SERVICE MANUAL

FR450 / FR500 / FR600 / FR700 / FR850

Forage Harvester

ELECTRICAL SYSTEMS - 55
[55.DTC] FAULT CODES - 55.22
E1640-03 - E2028-01

Part number 47849563

English
February 2015
Printed in U.S.A.
© 2015 CNH Industrial Belgium N.V. All Rights Reserved.
Replaces part number 47738762 - 47738765
New Holland is a trademark registered in the United States and many other countries,
owned by or licensed to CNH Industrial N.V., its subsidiaries or affiliates.
 Electrical systems - FAULT CODES

E1640-03 (DTC 1B2)-Engine sensor Controller Area Network (CAN)

bus failure
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The engine CAN bus circuit is not communicating between the ECU and other control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the engine CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

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Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-018 between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus readings are incorrect, continue with Step 5.

B. If the CAN bus readings are correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-015-CUR between pin 35
and pin 34.

There should be approximately 108 - 132 Ω.

A. If the CAN bus readings are incorrect, check the CAN bus wiring and terminating resistor between the ECU to
the vehicle controllers.

B. If the CAN bus readings are correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-015-CUR between pin 35 and pin 34.

There should be approximately 108 - 132 Ω.

A. If the readings are incorrect, the resistor has failed. Replace the ECU.

B. If the readings are correct, continue with Step 7.

NOTE: If the resistance test is correct at the diagnostic connector port, and the CAN circuit is still “Off line”. There
may be an OPEN circuit at one of the control modules (nodes).
7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1641-03 (DTC 1B3)-Primary vehicle Controller Area Network (CAN)

bus failure
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating to the ECU.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and DCU are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

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Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-018 between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus readings are incorrect, continue with Step 5.

B. If the CAN bus readings are correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-015-CUR between pin 35
and pin 34.

There should be approximately 108 - 132 Ω.

A. If the CAN bus readings are incorrect, check the CAN bus wiring and terminating resistor between the ECU to
the vehicle controllers.

B. If the CAN bus readings are correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-015-CUR between pin 35 and pin 34.

There should be approximately 108 - 132 Ω.

A. If the readings are incorrect, the resistor has failed. Replace the ECU.

B. If the readings are correct, continue with Step 7.

NOTE: If the resistance test is correct at the diagnostic connector port, and the CAN circuit is still “Off line”. There
may be an OPEN circuit at one of the control modules (nodes).
7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1642-02 (DTC 1B5)-Controller Area Network (CAN) message not

received from vehicle controller (VM2EDC)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.

NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, check for an intermittent fault.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only vehicle control modules are “Off line”, continue with Step 4.
4. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

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A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)

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E1643-02 (DTC 1B7)-Engine Control Unit (ECU) secondary CAN bus

failure (Engine controller cannot transmit to sensors, or sensors
not on CAN bus)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
Selective Catalytic Reduction (SCR) CAN bus communications between the Engine Control Unit (ECU) and the NOx
Sensor have been lost.

Cause:
SCR CAN bus communications between the ECU and the NOx Sensor have been lost for period greater than 1 s.

Possible failure modes:

1. An open or short circuit in the (SCR) Controller Area Network (CAN) bus wiring or circuits.
2. The NOx Sensor is faulty.
3. The ECU is faulty.

Solution:

1. Verify that the fault code is active.

Connect the Electronic Service Tool (EST) to the service tool connector.

To check for fault code: Start and operate machine.

A. Fault code is not active at this time. Check all SCR CAN bus wires and connectors to verify they are secure
and free of damage, corrosion, abrasion and incorrect attachment.

B. SCR CAN bus fault code(s) is present and active. Go to Step 2.

2. Verify the harness is not damaged.

Turn the key switch OFF.

Verify the connections between the ECU and the NOx Module are tight and secure.

Verify the harness is free of damage, abrasion, corrosion and incorrect attachment from the ECU to the NOx
Sensor.

A. The harness and/or connectors are loose or damaged. Repair or replace the harness and/or connectors as
required. Return to Step 1 to confirm elimination of fault.

B. The SCR CAN bus harness is not damaged and all connections are secure. Go to Step 3.
3. Measure the resistance through the SCR CAN bus harness.

Turn the ignition switch OFF.

Disconnect the NOx Sensor connector X-705.

Measure the resistance between the SCR CAN High and SCR CAN Low pins on the harness side of the connector
X-705 pin 3 and pin 4. The resistance should be approximately 60 Ω. Wiggle the harness during measurement
to reveal an intermittent condition.

A. The resistance is less than 54 Ω. Go to Step 4.

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 Electrical systems - FAULT CODES

B. The resistance is between 54 Ω and 66 Ω. Go to Step 5.

C. The resistance is between 108 Ω and 132 Ω. Go to Step 7.

D. The resistance is greater than 133 Ω. Go to Step 6.

4. Measure the resistance between the SCR CAN High and SCR CAN Low signal wires.

Turn the key switch OFF.

Disconnect the NOx Sensor terminating resistor connector X-703 and the ECU connector X-015-CUR from the
SCR CAN bus.

Measure the resistance between SCR CAN High and SCR CAN Low.

A. The resistance is greater than 20,000 Ω. Go to Step 7.

B. The resistance is less than 20,000 Ω there is a short circuit between the SCR CAN High and SCR CAN Low
wires. Repair or replace the harness as required. Return to test Step 1 to confirm elimination of the fault.
5. Measure harness resistance between chassis ground and positive battery.

Turn the key switch OFF.

Disconnect the NOx Sensor connector connector X-705.

Disconnect the ECU connector X-015-CUR.

Measure resistance for the following:

From: To: Expected result:

SCR CAN High Chassis ground Greater than 20,000 Ω
SCR CAN High Switched battery Greater than 20,000 Ω
SCR CAN High Unswitched battery Greater than 20,000 Ω
SCR CAN Low Chassis ground Greater than 20,000 Ω
SCR CAN Low Switched battery Greater than 20,000 Ω
SCR CAN Low Unswitched battery Greater than 20,000 Ω

A. All resistance measurements are greater than 20,000 Ω. Verify the ECU and the NOx Sensor are powered and
operational. Verify that all battery negative and chassis ground connections to the SCR CAN Bus modules are
clean and secure. Repair as required. Return to Step 1 to confirm elimination of the fault.

B. The resistance is less than 20,000 Ω. There is a short circuit in the SCR CAN bus to chassis ground or positive
battery. Temporarily replace the SCR CAN bus wires and retest. Repair or replace the harness as required.
Return to Step 1 to confirm elimination of the fault code.
6. Measure the resistance through the SCR CAN bus circuit.

Turn the ignition switch OFF. Disconnect all components connected to the SCR CAN Bus.

Fabricate a jumper 20 cm (8 in) that will connect between the ECU SCR CAN High and SCR CAN Low pins.

Connect the jumper wire between the SCR CAN High and SCR CAN Low pins.

Measure the resistance between the NOx Sensor SCR CAN High and SCR CAN Low pins. The resistance should
be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

Measure the resistance between NOx CAN termination resistor CAN High and CAN Low pins. The resistance
should be less than 10 Ω. Wiggle the harness during measurement to reveal an intermittent condition.

A. The resistance is less than 10 Ω. Go to Step 7.

B. One or more resistance measurements are greater than 20,000 Ω. There is an open circuit in the SCR CAN
bus wires. Repair or replace the harness as required. Go to Step 1 to confirm elimination of the fault.
7. Measure the resistance of the SCR CAN termination resistors.

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Turn the key switch OFF.

Disconnect the ECU X-015-CUR and NOx Termination Resistor connector X-703.

Measure the resistance directly on the ECU SCR CAN Bus pin. Measure the resistance between pin 53 and pin
52. The resistance should be between 108 Ω and 132 Ω.

Measure the resistance directly on the NOx Termination Resistor SCR CAN Bus pins. Measure the resistance
between pin 1 and pin 2. The resistance should be between 108 Ω and 132 Ω.

A. Both resistance measurements are approximately 120 Ω. Return to Step 6.

B. One or more resistance measurements are greater than 140 Ω. There is an open circuit in the SCR CAN bus
termination resistor. Replace the control module. Return to Step 1 to confirm elimination of the fault.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1645-03 (DTC 1C6)-Controller Area Network (CAN) message not

received from XXXX1 (TSC1-PE active)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.

NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, check for an intermittent fault.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only vehicle control modules are “Off line”, continue with Step 4.
4. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

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A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1646-03 (DTC 1C8)-Control Area Network (CAN) message not

received from vehicle controller (TSC1-VE active)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.

NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the main communi-
cation system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of wires,
identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network, in that
the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires as
a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, check for an intermittent fault.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only vehicle control modules are “Off line”, continue with Step 4.
4. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

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A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1647-03 (DTC 1D1)-Communication error of CJ940

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an internal communications error. Internal communications be-
tween the micro-controller and each CJ940 module (peripheral integrated circuit) via the SPI bus is monitored cyclically
every 20 milliseconds by evaluating the corresponding communication error flag which is provided by the hardware
encapsulation. For every test an error counter is increased or decreased in steps of one. If the error counter for
defective SPI buss communications reaches or exceeds a value of 5 this error becomes active and will reset once the
error counter is equal to or below the value of 0 (zero). This error is caused by electrical disturbances or an internal
defect of the ECU. If failure remains present, replace the ECU.

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E1648-02 (DTC 1D2)-Error state of EEPROM

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an error during the last EEPROM write operation. The hardware
encapsulation of the ECU checks each data block of the EEPROM and sets a status flag depending on if an error is
found or not found. These flags are processed every 20 milliseconds by the Diagnostic System Management (DSM)
and depending on their value a failure or no failure is detected. If a failure is detected this error sets and should reset
immediately if the EEPROM operates correctly. This failure can be the result of wrong programming / flashing of the
ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace the
ECU.

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E1648-04 (DTC 1D2)-Error state of Electrically Erasable

Programmable Read-Only Memory (EEPROM)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an error during the last EEPROM read operation. The hardware
encapsulation of the ECU checks each data block of the EEPROM and sets a status flag depending on if an error is
found or not found. These flags are processed every 20 milliseconds by the Diagnostic System Management (DSM)
and depending on their value a failure or no failure is detected. If a failure is detected this error sets and should reset
immediately if the EEPROM operates correctly. This failure can be the result of wrong programming / flashing of the
ECU or an internal defect. Try to flash the ECU correctly with the proper data set. If the error persists, replace the
ECU.

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E1648-12 (DTC 1D2)-Error state of EEPROM

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected that substitute values for the EEPROM values are used. This
happens if a checksum error (CRC) is registered during reading. The hardware encapsulation of the ECU checks
each data block of the EEPROM and sets a status flag depending on if an error is found or not found. These flags
are processed every 20 milliseconds by the Diagnostic System Management (DSM) and depending on their value a
failure or no failure is detected. If a failure is detected this error sets and should reset immediately if the EEPROM
operates correctly. This failure can be the result of wrong programming / flashing of the ECU or an internal defect.
Try to flash the ECU correctly with the proper data set. If the error persists, replace the ECU.

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E1649-12 (DTC 1D3)-Recovery which is locked

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected, during system start up, a hardware or configuration problem.
This triggers an ECU recovery (reset of the CPU - Central Processing Unit) that is stored as protected. During a
fresh ECU start up different hardware tests are performed. If the error remains present even after reset, the software
remains in the boot-block and the driving software is not processed. If three recoveries are triggered within 4 seconds
an irreversible shut off of the system is carried out and the ECU is classified as permanently defective. In this case no
error entry is possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed
to start up, one of three recovery errors becomes active depending on the visibility of the recovery. This error can be
the result of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error
occurs repeatedly, reprogram the ECU and if the error remains, replace the ECU.

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E1650-12 (DTC 1D4)-Supervision of SPI-handler Flag

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected a fault in the internal monitoring circuitry. The ECU contains a
CPU (central processing unit) and other microprocessor based circuitry one of which serves as a monitoring module
(watchdog). These two components communicate via the internal communications network (SPI-Bus). Both devices
mutually monitor one another for correct functioning. The watchdog initiates a query / response communication with
the CPU, which responds by starting a "command test" (test of the correct functioning of important processor com-
mands) and "program flow control" (monitors the correct execution of code segments of the monitoring). From the
results of these two procedures the response to the watchdog is composed. If this response does not correspond
to the expected value, an error counter is incremented. The CPU periodically sends incorrect responses (regarding
response time and value, respectively) as result of the watchdog query / response. The CPU then monitors if the
above mentioned counter is incremented or decremented in accordance with the incorrect or correct response. If the
behavior of the counter is implausible, a second counter is incremented. This monitoring process is executed every
80 ms. This error is the result of one of the counters exceeding a count of 5 and will reset if both counters contain a
value less than 5. If the error exists only temporarily, it can be ignored and deleted in the fault memory. If the error is
permanent, engine injection will not be allowed and the ECU must be replaced.

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E1651-02 (DTC 1D5)-Redundant shutoff paths during initial.

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected that the internal supply voltage is too high. The ECU comprises
redundant shut-off paths (SOP) which deactivate all power stages relevant to injection if certain internal ECU errors
are detected. The defects which trigger SOP are the watchdog, over voltage and under voltage errors. In order to
test the correct functioning of the SOP procedure, every path is activated during ECU initialization and followed by
activation of the fuel injection power stage. Since the SOP is active, no injection should occur as it is blocked if the
SOP procedure functions properly. During a successful redundant SOP test an open circuit (no current flow) should
be detected. The SOP test can only be carried out if no errors, such as short circuits of the injection power stage,
have been detected previously. This fault is detected if injection occurred although internal SOP of the over-voltage
was active. If the failure remains after ECU initialization, replace the ECU.

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E1651-04 (DTC 1D5)-Redundant shutoff paths during initial.

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an internal watchdog error. The ECU comprises redundant shut-
off paths (SOP) which deactivate all power stages relevant to injection if certain internal ECU errors are detected.
The defects which trigger SOP are the watchdog, over voltage and under voltage errors. In order to test the correct
functioning of the SOP procedure, every path is activated during ECU initialization and followed by activation of the
fuel injection power stage. Since the SOP is active, no injection should occur as it is blocked if the SOP procedure
functions properly. During a successful redundant SOP test an open circuit (no current flow) should be detected. The
SOP test can only be carried out if no errors, such as short circuits of the injection power stage, have been detected
previously. This fault is detected if injection occurred although internal SOP of the watchdog was active. If the failure
remains after ECU initialization, replace the ECU.

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E1651-12 (DTC 1D5)-Redundant shutoff paths during initial.

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected that the internal supply voltage is too low. The ECU comprises
redundant shutoff paths (SOP) which deactivate all power stages relevant to injection if certain internal ECU errors
are detected. The defects which trigger SOP are the watchdog, over voltage and under voltage errors. In order to
test the correct functioning of the SOP procedure, every path is activated during ECU initialization and followed by
activation of the fuel injection power stage. Since the SOP is active, no injection should occur as it is blocked if the
SOP procedure functions properly. During a successful redundant SOP test an open circuit (no current flow) should
be detected. The SOP test can only be carried out if no errors, such as short circuits of the injection power stage,
have been detected previously. This fault is detected if injection occurred although internal SOP of the under-voltage
was active. If the failure remains after ECU initialization, replace the ECU.

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E1652-12 (DTC 1D6)-Deviation between TPU and system time

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has detected that the TPU (time processing unit) and CPU (central processing unit)
have operated outside the established parameters more than 4 times since last ECU recovery (initialization). As
the time base of the CPU is checked according to a query / response communication with the monitoring module
(watchdog) it should be correct if no error has been detected and therefore can be used to check the time base of the
TPU. For this purpose the time basis of the TPU and CPU are compared every 10 ms. After 100 ms the maximum and
the minimum value together with the absolute value of the sum of the time differences are evaluated. If the maximum
time difference between the TPU and CPU time base exceeds the threshold of 81 ms or the minimum time difference
is below the limit of 81 ms or the absolute value of the sum of the time differences is above 81 ms an error counter
is incremented. If this counter exceeds the value of 4, this fault is set and initiates an ECU recovery (reset). If this
failure persists, the ECU will need to be replaced.

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E1653-02 (DTC 1D7)-Ignore fault (dataset variant), see other fault

codes
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
This fault is set because of a variant in the dataset coding. If this failure is active, a very low level error in the Engine
Control Unit (ECU) programming procedure or the programming data is present. Try reloading the proper dataset.

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E1653-12 (DTC 1D7)-Ignore fault (dataset variant), see other fault

codes
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
This fault is set because of a variant in the dataset coding. If this failure is active, a very low level error in the Engine
Control Unit (ECU) A-019 programming procedure or the programming data is present. Try reloading the proper
dataset.

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E1654-12 (DTC 1D8)-Supervision of SPI-handler Flag

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has detected an internal (SPI Bus) communication failure. The Central Processing
Unit (CPU) and monitoring module (watchdog) contained with in the ECU, communicate with each other via the SPI
bus. Both devices mutually monitor each other for correct functioning. If, however, the SPI communication between
them fails this monitoring is impaired and an error counter is incremented. If the error counter exceeds 2 over two
20 ms (two tests) checks, this fault is activated. Communication status is checked autonomously by the SPI driver
component every 20 ms and reports a detected error to the ECU. This error initiates ECU recovery (reset). If the ECU
functions correctly after recovery, the SPI error is temporary and can be ignored and deleted from fault memory. If
the SPI error is permanent and the ECU does not leave boot-block, the ECU needs to be replaced.

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E1655-12 (DTC 1D9)-Analog Digital Converter (ADC): Diagnostic

fault check to report the error in voltage ratio in ADC monitoring
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Analog Digital Converter (ADC) of the Engine Control Unit (ECU) is monitored for plausibility using redundantly
read input and test voltage inputs.

Cause:
The ECU has detected an internal fault.

Possible failure modes:

1. Faulty software.
2. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, try to update the ECU software with the proper data set. If the fault still is present,
replace the ECU.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.

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E1657-04 (DTC 1E1)-Engine controller starter relay circuit high side

driver - Shorted to high source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Possible failure modes:

1. Faulty harness
2. Starter circuit problem can produce this code

Solution:

1. Before proceeding clear the error code with the approved diagnostic equipment. Run the machine under normal
conditions and retest. Is starting system functioning okay.

A. If the error code is not indicated, and the starting system is operating correctly return unit to field operation.

B. If the error code is indicated, continue to Step 2.

2. Check for other engine related error codes.

A. If other engine related error codes are displayed, continue to these tests.

B. If no other engine related error codes are displayed, download the correct level of software. If the fault recurs,
remove and replace the engine controller.

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E1658-04 (DTC 1E2)-Immobilizer error: no fuel release

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has an internal immobilizer that reads the ignition key during engine start up. The
immobilizer sends a Controller Area Network (CAN) signal to the ECU, requesting that the key code is authentic.
The CAN information is sent back and forth between the ECU and the immobilizer. Once the information is verified,
the ECU will release the fuel injection. It is also possible to release the fuel injection by directly entering a Product
Information Number (PIN) code with help of the accelerator pedal and the diagnostic lamp or using the instrument
cluster. This procedure is especially useful if the ignition key is lost, the CAN or the immobilizer is defective (detected
by CAN timeout).

Cause:
The fuel release is blocked.

Possible failure modes:

1. CAN functioning errors.

2. Incorrect ignition key start up.
3. PIN for control module missing.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, the fault may be intermittent. Check for an intermittent fault.
2. Use the diagnostic tool to check for any CAN fault codes.

A. If no CAN fault codes are present, continue with Step 3.

B. If CAN fault codes are present, proceed to active troubleshooting procedure.

3. Check correct PIN code.

A. If the PIN code is correct, check the ignition key for proper operation.

B. If the PIN code is incorrect, insert correct PIN code. Return machine to service.

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E1659-03 (DTC 1E3)-Energising time exceeds limit of overrun

monitor.
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected that injection time is too long. The sum of all torque-forming
energizing times of an individual cylinder exceeds the limit, calculated from the map (depending on the engine speed
and the time since the overrun monitoring is active) for more than 100 test events (test frequency every 10 ms). When
the engine is in overrun operation the monitoring becomes active and the current injection energizing time is compared
with a maximum permissible time limit. If the limit is exceeded an ECU recovery (reset ) is triggered and if the error
reoccurs in the same driving cycle, the torque-determining power stages are irreversibly shut off. The basic idea is
that the operator reacts to an unintentional torque increase, caused by a malfunction of the ECU, by releasing the
accelerator pedal (reducing engine speed) which causes the engine to enter the overrun operation mode. Overrun
monitoring is only released if various conditions are met, such as no accelerator pedal activation, no activated cruise
control, no intervention of the vehicle dynamic control or gearbox control is present, etc. This failure could be the
result of electronic disturbances, a requested torque increase via tester, the wrong application of injection relevant
parameters, or a defective ECU. If this failure persists, the ECU may need to be replaced.

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E1660-03 (DTC 1E7)-Engine regulated 5 Volt sensor supply #2 -

Shorted to high source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has three individual 5 V sensor supplies.

Cause:
The ECU has detected the sensor supply is above the upper limit for 0.1 s.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check for other fault codes that may be present.

A. If other faults are not present, continue with Step 4.

B. If other faults are present, proceed to troubleshooting other active fault codes. Then determine if this fault has
been resolved.
4. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 2 to
pin 5.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 3 to
pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 8 to
pin 10.

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Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 9 to
pin 11.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 40 to
chassis ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 5.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.
5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1660-04 (DTC 1E7)-Engine regulated 5 Volt sensor supply #2 -

Shorted to low source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has three individual 5 V sensor supplies.

Cause:
The ECU has detected the sensor supply is below the lower limit for 0.1 s.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check for other fault codes that may be present.

A. If other faults are not present, continue with Step 4.

B. If other faults are present, proceed to troubleshooting other active fault codes. Then determine if this fault has
been resolved.
4. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 2 to
pin 5.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 3 to
pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 8 to
pin 10.

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Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 9 to
pin 11.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 40 to
chassis ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 5.

B. If the voltage reading is incorrect, check the wiring harness between the ECU connector to the battery for a
short to low source.
5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1661-03 (DTC 1E8)-Engine regulated 5 Volt sensor supply #3 -

Shorted to high source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has three individual 5 V sensor supplies.

Cause:
The ECU has detected the sensor supply is above the upper limit for 0.1 s.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check for other fault codes that may be present.

A. If other faults are not present, continue with Step 4.

B. If other faults are present, proceed to troubleshooting other active fault codes. Then determine if this fault has
been resolved.
4. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 2 to
pin 5.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 3 to
pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 8 to
pin 10.

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Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 9 to
pin 11.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 40 to
chassis ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 5.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.
5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1661-04 (DTC 1E8)-Engine regulated 5 Volt sensor supply #3 -

Shorted to low source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has three individual 5 V sensor supplies.

Cause:
The ECU has detected the sensor supply is below the lower limit for 0.1 s.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check for other fault codes that may be present.

A. If other faults are not present, continue with Step 4.

B. If other faults are present, proceed to troubleshooting other active fault codes. Then determine if this fault has
been resolved.
4. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 2 to
pin 5.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 3 to
pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 8 to
pin 10.

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Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 9 to
pin 11.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 40 to
chassis ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 5.

B. If the voltage reading is incorrect, check the wiring harness between the ECU connector to the battery for a
short to low source.
5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1662-04 (DTC 1EA)-Supply voltage CJ940 lower limit

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected a low battery voltage. Check the battery for sufficient voltage,
approximately 12.0 V. If the voltage is correct, check the wiring harness. If damage is found, repair or replace. If the
wiring harness is not damaged, there is an internal defect in the ECU.
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1664-03 (DTC 1FB)-Error path of oxidation catalyst not present -

Warm up catalyst efficiency below threshold
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has detected that the amount of time and temperature change downstream of the
catalyst, is greater than the upstream temperature change during the monitoring time. Check that the sensors are
installed correctly, check the muffler for damage, and check that the exhaust gas piping is mounted correctly. Use the
Electronic Service Tool (EST) to check the temperature sensors for accuracy.

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E1665-03 (DTC 1FC)-Defect ratio between the catalyst temperature

sensors
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected the ratio between the downstream temperature sensor and the
upstream temperature sensor are below the threshold. Check that the sensors are installed correctly, check the muf-
fler for damage, and check that the exhaust gas piping is mounted correctly. Use the Electronic Service Tool (EST)
to check the temperature sensors for accuracy.

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E1666-03 (DTC 21D)-SCR Catalyst Thermal Ageing Limit exceeded

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected the SCR muffler has reached it service life expectancy. The cat-
alyst degradation due to thermal ageing is determined in order to estimate its effect on the NOx conversion efficiency
(e.g. if no NOx sensor is available). The ageing time is calculated by summing up the overall working time weighted
via map sensor inputs to the ECU with operation temperature and the ageing time itself. If the overall ageing time
exceeds an upper limit an error is set. To correct this error, replacement of the SCR muffler and clearing of EEPROM
using EST is required.

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E1667-03 (DTC 21E)-Catalyst efficiency - moderate (level 1)

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
There is no troubleshooting required for this fault code. This is only logged within the Engine Control Unit (ECU) for
informational purposes.

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E1669-04 (DTC 228)-Engine controller high side supply #2 to grid

heater - Shorted to low source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The high side supply #2 (main relay) is internal to the Engine Control Unit (ECU). The internal component switches
the relay ON and OFF, and can monitor for electrical defects. The high side supply #2 is for the grid heater.

Cause:
The ECU has detected a short to low source of the high side supply #2 circuit.

Possible failure modes:

1. Faulty circuit wiring.

2. Faulty ECU.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, continue with Step 5.

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

Inspect the wiring harness from the ECU connector X-015-CUR to the grid heater connector X-242.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. If the connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the wiring harness.

Place the key switch OFF.

Disconnect the wiring harness from the ECU X-015-CUR.

Use a multimeter to check for continuity from the ECU wiring harness connector X-015-CUR pin 75 to chassis
ground.

A. If there is no continuity, continue with Step 4.

B. If there is continuity, there is a short to low source in the circuit. Locate and repair fault.
4. Check the ECU software.

Use the diagnostic screen to verify the correct software version is present.

A. If the software version is incorrect, update to the proper software version.

B. If the software version is correct, re-flash software. If the fault is still present, replace the ECU.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

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A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1671-12 (DTC 232)-Coolant temperature sensor absolute test

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Engine coolant temperature sensor - Overview (55.012).

Context:
The Engine Control Unit (ECU) A-019 generated a fault when monitoring the temperature rise of the engine coolant
temperature during the warm-up cycle. The start coolant temperature is acquired after 60 seconds since engine
start. After a valid acquisition of the start temperature, a test timer runs as long as the engine speed is greater than
1200 RPM and injection quantity is greater than .028 g (0.00099 oz) per stroke. During the monitoring process, the
start temp and the current coolant temp are compared against a warm-up cycle curve in the ECU. The fault is gen-
erated after the test timer expires and the coolant temperature does not reach the minimum threshold. This test is
carried out once per driving cycle and is stopped when the engine is in after-run mode.

Cause:
The ECU has determined that the rise in coolant temperature is lower than expected during the engine warm-up cycle.

Possible failure modes:

1. Faulty or inaccurate Coolant temp sensor.

2. Faulty wiring (high resistance).
3. Very low ambient temperature.
4. Faulty ECU, supply voltages or grounds.

Solution:

1. Operation: Check Operating Temperature.

Check whether engine is being operated under low ambient temperatures.

A. If low ambient temperatures exists, cover up a portion of the radiator (20-25%) to accelerate the warm-up cycle.

B. If low ambient temperatures does not exist, proceed to Step 2.

2. Operation: Electrical Inspection.
Vehicle Status: Key Off Engine Off.

Remove Coolant temp sensor connector WTF and inspect housing body/latch, pins and wiring harness for dam-
age. Also, inspect connector portion of the Coolant temp sensor.

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

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

3. Operation: Check Open Circuit Supply Voltage for Coolant temp sensor.
Vehicle Status: Key On Engine Off.

Remove connector WTF from Coolant temp sensor and check for (DC) voltage outlined in the table below. Use the
test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access
the pins on the connector.

Test Type From To Expected Results

1. Voltage WTF (Pin 1) (+) WTF (Pin 2) (-) Approx. 5 volts (DC)

A. If 5 volts (DC) is present, proceed to Step 5.

B. If 5 volts (DC) is not present, proceed to Step 4.

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4. Operation: Coolant temp sensor Test

Vehicle Status: Key Off Engine Off.

Remove connector WTF and test resistance of Coolant temp sensor using the table of resistance vs. temp. below.
Approximate the temperature when performing test. Coolant temp sensor failures are typically at the extreme ends
of the table or off the table entirely. Use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF)
Diagnostic Repair Kit 380040185 to access the pins on the sensor.

Coolant Temperature Resistance Value

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

A. If the resistance measurement does not approximately match the table, replace the sensor.

B. If the resistance measurement does approximately match the table, proceed to Step 5.
5. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between connectors WTF and 2 on engine sensor harness. Flex harness
during test to check for any intermittent operation. Use the test lead labeled "Coolant/Fuel Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector WTF.
Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the digital multi-meter
(DMM) to connector 2. Make sure the DMM's test lead resistance is taken into account when making continuity
measurements. See test table below.

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

Test Type From To Expected Results

1. Continuity WTF (Pin: 1) 2 (Pin: 15) Approx. 0 - 0.10 ohms
2. Continuity WTF (Pin: 2) 2 (Pin: 26) Approx. 0 - 0.10 ohms
5. Short Circuit 2 (Pin: 15) 2 (Pin: 26) Open Circuit

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

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

Use product schematic for a reference, remove connector 1 from the ECU and check for 12 volts and continuity at
the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes from the Tier
II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to the connector 1. Make sure the DMM's
test lead resistance is taken into account when making any continuity measurements.

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

Test Type From To Expected Results

1. Voltage 1 (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts
2. Continuity 1 (Pin 5, 6, 10, 11) Ground (engine block) Approx. 0 - 0.10 ohms

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

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

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

D. If the voltages and ground paths are not correct, refer to schematic and determine root cause of power or
continuity problem(s).
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1672-03 (DTC 236)-Rail Pressure Sensor Offset Monitoring

FR450 NA

Control Module : ECU

NOTE: For further information refer to Fuel pressure sensor - Overview (55.010).

Context:
The Engine Control Unit (ECU) A-019 has sensed that the Rail Pressure sensor offset signal is too high. This test
is performed during after-run and is aborted if the Key switch is switched "On" during after-run. During after-run the
measured raw value of the Rail Pressure sensor is compared to the atmospheric pressure sensor within the ECU. To
ensure that the rail pressure has depressurized sufficiently to atmospheric levels after engine shutoff, the monitoring
is released only if the delay time determined by the rail pressure dependent curve (ECU pre-programmed data) has
elapsed and the fuel temperature is above -0.04 °C (31.93 °F). If the raw value of the rail pressure sensor exceeds
0.65 V over 100 milliseconds during after-run, this error is set and will reset if the value goes below the limit for over
100 milliseconds.

Cause:
The Rail Pressure sensor after-run signal is too high.

Possible failure modes:

1. Faulty circuit wiring or electrical connection.

2. Faulty sensor.

Solution:

1. Use EST to check for other Rail Pressure sensor errors.

A. If Rail Pressure sensor errors exist, follow troubleshooting procedure for existing Rail Pressure sensor error.

B. If no Rail Pressure sensor errors exist, continue with step 2

2. Disconnect the Engine Sensor harness from the ECU at connector 2 and from the Rail Pressure sensor at con-
nector RDS4. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2 pin
13 to the Engine Sensor harness side of connector RDS4 pin 3. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 3

B. If there is no continuity, there is an open circuit condition in the sensor source wire. Locate and repair the open
circuit condition.
3. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2 pin 14 to the Engine
Sensor harness side of connector RDS4 pin 2. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 4

B. If there is no continuity, there is an open circuit condition in the sensor ground reference wire. Locate and
repair the open circuit condition.
4. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2 pin 12 to the Engine
Sensor harness side of connector RDS4 pin 1. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 5

B. If there is no continuity, there is an open circuit condition in the sensor signal wire. Locate and repair the open
circuit condition.
5. Visually inspect both connectors for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, replace the sensor.

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Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1672-04 (DTC 236)-Rail Pressure Sensor Offset Monitoring

FR450 NA

Control Module : ECU

NOTE: For further information refer to Fuel pressure sensor - Overview (55.010).

Context:
The Engine Control Unit (ECU) has sensed that the Rail Pressure sensor offset signal is too low. This test is performed
during after-run and is aborted if the Key switch is switched "On" during after-run. During after-run the measured raw
value of the Rail Pressure sensor is compared to the atmospheric pressure sensor within the ECU. To ensure that the
rail pressure has depressurized sufficiently to atmospheric levels after engine shutoff, the monitoring is released only
if the delay time determined by the rail pressure dependent curve (ECU pre-programmed data) has elapsed and the
fuel temperature is above -0.04 °C (31.93 °F). If the raw value of the rail pressure sensor is below 0.35 V over 100
milliseconds during after-run, this error is set and will reset if the value goes above the limit for over 100 milliseconds.

Cause:
The Rail Pressure sensor after-run signal is too low.

Possible failure modes:

1. Faulty circuit wiring or electrical connection.

2. Faulty sensor.

Solution:

1. Use EST to check for other Rail Pressure sensor errors.

A. If Rail Pressure sensor errors exist, follow troubleshooting procedure for existing Rail Pressure sensor error.

B. If no Rail Pressure sensor errors exist, continue with step 2

2. Disconnect the Engine Sensor harness from the ECU at connector 2 and from the Rail Pressure sensor at con-
nector RDS4. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2 pin
13 to the Engine Sensor harness side of connector RDS4 pin 3. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 3

B. If there is no continuity, there is an open circuit condition in the sensor source wire. Locate and repair the open
circuit condition.
3. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2 pin 14 to the Engine
Sensor harness side of connector RDS4 pin 2. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 4

B. If there is no continuity, there is an open circuit condition in the sensor ground reference wire. Locate and
repair the open circuit condition.
4. Use a multi-meter to check for continuity from the Engine Sensor harness side of connector 2 pin 12 to the Engine
Sensor harness side of connector RDS4 pin 1. There should be continuity.

A. If there is continuity, leave the connectors disconnected and continue with step 5

B. If there is no continuity, there is an open circuit condition in the sensor signal wire. Locate and repair the open
circuit condition.
5. Visually inspect both connectors for electrical integrity.

A. If damage or connectivity issues are discovered, repair, clean or replace as required.

B. If no damage or connectivity issues are discovered, replace the sensor.

Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1673-12 (DTC 238)-Oil Pressure too low

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) generated a fault associated with the oil temperature / pressure sensor ODFT. The
oil temperature / pressure sensor is an integrated sensing device used to sense both temperature and pressure. This
fault is related to the pressure sensing function of the device. This fault is a result of a plausibility check of the engine
running extremely low oil pressure. All subsequent engine error states are frozen in case there is a sensor power
supply ( 5 volts dc) error. The ECU only starts the plausibility check if there are no sensor power supply ( 5 volts dc)
or Analog to Digital Converter (ADC) signal or Controller Area Network (CAN) message processing errors detected.

Cause:
The oil temperature / pressure sensor pressure signal to the ECU is operating at the extreme low end of the signal
range.

Possible failure modes:

1. Faulty engine lubrication system.

2. Low engine oil level.
3. Faulty oil temperature / pressure sensor.
4. Faulty electrical wiring.
5. Faulty ECU, supply voltages or grounds.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear fault code. Return machine to service.
2. Check engine oil level. Check oil level on dipstick.

A. If the engine oil level is low, top off the oil level with the recommended grade of oil specified.

B. If oil level is proper, continue with Step 3.

3. The following items must be considered before determining the cause of this fault code. Failure to do so may lead
to misdiagnosis.

Check for: Engine oil contamination, incorrect oil viscosity, engine oil pressure is out of specification, and engine
mechanical tolerances out of specification.

A. If the engine mechanical checks are correct, continue with Step 4.

B. If the engine mechanical checks are incorrect, refer to the appropriate section in the manual for correction.
4. Check the wiring harness reference circuit. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II
(NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector. Place the key
switch ON. Use a multi-meter to check for voltage from the wiring harness from the oil pressure / temperature
sensor connector ODFT pin 1 to pin 3. There should be approximately 5.0 V.

A. If there is voltage continue with Step 5.

B. If there is no voltage, continue with Step 6.

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5. Check the signal circuit. Disconnect the wiring harness from the ECU. Use the test lead labeled "Air Press/Temp
Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor con-
nector. Use a multi-meter to check the wiring harness. See test table below.

Test Type From: To: Expected Results

Key ON: Voltage Sensor connector ODFT Chassis ground No voltage
(Pin 4)
Key OFF: Continuity Sensor connector ODFT Chassis ground No continuity
(Pin 4)

A. If the test readings are correct, replace the sensor.

B. If the test readings are incorrect, the damage wiring is between connector sensor connector ODFT pin 4 and
ECU connector 2 pin 27. Locate and repair damage wiring.
6. Check for faulty wiring. Disconnect the wiring harness from the ECU. Flex the harness during test to check for any
intermittent operation. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic Repair
Kit 380040185 to be able to access the pins on the sensor connector. Also, use the 0.4 mm (0.017 in) diameter
test probes from the repair kit when connecting the multimeter to the connectors. See test table below.

Test Type From To Expected Results

1. Continuity Sensor connector ODFT ECU connector 2 (Pin: 24) Approximately. 0 -
(Pin: 1) 0.10 ohms
2. Continuity Sensor connector ODFT ECU connector 2 (Pin: 28) Approximately. 0 -
(Pin: 2) 0.10 ohms
3. Continuity Sensor connector ODFT ECU connector 2 (Pin: 32) Approximately. 0 -
(Pin: 3) 0.10 ohms
4. Continuity Sensor connector ODFT ECU connector 2 (Pin: 27) Approximately 0 -
(Pin: 4) 0.10 ohms
5. Short Circuit ECU connector 2 (Pin: 28) ECU connector 2 (Pin: 24, Open Circuit
27, 32)
6. Short Circuit ECU connector 2 (Pin: 24) ECU connector 2 (Pin: 27, Open Circuit
32)
7. Short Circuit ECU connector 2 (Pin: 27) ECU connector 2 (Pin: 32) Open Circuit

A. If the wiring test is successful, the ECU may be at fault. Check the power and ground supply to the ECU.

B. If the wiring test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1674-12 (DTC 23A)-Oil Temperature above normal

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) generated a fault associated with the Oil temp / press sensor. The Oil temp / press
sensor is an integrated sensing device used to sense both temperature and pressure. This fault is related to the
temperature sensing function of the device. This error resulted from a plausibility check against the oil temperature
being too high. The ECU will prohibit the any plausibility check when there are Analog to Digital Converter (ADC)
signal errors detected on the Oil temp / press sensor.

Cause:
The Oil temp / press sensor is reporting an abnormally high oil temperature to the ECU.

Possible failure modes:

1. Faulty Oil temp / press sensor.

2. Faulty electrical wiring and / or connections.
3. Faulty ECU, supply voltages or grounds.
4. Faulty oil lubrication or coolant system.

Solution:

1. Operation: Check for Coolant System Faults.

Use EST to check for errors associated with coolant temperature.

Also, check the coolant level. A faulty coolant system that is operating above normal temperatures could cause a
high oil temperature since the engine has an integrated oil / coolant heat exchanger.

A. If the coolant level is low, add the appropriate amount and type of coolant.

B. If any of the errors exist, resolve the existing error. Then determine if this error has also been resolved.

C. If none of the errors exist, continue with Step 2.

2. Operation: Check for Oil Pressure Faults.

Use EST to check for errors associated with oil pressure.

Also, check the engine oil level on the sump dipstick. A low pressure oil delivery system, could result in high oil
temperatures.

A. If the oil level is low, add the appropriate amount and type of oil.

B. If any of the errors exist, resolve the existing error. Then determine if this error has also been resolved.

C. If none of the errors exist, continue with Step 3.

3. Operation: Electrical Inspection.
Vehicle Status: Key Off Engine Off.

Remove Oil temp / press sensor connector ODFT and inspect housing body/latch, pins and wiring harness for
damage or corrosion. Also, inspect connector portion of the Oil temp / press sensor.

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

B. If no damage is determined, proceed to Step 4.

4. Operation: Check Open Circuit Voltages for Oil temp / press sensor.

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Vehicle Status: Key On Engine Off.

Remove ODFT connector from the Oil temp / press sensor and check for voltages (DC) between connector pins
outlined in the table below. Use the test lead labeled "Air Press/Temp Sensor" from the Tier II (NEF) Diagnostic
Repair Kit 380040185 to access the pins on the connector.

Test Type From To Expected Results

1. Voltage ODFT (Pin 3) ODFT (Pin 1) Approx. 5 volts
2. Voltage ODFT (Pin 2) ODFT (Pin 1) Approx. 5 volts
3. Voltage ODFT (Pin 4) ODFT (Pin 1) Approx. 5.4 volts

A. If the voltage test sequence is successful, proceed to Step 5.

B. If the voltage test sequence is not successful, proceed to Step 6.

5. Operation: Oil temp / press sensor Test
Vehicle Status: Key Off Engine Off.

Remove ODFT connector and test resistance of Oil temp / press sensor using the table of resistance vs. temp.
below. Approximate the engine oil temperature when performing test. Oil temp / press sensor failures are typically
at the extreme ends of the table or off the table entirely. Use the test lead labeled "Air Press/Temp Sensor" from
the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor. Use a multi-meter
between pins 1 and 2.

Engine Oil Temperature Resistance Value (between pins 1 and 2)

-40 °C (-40 °F) 70 kOhm
-20 °C (-4 °F) 25 kOhm
0 °C (32 °F) 7.5 kOhm
20 °C (68 °F) 4.5 kOhm
40 °C (104 °F) 1.5 kOhm
60 °C (140 °F) 750 ohms
80 °C (176 °F) 550 ohms
100 °C (212 °F) 320 ohms
120 °C (248 °F) 130 ohms

A. If the resistance measurement does not approximately match the table, replace the sensor.

B. If the resistance measurement does approximately match the table, proceed to Step 6.
6. Operation: Check for Faulty Wiring.
Vehicle status: Key Off Engine Off.

Remove and perform continuity tests between connectors ODFT and 2 on engine wiring harness. Flex harness
during test to check for any intermittent operation. Use the test lead labeled "Air Press/Temp Sensor" from the
Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to access the pins on the sensor connector ODFT.
Also, use the 0.4 mm (0.017 in) diameter test probes from the repair kit when connecting the digital multi-meter
(DMM) to connector 2. Make sure the DMM's test lead resistance is taken into account when taking continuity
measurements. See test table below.

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

Test Type From To Expected Results

1. Continuity ODFT (Pin: 1) 2 (Pin: 24) Approx. 0 - 0.10 ohms
2. Continuity ODFT (Pin: 2) 2 (Pin: 28) Approx. 0 - 0.10 ohms
3. Continuity ODFT (Pin: 3) 2 (Pin: 32) Approx. 0 - 0.10 ohms
4. Continuity ODFT (Pin: 4) 2 (Pin: 27) Approx. 0 - 0.10 ohms
5. Short Circuit 2 (Pin: 28) 2 (Pin: 24, 27, 32) Open Circuit
6. Short Circuit 2 (Pin: 24) 2 (Pin: 27, 32) Open Circuit
7. Short Circuit 2 (Pin: 27) 2 (Pin: 32) Open Circuit

A. If continuity/shorts test is successful, go to Step 7.

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

Use product schematic for a reference, remove connector 1 from the ECU and check for voltage and continuity at
the appropriate pins defined in the test table below. Use the 0.4 mm (0.017 in) diameter test probes from the Tier
II (NEF) Diagnostic Repair Kit 380040185 when connecting the DMM to connector 1. Make sure the DMM's test
lead resistance is taken into account when making any continuity measurements.

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

Test Type From To Expected Results

1. Voltage 1 (Pin 2, 3, 8, 9, 40) Ground (engine block) Approx. 12 volts
2. Continuity 1 (Pin 5, 6, 10, 11) Ground (engine block) Approx. 0 - 0.10 ohms

A. If the voltages and ground paths are correct and the Oil temp / press sensor was not replaced on a prior
diagnostic of this type, replace the sensor.

B. If the voltages and ground paths are correct and the Oil temp / press sensor was replaced on a prior diagnostic
of this type, re-initialize the ECU as if it was blank (new) and load the appropriate data-set.

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

D. If the voltages and ground paths are not correct, refer to schematic and determine root cause of power or
continuity problem(s).
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1675-03 (DTC 24F)-Emergency start time expired and shutdown

initiated
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected that the engine shut down inducement is active. This inducement
will allow the engine to start (with full power) for 30 s, and then shutdown again. This process can be repeated but
only for 30 s at a time. This is an info only failure. Check and repair the failures which are activating this inducement
procedure.

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E1676-03 (DTC 259)-Short circuit to battery of metering unit output

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has determined that a short to high source circuit condition exists in the fuel high pres-
sure pump low side circuit. The metering unit of the fuel high pressure pump regulates the pressure in the common
rail. The metering unit is closed-loop controlled by both main relay 1 (high side) and a low side power stage (Main
Relay 1 is an electronic control circuit within the ECU, providing source voltage to devices external to the ECU. The
low side power stage works in conjunction with the Main Relay 1 source, providing sensing and current limiting for the
circuit). The monitoring at low side is stopped if a short circuit to ground at the high side (main relay 1) is detected or it
is switched off for some reason. Failure detection of is only possible if the low side power stage is switched on. With
the current settings, the monitoring is shut off during after-run. This error is the result of the power stage hardware
report of 'short circuit to battery' (on the low side of the metering unit) longer than 0.0 (zero) milliseconds and once
the permanent error is detected the power stage is switched off.

Cause:
Fuel high pressure pump circuit is shorted to a high source.

Possible failure modes:

1. Faulty fuel high pressure pump control circuit, shorted to a high source.
2. Faulty ECU, hardware or software.

Solution:

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

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

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Disconnect the Engine Injector harness from the ECU at connector 3 and place the Key switch in the "On" position.
Use a multi-meter to test for voltage from the Engine Injector harness side of connector 3 pin 10 to chassis ground.
There should be no voltage.

A. If there is voltage, locate and repair the short to the voltage source.

B. If there is no voltage, continue with step 3

3. Disconnect the Engine Injector harness from the fuel high pressure pump at connector ZME and use a multi-meter
to check the resistance of the fuel high pressure pump solenoid coil. There should be a small amount of resistance.

A. If there is a small amount of resistance, try reloading the ECU software and if the error reoccurs, replace the
ECU.

B. If there is no resistance, the fuel high pressure pump solenoid coil has failed, replace the solenoid.
Wiring harnesses - Electrical schematic sheet 01 (55.100.DP-C.20.E.01)

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E1684-02 (DTC 27C)-Chip-specific errors-->stop engine

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has sensed a problem with the internal supply for Fuel Injector Group “B”, the
fault path for errors in the power stage component of the unit injection system. The power stage monitors itself and
reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. If the power stage compo-
nent On Time-out is present for at least one cylinder for longer than 3 camshaft revolutions , this error will occur. As a
result of this error an individual cylinder or bank is shut off. This shut off is currently applied to be permanent without
a healing possibility by switching on the component to see if the defect is still present. With either an irreversible or
reversible shut off of the engine being executed. The reason for this failure is a defective ECU. If the fault doesn't
reset or reoccurs, replace the ECU.

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E1684-03 (DTC 27C)-Chip-specific errors-->stop engine

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has sensed a problem with the internal supply voltage for Fuel Injector Group
“B”, the fault path for errors in the power stage component of the unit injection system. The power stage monitors
itself and reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. An internal reset
or parity error present longer than 3 camshaft revolutions, will produce this error. As a result of this error an individual
cylinder or bank is shut off. This shut off is currently applied to be permanent without a healing possibility by switching
on the component to see if the defect is still present. With either an irreversible or reversible shut off of the engine
being executed. The reason for this failure is a defective ECU. If the fault doesn't reset or reoccurs, replace the ECU.

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E1684-04 (DTC 27C)-Chip-specific errors-->stop engine

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has sensed a problem with the internal supply voltage for Fuel Injector Group
“B”, the fault path for errors in the power stage component of the unit injection system. The power stage monitors itself
and reports detected errors to the ECU. Monitoring is performed once per camshaft revolution. If an internal program
flow error exists for longer than 3 camshaft revolutions , this error will occur. As a result of this error an individual
cylinder or bank is shut off. This shut off is currently applied to be permanent without a healing possibility by switching
on the component to see if the defect is still present. With either an irreversible or reversible shut off of the engine
being executed. The reason for this failure is a defective ECU. If the fault doesn't reset or reoccurs, replace the ECU.

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E1684-12 (DTC 27C)-Energising time exceeds limit of overrun

monitor.
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected that injection time is too long. The sum of all torque-forming
energizing times of an individual cylinder exceeds the limit, calculated from the map (depending on the engine speed
and the time since the overrun monitoring is active) for more than 100 test events (test frequency every 10 ms). When
the engine is in overrun operation the monitoring becomes active and the current injection energizing time is compared
with a maximum permissible time limit. If the limit is exceeded an ECU recovery (reset ) is triggered and if the error
reoccurs in the same driving cycle, the torque-determining power stages are irreversibly shut off. The basic idea is
that the operator reacts to an unintentional torque increase, caused by a malfunction of the ECU, by releasing the
accelerator pedal (reducing engine speed) which causes the engine to enter the overrun operation mode. Overrun
monitoring is only released if various conditions are met, such as no accelerator pedal activation, no activated cruise
control, no intervention of the vehicle dynamic control or gearbox control is present, etc. This failure could be the
result of electronic disturbances, a requested torque increase via tester, the wrong application of injection relevant
parameters, or a defective ECU. If this failure persists, the ECU may need to be replaced.

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E1685-04 (DTC 29D)-Torque limitation due to NTC

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
This fault path indicates that a power reduction is currently active which limits the engine torque, due to an engine
break shut off event. The failure triggering the torque limitation should also be active. Refer to that fault first. Correct
that fault, and erase all codes.

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E1686-03 (DTC 2A2)-NOx Sensor drift test

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The NOx signal is evaluated in case the engine is not fired. After waiting 3.0 s for stablization of the NOx concentration
the measured NOx value should be close to zero at such operating points. If this is not the case during several test
cycles an error is set.

Cause:
The average ratio of measured and estimated NOx concentration is above 50 parts per million (PPM) for five test
cycles.

Possible failure modes:

1. Faulty sensor
2. Faulty electrical wiring or connection
3. DCU injection valve jammed
4. DEF/AdBlue® excessive deposit in exhaust
5. Faulty SCR catalyst

Solution:

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

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

B. If the error is no longer present or is in an inactive state, continue with Step 6.

2. Check dosing valve operation. Use the Electronic Service Tool (EST) to run Urea Dosing System Test (UDST).
Check Dosing Control Unit (DCU) memory for leakage failure errors.

A. If error is present, check DCU injection valve for proper operation.

B. If error is not present, continue with Step 3.

3. Check NOx sensor for proper operation. Disconnect the wiring harness from the NOx sensor connector X-705.
Use a multi-meter to check for voltage from wiring harness side of connector X-705 pin 1 to chassis ground. There
should be 24.0 V. Then check for continuity from wiring harness side of connector X-705 pin 2 to chassis ground.
There should be continuity.

A. If the multi-meter readings are incorrect, or other NOx sensor codes are present, diagnose those codes. Re-
place NOx sensor, if needed.

B. If readings are correct, continue with Step 4.

4. Ensure SCR muffler is present on the machine.

A. If the SCR muffler has been removed, appears severely damaged, or installed improperly. Correctly install or
, replace the SCR muffler.

B. If SCR muffler is present and installed correctly without damage, continue with Step 5.
5. Check the exhaust system for any excessive DEF/AdBlue® deposits. If excessive DEF/AdBlue® deposits are
found, clean or replace part. Recheck error code.

A. If error is still present, continue with Step 6.

B. If error is not present, continue with normal operation of machine.

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6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1687-02 (DTC 2A6)-CAN message not received from the Dosing

Control Unit (DCU)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Diesel Exhaust Fluid (DEF)/AdBlue® supply module - Overview (55.988).
NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.
NOTE: Check for multiple CAN fault codes. If there are fault codes other than DTC 1A6 logged, check the entire CAN
bus circuit.

Context:
The Engine Control Unit (ECU) did not receive a Controller Area Network (CAN) message from the Dosing Control
Unit (DCU) within the allotted time limit.

Cause:
The DCU is unable to communicate over the CAN bus.

Possible failure modes:

1. The DCU is disconnected during power up.

2. A new DCU is being programmed.
3. The DCU experienced a power supply failure (i.e. a blown fuse, wiring, or power converter failure).
4. Primary CAN bus wiring

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and DCU are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness connector X-696 to the DCU.

Measure the voltage from pin 3 to pin 14 of the DCU connector X-696. The meter should read between 20–28 V.

Measure the voltage from pin 4 to pin 15 of the DCU connector X-696. The meter should read between 20–28 V.

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Measure the voltage from pin 24 of the DCU connector X-696 and chassis ground. The meter should read between
20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Verify the CAN Bus has the proper 54–66 Ω meter reading.

If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace the
missing terminator or damaged CAN bus wiring.

If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

A. CAN bus readings are incorrect, repair/replace the missing terminator(s) or damaged CAN bus wiring.

B. CAN bus readings are correct, continue with Step 5.

NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1689-03 (DTC 2AE)-Humidity signal ratio failure - Shorted to high

source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected a fault with the inlet air humidity/temperature sensor. This fault is
a result of an issue with the inlet air humidity/temperature sensor and/or the wiring related to the humidity sensor.

Cause:
The inlet air humidity/temperature circuit is shorted to a high voltage source, greater than 4.9 V.

Possible failure modes:

1. Faulty wiring.
2. Faulty sensor.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear fault code. Return machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU connector X-015-CUR to the inlet air humidity/temperature sensor con-
nector X-702.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the humidity signal circuit.

Place the ignition switch OFF.

Disconnect the wiring harness from the sensor.

Place the ignition switch ON.

Use a multimeter to check for voltage.

From To Result
Sensor wiring harness connector Chassis ground There should be 4.0 - 4.9 V.
X-702 pin 2, wire ENT-1389 (YE)

A. If the voltage is correct, replace the sensor.

B. If the voltage is incorrect, locate and repair faulty wiring.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1689-04 (DTC 2AE)-Humidity signal ratio failure - Short to low

source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected a fault with the inlet air humidity/temperature sensor. This fault is
a result of an issue with the inlet air humidity/temperature sensor and/or the wiring related to the humidity sensor.

Cause:
The inlet air humidity/temperature circuit is shorted to a low voltage source, less than 0.2 V.

Possible failure modes:

1. Faulty wiring.
2. Faulty sensor.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear fault code. Return machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU connector X-015-CUR to the inlet air humidity/temperature sensor con-
nector X-702.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the humidity signal circuit.

Place the ignition switch OFF.

Disconnect the wiring harness from the sensor.

Use a multimeter to check for continuity.

From To Result
Sensor wiring harness connector Chassis ground There should be no continuity.
X-702 pin 2, wire ENT-1389 (YE)

A. If there is no continuity, replace the sensor.

B. If there is continuity, locate and repair faulty wiring.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1690-03 (DTC 2AF)-DCU Fault Detected: Urea Tank Below 5%

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: This fault code will be triggered under normal operation when the DEF/AdBlue® level is empty and display
warnings are activated. If this occurs under actual low DEF/AdBlue® level, refill the DEF/AdBlue® tank and the fault
code does not need to be diagnosed. The DEF/AdBlue® level display requires two minutes to detect the current
DEF/AdBlue® level and to deactivate the fault.

Context:
The DEF/AdBlue® tank level system has detected either a low level reading or is malfunctioning.

Possible failure modes:

1. The DEF/AdBlue® tank is empty.

2. The DEF/AdBlue® tank level sensor is malfunctioning.

Solution:

1. Check the DEF/AdBlue® tank level.

A. If the DEF/AdBlue® tank is empty. Fill the tank to the proper capacity. The DEF/AdBlue® level display requires
two minutes to detect the current level and to deactivate the fault code. If the DEF/AdBlue® level is full and
this fault occurs, troubleshoot the fault code(s) that have been stored in the Dosing Control Unit (DCU).

B. If the DEF/AdBlue® tank is filled to capacity and this fault occurs, troubleshoot the fault code(s) that have been
stored in the Dosing Control Unit (DCU).

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E1691-02 (DTC 2B4)-Controller Area Network (CAN) message not

received from vehicle controller (BC2EDC2)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) A-019 did not receive a Controller Area Network (CAN) message from the main com-
munication system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of
wires, identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network,
in that the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires
as a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

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Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-018 between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-015-CUR between pin 35
and pin 34.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-015-CUR between pin 35 and pin 34.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1692-02 (DTC 2C6)-Controller Area Network (CAN) message not

received from vehicle controller (TSC1)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) A-019 did not receive a Controller Area Network (CAN) message from the Power
Take-Off (PTO) controller within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted
pair of wires, identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus"
network, in that the wires run in parallel from one end of the vehicle to the other, and each module is connected to both
wires as a "node". These two wires are connected together at each end of the network using a 120 ohms resistor,
which is known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the
resistance should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

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Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-018 between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-015-CUR between pin 35
and pin 34.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-015-CUR between pin 35 and pin 34.

There should be approximately 108 - 132 Ω.

A. If the reading is incorrect, the resistor has failed. Replace the ECU.

B. If the reading is correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1693-12 (DTC 2D3)-Recovery which is suppressed

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected, during system start up, a hardware or configuration problem.
This triggers an ECU recovery (reset of the CPU - Central Processing Unit) that is not stored. During a fresh ECU
start up different hardware tests are performed. If the error remains present even after reset, the software remains
in the boot-block and the driving software is not processed. If three recoveries are triggered within 4 seconds an
irreversible shut off of the system is carried out and the ECU is classified as permanently defective. In this case no
error entry is possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed
to start up, one of three recovery errors becomes active depending on the visibility of the recovery. This error can be
the result of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error
occurs repeatedly, reprogram the ECU and if the error remains, replace the ECU.

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E1694-03 (DTC 2E1)-Engine controller starter relay circuit low side

driver - Shorted to high source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Possible failure modes:

1. Faulty harness
2. Starter circuit problem can produce this code

Solution:

1. Before proceeding clear the error code with the approved diagnostic equipment. Run the machine under normal
conditions and retest. Is starting system functioning okay.

A. If the error code is not indicated, and the starting system is operating correctly return unit to field operation.

B. If the error code is indicated, continue to Step 2

2. Check for other engine related error codes.

A. If other engine related error codes are displayed, continue to these tests.

B. If no other engine related error codes are displayed, download the correct level of software. If the fault recurs,
remove and replace the engine controller.

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E1696-03 (DTC 31D)-Dosing Control Unit (DCU) State Monitoring

- DCU not ready in time
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Diesel Exhaust Fluid (DEF)/AdBlue® supply module - Overview (55.988).

Context:
The Engine Control Unit (ECU) has detected the Dosing Control Unit (DCU) has not started up correctly.

Possible failure modes:

1. A technical failure has occurred.

2. The DCU experienced a power supply failure (i.e. a blown fuse, wiring, or power converter failure).

Solution:

1. Check the DCU fault code memory for active fault codes.

Check for a fault code(s) that could cause the DCU to shut down (i.e. pressure failures). Perform the diagnostics
for the code(s) present.

A. If a fault code(s) is still present and active, continue with Step 2.

B. If there is not a fault code(s) active or inactive, other than DTC 31D, continue with Step 2.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness connector X-696 to the DCU.

Measure the voltage from pin 3 to pin 14 of the DCU connector X-696. The meter should read between 20–28 V.

Measure the voltage from pin 4 to pin 15 of the DCU connector X-696. The meter should read between 20–28 V.

Measure the voltage from pin 24 of the DCU connector X-696 and chassis ground. The meter should read between
20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 3.

3. Update the DCU with the current software level.

A. After updates are complete, verify the system is operating properly. Return the machine to service.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how
the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1697-03 (DTC 31E)-Catalyst efficiency lower than second Nox

prediction threshold level
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Diesel Exhaust Fluid (DEF)/AdBlue® supply module - Overview (55.988).
NOTE: After the repair has been completed, the code will still be present and active until it has been determined
that the Selective Catalytic Reduction (SCR) system is operating properly. The engine must be brought to operating
temperature and run under load until the fault clears. If the code is still present and active after running the engine for
30 min, further diagnostics is necessary.

Context:
The Engine Control Unit (ECU) has received a Controller Area Network (CAN) message from the Selective Catalytic
Reduction (SCR) controller. This message indicates a problem with the urea quality. Inspect fluid for quality and
concentration. The ECU has sensed an incorrect NOx measurement upstream of catalyst. This code is active when
NOx conversion efficiency ratio of the catalyst is greater than 3.4:1 for more than 400 s.

Possible failure modes:

1. The Dosing injector has scale build up on the tip.

2. The DEF/AdBlue® concentration is incorrect.
3. The Dosing injector has failed.
4. The exhaust pipe is damaged or cracked.
5. Possible electronic drift of various components.
6. Software update.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 6.

2. Remove the Dosing injector and inspect for large amounts of scale (white deposits) build up on the injector. Some
build up on the Dosing injector tip is normal.

Inspect the mixing chamber down in the exhaust tube, after the Dosing injector. Verify there is no build up on the
mixing chamber with scale (white deposits), this will cause the vaporized DEF/AdBlue® to not mix properly.

A. There is scale build up on the Dosing injector tip or in the mixing chamber. Clean or replace the components
as necessary.

B. There is no scale build up on the Dosing injector tip or in the mixing chamber. Continue to Step 3.
3. Check the DEF/AdBlue® concentration using a refractometer, if possible. The proper ratio is 32.5 % automotive
grade urea to 67.5 % distilled water.

A. The measured concentration is incorrect, replace the DEF/AdBlue®. Verify the system is operating properly.
Return the machine to operation.

B. The measured concentration is correct, continue to Step 5.

4. Remove the exhaust pipe, and inspect for any damage or cracking. If the exhaust is cracked, a replacement will
be required.

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A. There is damage present, replace the damaged components. Verify the system is operating properly. Return
the machine to operation.

B. There is no damage, continue to Step 5.

5. Use the Electronic Service Tool (EST) to monitor the NOx sensor output. Operate the machine to achieve operating
temperature. Monitor the NOx sensor output in EST using the “derate status” screen. You should observe a drop
from the static 500 parts per million (PPM) to 200 PPM or lower. You can compare to the estimated NOx output
from the engine which is also found in the lower portion of the “derate status” screen.

A. There is no drop in PPM, return to Step 2 to confirm the elimination of the failure.

B. The monitored PPM drops to approximately 200 PPM.

NOTE: NOx sensor in range failures can also cause these faults. Swapping with a known good sensor or replace-
ment can verify the sensor plausibility. You can also place the NOx sensor in the Dosing injector hole, and verify
the NOx sensor observation using the EST “derate status” screen.
6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

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

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E1700-04 (DTC 359)-Short circuit to ground of metering unit output

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has determined that a short to low source circuit condition exists in the fuel
high pressure pump low side circuit. The metering unit of the fuel high pressure pump regulates the pressure in the
common rail. The metering unit is closed-loop controlled by both main relay 1 (high side) and a low side power stage
(Main Relay 1 is an electronic control circuit within the ECU, providing source voltage to devices external to the ECU.
The low side power stage works in conjunction with the Main Relay 1 source, providing sensing and current limiting
for the circuit). The monitoring at low side is stopped if a short circuit to ground at the high side (main relay 1) is
detected or it is switched off for some reason. Failure detection of is only possible if the low side power stage is
switched off. With the current settings, the monitoring is shut off during after-run. This error is the result of the power
stage hardware report of 'short circuit to ground' (on the low side of the metering unit) longer than 0.28 seconds and
the power stage has most likely switched off.

Cause:
Fuel high pressure pump circuit is shorted to a low source.

Possible failure modes:

1. Faulty fuel high pressure pump control circuit, shorted to a low source.
2. Faulty ECU, hardware or software.

Solution:

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

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

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Disconnect the Engine Injector harness from the ECU at connector 3. Use a multi-meter to test for continuity from
the Engine Injector harness side of connector 3 pin 10 to ground. There should be no continuity.

A. If there is continuity, continue with Step 3

B. If there is no continuity, try reloading the ECU software and if the error reoccurs, replace the ECU.
3. Disconnect the Engine Injector harness from the Fuel high pressure pump at connector ZME and use a multi-meter
to check for continuity on the fuel high pressure pump side of connector ZME pins 1 and 2 to chassis ground. There
should be no continuity on either pin to ground.

A. If there is continuity on either pin, the fuel high pressure pump solenoid coil has failed, replace the solenoid.

B. If there is no continuity on either pin, there is a short to low source in the Engine Injector harness, locate and
repair the short to ground.
Wiring harnesses - Electrical schematic sheet 01 (55.100.DP-C.20.E.01)

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E1702-04 (DTC 39E)-Indicates torque limitation due to turbo charger

protection
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an active power reduction due to turbo charger protection. This
error is for informational purposes and is initiated by a power reduction due to turbo charger protection being active
causing a torque limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the
torque limitation due to turbo charger protection is less than 25 % of the desired torque over 10 seconds. Though no
action is necessary due to this error, if the power reduction occurred due to an actual defect, the error triggering the
torque limitation should also be in fault memory. Follow the troubleshooting procedure for that error.

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E1703-03 (DTC 3A2)-Nox Sensor plausibility test

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
Average ratio of measured and estimated NOx concentration is outside of range 0-8 for more than 255 times. This
error will correct itself when the NOx ratio is in range so many test cycles that defect counter is decremented to 0.

Cause:
Difference between measured and simulated NOx value not plausible.

Possible failure modes:

1. Faulty sensor
2. Faulty electrical wiring or connection
3. DCU injection valve jammed
4. DEF/AdBlue® excessive deposit in exhaust
5. Faulty SCR catalyst

Solution:

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

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

B. If the error is no longer present or is in an inactive state, continue with Step 6.

2. Check dosing valve operation. Use the Electronic Service Tool (EST) to run Urea Dosing System Test (UDST).
Check Dosing Control Unit (DCU) memory for leakage failure errors.

A. If error is present, check DCU injection valve for proper operation.

B. If error is not present, continue with Step 3.

3. Check NOx sensor for proper operation. Disconnect the wiring harness from the NOx sensor connector X-705.
Use a multi-meter to check for voltage from wiring harness side of connector X-705 pin 1 to chassis ground. There
should be 24.0 V. Then check for continuity from wiring harness side of connector X-705 pin 2 to chassis ground.
There should be continuity.

A. If the multi-meter readings are incorrect, or other NOx sensor codes are present, diagnose those codes. Re-
place NOx sensor, if needed.

B. If readings are correct, continue with Step 4.

4. Ensure SCR muffler is present on the machine.

A. If the SCR muffler has been removed, appears severely damaged, or installed improperly. Correctly install or
, replace the SCR muffler.

B. If SCR muffler is present and installed correctly without damage, continue with Step 5.
5. Check the exhaust system for any excessive DEF/AdBlue® deposits. If excessive DEF/AdBlue® deposits are
found, clean or replace part. Recheck error code.

A. If error is still present, continue with Step 6.

B. If error is not present, continue with normal operation of machine.

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6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1705-03 (DTC 3AF)-DCU Fault Detected : Urea Tank Below 10%

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: This fault code will be triggered under normal operation when the DEF/AdBlue® level is empty and display
warnings are activated. If this occurs under actual low DEF/AdBlue® level, refill the DEF/AdBlue® tank and the fault
code does not need to be diagnosed. The DEF/AdBlue® level display requires two minutes to detect the current
DEF/AdBlue® level and to deactivate the fault.

Context:
The DEF/AdBlue® tank level system has detected either a low level reading or is malfunctioning.

Possible failure modes:

1. The DEF/AdBlue® tank is empty.

2. The DEF/AdBlue® tank level sensor is malfunctioning.

Solution:

1. Check the DEF/AdBlue® tank level.

A. If the DEF/AdBlue® tank is empty. Fill the tank to the proper capacity. The DEF/AdBlue® level display requires
two minutes to detect the current level and to deactivate the fault code. If the DEF/AdBlue® level is full and
this fault occurs, troubleshoot the fault code(s) that have been stored in the Dosing Control Unit (DCU).

B. If the DEF/AdBlue® tank is filled to capacity and this fault occurs, troubleshoot the fault code(s) that have been
stored in the Dosing Control Unit (DCU).

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E1706-02 (DTC 3C8)-Controller Area Network (CAN) message not

received from vehicle controller (TSC1_VE message passive)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) A-019 did not receive a Controller Area Network (CAN) message from the main com-
munication system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of
wires, identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network,
in that the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires
as a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

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Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-018 between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus reading is incorrect, continue with Step 5.

B. If the CAN bus reading is correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-015-CUR between pin 35
and pin 34.

There should be approximately 108 - 132 Ω.

A. If the CAN bus reading is incorrect, check the CAN bus wiring and terminating resistor between the ECU to the
vehicle controllers.

B. If the CAN bus reading is correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-015-CUR between pin 35 and pin 34.

There should be approximately 108 - 132 Ω.

A. If the readings are incorrect, the resistor has failed. Replace the ECU.

B. If the readings are correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1707-12 (DTC 3D3)-Recovery which is visible

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected, during system start up, a hardware or configuration problem. This
triggers an ECU recovery (reset of the CPU - Central Processing Unit) that is visible in the error memory. During a
fresh ECU start up different hardware tests are performed. If the error remains present even after reset, the software
remains in the boot-block and the driving software is not processed. If three recoveries are triggered within 4 seconds
an irreversible shut off of the system is carried out and the ECU is classified as permanently defective. In this case no
error entry is possible. If, however, the error leading to recovery is not detected repeatedly and the system is allowed
to start up, one of three recovery errors becomes active depending on the visibility of the recovery. This error can be
the result of electronic disturbances, various hardware defects (ECU internal) or configuration problems. If this error
occurs repeatedly, reprogram the ECU and if the error remains, replace the ECU.

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E1709-03 (DTC 41D)-Poor Reagent quality

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The denox module/supply module has detected a problem with the DEF/AdBlue® quality. Try to delete the error code
and continue operation. If error code repeats, check the DEF/AdBlue® quality. If the DEF/AdBlue® quality is poor,
drain the DEF/AdBlue® in the tank. Replace with new DEF/AdBlue® fluid.

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E1709-04 (DTC 41D)-Poor Reagent quality

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Diesel Exhaust Fluid (DEF)/AdBlue® supply module - Overview (55.988).

Context:
The denox module/supply module has detected a problem with the DEF/AdBlue® quality. Try to delete the error code
and continue operation. If error code repeats, check the DEF/AdBlue® quality. If the DEF/AdBlue® quality is poor,
drain the DEF/AdBlue® in the tank. Replace with new DEF/AdBlue® fluid.

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E1712-04 (DTC 49E)-Indicates torque limitation due to engine

protection
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an active power reduction due to engine mechanics protection.
This error is for informational purposes and is initiated by a power reduction due to engine mechanics protection
being active causing a torque limitation greater than 25 % of the desired torque for longer than 60 seconds and is
reset once the torque limitation due to engine mechanics protection is less than 25 % of the desired torque over 10
seconds. Though no action is necessary due to this error, if the power reduction occurred due to an actual defect,
the error triggering the torque limitation should also be in fault memory. Follow the troubleshooting procedure for that
error.

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E1713-04 (DTC 4AA)-Urea quality and urea warning level 1

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has activated this fault due to the dosing control unit (DCU) initiating inducement
due to another fault code present. Check for other fault codes. If other fault codes are present and active, perform
diagnosis for those codes.

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E1715-03 (DTC 4AF)-Selective Catalytic Reduction (SCR) technical

failure inducement (class 1), see other fault codes
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
There is an active fault code(s) in the Dosing Control Unit (DCU). See the active DCU fault code(s) when viewing the
fault code list with the Electronic Service Tool (EST). Use the troubleshooting found in the EST.

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E1717-03 (DTC 54C)-Engine overspeed protection

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an engine over-speed condition. An engine over-speed can occur
both during certain engine operating conditions without any defect in a component, for example downhill driving, or as
a result of, for example another ECU error. This error is for information purposes and is initiated by engine speed in
excess of 2800 RPM for over 5 seconds and is reset once the engine speed is below the threshold for over 2 seconds.
Though this error by itself does not require any action, the over-speed state can cause an injection shutoff request
within the ECU. If this error reoccurs frequently, check driving conditions of the vehicle, engine speed acquisition and
injection system for quantity set-point and actual value during fault recognition, check also for other ECU errors.

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E1718-03 (DTC 55D)-Inducement System is Locked due to 3

detections in 40 hours
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: The system must be reset using the Electronic Service Tool (EST) screen “Engine Restart Counter Reset.”

Context:
The operator has ignored several severe warnings pertaining to the Selective Catalytic Reduction (SCR) system. This
will cause a reduction of power. The system must be reset with the EST.

Cause:
The Inducement system is locked due to 3 detections within 40 h of operation.

Solution:

1. Clear the inducement restart counters with the EST use the “Engine Restart Counter Reset” screen, under the
configuration icon. Then use EST to check for the urea system faults that are causing the inducement.

A. If DEF/AdBlue® system faults exist, follow the appropriate procedure to resolve each of the existing active
faults. Then check to see that this fault has also been resolved.

B. If DEF/AdBlue® system faults do not exist and this fault will not clear or re-occurs, re-load the appropriate
Engine Control Unit (ECU) software. If the software re-load does not resolve this fault condition, replace the
ECU.

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E1720-04 (DTC 59D)-Indicates torque limitation due to SCR

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has received, from the Dosing Control Unit (DCU) A-006, a CAN message
indicating the dosing module is not being cooled sufficiently. This fault code indicates a torque limitation by the ECU
due to this abnormal condition, additional fault codes will be generated once the engine torque demand is 60% of
maximum engine torque..

Engine fault codes DTC 1637 (1A8) and/or DTC 1720 (59D) can be generated under normal operating conditions
when the DEF/AdBlue solution is frozen from environmental conditions. If the DEF/AdBlue solution is not frozen,
check for other errors in the ECU and perform the proper diagnostic procedure for the codes present.

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E1721-04 (DTC 5A)-Urea quality and urea warning level 2

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The engine control unit (ECU) has activated this fault due to the dosing control unit (DCU) initiating inducement due to
another fault code present. Check for other fault codes. If other fault codes are present and active, perform diagnosis
for those codes.

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E1723-03 (DTC 5AF)-Selective Catalytic Reduction (SCR) technical

failure inducement (class 3), see other fault codes
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
There is an active fault code(s) in the Dosing Control Unit (DCU). See active DCU fault code(s) when viewing them
with the Electronic Service Tool (EST). Utilize the troubleshooting found in the EST. Healing will be required after the
fault(s) is repaired.

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E1724-04 (DTC 64C)-Exhaust Engine Overheat Protection, fueling

limited
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an active power reduction due to engine protection. This fault is
for informational purposes and no action is necessary. If the power reduction occurred due to an actual defect, the
fault triggering the torque limitation should also be in fault memory. Follow the troubleshooting procedure for that fault.

Cause:
A power reduction of greater than 25 % due to an engine overheat condition has been present for longer than 60.0 s.

Possible failure modes:

1. Another engine overheat fault condition exists.

2. The ECU has failed.

Solution:

1. Check for relevant ECU faults. Use the Electronic Service Tool (EST) to determine if there are other active ECU
faults related to an engine overheat condition.

A. If relevant active faults exist, follow the appropriate procedure to resolve each of the existing active faults. Then
check to see that this fault has also been resolved.

B. If relevant active faults do not exist, use the EST to clear this fault. Turn key to OFF position, then back to ON
position to re-initialize the ECU. If this fault does not clear or re-occurs, re-load the appropriate ECU software.
If the software re-load does not resolve this fault condition, replace the ECU.

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E1725-04 (DTC 69E)-indicates torque limitation due to Fuel quantity

Limitation
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected an active power reduction due to limiting fuel quantity. This error
is for informational purposes and is initiated by a power reduction due to limiting fuel quantity being active causing
a torque limitation greater than 25 % of the desired torque for longer than 60 seconds and is reset once the torque
limitation due to limiting fuel quantity is less than 25 % of the desired torque over 10 seconds. Though no action is
necessary due to this error, if the power reduction occurred due to an actual defect, the error triggering the torque
limitation should also be in fault memory. Follow the troubleshooting procedure for that error.

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E1726-03 (DTC 71D)-Signal of NOx Sensor deviation (NOx sensor

removal is detected)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected a fault with the NOx sensor. Check for other faults present involv-
ing fueling or air quantity. If other faults are present correct those first. If present fault still exists, this is a result of an
issue with the NOx sensor and/or the wiring related to the NOx sensor. If this fault is present and active, ensure the
NOx sensor is receiving 24 V on X-705 pin 1 and a sufficient ground on X-705 pin 2. If power and ground is present,
reset this code and continue operation. If the code resets, the sensor is damaged, replace the sensor.

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E1726-04 (DTC 6AA)-SCR Inducement: Warning Block 3 activated

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has activated this fault due to the Dosing Control Unit (DCU) A-006 initiating
inducement due to another fault code present. Check for other fault codes. If other fault codes are present and active,
perform diagnosis for those codes.

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E1729-04 (DTC 7AA)-SCR Inducement: Warning Block 4 activated

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The engine control unit (ECU) has detected a fault with the selective catalytic reduction system (SCR). This fault is
triggered by another leading active fault. Correct the other active fault, and erase all faults listed.

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E1731-03 (DTC 136)-Rail pressure sensor CP3 - Shorted to high

source
FR450 NA

Control Module : ECU

NOTE: For further information refer to Fuel pressure sensor - Overview (55.010).

Context:
The Engine Control Unit (ECU) has sensed that the Fuel Pressure sensor signal is too high. The test frequency of
the sensor is every 10 ms and if the signal is in excess of 4.86 V for over 200 ms, the error is set. Once set the ECU
will, instead of using the peak rail pressure value of the last 10 ms and the current rail pressure, output a substitute
value from a curve (MAP) in the ECU depending on engine speed and injection quantity.

Cause:
The Fuel Pressure sensor signal is too high.

Possible failure modes:

1. Faulty Fuel Pressure sensor.

2. Faulty circuit wiring, shorted to high source.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the engine sensor harness from the ECU at ECU engine connector 2 and place the Key switch in the
"On" position. Using a multi-meter check the voltage on the ECU engine connector from pin 13 to pin 12. There
should be 5 V.

A. If there is 5 V reconnect ECU engine connector and continue with Step 2

B. If there is greater than 5 V, there is a failure inside the ECU, replace the ECU.
2. Disconnect the engine sensor harness from the Rail Pressure sensor and place the Key switch in the "On" position.
Use a multi-meter check the voltage on the engine harness side of Rail pressure sensor connector RDS4 from pin
3 to pin 2. There should be 5 V.

A. If there is 5 V leave the Rail pressure sensor connector disconnected and continue with Step 3

B. If there is greater than 5 V, there is a short to high source in the sensor circuit wiring, leave the Rail pressure
sensor connector RDS4 disconnected and continue with Step 4
3. Disconnect the engine sensor harness from the ECU at ECU engine connector 2. Use a multi-meter test for voltage
between the engine sensor harness side of ECU engine connector 2 pin 14 and ground and also between Rail
pressure sensor connector RDS4 pin 1 and ground. There should be no voltage.

A. If there is voltage on either or both tests, there is a short to high source in the sensor signal wire, locate and
repair the short to high source.

B. If there is no voltage, either the sensor has failed or the ECU is faulty. Replace the Rail Pressure sensor and
if the fault reoccurs reload the ECU software. If the fault reoccurs after replacing the sensor and reloading
software, replace the ECU.
4. Disconnect the engine sensor harness from the ECU at ECU engine connector 2. Use a multi-meter test for voltage
between the engine sensor harness side of ECU engine connector 2 pin 13 and ground and also between Rail
pressure sensor connector RDS4 pin 3 and ground. There should be no voltage.

A. If there is voltage, on either or both tests, there is a short to high source in the sensor source wire. Locate and
repair the short to high source.

B. If there is no voltage, on both tests, there is a short to high source in the sensor ground reference wire. Locate
and repair the short to high source.

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Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1731-04 (DTC 136)-Rail pressure sensor CP3 - Shorted to low

source
FR450 NA

Control Module : ECU

NOTE: For further information refer to Fuel pressure sensor - Overview (55.010).

Context:
The Engine Control Unit (ECU) has sensed that the Fuel Pressure sensor signal is too low. The test frequency of
the sensor is every 10 ms and if the signal is below 0.25 V for over 200 ms, the error is set. Once set the ECU will,
instead of using the peak rail pressure value of the last 10 ms and the current rail pressure, output a substitute value
from a curve (MAP) in the ECU depending on engine speed and injection quantity.

Cause:
The Rail Pressure sensor signal is too low.

Possible failure modes:

1. Faulty Rail Pressure sensor.

2. Faulty circuit wiring, shorted to low source.
3. Faulty ECU, hardware or software.

Solution:

1. Disconnect the engine sensor harness from the ECU at ECU engine connector 2 and place the Key switch in the
"On" position. Use a multi-meter check the voltage on the ECU from pin 13 to pin 12. There should be 5 V.

A. If there is 5 V reconnect ECU engine connector and continue with Step 2

B. If there is less than 5 V, there is a failure inside the ECU, replace the ECU.
2. Disconnect the engine sensor harness from the Fuel Pressure sensor and place the Key switch in the "On" position.
Use a multi-meter check the voltage on the engine harness side of Fuel pressure sensor connector RDS4 from
pin 3 to pin 2. There should be 5 V.

A. If there is 5 V leave the Fuel pressure sensor connector disconnected and continue with Step 3

B. If there is less than 5 V, there is a short to low source in the sensor circuit wiring, leave the Fuel pressure
sensor connector disconnected and continue with Step 4
3. Disconnect the engine sensor harness from the ECU at ECU engine connector 2. Use a multi-meter to test for
continuity between the engine sensor harness side of ECU engine connector 2 pin 14 and ground and also be-
tween Fuel pressure sensor connector RDS4 pin 1 and ground. There should be no continuity.

A. If there is continuity on either or both tests, there is a short to low source in the sensor signal wire, locate and
repair the short to low source.

B. If there is no continuity, either the sensor has failed or the ECU is faulty. Replace the common rail pressure
sensor and if the fault reoccurs reload the ECU software. If the fault reoccurs after replacing the sensor and
reloading software, replace the ECU .
4. Disconnect the engine sensor harness from the ECU at ECU engine connector 2. Use a multi-meter to test for
continuity between the engine sensor harness side of ECU engine connector 2 pin 13 and ground and also be-
tween Fuel pressure sensor connector RDS4 pin 3 and ground. There should be no continuity.

A. If there is continuity, on either or both tests, there is a short to low source in the sensor source wire. Locate
and repair the short to low source.

B. If there is no continuity, on either or both tests, there is a short to low source in the sensor ground reference
wire. Locate and repair the short to low source.
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1732-03 (DTC 1E6)-Engine regulated 5 Volt sensor supply 1 -

Shorted to high source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has three individual 5 V sensor supplies. The boost pressure / temperature sensor
and oil pressure / temperature sensor are connected to this supply circuit.

Cause:
The ECU has detected the sensor supply is above the upper limit for 0.1 s.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Inspect wiring harness from ECU to the boost pressure / temperature sensor.

Inspect wiring harness from ECU to the oil pressure / temperature sensor.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check for faults related to the boost pressure / temperature sensor.

Check for faults related to the oil pressure / temperature sensor.

A. If other faults are not present, continue with Step 4.

B. If other faults are present, proceed to troubleshooting other active fault codes. Then determine if this fault has
been resolved.
4. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR.

Place the key switch ON.

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Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 2 to
pin 5.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 3 to
pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 8 to
pin 10.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 9 to
pin 11.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 40 to
chassis ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 5.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.
5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1732-04 (DTC 1E6)-Engine regulated 5 Volt sensor supply 1 -

Shorted to low source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has three individual 5 V sensor supplies. The boost pressure / temperature sensor
and oil pressure / temperature sensor are connected to this supply circuit.

Cause:
The ECU has detected the sensor supply is below the lower limit for 0.1 s.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check for faults related to the boost pressure / temperature sensor.

Check for faults related to the oil pressure / temperature sensor.

A. If other faults are not present, continue with Step 4.

B. If other faults are present, proceed to troubleshooting other active fault codes. Then determine if this fault has
been resolved.
4. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 2 to
pin 5.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 3 to
pin 6.

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Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 8 to
pin 10.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 9 to
pin 11.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 40 to
chassis ground.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, continue with Step 5.

B. If the voltage reading is incorrect, check the wiring harness between the ECU connector to the battery for a
short to low source.
5. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1733-03 (DTC 1B1)-Primary vehicle Controller Area Network (CAN)

bus failure - Shorted to high source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: It is normal to log Controller Area Network (CAN) fault codes while the control module is being programmed.
In this case, clear the fault codes from the modules and retest the system.
NOTE: Check for multiple CAN fault codes. If there are CAN Bus fault codes, check the entire CAN bus circuit.

Context:
The Engine Control Unit (ECU) A-019 did not receive a Controller Area Network (CAN) message from the main com-
munication system within the allotted time limit. The Controller Area Network (CAN) is made up of a twisted pair of
wires, identified as CAN HI (yellow) and CAN LO (green). These two wires are used to form a "linear bus" network,
in that the wires run in parallel from one end of the vehicle to the other, and each module is connected to both wires
as a "node". These two wires are connected together at each end of the network using a 120 ohms resistor, which is
known as a "termination" resistor. Because there is a 120 ohms resistor at each end of the network, the resistance
should always be 60 ohms between the CAN HI and CAN LO wires.

Cause:
The primary CAN bus circuit is not communicating between the ECU and vehicle control modules.

Possible failure modes:

1. A failed terminating resistor.

2. A problem in the primary CAN bus wiring.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 7.

2. Inspect the wiring and connectors.

Verify all the connectors to the ECU and vehicle control modules are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Use the Electronic Service Tool (EST) to check the CAN network.

Monitor which CAN networks are “Off line”.

A. If multiple CAN networks are “Off line”, you will need to troubleshoot the entire CAN network. Use schematics
to determine common wiring and terminating resistors to locate starting point.

B. If only CAN networks between the ECU and vehicle control modules are “Off line”, continue with Step 4.
4. Measure the resistance of the CAN bus circuit.

Place the key switch OFF.

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Use a multimeter to measure the resistance of the CAN bus circuit from the diagnostic connector X-018 between
pin C to pin D.

There should be approximately 54 - 66 Ω.

A. If the CAN bus readings are incorrect, continue with Step 5.

B. If the CAN bus readings are correct, continue with Step 7.

5. Measure the resistance of the CAN bus circuit with one terminating resistor removed.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR where the CAN wires are located.

Use a multimeter to measure the resistance from the ECU wiring harness connector X-015-CUR between pin 35
and pin 34.

There should be approximately 108 - 132 Ω.

A. If the CAN bus readings are incorrect, check the CAN bus wiring and terminating resistor between the ECU to
the vehicle controllers.

B. If the CAN bus readings are correct, continue with Step 6.

NOTE: The ECU has an internal terminating resistor.
6. Check the internal resistor located in the ECU.

Use a multimeter to measure the resistance from the ECU connector X-015-CUR between pin 35 and pin 34.

There should be approximately 108 - 132 Ω.

A. If the readings are incorrect, the resistor has failed. Replace the ECU.

B. If the readings are correct, continue with Step 7.

7. Check the power and ground supplies to the controllers (nodes).

Verify that the connectors are fully installed.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. If damage is found or other than normal readings are indicated, repair the damage discovered during the in-
spection or locate and repair the other than normal conditions and verify that the fault code has been resolved.

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1735-03 (DTC 152)-Cylinder 2 injector mechanical response fault

(replace injector)
FR500 NA
FR600 NA

Control Module : ECU

Context:
To achieve precise fuel metering in the solenoid valve injection system, it is necessary to determine the exact Begin of
Injection Period (BIP). The BIP, closing of solenoid valve, differs significantly from the beginning of the valve-engergiz-
ing. This BIP is evaluated individually for each cylinder during every injection cycle in a closed loop mode (successful
searches, no failures) and the found BIP is used to continuously correct the next injection.

Cause:
The BIP evaluation for the cylinder 2 injector failed.

Possible failure modes:

1. Fuel system instabilities.

2. Faulty wiring harness.
3. Faulty injector.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue to Step 2.

B. If the fault is not present, the fault may be intermittent and not currently active. Continue to Step 6.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU connector 3 (injector) to the cylinder 2 injector INJ2.

A. If the connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. If the connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the injector resistance through the wiring harness.

Place the key switch OFF.

Disconnect the wiring harness from the ECU at the ECU connector 3 (injector).

Use a multimeter to measure the resistance.

From To Result
ECU connector 3 (injector) wiring ECU connector 3 (injector) wiring There should be approximately
harness pin 6 harness pin 11 .56 Ω.

A. If the resistance is incorrect, leave the wiring harness disconnected. Continue to Step 4.

B. If the resistance is correct, check the fuel system.

4. Check the injector resistance through the wiring harness.

Place the key switch OFF.

Disconnect the ECU harness from the injector passage harness VC1.

Use a multimeter to measure the resistance.

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 Electrical systems - FAULT CODES

From To Result
Injector passage wiring harness Injector passage wiring harness There should be approximately
connector VC1 connector VC1 .56 Ω.

A. If the resistance is incorrect, leave the wiring harness disconnected. Continue to Step 5.

B. If the resistance is correct, the fault is located in the wiring harness between the ECU connector 3 (injector)
and the injector passage connector VC1. Locate and repair faulty wiring harness.
5. Check the resistance of the injector.

Place the key switch OFF.

Use a multimeter to measure the resistance of the injector.

From To Result
Injector pin 1 Injector pin 2 There should be approximately
.56 Ω.

A. If the resistance is correct, the fault is located in the wiring harness between the injector passage connector
VC1 and the cylinder 2 injector connector INJ2. Locate and repair faulty wiring harness.

B. If the resistance is incorrect, replace the injector.

6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.
Wiring harnesses - Electrical schematic sheet 01 (55.100.DP-C.20.E.01)

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E1736-03 (DTC 153)-Cylinder 3 injector mechanical response fault

(replace injector)
FR500 NA
FR600 NA

Control Module : ECU

Context:
To achieve precise fuel metering in the solenoid valve injection system, it is necessary to determine the exact Begin of
Injection Period (BIP). The BIP, closing of solenoid valve, differs significantly from the beginning of the valve-engergiz-
ing. This BIP is evaluated individually for each cylinder during every injection cycle in a closed loop mode (successful
searches, no failures) and the found BIP is used to continuously correct the next injection.

Cause:
The BIP evaluation for the cylinder 3 injector failed.

Possible failure modes:

1. Fuel system instabilities.

2. Faulty wiring harness.
3. Faulty injector.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue to Step 2.

B. If the fault is not present, the fault may be intermittent and not currently active. Continue to Step 6.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU connector 3 (injector) to the cylinder 3 injector INJ3.

A. If the connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. If the connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the injector resistance through the wiring harness.

Place the key switch OFF.

Disconnect the wiring harness from the ECU at the ECU connector 3 (injector).

Use a multimeter to measure the resistance.

From To Result
ECU connector 3 (injector) wiring ECU connector 3 (injector) wiring There should be approximately
harness pin 5 harness pin 12 .56 Ω.

A. If the resistance is incorrect, leave the wiring harness disconnected. Continue to Step 4.

B. If the resistance is correct, check the fuel system.

4. Check the injector resistance through the wiring harness.

Place the key switch OFF.

Disconnect the ECU harness from the injector passage harness VC2.

Use a multimeter to measure the resistance.

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 Electrical systems - FAULT CODES

From To Result
Injector passage wiring harness Injector passage wiring harness There should be approximately
connector VC2 connector VC2 .56 Ω.

A. If the resistance is incorrect, leave the wiring harness disconnected. Continue to Step 5.

B. If the resistance is correct, the fault is located in the wiring harness between the ECU connector 3 (injector)
and the injector passage connector VC2. Locate and repair faulty wiring harness.
5. Check the resistance of the injector.

Place the key switch OFF.

Use a multimeter to measure the resistance of the injector.

From To Result
Injector pin 1 Injector pin 2 There should be approximately
.56 Ω.

A. If the resistance is correct, the fault is located in the wiring harness between the injector passage connector
VC2 and the cylinder 3 injector connector INJ3. Locate and repair faulty wiring harness.

B. If the resistance is incorrect, replace the injector.

6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.
Wiring harnesses - Electrical schematic sheet 01 (55.100.DP-C.20.E.01)

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 Electrical systems - FAULT CODES

E1736-03 (DTC 153)-Maximum negative rail pressure deviation with

metering unit on lower limit is exceeded
FR450 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has determined that the Fuel Rail/System Pressure is too high with a closed Metering
Unit (High Pressure Pump Regulator - solenoid valve). The rail pressure is monitored by various fault paths during
active pressure control by the metering unit. The fault path at hand detects an excessive negative rail pressure gov-
ernor deviation (too high rail pressure) at zero delivery of fuel volume flow through the metering unit. The monitoring
is only active if the high pressure governor is operating in closed loop control, the engine is not in overrun, the fuel
system temperature is above 29.96 °C (85.93 °F), the current injection quantity is above 0.0 g (0.00 oz) per cycle and
the monitoring has not been inhibited by other faults. If the negative rail pressure governor deviation is below the
engine speed dependent limit from a curve established by the ECU and the rail pressure governor set-point value of
the fuel volume flow is below threshold (parameter established by the ECU) over 8 seconds, this error will occur.

Possible failure modes:

1. Faulty high pressure pump regulator solenoid/valve, stuck open.

2. Pressure too high, low pressure side.

Solution:

1. Check for high pressure pump regulator (solenoid/valve) errors.

A. If high pressure pump regulator (solenoid/valve) errors exist, follow troubleshooting procedure for existing high
pressure pump regulator (solenoid/valve) error.

B. If no high pressure pump regulator (solenoid/valve) errors exist, locate and repair high pressure condition in
low pressure side of fuel system.

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E1737-03 (DTC 154)-Cylinder 4 injector mechanical response fault

(replace injector)
FR500 NA
FR600 NA

Control Module : ECU

Context:
To achieve precise fuel metering in the solenoid valve injection system, it is necessary to determine the exact Begin of
Injection Period (BIP). The BIP, closing of solenoid valve, differs significantly from the beginning of the valve-engergiz-
ing. This BIP is evaluated individually for each cylinder during every injection cycle in a closed loop mode (successful
searches, no failures) and the found BIP is used to continuously correct the next injection.

Cause:
The BIP evaluation for the cylinder 4 injector failed.

Possible failure modes:

1. Fuel system instabilities.

2. Faulty wiring harness.
3. Faulty injector.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue to Step 2.

B. If the fault is not present, the fault may be intermittent and not currently active. Continue to Step 6.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU connector 3 (injector) to the cylinder 4 injector INJ4.

A. If the connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. If the connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the injector resistance through the wiring harness.

Place the key switch OFF.

Disconnect the wiring harness from the ECU at the ECU connector 3 (injector).

Use a multimeter to measure the resistance.

From To Result
ECU connector 3 (injector) wiring ECU connector 3 (injector) wiring There should be approximately
harness pin 3 harness pin 14 .56 Ω.

A. If the resistance is incorrect, leave the wiring harness disconnected. Continue to Step 4.

B. If the resistance is correct, check the fuel system.

4. Check the injector resistance through the wiring harness.

Place the key switch OFF.

Disconnect the ECU harness from the injector passage harness VC2.

Use a multimeter to measure the resistance.

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From To Result
Injector passage wiring harness Injector passage wiring harness There should be approximately
connector VC2 connector VC2 .56 Ω.

A. If the resistance is incorrect, leave the wiring harness disconnected. Continue to Step 5.

B. If the resistance is correct, the fault is located in the wiring harness between the ECU connector 3 (injector)
and the injector passage connector VC2. Locate and repair faulty wiring harness.
5. Check the resistance of the injector.

Place the key switch OFF.

Use a multimeter to measure the resistance of the injector.

From To Result
Injector pin 1 Injector pin 2 There should be approximately
.56 Ω.

A. If the resistance is correct, the fault is located in the wiring harness between the injector passage connector
VC2 and the cylinder 4 injector connector INJ4. Locate and repair faulty wiring harness.

B. If the resistance is incorrect, replace the injector.

6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.
Wiring harnesses - Electrical schematic sheet 01 (55.100.DP-C.20.E.01)

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E1737-03 (DTC 154)-Minimum rail pressure exceeded

FR450 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has determined that the Fuel Rail/System Pressure is too low. The rail pres-
sure is monitored by various fault paths during active pressure control by the metering unit. The fault path at hand
detects if the rail pressure has fallen below a minimum pressure threshold. The monitoring is only active if the high
pressure governor is operating in closed loop control and the monitoring has not been inhibited by other faults. If the
rail pressure is below the engine speed dependent limit from a curve, established by the ECU, over 2.5 seconds this
error will occur. This error is the result of a leak in the high or low pressure side of the fuel rail system. On the high
pressure side check for worn or stuck open injector, worn high pressure pump or leaking pressure relief valve. On the
low pressure side check for low fuel pressure before or after the gear pump, clogged fuel filter or leakage.

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E1738-03 (DTC 131)-Engine coolant temperature sensor circuit -

Shorted to high source
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Engine coolant temperature sensor - Overview (55.012).

Context:
The Engine Control Unit (ECU) supplies the coolant (water) temperature sensor with a 5.0 V reference and a ground
reference signal. As the temperature of the coolant changes the resistance on the signal wire changes accordingly.
The sensor resistance is high when coolant temperature is low and the resistance will drop when coolant temperature
increases.

Cause:
The ECU is sensing the coolant temperature signal is greater than 4.93 V.

Possible failure modes:

1. The coolant temperature sensor has failed.

2. The wiring harness has failed.
3. The ECU has an internal fault.

Solution:

1. Verify the fault is active.

A. If the fault code is present, continue with Step 2.

B. If the fault is not present, the fault may be intermittent and not currently active. Continue with Step 7.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the coolant temperature sensor connector.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the coolant temperature sensor.

Disconnect the wiring harness from the sensor WTF.

Use a multimeter to measure the resistance of the temperature sensor WTF from pin 1 to pin 2.

Coolant Temperature Resistance Value

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

A. If the resistance is correct, continue with Step 4.

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B. If the resistance is incorrect, replace the sensor.

4. Check the reference circuit.

Place the key switch ON.

Use a multimeter to check for voltage from the wiring harness connector WTF pin 1 to pin 2.

There should be approximately 4.5 - 5.5 V.

A. If the voltage is incorrect, continue with Step 5.

B. If the voltage is correct, check the cooling system. Check the coolant level, check for leaks, check the water
pump, and the thermostat.
5. Check the wiring harness for a short to high source.

Place the key switch OFF.

Disconnect the wiring harness from the ECU 2.

Place the key switch ON.

Use a multimeter to perform the following checks.

From To Value
ECU harness connector 2 pin 15 Chassis ground There should be no voltage.
ECU harness connector 2 pin 26 Chassis ground There should be no voltage.

A. If the wiring harness test passes, continue with Step 6.

B. If the wiring harness test fails, locate and repair the broken conductor.
6. Check the wiring harness.

Place the key switch OFF.

Use a multimeter to perform the following checks.

From To Value
ECU harness connector 2 pin 15 Coolant sensor wiring harness There should be continuity.
connector WTF pin 1
ECU harness connector 2 pin 26 Coolant sensor wiring harness There should be continuity.
connector WTF pin 2
ECU harness connector 2 pin 15 ECU harness connector 2 pin 26 There should be no continuity.

A. If the wiring harness test fails, locate and repair the broken conductor.

B. If the wiring harness test passes, try to update the ECU software. If the fault is still present, replace the ECU.
7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1738-04 (DTC 131)-Coolant temperature sensor

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Engine coolant temperature sensor - Overview (55.012).

Context:
The Engine Control Unit (ECU) supplies the coolant (water) temperature sensor with a 5.0 V reference and a ground
reference signal. As the temperature of the coolant changes the resistance on the signal wire changes accordingly.
The sensor resistance is high when coolant temperature is low and the resistance will drop when coolant temperature
increases.

Cause:
The ECU is sensing the coolant temperature signal is less than 0.2 V.

Possible failure modes:

1. The coolant temperature sensor has failed.

2. The wiring harness has failed.
3. The ECU has an internal fault.

Solution:

1. Verify the fault is active.

A. If the fault code is present, continue with Step 2.

B. If the fault is not present, the fault may be intermittent and not currently active. Continue with Step 6.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the coolant temperature sensor connector.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the coolant temperature sensor.

Disconnect the wiring harness from the sensor WTF.

Use a multimeter to measure the resistance of the temperature sensor WTF from pin 1 to pin 2.

Coolant Temperature Resistance Value

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

A. If the resistance is correct, continue with Step 4.

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B. If the resistance is incorrect, replace the sensor.

4. Check the reference circuit.

Place the key switch ON.

Use a multimeter to check for voltage from the wiring harness connector WTF pin 1 to pin 2.

There should be approximately 4.5 - 5.5 V.

A. If the voltage is incorrect, continue with Step 5.

B. If the voltage is correct, check the cooling system. Check the coolant level, check for leaks, check the water
pump, and the thermostat.
5. Check the wiring for a short to low source.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector 2.

Use a multimeter to perform the following checks.

From To Value
ECU harness connector 2 pin 15 Coolant sensor wiring harness There should be continuity.
connector WTF pin 1
ECU harness connector 2 pin 26 Coolant sensor wiring harness There should be continuity.
connector WTF pin 2
ECU harness connector 2 pin 15 Chassis ground There should be no continuity.
ECU harness connector 2 pin 26 Chassis ground There should be no continuity.
ECU harness connector 2 pin 15 ECU harness connector 2 pin 26 There should be no continuity.

A. If the wiring harness test fails, locate and repair the broken conductor.

B. If the wiring harness test passes, try to update the ECU software. If the fault is still present, replace the ECU.
6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1738-12 (DTC 131)-Coolant temperature sensor - Data Incorrect

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Engine coolant temperature sensor - Overview (55.012).

Context:
The Engine Control Unit (ECU) supplies the coolant (water) temperature sensor with a 5.0 V reference and a ground
reference signal. As the temperature of the coolant changes the resistance on the signal wire changes accordingly.
The sensor resistance is high when coolant temperature is low and the resistance will drop when coolant temperature
increases.

Cause:
The ECU is sensing the coolant temperature signal has drifted out of a plausible signal range.

Possible failure modes:

1. The coolant temperature sensor has failed.

2. The wiring harness has failed.
3. The ECU has an internal fault.

Solution:

1. Verify the fault is active.

A. If the fault code is present, continue with Step 2.

B. If the fault is not present, the fault may be intermittent and not currently active. Continue with Step 6.
2. Verify that the wiring harness and connectors are free of damage.

Inspect the wiring harness from the ECU to the coolant temperature sensor connector.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the coolant temperature sensor.

Disconnect the wiring harness from the sensor connector WTF.

Use a multimeter to measure the resistance of the temperature sensor connector WTF from pin 1 to pin 2.

Coolant Temperature Resistance Value

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

A. If the resistance is correct, continue with Step 4.

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B. If the resistance is incorrect, replace the sensor.

4. Check the reference circuit.

Place the key switch ON.

Use a multimeter to check for voltage from the wiring harness connector WTF pin 1 to pin 2.

There should be approximately 4.5 - 5.5 V.

A. If the voltage is incorrect, continue with Step 5.

B. If the voltage is correct, check the cooling system. Check the coolant level, check for leaks, check the water
pump, and the thermostat.
5. Check the wiring harness.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector 2.

Use a multimeter to perform the following checks.

From To Value
ECU harness connector 2 pin 15 Coolant sensor wiring harness There should be continuity.
connector WTF pin 1
ECU harness connector 2 pin 26 Coolant sensor wiring harness There should be continuity.
connector WTF pin 2
ECU harness connector 2 pin 15 Chassis ground There should be no continuity.
ECU harness connector 2 pin 26 Chassis ground There should be no continuity.
ECU harness connector 2 pin 15 ECU harness connector 2 pin 26 There should be no continuity.

A. If the wiring harness test fails, locate and repair the broken conductor.

B. If the wiring harness test passes, try to update the ECU software. If the fault is still present, replace the ECU.
6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1739-03 (DTC 1E9)-CJ940 upper fault

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) CJ940 component, internal to the ECU, is monitored for sufficient voltage supply.

Cause:
The ECU has detected the sensor supply is above the upper limit.

Possible failure modes:

1. Faulty wiring.
2. Faulty battery.
3. Faulty ECU.

Solution:

1. Verify the fault is still active and present.

A. If the fault is still active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear the fault code. Return the machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the battery.

Check that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage, continue with Step 3.

B. If damage is found to the wiring harness or connectors, repair or replace as required.

3. Check the voltage input to the ECU.

Place the key switch OFF.

Disconnect the wiring harness from the ECU connector X-015-CUR.

Place the key switch ON.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 2 to
pin 5.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 3 to
pin 6.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 8 to
pin 10.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 9 to
pin 11.

Use a multimeter to measure the voltage on the wiring harness side of the ECU connector X-015-CUR pin 40 to
chassis ground.

There should be approximately 10.0 - 18.0 V.

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A. If the voltage reading is correct, continue with Step 4.

B. If the voltage reading is greater than 18.0 V, check the wiring harness between the ECU connector to the
battery for a short to high source.
4. Check the battery voltage.

Use a multimeter to measure the voltage on the battery from the positive terminal to the negative terminal.

There should be approximately 10.0 - 18.0 V.

A. If the voltage reading is correct, the charging circuit is good. Try to update the ECU software. If the fault is still
present, replace the ECU.

B. If the voltage reading is incorrect, replace the battery.

Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1740-02 (DTC 143)-Camshaft sensor failure

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Engine speed/RPM sensor Camshaft - Overview (55.015).

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

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

Possible failure modes:

1. Faulty Camshaft speed sensor.

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

Solution:

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

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

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Remove Camshaft speed sensor connector DG6 Segm and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Camshaft speed sensor.

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

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

3. Check for Faulty Camshaft speed sensor. Place the ignition switch OFF. Connect the test lead labeled "Coolant/
Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the sensor terminals. Mea-
sure the resistance from the Camshaft speed sensor connector DG6 Segm pin 1 to pin 2. There should be 750
- 1000 Ω.

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

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to Step 4.
4. Check Output of Camshaft speed sensor. Place the ignition switch OFF when setting up the test. Make the follow-
ing electrical tests in the table below. There will be (2) types of tests (in-line and single ended) that will need to be
performed which use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair
Kit 380040185. Reference the descriptions below to make the proper electrical connections for each test type.

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

In-Line Test Lead Connection Test:

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

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

Test Type From To Expected Results

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

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

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

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

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
proceed to Step 5.
5. Check for Faulty Wiring. Place the ignition switch OFF. Perform continuity tests between connector DG6 Segm
and connector 2 on engine wiring harness. Flex harness during test to check for any intermittent operation. Use the
test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able to
access the pins on the sensor connector DG6 Segm. Also, use the 0.4 mm (0.017 in) diameter test probes from
the repair kit when connecting the multi-meter to connector 2. Make sure the multi-meter's test lead resistance is
taken into account when taking continuity measurements. See test table below.

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

Test Type From To Expected Results

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

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

B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
6. Check for ECU Voltages and Ground Continuity. Use product schematic. Place the ignition switch OFF. Remove
connector 1 from the ECU. Place the ignition switch ON to check for voltage at the appropriate pins defined in
the test table below. Place the ignition switch OFF to check for continuity at the appropriate pins defined in the
test table below. Use the 0.4 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit

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380040185 when connecting the DMM to connector 1. Make sure the DMM's test lead resistance is taken into
account when making any continuity measurements.

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

Test Type From To Expected Results

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

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

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

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

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1740-04 (DTC 143)-Camshaft sensor failure

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Engine speed/RPM sensor Camshaft - Overview (55.015).

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Segment speed sensor (Camshaft
speed sensor). If the engine has a defective Camshaft speed sensor it can run off the Increment speed sensor (Crank-
shaft speed sensor). Diagnostics is active if voltage is present at terminal 40 (Ignition On), the current engine speed
is above 50 RPM, no error in the Crankshaft speed sensor is present and the sensor supply voltage ( 5 volts DC) is
not defective.

Cause:
The ECU has determined that there is a plausibility error between the phasing of the Crankshaft speed sensor and the
Camshaft speed sensor signals. The signal from the Camshaft speed sensor is either intermittent or does not exist.

Possible failure modes:

1. Faulty Camshaft speed sensor.

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

Solution:

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

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

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Remove Camshaft speed sensor connector DG6 Segm and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect the connector portion and mechanical mounting of the Camshaft speed
sensor.

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

B. If the sensor is not mounted correctly (loose, not seated properly, etc.), remount the sensor taking special care
to make sure it is properly seated (flush with sealing surface) and fastened.

C. If no damage is determined, leave connector disconnected and proceed to Step 3.

3. Check for Faulty Camshaft speed sensor. Place the ignition switch OFF. Connect the test lead labeled "Coolant/
Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the sensor terminals. Mea-
sure the resistance from the Camshaft speed sensor connector DG6 Segm pin 1 to pin 2. There should be 750 -
1000 Ω

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

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to Step 4.
4. Check Output of Camshaft speed sensor. Place the ignition switch OFF when setting up test. Make the following
electrical tests in the table below. There will be (2) types of tests (in-line and single ended) that will need to be
performed which use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair
Kit 380040185. Reference the descriptions below to make the proper electrical connections for each test type.

Single Ended Test Lead Connection Test (Standalone Camshaft speed sensor test):

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

In-Line Test Lead Connection Test:

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

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

Test Type From To Expected Results

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

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

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

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

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
leave connector disconnected and proceed to Step 5.
5. Check for Faulty Wiring. Place the ignition switch OFF. Remove and perform continuity tests between connector
DG6 Segm and connector 2 on engine wiring harness. Flex harness during test to check for any intermittent
operation. Use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit
380040185 to be able to access the pins on the sensor connector DG6 Segm. Also, use the 0.4 mm (0.017 in)
diameter test probes from the repair kit when connecting the multi-meter to the connector 2. Make sure the multi-
meter's test lead resistance is taken into account when taking continuity measurements. See test table below.

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

Test Type From To Expected Results

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

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

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B. If continuity/shorts test is unsuccessful, find and repair the damaged section(s) of the wiring harness.
6. Check for ECU Voltages and Ground Continuity. Use product schematic. Place the ignition switch OFF. Remove
connector 1 from the ECU. Place the ignition switch ON to check for voltage at the appropriate pins defined in
the test table below. Place the ignition switch OFF to check for continuity at the appropriate pins defined in the
test table below. Use the 0.4 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit
380040185 when connecting the DMM to connector 1. Make sure the DMM's test lead resistance is taken into
account when making any continuity measurements.

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

Test Type From To Expected Results

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

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

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

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

D. If the voltages and ground paths are not correct, refer to product schematic and determine root cause of power
and/or continuity problem(s).
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1741-02 (DTC 141)-Crankshaft sensor failure

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Engine speed/RPM sensor Flywheel - Overview (55.015).

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

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

Possible failure modes:

1. Faulty Crankshaft speed sensor.

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

Solution:

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

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

B. If the error is no longer present or is in an inactive state, return machine to proper operation.
2. Remove Crankshaft speed sensor connector DG6 Incr. and inspect housing body/latch, pins and wiring harness
for damage or corrosion. Also, inspect connector portion of the Crankshaft speed sensor.

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

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

3. Check for Faulty CKP, Engine flywheel RPM, sensor. Place the ignition switch OFF. Connect the test lead labeled
"Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to access the sensor side
of the terminals. Measure for resistance from the Crankshaft speed sensor connector DG6 Incr. pin 1 to pin 2.
There should be 750 - 1000 Ω

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

B. If the resistance test does fall in the specified range, leave connector disconnected and proceed to Step 4.
4. Check Output of Crankshaft speed sensor. Place the ignition switch OFF when setting up the test. Make the
following electrical tests in the table below. There will be (2) types of tests (in-line and single ended) that will need
to be performed which use the test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic
Repair Kit 380040185. Reference the descriptions below to make the proper electrical connections for each test
type.

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

In-Line Test Lead Connection Test:

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

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

Test Type From To Expected Results

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

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

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

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

D. If the voltage test was successful for the single ended connections and not for any of the in-line connections,
leave the connector disconnected and proceed to Step 5.
5. Check for Faulty Wiring. Place the ignition switch OFF. Perform continuity tests between connector DG6 Incr. and
connector 2 on ECU engine harness. Flex harness during test to check for any intermittent operation. Use the
test lead labeled "Coolant/Fuel Temp Sensor" from the Tier II (NEF) Diagnostic Repair Kit 380040185 to be able
to access the pins on the sensor connector DG6 Incr.. Also, use the 0.4 mm (0.017 in) diameter test probes from
the repair kit when connecting the multi-meter to connector 2. Make sure the multi-meter's test lead resistance is
taken into account when taking continuity measurements. See test table below.

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

Test Type From To Expected Results

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

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

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

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6. Check for ECU Voltages and Ground Continuity. Use product schematic. Place the ignition switch OFF. Remove
connector 1 from the ECU. Place the ignition switch ON to check for voltage at the appropriate pins defined in
the test table below. Place the ignition switch OFF to check for continuity at the appropriate pins defined in the
test table below. Use the 0.4 mm (0.017 in) diameter test probes from the Tier II (NEF) Diagnostic Repair Kit
380040185 when connecting the DMM to connector 1. Make sure the DMM's test lead resistance is taken into
account when making any continuity measurements.

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

Test Type From To Expected Results

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

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

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

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

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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E1741-04 (DTC 141)-Crankshaft sensor failure

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

NOTE: For further information refer to Engine speed/RPM sensor Flywheel - Overview (55.015).

Context:
The Engine Control Unit (ECU) has reported an error with the monitoring of the Crankshaft speed sensor. If the engine
has a defective Crankshaft speed sensor it can run off the Camshaft speed sensor. This is referred to as BACKUP
mode. Diagnostics of the FMI=3 failures is only active if terminal 40 is on (KEY ON) and no errors are reported in the
sensor supply voltage. For the FMI=4 failures, additional conditions for active diagnostics are included, such as the
engine must be in startup mode and the engine speed must be above 450 RPM.

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

Possible failure modes:

1. Faulty Crankshaft speed sensor.

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

Solution:

1. Verify the fault code is present and active.

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

B. If fault code is no longer present, return machine to proper operation.

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

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

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

3. Check internal resistance of Crankshaft speed sensor. Remove Crankshaft speed sensor connector, DG6 Incr.,
and connect the test lead labeled "Cam/Crankshaft Sensor Interface Harness" from the Tier II (NEF) Diagnostic
Repair Kit 380040185 to the Crankshaft speed sensor to access the sensor terminals. Use a multi-meter to mea-
sure the resistance between pins 1 (yellow) and 2 (red) of the Crankshaft speed sensor. There should be between
825 - 975 Ω at 20 °C (68 °F).

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

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

4. Check the Crankshaft speed sensor output. With the "Cam/Crankshaft Sensor Interface Harness" from the Tier
II (NEF) Diagnostic Repair Kit 380040185 connected to the Crankshaft speed sensor, use a multi-meter to check
for voltage (AC), while starting the engine, between pins 1 (yellow) and 2 (red) of the Crankshaft speed sensor
connector, DG6 Incr.. There should be a minimum of .50 V (AC) while cranking and a higher reading once the
engine starts.

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

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

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5. Check for faulty wiring between the Crankshaft speed sensor and the ECU. Measure resistance between the
Crankshaft speed sensor, DG6 Incr., pin 2, and the ECU engine connector, 2, pin 23.

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

B. If there is no continuity, find and repair the damaged wiring between connector DG6 Incr., pin 2 and 2, pin 23.
6. Check voltage and ground supply to ECU. Disconnect ECU vehicle connector 1 and use a multi-meter to verify
the ECU has sufficient supply voltage and ground paths. Use the table below as a reference.

Test Type From To Expected Results

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

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

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

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

D. If the voltages and ground paths are not correct, refer to product schematics and determine root cause of power
and/or continuity problem(s).
Wiring harnesses - Electrical schematic sheet 02 (55.100.DP-C.20.E.02)

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 Electrical systems - FAULT CODES

E1742-03 (DTC 125)-Engine controller high side supply #1 to high

pressure pump - Shorted to high source
FR450 NA

Control Module : ECU

Context:
The high side supply #1 (main relay) is internal to the Engine Control Unit (ECU). The internal component switches
the relay ON and OFF, and can monitor for electrical defects. The high side supply #1 is for the high pressure pump.

Cause:
The ECU has detected a short to high source of the high side supply #1 circuit.

Possible failure modes:

1. Faulty circuit wiring.

2. Faulty ECU.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, continue with Step 5.

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

Inspect the wiring harness from the ECU to the high pressure pump.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check for faults related to the high pressure pump.

A. If no other faults are present, continue with Step 4.

B. If there are high pressure faults present, proceed to troubleshooting those faults. Then determine if this fault
has been corrected.
4. Check the ECU software.

Use the diagnostic screen to verify the correct software version is present.

A. If the software version is incorrect, update to the proper software version.

B. If the software version is correct, re-flash software. If the fault is still present, replace the ECU.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.

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E1742-03 (DTC 125)-Engine controller high side supply #1 to engine

brake - Shorted to high source
FR500 NA
FR600 NA

Control Module : ECU

Context:
The high side supply #1 (main relay) is internal to the Engine Control Unit (ECU). The internal component switches
the relay ON and OFF, and can monitor for electrical defects. The high side supply #1 is for the engine brake.

Cause:
The ECU has detected a short to high source of the high side supply #1 circuit.

Possible failure modes:

1. Faulty circuit wiring.

2. Faulty ECU.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, continue with Step 5.

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

Inspect the wiring harness from the ECU to the engine brake.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. If the connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check for faults related to the engine brake.

A. If no other faults are present, continue with Step 4.

B. If there are engine brake faults present, proceed to troubleshooting those faults. Then determine if this fault
has been corrected.
4. Check the ECU software.

Use the diagnostic screen to verify the correct software version is present.

A. If the software version is incorrect, update to the proper software version.

B. If the software version is correct, re-flash software. If the fault is still present, replace the ECU.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.

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E1742-04 (DTC 125)-Engine controller high side supply #1 to high

pressure pump - Shorted to low source
FR450 NA

Control Module : ECU

Context:
The high side supply #1 (main relay) is internal to the Engine Control Unit (ECU). The internal component switches
the relay ON and OFF, and can monitor for electrical defects. The high side supply #1 is for the high pressure pump.

Cause:
The ECU has detected a short to high source of the high side supply #1 circuit.

Possible failure modes:

1. Faulty circuit wiring.

2. Faulty ECU.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, continue with Step 5.

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

Inspect the wiring harness from the ECU to the high pressure pump.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check for faults related to the high pressure pump.

A. If no other faults are present, continue with Step 4.

B. If there are high pressure faults present, proceed to troubleshooting those faults. Then determine if this fault
has been corrected.
4. Check the ECU software.

Use the diagnostic screen to verify the correct software version is present.

A. If the software version is incorrect, update to the proper software version.

B. If the software version is correct, re-flash software. If the fault is still present, replace the ECU.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.

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E1742-04 (DTC 125)-Engine controller high side supply #1 to engine

brake - Shorted to low source
FR500 NA
FR600 NA

Control Module : ECU

Context:
The high side supply #1 (main relay) is internal to the Engine Control Unit (ECU). The internal component switches
the relay ON and OFF, and can monitor for electrical defects. The high side supply #1 is for the engine brake.

Cause:
The ECU has detected a short to high source of the high side supply #1 circuit.

Possible failure modes:

1. Faulty circuit wiring.

2. Faulty ECU.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, continue with Step 5.

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

Inspect the wiring harness from the ECU to the engine brake.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. If the connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. If the connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check for faults related to the engine brake.

A. If no other faults are present, continue with Step 4.

B. If there are engine brake faults present, proceed to troubleshooting those faults. Then determine if this fault
has been corrected.
4. Check the ECU software.

Use the diagnostic screen to verify the correct software version is present.

A. If the software version is incorrect, update to the proper software version.

B. If the software version is correct, re-flash software. If the fault is still present, replace the ECU.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals,
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while you monitor the display.

A. If you find damage or the display indicates other than normal display readings, then repair the damage discov-
ered during the inspection or locate and repair the other than normal display condition and verify that the error
has been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault code and continue
operation.

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E1743-12 (DTC 1A2)-Nox signal of Nox Sensor

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected a fault with the NOx sensor. This fault is a result of an issue with
the NOx sensor concentration value which is transmitted over a dedicated CAN to the ECU. This CAN network is
made up of the NOx sensor, the ECU and a CAN terminator resistor.
Error detection and healing is disabled during following conditions: 6 s after start of ECU initialization, during engine
start and 6 s after end of start state, if battery voltage is below 10.1 V including 1 s waiting time after voltage is above
threshold, at least one CAN controller (CAN A, CAN B, CAN C) is in the bus-off state including a waiting time of 1 s
after bus is on again, the ECU is in the afterrun state. Monitoring is only active after the dew point detection has been
sent.

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E1745-02 (DTC 117)-Brake signal - Data incorrect

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 monitors brake signals to see if they match when the brake pedal is pressed
or released.

Cause:
The brake switch signals are out of range.

Possible failure modes:

1. Faulty wiring harness.

2. Faulty brake switches.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear fault code. Return machine to service.
2. Verify the wiring harness and connectors are not damaged.

Inspect the wiring harness from the ECU to the brake switches.

Verify that the wiring harness is free of damage, corrosion, abrasion and incorrect attachment.

A. The connectors are secure and the wiring harness is free of damage. Continue with Step 3.

B. The connectors or the wiring harness has damage. Repair or replace the wiring harness or connectors as
required.
3. Check the brake switch adjustment.

A. If the brake pedal switches are out of adjustment, adjust the brake switches so that they are synchronously
matched.

B. If the brake pedal switches are adjusted, and the failure still exists, replace the switches.

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E1746-12 (DTC 11D)-Engine shut off (after idling phase)

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has received, from the denox module/supply module, a CAN message indicating a
problem with the urea level. This level 3 warning is an informational fault code. The operator has been notified that
the urea level is extremely low. The engine has been shutdown (after idling phase) due to low urea level.

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E1748-03 (DTC 139)-Crankcase pressure sensor - Voltage above

upper limit
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has detected a fault associated with the crankcase pressure sensor. The signal volt-
age to the ECU is greater than 4.8 V.

Cause:
The crankcase pressure signal to the ECU is out of range of the upper threshold limit.

Possible failure modes:

1. Faulty wiring
2. Faulty sensor

Solution:

1. Verify the fault code is present and active.

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

B. If the fault code is no longer present, return machine to proper operation.

2. Check the crankcase pressure sensor wiring to the ECU. Disconnect the engine sensor harness from the crankcase
pressure sensor and the ECU.

A. Ensure the connectors are connected, not damaged, the pins are in the correct position and that the fit is tight.
Repair or replace as required.

B. If the connectors are okay, leave the engine sensor harness disconnected from crankcase pressure sensor
and ECU. Continue with Step 3.
3. Check the harness for an open circuit. Use a multi-meter to check for continuity in the harness. There should be
continuity between:
Crankcase pressure sensor harness connector pin 1 to ECU harness connector pin 16
Crankcase pressure sensor harness connector pin 2 to ECU harness connector pin 18
Crankcase pressure sensor harness connector pin 3 to ECU harness connector pin 22

A. If there is continuity, leave the connectors disconnected and continue with Step 4.

B. If there is no continuity, there is an open circuit condition in the wiring harness. Locate and repair the open
circuit condition.
4. Check the harness for a short circuit to voltage. Place the ignition switch ON. Use a multi-meter to check for
voltage in the harness. There should be no voltage between:
Crankcase pressure sensor harness connector pin 1 to chassis ground
Crankcase pressure sensor harness connector pin 2 to chassis ground
Crankcase pressure sensor harness connector pin 3 to chassis ground

A. If there is no voltage, replace the sensor.

B. If there is voltage, there is a short to voltage in the harness. Locate and repair the damaged wiring.

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E1748-04 (DTC 139)-Crankcase pressure sensor - Voltage below

lower limit
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has detected a fault associated with the crankcase pressure sensor. The signal volt-
age to the ECU is less than 0.2 V.

Cause:
The crankcase pressure signal to the ECU is too low.

Possible failure modes:

1. Faulty wiring
2. Faulty sensor

Solution:

1. Verify the fault code is present and active.

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

B. If the fault code is no longer present, return machine to proper operation.

2. Check the crankcase pressure sensor wiring to the ECU. Disconnect the engine sensor harness from the crankcase
pressure sensor and the ECU.

A. Ensure the connectors are connected, not damaged, the pins are in the correct position and that the fit is tight.
Repair or replace as required.

B. If the connectors are okay, leave the engine sensor harness disconnected from crankcase pressure sensor
and ECU. Continue with step 3.
3. Check the harness for an open circuit. Use a multi-meter to check for continuity in the harness. There should be
continuity between:
Crankcase pressure sensor harness connector pin 1 to ECU harness connector pin 16
Crankcase pressure sensor harness connector pin 2 to ECU harness connector pin 18
Crankcase pressure sensor harness connector pin 3 to ECU harness connector pin 22

A. If there is continuity, leave the connectors disconnected and continue with step 4.

B. If there is no continuity, there is an open circuit condition in the wiring harness. Locate and repair the open
circuit condition.
4. Check the harness for a short circuit to ground. Use a multi-meter to check for continuity in the harness. There
should be no continuity between:
Crankcase pressure sensor harness connector pin 1 to chassis ground
Crankcase pressure sensor harness connector pin 2 to chassis ground
Crankcase pressure sensor harness connector pin 3 to chassis ground

A. If there is no continuity, replace the sensor.

B. If there is continuity, there is a short to ground in the harness. Locate and repair the damaged wiring.

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E1749-12 (DTC 239)-Crankcase pressure sensor not plausible

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected the crankcase pressure sensor signal is incorrect. The crankcase
pressure sensor may be mounted incorrectly. Check that the sensor is mounted properly. If the sensor mounting is
correct, replace the sensor.

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E1750-03 (DTC 339)-Crankcase pressure sensor physical range

check (above upper limit)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected the crankcase pressure sensor could be defective. The sensor
value is above 0.01 bar (0.1 psi) for 0.5 s. Check the sensor is properly installed, and that there is no damage in the
wiring harness. If the sensor is installed correctly, and the wiring harness is in good condition, replace the sensor.

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E1750-04 (DTC 339)-Crankcase pressure sensor physical range

check (below upper limit)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected the crankcase pressure sensor could be defective. The sensor
value is below -0.21 bar (-3.0 psi) Check the sensor is properly installed, and that there is no damage in the wiring
harness. If the sensor is installed correctly, and the wiring harness is in good condition, replace the sensor.

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E1751-12 (DTC 439)-Plausibility check for Crankcase pressure

sensor failed
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 plausibility check of the crankcase pressure sensor has failed. This is a calcu-
lated value which is dependent on the engine operation point. This failure could be caused by the sensor not being
mounted properly. Check that the sensor is mounted properly. If the sensor is mounted properly, the sensor itself is
defective. Replace the sensor.

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E1752-03 (DTC 24C)-Fuel in Oil

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 is still monitoring the crankcase pressure, due to fuel being in the oil. Check
for other fault codes present. Correct those fault codes first. If no other fault codes are present, check the engine’s
internal fuel system for leaks.

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E1753-12 (DTC 34C)-Fuel in Oil sensor plausibility

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) A-019 has detected a fault associated with the crankcase pressure sensor. The
crankcase differential pressure sensor showed a value greater than 0.01 bar (0.1 psi) after ECU start up. Check the
crankcase pressure sensor, wiring to the sensor, and all connections to the sensor. If any defects are found in wiring
or connections, correct those defects and check that the fault has been corrected. If no defects are found in wiring or
connections, replace the crankcase pressure sensor.

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E1754-12 (DTC 44C)-Fuel in oil valve plausibility

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
After engine start up, the electrically controlled venting valve is open for a test. During this test the crankcase pressure
is monitored. This fault will occur, during the venting valve test, if the absolute value of crankcase pressure sensor
is above 0.016 bar (0.2 psi) for 0.5 s. Check the venting valve is not open or mechanically blocked. Check that the
wiring harness is connected to the valve. If all checks are good, the valve is defective, replace the valve.

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E1755-03 (DTC 257)-Fuel in oil delayed expected reaction

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
This fault has occurred because of a delay in correcting another fault code. Clear the fault code, and recheck. If the
fault code reappears, check that the oil level is correct, and no fuel has contaminated the oil.

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E1756-03 (DTC 357)-Fuel in oil - delayed refill

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
Check that the engine oil has been properly refilled. Ensure no fuel has contaminated the oil.

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E1757-03 (DTC 457)-Crankcase pressure: Pressure in crankcase

too high (Fuel in oil)
FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
When oil level is increased too much because of fuel in oil dilution, pressure in the crankcase is increased, and even-
tually overcomes the tightness of the blow-by filter. To avoid that, a venting valve in the crankcase that is electrically
controlled can be opened, and a failure message is reported. Check the oil level is correct. Also, check for fuel being
present in the oil. If it is determined fuel is in the oil, drain and replace with new oil.

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E1758-03 (DTC 557)-Fuel in oil

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
When oil level is increased too much because of fuel in oil dilution, pressure in the crankcase is increased, and even-
tually overcomes the tightness of the blow-by filter. To avoid that, a venting valve in the crankcase that is electrically
controlled can be opened, and a failure message is reported. Check the oil level is correct. Also, check for fuel being
present in the oil. If it is determined fuel is in the oil, drain and replace with new oil.

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E1759-03 (DTC 657)-Fuel in oil not expected reaction

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
When oil level is increased too much because of fuel in oil dilution, pressure in the crankcase is increased, and even-
tually overcomes the tightness of the blow-by filter. To avoid that, a venting valve in the crankcase that is electrically
controlled can be opened, and a failure message is reported. Check the oil level is correct. Also, check for fuel being
present in the oil. If it is determined fuel is in the oil, drain and replace with new oil.

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E1762-03 (DTC 39C)-EVGT SRA2EDC initialization fault

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The EVGT actuator is initializing more than ten times.

Cause:
The Engine Control Unit (ECU) A-019 has detected a failure in the wiring harness between the actuator and ECU.

Possible failure modes:

1. Faulty wiring
2. Faulty ECU

Solution:

1. Verify the fault code is present and active.

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

B. If fault code is no longer present, return unit to proper operation.

2. Check for other fault codes present.

A. If other fault codes are present and active, correct those codes first. Then check to see if original code has
cleared.

B. If other fault codes are not active,continue with step 3.

3. Ensure all connections are clean and tight from the ECU to the EVGT actuator. If all connections are good, and
fault still exists, try reloading the latest software.

A. If fault still exists, replace the ECU.

B. If fault is no longer present. Clear all codes and continue with proper operation of machine.

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E1763-04 (DTC 5A7)-Minimum DEF/AdBlue® level 1

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has received a Controller Area Network (CAN) message indicating the DEF/AdBlue®
level is extremely low. This level 3 warning is an informational fault code. The operator has been notified that the
urea level is low. Engine power loss is occurring engine will shutdown after idling period. The tank must be refilled.

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E1764-04 (DTC 6A7)-Minimum DEF/AdBlue® level 2

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has received a Controller Area Network (CAN) message indicating the DEF/AdBlue ®
level is low. This level 2 warning is an informational fault code. The operator has been notified that the DEF/AdBlue
® level is low. Engine power loss can occur if tank is not refilled.

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E1765-04 (DTC 7A7)-Minimum DEF/AdBlue® level 3

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has received a Controller Area Network (CAN) message indicating the DEF/AdBlue®
level is low. This level 3 warning is an informational fault code. The operator has been notified that the DEF/AdBlue®
level is low. Engine power loss is occurring engine will shutdown after idling period. Tank must be refilled.

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E1766-04 (DTC 8A7)-Minimum DEF/AdBlue® level 4

FR450 NA
FR500 NA
FR600 NA

Control Module : ECU

Context:
The Engine Control Unit (ECU) has received a Controller Area Network (CAN) message indicating the DEF/AdBlue®
level is low. This level 4 warning is an informational fault code. The operator has been notified that the DEF/AdBlue®
level is low. Engine power loss will occur, and the engine will shutdown after idling period. Tank must be refilled.

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E1811-00 (DTC 13)-Battery voltage sensing (electrical)

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing control unit (DCU) A-006 has detected a high voltage condition in the voltage supply circuit. The fault
becomes active when the supply voltage is greater than 36.7 V for at least 0.3 s . The code will heal if the supply
voltage returns to less than 36.7 V for 0.8 s.

Cause:
The supply voltage to the DCU is greater than 36.7 V.

Possible failure modes:

1. Faulty electrical wiring or connections.

2. Faulty DCU.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 3.

2. Verify the voltage supply to the DCU.

Disconnect the wiring harness from the DCU connector X-696.

Turn the ignition switch ON.

Use a multi-meter to check for voltage between the DCU connector X-696 pin 3, X-696 pin 4 and ground.

There should be 24 V on both pins.

A. If there is greater than 36.7 V, repair or replace the faulty wiring to the DCU.

B. If there is 24 V, there is an internal failure of the DCU. Replace the DCU

3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1811-01 (DTC 13)-Battery voltage sensing (electrical)

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a low voltage condition in the voltage supply circuit. The fault
becomes active when the supply voltage is less than 13.1 V for at least 0.3 s.The code will heal if the supply voltage
returns to greater than 13.1 V for 0.3 s.

Cause:
The supply voltage to the DCU is less than 13.1 V.

Possible failure modes:

1. Faulty electrical wiring or connections.

2. Faulty DCU.
3. Faulty fuse.

Solution:

1. Verify fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 4.

2. Disconnect the wiring harness from the DCU X-696. Check for 24 V at the DCU connector X-696 pin 3, wire
ENT-888 (BR) and X-696 pin 4, wire ENT-889 (BR).

A. If the battery voltage is greater than 24 V, replace the DCU.

B. If the battery voltage is less than 24 V, continue with Step 3.

3. Verify there is a 24 V supply output from the 24V DCU fuse F-072 ( 20 A ).

A. If 24 V is present, repair/replace the faulty wiring to the DCU.

B. If 24 V is not present, repair/replace the faulty fuse or wiring.

4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1811-03 (DTC 13)-Battery voltage sensing (electrical)

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a fault code in the battery voltage sensing signal circuit.

Cause:
There is an open circuit in battery voltage sensing circuit.

Possible failure modes:

1. Faulty electrical wiring or connections.

2. Faulty DCU.
3. Faulty fuse.

Solution:

1. Verify the fault code is still present and in an active state.

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

B. If the fault code is no longer present or inactive, continue with Step 4.

2. Disconnect the wiring harness connector X-696 from the DCU. Check for 24 V at DCU connector X-696 pin 3,
wire ENT-888 (BR) and X-696 pin 4, wire ENT-889 (BR).

A. If battery voltage is greater than 24 V, replace DCU.

B. If battery voltage is less than 24 V, continue with Step 3.

3. Verify there is a 24 V supply output from the 24V DCU fuse F-072 ( 20 A ).

A. If 24 V is present, repair/replace the faulty wiring to the DCU.

B. If 24 V is not present, repair/replace the faulty fuse or wiring.

4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code. Return the machine to
operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1811-04 (DTC 13)-Battery voltage sensing (electrical)

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a short circuit in the battery sensing circuit.

Cause:
There is an open circuit in battery voltage sensing circuit.

Possible failure modes:

1. Faulty electrical wiring or connections.

2. Faulty DCU.
3. Faulty fuse.

Solution:

1. Verify fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 4.

2. Disconnect the wiring harness from the DCU X-696. Check for 24 V at the DCU connector X-696 pin 3, wire
ENT-888 (BR) and X-696 pin 4, wire ENT-889 (BR).

A. If the battery voltage is greater than 24 V, replace the DCU.

B. If the battery voltage is less than 24 V, continue with Step 3.

3. Verify there is a 24 V supply output from the 24V DCU fuse F-072 ( 20 A ).

A. If 24 V is present, repair/replace the faulty wiring to the DCU.

B. If 24 V is not present, repair/replace the faulty fuse or wiring.

4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1813-03 (DTC 15)-Exhaust gas temperature sensor after catalyst

(electrical)
FR450 NA
FR500 NA

Control Module : DCU

Context:
A second temperature sensor is used downstream of the Selective Catalytic Reduction (SCR) muffler to monitor muf-
fler operating temperature. This fault code will occur when the signal voltage is higher than 2.2 V for more than 0.7 s.

Cause:
There is an open or short to voltage source condition in the downstream exhaust gas temperature sensor circuit.

Possible failure modes:

1. A faulty exhaust gas temperature sensor.

2. Faulty electrical wiring, connector, or connection.
3. A faulty Dosing Control Unit (DCU).

Solution:

1. Make sure the machine is fully cooled down to ambient temperature. Disconnect the wiring harness from the
exhaust gas temperature sensor X-704. Measure the resistance of the temperature sensor. There should be
approximately 200 - 250 Ω.

A. If the resistance is within 200 - 250 Ω, leave the sensor disconnected and continue with Step 2.

B. If the resistance is infinite the sensor has failed. Replace the sensor.
2. Disconnect the wiring harness from the DCU X-696. Test the wiring harness from the harness side of the DCU
connector.

Place the ignition switch in the ON position and check for voltage between DCU connector X-696 pin 26, wire
ENT-1805 (YE) and chassis ground. There should be no voltage.

Place the ignition switch in the OFF position. Connect a jumper wire from the harness side of the downstream
temperature sensor connector X-696 pin 26, wire ENT-1805 (YE) to chassis ground. Then check for continuity
from the harness side of the DCU connector X-696 pin 26, wire ENT-1805 (YE) to chassis ground. There should
be continuity.

Re-connect the DCU connector. Remove the jumper wire from the downstream temperature sensor connector
X-696 pin 26, wire ENT-1805 (YE). Check for continuity from the harness side of the downstream temperature
sensor connector X-696 pin 25, wire ENT-1806 (BL) to chassis ground. There should be continuity.

A. If there is voltage present or no continuity, locate and repair or replace the damaged wire, terminals, and/or
connector.

B. If there is no voltage and the signal and ground reference circuits are continuous, continue to Step 3.
3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned.

A. If you find damage or the display indicates other than normal readings, then repair the damage discovered
during the inspection or locate and repair the other than normal display condition and verify that the error has
been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault and continue to
Step 4.

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4. Disconnect the wiring harness from the DCU X-696. Place the ignition switch in the ON position. Use a multimeter
to measure the voltage from the harness side of the DCU connector.

Measure the voltage between DCU connector X-696 pin 3, wire ENT-888 (BR) and X-696 pin 14, wire ENT-884
(BK).

Measure the voltage between DCU connector X-696 pin 4, wire ENT-889 (BR) and X-696 pin 15, wire ENT-885
(BK).

Measure the voltage between DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground.

There should be between 20 - 28 V on each of the measurements.

A. If the voltage measurements are not within the specified range, locate and repair or replace the damaged wire,
terminals, and/or connector.

B. If the voltage measurements are within the specified range, continue to Step 5.
5. Verify the proper software level is installed in the control modules.

A. If an incorrect level of software is installed, replace it with the appropriate software level. Then test the system
for proper operation.

B. If the proper levels of software are installed, replace the DCU. Install the appropriate software. Then test the
system for proper operation.
NOTE: If the unit is equipped with MY’2010 or MY’2011 software, you can update the software to MY’2012. If you
update the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change
how the operator observes and detects faults with the after treatment system. Be advised, if you update software
to a newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1813-04 (DTC 15)-Exhaust gas temperature sensor after catalyst

(electrical)
FR450 NA
FR500 NA

Control Module : DCU

Context:
An exhaust gas temperature sensor is used to measure the temperature of the exhaust from the catalyst. This fault
code will occur when the signal voltage is lower than 0.4 V for more than 0.7 s.

Cause:
There is a grounded or short circuit condition in the downstream exhaust gas temperature sensor circuit.

Possible failure modes:

1. A faulty exhaust gas temperature sensor.

2. Faulty electrical wiring, connector, or connection.
3. A faulty Dosing Control Unit (DCU).

Solution:

1. Make sure the machine is fully cooled down to ambient temperature. Disconnect the wiring harness from the
exhaust gas temperature sensor X-704. Measure the resistance of the temperature sensor. There should be
approximately 200 - 250 Ω.

A. If the resistance is greater than 200 Ω, leave the sensor disconnected and continue with Step 2.

B. If the resistance is significantly less than 200 Ω the sensor has failed. Replace the sensor.
2. Disconnect the wiring harness from the DCU X-696. Test the wiring harness from the harness side of the DCU
connector.

Check for continuity between DCU connector X-696 pin 25, wire ENT-1806 (BL) and X-696 pin 26, wire ENT-1805
(YE).

Check for continuity between DCU connector X-696 pin 26, wire ENT-1805 (YE) and chassis ground.

There should be no continuity on either check.

A. If there is continuity, locate and repair or replace the damaged wire, terminals, and/or connector.

B. If there is no continuity, continue to Step 3.

3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned.

A. If you find damage or the display indicates other than normal readings, then repair the damage discovered
during the inspection or locate and repair the other than normal display condition and verify that the error has
been resolved.

B. If you do not find damage and the display indicates only normal readings, then erase the fault and continue to
Step 4.
4. Disconnect the wiring harness from the DCU X-696. Place the ignition switch in the ON position. Use a multimeter
to measure the voltage from the harness side of the DCU connector.

Measure the voltage between DCU connector X-696 pin 3, wire ENT-888 (BR) and X-696 pin 14, wire ENT-884
(BK).

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Measure the voltage between DCU connector X-696 pin 4, wire ENT-889 (BR) and X-696 pin 15, wire ENT-885
(BK).

Measure the voltage between DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground.

There should be between 20 - 28 V on each of the measurements.

A. If the voltage measurements are not within the specified range, locate and repair or replace the damaged wire,
terminals, and/or connector.

B. If the voltage measurements are within the specified range, continue to Step 5.
5. Verify the proper software level is installed in the control modules.

A. If an incorrect level of software is installed, replace it with the appropriate software level. Then test the system
for proper operation.

B. If the proper levels of software are installed, replace the DCU. Install the appropriate software. Then test the
system for proper operation.
NOTE: If the unit is equipped with MY’2010 or MY’2011 software, you can update the software to MY’2012. If you
update the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change
how the operator observes and detects faults with the after treatment system. Be advised, if you update software
to a newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1814-00 (DTC 16)-Exhaust gas temperature sensor before catalyst

(electrical)
FR450 NA
FR500 NA

Control Module : DCU

Context:
An exhaust gas temperature sensor is used to measure the temperature of the exhaust prior to entering the catalyst.
This fault code will occur when the signal voltage is lower than 0.4 V for more than 0.7 s.

Cause:
There is an open or short circuit in the exhaust gas temperature sensor circuit before the catalyst.

Possible failure modes:

1. A faulty exhaust gas temperature sensor.

2. Faulty electrical wiring, connector, or connection.
3. A faulty Dosing Control Unit (DCU).

Solution:

1. Make sure the machine is fully cooled down to ambient temperature. Disconnect the wiring harness from the
exhaust gas temperature sensor X-701. Measure the resistance through the sensor from X-701 pin 1 to X-701
pin 2. There should be approximately 200 - 250 Ω.

A. If the resistance is within 200 - 250 Ω, continue with Step 2.

B. If the resistance is infinite or 0.0 Ω the sensor has failed. Replace the sensor.
2. Disconnect the wiring harness from the DCU X-696. Test the wiring harness from the harness side of the sensor
connector to the DCU harness side of the connector.

Check the resistance between DCU connector X-696 pin 28, wire ENT-1803 (YE) and the upstream temperature
sensor connector X-701 pin 1, wire ENT-1803 (YE).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and the upstream temperature
sensor connector X-701 pin 2, wire ENT-1804 (BL).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and X-696 pin 28, wire ENT-
1803 (YE).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and chassis ground.

Check the resistance between DCU connector X-696 pin 28, wire ENT-1803 (YE) and chassis ground.

A. If there is continuity or high resistance, repair/replace the damaged wire, terminals, and/or connector.

B. If there is no damage found, continue to Step 3.

3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned.

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

B. If no damage or other than normal display readings are indicated, erase the fault. Continue to Step 4.
4. Update the current software level in the DCU. Retest the system.

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If the fault code(s) reoccurs, replace the DCU.

Install the current software level.

NOTE: If the unit is equipped with MY’2010 or MY’2011 software, you can update the software to MY’2012. If you
update the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change
how the operator observes and detects faults with the after treatment system. Be advised, if you update software
to a newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1814-01 (DTC 16)-Exhaust gas temperature sensor before catalyst

(electrical)
FR450 NA
FR500 NA

Control Module : DCU

Context:
An exhaust gas temperature sensor is used to measure the temperature of the exhaust prior to entering the catalyst.
This fault code will occur when the signal voltage is lower than 0.4 V for more than 0.7 s.

Cause:
There is an open or short circuit in the exhaust gas temperature sensor circuit before the catalyst.

Possible failure modes:

1. A faulty exhaust gas temperature sensor.

2. Faulty electrical wiring, connector, or connection.
3. A faulty Dosing Control Unit (DCU).

Solution:

1. Make sure the machine is fully cooled down to ambient temperature. Disconnect the wiring harness from the
upstream temperature sensor X-701. Measure the resistance through the sensor from X-701 pin 1 to X-701 pin
2. There should be approximately 200 - 250 Ω.

A. If the resistance is within 200 - 250 Ω, continue with Step 2.

B. If the resistance is infinite or 0.0 Ω the sensor has failed. Replace the sensor.
2. Disconnect the wiring harness from the DCU X-696. Test the wiring harness from the harness side of the sensor
connector to the DCU harness side of the connector.

Check the resistance between DCU connector X-696 pin 28, wire ENT-1803 (YE) and the upstream temperature
sensor connector X-701 pin 1, wire ENT-1803 (YE).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and the upstream temperature
sensor connector X-701 pin 2, wire ENT-1804 (BL).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and X-696 pin 28, wire ENT-
1803 (YE).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and chassis ground.

Check the resistance between DCU connector X-696 pin 28, wire ENT-1803 (YE) and chassis ground.

A. If there is continuity or high resistance, repair/replace the damaged wire, terminals, and/or connector.

B. If there is no damage found, continue to Step 3

3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned.

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

B. If no damage or other than normal display readings are indicated, erase the fault. Continue to Step 4
4. Update the current software level in the DCU. Retest the system.

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If the fault code(s) reoccurs, replace the DCU.

Install the current software level.

NOTE: If the unit is equipped with MY’2010 or MY’2011 software, you can update the software to MY’2012. If you
update the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change
how the operator observes and detects faults with the after treatment system. Be advised, if you update software
to a newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1814-03 (DTC 16)-Exhaust gas temperature sensor before catalyst

(electrical)
FR450 NA
FR500 NA

Control Module : DCU

Context:
An exhaust gas temperature sensor is used to measure the temperature of the exhaust prior to entering the catalyst.
This fault code will occur when the signal voltage is lower than 0.4 V for more than 0.7 s.

Cause:
There is an open or short circuit in the exhaust gas temperature sensor circuit before the catalyst.

Possible failure modes:

1. A faulty exhaust gas temperature sensor.

2. Faulty electrical wiring, connector, or connection.
3. A faulty Dosing Control Unit (DCU).

Solution:

1. Make sure the machine is fully cooled down to ambient temperature. Disconnect the wiring harness from the
exhaust gas temperature sensor X-701. Measure the resistance through the sensor from X-701 pin 1 to X-701
pin 2. There should be approximately 200 - 250 Ω.

A. If the resistance is within 200 - 250 Ω, continue with Step 2.

B. If the resistance is infinite or 0.0 Ω the sensor has failed. Replace the sensor.
2. Disconnect the wiring harness from the DCU. Test the wiring harness from the harness side of the sensor connector
to the DCU harness side of the connector.

Check the resistance between DCU connector X-696 pin 28, wire ENT-1803 (YE) and the upstream temperature
sensor connector X-701 pin 1, wire ENT-1803 (YE).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and the upstream temperature
sensor connector X-701 pin 2, wire ENT-1804 (BL).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and X-696 pin 28, wire ENT-
1803 (YE).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and chassis ground.

Check the resistance between DCU connector X-696 pin 28, wire ENT-1803 (YE) and chassis ground.

A. If there is continuity or high resistance, repair/replace the damaged wire, terminals, and/or connector.

B. If there is no damage found, continue to Step 3.

3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned.

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

B. If no damage or other than normal display readings are indicated, erase the fault. Continue to Step 4.
4. Update the current software level in the DCU. Retest the system.

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 Electrical systems - FAULT CODES

If the fault code(s) reoccurs, replace the DCU.

Install the current software level.

NOTE: If the unit is equipped with MY’2010 or MY’2011 software, you can update the software to MY’2012. If you
update the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change
how the operator observes and detects faults with the after treatment system. Be advised, if you update software
to a newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1814-04 (DTC 16)-Exhaust gas temperature sensor before catalyst

(electrical)
FR450 NA
FR500 NA

Control Module : DCU

Context:
An exhaust gas temperature sensor is used to measure the temperature of the exhaust prior to entering the catalyst.
This fault code will occur when the signal voltage is lower than 0.4 V for more than 0.7 s.

Cause:
There is an open or short circuit in the exhaust gas temperature sensor circuit before the catalyst.

Possible failure modes:

1. A faulty exhaust gas temperature sensor.

2. Faulty electrical wiring, connector, or connection.
3. A faulty Dosing Control Unit (DCU).

Solution:

1. Make sure the machine is fully cooled down to ambient temperature. Disconnect the wiring harness from the
upstream temperature sensor X-701. Measure the resistance through the sensor from X-701 pin 1 to X-701 pin
2. There should be approximately 200 - 250 Ω.

A. If the resistance is within 200 - 250 Ω, continue with Step 2.

B. If the resistance is infinite or 0.0 Ω the sensor has failed. Replace the sensor.
2. Disconnect the wiring harness from the DCU X-696. Test the wiring harness from the harness side of the sensor
connector to the DCU harness side of the connector.

Check the resistance between DCU connector X-696 pin 28, wire ENT-1803 (YE) and the upstream temperature
sensor connector X-701 pin 1, wire ENT-1803 (YE).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and the upstream temperature
sensor connector X-701 pin 2, wire ENT-1804 (BL).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and X-696 pin 28, wire ENT-
1803 (YE).

Check the resistance between DCU connector X-696 pin 17, wire ENT-1804 (BL) and chassis ground.

Check the resistance between DCU connector X-696 pin 28, wire ENT-1803 (YE) and chassis ground.

A. If there is continuity or high resistance, repair/replace the damaged wire, terminals, and/or connector.

B. If there is no damage found, continue to Step 3

3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned.

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

B. If no damage or other than normal display readings are indicated, erase the fault. Continue to Step 4
4. Update the current software level in the DCU. Retest the system.

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 Electrical systems - FAULT CODES

If the fault code(s) reoccurs, replace the DCU.

Install the current software level.

NOTE: If the unit is equipped with MY’2010 or MY’2011 software, you can update the software to MY’2012. If you
update the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change
how the operator observes and detects faults with the after treatment system. Be advised, if you update software
to a newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1816-03 (DTC 18)-Replace Dosing Control Unit (DCU) - (5 volt

internal supply fault for DEF/AdBlue® pressure sensors)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a high supply voltage for the DEF/AdBlue® pressure sensors.
These pressure sensors are located inside the DCU.

Cause:
The internal sensors for the DCU are sensing implausible values.

Possible failure modes:

1. The wiring is faulty.

2. The software is faulty.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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 Electrical systems - FAULT CODES

operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1816-04 (DTC 18)-Replace Dosing Control Unit (DCU) - (5 volt

internal supply fault for DEF/AdBlue® pressure sensors)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a low supply voltage for the DEF/AdBlue® pressure sensors.
These pressure sensors are located inside the DCU.

Cause:
The internal sensors for the DCU are sensing implausible values.

Possible failure modes:

1. The wiring is faulty.

2. The software is faulty.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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 Electrical systems - FAULT CODES

operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1817-02 (DTC 19)-Replace Dosing Control Unit (DCU) -

(DEF/AdBlue® internal pressure sensor failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a DEF/AdBlue® pressure sensor failure. This pressure sensor is
located inside the DCU.

Cause:
This fault occurs when the sensor signal level is below 0.1 V for over 700 ms. This fault is corrected if sensor returns
to normal output for greater than 1.0 s.

Possible failure modes:

1. A faulty DEF/AdBlue® supply line.

2. Faulty DCU wiring.
3. A faulty DCU.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Visually inspect the DEF/AdBlue® lines.

A. If there is no damage, continue with Step3.

B. Replace/replace damaged lines.

3. Visually inspect for a damaged DCU wiring, harness, pins or connectors.

A. If there is no damage, continue with Step4.

B. Repair/replace damaged wiring.

4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the
operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1817-03 (DTC 19)-Replace Dosing Control Unit (DCU) -

(DEF/AdBlue® internal pressure sensor failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a DEF/AdBlue® pressure sensor failure. This pressure sensor is
located inside the DCU.

Cause:
This fault occurs when the sensor signal level is below 0.1 V for over 700 ms. This fault is corrected if sensor returns
to normal output for greater than 1.0 s.

Possible failure modes:

1. A faulty DEF/AdBlue® supply line.

2. Faulty DCU wiring.
3. A faulty DCU.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Visually inspect the DEF/AdBlue® lines.

A. If there is no damage, continue with step3.

B. Replace/replace damaged lines.

3. Visually inspect for a damaged DCU wiring, harness, pins or connectors.

A. If there is no damage, continue with step4.

B. Repair/replace damaged wiring.

4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the
operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1817-04 (DTC 19)-Replace Dosing Control Unit (DCU) -

(DEF/AdB/ue® internal pressure sensor failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a DEF/AdBlue® pressure sensor failure. This pressure sensor is
located inside the DCU.

Cause:
This fault occurs when the sensor signal level is below 0.1 V for over 700 ms. This fault is corrected if sensor returns
to normal output for greater than 1.0 s.

Possible failure modes:

1. A faulty DEF/AdBlue® supply line.

2. Faulty DCU wiring.
3. A faulty DCU.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Visually inspect the DEF/AdBlue® lines.

A. If there is no damage, continue with Step3.

B. Replace/replace damaged lines.

3. Visually inspect for a damaged DCU wiring, harness, pins or connectors.

A. If there is no damage, continue with Step4.

B. Repair/replace damaged wiring.

4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the
operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1818-00 (DTC 1A)-Replace Dosing Control Unit (DCU) -

(DEF/AdBlue® internal temperature sensor failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the DEF/AdBlue® temperature sensor. The DEF/
Adblue temperature sensor is located inside the DCU.

Cause:
The sensor signal level is above 5.0 V for over 700 ms. This fault will reset if the signal level goes below 5.0 V for
over 1000 ms. If the sensor is defective the DCU should be replaced.

Possible failure modes:

1. The wiring is faulty.

2. The software is faulty.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1818-01 (DTC 1A)-Replace Dosing Control Unit (DCU) -

(DEF/AdBlue® internal temperature sensor failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the DEF/AdBlue® temperature sensor. The DEF/
AdBlue® temperature sensor is located inside the DCU.

Cause:
This fault occurs when the sensor signal level is below 0.2 V for over 700 ms. This fault is corrected if sensor returns
to normal output for greater than 1.0 s.

Possible failure modes:

1. The wiring is faulty.

2. The software is faulty.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1818-03 (DTC 1A)-Replace Dosing Control Unit (DCU) -

(DEF/AdBlue® internal temperature sensor failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the DEF/AdBlue® temperature sensor. The DEF/
Adblue temperature sensor is located inside the DCU.

Cause:
The sensor signal level is above 5.0 V for over 700 ms. This fault will reset if the signal level goes below 5.0 V for
over 1000 ms. If the sensor is defective the DCU should be replaced.

Possible failure modes:

1. The wiring is faulty.

2. The software is faulty.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1818-04 (DTC 1A)-Replace Dosing Control Unit (DCU) -

(DEF/AdBlue® internal temperature sensor failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the DEF/AdBlue® temperature sensor. The DEF/
AdBlue® temperature sensor is located inside the DCU.

Cause:
This fault occurs when the sensor signal level is below 0.2 V for over 700 ms. This fault is corrected if sensor returns
to normal output for greater than 1.0 s.

Possible failure modes:

1. The wiring is faulty.

2. The software is faulty.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1825-05 (DTC 21)-Voltage supply internal heaters 1 (UB1) electrical

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed a fault with the voltage supply for the internal heaters, located in
the supply module. Ensure all connectors are secured properly on the DCU and all lines are in operable condition. If
the fault does not reset or reoccurs, replace the supply module.

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E1826-03 (DTC 22)-Replace Dosing Control Unit - (internal tube

heater electrical failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed a fault with the voltage supply for the internal heaters. The DEF/
AdBlue® heaters are located in the DCU.

Cause:
The internal sensors for the DCU are sensing implausible values.

Possible failure modes:

1. The wiring is faulty.

2. The software is faulty.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1826-04 (DTC 22)-Replace Dosing Control Unit (DCU) - (internal

tube heater electrical failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed a fault with the voltage supply for the internal heaters. The DEF/
AdBlue® heaters are located in the DCU.

Cause:
The internal sensors for the DCU are sensing implausible values.

Possible failure modes:

1. The wiring is the faulty.

2. The software is the faulty.
3. The DCU is the faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1826-05 (DTC 22)-Replace Dosing Control Unit (DCU) - (internal

tube heater electrical failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed a fault with the voltage supply for the internal heaters. The DEF/
AdBlue® heaters are located in the DCU.

Cause:
The internal sensors for the DCU are sensing implausible values.

Possible failure modes:

1. The wiring is the faulty.

2. The software is the faulty.
3. The DCU is the faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1827-03 (DTC 23)-Replace Dosing Control Unit (DCU) - (Reverting

valve internal supply failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed a fault with the voltage supply for the reverting valve. The reverting
valve is located in the DCU.

Cause:
The DCU is sensing implausible values.

Possible failure modes:

1. The wiring is the faulty.

2. The software is the faulty.
3. The DCU is the faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1827-04 (DTC 23)-Replace Dosing Control Unit (DCU) - (Reverting

valve internal supply failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed a fault with the voltage supply for the reverting valve. The reverting
valve is located in the DCU.

Cause:
The DCU is sensing implausible values.

Possible failure modes:

1. The wiring is the faulty.

2. The software is the faulty.
3. The DCU is the faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1827-05 (DTC 23)-Replace Dosing Control Unit (DCU) - (Reverting

valve internal supply failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed a fault with the voltage supply for the reverting valve. The reverting
valve is located in the DCU.

Cause:
The DCU is sensing implausible values.

Possible failure modes:

1. The wiring is the faulty.

2. The software is the faulty.
3. The DCU is the faulty.

Solution:

1. Verify the fault is still present and in an active state.

A. If the fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent the fault. If no the faults are
found, clear the fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault code.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how the

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operator observes and detects the faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1828-00 (DTC 24)-Selective Catalytic Reduction (SCR) dosing

valve / pump motor Dosing Control Unit (DCU) supply voltage
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the internal actuator, located inside the DCU.

Cause:
Too high value for internal actuator supply.

Possible failure modes:

1. Faulty wiring.
2. Faulty software.
3. Faulty DCU.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault codes.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how
the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.

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Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1828-01 (DTC 24)-SCR Dosing valve / pump motor DCU supply

voltage
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 requires 24.0 V sourcing to derive the internal voltages it requires for control or
sourcing of the devices and components in its control scheme. Source voltage upper and lower limits are established
within the DCU.

Cause:
The DCU source voltage is below the lower limit of 12.002 V for longer than 0.5 s.

Possible failure modes:

1. DCU source circuit failure.

2. DCU internal failure.
3. Faulty fuse.

Solution:

1. Check DCU source voltage. Carefully disconnect the DCU connector X-696 from the module. Turn the ignition
switch ON and use a multimeter to measure the voltage from the harness side of the DCU connector X-696 pin
3, wire ENT-888 (BR) and X-696 pin 4, wire ENT-889 (BR) to chassis ground. There should be 24.0 V on both
measurements.

A. If there is less than 12.002 V, continue to Step 2

B. If there is greater than 12.002 V, the DCU may have failed internally. Use EST to clear this fault. Operate the
vehicle for longer than 20.0 min. If the fault does not clear or re-occurs, re-load the appropriate DCU software.
If the software re-load does not resolve this fault condition, replace the DCU.
NOTE: It is recommended that the 24.0 V supply be disconnected before disconnecting the DCU connector. Then
re-connected to make the voltage measurements requested above.
2. Verify there is a 24 V supply output from the 24V DCU fuse F-072 ( 20 A ).

A. If 24 V is present, repair/replace the faulty wiring to the DCU.

B. If 24 V is not present, repair/replace the faulty fuse or wiring.

3. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code. Return the machine to
operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1828-03 (DTC 24)-Selective Catalytic Reduction (SCR) dosing

valve / pump motor Dosing Control Unit (DCU) supply voltage -
Shorted to high source
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the internal actuator, located inside the DCU.

Cause:
Too high value for internal actuator supply.

Possible failure modes:

1. Faulty wiring.
2. Faulty software.
3. Faulty DCU.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with step 3.
3. Clear the fault codes.

A. If the fault code did not clear, continue with step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how

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the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1828-04 (DTC 24)-Selective Catalytic Reduction (SCR) dosing

valve / pump motor Dosing Control Unit (DCU) supply voltage -
Shorted to low source
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the internal actuator, located inside the DCU.

Cause:
Too low value for internal actuator supply.

Possible failure modes:

1. Faulty wiring.
2. Faulty software.
3. Faulty DCU.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is not present, the fault may be intermittent. Check for an intermittent fault. If no faults are found,
clear fault code. Return machine to service.
2. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue with Step 3.
3. Clear the fault codes.

A. If the fault code did not clear, continue with Step 4.

B. If the fault code has cleared, return the machine back to service.
4. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how

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the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1874-03 (DTC 52)-Selective Catalytic Reduction (SCR) Dosing

valve - (electrical)
FR450 NA
FR500 NA

Control Module : DCU

NOTE: After the repair has been completed, the code will still be present and active until it has been determined
that the Selective Catalytic Reduction (SCR) system is operating properly. The engine must be brought to normal
operating temperature and run under load until the fault clears. If the code is still present and active after running the
engine for 30 min, further diagnostics is necessary.

Context:
The Dosing Control Unit (DCU) A-006 has monitored a failure in the electrical signal on the Dosing injector.

Cause:
There is a fault in the Dosing injector circuit.

Possible failure modes:

1. The Dosing injector solenoid has a faulty circuit.

2. The Dosing injector harness has an open or is shorted.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with step 5.

2. Disconnect the Dosing injector connector X-395. Use a multi-meter to check the resistance between X-395 pin A
and X-395 pin B of the Dosing injector solenoid connector.

The expected resistance should be approximately 2.2 Ω

A. The expected resistance is not found, replace the dosing injector assembly. Clear the fault code(s). Return
the machine to field operation.

B. The expected resistance is found, continue to Step 3.

3. Check for an open circuit in the dosing injector wiring to the DCU.

Disconnect the dosing injector connector X-395 from the wiring harness.

Disconnect the wiring harness to the DCU, connector X-696.

Measure the resistance between the dosing injector connector X-395 pin B, wire UI-1439 (GY) and the DCU
connector X-696 pin 11, wire ENT-1808 (GY).

Measure the resistance between the dosing injector connector X-395 pin A, wire UI-1440 (WH) and the DCU
connector X-696 pin 12, wire ENT-1807 (WH).

Both resistance readings should be less than 1.0 Ω

A. The expected resistance is not found, repair/replace the damaged wiring. Return the machine to operation.

B. The expected resistance is found, continue to Step 4.

4. Replace the DCU.

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A. Replace the DCU, install the current software level. Retest the system to verify proper operation. Return the
machine to operation.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how
the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1874-05 (DTC 52)-Selective Catalytic Reduction (SCR) Dosing

valve - (electrical)
FR450 NA
FR500 NA

Control Module : DCU

NOTE: After the repair has been completed, the code will still be present and active until it has been determined
that the Selective Catalytic Reduction (SCR) system is operating properly. The engine must be brought to normal
operating temperature and run under load until the fault clears. If the code is still present and active after running the
engine for 30 min, further diagnostics is necessary.

Context:
The Dosing Control Unit (DCU) A-006 has monitored a failure in the electrical signal on the Dosing injector.

Cause:
There is a fault in the Dosing injector circuit.

Possible failure modes:

1. The Dosing injector solenoid has a faulty circuit.

2. The Dosing injector harness has an open or is shorted.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with step 5.

2. Disconnect the Dosing injector connector X-395. Use a multi-meter to check the resistance between X-395 pin A
and X-395 pin B of the Dosing injector solenoid connector.

The expected resistance should be approximately 2.2 Ω

A. The expected resistance is not found, replace the dosing injector assembly. Clear the fault code(s). Return
the machine to field operation.

B. The expected resistance is found, continue to step 3.

3. Check for an open circuit in the dosing injector wiring to the DCU.

Disconnect the dosing injector connector X-395 from the wiring harness.

Disconnect the wiring harness to the DCU, connector X-696.

Measure the resistance between the dosing injector connector X-395 pin B, wire UI-1439 (GY) and the DCU
connector X-696 pin 11, wire ENT-1808 (GY).

Measure the resistance between the dosing injector connector X-395 pin A, wire UI-1440 (WH) and the DCU
connector X-696 pin 12, wire ENT-1807 (WH).

Both resistance readings should be less than 1.0 Ω

A. The expected resistance is not found, repair/replace the damaged wiring. Return the machine to operation.

B. The expected resistance is found, continue to step 4.

4. Replace the DCU.

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A. Replace the DCU, install the current software level. Retest the system to verify proper operation. Return the
machine to operation.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how
the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1874-06 (DTC 52)-Selective Catalytic Reduction (SCR) Dosing

valve - (electrical)
FR450 NA
FR500 NA

Control Module : DCU

NOTE: After the repair has been completed, the code will still be present and active until it has been determined
that the Selective Catalytic Reduction (SCR) system is operating properly. The engine must be brought to normal
operating temperature and run under load until the fault clears. If the code is still present and active after running the
engine for 30 min, further diagnostics is necessary.

Context:
The Dosing Control Unit (DCU) A-006 has monitored a failure in the electrical signal on the Dosing injector.

Cause:
There is a fault in the Dosing injector circuit.

Possible failure modes:

1. The Dosing injector solenoid has a faulty circuit.

2. The Dosing injector harness has an open or is shorted.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with step 5.

2. Disconnect the Dosing injector connector X-395. Use a multi-meter to check the resistance between X-395 pin A
and X-395 pin B of the Dosing injector solenoid connector.

The expected resistance should be approximately 2.2 Ω

A. The expected resistance is not found, replace the dosing injector assembly. Clear the fault code(s). Return
the machine to field operation.

B. The expected resistance is found, continue to step 3.

3. Check for an open circuit in the dosing injector wiring to the DCU.

Disconnect the dosing injector connector X-395 from the wiring harness.

Disconnect the wiring harness to the DCU, connector X-696.

Measure the resistance between the dosing injector connector X-395 pin B, wire UI-1439 (GY) and the DCU
connector X-696 pin 11, wire ENT-1808 (GY).

Measure the resistance between the dosing injector connector X-395 pin A, wire UI-1440 (WH) and the DCU
connector X-696 pin 12, wire ENT-1807 (WH).

Both resistance readings should be less than 1.0 Ω

A. The expected resistance is not found, repair/replace the damaged wiring. Return the machine to operation.

B. The expected resistance is found, continue to step 4.

4. Replace the DCU.

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A. Replace the DCU, install the current software level. Retest the system to verify proper operation. Return the
machine to operation.
NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how
the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1874-11 (DTC 52)-Dosing Valve (electrical)

FR450 NA
FR500 NA

Control Module : DCU

NOTE: After the repair has been completed, the code will still be present and active until it has been determined
that the Selective Catalytic Reduction (SCR) system is operating properly. The engine must be brought to normal
operating temperature and run under load until the fault clears. If the code is still present and active after running the
engine for 30 min, further diagnostics is necessary.

Context:
The Dosing Control Unit (DCU) A-006 has monitored a failure in the electrical signal on the Dosing injector.

Cause:
There is a fault in the Dosing injector circuit.

Possible failure modes:

1. The Dosing injector solenoid has a faulty circuit.

2. The Dosing injector harness has an open or is shorted.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with step 5.

2. Disconnect the Dosing injector connector X-395. Use a multi-meter to check the resistance between X-395 pin A
and X-395 pin B of the Dosing injector solenoid connector.

The expected resistance should be approximately 2.2 Ω

A. The expected resistance is not found, replace the dosing injector assembly. Clear the fault code(s). Return
the machine to field operation.

B. The expected resistance is found, continue to step 3.

3. Check for an open circuit in the dosing injector wiring to the DCU.

Disconnect the dosing injector connector X-395 from the wiring harness.

Disconnect the wiring harness to the DCU, connector X-696.

Measure the resistance between the dosing injector connector X-395 pin B, wire UI-1439 (GY) and the DCU
connector X-696 pin 11, wire ENT-1808 (GY).

Measure the resistance between the dosing injector connector X-395 pin A, wire UI-1440 (WH) and the DCU
connector X-696 pin 12, wire ENT-1807 (WH).

Both resistance readings should be less than 1.0 Ω

A. The expected resistance is not found, repair/replace the damaged wiring. Return the machine to operation.

B. The expected resistance is found, continue to step 4.

4. Replace the DCU.

A. Replace the DCU, install the current software level. Retest the system to verify proper operation. Return the
machine to operation.

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NOTE: If the unit is equipped with 2010 or 2011 software, you can update the software to 2012. If you update
the Engine Control Unit (ECU) software, the Display software also needs to be updated. This will change how
the operator observes and detects faults with the after treatment system. Be advised, if you update software to a
newer level you cannot reverse back to the older software.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1875-02 (DTC 53)-UREA Pump speed

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a UREA pump speed sensor fault. This error occurs when the
DCU has sensed all three hall sensors outputs are high for greater than 7 s. This error is corrected if all three sensors
return to normal output for greater than 1 s. Ensure all connectors are secured properly on the DCU and all lines are
in operable condition. If the fault does not reset or reoccurs, replace the DCU.

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E1875-07 (DTC 53)-UREA Pump speed

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected this failure because the averaged pump flow is less than or equal
to 1135.6 l/min (300 US gpm), and pump control duty cycle is greater than 54 % (54.0 %). The pump is blocked
internally because of dirt particles, frozen DEF/Adblue®, damaged pump motor, or damaged pump flow measurement.
Ensure all connectors are secured properly to the DCU and all lines are in operable condition. If fault does not reset,
replace the pump module.

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E1875-08 (DTC 53)-UREA Pump speed

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected this failure because the averaged pump flow is greater than
4500 l/min (1188.8 US gpm) for over 7 s (7 s). Check hose from DEF/AdBlue® tank to pump module. If hose is
detached, reconnect hose and secure to pump. If hose is defective, replace the hose. Ensure all connectors are
secured properly on the DCU and all lines are in operable condition. Replace pump module, if fault reoccurs.

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E1875-12 (DTC 53)-UREA Pump speed

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a UREA pump speed sensor fault. This error occurs when the
DCU has sensed all three hall sensor outputs are low for greater than 7 s. This error is corrected if all three sensors
return to normal output for greater than 1 s. If the fault does not reset or reoccurs, replace the DCU.

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E1879-03 (DTC 57)-Replace Dosing Control Unit (DCU) - (Reverting

valve electrical failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the reverting valve. The reverting valve is located
inside the DCU. Verify all connectors and lines are secured properly on the DCU. Visually inspect for damaged com-
ponents. Replace the DCU if no damage is found.

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E1879-05 (DTC 57)-Replace Dosing Control Unit (DCU) - (Reverting

valve electrical failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the reverting valve. The reverting valve is located
inside the DCU. Verify all connectors and lines are secured properly on the DCU. Visually inspect for damaged com-
ponents. Replace the DCU if no damage is found.

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E1879-06 (DTC 57)-Replace Dosing Control Unit (DCU) - (Reverting

valve electrical failure)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a failure of the reverting valve. The reverting valve is located
inside the DCU. Verify all connectors and lines are secured properly on the DCU. Visually inspect for damaged com-
ponents. Replace the DCU if no damage is found.

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E1882-05 (DTC 5A)-Plausibility of UDV stuck, no flow on an actuated

injector and flow on a non actuated injector
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed the dosing module is stuck open. Perform UDST and check DEF/
AdBlue® to verify stuck condition. If dosing module is confirmed stuck, replace the module.

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E1882-06 (DTC 5A)-Plausibility of UDV stuck, no flow on an actuated

injector and flow on a non actuated injector
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed the dosing module is stuck closed. Perform UDST and check
DEF/AdBlue® to verify stuck condition. If dosing module is confirmed stuck, replace the module.

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E1883-07 (DTC 5B)-UDV valve stuck position open or closed

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed the dosing module is stuck in an unknown position. Check DEF/
AdBlue® line between supply module and dosing module for leaks. Replace line if leaks are present. Perform UDST
and check DEF/AdBlue® to verify stuck condition. If dosing module is confirmed stuck, replace the module.

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E1896-03 (DTC 68)-Diesel Exhaust Fluid (DEF)/AdBlue tank coolant

control valve (electrical) - Shorted to high source
FR450 NA
FR500 NA

Control Module : DCU

Context:
A valve remote from the storage tank is used to control coolant to prevent DEF/AdBlue® from freezing in cold tem-
peratures. The valve will respond to a signal from the Dosing Control Unit (DCU) based on temperature signals from
the temperature sensor.

Cause:
A short to high source has been detected in the DEF/AdBlue® coolant control valve SOL-048 circuit.

Possible failure modes:

1. Faulty DEF/AdBlue® coolant control valve.

2. Faulty electrical wiring or connection.
3. Faulty DCU.

Solution:

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

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, return machine to proper operation.

2. Visually inspect the connectors for damage, bent, or corroded terminals. Check the harness for broken, chaffed,
or rubbed wires. Verify that the connectors and or pins are fully installed. Flex the harness involved to reveal in-
termittent breaks or shorts in the wiring concerned. Operate the machine while monitoring the diagnostics screen.

A. If damage is found, repair the damage discovered during the inspection. Verify that the fault has been resolved.

B. If no damage is found, continue with Step 3.

3. Check for other fault codes. Verify if fault code E0914-06 - DEF/AdBlue® tank coolant control valve (electrical)
- Short circuit is present.

A. If fault code E0914-06 - DEF/AdBlue® tank coolant control valve (electrical) - Short circuit is present, the
DEF/AdBlue® coolant control valve has failed. Replace the coolant control valve.

B. If the fault code is not present, continue with Step 4.

4. Check for a short to high source. Disconnect the wiring harness from the DEF/AdBlue® coolant control valve at
connector X-697 and from the DCU at connector X-696. Place the key switch ON.

Use a multi-meter to check for voltage from connector X-697 pin 1 to chassis ground. There should be no voltage.

Use a multi-meter to check for voltage from connector X-697 pin 2 to chassis ground. There should be no voltage.

A. If there is voltage on any of the tests, locate and repair damage.

B. If there is no voltage on any of the tests, continue with Step 5.

5. Check for an open circuit. Place the key switch OFF. Disconnect the wiring harness from the DEF/AdBlue® coolant
control valve at connector X-697 and from the DCU at connector X-696.

Use a multi-meter to check for continuity from connector X-697 pin 1, wire ENT-1852 (GY) to connector X-696
pin 23, wire ENT-1852 (GY). There should be continuity.

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Use a multi-meter to check for continuity from connector X-697 pin 2, wire ENT-1853 (WH) to connector X-696
pin 1, wire ENT-1853 (WH). There should be continuity.

A. If there is no continuity on any of the checks, then there is an open in the harness. Locate and repair open
circuit.

B. If there is continuity on both checks, then the circuit is good. Verify the condition of the DCU.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1896-05 (DTC 68)-Diesel Exhaust Fluid (DEF)/AdBlue tank coolant

control valve (electrical) - Open circuit
FR450 NA
FR500 NA

Control Module : DCU

Context:
A valve remote from the storage tank is used to control coolant to prevent DEF/AdBlue® from freezing in cold tem-
peratures. The valve will respond to a signal from the Dosing Control Unit (DCU) based on temperature signals from
the temperature sensor.

Cause:
An open circuit has been detected in the DEF/AdBlue® coolant control valve SOL-048.

Possible failure modes:

1. Faulty electrical wiring or connection.

2. Faulty DEF/AdBlue® coolant control valve
3. Faulty DCU

Solution:

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

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

B. If the fault is no longer present or inactive, return to proper operation.

2. Check the DEF/AdBlue® coolant control valve. Disconnect the wiring harness from the DEF/AdBlue® coolant
control valve at connector X-697. Use a multimeter to measure the resistance on the DEF/AdBlue® coolant control
valve from X-697 pin 1 to X-697 pin 2. There should be 27 - 30 Ω.

A. If the resistance is incorrect, replace the DEF/AdBlue® coolant control valve.

B. If the resistance is correct, continue with step 3.

3. Check for an open circuit. Place the key switch OFF. Disconnect the wiring harness from the DEF/AdBlue® coolant
control valve at connector X-697 and from the DCU at connector X-696.

Use a multimeter to check for continuity from connector X-697 pin 1, wire ENT-1852 (GY) to connector X-696 pin
23, wire ENT-1852 (GY). There should be continuity.

Use a multimeter to check for continuity from connector X-697 pin 2, wire ENT-1853 (WH) to connector X-696 pin
1, wire ENT-1853 (WH). There should be continuity.

A. If there is no continuity on any of the checks, then there is an open in the harness. Locate and repair open
circuit.

B. If there is continuity on both checks, the circuit is good. Verify the condition of the DCU.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1896-06 (DTC 68)-Diesel Exhaust Fluid (DEF)/AdBlue tank coolant

control valve (electrical) - Shorted to low source
FR450 NA
FR500 NA

Control Module : DCU

Context:
A valve remote from the storage tank is used to control coolant to prevent Diesel Exhaust Fluid (DEF)/AdBlue® from
freezing in cold temperatures. The valve will respond to a signal from the Dosing Control Unit (DCU) based on tem-
perature signals from the temperature sensor.

Cause:
A short circuit has been detected in the coolant control valve circuit.

Possible failure modes:

1. Faulty coolant control valve

2. Faulty electrical wiring or connection.
3. Faulty DCU.

Solution:

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

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

B. If the error is no longer present or inactive, continue with Step 4.

2. Disconnect the wiring harness from the coolant control valve and DCU. Check all connections and product wiring
harness.

A. If error still exists, continue with Step 3.

B. If error goes away, refer to product manual for wiring testing.

3. Check to see if error E1896-03 (DTC 68) - Diesel Exhaust Fluid (DEF)/AdBlue tank coolant control valve
(electrical) - Shorted to high source is present.

A. If error has occurred, replace/repair coolant control valve.

B. If error does not occur, verify the condition of the DCU.

4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

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

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E1907-07 (DTC 73)-Exhaust gas temperature sensor after catalyst

FR450 NA
FR500 NA

Control Module : DCU

NOTE: After the repair has been completed, the code will still be present and active until it has been determined that
the Selective Catalytic Reduction (SCR) system is operating properly. Perform the healing process after repairs are
complete.

Context:
The Dosing Control Unit (DCU) A-006 has sensed the exhaust gas temperature sensor after the catalyst is giving
an implausible reading. This occurs when the DCU senses the exhaust gas temperature sensor reading is less than
110 °C (230 °F) for longer than 450 s (450 s) with engine speed of greater than 800 RPM (800 RPM) and an engine
load of at least 15 % (15 %).

Cause:
The DCU has sensed a low exhaust gas temperature sensor after the catalyst reading.

Possible failure modes:

1. Faulty exhaust gas temperature sensor.

2. Exhaust gas temperature sensor after the catalyst is not installed properly.

Solution:

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

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

B. If the fault is no longer present or is now in an inactive state, continue with Step 4.
2. Allow the machine to cool down to ambient temperature. Disconnect the wiring harness from the exhaust gas
temperature sensor after the catalyst, connector X-704. Measure the resistance of the exhaust gas temperature
sensor connector X-704 pin 1 to X-704 pin 2. There should be approximately 200 - 250 Ω.

A. The exhaust gas temperature sensor resistance is within specifications, continue with Step 3.

B. The exhaust gas temperature sensor resistance is infinite or 0.0 Ω the sensor has failed. Replace the sensor.
3. Verify the exhaust gas temperature sensor is properly installed. Verify the exhaust gas temperature sensor is
installed in the exhaust pipe, after the catalyst, and the connector is securely seated.

A. The exhaust gas temperature sensor is installed correctly and the connector is securely seated. Continue with
Step 4.

B. The exhaust gas temperature sensor is not installed correctly or connector was disconnected.Properly install
the exhaust gas temperature sensor. Verify the connector is properly seated.
4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage is found, clear the fault code. Return the machine to operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1908-02 (DTC 74)-UREA pressure too low at system start

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected the DEF/AdBlue® pump pressure has not reached 500 kPa
(72.5 psi) within 2.5 min on two separate attempts.

Possible failure modes:

1. The DEF/AdBlue® system is empty.

2. The in-line filter is clogged.
3. The main filter is clogged.
4. The in-line inlet filter is clogged.
5. The DEF/AdBlue® system pump is faulty.
6. The DEF/AdBlue® system supply line is faulty.
7. Faulty wiring.
8. A faulty Dosing Control Unit.

Solution:

1. Check the DEF/AdBlue® tank. Verify the tank level is filled to the proper level.

A. If the tank level is filled to a proper level, continue to step 2.

B. If the tank level is below capacity or empty, fill the tank to the proper level. Continue to step 2.
2. Inspect the in-line filter, the main filter, and the inlet filter.

A. If any of the filters are clogged, clean or replace as needed. Continue with step 3.

B. If ALL filters are clean, continue with step 3.

3. Perform the Urea Dosing System Test (UDST) test located in Electronic Service Tool (EST). Compare the test
results graph to the UDST graph provided in EST. If the UDST fails, follow the UDST troubleshooting in the EST.

A. If the UDST suggests leaks, run the UDST with an alternate DEF/AdBlue® source directly to the inlet of the
Dosing Control Unit (DCU). This is a quick way to detect if the leak is occurring between the DEF/AdBlue®
tank suction line and the DCU. If the UDST passes with the bypass connection, continue to step 4.

B. If the UDST passes, compare the result graphs to the EST provided graphs. Continue to step 5.
4. If the UDST passes with the bypass connection inspect the following:

Cracked or missing o-rings at hose end connections.

Cracked supply/return hoses for air leaks or kinks.

The DEF/AdBlue® tank level sending unit sensor suction line for damage (holes).

A. Repair/replace damaged components. Retest the system to verify proper operation.

B. If there is no damage, continue to step 6.

5. Reduce the DEF/AdBlue® tank to the 10 % level or until “Low DEF Warning” occurs on the display. Run the UDST
to verify the suction leak is not below the current DEF/AdBlue® volume level of the tank.

A. If the UDST fails, remove the DEF/AdBlue® tank level sending unit and inspect for leaks along the suction
tube.

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B. If the UDST passes, continue to step 6.

6. Visually inspect the relevant harnesses and connectors for damage, bent, or dislocated pins, corroded terminals
or broken wires. Verify the connectors are fully installed. Flex the harnesses involved to reveal intermittent breaks
or shorts in the wiring. Operate the machine while monitoring the display.

A. If there is damage found or readings other than normal indicated, repair the damage or readings other than
normal discovered during the inspection.

B. If there is no damage or other than normal readings, continue to step 7.

7. Replace the DCU.

A. Install the current software. Retest the system to verify proper operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1909-02 (DTC 75)-UREA pressure too high

FR450 NA
FR500 NA

Control Module : DCU

NOTE: After the repair has been completed, the code will still be present and active until it has been determined that
the selective catalytic reduction (SCR) system is operating properly. The engine must be brought to normal operating
temperature and run under load until the fault clears. If the code is still present and active after running the engine for
30 minutes, further diagnostics is necessary.

Context:
The Dosing Control Unit (DCU) has detected the Ad/Blue™/DEF pressure exceeds 6.5 bar for 30 s. Reasons for
failure could be internal control valve blocked or pump speed to high. These are indications of internal failure of supply
module. Use the Electronic Service Tool (EST) to run the Urea dosing system test (UDST) to monitor the Ad/Blue™/
DEF pressure and pump speed. Ad/Blue™/DEF pressure should not exceed 400 kPa, and the pump speed should
not exceed 6000 RPM. Replace DCU if values are out of range.

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E1910-07 (DTC 76)-UREA Temperature in Pump Module out of range

FR450 NA
FR500 NA

Control Module : DCU

NOTE: This fault can trigger if the machine operation is during extreme temperatures with a low DEF/AdBlue® tank
level. It is advisable to maintain a full level at these times.

Context:
The Dosing Control Unit (DCU) has detected the DEF/AdBlue® internal temperature of the Supply module is greater
than 75 °C (167.0 °F) or less than -9 °C (15.8 °F) and the system is not in de-freezing mode. This fault code occurs,
if in the previous driving cycle the Supply module internal temperature remains less than 70.0 °C (158 °F) and is in
shutdown mode. If during the actual driving cycle of the Supply module internal temperature remains less than 158 °F
for more than 10.0 s, the system goes into emergency shutdown and will not start until the next key switch cycle.

Cause:
The DEF/AdBlue® tank temperature is out of range.

Possible failure modes:

1. The coolant control valve is stuck or binding.

2. Faulty wiring harness.
3. The coolant control valve hoses are incorrectly installed.

Solution:

1. The coolant control valve will have coolant flow arrows present, verify the flow of coolant from the engine is correct
to the direction of flow for the coolant control valve.

A. If the coolant flow is correct, Continue to step 2.

B. If the coolant flow is incorrect, correct the direction of the coolant flow. Retest the system to verify proper
operation.
2. Disconnect the wiring harness from the DEF/AdBlue® coolant control valve. Remove the coolant control valve.
Check to see if the heater valve is stuck open by visually observing if the plunger has fully returned to the normally
closed position.

A. If the coolant control valve is stuck open, replace the coolant control valve.

B. If the coolant control valve operation is normal. Continue to step 3.

3. Visually inspect the relevant harnesses and connectors between the DCU and the coolant control valve.

Inspect for damaged, bent, or dislocated pins, corroded terminals, or broken wires.

Verify the connectors are fully installed. Verify the connector locks are in place and not broken.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. Repair/replace any damaged wiring or pins detected during inspection.

B. No damaged found during inspection, continue to step 4.

4. If “UREA Temperature in Tank out of range” fault code is not active, but “UREA Temperature in DCU out of range”
is active, replace the DCU.

A. Replace the DCU. Program the DCU with the current level of software. Retest the system to verify repairs.

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E1911-07 (DTC 77)-UREA Temperature in Tank out of range

FR450 NA
FR500 NA

Control Module : DCU

NOTE: This fault can trigger if the machine operation is during extreme temperatures with a low DEF/AdBlue® tank
level. It is advisable to maintain a full level at these times.

Context:
The DEF/AdBlue® temperature in the tank is greater than 75 °C (167.0 °F) for more than 300 s and the system is not
in de-freezing mode. This fault code will heal when the DEF/AdBlue® temperature returns to below 75 °C (167.0 °F)
for 1 s.

Cause:
The DEF/AdBlue® tank temperature is out of range.

Possible failure modes:

1. The coolant control valve hoses are incorrectly installed.

2. The coolant control valve is stuck or binding.
3. A faulty wiring connection or harness.
4. A faulty DEF/AdBlue® tank level/temperature sending unit.

Solution:

1. Verify the coolant control valve hoses are installed in the correct direction of coolant flow.

A. The coolant control valve will have coolant flow arrows present, verify the flow of coolant from the engine is
correct to the direction of flow for the coolant control valve.
2. Disconnect the wiring harness from the DEF/AdBlue® coolant control valve. Remove the coolant control valve.
Check to see if the heater valve is stuck open by visually observing if the plunger has fully returned to the normally
closed position.

A. If the coolant control valve is stuck open, replace the coolant control valve.
3. Visually inspect the relevant harnesses and connectors between the Dosing Control Unit (DCU) and the coolant
control valve.

Inspect for damaged, bent, or dislocated pins, corroded terminals, or broken wires.

Verify the connectors are fully installed. Verify the connector locks are in place and not broken.

Flex the harnesses involved to reveal intermittent breaks or shorts in the wiring concerned.

A. Repair/replace any damaged wiring or pins detected during inspection.

B. No damaged found during inspection, continue to step 4.

4. Verify the 5 V reference voltage from the DCU to the DEF/AdBlue® tank level sending unit.

Check for 5 V across X-397 pin 1, wire UT-1444 (YE) and X-397 pin 2, wire UT-1445 (BL) of the DEF/AdBlue®
tank level/temperature sending unit.

A. If there is less than 4.5 V, check the wiring between the DCU and the DEF/AdBlue® tank level sending unit for
damage. Repair/replace damaged wiring.

B. If there is more than 4.6 V, continue to step 5

5. If “UREA Temperature in Tank out of range” fault code is not set, but “UREA Temperature in DCU out of range” is
actively set, replace the DEF/AdBlue® tank level sending unit.

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A. Replace the DEF/AdBlue® tank level sending unit.

Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1912-07 (DTC 78)-System frozen and not free in time

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) has detected this failure when ambient temperature is below 17.0 °F at system start
up. If AdBlue™/DEF pressure does not reach 390 kPa within 2.5 min the inlet line is frozen. This failure is stored
after 30 repetitions with 2.5 min heating phases between the checks.

Cause:
The Dosing Control Unit (DCU) has detected this error because of no AdBlue™/DEF pressure.

Possible failure modes:

1. AdBlue™/DEF tank empty.

2. Inlet line broken.
3. Pump does not feed.
4. AdBlue™/DEF Box heater does not work correctly.

Solution:

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

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

B. If the error is no longer present or is in an inactive state, continue with step 6.

2. Verify either E1896-03 (DTC 68), E1896-05 (DTC 68) or E1896-06 (DTC 68) are present.

A. If no other errors are present, continue with step 3.

B. If any errors are present, correct those errors first. Then check to see if original error has been corrected.
3. Check the AdBlue™/DEF tank. Manually check the level of the AdBlue™/DEF in the tank.

A. If the AdBlue™/DEF level is in normal operating range, continue with step 4.

B. If the AdBlue™/DEF level is not correct, fill tank to proper operating level.
4. Check the inlet line tube. Inspect inlet line tube for any damage.

A. If the inlet tube is in working condition, continue with step 5.

B. If there is any damage to the inlet tube, repair/replace the inlet tube.
5. Actuate pump by using the Electronic Service Tool (EST) to 100 % pump capacity and AdBlue™/DEF pressure
should read greater than 300 kPa after about 1.0 min.

A. If pump does not work correctly, check operation of the box heater.

B. If error is corrected, the line was frozen.

6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

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

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Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1912-08 (DTC 78)-System frozen and not free in time

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected this failure when ambient temperature is below 17.0 °F at system
start up, and inlet line is detected open. If AdBlue™/DEF pressure does not drop to 350 kPa within 40 s with the
dosing valve open to 99.0 %, the pressure line is frozen. This failure is stored after 28 repetitions with 2.5 min heating
phases between the checks.

Cause:
The Dosing Control Unit (DCU) has detected this error because of no AdBlue™/DEF injection.

Possible failure modes:

1. Dosing valve does not open

2. Pressure line blocked
3. Injection nozzle blocked
4. Faulty box heater

Solution:

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

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

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Check dosing valve operation. Use the Electronic Service Tool (EST) to run Urea Dosing System Test (UDST) to
start pump and stop it when AdBlue™/Def pressure has reached 300 kPa. Open the dosing valve.

A. If pressure drops immediately, continue with step 4.

B. If pressure does not drop down, continue with step 3.

3. Check injection nozzle. Open the air valve to 100 %, the air pressure must be 800 kPa. Close the air valve all the
way.

A. If air pressure drops down to ambient pressure, continue with step 4.

B. If air pressure does not drop to ambient pressure, injection nozzle is clogged. Clean injection nozzle.
4. Check the pressure line. Disconnect the pressure line from dosing valve and start the pump.

A. If AdBlue™/DEF does not flow through the line, the line is clogged. Clean/replace pressure line.

B. If AdBlue™/DEF flows through the tube, the line is clear. Dosing valve does not open. Check operation of
dosing valve.

C. If pressure line and dosing valve are operating normally, check the box heater for incorrect operation.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

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

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Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1912-10 (DTC 78)-System frozen and not free in time

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected this failure when ambient temperature is below 17.0 °F at system
start up. The inlet and pressure line is detected open and pressure build up was OK. If AdBlue™/DEF pressure does
not drop to 140 kPa within 50 s with the vent valve open to 100 %, the back flow line is frozen. This failure is stored
after 24 repetitions with 2.5 min heating phases between the checks.

Cause:
The DCU has detected this error because of no AdBlue™/DEF back flow line is frozen.

Possible failure modes:

1. AdBlue™/DEF tank ventilation clogged

2. Back flow line clogged
3. Ventilation valve does not open
4. Back flow line frozen

Solution:

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

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

B. If the error is no longer present or is in an inactive state, continue with step 5.

2. Actuate the pump. Use the Electronic Service Tool (EST) to run Urea Dosing System Test (UDST) to start pump
and stop it when AdBlue™/Def pressure has reached 300 kPa. Open the ventilation valve via EST.

A. If pressure does not drop down, continue with step 3.

B. If the pressure drops down to ambient pressure immediately, the line was frozen.
3. Check AdBlue™/Def tank. Use the Electronic Service Tool (EST) to run Urea Dosing System Test (UDST) to start
pump and stop it when AdBlue™/Def pressure has reached 300 kPa. Open the ventilation valve via EST.

A. If pressure does not drop down, continue with step 4.

B. If pressure does drop, AdBlue™/Def tank ventilation was clogged.

4. Check back flow line. Disconnect the back flow line from the box. Use the Electronic Service Tool (EST) to run
Urea Dosing System Test (UDST) to start pump and stop it when AdBlue™/Def pressure has reached 300 kPa.
Open the ventilation valve via EST.

A. If AdBlue™/Def flows, back flow line is clogged. Replace/repair the line.

B. If AdBlue™/Def does not flow, ventilation valve does not open. Replace the AdBlue™/Def tank.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1915-07 (DTC 7B)-Reverting valve (4-2way valve?) mechanically

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Module (DCU) A-006 has not sensed the desired pressure drop during its start up routine. This
indicates that the Reverting valve may have an internal leak. Perform the DCU Injection test to determine if the valve
has failed. If valve is found to be faulty, replace the DCU.

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E1916-07 (DTC 7C)-Urea Pressure Too Low during Urea System

Operation or Dosing
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected the DEF/AdBlue® pump pressure has fell below 135 kPa
(19.6 psi) for 30 s or more during operation.

Possible failure modes:

1. The DEF/AdBlue® system is empty.

2. The in-line filter is clogged.
3. The main filter is clogged.
4. The in-line inlet filter is clogged.
5. The DEF/AdBlue® system pump is faulty.
6. The DEF/AdBlue® system supply line is faulty.
7. Faulty wiring.
8. A faulty Dosing Control Unit.

Solution:

1. Check the DEF/AdBlue® tank. Verify the tank level is filled to the proper level.

A. If the tank level is filled to the proper level, continue to step 2.

B. If the tank level is below capacity or empty, fill the tank to the proper level. Continue to step 3.
2. Inspect the in-line filter, the main filter, and the inlet filter.

A. If any of the filters are clogged, clean or replace as needed. Continue with step 3.

B. If ALL filters are clean, continue with step 3.

3. Perform the Urea Dosing System Test (UDST) located in Electronic Service Tool (EST). Compare the test results
graph to the UDST graph provided in EST. If the UDST fails, follow the UDST troubleshooting in the EST.

A. If the UDST suggests leaks, run the UDST with an alternate DEF/AdBlue® source directly to the inlet of the
Dosing Control Unit (DCU). This is a quick way to detect if the leak is occurring between the DEF/AdBlue®
tank suction line and the DCU. If the UDST passes with the bypass connection, continue to step 4.

B. If the UDST passes, compare the result graphs to the EST provided graphs. Continue to step 5.
4. If the UDST passes with the bypass connection, inspect the following:

Hose end connections for cracked or missing O-rings.

Supply/return hoses for air leaks, cracks, or kinks.

The DEF/AdBlue® tank level sending unit sensor suction line for damage (holes).

A. Repair/replace damaged components. Retest the system to verify proper operation.

B. If there is no damage, continue to step 6.

5. Reduce the DEF/AdBlue® tank to the 10 % level or until “Low DEF Warning” occurs on the display. Run the UDST
to verify the suction leak is not below the current DEF/AdBlue® volume level of the tank.

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A. If the UDST fails, remove the DEF/AdBlue® tank level sending unit and inspect for leaks along the suction
tube.

B. If the UDST passes, continue to step 6.

6. Visually inspect the relevant harnesses and connectors for damage, bent, or dislocated pins, corroded terminals
or broken wires. Verify the connectors are fully installed. Flex the harnesses involved to reveal intermittent breaks
or shorts in the wiring. Operate the machine while monitoring the display.

A. If there is damage found or readings other than normal indicated, repair the damage or readings other than
normal discovered during the inspection.

B. If there is no damage or other than normal readings, continue to step 7.

7. Replace the DCU.

A. Install the current software. Retest the system to verify proper operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1918-03 (DTC 7E)-DCU 24V Battery / Supply Voltage - Voltage too

Low
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a low voltage condition in the voltage supply circuit. The fault
becomes active when the supply voltage is less than 24 V for at least 0.7 s (0.7 s). The code will heal if the supply
voltage returns to greater than 24 V for 1.0 s (1.0 s).

Cause:
The supply voltage to the DCU is less than 24 V .

Possible failure modes:

1. A faulty charging system.

2. Faulty electrical wiring.

Solution:

1. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. The voltage does not read within the specified range. Repair/replace the supply power wiring to the DCU. Test
the system for proper operation.

B. The voltage is within the specified range. Continue to Step 2.

NOTE: On machines with a 24 V electrical system, the voltage should be between 20 - 28 V. If the voltage is
outside this range, check the charging system.
2. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned while rechecking the voltages.

A. There is damage found or other than normal display readings are indicated, repair the damage discovered
during the inspection or locate and repair the other than normal display condition. Verify the fault code is
resolved.

B. There is no damage found or other than normal display readings, continue to Step 1.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1918-04 (DTC 7E)-DCU 24V Battery / Supply Voltage - Voltage too

High
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a high voltage condition in the voltage supply circuit. The fault
becomes active when the supply voltage is greater than 36.5 V for at least 0.7 s . The code will heal if the supply
voltage returns to less than 36.5 V for 1 s .

Cause:
The supply voltage to the DCU is greater than 36.5 V .

Possible failure modes:

1. A faulty charging system.

2. Faulty electrical wiring.
3. A faulty DCU.

Solution:

1. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. The voltage does not read within the specified range. Repair/replace the supply power wiring to the DCU. Test
the system for proper operation.

B. The voltage is within the specified range. Continue to Step 2.

NOTE: On machines with a 24 V electrical system, the voltage should be between 20 - 28 V. If the voltage is
outside this range, check the charging system.
2. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned while rechecking the voltages.

A. There is damage found or other than normal display readings are indicated, repair the damage discovered
during the inspection or locate and repair the other than normal display condition. Verify the fault code is
resolved.

B. There is no damage found or other than normal display readings, continue to Step 1.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1922-02 (DTC 82)-UREA pressure too low (in "commissioning"

status)
FR450 NA
FR500 NA

Control Module : DCU

Context:
During operation, the ventilation valve is fully opened, the pump is then set to 100 % operation until AdBlue™/Def
pressure has reached 500 kPa. The ventilation valve is then closed. If AdBlue™/Def pressure does not reach 500 kPa
within 2.5 min, this error occurs.

Cause:
The Dosing Control Unit (DCU) A-006 has detected the pump motor is not delivering.

Possible failure modes:

1. No AdBlue™/Def in tank
2. System was empty, needs primed
3. Faulty pump
4. Faulty feeding line

Solution:

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

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

B. If the error is no longer present or is in an inactive state, continue with step 6.

2. Check AdBlue™/Def tank. Verify that the tank level is filled to the proper capacity.

A. If the tank level is full, continue with step 3.

B. If the level is empty or below capacity, fill the tank to the proper level.
3. Prime the system. Start the pump with the Electronic Service Tool (EST). Open the ventilation valve by 50 % with
EST until AdBlue™/Def pressure reaches 60 kPa. Close ventilation valve. AdBlue™/Def pressure should reach
300 kPa within 2 min.

A. If the system will not prime, continue with step 4.

B. If the system primes, continue operation of machine.

4. Check operation of pump. Start pump with EST. Listen for pump operation.

A. Pump operation can be heard, continue with step 5.

B. Pump operation can not be heard, replace the DCU.

5. Check for air leak. Disconnect any hoses on the DCU. Check hoses for any cracks or holes in the lines. Check
all connections that use o-rings are not missing or broken.

A. No air leaks are found, continue with step 6.

B. If any holes or cracks are found, repair/replace hose. If any o-rings are missing or broken, replace the o-rings.
6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, erase the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1923-02 (DTC 83)-UREA Temperature too low during

commissioning
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-030 has detected the temperatures are not correct within 30 min of operation. The
Ad/Blue™/Def is too cold. The module box temperature is less than -8.9 °C (16 °F) or greater than 75.0 °C (167 °F),
or the Ad/Blue™/Def tank is less than -16.7 °C (2 °F) or greater than 75.0 °C (167 °F). Bring temperature to a normal
level, between 0.0 - 30 °C (32 - 86.0 °F). Ensure all connectors are secured properly on the DCU and all lines are in
operable condition.

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E1941-07 (DTC 95)-Empty UREA Tank

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Diesel Exhaust Fluid (DEF)/Adblue® tank contains the DEF/Adblue®.

Cause:
The Dosing Control Unit (DCU) has detected the DEF/Adblue® level is constantly less than 0.1 % for more than 25 s.

Possible failure modes:

1. Tank is empty.
2. Faulty level sensor.

Solution:

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

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

B. If the error is no longer present or is in an inactive state, continue with step 6.

2. Check to see if there are DEF/Adblue® level sensor fault codes present.

A. If no other faults are present, continue with step 3.

B. If other faults are present, correct these errors first. Verify original error has been corrected.
3. Check the DEF/Adblue® tank. Verify that the tank level is filled to the proper capacity.

A. If the tank level is full, continue with step 4.

B. If the level is empty or below capacity, fill the tank to the proper level.
4. Check DEF/Adblue® tank float. Verify the DEF/Adblue® float is not stuck or is obstructed by any foreign object.

A. If float moves freely, continue with step 5.

B. If float is stuck, clean any foreign object from around float.

NOTE: Verify the DEF/AdBlue® float moves freely through the entire empty to full range. If the float binds, replace
the DEF/AdBlue® tank level sensor.
5. Disconnect the DEF/AdBlue® tank level/temperature sensor connector. Measure the resistance of the DEF/Ad-
Blue® tank level/temperature sensor connector between pin 1 and pin 2. Measure the resistance at the full and
the empty positions.

The resistance should read approximately 16,000 Ω at the full position of the sensor.

The resistance should read approximately 100 Ω at the empty position of the sensor.

A. The DEF/AdBlue® tank level/temperature sensor failed the resistance test. Replace the DEF/AdBlue® tank
level/temperature sensor.

B. The DEF/AdBlue® tank level/temperature sensor passed the resistance test. Continue to step 6.
6. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

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

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E1953-02 (DTC A1)-CAN receive frame E2SCR - UREA quantity not

in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1953-07 (DTC A1)-CAN receive frame E2SCR - dosing status not

in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

A. If fault is still present and active, continue with Step 2.

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1953-09 (DTC A1)-CAN receive frame E2SCR - timeout

FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

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B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1953-10 (DTC A1)-CAN receive frame E2SCR - too many CAN

messages
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1953-12 (DTC A1)-CAN receive frame E2SCR - heating status not

in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1955-02 (DTC A3)-CAN receive frame EEC1 - engine torque not

in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1955-07 (DTC A3)-CAN receive frame EEC1 - engine speed not

in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1955-09 (DTC A3)-CAN receive frame EEC1 - timeout

FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

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 Electrical systems - FAULT CODES

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1955-10 (DTC A3)-CAN receive frame EEC1 - too many CAN

messages
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1955-12 (DTC A3)-CAN receive frame EEC1 - torque driver demand

not in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1956-02 (DTC A4)-CAN receive frame ET1 - oil temperature not

in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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 Electrical systems - FAULT CODES

E1956-09 (DTC A4)-CAN receive frame ET1 - timeout

FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

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 Electrical systems - FAULT CODES

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1956-10 (DTC A4)-CAN receive frame ET1 - too many CAN

messages
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1956-12 (DTC A4)-CAN receive frame ET1 - water temperature

not in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1962-02 (DTC AA)-DEF/AdBlue® tank level sensor

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed the level of DEF/AdBlue® has dropped below a predetermined
level. If the signal is lower than 0.2 V for 0.5 s this fault will occur.

Cause:
There is an short circuit in the DEF/AdBlue® heated tank temperature/level sensor circuit.

Possible failure modes:

1. A faulty DEF/AdBlue® heated tank temperature/level sensor.

2. A faulty wiring harness or connection.
3. A faulty DCU.

Solution:

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

A. If the fault is still present and active, continue with Step 2.

B. If the fault is no longer present or is in an inactive state, continue with Step 5.

2. Disconnect the wiring harness from the DEF/AdBlue® heated tank temperature/level sensor at connector X-397.
Measure the resistance on the sensor from X-397 pin 3 to X-397 pin 2. There should be approximately

Temperature Resistance
(Approximately)
-55 °C (-67.0 °F) 59975 Ω
-50 °C (-58.0 °F) 43010 Ω
-45 °C (-49.0 °F) 31243 Ω
-40 °C (-40.0 °F) 22973 Ω
-35 °C (-31.0 °F) 17088 Ω
-30 °C (-22.0 °F) 12850 Ω
-25 °C (-13.0 °F) 9764 Ω
-20 °C (-4.0 °F) 7492 Ω
-15 °C (5.0 °F) 5803 Ω
-10 °C (14.0 °F) 4534 Ω
-5 °C (23.0 °F) 3573 Ω
0 °C (32.0 °F) 2838 Ω
5 °C (41.0 °F) 2272 Ω
10 °C (50.0 °F) 1832 Ω
15 °C (59.0 °F) 1487 Ω
20 °C (68.0 °F) 1215 Ω
25 °C (77.0 °F) 1000 Ω
30 °C (86.0 °F) 827 Ω
35 °C (95.0 °F) 688 Ω
40 °C (104.0 °F) 576 Ω
45 °C (113.0 °F) 484 Ω
50 °C (122.0 °F) 409 Ω
55 °C (131.0 °F) 347 Ω
60 °C (140.0 °F) 295 Ω
65 °C (149.0 °F) 252 Ω

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 Electrical systems - FAULT CODES

70 °C (158.0 °F) 216 Ω

75 °C (167.0 °F) 186 Ω
80 °C (176.0 °F) 160 Ω
85 °C (185.0 °F) 139 Ω
90 °C (194.0 °F) 120 Ω
95 °C (203.0 °F) 104 Ω
100 °C (212.0 °F) 91 Ω
105 °C (221.0 °F) 79 Ω
110 °C (230.0 °F) 70 Ω
115 °C (239.0 °F) 61 Ω
120 °C (248.0 °F) 54 Ω
125 °C (257.0 °F) 47 Ω
130 °C (266.0 °F) 42 Ω
135 °C (275.0 °F) 37 Ω
140 °C (284.0 °F) 32 Ω
145 °C (293.0 °F) 29 Ω
150 °C (302.0 °F) 25 Ω

A. If the resistance is within range, continue with Step 3.

B. If the resistance is infinite or 0.0 Ω the DEF/AdBlue® heated tank temperature/level sensor has failed. Replace
the DEF/AdBlue® heated tank temperature/level sensor.
3. Disconnect the wiring harness from the DEF/AdBlue® heated tank temperature/level sensor connector X-397.
Measure the resistance of the level sensor from X-397 pin 1 to X-397 pin 2. There should be approximately 90 -
100 Ω when the tank is empty, and 16000 - 16200 Ω when the tank is full.

A. If the resistance is within range, continue with Step 4.

B. If the resistance is infinite or 0.0 Ω the DEF/AdBlue® heated tank temperature/level sensor has failed. Replace
the DEF/AdBlue® heated tank temperature/level sensor.
4. Disconnect the wiring harness from the DCU, connector X-696. Test the wiring harness from the harness side of
the sensor connector X-397 to the DCU harness side of the connector X-696. Refer to product service manual for
testing procedure.

A. If wiring harness test is good, the DCU has failed. Replace the DCU.

B. If the wiring harness test fails, find and replace faulty wiring.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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 Electrical systems - FAULT CODES

E1962-03 (DTC AA)-DEF/AdBlue® tank level sensor

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed the level of DEF/AdBlue® has dropped below a predetermined
level. If the signal is lower than 0.2 V for 0.5 s this fault will occur.

Cause:
There is an short circuit in the DEF/AdBlue® heated tank temperature/level sensor circuit.

Possible failure modes:

1. A faulty DEF/AdBlue® heated tank temperature/level sensor.

2. A faulty wiring harness or connection.
3. A faulty DCU.

Solution:

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

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

B. If the fault is no longer present or is in an inactive state, continue with step 5.

2. Disconnect the wiring harness from the DEF/AdBlue® heated tank temperature/level sensor connector X-397.
Measure the resistance on the sensor from X-397 pin 3 to X-397 pin 2. There should be approximately

Temperature Resistance
(Approximately)
-55 °C (-67.0 °F) 59975 Ω
-50 °C (-58.0 °F) 43010 Ω
-45 °C (-49.0 °F) 31243 Ω
-40 °C (-40.0 °F) 22973 Ω
-35 °C (-31.0 °F) 17088 Ω
-30 °C (-22.0 °F) 12850 Ω
-25 °C (-13.0 °F) 9764 Ω
-20 °C (-4.0 °F) 7492 Ω
-15 °C (5.0 °F) 5803 Ω
-10 °C (14.0 °F) 4534 Ω
-5 °C (23.0 °F) 3573 Ω
0 °C (32.0 °F) 2838 Ω
5 °C (41.0 °F) 2272 Ω
10 °C (50.0 °F) 1832 Ω
15 °C (59.0 °F) 1487 Ω
20 °C (68.0 °F) 1215 Ω
25 °C (77.0 °F) 1000 Ω
30 °C (86.0 °F) 827 Ω
35 °C (95.0 °F) 688 Ω
40 °C (104.0 °F) 576 Ω
45 °C (113.0 °F) 484 Ω
50 °C (122.0 °F) 409 Ω
55 °C (131.0 °F) 347 Ω
60 °C (140.0 °F) 295 Ω
65 °C (149.0 °F) 252 Ω

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 Electrical systems - FAULT CODES

70 °C (158.0 °F) 216 Ω

75 °C (167.0 °F) 186 Ω
80 °C (176.0 °F) 160 Ω
85 °C (185.0 °F) 139 Ω
90 °C (194.0 °F) 120 Ω
95 °C (203.0 °F) 104 Ω
100 °C (212.0 °F) 91 Ω
105 °C (221.0 °F) 79 Ω
110 °C (230.0 °F) 70 Ω
115 °C (239.0 °F) 61 Ω
120 °C (248.0 °F) 54 Ω
125 °C (257.0 °F) 47 Ω
130 °C (266.0 °F) 42 Ω
135 °C (275.0 °F) 37 Ω
140 °C (284.0 °F) 32 Ω
145 °C (293.0 °F) 29 Ω
150 °C (302.0 °F) 25 Ω

A. If the resistance is within range, continue with step 3.

B. If the resistance is infinite or 0.0 Ω the DEF/AdBlue® heated tank temperature/level sensor has failed. Replace
the DEF/AdBlue® heated tank temperature/level sensor.
3. Disconnect the wiring harness from the DEF/AdBlue® heated tank temperature/level sensor X-397. Measure the
resistance of the level sensor from X-397 pin 1 to X-397 pin 2. There should be approximately 90 - 100 Ω when
the tank is empty, and 16000 - 16200 Ω when the tank is full.

A. If the resistance is within range, continue with step 4.

B. If the resistance is infinite or 0.0 Ω the DEF/AdBlue® heated tank temperature/level sensor has failed. Replace
the DEF/AdBlue® heated tank temperature/level sensor.
4. Disconnect the wiring harness from the DCU, connector X-696. Test the wiring harness from the harness side of
the sensor connector X-397 to the DCU harness side of the connector X-696. Refer to product service manual for
testing procedure.

A. If wiring harness test is good, the DCU has failed. Replace the DCU.

B. If the wiring harness test fails, find and replace faulty wiring.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E1962-04 (DTC AA)-DEF/AdBlue® tank level sensor

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed the level of DEF/AdBlue® has dropped below a predetermined
level. If the signal is lower than 0.2 V for 0.5 s this fault will occur.

Cause:
There is an short circuit in the DEF/AdBlue® heated tank temperature/level sensor circuit.

Possible failure modes:

1. A faulty DEF/AdBlue® heated tank temperature/level sensor.

2. A faulty wiring harness or connection.
3. A faulty DCU.

Solution:

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

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

B. If the fault is no longer present or is in an inactive state, continue with step 5.

2. Disconnect the wiring harness from the DEF/AdBlue® heated tank temperature/level sensor connector X-397.
Measure the resistance on the sensor from X-397 pin 3 to X-397 pin 2. There should be approximately

Temperature Resistance
(Approximately)
-55 °C (-67.0 °F) 59975 Ω
-50 °C (-58.0 °F) 43010 Ω
-45 °C (-49.0 °F) 31243 Ω
-40 °C (-40.0 °F) 22973 Ω
-35 °C (-31.0 °F) 17088 Ω
-30 °C (-22.0 °F) 12850 Ω
-25 °C (-13.0 °F) 9764 Ω
-20 °C (-4.0 °F) 7492 Ω
-15 °C (5.0 °F) 5803 Ω
-10 °C (14.0 °F) 4534 Ω
-5 °C (23.0 °F) 3573 Ω
0 °C (32.0 °F) 2838 Ω
5 °C (41.0 °F) 2272 Ω
10 °C (50.0 °F) 1832 Ω
15 °C (59.0 °F) 1487 Ω
20 °C (68.0 °F) 1215 Ω
25 °C (77.0 °F) 1000 Ω
30 °C (86.0 °F) 827 Ω
35 °C (95.0 °F) 688 Ω
40 °C (104.0 °F) 576 Ω
45 °C (113.0 °F) 484 Ω
50 °C (122.0 °F) 409 Ω
55 °C (131.0 °F) 347 Ω
60 °C (140.0 °F) 295 Ω
65 °C (149.0 °F) 252 Ω

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 Electrical systems - FAULT CODES

70 °C (158.0 °F) 216 Ω

75 °C (167.0 °F) 186 Ω
80 °C (176.0 °F) 160 Ω
85 °C (185.0 °F) 139 Ω
90 °C (194.0 °F) 120 Ω
95 °C (203.0 °F) 104 Ω
100 °C (212.0 °F) 91 Ω
105 °C (221.0 °F) 79 Ω
110 °C (230.0 °F) 70 Ω
115 °C (239.0 °F) 61 Ω
120 °C (248.0 °F) 54 Ω
125 °C (257.0 °F) 47 Ω
130 °C (266.0 °F) 42 Ω
135 °C (275.0 °F) 37 Ω
140 °C (284.0 °F) 32 Ω
145 °C (293.0 °F) 29 Ω
150 °C (302.0 °F) 25 Ω

A. If the resistance is within range, continue with step 3.

B. If the resistance is infinite or 0.0 Ω the DEF/AdBlue® heated tank temperature/level sensor has failed. Replace
the DEF/AdBlue® heated tank temperature/level sensor.
3. Disconnect the wiring harness from the DEF/AdBlue® heated tank temperature/level sensor X-397. Measure the
resistance of the level sensor from X-397 pin 1 to X-397 pin 2. There should be approximately 90 - 100 Ω when
the tank is empty, and 16000 - 16200 Ω when the tank is full.

A. If the resistance is within range, continue with step 4.

B. If the resistance is infinite or 0.0 Ω the DEF/AdBlue® heated tank temperature/level sensor has failed. Replace
the DEF/AdBlue® heated tank temperature/level sensor.
4. Disconnect the wiring harness from the DCU, connector X-696. Test the wiring harness from the harness side of
the sensor connector X-397 to the DCU harness side of the connector X-696. Refer to product service manual for
testing procedure.

A. If wiring harness test is good, the DCU has failed. Replace the DCU.

B. If the wiring harness test fails, find and replace faulty wiring.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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 Electrical systems - FAULT CODES

E1969-02 (DTC B1)-Check CAN signal ambient temperature -

ambient air temperature not in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1969-09 (DTC B1)-Check CAN signal ambient temperature -

timeout
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1969-10 (DTC B1)-Check CAN signal ambient temperature - too

many CAN messages
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E1969-12 (DTC B1)-Check CAN signal ambient temperature -

barometric pressure not in range
FR450 NA
FR500 NA

Control Module : DCU

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is being
programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules and
retest the system.

Cause:
The Dosing Control Unit (DCU) A-006 CAN signal is not valid.

Possible failure modes:

1. CAN bus wiring

2. DCU problems.
3. ECU problems.

Solution:

1. Verify the fault is still present and in an active state.

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

B. If the fault is no longer present or inactive, continue with Step 5.

NOTE: It is normal to log this Controller Area Network (CAN) fault code while the Dosing Control Unit (DCU) is
being programmed. In this case, ignore this CAN fault code. Clear the fault codes from the ECU and DCU modules
and retest the system.
2. Inspect the wiring and connectors.

Verify all the DCU connectors are not damaged and are properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.
Replace the connectors if the locks are broken.

A. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).

B. If there is no damage and the connectors are properly connected, continue to Step 3.
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. All of the expected voltage measurements are not present, repair/replace the circuit to the DCU connector.

B. All of the expected voltage measurements are present, continue to Step 4.

4. Measure the resistance of the CAN bus circuit. Use a multi-meter to measure the resistance from connector X-696
pin 7, wire ENT-085D (YE) to X-696 pin 8, wire ENT-084D (GN). There should be 55 - 66 Ω.

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 Electrical systems - FAULT CODES

A. If the CAN bus reading is 120 Ω, a terminating resistor is missing or the CAN bus wiring is damaged. Replace
the missing terminator or damaged CAN bus wiring.

B. If the CAN bus reading is open, locate and repair the damaged wiring or open (disconnected) connector.

C. CAN bus readings are correct, verify the condition of the DCU.
NOTE: The ECU has an internal terminating resistor. The DCU does not have an internal terminating resistor.
NOTE: If multiple CAN codes have been logged, check the entire CAN bus circuit.
5. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)
Wiring harnesses - Electrical schematic sheet 35 - CAN communication (55.100.DP-C.20.E.35)
Wiring harnesses - Electrical schematic sheet 44 - Cursor engine (55.100.DP-C.20.E.44)

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E2001-02 (DTC D1)-EEPROM / Checksum failures

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Module (DCU) A-006 has suffered from a detection error. This error indicates a defect in the
dataset that is presently loaded in the DCU. If this error is present and active, reload the software dataset. If this error
then reoccurs, replace the DCU.

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E2001-07 (DTC D1)-EEPROM / Checksum failures

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has an internal cycle counter to check if the afterrun is correctly finished. This
cycle counter data is then stored in the EEPROM memory. This error indicates the DCU has attempted to store this
data in a protected area of memory. If this error is present and active, first verify the DCU and other components have
not been tampered with and reload the software. If this error reoccurs replace the DCU.

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E2001-08 (DTC D1)-EEPROM / Checksum failures

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 memory in EEPROM is not correct or a SPI communication error has occurred.
This error indicates an internal DCU error. If this error is present and active, ensure all electrical connectors are secure
and reload the DCU software. If this error reoccurs, replace the DCU.

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E2001-12 (DTC D1)-EEPROM / Checksum failures

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has and internal error in software. If the code is present and active, reload the
software. If this error reoccurs, replace the DCU.

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E2001-13 (DTC D1)-EEPROM / Checksum failures

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has the incorrect EEPROM installed. This error would only occur during initial
startup when the DCU has previously been replaced. Replace the DCU.

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E2002-02 (DTC D2)-Dosing Control Unit (DCU) key switch signal

terminal 15 - Data incorrect
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 did not experience a normal switch ON.

Cause:
The digital input for the ignition being turning ON is not sensed during initialization.

Possible failure modes:

1. Faulty wiring or connection.

2. Faulty DCU.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Inspect the wiring harness and connectors.

Verify the wiring harness from the power distribution system to the DCU is not damaged and connections are
properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.

A. If there is no damage and the connectors are properly connected, continue to Step 3.

B. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).
3. Check for the 24 V input to the DCU.

Place the ignition switch OFF.

Disconnect the wiring harness from the DCU. connector X-696.

Place the ignition switch ON.

Use a multimeter to check for voltage on the wiring harness side of the DCU connector X-696 pin 24, wire ENT-
1402 (BR) to chassis ground.

There should be approximately 20 - 28 V.

A. If the voltage is incorrect, check the wiring harness and power supply to the DCU.

B. If the voltage is correct, try reloading the DCU software. If the fault is still present, replace the DCU.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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 Electrical systems - FAULT CODES

E2003-03 (DTC D3)-Dosing Control Unit (DCU) 24 volt power is

removed prior to completing DEF/AdBlue® purge cycle at key OFF
- Main relay shut off too late
FR450 NA
FR500 NA

Control Module : DCU

NOTE: If the main relay is stuck ON, and the system does not shut down, the battery will drain.

Context:
When the machine is shutdown, the afterrun cycle will supply power until the DEF/Adblue® purge cycle is finish.

Cause:
The system has not shut down within 2 s.

Possible failure modes:

1. Faulty wiring.
2. Faulty Dosing Control Unit (DCU).

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Inspect the wiring harness and connectors.

Verify the wiring harness from the power distribution system to the DCU is not damaged and connections are
properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.

A. If there is no damage and the connectors are properly connected, continue to Step 3.

B. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Place the ignition switch ON.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. The voltage is incorrect, repair/replace the supply power wiring to the DCU. Test the system for proper oper-
ation.

B. If the voltage is correct, try reloading the DCU software. If the fault is still present, replace the DCU.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2003-04 (DTC D3)-Dosing Control Unit (DCU) 24 volt power is

removed prior to completing DEF/AdBlue® purge cycle at key OFF
- Low voltage
FR450 NA
FR500 NA

Control Module : DCU

Context:
When the machine is shutdown, the afterrun cycle will supply power until the DEF/Adblue® purge cycle is finish.

Cause:
Monitoring of the internal voltage is out of range, below limit.

Possible failure modes:

1. Faulty wiring.
2. Faulty Dosing Control Unit (DCU).

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Inspect the wiring harness and connectors.

Verify the wiring harness from the power distribution system to the DCU is not damaged and connections are
properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.

A. If there is no damage and the connectors are properly connected, continue to Step 3.

B. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Place the ignition switch ON.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. The voltage is incorrect, repair/replace the supply power wiring to the DCU. Test the system for proper oper-
ation.

B. If the voltage is correct, try reloading the DCU software. If the fault is still present, replace the DCU.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2003-05 (DTC D3)-Dosing Control Unit (DCU) 24 volt power is

removed prior to completing DEF/AdBlue® purge cycle at key OFF
- Open circuit
FR450 NA
FR500 NA

Control Module : DCU

Context:
When the machine is shutdown, the afterrun cycle will supply power until the DEF/Adblue® purge cycle is finish.

Cause:
Monitoring of the internal voltage is out of range, below limit.

Possible failure modes:

1. Faulty wiring.
2. Faulty Dosing Control Unit (DCU).

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Inspect the wiring harness and connectors.

Verify the wiring harness from the power distribution system to the DCU is not damaged and connections are
properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.

A. If there is no damage and the connectors are properly connected, continue to Step 3.

B. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Place the ignition switch ON.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. The voltage is incorrect, repair/replace the supply power wiring to the DCU. Test the system for proper oper-
ation.

B. If the voltage is correct, try reloading the DCU software. If the fault is still present, replace the DCU.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2003-06 (DTC D3)-Dosing Control Unit (DCU) 24 volt power is

removed prior to completing DEF/AdBlue® purge cycle at key OFF
- Signal incorrect
FR450 NA
FR500 NA

Control Module : DCU

Context:
When the machine is shutdown, the afterrun cycle will supply power until the DEF/Adblue® purge cycle is finish.

Cause:
The afterrun cycle shutdown too early.

Possible failure modes:

1. Faulty wiring.
2. Faulty Dosing Control Unit.

Solution:

1. Verify fault is present and in an active state.

A. If the fault is active, continue with Step 2.

B. If the fault is inactive or not present, the fault may have been intermittent. Check for an intermittent fault.
2. Inspect the wiring harness and connectors.

Verify the wiring harness from the power distribution system to the DCU is not damaged and connections are
properly connected.

Verify the connector locks are not broken and securely hold the connectors in a connected and locked position.

A. If there is no damage and the connectors are properly connected, continue to Step 3.

B. If damaged wiring is found, repair the damaged wiring. Retest the circuit(s).
3. Check the DCU connector for proper operation of the power supply and ground circuits.

Disconnect the harness from the DCU at connector X-696.

Place the ignition switch ON.

Measure the voltage from DCU connector X-696 pin 3, wire ENT-888 (BR) to X-696 pin 14, wire ENT-884 (BK).
The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 4, wire ENT-889 (BR) to X-696 pin 15, wire ENT-885
(BK). The meter should read between 20–28 V.

Measure the voltage from the DCU connector X-696 pin 24, wire ENT-1402 (BR) and chassis ground. The meter
should read between 20–28 V.

A. The voltage is incorrect, repair/replace the supply power wiring to the DCU. Test the system for proper oper-
ation.

B. If the voltage is correct, try reloading the DCU software. If the fault is still present, replace the DCU.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2004-07 (DTC D4)-Too high UREA Temperature in Pump module

(Emergency shut off)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has sensed a tank temperature of greater than 85 °C (185 °F) for more than
10 s. Check for faults associated with the Coolant control valve and diagnose any active faults. Ensure all DEF /
AdBlue ® system heaters (where equipped) are functioning properly and not constantly on. If all heaters are working
properly, flash or replace the DCU

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E2019-12 (DTC E3)-Urea pressure sensor plausibility error (checked

during system startup)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected an invalid DEF/AdBlue® pressure sensor reading. This code will
only occur when the previous afterrun cycle has been completed fully and de-freezing mode is not active. This may
be the result of a clogged DEF/AdBlue® lines or a failure of the Dosing module. Check for other fault codes and
diagnose them to see if those faults are causing this one. If no other faults are present, Ensure all connectors are
secured properly on the DCU, all lines are in operable condition and the system is not frozen. Reset this fault code
and continue normal operation. If this fault does not reset or reoccurs, replace the DCU.

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E2020-07 (DTC E4)-Diesel Exhaust Fluid (DEF)/AdBlue® box

temperature sensor plausibility error - Bad intelligent device
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a difference in engine temperature, ambient temperature, and
internal DCU temperature.

Cause:
There is an implausible temperature signal.

Possible failure modes:

1. Faulty DCU.

Solution:

1. Verify the fault is present.

A. If the fault is present, continue with step 2.

B. If the fault is not present, the fault may be intermittent. If no intermittent faults are present, clear the fault code.
Return machine to service.
2. Check the DCU temperature.

Use the Electronic Service Tool (EST) to check the internal temperature of the DCU.

Use a thermometer to check the ambient temperature of the DCU.

Compare the results.

A. If the difference is lower than 10 °C (50.0 °F) the internal sensor is good. The DCU might have been over-
heated.

B. If the difference is greater than 10 °C (50.0 °F), the internal sensor has failed. Verify the condition of the DCU.

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E2021-07 (DTC E5)-Urea tank temperature sensor plausibility error

(dynamic / static)
FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected a difference of engine temperature to ambient temperature at
start up is less than 72 °F, and the engine was previously running above 350 RPM for over 3 min.

Cause:
The AdBlue™/Def temperature sensor is out of range.

Possible failure modes:

1. Faulty sensor
2. Sensor missing

Solution:

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

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

B. If the error is no longer present or is in an inactive state, continue with step 4.

2. Check to see if AdBlue™/Def temperature sensor errors are present. Use the Electronic Service Tool (EST) to
verify if errors are present.

A. If no other errors are present, continue with step 3.

B. If errors are present, correct these errors first. Verify original error has been corrected.
3. Check tank sensor. Disconnect the wiring harness from the sensor X-397. Use a multi-meter to measure the
resistance of the level sensor from X-397 pin 2 to X-397 pin 3.

-30 °C (-22.0 °F) 12850 Ω

-20 °C (-4.0 °F) 7500 Ω
0 °C (32.0 °F) 2800 Ω
20 °C (68.0 °F) 1215 Ω
30 °C (86.0 °F) 825 Ω
50 °C (122.0 °F) 410 Ω

A. If the resistance is incorrect, replace the sensor.

B. If the resistance is good, check wiring harness. Repair or replace wiring harness as needed.
4. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

A. If damage is found or other than normal display readings are indicated, repair the damage discovered during
the inspection or locate and repair the other than normal display condition and verify that the error has been
resolved.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2022-00 (DTC E6)-Diesel Exhaust Fluid (DEF)/AdBlue® tank

temperature sensor - Valid above normal
FR450 NA
FR500 NA

Control Module : DCU

NOTE: This fault can occur due to the Diesel Exhaust Fluid (DEF)/AdBlue® being frozen.

Context:
The Dosing Control Unit (DCU) A-006 has detected the Diesel Exhaust Fluid (DEF)/AdBlue® tank level/temperature
and DCU temperature are not in agreement.

Possible failure modes:

1. DEF/AdBlue® tank level/temperature sensor is faulty.

2. Faulty electrical wiring.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

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

2. Check to see if other DEF/AdBlue® tank level/temperature sensor fault codes are present.

A. If there are other fault code(s) are present, correct these fault code(s).

B. If there are no other fault code(s) are present, continue with step 3.
3. Check the DEF/AdBlue® tank level/temperature sensor resistance. Disconnect DEF/AdBlue® tank level/tempera-
ture sensor connector X-397 from the harness. Use a multi-meter to measure the resistance of the DEF/AdBlue®
tank level/temperature sensor from X-397 pin 2 to X-397 pin 3. See expected resistance at given temperatures
in table below.

-30 °C (-22.0 °F) 12850 Ω

-20 °C (-4.0 °F) 7500 Ω
0 °C (32.0 °F) 2800 Ω
20 °C (68.0 °F) 1215 Ω
30 °C (86.0 °F) 825 Ω
50 °C (122.0 °F) 410 Ω

A. If resistance is correct continue with step 4.

B. If the resistance is not correct, replace the DEF/AdBlue® tank level/temperature sensor.
4. Check the DCU to DEF/AdBlue® tank level/temperature sensor wiring harness.

Check the resistance between the DCU connector X-696 pin 19, wire ENT-1445 (BL) and the DEF/AdBlue® tank
level/temperature sensor, connector X-397 pin 2, wire UT-1445 (BL).

Check the resistance between the DCU connector X-696 pin 29, wire ENT-1449 (YE) and the DEF/AdBlue® tank
level/temperature sensor, connector X-397 pin 3, wire UT-1449 (YE).

A. If the resistance is greater than 5 Ω, repair/replace the damaged wire.

B. If the resistance is less than 5 Ω, continue to step 5.

5. Check the DCU harness connector X-696 pin 19, wire ENT-1445 (BL) for continuity to chassis ground.

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Check the DCU harness connector X-696 pin 29, wire ENT-1449 (YE) for continuity to chassis ground.

Check the DCU harness connector X-696 pin 19, wire ENT-1445 (BL) for continuity to X-696 pin 29, wire ENT-
1449 (YE).

A. If there is continuity on any of these circuits, repair/replace the wiring harness.

B. If there is no continuity on any of these circuits, continue to step 6.

6. Update the software in the DCU.

A. Update the software to the current level of software. Test the system to verify proper operation. Return the
machine to operation.

B. If the fault code reoccurs, replace the DCU.

7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2022-01 (DTC E6)-Diesel Exhaust Fluid (DEF)/AdBlue® tank

temperature sensor - Valid below normal
FR450 NA
FR500 NA

Control Module : DCU

NOTE: This fault can occur due to the Diesel Exhaust Fluid (DEF)/AdBlue® being frozen.

Context:
The Dosing Control Unit (DCU) A-006 has detected the Diesel Exhaust Fluid (DEF)/AdBlue® tank level/temperature
and DCU temperature are not in agreement.

Possible failure modes:

1. DEF/AdBlue® tank level/temperature sensor is faulty.

2. Faulty electrical wiring.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

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

2. Check to see if other DEF/AdBlue® tank level/temperature sensor fault codes are present.

A. If there are other fault code(s) are present, correct these fault code(s).

B. If there are no other fault code(s) are present, continue with step 3.
3. Check the DEF/AdBlue® tank level/temperature sensor resistance. Disconnect DEF/AdBlue® tank level/tempera-
ture sensor connector X-397 from the harness. Use a multi-meter to measure the resistance of the DEF/AdBlue®
tank level/temperature sensor from X-397 pin 2 to X-397 pin 3. See expected resistance at given temperatures
in table below.

-30 °C (-22.0 °F) 12850 Ω

-20 °C (-4.0 °F) 7500 Ω
0 °C (32.0 °F) 2800 Ω
20 °C (68.0 °F) 1215 Ω
30 °C (86.0 °F) 825 Ω
50 °C (122.0 °F) 410 Ω

A. If resistance is correct continue with step 4.

B. If the resistance is not correct, replace the DEF/AdBlue® tank level/temperature sensor.
4. Check the DCU to DEF/AdBlue® tank level/temperature sensor wiring harness.

Check the resistance between the DCU connector X-696 pin 19, wire ENT-1445 (BL) and the DEF/AdBlue® tank
level/temperature sensor, connector X-397 pin 2, wire UT-1445 (BL).

Check the resistance between the DCU connector X-696 pin 29, wire ENT-1449 (YE) and the DEF/AdBlue® tank
level/temperature sensor, connector X-397 pin 3, wire UT-1449 (YE).

A. If the resistance is greater than 5 Ω, repair/replace the damaged wire.

B. If the resistance is less than 5 Ω, continue to step 5.

5. Check the DCU harness connector X-696 pin 19, wire ENT-1445 (BL) for continuity to chassis ground.

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Check the DCU harness connector X-696 pin 29, wire ENT-1449 (YE) for continuity to chassis ground.

Check the DCU harness connector X-696 pin 19, wire ENT-1445 (BL) for continuity to X-696 pin 29, wire ENT-
1449 (YE).

A. If there is continuity on any of these circuits, repair/replace the wiring harness.

B. If there is no continuity on any of these circuits, continue to step 6.

6. Update the software in the DCU.

A. Update the software to the current level of software. Test the system to verify proper operation. Return the
machine to operation.

B. If the fault code reoccurs, replace the DCU.

7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2022-03 (DTC E6)-DEF/AdBlue® tank level/temperature sensor

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected the DEF/AdBlue® tank temperature and DCU temperature are
not in agreement.

Possible failure modes:

1. DEF/AdBlue® tank level/temperature sensor is faulty.

2. Faulty electrical wiring.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

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

2. Check to see if other DEF/AdBlue® tank level/temperature sensor fault codes are present.

A. If there are other fault code(s) are present, correct these fault code(s).

B. If there are no other fault code(s) are present, continue with step 3.
3. Check the DEF/AdBlue® level/temperature sensor resistance. Disconnect DEF/AdBlue® tank level/temperature
sensor connector X-397 from the harness. Use a multi-meter to measure the resistance of the DEF/AdBlue® tank
level/temperature sensor from X-397 pin 2 to X-397 pin 3. See expected resistance at given temperatures in table
below.

-30 °C (-22.0 °F) 12850 Ω

-20 °C (-4.0 °F) 7500 Ω
0 °C (32.0 °F) 2800 Ω
20 °C (68.0 °F) 1215 Ω
30 °C (86.0 °F) 825 Ω
50 °C (122.0 °F) 410 Ω

A. If resistance is correct continue with step 4.

B. If the resistance is not correct, replace the DEF/AdBlue® tank level/temperature sensor.
4. Check the DCU to DEF/AdBlue® tank level/temperature sensor wiring harness.

Check the resistance between the DCU connector X-696 pin 19, wire ENT-1445 (BL) and the DEF/AdBlue® tank
level/temperature sensor, connector X-397 pin 2, wire UT-1445 (BL).

Check the resistance between the DCU connector X-696 pin 29, wire ENT-1449 (YE) and the DEF/AdBlue® tank
level/temperature sensor, connector X-397 pin 3, wire UT-1449 (YE).

A. If the resistance is greater than 5 Ω, repair/replace the damaged wire.

B. If the resistance is less than 5 Ω, continue to step 5.

5. Check the DCU harness connector X-696 pin 19, wire ENT-1445 (BL) for continuity to chassis ground.

Check the DCU harness connector X-696 pin 29, wire ENT-1449 (YE) for continuity to chassis ground.

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Check the DCU harness connector X-696 pin 19, wire ENT-1445 (BL) for continuity to X-696 pin 29, wire ENT-
1449 (YE).

A. If there is continuity on any of these circuits, repair/replace the wiring harness.

B. If there is no continuity on any of these circuits, continue to step 6.

6. Update the software in the DCU.

A. Update the software to the current level of software. Test the system to verify proper operation. Return the
machine to operation.

B. If the fault code reoccurs, replace the DCU.

7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2022-04 (DTC E6)-DEF/AdBlue® tank level/temperature sensor

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected the DEF/AdBlue® tank level/temperature and DCU temperature
are not in agreement.

Possible failure modes:

1. DEF/AdBlue® tank level/temperature sensor is faulty.

2. Faulty electrical wiring.
3. The DCU is faulty.

Solution:

1. Verify the fault is still present and in an active state.

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

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

2. Check to see if other DEF/AdBlue® tank level/temperature sensor fault codes are present.

A. If there are other fault code(s) are present, correct these fault code(s).

B. If there are no other fault code(s) are present, continue with step 3.
3. Check the DEF/AdBlue® tank level/temperature sensor resistance. Disconnect DEF/AdBlue® tank level/tempera-
ture sensor connector X-397 from the harness. Use a multi-meter to measure the resistance of the DEF/AdBlue®
tank level/temperature sensor from X-397 pin 2 to X-397 pin 3. See expected resistance at given temperatures
in table below.

-30 °C (-22.0 °F) 12850 Ω

-20 °C (-4.0 °F) 7500 Ω
0 °C (32.0 °F) 2800 Ω
20 °C (68.0 °F) 1215 Ω
30 °C (86.0 °F) 825 Ω
50 °C (122.0 °F) 410 Ω

A. If resistance is correct continue with step 4.

B. If the resistance is not correct, replace the DEF/AdBlue® tank level/temperature sensor.
4. Check the DCU to DEF/AdBlue® tank level/temperature sensor wiring harness.

Check the resistance between the DCU connector X-696 pin 19, wire ENT-1445 (BL) and the DEF/AdBlue® tank
level/temperature sensor, connector X-397 pin 2, wire UT-1445 (BL).

Check the resistance between the DCU connector X-696 pin 29, wire ENT-1449 (YE) and the DEF/AdBlue® tank
level/temperature sensor, connector X-397 pin 3, wire UT-1449 (YE).

A. If the resistance is greater than 5 Ω, repair/replace the damaged wire.

B. If the resistance is less than 5 Ω, continue to step 5.

5. Check the DCU harness connector X-696 pin 19, wire ENT-1445 (BL) for continuity to chassis ground.

Check the DCU harness connector X-696 pin 29, wire ENT-1449 (YE) for continuity to chassis ground.

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Check the DCU harness connector X-696 pin 19, wire ENT-1445 (BL) for continuity to X-696 pin 29, wire ENT-
1449 (YE).

A. If there is continuity on any of these circuits, repair/replace the wiring harness.

B. If there is no continuity on any of these circuits, continue to step 6.

6. Update the software in the DCU.

A. Update the software to the current level of software. Test the system to verify proper operation. Return the
machine to operation.

B. If the fault code reoccurs, replace the DCU.

7. Visually inspect the relevant harnesses and connectors for damage, bent or dislocated pins, corroded terminals
or broken wires. Verify that the connectors are fully installed. Flex the harnesses involved to reveal intermittent
breaks or shorts in the wiring concerned. Operate the machine while monitoring the Display.

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

B. If no damage or other than normal display readings are indicated, clear the fault code and continue operation.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2023-07 (DTC E7)-Back flow line clogged

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has generated this fault because it has sensed the back flow line is clogged.
This fault occurs when the DCU performs the a test and determines: DEF/AdBlue® pressure is greater than 345 kPa
(50 psi), pump speed greater than 300 RPM (300 RPM), downstream temperature is greater than 60 °C (140 °F),
and dosing is greater than 6 % (6 %) for 20 s (20 s). If these parameters are met, the Cooling valve is closed, the
DEF/AdBlue® pump is stopped and the dosing valve is fully opened and the pressure is rechecked by the DCU. If the
pressure is less than 30 kPa (4.35 psi), the back flow line is clogged. Ensure the lines are open and free flowing. If
the lines are free of blockage, replace the DCU.

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E2024-02 (DTC E8)-Urea pressure not reduced during start up

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected at start up, after opening the reverting valve for 40 s, AdBlue®/Def
pressure is less than 150 kPa. First check that pressure and back flow line are not frozen or clogged. If all lines are
open and in proper operation, the DCU has failed. Replace the DCU.

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 Electrical systems - FAULT CODES

E2026-07 (DTC EA)-Pressure line blocked

FR450 NA
FR500 NA

Control Module : DCU

NOTE: After the repair for this fault code has been completed, the code will still be present and active until it has been
determined that the selective catalytic reduction (SCR) system is operating properly. The engine must be brought
to normal operating temperature and run under load until the fault clears. If the code is still present and active after
running the engine for 30 minutes, further diagnostics is necessary.

Context:
The Dosing Control Unit (DCU) A-006 has generated this fault because it has sensed the pressure line is clogged.
This fault occurs when the DCU performs the a test and determines: DEF/AdBlue® pressure is greater than 345 kPa
(50 psi), pump speed greater than 300 RPM (300 RPM), downstream temperature is greater than 60 °C (140 °F),
and dosing is greater than 6 % (6 %) for 20 s (20 s). If these parameters are met, the cooling valve is closed, the
DEF/AdBlue® pump is stopped and the dosing valve is fully opened and the pressure is rechecked by the DCU. If
the pressure is greater than 345 kPa (50 psi), the pressure line clog is verified. Remove clog from pressure line to
correct this fault.

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 Electrical systems - FAULT CODES

E2027-01 (DTC EB)-Low UREA level 1 (warning)

FR450 NA
FR500 NA

Control Module : DCU

NOTE: This fault code will be triggered under normal operation when the urea level is below 10 % and the display
warnings are activated. If this occurs under actual low DEF/AdBlue® level, refill DEF/AdBlue® tank and the fault does
not need to be diagnosed. The DEF/AdBlue® level display requires 1 min to detect the current DEF/AdBlue® level
and to deactivate the fault code.

NOTE: This fault code will be triggered when the DEF/AdBlue® tank level sending unit wiring harness/circuit is open
or the connector is disconnected.

Context:
The Dosing Control Unit (DCU) A-006 has detected low DEF/AdBlue® level. This error occurs when the DEF/AdBlue®
fluid level is too low or level sensor has faults present.

Solution:

1. Check the DEF/AdBlue® tank level. The DEF/AdBlue® level display requires 2 min to detect the current DEF/
AdBlue® level and to deactivate the fault code.

A. The DEF/AdBlue® tank is low. Fill the DEF/AdBlue® tank to the proper level. Verify proper operation, clear
the fault code. Return the machine to operation.

B. The DEF/AdBlue® is filled to the proper level. Continue to Step 2.

2. Ensure the DEF/AdBlue® tank level/temperature sensor is connected properly.

A. The connector is disconnected. Connect the wiring harness connectors. Verify the connector locks are not
damaged. Test the system to verify proper operation. Return the machine to operation.

B. The connectors are connected. Continue to Step 3.

3. Disconnect the DEF/AdBlue® tank level/temperature sensor connector X-397. Measure the resistance of the DEF/
AdBlue® tank level/temperature sensor connector between X-397 pin 1 and X-397 pin 2. Measure the resistance
at the full and the empty positions.

The resistance should read approximately 16,000 Ω at the full position of the sensor.

The resistance should read approximately 100 Ω at the empty position of the sensor.

A. The DEF/AdBlue® tank level/temperature sensor failed the resistance test. Replace the DEF/AdBlue® tank
level/temperature sensor.

B. The DEF/AdBlue® tank level/temperature sensor passed the resistance test. Continue to Step 4.

NOTE: Verify the DEF/AdBlue® float moves freely through the entire empty to full range. If the float binds, replace
the DEF/AdBlue® tank level sensor.
4. Measure the voltage at the harness side of the DEF/AdBlue® tank level/temperature sensor connector.

Check X-397 pin 1, wire UT-1444 (YE) to X-397 pin 2, wire UT-1445 (BL) for a 5 V signal at the harness side of
the DEF/AdBlue® tank level/temperature sensor connector.

A. The measure voltage is approximately 5 V. Continue to step 6.

B. The is no measured voltage at the connector. Continue to Step 5.

5. Inspect wiring from the DCU to the DEF/AdBlue® tank level sensor connector.

Check wiring from the DEF/AdBlue® tank level sensor connector X-397 pin 2, wire UT-1445 (BL) to the DCU
connector X-696 pin 19, wire ENT-1445 (BL) for continuity. If there is no continuity, repair/replace the damaged
wiring, terminal(s), or connector.

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Check wiring from the DEF/AdBlue® tank level sensor connector X-397 pin 1, wire UT-1444 (YE) to the DCU
connector X-696 pin 18, wire ENT-1444 (YE) for continuity. If there is no continuity, repair/replace the damaged
wiring, terminal(s), or connector.

The measure resistance should not exceed 0.2 Ω.

A. The measured resistance exceeds 0.2 Ω on either circuit. Repair/replace the damaged wiring.

B. The measure resistance does not exceed 0.2 Ω on either of the circuits. Continue to Step 6.
6. Verify the proper software level is installed in the DCU.

A. The incorrect software level is installed. Install the correct software level. Test the system for proper operation.

B. The correct software level is installed, replace the DCU. Install the current software level. Test the system to
verify repairs.
Wiring harnesses - Electrical schematic sheet 34 - Miscellaneous (55.100.DP-C.20.E.34)

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E2028-01 (DTC EC)-Low UREA Level 2 - empty UREA tank

FR450 NA
FR500 NA

Control Module : DCU

Context:
The Dosing Control Unit (DCU) A-006 has detected low DEF/AdBlue® level. This error occurs when the DEF/AdBlue®
fluid level is too low or level sensor has faults present. Ensure the heated level sensor is connected properly. Check
DEF/AdBlue® tank level is full. If fluid level is low, fill tank to proper capacity. Check for any other errors that may be
present. Correct those errors first, then recheck original error has been corrected. Ensure all connectors are secured
properly on the DCU and all lines are in operable condition. If the fault does not reset or reoccurs, replace the DCU.

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 Index

Electrical systems - 55

FAULT CODES - DTC

E0001-03- FCM1 key supply - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
E0002-03- FCM1 8V ref - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
E0002-04- FCM1 8V ref - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
E0003-03- FCM1 5V ref1 - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
E0003-04- FCM1 5V ref1 - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
E0004-03- FCM1 5V ref2 - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
E0004-04- FCM1 5V ref2 - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
E0006-04-Key supply switch - Shorted to a low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
E0007-04- Header up fender switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
E0008-04- Hazard switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
E0009-04- Left turn switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
E0010-04- Right turn switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
E0011-04- Header dn fender switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
E0012-03- Brake fluid level - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
E0013-03- Header brake indication - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
E0014-03- Header pump pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
E0015-03- Feedroll pump pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
E0016-03- Foot brake pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
E0017-03- Header pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
E0017-05- Header pressure - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
E0018-03- Back feedrolls opening - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
E0018-05- Back feedrolls opening - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
E0019-03-Header type extended - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
E0021-03- Chopperbody angle - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
E0021-05- Chopperbody angle - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
E0023-03- Right ground height - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
E0023-05- Right ground height - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
E0024-03- Header type - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
E0025-03- Left ground height - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
E0025-05- Left ground height - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
E0026-03- Header lateral tilt - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
E0026-05- Header lateral tilt - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
E0027-03- Header speed - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

(*) See content for specific models

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E0027-04- Header speed - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
E0027-05- Header speed - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
E0028-03- Metal detected - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
E0028-04- Metal detected - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
E0028-05- Metal detected - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
E0029-03- Cutterhead speed - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
E0029-04- Cutterhead speed - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
E0029-05- Cutterhead speed - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
E0032-03- Reel speed - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
E0032-04- Reel speed - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
E0032-05-Reel speed - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
E0033-03- Feedrolls speed - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
E0033-04- Feedrolls speed - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
E0033-05- Feedrolls speed - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
E0034-03- Stone door open position - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
E0034-04- Stone door open position - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
E0034-05- Stone door open position - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
E0035-03- Stone door home position - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
E0035-04- Stone door home position - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
E0035-05- Stone door home position - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
E0036-03- Stone door worn state - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
E0036-04- Stone door worn state - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
E0036-05- Stone door worn state - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
E0039-03- Feedroll pump oil temp - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
E0039-05- Feedroll pump oil temp - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
E0040-03- Header pump oil temp - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
E0040-05- Header pump oil temp - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
E0045-05- Trailer fl. indic. Light - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
E0045-06- Trailer fl. indic. Light - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
E0046-05- Backlighting relay - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
E0046-06- Backlighting relay - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
E0047-05- Rear worklights relay - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
E0047-06- Rear worklights relay - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
E0048-05- EMD stop valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
E0048-06- EMD stop valve - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
E0049-05- Stone door open valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
E0050-05- Stone door close valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
E0051-05- Grinding motor valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
E0052-05- Header accu valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
E0053-05- Power steer valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
E0054-05- Header cw valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
E0055-05- Steer safety valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164

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E0057-05- Header dn valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
E0058-05- Header up valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
E0059-05-Reel fw (forward) valve , Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
E0060-05- Chbody flowdiv valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
E0061-05- Header ccw valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
E0062-05-Reel rev (reverse) valve , Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
E0063-05-Header tilt flotation, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
E0064-05-Hydraulic concave door, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
E0077-05- Flasher lights left - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
E0077-06- Flasher lights left - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
E0078-05- Flasher lights right - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
E0078-06- Flasher lights right - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
E0083-05- Header pump - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
E0084-05- Feedrolls pump - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
E0086-05- Mech Reel/snapper plates - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
E0086-06- Mech Reel/snapper plates - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
E0087-05- Picking oiling motor - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
E0087-06- Picking oiling motor - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
E0088-05- Picking wheels valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
E0088-06- Picking wheels valve - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
E0089-14-Metal missed , Special instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
E0090-05- Header brake - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
E0090-06- Header brake - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
E0095-03-Fifth wheel - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
E0257-03- FCM2 key supply - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
E0258-03- FCM2 8V ref - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
E0258-04- FCM2 8V ref - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
E0259-03- FCM2 5V ref1 - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
E0259-04- FCM2 5V ref1 - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
E0260-03- FCM2 5V ref2 - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
E0260-04- FCM2 5V ref2 - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
E0262-04- Spout up footswitch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
E0263-04- Beacon lights switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
E0264-04- Engine cranking switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
E0266-04-Aircon clutch switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
E0267-04- Spout down footswitch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
E0268-03- Brake pads worn state - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
E0269-03-Fuel filter clogging - Shorted to a high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
E0270-03- Gndhydro pump pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
E0271-03- Radiator coolant level - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
E0272-03- Air filter state - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
E0273-03- Spout camera position - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224

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E0273-05- Spout camera position - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
E0274-03- Ground Hydro forward pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
E0274-05- Ground Hydro forward pressure - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
E0275-03- Ground Hydro reverse pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
E0275-05- Ground Hydro reverse pressure - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
E0278-03- Hydr. control pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
E0278-05- Hydr. control pressure - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
E0280-03- Spout flipper position - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
E0280-05- Spout flipper position - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
E0281-03- Spout up/dn position - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
E0281-05- Spout up/dn position - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
E0283-03- Spout pos 1 - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
E0283-04- Spout pos 1 - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
E0283-05- Spout pos 1 - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
E0284-03- Service door open state - shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
E0284-04- Service door open state - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
E0284-05- Service door open state - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
E0285-03- Spout home position - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
E0285-04- Spout home position - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
E0285-05- Spout home position - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
E0286-03-Machine speed , Voltage above normal or shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
E0286-04-Machine speed , Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
E0286-05-Machine speed , Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
E0287-03- Gear N state - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
E0287-04- Gear N state - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
E0287-05- Gear N state - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
E0288-03- Spout pos 2 - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
E0288-04- Spout pos 2 - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
E0288-05- Spout pos 2 - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
E0289-03-Gndhydro (groundhydrostatic) motor rpm , Voltage above normal or shorted to high source . . . . . . . 271
E0289-04-Gndhydro (groundhydrostatic) motor rpm , Voltage below normal or shorted to low source . . . . . . . . 273
E0289-05-Gndhydro (groundhydrostatic) motor rpm , Current below normal or open circuit . . . . . . . . . . . . . . . . 274
E0290-03- Gear 1 state - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
E0290-04- Gear 1 state - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
E0290-05- Gear 1 state - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
E0291-03- Gear 2 state - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
E0291-04- Gear 2 state - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
E0291-05- Gear 2 state - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
E0292-03- Gear 3 state - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
E0292-04- Gear 3 state - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
E0292-05- Gear 3 state - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
E0293-03- Gear 4 state - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288

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55.22 [55.DTC] / 1399
 E0293-04- Gear 4 state - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
E0293-05- Gear 4 state - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
E0294-03- Fuel tank level - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
E0294-05- Fuel tank level - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
E0295-03- Gndhydro pump1 oil temp - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
E0295-05- Gndhydro pump1 oil temp - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
E0302-05- Backup alarm + light - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
E0302-06- Backup alarm + light - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
E0303-05- Beacon lights relay - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
E0303-06- Beacon lights relay - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
E0304-05- Brake lights relay - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
E0304-06- Brake lights relay - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
E0305-05- Foot on inch valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
E0306-05- 4WD clutch valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
E0308-05- Key supply CAT - Line disconnected (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
E0310-05- Spout cw valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
E0312-05- Hytron CCO valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
E0313-05- Spout down valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
E0314-05- Spout up valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
E0315-05- Spout flipper down valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
E0316-05- Ground hydromotor valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
E0317-05- Spout ccw valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
E0319-05- Park brake valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
E0320-05- Spout flipper up valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
E0339-05- Transmission motor - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
E0339-06- Transmission motor - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
E0340-05- Brush actuator - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
E0340-06- Brush actuator - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
E0341-05-Grounddrive pump, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
E0345-05-Spout camera actuator - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
E0345-06-Spout camera actuator - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
E0513-03- FCM3 key supply - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349
E0514-03- FCM3 8V ref - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
E0514-04- FCM3 8V ref - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
E0515-03- FCM3 5V ref1 - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
E0515-04- FCM3 5V ref1 - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
E0516-03- FCM3 5V ref2 - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
E0516-04- FCM3 5V ref2 - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
E0518-04-Road lights witch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
E0520-04- Shift switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361

(*) See content for specific models

47812470 23/02/2015
55.22 [55.DTC] / 1400
E0521-04- Seat switch - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
E0524-03- Return filter pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
E0525-03- Feedrolls/header filter pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
E0526-03- Grounddrive filter pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
E0527-03- Hydraulic oil tank level - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
E0528-03- High pressure filter pres - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
E0529-03-Silage additives tank level - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
E0529-05-Silage additives tank level - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
E0530-03- Sensor to steer right - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
E0530-05- Sensor to steer right - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
E0531-03- Steering angle - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
E0531-05- Steering angle - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
E0532-03- Gearbox lubric. pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
E0532-05- Gearbox lubric. pressure - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
E0533-03- CP rolls opening - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
E0533-05- CP rolls opening - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
E0534-03- Sensor to steer left - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
E0534-05- Sensor to steer left - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
E0535-03- Main clutch pressure - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
E0535-05- Main clutch pressure - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399
E0537-03-Moisture sensor - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
E0537-05-Moisture sensor - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
E0539-03- Blower speed - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
E0539-04- Blower speed - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
E0539-05- Blower speed - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
E0540-03- Main pulley speed - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410
E0540-04- Main pulley speed - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412
E0540-05- Main pulley speed - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
E0542-03- CP back roll speed - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
E0542-04- CP back roll speed - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
E0542-05- CP back roll speed - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
E0544-03- CP front roll speed - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
E0544-04- CP front roll speed - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
E0544-05- CP front roll speed - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
E0545-03-Silage additives flow sensor - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426
E0545-04-Silage additives flow sensor - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 427
E0545-05-Silage additives flow sensor - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428
E0547-03- Greasing system movement - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
E0547-04- Greasing system movement - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431
E0547-05- Greasing system movement - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 433
E0549-03- Steering activity - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
E0549-04- Steering activity - Shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437

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E0549-05- Steering activity - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439
E0551-03- Gearbox oil temperature - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441
E0551-05- Gearbox oil temperature - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442
E0552-03- Hydraulic oil tank temp - Shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
E0552-05- Hydraulic oil tank temp - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
E0557-05-Side lights left relay - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
E0557-06-Side lights left relay - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
E0558-05- Beam worklights relay - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
E0558-06- Beam worklights relay - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
E0559-05- Outer worklights relay - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
E0559-06- Outer worklights relay - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
E0560-05- Side lights right relay - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
E0560-06- Side lights right relay - Short circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462
E0561-05- CP rolls open valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
E0562-05- CP rolls close valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466
E0563-05-Dust screen valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468
E0564-05- Front hydraulics down valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 470
E0565-05- Reverser hydro motor valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472
E0566-05- Front hydraulics up valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 474
E0567-05- Steer right valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476
E0568-05- Steer left valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
E0569-05- High flow 1 down - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 480
E0570-05- High flow 1 up - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 482
E0571-05- Sil. add. digital pump - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
E0572-05- Rear hydraulics up valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486
E0573-05- Reverser clutch valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 488
E0574-05- Rear hydraulics down valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 490
E0575-05- Greasing system motor - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
E0576-05- Main clutch valve - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 494
E0577-05-High flow 2 up - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496
E0578-05-High flow 2 down - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 498
E0579-05- Fuel delivery pump - Line disconnected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500
E0601-05-Row position, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 503
E1282-03-5V ref supply, Voltage above normal or shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
E1282-04-5V ref supply, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 505
E1283-03-MFH (multi function handle) position, Voltage above normal or shorted to high source . . . . . . . . . . . 506
E1283-05-MFH (multi function handle) position, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . 507
E1283-07-MFH (multi function handle) position, Mechanical system not responding or out of adjustment . . . . 508
E1283-11-MFH (multi function handle) position, Failure code not identifiable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
E1283-13-MFH (multi function handle) position, Out of calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
E1284-03-External spout rotation, Voltage above normal or shorted to high source . . . . . . . . . . . . . . . . . . . . . . . 511
E1284-04-External spout rotation, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . 512

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E1285-03-External spout flipper, Voltage above normal or shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . 514
E1285-04-External spout flipper, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . 515
E1286-04-Gear select, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 517
E1286-05-Gear select, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518
E1286-07-Gear select, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . 519
E1287-03-Second MFH position, Voltage above normal or shorted to high source. . . . . . . . . . . . . . . . . . . . . . . . . 520
E1287-05-Second MFH position, Current below normal or open circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521
E1287-07-Second MFH position, Mechanical system not responding or out of adjustment. . . . . . . . . . . . . . . . . . 522
E1287-11-Second MFH position, Failure code not identifiable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 523
E1287-13-Second MFH position, Out of calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 524
E1288-04-Header speed increase, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . 525
E1288-07-Header speed increase, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . 526
E1289-04-Header speed decrease, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . 527
E1289-07-Header speed decrease, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . 528
E1290-04-LOC increase, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 529
E1290-07-LOC increase, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . 530
E1291-04-LOC decrease, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 531
E1291-07-LOC decrease, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . 532
E1292-04-CP opening increase, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . 533
E1292-07-CP opening increase, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . 534
E1293-04-CP opening decrease, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . 535
E1293-07-CP opening decrease, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . 536
E1294-04-Pickup wheels out, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . 537
E1294-07-Pickup wheels out, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . 538
E1295-04-Pickup wheels in, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 539
E1295-07-Pickup wheels in, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . 540
E1296-04-Autopilot +, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541
E1296-07-Autopilot +, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . 542
E1297-04-Autopilot -, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543
E1297-07-Autopilot -, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . 544
E1298-04-High flow hydraulics up, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . 545
E1298-07-High flow hydraulics up, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . 546
E1299-04-High flow hydraulics down, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . 547
E1299-07-High flow hydraulics down, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . 548
E1300-04-Header usage decrease, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . 549
E1300-07-Header usage decrease, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . 550
E1301-04-Header usage increase, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . 551
E1301-07-Header usage increase, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . 552
E1303-04-Front work lights, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 553
E1304-04-Main clutch, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 554
E1305-04-4WD, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 555
E1306-04-Auto pilot on/off, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556

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E1307-04-Road/field mode, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 557
E1308-04-Beam lights, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 558
E1309-04-Reverser, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 559
E1310-04-Side work lights 2, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 560
E1311-04-Engine throttle increase, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . 561
E1311-07-Engine throttle increase, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . 562
E1312-04-Engine throttle decrease, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . 563
E1312-07-Engine throttle decrease, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . 564
E1313-04-Side work lights 1, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 565
E1314-04-hhc (header height control) setpoint 2, Voltage below normal or shorted to low source . . . . . . . . . . . 566
E1315-04-hhc (header height control) setpoint 1, Voltage below normal or shorted to low source . . . . . . . . . . . 567
E1316-04-Reel speed 2, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 568
E1317-04-Reel speed 1, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 569
E1318-04-Park brake on, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570
E1318-07-Park brake on, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . 571
E1319-04-Park brake off, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 572
E1319-07-Park brake off, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . 573
E1320-02-Spout setpoint middle, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 574
E1320-04-Spout setpoint middle, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . 575
E1320-05-Spout setpoint middle, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 577
E1320-07-Spout setpoint middle, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . 579
E1321-02-Spout setpoint right 1, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 580
E1321-04-Spout setpoint right 1, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . 581
E1321-05-Spout setpoint right 1, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 583
E1321-07-Spout setpoint right 1, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . 585
E1322-02-Spout setpoint left 1, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 586
E1322-04-Spout setpoint left 1, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . 587
E1322-05-Spout setpoint left 1, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589
E1322-07-Spout setpoint left 1, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . 591
E1323-02-Lower resume, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592
E1323-04-Lower resume, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 593
E1323-05-Lower resume, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 595
E1323-07-Lower resume, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . 597
E1324-02-Header raise fast, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 598
E1324-04-Header raise fast, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 599
E1324-05-Header raise fast, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601
E1324-07-Header raise fast, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . 603
E1325-02-Header raise slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 604
E1325-04-Header raise slow, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 605
E1325-05-Header raise slow, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607
E1325-07-Header raise slow, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . 609
E1326-02-Header raise slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 610

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E1326-04-Header lower fast, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 611
E1326-05-Header lower fast, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613
E1326-07-Header lower fast, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . 615
E1327-02-Header lower slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 616
E1327-04-Header lower slow, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617
E1327-05-Header lower slow, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 619
E1327-07-Header lower slow, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . 621
E1328-02-Spout deflector up slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622
E1328-04-Spout deflector up slow, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . 623
E1328-05-Spout deflector up slow, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625
E1328-07-Spout deflector up slow, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . 627
E1329-02-Spout deflector down slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 628
E1329-04-Spout deflector down slow, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . 629
E1329-05-Spout deflector down slow, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 631
E1329-07-Spout deflector down slow, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . 633
E1330-02-Spout CW (clockwise) slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634
E1330-04-Spout CW (clockwise) slow, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . 635
E1330-05-Spout CW (clockwise) slow, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
E1330-07-Spout CW (clockwise) slow, Mechanical system not responding or out of adjustment . . . . . . . . . . . . 639
E1331-02-Spout CCW (counterclockwise) slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . 640
E1331-04-Spout CCW (counterclockwise) slow, Voltage below normal or shorted to low source . . . . . . . . . . . . 641
E1331-05-Spout CCW (counterclockwise) slow, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . 643
E1331-07-Spout CCW (counterclockwise) slow, Mechanical system not responding or out of adjustment . . . . 645
E1332-02-Feedrolls fw (forward), Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 646
E1332-04-Feedrolls fw (forward), Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . 647
E1332-05-Feedrolls fw (forward), Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 649
E1332-07-Feedrolls fw (forward), Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . 651
E1333-02-Feedrolls rev (reverse), Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 652
E1333-04-Feedrolls rev (reverse), Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . 653
E1333-05-Feedrolls rev (reverse), Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 655
E1333-07-Feedrolls rev (reverse), Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . 657
E1334-02-Header CCW (counterclockwise) slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . 658
E1334-04-Header CCW (counterclockwise) slow, Voltage below normal or shorted to low source . . . . . . . . . . . 659
E1334-05-Header CCW (counterclockwise) slow, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . 661
E1334-07-Header CCW (counterclockwise) slow, Mechanical system not responding or out of adjustment . . . 663
E1335-02-Header CW (clockwise) slow, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . 664
E1335-04-Header CW (clockwise) slow, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . 665
E1335-05-Header CW (clockwise) slow, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 667
E1335-07-Header CW (clockwise) slow, Mechanical system not responding or out of adjustment . . . . . . . . . . . 669
E1336-02-Spout deflector up fast, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 670
E1336-04-Spout deflector up fast, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . 671
E1336-05-Spout deflector up fast, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 673

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E1336-07-Spout deflector up fast, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . 675
E1337-02-Spout deflector down fast, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 676
E1337-04-Spout deflector down fast, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . 677
E1337-05-Spout deflector down fast, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
E1337-07-Spout deflector down fast, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . 681
E1338-02-Spout CW (clockwise) fast, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682
E1338-04-Spout CW (clockwise) fast, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . 683
E1338-05-Spout CW (clockwise) fast, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 685
E1338-07-Spout CW (clockwise) fast, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . 687
E1339-02-Spout CCW (counterclockwise) fast, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . 688
E1339-04-Spout CCW (counterclockwise) fast, Voltage below normal or shorted to low source . . . . . . . . . . . . . 689
E1339-05-Spout CCW (counterclockwise) fast, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . 691
E1339-07-Spout CCW (counterclockwise) fast, Mechanical system not responding or out of adjustment . . . . . 693
E1340-02-Emergency, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 694
E1340-04-Emergency, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 695
E1340-05-Emergency, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 697
E1340-07-Emergency, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . 699
E1341-02-Upper resume, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700
E1341-04-Upper resume, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 701
E1341-05-Upper resume, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 703
E1341-07-Upper resume, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . 705
E1342-02-Shift, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 706
E1342-04-Shift, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 707
E1342-05-Shift, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 709
E1342-07-Shift, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 711
E1343-02-Drive unlock, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712
E1343-04-Drive unlock, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713
E1343-05-Drive unlock, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 715
E1343-07-Drive unlock, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 717
E1344-02-Header CCW (counterclockwise) fast, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . 718
E1344-04-Header CCW (counterclockwise) fast, Voltage below normal or shorted to low source . . . . . . . . . . . . 719
E1344-05-Header CCW (counterclockwise) fast, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . 721
E1344-07-Header CCW (counterclockwise) fast, Mechanical system not responding or out of adjustment . . . . 723
E1345-02-Header CW (clockwise) fast, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . 724
E1345-04-Header CW (clockwise) fast, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . 725
E1345-05-Header CW (clockwise) fast, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 727
E1345-07-Header CW (clockwise) fast, Mechanical system not responding or out of adjustment . . . . . . . . . . . . 729
E1346-02-Spout setpoint right 2, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 730
E1346-04-Spout setpoint right 2, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . 731
E1346-05-Spout setpoint right 2, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 733
E1346-07-Spout setpoint right 2, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . 735
E1347-02-Spout setpoint left 2, Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 736

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 E1347-04-Spout setpoint left 2, Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . 737
E1347-05-Spout setpoint left 2, Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 739
E1347-07-Spout setpoint left 2, Mechanical system not responding or out of adjustment . . . . . . . . . . . . . . . . . . . 741
E1348-06-Handle 0 current, Current above normal or grounded circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 742
E1349-06-Handle 1 current, Current above normal or grounded circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 743
E1350-06-Handle 2 current, Current above normal or grounded circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 744
E1351-06-Handle 3 current, Current above normal or grounded circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 745
E1360-05-MFH (multi function handle) disconnected, Current below normal or open circuit . . . . . . . . . . . . . . . . 746
E1361-04-RHM digin33 , Voltage below normal, or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 747
E1362-04-RHM digin34 , Voltage below normal, or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749
E1363-04-RHM digin35 , Voltage below normal, or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 751
E1364-04-RHM digin36 , Voltage below normal, or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 753
E1365-04-RHM digin37 , Voltage below normal, or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 755
E1366-04-RHM digin38 , Voltage below normal, or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 756
E1442-03-SAM 8V ref voltage , Voltage above normal or shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . 757
E1442-04-SAM 8V ref voltage , Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . 759
E1443-03-Shearbar revolutions left , Voltage above normal or shorted to high source . . . . . . . . . . . . . . . . . . . . . 760
E1444-03-Shearbar revolutions right , Voltage above normal or shorted to high source . . . . . . . . . . . . . . . . . . . . 761
E1445-05-Knocksensor left , Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 762
E1446-05-Knocksensor right , Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 763
E1448-05-Shearbar motor left , Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 764
E1448-06-Shearbar motor left , Current above normal or grounded circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765
E1449-05-Shearbar motor right , Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766
E1449-06-Shearbar motor right , Current above normal or grounded circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767
E1472-01-EMD battery voltage , Data is valid but below the normal operational range . . . . . . . . . . . . . . . . . . . . . 768
E1472-04-EMD battery voltage , Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . 770
E1473-03-EMD stop output , Voltage above normal or shorted to high source . . . . . . . . . . . . . . . . . . . . . . . . . . . . 771
E1473-04-EMD stop output , Voltage below normal or shorted to low source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 772
E1473-05-EMD stop output , Current below normal or open circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 773
E1474-02-EMD channel 1 , Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 774
E1474-20-EMD channel 1 , Auto Zero Fault (proprietary) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 775
E1475-02-EMD channel 2 , Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 776
E1475-20-EMD channel 2 , Auto Zero Fault (proprietary) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 777
E1476-02-EMD channel 3 , Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 778
E1476-20-EMD channel 3 , Auto Zero Fault (proprietary) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 779
E1477-02-Eeprom , Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 780
E1478-02-Flash memory , Data erratic or intermittent or incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 781
E1479-10-EMD noise level , Abnormal rate of change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 782
E1537-00 (DTC 157)-High fuel rail pressure, shutdown - data is valid but above normal operational range (*) 783
E1537-01 (DTC 157)-Low fuel rail pressure, shutdown - data is valid but below normal operational range (*) . 786

(*) See content for specific models

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 E1537-05 (DTC 157)-High fuel rail pressure, warning - current below normal or open circuit (*) . . . . . . . . . . . . . 789
E1537-15 (DTC 157)-High fuel rail pressure, warning - data is valid but above normal operating level (*) . . . . . 792
E1537-17 (DTC 157)-Low fuel rail pressure, warning - data is valid but below normal operating level (*) . . . . . 795
E1538-01 (DTC 100)-Low engine oil pressure, shutdown - data is valid but below normal operational range (*) 798
E1538-02 (DTC 138)-Oil Pressure Sensor - Data Incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801
E1538-03 (DTC 138)-Oil pressure Sensor - Short to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 803
E1538-04 (DTC 138)-Oil Pressure Sensor - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 805
E1538-12 (DTC 138)-Oil Pressure Sensor - Bad Intelligent Device (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 808
E1538-17 (DTC 100)-Low engine oil pressure, warning - data is valid but below normal operating level (*) . . . 811
E1539-02 (DTC 134)-Boost pressure sensor - Data Incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 814
E1539-03 (DTC 134)-Boost pressure sensor - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 816
E1539-04 (DTC 134)-Boost pressure sensor - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 818
E1539-12 (DTC 134)-Boost pressure sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 820
E1539-16 (DTC 1127)-High boost pressure, derate - data is valid but above normal operating level (*) . . . . . . 822
E1540-02 (DTC 1EB)-Atmospheric Pressure Sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 825
E1540-03 (DTC 1EB)-Atmospheric Pressure Sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 826
E1540-04 (DTC 1EB)-Atmospheric Pressure Sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 827
E1540-12 (DTC 1EB)-Atmospheric Pressure Sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 828
E1542-00 (DTC 110)-High engine coolant temperature, shutdown - data is valid but above normal operational range
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 829
E1542-15 (DTC 110)-High engine coolant temperature, warning - data is valid but above normal operating level (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 832
E1542-16 (DTC 110)-High engine coolant temperature, derate - data is valid but above normal operating level (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 835
E1543-01 (DTC 168)-Low system voltage, shutdown - data is valid but below normal operational range (*) . . . 838
E1543-04 (DTC 168)-Low system voltage - voltage below normal or shorted to low source (*) . . . . . . . . . . . . . . 840
E1543-15 (DTC 168)-Low system voltage, warning - data is valid but above normal operating level (*) . . . . . . 842
E1544-00 (DTC 105)-High intake air (boost) temperature, shutdown - data is valid but above normal operational
range (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 844
E1544-03 (DTC 133)-Boost Temp. Signal - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 847
E1544-04 (DTC 133)-Boost Temp. Signal - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 850
E1544-15 (DTC 105)-High intake air (boost) temperature, warning - data is valid but above normal operating level
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 853
E1544-16 (DTC 105)-High intake air (boost) temperature, derate - data is valid but above normal operating level (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 856
E1545-00 (DTC 174)-High fuel temperature, shutdown - data is valid but above normal operational range (*) . 859
E1545-03 (DTC 135)-Fuel Temp. Signal - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 861
E1545-04 (DTC 135)-Fuel Temp. Signal (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863
E1545-15 (DTC 174)-High fuel temperature, warning - data is valid but above normal operating level (*) . . . . . 865
E1545-16 (DTC 174)-High fuel temperature, derate - data is valid but above normal operating level (*) . . . . . . 867
E1546-00 (DTC 190)-Engine overspeed, shutdown - data is valid but above normal operational range (*) . . . . 869
E1546-03 (DTC 1E4)-Plausibility error in engine speed check (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 872

(*) See content for specific models

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 E1546-15 (DTC 190)-Engine overspeed, warning - data is valid but above normal operating level (*) . . . . . . . . 873
E1553-03 (DTC 151)-Cylinder 1 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . . 876
E1554-03 (DTC 152)-Cylinder 2 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . . 878
E1554-03 (DTC 152)-Rail Pressure Positive Deviation High and High Fuel Flow Setpoint (*) . . . . . . . . . . . . . . . 880
E1555-03 (DTC 153)-Cylinder 3 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . . 881
E1555-03 (DTC 153)-Maximum negative rail pressure deviation with metering unit on lower limit is exceeded (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 883
E1556-03 (DTC 154)-Cylinder 4 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . . 884
E1556-03 (DTC 154)-Minimum rail pressure exceeded (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 886
E1557-03 (DTC 155)-Cylinder 5 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . . 887
E1557-03 (DTC 155)-Maximum rail pressure exceeded (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 889
E1558-03 (DTC 156)-Cylinder 6 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . . 890
E1558-03 (DTC 156)-Rail pressure drop rate is higher than expected (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 892
E1561-03 (DTC 1E5)-Engine regulated 12 volt sensor supply - Shorted to high source (*) . . . . . . . . . . . . . . . . . 893
E1561-04 (DTC 1E5)-Engine regulated 12 volt sensor supply - Shorted to low source (*) . . . . . . . . . . . . . . . . . . 895
E1567-00 (DTC 175)-High engine oil temperature, shutdown - data is valid but above normal operational range (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 897
E1567-02 (DTC 13A)-Oil Temp. Sensor - Data Incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900
E1567-03 (DTC 13A)-Oil Temp. Sensor - Short to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 902
E1567-04 (DTC 13A)-Oil Temp. Sensor - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 904
E1567-12 (DTC 13A)-Oil Temp. Sensor - Bad Intelligent Device (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 906
E1567-15 (DTC 175)-High engine oil temperature, warning - data is valid but above normal operating level (*) 909
E1567-16 (DTC 175)-High engine oil temperature, derate - data is valid but above normal operating level (*) . 912
E1567-18 (DTC 175)-Low engine oil temperature, derate - data is valid but below normal operating level (*) . 915
E1573-03 (DTC 126)-Battery voltage too high (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 918
E1573-04 (DTC 126)-Battery voltage too low fault (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 920
E1574-12 (DTC 132)-Coolant temperature sensor dynamic test (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 922
E1575-02 (DTC 137)-Rail pressure relief valve (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 925
E1575-03 (DTC 137)-Rail pressure relief valve (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 927
E1575-04 (DTC 137)-Rail pressure sensor CP3 - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 929
E1576-04 (DTC 142)-Running with camshaft sensor only (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 930
E1577-03 (DTC 144)-Offset between camshaft and cranksh. (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 933
E1578-03 (DTC 157)-Setpoint of metering unit in overrun mode not plausible (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 938
E1579-03 (DTC 158)-Setpoint of fuel volume flow through metering unit is lower than calculated limit (*) . . . . . 939
E1580-02 (DTC 159)-Metering unit PWM - powerstage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 940
E1580-12 (DTC 159)-Metering unit PWM - powerstage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 941
E1581-02 (DTC 161)-Cylinder 1 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 942
E1581-03 (DTC 161)-Cylinder 1 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 944
E1581-12 (DTC 161)-Cylinder 1 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 947
E1582-02 (DTC 162)-Cylinder 2 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 948
E1582-03 (DTC 162)-Cylinder 2 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950

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 E1582-12 (DTC 162)-Cylinder 2 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 953
E1583-02 (DTC 163)-Cylinder 3 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 954
E1583-03 (DTC 163)-Cylinder 3 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 956
E1583-12 (DTC 163)-Cylinder 3 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 959
E1584-02 (DTC 164)-Cylinder 4 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 960
E1584-03 (DTC 164)-Cylinder 4 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 962
E1584-12 (DTC 164)-Cylinder 4 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 965
E1585-02 (DTC 167)-Cylinder 1 - Open Load - Data incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 966
E1586-02 (DTC 168)-Cylinder 2 - Open Load - Data incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 968
E1587-02 (DTC 169)-Cylinder 3 - Open Load - Data incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 970
E1592-02 (DTC 119)-No terminal 15 signal (key switched input) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 972
E1594-03 (DTC 11C)-Water detected in fuel - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 974
E1595-02 (DTC 11F)-Plausibility check of catalyst system (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 975
E1595-03 (DTC 11F)-Plausibility check of catalyst system (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 977
E1595-04 (DTC 11F)-Plausibility check of catalyst system (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 979
E1595-12 (DTC 11F)-Plausibility check of catalyst system (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 981
E1596-03 (DTC 128)-Engine controller high side supply #2 to grid heater - Shorted to high source (*) . . . . . . . 982
E1597-03 (DTC 129)-Engine controller high side supply #3 to fuel filter heater - Shorted to high source (*) . . . 984
E1597-04 (DTC 129)-Engine controller high side supply #3 to fuel filter heater - Shorted to low source (*) . . . . 986
E1598-02 (DTC 12B)-Engine controller grid heater relay circuit driver - Open circuit (*) . . . . . . . . . . . . . . . . . . . . 988
E1598-03 (DTC 12B)-Engine controller grid heater relay circuit driver - Shorted to high source (*) . . . . . . . . . . . 990
E1598-04 (DTC 12B)-Engine controller grid heater relay circuit driver - Shorted to low source (*) . . . . . . . . . . . 992
E1600-03 (DTC 12D)-Grid heater always switched 'ON' (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 994
E1601-03 (DTC 13C)-Atmospheric Temperature Sensor (Humidity) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 996
E1601-04 (DTC 13C)-Atmospheric Temperature Sensor(Humidity?) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 997
E1607-03 (DTC 14D)-Engine overspeed protection (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 999
E1609-03 (DTC 14F)-Selective Catalytic Reduction (SCR) Inducement protection, fueling limited, see other fault
codes. (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000
E1610-03 (DTC 155)-Cylinder 5 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . 1001
E1610-03 (DTC 155)-Maximum Fuel rail pressure exceeded (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1003
E1611-03 (DTC 156)-Cylinder 6 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . 1004
E1611-03 (DTC 156)-Rail pressure drop rate is higher than expected (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1006
E1612-03 (DTC 15B)-High pressure test (deactivates rail pr.Monitor.) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1007
E1614-02 (DTC 165)-Cylinder 5 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1008
E1614-03 (DTC 165)-Cylinder 5 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010
E1614-12 (DTC 165)-Cylinder 5 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1013
E1615-02 (DTC 166)-Cylinder 6 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1014
E1615-03 (DTC 166)-Cylinder 6 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1016
E1615-12 (DTC 166)-Cylinder 6 - Short circuit Low/High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1019
E1616-02 (DTC 16A)-Cylinder 4 - Open Load - Data incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1020
E1617-02 (DTC 16B)-Cylinder 5 - Open Load - Data incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1022

(*) See content for specific models

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 E1618-02 (DTC 16C)-Cylinder 6 - Open Load - Data incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1024
E1619-03 (DTC 16E)-The minimum number of injections was not reached --> stop the engine (*) . . . . . . . . . 1026
E1620-03 (DTC 171)-Bank 1 specific errors - Short circuit / not classifiable (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1027
E1620-04 (DTC 171)-Bank 1 specific errors - Short circuit / not classifiable (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1029
E1620-12 (DTC 171)-Bank 1 specific errors - Short circuit / not classifiable (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1031
E1621-03 (DTC 172)-Injector bank 1 high side driver - Open circuit (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1032
E1622-03 (DTC 173)-Bank 2 specific errors - Short circuit / not classifiable (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1034
E1622-04 (DTC 173)-Bank 2 specific errors - Short circuit / not classifiable (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1037
E1622-12 (DTC 173)-Bank 2 specific errors - Short circuit / not classifiable (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1039
E1623-03 (DTC 174)-Injector bank 2 high side driver - Open circuit (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1040
E1627-02 (DTC 17C)-Chip-specific errors-->stop engine (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1042
E1627-03 (DTC 17C)-Chip-specific errors-->stop engine (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1043
E1627-04 (DTC 17C)-Chip-specific errors-->stop engine (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1044
E1627-12 (DTC 17C)-Chip-specific errors-->stop engine (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1045
E1628-02 (DTC 17F)-Injector codes are invalid, write correct injector codes with service tool (*) . . . . . . . . . . 1046
E1628-12 (DTC 17F)-Injector codes are invalid, write correct injector codes with service tool (*) . . . . . . . . . . 1047
E1629-03 (DTC 19B)-High turbine speed and high air pressure (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1048
E1630-04 (DTC 19D)-Indicates torque limitation due to performance limiter (*) . . . . . . . . . . . . . . . . . . . . . . . . . 1049
E1631-04 (DTC 19E)-Indicates torque limitation due to smoke limitation (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050
E1632-03 (DTC 19F)-Multi signal defects in EGSys_NOxEstIv (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1051
E1633-03 (DTC 1A3)-Nox signal of Nox Sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1052
E1633-04 (DTC 1A3)-Nox signal of Nox Sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1053
E1633-12 (DTC 1A3)-Nox signal of Nox Sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1054
E1634-02 (DTC 1A4)-Controller Area Network (CAN) message not received from NOx sensor (engine sensor CAN
bus) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1055
E1635-02 (DTC 1A5)-Message DM1DCU timeout 2.5 seconds (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1057
E1636-02 (DTC 1A6)-CAN message not received from the Dosing Control Unit (DCU) (*) . . . . . . . . . . . . . . . 1059
E1637-02 (DTC 1A8)-Selective Catalytic Reduction (SCR) injector protection, see other fault codes (*) . . . . 1061
E1637-03 (DTC 1A8)-Selective Catalytic Reduction (SCR) injector overheat protection, see other fault codes (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1062
E1637-04 (DTC 1A8)-Error / Protection request on urea valve via SCR1 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1063
E1638-03 (DTC 1AE)-Humidity signal ratio failure - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1064
E1638-04 (DTC 1AE)-Humidity signal ratio failure - Short to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1065
E1639-03 (DTC 1AF)-DCU Fault Detected: Urea Tank Empty (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1066
E1640-03 (DTC 1B2)-Engine sensor Controller Area Network (CAN) bus failure (*) . . . . . . . . . . . . . . . . . . . . . 1067
E1641-03 (DTC 1B3)-Primary vehicle Controller Area Network (CAN) bus failure (*) . . . . . . . . . . . . . . . . . . . . 1069
E1642-02 (DTC 1B5)-Controller Area Network (CAN) message not received from vehicle controller (VM2EDC) (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1071
E1643-02 (DTC 1B7)-Engine Control Unit (ECU) secondary CAN bus failure (Engine controller cannot transmit to
sensors, or sensors not on CAN bus) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1073
E1645-03 (DTC 1C6)-Controller Area Network (CAN) message not received from XXXX1 (TSC1-PE active) (*) 1076

(*) See content for specific models

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 E1646-03 (DTC 1C8)-Control Area Network (CAN) message not received from vehicle controller (TSC1-VE active)
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1078
E1647-03 (DTC 1D1)-Communication error of CJ940 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1080
E1648-02 (DTC 1D2)-Error state of EEPROM (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1081
E1648-04 (DTC 1D2)-Error state of Electrically Erasable Programmable Read-Only Memory (EEPROM) (*) 1082
E1648-12 (DTC 1D2)-Error state of EEPROM (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1083
E1649-12 (DTC 1D3)-Recovery which is locked (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1084
E1650-12 (DTC 1D4)-Supervision of SPI-handler Flag (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1085
E1651-02 (DTC 1D5)-Redundant shutoff paths during initial. (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1086
E1651-04 (DTC 1D5)-Redundant shutoff paths during initial. (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1087
E1651-12 (DTC 1D5)-Redundant shutoff paths during initial. (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1088
E1652-12 (DTC 1D6)-Deviation between TPU and system time (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1089
E1653-02 (DTC 1D7)-Ignore fault (dataset variant), see other fault codes (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1090
E1653-12 (DTC 1D7)-Ignore fault (dataset variant), see other fault codes (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1091
E1654-12 (DTC 1D8)-Supervision of SPI-handler Flag (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1092
E1655-12 (DTC 1D9)-Analog Digital Converter (ADC): Diagnostic fault check to report the error in voltage ratio in
ADC monitoring (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1093
E1657-04 (DTC 1E1)-Engine controller starter relay circuit high side driver - Shorted to high source (*) . . . . 1094
E1658-04 (DTC 1E2)-Immobilizer error: no fuel release (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1095
E1659-03 (DTC 1E3)-Energising time exceeds limit of overrun monitor. (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1096
E1660-03 (DTC 1E7)-Engine regulated 5 Volt sensor supply #2 - Shorted to high source (*) . . . . . . . . . . . . . . 1097
E1660-04 (DTC 1E7)-Engine regulated 5 Volt sensor supply #2 - Shorted to low source (*) . . . . . . . . . . . . . . 1099
E1661-03 (DTC 1E8)-Engine regulated 5 Volt sensor supply #3 - Shorted to high source (*) . . . . . . . . . . . . . . . 1101
E1661-04 (DTC 1E8)-Engine regulated 5 Volt sensor supply #3 - Shorted to low source (*) . . . . . . . . . . . . . . . 1103
E1662-04 (DTC 1EA)-Supply voltage CJ940 lower limit (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1105
E1664-03 (DTC 1FB)-Error path of oxidation catalyst not present - Warm up catalyst efficiency below threshold (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1106
E1665-03 (DTC 1FC)-Defect ratio between the catalyst temperature sensors (*) . . . . . . . . . . . . . . . . . . . . . . . . . 1107
E1666-03 (DTC 21D)-SCR Catalyst Thermal Ageing Limit exceeded (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1108
E1667-03 (DTC 21E)-Catalyst efficiency - moderate (level 1) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1109
E1669-04 (DTC 228)-Engine controller high side supply #2 to grid heater - Shorted to low source (*) . . . . . . . 1110
E1671-12 (DTC 232)-Coolant temperature sensor absolute test (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1112
E1672-03 (DTC 236)-Rail Pressure Sensor Offset Monitoring (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1115
E1672-04 (DTC 236)-Rail Pressure Sensor Offset Monitoring (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1117
E1673-12 (DTC 238)-Oil Pressure too low (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1118
E1674-12 (DTC 23A)-Oil Temperature above normal (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1120
E1675-03 (DTC 24F)-Emergency start time expired and shutdown initiated (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1123
E1676-03 (DTC 259)-Short circuit to battery of metering unit output (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1124
E1684-02 (DTC 27C)-Chip-specific errors-->stop engine (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1125
E1684-03 (DTC 27C)-Chip-specific errors-->stop engine (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1126
E1684-04 (DTC 27C)-Chip-specific errors-->stop engine (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1127

(*) See content for specific models

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 E1684-12 (DTC 27C)-Energising time exceeds limit of overrun monitor. (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1128
E1685-04 (DTC 29D)-Torque limitation due to NTC (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1129
E1686-03 (DTC 2A2)-NOx Sensor drift test (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1130
E1687-02 (DTC 2A6)-CAN message not received from the Dosing Control Unit (DCU) (*) . . . . . . . . . . . . . . . . 1132
E1689-03 (DTC 2AE)-Humidity signal ratio failure - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1134
E1689-04 (DTC 2AE)-Humidity signal ratio failure - Short to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1135
E1690-03 (DTC 2AF)-DCU Fault Detected: Urea Tank Below 5% (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1136
E1691-02 (DTC 2B4)-Controller Area Network (CAN) message not received from vehicle controller (BC2EDC2) (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1137
E1692-02 (DTC 2C6)-Controller Area Network (CAN) message not received from vehicle controller (TSC1) (*) 1139
E1693-12 (DTC 2D3)-Recovery which is suppressed (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1141
E1694-03 (DTC 2E1)-Engine controller starter relay circuit low side driver - Shorted to high source (*) . . . . . . 1142
E1696-03 (DTC 31D)-Dosing Control Unit (DCU) State Monitoring - DCU not ready in time (*) . . . . . . . . . . . . . 1143
E1697-03 (DTC 31E)-Catalyst efficiency lower than second Nox prediction threshold level (*) . . . . . . . . . . . . . 1144
E1700-04 (DTC 359)-Short circuit to ground of metering unit output (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1146
E1702-04 (DTC 39E)-Indicates torque limitation due to turbo charger protection (*) . . . . . . . . . . . . . . . . . . . . . . 1147
E1703-03 (DTC 3A2)-Nox Sensor plausibility test (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1148
E1705-03 (DTC 3AF)-DCU Fault Detected : Urea Tank Below 10% (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1150
E1706-02 (DTC 3C8)-Controller Area Network (CAN) message not received from vehicle controller (TSC1_VE mes-
sage passive) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1151
E1707-12 (DTC 3D3)-Recovery which is visible (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1153
E1709-03 (DTC 41D)-Poor Reagent quality (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1154
E1709-04 (DTC 41D)-Poor Reagent quality (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1155
E1712-04 (DTC 49E)-Indicates torque limitation due to engine protection (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1156
E1713-04 (DTC 4AA)-Urea quality and urea warning level 1 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1157
E1715-03 (DTC 4AF)-Selective Catalytic Reduction (SCR) technical failure inducement (class 1), see other fault
codes (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1158
E1717-03 (DTC 54C)-Engine overspeed protection (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1159
E1718-03 (DTC 55D)-Inducement System is Locked due to 3 detections in 40 hours (*) . . . . . . . . . . . . . . . . . . 1160
E1720-04 (DTC 59D)-Indicates torque limitation due to SCR (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1161
E1721-04 (DTC 5A)-Urea quality and urea warning level 2 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1162
E1723-03 (DTC 5AF)-Selective Catalytic Reduction (SCR) technical failure inducement (class 3), see other fault
codes (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1163
E1724-04 (DTC 64C)-Exhaust Engine Overheat Protection, fueling limited (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1164
E1725-04 (DTC 69E)-indicates torque limitation due to Fuel quantity Limitation (*) . . . . . . . . . . . . . . . . . . . . . . . 1165
E1726-03 (DTC 71D)-Signal of NOx Sensor deviation (NOx sensor removal is detected) (*) . . . . . . . . . . . . . . . 1166
E1726-04 (DTC 6AA)-SCR Inducement: Warning Block 3 activated (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1167
E1729-04 (DTC 7AA)-SCR Inducement: Warning Block 4 activated (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1168
E1731-03 (DTC 136)-Rail pressure sensor CP3 - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1169
E1731-04 (DTC 136)-Rail pressure sensor CP3 - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1171
E1732-03 (DTC 1E6)-Engine regulated 5 Volt sensor supply 1 - Shorted to high source (*) . . . . . . . . . . . . . . . . 1172
E1732-04 (DTC 1E6)-Engine regulated 5 Volt sensor supply 1 - Shorted to low source (*) . . . . . . . . . . . . . . . . 1174

(*) See content for specific models

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 E1733-03 (DTC 1B1)-Primary vehicle Controller Area Network (CAN) bus failure - Shorted to high source (*) 1176
E1735-03 (DTC 152)-Cylinder 2 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . 1178
E1736-03 (DTC 153)-Cylinder 3 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . 1180
E1736-03 (DTC 153)-Maximum negative rail pressure deviation with metering unit on lower limit is exceeded (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1182
E1737-03 (DTC 154)-Cylinder 4 injector mechanical response fault (replace injector) (*) . . . . . . . . . . . . . . . . . . 1183
E1737-03 (DTC 154)-Minimum rail pressure exceeded (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1185
E1738-03 (DTC 131)-Engine coolant temperature sensor circuit - Shorted to high source (*) . . . . . . . . . . . . . . 1186
E1738-04 (DTC 131)-Coolant temperature sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1188
E1738-12 (DTC 131)-Coolant temperature sensor - Data Incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1190
E1739-03 (DTC 1E9)-CJ940 upper fault (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1192
E1740-02 (DTC 143)-Camshaft sensor failure (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1194
E1740-04 (DTC 143)-Camshaft sensor failure (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1197
E1741-02 (DTC 141)-Crankshaft sensor failure (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1200
E1741-04 (DTC 141)-Crankshaft sensor failure (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1203
E1742-03 (DTC 125)-Engine controller high side supply #1 to engine brake - Shorted to high source (*) . . . 1206
E1742-03 (DTC 125)-Engine controller high side supply #1 to high pressure pump - Shorted to high source (*) 1205
E1742-04 (DTC 125)-Engine controller high side supply #1 to engine brake - Shorted to low source (*) . . . . 1208
E1742-04 (DTC 125)-Engine controller high side supply #1 to high pressure pump - Shorted to low source (*) 1207
E1743-12 (DTC 1A2)-Nox signal of Nox Sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1209
E1745-02 (DTC 117)-Brake signal - Data incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1210
E1746-12 (DTC 11D)-Engine shut off (after idling phase) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1211
E1748-03 (DTC 139)-Crankcase pressure sensor - Voltage above upper limit (*) . . . . . . . . . . . . . . . . . . . . . . . 1212
E1748-04 (DTC 139)-Crankcase pressure sensor - Voltage below lower limit (*) . . . . . . . . . . . . . . . . . . . . . . . . 1213
E1749-12 (DTC 239)-Crankcase pressure sensor not plausible (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1214
E1750-03 (DTC 339)-Crankcase pressure sensor physical range check (above upper limit) (*) . . . . . . . . . . . 1215
E1750-04 (DTC 339)-Crankcase pressure sensor physical range check (below upper limit) (*) . . . . . . . . . . . 1216
E1751-12 (DTC 439)-Plausibility check for Crankcase pressure sensor failed (*) . . . . . . . . . . . . . . . . . . . . . . . . 1217
E1752-03 (DTC 24C)-Fuel in Oil (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1218
E1753-12 (DTC 34C)-Fuel in Oil sensor plausibility (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1219
E1754-12 (DTC 44C)-Fuel in oil valve plausibility (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1220
E1755-03 (DTC 257)-Fuel in oil delayed expected reaction (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1221
E1756-03 (DTC 357)-Fuel in oil - delayed refill (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1222
E1757-03 (DTC 457)-Crankcase pressure: Pressure in crankcase too high (Fuel in oil) (*) . . . . . . . . . . . . . . . 1223
E1758-03 (DTC 557)-Fuel in oil (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1224
E1759-03 (DTC 657)-Fuel in oil not expected reaction (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1225
E1762-03 (DTC 39C)-EVGT SRA2EDC initialization fault (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1226
E1763-04 (DTC 5A7)-Minimum DEF/AdBlue® level 1 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1227
E1764-04 (DTC 6A7)-Minimum DEF/AdBlue® level 2 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1228
E1765-04 (DTC 7A7)-Minimum DEF/AdBlue® level 3 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1229
E1766-04 (DTC 8A7)-Minimum DEF/AdBlue® level 4 (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1230

(*) See content for specific models

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 E1811-00 (DTC 13)-Battery voltage sensing (electrical) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1231
E1811-01 (DTC 13)-Battery voltage sensing (electrical) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1232
E1811-03 (DTC 13)-Battery voltage sensing (electrical) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1233
E1811-04 (DTC 13)-Battery voltage sensing (electrical) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1234
E1813-03 (DTC 15)-Exhaust gas temperature sensor after catalyst (electrical) (*) . . . . . . . . . . . . . . . . . . . . . . . 1235
E1813-04 (DTC 15)-Exhaust gas temperature sensor after catalyst (electrical) (*) . . . . . . . . . . . . . . . . . . . . . . . 1237
E1814-00 (DTC 16)-Exhaust gas temperature sensor before catalyst (electrical) (*) . . . . . . . . . . . . . . . . . . . . . 1239
E1814-01 (DTC 16)-Exhaust gas temperature sensor before catalyst (electrical) (*) . . . . . . . . . . . . . . . . . . . . . 1241
E1814-03 (DTC 16)-Exhaust gas temperature sensor before catalyst (electrical) (*) . . . . . . . . . . . . . . . . . . . . . 1243
E1814-04 (DTC 16)-Exhaust gas temperature sensor before catalyst (electrical) (*) . . . . . . . . . . . . . . . . . . . . . 1245
E1816-03 (DTC 18)-Replace Dosing Control Unit (DCU) - (5 volt internal supply fault for DEF/AdBlue® pressure
sensors) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1247
E1816-04 (DTC 18)-Replace Dosing Control Unit (DCU) - (5 volt internal supply fault for DEF/AdBlue® pressure
sensors) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1249
E1817-02 (DTC 19)-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal pressure sensor failure) (*) 1251
E1817-03 (DTC 19)-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal pressure sensor failure) (*) 1252
E1817-04 (DTC 19)-Replace Dosing Control Unit (DCU) - (DEF/AdB/ue® internal pressure sensor failure) (*) 1253
E1818-00 (DTC 1A)-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal temperature sensor failure) (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1254
E1818-01 (DTC 1A)-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal temperature sensor failure) (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1256
E1818-03 (DTC 1A)-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal temperature sensor failure) (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1258
E1818-04 (DTC 1A)-Replace Dosing Control Unit (DCU) - (DEF/AdBlue® internal temperature sensor failure) (*)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1260
E1825-05 (DTC 21)-Voltage supply internal heaters 1 (UB1) electrical (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1262
E1826-03 (DTC 22)-Replace Dosing Control Unit - (internal tube heater electrical failure) (*) . . . . . . . . . . . . . 1263
E1826-04 (DTC 22)-Replace Dosing Control Unit (DCU) - (internal tube heater electrical failure) (*) . . . . . . . 1265
E1826-05 (DTC 22)-Replace Dosing Control Unit (DCU) - (internal tube heater electrical failure) (*) . . . . . . . 1267
E1827-03 (DTC 23)-Replace Dosing Control Unit (DCU) - (Reverting valve internal supply failure) (*) . . . . . 1269
E1827-04 (DTC 23)-Replace Dosing Control Unit (DCU) - (Reverting valve internal supply failure) (*) . . . . . 1271
E1827-05 (DTC 23)-Replace Dosing Control Unit (DCU) - (Reverting valve internal supply failure) (*) . . . . . 1273
E1828-00 (DTC 24)-Selective Catalytic Reduction (SCR) dosing valve / pump motor Dosing Control Unit (DCU)
supply voltage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1275
E1828-01 (DTC 24)-SCR Dosing valve / pump motor DCU supply voltage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1277
E1828-03 (DTC 24)-Selective Catalytic Reduction (SCR) dosing valve / pump motor Dosing Control Unit (DCU)
supply voltage - Shorted to high source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1278
E1828-04 (DTC 24)-Selective Catalytic Reduction (SCR) dosing valve / pump motor Dosing Control Unit (DCU)
supply voltage - Shorted to low source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1280
E1874-03 (DTC 52)-Selective Catalytic Reduction (SCR) Dosing valve - (electrical) (*) . . . . . . . . . . . . . . . . . . 1282
E1874-05 (DTC 52)-Selective Catalytic Reduction (SCR) Dosing valve - (electrical) (*) . . . . . . . . . . . . . . . . . . 1284
E1874-06 (DTC 52)-Selective Catalytic Reduction (SCR) Dosing valve - (electrical) (*) . . . . . . . . . . . . . . . . . . 1286
E1874-11 (DTC 52)-Dosing Valve (electrical) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1288

(*) See content for specific models

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 E1875-02 (DTC 53)-UREA Pump speed (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1290
E1875-07 (DTC 53)-UREA Pump speed (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1291
E1875-08 (DTC 53)-UREA Pump speed (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1292
E1875-12 (DTC 53)-UREA Pump speed (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1293
E1879-03 (DTC 57)-Replace Dosing Control Unit (DCU) - (Reverting valve electrical failure) (*) . . . . . . . . . . 1294
E1879-05 (DTC 57)-Replace Dosing Control Unit (DCU) - (Reverting valve electrical failure) (*) . . . . . . . . . . 1295
E1879-06 (DTC 57)-Replace Dosing Control Unit (DCU) - (Reverting valve electrical failure) (*) . . . . . . . . . . 1296
E1882-05 (DTC 5A)-Plausibility of UDV stuck, no flow on an actuated injector and flow on a non actuated injector
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1297
E1882-06 (DTC 5A)-Plausibility of UDV stuck, no flow on an actuated injector and flow on a non actuated injector
(*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1298
E1883-07 (DTC 5B)-UDV valve stuck position open or closed (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1299
E1896-03 (DTC 68)-Diesel Exhaust Fluid (DEF)/AdBlue tank coolant control valve (electrical) - Shorted to high
source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1300
E1896-05 (DTC 68)-Diesel Exhaust Fluid (DEF)/AdBlue tank coolant control valve (electrical) - Open circuit (*) 1302
E1896-06 (DTC 68)-Diesel Exhaust Fluid (DEF)/AdBlue tank coolant control valve (electrical) - Shorted to low
source (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1303
E1907-07 (DTC 73)-Exhaust gas temperature sensor after catalyst (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1304
E1908-02 (DTC 74)-UREA pressure too low at system start (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1305
E1909-02 (DTC 75)-UREA pressure too high (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1307
E1910-07 (DTC 76)-UREA Temperature in Pump Module out of range (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1308
E1911-07 (DTC 77)-UREA Temperature in Tank out of range (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1309
E1912-07 (DTC 78)-System frozen and not free in time (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1311
E1912-08 (DTC 78)-System frozen and not free in time (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1313
E1912-10 (DTC 78)-System frozen and not free in time (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1315
E1915-07 (DTC 7B)-Reverting valve (4-2way valve?) mechanically (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1316
E1916-07 (DTC 7C)-Urea Pressure Too Low during Urea System Operation or Dosing (*) . . . . . . . . . . . . . . . 1317
E1918-03 (DTC 7E)-DCU 24V Battery / Supply Voltage - Voltage too Low (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1319
E1918-04 (DTC 7E)-DCU 24V Battery / Supply Voltage - Voltage too High (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1320
E1922-02 (DTC 82)-UREA pressure too low (in "commissioning" status) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1321
E1923-02 (DTC 83)-UREA Temperature too low during commissioning (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1323
E1941-07 (DTC 95)-Empty UREA Tank (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1324
E1953-02 (DTC A1)-CAN receive frame E2SCR - UREA quantity not in range (*) . . . . . . . . . . . . . . . . . . . . . . . 1326
E1953-07 (DTC A1)-CAN receive frame E2SCR - dosing status not in range (*) . . . . . . . . . . . . . . . . . . . . . . . . 1328
E1953-09 (DTC A1)-CAN receive frame E2SCR - timeout (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1330
E1953-10 (DTC A1)-CAN receive frame E2SCR - too many CAN messages (*) . . . . . . . . . . . . . . . . . . . . . . . . 1332
E1953-12 (DTC A1)-CAN receive frame E2SCR - heating status not in range (*) . . . . . . . . . . . . . . . . . . . . . . . 1334
E1955-02 (DTC A3)-CAN receive frame EEC1 - engine torque not in range (*) . . . . . . . . . . . . . . . . . . . . . . . . . 1336
E1955-07 (DTC A3)-CAN receive frame EEC1 - engine speed not in range (*) . . . . . . . . . . . . . . . . . . . . . . . . . 1338
E1955-09 (DTC A3)-CAN receive frame EEC1 - timeout (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1340
E1955-10 (DTC A3)-CAN receive frame EEC1 - too many CAN messages (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1342
E1955-12 (DTC A3)-CAN receive frame EEC1 - torque driver demand not in range (*) . . . . . . . . . . . . . . . . . . 1344

(*) See content for specific models

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 E1956-02 (DTC A4)-CAN receive frame ET1 - oil temperature not in range (*) . . . . . . . . . . . . . . . . . . . . . . . . . . 1346
E1956-09 (DTC A4)-CAN receive frame ET1 - timeout (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1348
E1956-10 (DTC A4)-CAN receive frame ET1 - too many CAN messages (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1350
E1956-12 (DTC A4)-CAN receive frame ET1 - water temperature not in range (*) . . . . . . . . . . . . . . . . . . . . . . . 1352
E1962-02 (DTC AA)-DEF/AdBlue® tank level sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1354
E1962-03 (DTC AA)-DEF/AdBlue® tank level sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1356
E1962-04 (DTC AA)-DEF/AdBlue® tank level sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1358
E1969-02 (DTC B1)-Check CAN signal ambient temperature - ambient air temperature not in range (*) . . . . 1360
E1969-09 (DTC B1)-Check CAN signal ambient temperature - timeout (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1362
E1969-10 (DTC B1)-Check CAN signal ambient temperature - too many CAN messages (*) . . . . . . . . . . . . . 1364
E1969-12 (DTC B1)-Check CAN signal ambient temperature - barometric pressure not in range (*) . . . . . . . 1366
E2001-02 (DTC D1)-EEPROM / Checksum failures (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1368
E2001-07 (DTC D1)-EEPROM / Checksum failures (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1369
E2001-08 (DTC D1)-EEPROM / Checksum failures (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1370
E2001-12 (DTC D1)-EEPROM / Checksum failures (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1371
E2001-13 (DTC D1)-EEPROM / Checksum failures (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1372
E2002-02 (DTC D2)-Dosing Control Unit (DCU) key switch signal terminal 15 - Data incorrect (*) . . . . . . . . . 1373
E2003-03 (DTC D3)-Dosing Control Unit (DCU) 24 volt power is removed prior to completing DEF/AdBlue® purge
cycle at key OFF - Main relay shut off too late (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1374
E2003-04 (DTC D3)-Dosing Control Unit (DCU) 24 volt power is removed prior to completing DEF/AdBlue® purge
cycle at key OFF - Low voltage (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1375
E2003-05 (DTC D3)-Dosing Control Unit (DCU) 24 volt power is removed prior to completing DEF/AdBlue® purge
cycle at key OFF - Open circuit (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1376
E2003-06 (DTC D3)-Dosing Control Unit (DCU) 24 volt power is removed prior to completing DEF/AdBlue® purge
cycle at key OFF - Signal incorrect (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1377
E2004-07 (DTC D4)-Too high UREA Temperature in Pump module (Emergency shut off) (*) . . . . . . . . . . . . . 1378
E2019-12 (DTC E3)-Urea pressure sensor plausibility error (checked during system startup) (*) . . . . . . . . . . 1379
E2020-07 (DTC E4)-Diesel Exhaust Fluid (DEF)/AdBlue® box temperature sensor plausibility error - Bad intelligent
device (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1380
E2021-07 (DTC E5)-Urea tank temperature sensor plausibility error (dynamic / static) (*) . . . . . . . . . . . . . . . . 1381
E2022-00 (DTC E6)-Diesel Exhaust Fluid (DEF)/AdBlue® tank temperature sensor - Valid above normal (*) 1382
E2022-01 (DTC E6)-Diesel Exhaust Fluid (DEF)/AdBlue® tank temperature sensor - Valid below normal (*) 1384
E2022-03 (DTC E6)-DEF/AdBlue® tank level/temperature sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1386
E2022-04 (DTC E6)-DEF/AdBlue® tank level/temperature sensor (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1388
E2023-07 (DTC E7)-Back flow line clogged (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1390
E2024-02 (DTC E8)-Urea pressure not reduced during start up (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1391
E2026-07 (DTC EA)-Pressure line blocked (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1392
E2027-01 (DTC EB)-Low UREA level 1 (warning) (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1393
E2028-01 (DTC EC)-Low UREA Level 2 - empty UREA tank (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1395

(*) See content for specific models

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 CNH Industrial Belgium NV Leon Claeysstraat 3A 8210 Zedelgem - Belgium

SERVICE - Technical Publications & Tools

© 2015 CNH Industrial Belgium N.V.

All rights reserved. No part of the text or illustrations of this publication may be reproduced.

NEW HOLLAND policy is one of continuous improvement and the right to change prices, specification or equipment
at any time without notices is reserved.

All data given in this publication is subject to production variations. Dimensions and weight are approximate only
and the illustrations do not necessarily show products in standard condition. For exact information about any
particular product, please consult your NEW HOLLAND Dealer.

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