.5 volts at VECU connector J3, pin 7. If
Message Identification (MID): 142 the fault is active and the voltage goes above
Circuit Description: The Vehicle Electronic become inactive.
Control Unit (VECU) can be programmed to track
intervals for up to fifteen scheduled maintenance
procedures, and alert the driver to upcoming or
overdue maintenance requirements. On some
vehicles, the driver alert is transmitted over the
J1587 data lines to the electronic instrument
cluster, or Co-Pilot or Vehicle Information Profiler
dash display. Vehicles not equipped with a dash
display unit may have an oil change lamp
installed to alert the driver.
Page 453
BLINK CODE 5-6
Circuit to Voltage in the Control
Vehicles with an oil change lamp installed must Circuit
have the lamp enabled in the Options Data
section of the Vehicle Electronic Control Unit 586
(VECU). Maintenance intervals are defined and

reset in the Fleet Data section of the VECU. If this
fault code is observed on a vehicle that is
equipped with and electronic instrument cluster,
Co-Pilot or Vehicle Information Profiler, the VECU
may contain an incorrect data file, which must be
reprogrammed. There will not be a wire
(VJ3-7-0.8) at the VJ3 pin 7 cavity.

Checking Code 5-6 Failure Mode Identifier Figure 586
(FMI) on page 454.
Control Unit (VECU) connectors and other The VECU will detect a short to voltage only if it is
circuit connectors for frayed, loose or attempting to turn the oil change lamp ON.
corroded connections.
Test 2 Checking Code 5-6 Failure 2. Remove Fuse 19 from the Electrical
Mode Identifier (FMI) Equipment Panel.
1. Check the Failure Mode Identifier (FMI) 3. Disconnect Vehicle Electronic Control Unit
using a diagnostic computer. (VECU) connector J3.
If the FMI code is 4 (voltage low/open) go to 4. Turn the ignition key ON.
test Test 4 Checking for Continuous
Operation on page 454.
If the FMI code is 3 (voltage high) go to test Figure 586).
Voltage in the Control Circuit on page 454.
Test 4 Checking for Continuous If the measured voltage is less than
Operation 0.5 volts, go to test Test 11 Checking the
VECU on page 456.
If the oil change lamp stays ON
continuously, go to test Test 8 Checking
for a Short to Ground on page 455.
If the oil change lamp does NOT turn ON at
all, go to test Test 9 Checking the Power
Supply Circuit on page 455.
Page 454
BLINK CODE 5-6
Test 8 Checking for a Short to Test 10 Isolating the Short to
Ground Voltage

If the oil change lamp comes ON, there is a
short to ground in circuit VJ3-7-0.8. Go to
test Test 16 Isolating the Short to
Ground on page 456.
If the oil change lamp does not come ON,
there is a short to ground in the VECU. Go to
on page 456.

Figure 587
Supply Circuit
Circuit 19-A-1.0 provides power to a significant Serial Communications Port.
number of other gauges and indicators in the 2. Remove the shutdown lamp and disconnect
dash. An open or short to ground in circuit the driver alarm.
19-A-1.0 MAY cause problems with these shared
components. Other components powered by 3. Disconnect VECU connectors J1, J2 and J3.
circuit 19-A-1.0 include the voltmeter, coolant 4. Check for continuity between VECU
temperature gauge, fuel gauge, speedometer, connector J3, pin 7 and all other pins on
tachometer and the Electronic Malfunction VECU connectors J1, J2 and J3 (see
Lamp (EML). Figure 587).
If there are no other obvious electrical problems If continuity exists, VECU connector J3,
with components in the gauge panel, go to test pin 7 is shorted to one of the other VECU
Test 18 Checking for Battery Voltage on page circuits. Locate and repair the short.
456. If there is NO continuity, VECU connector
J3, pin 7 is shorted to voltage somewhere
If the vehicle is experiencing electrical problems else in the harness. Locate and repair the
with components in the dash, there may be an short to voltage.
open in circuit 19-A-1.0. Locate and repair the
open circuit.
Page 455
BLINK CODE 5-6
Test 11 Checking the VECU Test 17 Checking for
1. Turn the ignition key OFF. Blink Code 5-6
2. Connect VECU connector J3. 1. Turn the ignition key OFF.
3. Turn the ignition key ON. 2. Connect Vehicle Electronic Control Unit
If blink code 5-6 becomes active, check the (VECU) connector J3.
VECU for dirt, loose or broken pins, or 3. Turn the ignition key ON.
repairable damage. If no problems are If blink code 5-6 is still active, check the
evident, or if they are not repairable, replace VECU and connector J3 for dirt, loose or
the VECU and retest the system. shorted pins, or any other repairable
If blink code 5-6 does NOT become active, damage. If no problems are evident, or are
the diagnostic procedures have corrected not repairable, replace the VECU and retest
the problem. Check all connectors to ensure the system.
proper connections. If blink code 5-6 is NOT active, the
Test 16 Isolating the Short to problem. Check all connectors to ensure
proper connections.
Ground
588
Test 18 Checking for Battery
Voltage
589
Figure 588

2. Remove the bulb from the oil change lamp. Figure 589
3. Disconnect VECU connectors J1, J2 and J3. 1. Turn the ignition key OFF.
4. Check for continuity between VECU 2. Disconnect VECU connector J3.
connector J3, pin 7 and all other pins on
VECU connectors J1, J2 and J3 (see Figure 3. Connect the Serial Link Jumper to the Serial
588). Communications Port.
the other VECU circuits. Locate and repair
the short circuit.
32 Checking for a Failed Unit on page
457.
Page 456
BLINK CODE 5-6
4. Measure the voltage between VECU Test 36 Checking the VECU
Figure 589). Connector for an Open Circuit
If battery voltage is present, go to test Test 1. Turn the ignition key OFF.
36 Checking the VECU Connector for an
Open Circuit on page 457. 2. Disconnect VECU connector J3.
If battery voltage is NOT present, check 3. Visually inspect VECU connector J3 pin 7 for
circuit VJ3-7-0.8 for an open. If circuit dirt, loose pins or deformed contacts.
VJ3-7-0.8 is NOT open, check power circuit 4. Align the purple male test lead found in the
19-A-1.0 for an open between the oil change J 38581 V-MAC Jumper Wire Kit with VECU
lamp and the common splice. harness connector J3 pin 7. Gently push the
Test 32 Checking for a Failed Unit If a repairable open is found or the terminal
feels loose, repair VECU harness connector
1. Disconnect the Serial Link Jumper from the J3.
Serial Communications Port. If the test lead is making good contact with
2. Connect VECU connector J3. VECU connector J3 pin 7, go to test Test 72
3. Replace the oil change lamp bulb with a
known good bulb.
4. Turn the ignition key ON. Test 72 Checking the VECU
If the fault does NOT remain active, the old 1. Turn the ignition key OFF.
bulb had a short to ground and replacing the
bulb has corrected the problem. 2. Connect VECU connector J3.
If the fault DOES remain active after 3. Turn the ignition key ON.
replacing the bulb, there is a short to ground If blink code 5-6 becomes active, check the
somewhere else in the harness. Locate and VECU for dirt, loose or broken pins, or
repair the short to ground. repairable damage. If no problems are
the diagnostic procedures have corrected
the problem. Check all connectors to ensure
proper connections.
Page 457
BLINK CODE 5-8 EGR TEMPERATURE
(ASET CEGR ENGINE)
590
Figure 590 EGR Mass Air Flow (EGRMAF) Sensor Circuit (ASET CEGR Engine)
EGR ECU then monitors the amount of current

required to maintain the heater probe at 752F
(400C). The EGR ECU also monitors the
When performing electrical tests, wiggle the wires exhaust gas temperature signal from the
and connectors to find intermittent problems. temperature probe and uses this signal and the
heater current signal to calculate EGR flow. The
EGR ECU transmits error messages and EGR
Failure Mode Identifier (FMI): 0 (Temperature
Mass Air Flow data to the Engine Electronic
High), 3 (Voltage High), 4 (Voltage Low),
Control Unit (EECU) over the J1939 serial
5 (Open), 9 (Data Absent), 12 (Failed Unit)
data lines.
Location: The EGR temperature probe and
heater probe are located in the EGR tube
between the EGR cooler and the intake manifold.
The EGR ECU is mounted to the rear face of the
Circuit Description: The EGR Mass Air Flow
Engine Electronic Control Unit (EECU) mounting
(EGRMAF) Sensor consists of an exhaust gas
plate. The EGR Mass Flow Sensor assembly is
temperature probe, a heater probe, and a
supplied from by the manufacturer as a single
dedicated electronic processor. The EGR
calibrated unit. The components of the sensor are
Electronic Control Unit (EGR ECU) supplies the
not to be replaced individually.
heater probe with a 12 volt power source. The
Page 458
Code Setting Conditions: Code 5-8 will set with Test 2 Checking Code 5-8 Failure
FMI 0 if the EGR ECU detects a cooled exhaust
gas temperature greater than 250 to 500F Mode Identifier (FMI)
(121.1 to 260C). Code 5-8 will set with FMI 3 if 1. Check the Failure Mode Identifier (FMI)
the EGR ECU detects a short circuit to voltage in using a diagnostic computer.
the exhaust gas temperature probe circuit. Code
5-8 will set with FMI 4 if the EGR ECU detects a If the FMI is 0 (temperature high) check for a
short circuit to ground in the exhaust gas faulty EGR cooler.
temperature probe circuit. Code 5-8 will set with If the FMI is 3 (voltage high), 5 (open) or 12
FMI 5 if the EGR ECU detects an open in the (failed unit), replace the EGR Mass Flow
exhaust gas temperature probe circuit. Code 5-8 Sensor assembly and retest the system.
will set with FMI 9 if the EGR ECU signal is If the FMI is 4 (voltage low), inspect the
missing on the J1939 serial data lines. Code 5-8 harness that connects the exhaust gas
will set with FMI 12 if the EGR ECU detects an temperature probe to the EGR ECU, looking
internal failure. for any areas where the insulation has worn
through and is touching ground. Repair the
short to ground if possible; otherwise
replace the EGR Mass Flow Sensor
On vehicles equipped with EECU software part assembly.
numbers 1MS334 or 1MS334A, blink code 5-8, If the FMI is 9 (data absent), go to test Test
FMI 9 will be logged multiple times as an inactive 4 Checking for Other Blink Codes on
fault. This is an intermittent error that is normal for page 459.
this level of software.
Test 4 Checking for Other Blink
Codes
If blink code 5-9 is also set with FMI 9 or FMI 12, 1. Is blink code 6-4 or 6-7 also set?
diagnose and repair the cause of blink code 5-9 If blink code 6-4 or 6-7 is also set, perform
before attempting to diagnose blink code 5-8. the diagnostic procedures for the code, then
retest the system.
If blink code 6-4 or 6-7 is NOT set, go to test
Test 1 Checking for Code 5-8 Test 8 Checking for Power to the EGR
Electronic Control Unit (EGR ECU) on page
1. Verify that code 5-8 is set. 460.
(FMI) on page 459.
Visually inspect the exhaust gas
temperature probe connector and wires for
poor connections.
Page 459
Test 8 Checking for Power to the Test 16 Checking for EGR
EGR Electronic Control Unit (EGR Electronic Control Unit (EGR ECU)
ECU) Ground
591 592
1. Remove connector A from the EGR ECU. 1. Turn the ignition key OFF.
2. Turn the ignition key ON. 2. Remove connector A from the EGR ECU.
3. Check for battery voltage (+12V) between 3. Measure the resistance between EGR ECU
pin 2 of EGR ECU connector A and a known connector A pin 1 and a known good ground
good ground (see Figure 591). (see Figure 592).
If battery voltage is present, go to test Test If the measured resistance indicates
16 Checking for EGR Electronic Control acceptable continuity to ground, go to test
Unit (EGR ECU) Ground on page 460. Test 32 Checking for an Open Serial
If battery voltage is NOT present, a problem Data Line on page 461.
exists between EGR ECU connector A pin 2 If the measured resistance does NOT
and EECU connector J2 pin 7. Inspect the indicate acceptable continuity to ground,
EGR ECU and EECU connectors for a problem exists between EGR ECU
damaged or loose pins. If the connectors are connector A and ground. Locate and repair
in good condition, locate and repair the open the problem and retest the system.
circuit, and retest the system.
Page 460
Serial Data Line Serial Data Line
593 594
2. Disconnect harness connector J1 from the 2. Disconnect harness connector J1 from the
Engine Electronic Control Unit (EECU). Engine Electronic Control Unit (EECU).
3. Remove connector A from the EGR ECU. 3. Remove connector A from the EGR ECU.
4. Measure the resistance between EECU 4. Measure the resistance between EECU
connector J1 pin 23 and EGR ECU connector J1 pin 24 and EGR ECU
connector A pin 3 (see Figure 593). connector A pin 6 (see Figure 594).
If the measured resistance indicates If the measured resistance indicates
continuity, go to test Test 64 Checking for continuity, go to test Test 128 Checking
an Open Serial Data Line on page 461. for an Open Serial Data Line on page 462.
If the measured resistance does NOT If the measured resistance does NOT
indicate continuity, locate and repair the indicate continuity, locate and repair the
open circuit in the J1939 high circuit open circuit in the J1939 low circuit between
between the EECU and the EGR ECU. the EECU and the EGR ECU.
Page 461
595 596
3. Measure the resistance between EECU 3. Measure the resistance between EECU
connector J1 pin 23 and EECU connector J1 connector J1 pin 24 and EECU connector J1
pin 31 (see Figure 595). pin 30 (see Figure 596).
If the measured resistance indicates If the measured resistance indicates
continuity, go to test Test 256 Checking continuity, go to test Test 512 Checking
for an Open Serial Data Line on page 462. for a Faulty EGR Electronic Control Unit
If the measured resistance does NOT (EGR ECU) on page 463.
indicate continuity, locate and repair the If the measured resistance does NOT
open circuit in the J1939 high circuit. indicate continuity, locate and repair the
open circuit in the J1939 low circuit.
Page 462
EGR Electronic Control Unit (EGR
ECU)
2. Replace the EGR ECU and Mass Air Flow
Sensor Assembly with a known good unit.
3. Check the system for blink codes.
If code 5-8 is still set, reinstall the original
EGR ECU and Mass Air Flow Sensor
Assembly and replace the Engine Electronic
Control Unit (EECU). Retest the system.
If code 5-8 is NOT set, replacing the EGR
ECU and Mass Air Flow Sensor Assembly
Page 463
BLINK CODE 5-9 EGR MASS AIR FLOW
(ASET CEGR ENGINE)
597
Figure 597 EGR Mass Air Flow (EGRMAF) Sensor Circuit (ASET CEGR Engine)
EGR ECU then monitors the amount of current

required to maintain the heater probe at 752F
(400C). The EGR ECU also monitors the
When performing electrical tests, wiggle the wires exhaust gas temperature signal from the
and connectors to find intermittent problems. temperature probe and uses this signal and the
heater current signal to calculate EGR flow. The
EGR ECU transmits error messages and EGR
Mass Air Flow data to the Engine Electronic
4 (Voltage Low), 5 (Open), 9 (Data Absent),
Control Unit (EECU) over the J1939 serial data
12 (Failed Unit)
lines.
Location: The EGR temperature probe and
heater probe are located in the EGR tube
between the EGR cooler and the intake manifold.
The EGR ECU is mounted to the rear face of the
Circuit Description: The EGR Mass Air Flow
Engine Electronic Control Unit (EECU) mounting
(EGRMAF) Sensor consists of an exhaust gas
plate. The EGR Mass Flow Sensor assembly is
temperature probe, a heater probe, and a
supplied from by the manufacturer as a single
dedicated electronic processor. The EGR
calibrated unit. The components of the sensor are
Electronic Control Unit (EGR ECU) supplies the
not to be replaced individually.
heater probe with a 12 volt power source. The
Page 464
Code Setting Conditions: Code 5-9 will set with Test 4 Checking for Other Blink
FMI 3 if the EGR ECU detects a short circuit to
voltage in the heater probe circuit. Code 5-9 will Codes
set with FMI 4 if the EGR ECU detects a short 1. Is blink code 6-4 also set?
circuit to ground in the heater probe circuit.
Code 5-9 will set with FMI 5 if the EGR ECU If blink code 6-4 is also set, perform the
detects an open heater probe circuit. Code 5-9 diagnostic procedures for code 6-4.
will set with FMI 9 if the EGR ECU signal is If blink code 6-4 is NOT set, go to test Test 8
missing on the J1939 serial data lines. Code 5-9 Checking for Power to the EGR Electronic
will set with FMI 12 if the EGR ECU detects an Control Unit (EGR ECU) on page 465.
internal failure.
Test 8 Checking for Power to the
EGR Electronic Control Unit
On vehicles programmed with EECU software (EGR ECU)
part numbers 1MS334 or 1MS334A, blink 598
code 5-9, FMI 9 will be logged multiple times as

an inactive fault. This is an intermittent error that
is normal for this level of software.

(FMI) on page 465.
Visually inspect the heater probe connector

Figure 598
using a diagnostic computer. 1. Remove connector A from the EGR ECU.
If the FMI is 9 (data absent), go to test Test
4 Checking for Other Blink Codes on
page 465. 3. Check for battery voltage (+12V) between
If the FMI is 3 (voltage high), 5 (open) or pin 2 of EGR ECU connector A and a known
12 (failed unit), replace the EGR Mass Flow good ground (see Figure 598).
Sensor assembly and retest the system. If battery voltage is present, go to test Test
If the FMI is 4 (voltage low), inspect the 16 Checking for EGR Electronic Control
harness that connects the heater probe to Unit (EGR ECU) Ground on page 466.
the EGR ECU, looking for any areas where If battery voltage is NOT present, a problem
the insulation has worn through and is exists between EGR ECU connector A pin 2
touching ground. Repair the short to ground and EECU connector J2 pin 7. Inspect the
if possible; otherwise replace the EGR Mass EGR ECU and EECU connectors for
Flow Sensor assembly. damaged or loose pins. If the connectors are
in good condition, locate and repair the open
circuit, and retest the system.
Page 465
Test 16 Checking for EGR Test 32 Checking for an Open
Electronic Control Unit (EGR ECU) Serial Data Line
Ground 600
599
Figure 600
Figure 599
1. Turn the ignition key OFF. 2. Disconnect harness connector J1 from the
2. Remove connector A from the EGR ECU. Engine Electronic Control Unit (EECU).
3. Measure the resistance between EGR ECU 3. Remove connector A from the EGR ECU.
connector A pin 1 and a known good ground 4. Measure the resistance between EECU
(see Figure 599. connector J1 pin 23 and EGR ECU
If the measured resistance indicates connector A pin 3 (see Figure 600).
acceptable continuity to ground, go to test If the measured resistance indicates
Test 32 Checking for an Open Serial continuity, go to test Test 64 Checking for
Data Line on page 466. an Open Serial Data Line on page 467.
If the measured resistance does NOT If the measured resistance does NOT
indicate acceptable continuity to ground, a indicate continuity, locate and repair the
problem exists between EGR ECU open circuit in the J1939 high circuit
connector A and ground. Locate and repair between the EECU and the EGR ECU.
the problem and retest the system.
Page 466
601 602
3. Remove connector A from the EGR ECU. 3. Measure the resistance between EECU
connector J1 pin 23 and EECU connector J1
4. Measure the resistance between EECU
pin 31 (see Figure 602).
connector J1 pin 24 and EGR ECU
connector A pin 6 (see Figure 601). If the measured resistance indicates
continuity, go to test Test 256 Checking
If the measured resistance indicates
for an Open Serial Data Line on page 468.
for an Open Serial Data Line on page 467. If the measured resistance does NOT
indicate continuity, locate and repair the
If the measured resistance does NOT
open circuit in the J1939 high circuit.
open circuit in the J1939 low circuit between
the EECU and the EGR ECU.
Page 467
Serial Data Line EGR Electronic Control Unit (EGR
603 ECU)
2. Replace the EGR ECU and Mass Air Flow
Sensor Assembly with a known good unit.
3. Check the system for blink codes.
If code 5-9 is still set, reinstall the original
EGR ECU and replace the Engine Electronic
Control Unit (EECU). Retest the system.
If code 5-9 is NOT set, replacing the EGR
ECU and Mass Air Flow Sensor Assembly
Figure 603

2. Disconnect harness connector J1 from the
3. Measure the resistance between EECU
connector J1 pin 24 and EECU connector J1
pin 30 (see Figure 603.
If the measured resistance indicates
for a Faulty EGR Electronic Control Unit
(EGR ECU) on page 468.
If the measured resistance does NOT
open circuit in the J1939 low circuit.
Page 468
BLINK CODE 6-1
BLINK CODE 6-1
BLINK CODE 6-1 FUEL LEVEL (FL) SENSOR
604
Figure 604 Fuel Level (FL) Sensor Circuit
Location: The Fuel Level (FL) Sensor is typically

located in the left side fuel tank. The Vehicle
Electronic Control Unit (VECU) is typically located
When performing electrical tests, wiggle wires under the dashboard in front of the passenger
and connectors to find intermittent problems. seat.

Malfunction Lamp (EML) will turn on and fault
4 (Voltage Low)
code 6-1 will set when the Fuel Level (FL) Sensor
than 4.5 volts for 2 seconds. If the signal voltage
2 seconds, the fault will become inactive. This
fault code is only applicable to vehicles equipped
Circuit Description: The Fuel Level (FL) Sensor
with an electronic gauge panel.
is a potentiometer that is mechanically linked to a
float, typically in the left side fuel tank. The Fuel
Additional Symptoms: Fuel gauge inoperative.
Level (FL) Sensor signal voltage to the Vehicle
Electronic Control Unit (VECU) increases as the
fuel level in the fuel tank drops. The Vehicle Test 1 Checking for Code 6-1
Electronic Control Unit (VECU) monitors the Fuel
Level Sensor signal voltage and uses the signal 1. Verify that code 6-1 is set.
to calculate fuel economy in the trip log. The If code 6-1 is set, go to test Test 2
VECU places both fuel level and fuel economy Checking Blink Code 6-1 Failure Mode
signals on the J1587 line for use by the gauge Identifier (FMI) on page 470.
panel, Vehicle Information Profiler, and the If code 6-1 is not set, wiggle the harness and
Co-Pilot display. connectors to try to set the code.
Page 469
BLINK CODE 6-1
Test 2 Checking Blink Code 6-1 Test 5 Checking for an Open in
Failure Mode Identifier (FMI) the Fuel Level (FL) Sensor Circuit
using a diagnostic PC.

the Signal Line on page 470.
5 Checking for an Open in the Fuel Level
(FL) Sensor Circuit on page 470.

Circuit to Ground in the Signal Line
605
Figure 606

Fuel Level (FL) Sensor.
3. Disconnect VECU connectors J1 and J2.
Figure 605
1. Turn the ignition key OFF. connector J1 pin 18 and connector J2 pin 1.
2. Disconnect the harness connector from the 5. Check for continuity between Fuel Level (FL)
Fuel Level (FL) Sensor. Sensor harness connector pins B and C
(see Figure 606).
3. Disconnect VECU connector J1. If continuity exists, go to test Test 10
4. Check for continuity between VECU Checking for a Short to Voltage in the
connector J1 pin 18 and a good ground (see Sensor Signal Line on page 472.
Figure 605). If there is NO continuity, go to test Test 11
If continuity exists between pin 18 and Isolating the Open Circuit on page 472.
ground, go to test Test 8 Isolating the
Short Circuit to Ground in the Signal Line
on page 471.
If NO continuity exists, go to test Test 9
Checking the Sensor for a Short Circuit to
Ground on page 471.
Page 470
BLINK CODE 6-1
Test 8 Isolating the Short Circuit Test 9 Checking the Sensor for a
to Ground in the Signal Line Short Circuit to Ground
607 608
2. Disconnect the transmission bulkhead 2. Disconnect the Fuel Level (FL) Sensor.
connector.
3. Check for continuity between pins B and C
3. Check for continuity between VECU of the Fuel Level (FL) Sensor pigtail
connector J1 pin 18 and a good ground (see connector and a good ground (see
If continuity exists between pin 18 and If there is NO continuity between either pin
ground, go to test Test 16 Checking for a and ground, go to test Test 18 Checking
Faulty Fuel Gauge on page 473. for a Faulty VECU or Connector on page
If no continuity exists, locate and repair the 473.
short to ground in the harness between the If continuity exists between either pin and
Fuel Level (FL) Sensor and the bulkhead ground, replace the Fuel Level (FL) Sensor.
connector.
Page 471
BLINK CODE 6-1
Test 10 Checking for a Short to Test 11 Isolating the Open Circuit
Voltage in the Sensor Signal Line 610
609
Figure 609

Fuel Level (FL) Sensor.
Figure 610
(VECU) connectors J1 and J2. 1. Turn the ignition key OFF.
4. Turn the ignition key ON. 2. Disconnect the harness connector from the
5. Measure the voltage between Vehicle Fuel Level (FL) Sensor.
Electronic Control Unit (VECU) connector J1 3. Disconnect VECU connector J1.
If NO voltage is present, go to test Test 20 connector J1 pin 18 and a good ground.
Checking for Voltage on the Sensor
Return Line on page 473. 5. Check for continuity between Fuel Level (FL)
If voltage is present, locate and repair the Sensor harness connector pin B and a good
short to voltage in the sensor signal line. ground (see Figure 610).
the open circuit in the Fuel Level (FL)
Sensor signal line.
Page 472
BLINK CODE 6-1
Test 16 Checking for a Faulty Test 20 Checking for Voltage on
Fuel Gauge the Sensor Return Line
611 612
2. Disconnect connector A from the A-B-C 2. Disconnect Vehicle Electronic Control Unit
Gauge Panel Cluster (if so equipped). (VECU) connectors J1 and J2.
3. Check for continuity between VECU 3. Disconnect the Fuel Level (FL) Sensor
connector J1 pin 18 and a good ground (see harness connector.
Figure 611).
ground, locate and repair the short circuit 5. Measure the voltage between Fuel Level
between the VECU and the bulkhead (FL) Sensor harness connector pin C and a
connector. good ground (see Figure 612).
If no continuity exists, replace the fuel If there is NO voltage present, replace the
gauge. Fuel Level (FL) Sensor.
Test 18 Checking for a Faulty voltage in the Fuel Level (FL) Sensor return
VECU or Connector line.
loose or shorted pins or deformed contacts.
3. If a repairable short circuit is found, repair
VECU harness connector J1.
If there is NO repairable short circuit in the
connector, go to test Test 36 Checking
Page 473
BLINK CODE 6-1
Sensor VECU or Connector
613
loose or shorted pins or deformed contacts.
3. If a repairable short circuit is found, repair
VECU harness connector J1.
If there is NO repairable short circuit in the
connector, replace the VECU and retest the
system.

Blink Code 6-1
Figure 613 2. Connect VECU connectors J1, J2 and J3.
3. Connect the Fuel Level (FL) Sensor
2. Disconnect the Fuel Level (FL) Sensor 4. Turn the ignition key ON.
harness connector.
3. Check for continuity between pins B and C VECU and retest the system.
on the Fuel Level (FL) Sensor pigtail If blink code 6-1 is NOT active, the
connector (see Figure 613). diagnostic procedures have corrected the
If continuity exists between pins B and C, go problem. Check all connectors to ensure
to test Test 44 Checking for a Faulty proper contact.
VECU or Connector on page 474.
If there is NO continuity, replace the Fuel
Level (FL) Sensor.

Blink Code 6-1
3. Connect the Fuel Level (FL) Sensor
connector.
proper contact.
Page 474
BLINK CODE 6-2 TURBOCHARGER WHEEL SPEED (TWS)
614
Figure 614 Turbocharger Wheel Speed (TWS) Sensor Circuit
Failure Mode Identifier (FMI): 0 (Data Valid, but Location: The Turbocharger Wheel Speed
Greater Than Normal), 1 (Data Valid, but Less (TWS) Sensor is located on the right side of the
Than Normal), 3 (Voltage High), 4 (Voltage Low), engine, mounted in the turbocharger.
5 (Current Low/Open), 8 (Abnormal)
Normal TWS Sensor Parameters: The
Parameter Identification (PID): P103 Turbocharger Wheel Speed (TWS) Sensor has a
resistance of 6381062 ohms.
Additional Symptoms: Power is reduced if the
Circuit Description: The Turbocharger Wheel TWS Sensor signal indicates shaft speed in
Speed (TWS) Sensor is an inductive sensor. excess of 112,000 rpm at sea level or
When the engine is running, the turbocharger 120,000 rpm at 5000 feet (1524 meters).
shaft rotates past the TWS Sensor tip and a
pulsed voltage signal is generated. The Engine
Electronic Control Unit monitors the frequency of Test 1 Checking for Code 6-2
the signal generated by the TWS Sensor to 1. Verify that code 6-2 is set.
calculate the turbo speed.
Code Setting Conditions: If the Engine Checking Code 6-2 Failure Mode Identifier
Electronic Control Unit (EECU) detects an open, (FMI) on page 476.
short to ground or short to voltage in the If code 6-2 is not set, the code is
Turbocharger Wheel Speed (TWS) sensor signal intermittent. Wiggle the wires and
circuit, the Electronic Malfunction Lamp (EML) connectors to try to set the code. Visually
will turn ON and blink code 6-2 will set. Code 6-2 inspect the Turbocharger Wheel Speed
will also set if the turbocharger wheel speed is not (TWS) Sensor connector and wires for poor
within the predetermined limits at a given engine connections.
speed.
Page 475
Test 2 Checking Code 6-2 Failure 3. Measure the resistance across the terminals
on the sensor side of the connector (see
Mode Identifier (FMI) Figure 615).
1. Turn the ignition key ON. If the resistance is between 6381062 ohms,
proceed to test 8.
using a diagnostic computer. If the resistance is NOT between
6381062 ohms, inspect the TWS Sensor
If the FMI is 0, check the Vehicle Electronic connector for damage. If no damage is
Control Unit (VECU) fault table for severe evident, replace the TWS Sensor.
engine overspeed events. Also, check for a
stuck VTG actuator, major air system leak,
and that the inlet air cleaner boot is making Test 8 Checking for a Short
full contact with the hood, ensuring only
outside air is entering the air cleaner. Refer
to the applicable ASET Service Manual. 616
If the FMI is 1, check for a mechanical

problem with the turbocharger. Test drive the
vehicle to ensure there is sufficient boost
pressure under load. Also, check the
turbocharger wheel speed at idle. If the
speed is less than approximately 12,000
rpm at idle, or the fault is active but a valid
reading is observed at high engine speeds,
a problem may exist with the EGR valve or
EGR mass airflow system. Refer to code 4-9
for further troubleshooting procedures.
If the FMI is 3, 4, 5 or 8, go to test Test 4
Test 4 Checking for an Open Figure 616
Sensor 1. Turn the ignition key OFF.

615
2. Disconnect the Turbocharger Wheel Speed
(TWS) Sensor connector.
3. Check for continuity between pins 1 and 2 of
the TWS Sensor and a good ground (see
Figure 616).
If continuity exists, replace the TWS Sensor.
Checking for Continuity Between the
TWS Sensor and the EECU on page 477.
Figure 615

2. Disconnect the Turbocharger Wheel Speed
(TWS) Sensor connector.
Page 476
Test 16 Checking for Continuity Test 32 Checking for a Short to
Between the TWS Sensor and the Ground in the Harness
EECU 618
617
Figure 618
Figure 617
1. Turn the ignition key OFF. 2. Disconnect the TWS Sensor connector.
2. Disconnect the TWS Sensor connector. 3. Remove the jumper from the TWS Sensor
3. Disconnect Engine Electronic Control Unit harness connector.
(EECU) connector J2. 4. Disconnect EECU connector J2.
4. Install a jumper between pins 1 and 2 of the 5. Check for continuity between EECU
TWS Sensor harness connector. connector J2 pin 54 and a good ground (see
5. Check for continuity between EECU Figure 618).
connector J2 pins 54 and 72 (see Figure Check for continuity between EECU
617). connector J2 pin 72 and a good ground (see
If continuity exists, go to test Test 32 Figure 618).
Checking for a Short to Ground in the If continuity exists between either pin and
Harness on page 477. ground, there is short to ground in one of the
If there is NO continuity, there is an open in circuits between the TWS Sensor and the
one of the circuits between the TWS Sensor EECU connector J2. Locate and repair the
and the EECU connector J2. Locate and short to ground.
repair the open circuit. If there is NO continuity, go to test Test 64
Checking for a Short Circuit to Voltage in
Page 477
Circuit to Voltage in the Harness Short in the Harness
619 620
2. Disconnect the TWS Sensor connector. 2. Disconnect EECU connectors J1, J2 and J3.
3. Disconnect EECU connector J2. 3. Disconnect the TWS Sensor connector.
connector J2 pins 54, 72 and 73 versus all
other pins on EECU connectors J1, J2 and
connector J2 pins 54, 72 and 73 versus a
J3 (see Figure 620).
If continuity exists, there is short to one of
the other EECU circuits. Locate and repair
Test 128 Checking for a Pin to Pin Short
the short circuit.
in the Harness on page 478.
Checking for a Faulty EECU on page
0.5 volts, there is short to voltage in one of
479.
the circuits between the TWS Sensor and
the EECU connector J2. Locate and repair
the short to voltage.
Page 478
EECU
1. Connect the TWS Sensor harness
connector.
EECU.
connections.
Page 479
BLINK CODE 6-3 J1587 SERIAL DATA LINE
(ASET IEGR ENGINE)
621
Figure 621 J1587 Serial Data Line Circuit (ASET IEGR Engine)
Page 480
When performing electrical tests, wiggle the wires If code 6-3 is set, go to test Test 2
and connectors to find intermittent problems. Checking for a Fault in an External Device
on page 481.
Failure Mode Identifier (FMI): 8 (Abnormal) If code 6-3 is NOT set, wiggle the harness
Test 2 Checking for a Fault in an
Message Identification (MID): 128, 142 External Device
Circuit Description: The J1587 serial data lines 1. Turn the ignition key OFF.
are used as the standard communication link for 2. Disconnect any diagnostic tools connected
on-board vehicle instrumentation and off-board to the Serial Communications Port under the
service diagnostics and fleet management. The dash, including the VIP or Co-Pilot dash
V-MAC III control units broadcast data across display.
the J1587 serial data lines to operate electronic
instrumentation, the electronic gauge panel, and 3. One at a time, disconnect any external units
the Co-Pilot display, and to communicate with the using the SAE/ATA serial data line at the
ABS, Allison Transmission and Eaton Mack Option Junction Block. The junction
Transmission control units, depending upon the block is located on the Dash Electrical
vehicle model and options. The diagnostic Equipment Panel.
computer communicates with the V-MAC III
control units through the J1587 Serial
Removing the fuse or circuit breaker that powers
Location: The Serial Communications Port is an external device is NOT a substitute for
located under the dash, to the left of the steering disconnecting the device from the J1587 data
column. bus. Some electronic units will pull the J1587 bus
to ground when they are not powered up,
Code Setting Conditions: If either the Vehicle therefore, simply removing the fuse or circuit
Electronic Control Unit (VECU) or the Engine breaker could cause a misdiagnosis.
Electronic Control Unit (EECU) loses
communication through the J1587 serial data 4. Turn the ignition key ON, and check if
lines for more than 1 second, code 6-3 will set fault 6-3 is still active.
and the Electronic Malfunction Lamp (EML) will If the fault is still active, repeat step 3 until all
turn ON. The fault will become inactive if external units have been disconnected. If the
communication resumes for at least 1 second. fault is still active after all external units have
been disconnected, go to test Test 4
Checking for Power to the Vehicle Electronic
Control Unit (VECU) on page 482.
If code 6-3 sets intermittently or is accompanied
by other fault codes, check for secure
connections at the 135 amp ground circuit
breaker posts. The ground circuit breaker is Before continuing to test 4 make sure that the
located on the left side of the bulkhead. Engine Electronic Control Unit (EECU) and the
Vehicle Electronic Control Unit (VECU) are the
only components connected to the J1587 Serial
Additional Symptoms: The engine will not start Data Bus.
if communication is lost on both the J1587 and
J1939 data lines. If the fault is no longer active, there is a short
circuit is in the harness or component of one
of the external units. Locate and repair the
faulty harness or component.
Page 481
Test 4 Checking for Power to the Test 8 Checking for Power to the
Vehicle Electronic Control Unit Engine Electronic Control Unit
(VECU) (EECU)
1. Turn the ignition key OFF for five seconds. 622

Serial Communications Port if connected.
If the Electronic Malfunction Lamp (EML),
Driver Alarm or Shutdown Lamp turn ON for
approximately 2 seconds and then turn OFF,
go to test Test 8 Checking for Power to
the Engine Electronic Control Unit (EECU)
on page 482.
If the Electronic Malfunction Lamp (EML),
Driver Alarm and Shutdown Lamp do NOT
turn on, check the VECU power and ground
connections. Check VECU connectors J1
and J3 for damaged/broken or corroded
pins. Check the VECU for physical damage
or corrosion and repair or replace as
necessary.
Figure 622

connector J2 pins 10, 22 and 41 and a good
If battery voltage is present at all pins, go to
test Test 16 Checking for an External
Short to Voltage in the Harness on page
483.
If battery voltage is NOT present on ANY
pins, check fuse 40 for an open. Check
individual power circuits for an open or short
circuit to ground. If battery voltage is NOT
present on an individual pin, check the
suspect circuit for an open or short circuit to
ground.
Page 482
Test 16 Checking for an External Test 32 Checking for a Pin to Pin
Short to Voltage in the Harness Short in the VECU Harness
623 624
1. Turn the ignition key OFF. 1. Disconnect the Serial Link Jumper from the
(VECU) connector J3 and Engine Electronic 2. Disconnect any external units using the
Control Unit (EECU) connector J2. serial data line, at the Mack Option Junction
Block.
Serial Communications Port. 3. Disconnect Engine Electronic Control Unit
Electronic Control Unit (VECU) connector J3 4. Disconnect Vehicle Electronic Control Unit
pins 14 and 15 and a good ground (see (VECU) connectors J1, J2 and J3.
Figure 623).
If there is NO voltage on either line, go to connector J3 pins 14 and 15 versus all other
test Test 32 Checking for a Pin to Pin pins on VECU connectors J1, J2 and J3
Short in the VECU Harness on page 483. (see Figure 624).
If there is voltage on either line, the pin that If there is NO continuity, go to test Test 64
showed voltage has a short circuit to Checking for a Pin to Pin Short in the
voltage, go to test Test 33 Checking for a EECU Harness on page 484.
Pin to Pin Short in the VECU Harness on
If continuity exists, the serial data line is
page 484.
shorted to one of the other VECU circuits.
Locate and repair the short circuit.
Page 483
Short in the VECU Harness Short in the EECU Harness
625 626
2. Disconnect any external units using the 2. Disconnect any external units using the
serial data line, at the Mack Option Junction serial data line, at the Mack Option Junction
Block. Block.
3. Disconnect Engine Electronic Control Unit 3. Disconnect Vehicle Electronic Control Unit
(EECU) connectors J1 and J2. (VECU) connectors J1, J2 and J3.
4. Disconnect Vehicle Electronic Control Unit 4. Disconnect Engine Electronic Control Unit
(VECU) connectors J1, J2 and J3. (EECU) connectors J1 and J2.
5. Check for continuity between Vehicle 5. Check for continuity between EECU
Electronic Control Unit (VECU) connector J3 connector J2 pins 31 and 38 versus all other
pins 14 and 15 versus all other pins on pins on EECU connectors J1 and J2 (see
VECU connectors J1, J2 and J3 (see Figure Figure 626).
625). If there is NO continuity, go to test Test 128
If there is NO continuity, go to test Test 66 Checking for an Open in the Harness on
Checking for a Pin to Pin Short in the page 485.
EECU Harness on page 485. If continuity exists, the serial data line is
If continuity exists, the serial data line is shorted to one of the other EECU circuits.
shorted to one of the other VECU circuits. Locate and repair the short circuit.
Page 484
Short in the EECU Harness the Harness
627 628
Block. Block.
(VECU) connectors J1, J2 and J3. (VECU) connector J3.
(EECU) connectors J1 and J2. (EECU) connector J2.
5. Check for continuity between EECU 5. Connect a jumper wire between Vehicle
connector J2 pins 31 and 38 and all other Electronic Control Unit (VECU) connector J3
pins on EECU connectors J1 and J2 (see pins 14 and 15.
Figure 627).
If continuity exists, the serial data line is Electronic Control Unit (EECU) connector J2
shorted to one of the other EECU circuits. pin 31 and pin 38 (see Figure 628).
Locate and repair the short.
If there is NO continuity, the pin that showed Checking for a Loose Connector on page
voltage in test 16 is shorted to voltage 486.
somewhere else in the harness. Locate and
repair the short to voltage.
Checking for an Open Circuit in the Serial
Data Line on page 486.
Page 485
Test 256 Checking for a Loose 4. Connect a jumper wire between Vehicle
Connector pin 14 and a good ground.
1. Disconnect the Serial Link Jumper from the 5. Check for continuity between Engine
Serial Communications Port. Electronic Control Unit (EECU) connector J2
2. Connect Vehicle Electronic Control Unit pin 31 and a good ground (see Figure 629).
(VECU) connectors J1, J2 and J3. If continuity exists, serial data line B is open
between VECU connector J3 pin 15 and
3. Connect Engine Electronic Control Unit EECU connector J2 pin 38. Locate and
(EECU) connectors J1 and J2. repair the open circuit.
4. Turn the ignition key ON. If there is NO continuity, serial line A is open
If fault 6-3 is still active, go to test Test 512 between VECU connector J3 pin 14 and
Checking for a Faulty Control Unit on EECU connector J2 pin 31. Locate and
page 486. repair the open circuit.
If fault 6-3 is now inactive, the diagnostic
procedures have corrected the problem. Test 512 Checking for a Faulty
connections. Control Unit
Test 257 Checking for an Open 2. Disconnect Engine Electronic Control Unit
Circuit in the Serial Data Line (EECU) connector J2 and Vehicle Electronic
Control Unit (VECU) connector J3.
629
3. Inspect Engine Electronic Control Unit
(EECU) connector J2 and Vehicle Electronic
Control Unit (VECU) connector J3 for
shorted or open pins.
If there is evidence of a short or open circuit
repair the connector.
If there is NO evidence of a short or open
pin, replace the Vehicle Electronic Control
Unit (VECU).
4. Reconnect all connectors.
If blink code 6-3 is still present, the Engine
Electronic Control Unit (EECU) is faulty. Turn
the ignition key OFF. Reinstall the original
Vehicle Electronic Control Unit (VECU) and
replace the Engine Electronic Control Unit
(EECU). Reconnect all connectors and turn
the ignition key ON.
If blink code 6-3 is NOT present,
replacement of the Engine Electronic
Figure 629
Control Unit (EECU) has corrected the
1. Disconnect the Serial Link Jumper from the problem.
Page 486
(ASET CEGR ENGINE)
630
Figure 630 J1587 Serial Data Line Circuit (ASET CEGR Engine)
Page 487
and connectors to find intermittent problems. Checking for a Fault in an External Device
on page 488.
Failure Mode Identifier (FMI): 8 (Abnormal) If code 6-3 is NOT set, wiggle the harness
Test 2 Checking for a Fault in an
Message Identification (MID): 128, 142
External Device
Circuit Description: The J1587 serial data lines 1. Turn the ignition key OFF.
are used as the standard communication link for
on-board vehicle instrumentation and off-board 2. Disconnect any diagnostic tools connected
service diagnostics and fleet management. The to the Serial Communications Port under the
V-MAC III control units broadcast data across dash, including the Co-Pilot dash display.
the J1587 serial data lines to operate electronic 3. One at a time, disconnect any external units
instrumentation, the electronic gauge panel, and using the SAE/ATA serial data line at the
the Co-Pilot display, and to communicate with the Mack Option Junction Block. The junction
ABS, Allison Transmission and Eaton block is located on the Dash Electrical
Transmission control units, depending upon the Equipment Panel.
vehicle model and options. The diagnostic
computer communicates with the V-MAC III
control units through the J1587 Serial
Removing the fuse or circuit breaker that powers
Location: The Serial Communications Port is an external device is NOT a substitute for
located under the dash, to the left of the steering disconnecting the device from the J1587 data
column. bus. Some electronic units will pull the J1587 bus
to ground when they are not powered up,
Code Setting Conditions: If either the Vehicle therefore, simply removing the fuse or circuit
Electronic Control Unit (VECU) or the Engine breaker could cause a misdiagnosis.
Electronic Control Unit (EECU) loses
communication through the J1587 serial data 4. Turn the ignition key ON, and check if
lines for more than 1 second, code 6-3 will set fault 6-3 is still active.
and the Electronic Malfunction Lamp (EML) will If the fault is still active, repeat step 3 until all
turn ON. The fault will become inactive if external units have been disconnected. If the
communication resumes for at least 1 second. fault is still active after all external units have
been disconnected, go to test Test 4
Checking for Power to the Vehicle Electronic
If code 6-3 sets intermittently or is accompanied
by other fault codes, check for secure
connections at the 135 amp ground circuit
breaker posts. The ground circuit breaker is Before continuing to test 4 make sure that the
located on the left side of the bulkhead. Engine Electronic Control Unit (EECU) and the
Vehicle Electronic Control Unit (VECU) are the
only components connected to the J1587 Serial
Additional Symptoms: The engine will not start Data Bus.
if communication is lost on both the J1587 and
J1939 data lines. If the fault is no longer active, there is a short
of the external units. Locate and repair the
faulty harness or component.
Page 488
Test 4 Checking for Power to the 4. Measure the voltage between EECU
connector J1 pins 2, 3 and 5 versus a good
Vehicle Electronic Control Unit ground (see Figure 631).
(VECU) If battery voltage is present, go to test Test
16 Checking for an External Short to
1. Turn the ignition key OFF for five seconds. Voltage in the Harness on page 489.
2. Disconnect the Serial Link Jumper from the If battery voltage is NOT present, check
Serial Communications Port if connected. fuse 38 for an open. Check individual power
3. Turn the ignition key ON. circuits for an open or short circuit to ground.
If the Electronic Malfunction Lamp (EML), If battery voltage is NOT present on an
Driver Alarm or Shutdown Lamp turn ON for individual pin, check the suspect circuit for
approximately 2 seconds and then turn OFF, an open or short circuit to ground.
go to test Test 8 Checking for Power to
the Engine Electronic Control Unit (EECU) Test 16 Checking for an External
on page 489.
Short to Voltage in the Harness
If the Electronic Malfunction Lamp (EML), 632
Driver Alarm and Shutdown Lamp do NOT
turn on, check the VECU power and ground
connections. Check VECU connectors J1
and J3 for damaged/broken or corroded
pins. Check the VECU for physical damage
or corrosion and repair or replace as
necessary.
Test 8 Checking for Power to the

Engine Electronic Control Unit
(EECU)
631
Figure 632

(VECU) connector J3 and Engine Electronic
Control Unit (EECU) connector J1.
pins 14 and 15 and a good ground (see
Figure 632).
If there is NO voltage on either line, go to
Figure 631 test Test 32 Checking for a Pin to Pin
Short in the VECU Harness on page 490.
1. Turn the ignition key OFF. If there is voltage on either line, the pin that
2. Disconnect Engine Electronic Control Unit showed voltage has a short circuit to
(EECU) connector J1. voltage, go to test Test 33 Checking for a
Pin to Pin Short in the VECU Harness on
3. Turn the ignition key ON. page 490.
Page 489
Short in the VECU Harness Short in the VECU Harness
633 634
Block. Block.
(EECU) connectors J1, J2 and J3. (EECU) connectors J1, J2 and J3.
(VECU) connectors J1, J2 and J3. (VECU) connectors J1, J2 and J3.
5. Check for continuity between VECU 5. Check for continuity between Vehicle
connector J3 pins 14 and 15 versus all other Electronic Control Unit (VECU) connector J3
pins on VECU connectors J1, J2 and J3 pins 14 and 15 versus all other pins on
(see Figure 633). VECU connectors J1, J2 and J3 (see Figure
If there is NO continuity, go to test Test 64 634).
Checking for a Pin to Pin Short in the If there is NO continuity, go to test Test 66
EECU Harness on page 491. Checking for a Pin to Pin Short in the
If continuity exists, the serial data line is EECU Harness on page 491.
shorted to one of the other VECU circuits. If continuity exists, the serial data line is
Locate and repair the short circuit. shorted to one of the other VECU circuits.
Page 490
Short in the EECU Harness Short in the EECU Harness
635 636
Block. Block.
(EECU) connectors J1, J2 J3. (EECU) connectors J1, J2 and J3.
5. Check for continuity between EECU 5. Check for continuity between EECU
connector J1 pins 17 and 18 versus all other connector J1 pins 17 and 18 and all other
pins on EECU connectors J1, J2 and J3 pins on EECU connectors J1, J2 and J3
(see Figure 635). (see Figure 636).
If there is NO continuity, go to test Test 128 If continuity exists, the serial data line is
Checking for an Open in the Harness on shorted to one of the other EECU circuits.
page 492. Locate and repair the short.
If continuity exists, the serial data line is If there is NO continuity, the pin that showed
shorted to one of the other EECU circuits. voltage in test 16 is shorted to voltage
Locate and repair the short circuit. somewhere else in the harness. Locate and
repair the short to voltage.
Page 491
Test 128 Checking for an Open in Test 256 Checking for a Loose
the Harness Connector
637
2. Connect Vehicle Electronic Control Unit
(EECU) connectors J1, J2 and J3.
If fault 6-3 is still active, go to test Test 512
Checking for a Faulty Control Unit on
page 493.
If fault 6-3 is now inactive, the diagnostic
connections.
Figure 637

2. Disconnect any external units using the
serial data line, at the Mack Option Junction
Block.
5. Connect a jumper wire between Vehicle
pins 14 and 15.
pin 17 and pin 18 (see Figure 637).
Checking for a Loose Connector on page
492.
Checking for an Open Circuit in the Serial
Data Line on page 493.
Page 492
Circuit in the Serial Data Line Control Unit
638
3. Inspect Engine Electronic Control Unit
Control Unit (VECU) connector J3 for
shorted or open pins.
If there is evidence of a short or open circuit
repair the connector.
Unit (VECU).
Figure 638
1. Disconnect the Serial Link Jumper from the the ignition key ON.
Serial Communications Port. If blink code 6-3 is NOT present,
2. Disconnect Engine Electronic Control Unit Control Unit (EECU) has corrected the
(EECU) connector J1. problem.
4. Connect a jumper wire between Vehicle
pin 14 and a good ground.
If continuity exists, serial data line B is open
EECU connector J1 pin 18. Locate and
If there is NO continuity, serial line A is open
EECU connector J1 pin 17. Locate and
Page 493
639
Figure 639 J1939 Serial Data Line Standard Circuit (ASET IEGR Engine)
Page 494
640
Figure 640 J1939 Serial Data Line Optional Circuit (ASET IEGR Engine)
Page 495
When performing electrical tests, wiggle the wires Fault code 6-4 will set for some mismatches of
and connectors to find intermittent problems. VECU and EECU software levels. Blink code 6-4
will also set while the VECU is in the
programming mode for Customer Data, Fleet
Failure Mode Identifier FMI: 8 (Abnormal) Data, or Mack Data. This code setting condition is
normal and the code will become inactive after
Parameter Identification: S231 the ignition key is cycled.
Message Identification MID: 128 (Abnormal),
142 (Abnormal)
Circuit Description: The V-MAC III system uses Fault code 6-4 may log, without illuminating the
the J1939 data line to control communication Electronic Malfunction Lamp (EML), on vehicles
between the Vehicle Electronic Control Unit equipped with Eaton/Bosch ABS/ATC module
(VECU), Engine Electronic Control Unit (EECU), # 7MN54M2. This nuisance code will not affect
Anti-lock Brake System Control Unit, Allison the performance of the vehicle. When a vehicle
Transmission Control Unit, and accessory equipped with this ABS/ATC module is being
systems, depending on vehicle model and option diagnosed for an inactive code 6-4, contact Mack
content. The J1939 data line is an expandable Trucks Service Engineering.
data bus, allowing the addition of accessory
control modules (Collision Avoidance, Traction
Control, etc.) to be connected to the circuit. The Additional Symptoms: The engine will not start,
J1939 data line is comprised of two circuits; the if communication is lost on both the J1587 and
L circuit and the H circuit. The two wires are J1939 data lines. If communication is lost on just
twisted together to prevent outside electrical the J1939 line, the engine will only run at
noise from interfering with the data being carried 900 RPM.
by the L and H circuits. The V-MAC III system is
designed to allow continued engine operation
with the loss of the J1939 data line signal as long Test 1 Checking for Code 6-4
as the J1587 data line is still operational. 1. Verify that code 6-4 is set.
Code Setting Conditions: If either the Vehicle If code 6-4 is set, go to test Test 2
Electronic Control Unit (VECU) or the Engine Checking for a Fault in an External Device
Electronic Control Unit (EECU) loses on page 497.
communication on the J1939 data line for more If code 6-4 is not set, wiggle the harness and
than one half second, code 6-4 will set and the connectors to try to set the code.
Electronic Malfunction Lamp (EML) will turn on.
The fault will become inactive if communication
resumes for at least on half second. When code
6-4 is active, engine speed will default to
900 RPM. If communication is lost on both the
J1587 and J1939 data lines the engine will not
run.
Page 496
Test 2 Checking for a Fault in an Test 8 Checking for Power to the
External Device Engine Electronic Control Unit
1. Turn the ignition key OFF. (EECU)
641
2. Disconnect each of the external electronic
modules from the J1939 T connector one at
a time and proceed to the next step. Do not
disconnect the Engine Electronic Control
Unit (EECU) or the Vehicle Electronic
Control Unit (VECU).
3. Turn the ignition key ON and check if
fault 6-4 is still active.
If the fault is still active, repeat steps two and
three until all external modules have been
disconnected. If the fault is still active after
all modules have been disconnected, go to
test Test 4 Checking for Power to the
Vehicle Electronic Control Unit (VECU) on
page 497.
If the fault is no longer active, the short
of the external systems. Locate and repair
the short circuit.
Test 4 Checking for Power to the Figure 641

Vehicle Electronic Control Unit
(VECU)
1. Turn the ignition key OFF for five seconds. (EECU) connector J2.
2. Disconnect the Serial Link Jumper from the 3. Turn the ignition key ON.
3. Turn the ignition key ON. connector J2 pins 10, 22 and 41 versus a
If the Driver Alarm and Shutdown Lamp turn good ground (see Figure 641).
ON for approximately 2 seconds and then If battery voltage is present at all pins, go to
turn OFF, go to test Test 8 Checking for test Test 16 Checking for a Short to
Power to the Engine Electronic Control Unit Voltage in the Harness on page 498.
(EECU) on page 497.
If the Driver Alarm and Shutdown Lamp do pins, check fuse 40 for an open. Check
NOT turn on, check Vehicle Electronic individual power circuits for an open or short
Control Unit (VECU) power and ground circuit to ground. If battery voltage is NOT
connections. Check VECU connectors J1 present on an individual pin, check the
and J3 for damaged/broken or corroded suspect circuit for an open or short circuit to
pins. Check the VECU for physical damage ground.
or corrosion.
Page 497
Test 16 Checking for a Short to Test 32 Checking for a Pin to Pin
Voltage in the Harness Short in the VECU Harness
642 643
2. Disconnect Vehicle Electronic Control Unit 2. Disconnect all external J1939 circuits at the
(VECU) connector J3. J1939 connectors in the harness.
3. Connect the Serial Link Jumper to the Serial 3. Disconnect Engine Electronic Control Unit
Communications Port. (EECU) connectors J1 and J2.
4. Measure the voltage between VECU 4. Disconnect Vehicle Electronic Control Unit
connector J3 pins 1 and 2 versus a good (VECU) connectors J1, J2 and J3.
showed voltage has a short to voltage, go to Checking for a Pin to Pin Short in the
test Test 33 Checking for a Pin to Pin EECU Harness on page 499.
Page 498
644 645
2. Disconnect all external J1939 circuits at the 2. Disconnect all external J1939 circuits at the
J1939 connectors in the harness. J1939 connectors in the harness.
4. Disconnect VECU connectors J1, J2 and J3. 4. Disconnect Engine Electronic Control Unit
connector J3 pins 1 and 2 versus all other 5. Check for continuity between EECU
pins on VECU connectors J1, J2 and J3 connector J2 pins 8 and 39 versus all other
(see Figure 644). pins on EECU connectors J1 and J2 (see
EECU Harness on page 500. Checking for an Open in the Harness on
If continuity exists, the serial data line is page 500.
Locate and repair the short circuit. shorted to one of the other EECU circuits.
Page 499
646 647
2. Disconnect all external J1939 circuits at the 2. Disconnect Engine Electronic Control Unit
J1939 connectors in the harness. (EECU) connector J2.
(VECU) connectors J1, J2 and J3. (VECU) connector J3.
4. Disconnect Engine Control Unit (EECU) 4. Connect a jumper between VECU connector
connectors J1 and J2. J3 pins 1 and 2.
5. Check for continuity between EECU 5. Check for continuity between EECU
connector J2 pins 8 and 39 versus all other connector J2 pin 8 and pin 39 (see
pins on EECU connectors J1 and J2 (see Figure 647).
Figure 646). If continuity exists, go to test Test 256
If continuity exists, the serial data line is Checking for a Loose Connector on page
shorted to one of the other EECU circuits. 501.
Locate and repair the short circuit. If there is NO continuity, go to test Test 257
If there is NO continuity, the pin that showed Checking for an Open Serial Data Line
voltage in test 16 is shorted to voltage on page 501.
somewhere outside of the VECU or EECU
voltage.
Page 500
Test 256 Checking for a Loose 5. Check for continuity between EECU
Connector Figure 648).
1. Turn the ignition key OFF. If continuity exists, the low line (L) circuit
(VJ3-2-0.5) is open between the VECU and
2. Connect Engine Electronic Control Unit the EECU. Locate and repair the open
(EECU) connectors J1 and J2. circuit.
3. Connect Vehicle Electronic Control Unit If there is NO continuity, the high line (H)
(VECU) connectors J1, J2 and J3. circuit (VJ3-1-0.5) is open between the
4. Turn the ignition key ON. VECU and EECU. Locate and repair the
open circuit.
If fault 6-4 is still active, go to test Test 512
Checking for a Faulty Control Unit on
page 501. Test 512 Checking for a Faulty
If fault 6-4 is no longer active, the diagnostic Control Unit
Check all connectors to ensure proper 1. Turn the ignition key OFF.
connections.
Test 257 Checking for an Open Control Unit (VECU) connector J3.
Serial Data Line 3. Inspect EECU connector J2 and VECU
connector J3 for shorted or open pins.
648
If there is evidence of a short or open repair
the connector.
Unit (VECU).
problem.
Figure 648

4. Connect a jumper wire between VECU
connector J3 pin 1 and a good ground.
Page 501
(ASET CEGR ENGINE)
649
Page 502
When performing electrical tests, wiggle the wires Fault code 6-4 will set for some mismatches of
and connectors to find intermittent problems. VECU and EECU software levels. Blink code 6-4
will also set while the VECU is in the
programming mode for Customer Data, Fleet
Failure Mode Identifier FMI: 8 (Abnormal) Data, or Mack Data. This code setting condition is
normal and the code will become inactive after
Parameter Identification: S231 the ignition key is cycled.
Message Identification MID: 128, 142
Circuit Description: The V-MAC III system uses

the J1939 data line to control communication Fault code 6-4 may log, without illuminating the
between the Vehicle Electronic Control Unit Electronic Malfunction Lamp (EML), on vehicles
(VECU), Engine Electronic Control Unit (EECU), equipped with Eaton/Bosch ABS/ATC module
Anti-lock Brake System Control Unit, Allison #7MN54M2. This nuisance code will not affect the
Transmission Control Unit, and accessory performance of the vehicle. When a vehicle
systems, depending on vehicle model and option equipped with this ABS/ATC module is being
content. The J1939 data line is an expandable diagnosed for an inactive code 6-4, contact Mack
data bus, allowing the addition of accessory Trucks Service Engineering.
control modules (Collision Avoidance, Traction
Control, etc.) to be connected to the circuit. The
J1939 data line is comprised of two circuits; the Additional Symptoms: The engine will not start,
L circuit and the H circuit. The two wires are if communication is lost on both the J1587 and
twisted together to prevent outside electrical J1939 data lines. If communication is lost on just
noise from interfering with the data being carried the J1939 line, the engine will only run at
by the L and H circuits. The V-MAC III system is 900 RPM.
designed to allow continued engine operation
with the loss of the J1939 data line signal as long
as the J1587 data line is still operational. Test 1 Checking for Code 6-4
Code Setting Conditions: If either the Vehicle
Electronic Control Unit (VECU) or the Engine If code 6-4 is set, go to test Test 2
Electronic Control Unit (EECU) loses Checking for a Fault in an External Device
communication on the J1939 data line for more on page 504.
than one half second, code 6-4 will set and the If code 6-4 is not set, wiggle the harness and
Electronic Malfunction Lamp (EML) will turn on. connectors to try to set the code.
The fault will become inactive if communication
resumes for at least on half second. When
code 6-4 is active, engine speed will default to
900 RPM. If communication is lost on both the
J1587 and J1939 data lines the engine will not
run.
Page 503
Test 2 Checking for a Fault in an Test 8 Checking for Power to the
External Device Engine Electronic Control Unit
1. Turn the ignition key OFF. (EECU)
650
2. Disconnect each of the external electronic
modules from the J1939 T connector one at
a time and proceed to the next step. Do not
disconnect the Engine Electronic Control
Unit (EECU) or the Vehicle Electronic
3. Turn the ignition key ON and check if
fault 6-4 is still active.
If the fault is still active, repeat steps two and
three until all external modules have been
disconnected. If the fault is still active after
all modules have been disconnected, go to
test Test 4 Checking for Power to the
Vehicle Electronic Control Unit (VECU) on
page 504.
If the fault is no longer active, the short
of the external systems. Locate and repair
the short circuit.
Test 4 Checking for Power to the Figure 650

Vehicle Electronic Control Unit
(VECU) 1. Turn the ignition key OFF.
1. Turn the ignition key OFF for five seconds. (EECU) connector J2.
2. Disconnect the Serial Link Jumper from the 3. Turn the ignition key ON.
3. Turn the ignition key ON. connector J1 pins 2, 3 and 5 versus a good
If the Driver Alarm and Shutdown Lamp turn ground (see Figure 650).
ON for approximately 2 seconds and then If battery voltage is present at all pins, go to
turn OFF, go to test Test 8 Checking for test Test 16 Checking for a Short to
Power to the Engine Electronic Control Unit Voltage in the Harness on page 505.
(EECU) on page 504.
If the Driver Alarm and Shutdown Lamp do pins, check fuse 38 for an open. Check
NOT turn on, check Vehicle Electronic individual power circuits for an open or short
Control Unit (VECU) power and ground circuit to ground. If battery voltage is NOT
connections. Check VECU connectors J1 present on an individual pin, check the
and J3 for damaged/broken or corroded suspect circuit for an open or short circuit
pins. Check the VECU for physical damage to ground.
or corrosion.
Page 504
Test 16 Checking for a Short to Test 32 Checking for a Pin to Pin
Voltage in the Harness Short in the VECU Harness
651 652
2. Disconnect Vehicle Electronic Control Unit 2. Disconnect all external J1939 circuits at the
(VECU) connector J3. J1939 connectors in the harness.
3. Connect the Serial Link Jumper to the Serial 3. Disconnect Engine Electronic Control Unit
Communications Port. (EECU) connectors J1, J2 and J3.
4. Measure the voltage between VECU 4. Disconnect Vehicle Electronic Control Unit
connector J3 pins 1 and 2 versus a good (VECU) connectors J1, J2 and J3.
showed voltage has a short to voltage, go to Checking for a Pin to Pin Short in the
test Test 33 Checking for a Pin to Pin EECU Harness on page 506.
Page 505
653 654
2. Disconnect all external J1939 circuits at the 2. Disconnect all external J1939 circuits at the
J1939 connectors in the harness. J1939 connectors in the harness.
4. Disconnect VECU connectors J1, J2 and J3. 4. Disconnect Engine Electronic Control Unit
5. Check for continuity between VECU (EECU) connectors J1, J2 and J3.
connector J3 pins 1 and 2 versus all other 5. Check for continuity between EECU
pins on VECU connectors J1, J2 and J3 connector J1 pins 23, 24 30 and 31 versus
(see Figure 653). all other pins on EECU connectors J1, J2
If there is NO continuity, go to test Test 66 and J3 (see Figure 654).
EECU Harness on page 507. Checking for an Open in the Harness on
If continuity exists, the serial data line is page 507.
Locate and repair the short circuit. shorted to one of the other EECU circuits.
Page 506
655 656
Figure 655

2. Disconnect all external J1939 circuits at the
J1939 connectors in the harness.
(VECU) connectors J1, J2 and J3. Figure 656
4. Disconnect Engine Control Unit (EECU) 1. Turn the ignition key OFF.
connectors J1, J2 and J3.
5. Check for continuity between EECU (EECU) connector J2.
connector J1 pins 23, 24 30 and 31 versus
all other pins on EECU connectors J1, J2 3. Disconnect Vehicle Electronic Control Unit
and J3 (see Figure 655). (VECU) connector J3.
If continuity exists, the serial data line is 4. Connect a jumper between VECU connector
shorted to one of the other EECU circuits. J3 pins 1 and 2.
Locate and repair the short circuit. 5. Check for continuity between EECU
If there is NO continuity, the pin that showed connector J1 pins 23/24 and 30/31 (see
voltage in test 16 is shorted to voltage Figure 656).
somewhere outside of the VECU or EECU If continuity exists, go to test Test 256
harness. Locate and repair the short to Checking for a Loose Connector on page
voltage. 508.
Checking for an Open Serial Data Line
on page 508.
Page 507
Test 256 Checking for a Loose 2. Disconnect Engine Electronic Control Unit
Connector
1. Turn the ignition key OFF. (VECU) connector J3.
2. Connect Engine Electronic Control Unit 4. Connect a jumper wire between VECU
(EECU) connectors J1, J2 and J3. connector J3 pin 1 and a good ground.
3. Connect Vehicle Electronic Control Unit 5. Check for continuity between EECU
(VECU) connectors J1, J2 and J3. connector J1 pin 31 and a good ground (see
4. Turn the ignition key ON. Figure 657).
If fault 6-4 is still active, go to test Test 512 If continuity exists, the low line (L) circuit
Checking for a Faulty Control Unit on (VJ3-2-0.8) is open between the VECU and
page 508. the EECU. Locate and repair the open
circuit.
If fault 6-4 is no longer active, the diagnostic
procedures have corrected the problem. If there is NO continuity, the high line
Check all connectors to ensure proper (H) circuit (VJ3-1-0.8) is open between the
connections. VECU and EECU. Locate and repair the
open circuit.

Serial Data Line
Control Unit
657
3. Inspect EECU connector J1 and VECU
connector J3 for shorted or open pins.
If there is evidence of a short or open repair
the connector.
Unit (VECU).
problem.
Figure 657
Page 508
(ASET IEGR ENGINE)
When performing electrical tests, wiggle the wires Before proceeding with the following tests, make
and connectors to find intermittent problems. sure that the Vehicle Control Unit (VECU) and
Engine Electronic Control Unit (EECU)
connectors are properly connected and that
Failure Mode Identifier (FMI): 8 power is supplied to both units.
Message Identification (MID): 128 Test 1 Checking for Other Blink

Codes
Circuit Description: The J1587 and J1939 serial
data lines are used for communication between Is blink code 6-3, J1587 Serial Data Line or
the Vehicle Electronic Control Unit (VECU), code 6-4, J1939 Serial Data Line also set?
Engine Electronic Control Unit (EECU), ABS
System Control Unit, Allison Transmission If either blink code 6-3 or blink code 6-4 is set,
Control Unit, electronic gauge panel, and follow the diagnostic procedures for code 6-3.
accessory systems. The J1587 and J1939 lines
are redundant in that if one data line fails the If neither blink code 6-3 or blink code 6-4 is set,
VECU and the EECU can communicate over the go to test Test 2 Confirming J1587 Data Line
functioning data line. The J1939 data line is a Operation on page 509.
high speed data line and operates at a faster
speed than the J1587 data line.
Test 2 Confirming J1587 Data
Code Setting Conditions: The Engine Line Operation
Electronic Control Unit (EECU) will set code 6-5 if
it has lost communications with the Vehicle 1. Turn the ignition key ON.
Electronic Control Unit (VECU) on the J1587
serial data line and the J1939 serial data line. 2. Connect a diagnostic computer and attempt
to request data from the Vehicle Electronic
Additional Symptoms: The engine will Control Unit (VECU).
shutdown if communication is lost on both serial If communication or data can be obtained
data lines. from the VECU, go to test Test 4
(EECU) on page 510.
If communication or data can not be
On older V-MAC III versions, code 6-5 could be obtained from the VECU, go to test Test 5
logged (but remain inactive) during VECU Checking VECU Connector J3 for Poor
programming. If this is the case, ignore the code Connection on page 510.
and clear it from memory.
Diagnostic code 6-5 will almost always be seen

as an inactive code. When all serial
communication is lost, the EECU has no way of
communicating that a fault exists.
Page 509
Test 4 Checking the Engine Test 10 Checking the Vehicle
Electronic Control Unit (EECU) Electronic Control Unit (VECU)
1. Clear blink code 6-5 from memory. 1. Turn the ignition key OFF.
2. Start the engine and then turn the ignition 2. Connect VECU connector J3.
key OFF.
3. Clear blink code 6-5 from memory.
3. Check if any blink codes are set.
If blink code 6-5 is set, check the EECU
module and connectors J1 and J2 for dirt, 5. Check if blink code 6-5 is set and if the
loose or shorted pins or any other repairable vehicle electrical system has powered up.
damage. If no problems are evident, or are If blink code 6-5 is set, check the VECU
not repairable, replace the EECU and retest module and connectors J1, J2 and J3 for
the system. dirt, loose or shorted pins or any other
If blink code 6-5 is NOT active and codes repairable damage. If no problems are
6-3 or 6-4 are not set, serial communications evident, or are not repairable, replace the
have been reestablished. The diagnostic VECU and retest the system.
procedures have corrected the problem. If blink code 6-5 is not active, the diagnostic
Check all connectors to ensure proper procedures have corrected the problem.
connections. Check all connectors to ensure proper
connections.
Test 5 Checking VECU Connector
J3 for Poor Connection
1. Visually inspect VECU connector J3 pins 1,
2, 3, 14 and 15 for dirt, loose pins or
deformed contacts.
harness connector J3 pins 1, 2, 3, 14 and
15. Gently push the test lead into each
harness connector terminal individually and
check for looseness.
If a repairable open is found or any of the
terminals feel loose, repair VECU harness
connector J3.
all of the terminals, go to test Test 10
Checking the Vehicle Electronic Control Unit
(VECU) on page 510.
Page 510
(ASET CEGR ENGINE)
Test 1 Checking for Other Blink
Codes
and connectors to find intermittent problems. Is blink code 6-3, J1587 Serial Data Line or
code 6-4, J1939 Serial Data Line also set?
Failure Mode Identifier (FMI): 8 If either blink code 6-3 or blink code 6-4 is set,
follow the diagnostic procedures for code 6-3.
If neither blink code 6-3 or blink code 6-4 is set,
Message Identification (MID): 128 go to test Test 2 Confirming J1587 Data Line
Circuit Description: The J1587 and J1939 serial
data lines are used for communication between
the Vehicle Electronic Control Unit (VECU), Test 2 Confirming J1587 Data
Engine Electronic Control Unit (EECU), ABS Line Operation
System Control Unit, Allison Transmission
Control Unit, electronic gauge panel, and 1. Turn the ignition key ON.
accessory systems. The J1587 and J1939 lines
are redundant in that if one data line fails the 2. Connect a diagnostic computer and attempt
VECU and the EECU can communicate over the to request data from the Vehicle Electronic
functioning data line. The J1939 data line is a Control Unit (VECU).
high speed data line and operates at a faster If communication or data can be obtained
speed than the J1587 data line. from the VECU, go to test Test 4
Code Setting Conditions: The Engine (EECU) on page 512.
Electronic Control Unit (EECU) will set code 6-5 if If communication or data can not be
it has lost communications with the Vehicle obtained from the VECU, go to test Test 5
Electronic Control Unit (VECU) on the J1587 Checking VECU Connector J3 for Poor
serial data line and the J1939 serial data line. Connection on page 512.
Additional Symptoms: The engine will

shutdown if communication is lost on both serial
data lines.
Diagnostic code 6-5 will almost always be seen as

an inactive code. When all serial communication
is lost, the EECU has no way of communicating
that a fault exists.
Before proceeding with the following tests, make

sure that the Vehicle Control Unit (VECU) and
Engine Electronic Control Unit (EECU)
connectors are properly connected and that
power is supplied to both units.
Page 511
Test 4 Checking the Engine Test 10 Checking the Vehicle
Electronic Control Unit (EECU) Electronic Control Unit (VECU)
1. Clear blink code 6-5 from memory. 1. Turn the ignition key OFF.
2. Start the engine and then turn the ignition 2. Connect VECU connector J3.
key OFF.
3. Check if any blink codes are set.
module and connectors J1, J2 and J3 for 5. Check if blink code 6-5 is set and if the
dirt, loose or shorted pins or any other vehicle electrical system has powered up.
repairable damage. If no problems are If blink code 6-5 is set, check the VECU
evident, or are not repairable, replace the module and connectors J1, J2 and J3 for
EECU and retest the system. dirt, loose or shorted pins or any other
If blink code 6-5 is NOT active and codes 6-3 repairable damage. If no problems are
or 6-4 are not set, serial communications evident, or are not repairable, replace the
have been reestablished. The diagnostic VECU and retest the system.
procedures have corrected the problem. If blink code 6-5 is not active, the diagnostic
Check all connectors to ensure proper procedures have corrected the problem.
connections. Check all connectors to ensure proper
connections.
Test 5 Checking VECU Connector
J3 for Poor Connection
1. Visually inspect VECU connector J3 pins 1,
2, 3, 14 and 15 for dirt, loose pins or
deformed contacts.
harness connector J3 pins 1, 2, 3, 14 and
15. Gently push the test lead into each
harness connector terminal individually and
check for looseness.
If a repairable open is found or any of the
terminals feel loose, repair VECU harness
connector J3.
all of the terminals, go to test Test 10
Checking the Vehicle Electronic Control Unit
(VECU) on page 512.
Page 512
BLINK CODE 6-6
BLINK CODE 6-6
BLINK CODE 6-6 INTERNAL COMMUNICATIONS
Failure Mode Identifier (FMI): 12 (Failed Device)
The Engine Electronic Control Unit (EECU) is

having an internal communication problem but
self diagnosis cannot be performed. If the code is
active and the engine will start, start the engine
and shut it down with the key. Wait 10 seconds
and start the engine again. Once more, shut the
engine down with the key, wait 10 seconds, and
restart the engine. The fault should go inactive
after several seconds. The Engine Electronic
Control Unit (EECU) may have detected a power
failure without the key switch being turned off.
Check all power and ground connections to the
If the fault does not go inactive or if the engine will
not start, attempt to clear the code from memory
and check if the code resets. If the blink code 6-6
resets, contact Mack Trucks Service Engineering.
Page 513
BLINK CODE 6-7 (CV, LE, MR) (IEGR ENGINE)
BLINK CODE 6-7 ENGINE ELECTRONIC CONTROL UNIT (EECU)
POWER RELAY (CV, LE, MR) (ASET IEGR ENGINE)
658
Figure 658 EECU Power Relay Standard Circuit (CV, LE and MR ASET IEGR Engine)
Page 514
659
Figure 659 EECU Power Relay Optional Circuit (CV, LE and MR ASET IEGR Engine)
Page 515
Voltage at Power Relay #3
When performing electrical tests, wiggle the wires 660
Circuit Description: When the ignition key is

turned ON, battery voltage is supplied to the
ignition input of the Vehicle Electronic Control
Unit (VECU) at connector J1 pin 1. This signals
the VECU to energize the vehicles power relays
through VECU connector J3 terminal 13. After the
relays power up, relay #2 (CV and MR) or relay
#1 (LE) delivers system voltage to VECU
connector J3 pin 17. When the ignition key is
turned OFF, the VECU starts an internal timer
that removes power from the power relays after
approximately six seconds. The power relays
de-energize and remove power from most of the
vehicles electrical system. Figure 660
Location: Power Relay #3 is located in the dash 1. Turn the ignition key OFF.
electrical equipment panel. 2. Disconnect the Serial Link Jumper if it
installed. Wait at least ten seconds to be
Code Setting Conditions: The Engine sure the electrical system has powered
Electronic Control Unit (EECU) will set fault 6-7 if down.
the Vehicle Electronic Control Unit (VECU) sends
a shutdown engine command to the EECU over 3. Disconnect Power Relay #3.
the J1939 serial data line and then, after 4. Measure the voltage between pin 85 of the
6 seconds, the EECU still senses voltage at Power Relay #3 harness connector and a
connector J2 pins 10, 22 and 41. This fault known good ground (see Figure 658 and
indicates that the Vehicle Electronic Control Unit Figure 660).
(VECU) requested a complete shutdown from the
Engine Electronic Control Unit (EECU) but the If voltage is present, go to test Test 2
switched power did not shut off at the correct Checking the VECU Switched Power Output
time. Circuit for a Short to Voltage on page 517.
If voltage is less than 0.5 volts, go to test
Additional Symptoms: Other electrical systems Test 3 Checking the Power Relay #3
or circuits may be powered up with the ignition Output Circuit for a Short to Voltage on
key in the OFF position. page 517.
Code 6-7 is logged in the EECU but is rarely seen

as active. Under normal circumstances, the
EECU has no means of communicating that the
fault is active.
Page 516
Test 2 Checking the VECU Test 3 Checking the Power Relay
Switched Power Output Circuit for a #3 Output Circuit for a Short to
Short to Voltage Voltage
661 662
Figure 662
Figure 661
1. Turn the ignition key OFF. Wait at least
10 seconds to be sure the system has 2. Disconnect the Serial Link Jumper if it is
powered down. installed. Wait at least ten seconds to be
sure the electrical system has powered
2. Disconnect Power Relay #3. down.
3. Disconnect Vehicle Electronic Control Unit 3. Disconnect Power Relay #3.
Connector (VECU) connector J3.
4. Measure the voltage between VECU Power Relay #3 harness connector and a
connector J3 pin 13 and known good ground good ground (see Figure 658 and Figure
(see Figure 661). 662).
If voltage is present, locate and repair the If voltage is present, go to test Test 6
short to voltage. Make sure the Serial Link Isolating the Short to Voltage in the Power
Jumper is not connected and that Serial Relay #3 Output Circuit on page 518.
Communications Port terminals B and H are
not shorted together. If voltage is less than 0.5 volts, go to test
Test 7 Checking Power Relay #3 for
If voltage is less than 0.5 volts, go to test Shorted Switch Contacts on page 518.
Test 4 Checking the Vehicle Electronic
Page 517
Test 4 Checking the Vehicle 3. Disconnect the Serial Link Jumper if it is
Electronic Control Unit (VECU) sure the electrical system has powered
1. Turn the ignition key OFF. down.
2. Connect VECU connector J3 and Power 4. Disconnect Power Relay #3.

Relay #3. 5. Measure the voltage between pin 87 of the
3. Clear blink code 6-7 from memory. Power Relay #3 harness connector and a
known good ground (see Figure 658 and
4. Disconnect Serial Link Jumper. Figure 663).
5. Start the engine and then turn ignition key If system voltage is present, repair the short
OFF. to voltage in the wire between Fuse 40 and
Power Relay #3.
6. Check if blink code 6-7 is set and if the
vehicle electrical system has powered down. If the measured voltage is less than
If blink code 6-7 is set and the electrical EECU Ignition Input Circuit for a Short to
system is powered up, check the VECU Voltage on page 519.
module and connectors J1, J2 and J3 for
dirt, loose or shorted pins or any other
repairable damage. If no problems are Test 7 Checking Power Relay #3
for Shorted Switch Contacts
If blink code 6-7 is NOT active and the 664
electrical system has powered down, the

proper connections.

Voltage in the Power Relay #3
Output Circuit
663
Figure 664

2. Disconnect Power Relay #3.
3. Check for continuity between the Power
Relay pins 30 and 87 (see Figure 658 and
Figure 664).
If there is NO continuity, check the Power
Relay terminals and connector for evidence
of a short circuit. Clean and repair the
Figure 663 terminals and connector as necessary.
If continuity exists, the relay switch contacts
1. Turn the ignition key OFF. are stuck closed, replace Power Relay #3.
2. Remove Fuse 40 from the Engine Power
Distribution Module (CV) or the Electrical
Equipment Panel (MR and LE).
Page 518
Test 12 Checking the EECU Test 24 Checking the Engine
Ignition Input Circuit for a Short to Electronic Control Unit (EECU)
Voltage 1. Turn the ignition key OFF.
665
4. Disconnect the Serial Link Jumper if it is
installed.
5. Start the engine and then turn the ignition
key OFF.
vehicle electrical system has powered down.
module and connectors J1 and J2 for dirt,
damage. If NO problems are evident,
replace the EECU and retest the system.
If blink code 6-7 is NOT active and the
proper connections.
Figure 665

Distribution Module (CV) or the Electrical
Equipment Panel (MR and LE).
down.
4. Disconnect EECU Connector J2.
Figure 665).
If voltage is present, locate and the repair
short to voltage in the ignition input circuit.
Page 519
BLINK CODE 6-7 (DM, RB, RD) (IEGR ENGINE)
POWER RELAY (DM, RB, RD) (ASET IEGR ENGINE)
666
Figure 666 EECU Power Relay Circuit (DM, RD) (ASET IEGR Engine)
Page 520
When performing electrical tests, wiggle the wires 667

ignition input of the Vehicle Electronic Control
relays power up, relay #2 delivers system voltage
to VECU connector J3 pin 17. When the ignition
key is turned OFF, the VECU starts an internal
timer that removes power from the power relays
after approximately six seconds. The power
relays de-energize and remove power from most
of the vehicles electrical system.
Figure 667
Location: Power Relay #4 is located in the dash
electrical equipment panel. 1. Turn the ignition key OFF.
2. Disconnect the Serial Link Jumper if it
Code Setting Conditions: The Engine installed. Wait at least ten seconds to be
Electronic Control Unit (EECU) will set fault 6-7 if sure the electrical system has powered
the Vehicle Electronic Control Unit (VECU) sends down.
a shutdown engine command to the EECU over
the J1939 serial data line and then, after 3. Disconnect Power Relay #4.
6 seconds, the EECU still senses voltage at 4. Measure the voltage between pin 85 of the
connector J2 pins 10, 22 and 41. This fault Power Relay #4 harness connector and a
indicates that the Vehicle Electronic Control Unit known good ground (see Figure 666 and
(VECU) requested a complete shutdown from the Figure 667).
Engine Electronic Control Unit (EECU) but the
switched power did not shut off at the correct If voltage is present, go to test Test 2
time. Checking the VECU Switched Power Output
Circuit for a Short to Voltage on page 522.
Additional Symptoms: Other electrical systems If voltage is less than 0.5 volts, go to test
or circuits may be powered up with the ignition Test 3 Checking the Power Relay #4
key in the OFF position. Output Circuit for a Short to Voltage on
page 522.
Code 6-7 is logged in the EECU but is rarely seen

as active. Under normal circumstances, the
EECU has no means of communicating that the
fault is active.
Page 521
Test 2 Checking the VECU Test 3 Checking the Power Relay
Switched Power Output Circuit for a #4 Output Circuit for a Short to
Short to Voltage Voltage
668 669
Figure 669
Figure 668
1. Turn the ignition key OFF. Wait at least
10 seconds to be sure the system has 2. Disconnect the Serial Link Jumper if it is
powered down. installed. Wait at least ten seconds to be
2. Disconnect Power Relay #4. down.
3. Disconnect Vehicle Electronic Control Unit 3. Disconnect Power Relay #4.
4. Measure the voltage between VECU Power Relay #4 harness connector and a
connector J3 pin 13 and known good ground good ground (see Figure 666 and
(see Figure 668). Figure 669).
If voltage is present, locate and repair the If voltage is present, go to test Test 6
short to voltage. Make sure the Serial Link Isolating the Short to Voltage in the Power
Jumper is not connected and that Serial Relay #4 Output Circuit on page 523.
Communications Port terminals B and H are
not shorted together. If voltage is less than 0.5 volts, go to test
Test 7 Checking Power Relay #4 for
If voltage is less than 0.5 volts, go to test Shorted Switch Contacts on page 523.
Page 522
Test 4 Checking the Vehicle 3. Disconnect the Serial Link Jumper if it is
Electronic Control Unit (VECU) sure the electrical system has powered
1. Turn the ignition key OFF. down.
2. Connect VECU connector J3 and Power 4. Disconnect Power Relay #4.

Relay #4. 5. Measure the voltage between pin 87 of the
3. Clear blink code 6-7 from memory. Power Relay #4 harness connector and a
known good ground (see Figure 666 and
4. Disconnect Serial Link Jumper. Figure 670).
5. Start the engine and then turn ignition key If system voltage is present, repair the short
OFF. to voltage in the wire between Fuse 40 and
Power Relay #4.
vehicle electrical system has powered down. If the measured voltage is less than
If blink code 6-7 is set and the electrical EECU Ignition Input Circuit for a Short to
system is powered up, check the VECU Voltage on page 524.
repairable damage. If no problems are Test 7 Checking Power Relay #4
for Shorted Switch Contacts
If blink code 6-7 is NOT active and the 671

proper connections.

Voltage in the Power Relay #4
Output Circuit
670
Figure 671

2. Disconnect Power Relay #4.
3. Check for continuity between the Power
Relay pins 30 and 87 (see Figure 666 and
Figure 671).
If there is NO continuity, check the Power
Relay terminals and connector for evidence
of a short circuit. Clean and repair the
Figure 670 terminals and connector as necessary.
If continuity exists, the relay switch contacts
1. Turn the ignition key OFF. are stuck closed, replace Power Relay #4.
Distribution Module.
Page 523
Test 12 Checking the EECU Test 24 Checking the Engine
Ignition Input Circuit for a Short to Electronic Control Unit (EECU)
672
installed.
5. Start the engine and then turn the ignition
key OFF.
module and connectors J1 and J2 for dirt,
damage. If NO problems are evident,
replace the EECU and retest the system.
proper connections.
Figure 672

Distribution Module.
down.
4. Disconnect EECU Connector J2.
Figure 672).
If voltage is present, locate and the repair
short to voltage in the ignition input circuit.
Page 524
POWER RELAY (ASET CEGR ENGINE)
673
Figure 673 EECU Power Relay Circuit (ASET CEGR Engine)
Page 525
Test 1 Checking the Code 6-7 FMI
1. Check the blink code 6-7 FMI in the EECU
When performing electrical tests, wiggle the wires fault table.
and connectors to find intermittent problems. If blink code 6-7 is logged with FMI 2, go to
test Test 2 Checking for a Short to
Failure Mode Identifier (FMI): 2 (Data Erratic), Voltage at Power Relay #2 on page 526.
4 (Voltage Low), 8 (Abnormal Frequency) If blink code 6-7 is set with FMI 4 or FMI 8,
go to test Test 3 Checking for Other
Parameter Identification (PID): S236 Codes on page 527.
ignition input of the Vehicle Electronic Control 674

relays power up, relay #2 delivers system voltage
to VECU connector J3 pin 17. When the ignition
key is turned OFF, the VECU starts an internal
timer that removes power from the power relays
after approximately six seconds. The power
relays de-energize and remove power from most
of the vehicles electrical system.
Location: Power Relay #2 is located in the dash

electrical equipment panel.
Code Setting Conditions: The Engine

Electronic Control Unit (EECU) will set fault 6-7 if Figure 674
the Vehicle Electronic Control Unit (VECU) sends
a shutdown engine command to the EECU over 1. Turn the ignition key OFF.
the J1939 serial data line and then, after
6 seconds, the EECU still senses voltage at
connector J2 pin 34. This fault indicates that the
Vehicle Electronic Control Unit (VECU) requested
down.
a complete shutdown from the Engine Electronic
Control Unit (EECU) but the switched power did 3. Disconnect Power Relay #2.
not shut off at the correct time. Code 6-7 will also
set if the EECU senses a short circuit to ground in
Power Relay #2 harness connector and a
the power feed circuits for the VTG Control Valve
known good ground (see Figure 674).
or the Electronic Fan Drive.
Additional Symptoms: Other electrical systems Checking the VECU Switched Power Output
or circuits may be powered up with the ignition Circuit for a Short to Voltage on page 527.
key in the OFF position. If voltage is less than 0.5 volts, go to test
Code 6-7 with FMI 2 is logged in the EECU but is

rarely seen as active. Under normal
circumstances, the EECU has no means of
communicating that the fault is active.
Page 526
Test 3 Checking for Other Codes Test 5 Checking the Engine
1. Check if blink code 5-9 or 7-9 is also set. Electronic Control Unit (EECU)
If blink code 7-9 is set and code 6-7 was set 1. Turn the ignition key OFF.
with FMI 8, follow the diagnostic routine for
blink code 7-9. 2. Restore all electrical connections.
If blink code 5-9 is set and code 6-7 was set 3. Clear blink code 6-7 from memory.
with FMI 4, follow the diagnostic routine for 4. Start the engine and then turn ignition key
blink code 5-9. OFF.
If blink code 5-9 or 7-9 is NOT set, go to test
Test 6 Checking for a Short to Ground in 5. Check if blink code 6-7 is set.
the Electronic Fan Drive Power Feed Circuit If blink code 6-7 is set, check the EECU and
on page 528. connectors J1, J2 and J3 for dirt, loose or
shorted pins or any other repairable
Test 4 Checking the VECU not repairable, replace the EECU and retest
Switched Power Output Circuit for a the system.
Short to Voltage If blink code 6-7 is NOT active, the
675 problem. Check all connectors to ensure
proper connections.
Figure 675
1. Turn the ignition key OFF. Wait at least ten

seconds to be sure the system has powered
down.
connector J3 pin 13 and known good ground
(see Figure 675).
Page 527
Test 6 Checking for a Short to Test 8 Checking the Vehicle
Ground in the Electronic Fan Drive Electronic Control Unit (VECU)
Power Feed Circuit 1. Turn the ignition key OFF.
676
2. Connect VECU connector J3 and Power
Relay #2.
4. Start the engine and then turn ignition key
OFF.
If blink code 6-7 is set and the electrical
system is powered up, check the VECU
proper connections.
Figure 676

2. Disconnect EECU harness connector J1.
3. Disconnect the Electronic Fan Drive harness
connector.
Figure 676).
short circuit to ground in the Electronic Fan
Drive power feed circuit.
If continuity does NOT exist, got to test Test
12 Checking for a Short to Ground in the
EGR Mass Air Flow (EGR MAF) ECU Power
Feed Circuit on page 529.
Page 528
Test 12 Checking for a Short to Test 24 Checking Engine
Ground in the EGR Mass Air Flow Electrical Control Unit (EECU)
(EGR MAF) ECU Power Feed Circuit 1. Turn the ignition key OFF.
677
2. Restore all electrical connections.
4. Start the engine and then turn ignition key
OFF.
5. Check if blink code 6-7 is set.
If blink code 6-7 is set, check the EECU and
connectors J1, J2 and J3 for dirt, loose or
not repairable, replace the EECU and retest
the system.
proper connections.
Figure 677

2. Disconnect EECU harness connector J2.
3. Disconnect connector A from the EGR ECU.
Figure 677).
short circuit to ground in the EGR MAF ECU
power feed circuit.
24 Checking Engine Electrical Control
Unit (EECU) on page 529.
Page 529
BLINK CODE 6-8
BLINK CODE 6-8
BLINK CODE 6-8 ALLISON HD TRANSMISSION J1939 SERIAL
DATA LINE
678
Figure 678 J1939 Serial Data Line Standard Circuit (ASET IEGR ENGINE)
Page 530
BLINK CODE 6-8
679
Figure 679 J1939 Serial Data Line Optional Circuit (ASET IEGR ENGINE)
Page 531
BLINK CODE 6-8
When performing electrical tests, wiggle the wires Code 6-8 will always be accompanied by
and connectors to find intermittent problems. Code 4-1 (Loss of Road Speed Signal) with
FMI 2. Always repair Code 6-8 before attempting
to repair the Code 4-1 fault.
Failure Mode Identifier FMI: 14 (Lost Contact)
Parameter Identification: S231

Message Identification MID: 142 1. Verify that code 6-8 is set.
Circuit Description: The V-MAC III system uses If code 6-8 is set, go to test Test 2
the J1939 data line to control communication Checking for Code 6-4 on page 532.
between the Vehicle Electronic Control Unit If code 6-8 is not set, wiggle the harness and
(VECU), Engine Electronic Control Unit (EECU), connectors to try to set the code.
Anti-lock Brake System Control Unit, Allison
Transmission Control Unit, and accessory
systems, depending on vehicle model and option Test 2 Checking for Code 6-4
content. The J1939 data line is an expandable 1. Check for other fault codes.
control modules (Collision Avoidance, Traction If fault code 6-4 is set, locate and repair the
Control, etc.) to be connected to the circuit. The open circuit in the J1939 serial data line
J1939 data line is comprised of two circuits; the between the Vehicle Electronic Control Unit
L circuit and the H circuit. The two wires are (VECU) and the J1939 transmission
twisted together to prevent outside electrical connector.
noise from interfering with the data being carried If fault code 6-4 is NOT set, locate and repair
by the L and H circuits. The V-MAC III system is the open circuit in the J1939 serial data line
designed to allow continued engine operation in the transmission harness.
with the loss of the J1939 data line signal as long
as the J1587 data line is still operational.
Code Setting Conditions: Code 6-8 will set and

the Electronic Malfunction Lamp (EML) will turn
on if the Vehicle Electronic Control Unit (VECU)
loses communication with the Allison HD
transmission on the J1939 data line. Code 6-8
can only be logged if the Use J1939 Tailshaft
Speed Sensor option is enabled in the VECU
data file.
Page 532
BLINK CODE 6-9
BLINK CODE 6-9
BLINK CODE 6-9 OTHER ECU AFFECTING OPERATION
680
Figure 680 J1939 Serial Data Line Standard Circuit (ASET IEGR ENGINE)
Page 533
BLINK CODE 6-9
681
Figure 681 J1939 Serial Data Line Optional Circuit (ASET IEGR ENGINE)
Page 534
BLINK CODE 6-9
682
Figure 682 J1939 Serial Data Line Optional Circuit (ASET CEGR ENGINE)
Page 535
BLINK CODE 6-9
When performing electrical tests, wiggle the wires Cruise control can be restored using a diagnostic
and connectors to find intermittent problems. service tool, however SmartCruise will be
disabled until the fault is repaired and code 6-9 is
cleared from the VECU fault table.
Failure Mode Identifier FMI: 12 (Other ECU
Affecting Operation)
Parameter Identification: S216 Test 1 Checking for Code 6-9

Circuit Description: The V-MAC III system uses Checking the SmartCruise System on
the J1939 data line to control communication page 536.
between the Vehicle Electronic Control Unit If code 6-9 is not set, wiggle the harness and
(VECU), Engine Electronic Control Unit (EECU), connectors to try to set the code.
Anti-lock Brake System Control Unit, Allison
Transmission Control Unit, and accessory
systems, depending on vehicle model and option Test 2 Checking the
content. The J1939 data line is an expandable SmartCruise System
control modules (Collision Avoidance, Traction 1. Perform SmartCruise diagnostics and
Control, etc.) to be connected to the circuit. The repairs in accordance with Eaton service
J1939 data line is comprised of three circuits; the literature.
L circuit and the H circuit. The two wires are If Eaton diagnostics indicate a fault in the
twisted together to prevent outside electrical SmartCruise system, repair the fault, clear
noise from interfering with the data being carried code 6-9 from the VECU, and retest the
by the L and H circuits. The V-MAC III system is system.
designed to allow continued engine operation If Eaton diagnostics do NOT indicate a fault,
with the loss of the J1939 data line signal as long locate and repair the open circuit in the
as the J1587 data line is still operational. J1939 serial data line between the VECU
and the Eaton Vorad SmartCruise
The Eaton Vorad SmartCruise system reduces controller. Be sure to check all connectors
the cruise control road speed setting when for proper mating and snug fit.
sensor signals indicate approaching traffic. The
original road speed setting is restored when
sensor signals indicate that traffic has cleared.
Communication between the Vehicle Electronic
If the vehicle must be returned to the
Control Unit (VECU) and the Eaton Vorad
customer before repairs are completed, it is
SmartCruise controller is accomplished over the
essential that the customer is aware that the
J1939 serial data line.
SmartCruise system is disabled.
Code Setting Conditions: Code 6-9 will set and
the Electronic Malfunction Lamp (EML) will turn
on if the Vehicle Electronic Control Unit (VECU)
senses a fault in, or loses communication with the
Eaton Vorad SmartCruise controller.
Additional Symptoms: The cruise control

system will not operate while code 6-9 is active.
Page 536
BLINK CODE 7-1
BLINK CODE 7-1
BLINK CODE 7-1 SERVICE BRAKE
683
Figure 683 Service Brake Standard Circuit
Page 537
BLINK CODE 7-1
684
Figure 684 Service Brake Optional Circuit
Location: The Service Brake Switch is located

under the left side of the dash, on the air brake
valve.
and connectors to find intermittent problems. Code Setting Conditions: Fault 7-1 becomes
active when the Vehicle Electronic Control Unit
(VECU) detects a sudden decrease in vehicle
speed while in cruise control mode without a
Low/Open)
service brake signal input.
Additional Symptoms: Loss of cruise control
drop out and possibly stop lamps.
Circuit Description: Voltage from fuse (circuit

breaker) 5 is applied to the Service Brake Switch
at all times. When the service brake is applied, If this fault becomes active while on a chassis
voltage is applied to the tractor stop lights, the dynamometer, make the fault go inactive by
trailer stop lamp relay and to Vehicle Electronic applying the service brake for one second. Using
Control Unit (VECU) connector J1 pin 11. If the a service tool, activate the Chassis Dynamometer
vehicle is in cruise control mode and the VECU Mode and rerun the dynamometer test. Once the
senses voltage at connector J1 pin 11 (service test is completed, turn the ignition key off for three
brake applied), the VECU will disengage the seconds to restore the standard operating mode.
cruise control system.
Page 538
BLINK CODE 7-1
Test 1 Check for Code 7-1 2. Drive the vehicle while monitoring road
speed with a service tool. If the road speed
1. Verify that code 7-1 is set. on the Service Tool is erratic, replace the
If code 7-1 is set, go to test Test 2 VSS and retest the system. If the road
Checking Switch Operation on page 539. speed is NOT erratic, go to test Test 8
If code 7-1 is NOT set, road test the vehicle Checking Brake Switch Connections on
to attempt to set the code. Visually inspect page 539.
the Service Brake Switch harness
connector(s) and wires for frayed or loose Test 5 Checking for an Open
connections.
Circuit
Test 2 Checking Switch 1. Turn the ignition key ON.
Operation 2. Engage the service brake and observe the
stop lights.
1. Use a diagnostic computer to check the If the stop lights operate properly, go to test
status of the service brake switch as you Test 10 Checking for an Open Circuit on
engage and disengage the service brake page 540.
with the ignition key ON. Engage the service
brake for at least 1 second. If the stop lights do NOT operate, go to test
Test 11 Checking for Voltage to the
If the service brake signal displayed on the Switch on page 540.
service tool toggles properly and the fault is
still active, replace the Vehicle Electronic
Control Unit (VECU). Test 8 Checking Brake Switch
If the service brake signal displayed on the Connections
inactive, go to test Test 4 Checking the 1. Check for good electrical connections at the
Vehicle Speed (MPH) Sensor (VSS) brake switch. Also purge the air tanks to
Adjustment on page 539. remove any moisture which may have
If the service brake signal displayed on the contaminated the switch, causing it to
service tool does not toggle properly, always malfunction.
remaining OFF, go to test Test 5
Checking for an Open Circuit on page 539.
Test 4 Checking the Vehicle

Speed (MPH) Sensor (VSS)
Adjustment
The Vehicle Speed Sensor (VSS) on Allison HD

transmissions is not adjustable. Skip step 1 and
proceed to step 2.
1. For Mack T200/300 transmissions, check

the Vehicle Speed (MPH) Sensor (VSS)
adjustment. Turn the sensor in by hand until
it bottoms and then back it out exactly one
turn. Torque the jam nut to 15 lb-ft (20 Nm).
Page 539
BLINK CODE 7-1
Test 10 Checking for an Open Test 11 Checking for Voltage to
Circuit the Switch
685 686
Figure 686
Figure 685
2. Disconnect the service brake switch harness
2. Disconnect VECU connector J1. connector(s).
3. Disconnect the Service Brake Switch 3. Turn the ignition key ON.
connector (14RD-WE).
4. Measure the voltage between the service
4. Connect a jumper wire between the Service brake switch voltage supply connector
Brake Switch connector (14RD-WE) and (5-A-1.0 or 14WE-BN) and a good ground
ground. (see Figure 683 and Figure 686).
5. Check for continuity between VECU If battery voltage is present, go to test Test
connector J1 pin 11 and a good ground (see 22 Checking for Proper Switch Operation
Figure 685). on page 541.
If continuity exists, go to test Test 20 If battery voltage is NOT present, there is a
Checking VECU Connector J1 on page loss of power to the switch. Locate and
541. repair the open or short to ground.
If there is NO continuity, an open circuit
exists between the common splice for the
stop lights and VECU connector J1 pin 11.
Page 540
BLINK CODE 7-1
Test 20 Checking VECU 1. Turn the ignition key OFF.
Connector J1 2. Disconnect the Service Brake Switch
connector.
3. Engage the Service Brake Switch.
4. Check for continuity across the two terminals
3. Visually inspect VECU connector J1 pin 11 of the service brake switch (see Figure 687).
for dirt, loose pins or deformed contacts. If continuity exists, go to test Test 44
4. Align the purple male test lead found in the Checking for a Short to Ground on page
J 38581 V-MAC Jumper Wire Kit with VECU 542.
harness connector J1 pin 11. Gently push If there is NO continuity, replace the switch
the test lead into each harness connector and retest the system.
terminal individually and check for
looseness.
If a repairable open is found or if the terminal Test 40 Checking for a Faulty
feels loose, repair the VECU harness VECU
connector J1.
VECU connector J1 terminal 11, go to test 2. Connect the Service Brake Switch
Test 40 Checking for a Faulty VECU on connector(s).
page 541.
VECU.
Test 22 Checking for Proper 4. Turn the ignition key ON.
Switch Operation 5. Apply the service brake while observing the
687 switch status on the service tool.
If the switch does NOT toggle or the fault is
still active, replace the VECU and retest the
system.
If the switch toggles properly and the fault is
not active, the diagnostic procedures have
corrected the problem. Check all connectors
to ensure proper connections.
Figure 687
Page 541
BLINK CODE 7-1
Test 44 Checking for a Short to Test 88 Checking for a Short to
Ground Ground in the Switch
688 689
Figure 689
Figure 688
2. Disconnect the Service Brake Switch
2. Disconnect VECU connectors J1, J2 and J3. connector(s).
3. Disconnect the connectors from both 3. Check for continuity between either terminal
Stop/Turn lights. of the service brake switch and a good
4. Disconnect the Trailer Stop Lamp relay. ground (see Figure 689). Engage and
disengage the service brake.
connector J1 pin 11 and all other pins on If at any time there is continuity between the
VECU connectors J1, J2 and J3 (see switch and ground, replace the Service
Figure 688). Also check for continuity Brake Switch and retest the system.
between VECU connector J1 pin 11 and a If there is NO continuity with ground, there is
good ground. an open in the wire between the VECU and
If continuity exists with another pin or to the Service Brake Switch. Locate and repair
ground, locate and repair the short in the the open circuit.
harness.
Switch on page 542.
Page 542
BLINK CODE 7-2 (MR)
BLINK CODE 7-2 (MR)
BLINK CODE 7-2 PARK BRAKE (MR)
690
Figure 690 Park Brake Switch Standard Circuit (MR)

691
Figure 691 Park Brake Switch Optional Circuit (MR)
Page 543
BLINK CODE 7-2 (MR)
Test 1 Check for Code 7-2
To diagnose blink code 7-2 on CH, CL, CV, CX, If code 7-2 is set, go to test Test 2
DM, LE, RB and RD chassis models, see BLINK Checking Switch Operation on page 544.
CODE 7-2 PARK BRAKE (CH, CL, CV, CX,
DM, LE, RD) on page 547. If code 7-2 is NOT set, attempt to move the
vehicle with the parking brake set to try to
set the code. Visually inspect the park brake
switch harness connector(s) and wires for
and connectors to find intermittent problems. Test 2 Checking Switch
Operation
Failure Mode Identifier (FMI): 3 (Voltage High)
Parameter Identification (PID): S235 2. Use a diagnostic computer to check the
status of the Park Brake Switch while
Message Identification (MID): 142 engaging and disengaging the park brake.
If the Park brake signal displayed on the
Circuit Description: On MR chassis models,
voltage from circuit breaker 17 is applied to the
Park Brake Switch when the ignition switch is in
the ON position. When the park brake is applied,
voltage is applied to the Park Brake Indicator and If the Park brake signal displayed on the
to Vehicle Electronic Control Unit (VECU) service tool toggles properly, and the fault
connector J1 pin 10. If the vehicle is in motion has become inactive, check for good
and the VECU senses voltage at connector J1 electrical connections at the park brake
pin 10, the VECU will set code 7-2. switch. Also purge the air tanks to remove
any moisture which may have contaminated
Location: The Park Brake Switch is located the switch, causing it to malfunction.
under the left side of the dash, on the air brake If the Park brake signal displayed on the
valve. service tool always remains ON, go to test
Test 4 Checking for Proper Switch
Code Setting Conditions: This fault becomes Operation on page 545.
active when the Vehicle Electronic Control Unit
(VECU) detects that the park brake is set (voltage
at VECU connector J1 pin 10) and the vehicle is
in motion. Code 7-2 may set because of a park
brake switch malfunction or a short circuit to
voltage in the cab harness. Code 7-2 is only
active while the vehicle is in motion.
Additional Symptoms: Brake indicator remains

ON with park brake disengaged.
Page 544
BLINK CODE 7-2 (MR)
Test 4 Checking for Proper Test 8 Checking for a Short to
Switch Operation Voltage
692 693
Figure 692
Figure 693
2. Disconnect the Park Brake Switch
connectors. 2. Disconnect Vehicle Electronic Control Unit
3. Release the park brake.
4. Check for continuity across the two terminals
of the Park Brake Switch (see Figure 692). 4. Measure the voltage between VECU
If continuity exists, replace the Park Brake Figure 693).
Switch and retest the system.
If there is NO continuity, go to test Test 8 0.5 volts, there is a short to voltage in the
Checking for a Short to Voltage on page harness or connectors. Go to test Test 16
545. Isolating the Short to Voltage on page
546.
VECU on page 546.
Page 545
BLINK CODE 7-2 (MR)
Test 16 Isolating the Short to Test 17 Checking the VECU
694
2. Reconnect the connectors to the Park Brake
Switch.
3. Reconnect VECU connectors J1, J2 and J3.
4. Turn the ignition key ON and move the
vehicle a short distance.
connector J1 for dirt, shorted or corroded
pins, or any other repairable damage. If no
problems are evident, or are not repairable,
Figure 694

2. Disconnect the Park Brake Switch and
remove the park brake indicator bulb.
Figure 694).
If continuity exists, VECU connector J1
pin 10 is shorted to one of the other VECU
If there is NO continuity, there is a short to
voltage somewhere else in the cab harness
between the Park Brake Switch and the
VECU. Locate and repair the short to
voltage.
Page 546
BLINK CODE 7-2 (CH, CL, CV, CX, DM, LE, RB, RD)
BLINK CODE 7-2 PARK BRAKE (CH, CL, CV, CX, DM, LE, RD)
695
Figure 695 Park Brake Switch Circuit (CH, CL, CV, CX, DM, LE, RB, RD)
Location: The Park Brake Switch is located

under the left side of the dash, on the air brake
valve.
To diagnose blink code 7-2 on MR chassis
models, see BLINK CODE 7-2 PARK BRAKE Code Setting Conditions: Blink code 7-2
(MR) on page 543. becomes active when the Vehicle Electronic
Control Unit (VECU) detects that the park brake
is set (0 volts at VECU connector J2 pin 13) and
the vehicle is in motion. Code 7-2 may set
because of a park brake switch malfunction or a
When performing electrical tests, wiggle the wires short circuit to ground in the cab harness.
and connectors to find intermittent problems. Code 7-2 is only active while the vehicle is in
motion.
Additional Symptoms: Brake indicator remains
ON with park brake disengaged.
Circuit Description: When the park brake is

applied, the park brake switch closes providing a
0 volt (ground) signal to the Daytime Running
Lights (DRL) module and the Vehicle Electronic
Control Unit (VECU). The DRL module and the
VECU are electrically isolated from each other by
diodes in the circuit. On RD and DM chassis
models, the park brake switch also provides the
ground circuit for the park brake indicator.
Page 547
Test 1 Check for Code 7-2 1. Turn the ignition key OFF.
1. Verify that code 7-2 is set. 2. Disconnect the Park Brake Switch
connectors.
Checking Switch Operation on page 548. 3. Chock the tires and release the park brake.
If code 7-2 is NOT set, attempt to move the 4. Check for continuity across the two terminals
vehicle with the parking brake applied to try of the Park Brake Switch (see Figure 696).
to set the code. Visually inspect the park If continuity exists, replace the Park Brake
brake switch harness connector(s) and wires Switch and retest the system.
for frayed or loose connections.
Checking for a Short to Ground on page
Test 2 Checking Switch 548.
Operation
Ground
2. Use a diagnostic computer to check the
status of the Park Brake Switch while 697
engaging and disengaging the park brake.

service tool toggles properly, and the fault
has become inactive, check for good
electrical connections at the park brake
switch. Also purge the air tanks to remove
any moisture which may have contaminated
the switch, causing it to malfunction.
service tool always remains ON, go to test
Test 4 Checking for Proper Switch Figure 697
Test 4 Checking for Proper 2. Connect the harness connectors to the park
Switch Operation brake switch.
696 3. Chock the tires and release the park brake.
Figure 697).
Isolating the Short to Ground on page 549.
If there is NO continuity to ground, replace
Figure 696
Page 548
Test 16 Isolating the Short to 1. Remove the DRL module from the electrical
equipment panel.
Ground
698
Figure 698).
If continuity exists, Circuit VJ2-13A is
shorted to ground somewhere in the
If there is NO continuity, the DRL module
has an internal short circuit to ground.
Replace the DRL module.
Figure 698
Page 549
BLINK CODE 7-3
BLINK CODE 7-3
BLINK CODE 7-3 SPEED CONTROL SET SWITCH
699
Figure 699 Speed Control Set/Resume Switch Standard Circuit

700
Figure 700 Speed Control Set/Resume Switch Optional Circuit
Page 550
BLINK CODE 7-3
0 volts and 8.9 volts for more than 20 seconds,
the fault will become inactive. This fault is usually
caused by a stuck or shorted Set/Decel Switch.
Failure Mode Identifier (FMI): 3 (Voltage High) Fault code 7-3 will be logged if the Set/Decel
Switch diagnostic is enabled in the Customer
Parameter Identification (PID): S243 Data area of the VECU, and the switch is shorted
to system voltage for 20 seconds. Code 7-3 will
Message Identification (MID): 142 become inactive if the switch voltage returns to
0 volts for 5 seconds. The fault code 7-3
Circuit Description: Cruise Control and Engine diagnostic may need to be disabled in the
Speed Control are controlled by the Vehicle Customer Data area of the VECU for some speed
Electronic Control Unit (VECU). By monitoring the control applications.
inputs from the Speed Control On/Off Switch,
Speed Control Set/Resume Switch, Clutch Switch,
Additional Symptoms: Cruise Control System
Service Brake Switch, PTO switches, RPM and
will not operate.
Vehicle Speed Sensor (VSS), the VECU can
maintain the vehicle or engine speed requested by
the operator. The Speed Control Set/Resume Test 1 Check for Code 7-3
Switch is a spring loaded rocker switch that allows
the operator to resume/accelerate the engine or 1. Verify code 7-3 is set.
vehicle speed by pressing the top of the switch or If code 7-3 is set, go to test Test 2
set/lower engine or vehicle speed by pressing the Checking Switch Operation on page 551.
bottom of the switch. The Speed Control On/Off If code 7-3 is NOT set, wiggle the harness
Switch must be ON for the Speed Control and connectors to try to set the code.
Set/Resume Switch to function. With the ignition Visually inspect the Speed Control
switch in the ON position, battery voltage is Set/Decel Switch harness connector and
applied to the Speed Control Set/Resume Switch wires for frayed or loose connections.
through circuit breaker 17. Pressing the bottom of
the switch and releasing it will momentarily apply
battery voltage to the Vehicle Control Unit (VECU) Test 2 Checking Switch
at connector J1 pin 7.
Operation
2. Use a diagnostic computer to check the
The Resume/Accel and Set/Decel switches may
status of the Speed Control Set/Resume
be programmed to function as Resume/Decel
Switch while pressing and releasing the
and Set/Accel switches in the Customer Data
switch.
area of the VECU. Other dashboard switches (or
combinations of switches) may also be assigned If the switch signal displayed on the service
speed control functions. tool toggles properly, and the fault is still
active, replace the Vehicle Electronic Control
Unit (VECU).
Location: Center of dashboard. If the switch signal displayed on the service
tool toggles properly, but the fault is now
Code Setting Conditions: The Electronic inactive, check for good connections at the
Malfunction Lamp (EML) will turn on and code 7-3 Speed Control Set/ Decel Switch.
will set when the Vehicle Electronic Control Unit
If the Speed Set signal displayed on the
senses a voltage of 9 volts or greater at the
service tool does not toggle properly and
Set/Decel input terminal VJ1-7 for a period of
remains ON, go to test Test 4 Checking
20 seconds. If the voltage returns to between
for a Short to Voltage on page 552.
Page 551
BLINK CODE 7-3
Test 4 Checking for a Short to 4. Using a diagnostic computer, check the
status of the Speed Control Set/Decel
Voltage Switch while pressing and releasing the
701 switch.
If the switch signal displayed on the service
tool now toggles properly, then the
problem. Check for good connections at the
Speed Control Set/Decel Switch.
service tool does NOT toggle properly and
remains ON, replace the Vehicle Control
Unit (VECU).
Test 9 Checking the Speed

Control SET/DECEL Switch
702
Figure 701

(VECU) connectors J1 and J2.
4. With the Speed Control Set/Decel Switch
OFF, measure the voltage between VECU
Figure 701).
0.5 volts, then the circuit is working properly.
Go to test Test 8 Checking for a Faulty
VECU on page 552. Figure 702
If the measured voltage is greater than 1. Turn the ignition key OFF.
Speed Control SET/DECEL Switch on page 2. Disconnect the connector from the Speed
552. Control Set/Resume Switch.
3. With the Speed Control Set/Decel Switch
Test 8 Checking for a Faulty OFF, check for continuity between pins 1 and
2 of the Speed Control Set/Decel Switch
VECU (see Figure 702).
1. Turn the ignition key OFF. If continuity exists, replace the Speed
Control Set/Decel Switch.
3. Turn the ignition key ON. Checking for a Short to Voltage in the
Page 552
BLINK CODE 7-3
Test 18 Checking for a Short to Test 36 Checking the VECU
Voltage in the Harness Connectors for a Short Circuit
703
connections.
Figure 703

Figure 703.
Checking the VECU Connectors for a
Short Circuit on page 553.
Page 553
BLINK CODE 7-4
BLINK CODE 7-4
BLINK CODE 7-4 SPEED CONTROL RESUME SWITCH
704
Figure 704 Speed Control Set/Resume Switch Standard Circuit

705
Figure 705 Speed Control Set/Resume Switch Optional Circuit
Page 554
BLINK CODE 7-4
the fault will become inactive. This fault is usually
caused by a stuck or shorted Resume/Accel
switch.
Failure Mode Identifier (FMI): 3 (Voltage High) Fault code 7-4 will be logged if the Resume/Accel
Switch diagnostic is enabled in the Customer
Parameter Identification (PID): S242 Data area of the VECU, and the switch is shorted
to system voltage for 6 seconds. Code 7-4 will
Message Identification (MID): 142 become inactive if the switch voltage returns to
0 volts for 5 seconds. The fault code 7-4
Circuit Description: Cruise Control and Engine diagnostic may need to be disabled in the
Speed Control are controlled by the Vehicle Customer Data area of the VECU for some speed
Electronic Control Unit (VECU). By monitoring the control applications.
inputs from the Speed Control On/Off Switch,
Speed Control Set/Resume Switch, Clutch
Additional Symptoms: Cruise Control System
Switch, Service Brake Switch, PTO Switches,
will not operate.
RPM Sensor and Vehicle Speed Sensor (VSS)
the VECU can maintain the vehicle or engine
speed requested by the operator. The Speed Test 1 Check for Code 7-4
Control Set/Resume switch is a spring loaded
rocker switch that allows the operator to resume 1. Verify code 7-4 is set.
or accelerate the engine or vehicle speed by If code 7-4 is set, go to test Test 2
pressing the top of the switch or to set or Checking Switch Operation on page 555.
decelerate engine or vehicle speed by pressing If code 7-4 is NOT set, wiggle the harness
the bottom of the switch. The Speed Control and connectors to try to set the code.
On/Off Switch must be ON for the Speed Control Visually inspect the Speed Control
Set/Resume Switch to function. With the ignition Resume/Accel Switch harness connector
switch in the ON position, battery voltage is and wires for frayed or loose connections.
applied to the Speed Control Set/Resume Switch
through circuit breaker 17. Pressing the bottom of
the switch and releasing it will momentarily apply Test 2 Checking Switch
battery voltage to the Vehicle Electronic Control
Unit (VECU) at connector J1 pin 8.
Operation
2. Using a diagnostic computer, check the
status of the Speed Control Set/Resume
The Resume/Accel and Set/Decel switches may
Switch while pressing and releasing the
be programmed to function as Resume/Decel
switch.
and Set/Accel switches in the Customer Data
area of the VECU. Other dashboard switches (or If the switch signal displayed on the service
combinations of switches) may also be assigned tool toggles properly, and the fault is still
speed control functions. active, replace the Vehicle Electronic Control
Unit (VECU).
Location: Center of dashboard. tool toggles properly, but the fault is now
inactive, check for good a connection at the
Code Setting Conditions: The Electronic Speed Control Resume/Accel Switch.
Malfunction Lamp (EML) will turn on and code 7-4
will set when the Vehicle Electronic Control Unit
service tool does not toggle properly and
senses a voltage of 9 volts or greater at the
remains ON, go to test Test 4 Checking
Resume/Accel input terminal VJ1-8 for a period
for Stray Voltage at the Module on page
of 20 seconds. If the voltage returns to between
556.
0 volts and 8.9 volts for more than 20 seconds,
Page 555
BLINK CODE 7-4
Test 4 Checking for Stray Voltage 4. Using a diagnostic computer, check the
status of the Speed Control Resume/Accel
at the Module Switch while pressing and releasing the
706 switch.
tool now toggles properly, then the
problem. Check for good connections at the
Speed Control Resume/Accel Switch.
service tool does NOT toggle properly and
remains ON, replace the Vehicle Electronic
Test 9 Checking the Speed

Control Set/Resume Switch
707
Figure 706

4. With the Speed Control Resume/Accel
Switch OFF, measure the voltage between
VECU connector J1 pin 8 and a good
If the voltage is less than 0.5 volts, then the
circuit is working properly. Go to test Test 8
If there is more than 0.5 volts present, go to Figure 707
test Test 9 Checking the Speed Control
Set/Resume Switch on page 556. 1. Turn the ignition key OFF.
2. Disconnect the connector from the Speed
Test 8 Checking the VECU Control Resume/Accel Switch.
1. Turn the ignition key OFF. 3. With the Speed Control Resume/Accel
Switch OFF, check for continuity between
2. Connect VECU connector J1. pins 2 and 3 of the Speed Control
3. Turn the ignition key ON. Resume/Accel Switch (see Figure 707).
If continuity exists, replace the Speed
Control Resume/Accel Switch.
Checking for a Short to Voltage in the
Page 556
BLINK CODE 7-4
Test 18 Checking for a Short to Test 36 Checking the VECU
Voltage in the Harness Connector for a Short Circuit
708
and connectors J1, J2 and J3 for dirt, loose
or shorted pins, or any other repairable
not repairable, replace the VECU and retest
the system.
proper connections.
Figure 708

Figure 708).
Checking the VECU Connector for a
Short Circuit on page 557.
Page 557
BLINK CODE 7-5
BLINK CODE 7-5
BLINK CODE 7-5 VEHICLE ELECTRONIC CONTROL UNIT
(VECU) INPUT VOLTAGE
709
Figure 709 VECU Battery Voltage Standard Circuit

710
Figure 710 VECU Battery Voltage Optional Circuit
Page 558
BLINK CODE 7-5
Test 2 Checking Code 7-5 PID

In older V-MAC III versions, blink code 7-5 was
only displayed with a PID of 168. If code 7-5 is
Failure Mode Identifier (FMI): 0 (Valid but Above inactive with the engine OFF but becomes active
Normal), 1 (Valid but Below Normal) with the engine running, treat the PID as 167.
Parameter Identification (PID): 167, 168 1. Turn the ignition key OFF.
Message Identification (MID): 142 2. Connect a diagnostic computer to the
vehicle.
Circuit Description: The Vehicle Electronic 3. Check the PID for fault code 7-5.
Control Unit (VECU) receives and monitors
vehicle system voltage at connector J3 pin 16. If fault code 7-5 is set with a PID of 167, go
Thresholds for battery voltage (engine not to test Test 4 Checking Code 7-5 FMI on
running) and alternator voltage (engine running) page 559.
can be programmed in the Customer Data area of If fault code 7-5 is set with a PID of 168, go
the VECU. to test Test 5 Checking the System
Voltage Settings on page 559.
Location: The Vehicle Electronic Control Unit is
typically located in the cab, behind the right side
dash panel. Test 4 Checking Code 7-5 FMI
a PID of 168 if the Vehicle Electronic Control Unit 2. Connect a diagnostic computer to the
(VECU) senses that system voltage to the vehicle.
module has dropped to less than the 3. Check the FMI for fault code 7-5.
programmed threshold for 10 seconds with the
engine not running. Code 7-5 will set with a PID If the FMI is 0 (valid high), go to test Test 8
of 167 if the Vehicle Electronic Control Unit Checking the System Voltage Settings
(VECU) senses that system voltage to the on page 560.
module is not between the programmed limits for If the FMI is 1 (valid low), go to test Test 9
10 seconds with the engine running. If the system Checking the System Voltage Settings
voltage returns to normal for 1 second, code 7-5 on page 560.
Test 5 Checking the System
Test 1 Checking for Code 7-5 Voltage Settings
1. Check that code 7-5 is set. 1. Access the VECU Customer Data area.
2. Select SYSTEM VOLTAGE SETTINGS.
Checking Code 7-5 PID on page 559.
If code 7-5 is NOT set, wiggle the harness 3. Record the BATTERY LOW VOLTAGE
and connectors to try and set the code. THRESHOLD and go to test Test 10
Check the connections at the Vehicle Checking Battery Voltage on page 560.
Electronic Control Unit (VECU) for frayed
wires or loose connections.
Page 559
BLINK CODE 7-5
Test 8 Checking the System Test 16 Checking Alternator
Voltage Settings Output
1. Access the VECU Customer Data area. 1. Start the engine and allow it idle.
2. Select SYSTEM VOLTAGE SETTINGS. 2. Measure the voltage between the BATT stud
on the Mack Option Junction Block and a
3. Record the ALTERNATOR HIGH VOLTAGE
good ground.
THRESHOLD and go to test Test 16
Checking Alternator Output on page 560. If the measured voltage is less than the
ALTERNATOR HIGH VOLTAGE
THRESHOLD, go to test Test 32
Test 9 Checking the System Checking for a Pin to Pin Short in the
Voltage Settings Harness on page 561.
If the measured voltage is greater than the
1. Access the VECU Customer Data area. ALTERNATOR HIGH VOLTAGE
2. Select SYSTEM VOLTAGE SETTINGS. THRESHOLD, check the charging system
for a malfunction.
3. Record the ALTERNATOR LOW VOLTAGE
THRESHOLD and go to test Test 18
Checking Alternator Output on page 560. Test 18 Checking Alternator
Output
Test 10 Checking Battery Voltage 1. Start the engine and let it idle.
1. Measure the voltage between the BATT stud 2. Measure the voltage between the BATT stud
on the Mack Option Junction Block and a on the Mack Option Junction Block and a
good ground. good ground.
If the measured voltage is greater than the If the measured voltage is greater than the
BATTERY LOW VOLTAGE THRESHOLD, go ALTERNATOR LOW VOLTAGE
to test Test 20 Checking for Battery THRESHOLD, go to test Test 36
Voltage at the VECU on page 561. Checking for Battery Voltage at the VECU
If the measured voltage is less than the on page 562.
BATTERY LOW VOLTAGE THRESHOLD, If the measured voltage is less than the
determine the cause of the low battery ALTERNATOR LOW VOLTAGE
voltage. THRESHOLD, check the charging system
for a malfunction.
Page 560
BLINK CODE 7-5
Test 20 Checking for Battery Test 32 Checking for a Pin to Pin
Voltage at the VECU Short in the Harness
711 712
1. Turn the ignition key OFF and remove fuse

(circuit breaker) 1.
The VECU battery voltage can also be read (VECU) connectors J1, J2 and J3.
directly from a diagnostic computer in the Monitor
Parameters area (VECU Voltage). 3. Check for continuity between VECU
Figure 712).
2. Disconnect Vehicle Electronic Control Unit If continuity exists, pin 16 is shorted to one
(VECU) connector J3. of the other VECU circuits. Locate and repair
3. Measure the voltage between VECU the short.
connector J3 pin 16 and a good ground (see If there is NO continuity, go to test Test 64
Figure 711). Checking for Blink Code 7-5 on page
If battery voltage is present, go to test Test 563.
40 Checking the VECU Ground Circuit
on page 562.
If the voltage measured differs significantly
from the voltage measured in test 10, go to
test Test 41 Checking for a Pin to Pin
Short in the Harness on page 563.
Page 561
BLINK CODE 7-5
Test 36 Checking for Battery Test 40 Checking the VECU
Voltage at the VECU Ground Circuit
713 714

The VECU battery voltage can also be read
directly from a diagnostic computer in the Monitor 3. Check for continuity between VECU
Parameters area (VECU Voltage). connector J3 pin 18 and a good ground (see
Figure 714).
Checking for a Pin to Pin Short Circuit on
2. Disconnect Vehicle Electronic Control Unit page 565.
3. Measure the voltage between VECU the VECU ground circuit. Locate and repair
connector J3 pin 16 and a good ground (see the open circuit.
Figure 713).
72 Checking the VECU Ground Circuit
on page 564.
If the voltage measured differs significantly
from the voltage measured in test 18, go to
test Test 73 Checking for a Pin to Pin
Short in the Harness on page 564.
Page 562
BLINK CODE 7-5
Short in the Harness Short in the Harness
715 716
1. Turn the ignition key OFF and remove fuse 1. Turn the ignition key OFF and remove fuse
(circuit breaker) 1. (circuit breaker) 1.
If continuity exists, pin 16 is shorted to one If continuity exists, pin 16 is shorted to one
of the other VECU circuits. Locate and repair of the other VECU circuits. Locate and repair
the short circuit. the short circuit.
If there is NO continuity, go to test Test 82 If there is NO continuity, go to test Test 130
Checking for Loose Pins or a Faulty Checking for Blink Code 7-5 on page
VECU on page 565. 565.

Code 7-5
2. Connect Vehicle Electronic Control Unit
retest the system.
proper connections.
Page 563
BLINK CODE 7-5
Test 72 Checking the VECU Test 73 Checking for a Pin to Pin
Ground Circuit Short in the Harness
717 718
1. Turn the ignition key OFF. 1. Turn the ignition key OFF and remove fuse
(circuit breaker) 1.
(VECU) connector J3. 2. Disconnect Vehicle Electronic Control Unit
connector J3 pin 18 and a good ground (see 3. Check for continuity between VECU
Figure 717). connector J3 pin 16 and all other pins on
If continuity exists, go to test Test 144 VECU connectors J1, J2 and J3 (see
Checking for a Pin to Pin Short in the Figure 718).
Harness on page 566. If continuity exists, pin 16 is shorted to one
If there is NO continuity, there is an open in of the other VECU circuits. Locate and repair
the VECU ground circuit. Locate and repair the short circuit.
the open circuit. If there is NO continuity, go to test Test 146
Checking for Loose Pins or a Faulty
VECU on page 566.
Page 564
BLINK CODE 7-5
Test 80 Checking for a Pin to Pin Test 82 Checking for Loose Pins
Short Circuit or a Faulty VECU
719
3. Visually inspect VECU connector J3 pins 16
contacts.
push the test lead into each harness
connector terminal individually and check for
looseness.
feels loose, repair VECU connector J3. If the
connector is not repairable, replace
Figure 719 connector J3.
1. Turn the ignition key OFF and remove fuse VECU connector J3 pins 16 and 18, go to
(circuit breaker) 1. test Test 164 Checking for
2. Disconnect Vehicle Electronic Control Unit Blink Code 7-5 on page 567.
3. Check for continuity between VECU Test 130 Checking for
connector J3 pin 16 and all other pins on Blink Code 7-5
VECU connectors J1, J2 and J3 (see Figure
719). 1. Turn the ignition key OFF.
If continuity exists, pin 16 is shorted to one 2. Connect Vehicle Electronic Control Unit
of the other VECU circuits. Locate and repair (VECU) connector J3.
the short circuit.
Checking for Loose Pins or a Faulty If blink code 7-5 is still active, replace the
VECU on page 566. Vehicle Electronic Control Unit (VECU) and
retest the system.
proper connections.
Page 565
BLINK CODE 7-5
Test 144 Checking for a Pin to Pin Test 146 Checking for Loose Pins
Short in the Harness or a Faulty VECU
720
contacts.
harness connector J3 pins 16 and 18.
Gently push the test lead into each harness
looseness.
connector is not repairable, replace
Figure 720 connector J3.
1. Turn the ignition key OFF and remove fuse VECU connector J3 pins 16 and 18, go to
(circuit breaker) 1. test Test 292 Checking for
2. Disconnect Vehicle Electronic Control Unit Blink Code 7-5 on page 567.
3. Check for continuity between VECU Test 160 Checking for Loose Pins
connector J3 pin 16 and all other pins on or a Faulty VECU
VECU connectors J1, J2 and J3 (see Figure
720). 1. Turn the ignition key OFF.
If continuity exists, pin 16 is shorted to one 2. Disconnect VECU connector J3.
of the other VECU circuits. Locate and repair
the short circuit. 3. Visually inspect VECU connector J3 pins 16
If there is NO continuity, go to test Test 288 and 18 for dirt, loose pins or deformed
Checking for Loose Pins or a Faulty contacts.
VECU on page 567. 4. Align the purple male test lead found in the
push the test lead into each harness
looseness.
connector is NOT repairable, replace
connector J3.
VECU connector J3 pins 16 and 18, go to
test Test 320 Checking for
Page 566
BLINK CODE 7-5
Test 164 Checking for Test 292 Checking for
Blink Code 7-5 Blink Code 7-5
2. Connect Vehicle Electronic Control Unit 2. Connect Vehicle Electronic Control Unit
(VECU) connector J3. (VECU) connector J3.
If blink code 7-5 is still active, replace the If blink code 7-5 is still active, replace the
Vehicle Electronic Control Unit (VECU) and Vehicle Electronic Control Unit (VECU) and
retest the system. retest the system.
If blink code 7-5 is NOT active, the If blink code 7-5 is NOT active, the
diagnostic procedures have corrected the diagnostic procedures have corrected the
problem. Check all connectors to ensure problem. Check all connectors to ensure
proper connections. proper connections.
Test 288 Checking for Loose Pins Test 320 Checking for
or a Faulty VECU Blink Code 7-5
2. Disconnect VECU connector J3. 2. Connect Vehicle Electronic Control Unit
and 18 for dirt, loose pins or deformed 3. Turn the ignition key ON.
contacts. If blink code 7-5 is still active, replace the
4. Align the purple male test lead found in the Vehicle Electronic Control Unit (VECU) and
J 38581 V-MAC Jumper Wire Kit with VECU retest the system.
harness connector J3 pins 16 and 18. If blink code 7-5 is NOT active, the
Gently push the test lead into each harness diagnostic procedures have corrected the
connector terminal individually and check for problem. Check all connectors to ensure
looseness. proper connections.
feels loose, repair VECU connector J3. If the Test 576 Checking for
connector is NOT repairable, replace
connector J3. Blink Code 7-5
If the test lead is making good contact with 1. Turn the ignition key OFF.
VECU connector J3 pins 16 and 18, go to
test Test 576 Checking for 2. Connect Vehicle Electronic Control Unit
Blink Code 7-5 on page 567. (VECU) connector J3.
retest the system.
proper connections.
Page 567
SWITCHED VOLTAGE (ASET IEGR ENGINE)
721
Figure 721 Engine Electronic Control Unit (EECU) Voltage Circuit (ASET IEGR Engine)

Control Unit (EECU) receives a switched voltage
signal from Power Relay #3. The switched voltage
When performing electrical tests, wiggle the wires signal is applied to the EECU at connector J2
and connectors to find intermittent problems. pins 10, 22 and 41.
Code Setting Conditions: Code 7-6 will become
Failure Mode Identifier (FMI): 4 (Voltage active if the Engine Electronic Control Unit
Low/Open) (EECU) senses a switched voltage signal less
than 5.5 volts at EECU connector J2 pins 10, 22
Parameter Identification (PID): 158 and 41 for 10 seconds. Code 7-6 will become
inactive if the switched voltage signal returns to
Message Identification (MID): 128 greater than 5.5 volts at EECU connector J2 pins
10, 22 and 41 for 1 second.
Page 568
Additional Symptoms: Poor performance, low Test 2 Checking the EECU Supply
power or no start. If fault 7-6 is active and fault
code 7-5 is not active, it may be impossible for the Voltage
Engine Electronic Control Unit (EECU) to control 722
the Electronic Unit Pumps (EUPs).
Test 1 Checking for Fault Codes

1. Check if code 7-6 is set.
2. Check if code 7-5 is also set.
If code 7-5 is also set, go to the Code 7-5
diagnostic routine.
Checking the EECU Supply Voltage on
page 569.
Visually inspect the Engine Electronic
Control Unit (EECU) connectors for frayed
wires and loose or corroded connections.
Figure 722

connector J2 pins 10, 22, and 41 versus a
If battery voltage is NOT present at any pins,
go to test Test 4 Checking the Power
Distribution Circuit on page 570.
If battery voltage is present at ALL pins, go
to test Test 5 Checking the EECU
Ground Circuits on page 570.
If battery voltage is NOT present at one pin,
check the suspect circuit for an open.
Page 569
723
Distribution Circuit
1. Turn the ignition key OFF and remove
fuse 40.
3. Measure the voltage between the fuse 40
power supply cavity and a good ground (see
Figure 721).
If battery voltage is present, there is an open
in circuit 40-A-3.0 between fuse 40 and the
common splice for circuits EJ2-10-2.0,
EJ2-22-2.0 and EJ2-41-2.0, go to test Test
8 Checking Fuse 40 for an Open Circuit
on page 570.
If battery voltage is NOT present, there is an
open or short to ground in the fuse power
distribution circuit. Check the contacts and
coil of Power Relay #3 (CV, LE, MR) or
Power Relay #4 (RB, RD, DM) in the cab
electrical equipment panel. Locate and Figure 723
repair the open or short to ground.
0.5 volts on any of the pins, the suspect
Test 5 Checking the EECU ground circuit is shorted to voltage. Locate
Ground Circuits and repair the short to voltage.
If voltage is NOT present on ANY pins, go to
1. Turn the ignition key OFF. test Test 10 Checking for an Open
2. Disconnect Engine Electronic Control Unit Ground Circuit on page 571.
connectors J1 and J2.
3. Turn the ignition key ON. Test 8 Checking Fuse 40 for an
4. Measure the voltage between EECU Open Circuit
connector J2 pins 12, 24 and 43 versus a
2. Visually inspect fuse 40 for an open circuit.
If fuse 40 is open, go to test Test 16
Checking for a Short to Ground on page
571.
If fuse 40 is NOT open, there is an open in
circuit 40-A-3.0 between fuse 40 and the
common splice for circuits EJ2-10-2.0,
EJ2-22-2.0 and EJ2-41-2.0.
Page 570
Test 10 Checking for an Open Test 16 Checking for a Short to
Ground Circuit Ground
724 725
(EECU) connector J2. (EECU) connectors J1 and J2 and remove
fuse 40.
connector J2 pins 12, 24 and 43 versus a 3. Check for continuity between EECU
good ground (see Figure 724). connector J2 pin 10 and a good ground (see
If continuity exists between ALL pins and Figure 725).
ground, go to test Test 20 Checking for If continuity is found, one of the voltage
Blink Code 7-6 on page 572. supply circuits (EJ2-10-2.0, EJ2-22-2.0 or
If there is NO continuity, check the suspect EJ2-41-2.0) is shorted to ground. Locate
circuit for an open. and repair the short circuit. After repairing
the short circuit, replace fuse 40.
Page 571
Blink Code 7-6 Short in the Harness

damage. If no damage is evident or is not
system.
problem. Check all connectors for proper
connections.
Figure 726

(EECU) connectors J1 and J2 and remove
fuse 40.
EECU connectors J1 and J2. Do not check
pins 22 and 41 on EECU connector J2 (see
Figure 726).
If continuity exists, one of the voltage supply
circuits (EJ2-10-2.0, EJ2-22-2.0 or
EJ2-41-2.0) is shorted to one of the other
EECU circuits. Locate and repair the short
circuit.
If there is NO continuity, replace the EECU
Page 572
SWITCHED VOLTAGE (ASET CEGR ENGINE)
727
Figure 727 Engine Electronic Control Unit (EECU) Voltage Circuit (ASET CEGR Engine)
Code Setting Conditions: Code 7-6 will become

active if the Engine Electronic Control Unit
(EECU) senses a signal less than 5.5 volts at
When performing electrical tests, wiggle the wires EECU connector J2 pin 34 for 10 seconds.
and connectors to find intermittent problems. Code 7-6 will become inactive if the switched
voltage signal returns to greater than 5.5 volts at
EECU connector J2 pin 34 for 1 second.
Low/Open)
Additional Symptoms: Poor performance, low
power or no start. If fault 7-6 is active and fault
code 7-5 is not active, it may be impossible for the
Engine Electronic Control Unit (EECU) to control
the Electronic Unit Pumps (EUPs).
Control Unit (EECU) receives a wake-up signal
from the Vehicle Electronic Control Unit (VECU).
The switched voltage signal is applied to the
EECU at connector J2 pin 34.
Page 573
Test 1 Checking for Fault Codes 4. Measure the voltage between EECU
connector J2 pin 34 versus a good ground
1. Check if code 7-6 is set. (see Figure 728).
2. Check if code 7-5 is also set. If battery voltage is NOT present, there is an
If code 7-5 is also set, go to the Code 7-5 open in circuit VJ3-13-0.8 between EECU
diagnostic routine. and the splice for VECU. Locate and repair
the open circuit.
Checking the EECU Wake-Up Signal If battery voltage is present, go to test Test
Voltage on page 574. 5 Checking the EECU Ground Circuits
on page 574.
Visually inspect the Engine Electronic Test 5 Checking the EECU
Control Unit (EECU) connectors for frayed Ground Circuits
729

Wake-Up Signal Voltage
728
Figure 729

Figure 728 connectors J1, J2 and J3.
2. Disconnect Engine Electronic Control Unit connector J1 pins 4, 7 and 8 versus a good
(EECU) connectors J2. ground (see Figure 729).
3. Turn the ignition key ON. If the measured voltage is greater than
0.5 volts on any of the pins, the suspect
ground circuit is shorted to voltage. Locate
and repair the short to voltage.
If voltage is NOT present on ANY pins, go to
test Test 10 Checking for an Open
Ground Circuit on page 575.
Page 574
Test 10 Checking for an Open Test 20 Checking for
Ground Circuit Blink Code 7-6
730
system.
problem. Check all connectors for proper
connections.
Figure 730

connector J1 pins 4, 7 and 8 versus a good
If continuity exists between ALL pins and
ground, go to test Test 20 Checking for
If there is NO continuity, check the suspect
circuit for an open.
Page 575
BLINK CODE 7-7
BLINK CODE 7-7
BLINK CODE 7-7 EXHAUST TEMPERATURE REFERENCE
THERMOCOUPLE
Failure Mode Identifier (FMI): 8 (Failed Device)
The Exhaust Temperature Reference

Thermocouple inside the Vehicle Electronic
Control Unit (VECU) has an open circuit. If the
code is active, attempt to clear the code from
memory and check if the code resets. If the blink
code 7-7 resets, replace the VECU and retest the
system.
Page 576
BLINK CODE 7-9 VARIABLE TURBINE GEOMETRY (VTG)
CONTROL VALVE (ASET CEGR ENGINE)
731
Figure 731 Variable Turbine Geometry (VTG) Control Valve Circuit (ASET CEGR Engine)

4 (Voltage Low) or 5 (Current Low/Open)
Parameter Identification (PID): S27 When FMI 3 or 4 are logged, the fault will remain
active for 1 minute after the conditions which
Message Identification (MID): 128 caused the fault are removed, although the
Variable Turbine Geometry (VTG) Control Valve
Circuit Description: The Engine Electronic will operate during this time.
Control Unit (EECU) drives the Variable Turbine
Geometry (VTG) Control Valve in response to
inputs from the VTG Position Sensor and the
Boost Air Pressure (BAP) Sensor. The VTG
Control Valve regulates the air pressure to the An open ground line will cause the Electronic
VTG Actuator by means of a pulsewidth Malfunction Lamp (EML) will turn ON and blink
modulated signal from the EECU. code 4-5 will set, with FMI 7.
Location: The Variable Turbine Geometry (VTG)

Control Valve is located on the left side of the Test 1 Checking for Fault Codes
engine, on the air inlet manifold.
Code Setting Conditions: If the Engine If code 7-9 is set, go to test Test 2
Electronic Control Unit (EECU) senses an open, Checking Code 7-9 Failure Mode Identifier
short to ground or short to voltage in the VTG (FMI) on page 578.
Actuator drive circuit, the Electronic Malfunction If code 7-9 is NOT set, wiggle the harness
Lamp (EML) will turn ON and blink code 7-9 will and connectors to try to set the code.
set. Additionally, if the EECU senses a short to Visually inspect the Engine Electronic
ground or open on the high side circuit, the Control Unit (EECU) connectors for frayed
Electronic Malfunction Lamp (EML) will turn ON wires and loose or corroded connections.
and blink code 7-9 will set.
Page 577
Test 2 Checking Code 7-9 Failure Test 5 Checking for a Short to
Mode Identifier (FMI) Voltage in the VTG Control Valve
1. Check the Failure Mode Identifier (FMI) Low Side Drive Circuit
5 Checking for a Short to Voltage in the
VTG Control Valve Low Side Drive Circuit
on page 578.
If the FMI is 4 (voltage low) or 5 (current
a Short to Ground in the VTG Control Valve
Low Side Drive Circuit on page 578.

Ground in the VTG Control Valve
Low Side Drive Circuit
732
Figure 733

Figure 733).
short circuit to voltage in circuit EJ2-6-1.0.
Figure 732
Checking for a Short Circuit at the EECU
3. Disconnect the VTG Control Valve harness
connector.
Figure 732).
Checking for an Open in the VTG Control
Valve Low Side Drive Circuit on page 579.
Page 578
Test 8 Checking for an Open in Test 10 Checking for a Short
the VTG Control Valve Low Side Circuit at the EECU Harness
Drive Circuit Connector
734 735
3. Disconnect the VTG Control Valve harness 3. Disconnect the VTG Control Valve harness
4. Check for continuity between EECU harness 4. Check for continuity between EECU harness
connector J2, pin 6 and the VTG Actuator connector J2, pin 6 and all other pins on
harness connector pin 2 (see Figure 734 ). connector J2 (see Figure 735).
If there is NO continuity, locate and repair If continuity exists, locate and repair the
the open in circuit EJ2-6-1.0. short to the circuit that showed continuity.
If continuity exists, go to test Test 16 If there is NO continuity, go to test Test 20
Checking for a Short to Ground in the VTG Checking for a Faulty EECU Connector
Control Valve High Side Circuit on page on page 580.
580.
Page 579
Test 16 Checking for a Short to 4. If a repairable open is found or the terminal
Ground in the VTG Control Valve
High Side Circuit to test Test 40 Checking for a Faulty VTG
736 Control Valve on page 581.
Test 32 Checking for an Open in

the VTG Control Valve High Side
Circuit
737
Figure 736

connector.
Figure 737
connector J2, pin 12 and a good ground 1. Turn the ignition key OFF.
(see Figure 736).
Checking for an Open in the VTG Control 3. Disconnect the VTG Control Valve harness
Valve High Side Circuit on page 580. connector.
If continuity exists, locate and repair the 4. Check for continuity between EECU harness
short circuit to ground in circuit EJ2-12-1.0. connector J2, pin 12 and the VTG Actuator
Test 20 Checking for a Faulty If there is NO continuity, locate and repair
the open in circuit EJ2-12-1.0.
EECU Connector
1. Turn the ignition key OFF. Checking for a Faulty EECU Connector on
page 581.
Page 580
739
VTG Control Valve

2. Replace the VTG Control Valve with a
known good unit.
3. Restore all electrical connections and retest
the system.
If code 7-9 is still active, reinstall the original
VTG Control Valve and replace the EECU
If code 7-9 is no longer active, replacing the
VTG control valve corrected the problem.
Check all electrical connectors to ensure
proper connections. Figure 739
740

EECU Connector
4. If a repairable open is found or the terminal
to test Test 128 Checking for a Short
Circuit in the VTG Control Valve on page
581. Figure 740

Circuit in the VTG Control Valve connector.
738
and 2 (see Figure 738), 1 and 3 (see Figure
739), and 2 and 3 (see Figure 740) of the
VTG Control valve.
If the measured resistance between each of
the terminals indicates a short circuit,
replace the VTG Control Valve.
If the measured resistance between each of
the terminals does not indicate a short
circuit, go to test Test 256 Checking for a
Short Circuit to Ground in the VTG Control
Valve on page 582.
Figure 738
Page 581
Test 256 Checking for a Short Test 512 Checking the Engine
Circuit to Ground in the VTG Electronic Control Unit (EECU)
Control Valve 1. Turn the ignition key OFF.
741
3. Connect the VTG Actuator harness
connector.
connections.
Figure 741

connector.
VTG Control valve and a good ground (see
Figure 741).
If continuity exists, replace the VTG Control
Valve.
Page 582
BLINK CODES 8-1 THROUGH 8-6 (IEGR ENGINE)
BLINK CODES 8-1 THROUGH 8-6 ELECTRONIC UNIT PUMP
(EUP) (ASET IEGR ENGINE)
742
Figure 742 Electronic Unit Pump (EUP) Circuits (ASET IEGR Engine)
Failure Mode Identifier (FMI): 3 (Voltage High), Code Setting Conditions: The Engine
4 (Voltage Low/Open), 2 (Data Erratic), or 8 Electronic Control Unit (EECU) will set a code
(Abnormal) See NOTE below if the EECU detects an open, short to ground
or short to voltage on an EUP circuit for
Parameter Identification (PID): S1 Injector 1, S2 25 milliseconds. If an EUP code is set, the EECU
Injector 2, S3 Injector 3, S4 Injector 4, S5 Injector will turn on the Electronic Malfunction Lamp
5, S6 Injector 6 (EML) and a loss of one or more EUPs will occur.
Message Identification (MID): 128 Additional Symptoms: Poor performance, low

power or no start.
Circuit Description: Individual Electronic Unit
Pump (EUP) operation is controlled by the
Engine Electronic Control Unit (EECU) using six
output transistor drivers that provide the ground It is possible to get an FMI of 2 or 8 for this set of
circuit for the individual EUP Solenoids. The six faults. However, the diagnostic procedure
EUPs are divided between two banks with each remains the same for FMI 2 or 8.
bank sharing a common voltage supply.
Location: The EUP Solenoids are located on the

right side of the engine block.
Page 583
Test 1 Checking for Codes Test 4 Checking for a Short to
1. Verify that one or more of the Electronic Unit Ground in the Electronic Unit Pump
Pump (EUP) codes are set. The following (EUP)
chart identifies which EUP circuit has a fault.
If one of the EUP codes is set, go to test 1. Turn the ignition key OFF.
Test 2 Checking for an Open Electronic 2. Disconnect the harness electrical
Unit Pump (EUP) Solenoid on page 584. connectors from the suspect EUP
If more than one EUP code is set, the Solenoid(s) terminals.
complete EUP bank may be malfunctioning 3. Check for continuity from either terminal post
due to a fault in the shared voltage line or a on the suspect EUP Solenoid(s) to a good
shorted EUP Solenoid. Go to test Test 2 ground.
Checking for an Open Electronic Unit Pump
(EUP) Solenoid on page 584. If there is NO continuity at the suspect EUP
Solenoid(s), go to test Test 8 Isolating a
If none of the EUP codes are set, wiggle the Short in the Electronic Unit Pump (EUP)
harness connectors to try to set the code. Solenoid Voltage Line on page 585.
Visually inspect EUP Solenoid wires and
terminals for frayed, loose or corroded If continuity exists, the EUP Solenoid is
connections. shorted to ground and must be replaced.
Blink Code Suspect Unit Pump Solenoid

8-1 1
8-2 2
8-3 3
8-4 4
8-5 5
8-6 6

Electronic Unit Pump (EUP)
Solenoid
2. Disconnect the harness electrical
connectors from the suspect EUP
Solenoid(s).
3. Check for continuity between the terminal
posts on the suspect EUP(s).
Electronic Unit Pump (EUP) on page 584.
If there is NO continuity at the suspect
EUP(s), the solenoid is open and must be
replaced.
Page 584
Test 8 Isolating a Short in the If there is NO continuity, go to test Test 16
Isolating a Short Circuit in the Electronic
Electronic Unit Pump (EUP) Unit Pump (EUP) Solenoid Control Line on
Solenoid Voltage Line page 585.
743 If continuity exists, the EUP circuit is shorted
Test 16 Isolating a Short Circuit

in the Electronic Unit Pump (EUP)
Solenoid Control Line
744
Figure 743
Figure 744
Engine Electronic Control Unit (EECU). 2. Disconnect connectors J1 and J2 from the
3. If blink code 8-1, 8-2 or 8-3 is set, disconnect
the harness electrical connectors from the 3. Disconnect the harness electrical
EUP solenoids 1, 2 and 3. If blink code 8-4, connectors from the suspect EUP
8-5 or 8-6 is set, disconnect the harness Solenoid(s).
electrical connectors from EUP solenoids 4, 4. Check for continuity between the EECU J1
5 and 6. harness connector pin for the suspect EUP
4. If blink code 8-1, 8-2 or 8-3 is set, check for Solenoid (see chart in Figure 744) and all
continuity between EECU harness other pins on EECU connectors J1 and J2.
connector J1 pin 42 and all other pins on If there is NO continuity, go to test Test 32
EECU connectors J1 and J2. If blink Checking for a Short to Ground at the
code 8-4, 8-5 or 8-6 is set, check continuity Electronic Unit Pump (EUP) Harness
between EECU harness connector J1 pin 41 Connector on page 586.
and all other pins on EECU connectors J1 If continuity exists, the EUP circuit is shorted
and J2 (see Figure 743). to one of the other EECU circuits. Locate
Page 585
Test 32 Checking for a Short to Test 64 Checking for an Open
Ground at the Electronic Unit Pump Circuit in the Electronic Unit Pump
(EUP) Harness Connector (EUP) Solenoid Voltage Line

suspect EUP Solenoid(s).
4. Check for continuity between each of the
suspect EUP Solenoid harness connectors
and a good ground.
Checking for an Open Circuit in the
Electronic Unit Pump (EUP) Solenoid
Figure 745

3. Disconnect the harness connectors from the
suspect EUP Solenoid(s).
4. If blink code 8-1, 8-2 or 8-3 is set, check for
continuity between EECU harness
connector J1 pin 42 and the suspect EUP
harness connector (see Figure 745). If blink
code 8-4, 8-5 or 8-6 is set, check continuity
between EECU harness connector J1 pin 41
and the suspect EUP harness connector
(see Figure 745).
the suspect circuit.
Control Line on page 587.
Page 586
Circuit in the Electronic Unit Pump Voltage in the Electronic Unit Pump
(EUP) Solenoid Control Line (EUP) Solenoid Voltage Line
746 747
Figure 747

Figure 746
2. Disconnect connectors J1 and J2 from the 4. Measure the voltage between EECU
Engine Electronic Control Unit (EECU). connector J1 pins 41 and 42 versus a good
3. Disconnect the harness connectors from the ground (see Figure 747).
suspect EUP Solenoid(s). If voltage is present, the suspect circuit is
4. Check for continuity between the suspect short circuit.
EUP Solenoid harness connector and EECU
harness connector J1 (see chart in If there is NO voltage present, go to test
Figure 746). Test 512 Checking for a Short to Voltage
in the Electronic Unit Pump (EUP) Solenoid
If there is NO continuity, repair the open in Control Line on page 588.
the suspect circuit.
Page 587
Test 512 Checking for a Short to Test 1024 Checking for a Short at
Voltage in the Electronic Unit Pump the EECU Connector
(EUP) Solenoid Control Line 1. Turn the ignition key OFF.
748
EECU.
3. Visually inspect EECU connectors J1 and J2
for dirt, loose pins or deformed contacts.
harness connector J1, pins 10, 11, 12, 22,
23, and 24. Gently push the test lead into
each pin and check for looseness and poor
contact.
If a terminal feels loose or appears
damaged, repair the connector.
contact and feel tight with the test lead, go to
test Test 2048 Verifying if the Fault Code
is Still Active on page 589.
Figure 748

3. Disconnect the harness connectors from
suspect Electronic Unit Pump (EUP)
Solenoid.
5. Measure the voltage between the suspect
EUP control line at EECU connector J1 and
a good ground (see chart in Figure 748).
If voltage is present, the suspect EUP is
short.
1024 Checking for a Short at the EECU
Page 588
Test 2048 Verifying if the Fault Test 4096 Inspecting the
Code is Still Active Mechanical Fuel System
1. Turn the ignition key OFF. Components
2. Connect all harness electrical connectors to 1. Ensure that there is fuel in the fuel tank.
the Electronic Unit Pump (EUP) solenoids. 2. Inspect the fuel lines between the tank and
3. Connect Engine Electronic Control Unit the transfer pump for sharp bends or kinks,
(EECU) connectors J1 and J2. and repair as needed.
4. Turn the ignition key ON. 3. Check for air in the fuel system, and repair
If the blink code is still active, check the as needed.
Failure Mode Identifier (FMI) using a 4. Following instructions in the applicable
diagnostic computer. If the FMI is 2 or 8, ASET Service Manual, check the fuel
check the EECU module and connectors for pressure at the secondary fuel filter outlet.
dirt, loose or shorted pins, or any other If the fuel pressure is NOT within
repairable damage. If no damage is evident, specifications, perform any required fuel
switch the location of the suspect EUP with system repairs.
that of a fault-free EUP. Reconnect all
harness connectors and retest the system. If 5. Remove the suspect EUPs from the engine
the PID has changed to the new location of and inspect for surface rust between the 3
the suspect EUP, replace the EUP, install all O-rings.
EUPs in their original location, and retest the If rust is present, locate the source of the
system. fuel contamination and replace any
If one EUP blink code is still active and the damaged components.
FMI is 3 or 4, check the EECU and If all of the mechanical fuel system
connectors for dirt, loose or shorted pins, or components are in good working order,
any other repairable damage. If no damage replace the EECU and retest the system.
is evident or is not repairable, replace the
If multiple EUP blink codes are still active
and the FMI is 3 or 4, check the EECU
module and connectors for dirt, loose or
repairable, go to test Test 4096
Inspecting the Mechanical Fuel System
Components on page 589.
If the blink code is NOT active, the
proper connections.
Page 589
BLINK CODE 8-1 ELECTRONIC UNIT PUMP (EUP)
(ASET CEGR ENGINE)
749
Figure 749 Electronic Unit Pump (EUP) 1 Circuit (ASET CEGR Engine)
Failure Mode Identifier (FMI): 2 (Data Erratic), Code Setting Conditions: The Engine
3 (Voltage High), 4 (Voltage Low), 5 (Current Electronic Control Unit (EECU) will set a code if
Low/Open), 6 (Current High/Shorted) or the EECU detects an open, short to ground or
8 (Abnormal) short to voltage on an EUP circuit for
25 milliseconds. If an EUP code is set, the EECU
Parameter Identification (PID): S1 Injector 1 will turn on the Electronic Malfunction Lamp
(EML) and a loss of one or more EUPs will occur.
Circuit Description: Individual Electronic Unit power or no start.
Pump (EUP) operation is controlled by the
Engine Electronic Control Unit (EECU) using six
output transistor drivers that provide the ground Test 1 Checking for Code 8-1
circuit for the individual EUP Solenoids. 1. Check that code 8-1 is set.
Location: The EUP Solenoids are located on the If code 8-1 is set, go to test Test 2
right side of the engine block. Checking for an Open Electronic Unit Pump
(EUP) Solenoid 1 on page 591.
inspect EUP Solenoid 1 wires and terminals
for frayed, loose or corroded connections.
Page 590
Test 2 Checking for an Open 4. Check for continuity between the EUP
Solenoid 1 harness connectors and a good
Electronic Unit Pump (EUP) ground.
Solenoid 1 If continuity exists, the circuit is shorted to
2. Disconnect the harness electrical Checking for an Open Circuit in the
connectors from EUP Solenoid 1. Electronic Unit Pump (EUP) Solenoid
3. Check for continuity between the terminal Voltage Line on page 591.
posts on EUP Solenoid 1.
If continuity exists, go to test Test 4 Test 16 Checking for an Open
Electronic Unit Pump (EUP) on page 591. Circuit in the Electronic Unit Pump
If there is NO continuity at EUP Solenoid 1, (EUP) Solenoid Voltage Line
the solenoid is open and must be replaced. 750

Ground in the Electronic Unit Pump
(EUP)
connectors from EUP Solenoid 1.
3. Check for continuity from either terminal post
on EUP Solenoid 1 to a good ground.
If there is NO continuity at EUP Solenoid 1,
Ground at the Electronic Unit Pump (EUP)
If continuity exists, the EUP Solenoid 1 is

Ground at the Electronic Unit Pump Figure 750
(EUP) Harness Connector 1. Turn the ignition key OFF.

1. Turn the ignition key OFF. 2. Disconnect connectors J1, J2 and J3 from
2. Disconnect connectors J1, J2 and J3 from the Engine Electronic Control Unit (EECU).
the Engine Electronic Control Unit (EECU). 3. Disconnect the harness connector from EUP
3. Disconnect the harness connector from EUP Solenoid 1.
Solenoid 1. 4. Check for continuity between EECU harness
connector J3 pin 9 and circuit EJ3-9-2.0 at
EUP Solenoid 1 (see Figure 750).
circuit EJ3-9-2.0.
Page 591
751 752
Figure 752

2. Disconnect connectors J1, J2 and J3 from
the Engine Control Unit (EECU).
Figure 751
1. Turn the ignition key OFF. connector J3 pin 9 and a good ground (see
2. Disconnect connectors J1, J2 and J3 from Figure 752).
the Engine Electronic Control Unit (EECU). If voltage is present, the voltage supply
circuit is shorted to voltage. Locate and
3. Disconnect the harness connectors from repair the short circuit.
EUP Solenoid 1.
4. Check for continuity between circuit Test 128 Checking for a Short to Voltage
EJ3-13-2.0 at the EUP Solenoid 1 and in the Electronic Unit Pump (EUP) Solenoid
EECU harness connector J3 pin 13 (see Control Line on page 593.
Figure 751).
circuit EJ3-13-2.0.
Page 592
Test 128 Checking for a Short to Test 256 Isolating a Short in the
Voltage in the Electronic Unit Pump Electronic Unit Pump (EUP)
(EUP) Solenoid Control Line Solenoid Voltage Line
753 754
2. Disconnect Engine Electronic Control Unit 2. Disconnect connector J1, J2 and J3 from the
(EECU) connectors J1, J2 and J3. Engine Electronic Control Unit (EECU).
3. Disconnect the harness connector from 3. Disconnect the harness electrical
Electronic Unit Pump (EUP) Solenoid 1. connectors from the EUP solenoid 1.
4. Turn the ignition key ON. 4. Check for continuity between EECU harness
EECU connectors J1, J2 and J3 (see
Figure 754).
Figure 753).
If voltage is present, the EUP 1 solenoid
control line is shorted to voltage. Locate and
Unit Pump (EUP) Solenoid Control Line on
repair the short.
page 594.
If continuity exists, the EUP circuit is shorted
256 Isolating a Short in the Electronic
Unit Pump (EUP) Solenoid Voltage Line on
page 593.
Page 593
Test 512 Isolating a Short Circuit Test 1024 Checking for a Short at
in the Electronic Unit Pump (EUP) the EECU Connector
Solenoid Control Line 1. Turn the ignition key OFF.
755
the EECU.
3. Visually inspect EECU connectors J1, J2
and J3 for dirt, loose pins or deformed
contacts.
4. If a terminal feels loose or appears
contact and feel tight, go to test Test 2048
Verifying if the Fault Code is Still Active
on page 595.
Figure 755

harness connector J3 pin 13 all other pins
on EECU connectors J1, J2 and J3 (see
Figure 755).
Checking for a Short at the EECU
Page 594
(EECU) connectors J1, J2 and J3. and repair as needed.
diagnostic computer. If the FMI is 8, check ASET Service Manual, check the fuel
the EECU and connectors for dirt, loose or pressure at the secondary fuel filter outlet.
shorted pins, or any other repairable If the fuel pressure is NOT within
damage. If no damage is evident, switch the specifications, perform any required fuel
location of EUP 1 with that of a fault-free system repairs.
EUP. Reconnect all harness connectors and
retest the system. If the PID has changed to 5. Remove EUP 1 from the engine and inspect
the new location of the suspect EUP, replace for surface rust between the 3 O-rings.
the EUP, install all EUPs in their original If rust is present, locate the source of the
location, and retest the system. fuel contamination and replace any
If only the EUP 1 blink code is still active and damaged components.
the FMI is 3, 4, 5 or 6, check the EECU and If all of the mechanical fuel system
and the FMI is 3, 4, 5 or 6, check the EECU
proper connections.
Page 595
BLINK CODE 8-2 ELECTRONIC UNIT PUMP (EUP) (ASET
CEGR ENGINE)
756
Failure Mode Identifier (FMI): 2 (Data Erratic), Code Setting Conditions: The Engine
3 (Voltage High), 4 (Voltage Low), 5 (Current Electronic Control Unit (EECU) will set a code if
Low/Open), 6 (Current High/Shorted) or the EECU detects an open, short to ground or
8 (Abnormal) short to voltage on an EUP circuit for
25 milliseconds. If an EUP code is set, the EECU
Parameter Identification (PID): S2 Injector 2 will turn on the Electronic Malfunction Lamp
(EML) and a loss of one or more EUPs will occur.
Circuit Description: Individual Electronic Unit power or no start.
Pump (EUP) operation is controlled by the Engine
Electronic Control Unit (EECU) using six output
transistor drivers that provide the ground circuit Test 1 Checking for Code 8-2
for the individual EUP Solenoids. 1. Check that code 8-2 is set.
Location: The EUP Solenoids are located on the If code 8-2 is set, go to test Test 2
right side of the engine block. Checking for an Open Electronic Unit Pump
for frayed, loose or corroded connections.
Page 596
Electronic Unit Pump (EUP) Circuit in the Electronic Unit Pump
Solenoid 2 (EUP) Solenoid Voltage Line

3. Check for continuity between the terminal
posts on EUP Solenoid 2.
the solenoid is open and must be replaced.

Ground in the Electronic Unit Pump
(EUP)
Figure 757
Harness Connector on page 597. 2. Disconnect connectors J1, J2 and J3 from
If continuity exists, the EUP Solenoid 2 is the Engine Electronic Control Unit (EECU).
shorted to ground and must be replaced. 3. Disconnect the harness connector from EUP
Solenoid 2.
Test 8 Checking for a Short to 4. Check for continuity between EECU harness
Ground at the Electronic Unit Pump connector J3 pin 10 and circuit EJ3-10-2.0 at
(EUP) Harness Connector EUP Solenoid 2 (see Figure 757).
1. Turn the ignition key OFF. circuit EJ3-10-2.0.
2. Disconnect connectors J1, J2 and J3 from If continuity exists, go to test Test 32
the Engine Electronic Control Unit (EECU). Checking for an Open Circuit in the
3. Disconnect the harness connector from EUP Electronic Unit Pump (EUP) Solenoid
Solenoid 2. Control Line on page 598.
4. Check for continuity between the EUP
Solenoid 2 harness connectors and a good
ground.
Page 597
758 759
Figure 759

3. Disconnect the harness connectors from circuit is shorted to voltage. Locate and
EUP Solenoid 2. repair the short circuit.
4. Check for continuity between circuit
Test 128 Checking for a Short to Voltage
EJ3-15-2.0 at the EUP Solenoid 2 and
in the Electronic Unit Pump (EUP) Solenoid
Figure 758).
circuit EJ3-15-2.0.
Page 598
760 761
Figure 760

3. Disconnect the harness connector from Figure 761
Electronic Unit Pump (EUP) Solenoid 2.
2. Disconnect connector J1, J2 and J3 from the
Figure 760). 3. Disconnect the harness electrical
If voltage is present, the EUP 2 solenoid connectors from the EUP solenoid 2.
control line is shorted to voltage. Locate and 4. Check for continuity between EECU harness
repair the short. connector J3 pin 10 and all other pins on
If voltage is NOT present, go to test Test EECU connectors J1, J2 and J3 (see Figure
256 Isolating a Short in the Electronic 761).
Unit Pump (EUP) Solenoid Voltage Line on If there is NO continuity, go to test Test 512
page 599. Isolating a Short Circuit in the Electronic
page 600.
Page 599
762
the EECU.
contacts.
contact, go to test Test 2048 Verifying if
the Fault Code is Still Active on page 601.
Figure 762

Figure 762).
Page 600
proper connections.
Page 601
CEGR ENGINE)
763
Failure Mode Identifier (FMI): 2 (Data Erratic), Test 1 Checking for Code 8-3
Low/Open), 6 (Current High/Shorted) or 8 1. Check that code 8-3 is set.
(Abnormal) If code 8-3 is set, go to test Test 2
Parameter Identification (PID): S3 Injector 3 (EUP) Solenoid 3 on page 602.
Message Identification (MID): 128 connectors to try to set the code. Visually
Circuit Description: Individual Electronic Unit for frayed, loose or corroded connections.
transistor drivers that provide the ground circuit Test 2 Checking for an Open
for the individual EUP Solenoids.
Location: The EUP Solenoids are located on the Solenoid 3
Code Setting Conditions: The Engine 2. Disconnect the harness electrical
Electronic Control Unit (EECU) will set a code connectors from EUP Solenoid 3.
if the EECU detects an open, short to ground
or short to voltage on an EUP circuit for 3. Check for continuity between the terminal
25 milliseconds. If an EUP code is set, the EECU posts on EUP Solenoid 3.
will turn on the Electronic Malfunction Lamp If continuity exists, go to test Test 4
(EML) and a loss of one or more EUPs will occur. Checking for a Short to Ground in the
Additional Symptoms: Poor performance, low If there is NO continuity at EUP Solenoid 3,
power or no start. the solenoid is open and must be replaced.
Page 602
Ground in the Electronic Unit Pump Circuit in the Electronic Unit Pump
(EUP) (EUP) Solenoid Voltage Line


Ground at the Electronic Unit Pump
(EUP) Harness Connector
Figure 764
3. Disconnect the harness connector from EUP
Solenoid 3. 1. Turn the ignition key OFF.
4. Check for continuity between the EUP 2. Disconnect connectors J1, J2 and J3 from
Solenoid 3 harness connectors and a good the Engine Electronic Control Unit (EECU).
ground.
If continuity exists, the circuit is shorted to 3. Disconnect the harness connector from EUP
ground. Locate and repair the short circuit. Solenoid 3.
If there is NO continuity, go to test Test 16 4. Check for continuity between EECU harness
Checking for an Open Circuit in the connector J3 pin 5 and circuit EJ3-5-2.0 at
Electronic Unit Pump (EUP) Solenoid EUP Solenoid 3 (see Figure 764).
Voltage Line on page 603. If there is NO continuity, repair the open in
circuit EJ3-5-2.0.
Page 603
765 766
2. Disconnect connectors J1, J2 and J3 from 2. Disconnect connectors J1, J2 and J3 from
the Engine Electronic Control Unit (EECU). the Engine Control Unit (EECU).
3. Disconnect the harness connectors from 3. Turn the ignition key ON.
EUP Solenoid 3.
4. Check for continuity between circuit connector J3 pin 5 and a good ground (see
EJ3-6-2.0 at the EUP Solenoid 3 and EECU Figure 766).
harness connector J3 pin 6 (see Figure If voltage is present, the voltage supply
765). circuit is shorted to voltage. Locate and
If there is NO continuity, repair the open in repair the short circuit.
circuit EJ3-6-2.0. If there is NO voltage present, go to test
If continuity exists, go to test Test 64 Test 128 Checking for a Short to Voltage
Checking for a Short to Voltage in the in the Electronic Unit Pump (EUP) Solenoid
Electronic Unit Pump (EUP) Solenoid Control Line on page 605.
Page 604
767 768
Figure 768).
Figure 767).
repair the short.
page 606.
page 605.
Page 605
769
the EECU.
contacts.
Figure 769

harness connector J3 pin 6 all other pins on
Figure 769).
Page 606
proper connections.
Page 607
CEGR ENGINE)
770
Low/Open), 6 (Current High/Shorted) or 1. Check that code 8-4 is set.
8 (Abnormal) If code 8-4 is set, go to test Test 2
Electronic Control Unit (EECU) will set a code if connectors from EUP Solenoid 4.
the EECU detects an open, short to ground or
short to voltage on an EUP circuit for 3. Check for continuity between the terminal
Page 608


Figure 771
ground.
circuit EJ3-11-2.0.
Page 609
772 773
EUP Solenoid 4.
EJ3-14-2.0 at the EUP Solenoid 4 and Figure 773).
EECU harness connector J3 pin 14 (see If voltage is present, the voltage supply
Figure 772). circuit is shorted to voltage. Locate and
Page 610
774 775
Figure 775).
Figure 774).
repair the short.
page 612.
page 611.
Page 611
776
the EECU.
contacts.
Figure 776

Figure 776).
Page 612
proper connections.
Page 613
CEGR ENGINE)
777
Low/Open), 6 (Current High/Shorted) or 1. Check that code 8-5 is set.
8 (Abnormal) If code 8-5 is set, go to test Test 2
Electronic Control Unit (EECU) will set a code if connectors from EUP Solenoid 5.
the EECU detects an open, short to ground or
short to voltage on an EUP circuit for 3. Check for continuity between the terminal
Page 614


Figure 778
ground.
circuit EJ3-4-2.0.
Page 615
779 780
EUP Solenoid 5.
EJ3-12-2.0 at the EUP Solenoid 5 and Figure 780).
EECU harness connector J3 pin 12 (see If voltage is present, the voltage supply
Figure 779). circuit is shorted to voltage. Locate and
Page 616
781 782
Figure 782).
Figure 781).
repair the short.
page 618.
page 617.
Page 617
783
the EECU.
contacts.
Figure 783

Figure 783).
Page 618
proper connections.
Page 619
BLINK CODE 8-6 ELECTRONIC UNIT PUMP (EUP)
(ASET CEGR ENGINE)
784
Failure Mode Identifier (FMI): 3 (Voltage High), Test 1 Checking for Code 8-6
4 (Voltage Low), 5 (Current Low/Open),
6 (Current High/Shorted) or 8 (Abnormal) 1. Check that code 8-6 is set.
Parameter Identification (PID): S6 Injector 6 Checking for an Open Electronic Unit Pump
Message Identification (MID): 128 If code 8-6 is NOT set, wiggle the harness
Circuit Description: Individual Electronic Unit inspect EUP Solenoid 6 wires and terminals
Pump (EUP) operation is controlled by the Engine for frayed, loose or corroded connections.
transistor drivers that provide the ground circuit
for the individual EUP Solenoids. Test 2 Checking for an Open
right side of the engine block. Solenoid 6
Code Setting Conditions: The Engine 1. Turn the ignition key OFF.
Electronic Control Unit (EECU) will set a code if 2. Disconnect the harness electrical
the EECU detects an open, short to ground or connectors from EUP Solenoid 6.
short to voltage on an EUP circuit for
25 milliseconds. If an EUP code is set, the EECU 3. Check for continuity between the terminal
will turn on the Electronic Malfunction Lamp posts on EUP Solenoid 6.
(EML) and a loss of one or more EUPs will occur. If continuity exists, go to test Test 4
Additional Symptoms: Poor performance, low Electronic Unit Pump (EUP) on page 621.
power or no start. If there is NO continuity at EUP Solenoid 6,
the solenoid is open and must be replaced.
Page 620


Figure 785
ground.
circuit EJ3-3-2.0.
Page 621
786 787
Figure 787

Figure 786
1. Turn the ignition key OFF. connector J3 pin 3 and a good ground (see
circuit is shorted to voltage. Locate and
3. Disconnect the harness connectors from repair the short circuit.
EUP Solenoid 6.
4. Check for continuity between circuit Test 128 Checking for a Short to Voltage
EJ3-16-2.0 at the EUP Solenoid 3 and in the Electronic Unit Pump (EUP) Solenoid
EECU harness connector J3 pin 16 (see Control Line on page 623.
Figure 786).
circuit EJ3-16-2.0.
Page 622
788 789
Figure 789).
Figure 788).
repair the short.
page 624.
page 623.
Page 623
790
the EECU.
contacts.
Figure 790

Figure 790).
Page 624
proper connections.
Page 625
BLINK CODE 8-9 ELECTRONIC UNIT PUMP (EUP) SOLENOID
BOOST VOLTAGE (ASET IEGR ENGINE)
791
Figure 791 Electronic Unit Pump (EUP) Circuits (ASET IEGR Engine)
Failure Mode Identifier (FMI): 3 (Voltage High), Code Setting Conditions: The Engine
4 (Voltage Low) Electronic Control Unit (EECU) will set code 8-9 if
the EECU is unable to regulate the EUP Solenoid
Parameter Identification (PID): S151 voltage. Fault code 8-9 will set only when the
engine is running, or when an attempt is made to
Message Identification (MID): 128 start the engine.
Circuit Description: The Engine Electronic Additional Symptoms: Poor performance, low
Control Unit (EECU) controls the supply voltage power or no start.
to the Electronic Unit Pumps (EUPs) to provide
accurate fuel delivery.

Page 626
Test 1 Checking for Code 8-9 Test 5 Isolating the Cause of the
1. Verify that code 8-9 is set. Fault Code
If code 8-9 is set, go to test Test 2 1. The cause of this fault is difficult to isolate.
Checking for Other EECU Fault Codes on The root cause of this fault may be in one or
page 627. more EUP Solenoids, in the EECU, in the
If code 8-9 is NOT set, wiggle the harness engine wiring harness, or in other chassis
and connectors at the EUP Solenoids and at related components.
the EECU with the engine running. Visually Contact Mack Trucks Service Engineering
inspect wires and terminals for frayed, loose before continuing diagnosis.
or corroded connections.
Test 2 Checking for Other EECU

Fault Codes
1. Use a diagnostic computer to check for
related fault codes.
If fault codes 7-5 or 7-6 are active, attempt to
repair these faults and retest the system.
If fault codes 6-6 or 6-7 are active,
reprogram the EECU Engine Data File, and
retest the system. If reprogramming the
EECU does not correct the problem, replace
the EECU and retest the system. If the fault
is still active, go to test Test 5 Isolating
the Cause of the Fault Code on page 627.
Page 627
BLINK CODE 9-1
BLINK CODE 9-1
BLINK CODE 9-1 TRANSPORT PROTOCOL PROGRAMMING
FAILURE
Failure Mode Identifier (FMI): 14 (Table Code Setting Conditions: The Vehicle
Programming Failure) Electronic Control Unit (VECU) will set code 9-1 if
the dispatcher attempts to program parameters,
Parameter Identification (PID): S254 but the programming is not completed
successfully. In the event that this fault occurs,
Message Identification (MID): 142 the driver will be alerted by the Electronic
Malfunction Lamp (EML) and the dispatcher will
Circuit Description: The Vehicle Electronic be notified via Qualcomm.
Control Unit (VECU) can be programmed on the
fly using a combination of InfoMax and
Qualcomm software. This feature allows
dispatchers to change things like road speed If this fault occurs, the dispatcher should attempt
limits and cruise control settings to suit driving to reprogram the desired parameters. If a
conditions and speed limit changes at state line programming error occurs on subsequent
crossings. attempts, reprogram the parameters using a
diagnostic service tool. Once the VECU is
reprogrammed, code 9-1 will be erased from the
fault table.
Page 628
(ASET IEGR ENGINE)
792
Figure 792 VECU Switched Power and Ground Standard Circuit
Page 629
793
Figure 793 EECU Power and Ground Circuit (ASET IEGR Engine)
Failure Mode Identifier (FMI): 4 (Special Code Setting Conditions: The Electronic
Instructions) Malfunction Lamp (EML) will illuminate and
code 9-2 will set with MID 142 if the Vehicle
Parameter Identification (PID): S254 Electronic Control Unit (VECU) senses a loss of
battery power without the key switch being turned
Message Identification (MID): 128/142 off. The Electronic Malfunction Lamp (EML) will
illuminate and code 9-2 will set with MID 128 if
Circuit Description: Switched power is supplied the Engine Electronic Control Unit (EECU)
to the Vehicle Electronic Control Unit (VECU) senses a loss of switched power without the key
through connector J3, pin 17. The VECU ground switch being turned off. Code 9-2 generally
is provided at connector J3, pin 18. Switched indicates a major vehicle power failure.
power is supplied to the Engine Electronic
Control Unit (EECU) through connector J2,
pins 10, 22, and 41. The EECU ground is
provided through connector J2, pins 12, 24,
and 43.
Page 630
If code 9-2 is logged, check the following Refer to Mack Service Bulletin SB-221-032 for
components for corrosion, loose terminals, and/or more information and advanced diagnostics
poor connections: regarding fault code 9-2.
Batteries
Starter Motor
Engine Ground
Fault code 9-2 can only be logged in a VECU
Ground Circuit Breaker equipped with 1MS328, 1MS336, 1MS336A,
1MS349, 1MS364, or 1MS369 software. Fault
Left and Right Dashboard Grounds
code 9-2 can only be logged in an EECU
Power Relays equipped with 1MS334, 1MS334A or 1MS368
CEGR software, provided that the VECU is
Engine Electronic Control Unit (EECU) Fuse
equipped with the aforementioned software.
or Circuit Breaker Connections (MID 128)
Engine Power Distribution Module (EPDM)
Connectors (MID 128)
Engine-to-Transmission Transition
Connector (MID 128)
Vehicle Electronic Control Unit (VECU) Fuse
or Circuit Breaker Connections (MID 142)
Clean, repair or replace as necessary.
To clear code 9-2, turn the key switch ON, turn
the key switch OFF for 6 seconds, then turn the
key switch back ON. The code will clear in several
seconds.
Page 631
(ASET CEGR ENGINE)
794
Figure 794 VECU Switched Power and Ground Standard Circuit

795
Figure 795 EECU Power and Ground Circuit (ASET CEGR Engine)
Page 632
Failure Mode Identifier (FMI): 4 (Special
Instructions)
Parameter Identification (PID): S254 If code 9-2 is logged, check the following
components for corrosion, loose terminals, and/or
Message Identification (MID): 128/142 poor connections:
Batteries
Circuit Description: Switched power is supplied
to the Vehicle Electronic Control Unit (VECU) Starter Motor
through connector J3, pin 17. The VECU ground Engine Ground
is provided at connector J3, pin 18. Switched
power is supplied to the Engine Electronic Ground Circuit Breaker
Control Unit (EECU) through connector J1, Left and Right Dashboard Grounds
pins 2, 3, and 5. The EECU ground is provided
through connector J1, pins 4, 7, and 8. Power Relays
Engine Electronic Control Unit (EECU) Fuse
Code Setting Conditions: The Electronic or Circuit Breaker Connections (MID 128)
Malfunction Lamp (EML) will illuminate and
code 9-2 will set with MID 142 if the Vehicle Engine Power Distribution Module (EPDM)
Electronic Control Unit (VECU) senses a loss of Connectors (MID 128)
battery power without the key switch being turned Vehicle Interface Connector (MID 128)
off. The Electronic Malfunction Lamp (EML) will
illuminate and code 9-2 will set with MID 128 if Vehicle Electronic Control Unit (VECU) Fuse
the Engine Electronic Control Unit (EECU) or Circuit Breaker Connections (MID 142)
senses a loss of switched power without the key Clean, repair or replace as necessary.
switch being turned off. Code 9-2 generally
indicates a major vehicle power failure. To clear code 9-2, turn the key switch ON, turn
the key switch OFF for 6 seconds, then turn the
key switch back ON. The code will clear in several
seconds.
Refer to Mack Service Bulletin SB-221-032 for

more information and advanced diagnostics
regarding fault code 9-2.
Fault code 9-2 can only be logged in a VECU

equipped with 1MS328, 1MS336, 1MS336A,
1MS349, 1MS364, or 1MS369 software. Fault
code 9-2 can only be logged in an EECU
equipped with 1MS334, 1MS334A or 1MS368
CEGR software, provided that the VECU is
equipped with the aforementioned software.
Page 633
BLINK CODE 9-3 AFTERCOOLER OUTLET TEMPERATURE
(AOT) SENSOR (ASET CEGR ENGINE)
796
Figure 796 Aftercooler Outlet Temperature (AOT) Sensor Circuit (ASET CEGR Engine)
Location: The Aftercooler Outlet Temperature

(AOT) Sensor is located on the left side of the
engine, in the EGR mixer.
9-3 will set with FMI 3 when the Engine Electronic
Control Unit (EECU) senses the AOT Sensor
4 (Voltage Low), 5 (Current Low/Open), 2 (Data
Intermittent)
set with FMI 4 when the EECU senses the AOT
2 seconds. If the AOT Sensor voltage returns to
Circuit Description: The Aftercooler Outlet
Temperature (AOT) Sensor is a thermistor. The
resistance of the AOT Sensor changes inversely
to the temperature of the air in the intake air
not running), the Intake Manifold Temperature
system. When the intake air is cold, the sensor
(IMT) Sensor, the Aftercooler Outlet Temperature
resistance is high. As the temperature of the air
(AOT) Sensor, and the Compressor Discharge
Temperature (CDT) Sensor should all indicate the
same temperature. Under these conditions, the
the voltage drop across the AOT Sensor and
EML will turn on and code 9-3 will set with FMI 2
uses this signal to accurately calculate the air/fuel
if the AOT Sensor signal indicates a temperature
mixture. The AOT Sensor information is also used
that is NOT within 15F of the average of the
for controlling the on/off fan solenoid and the
three sensors.
electronic fan drive.
Page 634
1. Is code 9-5 also set?
FMI 2 is only available with EECU version If code 9-5 is also set, go to test Test 8
1MS378 software. Additionally, code 9-3 will only Checking for an Open in the AOT Sensor
appear as an active fault when the engine is NOT Return Line on page 636.
running.

1MS368 software. The EML will turn on and Ground in the Sensor
code 9-3 will set with FMI 5 when the EECU 797
senses an AOT Sensor signal voltage between
4.4 volts and 4.8 volts, and an inlet manifold
temperature greater than 50F. Additionally, FMI
5 will only appear as an active fault when the
engine is running.
Normal AOT Sensor Parameters: The

Aftercooler Outlet Temperature (AOT) Sensor has
a resistance between 59,500 ohms at 50F
(10C) and 3,500 ohms at 180F (82C).

(FMI) on page 635.
Visually inspect the Aftercooler Outlet
Temperature (AOT) Sensor connector and Figure 797
Test 2 Checking Code 9-3 Failure 2. Disconnect the Aftercooler Outlet
Temperature (AOT) Sensor connector.
1. Check the Failure Mode Identifier (FMI) AOT Sensor to a good ground (see
using a diagnostic computer. Figure 797).
If the FMI is 3 (voltage high) or 5 (current If continuity exists, replace the AOT Sensor.
low/open), go to test Test 4 Checking for If there is NO continuity and the FMI was 4,
Other Codes on page 635. go to test Test 10 Checking Sensor
If the FMI is 4 (voltage low) or 2 (data Resistance on page 637.
intermittent), go to test Test 5 Checking If there is NO continuity and the FMI was 2,
for a Short to Ground in the Sensor on page go to test Test 11 Checking for Voltage
635. on the Sensor Return Line on page 637.
Page 635
Test 8 Checking for an Open in Test 9 Checking Sensor
the AOT Sensor Return Line Resistance
798 799
Figure 799

2. Disconnect the Aftercooler Outlet
Temperature (AOT) Sensor harness
connector.
Figure 798 3. Measure the resistance across the pins of
the AOT Sensor with the air temperature
1. Turn the ignition key OFF. between 50 and 180F (10 and 82C)
2. Disconnect the Aftercooler Outlet (see Figure 799).
Temperature (AOT) Sensor connector. If the resistance of the sensor is between
3. Disconnect connector J2 from the Engine 59,500 and 3,500 ohms or if the resistance
Electronic Control Unit (EECU). is infinite (open circuit), go to test Test 18
Checking Signal Line Voltage on page 638.
4. Connect a jumper between EECU harness If the resistance of the sensor is not within
connector J2 pins 67 and 84 (see Figure normal operating parameters (59,500 and
798). 3,500 ohms), but is not an open circuit
5. Check for continuity between pin 1 and 2 of (infinite resistance), replace the sensor.
the AOT Sensor harness connector.
Line on page 638.
circuit.
Page 636
800 801
2. Disconnect the AOT Sensor connector. 2. Disconnect the Aftercooler Outlet
the AOT Sensor with the air temperature 3. Disconnect connector J2 from Engine
between 50 and 180F (10 and 82C) Electronic Control Unit (EECU).
(see Figure 800).
If the resistance is between 59,500 and
3,500 ohms, go to test Test 20 Checking 5. Measure the voltage between EECU
for a Short in the Harness Between the connector J2 pin 67 and a good ground (see
Engine Electronic Control Unit (EECU) and Figure 801).
the AOT Sensor on page 639. If the measured voltage is less than
If the resistance is less than 3,500 ohms, 0.5 volts, go to test Test 22 Checking for
replace the AOT Sensor. a Short Circuit to Ground in the AOT Sensor
Page 637
Test 16 Checking for Voltage on Test 18 Checking Signal Line
the Sensor Return Line Voltage
802 803
1. Turn the ignition key OFF. 1. Disconnect the AOT Sensor connector.
2. Disconnect the Aftercooler Outlet 2. Turn the ignition key ON.
3. Measure the voltage between AOT Sensor
3. Disconnect connector J2 from Engine harness connector pin 1 and a good ground
Electronic Control Unit (EECU). (see Figure 803).
4. Turn the ignition key ON. If the measured voltage is greater than
6 volts, the AOT Sensor signal line is
5. Measure the voltage between EECU shorted to voltage; go to test Test 36
connector J2 pin 67 and a good ground (see Checking for a Short Circuit to Voltage in the
Figure 802). Signal Line on page 640.
If the measured voltage is less than If the measured voltage is less than 6 volts,
0.5 volts, go to test Test 32 Checking the and the sensor was open (infinite resistance)
EECU Connector for an Open AOT Sensor in test 9, replace the sensor.
If the measured voltage is greater than and the sensor was NOT open in test 9, go
0.5 volts, there is a short to voltage in the to test Test 37 Checking for an Open
sensor return line. Locate and repair the AOT Sensor Signal Line on page 640.
Page 638
Test 20 Checking for a Short in Test 22 Checking for a Short
the Harness Between the Engine Circuit to Ground in the AOT Sensor
Electronic Control Unit (EECU) and Signal Line
the AOT Sensor 805
804
Figure 805
Figure 804
1. Turn the ignition key OFF. 2. Disconnect the AOT Sensor harness
2. Disconnect the AOT Sensor harness connector.
connector. 3. Disconnect connector J2 from the Engine
3. Disconnect connector J2 from the Engine Electronic Control Unit (EECU).
Electronic Control Unit (EECU). 4. Check for continuity between pin 1 of the
4. Check for continuity between pin 1 of the AOT Sensor harness connector and a good
AOT Sensor harness connector and a good ground (see Figure 805).
ground (see Figure 804). If there is NO continuity, replace the AOT
If there is NO continuity, go to test Test 40 Sensor and retest the system. If code 9-3 is
Checking for Proper Supply Voltage to the still present with FMI 2, go to test Test 44
Sensor on page 641. Checking the EECU Connector on page
642.
ground, go to test Test 41 Checking for a If continuity exists between pin 1 and
Pin to Pin Short in the Harness on page ground, locate and repair the short circuit to
641. ground in the AOT Sensor signal line.
Page 639
Connector for an Open AOT Sensor AOT Sensor Signal Line
Return Line 807

contacts.
If the terminal is making good contact, go to
on page 642.

806
Figure 807

2. Disconnect the AOT Sensor harness
connector.
AOT Sensor harness connector and EECU
Figure 807).
Figure 806 If there is NO continuity, locate and repair
the open in the signal line between the AOT
1. Disconnect the AOT Sensor harness Sensor harness connector and EECU
connector. harness connector J2 pin 84.
Checking for an Open AOT Sensor Return
5. Measure the voltage from EECU harness
Figure 806).
Page 640
Test 40 Checking for Proper Test 41 Checking for a Pin to Pin
Supply Voltage to the Sensor Short in the Harness
808 809
2. Disconnect the AOT Sensor connector. 2. Disconnect the AOT Sensor harness
connector.
AOT Sensor harness connector and a good
5.5 volts, check the AOT Sensor harness
contact with the AOT Sensor pins. If the pins If there is NO continuity, the signal line is
are in good shape, replace the AOT Sensor. shorted to ground somewhere else in the
to ground.
page 644.
Page 641
Test 44 Checking the EECU Test 72 Checking for a Short
Connector Circuit at the EECU Connector
J2 pins 67 and 84 for dirt, loose pins, or
deformed contacts.
If the Aftercooler Outlet Temperature Sensor was
If any damage is found, repair EECU
open in test 9, replace the sensor before retesting
the circuit.
replace the EECU.
2. Connect the AOT Sensor harness
Test 64 Checking for Blink connector.
Code 9-3 3. Connect connectors J1, J2 and J3 to the
1. Connect the AOT Sensor harness EECU.
connector. 4. Turn the ignition key ON.
2. Connect EECU harness connectors J1, J2 If blink code 9-3 is still active, check the
and J3 to the EECU. EECU and connectors J1, J2 and J3 for dirt,
3. Turn the ignition key ON. repairable damage. If no problems are
If blink code 9-3 is still active, replace the evident, or are NOT repairable, replace the
EECU and retest the system. EECU and retest the system.
If blink code 9-3 is NOT active, the If blink code 9-3 is NOT active, the
Page 642
Short in the Harness AOT Sensor Return Circuit
810 811
2. Disconnect the AOT Sensor harness 2. Disconnect the AOT Sensor harness
3. Disconnect EECU connectors J1, J2 and J3. 3. Connect EECU connector J2.
4. Check for continuity between EECU harness 4. Check for continuity between pin 2 of the
connector J2 pin 84 and all other pins on AOT Sensor harness connector and a good
EECU connectors J1, J2 and J3 (see ground (see Figure 811).
If continuity exists, the signal line is shorted the open in the harness between the AOT
to one of the other EECU circuits. Locate Sensor and the common ground with the
and repair the short circuit to voltage, then Compressor Discharge Temperature (CDT)
replace the sensor. sensor.
If there is NO continuity, the signal line is If continuity exists, check the AOT Sensor
shorted to voltage somewhere else in the harness connector for damaged pins or
harness. Locate and repair the short circuit improper mating with the AOT Sensor. If the
to voltage, then replace the sensor. AOT Sensor is OK, go to test Test 148
Page 643
Circuit at the EECU Connector Connector for an Open Circuit
1. Turn the ignition key OFF. 1. Visually inspect EECU harness connector
2. Connect the AOT Sensor connector.
deformed contacts.
2. If a repairable open is found or either of the
EECU.
4. Turn the ignition key ON. connector J2.
If blink code 9-3 is still active, check the If the terminals are making good contact, go
EECU and connectors J1, J2 and J3 for dirt, to test Test 296 Checking for an Open
loose or shorted pins, or any other Circuit at the EECU Connector on page
repairable damage. If no problems are 644.
procedures have corrected the problem. Circuit at the EECU Connector
connections. 1. Connect the AOT Sensor connector.
EECU.
connections.
Page 644
BLINK CODE 9-5 COMPRESSOR DISCHARGE TEMPERATURE
(CDT) SENSOR (ASET CEGR ENGINE)
812
Figure 812 Compressor Discharge Temperature (CDT) Sensor Circuit (ASET CEGR Engine)
Location: The Compressor Discharge

Temperature (CDT) Sensor is located at the right
side of the engine, in the air intake pipe between
When performing electrical tests, wiggle the wires the turbocharger and the charge air cooler.
Malfunction Lamp (EML) will turn on and code 9-5
Failure Mode Identifier (FMI): 0 (Valid High),
will set with FMI 3 when the Engine Electronic
Control Unit (EECU) senses the CDT Sensor
Low/Open), 2 (Data Intermittent)
set with FMI 4 when the EECU senses the CDT
2 seconds. If the CDT Sensor voltage returns to
Circuit Description: The Compressor Discharge
Temperature (CDT) Sensor is a thermistor. The
resistance of the CDT Sensor changes inversely
to the temperature of the air in the intake system.
When the intake air is cold, the sensor resistance
not running), the Intake Manifold Temperature
is high. As the temperature of the air increases,
(IMT) Sensor, the Aftercooler Outlet Temperature
(AOT) Sensor, and the Compressor Discharge
Temperature (CDT) Sensor should all indicate the
voltage drop across the CDT Sensor and uses
same temperature. Under these conditions, the
this signal to protect the turbocharger and engine
EML will turn on and code 9-5 will set with FMI 2 if
from overboost conditions.
the CDT Sensor signal indicates a temperature
that is NOT within 15F of the average of the three
sensors.
Page 645
1MS378 software. Additionally, code 9-5 will only 1. Check the Failure Mode Identifier (FMI)
appear as an active fault when the engine is NOT using a diagnostic computer.
running. If the FMI is 0 (valid high), check for a stuck
VTG actuator, major air system leak, and
that the inlet air cleaner boot is making full
contact with the hood, ensuring only outside
air is entering the air cleaner. Refer to the
FMI 5 is only available with EECU version applicable ASET Service Manual.
1MS368 software. The EML will turn on and
code 9-5 will set with FMI 5 when the EECU
senses the CDT Sensor signal voltage is
between 4.55 volts and 4.8 volts, and the inlet air With the vehicle moving at a moderate speed, the
temperature is above 110F. Additionally, FMI 5 compressor inlet temperature should be no more
will only appear as an active fault when the than 20F above ambient air temperature using
engine is running. the Advanced Diagnostics screen of Customer
Data Programming.
Normal CDT Sensor Parameters: The If the FMI is 3 (voltage high) or 5 (current
Compressor Discharge Temperature (CDT) low/open), go to test Test 4 Checking for
Sensor has a resistance between 59,500 ohms at Other Codes on page 646.
50F (10C) and 3,500 ohms at 180F (82C).
If the FMI is 4 (voltage low) or 2 (data
Additional Symptoms: Power is reduced to 90% intermittent), go to test Test 5 Checking
when code 9-5 is active. At sea level, the power for a Short to Ground in the Sensor on page
reduction begins when the Compressor 647.
Discharge Temperature exceeds 430F (221C)
until only 60% is available at 500F (260C). Test 4 Checking for Other Codes
Above 5000 feet (1524 meters), the power
reduction begins when the Compressor 1. Is code 9-3 also set?
Discharge Temperature exceeds 450F (232C) If code 9-3 is also set, go to test Test 8
until only 80% is available at 500F (260C). Checking for an Open in the CDT Sensor
Test 1 Checking for Code 9-5 If only code 9-5 is set, go to test Test 9
(FMI) on page 646.
Visually inspect the Compressor Discharge
Temperature (CDT) Sensor connector and
Page 646
Test 5 Checking for a Short to Test 8 Checking for an Open in
Ground in the Sensor the CDT Sensor Return Line
813 814
Figure 813

2. Disconnect the Compressor Discharge
Temperature (CDT) Sensor connector.
CDT Sensor to a good ground (see Figure 814
Figure 813).
If continuity exists, replace the CDT Sensor.
If there is NO continuity and the FMI was 4, 2. Disconnect the Compressor Discharge
go to test Test 10 Checking Sensor Temperature (CDT) Sensor connector.
Resistance on page 648. 3. Disconnect connector J2 from the Engine
If there is NO continuity and the FMI was 2, Electronic Control Unit (EECU).
go to test Test 11 Checking for Voltage 4. Connect a jumper between EECU harness
on the Sensor Return Line on page 649. connector J2 pins 67 and 85 (see
Figure 814).
5. Check for continuity between pin 1 and 2 of
the CDT Sensor harness connector.
Line on page 649.
circuit.
Page 647
Test 9 Checking Sensor Test 10 Checking Sensor
Resistance Resistance
815 816
2. Disconnect the Compressor Discharge 2. Disconnect the CDT Sensor connector.
Temperature (CDT) Sensor harness
connector.
the CDT Sensor with the air temperature
3. Measure the resistance across the pins of between 50 and 180F (10 and 82C)
the CDT Sensor with the air temperature (see Figure 815).
between 50 and 180F (10 and 82C) If the resistance of the sensor is between
(see Figure 815). 59,500 and 3,500 ohms, go to test Test 20
If the resistance of the sensor is between Checking for a Short in the Harness
59,500 and 3,500 ohms or if the resistance Between the Engine Electronic Control Unit
is infinite (open circuit), go to test Test 18 (EECU) and the CDT Sensor on page 650.
Checking Signal Line Voltage on page 650. If the resistance of the sensor is less than
If the resistance of the sensor is not within 3,500 ohms, replace the CDT Sensor.
normal operating parameters (59,500 and
3,500 ohms), but is not an open circuit
Page 648
Test 11 Checking for Voltage on Test 16 Checking for Voltage on
the Sensor Return Line the Sensor Return Line
817 818
2. Disconnect the Compressor Discharge 2. Disconnect the Compressor Discharge
Temperature (CDT) Sensor connector. Temperature (CDT) Sensor connector.
3. Disconnect connector J2 from Engine 3. Disconnect connector J2 from Engine
Electronic Control Unit (EECU). Electronic Control Unit (EECU).
5. Measure the voltage between EECU 5. Measure the voltage between EECU
connector J2 pin 67 and a good ground (see connector J2 pin 67 and a good ground (see
If the measured voltage is less than If the measured voltage is less than
0.5 volts, go to test Test 22 Checking for 0.5 volts, go to test Test 32 Checking the
a Short Circuit to Ground the CDT Sensor EECU Connector for an Open CDT Sensor
Signal Line on page 651. Return Line on page 651.
If the measured voltage is greater than If the measured voltage is greater than
0.5 volts, there is a short to voltage in the 0.5 volts, there is a short to voltage in the
sensor return line. Locate and repair the sensor return line. Locate and repair the
short circuit to voltage. short circuit to voltage.
Page 649
Test 18 Checking Signal Line Test 20 Checking for a Short in
Voltage the Harness Between the Engine
819 Electronic Control Unit (EECU) and
the CDT Sensor
820
Figure 819
1. Disconnect the CDT Sensor connector.

Figure 820
3. Measure the voltage between CDT Sensor 1. Turn the ignition key OFF.
harness connector pin 1 and a good ground 2. Disconnect the CDT Sensor harness
(see Figure 819). connector.
6 volts, the CDT Sensor signal line is 3. Disconnect connector J2 from the Engine
shorted to voltage; go to test Test 36 Electronic Control Unit (EECU).
Checking for a Short Circuit to Voltage in the 4. Check for continuity between pin 1 of the
Signal Line on page 651. CDT Sensor harness connector and a good
If the measured voltage is less than 6 volts, ground (see Figure 820).
and the sensor was open (infinite resistance) If continuity exists between pin 1 and
in test 9, replace the sensor. ground, go to test Test 40 Checking for a
If the measured voltage is less than 6 volts, Pin to Pin Short in the Harness on page
and the sensor was NOT open in test 9, go 652.
to test Test 37 Checking for an Open If there is NO continuity, go to test Test 41
CDT Sensor Signal Line on page 652. Checking for Proper Supply Voltage to the
Sensor on page 653.
Page 650
Test 22 Checking for a Short If the terminal is making good contact with
Circuit to Ground the CDT Sensor test Test 64 Checking for Blink Code 9-5
821

822
Figure 821

2. Disconnect the CDT Sensor harness
connector.
3. Disconnect connector J2 from the Engine Figure 822
4. Check for continuity between pin 1 of the 1. Disconnect the CDT Sensor harness
CDT Sensor harness connector and a good connector.
If continuity exists between pin 1 and 2. Turn the ignition key OFF.
ground, locate and repair the short circuit to 3. Disconnect connector J2 from the EECU.
ground in the CDT Sensor signal line.
If there is NO continuity, replace the CDT 4. Turn the ignition key ON.
Sensor and retest the system. If code 9-5 is 5. Measure the voltage from EECU harness
still present with FMI 2, go to test Test 44 connector J2 pin 85 to a good ground (see
Checking the EECU Connector on page Figure 822).
653.
Test 32 Checking the EECU Test 72 Checking for a Short Circuit at
Connector for an Open CDT Sensor
Return Line Checking for a Pin to Pin Short in the
1. Visually inspect EECU harness connector Harness on page 654.
contacts.
Page 651
CDT Sensor Signal Line Short in the Harness
823 824
2. Disconnect the CDT Sensor harness 2. Disconnect the CDT Sensor harness
4. Check for continuity between pin 1 of the 4. Check for continuity between EECU harness
CDT Sensor harness connector and EECU connector J2 pin 85 and all other pins on
harness connector J2 pin 85 (see Figure EECU connector J2 (see Figure 824).
823). If continuity exists, the signal line is shorted
If there is NO continuity, locate and repair to one of the other EECU circuits. Locate
the open in the signal line between the CDT and repair the short circuit.
Sensor harness connector and EECU If there is NO continuity, the signal line is
harness connector J2 pin 85. shorted to ground somewhere else in the
If continuity exists, go to test Test 74 harness. Locate and repair the short circuit
Checking for an Open CDT Sensor Return to ground.
Page 652
Test 41 Checking for Proper Test 44 Checking the EECU
Supply Voltage to the Sensor Connector
825
J2 pins 67 and 85 for dirt, loose pins, or
deformed contacts.
If any damage is found, repair EECU
replace the EECU.

Blink Code 9-5
1. Connect the CDT Sensor harness
connector.
2. Connect EECU harness connectors J1, J2
and J3 to the EECU.
Figure 825
2. Disconnect the CDT Sensor connector.

CDT Sensor harness connector and a good
5.5 volts, check the CDT Sensor harness
contact with the CDT Sensor pins. If the pins
are in good shape, replace the CDT Sensor.
page 655.
Page 653
Circuit at the EECU Connector Short in the Harness
826
If the Compressor Discharge Temperature (CDT)

Sensor was open in test 9, replace the sensor
before retesting the circuit.

2. Connect the CDT Sensor harness
connector.
retest the system.
Check all connectors to ensure proper Figure 826
connections.
2. Disconnect the CDT Sensor harness
connector.
replace the CDT Sensor.
to voltage, then replace the CDT Sensor.
Page 654
CDT Sensor Return Circuit Circuit at the EECU Connector
827
2. Connect the CDT Sensor connector.
EECU.
EECU and connectors J1, J2 and J3 for dirt,
connections.

Figure 827
1. Turn the ignition key OFF. deformed contacts.
2. Disconnect the CDT Sensor harness 2. If a repairable open is found, repair EECU
connector. harness connector J2.
3. Connect EECU connector J2. to test Test 296 Checking for an Open
4. Check for continuity between pin 2 of the Circuit at the EECU Connector on page
CDT Sensor harness connector and a good 655.
If there is NO continuity, locate and repair Test 296 Checking for an Open
the open in the harness between the CDT
Sensor and the common ground with the Circuit at the EECU Connector
Aftercooler Outlet Temperature (AOT) 1. Connect the CDT Sensor connector.
Sensor.
If continuity exists, check the CDT Sensor 2. Connect connectors J1, J2 and J3 to the
harness connector for damaged pins or EECU.
improper mating with the CDT Sensor. If the 3. Turn the ignition key ON.
CDT Sensor is OK, go to test Test 148 If blink code 9-5 is still active, replace the
Checking the EECU Connector for an Open EECU and retest the system.
connections.
Page 655
BLINK CODE 9-8 AUXILIARY OUTPUT DEVICE #1
(ASET CEGR ENGINE)

Engineering.
Page 656
(ASET CEGR ENGINE)

Engineering.
Page 657
(ASET CEGR ENGINE)

Engineering.
Page 658
BLINK CODE 10-1 INTERNAL SENSOR VOLTAGE
(ASET CEGR ENGINE)
828
Figure 828 Air Humidity and Temperature Sensor Circuit (ASET CEGR Engine)

and connectors to find intermittent problems. 2. Check if codes 2-8 or 2-9 are also set.
If codes 2-8 or 2-9 are also set, go to the
diagnostic routine for the appropriate code.
Failure Mode Identifier (FMI): 3 (Voltage High), If only code 10-1 is set, go to test Test 2
4 (Voltage Low) Checking Code 10-1 Failure Mode Identifier
(FMI) on page 660.
Message Identification (MID): 128 and connectors to try to set the code.
Circuit Description: This fault code is used to Control Unit (EECU) connectors for frayed
detect a short circuit in the 5 volt supply to the wires and loose or corroded connections.
Intake Air Temperature and Humidity (IATH)
Sensor.
Location: Internal to the Engine Electronic

Control Unit (EECU).

code 10-1 will set when the Air Humidity and
Temperature Sensors supply voltage is less than
5 volts or greater than 5 volts. If the voltage
returns to 5 volts, the fault will become inactive.
Page 659
Test 2 Checking Code 10-1 4. Check for continuity between EECU harness
Failure Mode Identifier (FMI) (see Figure 829).
1. Check the Failure Mode Identifier (FMI) If there is NO continuity, go to test Test 8
using a diagnostic computer. Checking for a Short Circuit in the Intake Air
If the FMI is 4 (Voltage Low), go to test Test Temperature and Humidity Sensor on page
4 Checking for a Short to Ground in the 661.
Intake Air Temperature and Humidity Sensor If continuity exists, locate and repair the
Supply Voltage Circuit on page 660. short circuit to ground in circuit EJ2-30-0.5.
If the FMI is 3 (Voltage High), go to test Test
5 Checking for a Short Circuit to Voltage Test 5 Checking for a Short
on page 660.
Circuit to Voltage
Test 4 Checking for a Short to 830
Ground in the Intake Air

Temperature and Humidity Sensor
Supply Voltage Circuit
829
Figure 830

Figure 829 4. Measure the voltage between EECU
2. Disconnect EECU connector J2. If voltage is present, locate and repair the
3. Disconnect the Intake Air Temperature and short circuit to voltage in circuit EJ2-30-0.5.
Humidity Sensor harness connector. If NO voltage is present, go to test Test 10
on page 661.
Page 660
Test 8 Checking for a Short Test 16 Checking for a Faulty
Circuit in the Intake Air Temperature EECU Connector
and Humidity Sensor 1. Turn the ignition key OFF.
831
4. If a repairable open is found or if any of the
terminals feels loose, repair the harness
connector.
to test Test 32 Checking the Engine
Electronic Control Unit (EECU) on page
661.
Test 20 Checking the Engine

Figure 831 1. Turn the ignition key OFF.
1. Turn the ignition key OFF. 2. Connect EECU connector J2.
2. Disconnect the Intake Air Temperature and 3. Connect the Intake Air Temperature and
Humidity Sensor harness connector. Humidity Sensor harness connector.
3. Check for continuity between Intake Air 4. Start the truck.
Temperature and Humidity Sensor pin A and If blink code 10-1 is still active, replace the
a good ground (see Figure 831). EECU and retest the system.
If there is NO continuity, go to test Test 16 If blink code 10-1 is not active, the diagnostic
Checking for a Faulty EECU Connector procedures have corrected the problem.
on page 661. Check all connectors to ensure proper
If continuity exists, replace the Intake Air connections.
Temperature and Humidity Sensor.
Test 10 Checking for a Faulty Electronic Control Unit (EECU)
EECU Connector
1. Turn the ignition key OFF. 2. Connect EECU connector J2.
2. Disconnect EECU connector J2. 3. Connect the Intake Air Temperature and
3. Visually inspect EECU connector J2 for dirt, Humidity Sensor harness connector.
loose pins or deformed contacts. 4. Start the truck.
4. If a repairable short circuit is found or if any If blink code 10-1 is still active, replace the
of the terminals feels loose, repair the EECU and retest the system.
harness connector. If blink code 10-1 is not active, the diagnostic
If the terminals are making good contact, go procedures have corrected the problem.
to test Test 20 Checking the Engine Check all connectors to ensure proper
Electronic Control Unit (EECU) on page connections.
661.
Page 661
BLINK CODE 10-2 5 VOLT SUPPLY (ASET CEGR ENGINE)
832
Figure 832 Oil Pressure Sensor Circuit (ASET CEGR Engine)

833
Figure 833 VTG Position Sensor Circuit (ASET CEGR Engine)
Page 662
Test 2 Checking Code 10-2
Failure Mode Identifier (FMI)
and connectors to find intermittent problems. 1. Check the Failure Mode Identifier (FMI)
If the FMI is 4 (Voltage Low), go to test Test
Failure Mode Identifier (FMI): 3 (Voltage High), 4 Checking for a Short to Ground in the
4 (Voltage Low) Engine Oil Pressure and VTG Position
Sensors Reference Voltage Circuits on
Parameter Identification (PID): S232 page 664.
Message Identification (MID): 128 5 Checking for a Short Circuit to Voltage
on page 664.
Circuit Description: This fault code is used to
detect a short circuit in the 5 volt supply to the
Engine Oil Pressure (EOP) Sensor and the VTG
Position Sensor.


code 10-2 will set when the Oil Pressure and
VTG Position Sensors reference voltage is less
than 5 volts or greater than 5 volts. If the voltage
returns to 5 volts, the fault will become inactive.

2. Check if codes 1-1 or 4-5 are also set.
If codes 1-1 or 4-5 are also set, go to the
diagnostic routine for the appropriate code.
(FMI) on page 663.
Page 663
Ground in the Engine Oil Pressure Circuit to Voltage
and VTG Position Sensors 835
Reference Voltage Circuits

834
Figure 835

Figure 834
2. Disconnect EECU connector J2. 4. Measure the voltage between EECU
3. Disconnect the Engine Oil Pressure Sensor connector J2, pins 25 and 26 and a good
and VTG Position Sensor harness ground (see Figure 835).
connectors. If voltage is present, locate and repair the
short circuit to voltage in circuit EJ2-25-0.5
4. Check for continuity between EECU harness or EJ2-26-0.5.
connector J2, pins 25 and 26 and a good
ground (see Figure 834). If NO voltage is present, go to test Test 10
If there is NO continuity, go to test Test 8 on page 665.
Checking for a Short Circuit to Ground in the
Oil Pressure and VTG Position Sensors on
page 665.
short circuit to ground.
Page 664
Test 8 Checking for a Short Test 10 Checking for a Faulty
Circuit to Ground in the Oil EECU Connector
Pressure and VTG Position Sensors 1. Turn the ignition key OFF.
836
4. If a repairable short circuit or damaged pins
are found, repair or replace the harness
connector.
665.

EECU Connector
If a repairable short circuit or damaged pins
Figure 836 are found, repair or replace the harness
connector.
2. Disconnect EECU connector J2. to test Test 32 Checking the Engine
3. Connect the Oil Pressure Sensor and VTG
666.
Position Sensor harness connectors.
connector J2, pins 25 and 26 and a good Test 20 Checking the Engine
ground (see Figure 836). Electronic Control Unit (EECU)
If there is NO continuity on either circuit, go
to test Test 16 Checking for a Faulty 1. Turn the ignition key OFF.
EECU Connector on page 665. 2. Connect EECU connector J2.
If continuity exists between J2 pin 25 and 3. Connect the Oil Pressure Sensor and VTG
ground, replace the EOP sensor. Position Sensor harness connectors.
If continuity exists between J2 pin 26 and
ground, replace the VTG Position sensor. 4. Start the engine.
connections.
Page 665
3. Connect the Oil Pressure Sensor and VTG
Position Sensor harness connectors.
connections.
Page 666
BLINK CODE 10-3 SENSOR SUPPLY VOLTAGE #1
(ASET CEGR ENGINE)
837
Figure 837 Aftercooler Outlet Pressure (AOP) Sensor Circuit (ASET CEGR Engine)

and connectors to find intermittent problems. 2. Check if code 2-2 is also set.
If code 2-2 is set, go to the diagnostic routine
for blink code 2-2.
Failure Mode Identifier (FMI): 3 (Voltage High), If only code 10-3 is set, go to test Test 2
4 (Voltage Low) Checking Code 10-3 Failure Mode Identifier
(FMI) on page 668.
Message Identification (MID): 128 and connectors to try to set the code.
Circuit Description: This fault code is used to Control Unit (EECU) connectors for frayed
detect a short circuit in the 5 volt supply to the wires and loose or corroded connections.
Boost Air Pressure (BAP) Sensor.


10-3 will set when the Boost Air Pressure (BAP)
Sensors reference voltage is less than 5 volts or
greater than 5 volts. If the voltage returns to
5 volts, the fault will become inactive.
Page 667
Test 2 Checking Code 10-3 4. Check for continuity between EECU harness
Failure Mode Identifier (FMI) (see Figure 838).
1. Check the Failure Mode Identifier (FMI) If there is NO continuity, go to test Test 8
using a diagnostic computer. Checking for a Short Circuit to Ground in the
If the FMI is 4 (Voltage Low), go to test Test Boost Air Pressure (BAP) Sensor on page
4 Checking for a Short to Ground in the 669.
Boost Air Pressure (BAP) Sensor Reference If continuity exists, locate and repair the
Voltage Circuit on page 668. short circuit to ground in circuit EJ2-35-0.5.
5 Checking for a Short Circuit to Voltage Test 5 Checking for a Short
on page 668.
Circuit to Voltage
Test 4 Checking for a Short to 839
Ground in the Boost Air Pressure

(BAP) Sensor Reference Voltage
Circuit
838
Figure 839

Figure 838 4. Measure the voltage between EECU
2. Disconnect EECU connector J2. If voltage is present, locate and repair the
3. Disconnect the Boost Air Pressure (BAP) short circuit to voltage in circuit EJ2-35-0.5.
Sensor harness connector. If NO voltage is present, go to test Test 10
Checking for Checking for a Faulty EECU
Page 668
Test 8 Checking for a Short Test 10 Checking for Checking
Circuit to Ground in the Boost Air for a Faulty EECU Connector
Pressure (BAP) Sensor 1. Turn the ignition key OFF.
840
Electronic Control Unit (EECU) connector
J2, pin 35.
connector.
670.
Test 16 Checking for Checking

for a Faulty EECU Connector
Figure 840 J2, pin 35.
1. Turn the ignition key OFF. are found, repair or replace the harness
2. Disconnect EECU connector J2. connector.
3. Connect the Boost Air Pressure (BAP) to test Test 32 Checking the Engine
Sensor harness connector. Electronic Control Unit (EECU) on page
4. Check for continuity between EECU harness 670.
(see Figure 840).
Checking for Checking for a Faulty EECU
If continuity exists, replace the Boost Air
Pressure (BAP) Sensor.
Page 669
3. Connect the Boost Air Pressure (BAP) 3. Connect the Boost Air Pressure (BAP)
Sensor harness connector. Sensor harness connector.
4. Start the engine. 4. Start the engine.
If blink code 10-3 is still active, replace the If blink code 10-3 is still active, replace the
EECU and retest the system. EECU and retest the system.
If blink code 10-3 is not active, the diagnostic If blink code 10-3 is not active, the diagnostic
Page 670
BLINK CODE 10-4 SENSOR SUPPLY VOLTAGE #2
(ASET CEGR ENGINE)
841
Figure 841 Electronic Fan Speed Sensor Circuit (ASET CEGR Engine)

When performing electrical tests, wiggle the wires Code Setting Conditions: The Electronic
and connectors to find intermittent problems. Malfunction Lamp (EML) will turn on and
code 10-4 will set when the Electronic Fan Speed
Sensors reference voltage is less than 5 volts or
greater than 5 volts. If the voltage returns to
4 (Voltage Low)
5 volts, the fault will become inactive.
Circuit Description: This fault code is used to

detect a short circuit in the 5 volt supply to the
Electronic Fan Speed Sensor.
Page 671
Test 1 Checking for Fault Codes Test 4 Checking for a Short to
1. Check if code 10-4 is set. Ground in the Electronic Fan Speed
2. Check if code 1-8 is also set. Sensor Reference Voltage Circuit
If code 1-8 is set, go to the diagnostic routine 842
for blink code 1-8.

(FMI) on page 672.
Test 2 Checking Code 10-4

Failure Mode Identifier (FMI)
If the FMI is 4 (Voltage Low), go to test Test
4 Checking for a Short to Ground in the
Electronic Fan Speed Sensor Reference
Voltage Circuit on page 672.
If the FMI is 3 (Voltage High), go to test Test Figure 842
5 Checking for a Short Circuit to Voltage
on page 673. 1. Turn the ignition key OFF.
3. Disconnect the Electronic Fan Drive harness
connector.
(see Figure 842).
Checking for an Open in the Electronic Fan
Speed Sensor Reference Voltage Circuit on
page 673.
Page 672
Test 5 Checking for a Short Test 8 Checking for an Open in
Circuit to Voltage the Electronic Fan Speed Sensor
843 Reference Voltage Circuit
844
Figure 843
Figure 844
2. Disconnect EECU connector J1. 1. Turn the ignition key OFF.
3. Turn the ignition key ON. 2. Disconnect EECU connector J1.
4. Measure the voltage between EECU 3. Connect the Electronic Fan Drive harness
connector J1 pin 15 and a good ground (see connector.
Figure 843). 4. Check for continuity between EECU harness
If voltage is present, locate and repair the connector J1, pin 15 and a good ground
short circuit to voltage in circuit EJ1-15-0.5. (see Figure 842).
If NO voltage is present, go to test Test 10 If there is NO continuity, go to test Test 16
Checking for Checking for a Faulty EECU Checking for Checking for a Faulty EECU
Connector on page 674. Connector on page 674.
If continuity exists, replace the Electronic
Fan Drive Speed Sensor.
Page 673
Test 10 Checking for Checking Test 20 Checking the Engine
for a Faulty EECU Connector Electronic Control Unit (EECU)
2. Disconnect EECU connector J1. 2. Connect EECU connector J1.
3. Visually inspect both sides of Engine 3. Connect the Electronic Fan Drive harness
Electronic Control Unit (EECU) connector connector.
J2, pin 35.
connector.
connections.
674.
Test 16 Checking for Checking Test 32 Checking the Engine

for a Faulty EECU Connector Electronic Control Unit (EECU)
3. Connect the Electronic Fan Drive harness
connector.
J2, pin 35. 4. Start the engine.
If a repairable short circuit or damaged pins If blink code 10-4 is still active, replace the
are found, repair or replace the harness EECU and retest the system.
connector. If blink code 10-4 is not active, the diagnostic
If the terminals are making good contact, go procedures have corrected the problem.
to test Test 32 Checking the Engine Check all connectors to ensure proper
Electronic Control Unit (EECU) on page connections.
674.
Page 674
BLINK CODE 10-5 FUEL FILTER DIFFERENTIAL PRESSURE
(ASET CEGR ENGINE)

Engineering.
Page 675
BLINK CODE 10-6 FUEL DELIVERY PRESSURE (ASET CEGR
ENGINE)

Engineering.
Page 676
BLINK CODE 10-7
BLINK CODE 10-7
BLINK CODE 10-7 ODOMETER SAVE AREA FAILURE
1. Verify code 10-7 is set.
When performing electrical tests, wiggle the wires If code 10-7 is set, there are no diagnostic
and connectors to find intermittent problems. procedures available to correct the problem.
Replace the Vehicle Electronic Control Unit
Failure Mode Identifier (FMI): 2 (Data Incorrect) (VECU).
Circuit Description:Odometer data is stored

internally in multiple locations of the Vehicle
Electronic Control Unit (VECU).
Location: Internal to the Vehicle Electronic

Code Setting Conditions: In the rare event that

ALL odometer data storage areas in the VECU
become corrupted, the odometer can no longer
be considered correct, and code 10-7 will set.
Page 677
BLINK CODE 10-8
BLINK CODE 10-8
BLINK CODE 10-8 GPS POSITION DATA NOT RECEIVED
845
Page 678
BLINK CODE 10-8
and connectors to find intermittent problems. Checking for Code 6-3 on page 679.
Failure Mode Identifier (FMI): 2 (Data erratic, and connectors to try to set the code.
intermittent, or incorrect)
Parameter Identification (PID): P239 Test 2 Checking for Code 6-3

2. Check for code 6-3.
Circuit Description: The Vehicle Electronic If Code 6-3 is set in addition to 10-8, a
Control Unit (VECU) receives a signal from the problem exists with the J1587 data lines
GPS system through J1587 low-speed data lines. between the GPS module and the Vehicle
Electronic Control Unit (VECU). Refer to
Location: The Vehicle Electronic Control Unit code 6-3 for diagnostic procedures.
(VECU) is typically located under the dashboard, If Code 6-3 is NOT set, check the
in front of the passenger seat. The Serial connections that supply power and ground
Communications Port is located under the dash, to the GPS module, and the connections
to the left of the steering column. The GPS between the GPS module and the antenna.
system antenna is typically located on the upper If any faults are found, repair any faulty
rear of the cab. The Mack Option Junction Block connectors, shorted or open wires and retest
is located on the Dash Electrical Equipment the system.
Panel.
Code Setting Conditions: If the GPS Fuel Tax

Log is in use, and the Vehicle Electronic Control
Unit (VECU) loses a communication signal with
the GPS system, code 10-8 will set.
Tunnels or other extreme topography may cause

a temporary loss of a GPS signal to the VECU,
causing 10-8 to set. Also, if the Fuel Tax Log is
enabled without a GPS system present, OR if the
wrong Message Identifier (MID) is used while
enabling the system, code 10-8 will set.
Page 679
BLINK CODE 10-9 VECU WATCHDOG TIMER RESET
(ASET CEGR ENGINE)
Failure Mode Identifier (FMI): 11 (Special
Instructions)
Code Setting Conditions: Occasionally, a series

of electrical events inside the Vehicle Electronic
Control Unit (VECU) causes the VECU to reset.
While this is a very rare occurrence, it is a
recoverable event that does not require
diagnosis. If this fault is logged more than three
times, replace the VECU and notify Mack Trucks
Service Engineering.

Engineering immediately. Do NOT flash and
reprogram the VECU.
Page 680
BLINK CODE 10-10 EECU WATCHDOG TIMER RESET
(ASET CEGR ENGINE)
Code Setting Conditions: Occasionally, a series

of electrical events inside the Engine Electronic
Control Unit (EECU) causes the EECU to reset.
While this is a very rare occurrence, it is a
recoverable event that does not require
diagnosis. If this fault is logged more than three
times, replace the EECU and notify Mack Trucks
Service Engineering.

Engineering immediately. Do NOT flash and
reprogram the EECU.
Page 681
INTERMITTENT PROBLEMS
INTERMITTENT PROBLEMS NO DIAGNOSTIC BLINK CODE

This section of the manual is intended to provide 8. When checking the harness, refer to the
troubleshooting tips for intermittent problems. In wiring diagrams in this book. Check each
some instances there may not be a diagnostic wire between the component and Electronic
blink code or an inactive fault logged in the Control Unit for a short to ground, a short to
Vehicle Electronic Control Unit (VECU) or Engine power, and continuity with other wires. Also,
Electronic Control Unit (EECU), to assist in check for continuity between both ends of
troubleshooting. each wire.
9. All ground check tests should be
The guidelines listed below for general V-MAC III
performed with a known good ground.
troubleshooting should be followed.
10. Continuity checks cannot be performed if
1. Verify that the electronic malfunction and
there is any current flowing. Make sure the
engine shutdown lamps work properly.
ignition key is OFF before performing any
When the ignition key is turned ON, both
continuity checks.
lamps should light for two seconds.
11. The ignition key must be in the OFF position
2. Check for inactive faults, or active faults if
before disconnecting the harness to the
the Electronic Malfunction Lamp (EML) was
module. Failure to have the key OFF may
replaced.
result in internal electrical damage to the
3. Review the V-MAC III System Diagnostics control unit.
section at the front of this book.
12. Turning the ignition key ON will result in an
4. Start troubleshooting at the sensor, switch, active fault if a sensor is disconnected, if
or other device, then check the harness, Vehicle Electronic Control Unit (VECU)
then finally check the Vehicle Electronic connector J2 is disconnected with the J3
Control Unit (VECU) or Engine Electronic connector connected, or if Engine Electronic
Control Unit (EECU). Eliminate all other Control Unit (EECU) connector J1 is
possible faults and repeat the procedure disconnected with connector J2 connected.
before replacing the EECU or VECU.
13. Turning the ignition key ON with Vehicle
5. Check sensors, connectors and other Electronic Control Unit (VECU) connector J3
components for broken pins, dirt, corrosion, disconnected will prevent the accessory
loose terminals, excessive resistance, relay from being energized and providing a
moisture and poor grounds. switched 12 volts. To provide a switched
12 volts in this condition, connect the Serial
6. If a sensor or other component is suspected
Link Jumper into the Serial Communications
as being faulty, disconnect, clean and
Port.
reconnect all terminals to that component.
Retest the system to see if the problem has 14. If an Engine Electronic Control Unit (EECU)
been corrected. or Vehicle Electronic Control Unit (VECU)
failure is suspected, verify that there is
7. If a sensor or other component is suspected
power from the fuse or circuit breaker to the
as being faulty, try to isolate it from the
suspect EECU or VECU.
system. When a faulty component is
disconnected from the system, vehicle 15. DO NOT open an Engine Electronic Control
performance may change. If the Unit (EECU) or Vehicle Electronic Control
performance does not change with the Unit (VECU), or make measurements at the
component disconnected, the component EECU or VECU pins. If an EECU or VECU
may not be faulty. failure is suspected, visually inspect the
EECU or VECUs pins for repairable
problems.
Page 682
16. As a final test before replacing an Engine
Electronic Control Unit (EECU) or Vehicle
Electronic Control Unit (VECU), reconnect
the suspect EECU or VECU and confirm that
the fault still exists.
17. If an Engine Electronic Control Unit (EECU)
or Vehicle Electronic Control Unit (VECU) is
replaced, verify that the new EECU or VECU
has corrected the problem.
18. Do not reprogram a replacement Engine
Electronic Control Unit (EECU) or Vehicle
Electronic Control Unit (VECU) until it has
been verified that the problem has been
corrected.
Page 683
ENGINE SPEED HIGH
ENGINE SPEED HIGH
ENGINE SPEED HIGH NO DIAGNOSTIC BLINK CODE

846
Figure 846 Engine Speed Sensor Circuit (ASET IEGR Engine)

847
Figure 847 Engine Speed Sensor Circuit (ASET CEGR Engine)
Page 684
ENGINE SPEED HIGH
Failure Mode Identifier (FMI): 0 (Valid High) Test 1 Checking the Customer
Parameter Identification (PID): 190 Engine Overspeed Setting
1. Using a diagnostic tool, check the Customer
Message Identification (MID): 142 Data section for the overspeed RPM setting.
Circuit Description: The Engine Speed Sensor 2. Check the inactive fault table and verify that
is an inductive sensor that will generate a voltage the fault in question does not have a blink
signal when the sensors magnetic field is code.
excited. The Engine Speed Sensor is installed 3. Record the number of overspeed
near the flywheel, when the engine is running the occurrences from the inactive fault table.
flywheels teeth rotate past the sensors tip and a Notify the vehicle owner or shop foreman
signal is generated. The Engine Control Unit that the engine has exceeded the companys
(EECU) monitors the frequency of the Engine overspeed limit and the number of
Speed Sensor signal to calculate the engine occurrences. Do not notify the driver.
RPM. The air gap between the sensor tip and the Receive permission to clear the fault table.
signal. 4. Record the permission to clear the fault table
and the number of overspeed occurrences
Location: The RPM/TDC Sensor is located on on the repair order. Recheck the inactive
the left side of the engine, on the flywheel fault table after you have finished servicing
housing. the vehicle to ensure that the service
procedures have not created more
Code Setting Conditions: This is a telltale fault overspeed faults. If overspeed faults have
that is found in the inactive fault table. If this fault been set during servicing, clear them before
does appear in the active fault table, it will only the truck leaves the shop.
last a few seconds and then disappear without
turning the Electronic Malfunction Lamp (EML),
ON.
This fault reports that the engine RPM has

exceeded the customers preset engine
overspeed RPM fault threshold set in Customer
Data. The purpose of this fault is to log severe
engine overspeeds. A low overspeed RPM fault
threshold could cause excessive fault
occurrences.
Page 685
LOW OIL PRESSURE WITH DRIVER ALARM (IEGR ENGINE)
LOW OIL PRESSURE WITH DRIVER ALARM NO DIAGNOSTIC

BLINK CODE (ASET IEGR ENGINE)
848
Figure 848 Engine Oil Pressure Sensor Circuit (ASET IEGR Engine)
shutdown lamp and driver alarm if the signal

being sent by the EOP is valid, but drops to less
than a predetermined value.
When performing electrical tests, wiggle wires
and connectors to find intermittent problems. Location: The Engine Oil Pressure (EOP)
Sensor is located at the left side of the engine on
top of the oil filter assembly. The Engine
Failure Mode Identifier (FMI): 1 (Valid Low)
Electronic Control Unit (EECU) is mounted on the
air intake manifold on the left side of the engine.
Additional Symptoms: Driver alarm sounds,
optional engine shutdown.
Mechanical pressure causes the sensors
diaphragm deflection signal is amplified in the
sensor. The sensors signal is monitored by the
EECU will set fault code 1-1 if the EECU senses
that the signal being sent by the Engine Oil
Pressure (EOP) Sensor is electrically faulty. The
Vehicle Electronic Control Unit (VECU) will log a
fault (no diagnostic blink code) and turn on the
Page 686
Test 1 Checking the Engine Oil 3. Disconnect fuse 40 from the electrical
equipment panel.
Level
4. Turn the ignition key ON and crank the
1. Check the oil level on the dipstick. engine.
If the oil is between the add and full lines, go If the gauge registers oil pressure within
to test Test 2 Looking for Missing Oil 30 seconds of cranking, go to test Test 8
Fittings on page 687. Checking the Engine Oil Pressure (EOP)
If the oil is below the add line, inspect the Sensor on page 687.
engine for the cause of the oil loss. Also If the gauge does NOT register oil pressure
check the vehicle maintenance records for within 30 seconds of cranking, there is a
oil add and change dates. problem with the oil pump, drive, or other
internal engine component. Locate and
repair the problem.
Test 2 Looking for Missing Oil
Fittings
Test 8 Checking the Engine Oil
1. Carefully inspect the engine for missing oil Pressure (EOP) Sensor
fittings. Look particularly around the turbo oil
supply and the oil filter pedestal oil supply. 1. Turn the ignition key OFF.
If there are NO missing fittings, and no other 2. Reinstall fuse 40.
obvious cause of a pressure loss, go to test
Test 4 Checking for Oil Pressure While 3. Turn the ignition key ON, start and idle the
Cranking the Engine on page 687. engine.
If the pressure on the gauge does not reach
or exceed 5 psi after 15 seconds of idling,
Test 4 Checking for Oil Pressure STOP THE ENGINE! The Engine Oil
While Cranking the Engine Pressure Sensor works properly. There is
still a mechanical problem resulting in low oil
pressure, such as a blocked passage, filter,
etc. Locate and correct the source of the
Do NOT crank the engine for more than problem.
30 seconds without interruption since this can tax If the pressure exceeds 5 psi at idle,
the batteries and starter motor. Allow at least compare the pressure on the gauge with the
2 minutes between attempts to allow the starter to pressure recorded by V-MAC III using a
cool and the batteries to re-energize. diagnostic tool. If the pressures agree within
3 psi, run the engine to high idle and
1. Turn the ignition key OFF. compare the two pressures again. If the
pressures still agree within 3 psi, there is no
2. Connect a gauge that is known to be longer a problem. V-MAC III correctly
accurate to the oil pressure gallery or oil detected a problem with the oil pressure that
pedestal with a hose. has since disappeared.
If the pressures do not agree at any time
within 3 psi, go to test Test 16 Electrical
Checks on page 688.
Page 687
Test 16 Electrical Checks 3. Measure the resistance between pin A on

the harness side of the Engine Oil Pressure
849
Sensor connector and a known good
ground.
If the resistance between pin A and ground
is greater than 20 ohms, make sure that
there are no electrical devices such as
lights, heater motors, etc. running in the cab.
Locate a new good ground and try again. If
the resistance is still greater than 20 ohms,
there is a break or bad connection between
the Engine Oil Pressure Sensor connector
pin A and Engine Control Unit (EECU)
connector J1 pin 25. Check for corroded
terminals on the Engine Oil Pressure Sensor
connector and EECU connector J1. Also
check for evidence of damaged wiring.
Figure 849 If the resistance is less than 20 ohms, go to
Engine Oil Pressure Diagnostic, Blink
1. Turn the ignition key OFF. Code 1-1 (ASET IEGR Engine).
Page 688
LOW OIL PRESSURE WITH DRIVER ALARM (CEGR ENGINE)
LOW OIL PRESSURE WITH DRIVER ALARM NO DIAGNOSTIC

BLINK CODE (ASET CEGR ENGINE)
850
Figure 850 Engine Oil Pressure Sensor Circuit (ASET CEGR Engine)
shutdown lamp and driver alarm if the signal

being sent by the EOP is valid, but drops to less
than a predetermined value.
When performing electrical tests, wiggle wires
and connectors to find intermittent problems. Location: The Engine Oil Pressure (EOP)
Sensor is located at the left side of the engine on
top of the oil filter assembly. The Engine
Failure Mode Identifier (FMI): 1 (Valid Low)
Electronic Control Unit (EECU) is mounted on the
air intake manifold on the left side of the engine.
Additional Symptoms: Driver alarm sounds,
optional engine shutdown.
(EOP) Sensor is used to detect engine lubrication Test 1 Checking the Engine Oil
pressure sensitive diaphragm and amplifier. Level
Mechanical pressure causes the sensors 1. Check the oil level on the dipstick.
signal proportional to the pressure. The If the oil is between the add and full lines, go
diaphragm deflection signal is amplified in the to test Test 2 Looking for Missing Oil
sensor. The sensors signal is monitored by the Fittings on page 690.
Engine Electronic Control Unit (EECU). The If the oil is below the add line, inspect the
EECU will set fault code 1-1 if the EECU senses engine for the cause of the oil loss. Also
that the signal being sent by the Engine Oil check the vehicle maintenance records for
Pressure (EOP) Sensor is electrically faulty. The oil add and change dates.
Vehicle Electronic Control Unit (VECU) will log a
fault (no diagnostic blink code) and turn on the
Page 689
Test 2 Looking for Missing Oil Test 8 Checking the Engine Oil
Fittings Pressure (EOP) Sensor
1. Carefully inspect the engine for missing oil 1. Turn the ignition key OFF.
fittings. Look particularly around the turbo oil
2. Reinstall fuse 38.
supply and the oil filter pedestal oil supply.
If there are NO missing fittings, and no other 3. Turn the ignition key ON, start and idle the
obvious cause of a pressure loss, go to test engine.
Test 4 Checking for Oil Pressure While If the pressure on the gauge does not reach
Cranking the Engine on page 690. or exceed 5 psi after 15 seconds of idling,
STOP THE ENGINE! The Engine Oil
Pressure Sensor works properly. There is
Test 4 Checking for Oil Pressure still a mechanical problem resulting in low oil
While Cranking the Engine pressure, such as a blocked passage, filter,
etc. Locate and correct the source of the
problem.
If the pressure exceeds 5 psi at idle,
Do NOT crank the engine for more than compare the pressure on the gauge with the
30 seconds without interruption since this can tax pressure recorded by V-MAC III using a
the batteries and starter motor. Allow at least diagnostic tool. If the pressures agree within
2 minutes between attempts to allow the starter 3 psi, run the engine to high idle and
to cool and the batteries to re-energize. compare the two pressures again. If the
pressures still agree within 3 psi, there is no
longer a problem. V-MAC III correctly
1. Turn the ignition key OFF. detected a problem with the oil pressure that
2. Connect a gauge that is known to be has since disappeared.
accurate to the oil pressure gallery or oil If the pressures do not agree at any time
pedestal with a hose. within 3 psi, go to test Test 16 Electrical
3. Disconnect fuse 38 from the electrical Checks on page 691.
equipment panel.
4. Turn the ignition key ON and crank the
engine.
If the gauge registers oil pressure within
30 seconds of cranking, go to test Test 8
Checking the Engine Oil Pressure (EOP)
Sensor on page 690.
If the gauge does NOT register oil pressure
within 30 seconds of cranking, there is a
problem with the oil pump, drive, or other
internal engine component. Locate and
repair the problem.
Page 690
Test 16 Electrical Checks 3. Measure the resistance between pin A on

the harness side of the Engine Oil Pressure
851
Sensor connector and a known good
ground.
there is a break or bad connection between
the Engine Oil Pressure Sensor connector
pin A and Engine Control Unit (EECU)
connector J1 pin 25. Check for corroded
terminals on the Engine Oil Pressure Sensor
connector and EECU connector J1. Also
check for evidence of damaged wiring.
Figure 851 If the resistance is less than 20 ohms, go to
1. Turn the ignition key OFF. Code 1-1 (ASET CEGR Engine).
Page 691
INACCURATE OIL PRESSURE (IEGR ENGINE)
INACCURATE OIL PRESSURE (IEGR ENGINE)

(ASET IEGR ENGINE)
Test 2 Electrical Checks
852
This diagnostic routine is used to diagnose

inconsistency between oil pressure recorded by
the V-MAC III control units and oil pressure
displayed on the gauge in the cab.

Pressure Gauge
1. Connect a gauge that is known to be
accurate, to the oil pressure gallery or oil
pedestal.
Compare the pressure on the known good Figure 852
gauge with the pressure recorded by
V-MAC III using a diagnostic computer. If the 1. Turn the ignition key OFF.
pressures are within 3 psi of one another,
then the problem is in the gauge panel
Engine Oil Pressure (EOP) Sensor.
circuit.
If the pressures are NOT within 3 psi, 3. Measure the resistance between pin A on
proceed to test 2. the harness side of the Engine Oil Pressure
(EOP) Sensor connector and a known good
ground.
there is a break or faulty connection
between Engine Oil Pressure (EOP) Sensor
connector pin A and Engine Electronic
Control Unit (EECU) connector J1 pin 25.
Check for corroded terminals on the Engine
Oil Pressure (EOP) Sensor connector and
EECU connector J1. Also check for evidence
of damaged wiring.
If the resistance is less than 20 ohms, go to
Code 1-1 (ASET IEGR Engine).
Page 692
INACCURATE OIL PRESSURE (CEGR ENGINE)
INACCURATE OIL PRESSURE (CEGR ENGINE)

(ASET CEGR ENGINE)
Test 2 Electrical Checks
853
This diagnostic routine is used to diagnose

inconsistency between oil pressure recorded by
the V-MAC III control units and oil pressure
displayed on the gauge in the cab.

Pressure Gauge
1. Connect a gauge that is known to be
accurate, to the oil pressure gallery or oil
pedestal.
Compare the pressure on the known good Figure 853
gauge with the pressure recorded by
V-MAC III using a diagnostic computer. If the 1. Turn the ignition key OFF.
pressures are within 3 psi of one another,
then the problem is in the gauge panel
Engine Oil Pressure (EOP) Sensor.
circuit.
If the pressures are NOT within 3 psi, 3. Measure the resistance between pin A on
proceed to test 2. the harness side of the Engine Oil Pressure
(EOP) Sensor connector and a known good
ground.
there is a break or faulty connection
between Engine Oil Pressure (EOP) Sensor
connector pin A and Engine Electronic
Control Unit (EECU) connector J2 pin 28.
Check for corroded terminals on the Engine
Oil Pressure (EOP) Sensor connector and
EECU connector J2. Also check for evidence
of damaged wiring.
If the resistance is less than 20 ohms, go to
Code 1-1 (ASET CEGR Engine).
Page 693
ROAD SPEED HIGH
ROAD SPEED HIGH
ROAD SPEED HIGH NO DIAGNOSTIC BLINK CODE

854
Figure 854 Vehicle Speed Sensor (VSS) Circuit
Failure Mode Identifier (FMI): 0 (Road Speed

High)
Parameter Identification (PID): P84 If this fault is logged after changing the carrier
ratio, tire size, or transmission, update the Vehicle
Message Identification (MID): 142 Data area of the VECU to reflect the new carrier
ratio, tire size, or top gear ratio and number of
Circuit Description: The Vehicle Speed (MPH) teeth on the road speed tone wheel.
Sensor (VSS) is an inductive sensor that
generates a pulsed voltage signal when the
Code Setting Conditions: This fault will be
sensors magnetic field is excited. When the
logged in VECU memory if the VSS input to the
vehicle is moving the transmission output shaft
VECU indicates a road speed greater than
speedometer gear teeth rotate past the VSS tip
128 mph (206 kph).
and a pulsed voltage signal is generated. The
Vehicle Electronic Control Unit monitors the
Normal VSS Parameters:
frequency of the signal and calculates the vehicle
speed. The air gap between the sensor and the
Resistance at 75F
gear should be checked if erratic or inaccurate Transmission (23.9C)
speedometer readings are reported.
Location: The VSS is located at the rear of the
transmission, near the output shaft. Mack T200/T300-Series 238 to 292 ohms
Additional Symptoms: The reduced power Mack T200/T300-Series 146 to 180 ohms
option may be enabled. with Sensor #64MT424M
Page 694
ROAD SPEED HIGH
Test 1 Checking Harness Test 2 Check VSS Adjustment
Connections and Sensor 1. Remove the existing VSS and reinstall the
1. Check connectors at the Vehicle Electronic VSS by hand until it bottoms. Then back the
Control Unit (VECU) and Vehicle Speed sensor out exactly 1 turn. Torque the jam nut
(MPH) Sensor (VSS) for proper connections. to 15 lb-ft (20 Nm). Recheck VSS input
speed.
If the connections are OK, check the type of
transmission. If the transmission is a Mack If input speed is still in excess of 128 mph
T200/300, go to test Test 2 Check VSS (206 kph), replace the VSS and recheck the
Adjustment on page 695. system.
If the transmission is an Allison HD, replace If input speed is still in excess of 128 mph
the VSS Sensor and re-check the system. If (206 kph), reinstall the original VSS and
input speed is still in excess of 128 mph replace the Vehicle Electronic Control Unit
(206 kph), reinstall the previous VSS and (VECU).
replace the Vehicle Electronic Control Unit
(VECU).
Page 695
ENGINE COOLANT TEMPERATURE HIGH
ENGINE COOLANT TEMPERATURE HIGH
ENGINE COOLANT TEMPERATURE HIGH NO DIAGNOSTIC

BLINK CODE
2. Check for coolant leakage around hoses and
hose connections. Check for leakage around
radiator seams, core, draincock and radiator
This diagnostic routine is used to isolate the root cap.
cause of high engine coolant temperature with no
diagnostic blink code set. 3. Check the coolant overflow surge tank,
heater hoses and heater core for possible
leakage.
Failure Mode Identifier (FMI): 0 (Valid High)
4. Inspect the cooling system for collapsed or
plugged hoses.
5. Inspect drive belts on the engine cooling fan
Message Identification (MID): 142 and the water pump for proper adjustment.
6. Ensure that the cooling system is filled with
Check the following items if the vehicle is
the proper mixture of antifreeze.
experiencing high coolant temperature with no
diagnostic blink code set. 7. Ensure that the correct thermostat is
installed.
1. Check the engine coolant level.
If the coolant level is low and code 1-7 is not 8. Ensure the radiator core is not plugged or
set, inspect and clean the coolant level damaged.
probe. 9. Ensure that the engine cooling fan and fan
clutch are working properly.
Page 696
FAN ALWAYS ON (CEGR ENGINE)
FAN ALWAYS ON NO DIAGNOSTIC BLINK CODE

(ASET CEGR ENGINE)
855
Figure 855 Fan Clutch Output Circuit (ASET CEGR Engine)
Additional Symptoms: Poor engine

performance, poor fuel economy.
This diagnostic routine is used to isolate the root
cause of continuous engine fan engagement with
no diagnostic blink code set.
The fan can engage without warning. Hands,
Circuit Description: The Electronic Viscous Fan entangled in the belts or fan blades. Keep
Drive contains a solenoid that controls the flow of arms, hair, clothing, jewelry, etc. clear from
fluid between reservoirs in the fan drive housing the fan and belts when the engine is running.
and cover. The EECU provides power to the
solenoid and controls solenoid operation to
optimize fan speed based on coolant
temperature, aftercooler outlet temperature and
A/C load.
Location: The Electronic Viscous Fan Drive is

bolted to the drive pulley on the front of the
engine.
Page 697
Check the following items if the vehicle is 5. Verify the A/C system is functioning
experiencing continuous engine fan engagement properly, and not commanding the engine
with no diagnostic blink code set: fan to be ON.
1. Ensure the engine fan does not not turn off Using a diagnostic tool, enter the V-MAC III
after 10 minutes of engine operation at Engine ECU Customer Data screen and
moderate speeds (1100-1500 rpm). temporarily deselect the option Air
Conditioning Installed to cause the engine
2. Verify aftercooler outlet temperature is less ECU to ignore all air conditioning
than 150F using the Advanced Diagnostics commands. The fan should turn off after
Screen of V-MAC III Service Diagnostics approximately 5 minutes of engine
software. operation.
3. Verify coolant temperature is less than 6. Verify vehicle options in the Cab Fan
200F using the Advanced Diagnostics Controls section of Vehicle ECU Customer
Screen of V-MAC III Service Diagnostics Data are not commanding the engine fan to
software. be ON.
4. Ensure Correct Fan Type is Selected in the 7. Inspect the Electronic Viscous Fan Drive for
Engine ECU Customer Data. mechanical failure.
Page 698
TRANSMISSION OIL TEMPERATURE HIGH
TRANSMISSION OIL TEMPERATURE HIGH
TRANSMISSION OIL TEMPERATURE HIGH NO DIAGNOSTIC

BLINK CODE
Allison HD Automatic Transmission
This diagnostic routine is used to isolate the root Fault Logging Conditions: The Vehicle
cause of high transmission oil temperature with Electronic Control Unit (VECU) continuously
no diagnostic blink code set. monitors the Allison HD automatic transmission
oil temperature on the J1587 serial data lines.
This fault will be logged in VECU memory and the
Failure Mode Identifier (FMI): 0 (Valid High) driver will receive a warning, if the VECU detects
an automatic transmission oil temperature greater
Parameter Identification (PID): 177 than 247F (119.4C). If the VECU detects an
automatic transmission oil temperature greater
Message Identification (MID): 142 than 255F (123.9C), the VECU will initiate
engine shutdown procedures.
Manual Transmission Check the following items if the vehicle is
experiencing high transmission oil temperature
Fault Logging Conditions: The Vehicle with no diagnostic blink code set.
Electronic Control Unit (VECU) continuously
1. Check the automatic transmission oil level
monitors the signal from the Transmission Oil
and quality. Drain and replace the
Temperature (TOT) Sensor. This fault will be
transmission oil if any sign of contamination
logged in VECU memory and the driver will
is evident.
receive a warning, if the VECU detects a manual
transmission oil temperature greater than 310F 2. Check the base idle speed.
(154.4C). If the VECU detects a manual
3. Using a diagnostic computer, check the
transmission oil temperature greater than 325F
transmission oil temperature in the
(162.8C), the VECU will initiate engine shutdown
MONITOR PARAMETERS section of the
procedures.
service diagnostics software.
Check the following items if the vehicle is 4. Check the temperature of the transmission
experiencing high transmission oil temperature oil going to the oil cooler, using the
with no diagnostic blink code set. transmission oil temperature gauge on the
dash. The temperature indicated on the
1. Check the manual transmission oil level and
gauge will be greater than the temperature
quality. Drain and replace the transmission
indicated on the service tool.
oil if any sign of contamination is evident.
5. Check for transmission oil leaks and repair
2. Check for transmission oil leaks and repair
as necessary.
as necessary.
6. Check the transmission oil cooler lines for
3. Ensure that the transmission breather is free
kinks, restrictions, and other damage.
of debris and road dirt.
4. Remove the Transmission Oil Temperature
(TOT) Sensor and inspect the sensor tip for
varnish and metal chips.
If the sensor tip is coated with varnish, clean
the sensor and recheck the TOT signal.
If the sensor tip is contaminated with metal
chips, drain and refill the transmission, clean
and reinstall the sensor, and recheck the
TOT signal.
Page 699
EXHAUST TEMPERATURE HIGH
EXHAUST TEMPERATURE HIGH
EXHAUST TEMPERATURE HIGH NO DIAGNOSTIC BLINK CODE

Check the following items if the vehicle is
experiencing high engine exhaust temperature
with no diagnostic blink code set.
This diagnostic routine is used to isolate the root
cause of high engine exhaust temperature with 1. Check the charge air cooler for bent fins or
no diagnostic blink code set. blockage. Clean and repair the cooler as
necessary.
2. Check for mechanical turbocharger failures.
Failure Mode Identifier (FMI): 0 (Valid High)
3. Ensure that the Exhaust Temperature (ET)
Parameter Identification (PID): 173 Sensor is enabled in the OEM area of the
Vehicle Electronic Control Unit (VECU).
4. Remove the ET Sensor and check the
sensor tip for corrosion and contamination.
Code Setting Conditions: This fault will be
Replace the sensor if necessary and
logged in Vehicle Electronic Control Unit (VECU)
recheck the ET signal.
memory if the VECU detects an engine exhaust
temperature greater than 1100F (593.3C).
Page 700
ENGINE CRANKS BUT WILL NOT START (IEGR ENGINE)
ENGINE CRANKS BUT WILL NOT START NO DIAGNOSTIC FAULT

CODE (ASET IEGR ENGINE)
Diagnostic Description: This diagnostic Test 1 Checking the Power Relay
procedure should be used only after establishing
that no diagnostic codes are logged in the Vehicle Cycle Down
Electronic Control Unit (VECU) or the Engine 1. Turn the key switch OFF.
Electronic Control Unit (EECU), there is adequate
cranking fuel pressure, the Vehicle Electronic 2. Measure the voltage between fuse 16 and a
Control Unit (VECU) is not in sleep mode, and good ground.
there is no significant mechanical engine Measure the voltage between fuse 40 and a
damage. good ground.
If battery voltage is NOT present at either
fuse, go to test Test 2 Checking the
Switched Power Supply on page 701.
Before continuing with this procedure, check the If battery voltage is present at one fuse, go
following connectors for corrosion, loose to test Test 3 Checking the Power
connections, grease contamination, and improper Relays on page 702.
assembly.
If battery voltage is present at BOTH fuses,
Engine Electronic Control Unit (EECU) circuit VJ3-13 is shorted to voltage. Locate
connectors J1 and J2 and repair the short circuit.
connector J3 Test 2 Checking the Switched
J1939 Serial Communication connector(s) Power Supply
(3 way Deutsch type)
1. Turn the key switch ON.
Cab/Transmission Bulkhead connector
2. Measure the voltage between fuse 16 and a
Engine/Transmission transition connector good ground with the engine cranking.
Electrical Equipment Panel power relays and Measure the voltage between fuse 40 and a
fuses good ground with the engine cranking.
Battery Ground ring terminals at the If battery voltage is present at both fuses, go
135 amp circuit breaker to test Test 4 Checking EECU Fault
Logging on page 702.
Battery Power ring terminals at the starter
relay and starter solenoid If the measured voltage is less than 7 volts,
locate and repair the short to ground in the
135 amp ground circuit breaker posts suspect power relay output circuit.
Engine Power Distribution Module
(EPDM)/Transmission connector
(conventional models)
EPDM Fuse 40 terminals and wiring
(conventional models)
Page 701
Test 3 Checking the Power Test 9 Checking EECU Power and

Relays Ground Circuits
1. If battery voltage was present at fuse 16, 1. Turn the key switch OFF.
remove 70 amp power relay 2.
If battery voltage was present at fuse 40,
remove 70 amp power relay 3. 3. Measure the voltage between EECU
connector J2 pins 10 and 12 while cranking
2. Check for continuity between relay terminals the engine.
30 and 87.
Measure the voltage between EECU
If continuity exists, the relay is stuck closed. connector J2 pins 22 and 24 while cranking
Replace the suspect relay. the engine.
If continuity does NOT exist, the output Measure the voltage between EECU
circuit of the suspect relay (circuit VJ3-17 for connector J2 pins 41 and 43 while cranking
power relay 2 or circuit 40-A for power relay the engine.
3) is shorted to voltage. Locate and repair
If the measured voltage is less than 7 volts
the short circuit.
at any of the measurement points, locate
and repair the open or short circuit to ground
Test 4 Checking EECU Fault in the suspect circuit.
Logging If the measured voltage is greater than
7 volts at all of the measurement points,
1. Remove the ABS fuses. replace the EECU.
2. Remove fuse 16.
3. Crank the engine and then check for Test 16 Checking the Cranking
diagnostic fault codes. Engine Speed Signal
If fault codes 6-3, 6-4, and 6-5 are logged in
1. Turn the key switch OFF.
the EECU, in any combination, go to test
Test 8 Checking VECU Fault Logging 2. Connect all connectors that were previously
on page 702. disconnected from the EECU and the VECU.
If fault codes 6-3, 6-4, and 6-5 are NOT 3. Install fuse 40.
logged in any combination, go to test Test 9
Checking EECU Power and Ground 4. Use a diagnostic computer to monitor the
Circuits on page 702. engine speed while cranking the engine.
If the diagnostic tool shows an engine speed
of 150 to 200 RPM while cranking the
Test 8 Checking VECU Fault engine, go to test Test 32 Checking the
Logging Engine Speed Input on page 703.
1. Turn the key switch OFF. less than 150 RPM while cranking the
2. Install fuse 16 and remove fuse 40. engine, check the batteries, cables and the
starting system for proper operation.
3. Crank the engine and then check for
diagnostic fault codes. If the diagnostic tool shows no engine speed
or NA while cranking the engine, adjust the
If fault code 6-4 is logged in the VECU, go to Engine Speed and Engine Position (EP)
test Test 16 Checking the Cranking Sensors and retest the system.
Engine Speed Signal on page 702.
If fault code 6-4 is NOT logged in the VECU,
go to test Test 17 Checking VECU
Power and Ground Circuits on page 703.
Page 702
Test 17 Checking VECU Power Test 64 Checking the Engine

and Ground Circuits Position Input
1. Turn the key switch OFF. 1. Turn the key switch OFF.
2. Remove fuse 40. 2. Connect the Engine Position (EP) Sensor
connector.
3. Connect VECU connector J3 (if the
connector had been disconnected for a 3. Disconnect the Engine Speed Sensor
previous test). connector.
4. Measure the voltage between VECU 4. Crank the engine and then check for fault
connector J3 pins 17 and 18 while cranking codes.
the engine. If fault code 3-2 is logged in the EECU, go to
If the measured voltage is less than 7 volts, test Test 128 Checking Voltage Drop
locate and repair the open or short circuit to Across an EUP on page 703.
ground in the suspect circuit. If fault code 3-2 is NOT logged in the EECU,
If the measured voltage is greater than check the engine speed and engine position
7 volts, replace the VECU. circuits for damage and replace the EECU.
Test 32 Checking the Engine Test 128 Checking Voltage Drop

Speed Input Across an EUP
1. Turn the key switch OFF. 1. Connect the Engine Speed Sensor
connector.
connector. 2. Measure the voltage drop across an EUP
while the engine is cranking.
3. Crank the engine and then check for fault
codes. If the voltage drop across the EUP is
0.12 volts AC or 0.016 volts DC, contact
If fault code 3-4 is logged in the EECU, go to
Mack Trucks Service Engineering for further
test Test 64 Checking the Engine
assistance.
Position Input on page 703.
If there is NO voltage drop across the EUP,
If fault code 3-4 is NOT logged in the EECU,
replace the EECU and VECU with known
check the engine speed and engine position
good units.
circuits for damage and replace the EECU.
Page 703
ENGINE CRANKS BUT WILL NOT START (CEGR ENGINE)
ENGINE CRANKS BUT WILL NOT START NO DIAGNOSTIC FAULT

CODE (ASET CEGR ENGINE)
Diagnostic Description: This diagnostic Test 1 Checking the Power Relay
procedure should be used only after establishing
that no diagnostic codes are logged in the Vehicle Cycle Down
Electronic Control Unit (VECU) or the Engine 1. Turn the key switch off, wait for power relays
Electronic Control Unit (EECU), there is adequate to cycle down.
cranking fuel pressure, the Vehicle Electronic
Control Unit (VECU) is not in sleep mode, and 2. Measure the voltage between fuse 16 and a
there is no significant mechanical engine good ground.
damage. 3. Measure voltage at the Engine Electronic
Control Unit (EECU) pin 34 of the J2
connector using the test lead adapter
J-47021 and a good ground.
Before continuing with this procedure, check the If battery voltage is not present at either fuse
following connectors for corrosion, loose 16 or at EECU pin 34 of the J2 connector, go
connections, grease contamination, and improper to test Test 2 Checking the Switched
assembly. Power Supply on page 704.
Engine Electronic Control Unit (EECU) If battery voltage is present at fuse 16 or at
connectors J1, J2 and J3 EECU pin 34 of the J2 connector, go to test
Vehicle Electronic Control Unit (VECU) Test 3 Checking the Power Relays on
connector J3 page 705.
If battery voltage is present at both fuse 16
J1939 Serial Communication connector(s) and at EECU pin 34 of the J2 connector,
(3 way Deutsch type) Circuit VJ3-13 is shorted to voltage. Locate
Cab/Transmission Bulkhead connector and repair the short circuit.
Engine/Transmission transition connector
Electrical Equipment Panel power relays and
Test 2 Checking the Switched
fuses Power Supply
Battery Ground ring terminals at the 1. Turn the key switch ON.
135 amp circuit breaker
2. Measure the voltage between fuse 16 and a
Battery Power ring terminals at the starter good ground with the engine cranking.
relay and starter solenoid
3. Measure voltage at the Engine Electronic
135 amp ground circuit breaker posts Control Unit (EECU) pin 34 of the J2
Engine Power Distribution Module connector using the test lead adapter
(EPDM)/Transmission connector J-47021 and a good ground with the engine
(conventional models) cranking.
If battery voltage is present at both fuse 16
EPDM Fuse 38 terminals and wiring and at EECU pin 34 of the J2 connector, go
(conventional models) to test Test 4 Checking EECU Fault
Logging on page 705.
locate and repair the short to ground in the
relay circuit.
Page 704
Test 3 Checking the Power Test 9 Checking EECU Power and

Relays Ground Circuits
1. Check for voltage at fuse 16 with the ignition 1. Turn the key switch OFF.
switch in the off position and system
powered down. If battery voltage is present
at fuse 16, remove the 70 amp power 3. Measure the voltage between EECU
relay 2. connector J2 pins 2 and 4 while cranking the
engine.
2. Remove the EECU J2 connector and check
for voltage at pin 34. If battery voltage is Measure the voltage between EECU
present at EECU pin 34 of the J2 connector, connector J2 pins 3 and 7 while cranking the
disconnect the VECU VJ3 connector. engine.
Measure the voltage between EECU
3. Check for continuity between power relay
connector J2 pins 5 and 8 while cranking the
terminals 30 and 87. If continuity exists, the
engine.
relay is stuck closed. Replace the relay.
If the measured voltage is less than 7 volts
4. If continuity does NOT exist, the output at any of the measurement points, locate
circuit of the suspect relay (circuit VJ3-17 for and repair the open or short circuit to ground
power relay 2) is shorted to voltage. Locate in the suspect circuit.
If the measured voltage is greater than 7
volts at all of the measurement points,
Test 4 Checking EECU Fault replace the EECU.
Logging
Test 16 Checking the Cranking
1. Remove the ABS fuses.
Engine Speed Signal
2. Remove fuse 16.
1. Turn the key switch OFF.
3. Crank the engine and then check for
diagnostic fault codes. 2. Connect all connectors that were previously
If fault codes 6-3, 6-4, and 6-5 are logged in disconnected from the EECU and the VECU.
the EECU, in any combination, go to test 3. Install fuse 38.
Test 8 Checking VECU Fault Logging
on page 705. 4. Use a Diagnostic Computer to monitor the
engine speed while cranking the engine.
If fault codes 6-3, 6-4, and 6-5 are NOT
logged in any combination, go to test Test 9 If the diagnostic tool shows an engine speed
Checking EECU Power and Ground of 150 to 200 RPM while cranking the
Circuits on page 705. engine, go to test Test 32 Checking the
Engine Speed Input on page 706.
Test 8 Checking VECU Fault less than 150 RPM while cranking the
Logging engine, check the batteries, cables and the
starting system for proper operation.
1. Turn the key switch OFF. If the diagnostic tool shows no engine speed
2. Install fuse 16 and remove fuse 38. or NA while cranking the engine, adjust the
Engine Speed and Engine Position (EP)
3. Crank the engine and then check for Sensors and retest the system.
diagnostic fault codes.
If fault code 6-4 is logged in the VECU, go to
test Test 16 Checking the Cranking
Engine Speed Signal on page 705.
If fault code 6-4 is NOT logged in the VECU,
go to test Test 17 Checking VECU
Power and Ground Circuits on page 706.
Page 705
Test 17 Checking VECU Power Test 64 Checking the Engine

and Ground Circuits Position Input
1. Turn the key switch OFF. 1. Turn the key switch OFF.
2. Remove fuse 38. 2. Connect the Engine Position (EP) Sensor
connector.
3. Connect VECU connector J3 (if the
connector had been disconnected for a 3. Disconnect the Engine Speed Sensor
previous test). connector.
4. Measure the voltage between VECU 4. Crank the engine and then check for fault
connector J3 pins 17 and 18 while cranking codes.
the engine. If fault code 3-2 is logged in the EECU, go to
If the measured voltage is less than 7 volts, test Test 128 Checking Voltage Drop
locate and repair the open or short circuit to Across an EUP on page 706.
ground in the suspect circuit. If fault code 3-2 is NOT logged in the EECU,
If the measured voltage is greater than check the engine speed and engine position
7 volts, replace the VECU. circuits for damage and replace the EECU.
Test 32 Checking the Engine Test 128 Checking Voltage Drop

Speed Input Across an EUP
1. Turn the key switch OFF. 1. Connect the Engine Speed Sensor
connector.
connector. 2. Measure the voltage drop across an EUP
while the engine is cranking.
3. Crank the engine and then check for fault
codes. If the voltage drop across the EUP is
0.12 volts AC or 0.016 volts DC, contact
If fault code 3-4 is logged in the EECU, go to
Mack Trucks Service Engineering for further
test Test 64 Checking the Engine
assistance.
Position Input on page 706.
If there is NO voltage drop across the EUP,
If fault code 3-4 is NOT logged in the EECU,
replace the EECU and VECU with known
check the engine speed and engine position
good units.
circuits for damage and replace the EECU.
Page 706
VIP DIGITAL DASH DISPLAY
VIP DIGITAL DASH DISPLAY NO DIAGNOSTIC FAULT CODE

856
Figure 856 VIP Digital Dash Display Circuit (ASET IEGR Engine)
Page 707
857
Figure 857 VIP Digital Dash Display Circuit (ASET CEGR Engine)
Page 708
System Description: The Vehicle Information
Profile (VIP) digital dash display allows the driver
to monitor a wide variety of vehicle parameters.
The VIP display receives information from the Do not attempt to service the VIP unit. If the VIP
Vehicle Electronic Control Unit (VECU) and the display is inoperative, check for key ON battery
Engine Electronic Control Unit (EECU) on the power at VIP connector pins 1 and 3. Check for a
J1587 serial data lines. The intensity of the VIP good ground at VIP connector pin 7. Verify the
display is controlled by the instrument panel continuity of the J1587 data lines. If power,
dimmer circuit. ground, and serial data are being successfully
supplied to the VIP unit, replace it with a new VIP
display.
Page 709
NOTES
Page 710
SPECIFICATIONS
SPECIFICATIONS
Page 711
SPECIFICATIONS
V-MAC III SENSOR Boost Air Pressure (BAP) Sensor
SPECIFICATIONS (IEGR #64MT2101)
The tables in this section show the normal
specifications for V-MAC III system sensors. Sensor Output (5 volt
Boost Air Pressure input)
0 psi 0.7 volts
Aftercooler Outlet Temperature 5 psi 1.1 volts
Sensor (AOT) Sensor (CEGR 10 psi 1.7 volts
#64MT450A) 15 psi 2.1 volts
20 psi 2.6 volts
Aftercooler Outlet 25 psi 3.1 volts
Temperature Sensor Resistance
30 psi 3.6 volts
50F (10C) 59.5 k ohms
35 psi 4.1 volts
180F (82C) 3.5 k ohms
40 psi 4.6 volts
Intake Air Temperature Sensor Boost Air Pressure (BAP) Sensor

(CEGR #64MT450A) (CEGR #64MT446)
Intake Manifold
Temperature Sensor Resistance Sensor Output (5 volt
Boost Air Pressure input)
50F (10C) 59.5 k ohms
0 psi 0.5 volts
180F (82C) 3.5 k ohms
10 psi 1.1 volts
20 psi 1.7 volts
Intake Air Temperature Sensor 30 psi 2.3 volts
(IEGR #64MT2102) 40 psi 3.0 volts
50 psi 3.6 volts
Intake Manifold 60 psi 4.2 volts
77F (25C) 18352076 ohms
Compressor Discharge
100F (37.8C) 11461291 ohms
Temperature (CDT) Sensor
220F (104.4C) 158170 ohms
250F (121.11C) 105112 ohms
(CEGR #64MT450A)
Ambient Air Temperature (AAT) Compressor Discharge

Sensor 50F (10C) 59.5 k ohms
180F (82C) 3.5 k ohms
Ambient Air Temperature Sensor Resistance
32F (0C) 3422 ohms
104F (40C) 1485 ohms
Page 712
SPECIFICATIONS
Engine Coolant Temperature (ECT) Engine Oil Temperature (EOT)
Sensor (#64MT2103M) Sensor (Oil Pan Mounted Sensor
#64MT2113)
Engine Coolant
Engine Oil Temperature Sensor Resistance
77F (25C) 25902960 ohms
75F (24C) 2100 ohms
100F (37.8C) 15001690 ohms
100F (37.8C) 1250 ohms
220F (104.4C) 151160 ohms
125F (51.7C) 800 ohms
230F (110C) 128136 ohms
150F (65.5C) 525 ohms
175F (79.4C) 350 ohms
200F (93.3C) 240 ohms
225F (107.2C) 160 ohms
Sensor Output (5 volt
Engine Oil Pressure input) 250F (121.1C) 140 ohms
275F (135C) 90 ohms
0 psi 0.6 volts
300F (148.9C) 65 ohms
10 psi 1.05 volts
20 psi 1.6 volts
30 psi 2.1 volts
40 psi 2.6 volts
50 psi 3.1 volts Ambient Temperature Sensor Resistance
60 psi 3.6 volts Less than 68F (20C) 650946 ohms
70 psi 4.1 volts 68F (20C) 774946 ohms
80 psi 4.6 volts Greater than 68F (20C) 7741300 ohms
Engine Oil Temperature (EOT) Engine Speed/Timing (RPM/TDC)

Sensor (Oil Filter Pedestal Mounted Sensor
Sensor #64MT2107)
Engine Oil Temperature Sensor Resistance
68F (20C) 774946 ohms
77F (25C) 25902960 ohms
100F (37.8C) 15001690 ohms
220F (104.4C) 151160 ohms
230F (110C) 128136 ohms
Page 713
SPECIFICATIONS
Front Drive Axle Oil Temperature Intake Air Temperature and
(FAOT) Sensor Humidity (IATH) Sensor (CEGR
#64MT463M)
Front Drive Axle Oil
Sensor Output (5 volt
75F (24C) 2100 ohms Intake Air Humidity input)
100F (37.8C) 1250 ohms 10% Relative Humidity 1.180 volts
125F (51.7C) 800 ohms 95% Relative Humidity 3.704 volts
150F (65.5C) 525 ohms
175F (79.4C) 350 ohms Intake Manifold Temperature (IMT)
200F (93.3C) 240 ohms Sensor (IEGR)
225F (107.2C) 160 ohms
250F (121.1C) 140 ohms Intake Air Temperature Sensor Resistance
275F (135C) 90 ohms 14F (10C) 85009500 ohms
300F (148.9C) 65 ohms 32F (0C) 55006500 ohms
50F (10C) 35003900 ohms
Fuel Temperature (FT) Sensor 68F (20C) 22002600 ohms
86F (30C) 15001800 ohms
Fuel Temperature Sensor Resistance 104F (40C) 10001300 ohms
77F (25C) 25902960 ohms 122F (50C) 750850 ohms
100F (37.8C) 15001690 ohms 140F (60C) 600650 ohms
220F (104.4C) 151160 ohms 158F (70C) 450500 ohms
230F (110C) 128136 ohms
Intake Manifold Temperature (IMT)
Fuel Level (FL) Sensor Sensor (CEGR #64MT450)
Fuel Level Sensor Resistance

Intake Manifold
Full Tank 2834 ohms Temperature Sensor Resistance
Half Tank 132144 ohms 50F (10C) 59.5 k ohms
Empty Tank 238255 ohms 180F (82C) 3.5 k ohms
Intake Air Temperature and

Humidity (IATH) Sensor (CEGR
#64MT463M)
Intake Air Temperature Sensor Resistance

32F (0C) 30,025 ohms
68F (20C) 12,280 ohms
86F (30C) 8,178 ohms
104F (40C) 5,575 ohms
Page 714
SPECIFICATIONS
Rear Drive Axle Oil Temperature Transmission Oil Temperature (TOT)
(RAOT) Sensor Sensor
Rear Drive Axle Oil Transmission Oil

Temperature Sensor Resistance Temperature Sensor Resistance
75F (24C) 2100 ohms 75F (24C) 2100 ohms
100F (37.8C) 1250 ohms 100F (37.8C) 1250 ohms
125F (51.7C) 800 ohms 125F (51.7C) 800 ohms
150F (65.5C) 525 ohms 150F (65.5C) 525 ohms
175F (79.4C) 350 ohms 175F (79.4C) 350 ohms
200F (93.3C) 240 ohms 200F (93.3C) 240 ohms
225F (107.2C) 160 ohms 225F (107.2C) 160 ohms
250F (121.1C) 140 ohms 250F (121.1C) 140 ohms
275F (135C) 90 ohms 275F (135C) 90 ohms
300F (148.9C) 65 ohms 300F (148.9C) 65 ohms
Throttle Position (TP) Sensor Vehicle Speed (MPH) Sensor (VSS)
Resistance pin C to pin A 20003000 Resistance at 75F

Resistance pin C to pin B 200800 (accelerator
pedal not depressed) Mack T200/T300-Series 252 to 308 ohms
Resistance pin C to sensor Over 100 k
case Mack T200/T300-Series 238 to 292 ohms
Page 715
SPECIFICATIONS
V-MAC III E-TECH ENGINE FUEL RATE SPECIFICATIONS
(1997 THROUGH 1999)
The following table shows the normal fuel consumption rates for V-MAC III E-Tech engines.
Fuel Rate
(Gallons Per EM7 EM7 E7 E7 E7
Hour) 275 300 310/330 330/350 355/380 E7 300 E7 350 E7 400 E7 427 E7 460
Idle (650 RPM) 0.51.0 0.51.0 0.51.0 0.51.0 0.51.0 0.51.0 0.51.0 0.51.0 0.51.0 0.51.0
High Idle (2100 2.03.0 2.03.0 2.03.0 2.03.0 2.03.0 2.03.0 2.03.0 2.03.0 2.03.0 2.03.0
RPM)
Full Load (Rated 12.3 13.3 13.9 14.7 15.8 13.3 15.5 18.0 19.2 20.9
RPM)
Full Load (Peak 11.2 12.2 12.5 13.5 14.4 11.5 13.4 14.5 16.1 16.7
Torque RPM)
Page 716
SCHEMATICS AND DIAGRAMS
Page 717
SYSTEM CONNECTORS PIN Letter Designation
A Serial data link PLUS (+) line
The V-MAC III system utilizes many different
B Serial data link MINUS () line
connector styles and sizes. The Vehicle
Electronic Control Unit (VECU), Engine C PLUS (+) 12 volts
Electronic Control Unit (EECU), and the Serial D Accessory relay
Communications Port connectors are the largest E Chassis ground
connectors in the system, and are where the
majority of the V-MAC III system testing is F Not used
performed. This section illustrates the VECU,
EECU, and Serial Communications Port 9-Pin Serial Communication Port
connectors and includes charts with connector
terminal identification and functions. The charts The Serial Communications Port is a nine (9) pin
should not be used as a replacement for the connector used for system diagnostics and
detailed tests that appear in this manual. The reprogramming. It is located under the dashboard
charts are intended as an identification reference to the left of the steering column. This port is
for use when repairing a connector or terminal. used for connecting a diagnostic computer to the
vehicle. See the illustration for the pin locations. A
listing of the signal on each pin follows the
6-Pin Serial Communication Port illustration.
859
The Serial Communications Port is a six (6) pin

connector used for system diagnostics and
reprogramming. It is located under the dashboard
to the left of the steering column. This port is used
for connecting a diagnostic computer to the
vehicle. See the illustration for the pin locations. A
listing of the signal on each pin follows the
illustration.
858
Figure 859 9-Pin Serial Communication Port
PIN Letter Designation

A Chassis ground
B PLUS (+) 12 volts
C J1939 Serial data link PLUS (+) line
Figure 858 6-Pin Serial Communication Port
D J1939 Serial data link MINUS () line
E J1939 Serial data link shield line
F J1587 Serial data link PLUS (+) line
G J1587 Serial data link MINUS () line
H Not used
J Not used
Page 718
Vehicle Electronic Control Unit VEHICLE ELECTRONIC CONTROL UNIT
(VECU) CONNECTOR PIN DESIGNATIONS
(VECU) Connectors
VECU Connector J1
The Vehicle Electronic Control Unit (VECU) has
three 18 pin connectors. Each pin is marked on PIN
the inside of the connector. To disconnect a Number Description
connector from the VECU, press down on the 1 Ignition key switch
tang of the harness connector and gently pull the 2 Starter signal
connector from the VECU. Be sure that the
3 Buffered vehicle speed output
connector is aligned as shown below to avoid (Speedometer Signal)
confusion when checking pin numbers. The
connector number and color are shown as a 4 Buffered RPM output (Tachometer Signal)
reference for reconnecting the VECU to the cab 5 Shutdown override signal
harness. 6 Speed control ON/OFF switch signal
860
7 Speed control SET/DECEL signal
8 Speed control RESUME/ACCEL signal
9 Clutch engaged signal
10 Parking brake signal (#1)
11 Service brake signal
12 Engine brake switch low
13 Engine brake switch high
14 Not used
15 Fan clutch override
16 Not used
17 Not used
18 Fuel level sensor signal
Figure 860 VECU Connectors
Page 719
VECU Connector J2 Engine Electronic Control Unit
PIN (EECU) Connectors (ASET IEGR
Number Description
Engine)
1 VECU Reference ground
2 Transmission oil temperature signal The Engine Electronic Control Unit (EECU) has
3 Front drive axle temperature signal two 43 pin connectors. To disconnect a connector
4 Rear drive axle temperature signal from the EECU, pull back on the connector lock
and gently pull the connector back on its heel and
5 Not used (spare relay)
away from the EECU. For easy reference, the
6 Not used following illustration shows each pin number as it
7 Exhaust temperature sensor signal appears on the connector. Be sure that the
8 Exhaust temperature sensor return
connector is aligned as shown below to avoid
confusion when checking pin numbers. The
9 PTO 1 selected connector number and EECU orientation are
10 PTO 2 (when selected) shown as a reference for reconnecting the EECU
11 Vehicle speed sensor PLUS (+) to the engine harness.
861
12 Vehicle speed sensor MINUS ()
13 Parking brake signal (#2)
14 Not used
15 Not used
16 Not used
17 CAN-T1
18 CAN-T2
VECU Connector J3
PIN
Number Description
1 J1939 data link high
2 J1939 data link low
3 Not used
4 Throttle position sensor voltage reference
5 Throttle position sensor signal
6 Throttle position sensor return
7 Spare relay #3
8 Shutdown lamp (mechanical gauge panel)
9 Electronic Malfunction Lamp (EML) signal
(mechanical gauge panel)
10 Spare relay #2
11 Not used (spare driver alarm) Figure 861 EECU Connectors (ASET IEGR Engine)
12 Spare relay #1
13 Accessory relay control
14 J1587 serial data link A PLUS (+)
15 J1587 serial data link B MINUS ()
16 PLUS (+) 12 volts from battery
17 PLUS (+) 12 volts from accessory relay
18 Chassis ground
Page 720
ENGINE ELECTRONIC CONTROL UNIT EECU Connector J1
(EECU) CONNECTOR PIN DESIGNATIONS
PIN
(ASET IEGR ENGINE) Number Description
22 Electronic unit pump injector #2
EECU Connector J1
23 Electronic unit pump injector #3
PIN
Number Description 24 Electronic unit pump injector #4
1 Not used (Engine oil level sensor) 25 Oil pressure sensor return
2 Not used 26 Temperature sensor common return
3 Not used 27 Intake air temperature sensor signal
4 Not used 28 Fuel temperature sensor signal
5 Engine oil temperature sensor signal 29 Not used
6 Not used 30 RPM/TDC sensor signal
7 Air conditioning pressure switch 31 RPM/TDC sensor return
8 Wastegate solenoid control/Parallel fan 32 Oil pressure sensor voltage reference

circuit 33 Not used
9 Fan clutch solenoid control 34 Engine oil pressure sensor signal
10 Electronic unit pump injector #1 35 Boost air pressure sensor return
11 Electronic unit pump injector #5 36 Boost air pressure sensor voltage
12 Electronic unit pump injector #6 reference
13 Not used (Engine oil level sensor) 37 Not used
14 Not used 38 Not used
15 Boost air pressure sensor signal 39 Not used
17 Coolant temperature sensor signal 41 Rear bank electronic unit pump injector
solenoid voltage supply
18 Engine position sensor return
42 Front bank electronic unit pump injector
19 Engine position sensor signal solenoid voltage supply
20 Engine brake #2 control 43 Not used
21 Engine brake #1 control
Page 721
EECU Connector J2 EECU Connector J2
PIN PIN
Number Description Number Description
2 Not used 24 Chassis ground
3 Engine coolant level sensor signal 25 Not used
4 Not used 26 Engine coolant level sensor return
5 Not used 27 Ambient air temperature sensor return
7 Not used 29 Ambient air temperature sensor signal
8 J1939 data link high 30 Not used
9 Not used 31 J1587 serial data link (+)
10 12 volts from power relay 32 Not used
12 Chassis ground 34 Not used
16 Not used 38 J1587 serial data link ()
17 Not used 39 J1939 data link low
19 Not used 41 12 volts from power relay
21 Not used 43 Chassis ground
22 12 volts from power relay
Page 722
Engine Electronic Control Unit ENGINE ELECTRONIC CONTROL UNIT
(EECU) CONNECTOR PIN DESIGNATIONS
(EECU) Connectors (ASET CEGR (ASET CEGR ENGINE)
Engine)
EECU Connector J1
The Engine Electronic Control Unit (EECU) has PIN
three connectors, J1 is a 36 pin connector, J2 is Number Description
an 89 pin connector, and J3 is a 16 pin connector. 1 Not used
To disconnect a connector from the EECU, pull 2 12 volts (Battery power)
back on the connector lock and gently pull the
connector back on its heel and away from the 3 12 volts (Battery power)
EECU. For easy reference, the following 4 Chassis ground
illustration shows each pin number as it appears 5 12 volts (Battery power)
on the connector. Be sure that the connector is
6 Not used
aligned as shown below to avoid confusion when
checking pin numbers. The connector number 7 Chassis ground
and EECU orientation are shown as a reference 8 Chassis ground
for reconnecting the EECU to the engine 9 Not used
harness.
862 10 ISO K-line
11 Coolant level sensor return
12 Coolant level sensor signal
13 Not used (coolant level warning signal)
14 Fan speed sensor signal return
15 Fan speed sensor supply voltage
16 Not used
17 J1587 serial data link (+)
18 J1587 serial data link ()
19 Not used
20 Fan speed sensor signal
21 Not used
22 High side bank 1
23 CAN2 J1939 data link high
24 CAN2 J1939 data link low
25 Not used
26 Not used
27 Not used
28 Fan clutch output
29 Not used
30 CAN1 J1939 data link low
31 CAN1 J1939 data link high
32 Not used
Figure 862 EECU Connectors (ASET CEGR Engine)
33 Not used
34 Not used
35 Air conditioning high pressure switch
36 Not used
Page 723
PIN PIN
1 Not used 35 Boost air pressure sensor supply voltage
5 Not used (spare control output) 39 Not used
6 Variable geometry turbo output 40 Not used
7 High side bank 1 41 Not used
9 Not used (spare control) 43 Not used
10 Aux. cooling low 44 Not used
11 Not used 45 Oil pressure sensor signal
12 High side bank 2 (aux cooler low) 46 Not used
13 Not used 47 Humidity sensor signal
15 Not used 49 Boost air pressure sensor ground
16 Variable EGR control signal (hi) 50 Boost air pressure sensor signal
17 Variable EGR control signal (low) 51 Variable geometry turbo position sensor
signal
18 Not used (ground pass thorough)
52 Not used
19 Not used
53 Not used
20 Not used
54 Turbo wheel speed sensor signal (+)
21 Not used (oil level sensor signal)
55 Engine speed sensor ()
22 Not used (oil level sensor ground)
56 Engine speed sensor (+)
23 Not used
57 Not used
24 Not used
58 Not used
25 Oil pressure sensor supply voltage
59 Not used
26 Variable geometry turbo position sensor
supply voltage 60 Not used
27 Not used 61 Inlet manifold air temperature sensor
ground
28 Oil pressure sensor ground
62 Not used
29 EGR pressure sensor ground
63 Not used
30 Air humidity sensor +5 volt reference
voltage 64 Oil temperature sensor signal
31 Not used 65 Combustion air temperature sensor signal
32 Not used 66
33 Not used 67 Compressor temperature sensor and
Aftercooler outlet temperature sensor
34 Wake-up input
grounds
Page 724
PIN PIN
68 Ambient air temperature sensor signal 1 Not used
69 Variable geometry turbo position sensor 2 Not used
ground
3 Electronic unit pump injector #6 solenoid
70 Not used voltage supply
71 Not used 4 Electronic unit pump injector #5 solenoid
voltage supply
72 Turbo wheel speed sensor signal ()
73 Turbo wheel speed sensor shield
voltage supply
74 Not used
75 Engine position sensor signal (+) control
76 Engine position sensor signal () 7 Engine brake #1 control
77 Not used 8 Engine brake #2 control
78 Not used 9 Electronic unit pump injector #1 solenoid
voltage supply
79 Not used
80 Inlet manifold temperature sensor signal voltage supply
81 Fuel temperature sensor signal 11 Electronic unit pump injector #4 solenoid
82 Oil and fuel temperature sensor grounds voltage supply
83 Humidity sensor ground 12 Electronic unit pump injector #5 solenoid
control
84 Aftercooler outlet temperature sensor
ground 13 Electronic unit pump injector #1 solenoid
control
85 Compressor discharge temperature sensor
signal 14 Electronic unit pump injector #4 solenoid
control
86 Coolant temperature sensor signal
87 Coolant temperature sensor and ambient control
air temperature sensor grounds
88 Not used control
89 Not used
Page 725
CAB AND CHASSIS PIN Letter Circuit Designation
CONNECTORS A VJ2-3-0.8
B 2-D-2.0
This section provides connector terminal and C VJ2-4-0.8
circuit identification for some of the larger cab and
chassis electrical connectors. In some diagnostic D 2-C-2.0
routines, these connectors can be used as E 8-B-2.0
intermediate check points to isolate the location F VJ2-1-0.8
of electrical problems to a specific wiring harness.
G Not used
H 4-E-1.0
Cab-Chassis Bulkhead Connector J 4-C-1.0
K 4-F-1.0
The cab-chassis bulkhead connector, used on
conventional models, is a 21 pin in-line, L 4-D-1.0
Deutsch-type connector. The cab-chassis M 3-B-1.0
bulkhead connector is located on the left side of N VJ1-11-1.0/0.8
the bulkhead. See the illustration for the pin
locations. The table that follows the illustration P 35-C-0.8
shows connector pin designations for a typically R 35-B-1.0
configured vehicle. S 3-D-0.8
863
T Not used
U Not used
V Not used
W Not used
X Not used
Figure 863 Cab-Chassis Bulkhead Connector
Page 726
Cab-Transmission Harness PIN Letter Circuit Designation
Bulkhead Connector A 42-B-0.8
B VJ2-2-0.8
The cab-transmission harness bulkhead C VJ2-1-0.8
connector, used on conventional models, is a
D VJ2-9-0.8
23 pin in-line, Deutsch-type connector. The
cab-transmission harness bulkhead connector is E VJ2-11-1.0
located on the left side of the bulkhead. See the F VJ2-12-1.0
illustration for the pin locations. The table that G VJ1-18-0.8
follows the illustration shows connector pin
designations for a typically configured vehicle. H VJ3-14-0.8 *
864
J VJ3-15-0.8 *
K Not used
L Not used
M 25-B-1.0
N Not used
O 19-C-0.8
P VJ3-13-0.8
Q EJ1-5-0.8
R 18-B-2.0
S Not used
T Not used
U Not used
V Not used
W Not used
X Not used
* Indicates Twisted Pair VJ3-14-0.8/VJ3-15-0.8
Figure 864 Cab-Transmission Harness Bulkhead

Connector
Page 727
Transmission-Engine Transition PIN Letter Circuit Designation
Connector A BK-A-2.0 **
B EJ2-10-2.0
The transmission-engine transition connector is a C 41-A-2.0
15 pin in-line, Deutsch-type connector. The
D EJ2-35-0.8/0.5
transmission-engine transition connector is
located on top of the transmission bell housing. E Not used
See the illustration for the pin locations. The table F Not used
that follows the illustration shows connector pin G EJ1-5-0.8
designations for a typically configured vehicle.
865 H 25-B-1.0
J VJ3-14-0.8/0.5 *
K VJ3-15-0.8/0.5 *
L Not used
M EJ2-22-2.0
N EJ2-41-2.0
P Not used
R 19-C-0.8

** Engine Green Cell Test Ground Point DO NOT USE
FOR ANY OTHER PURPOSE
Figure 865 Transmission-Engine Transition

Connector
Page 728
Cab-Chassis-Transmission Harness PIN
Number Circuit Designation
Hinge Point Connector
1 42-B-1.0
The cab-chassis-transmission harness hinge 2 VJ2-2-0.8
point connector, used on the MR model, is a 3 VJ2-1-0.8
31 pin in-line, Deutsch-type connector. The 4 VJ2-9-0.8
cab-chassis-transmission harness hinge point
connector is located on the front of the left 5 VJ2-11-1.0
radiator support. See the illustration for the pin 6 VJ2-12-1.0
locations. The table that follows the illustration 7 VJ1-18-0.8
shows connector pin designations for a typically
8 VJ3-14-0.8 *
configured vehicle.
866 9 VJ3-15-0.8 *
10 Not used
11 25-B-1.0
12 17-A-0.8
13 VJ1-9A-0.8
14 19-C-0.8
15 Not used
16 Not used
17 EJ2-10-2.0
18 41-A-2.0
19 42-A-1.0
20 Not used
21 Not used
22 3-B-1.0
23 4-E-1.0
24 34-B-1.0
25 4-C-1.0
26 44-A-2.0
Figure 866 Cab-Chassis-Transmission Harness Hinge
Point Connector 27 Not used
28 EJ2-22-2.0
29 EJ2-41-2.0
30 VJ1-2-0.8
31 18-B-2.0
Page 729
Cab-Chassis-Transmission PIN
Number Circuit Designation
Bulkhead Connector
1 Not used
The cab-chassis-transmission bulkhead 2 VJ2-2-0.8
connector, used on the LE model, is a 31 pin 3 VJ2-1-0.8
in-line, Deutsch-type connector. The 4 30-B-0.8
cab-chassis-transmission bulkhead connector is
located under the left drivers floor panel. See the 5 VJ2-11-1.0
illustration for the pin locations. The table that 6 VJ2-12-1.0
follows the illustration shows connector pin 7 VJ1-18-0.8
designations for a typically configured vehicle.
867 8 VJ3-14-0.8 *
9 VJ3-15-0.8 *
10 Not used
11 Not used
12 Not used
13 Not used
14 19-C-0.8
15 EJ1-5-0.8
16 9-C-0.8
17 EJ2-10-2.0
18 Not used
19 Not used
20 Not used
21 Not used
22 5-A-1.0
23 VJ1-11-1.0
24 Not used
25 Not used
Figure 867 Cab-Chassis-Transmission Bulkhead
Connector 26 44-A-2.0
27 Not used
28 EJ2-22-2.0
29 EJ2-41-2.0
30 VJ1-2-0.8
31 Not used
Page 730
Cab-Chassis Body Power Bulkhead PIN Letter Circuit Designation
Connector A 35-B-3.0
B 4-C-3.0
The cab-chassis body power bulkhead C 33-B-3.0
connector, used on the LE model, is a 16 pin
D 33-B-3.0
in-line, Deutsch-type connector. The cab-chassis
body power bulkhead connector is located under E 4-E-3.0
the left drivers floor panel. See the illustration for F 37-B-3.0
the pin locations. The table that follows the G 38-A-3.0
illustration shows connector pin designations for
a typically configured vehicle. H 34-B-3.0
868
J 34-B-3.0
K 34-C-3.0
L 39-B-3.0
M Not used
N Not used
P Not used
R Not used
S Not used
Figure 868 Cab-Chassis Body Power Bulkhead

Connector
Page 731
Digital Gauge Cluster Connector PIN
Number Circuit Description
The digital gauge cluster is available on CV, CX 1 Indicator lamp illumination ground
and CH models. The digital gauge cluster 2 Not used
connector is a 36 pin connector. See the
3 Not used
illustration for the pin locations. The table that
follows the illustration shows a functional 4 Ignition power
description of the circuit on each connector pin for 5 Hook-up lamps indicator (+)
a typically configured vehicle. 6 Not used
869
7 Not used
8 Not used
9 Right turn indicator (+)
10 Not used
11 Not used
12 Neutral indicator (+)
13 Reverse indicator (+)
14 J1587 serial data link (+)
15 Not used
16 Not used
17 Left turn indicator (+)
18 Not used
19 Not used
20 Not used
21 Low brake air indicator (+)
22 Not used
23 Not used
24 Not used
25 High beam indicator (+)
26 Not used
27 Not used
28 Not used
Figure 869 Digital Gauge Cluster Connector 29 Battery power
30 J1587 serial data link ()
31 PDLO indicator ()
32 Not used
33 Heated mirror indicator (+)
34 Illumination (+)
35 Battery ground
36 Gauge illumination ground
Page 732
VIP Digital Dash Display Connector J1939 Serial Port Connector Repair
The VIP digital dash display is available on CV, The J1939 serial port connector is a 3 pin in-line,
CX and CH models. The VIP digital dash display Deutsch-type connector. This connector is used
connector is a 9 pin connector. See the to connect the J1939 serial port cable to various
illustration for the pin locations. The table that electronic control module harnesses within the
follows the illustration shows a functional vehicle. Use the procedures outlined in this
description of the circuit on each connector pin. section when it is necessary to repair a J1939
870
serial port connector.
TERMINAL REMOVAL
871
Figure 871 Removing the Wedgelock
1. Wedgelock 2. Connector Body

Figure 870 VIP Digital Dash Display Connector
As viewed from the harness end of the connector. 1. Use a small-bladed screwdriver to remove
the wedgelock that holds the terminals in
PIN place.
Number Circuit Description
2. Use a sharp knife to carefully remove the
1 Ignition power shrink tubing from the rear of the connector
2 Illumination (+) plug.
3 Battery power 3. Use a small screwdriver to release the
4 J1587 serial data link B () locking tab on each of the terminals. Pull the
wires and terminals from the rear of the
5 Not used
connector body.
6 J1587 serial data link A (+)
4. Slide a new piece of shrink tubing over the
7 Ground removed terminals and onto the cable.
8 Not used
5. If a terminal is being replaced, cut the wire
9 Not used through the middle of the crimp to minimize
wire loss.
Page 733
1. Strip 0.2360.315 inches (68 mm) of
872
insulation from the end of the wire.

2. Set the wire size adjustment on crimping tool
J 34182 to number 18.
3. Insert the contact end of the replacement
terminal into the crimping tool. Adjust the
crimping tool depth by loosening the locking
ring until the depth adjusting screw is free.
Turn the adjusting screw until the wire end of
the replacement terminal is just above flush
with the crimping hole. Tighten the locking
ring.
4. Fully insert the wire into the terminal, so that
the stripped portion of the wire is in the crimp
Figure 872 Removing the Wires and Terminals area.
1. Connector Body 3. Shrink Tubing Installation

5. Squeeze the handle of the crimping tool until
2. Standard Socket Area it releases. The terminal is now properly
Terminal installed onto the wire.
6. Remove the terminal and wire from the
TERMINAL CRIMPING crimping tool.
873
7. Tug on the wire to ensure that the crimp is
tight.
874
Figure 873 Setting the Wire Size Adjustment
1. Crimper J 34182 3. SEL NO. Arrow Figure 874 Adjusting the Crimping Tool Depth
2. Wire Size Indicator
1. Terminal 3. Depth Adjustment Screw
2. Locking Ring
Page 734
TERMINAL INSERTION 1. Slide each wire and terminal assembly into
875 the rear of the connector.
2. Insert the wedgelock to hold the terminals in
place. Make sure the connector seal fits
securely to the connector body.
3. Slide the shrink tubing over the raised area
of the connector body. Use a heat gun to
shrink the tubing into position over the
harness and connector body.
Current production vehicles use J1939

connectors fitted with a rear weather seal in place
of shrink tubing.
877
Figure 875 Inserting the Wires and Terminals
1. Connector Body 3. Shrink Tubing Installation

2. Standard Socket Area
Terminal
876
Figure 877 Applying Shrink Tubing
1. Shrink Tubing Applied to this Area
Figure 876 Inserting the Wedgelock
1. Wedgelock 3. Connector Body

2. Connector Seal
Page 735
Bulkhead Deutsch Connector and 1. Slide terminal removal tool J 34513, tapered
end first, onto the damaged wire.
Serial Communication Port Repair
2. Push the terminal removal tool into the
Use the procedures outlined in this section when connector cavity until it completely engages
it is necessary to repair a cab or chassis the contact. Do not twist the tool while
bulkhead connector or the serial communication inserting it into the cavity.
port. 3. Pull the terminal removal tool, terminal, and
wire from the connector cavity as a unit.
TERMINAL REMOVAL 4. Cut the wire as close to the crimp as
878 possible to minimize wire loss.
880
Figure 878 Terminal Removal Tool

879 Figure 880 Removing the Terminal from the
Connector Cavity
Figure 879 Releasing the Terminal
Page 736
CONTACT REPLACEMENT 4. Insert the wire into the replacement terminal,
881 so that the stripped portion of the wire is
entirely in the crimp area.
it releases. The terminal is now properly
installed onto the wire.
6. Remove the terminal and wire from the
crimping tool.
7. Inspect the terminal for a good crimp and
proper installation.
883
Figure 881 Setting the Wire Size Adjustment

882
Figure 883 Crimping the Terminal

884
Figure 882 Adjusting the Crimping Tool Depth
1. Strip 0.240.32 inches (68 mm) of

2. Set the wire size adjustment on crimping tool
J 34182 to match the gauge of the wire
being repaired.
3. Insert the terminal into the crimping tool,
contact end first. Close the crimping tool just
enough to hold the terminal. Adjust the Figure 884 Inspecting the Terminal Installation
crimping tool depth by loosening the locking
ring until the depth adjusting screw is free.
Turn the adjusting screw until the wire end of
the replacement terminal is just above flush
with the crimping hole. Tighten the locking
ring.
Page 737
TERMINAL INSERTION Weather-Pack Connector Repair
885
Use the procedures outlined in this section when

it is necessary to repair a Weather-Pack
connector.
TERMINAL REMOVAL
887
Figure 885 Inserting the Terminal
1. Grasp the wire approximately 1 inch

(25.4 mm) behind the terminal crimp.
2. Hold the connector body with the rear face
toward the terminal and wire.
3. Push the terminal into the proper cavity of Figure 887 Terminal Removal
the connector body until a positive stop is
felt. Gently tug on the wire to ensure that the 1. Unlatch and open the hinged secondary lock
terminal is locked into the connector body. on the rear of the connector body.
886
2. Push the damaged terminal into the
connector body as far as possible. Insert
terminal removal tool J 36400-5 into the
cavity in the front face of the connector
body. Push the tool onto the damaged
terminal and pull the terminal and wire out of
the rear of the connector body.
3. Cut the damaged terminal from the wire as
close as possible to the crimp connection.
Remove and discard the rubber wire seal.
888
Figure 886 Inserting the Terminal
Figure 888 Cutting the Terminal from the Wire
Page 738
CONTACT REPLACEMENT
891
889
Figure 891 Positioning the Wire in the Terminal

892
Figure 889 Aligning the Rubber Wire Seal

890
Figure 892 Inspecting the Terminal
Figure 890 Terminal Crimp Wings

TERMINAL INSERTION
1. Install a new rubber wire seal onto the wire. 1. Grasp the wire approximately 1 inch
2. Strip 0.23 to 0.25 inches (5.756.26 mm) of (25.4 mm) behind the terminal crimp.
insulation from the end of the wire. 2. Hold the connector body with the rear face
3. Align the end of the rubber wire seal with the toward the terminal and wire.
end of the wire insulation. 3. Push the terminal into the proper cavity of
4. Release the jaws of crimping tool J 35688. the connector body until a positive stop is
Insert the replacement terminal into the felt. Gently tug on the wire to ensure that the
terminal holder until the insulation wings are terminal is locked into the connector body.
flush with the crimping tool anvil. 4. Close and latch the secondary lock on the
5. Insert the wire and seal into the replacement rear of the connector body.
terminal until the first rib of the seal is flush
with the crimping tool anvil.
the ratchet releases. The terminal is now
properly installed onto the wire.
Page 739
Metri-Pack Connector Repair
894
Use the procedures outlined in this section when

it is necessary to repair a Metri-Pack connector.
TERMINAL REMOVAL
893
Figure 894 Removing the Terminal
CONTACT REPLACEMENT
895
Figure 893 Releasing the Terminal
1. Grasp the connector firmly and pull the

damaged wire as far as possible toward the
rear of the connector body.
2. Insert the needle end of the terminal removal
tool J 35689-A into the notch in the
appropriate cavity on the front face of the
connector body. Carefully move the
retaining tab toward the contact, and push
the wire toward the front face of the
connector body.
Figure 895 Positioning the Terminal in the Crimping
3. Push the wire and terminal from the rear of Tool
the connector out through the front of the
connector body. 1. Before stripping the insulation from the wire,
push the wire through the proper hole in the
4. Cut the damaged terminal from the wire as seal and out through the front face of the
close as possible to the terminal crimp. connector body.
2. Strip 0.15 to 0.17 inches (3.754.25 mm) of
3. Release the jaws of crimping tool J 35688.
Insert the replacement terminal into the
terminal holder until the insulation wings are
flush with the crimping tool anvil.
4. Apply just enough pressure to the handles of
the crimping tool to hold the replacement
terminal in place.
5. Insert the wire into the replacement terminal
until it butts up against the terminal holder.
Page 740
6. Squeeze the handle of the crimping tool until Micro-Pack Connector Repair
properly installed onto the wire. Use the procedures outlined in this section when
896
it is necessary to repair a Micro-Pack connector.
TERMINAL REMOVAL
898
Figure 896 Inspecting the Terminal
TERMINAL INSERTION
897
Figure 898 Opening the Strain Relief Device
1. Strain Relief 2. Lock Tabs
899
Figure 897 Installing the Terminal
1. Align the terminal retaining tab with the

notch in the connector body cavity.
Figure 899 Removing the Retainer
2. Pull the wire and terminal back into the
connector body until the retaining tab clicks
1. Retainer 3. Terminal Locking Finger
into place. 2. Locking Tab 4. Terminal
1. Unlatch and open the hinged strain relief

devise covering the connector body.
2. Use a small screwdriver to depress the
locking tabs on the sides of the connector
body. Remove the retainer from the front of
the connector.
Page 741
3. Push the damaged terminal as far as TERMINAL INSERTION
possible toward the front face of the 901
connector body. Carefully lift the terminal
locking finger and pull the wire and terminal
out of the rear of the connector body.
4. Cut the damaged terminal from the wire as
close as possible to the crimp connection.
CONTACT REPLACEMENT
900
Figure 901 Aligning the Connector
Figure 900 Positioning the Terminal 1. Locking Post 5. Connector Seal

2. Terminal 6. Strain Relief
3. Connector Body 7. Cavity Plug
1. Terminal Holder 3. Stripped Wire 4. Wire
2. Replacement Terminal 4. Crimping Tool
1. Strip 0.18 to 0.22 inches (4.55.5 mm) of

2. Release the jaws of crimping tool J 35688.
Insert the replacement terminal into the
terminal holder until the insulation wings are
flush with the crimping tool anvil.
3. Insert the bare wire fully into the
replacement terminal.
properly installed onto the wire.
Page 742
1. Align the locking posts, on the connector
body, with the connector seal and strain
relief. Install the seal and the strain relief
onto the connector body.
2. Push the terminal into the proper cavity of
the connector body until it clicks into
position.
3. Ensure that all terminals are properly
positioned in the connector body. Install the
retainer onto the front face of the connector.
Install plugs into any empty connector
cavities.
4. Position the harness conduit in the strain
relief and latch the strain relief.
902
Figure 902 Installing the Retainer
1. Retainer 3. Terminal Locking Finger

2. Locking Tab 4. Terminal
Page 743
NOTES
Page 744
SPECIAL TOOLS AND EQUIPMENT
Page 745
V-MAC SERVICE TOOLS
This section lists the tools which are required to
properly service the V-MAC III system.
1. J45537-PLC (Kent-Moore) RP 1210A compliant PLC/J1708 Serial link adapter (included in the
J 45537-MACK serial link kit)
2. J 38581 A (Kent-Moore) V-MAC Electronic Connector Test Adapter Kit
4. J 38500-63 (Kent-Moore) Serial Link Jumper (Deutsch-to-Deutsch)
5. Digital Multimeter Any digital multimeter accurate to 2% with a minimum input impedance
of 10 megaohm, and a 10 AMP range
6. Diagnostic Computer Any 100% IBM compatible computer with 32Mb RAM and Windows
95/98 or newer operating system
7. Modem or network card Any Hayes compatible modem
8. J 38582 (Kent-Moore) V-MAC Terminal Crimper/Removal Tool Kit
9. J 44786 (Kent-Moore) ECU Connector Terminal Removal Tool
10. J 44787 (Kent-Moore) ECU Connector Terminal Removal Tool
11. J 46505 (Kent-Moore) CEGR EECU Terminal Crimper/Terminal Repair Kit
12. J 35123 (Kent-Moore) Terminal Crimper
13. J 38500-96A (Kent-Moore) 6-to-9 Pin Communications Connector Adapter
The following tools are part of the J 38582

V-MAC Terminal/Crimper/Removal Tool kit.
These tools are available individually and are
listed here for reference.
J 36400-5 Weather-Pack terminal removal tool

J 33095 Micro-Pack and Bosch (55 pin) terminal removal tool
J 34182 Deutsch terminal crimping tool
J 34513 and J 37451 Deutsch terminal removal tools
J 35688 Weather-Pack, Bosch, Micro-Pack, and Metri-Pack Crimping Tool
J 35689-A Metri-Pack Terminal Removal Tool
J 38676 Bosch (7 pin) Terminal Removal Tool
Page 746

V-MAC
SERVICE MANUAL
III
PRINTED IN U.S.A.
8-211 MACK TRUCKS, INC. 2008

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V-MAC III OCTOBER 2008

SERVICE MANUAL (REVISED)

V-MAC III Diagnostic Equipment

OCTOBER 2008 MACK TRUCKS, INC 2008

The information, specifications, and illustrations in this

No part of this publication may be reproduced, stored in a

Activities associated with Danger indicate that death or serious personal

A procedure, practice, or condition that is essential to emphasize.

Please pay particular attention to the Notes,

No part of this manual may be reproduced, stored

Please take the time to familiarize yourself with

References in this manual to ASET IEGR

Many of the electrical schematic diagrams in this

DESCRIPTION AND OPERATION

The Compressor Discharge Temperature Sensor

On vehicles equipped with an electronic gauge

ENGINE POSITION (EP) SENSOR

SERVICE BRAKE SWITCH

SHUT-DOWN OVERRIDE SWITCH

SPEED CONTROL SWITCHES

If a 6-Pin Serial Link Jumper is not available and

Figure 5 Diagnostic Computer

The Diagnostic Computer is the most advanced

A J1708 Serial Data Link Adaptor is required for

If a 9-Pin Serial Link Jumper is not available and

Figure 7 9-Pin Serial Link Jumper

Figure 8 Digital Multimeter

The Digital Multimeter is used to make the

Since there are many types of digital multimeters

STEP 2: REVIEW THE V-MAC III TEST

STEP 3: CHECK FOR FAULT CODES

Open Circuit (open) is any situation where the

CONNECTOR TEST ADAPTORS FOR ASET IEGR ENGINES

Figure 9 Interface Devices

The ASET CEGR Engine Electronic Control

MACK BLINK CODE IDENTIFICATION TABLE

Blink Code Assignment Listing PID MID FMI Failure

Message Identifier (MID) Description

Parameter Identifier (PID) Description

Subsystem Identifiers (SID) for

Subsystem Identifiers (SID) for

Subsystem Identifiers (SID) for

Subsystem Identifiers (SID) for

Failure Mode Identifiers (FMI) Description

Figure 10 Engine Oil Pressure Sensor Circuit (ASET IEGR Engine)

Location: The Engine Oil Pressure (EOP)

1. Turn the ignition key OFF.

1. Turn the ignition key OFF.

1. Turn the ignition key OFF.

Make sure that the test leads used for checking

1. Visually inspect both sides of the Engine Oil

Test 80 Checking the EOP Sensor

Make sure that the test leads used for checking

1. Visually inspect both sides of the Engine Oil

1. Remove the Engine Oil Pressure (EOP)

60 psi 3.6 volts 0 psi .6 volts

70 psi 4.1 volts 10 psi 1.05 volts

80 psi 4.6 volts 20 psi 1.6 volts

Test 162 Checking the EECU

Figure 25 Engine Oil Pressure Sensor Circuit (ASET CEGR Engine)

Location: The Engine Oil Pressure (EOP)

1. Turn the ignition key OFF.

1. Turn the ignition key OFF.