V-Mac Ii

®
V-MAC II JULY 1998
SERVICE MANUAL (REVISED)

8-206
Front.fm Page -ii Thursday, July 2, 1998 1:04 PM
-ii
newknow.fm Page 1 Thursday, July 2, 1998 1:06 PM
PLEASE LET US KNOW!

Your comments and suggestions will help
us improve this manual!
Please complete and mail this form or FAX
your comments to: (610) 709-3800.
Manual: _______________________________ Publication Number: _______
Vehicle Model: _________________________ Model Year: ______________
Do you find procedures properly organized and easy to follow? m Yes m No
If not, please explain: ______________________________________________
_______________________________________________________________
_______________________________________________________________
Manual page numbers: _____________________________________________
Are there any important procedures or other information presently not in this
manual that you would like to see included? m Yes m No
If yes, please describe: _____________________________________________
_______________________________________________________________
_______________________________________________________________
Did you find any errors in the procedures or illustrations? m Yes m No
If yes, what pages? _______________________________________________
Please explain: ___________________________________________________
_______________________________________________________________
Please include a copy of each page in question and mark your comments and
suggestions.
Name: ________________________________ Phone: (_____) _____-_______
Company: _______________________________________________________
Address: ________________________________________________________
City: _________________________________ State: _______ Zip: _______
Position Title: ____________________________________________________
Thank You For Your Assistance

Mack Trucks, Inc.
(ATTENTION: RTS STAFF, 6S3)
DO NOT STAPLE — USE TRANSPARENT TAPE

Busreply.fm Page 1 Thursday, July 2, 1998 1:07 PM
FOLD ALONG THIS LINE • DO NOT STAPLE • USE TRANSPARENT TAPE
NO POSTAGE
NECESSARY
IF MAILED
IN THE
UNITED STATES
BUSINESS REPLY MAIL

FIRST CLASS MAIL PERMIT NO. 1602 ALLENTOWN, PA
POSTAGE WILL BE PAID BY ADDRESSEE
SERVICE PUBLICATIONS (RTS), 6S3

MACK TRUCKS INC
WORLD HEADQUARTERS
PO BOX M
ALLENTOWN PA 18105-9972
FOLD ALONG THIS LINE

®
V-MAC II
SERVICE MANUAL
JULY 1998 © MACK TRUCKS, INC. 1998

(REVISED) ELECTRICAL 8-206
Front.fm Page ii Thursday, July 2, 1998 1:04 PM
ATTENTION
The information in this manual is not all inclusive and
cannot take into account all unique situations. Note that
some illustrations are typical and may not reflect the
exact arrangement of every component installed on a
specific chassis.
The information, specifications, and illustrations in this
publication are based on information that was current at
the time of publication.
No part of this publication may be reproduced, stored in a
retrieval system, or be transmitted in any form by any
means including electronic, mechanical, photocopying,
recording, or otherwise without prior written permission
of Mack Trucks, Inc.
ii
Front.fm Page iii Thursday, July 2, 1998 1:04 PM
SAFETY INFORMATION
SAFETY INFORMATION
iii
Front.fm Page iv Thursday, July 2, 1998 1:04 PM
SAFETY INFORMATION
Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
manual. Information accented by one of these signal words must be observed to minimize the risk of per-
sonal injury to service personnel, or the possibility of improper service methods which may damage the
vehicle or render it unsafe. Additional Notes and Service Hints are utilized to emphasize areas of proce-
dural importance and provide suggestions for ease of repair. The following definitions indicate the use of
these advisory labels as they appear throughout the manual:
Directs attention to unsafe practices which could result in damage to equipment and
possible subsequent personal injury or death if proper precautions are not taken.
Directs attention to unsafe practices which could result in personal injury or

death if proper precautions are not taken.
Directs attention to unsafe practices and/or existing hazards which will result
in personal injury or death if proper precautions are not taken.
An operating procedure, practice, condition, etc., which is essential to emphasize.
A helpful suggestion which will make it quicker and/or easier to perform a certain
procedure, while possibly reducing overhaul cost.
000001a
iv
Front.fm Page v Thursday, July 2, 1998 1:04 PM
SAFETY INFORMATION
Service Procedures and Tool Usage
Anyone using a service procedure or tool not recommended in this manual must first satisfy himself
thoroughly that neither his safety nor vehicle safety will be jeopardized by the service method he selects.
Individuals deviating in any manner from the instructions provided assume all risks of consequential
personal injury or damage to equipment involved.
Also note that particular service procedures may require the use of a special tool(s) designed for a
specific purpose. These special tools must be used in the manner described, whenever specified in the
instructions.
1. Before starting a vehicle, always be seated in the driver’s seat, place the
transmission in neutral, be sure that parking brakes are set, and disengage
the clutch.
2. Before working on a vehicle, place the transmission in neutral, set the

parking brakes, and block the wheels.
3. Before towing the vehicle, place the transmission in neutral and lift the rear
wheels off the ground, or disconnect the driveline to avoid damage to the
transmission during towing.
REMEMBER,
SAFETY . . . IS NO ACCIDENT!
v
Front.fm Page vi Thursday, July 2, 1998 1:04 PM
NOTES
vi
Front.fm Page vii Thursday, July 2, 1998 1:04 PM
INTRODUCTION
INTRODUCTION
vii
Front.fm Page viii Thursday, July 2, 1998 1:04 PM
INTRODUCTION
CHANGES FROM THE The BLINK CODE DIAGNOSTICS section
includes step-by-step procedures for
EXISTING V-MAC II troubleshooting diagnostic blink codes.
SERVICE MANUAL
The SYMPTOM RELATED DIAGNOSTICS
Mack Trucks, Inc. has made many improvements section provides the troubleshooting procedures
to this V-MAC II® Service Manual, with changes for situations where there is no diagnostic blink
to both content and organization. code.
This updated service manual now covers The REPAIR AND ADJUSTMENT
additional diagnostic blink codes including: PROCEDURES section guides the technician
through connector repair, clutch switch
r 1-8 — Starter input (high voltage)
adjustment, sensor adjustment and resetting low
r 5-7 — Driver alarm output (low voltage) idle speed.
r 5-8 — Driver alarm output (high voltage)
The SPECIFICATIONS section provides engine
r 5-9 — Fault lamp output (low voltage) parameters, while the SPECIAL TOOLS section
includes a listing of the necessary tools.
r 5-10 — Fault lamp output (high voltage)
r 6-5 — Battery voltage (low voltage) The SAE MESSAGE DESCRIPTIONS section
provides a list of SAE/ATA serial line codes and
The DESCRIPTION AND OPERATION section corresponding descriptions.
provides an overview of the V-MAC II system, as
well as a brief description of each component.
The DIAGNOSTIC TOOLS AND PROCEDURES

section outlines the diagnostic software and
equipment that will be needed. It also provides
troubleshooting procedures and service hints.
viii
Front.fm Page ix Thursday, July 2, 1998 1:04 PM
TABLE OF CONTENTS
TABLE OF CONTENTS
ix
Front.fm Page x Thursday, July 2, 1998 1:04 PM
TABLE OF CONTENTS
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
COMPONENT DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
V-MAC II Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Rack Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ECONOVANCE Timing Advance Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
SYSTEM SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
RPM/TDC (Engine Position) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
MPH (Road Speed) Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Timing Event Marker (TEM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Intake-Manifold Air Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Engine Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Coolant Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Throttle Position Sensor (TPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
CAB AND DASHBOARD SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Speed Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Informational Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Shutdown Override Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Torque Limiting Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SYSTEM LAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Electronic Malfunction Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Shutdown Indicator Lamp and Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
V-MAC II Module Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Fuel Injection Pump Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Serial Communication Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
31- and 23-Pin Bulkhead Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Sensor Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
MAJOR FUNCTIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Fuel Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Timing Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Speed Control/Cruise Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Road Speed Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Engine Protection Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Idle Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Accessory Relay Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ON/OFF Fan Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
DIAGNOSTIC TOOLS & PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DIAGNOSTIC SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Software Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
SAE/ATA Serial Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
DIAGNOSTIC TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Digital Multimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Pro-Link 9000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
IBM-Compatible PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
J 1708 Serial Data Link Adaptor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
J 38500-63 Serial Link Jumper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
x
Front.fm Page xi Thursday, July 2, 1998 1:04 PM
TABLE OF CONTENTS
DIAGNOSTIC BLINK CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Determining Diagnostic Blink Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Diagnostic Blink Code Identification Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Determining That a Fault Exists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Locating Diagnostic Blink Code Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Performing Diagnostic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
SERVICE HINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Test Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Wire and Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
V-MAC II Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
BLINK CODE DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
DIAGNOSTIC BLINK CODE 1-1 OR 1-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DIAGNOSTIC BLINK CODE 1-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
DIAGNOSTIC BLINK CODE 3-5, BASIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
DIAGNOSTIC BLINK CODE 3-5, ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
DIAGNOSTIC BLINK CODE 3-5, ADVANCED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
DIAGNOSTIC BLINK CODE 4-1, 4-2 OR 4-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
DIAGNOSTIC BLINK CODE 5-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
DIAGNOSTIC BLINK CODE 5-7 OR 5-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
DIAGNOSTIC BLINK CODE 5-9 OR 5-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
xi
Front.fm Page xii Thursday, July 2, 1998 1:04 PM
TABLE OF CONTENTS
SYMPTOM RELATED DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
BUFFERED MPH (SPEEDOMETER SIGNAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
LOW COOLANT LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
INTERMITTENT PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
LOW OIL PRESSURE WITH DRIVER ALARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
INCORRECT OIL PRESSURE VERSUS GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
INJECTION PUMP RPM (ENGINE SPEED) SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
ENGINE BRAKE VERBAL COMPLAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
BUFFERED RPM (TACH DRIVE OUTPUT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
ON/OFF FAN CONTROL VERBAL COMPLAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
SWITCH CIRCUIT DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
SWITCH CIRCUIT FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
SYMPTOM RELATED TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
REPAIR AND ADJUSTMENT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
CONNECTOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Deutsch Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
V-MAC II Module, Engine Oil Pressure, Intake Manifold Temperature, and
Coolant Temperature Sensors and Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
MPH, RPM/TDC, Throttle Position, TEM Sensors and Connectors and Bulkhead
Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
TERMINAL REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Using the J 35688 Crimping Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Soldering Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
CLUTCH SWITCH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
RPM/TDC Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
MPH Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
TEM Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
RESETTING LOW IDLE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
V-MAC I AND II E7 ENGINE PARAMETERS (1995 AND LATER) . . . . . . . . . . . . . . . . . . . . . . . . 232
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
TOOL LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
SAE MESSAGE DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
COMMUNICATION STANDARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
INDEX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
xii
8_206int.fm Page 1 Thursday, July 2, 1998 1:07 PM
DESCRIPTION AND OPERATION
Page 1

GENERAL INFORMATION The following switches are used by the V-MAC II
system:
The V-MAC II (Vehicle Management and Control) r Speed control ON/OFF switch
system is an electronic engine control system
consisting of the following components: r Combination SET/DECEL and RESUME/
ACCEL switch
r V-MAC II module
r Service brake switch
r Fuel injection pump
r Parking brake switch
r Fuel rack actuator
r Clutch switch
r ECONOVANCE®
r PTO switches
To enable V-MAC II to perform the necessary r Engine brake switch
engine management and control functions, the
following sensors provide information to the r Shutdown override switch
system:
r Torque limiting switch
r Oil pressure sensor
To alert the driver to possible problems with the
r Intake-manifold air temperature sensor vehicle, the V-MAC II system uses the following
r Coolant temperature sensor lamps:
r MPH sensor r Electronic malfunction lamp
r RPM/TDC (engine position) sensor r Shutdown lamp
r Coolant level sensor
r Timing Event Marker (TEM) sensor
r Throttle position sensor
Page 2

COMPONENT DESCRIPTIONS The V-MAC II Module is mounted on a panel
underneath the dashboard directly in front of the
passenger seat.
V-MAC II Module
Fuel Injection Pump
The fuel injection pump is similar to previous
production pumps using mechanical governors,
and is located on the right side of the engine. On
this pump, the mechanical governor is replaced
by an actuator assembly.
Fuel Rack Actuator

The fuel rack actuator, located on the rear of the
pump, uses a proportional solenoid to provide
positioning force. It works against a return spring
to assure fuel shutoff if electric power is
disconnected from the module. An increase in
current flow moves the pump rack to a higher fuel
delivery position. With a decrease in current flow,
the return spring moves the rack to a lower fuel
delivery position. The actuator incorporates a
rack position sensor that supplies rack position
information, via an electric signal, to the V-MAC II
Figure 1 — V-MAC II Module (CH Model Shown) module to allow for control under all operating
conditions.
The V-MAC II module is a microprocessor-based
controller which provides a variety of functions
including:
r Rack control
r Fuel injection timing advance
r Variable speed control
r Cruise control
r Road speed limiting
r Engine protection
r Engine shutdown
r Idle shutdown
r Speedometer and tachometer outputs
r Diagnostic fault logging
r Engine brake control
r PTO operation
r ON/OFF fan control
r Theft deterrence
r Maintenance information
Page 3

ECONOVANCE Timing Advance SYSTEM SENSORS
Mechanism
The V-MAC II module receives information via
The ECONOVANCE timing advance mechanism electrical signals from the sensors described in
serves as a part of the fuel injection pump drive this section.
and is located between the engine cylinder block
and the injection pump. Timing is changed by
rotating the injection pump camshaft relative to RPM/TDC (Engine Position) Sensor
the engine crankshaft in response to a command
from the V-MAC II module. The device has a The RPM/TDC sensor is a speed sensor located
helical spline machined into a sliding sleeve in the flywheel housing. Speed sensors generate
which is moved along the axis of rotation of the pulses of AC voltage through the principle of
injection pump by engine lubricating oil. The magnetic induction. When a conductor breaks
delivery of the oil is controlled by an through a magnetic field, a pulse of voltage is
electrohydraulic actuator which converts the generated. The RPM/TDC sensor senses the
electrical output of the V-MAC II module into a passage of a series of notches machined in the
proportionate rate of oil flow to the forward face of the engine flywheel. These
ECONOVANCE. notches provide six pulses for each revolution of
the engine crankshaft, spaced to occur at a fixed
The electrohydraulic ECONOVANCE actuator relationship to Top Dead Center (TDC) of each
consists of two components in a single assembly, piston. The E9 flywheel uses eight notches which
which is mounted on the top of the ECONOVANCE provide eight pulses for each engine revolution.
mechanism. The components are: Engine revolutions per minute (rpm) is used as
the primary parameter for determining the
Proportional solenoid —This type of solenoid desired timing. This sensor also provides the
has a core which can be moved smoothly to any crankshaft position information needed for
position within its range of travel by varying the comparison with the Timing Event Marker (TEM)
electric current it receives. The current is supplied information to calculate the current (actual)
and controlled by the V-MAC II module. injection timing.
Hydraulic spool valve —The proportional
solenoid sets the hydraulic spool valve at the MPH (Road Speed) Sensor
position needed to control the flow of engine oil to
the ECONOVANCE unit. The spool valve is not The miles per hour (mph) sensor is another
affected by the oil pressure being controlled. speed sensor based on the principle of magnetic
induction. It is mounted in the transmission output
shaft housing, and senses the passage of a
series of teeth on a tone wheel (toothed
speedometer gear) mounted on the transmission
output shaft. Vehicle speed is the primary
parameter used for cruise control or road speed
limiting modes.
Timing Event Marker (TEM)

The Timing Event Marker (TEM), located at the
outside rear of the injection pump, is similar to the
road speed and engine position sensors. It
senses the passage of the timing finger in the
injection pump rack actuator, which is adjusted to
occur at port closure of the No. 1 plunger during
injection pump calibration. The timing finger is
also used to orient the injection pump camshaft
as the pump is installed on the engine, and to set
Figure 2 — Proportional Solenoid (1) and Hydraulic the initial injection timing.
Spool Valve (2)
Page 4

Coolant Temperature Sensor CAB AND DASHBOARD
The coolant temperature sensor is usually SWITCHES
located in the rear of the water manifold. It
monitors the temperature of the engine coolant to Speed Control Switches
allow evaluation of operating conditions that
cause high coolant temperatures (e.g., radiator The speed control switches provide input from the
blockage, thermostat failure, heavy load, high driver to set the modes or command speeds for
ambient temperatures, etc.). This sensor is also the speed control functions. These switches are
used to assist in cold start conditions. located on the dashboard.
r Speed control ON/OFF switch
Intake-Manifold Air Temperature r Combination SET/DECEL and RESUME/
Sensor ACCEL switch
The intake-manifold air temperature sensor,
located in the intake manifold, is used for Informational Switches
accurate air/fuel ratio calculation. This information The V-MAC II system receives operating
is also used for engine timing control, to prevent information from the following switches:
the formation of white smoke during engine
warm-up and to prevent misfire under light load r Service brake switch, located in-line within
conditions. the brake system
r Parking brake switch, located in-line in the
Engine Oil Pressure Sensor parking brake circuit
The engine oil pressure sensor, located on top of r Clutch switch, located under the dashboard
the oil filter assembly, monitors the engine oil above the clutch pedal
pressure to warn of lubrication system failure. r PTO switches, located on the dashboard
r Engine brake switch, located on the
Coolant Level Sensor dashboard
The coolant level sensor is located on the rear of The driver activates these switches by applying
the radiator near the bottom of the upper coolant the brakes, disengaging the clutch, or engaging
tank. It monitors the level of coolant in the radiator the PTOs or engine brake.
to warn of coolant loss.
Shutdown Override Switch
Throttle Position Sensor (TPS)
The shutdown override switch, located on the
The Throttle Position Sensor (TPS), located on dashboard, allows a short period (30 seconds) of
the side of the accelerator pedal assembly, operation after the engine has been shut down
replaces the mechanical linkage for fuel control due to a problem detected by the V-MAC II
with an electric sensor. The “drive by wire” pedal system. This enables the driver to move the
is designed to provide a system that feels similar vehicle, if necessary.
to the standard type of pedal and mechanical
linkage, but with reduced sensitivity to chassis Torque Limiting Switch
motion for improved driver control. This sensor
provides driver fuel requirement input to the The torque limiting switch (not available on all
V-MAC II module. vehicles) is located in the transmission. It protects
driveline components by reducing engine torque
when it senses that the transmission is in a very
low gear.
Page 5

SYSTEM LAMPS The electronic malfunction lamp also provides
blink codes for system diagnostics. For an
explanation of blink code activation and
Electronic Malfunction Lamp interpretation refer to the Blink Code Identification
chart in the DIAGNOSTIC TOOLS AND
PROCEDURES section.
Shutdown Indicator Lamp and

Alarm
Figure 3 — Electronic Malfunction Lamp
The electronic malfunction lamp is located on the

dashboard. It is amber in color and its function is
to alert the driver to an electrical problem with the
V-MAC II system.
Figure 4 — Shutdown Indicator Lamp
The V-MAC II system performs a self-test each
time the vehicle is started. The electronic The red shutdown indicator lamp, located on the
malfunction lamp remains ON while this test is dashboard, will turn ON under any of the
being carried out. After the self-test is completed, following conditions:
the lamp will turn OFF and remain OFF, unless a
problem is detected. r Coolant level is below the minimum level
r Oil pressure is below the minimum level
r Engine temperature exceeds the maximum
The engine cannot be started until the two In addition to the shutdown indicator lamp,
second system check is completed. V-MAC II also provides an audible alarm (referred
to as the driver alarm). Like the electronic
malfunction lamp, the shutdown lamp and driver
If the electronic malfunction lamp turns ON while alarm operate during the self-test and turn OFF
driving the vehicle, the V-MAC II system has when the test is completed. The shutdown
detected a problem. indicator lamp and driver alarm will also turn ON
when the system detects a problem which
warrants shutting down the engine.
In most circumstances the vehicle will operate

when the lamp is ON, although engine
performance may be affected.
Page 6

SYSTEM CONNECTORS
The V-MAC II system receives data from a variety
of sensors located throughout the vehicle. Sensor
connectors serve as a major component of this
system by providing a connection between the
sensors and the V-MAC II module. This section
describes all of the connectors used in the
V-MAC II system.
V-MAC II Module Connectors

There are three connectors between the main
harness and the V-MAC II module. The J1A and
J1B connectors are both 30-pin connectors, while
the J2 connector is an 18-pin connector. Each pin
on the harness connectors is marked along the
outside edge of the connector. Each of the three
harness connectors have 3 columns labeled 1, 2
and 3. The rows for these connectors are labeled
as follows:
r J1A: rows A–K
r J1B: rows L–Y.
r J2: rows A –F.
Figure 5 — J1A, J1B and J2 Module Connectors
To remove any connector from the V-MAC II

module, loosen the hex nut in the center of the
connector and gently pull the connector from the
module. For easy reference, the previous
illustration shows each pin number as it appears
on the harness connector. Be sure that the
connector is aligned as shown below to avoid
confusion when checking pin numbers.
The following is a graphic depiction of the

V-MAC II module inputs and outputs.
Page 7
Figure 6 — V-MAC II Module Inputs and Outputs
Page 8

The following tables list connector pin numbers and corresponding signal descriptions.
J1A CONNECTOR J1B CONNECTOR
Pin Number Description Pin Number Description
A1 Timing solenoid PLUS (+) line L1 TPS signal (+) line
A2 Fuel rack actuator MINUS (−) line L2 TPS voltage reference (+) line
A3 Timing solenoid MINUS (−) line L3 TPS ground (−) line
B1 Fuel rack actuator PLUS (+) line M1 Not used
B2 Fuel rack actuator PLUS (+) line M2 Not used
B3 Fuel rack actuator MINUS (−) line M3 Key switch
C1 Not used N1 PLUS (+) 12 volts from battery
D1 Not used P1 Chassis ground
D2 Not used P2 Chassis ground
D3 Intake manifold temperature signal (+) P3 Engine brake relay control line
line
R1 Shutdown lamp and alarm signal (+)
E1 Coolant temperature (+) line line
E2 Coolant temperature (−) line R2 Electronic malfunction lamp signal (+)
line
E3 Intake manifold temperature signal (+)
line R3 Accessory relay control line
F1 Not used S1 J 1922 data line A PLUS (+) line
F2 Oil pressure signal (+) line S2 J 1587 serial data line A PLUS (+) line
F3 Coolant level signal (+) line S3 Not used
G1 Sensor power (+) line T1 J 1922 data line B MINUS (−) line
G2 Sensor ground (−) line T2 J 1587 serial data line B MINUS (−) line
G3 MPH sensor PLUS (+) line T3 Not used
H1 RPM/TDC PLUS (+) line W1 Not used
H2 RPM/TDC MINUS (−) line W2 Buffered RPM out line (speedometer
signal)
H3 MPH sensor PLUS (+) line
W3 Buffered RPM out line (tachometer
J1 TEM PLUS (+) line
signal)
J2 TEM MINUS (−) line
X1 Not used
J3 Rack position sensor signal (+) line X2 Not used
K1 Rack position sensor signal (+) line X3 Not used
K2 Rack position sensor signal (+) line Y1 Fan clutch control
K3 Not used
Y2 Auxiliary No. 1 out line
Y3 Not used
Page 9

J2 CONNECTOR Fuel Injection Pump Connector
Pin Number Description
A1 Not used
A2 Not used
A3 Starter signal (+) line
B1 Not used
B2 Service brake signal (+) line
B3 Parking brake signal (+) line
C1 Clutch engaged signal (+) line
C2 Speed control SET/DECEL signal (+)
line
C3 Speed control ON/OFF switch signal (+)
line
D1 Speed control RESUME/ACCEL signal
(+) line Figure 7 — Fuel Injection Pump Connector
D2 Shutdown override signal (+) line
On V-MAC II vehicles, the engine harness
D3 PTO 1 selected signal (+) line connects to the fuel injection pump via an
E1 PTO 2 selected signal (+) line injection pump connector harness which is
E2 Torque limit switch signal (+) line integral to the pump governor housing. The
harness provides easy access to the injection
E3 Not used pump electrical pins.
F1 Not used
F2 Chassis ground The harness uses a Deutsch connector similar in
appearance and function to the serial
F3 Not used
communication port connector located under the
dashboard. The connector has a rotating locking
collar which must be locked in place. A definite
click can be felt when the collar is properly locked
in place. The mating connector on the engine
harness has also been changed to a Deutsch
connector.
The harness is an integral part of the governor

cover and cannot be removed for repairs.
Page 10

Serial Communication Port 31- and 23-Pin Bulkhead
The serial communication port is a 6-pin Connectors
connector used for system diagnostics and Like the fuel injection pump connector, the
reprogramming. It is located under the dashboard bulkhead connectors have a rotating locking
to the left of the steering column. This port is collar which must be locked in place. A definite
used for connecting the Pro-Link 9000® hand click can be felt when the collar is properly locked
held-reader or the diagnostic computer. Following in place. For a list of pin designations, refer to the
the illustration is a list of pin letters and appropriate electrical manual.
designations.
Bulkhead connector terminals are removed and
installed in basically the same manner as the
communication and pump harness connectors.
Follow the instructions for terminal removal and
replacement in the Connector Repair section.
Sensor Connectors
The oil pressure sensor connector is a three-pin
connector which plugs directly into the sensor.
For reference, the pins are designated by letter.
Figure 8 — Serial Communication Port Connector
Pin Letter Designation

A Serial data link PLUS (+) line
B Serial data link MINUS (−) line
C PLUS (+) 12 volts
D Accessory relay Figure 9 — Oil Pressure Sensor Connector
E Chassis ground
F Not used
Page 11

The intake-manifold air temperature sensor The throttle position sensor uses a two-part,
and the coolant temperature sensor both use a three-pin connector. The For reference, pins are
two-pin connector which plugs directly into the designated by letter.
sensor. For reference, the pins are designated by
letter.
Figure 12 — Throttle Position Sensor Connector
Figure 10 — Intake-Manifold Air Temperature and

Coolant Temperature Sensor Connector
The remaining system connectors are spade-type
connectors. They are used for speed control, park
The MPH sensor, RPM/TDC sensor, timing and service brake, PTO and engine brake
actuator sensor, coolant level sensor and switches.
Timing Event Marker (TEM) sensor each use a
two-part, two-pin connector. For reference, the
pins are designated by letter.
Figure 11 — MPH, RPM/TDC, Timing Actuator, Coolant

Level and TEM Sensor Connector
Page 12

MAJOR FUNCTIONS CHART
Fuel Control
Inputs Backup Effects If Input Fails Blink Code
Throttle position sensor: None r Low idle speed increases to 900 rpm. 5-1
r Signal line open, short to r Isochronous governor (controls to 900 rpm). 5-2
ground or short to voltage
r VSC and cruise control still work.
r Reference line open or
grounded r All of the above at a throttle position greater
than 0%.
r Reference line shorted to 12
volts
RPM/TDC sensor TEM sensor r Rough running at low and high idle speeds. 3-2
r Rough running VSC.
r Correct RPM reading on diagnostic tools.
r Engine stall, if both sensors fail
TEM sensor RPM/TDC sensor r Smooth transition to backup. 3-4
r Correct RPM reading on diagnostic tools.
r Engine stall, if both sensors fail.
Rack position sensor None r Rack actuator shutdown (until electrical problem 7-5
is resolved).
r Open, short to ground or short 7-6
to voltage
7-7
Intake-manifold air temperature None r Fault displayed by PC or Pro-Link. 2-3
sensor
2-4
Coolant temperature sensor None r Fault displayed by PC or Pro-Link. 2-1
2-2
Ignition key switch None r If the switch turns OFF or fails open, the fuel
turns OFF immediately.
r If the switch fails closed, the engine will not stop
with the key.
Starter input RPM/TDC sensor r Cannot achieve start fuel unless RPM signal 1-8
indicates starting speed, or 100% throttle
Throttle position position is achieved.
sensor
Timing Control
RPM/TDC sensor TEM sensor r Full retard commanded. 3-2
r Full retard assumed.
TEM sensor RPM/TDC sensor r Full retard commanded. 3-4
Intake-manifold air temperature None r Light load timing retarded. 2-3
sensor
r Possible white smoke.
2-4
Coolant temperature sensor None r Light load timing retarded. 2-1
r Possible white smoke. 2-2
Page 13

Speed Control/Cruise Control
Speed control switches: None r Cannot set speed control. 3-2
r Cannot set or resume speed control.
r ON/OFF
r SET/RESUME
Throttle position sensor None See “Fuel Control” chart. 5-1
5-2
MPH sensor None r Speed control functions (cruise control, VSC, 4-1
SSC) are canceled.
r No speedometer output. 4-2
r Reduced power (customer selectable). 4-3
RPM/TDC sensor TEM sensor r VSC/SSC will drop out. 3-4
r Full retard commanded.
r Engine stall, if both sensors fail.
Clutch switch None r If the switch is closed, speed control will not
function.
r If the switch is open, speed control will not
cancel.
Service brake switch None r If the switch is closed, speed control will not
function.
r If the switch is goes from open to closed with the
parking brake OFF, VSC/SSC will not function.
Parking brake switch None r If the switch is closed, speed control will not
function.
r If the switch is goes from open to closed,
VSC/SSC will not function.
PTO switches 1 and 2 None r If the switches are open, cannot set SSC.
r If the switches are closed, engine speed will be
limited.
Road Speed Limiting

MPH sensor None r Reduced power (customer selectable). 4-1
r No speedometer output. 4-2
4-3
Page 14

Engine Protection Shutdown
Oil pressure sensor None r Protection/shutdown inactive for oil pressure. 1-1
1-2
Coolant temperature sensor None r Protection/shutdown inactive for coolant 2-1
temperature.
2-2
Coolant level sensor None r Open sensor indicates low level. 1-7
r Harness open/short could cause protection/
shutdown, or make protection/shutdown inactive
for coolant level.
Shutdown override switch None r Override cannot be performed.
Idle Shutdown
TPS sensor None r If vehicle is not moving, shutdown will occur at 5-1
proper time.
5-2
Shutdown override switch None r Override cannot be performed.
MPH sensor None r Idle shutdown will occur if the accelerator pedal 4-1
position is constant, even if the vehicle is moving.
4-2
4-3
Coolant temperature sensor None r Shutdown occurs after the warm-up and 2-1
shutdown times have expired, even if the engine
has not yet reached the warm-up temperature. 2-2
Accessory Relay Control

Key switch None r If switch turns OFF or fails, the relay turns OFF 3
seconds later.
Starter input None r If switch signal is lost, the system will not reset
after a shutdown by engaging the starter — cycle
the power instead.
ON/OFF Fan Control

Coolant temperature sensor None r Fan will be engaged all of the time.
12-volt supply None r Loss of 12 volts engages the fan.
Page 15
NOTES
Page 16
DIAGNOSTIC TOOLS & PROCEDURES
Page 17

DIAGNOSTIC SOFTWARE
The V-MAC II module contains a variety of In the event of a circuit failure, a default value will
standard integrated software packages which be reported. This default value will allow the
allow for detection, logging and retrieval of engine or vehicle to operate even though the
diagnostic information about the V-MAC II V-MAC II module does not have any information
system. from the failed circuit.
Diagnostic software is an integral part of the
system. Its purpose is to aid in troubleshooting 4. The V-MAC II module will update the fault
the V-MAC II system while providing increased table in its internal memory. The fault table
safety by constantly checking the hardware. The contains a record of how many times the
diagnostic software monitors all inputs and failure has occurred. The occurrence count
detects those that are out of the allowable ranges is limited to 15, and the stored codes will
or in invalid states. remain in memory until cleared by a
diagnostic computer, or until the information
Software Functions is no longer useful for diagnostic purposes.
When an unusual condition is detected, the
V-MAC II software begins a timer. If the condition
does not clear within a specified period of time
(known as the fault recognition period), a fault is All of the faults logged by the V-MAC II system
logged. Fault recognition periods have been set are recoverable. This means that if the unusual
according to the safety requirements of the condition returns to normal for a continuous
sensor. These time periods have been specified period of time, the fault will be cleared and the
to avoid reporting false faults, while maintaining fault lamp will go OFF. However, the occurrence
engine and vehicle safety. will be logged in the fault table to aid in future
troubleshooting.
After a failure is detected, the diagnostic software
will perform the following functions:
SAE/ATA Serial Line
1. The electronic malfunction lamp, located on
the dashboard, will go ON. This lamp will The V-MAC II diagnostic software is closely tied
remain ON for active faults, and go OFF to the SAE/ATA serial line. This provides an easy
when there are no longer any active faults means of troubleshooting the system, since a
present in the system. complete fault history can be retrieved from the
SAE/ATA serial line with a diagnostic tool such as
2. A fault message will be sent in a standard the Pro-Link 9000 or a diagnostic PC.
format on the SAE/ATA serial line to alert
other devices of this failure. A similar
message will be transmitted when the failure
is cleared. When a problem occurs in the SAE/ATA J 1708
serial line, the Pro-Link 9000 and the diagnostic
3. The data normally transmitted on the PC may not be able to read the information from
SAE/ATA serial line for this sensor will be the vehicle. The fault lamp will be ON, and the
replaced with a “Bad Data” indicator. This dash switches will have to be used to read the
will signal the other devices on the serial line blink codes. The Pro-Link will display the
to ignore the data for this sensor. message “No Data Received.”
For SAE/ATA standard terminology, refer to the

SAE Message Descriptions section.
Page 18

DIAGNOSTIC TOOLS
Figure 13 — Interface Devices
To utilize the diagnostic capabilities of the

V-MAC II system, several diagnostic tools are
available:
r Digital multimeter
r Pro-Link 9000®
r IBM®-compatible PC
Page 19

Digital Multimeter Pro-Link 9000
The digital multimeter is used to make the
required measurements when performing
diagnostic testing procedures such as measuring
voltage and resistance, checking for short circuits
and checking for open circuits.
Since there are varying types of digital

multimeters available, this manual does not
provide specific instructions. Refer to the
instructions provided with your multimeter.
For consistent, successful diagnostic test results,

it is essential to understand the following terms:
Voltage (volts) — The electric potential or

potential difference, expressed in volts.
Resistance (ohms) — The amount of opposition

offered by a component to the passage of a Figure 14 — Pro-Link 9000
steady, electric current through that component,
expressed in ohms. The Pro-Link 9000 is a hand-held device which
connects to the serial communication port,
Continuity (ohms) — Very little or no resistance, located under the dashboard to the left of the
indicating that a complete pathway for the current steering column. This unit may be used for the
flow exists. following functions:
r Display all active faults.
r Display all occurrences of inactive faults.
Whenever a diagnostic procedure prompts you to r Monitor selected system parameters.
perform a continuity check, be sure to use the
continuity feature of your multimeter. Refer to the r Clear stored fault codes.
appropriate multimeter instructions for operating r Reset low idle speed.
procedures.
r Reprogram customer data.
Current (amps) — The strength of the flow of To use the Pro-Link 9000, follow the instructions
electricity, expressed in amps. provided with the unit.
Short Circuit (short) — A connection of
comparatively low resistance, accidentally or
intentionally made, between points on a circuit
where the resistance is normally much greater.
Open Circuit (open) — Any situation where the
normally closed or continuous flow of electricity
has been interrupted (e.g., a broken wire in the
wiring harness).
Page 20

IBM-Compatible PC J 1708 Serial Data Link Adaptor
The personal computer communicates with the
vehicle via the J 1708 serial data link adaptor.
The Pro-Link or the J 38351 (B) serial link
adaptor can be used as an interface in place of
this adaptor.
J 38500-63 Serial Link Jumper
Figure 15 — Typical Laptop Computer
The Personal Computer (PC) is the most

advanced diagnostic tool available for
troubleshooting the V-MAC II system. In
addition to performing all the functions of the
Pro-Link 9000, it allows enhanced system
diagnostics.
The personal computer also permits information

specific to the vehicle to be entered and stored in
the V-MAC II module’s internal memory, and
provides more flexibility in password selection.
Any 100% IBM-compatible computer will work
with the system. In order to connect a computer
to the vehicle, a serial link interface is required. Figure 16 — Serial Link Jumper
The ATA serial link adapter (part No. J 38351 or
J 38351-B) or the Pro-Link 9000 can be used as The J 38500-63 serial link jumper should be used
the interface device. with both the J 1708 Serial data link adaptor and
the Pro-Link. The jumper provides the ability to
In addition, the V-MAC II SERVICE turn the V-MAC II system ON without having to
DIAGNOSTICS software package MUST BE turn on the key. This is not only convenient for
loaded. This software package, as well as programming, but is also very important for
complete instructions for installing and running diagnostic troubleshooting.
the program, is available through your MACK
distributor. Be sure to follow the instructions
completely.
Page 21

If you do not have a jumper and the diagnostic 5. Immediately after the idle time, the V-MAC II
procedure requires that you Connect the serial module will begin to flash a two-digit blink
link jumper into the serial communication port, code. The two digits of the code will be
there are two alternative solutions: separated by a one-second idle time.
r Serial Communication Port — Connect a 6. Each digit of the blink code may consist of
wire from pin C of the serial communication up to eight flashes. Both the ON and OFF
port to pin D of the port. time for each flash will be one-fourth of a
second.
r Accessory Relay Jumper — Disconnect the
white 16-gauge wire on the accessory relay 7. Count the ON flashes of the fault lamp in
post B, which leads to the V-MAC II module. order to determine the two-digit blink code.
Then connect a jumper wire from the 8. When there are multiple active faults present
electrical equipment panel post, marked in the system, display of each fault must be
BATTERY, to the accessory relay post B. requested separately, since only one active
The accessory relay should pull in. fault can be blinked per request. To request
that another fault be displayed, hold in the
SET/DECEL or RESUME/ACCEL switch
DIAGNOSTIC BLINK CODES until the fault lamp goes OFF. The blink code
sequence for the next fault will begin after
Determining Diagnostic Blink the one-second idle time.
Codes
The V-MAC II module is capable of blinking a two-
digit blink code for each of the active faults in the
Remember that there will be a one-second idle
V-MAC II system. These codes are displayed on
time between the two digits of the code.
the electronic malfunction lamp, located on the
dashboard. The diagnostic blink code allows the
technician to diagnose an active fault in the
system without using an expensive diagnostic
tool such as the Pro-Link 9000 or PC. Diagnostic
blink codes can be used for isolating and If the request for display of a fault is repeated
troubleshooting any active faults in the V-MAC II while V-MAC is already blinking an active fault,
system. the current blink code sequence will stop and the
blink code sequence for the next active fault will
To properly activate and use the blink codes, be displayed.
follow the steps below.
1. Turn the ignition key to the ON position and
wait while the system performs its two-
second self test.
2. If the electronic malfunction lamp remains If an active fault is cleared while V-MAC is
ON after the self test is completed, there is blinking that fault, the procedure will not stop.
an active fault.
3. With the speed control ON/OFF switch in the
OFF position, press and hold the SET/
DECEL or the RESUME/ACCEL switch until
the fault lamp goes OFF. After every complete blinking sequence, the fault
lamp will return to normal functions. It will remain
4. The fault lamp will remain OFF for ON for active faults and OFF for inactive faults.
approximately 1 second. The period of time
during which the fault lamp is OFF will be
referred to as an idle time.
Page 22
If more than one active fault is present, continue

the blink code sequence until the first active fault
is displayed again to be sure all faults have been
recovered.
The V-MAC II blink code software will not provide

codes for inactive faults. To access this data, use
the Pro-Link 9000 or PC.
The next section includes a list of possible blink

codes.
Diagnostic Blink Code Identification

Chart
The following table lists the possible faults which
may occur in the V-MAC II system. After obtaining
the active fault code sequence, find the code in
the table to determine where to begin
troubleshooting procedures. Then turn to the
page listed in the Table of Contents or Index for
the appropriate diagnostic test section.
Page 23
Blink Code Protocol Assignment Listing Failure MID

PID SID FMI
1-1 100 4 Engine oil pressure Voltage below normal or shorted low 142
1-2 100 3 Engine oil pressure Voltage above normal or shorted high 142
1-7 111 3 Engine coolant level Voltage above normal or shorted high 142
1-8 237 3 Starter input Voltage above normal or shorted high 142
2-1 110 4 Engine coolant temperature Voltage below normal or shorted low 142
2-2 110 3 Engine coolant temperature Voltage above normal or shorted high 142
2-3 105 4 Intake-manifold air Voltage below normal or shorted low 142
temperature
2-4 105 3 Intake-manifold air Voltage above normal or shorted high 142
temperature
3-2 190 2 RPM/TDC (engine position) Data erratic, intermittent or incorrect 142
3-4 1 2 Timing Event Marker (TEM) Data erratic, intermittent or incorrect 142
sensor
3-5 2 7 Timing actuator Mechanical system not responding properly, 142
or out of adjustment
4-1 84 4 MPH (road speed) sensor Voltage below normal or shorted low 142
4-2 84 3 MPH (road speed) sensor Voltage above normal or shorted high 142
4-3 84 8 MPH (road speed) sensor Abnormal frequency, pulse width or period 142
5-1 91 4 Throttle Position Sensor Voltage below normal or shorted low 142
(TPS)
5-2 91 3 Throttle Position Sensor Voltage above normal or shorted high 142
(TPS)
5-3 4 5 Rack actuator Current below normal or open circuit 142
5-4 4 7 Rack actuator Mechanical system not responding properly, 142
or out of adjustment
5-5 4 6 Rack actuator Current above normal or grounded circuit 142
5-6 4 11 Rack actuator Failure mode not identifiable 142
5-7 238 4 Driver alarm output Voltage below normal or shorted low 142
5-8 238 3 Driver alarm output Voltage above normal or shorted high 142
5-9 239 4 Fault lamp output Voltage below normal or shorted low 142
5-10 239 3 Fault lamp output Voltage above normal or shorted high 142
6-5 168 1 Battery voltage Data valid but voltage below normal or 142
shorted low
6-6 254 12 Internal module Bad intelligent device or component 142
communications
7-1 246 4 Brake pedal switch No. 1 Voltage below normal or shorted low 142
(service brake)
7-5 3 5 Rack position sensor Current below normal or open circuit 142
7-6 3 6 Rack position sensor Current above normal or grounded circuit 142
7-7 3 11 Rack position sensor Failure mode not identifiable 142
Red light 110 0 Engine coolant temperature Data valid but above normal operating range 142
and alarm
Red light 100 1 Engine oil pressure Data valid but below normal operating range 142
and alarm
Page 24

TROUBLESHOOTING Performing Diagnostic Tests
PROCEDURES Once a fault has been logged, whether active or
inactive, the tests for that particular fault must be
Determining That a Fault Exists completed, step by step, in the order in which
they are listed. This allows you to logically move
Before beginning any troubleshooting procedure, toward a solution to the problem.
be certain that a problem actually exists. If
possible, talk to the driver or the person who r Follow the tests exactly as they are outlined.
noticed the problem, and try to obtain as much r Start at the beginning of each sequence,
information as possible. In some cases, the only and perform each test in the order in which it
evidence of a fault is a verbal complaint. is outlined.
After determining that an active fault does exist, r Do not skip steps or attempt to shortcut the
follow the troubleshooting sequence listed in this test procedure.
manual. The procedures are organized according
r The results of each test will identify possible
to the diagnostic code.
causes of the problem, or will determine
which test to perform next.
Locating Diagnostic Blink Code
Information
Once the diagnostic code has been displayed,
there are several places to find information Not all tests are performed in sequence. For
explaining what the diagnostic code actually example, the results of a particular test may
means. specify performing Test 9 after Test 4, skipping
Tests 5–8.
r Table of Contents (front of the book)
r Index (back of the book)
These sources list the pages that contain

information on a particular diagnostic code.
Page 25

SERVICE HINTS
Following the recommendations discussed in this Before conducting a continuity check, as
section may save considerable time and effort required in several test procedures, the
when performing diagnostic procedures. ignition key must be in the OFF position.
Test Procedures
When instructed in a test procedure to check
continuity or voltage from one pin to each of the
others, this means one at a time, not all at the When inserting a test probe into a connector, do
same time. not force the probe into the connector. Doing so
can damage to the connector.
If instructed to disconnect the harness connector

from the V-MAC II module during any of the test
procedures, the ignition key must be in the OFF
position, and the accessory relay must be OFF
(make sure the serial link jumper is not installed).
Failure to observe this caution can cause internal
electrical damage to the module.
Figure 17 — Ignition Key Position for Continuity Check
Page 26

Wire and Connectors System Components
Before replacing components, retest the circuit to
confirm that an active fault still exists. Unless
otherwise specified, “replace” means to
When performing electrical diagnostic tests, it is install a new component.
always a good practice to move (wiggle) the
electrical wires and connectors. This will help
identify the instances where wires are making V-MAC II Module
poor or intermittent contact. When working with
the V-MAC II system, this may cause a fault to be
logged, which will help to identify the problem.
The least likely component to fail is the V-MAC II
module.
In any test procedure that requires disconnecting
a connector, visually inspect both sides of the
connector for debris, broken, bent or missing
pins, or broken connector housings.
Many electrical problems are caused by dirty, In any diagnostic test procedure where the
loose or disconnected connectors. Intermittent instructions call for replacing the V-MAC II
problems usually indicate a loose or poor module, do not reprogram the replacement
connection, or marginal adjustment on a module until you are certain that the problem
component. Before beginning any test sequence: has been solved. If replacing the module does
solve the problem, it is essential that the module
r Check the condition of the wires and is programmed with the vehicle operating
connectors. parameters. Failure to program the replacement
r Check the batteries for correct voltage. module will result in reduced system
performance. To program the module with vehicle
r Examine each harness for places where and customer data, follow the instructions which
sharp metal edges may have cut through. are supplied with the Pro-Link 9000 or the PC
diagnostic software package. It is essential that
r Check for damaged connectors or wires the module be reprogrammed with the MACK
which may have pulled out of connector DATA PROGRAMMING software (see your
terminals. MACK distributor). Do not program a
r Inspect seals on the connectors for replacement V-MAC II module with MACK DATA
looseness, cracks, missing parts, etc. PROGRAMMING until it is confirmed that the
new V-MAC II module has corrected the problem.
r Make sure there is no grease on the Reprogramming with MACK DATA
connectors. If any grease is found, it should PROGRAMMING executes the password
be cleaned off, as improper sealing can protection function which assigns a new
cause failures. password to the vehicle. This process is
irreversible. If the old module is not the problem
and it is reinstalled on the vehicle, it cannot be
reprogrammed because the password will no
longer match.
The design of MACK wiring harnesses allows
individual wire repair or replacement.
Replacement of a wiring harness should only be
necessary when major damage has occurred to
the harness.
Page 27

Engine Shutdown
If the engine shuts down, check the following

before calling for service.
r Is the electronic fault lamp on? If so,

determine the blink code and call for service.
r Is the engine shutdown lamp on after the
engine has shut down? If so, the coolant
level is low or the coolant temperature is too
high.
r Does the engine start? If so, the shutdown
was probably due to Idle Shutdown. If the
engine shutdown lamp comes on, check for
low oil pressure. If the oil pressure is low,
TURN OFF THE ENGINE IMMEDIATELY!
r If the engine does not start, check for low
fuel level.
Page 28
8206code.fm Page 29 Tuesday, July 7, 1998 11:57 AM
BLINK CODE DIAGNOSTICS
BLINK CODE DIAGNOSTICS
Page 29
DIAGNOSTIC CODE 1-1 OR 1-2

DIAGNOSTIC BLINK CODE 1-1 OR 1-2
ENGINE OIL PRESSURE SENSOR TESTS DIAGNOSTIC CODE 1-1 OR 1-2
Figure 18 — Diagnostic Procedure Flowchart
When performing electrical tests, it is important to

wiggle wires and connectors to identify
intermittent connection problems.
Blink Code 1-1 1-2

PID 100 100
SID
FMI 4 3
MID 142 142
Name Engine Oil Engine Oil
Pressure Pressure
Failure Voltage below Voltage above
normal or shorted normal or shorted
low high
Page 30

Test 1 Test 2
Checking for proper voltage on the voltage Checking for voltage on the ground (−) line
reference (+) line
Figure 20 — Voltage from Pin A to Ground

Figure 19 — Voltage from Pin B to Ground
1. Measure the voltage from harness
1. Disconnect the harness from the oil connector pin A (the ground [−] line) to a
pressure sensor. good ground.
2. Turn the ignition key to the ON position. If the voltage is greater than 0.5 volts, proceed to
Test 5.
connector pin B (the voltage reference [+] If the voltage is less than 0.5 volts, proceed to
line) to a good ground. Test 4.
If the voltage is between 4.75 and 5.25 volts,

proceed to Test 2. Test 3
If the voltage is not between 4.75 and 5.25 volts, Checking the voltage reference (+) line, high
proceed to Test 3. or low
If the voltage in Test 1 was greater than 5.25

volts, proceed to Test 6.
If the voltage in Test 1 was less than 4.75 volts,

proceed to Test 7.
Page 31

Test 4 Test 5
Checking for stray voltage on the signal (+) Checking for voltage in the harness on the
line sensor ground (−) line
Figure 22 — Voltage from Pin G2 to Ground
1. Turn the ignition key to the OFF position.
2. Disconnect the J1A and J1B connectors

from the V-MAC II module.
Figure 21 — Voltage from Pin C to Ground 3. Connect the serial link jumper into the serial
communication port.
connector pin C (the signal [+] line) to a 4. Measure the voltage from J1A connector pin
good ground. G2 (the sensor ground [−] line) to a good
ground.
If voltage is greater than 0.5 volts, proceed to
Test 9. If the voltage is greater than 0.5 volts, locate and
repair the short on the sensor ground (−) line in
If the voltage is less than 0.5 volts, proceed to the harness. Replace the V-MAC II module and
Test 8. the oil pressure sensor. Retest to be sure the
problem has been corrected.
If the voltage is less than 0.5 volts, replace the

V-MAC II module and the oil pressure sensor.
Retest to be sure the problem has been
corrected.
Page 32

Test 6 Test 7
Checking for stray voltage in the sensor Checking for continuity in the harness
power (+) line
Figure 23 — Voltage from Pin G1 to Ground
2. Disconnect the J1A and J1B connectors Figure 24 — Jumper between Pins B and C
3. Connect the serial link jumper into the serial

communication port.
4. Measure the voltage from J1A connector pin

G1 (the sensor power [+] line) to a good
ground.
If the voltage is greater than 5 volts, locate and

repair the short to power. Replace the oil
pressure sensor. Retest to be sure the problem
has been corrected.
Figure 25 — Continuity between Pins G1 and F2
If the voltage is less than 5 volts, proceed to
Test 12.
2. Connect a jumper between harness
connector pins B and C.
3. Disconnect the J1A connector from the

V-MAC II module.
4. Check for continuity between J1A connector

pins G1 (the sensor power [+] line) and F2
(the oil pressure signal [+] line).
If there is continuity, proceed to Test 14.
If there is no continuity, locate and repair the open

in the sensor power [+] line (pin G1). Retest to be
sure the problem has been corrected.
Page 33

Test 8 3. Connect the serial link jumper into the serial
communication port.
Checking for a shorted signal to ground in the
harness 4. Measure the voltage from J1A connector pin
F2 (the oil pressure signal [+] line) to a good
ground.
If the voltage is greater than 0.5 volts, locate and

repair the short to power in the oil pressure signal
[+] line. Retest to be sure the problem has been
corrected.
If the voltage is less than 0.5 volts, proceed to

Test 18.
Test 12
Checking for a pin-to-pin short
Figure 26 — Continuity from Pin C to Ground
2. Check for continuity from harness connector

pin C (the signal [+] line) to a good ground.
If there is no continuity, proceed to Test 16.
Test 9
Checking the harness for stray voltage
Figure 28 — Inspect for a Short around Pin G1
1. Disconnect the serial link jumper.
2. Visually inspect the J1A connector, on the

module end, for a pin-to-pin short around pin
G1.
If there is a repairable short, repair the short to

power in the J1A connector. Replace the oil
pressure sensor. Retest to be sure the problem
Figure 27 — Voltage from Pin F2 to Ground has been corrected.
1. Turn the ignition key to the OFF position. If there is not a repairable short, replace the
V-MAC II module and the oil pressure sensor.
2. Disconnect the J1A and J1B connectors Retest to be sure the problem has been
from the V-MAC II module. corrected.
Page 34

Test 14 Test 16
Checking for a short to ground in the sensor Checking for an open in the signal line in the
power (+) line harness
Figure 29 — Continuity from Pin G1 to Ground
2. Check for continuity from J1A connector pin

G1 (the sensor power [+] line) to a good Figure 30 — Jumper between Pins B and C
ground.
If there is continuity, locate and repair the short to

ground in the voltage reference (+) line in the
harness or connector. Retest to be sure the
Figure 31 — Continuity between Pins G1 and F2


V-MAC II module.

pins G1 (the sensor power [+] line) and F2
(the oil pressure signal [+] line).
If there is continuity, disconnect the jumper and

proceed to Test 32.

in the oil pressure signal [+] line in the harness or
connectors. Retest to be sure the problem has
been corrected.
Page 35

Test 17 3. Check for continuity between J1A connector
pin F2 (the oil pressure signal [+] line) and
Checking for continuity to ground on the oil each of the other pins (one at a time) on the
pressure signal line J1A, J1B and J2 connectors.
If there is continuity with another pin, locate and

repair the short in the oil pressure signal [+] line.
corrected.
Test 28
Checking for a pin-to-pin short in the harness
Figure 32 — Continuity from Pin F2 to Ground

V-MAC II module.

F2 (the oil pressure signal [+] line) to a good
ground.

ground in the oil pressure signal [+] line. Retest to Figure 34 — Continuity between Pin G1 and All Other
be sure the problem has been corrected. Pins
If there is no continuity, proceed to Test 34. 1. Turn the ignition key to the OFF position.
2. Remove the jumper between pins B and C.

Test 18
3. Disconnect the J1B and J2 connectors from
Checking for a pin-to-pin short in the harness the V-MAC II module.

pin G1 (the sensor power [+] line) and each
of the other pins (one at a time) on the J1A,
J1B and J2 connectors.

repair the short to ground in the sensor power [+]
line in the harness or connector. Retest to be

Figure 33 — Continuity between Pin F2 and All Other
Pins
2. Disconnect the J2 connector from the

V-MAC II module.
Page 36

Test 32 Test 34
Checking continuity from the ground (−) line Checking for a pin-to-pin short in the harness
to ground
Figure 36 — Continuity between Pin F2 and All Other

Pins

the V-MAC II module.
Figure 35 — Continuity from Pin A to Ground
1. Turn the ignition key to the OFF position. pin F2 (the oil pressure signal [+] line) and
each of the other pins (one at a time) on the
2. Connect the J1A connector to the V-MAC II J1A, J1B and J2 connectors.
module.
3. Check for continuity from harness connector repair the short in the oil pressure signal [+] line.
pin A (the ground [−] line) to a good ground. Retest to be sure the problem has been
corrected.
Page 37

Test 36 Test 56
Checking for a pin-to-pin short at the V-MAC II Checking for an open or short at the V-MAC II
module connector module connector
Figure 37 — Inspect for a Short between Pin F2 and Any Figure 38 — Inspect for an Open or Short between Pin
Other Pin G1 and Any Other Pin
1. Visually inspect the module side of the J1A 1. Visually inspect the module side of the J1A
connector for a repairable short between pin connector for an open or short around pin
F2 (the oil pressure signal [+] line) and any G1 (the sensor power [+] line).
other pin.
If there is a repairable condition, repair the short
If there is a repairable condition, repair the short or open on the J1A connector. Retest to be sure
between the pins. Retest to be sure the problem the problem has been corrected.
has been corrected.
If there is not a repairable condition, reconnect
If there is not a repairable condition, the V-MAC II the V-MAC II harnesses and the oil pressure
module is damaged. The sensor may also be sensor connector. Turn the ignition key to the ON
damaged if the failure was the result of the position. If blink code 1-1 is still active, replace
ground line being shorted to voltage. Replace the V-MAC II module. If the fault is not active,
both the V-MAC II module and the oil pressure check for loose connections at the sensor and
sensor. Retest to be sure the problem has been module connectors. Retest to be sure the
corrected. problem has been corrected.
Page 38

Test 64 Test 65
Checking for an open in the V-MAC II module Checking for an open in the sensor ground (−)
line
Figure 39 — Jumper between Pins B and C Figure 40 — Jumper between Pins A and C

2. Turn the ignition key to the ON position.
If the active fault changes from voltage low (code

1-1) to voltage high (code 1-2), proceed to
Test 128.
If the active fault does not change, turn the

ignition key to the OFF position. Check the
V-MAC II module connectors for dirt which could
cause a short to ground. Repair the short or Figure 41 — Continuity between Pins G2 and F2
replace the V-MAC II module. Retest to be sure
the problem has been corrected. 1. Connect a jumper between harness
connector pins A and C.

V-MAC II module.

pins F2 (the oil pressure signal [+] line) and
G2 (the sensor ground [−] line).

in the sensor ground (−) line. This open may be in
the harness or connector. Retest to be sure the
Page 39

Test 68 Test 128
Checking for a repairable short at the V-MAC II Checking for a fault in the sensor connector
module
Figure 43 — Inspect Both Sides of Sensor for an Open
1. Visually inspect both sides of the sensor

connector for a repairable open in any of the
pins.
If there is a repairable open, repair or replace the

Figure 42 — Inspect for a Short between Pin F2 and All oil pressure sensor connector. Retest to be sure
Adjacent Pins the problem has been corrected.
1. Visually inspect the module end of the J1A
connector for a short between pin F2 (the oil If there is not a repairable open, continue with the
pressure signal [+] line) and all adjacent next step.
pins.
2. Find the gray J 35616-2 male test lead from
If there is a repairable short, repair the short at the J 38581 V-MAC jumper wire kit. Align the
the connector on the oil pressure signal [+] line. male test lead with one of the rectangular
Retest to be sure the problem has been female pins in the sensor connector. Gently
corrected. push the test lead into the sensor connector
pin. Repeat this process for the remaining
If there is not a repairable short, replace the two female pins, being careful to align the
V-MAC II module. Retest to be sure the problem lead with the rectangular pins (pin C is
has been corrected. turned 90 degrees from pins A and B).
If any of the pins in the connector feel loose,

repair or replace the connector. Retest to be sure
the problem has been corrected.
It is good practice to be sure the test leads in your
electrical test kit are in good condition (not bent or
If none of the pins in the connector feel loose,
damaged in any way).
continue with the next step.
Page 40

3. Find the gray J 35616-3 female test lead 1. Visually inspect both sides of the J1A
from the J 38581 V-MAC jumper wire kit. connector around pin G2 (the sensor ground
Align the female test lead with one of the [−] line) for a repairable open.
rectangular male pins in the oil pressure
sensor. Gently push the test lead over the If there is a repairable open, repair the J1A
pin. Repeat this procedure for the remaining connector. Retest to be sure the problem has
two male pins, being careful to align the lead been corrected.
with the rectangular pins (pin C is turned 90
degrees from pins A and B). If there is not a repairable open, replace the J1A
connector or V-MAC II module (if necessary).
If any of the pins in the sensor feel loose, replace Retest to be sure the problem has been
the sensor. Retest to be sure the problem has corrected.
been corrected.
If none of the pins in the connector feel loose, Test 256

proceed to Test 256.
Checking for bad contact in the sensor
connector
Test 130 1. Reconnect the sensor.
Checking for a repairable open at the V-MAC II
module connector 2. Start the engine and flex the engine harness
near the sensor.
If, at any time, the fault becomes inactive, repair

or replace the sensor connector. Retest to be
Otherwise, replace the oil pressure sensor.

corrected.
Figure 44 — Inspect Around Pin G2 for an Open
Page 41
DIAGNOSTIC CODE 1-7

DIAGNOSTIC BLINK CODE 1-7
COOLANT LEVEL SENSOR TESTS DIAGNOSTIC CODE 1-7
Test 1
Checking the coolant level
wiggle wires and connectors to identify 1. Check the coolant level in the radiator.
If the radiator is filled to the neck of the filler tube,
proceed to Test 2.
Blink Code 1-7 If the radiator is not filled to the neck of the filler
PID 111 tube, fill the radiator. Check for the cause of the
SID
low coolant and check to see if the fault is still
active.
FMI 3
MID 142
Name Engine Coolant Level
Failure Voltage above normal or
shorted high
Avoid injury when checking coolant in a hot

engine. Whenever possible, wait for the
engine to cool prior to checking the level.
Turn the radiator cap counterclockwise to the
first stop, but do not depress. After the
pressure has completely dissipated, press the
cap downward and continue turning to
remove.
Page 42
DIAGNOSTIC CODE 1-7

Test 2 Test 4
Checking the voltage on the sensor Checking the voltage on the harness
Figure 46 — Voltage between Pin A and Ground Figure 47 — Voltage between Pin F3 and Ground
1. Turn the ignition key to the OFF position. 1. Turn the ignition key to the OFF position.
2. Disconnect the harness from the coolant 2. Disconnect the J1A and J1B connectors
level sensor. from the V-MAC II module.
3. Turn the ignition key to the ON position. 3. Connect the serial link jumper into the serial
communication port.
connector pin A (the signal [+] line) to a good 4. Measure the voltage from J1A connector pin
ground. F3 (the coolant level signal [+] line) to a good
ground.
If the voltage is greater than or equal to about 5
volts, proceed to Test 4. If the voltage is greater than 2 volts, locate and
repair the short to voltage on the coolant level
If the voltage is much less than 5 volts, proceed to signal [+] line. Retest to be sure the problem has
Test 5. been corrected.

Test 8.
Page 43
DIAGNOSTIC CODE 1-7

Test 5 Test 8
Checking for continuity in the harness Checking for an open ground line
Figure 48 — Jumper from Pin A to Ground
Figure 50 — Jumper between Pins A and B

V-MAC II module. 1. Disconnect the serial link jumper.
3. Connect a jumper from harness connector 2. Connect a jumper between harness

pin A to a good ground. connector pins A and B.
4. Check for continuity from J1A connector pin 3. Check for continuity from J1A connector pin
F3 (the coolant level signal [+] line) to a good F3 (the coolant level signal [+] line) to a good
ground. ground.
If there is continuity, proceed to Test 10. If there is continuity, proceed to Test 16.
If there is no continuity, there is an open in the If there is no continuity, the coolant level ground
coolant level signal [+] line. Repair the open in the [−] line is open. Locate and repair the open.
harness. Retest to be sure the problem has been Retest to be sure the problem has been
corrected. corrected.
Page 44
DIAGNOSTIC CODE 1-7

Test 10 Test 16
Checking for pin-to-pin continuity Checking for pin-to-pin continuity
Figure 52 — Continuity between Pin F3 and All Other Figure 53 — Continuity between Pin F3 and All Other
Pins Pins
1. Turn the ignition key to the OFF position. 1. Disconnect the J2 connector from the
V-MAC II module.
2. Remove the jumper from pin A to ground.
2. Disconnect the jumper between pins A and
3. Disconnect the J2 connector from the B.
V-MAC II module.
4. Check for continuity between J1A connector pin F3 (the coolant level signal [+] line) and
pin F3 (the coolant level signal [+] line) and each of the other pins (one at a time) on the
each of the other pins (one at a time) on the J1A, J1B and J2 connectors.
J1A, J1B and J2 connectors.
If there is continuity with another pin, locate and repair the short. Retest to be sure the problem
repair the short. Retest to be sure the problem has been corrected.
has been corrected.
Test 20
Checking for a defective V-MAC II module
1. Reconnect the sensor.
2. Reconnect the V-MAC II harness

connectors.
If code 1-7 is still active, replace the V-MAC II

module. Retest to be sure the problem has been
corrected.
If code 1-7 is no longer active, the procedure has

corrected the problem. Clean and inspect the
connections.
Page 45
DIAGNOSTIC CODE 1-7

Test 32 Test 64
Checking for a failed sensor Checking for a damaged connector
1. Replace the coolant level sensor.
2. Reconnect the J1A, J1B, and J2 connectors.
If code 1-7 is active, proceed to Test 64.
If code 1-7 is no longer active, replacing the

sensor has corrected the problem.
Figure 54 — Inspect for Damaged, Broken or Missing

Pins

V-MAC II module.
3. Visually inspect for damaged, broken or

missing pins on the J1A connector.
If damage is evident, repair or replace the J1A

connector (if possible).
If there is no evidence of damage, reconnect the

circuit and turn the ignition key to the ON position.
If the fault is still present, replace the V-MAC II
module. If the fault is not present, the procedure
has corrected the problem. Clean and inspect the
connections.
Page 46
DIAGNOSTIC CODE 1-8

STARTER INPUT TESTS DIAGNOSTIC CODE 1-8
When performing electrical tests, it is important to This fault becomes active if the engine is running
wiggle wires and connectors to identify and the input voltage to the starter relay remains
intermittent connection problems. high. This fault will not become active until the
engine is running. If the fault is active and the
engine stops, the fault will become inactive.
Blink Code 1-8
PID
SID 237
FMI 3
This fault will not become active if the starter relay
MID 142 becomes stuck in the engaged position unless
Name Starter Input the key is also in the start position.
Failure Voltage above normal or
shorted high
Page 47
DIAGNOSTIC CODE 1-8

Test 1 Test 3
Checking the ignition position Checking switch status
1. Turn the ignition key to the ON position. 1. With the ignition key still in the ON position,
check the switch status of the starter input
If the starter engages, proceed to Test 2. (Aux 3 input) using a diagnostic tool
(Pro-Link or PC).
If the starter does not engage, proceed to Test 3.
If the diagnostic tool indicates that the starter is
ON, proceed to Test 6.
Test 2
Checking the diode OFF, proceed to Test 7.
Test 5
Some chassis do not have a connection via a Checking for a push-button start switch
diode between the starter and the accessory
relay. If there is no provision in the wiring for this 1. Turn the ignition key to the OFF position.
diode, proceed to Test 5.
2. Locate and disconnect the connector for the
optional push-button start switch, which is
1. Turn the ignition key to the OFF position. attached to wire J1B-M3-0.8 (from the
ignition switch).
2. Remove the diode, located on the electrical
If the vehicle uses a push-button start switch,
equipment panel, which connects wire
proceed to Test 10.
J2-A3-0.8 (from the starter) to wire
J1B-R3-0.8 (from the accessory relay). If the vehicle does not use a push-button start
switch, proceed to Test 11.
If the starter engages, proceed to Test 5.
If the starter does not engage, the diode is

shorted. Replace the diode. Retest to be sure the
Page 48
DIAGNOSTIC CODE 1-8

Test 6 Test 7
Checking for a short to voltage Confirming the fault
1. Start the engine.
If after several minutes code 1-8 does not

become active, the problem may be intermittent
in nature and hard to diagnose. The fault may
have been caused by accidental engagement of
the starter. Determine, from the customer, the
conditions that existed when the code became
active in order to duplicate the conditions.
If code 1-8 becomes active, proceed to Test 14.

Figure 56 — Voltage from Pin A3 to Ground
Test 10
Checking for a faulty push-button start switch
V-MAC II module. 1. Remove the push-button start switch from
3. Turn the ignition key to the ON position. the harness connector.
4. Measure the voltage from J2 connector pin 2. With the button in the OFF position, check
A3 (the starter signal [+] line) to a good for continuity between pins A and B of the
ground. push-button start switch.
If the voltage is greater than 5 volts, there is a If there is continuity, replace the push-button start
short to voltage on wire J2-A3-0.8. Locate and switch. Retest to be sure the problem has been
repair the short. Since the starter is not engaged, corrected.
it is also possible that there is a break in the same
wire before it reaches the starter relay. Once the If there is no continuity, there is a short in the
short to voltage is repaired, check the switch harness between wire J2-A3-0.8 and 12 volts.
status when the starter is engaged. If the switch Locate and repair the short.
status indicated that the starter (Aux 3) is not
engaged, there is also an open in the wire.
Locate and repair the open. Retest to be sure the

Test 12.
Page 49
DIAGNOSTIC CODE 1-8

Test 11 If the diagnostic tool indicates the correct starter
status, the procedures have corrected the
Checking for a faulty switch problem. Check all connectors to ensure proper
connections.
2. Disconnect the push-button start bypass ON when it is not, replace the V-MAC II module.
connector. Retest to be sure the problem has been
corrected.
3. Measure the voltage from pin B (wire
2-D-0.8), on the key switch side of the
push-button start bypass connector, to a
good ground.
Test 14
Checking for an intermittent short
If 12 volts are present, the key switch is shorted
internally. Replace the key switch. Retest to be 1. With the engine running and code 1-8 still
sure the problem has been corrected. active, disconnect the J2 connector from the
V-MAC II module.
If 12 volts are not present, continue with the next
step. If code 1-8 becomes inactive, there is an
intermittent short to voltage on wire J2-A3-0.8.
4. With the push-button start bypass connector Locate and repair the short. Then continue with
still disconnected, measure the voltage from the next step.
pin B (wire J2-A3-0.8) on the circuit side of
the connector to a good ground. If code 1-8 does not become inactive, replace the
V-MAC II module. Retest to be sure the problem
If 12 volts are present, there is a short to power in has been corrected.
the harness between wire J2-A3-0.8 and 12 volts.
Locate and repair the short. Retest to be sure the
If 12 volts are not present, the circuit is Since the starter is not engaged, it is also
functioning properly and the problem is possible that there is also a break in this same
somewhere else in the system. Retest to be sure wire before it reaches the starter relay.
2. Once the short to voltage is repaired, check
the switch status when the starter is
Test 12 engaged using a diagnostic tool (Pro-Link
Checking for a defective connector or PC).
1. Visually inspect the J2 connector on both the If the switch status indicates that the starter (Aux
module and harness sides for bent pins, 3 input) is not engaged, there is also an open in
contamination or corrosion or any other the wire. Locate and repair the open. Retest to be
cause of a short. sure the problem has been corrected.
If there is a repairable condition, repair the

connector. Retest to be sure the problem has
been corrected.
If there is not a repairable condition, continue with

the next step.
2. Clean the connector, reconnect the module

and check the switch status with a diagnostic
tool (Pro-Link or PC).
Page 50

COOLANT TEMPERATURE SENSOR TESTS DIAGNOSTIC CODE 2-1 OR 2-2

Blink Code 2-1 2-2

PID 110 110
SID
FMI 4 3
MID 142 142
Name Engine Coolant Engine Coolant
Temperature Temperature
low high
Page 51

Test 1 1. Check for continuity from either lead (pin A
or pin B) of the sensor to a good ground.
Checking sensor resistance
If there is continuity, replace the sensor. Retest to
be sure the problem has been corrected.
Test 3
Checking the signal line for voltage
Figure 58 — Resistance between Pins A and B
2. Disconnect the coolant temperature sensor

from the harness.
3. Measure the resistance between harness

connector pins A (the signal [+] line) and B
(the ground [−] line) with the coolant
temperature between 0 and 90°C (32 and
94°F).
If the resistance is between 200 and 9400 ohms, Figure 60 — Voltage between Pin A and Ground
proceed to Test 2.
If the resistance is not between 200 and 9400
ohms, proceed to Test 3. 2. Measure the voltage from harness
connector pin A (the signal [+] line) to a good
ground.
Test 2
If the voltage is greater than 6 volts, proceed to
Checking for a short to ground in the sensor Test 6.
If the voltage is less than 6 volts, visually inspect

the sensor connector for a repairable short or
open. If there is a repairable condition, locate and
repair the short or open on the sensor. If there is
not a repairable condition, replace the sensor.
corrected.
Figure 59 — Voltage from Sensor Lead to Ground

(Pin A Shown)
Page 52

Test 4 1. Turn the ignition key to the OFF position.
Checking for proper supply voltage to the 2. Disconnect the J1A, J1B and J2 connectors
sensor from the V-MAC II module.

communication port.

E1 (the coolant temperature [+] line) to a
good ground.
If the voltage is greater than 6 volts, the signal

line is shorted to voltage somewhere the harness.
Locate and repair the short, and replace the
sensor. Retest to be sure the problem has been
corrected.
If there is no voltage indicated, proceed to

Test 12.
1. Turn the ignition key to the ON position. Test 8

2. Measure the voltage from harness Checking for proper voltage on the ground
connector pin A (the signal [+] line) to a good terminal on the sensor side of the connector
ground.

proceed to Test 8.
If the voltage is not within this range, proceed to

Test 9.
Test 6
Checking for a short to 12 volts on the signal
line

connector pin B (the ground [+] line) to a
good ground.
If the voltage is greater than 0.5 volts, proceed to

Figure 62 — Voltage from Pin E1 to Ground
Test 17.

Test 16.
Page 53

Test 9 Test 12
Checking for a short in the harness between Checking for a short in the V-MAC II connector
the V-MAC II module and the sensor
Figure 66 — Continuity between Pin E1 and All Other

Figure 64 — Jumper between Pins E1 and E2 Pins

pin E1 (the coolant temperature [+] line) and
If there is continuity with another pin, there is a

short between pin E1 and the line which showed
continuity in the harness. Locate and repair the
short, and replace the sensor. Retest to be sure
Figure 65 — Continuity between Pins A and B
2. Disconnect the J1A engine connector from

3. Connect a jumper between J1A connector

pins E1 and E2.
4. Check for continuity between harness

(the ground [−] line).
If there is no continuity, there is an open in the

signal line in the harness, on the harness side of
the sensor connector or on the J1A connector.
Page 54

Test 16 Test 17
Checking for continuity to ground on the Checking for an external short to voltage on
ground line in the harness the ground line
Figure 67 — Continuity from Pin B to Ground Figure 68 — Voltage from Pin B to Ground
2. Check for continuity from harness connector 2. Disconnect the J1A, J1B and J2 connectors
pin B (the ground [−] line) to a good ground. from the V-MAC II module.
If there is continuity, proceed to Test 32. 3. Connect the serial link jumper into the serial
communication port.
connector pin B (the ground [−] line) to a
good ground.
If the voltage is greater than 0.5 volts, there is a

short in the ground line in the harness, on the
sensor connector harness side, or on the J1A
connector. Locate and repair the short, and

Test 34.
Page 55

Test 18 Test 24
Checking for an external voltage short to the Checking for a defective connector or
signal line in the harness V-MAC II module
Figure 69 — Voltage from Pin E1 to Ground
1. Remove the jumper between J1A connector

pins E1 and E2.
Figure 70 — Inspect for a Short between Pin A and
2. Disconnect the J1B and J2 connectors from 12-volt Supply

communication port.

good ground.
If the voltage is greater than 0.5 volts, the signal

line is shorted to voltage in the harness, or on the
harness side of the sensor or J1A connector.
problem has been corrected. Figure 71 — Inspect for a Short between Pin E1 and
12-volt Supply
1. Visually inspect the coolant temperature
Test 36.
sensor harness connector for a short
between pin A and a 12-volt supply, and the
J1A connector for a short between pin E1
and a 12-volt supply.
If there is a repairable short, repair the short and

replace the sensor. Retest to be sure the problem
has been corrected.
If there is not a repairable short, replace the

sensor and the J1A connector or V-MAC II
corrected.
Page 56

Test 32
Checking for an external short to voltage on
the signal line in the harness
Figure 72 — Voltage from Pin E1 to Ground 2. Disconnect the J1A connector from the
V-MAC II module.
1. Disconnect the J1A, J1B and J2 connectors
from the V-MAC II module. 3. Connect a jumper between J1A connector
pins E1 and E2.
communication port. 4. Check for continuity between harness
3. Measure the voltage from J1A connector pin (the ground [−] line).
good ground. If there is continuity, proceed to Test 66.
If the voltage is greater than 0.5 volts, the signal If there is no continuity, there is an open in the
line is shorted in the harness, or on the harness ground line in the harness or on the harness side
side of the sensor connector or the J1A of the connector. Locate and repair the open.
connector. Locate and repair the short. Retest to Retest to be sure the problem has been
be sure the problem has been corrected. corrected.
Test 64.
If the coolant temperature fault (code 2-1 or 2-2)

Test 33 is not accompanied by an air temperature fault
(code 2-3 or 2-4), the open in the ground line is
Checking for an open in the ground line in the near the sensor, somewhere after the ground line
harness breaks of the common ground with the air
temperature sensor. If there is also an air
temperature fault, the open is farther back in the
harness.
Figure 73 — Jumper between Pins E1 and E2
Page 57

Test 34 1. Disconnect the serial link jumper.
Checking for a pin-to-pin short in the harness 2. Check for continuity from J1A connector pin
good ground.
If there is continuity, the signal line is shorted to

ground in the harness or on the J1A connector.

Test 64
Pins Checking for a pin-to-pin short on the signal
line in the harness

pin E2 (the coolant temperature [−] line) and
If there is continuity with another pin, the ground

line is shorted to voltage in the harness or in the
connector. Locate and repair the short and
If there is no continuity, proceed to Test 68. Pins

Test 36
Checking for a short to ground in the signal pin E1 (the coolant temperature [+] line) and
line in the harness each of the other pins (one at a time) on the

5-volt pin-to-pin short in the signal line in the
harness. Locate and repair the short. Retest to be
Figure 76 — Continuity from Pin E1 to Ground
Page 58

Test 66 Test 68
Checking for an open in the V-MAC connector Checking for a defective sensor connection
Figure 80 — Resistance between Pins E1 and E2

Figure 78 — Inspect for an Open on Both Sides of the
Connector at Pin E2 1. Remeasure the resistance across the two
leads of the sensor (pins A and B) with the
1. Visually inspect both sides of the J1A coolant temperature between 0 and 90°C
connector for an open around pin E2. (32 and 194°F).
If there is a repairable open, locate and repair the 2. Connect the coolant temperature sensor to
open. Retest to be sure the problem has been the harness.
corrected.
3. Measure the resistance between J1A
If there is not a repairable open, replace the connector pins E1 (the coolant temperature
V-MAC II module or J1A connector. Retest to be [+] line) and E2 (the coolant temperature [−]
sure the problem has been corrected. line).
If the resistance is within 20 ohms of the

resistance across the bare sensor (step 1 above),
If the resistance is not within 20 ohms of the

resistance across the bare sensor, there is an
open on the sensor connector, or (less likely) at
the bulkhead connector. Locate and repair the
open. Retest to be sure the problem has been
corrected.
Page 59

Test 72 Test 128
Checking for a pin-to-pin short in the harness Checking for an open in the sensor connector

Pins

pin E1 (the coolant temperature [+] line) and
If there is continuity with another pin, the signal

line is shorted to ground in the sensor connector
or one of the V-MAC connectors. Locate and
repair the short. Retest to be sure the problem
has been corrected.
If there is no continuity, proceed to Test 144. Figure 83 — Resistance between Pins E1 and E2
1. Remeasure the resistance across the two

leads of the sensor (pins A and B) with the
coolant temperature between 0 and 90° C
(32 and 194°F).
2. Reconnect the coolant temperature sensor.

connector pins E1 (the coolant temperature
[+] line) and E2 (the coolant temperature [−]
line).


open in the sensor connector, or (less likely) at
corrected.
Page 60

Test 136 Test 256
Checking for a short in the V-MAC II Checking for a defective V-MAC II module or a
connectors loose connector
1. With the ignition key in the OFF position, 1. With the ignition key in the OFF position,
reconnect the V-MAC II connectors. reconnect the V-MAC II connectors.
2. Turn the ignition key to the ON position. 2. Turn the ignition key to the ON position.
If blink code 2-1 or 2-2 is still active, check the If blink code 2-1 or 2-2 is still active, check the
V-MAC II module and connectors for dirt, loose or V-MAC II module and connector for dirt, loose or
broken pins, or repairable damage. If no broken pins, or repairable damage. If no
repairable conditions are evident, replace the repairable conditions are evident, replace the
V-MAC II module. Retest to be sure the problem V-MAC II module. Retest to be sure the problem
has been corrected. has been corrected.
If blink code 2-1 or 2-2 is not active, the If blink code 2-1 or 2-2 is not active, the
procedures have corrected the problem. Check procedures have corrected the problem. Check
all connectors to ensure proper connections. all connectors to ensure proper connections.
Test 144
Checking for an open or short in the V-MAC II
connectors
1. With the ignition key in the OFF position,

reconnect the V-MAC II connectors.
If blink code 2-1 or 2-2 is still active, check the

V-MAC II module and connector for dirt, loose or
broken pins, or repairable damage. If no
repairable conditions are evident, replace the
has been corrected.
If blink code 2-1 or 2-2 is not active, the

procedures have corrected the problem. Check
all connectors to ensure proper connections.
Page 61

INTAKE MANIFOLD AIR TEMPERATURE SENSOR TESTS

Blink Code 2-3 2-4

PID 105 105
SID
FMI 4 3
MID 142 142
Name Intake Manifold Air Intake Manifold Air
Temperature Temperature
low high
Page 62

Test 1 1. Check for continuity from either lead of the
sensor (pin A or B) to a good ground.
Checking sensor resistance
Test 3
Checking the signal line for voltage
2. Disconnect the intake manifold temperature

sensor from the harness.
3. Measure the resistance across the two leads

of the sensor (pins A and B) with the intake
manifold temperature between 0 and 90°C
(32 and 194°F).
If the resistance is between 200 and 9400 ohms,

proceed to Test 2. Figure 87 — Voltage from Pin A to Ground
If the resistance is not between 200 and 9400 1. Turn the ignition key to the ON position.
ohms, proceed to Test 3.
Test 2 ground.
Checking for a short to ground in the sensor If the voltage is greater than 6 volts, proceed to
Test 6.
If the voltage is less than 6 volts, visually inspect

the sensor connector for a repairable short or
open. If there is a repairable condition, locate and
repair the short or open on the sensor. If there is
not a repairable condition, replace the sensor.
corrected.
Figure 86 — Continuity from Pin A or B to Ground
Page 63

Test 4 Test 6
Checking for proper supply voltage to the Checking for a short to 12 volts on the signal
sensor line
Figure 89 — Voltage from Pin D3 to Ground
Figure 88 — Voltage from Pin A to Ground 2. Disconnect the J1A and J1B connectors
2. Measure the voltage from harness communication port.
ground. 4. Measure the voltage from J1A connector pin
D3 (the intake manifold temperature signal
If the voltage is between 4.5 and 5.5 volts, [+] line) to a good ground.
proceed to Test 8.
If the voltage is greater than 6 volts, the signal
If the voltage is not within this range, proceed to line is shorted to voltage somewhere in the
Test 9. harness. Locate and repair the short, and replace
the sensor. Retest to be sure the problem has
been corrected.
If there is no voltage indicated, proceed to

Test 12.
Page 64

Test 8 Test 9
Checking for proper voltage on the ground Checking for a short in the harness between
line on the sensor side of the connector V-MAC and the sensor
Figure 91 — Jumper between Pins D3 and E2

connector pin B (the ground [−] line) to a
good ground.

Test 17.
Test 16.

V-MAC II module.

pins D3 and E2.

(the ground [−] line), on the sensor side of
the connector.

signal line in the harness, on the harness side of
the connector, or in the J1A connector. Locate
and repair the open. Retest to be sure the
Page 65

Test 12 Test 16
Checking for a short in the V-MAC II connector Checking for continuity to ground on the
ground line in the harness
Figure 93 — Continuity between Pin D3 and All Other

Pins

V-MAC II module.
Figure 94 — Continuity from Pin B to Ground
pin D3 (the intake manifold temperature 1. Turn the ignition key to the OFF position.
signal [+] line) and each of the other pins
(one at a time) on the J1A, J1B and J2 2. Check for continuity from harness connector
connectors. pin B (the ground [−] line) to a good ground.
If there is continuity with another pin, there is a If there is continuity, proceed to Test 32.
short between pin D3 and the line which showed
continuity in the harness. Locate and repair the If there is no continuity, proceed to Test 33.
short, and replace the sensor. Retest to be sure
Page 66

Test 17 Test 18
Checking for an external short to voltage on Checking for an external voltage short to the
the ground line signal line in the harness
Figure 96 — Voltage from Pin D3 to Ground

pins D3 and E2.

2. Disconnect the J1A and J1B connectors communication port.
3. Connect the serial link jumper into the serial D3 (the intake manifold temperature signal
communication port. [+] line) to a good ground.
4. Measure the voltage from harness If the voltage is greater than 0.5 volts, the signal
connector pin B (the ground [−] line) to a line is shorted to voltage in the harness, or on the
good ground. harness side of the sensor or J1A connector.
If the voltage is greater than 0.5 volts, there is a problem has been corrected.
short in the ground line E2 in the harness, on the
sensor connector harness side, or on the J1A If the voltage is less than 0.5 volts, proceed to
connector. Locate and repair the short, and Test 36.

Test 34.
Page 67

Test 24 Test 32
Checking for a defective connector or Checking for an external short to voltage on
V-MAC II module the signal line in the harness
Figure 97 — Inspect for a Short between Pin D3 and a Figure 99 — Voltage from Pin D3 to Ground
12-volt Supply

communication port.

[+] line) to a good ground.

line is shorted in the harness, or on the harness
side of the sensor connector or the J1A
connector. Locate and repair the short. Retest to

Figure 98 — Inspect for a Short between Pin A and a Test 64.
12-volt Supply
1. Visually inspect both the intake manifold

temperature harness connector for a short
between pin A and a 12-volt supply, and the
J1A connector for a short between pin D3
and a 12-volt supply.
If there is a repairable short, repair the short and

replace the sensor. Retest to be sure the problem
has been corrected.
If there is not a repairable fault, replace the

sensor and the J1A connector or V-MAC II
corrected.
Page 68

Test 33
Checking for an open in the ground line in the
harness If the air temperature fault (code 2-3 or 2-4) is not
accompanied by a coolant temperature fault
(code 2-1 or 2-2), the open in the ground line is
near the sensor, somewhere after the ground line
breaks off of the common ground with the coolant
temperature sensor. If there is also a coolant
temperature fault, the open is farther back in the
harness.
Test 34
Figure 100 — Jumper between Pins D3 and E2

Pins
2. Disconnect the J1A connector from the V-MAC II module.
V-MAC II module.
3. Connect a jumper between J1A connector pin E2 (the coolant temperature [−] line) and
pins D3 and E2. each of the other pins (one at a time) on the
connector pins A (the signal [+] line) and B If there is continuity with another pin, the ground
(the ground [−] line). line (pin E2) is shorted to voltage in the harness
or in the connector. Locate and repair the short
If there is continuity, proceed to Test 66. and replace the V-MAC II module. Retest to be
ground line E2 in the harness or on the harness If there is no continuity, proceed to Test 68.
side of the sensor connector. Locate and repair
the open. Retest to be sure the problem has been
corrected.
Page 69

Test 36 If there is continuity with another pin, there is a
5-volt pin-to-pin short in the signal line in the
Checking for a short to the ground in the harness. Locate and repair the short. Retest to be
signal line in the harness sure the problem has been corrected.
Test 66
Checking for an open in the V-MAC II
connector
Figure 103 — Continuity from Pin D3 to Ground

If there is continuity, the signal line is shorted to
ground in the harness or on the J1A connector.
Test 64
Checking for a pin-to-pin short to 5 volts on
the signal line in the harness
Figure 105 — Inspect for an Open on Both Sides of the

Connector at Pin E2
1. Visually inspect both sides of the J1A

connector for an open around pin E2.
If there is a repairable open, locate and repair the
Figure 104 — Continuity between Pin D3 and All Other corrected.
Pins
If there is not a repairable open, replace the
1. Disconnect the serial link jumper. V-MAC II module or J1A connector. Retest to be
pin D3 (the intake manifold temperature
(one at a time) on the J1A, J1B and J2
connectors.
Page 70

Test 68 Test 72
Checking for a bad sensor connection Checking for a pin-to-pin short in the harness
Figure 108 — Continuity between Pin D3 and All Other

Pins

pin D3 (the intake manifold temperature
connectors.

line is shorted to ground in the sensor connector
or one of the V-MAC II connectors. Locate and
has been corrected.
Figure 107 — Resistance between Pins D3 and E2
1. Remeasure the resistance across the two
leads of the sensor (pins A and B on the
sensor) with the intake manifold temperature
between 0 and 90°C (32 and 194°F).
2. Connect the intake manifold temperature

sensor to the harness.

connector pins D3 (the intake manifold
temperature signal [+] line) and E2 (the
coolant temperature [−] line).


corrected.
Page 71

Test 128 Test 136
Checking for an open in the sensor connector Checking for a short in the V-MAC II connector
1. With the ignition key in the OFF position
has been corrected.
Figure 109 — Resistance between Pins A and B procedures have corrected the problem. Check
Test 144
Checking for an open or short in the V-MAC II
connector
1. With the ignition key in the OFF position
Figure 110 — Resistance between Pins D3 and E2 V-MAC II module and connector for dirt, loose or
1. Remeasure the resistance across the two repairable conditions are evident, replace the
leads of the sensor (terminals A and B on V-MAC II module. Retest to be sure the problem
the sensor) with the intake manifold has been corrected.
temperature between 0 and 90°C (32 and
194°F). If blink code 2-3 or 2-4 is not active, the
2. Reconnect the intake manifold temperature all connectors to ensure proper connections.
sensor.

connector pins D3 (the intake manifold
temperature signal [+] line) and E2 (the
coolant temperature [−] line).


corrected.
Page 72

Test 256
Checking for a defective V-MAC II module or a
loose connector
has been corrected.

Page 73
DIAGNOSTIC CODE 3-2

RPM/TDC (ENGINE POSITION) SENSOR TESTS
DIAGNOSTIC CODE 3-2
Test 1
Checking for an open or short in the sensor
Blink Code 3-2

PID 190
SID
FMI 2
MID 142
Name RPM/TDC (Engine Position) Figure 112 — Resistance between Pins A and B
Failure Data erratic, intermittent or incorrect
1. Turn the ignition key to the OFF position and
disconnect the RPM/TDC sensor from the
harness.
The engine must be running to see an active fault 2. Measure the resistance between harness
on the RPM/TDC circuit. connector pins A (the signal [+] line) and B
(the ground [−] line).

proceed to Test 2.
The RPM/TDC sensor signal [+] line (harness If the resistance is not between 200 and 300
connector pin A) is connected to the RPM/TDC ohms, repair the connector or replace the sensor.
MINUS [−] line (J1A connector pin H2) in order to Retest to be sure the problem has been
invert the signal. corrected.
Page 74
DIAGNOSTIC CODE 3-2

Test 2 Test 4
Checking for a short to ground in the sensor Checking for proper RPM sensor adjustment
1. Check that the sensor is properly adjusted in

the flywheel housing. For proper adjustment,
turn the sensor in by hand until it bottoms.
Then back it out exactly 1 turn. Torque the
jam nut to 15 lb-ft (20 N•m).
If the sensor is adjusted properly, proceed to

Test 8.
If the sensor is not adjusted properly, readjust the

corrected.
Test 8
Checking for a short to voltage on the RPM
PLUS line

pin A (the signal [+] line) to a good ground.
Figure 115 — Voltage from Pin H1 to Ground
pin B (the ground [−] line) to a good ground. 1. Disconnect the J1A and J1B connectors
be sure the problem has been corrected. 2. Connect the serial link jumper into the serial
communication port.
H1 (the RPM/TDC PLUS [+] line) to a good
ground.
If the voltage is greater than 0.5 volts, the line is

shorted to another line in the harness. Locate and
has been corrected.

Test 16.
Page 75
DIAGNOSTIC CODE 3-2

Test 16
Checking for a short to voltage on the RPM
MINUS line
Figure 118 — Continuity between Pin H2 and All Other

Pins

1. Measure the voltage from J1A connector pin V-MAC II module.
H2 (the RPM/TDC MINUS [−] line) to a good
ground. 3. Check for continuity between J1A connector
pin H1 (the RPM/TDC PLUS [+] line) and
If the voltage is greater than 0.5 volts, the line is each of the other pins (one at a time) on the
shorted to another line in the harness. Locate and J1A, J1B and J2 connectors.
repair the short and replace the V-MAC II module.
Retest to be sure the problem has been 4. Check for continuity between J1A connector
corrected. pin H2 (the RPM/TDC MINUS [−] line) and
If the voltage is less than 0.5 volts, proceed to J1A, J1B and J2 connectors.
Test 32.
If there is continuity with another pin, repair the
short in the harness between the pins which
showed continuity. Retest to be sure the problem
Test 32 has been corrected.
If there is continuity with J1B connector pins P1

and P2 (ground pins), there may also be
continuity with other pins. Repair the short to pins
P1 and P2 first. Then retest to be sure the

Pins
Page 76
DIAGNOSTIC CODE 3-2

Test 64 Test 128
Checking for an open in the harness Checking for an open on the sensor side of
the connector
Figure 119 — Jumper between Pins H1 and H2

Figure 121 — Resistance between Pins H1 and H2

pins H2 and H1.
2. Reconnect the RPM sensor.
3. Measure the resistance between pins J1A

connector pins H1 (the RPM/TDC PLUS [+]
line) and H2 (the RPM/TDC MINUS [−] line).

Figure 120 — Continuity between Pins A and B proceed to Test 256.
1. Connect a jumper between J1A connector If the resistance is not between 100 and 500
pins H2 and H1. ohms, the RPM PLUS [+] or MINUS [−] lines are
open or faulty at the connector. Repair the
2. Check for continuity between harness connector if possible, otherwise, replace the
connector pins A (the signal [+] line) and B sensor. Retest to be sure the problem has been
(the ground [−] line) on the sensor side of the corrected.
connector.
Page 77
DIAGNOSTIC CODE 3-2

Test 129 Test 256
Checking for an open in the RPM line on the Checking for a defective module or loose
module end of the harness connector

If blink code 3-2 is still active, check the V-MAC II

module and connector for dirt, loose or broken
pins, or repairable damage. If no repairable
conditions are evident, replace the V-MAC II
corrected.
If blink code 3-2 is not active, the procedures

have corrected the problem. Check all connectors
to ensure proper connections.
Figure 122 — Jumper between Pins H1 and P2

pin H1 and J1B connector pin P2.
2. Check for continuity from the harness

connector pin B, on the sensor end of the
connector, to a good ground.
If there is continuity, repair the open in the RPM

line (pin H2).
If there is no continuity, select another chassis

ground. If there is still no continuity, repair the
RPM line (pin H1). Retest to be sure the problem
has been corrected.
Page 78
DIAGNOSTIC CODE 3-4

TIMING EVENT MARKER (TEM) TESTS DIAGNOSTIC CODE 3-4
Test 1
Checking for an open or short in the sensor
Blink Code 3-4

PID
SID 1
FMI 2
MID 142
Name Timing (TEM) Sensor
Failure Data erratic, intermittent or incorrect Figure 125 — Resistance between Pins A and B
1. Turn ignition key to the OFF position and

disconnect the TEM sensor from the
harness.
The engine must be running to see an active fault
on the TEM circuit. 2. Measure the resistance between pins A and
B on the sensor.

proceed to Test 2.

ohms, repair the connector or replace the sensor.
corrected.
Page 79
DIAGNOSTIC CODE 3-4

Test 2 1. Disconnect the J1A and J1B connectors
Checking for a short to ground in the sensor
communication port.

J1 (the TEM PLUS [+] line) to a good
ground.

J2 (the TEM MINUS [−] line) to a good
ground.
If the voltage on either line is greater than 0.5

Figure 126 — Continuity from Pin A to Ground volts, the line is shorted to another line in the
1. Check for continuity from harness connector sure the problem has been corrected.
pin A (the signal [+] line) to a good ground.
If the voltage on both lines is less than 0.5 volts,
If there is continuity, replace the sensor. Retest to proceed to Test 8.

To install the TEM sensor, coat the sensor
threads with Silastic. Then turn the sensor body
Test 4 into the pump until it bottoms out. Tighten the jam
Checking for a short to voltage in the harness nut to 22.5 lb-ft (30.5 N•m) of torque.
Test 8
Checking for proper TEM sensor adjustment
1. Check that the sensor is properly seated in

the injection pump.
If it is properly seated, proceed to Test 16.
If it is not properly seated, follow the instructions

Figure 127 — Voltage from Pin J1 to Ground in the above note. Then retest to be sure the
Figure 128 — Voltage from Pin J2 to Ground
Page 80
DIAGNOSTIC CODE 3-4

Test 16
Test 32
Checking for an open in the harness
Figure 129 — Continuity between Pin J1 and All Other

Pins
Figure 131 — Jumper between Pins J1 and J2
Figure 130 — Continuity between Pin J2 and All Other

Pins

V-MAC II module.
3. Check for continuity between pin J1 (the

TEM PLUS [+] line) and each of the other
pins (one at a time) on the J1A, J1B and J2
connectors. Figure 132 — Continuity between Pins A and B
4. Check for continuity between pin J2 (the 1. Connect a jumper between J1A connector
TEM MINUS [−] line) and each of the other pins J2 and J1.
pins (one at a time) on the J1A, J1B and J2
connectors. 2. Check for continuity between harness
connector pin A (the signal [+] line) and
If there is continuity with another pin, repair the harness connector pin B (the ground [−]
short in the harness between the pins which line), on the sensor side of the connector.
has been corrected. If there is continuity, proceed to Test 64.
If there is no continuity, proceed to Test 32. If there is no continuity, proceed to Test 65.
Page 81
DIAGNOSTIC CODE 3-4

Test 64 Test 65
Checking for an open on the sensor side of Checking for an open in the TEM PLUS (+) line
the connector on the module end of the harness
Figure 133 — Resistance between Pins J1 and J2

pins J2 and J1.
2. Reconnect the TEM sensor.

Figure 134 — Jumper between Pins J1 and P2
connector pins J1 (the TEM PLUS [+] line)
and J2 (the TEM MINUS [−] line).


ohms, the TEM PLUS [+] or MINUS [−] lines are
connector if possible. Otherwise, replace the
corrected.

pin J1 and J1B connector pin P2.

pin A (the signal [+] line), on the sensor side
of the connector, to a good ground.
If there is continuity, repair the open in the TEM

MINUS [−]line (pin J2).

TEM PLUS [+] line (pin J1). Retest to be sure the
Page 82
DIAGNOSTIC CODE 3-4

Test 128
Checking for a defective module or loose
connector

If blink code 3-4 is still active, check the V-MAC II

corrected.
If blink code 3-4 is not active, the procedures

have corrected the problem. Check all connectors
to ensure proper connections.
Page 83
DIAGNOSTIC CODE 3-5 (BASIC)

DIAGNOSTIC BLINK CODE 3-5, BASIC
TIMING ACTUATOR TESTS, BASIC MECHANICAL SECTION
These diagnostic procedures are broken down When performing electrical tests, it is important to
into three sections: Basic Mechanical, Electrical wiggle wires and connectors to identify
and Advanced Mechanical. Begin with the Basic intermittent connection problems.
Mechanical Section.
Blink Code 3-5

PID
SID 2
This fault is only active above a specific engine
speed and load. It may be inactive by the time the
FMI 7 truck reaches the service shop.
MID 142
Name Timing Actuator
Failure Mechanical system not responding
Page 84

Test 1 Test 2
Checking timing control Checking for oil pressure from the de-
energized timing control valve to the
1. Connect a diagnostic tool (Pro-Link 9000 or ECONOVANCE
PC) and select the monitoring mode to
display engine timing status.
2. Run the engine at low idle for at least 30

seconds and record the timing status.
3. Run the engine at high idle and record the

timing status.
If the timing status at both low and high idle is

correct (the diagnostic tool will indicate that timing
is OK), the timing is working properly under these
conditions. If the complaint indicates that the
timing fault was active recently, it may be
necessary to recreate the situation in which the
timing fault occurred for this diagnostic procedure
to be effective.
If the timing status is too advanced (the

diagnostic tool will display “++”) or too retarded
(the tool will display “--”), proceed to Test 2.
Figure 137 — Oil Pressure Check (Timing Control Valve)
2. Disconnect the timing control valve at the

wiring harness.
3. Remove the cap from the diagnostic port

located on top of the timing control valve.
4. Connect a pressure gauge to the diagnostic

port.
5. Start the engine and record the low idle oil

pressure displayed on the gauge.
If the oil pressure on the gauge is 0, proceed to

Test 4.
If the pressure on the gauge is not 0, proceed to

Test 5.
Page 85

Test 4 Test 8
Checking dynamic full retard timing Checking for supply oil from the cylinder
block to the ECONOVANCE
1. Connect a diagnostic tool (Pro-Link 9000 or
PC). Select the monitoring mode to display 1. Turn the ignition key to the OFF position.
engine timing.
2. Remove the oil supply line running from the
2. Run the engine at 800 RPM for at least 30 cylinder block to the ECONOVANCE
seconds and record the timing. housing oil fitting.
If the timing on the diagnostic tool is the same as 3. Install a tee fitting at the ECONOVANCE
the static timing on the emissions plate (within housing.
1 degree), proceed to Test 8.
4. Attach a pressure gauge to one side of the
If the timing is different from the static timing,
tee.
check the RPM/TDC and TEM sensors for good
connections and proper adjustment.
5. Attach an Aeroquip line from the other side
If, after checking the sensors, the timing on the of the tee to the ECONOVANCE oil supply
diagnostic tool is more advanced than the static fitting.
timing by more than 2 degrees, proceed to Test 9.
6. Start the engine and check the low idle oil
If, after checking the sensors, the timing on the pressure displayed on the gauge.
diagnostic tool is more retarded than the static
timing by more than 2 degrees, proceed to Test 9. If the oil pressure is greater than 5 psi, proceed to
the Electrical Diagnostic Test Section.
Test 5 If the oil pressure is 5 psi or less, STOP THE
Checking the timing valve retainer plate ENGINE IMMEDIATELY! Refer to the appropriate
Engine Service Manual.
1. Visually inspect the timing control valve for
signs of oil leakage between the round valve
body and the housing or from the wiring. If Test 9
there is a leak, replace the entire control
Static timing check
valve assembly.
2. If there is no oil leak, grasp the round valve
body and attempt to turn it, applying light
2. Check the engine static timing.
force.
If the static timing agrees within +/s 0.5 degrees
If the valve body can be turned with light force,
with the number stamped on the engine’s
clean the front portion of the control valve and
emissions plate, proceed to Test 18.
retainer plate and remove the plate. Examine the
contact area of the plate and valve for signs of
If the static timing does not agree within +/s 0.5
wear (DO NOT REMOVE THE VALVE FROM
degrees, proceed to Test 19.
THE ASSEMBLY). If the valve is worn around the
entire circumference, replace the complete timing
control valve assembly. If only a portion of the
valve circumference is worn, rotate the valve
body so that the worn portion will not be touching
a new retention plate. Install a new retention
plate, using Loctite® 242 on the plate bolts.
If there is no oil leakage and the valve body

cannot be turned with light force, proceed to
Test 10.
Page 86

Test 10 Test 18
Checking the control valve gasket Checking for a defective V-MAC II module
1. Replace the V-MAC II module with a new

module, or with a module from another truck.
DO NOT REPROGRAM THE MODULE AT
THIS TIME.
2. Run the engine at 800 rpm for at least 30

seconds and record the timing.
If the timing on the diagnostic tool is the same as

the static timing (within 1 degree), the old
V-MAC II module was defective. Install a new
V-MAC II module.
If the timing on the diagnostic tool disagrees with

the static timing by more than 1 degree, reinstall
the original V-MAC II module. A potential flywheel
problem may exist. Call Service Engineering.
Figure 138 — Checking Control Valve Gasket Test 19

Checking static timing against the emissions
1. Remove the timing control valve and inspect plate
the valve gasket.
If the static timing is more advanced than the
If the gasket is installed properly, proceed to number stamped on the emissions plate by more
Test 20. than 1 degree, proceed to Test 38.
If the gasket is not installed properly, correctly If the static timing is more retarded than the
install a new gasket. Reinstall the timing control number by more than 1 degree, proceed to
valve. Retest to be sure the problem has been Test 39.
corrected.
Page 87

Test 20
Checking for bad ECONOVANCE seals
Figure 140 — ECONOVANCE Seals
Test 38
Figure 139 — ECONOVANCE (Removing Snap Ring) Checking effects of advanced static timing on
low idle timing
1. Replace the timing control valve.
1. If the low idle timing status was correct in
2. With the new timing control valve Test 1 (the diagnostic tool indicated that
disconnected and with a pressure gauge timing was OK), or was too retarded (the
connected to the diagnostic port, start the diagnostic tool displayed “--”), proceed to the
engine. Record the low idle oil pressure Electrical Diagnostic Test Section.
displayed on the gauge.
2. If the low idle timing status in Test 1 was too
If the oil pressure on the gauge is 0, the old advanced (the diagnostic tool displayed
control valve was defective and the procedure “++”), reset the static timing. Retest to be
has corrected the problem. sure the problem has been corrected.
If the pressure on the gauge is not 0, the old 3. Make a note that the static timing has been
control valve was not defective and should be reset. Then proceed to the Electrical
reinstalled. Replace the seals in the Diagnostic Test Section.
ECONOVANCE unit. Retest to be sure the
problem has been corrected. Refer to the E7
Engine Service Manual for ECONOVANCE
repair.
Page 88

Test 39
Checking effects of retarded static timing on
high idle timing
1. If the high idle timing status was correct in

Test 1 (the diagnostic tool indicated that
timing was OK), or was too advanced (the
diagnostic tool displayed “++”), proceed to
the Electrical Diagnostic Test Section.
2. If the high idle timing status in Test 1 was too

retarded (the diagnostic tool displayed “--”),
reset the static timing. Retest to be sure the
3. Make a note that the static timing has been

reset. Then proceed to the Electrical
Diagnostic Test Section.
Page 89
DIAGNOSTIC CODE 3-5 (ELECTRICAL)

DIAGNOSTIC BLINK CODE 3-5, ELECTRICAL
TIMING ACTUATOR TESTS, ELECTRICAL SECTION
These diagnostic procedures are broken down

into three sections: Basic Mechanical, Electrical
and Advanced Mechanical. Begin with the Basic
Mechanical Section.
When performing electrical tests, it is important to This fault is only active above a specific engine
wiggle wires and connectors to identify speed and load. It may be inactive by the time the
intermittent connection problems. truck reaches the service shop.
Blink Code 3-5

PID
SID 2
FMI 7
MID 142
Name Timing Actuator
Page 90

Test 1 Test 2
Checking for an open or short in the solenoid Checking for a short to ground in the solenoid
Figure 142 — Resistance between Pins A and B Figure 143 — Continuity from Pin A or B to Ground
(Pin A shown)
1. Check for continuity from either solenoid
2. Disconnect the timing solenoid from the lead (pin A or B) to a good ground.
harness.
If there is continuity, replace the solenoid. Retest
3. Measure the resistance across the leads of to be sure the problem has been corrected.
the solenoid.
proceed to Test 2.
If the resistance is not between 1 and 3 ohms,

repair the connector or replace the solenoid.
corrected.
Page 91

Checking for a short to voltage in the harness
communication port.

A1 (the timing solenoid PLUS [+] line) to a
good ground.

A3 (the solenoid MINUS [−] line) to a good
ground.

Figure 144 — Voltage from Pin A1 to Ground volts, that line is shorted to another line in the

proceed to Test 8.
Figure 145 — Voltage from Pin A3 to Ground
Page 92

Test 8
Test 16
Figure 146 — Continuity between Pin A1 and All Other

Pins
Figure 148 — Jumper between Pins A1 and A3

Figure 147 — Continuity between Pin A3 and All Other
Pins

V-MAC II module.

pin A1 (the timing solenoid PLUS [+] line)
and each of the other pins (one at a time) on
the J1A, J1B and J2 connectors.
4. Check for continuity between J1A connector Figure 149 — Continuity between Pins A and B
pin A3 (the solenoid MINUS [−] line) and
each of the other pins (one at a time) on the 1. Connect a jumper between J1A connector
J1A, J1B and J2 connectors. pins A3 and A1.
If there is continuity with another pin, repair the 2. Check for continuity between harness
short in the harness between the pins which connector pins A (the signal [+] line) and B
showed continuity. Retest to be sure the problem (the ground [−] line), on the solenoid end of
has been corrected. the harness.
If there is no continuity, proceed to Test 16. If there is continuity, proceed to Test 32.
Page 93

Test 32 Test 33
Checking for an open on the solenoid end of Checking for an open in the timing solenoid
the harness PLUS (+) line on the module end of the
harness
Figure 150 — Resistance between Pins A1 and A3

pins A3 and A1.
2. Reconnect the timing solenoid to the

harness.
Figure 151 — Jumper between Pins A1 and P2
connector pins A1 (the timing solenoid
PLUS [+] line) and A3 (the timing solenoid
MINUS [−] line).

proceed to Test 64.
If the resistance is not between 1 and 3 ohms, the

timing solenoid PLUS [+] or MINUS [−] lines are
connector if possible. Otherwise, replace the
solenoid. Retest to be sure the problem has been
corrected. Figure 152 — Continuity from Pin A to Ground

pin A1 and J1B connector pin P2.

pin A (the signal [+] line), on the sensor side
If there is continuity, repair the open in the timing

solenoid MINUS [−] line (pin A3). Retest to be

timing solenoid PLUS [+] line (pin A1). Retest to
Page 94

Test 64
Checking for a defective V-MAC II module or
loose connector

3. Monitor the timing status with the diagnostic

tool (Pro-Link or PC).
If the diagnostic tool indicates that the timing is

tracking properly, the procedure has corrected the
problem. Check all connectors to ensure proper
connections.
If the diagnostic tool indicates that the timing is

not tracking properly, check the V-MAC II module
and connector for dirt, loose or broken pins, or
repairable damage. If no problems are found,
proceed to the Advanced Mechanical Test
Section.
Page 95
DIAGNOSTIC CODE 3-5 (ADVANCED)

DIAGNOSTIC BLINK CODE 3-5, ADVANCED
TIMING ACTUATOR TESTS, ADVANCED MECHANICAL SECTION
These diagnostic procedures are broken down

into three sections: Basic Mechanical, Electrical
and Advanced Mechanical. Begin with the Basic
Mechanical Section.
Page 96

Test 2
Checking dynamic timing
wiggle wires and connectors to identify 1. Turn the ignition key to the OFF position.
2. Connect the V-MAC II module connectors.
Blink Code 3-5 3. Connect a pressure gauge to the diagnostic
PID port.
SID 2
4. Disconnect the timing valve connector from
FMI 7 the wiring harness.
MID 142
Name Timing Actuator 5. Connect a jumper between the two
connector halves, using one set of terminals.
For example, connect the A terminals
(jumper from terminal A on the harness side
to terminal A on the sensor side). On the
other terminals, use two jumpers to connect
the circuit through a digital multimeter set to
This fault is only active above a specific engine
measure current (AMPS) on the 10A scale.
speed and load. It may be inactive by the time the
truck reaches the service shop.
7. Record the low or high idle timing, the

Test 1 diagnostic port pressure, and the timing
valve current. Reconnect the timing valve to
Checking timing at low idle the harness when completed.
Follow the instructions in Tests 2 through 72, If the timing status shows the timing is too
running the engine at low idle. Proceed to Test 2. advanced (diagnostic tool displays “++”), proceed
to Test 5.
Otherwise, proceed to Test 4.
Test 4
Checking for retarded timing
If the timing status shows the timing is too

retarded (diagnostic tool displays “--”), proceed to
Test 9.
Page 97

Test 5 Test 9
Timing is too advanced. Checking diagnostic Timing is too retarded. Checking diagnostic
port pressure port pressure
If the pressure in the diagnostic port is much less

than the gallery pressure, proceed to Test 18.
If the pressure in the diagnostic port is about

equal to the gallery pressure, the ECONOVANCE
is stuck. Repair or replace the ECONOVANCE.
corrected.
Test 10
Checking current to the timing control valve
If the current to the timing control valve is greater

than 0.9 amps, proceed to Test 20.
If the current to the timing control valve is less

than 0.9 amps, proceed to Test 21.
Figure 154 — Checking Timing Control Valve Port

Pressure
Test 11
If the pressure in the diagnostic port is greater Checking the RPM/TDC sensor
than 0 psi (there is some pressure), proceed to
Test 10. 1. Disconnect the timing valve connector from
the wiring harness.
If the pressure in the diagnostic port is 0 psi,
proceed to Test 11. 2. Record the timings at low idle and high idle.
If the high idle timing is greater than the low idle

Test 8 timing, replace the RPM/TDC sensor. Retest to
Checking timing at high idle
If the high idle timing is less than or equal to the
If you just ran Test 4 at low idle, repeat Tests 2 low idle timing, proceed to Test 23.
through 72, running the engine at high idle.
Proceed to Test 2.
If you just ran Test 4 at high idle, proceed to

Test 16.
Page 98

Test 16 Test 20
Determining severity and correcting the Checking for wrong target, bad data file or
problem V-MAC II module
1. Check the inactive fault table with a 1. Use the diagnostic tool (Pro-Link or PC) to
diagnostic tool (Pro-Link or PC). display the engine model, data file part
number and static timing.
If there are only a couple occurrences of the
timing actuator fault (code 3-5) and the driver 2. Verify the following information:
reported that the electronic fault light only came
on occasionally for a brief time, there was a. Initial (static) timing on the emissions
probably a piece of debris in the timing actuator plate agrees with the value displayed by
that has been flushed out. Remove the timing V-MAC II.
control valve and clean the oil supply and
secondary filters. Reinstall the timing control b. ECONOVANCE is approximately 5
valve, using a new gasket. Retest to be sure the inches long.
If the information matches but the timing is still too
If there are numerous counts of the timing advanced, replace the V-MAC II module. Retest to
actuator fault (code 3-5) or the driver reported be sure the problem has been corrected.
that the electronic fault lamp remains ON
constantly, the ECONOVANCE is sticking at If the information does not match, V-MAC II is
advanced timings. Repair or replace the trying to use a data file which may not match the
ECONOVANCE. Retest to be sure the problem engine hardware’s capabilities (static timing and
has been corrected. timing range). Change the hardware to match the
hardware requirements of the data file and attach
the proper emissions plate, or download the
Test 18 correct data file for this engine. Retest to be sure
Checking current to the timing control valve
If the current is between 0.6 and 0.9 amps,

proceed to Test 37.
If the current to the timing control valve is above

the range of 0.9 to 1.1 amps, proceed to Test 36.
If the current to the timing control valve is less

than 0.6 amps, but greater than 0 amps, replace
the V-MAC II module. Retest to be sure the
If the current to the timing control valve is 0 amps,

verify that there is power to the V-MAC II module.
If there was no power to the V-MAC II module,
restore power and retest. If there was power, and
the current was 0, replace the V-MAC II module.
corrected.
Page 99

Test 21 If the static timing is incorrect by more than 1
degree, and the static timing was correct in Test 1
Checking for improperly installed timing of the Basic Mechanical Section, the
control valve gasket ECONOVANCE is sticking. Repair or replace the
ECONOVANCE. Retest to be sure the problem
has been corrected.
If Test 1 of the Basic Mechanical Section showed

that the static timing was incorrect by more than 1
degree and had to be reset, and the static timing
status still indicates that the timing is still too
advanced, the ECONOVANCE is sticking. Repair
or replace the ECONOVANCE. Retest to be sure
Test 36
Checking the timing valve retainer plate
1. Visually inspect the timing control valve for

signs of oil leakage between the round valve
body and the housing or from the wiring.
Figure 155 — Checking Timing Control Valve Gasket
If there is a leak, replace the entire control valve
1. Turn the ignition key to the OFF position. assembly.
2. Remove the timing control valve assembly If there is no leak, continue with the next step.
from the ECONOVANCE.
2. Grasp the round valve body and attempt to
3. Inspect the gasket for proper installation. turn it using light force.
If the gasket is installed properly, proceed to If the valve body can be turned with a light force,
Test 42. clean the front portion of the control valve and
retainer plate and remove the plate. Examine the
If the gasket is not installed properly, clean the contact area of the plate and valve for signs of
timing valve oil supply filter. Correctly install a wear (DO NOT REMOVE THE VALVE FROM
new gasket. Reinstall the timing control valve. THE ASSEMBLY). If the valve is worn around the
Retest to be sure the problem has been entire circumference, replace the complete timing
corrected. control valve assembly. If only a portion of the
valve circumference is worn, rotate the valve
body so that the worn portion will not be touching
Test 23 a new retention plate. Install a new retention
plate, using Loctite 242 on the plate bolts. Retest
Checking for a stuck ECONOVANCE to be sure the problem has been corrected.
1. Turn the ignition key to the OFF position. If there is no oil leakage and the valve body
cannot be turned with light force, proceed to
2. Recheck the static timing (See Setting Test 72.
Engine Timing Section).
Page 100

Test 37 Test 42
Checking for wrong target, bad data file or Checking for a blocked oil drain holes and
V-MAC II module filters
1. Use the diagnostic tool (Pro-Link or PC) to

display the engine model, data file part
number and static timing.
2. Verify the following information:
a. The engine model listed on the

emissions plate agrees with the engine
model displayed in V-MAC II.
b. Initial (static) timing on the emissions

plate agrees with the value displayed in
V-MAC II.
c. ECONOVANCE is approximately 5
inches long.
If the information matches but the timing is still

too advanced, replace the V-MAC II module.
Retest to be sure the problem has been Figure 156 — Timing Control Valve Drain Holes and
corrected. Filters
If the information does not match, V-MAC II is 1. Check the ECONOVANCE drain hole for
trying to use a data file which may not match the blockage. Clean if needed.
engine hardware’s capabilities (static timing and
timing range). Change the hardware to match the 2. Check the ECONOVANCE oil supply hole for
hardware requirements of the data file and attach blockage. Clean if needed.
the proper emissions plate, or download the
correct data file for this engine. Retest to be sure 3. Remove the secondary filter in the timing
the problem has been corrected. control valve body if equipped. Check the
passage in the valve body for blockage.
Clean the secondary filter if needed.
Reinstall the secondary filter.
4. Clean the valve oil supply filter. Correctly

install a new gasket. Reinstall the timing
control valve. Retest to be sure the problem
has been corrected. If the timing is still too
advanced, replace the timing control valve
and gasket.
If this test is being conducted at high idle, retest

with the new timing valve.
If after retesting, the timing is still too advanced

after the timing valve has been replaced, the
ECONOVANCE seals should be replaced. The
original timing control valve was not defective and
should be reinstalled. Refer to the E7 Engine
Service Manual for instructions on how to replace
the ECONOVANCE seals.
Page 101

Test 47 Test 144
Checking for a potential V-MAC II module Checking for blocked oil supply holes and
problem filters
1. Replace the V-MAC II module with a new

module, or with a module from another truck.
DO NOT REPROGRAM THE MODULE AT
THIS TIME.
2. With the timing valve still disconnected, run

the engine at 800 rpm for at least 30
seconds and record the timing using the
diagnostic tool (Pro-Link or PC).
If the timing on the diagnostic tool is the same as

the static timing (within 1 degree), the original
V-MAC II module was defective. Program a new
has been corrected.
If the timing is not the same as the static timing,

reinstall the original V-MAC II module. A potential
flywheel problem exists. Call Service
Engineering. Figure 157 — Timing Control Valve Drain Holes and
Filters
Test 72 1. Check the ECONOVANCE oil supply hole for

blockage. Clean if needed.
Checking for improperly installed timing
control valve gasket
2. Clean the valve oil supply filter. Check that
the supply passage way is clear.
3. Remove the secondary filter in the timing
2. Remove the timing control valve assembly
control valve body if equipped. Check the
from the ECONOVANCE.
passage in the valve body for blockage.
Clean the secondary filter if needed.
3. Inspect the gasket for proper installation.
Reinstall the secondary filter.
If the gasket is installed properly, proceed to
4. Correctly install a new gasket. Reinstall the
Test 144.
timing control valve. Retest to be sure the
If the gasket is not installed properly, clean the
valve oil supply filter. Correctly install a new
If the timing is still retarded and the pressure is
gasket. Reinstall the timing control valve. Retest much lower than the gallery pressure, replace the
to be sure the problem has been corrected. timing control valve and gasket. Retest to be sure
Page 102
DIAGNOSTIC CODE 4-1, 4-2 OR 4-3

DIAGNOSTIC BLINK CODE 4-1, 4-2 OR 4-3
MPH (ROAD SPEED) SENSOR TESTS DIAGNOSTIC CODE 4-1, 4-2 OR 4-3

Blink Code 4-1 4-2 4-3

PID 84 84 84
SID
FMI 4 3 8
MID 142 142 142
Name MPH (Road Speed) Sensor MPH (Road Speed) Sensor MPH (Road Speed) Sensor
Failure Voltage below normal or Voltage above normal or Abnormal frequency, pulse
shorted low shorted high width or period
Page 103

Test 1 Test 3
Checking for an open, shorted or inactive Checking for an open in the sensor
sensor
1. Make certain that the ignition key is in the

ON position.
2. Determine which fault the V-MAC II module

has logged with regard to the MPH sensor.
If the V-MAC II module logged a short (code 4-1),

proceed to Test 2.
If the V-MAC II module logged an open (code

4-2), proceed to Test 3. Figure 159 — Resistance between Pins A and B
If the V-MAC II module logged an inactive 1. Turn the ignition key to the OFF position and
condition (code 4-3), make sure the sensor is disconnect the MPH sensor from the
adjusted to the proper setting. For proper harness.
adjustment, turn the sensor in by hand until it
bottoms. Then back it out exactly 1 turn. Torque 2. Measure the resistance between harness
the jam nut to 15 lb-ft (20 N•m). If the sensor is connector pins A (the signal [+] line) and B
adjusted properly and the fault is still active, move (the ground [−] line).
the vehicle a short distance. If the fault is still
active, replace the sensor and move the vehicle If the resistance is between 200 and 300 ohms,
again. Retest to be sure the problem has been proceed to Test 6.
corrected.
ohms, repair the connector or replace the MPH
Test 2 sensor. Retest to be sure the problem has been
Checking for a short to ground corrected.
1. Disconnect the MPH sensor at the sensor

connector.
If the V-MAC II module now registers an open

(code 4-2), proceed to Test 4.
If code 4-2 is not active, proceed to Test 5.
Page 104

Checking for a short in the sensor 2. Disconnect the J1A connector from the
V-MAC II module.

pins H3 (the MPH sensor PLUS [+] line) and
G3 (the MPH sensor MINUS [−] line).
If there is continuity, locate and repair the short in

the harness. Retest to be sure the problem has
been corrected.
Test 6
Checking the voltage in the harness
Figure 160 — MPH Sensor
1. Visually inspect the MPH sensor for a

repairable short to ground on harness
connector pin B.

connector or replace the MPH sensor. Retest to
If there is not a repairable condition, replace the

MPH sensor. Retest to be sure the problem has Figure 162 — Voltage between Pins A and B
been corrected.
Test 5 2. Measure the voltage between harness

Checking for continuity on the MPH PLUS (+) (the ground [−] line) on the sensor side of the
and MPH MINUS (−) lines connector.

Test 13.
If there is no voltage, proceed to Test 12.
Figure 161 — Continuity between Pins G3 and H3
Page 105

Test 10 Test 12
Checking for continuity in the harness Checking for continuity in the harness
Figure 163 — Continuity from Pin H3 to Ground

H3 (the MPH sensor PLUS [+] line) to a Figure 164 — Jumper between Pins A and B
good ground.
If there is continuity, locate and repair the short in

been corrected.
Figure 165 — Continuity between Pins G3 and H3

connector pins A and B, on the harness end
of the connector.

V-MAC II module.

pins H3 (the MPH sensor PLUS [+] line) and
G3 (the MPH sensor MINUS [−] line).
Page 106

Test 13 1. Disconnect the J1B and J2 connectors from
Checking the voltage on the MPH PLUS (+)
line 2. Check for continuity between J1A connector
pin H3 (the MPH sensor PLUS [+] line) and
If there is a short, locate and repair the short in

been corrected.
If there is no short, proceed to Test 40.
Test 24
Checking the resistance in the harness


communication port.

H3 (the MPH sensor PLUS [+] line) to a
good ground.
If the voltage is greater than zero volts, locate and Figure 168 — Resistance between Pins G3 and H3
repair the short to voltage in the harness. Retest
to be sure the problem has been corrected. 1. Disconnect the jumper between harness
connector pins A and B.
If the voltage is not greater than zero volts,
proceed to Test 26. 2. Reconnect the sensor.

connector pins H3 (the MPH PLUS [+] line)
Test 20 and pin G3 (the MPH MINUS [−] line).
Checking for continuity in the harness
If the resistance is less than 500 ohms, proceed
to Test 48.
If there is no resistance, locate and repair the

open in the sensor connector. Retest to be sure

Pins
Page 107

Test 25 1. Disconnect the jumper between harness
Checking for an open in the MPH PLUS (+)
line 2. Disconnect the J1B connector from the
V-MAC II module.

pin H3 and J1B connector pin P2.

pin A (the signal [+] line), on the harness end
If there is continuity, repair the open in the MPH

sensor MINUS [−] line (pin G3) on the J1A
been corrected.

MPH PLUS [+] line (pin H3) on the J1A
Figure 169 — Jumper between Pins H3 and P2
been corrected.
Page 108

Test 26 Test 40
Checking for continuity in the harness Checking for a pin-to-pin short

Pins
Figure 172 — Continuity between Pin G3 and All Other

Pins

V-MAC II module.

pin H3 (the MPH sensor PLUS [+] line) and
1. Visually inspect the V-MAC II module and
module connectors for pin-to-pin shorts.
If there are any shorts, locate and repair the short
pin G3 (the MPH sensor MINUS [−] line) and
at the V-MAC II connectors. Retest to be sure the
If there are no repairable shorts, replace the
V-MAC II module or connectors. Retest to be sure
short in the harness between the pins which
has been corrected.
If there is no continuity, replace the V-MAC II

corrected.
Page 109

Test 48 1. Visually inspect both the harness and
module sides of the V-MAC II module
Checking for a bad connection connectors for the cause of the open.
2. If no problem is found, clean the connector

and reconnect the circuit.
If the problem no longer exists, check the

connections at the sensor and module. Retest to
If the problem still exists, replace the V-MAC II

corrected.
Page 110
DIAGNOSTIC CODE 5-1

THROTTLE POSITION SENSOR (TPS) TESTS
DIAGNOSTIC CODE 5-1
Test 1
Checking for proper voltage on the voltage
When performing electrical tests, it is important to PLUS (+) line
Blink Code 5-1

PID 91
SID
FMI 4
MID 142
Name Throttle Position Sensor (TPS)
Failure Voltage below normal or shorted low Figure 176 — Voltage from Pin A to Ground
2. Disconnect the TPS from the harness.

connector pin A (the voltage reference [+]
line), on the sensor end of the connector, to
a good ground.
If the voltage is greater than 4.35 volts, proceed

to Test 2.

Test 3.
Page 111
DIAGNOSTIC CODE 5-1

Test 2 Test 3
Checking for a shorted signal to ground in Checking for continuity in the harness
harness

Figure 178 — Jumper from Pin A to Ground

pin B (the ground [−] line) to a good ground.
Figure 179 — Continuity from Pin L2 to Ground
2. Connect a jumper from harness connector

pin A to a good ground.
3. Disconnect the J1B connector from the

V-MAC II module.
4. Check for continuity from J1B connector pin

L2 (the TPS voltage reference [+] line) to a
good ground.
If there is no continuity, try new ground points and

retest. If there is still no continuity, locate and
repair the open in the voltage reference [+] line
(pin L2). Retest to be sure the problem has been
corrected.
Page 112
DIAGNOSTIC CODE 5-1

Test 4 Test 5
Checking for an open in the signal line in the Checking for continuity to ground on the
harness signal line
Figure 182 — Continuity from Pin L1 to Ground

Figure 180 — Jumper between Pins A and B

V-MAC II module.

L1 (the TPS signal [+] line) to a good
ground.

ground in the signal line. Retest to be sure the
Figure 181 — Continuity between Pins L1 and L2

connector pins A and B, on the harness side
of the connector.

V-MAC II module.
4. Check for continuity between J1B connector

pins L1 (the TPS signal [+] line) and L2 (the
TPS voltage reference [+] line).
If there is continuity, disconnect the jumper and

proceed to Test 8.

in the TPS signal line (pin L1) in the harness or
been corrected.
Page 113
DIAGNOSTIC CODE 5-1

Checking for a short to ground in the voltage 2. Remove the jumper between harness
PLUS (+) line connector pins A and B.
3. Disconnect the J1A and J2 connectors from


pin L1 (the TPS signal [+] line) and each of
the other pins (one at a time) on the J1A,

repair the short in the TPS signal line. Retest to
Figure 183 — Continuity from Pin L2 and Ground
2. Disconnect the jumper from harness

connector pin A to ground.
Test 10
L2 (the TPS voltage reference [+] line) to a
good ground.

ground in the TPS voltage reference [+] line in the
harness or connector. Retest to be sure the
Test 8 Figure 185 — Continuity between Pin L1 and All Other

Pins



repair the short in the TPS signal line. Retest to
Figure 184 — Continuity between Pin L1 and All Other be sure the problem has been corrected.
Pins
Page 114
DIAGNOSTIC CODE 5-1

Test 12 1. Visually inspect both sides of the sensor
connector for a repairable open in any of the
Checking for a pin-to-pin short in the harness pins.
If there is a repairable open, repair or replace the

TPS connector. Retest to be sure the problem
has been corrected.
If there is not a repairable open, continue with the

next step.
2. Find the purple J 35616-4 male test lead

from the J 38581 V-MAC jumper wire kit.
Align the male test lead with one of the
rectangular female pins in the connector.
Figure 186 — Continuity between Pin L2 and All Other Gently push the test lead into the connector
Pins
pin. Repeat this process for the remaining
two female pins.

If any of the pins in the connector feel loose,
repair or replace the connector. Retest to be sure
pin L2 (the TPS voltage reference [+] line)
3. Find the purple J 35616-5 female test lead
from the J 38581 V-MAC jumper wire kit.
Align the female test lead with one of the
repair the short to the voltage reference [+] line in
rectangular male pins in the Throttle Position
the harness or connector. Retest to be sure the
Sensor connector. Gently push the test lead
over the pin. Repeat this process for the
remaining two male pins.
If any of the pins in the sensor feel loose, replace
the Throttle Position Sensor or the connector.
Test 16 Retest to be sure the problem has been
Checking for a fault in the sensor connector corrected.

proceed to Test 32.
Figure 187 — Inspect for an Open
Page 115
DIAGNOSTIC CODE 5-1

Test 20 Test 24
Checking for a repairable short on the Checking for an open or short in the V-MAC II
V-MAC II module module connector
Figure 188 — Inspect for a Short Around Pin L1 Figure 189 — Inspect for an Open Around Pin L2
1. Visually inspect the module side of the J1B 1. Visually inspect the module side of the J1B
connector for a short between the TPS connector for an open or short on pin L2 (the
signal line pin L1 and all adjacent pins. voltage reference [+] line).
If there is a repairable short, repair the short in If there is a repairable condition, repair the short
the connector on the TPS signal line. Retest to be or open in the V-MAC II module connector. Retest
sure the problem has been corrected. to be sure the problem has been corrected.
If there is not a repairable short, replace the If there is not a repairable condition, reconnect
V-MAC II module. Retest to be sure the problem the V-MAC II harnesses and the throttle position
has been corrected. sensor connector. Turn the ignition key to the ON
position. If the code 5-1 is still active, replace the
V-MAC II module. If the fault is not active, check
for loose connections in the sensor and module
been corrected.
Page 116
DIAGNOSTIC CODE 5-1

Test 32 Test 64
Checking for an open in the V-MAC II module Checking for bad contact in the sensor
connector
1. Reconnect the TPS.
2. Start the engine and flex the harness near

the sensor.
If at any time the fault becomes inactive, repair or

replace the sensor connector. Retest to be sure
Otherwise, replace the throttle position sensor.

Figure 190 — Jumper between Pins A and B Retest to be sure the problem has been
corrected.
If the active fault changes from voltage low (code

5-1) to voltage high (code 5-2), proceed to
Test 64.
If the active fault does not change, turn the

ignition key to the OFF position. Check the
V-MAC II module J1B connector for loose pins
which could cause an open at the signal. Repair
the open or replace the V-MAC II module. Retest
to be sure the problem has been corrected.
Page 117
DIAGNOSTIC CODE 5-2

THROTTLE POSITION SENSOR (TPS) TESTS
DIAGNOSTIC CODE 5-2
Test 1
Checking for a change in the blink code with
When performing electrical tests, it is important to sensor removed
intermittent connection problems. 1. Turn the ignition key to the OFF position.
2. Disconnect the TPS.

Blink Code 5-2
PID 91 3. Turn the ignition key to the ON position.
SID
If code 5-2 has changed to code 5-1, proceed to
FMI 3 Test 2.
MID 142
Name Throttle Position Sensor (TPS) If the code has not changed, proceed to Test 3.
Failure Voltage above normal or shorted high
Page 118
DIAGNOSTIC CODE 5-2

Checking the voltage on the pedal PLUS (+) 2. Disconnect the J1B connector from the
line V-MAC II module.

communication port.
4. Measure the voltage from J1B connector pin

L1 (the TPS signal [+] line) to a good
ground.

line is shorted to voltage in the harness or
been corrected.
connector pin A (the voltage reference [+]
line) to a good ground. Test 4
Checking for voltage on the ground line
to Test 5.

Test 4.
Test 3
Checking for the signal line shorted to voltage
in the harness
Figure 194 — Voltage from Pin C to Ground

connector pin C (the ground [−] line) to a
good ground.

Test 9.

Figure 193 — Voltage from Pin L1 to Ground
Page 119
DIAGNOSTIC CODE 5-2

Test 5 Test 6
Checking for a short to voltage on the pedal Checking for a pin-to-pin short on the signal
PLUS (+) line line
Figure 195 — Voltage from Pin L2 to Ground Figure 196 — Continuity between Pin L1 and All Other
Pins
V-MAC II module. 2. Disconnect the J1A and J2 connectors from
communication port. 3. Check for continuity between J1B connector
4. Measure the voltage from J1B connector pin the other pins (one at a time) on the J1A,
L2 (the TPS voltage reference [+] line) to a J1B and J2 connectors.
good ground.
If the voltage is greater than 0.5 volts, the pedal line is shorted to more than 5.25 volts in the
PLUS [+] line is shorted to more than 5.25 volts in harness or at a connector. Locate and repair the
the harness or at a connector. Retest to be sure short. Retest to be sure the problem has been
the problem has been corrected. corrected.
If there is no voltage, proceed to Test 10. If there is no continuity, replace the V-MAC II
corrected.
Page 120
DIAGNOSTIC CODE 5-2

Test 8 If the voltage is greater than 0.5 volts, the ground
line is shorted to more than 5.25 volts in the
Checking for an open in the ground line harness or in the connectors. Locate and repair
the short and replace the V-MAC II module.
corrected.
Test 10
or V-MAC II module
Figure 197 — Continuity from Pin C to Ground

pin C (the ground [−] line) to a good ground.

Figure 199 — Continuity between Pin L2 and All Other
Pins
Test 9

pin L2 (the TPS voltage reference [+] line)
If there is continuity with another pin, the TPS

voltage reference [+] line is shorted in the
harness or in the connectors. Retest to be sure
Figure 198 — Voltage from Pin L3 to Ground
If there is no continuity, replace the V-MAC II
corrected.
V-MAC II module.

communication port.

L3 (the TPS ground [−] line) to a good
ground.
Page 121
DIAGNOSTIC CODE 5-2

Test 16 1. Disconnect the J1B connector from the
V-MAC II module.
Checking for a bad pedal connection
2. Connect a jumper from harness connector
1. Reconnect the TPS. pin C to a good ground.
2. Turn the ignition key to the ON position. 3. Check for continuity from J1B connector pin
L3 (the TPS ground [−] line) to a good
If code 5-2 is still active, proceed to Test 32. ground.
If code 5-2 is not present, harness connector pin If there is continuity, proceed to Test 34.
C is loose (either in the sensor or connector).
Repair the loose connection. Retest to be sure If there is no continuity, there is an open in the
the problem has been corrected. ground line in the harness. Locate and repair the
If there is now an active fault, code 5-1, there is corrected.
poor contact in the sensor connector mating pins.
Repair the loose connections. Retest to be sure
the problem has been corrected. Test 18
Checking for pin-to-pin continuity with the
ground line
Test 17
Checking for an open in the ground line in the
harness
Figure 202 — Continuity between Pin L3 and All Other

Pins

Figure 200 — Jumper from Pin C to Ground
pin L3 (the TPS ground [−] line) and each of

pin-to-pin short between the TPS ground line and
the pin which showed continuity. Locate and
repair the short and replace the V-MAC II module.
corrected.
Figure 201 — Continuity from Pin L3 to Ground If there is no continuity, replace the V-MAC II
corrected.
Page 122
DIAGNOSTIC CODE 5-2

Test 32 Test 34
Checking for a defective sensor Checking for an open in the V-MAC II module
or connector
1. Replace the TPS.
1. Reconnect the TPS and the J1B connector.
If code 5-2 is present, reinstall the original TPS
and replace the V-MAC II module. If code 5-2 is still present, replace the V-MAC II
If code 5-2 is not present, replacing the TPS has corrected.
solved the problem.
If code 5-2 is not present, the problem has been
corrected. Recheck all connectors to ensure
proper connections.
Page 123
DIAGNOSTIC CODE 5-3

FUEL CONTROL ACTUATOR TESTS DIAGNOSTIC CODE 5-3
2. Disconnect the engine harness from the

When performing electrical tests, it is important to injection pump connector on the pump end
wiggle wires and connectors to identify of the harness.
3. Measure the resistance between Deutsch
pins B and G, on the injection pump
Blink Code 5-3
connector.
PID
SID 4 If the resistance is between 0.5 and 1.5 ohms,
FMI 5 proceed to Test 2.
MID 142 If the resistance is not between 0.5 and 1.5 ohms,
Name Rack Actuator continue with the next step.
Failure Current below normal or open circuit
4. Visually inspect the pins and crimps in the
injection pump connector, at the pump end
of the harness, for the cause of the open.
Test 1
Checking for an open in the actuator circuit If there is a repairable condition, repair. Retest to
If there is not a repairable condition, send the

pump to a certified pump shop for repair of the
pump or integral jumper harness. Then retest to
Figure 204 — Resistance between Deutsch Pins B and G
Page 124
DIAGNOSTIC CODE 5-3

pins A2 and B1.
3. Check for continuity between Deutsch pins

G and B, on the pump end of the harness.
4. Connect the jumper between J1A connector

pins B2 and B3.
5. Check for continuity between Deutsch pins

G and B, on the pump end of the harness.
Figure 205 — Jumper between Pins A2 and B1
If there is continuity in all tests, proceed to Test 4.
If there is no continuity in any of the tests,

proceed to Test 5.
Figure 206 — Continuity between Deutsch Pins B and G
Figure 207 — Jumper between Pins B3 and B2
Page 125
DIAGNOSTIC CODE 5-3

Test 4 Test 5
Checking for an open on the pump end of the Checking for an open in the actuator PLUS (+)
harness line on the module end of the harness
Figure 208 — Resistance between Pins B1 and B3
1. Remove the jumpers between J1A

connector pins A2 and B1 and J1A
connector pins B2 and B3.
2. Reconnect the pump end of the harness to

the injection pump connector. Figure 209 — Jumper between Pin P2 and Either Pin B1
or Pin B2
connector pins B1 (the fuel rack actuator
PLUS [+] line) and B3 (the fuel rack actuator
MINUS [−] line).
If the resistance is between 0.5 and 1.5 ohms,

proceed to Test 8.
If the resistance is not between 0.5 and 1.5 ohms,

the actuator PLUS [+] or MINUS [−] lines are
open in the injection pump connector or the pump
end of the harness. Repair the connector. Retest
Figure 210 — Continuity from Deutsch Pin G to Ground
Page 126
DIAGNOSTIC CODE 5-3

1. Connect a jumper between whichever pin Test 8
did not show continuity in Test 2 (either pin
B1 or B2), on the J1A connector, and J1B Checking for a defective V-MAC II module or
connector pin P2. loose connector
2. Check for continuity from Deutsch pin G, on 1. With the ignition key in the OFF position,
the pump end of the harness, to a good reconnect the V-MAC II connectors.
ground.
If there is continuity, repair the open in the
actuator MINUS [−] line which did not show If code 5-3 is still active, check the V-MAC II
continuity in Test 2 (A2 or B3 on the J1A module and connector for dirt, loose or broken
connector). Retest to be sure the problem has pins, or repairable damage. If no problems are
been corrected. evident, replace the V-MAC II module. Retest to
ground. If there is still no continuity, repair the If code 5-3 is not active, the procedures have
actuator PLUS [+] line which did not show corrected the problem. Check all connectors to
continuity in Test 2 (B1 or B2 on the J1A ensure proper connections.
connector). Retest to be sure the problem has
been corrected.
Page 127
DIAGNOSTIC CODE 5-4

Test 1
Checking for a defective module or injection
When performing electrical tests, it is important to pump

Blink Code 5-4 injection pump connector.
PID
SID 4
FMI 7 If the code changes to 5-3, proceed to Test 3.
MID 142
Name Rack Actuator If the code does not change to code 5-3, replace
the V-MAC II module. Retest to be sure the
properly, or out of adjustment
Page 128
DIAGNOSTIC CODE 5-4

Test 3 3. Note the position of the slot in the end of the
adjustment screw. Then loosen the hex jam
Injection Pump Control Rod Adjustment nut.
4. Using a small pocket-type screwdriver, turn

the adjusting screw into the housing until it
contacts the rack. Note the amount of
rotation needed.
5. Back the adjusting screw out of the housing

until it contacts the other side of the rack,
noting the amount of rotation needed.
6. Finally, turn the adjusting screw halfway

back into the housing to center it, by turning
it back in exactly one-half of the total
distance from fully in to fully out.
7. Tighten the jam nut and reinstall the hex

acorn nut. Torque both to 9–11 lb-ft
(12–15 N•m).
Figure 212 — Fuel Injection Pump 8. Reconnect the engine harness to the
injection pump. Retest to be sure the
In rare cases, the injection pump control rod problem has been corrected.
guide on the outboard side of the injection pump
may be misadjusted, causing slower rack If code 5-4 returns and the truck will not start,
response. This can be adjusted using the send the pump to a certified pump shop for repair.
following procedure: Then retest to be sure the problem has been
corrected.
If code 5-4 does not return, this procedure has
2. Remove the hex acorn nut on the side of the corrected the problem.
pump. See illustration for location.
Page 129
DIAGNOSTIC CODE 5-5


Blink Code 5-5

PID
SID 4
FMI 6
MID 142
Name Rack Actuator
Failure Current above normal or grounded
circuit
Page 130
DIAGNOSTIC CODE 5-5

Test 1 Test 2
Checking for a short in the actuator circuit Checking for a short to ground in the pump
Figure 215 — Continuity from Deutsch Pin B to Ground

Figure 214 — Resistance between Deutsch Pins B and G
1. Turn the ignition key to the OFF position. 1. Check for continuity from Deutsch pin B to a
good ground.
injection pump connector on the pump end If there is continuity, there is a short to ground
of the harness. inside the pump cover. Send the pump to a
certified pump shop for repair of the pump
3. Measure the resistance between Deutsch actuator assembly. Retest to be sure the problem
pins B and G, on the injection pump has been corrected.
connector.
If the resistance is between 0.5 and 1.5 ohms,
proceed to Test 2.

4. Visually inspect the pins and crimps in the

of the harness, for the cause of the open.
If there is a repairable condition, repair. Retest to


Page 131
DIAGNOSTIC CODE 5-5

Test 4 Test 8
Checking for a pin-to-pin short in the pump Checking for a short to voltage in the harness
Figure 218 — Voltage from Pin B1 to Ground

Figure 216 — Continuity between Deutsch Pin B and
Deutsch Pins A, E and F
Figure 217 — Continuity between Deutsch Pin G and

Deutsch Pins A, E and F
1. Check for continuity between Deutsch pin B

and Deutsch pins A, E, and F (one at a time)
on the injection pump connector.
2. Repeat the test for Deutsch pin G and

Deutsch pins A, E, and F (one at a time) on
the injection pump connector.
If there is continuity between any of these pins,

send the pump to a certified pump shop for repair Figure 220 — Voltage from Pin A2 to Ground
of the pump or integral jumper harness. Retest to
Page 132
DIAGNOSTIC CODE 5-5


communication port.
3. Measure the voltage on the J1A engine

connector, from pins B1 and B2 (the actuator
PLUS [+] lines) to a good ground.
4. Measure the voltage on the J1A engine

connector, pins A2 and B3 (the actuator Figure 224 — Voltage from Pin A2 to Ground
MINUS [−] lines) to a good ground.

volts, that line is shorted to another line in the

proceed to Test 16.
Test 16
Checking for a pin-to-pin short in the harness Figure 225 — Voltage from Pin B3 to Ground

V-MAC II module.

pin B1 (the actuator PLUS [+] line) and each
Do not check continuity from pin B1 to pin B2.

pin B2 (the actuator PLUS [+] line) and each
Do not check continuity from pin B1 to pin B2.

Page 133
DIAGNOSTIC CODE 5-5

5. Check for continuity between J1A connector 1. Reconnect the pump end of the harness to
pin A2 (the actuator MINUS [−] lines) and the injection pump connector.
J1A, J1B and J2 connectors. 2. Measure the resistance between J1A
connector pins B1 (the fuel rack actuator
PLUS [+] line) and B3 (the fuel rack actuator
MINUS [−] line).
Do not check continuity from pin A2 to pin B3. If the resistance is between 0.5 and 1.5 ohms,
proceed to Test 64.
pin B3 (the actuator MINUS [−] lines) and
the actuator PLUS [+] or MINUS [−] lines are
shorted or faulty in the injection pump connector
or the pump end of the harness. Disconnect the
connection and look for dirt or contamination
which may cause the wires to short. Retest to be
Do not check continuity from pin A2 to pin B3.
Test 64
short in the harness between the pins which Checking for a defective V-MAC II module or
showed continuity. Retest to be sure the problem loose connector
has been corrected.
If there is no continuity, proceed to Test 32. reconnect the V-MAC II connectors.
If code 5-5 is still active, check the V-MAC II

If there is continuity with J1B connector pins P1 module and connector for dirt, loose or broken
and P2 (ground pins) or J2 connector pin F2, pins, or repairable damage. If no problems are
there may also be continuity with other pins. evident, replace the V-MAC II module. Retest to
Repair the short to pins P1, P2 and F2 first. be sure the problem has been corrected.
corrected. If code 5-5 is not active, the procedures have
corrected the problem. Check all connectors to
ensure proper connections.
Test 32
Checking for an open on the pump end of the
harness
Figure 226 — Resistance between Pins B1 and B3
Page 134
DIAGNOSTIC CODE 5-6

Test 1
Checking for adequate voltage out of the
When performing electrical tests, it is important to accessory relay
intermittent connection problems. 1. Turn the ignition key to the ON position.
2. Measure the voltage from the output of the

Blink Code 5-6 accessory relay going to the electrical
PID equipment panel to a good ground.
SID 4
If the voltage is greater than 11 volts, or after
FMI 11 correcting the low voltage problem the fault
MID 142 becomes active, proceed to Test 2.
Name Rack Actuator
If the voltage is less than 11 volts, the active fault
Failure Failure mode not identifiable
may be caused by insufficient voltage at the
module. Check battery and accessory relay
connections, ground connections and proper
accessory relay operation. If a problem is found
and corrected, cycle the key for 5 seconds and
An unexpected failure has occurred in the fuel
check for an active fault again. Retest to be sure
rack actuator control system. This fault could be
logged if there is insufficient voltage to the
module.
Page 135
DIAGNOSTIC CODE 5-6

Test 2 Test 8
Checking for a change in the code when the Checking for intermittent contact at the pump
pump is disconnected
2. Disconnect the engine harness from the injection pump connector on the pump end
injection pump connector on the pump end of the harness.
of the harness.
3. Examine the connector pins for evidence of
3. Turn the ignition key to the ON position. dirt, wear, debris or intermittent contact.
If the code changes from 5-6 to 5-3, proceed to If there is a repairable condition, repair the
Test 4. damage. Retest to be sure the problem has been
corrected.
If there is no evidence of damage, proceed to

Test 16.
A 7-5 code should also be present.
If the code does not change from 5-6 to 5-3, Test 16

contact Service Engineering. Checking for intermittent contact at the
module

Checking for an intermittent open or short in
the wiring
dirt, wear, foreign debris or intermittent
contact.
2. Reconnect the engine harness to the
injection pump connector on the pump end
damage. Retest to be sure the problem has been
of the harness.
corrected.
Test 32.
4. Flex the engine harness from the bulkhead
to the injection pump connector and the
pump jumper harness.
If, at any time, the fault goes from active to

inactive while flexing the harness, there is an
intermittent rack actuator open or short at that
location in the harness. Contact Service
Engineering before repairing the open or short.
If the fault does not go from active to inactive

while flexing the harness, proceed to Test 8.
Page 136
DIAGNOSTIC CODE 5-6

Test 32 1. Turn off all electrical devices in the truck,
including dome lights.
Checking for good ground connections
2. Check the resistance from each of the
module ground wires (J1B connector pins
P1 and P2 and J2 connector pin F2) to the
negative battery post.
If the resistance to the battery post is greater than

1 ohm, clean the connections between the
module and battery ground. Reconnect the J1A
and J1B connectors to the V-MAC II module.
corrected.
Figure 228 — Resistance from Pin F2 to Negative If the is resistance is less than 1 ohm or the fault
Battery Post
is still active, proceed to Test 64.
Test 64
Checking for good battery and alternator
POSITIVE connections
1. Clean the battery and alternator POSITIVE

connections. Retest to be sure the problem
has been corrected.
If the fault is still active, contact Service

Figure 229 — Resistance from Pin P1 to Negative Engineering.
Battery Post
Figure 230 — Resistance from Pin P2 to Negative

Battery Post
Page 137

DRIVER ALARM OUTPUT TESTS DIAGNOSTIC CODE 5-7 OR 5-8
When performing electrical tests, it is important to This diagnostic blink code is unique in that if the
wiggle wires and connectors to identify fault becomes active, the electronic malfunction
intermittent connection problems. lamp will turn ON until the ignition key is turned
OFF, even if the electrical condition which caused
the fault disappears.
Blink Code 5-7 5-8
PID
SID 238 238
FMI 4 3
MID 142 142
Name Driver Alarm Driver Alarm
Output Output
low high
Page 138

Test 1 3. Disconnect the coolant level sensor. This will
activate code 1-7 and cause the V-MAC II
Checking the code module to attempt to turn the shutdown lamp
ON.
1. Verify which code is active.
4. After fault 1-7 has become active, reconnect
If code 5-7 is active, proceed to Test 2. the coolant level sensor.
If code 5-8 is active, proceed to Test 3. 5. After 30 seconds, observe the electronic
malfunction indicator and Active Fault Table
If neither code is active, wiggle the harness and (in Service Diagnostics) to see if the lamp
connectors to try to activate the code. Visually remains ON and the fault 5-8 remains active.
inspect the connectors for frayed, loose or
corroded connections. If the electronic malfunction lamp remains ON
and fault 5-8 is active, proceed to Test 6.
Test 2 If the electronic malfunction lamp does not
Checking for continuous operation remain ON and fault 5-8 is not active, the problem
may be intermittent and hard to diagnose. Check
1. Connect the Pro-Link 9000 or PC. the connections at the shutdown lamp and driver
alarm and J1B connector for a short to voltage.
2. Turn the ignition key to the ON position. Retest to be sure the problem has been
corrected.
If code 5-7 becomes active and the shutdown
lamp and driver alarm stay ON continuously,
proceed to Test 4. Test 4
Checking for a short to ground
If code 5-7 becomes active but the shutdown
lamp and driver alarm do not stay ON 1. Turn the ignition key to the OFF position.
continuously, proceed to Test 5.
If code 5-7 does not become active and either the V-MAC II module.
shutdown lamp or driver alarm is inoperative,
replace the inoperative component. Retest to be 3. Connect the serial link jumper into the serial
sure the problem has been corrected. communications port.
If the shutdown lamp and driver alarm come ON,

Test 3 there is a short to ground in the shutdown lamp
Checking for continuous operation and alarm signal [+] line. Proceed to Test 8.
If the shutdown lamp and driver alarm do not

come ON, there is a short to ground in the
V-MAC II module. Proceed to Test 9.
This diagnostic procedure will detect a short to
voltage only if the module is attempting to turn the
shutdown lamp and driver alarm ON.
1. Connect Pro-Link 9000 or PC.
Page 139

Test 5 If the voltage is greater than 0.5 volts, there is
short to voltage. Proceed to Test 12.
Checking the power supply circuit
Circuit 5-A-1.0 provides power to several gauges Test 13.
and indicators in the dash. An open or short to
ground in this circuit may cause problems with
these shared components. Some components
powered by this circuit are:
Test 8
Short to ground isolation test
r Multipurpose buzzer
r Oil level indicator lamp
r Malfunction indicator lamp
r Parking brake warning lamp switch
If there are electrical problems with other

components in the dash, there may be an open or
short to ground in circuit 5-A-1.0. Locate and
repair the open or short to ground. Retest to be
Figure 233 — Continuity between Pin R1 to All Other
If there are no other obvious electrical problems Pins
with components in the dash, proceed to Test 10.
Test 6 2. Remove the shutdown lamp bulb and

Checking for a short to voltage disconnect the driver alarm buzzer.


pin R1 (the shutdown lamp and alarm signal
[+] line) and each of the other pins (one at a
time) on the J1A, J1B and J2 connectors.
If there is another pin which shows continuity, J1B

connector pin R1 is shorted to that pin. Locate
and repair the short. Retest to be sure the
Figure 232 — Voltage from Pin R1 to Ground problem has been corrected.
1. Turn the ignition key to the OFF position. If there is no continuity, proceed to Test 16.
2. Remove the shutdown lamp bulb and

disconnect the driver alarm buzzer.

V-MAC II module.

communications port.

R1 (the shutdown lamp and alarm signal [+]
line) to a good ground.
Page 140

Test 9 Test 12
Rechecking the blink code Short-to-voltage isolation test
2. Reconnect the J1B connector.

module and connector J1B for dirt, loose or
shorted pins or any other repairable damage. If
no repairable conditions are found, replace the
corrected. Figure 235 — Continuity between Pin R1 and All Other
Pins
If code 5-7 is not active, the procedures have
corrected the problem. Check all connectors to 1. Disconnect the serial link jumper.
2. Remove the shutdown lamp bulb and
disconnect the driver alarm buzzer.
Test 10 3. Disconnect the J1A, J1B and J2 connectors
Checking for battery voltage from the V-MAC II module.

pin R1 (the shutdown lamp and alarm signal
[+] line) and each of the other pins (one at a
If there is another pin which shows continuity, J1B

connector pin R1 is shorted to the pin which
showed continuity. Locate and repair the short.
corrected.
Figure 234 — Voltage from Pin R1 to Ground If there is no continuity, J1B connector pin R1 is
shorted to voltage somewhere else in the
1. Turn the ignition key to the OFF position. harness. Locate and repair the short to voltage.
V-MAC II module.


R1 (the shutdown lamp and alarm signal [+]
line) to a good ground.
If battery voltage is present, proceed to Test 20.
If no voltage is present, check circuit 5-A-0.8 for

an open. If circuit 5-A-0.8 is not faulty, check
circuit 5-A-1.0 for an open.
Page 141

Test 13 If code 5-7 does not become active, the old lamp
had a short to ground. Replacing the bulb has
Checking the V-MAC II module corrected the problem.
1. Disconnect the serial link jumper. If code 5-7 is still active, there is a short to ground
somewhere else in the harness. Locate and
2. Reconnect the J1B connector. repair the short to ground. Retest to be sure the
3. Install the shutdown lamp bulb and connect
the driver alarm buzzer.

Test 20
Checking J1B connector for an open
5. Disconnect the coolant level sensor. This will
module to attempt to turn the shutdown lamp
ON.

the coolant level sensor.
7. After 30 seconds, observe the electronic

malfunction indicator and Active Fault Table
(in Service Diagnostics) to see if the lamp
remains ON and the fault 5-8 remains active.
Figure 236 — Visually Inspect Pin R1
If the electronic malfunction lamp goes ON and
code 5-8 is active, check the V-MAC II module 1. Turn the ignition key to the OFF position.
and connector for a repairable condition. If no
repairable condition is found, replace the module. 2. Disconnect the J1B connector from the
Retest to be sure the problem has been V-MAC II module.
corrected.
3. Visually inspect J1B connector pin R1 for
If the electronic malfunction lamp does not go dirt, loose pins or deformed contacts.
ON, the procedures have corrected the problem.
Check all connectors to ensure proper 4. Align the J 35616-2 male test lead (found in
connection. the J 38581 V-MAC jumper wire kit) with J1B
connector pin R1. Gently push the test lead
into pin R1 and check for looseness.
Test 16
If a repairable open is found or the terminal feels
Checking for a failed unit lose, repair the J1B connector. Retest to be sure
If the test lead is making good contact with J1B
2. Reconnect the J1B connector. connector pin R1, proceed to Test 40.
3. Replace the shutdown lamp bulb with a bulb

that is known to be good.
Page 142

Test 40
Checking the V-MAC II module
If code 5-7 becomes active, check the V-MAC II

module for dirt. loose or broken pins or repairable
damage. If no problems are evident, replace the
has been corrected.

Page 143

ELECTRONIC MALFUNCTION LAMP TESTSDIAGNOSTIC CODE 5-9 OR 5-10
When performing electrical tests, it is important to The electronic malfunction lamp will be unable to
wiggle wires and connectors to identify provide a diagnostic blink code while fault 5-9 or
intermittent connection problems. 5-10 is active.
Blink Code 5-9 5-10 If code 5-10 is active, the electronic malfunction
PID lamp will be OFF and will remain OFF, even if a
SID 239 239 diagnostic code becomes active.
FMI 4 3
MID 142 142
Name Fault Lamp Output Fault Lamp Output
low high
Page 144

Test 1 Test 3
Checking the code Checking for continuous operation
1. Verify which code is active.

This diagnostic procedure will detect a short to
If code 5-10 is active, proceed to Test 3. voltage only if the module is attempting to turn the
electronic malfunction lamp ON.
If neither code is active, wiggle the harness and
connectors to try to activate the code. Visually
1. Connect Pro-Link 9000 or PC.
inspect the connectors and instrument cluster for
frayed, loose or corroded connections.

Test 2 activate code 1-7 and cause the V-MAC II
Checking for a short to ground module to attempt to turn the electronic
malfunction lamp ON.
1. Connect the Pro-Link 9000 or PC.
2. Turn the ignition key to the ON position. the coolant level sensor.
If code 5-9 becomes active and the electronic 5. Check the Active Fault Table (in Service
malfunction lamp stays ON continuously, proceed Diagnostics) to see if code 5-10 is active.
to Test 4.
If code 5-9 becomes active but the electronic
malfunction lamp does not stay ON continuously, If code 5-10 is not active, the problem may be
proceed to Test 5. intermittent and hard to diagnose. Check the
connections at the shutdown lamp and driver
If code 5-9 is inactive and the electronic alarm and J1B connector for a short to voltage.
malfunction lamp stays ON continuously, there
is an intermittent short to ground on circuit
J1B-R2-0.8. Wiggle the harness and connectors
to try to make the fault active.
If code 5-9 is inactive and the electronic

malfunction lamp comes ON for 2 seconds and
then goes out, the system is functioning properly
and the problem may be intermittent. Check
connector at the V-MAC II module and instrument
cluster for secure connections.
Page 145

Test 4 Test 6
Checking voltage at the V-MAC II module Checking for a short to voltage
Figure 238 — Voltage from Pin R2 to Ground Figure 239 — Voltage from Pin R2 to Ground
2. Connect the serial link jumper into the serial 2. Remove the electronic malfunction lamp
communications port. bulb.
3. Measure the voltage from J1B connector pin 3. Disconnect the J1B connector from the
R2 (the electronic malfunction lamp signal V-MAC II module.
If battery voltage is present, proceed to Test 8. communications port.
If no voltage is present, proceed to Test 9. 5. Measure the voltage from J1B connector pin
R2 (the electronic malfunction lamp signal
Test 5
If the voltage is greater than 0.5 volts, there is
Checking the power supply circuit short to voltage. Proceed to Test 12.
Circuit 5-A-1.0 provides power to several gauges If the voltage is less than 0.5 volts, proceed to
and indicators in the dash. An open or short to Test 13.
ground in this circuit may cause problems with
these shared components. Some components
powered by this circuit are:
r Multi-purpose buzzer
r Oil level indicator lamp
r Malfunction indicator lamp
r Parking brake warning lamp switch
If there are electrical problems with other

components in the dash, there may be an open or
short to ground in circuit 5-A-1.0. Locate and
repair the open or short to ground. Retest to be
If there are no other obvious electrical problems

with components in the dash, proceed to Test 10.
Page 146

Test 8 If there is another pin which shows continuity, J1B
connector pin R2 is shorted to that pin. Locate
Checking the V-MAC II module for a short and repair the short. Retest to be sure the
If there is no continuity, J1B connector pin R2 is
2. Disconnect the J1B connector from the shorted to ground somewhere else in the
V-MAC II module. harness. Locate and repair the short to ground.
3. Visually inspect the J1B connector for dirt, corrected.
loose or shorted pins or any other repairable
condition.
If a repairable condition exists, repair the

Test 10
damage. Retest to be sure the problem has been Checking for an open
corrected.
If there is not a repairable condition, replace the

V-MAC II module or J1B connector. Retest to be
Test 9
Short to ground isolation test
Figure 241 — Voltage from Pin R2 to Ground

V-MAC II module.

Figure 240 — Continuity between Pin R2 and All Other 4. Measure the voltage from J1B connector pin
Pins
R2 (the electronic malfunction lamp signal
If battery voltage is present, proceed to Test 20.
2. Remove the electronic malfunction lamp
bulb. If no voltage is present, check circuit J1B-R2-0.8
for an open. If circuit J1B-R2-0.8 is not faulty,
3. Disconnect the J1A, J1B and J2 connectors proceed to Test 21.

pin R2 (the electronic malfunction lamp
connectors.
Page 147

Test 12 Test 13
Short to voltage isolation test Checking the V-MAC II module
3. Install the electronic malfunction lamp bulb.

module to attempt to turn the shutdown lamp
Figure 242 — Continuity between Pin R2 and All Other ON.
Pins
1. Disconnect the serial link jumper. the coolant level sensor.
2. Remove the electronic malfunction lamp 7. After 30 seconds, observe the electronic
bulb. malfunction indicator and Active Fault Table
(in Service Diagnostics) to see if the lamp
3. Disconnect the J1A, J1B and J2 connectors remains ON and the fault 5-8 remains active.
If code 5-10 is active, check the V-MAC II module
4. Check for continuity between J1B connector and connectors for a repairable condition. If no
pin R2 (the electronic malfunction lamp repairable condition is found, replace the V-MAC
signal [+] line) and each of the other pins II module. Retest to be sure the problem has
(one at a time) on the J1A, J1B and J2 been corrected.
connectors.
If there is another pin which shows continuity, J1B corrected the problem. Check all connectors to
connector pin R2 is shorted to that pin. Locate ensure proper connection.
and repair the short. Retest to be sure the
If there is no continuity, J1B connector pin R2 is

shorted to voltage somewhere else in the
harness. Locate and repair the short to voltage.
corrected.
Page 148

Test 20 Test 21
Checking J1B connector for an open Check supply voltage
Figure 243 — Visually Inspect Pin R2

Figure 244 — Jumper from Pin R2 to Ground
V-MAC II module. 2. Replace the electronic malfunction lamp
bulb with a known good bulb.
3. Visually inspect J1B connector pin R2 for
dirt. loose pins or deformed contacts. 3. Disconnect the J1B connector from the
V-MAC II module.
4. Align the J 35616-2 male test lead (found in
the J 38581 V-MAC jumper wire kit) with J1B 4. Connect a jumper from J1B connector pin
connector pin R1. Gently push the test lead R2 to a good ground.
into pin R2 and check for looseness.
If a repairable open is found or the terminal feels communications port.
lose, repair the J1B connector. Retest to be sure
the problem has been corrected. If the electronic malfunction lamp turns ON, the
old bulb was faulty and replacing the bulb has
If a repairable open is not found (the test lead is corrected the problem.
making good contact with J1B connector pin R2),
proceed to Test 40. If the electronic malfunction lamp still does
not turn ON, there is an open in supply circuit
5-A-1.0. Locate and repair the open. Retest to be
Page 149

Test 40
Checking the V-MAC II module
If code 5-9 becomes active, check the V-MAC II

module for dirt. loose or broken pins or repairable
damage. If no repairable conditions are evident,

Page 150
DIAGNOSTIC CODE 6-5

BATTERY VOLTAGE TESTS DIAGNOSTIC CODE 6-5
Test 2
Checking the system voltage with the engine
When performing electrical tests, it is important to running
wiggle wires and connectors to identify 1. Start the engine and let it idle.
2. Measure the voltage from the BATT stud on
the electrical equipment panel to a good
Blink Code 6-5
ground.
PID 168
SID If the voltage is between 11.5 volts and 16.0 volts,
FMI 1
proceed to Test 4.
MID 142 If the voltage is not within the specified range,
Name Battery Voltage check the charging system for a malfunction.
Failure Data valid, low voltage
Test 1
Checking the system voltage with the engine
not running
1. With the engine not running, measure the

voltage from the BATT stud on the electrical
equipment panel to a good ground.

to Test 2.
If the voltage is less than 10.5 volts, locate and

repair the cause for the low battery voltage.
corrected.
Page 151
DIAGNOSTIC CODE 6-5

Test 4 If battery voltage is present, proceed to Test 8.
Checking for voltage at the V-MAC II module If the voltage measured differs significantly from
the voltage measured in Test 1, proceed to Test 9.
Test 8
Checking for an open ground circuit
Figure 246 — Voltage from Pin N1 to Ground
Figure 249 — Continuity from Pin P1 to Ground
Figure 250 — Continuity from Pin P2 to Ground

V-MAC II module.
3. Check for continuity from J1B connector pins

Figure 248 — Voltage from Pin N3 to Ground P1 and P2 (one at a time) to a good ground.
1. Turn the ignition key to the OFF position. If there is continuity on both pins, proceed to
2. Disconnect the J1B connector from the Test 16.
V-MAC II module.
If there is a pin without continuity, check the
3. Measure the voltage from J1B connector suspect circuit for an open. Retest to be sure the
pins N1, N2 and N3 (one at a time) to a good problem has been corrected.
ground.
Page 152
DIAGNOSTIC CODE 6-5

Test 9 1. Turn the ignition key to the OFF position and
remove fuse CB-20.
Checking for a pin-to-pin short
3. Check for continuity between J1B
connectors pins N1, N2 and N3 (one at a
time) and each of the other pins (one at a
If there is a pin with continuity, locate and repair

the short. Retest to be sure the problem has been
corrected.

Test 16
Checking for loose pins or a defective
V-MAC II module

V-MAC II module.
3. Visually inspect J1B connector pins N1, N2,

N3, P1 and P2 for dirt, loose pins or
Figure 252 — Voltage from Pin N2 to Ground deformed contacts.

the J 38581 V-MAC jumper wire kit. Align the
male test lead with J1B connector pin N1
and gently push the test lead into the
connector pin. Repeat this process for J1B
connector pins N2, N3, P1 and P2 (one at a
time).
If there is a repairable open or terminals feel

loose, repair or replace the J1B connector. Retest
If the test lead is making good contact with the
J1B connector pins, proceed to Test 32.
Page 153
DIAGNOSTIC CODE 6-5

Test 18 Test 32
Checking for loose pins or a defective Checking the code
V-MAC II module
2. Connect the J1B connector to the V-MAC II
2. Disconnect the J1B connector from the module.
V-MAC II module.
3. Visually inspect J1B connector pins N1, N2,
N3, P1 and P2 for dirt, loose pins or If code 6-5 is still active, replace the V-MAC II
deformed contacts. module. Retest to be sure the problem has been
corrected.
the J 38581 V-MAC jumper wire kit. Align the If code 6-5 is not active, the procedures have
male test lead with J1B connector pin N1 corrected the problem. Check all connectors to
and gently push the test lead into the ensure proper connections.
connector pin. Repeat this process for J1B
connector pins N2, N3, P1 and P2 (one at a
time).
If there is a repairable open or terminals feel

loose, repair or replace the J1B connector. Retest
If the test lead is making good contact with the

J1B connector pins, there is a problem
somewhere else in the electrical system. Locate
and repair the problem. Retest to be sure the
Page 154
DIAGNOSTIC CODE 6-6

INTERNAL COMMUNICATIONS TESTS DIAGNOSTIC CODE 6-6
Test 1

SID 254
Name Internal Module Communications
If the voltage is less than 11 volts, the active fault
Failure Bad intelligent device or component
connections, ground connections, and proper
This diagnostic determines if an internal V-MAC II
check for an active fault again. Retest to be sure
module failure has occurred. The fault must be
active when performing this procedure. The fault
could be logged if there is insufficient voltage to
the module.
Page 155
DIAGNOSTIC CODE 6-6

Checking for a damaged module connector 2. Disconnect the J1A, J1B and J2 module
connectors from the V-MAC II module.
3. Visually inspect the harness and module

sides of the V-MAC II module connectors to
see if a repairable fault exists.
If there is a repairable fault, clean or repair the

connector. Reconnect. Retest to be sure the
If there is not a repairable fault, replace the

V-MAC II module or connectors. Retest to be sure
Page 156
DIAGNOSTIC CODE 7-1

SERVICE BRAKE SWITCH TESTS DIAGNOSTIC CODE 7-1
When performing electrical tests, it is important to This fault becomes active when V-MAC II detects
wiggle wires and connectors to identify a large and sudden decrease in vehicle speed
intermittent connection problems. while in cruise or speed control modes without a
service brake signal input.
Blink Code 7-1
PID
SID 246
FMI 4 If this fault becomes active while on a chassis
MID 142
dynamometer, make the fault go inactive by
applying the service brake for 1 second. Using a
Name Brake Pedal Switch #1 (Service Brake) diagnostic tool (Pro-Link or PC), activate the
Failure Voltage below normal or shorted low Chassis Dynamometer Mode and rerun the
dynamometer test. Once the test is completed,
turn the ignition key to the OFF position for 3
seconds to restore the standard operating mode.
Page 157
DIAGNOSTIC CODE 7-1

Test 1 Test 3
Checking switch operation Checking module connector
1. Using a diagnostic tool (Pro-Link or PC),

check the status of the service brake switch
as you engage and disengage the service
brake with the ignition key in the ON
position. Engage the service brake for at
least 1 second.
If the service brake signal, displayed on the

service tool, toggles properly and the fault is still
active, replace the V-MAC II module. Retest to be
service tool, toggles properly and the fault is
inactive, proceed to Test 2.
service tool, does not toggle properly, always
remaining ON or remaining OFF, proceed to
Test 3.
Test 2
Checking the MPH Sensor Adjustment
Figure 258 — J2 Module Terminals and Connector

V-MAC II module.
3. Check both sides of the connector for

problems such as bent, loose, missing or
corroded pins.
Figure 257 — MPH Sensor
If the pins are damaged, replace the connector
1. Check the MPH sensor adjustment. For pins or the V-MAC II module. Retest to be sure
proper adjustment, turn the sensor in by the problem has been corrected.
hand until it bottoms. Then back it out
exactly 1 turn. Torque the jam nut to 15 lb-ft If the pins are in good condition, proceed to
(20 N•m). Test 6.
If the sensor is adjusted properly, drive the
vehicle while monitoring road speed with a
diagnostic tool (Pro-Link or PC).
If the road speed on the diagnostic tool is erratic,
replace the MPH sensor. Retest to be sure the
If the road speed is not erratic, proceed to Test 4.
Page 158
DIAGNOSTIC CODE 7-1

Test 4 1. With the service brake engaged, measure
the voltage from J2 connector pin B2 (the
Checking brake switch connections service brake signal [+] line) to a good
ground.
1. Check for good electrical connections at the
brake switch. Also blow down the air tanks to If the voltage is greater than 10 volts, replace the
remove any moisture which may have V-MAC II module. Retest to be sure the problem
contaminated the switch to cause it to has been corrected.
malfunction.
Test 25.
Test 6
Checking for stray voltage at the module
Test 13
1. Turn the ignition key to the ON position. Figure 261 — Voltage from Pin B2 to Ground
2. With the service brake disengaged, measure 1. Turn the ignition key to the OFF position.
the voltage from J2 connector pin B2 (the
service brake [+] to a good ground. 2. Disconnect the wire supplying 12 volts to the
service brake switch.
Test 13. 3. Turn the ignition key to the ON position.
If the voltage is less than 0.5 volts, proceed to 4. Measure the voltage from J2 connector pin
Test 12. B2 (the service brake signal [+] line) to a
good ground.
Test 12 If 12 volts are present, proceed to Test 27.

Checking switch voltage at the module
If 12 volts are not present, examine the service
brake switch for bent or damaged pins that would
cause a short to voltage. Repair the pins or
replace the service brake switch. Retest to be
Page 159
DIAGNOSTIC CODE 7-1

Checking for voltage to the switch 2. Disconnect the J1A and J1B connectors
3. Check for continuity between J2 connector
2. Disconnect the wire leading from the service pin B2 (the service brake signal [+] line) and
brake switch to the V-MAC II module at the each of the other pins (one at a time) on the
switch terminal. J1A, J1B and J2 connectors.
3. Turn the ignition key to the ON position. If there is continuity with another pin, locate and
repair the short in the harness. Retest to be sure
4. Measure the voltage from J2 connector pin the problem has been corrected.
B2 (the service brake signal [+] line) to a
good ground. If there is no continuity, there is a short to voltage
somewhere else in the cab or dashboard
If 12 volts are present, proceed to Test 50. between the service brake switch and the
V-MAC II module. Locate and repair the short to
If 12 volts are not present, there is a loss of power voltage. Retest to be sure the problem has been
to the switch. Locate and repair the problem. corrected.
corrected.
Test 50
Test 27 Checking for proper switch operation
Checking for a short in the harness 1. Turn the ignition key to the OFF position.
2. Engage the service brake.
3. Check for continuity across the two leads of

the service brake switch.
If there is no continuity, replace the switch. Retest

Figure 262 — Continuity between Pin B2 and All Other

Pins
Page 160
DIAGNOSTIC CODE 7-1

Test 100 Test 200
Checking for a short to ground Checking for a short to ground in the switch

check for continuity from either pin on the
service brake switch to a good ground.
Engage and disengage the service brake.
If at any time there is continuity between the

switch and ground, replace the service brake
switch. Retest to be sure the problem has been
corrected.
If there is no continuity with ground, there is a

Figure 263 — Continuity from Pin B2 to Ground break in the wire which supplies the service brake
signal to J2 connector pin B2. Repair or replace
1. Disconnect the J1A and J1B V-MAC II the wire. Retest to be sure the problem has been
module connectors from the V-MAC II corrected.
module.
2. Check for continuity from J2 connector pin

B2 (the service brake signal [+] line) to a
good ground.
3. Check for continuity between J2 connector

pin B2 (the service brake signal [+] line) and
If there is continuity with another pin or to ground,

locate and repair the short in the harness. Retest
Page 161
DIAGNOSTIC CODE 7-5

RACK POSITION SENSOR TESTS DIAGNOSTIC CODE 7-5

Blink Code 7-5

PID
SID 3
FMI 5
MID 142
Name Rack Position Sensor
Failure Current below normal or open circuit
Page 162
DIAGNOSTIC CODE 7-5

Test 1 5. Visually inspect the pins and crimps in the
Checking for an open in the sensor in the of the harness, for the cause of the open.
pump

pump or integral jumper harness. Retest to be
Test 2
Checking for an open in the sensor in the
pump
Figure 265 — Resistance between Deutsch Pins E and F
Figure 267 — Resistance between Deutsch Pins A and E

pins A and E.
Figure 266 — Resistance between Deutsch Pins A and F
1. Turn the ignition key to the OFF position. proceed to Test 4.
2. Disconnect the engine harness from the If the resistance is not between 30 and 50 ohms,
injection pump connector. continue with the next step.
3. Measure the resistance between Deutsch 2. Visually inspect the pins in the Deutsch
pins F and E. connector (engine harness end) of the
integral jumper harness for the cause of the
4. Measure the resistance between Deutsch open.
pins A and F.
If the resistance for both checks is between 15 be sure the problem has been corrected.
and 25 ohms, proceed to Test 2.
If the resistance is not between 15 and 25 ohms, pump to a certified pump shop for repair to the
continue with the next step. pump or integral jumper harness. Then retest to
Page 163
DIAGNOSTIC CODE 7-5

Test 4
Figure 270 — Jumper from Deutsch Pin F to Ground
Figure 268 — Jumper from Deutsch Pin A and Ground
Figure 271 — Continuity between Pins K2 and P2
Figure 269 — Continuity between Pins J3 and P2
Page 164
DIAGNOSTIC CODE 7-5

2. Connect a jumper, on the pump end of the

engine harness, from Deutsch pin A to a
good ground.

pin J3 (the rack position sensor signal [+]
line) and J1B connector pin P2 (chassis
ground).

engine harness, from Deutsch pin F to a
good ground.
Figure 272 — Jumper from Deutsch Pin E to Ground
pin K2 (the rack position sensor signal [+]
ground).

engine harness, from Deutsch pin E to a
good ground.

pin K1 (the rack position sensor signal [+]
ground).
If there is continuity on each pair tested, proceed

to Test 8.

harness on the pair which did not show continuity.
Figure 273 — Continuity between Pins K1 and P2
Page 165
DIAGNOSTIC CODE 7-5

Test 8 4. Measure the resistance between J1A
connector pins K1 (the rack position sensor
Checking for an open in the pump connector signal [+] line) and J3 (the rack position
sensor signal [+] line).

connector pins K2 (the rack position sensor
signal [+] line) and J3 (the rack position
If the resistance is greater than 60 ohms in any

pair, verify that there is no cause for this
resistance at the bulkhead connector.
If the resistance is less than 60 ohms in each

Figure 274 — Resistance between Pins K1 and K2 pair, proceed to Test 16.
If no cause is found, there is an open on the pair

which showed high resistance (at the injection
pump connector or on the injection pump end of
the integral jumper harness). Locate and repair
the open if possible.
The logical place for high resistance is in the

engine harness end connector. Remove the wire
in question and check for correct wire crimp. If no
problem is found, look for a poor electrical contact
between mating terminals.
Figure 275 — Resistance between Pins K1 and J3
Test 16
Checking for a defective V-MAC II module, or
an open or loose connector


Figure 276 — Resistance between Pins K2 and J3 pins, or repairable damage. If no repairable
1. Remove the jumper on the pump end of the module. Retest to be sure the problem has been
engine harness. corrected.
2. Reconnect the injection pump connector. If code 7-5 is not active, there was an open at the
injection pump connector, or on the injection
3. Measure the resistance between J1A pump end of the integral jumper harness. Inspect
connector pins K1 (the rack position sensor all connectors to ensure proper connections.
signal [+] line) and K2 (the rack position
Page 166
DIAGNOSTIC CODE 7-6


Blink Code 7-6

PID
SID 3
FMI 6
MID 142
Failure Current above normal or grounded
circuit
Page 167
DIAGNOSTIC CODE 7-6

Test 1 Test 2
Checking for a short in the sensor in the Checking for a short in the sensor in the
pump pump
Figure 278 — Resistance between Deutsch Pins E and F Figure 280 — Resistance between Deutsch Pins A and E

pins A and E.

proceed to Test 4.

send the pump to a certified pump shop for repair.
corrected.
Figure 279 — Resistance between Deutsch Pins A and F

injection pump connector.

pins F and E.

pins A and F.
If the resistance for both checks is between 15

and 25 ohms, proceed to Test 2.

send the pump to a certified pump shop for repair.
corrected.
Page 168
DIAGNOSTIC CODE 7-6

Test 4
Checking for an internal short to ground, or
voltage in the pump Do not check continuity between Deutsch pins A,
E and F.
If there is continuity with another pin, continue

with the next step.
2. Visually inspect the pins and crimps in

injection pump harness for the cause of the
open.

Figure 281 — Continuity between Deutsch Pin A and If there is not a repairable condition, send the
Pins B, C, D, G, H and J (example) pump to a certified pump shop for repair of the
1. Check continuity: Choose one of the be sure the problem has been corrected.
following pins: Deutsch pin A, E or F. Check
continuity between the pin you chose and
each of the remaining pins (not including the
original three selected) on the pump
connector (one at a time). For example, if
you choose pin A, check continuity between
pin A and pins B, C, D, G, H, and J; but not
between pin A and pins E or F. Also check
continuity between the pin you chose and
the case.
Page 169
DIAGNOSTIC CODE 7-6

Checking for a short to voltage on any rack
position sensor line in the harness 2. Connect the serial link jumper into the serial
communication port.

K1 (the rack position sensor signal [+] line)
to a good ground.

K2 (the rack position sensor signal [+] line)
to a good ground.

J3 (the rack position sensor signal [+] line) to
Figure 282 — Voltage from Pin K1 to Ground a good ground.
If the voltage is greater than 0.5 volts on any of

the lines, locate and repair the short in the
harness or connectors. Retest to be sure the
If the voltage is less than 0.5 volts on all of the

lines, proceed to Test 16.
Figure 283 — Voltage from Pin K2 to Ground
Figure 284 — Voltage from Pin J3 to Ground
Page 170
DIAGNOSTIC CODE 7-6

Test 16 3. Check for continuity on the J1A connector,
as follows:
Check for continuity between J1A connector pin
K1 (the rack position sensor signal [+] line) and
each of the other pins (one at a time) on the J1A,
J1B and J2 connectors, except pins K2 and J3 on
the J1A connector.
Next, check for continuity between pin K2 (the

rack position sensor signal [+] line) and each of
the other pins (one at a time) on all the
connectors except pins K1 and J3 on the J1A
connector.
Figure 285 — Continuity between Pin K1 and All Other Finally, check for continuity between pin J3 (the
Pins Except K2 and J3 rack position sensor signal [+] line) and each of
the other pins (one at a time) on all the
connectors except pins K1 and K2 on the J1A
connector.
If there is continuity with another pin, Deutsch

connector pin A, E or F is shorted to ground in the
harness or connector, or there is a pin-to-pin
short in the harness or connector. Locate and
repair the short to ground. Retest to be sure the

Figure 286 — Continuity between Pin K2 and All Other
Pins Except K1 and J3
Test 32
Checking for a defective V-MAC II module


Figure 287 — Continuity between Pin J3 and All Other module. Retest to be sure the problem has been
Pins Except K1 and K2
corrected.
1. Disconnect the serial link jumper. If code 7-6 is not active, the procedure has fixed
the problem. Inspect all connectors to ensure
2. Disconnect the J2 connector from the proper connections.
V-MAC II module.
Page 171
DIAGNOSTIC CODE 7-7

Test 1

SID 3
If the voltage is less than 11 volts the active fault
Failure Failure mode not identifiable
connections, ground connections, and proper
An unexpected failure has occurred in the rack
check for an active fault again.
position system. This fault could be logged if
there is insufficient voltage to the module.
Page 172
DIAGNOSTIC CODE 7-7

Test 2 Test 8
Checking for a change in blink code when the Checking for intermittent contact at the pump
pump is disconnected
2. Disconnect the engine harness from the injection pump connector on the pump end
injection pump connector on the pump end of the harness.
of the harness.
3. Turn the ignition key to the ON position. dirt, wear, foreign debris or intermittent
contact.
If the blink code changes from 7-7 to 7-5, proceed
to Test 4. If there is a repairable condition, repair as
needed. Retest to be sure the problem has been
corrected.

A 5-3 code should also be present. Test 16.
If the blink code does not change from 7-7 to 7-5,

contact Service Engineering. Test 16
Checking for intermittent contact at the
module
Test 4
Checking for an intermittent open or short in
the wiring
dirt, wear, foreign debris or intermittent
contact.
2. Reconnect the engine harness to the
injection pump connector on the pump end
If there is a repairable condition, repair as
of the harness.
needed. Retest to be sure the problem has been
corrected.
4. Flex the engine harness from the bulkhead
Test 32.
to the injection pump connector and the
integral jumper harness.
If, at any time, the fault goes from active to

inactive while flexing the harness, there is an
intermittent rack position sensor open or short at
that location in the harness. Contact Service
Engineering before repairing the open or short.
If the fault does not go from active to inactive

while flexing the harness, proceed to Test 8.
Page 173
DIAGNOSTIC CODE 7-7

Test 32 1. Turn off all electrical devices in the truck,
including dome lights.
Checking for good ground connections
2. Check the resistance from each of the
module ground wires (J1B connector pins
P1 and P2 and J2 connector pin F2) to the
negative battery post.
If the resistance to the battery post is greater than

1 ohm, clean the connections between the
module and battery ground. Reconnect the J1A
and J1B connectors to the V-MAC II module.
corrected.
Figure 289 — Resistance from Pin F2 to Negative If the resistance is less than 1 ohm or the fault is
Battery Post
still active, proceed to Test 64.
Test 64
Checking for good battery and alternator
POSITIVE connections
1. Clean the battery and alternator POSITIVE

connections. Retest to be sure the problem
has been corrected.
If the fault is still active, contact Service

Figure 290 — Resistance from Pin P1 to Negative Engineering.
Battery Post
Figure 291 — Resistance from Pin P2 to Negative

Battery Post
Page 174
8206noco.fm Page 175 Thursday, July 2, 1998 1:19 PM
SYMPTOM RELATED DIAGNOSTICS
Page 175

BUFFERED MPH (SPEEDOMETER SIGNAL)
Test 1
Checking for an external fault
wiggle wires and connectors to identify 1. Turn the ignition key to the OFF position.
2. Disconnect all external units at the buffered
MPH external tie point (located near the
accessory bus).
3. Test drive the vehicle.

If a diagnostic blink code 4-3 is active, proceed to
the MPH Sensor Diagnostic. If the speedometer is now working, there is a
short in the external harness or component.
If the speedometer still does not work, proceed to

Test 2.
This diagnostic procedure starts from a customer

complaint that the speedometer is not working.
Page 176

BUFFERED MPH (continued)
Checking for 12 volts and ground to 2. Disconnect the J1B connector from the
speedometer V-MAC II module.
3. Disconnect the speedometer connector.

communication port.
5. On the harness side of the speedometer

connector, check for 12 volts on the supply
(power) line.
7. Check for continuity from the connector

ground to a good ground.
If both supply and ground are present, proceed to

Test 4.
If 12-volt supply or ground are not present, locate

and repair the missing supply or ground. Retest
Test 4
Checking for voltage on the buffered MPH line
in the harness

communication port.
2. Measure the voltage on the buffered MPH

line on the harness side of the speedometer
Figure 293 — Speedometer Connector
connector.
If the voltage is greater than 0.5 volts, the

buffered MPH line is shorted to voltage in the
harness or connector. Repair the short and retest

Test 8.
Page 177

Test 8
Checking for a pin-to-pin short or a short to
ground in the harness
Figure 294 — Continuity between Pin W2 and All Other

Pins
2. Check for pin-to-pin continuity from J1B

connector pin W2 to each of the other pins
(one at a time) of the J1B connector.
If there is continuity with another pin, the buffered

MPH line is shorted to ground in the harness or at
the connectors. Locate and repair the short.
corrected.

Test 16
Checking for an open in the harness 1. Connect a jumper between J1B connector
pins P1 and W2.
2. Check for continuity from the buffered MPH

line, on the harness side of the speedometer
If there is no continuity, the buffered MPH line is

open in the harness. Locate and repair the open.
corrected.
Figure 295 — Jumper between Pins P1 and W2
Page 178

Test 32 Test 64
Checking for proper voltage to the Checking for a loose connection
speedometer when the truck is moving
1. Reconnect the speedometer.
If the speedometer is now working, testing has

apparently corrected a loose connection.
Recheck all connectors to ensure proper
connections.
If the speedometer is still not working, proceed to

Test 128.
Test 128
Checking for a defective speedometer or
V-MAC II module
1. Install a speedometer that is known to be

good. Make sure the dip switches on the
back of the speedometer are set properly.
If the speedometer is now working, replacing the

speedometer has corrected the problem.
If the speedometer is not working, reinstall the

original speedometer and replace the V-MAC II
corrected.
1. Remove the jumper between J1B connector

pins P1 and W2.
4. Measure the voltage on the buffered MPH
line on the speedometer connector while the
vehicle is being driven at more than 10 mph.
proceed to Test 64.
If the voltage is not within this range, replace the
has been corrected.
Page 179

LOW COOLANT LEVEL
If the electronic fault lamp comes ON but does

not turn OFF, determine the blink code and
proceed to that section of the manual. If there is
When performing electrical tests, it is important to no blink code, follow the test procedures provided
wiggle wires and connectors to identify in the Electronic Malfunction Lamp diagnostic
intermittent connection problems. (code 5-9 or 5-10).
If the shutdown lamp and driver alarm come ON
but do not turn OFF, follow the test procedures
Test 1 found in the Driver Alarm diagnostic (code 5-7
Checking lamp and alarm functions at or 5-8).
start-up If the lamps and alarm work properly, proceed to
Test 2.
1. Turn the ignition key to the ON position. The
electronic fault lamp and engine shutdown
lamp and alarm should all come ON for Test 2
approximately 2 seconds and then go OFF.
Checking lamp and alarm functions with low
If the electronic fault lamp does not come ON for coolant
approximately 2 seconds, follow the test
procedures found in the Electronic Malfunction 1. Drain some coolant from the radiator so that
Lamp diagnostic procedure (code 5-9 or 5-10). the coolant level is below the level on the
probe.
If the shutdown lamp and driver alarm do not If the fault lamp, shutdown lamp and driver alarm
come ON for approximately 2 seconds, follow the come ON, the system is working properly. Refill
test procedures found in the Driver Alarm the radiator. Retest to be sure the problem has
diagnostic (code 5-7 or 5-8). been corrected.
If the fault lamp, shutdown lamp and driver alarm

do not come ON, proceed to Test 5.
Page 180

LOW COOLANT LEVEL (continued)
Checking for voltage to the probe 2. Disconnect the J1A connector from the
V-MAC II module.

F3 (the coolant level signal [+] line) to a good
ground.

ground in the wiring harness or connector.
corrected.

1. Turn the ignition key to the OFF position. Test 22

2. Disconnect the harness from the coolant Checking for a pin-to-pin short in the harness
level sensor.
4. Measure the voltage from pin A, on the

harness end of the probe connector, to a
good ground.
If the voltage is greater than 4 volts, replace the

has been corrected.
If the voltage is less than 4 volts, proceed to Figure 301 — Continuity between Pin F3 and All Other
Test 11. Pins

Test 11
Checking for a short to ground 2. Check for continuity between J1A connector
pin F3 (the coolant level signal [+] line) and

repair the short in the wiring harness or
been corrected.
If there is no continuity, visually inspect the J1A

connector for dirt, corrosion, or foreign matter
around pin F3. If no problem is found, replace the
Figure 300 — Continuity from Pin F3 to Ground V-MAC II module. Retest to be sure the problem
has been corrected.
Page 181

INTERMITTENT PROBLEMS r When checking the harness, refer to the
wiring diagrams in the appropriate Electrical
This section of the manual is intended to provide Manual. Check each wire that connects the
troubleshooting tips for intermittent problems. In component to the V-MAC II module for
some instances there may not be a diagnostic shorts to ground, shorts to power or
blink code or inactive fault logged in the V-MAC II continuity with other wires. Check for
module to assist in troubleshooting. continuity between both ends of the harness
and each wire in the harness.
For general V-MAC II troubleshooting, follow the r All “ground check” tests should be
guidelines listed below: performed with a known good ground.
r Verify that the electronic fault and engine r Continuity checks can not be performed if
shutdown lights work properly. When the key there is any current flowing. Before
is turned ON, both lamps should light for 2 performing any continuity checks, make sure
seconds. that:
r Check for inactive faults, or active faults if
the electronic malfunction lamp was – The ignition key is in the OFF position.
replaced. (The Pro-Link retains information
from the previous vehicle. Before looking for – The serial link jumper harness is not
faults, reset the Pro-Link by activating the installed.
RESTART option on the Pro-Link menu.) r Before disconnecting the harness to the
r Review the “Diagnostic Tools and V-MAC II module, the ignition key must be in
Procedures” section at the front of this book. the OFF position and the serial link jumper
harness must not be installed. Failure to
r Start troubleshooting at the sensor, switch, follow these instructions may result in
or other device. Then check the harness and internal electrical damage to the module.
finally check the V-MAC II module. Eliminate
all other possible faults and repeat the r Before turning the ignition key to the ON
procedure before replacing the V-MAC II position with the J1B connector
module. disconnected, always connect the serial link
jumper into the serial communication port to
r Check sensors, connectors and other provide keyed 12 volts. Turning the ignition
components for broken pins, dirt, corrosion, key to the ON position with the J1B
loose terminals, excessive resistance, connector disconnected will not energize the
moisture and bad grounds. accessory relay and will not provide a keyed
12 volts.
r If a sensor or other component is suspected
as being bad, disconnect, clean and
reconnect all terminals to that component.
Retest to see if the problem has been
resolved. Turning the ignition key to the ON position with a
r If a sensor or other component is suspected sensor disconnected, or with the J1A connector
as being bad, try to isolate it from the disconnected while the J1B connector is still
system. Often, when a faulty component is connected will result in an active fault.
removed from the system, the vehicle
performance will change. If performance r If the V-MAC II module is suspected of being
does not change when the component is defective, verify that there is power from the
disconnected, that component may not be circuit breaker to the V-MAC II module.
the source of the problem.
r Do not open the V-MAC II module or take
any measurements at the V-MAC II module
pins. If a module is suspected of being
defective, visually inspect the pins for any
repairable problems.
Page 182

INTERMITTENT PROBLEMS (continued)
r As a final test before replacing the V-MAC II
module, reconnect the module and confirm
that the fault still exists.
r If the V-MAC II module is replaced, verify
that the new module has fixed the problem.
r Do not reprogram a replacement V-MAC II
module until verifying that it has fixed the
problem.
Do not program a replacement V-MAC II module

with MACK DATA PROGRAMMING until it is
confirmed that replacing the V-MAC II module has
corrected the problem. Reprogramming with
MACK DATA PROGRAMMING executes a
password protection function which assigns a
new password to the vehicle. THIS PROCESS IS
IRREVERSIBLE! If the old module was not the
problem and is reinstalled on the vehicle, it
cannot be reprogrammed because the password
will no longer match.
Page 183

LOW OIL PRESSURE WITH DRIVER ALARM
Test 1 Test 4
Checking for oil level Checking for oil pressure while cranking
1. Check the oil level on the dipstick. 1. Turn the ignition key to the OFF position.
If there is oil on the dipstick, proceed to Test 2. 2. Connect a gauge that is known to be
accurate to the oil pressure gallery or oil
If there is no oil on the dipstick, inspect the engine pedestal with a hose.
for the cause of the oil loss.
3. Disconnect the circuit breaker that supplies
power from the electrical equipment panel to
Test 2 V-MAC II.
Looking for missing oil fittings 4. Turn the ignition key to the ON position and
crank the engine.
1. Carefully inspect the engine for missing oil
fittings. Look particularly around the turbo oil If the gauge registers oil pressure within 30
supply, the oil filter pedestal and the seconds of cranking, proceed to Test 8.
ECONOVANCE oil supply.
If the gauge does not register oil pressure within
If there are no missing fittings, and no other 30 seconds of cranking, there is a problem with
obvious cause of pressure loss, proceed to the oil pump drive, or other internal engine
Test 4. problem. Locate and repair the problem. Retest to
Page 184

LOW OIL PRESSURE WITH DRIVER ALARM (continued)
Test 8 Test 17
Checking the pressure sensor Electrical checks
2. Reinstall the circuit breaker. 2. Disconnect the engine harness from the oil
pressure sensor.
3. Turn the ignition key to the ON position, start
and idle the engine. 3. Measure the resistance from harness
connector pin A (the ground [−] line) to a
If the pressure exceeds 5 psi at idle, compare the good ground.
pressure on the gauge with the pressure
recorded by V-MAC II using a diagnostic tool. If If the resistance between the ground [−] line and
the pressures agree within 3 psi, run the engine ground is greater than 20 ohms, make sure that
to high idle and compare the two pressures there are no electrical devices (lights, heater
again. If the pressures still agree within 3 psi, motors, etc.) running in the cab. Find a new good
there no longer is a problem. Retest to be sure ground and try again. If the resistance is still
the problem has been corrected. greater than 20 ohms, there is a break or bad
connection somewhere between the harness
If the pressure on the gauge does not reach or connector pin A and J1A connector pin G2.
exceed 5 psi after 15 seconds of idling, STOP Check for corroded terminals at the harness,
THE ENGINE. The oil pressure sensor works bulkhead connector and J1A connector, and for
properly but there is still a mechanical problem evidence of damaged wiring.
resulting in low oil pressure, such as a blocked
passage or filter. Locate and repair the problem. If the resistance is less than 20 ohms, proceed to
Retest to be sure the problem has been Blink Code 1-1 or 1-2 (Engine Oil Pressure
corrected. Sensor).
If the pressures do not agree at any time within

3 psi, proceed to Test 17.
Page 185

INCORRECT OIL PRESSURE VERSUS GAUGE
Test 3
Electrical checks
This diagnostic procedure is performed when the
oil pressure recorded by V-MAC II (displayed on a 1. Turn the ignition key to the OFF position.
diagnostic tool) does not agree with the oil
pressure gauge in the cab. 2. Disconnect the engine harness from the oil
pressure sensor.
3. Measure the resistance from harness

Test 1 connector pin A (the ground [−] line) to a
good ground.
Checking the pressure gauge
If the resistance between the ground [−] line and
1. Connect a gauge that is known to be
ground is greater than 20 ohms, make sure that
accurate to the oil pressure gallery or oil
there are no electrical devices (lights, heater
pedestal with a hose.
motors, etc.) running in the cab. Find a new good
ground and try again. If the resistance is still
2. Start and idle the engine.
greater than 20 ohms, there is a break or bad
connection somewhere between the harness
3. Compare the pressure on the known good
connector pin A and J1A connector pin G2.
gauge with the pressure recorded by
Check for corroded terminals at the harness,
V-MAC II using a diagnostic tool.
bulkhead connector and J1A connector, and for
evidence οf damaged wiring.
If the pressures agree within 3 psi, the problem is
with the gauge in the cab, or there is no problem.
If the resistance is less than 20 ohms, proceed to
Blink Code 1-1 or 1-2 (Engine Oil Pressure
If the pressures do not agree at anytime within
Sensor).
3 psi, proceed to Test 3.
Page 186

INJECTION PUMP RPM (ENGINE SPEED) SENSOR
Test 2
Checking the Customer Engine Overspeed
This fault is found in the inactive fault table. This setting
is a telltale fault. When it does appear in the
active fault table, it only lasts a few seconds and 1. Using a diagnostic tool, check the
then disappears without the Electronic Fault CUSTOMER DATA PROGRAMMING
Lamp turning ON. section for the overspeed setting.
2. Check the inactive fault table and verify that

the fault in question has not been logged.
3. Notify the vehicle owner or shop foreman that

This fault indicates that the engine speed the engine had exceeded the company’s
exceeded the customer’s engine overspeed limit overspeed limit (do not notify the driver).
set in CUSTOMER DATA PROGRAMMING. Report the number of occurrences as
recorded by the inactive fault table. Obtain
permission to clear the fault table.
Test 1 4. Record on the Repair Order along with the
Checking for proper RPM/TDC sensor number of occurrences. After servicing the
adjustment vehicle, recheck the inactive fault table to be
sure that the service procedures have not
1. Check that the sensor is properly adjusted in created more overspeed faults. If so, be sure
the flywheel housing. For proper adjustment, to clear them before the truck leaves the
refer to the Repair and Adjustment shop.
Procedures section.
If the sensor was properly adjusted, proceed to

Test 2.
If the sensor was not properly adjusted, readjust

the sensor. Retest to be sure the problem has
been corrected.
Page 187

ENGINE BRAKE VERBAL COMPLAINT
When performing electrical tests, it is important to On some chassis models, pin 86 of the engine
wiggle wires and connectors to identify brake relay connector is connected to ground
intermittent connection problems. through the dash switch. On other models it is
connected through V-MAC II. Check the wiring
diagram supplied with the chassis.
Perform this diagnostic procedure when the

engine brake does not work, does not turn OFF at
the proper time or performs erratically. This diagnostic assumes a particular wiring for
the engine brake. Please review the diagram
supplied with the chassis to verify the validity of
each test step.
Page 188

ENGINE BRAKE VERBAL COMPLAINT (continued)
Test 1 Test 2
Testing for proper clutch switch operation Checking resistance in the engine harness
Figure 306 — Testing Clutch Switch
1. Verify with a diagnostic tool that the clutch

switch operates correctly and that there is Figure 307 — Brake Relay Connector
approximately 1/2 inch of pedal travel before
the clutch status reads “DISENGAGED”. 1. Turn the ignition key to the OFF position.
If the switch does not operate properly, refer to 2. Remove each brake relay from the relay
the Switch Diagnostics procedure found later in connector.
this section of manual and the Clutch Switch
Adjustment procedure in the Repair and
Adjustment Procedures section.
Dynatard-equipped systems use one relay, while
2. Once the clutch switch operates properly, Jacobs Brakes normally use two relays.
test the engine brake.
3. Measure the resistance from pin 87 of each
If the brake works properly, the procedure has relay connector to a good ground.
fixed the problem. Retest to be sure the problem
has been corrected. If the resistance is between the specified range,
proceed to Test 4.
If the brake does not work properly, proceed to If the resistance is not in the specified range, find
Test 2. another ground point and retest. If the resistance
is still not in this range, proceed to Test 5.
Resistance Ranges (in Ohms)

E7 Dynatard E9 Dynatard Jacobs Dual Jacobs
Relay Single Relay
4–6 2–3 9.7–14.3 4.8–7.2
Page 189


Checking for an open between the engine 2. Disconnect the J1B connector from the
brake relay and the V-MAC II module V-MAC II module.

pin P3 (the engine brake control relay) and
pins 85 and 86 on one engine brake relay
connector.
If there is continuity between 85 or 86 (but not

both) and P3, repeat the procedure for every
other engine brake relay. If all of the relay test
results return to this step, proceed to Test 8.
If there is no continuity, there is an open between

either pin 85 and P3 or 86 and P3 (see the wiring
schematic supplied with the vehicle). Locate and
repair the open. Retest to be sure the problem
has been corrected.
If there is continuity between BOTH pins and P3,

the wires leading to pins 85 and 86 are shorted,
or there is a short in the relay connector body.
Repair the short. Retest to be sure the problem
has been corrected.
Figure 308 — Brake Relay Connector
Page 190

Test 5 Test 8
Checking for proper connections inside the Checking for continuity through the switch
cylinder head cover
Figure 309 — Brake Electric Stud

brake electrical studs on the engine. Do not
disconnect any wires which connect
together the brake solenoids on different
heads (jumper wires between heads are
used with Dynatard).
2. Measure the resistance from the engine

brake electrical studs on the cylinder heads
to a good ground.
If the resistance is within the range specified in

the table below, reconnect the engine harness to
the head and proceed to Test 10.
If the resistance is not within this range, there is a

bad electrical connection in one of the heads, or
in one of the brake solenoids, or a bad solenoid
ground.
Figure 310 — Brake Relay Connector
1. Turn the engine brake switch on the
E7 Dynatard E9 Dynatard Jacobs Dual Jacobs dashboard to the ON position. If the switch
Relay Single Relay
controls more than one brake relay, turn the
*4–6 *2–3 9.7–14.3 *4.8–7.2 switch so that all of the relays will be
energized.
*If the resistance is double the specified range, the wire that
connects the front and rear heads, or the left and right
banks on the E9, may be open or has a bad connection. 2. Check for continuity from pin 85, on the
brake relay connector, to a good ground.
3. Check for continuity from pin 86, on the

brake relay connector, to a good ground.
Page 191

If the relay shows continuity to ground through pin 3. Check for continuity between J1B connector
85 or pin 86, but not both, repeat the test with all pin P3 (the engine brake relay control line)
remaining engine brake relays. If all of the relay and each of the other pins (one at a time) on
test results lead to this step, proceed to Test 16. the J1A, J1B and J2 connectors.
If neither pin 85 or 86 show continuity to ground, If there is no continuity, proceed to Test 32.
proceed to Test 17.
If pin P3 is shorted to any other pin in the
harness, find and repair the short. Retest to be
Test 10 sure the problem has been corrected.
Checking for an open pressure switch
If the vehicle is not equipped with an inlet

Test 17
manifold pressure switch, proceed to Test 80. Checking for an open dash switch
1. Disconnect the inlet manifold pressure 1. Remove the dashboard switch to expose the
switch from the harness. switch terminals.
2. With the ignition key in the OFF position, 2. Locate the switch terminals leading to the
check for continuity across the switch relay which showed no continuity to ground
terminals. in the previous test.
If there is continuity, proceed to Test 20. 3. With the engine brake dash switch in the ON
position, check for continuity across the
If there is no continuity, replace the switch. Retest switch terminals.
If there is no continuity, replace the switch.
Test 16 corrected.
Checking for a short to other wires If there is continuity, proceed to Test 34.
Test 20
Checking for a short to ground in the
pressure switch
1. Check for continuity from either of the

pressure switch leads to a good ground.
If there is continuity, repair or replace the switch.

Figure 311 — Continuity between Pin P3 and All Other corrected.
Pins
1. Turn the engine brake switch on the
dashboard to the OFF position.

Page 192

Test 32 Test 34
Checking for voltage at the relay pin 30 Checking for an open wire or switch
connection
Figure 312 — Voltage from Pin 30 to Ground
1. Reconnect the V-MAC II module connectors.
3. Measure the voltage from pin 30 of the brake

relay connector to a good ground. Figure 313 — Continuity between Pins 85 and 86 and the
Relay Side of the Dash
If the voltage on pin 30 is approximately 12 volts,
repeat the test for all the remaining engine brake 1. Check for continuity between the relay side
relay connector. If all of the test results return to of the dash switch connector and pin 85 and
this step, proceed to Test 64. 86 on the brake relay connector which had
no continuity to ground.
If the voltage on pin 30 is 0 volts, there is a short
to ground or an open between the relay and the If there is continuity, the switch connection was
circuit breaker, or the circuit breaker has tripped. bad. Check the switch for good connections.
Find and repair the problem. Retest to be sure Retest to be sure the problem has been
the problem has been corrected. corrected.
If there is no continuity, the wire leading from the

switch to the relay has an open. Locate and repair
the open. Retest to be sure the problem has been
corrected.
Page 193

Test 40 1. With the ignition key in the ON position,
measure the voltage on one relay between
Checking for an open or short in the harness pin 87 on the relay connector and a good
1. Reconnect the engine harness to the brake ground.
electrical studs on the engine.
If there is voltage on pin 87, locate and repair the
2. Measure the resistance from pin A, on the short to voltage on the wire leading to pin 87
harness side of the pressure switch between the relay connector and the engine.
connector between the switch and the Retest to be sure the problem has been
solenoids, to a good ground. corrected.
If the resistance is within the range specified If there is no voltage, repeat the procedure for
below, proceed to Test 80. each engine brake relay. If all of the relay test
If the resistance is not in this range, there is an results lead to this step, proceed to Test 128.
open or short to ground in the harness between
the pressure switch and the cylinder head stud.
Locate and repair the open or short. Test 80
Checking for an open between the bulkhead
connector and the engine or pressure switch
Relay Single Relay
1. Disconnect the bulkhead connector which
4–6 2–3 9.7–14.3 4.8–7.2 contains the wire(s) that drive the engine
brake solenoid (see schematic that came
with the truck).
Test 64
Checking for voltage from other lines 2. Measure the resistance from each engine
brake bulkhead pin (one at a time) to a good
ground.
If the resistance is within the range specified in

the table below, there is an open or short
between the bulkhead connector and the engine
brake relay connector(s). Locate and repair the
open or short. Retest to be sure the problem has
been corrected.
If the resistance is not within the specified range,

there is an open or short between the bulkhead
connector and the engine brake solenoids, or if a
pressure switch is used, between the bulkhead
and the pressure switch. Locate and repair the
open or short. Retest to be sure the problem has
been corrected.

Relay Single Relay
4–6 2–3 9.7–14.3 4.8–7.2
Figure 314 — Voltage from Pin 87 to Ground
Page 194

Test 128 If the voltage on ONE of pins 85 OR 86 is 12 volts
or more (but not both) while the engine
Checking for signal voltage from V-MAC decelerates, repeat this test with all of the
remaining engine brake relays. If all of the relay
test results lead to this step, proceed to Test 256.
If pin 85 AND pin 86 both measure 0 volts while
the engine decelerates, proceed to Test 257.
Test 256
Checking for a bad brake relay connector
Figure 316 — Inspect for Corrosion, Shorts, Etc.

Figure 315 — Voltage from Pin 85 and 86 to Ground
2. Visually inspect each engine brake relay
1. Start the engine. Using the engine speed connector terminals for corrosion, shorts to
control ON/OFF and SET switches, set the other terminals, bent terminals or signs of
engine speed to 1800 rpm. poor contact.
2. Connect multimeter probes to pin 85 of one If there are visible problems, repair or replace the
brake relay connector and to a good ground. relay connector and test the engine brake
operation.
3. While measuring the voltage between pin 85 If there are no visible problems, reinstall the
and ground, turn the Speed Control ON/OFF relay(s) and test the engine brake.
switch to the OFF position. Record the
voltage as the engine decelerates. If the engine brake works properly, the procedure
has corrected the problem. Check all
4. Repeat this procedure for pin 86 of the same connections.
engine brake relay connector. If the engine brake still does not work properly,
Page 195

Test 257 Test 512
Checking for engine brake disabling Checking for a failed relay
parameters
1. Replace the engine brake relay with a new
1. Using the engine speed control ON/OFF part and test the engine brake.
and SET buttons, set the engine speed to
1800 rpm. If the engine brake works properly, the old relay
was bad and the new relay fixed the problem.
2. Using a diagnostic tool (Pro-Link or PC), Retest to be sure the problem has been
monitor the engine speed, fuel flow, throttle corrected.
position and clutch switch status.
If the engine brake does not work properly, the
3. Turn the Speed Control ON/OFF switch to system appears to be electrically correct. Consult
the OFF position. the E7 or E9 Service Manual for Dynatard
troubleshooting procedures, or the Jacobs Brake
As the engine decelerates, if the throttle position Service Manual for Jake Brake troubleshooting
on the diagnostic tool indicates anything other procedures.
than 0% throttle, there is a problem with the
throttle pedal circuit. See Diagnostic Blink
Code 5-2.
As the engine decelerates, if the fuel flow on the

diagnostic tool indicates anything other than 0
fuel above 900 rpm, remove the injection pump
and send it to a certified pump shop for repairs.
corrected.
As the engine decelerates, if the clutch switch

status on the diagnostic tool indicates that the
clutch was disengaged at any time, there is a
problem in the clutch switch circuit. Check the
clutch switch adjustment. Also see the Switch
Diagnostics section.
If everything appears to be working properly,

Page 196

Checking for bad connections at the V-MAC II 2. Disconnect the J1B connector from the
module V-MAC II module.
3. Visually inspect both the harness and

module sides of the connector for a bent or
broken pin P3, or evidence of an open or
short to ground around pin P3. Repair the
damage if possible.
If there is no evidence of damage, continue with

the next step.

the J 38581 V-MAC jumper wire kit. Align the
male test lead with the female pin P3 in the
harness side of the J1B connector. Gently
push the test lead into the connector pin,
being careful to align the lead with the
rectangular pin.
If the pin in the connector feels loose, repair or

replace the pin in the connector. Retest to be sure
If the pin does not feel loose, replace the V-MAC

II module. Retest to be sure the problem has
been corrected.
Figure 317 — Inspect for a Bent or Broken Pin Around

Pin P3
Page 197

BUFFERED RPM (TACH DRIVE OUTPUT)
Test 2
Checking for 12 volts and ground to
When performing electrical tests, it is important to tachometer

V-MAC II module.
3. Disconnect the tachometer connector.

This diagnostic procedure starts from a customer
complaint that the tachometer is not working. 4. Connect the serial link jumper into the serial
communication port.
5. On the harness side of the tachometer

Test 1 connector, check for 12 volts on the supply
Checking for an external fault line.
1. Turn the ignition key to the OFF position. 6. Disconnect the serial link jumper.
2. Disconnect all external units at the buffered 7. Check for continuity from the tachometer
RPM external tie point (located near the ground line to a good ground.
accessory bus).
If both supply and ground are present, proceed to
3. Start the engine. Test 4.
If the tachometer is now working, there is a short If 12-volt supply or ground are not present, locate
in the external harness or component. Locate and and repair the missing supply or ground. Retest
repair the short. Retest to be sure the problem to be sure the problem has been corrected.
has been corrected.
If the tachometer still does not work, proceed to

Test 2.
Page 198

BUFFERED RPM (continued)
Test 4 Test 16
Checking for voltage on the buffered RPM line Checking for an open in the harness
in the harness

communication port.
2. Measure the voltage from the buffered RPM

line on the harness side of the tachometer
connector.
If the voltage is greater than 0.5 volts, the

buffered RPM line is shorted to voltage in the
harness or connector. Locate and repair the
short. Retest to be sure the problem has been
Figure 320 — Jumper between Pins W3 and P1
corrected.
If the voltage is less than 0.5 volts, proceed to 1. Connect a jumper between J1B connector
Test 8. pins W3 and P1.
2. Check for continuity from the buffered RPM

Test 8 line, on the harness side of the tachometer
Checking for a pin-to-pin short or a short to
ground in the harness
If there is no continuity, the buffered RPM line is

open in the harness. Locate and repair the open.
corrected.
Test 32
Checking for proper voltage to the tachometer
when the engine is running
Figure 319 — Continuity between Pin W3 and All Other 1. Remove the jumper between J1B connector
Pins pins P1 and W2.
1. Disconnect the serial link jumper. 2. Reconnect the J1B connector.

2. Check for pin-to-pin continuity between J1B 3. Turn the ignition key to the ON position.
connector pin W3 and each of the other pins
(one at a time) on the J1A, J1B and J2 4. Measure the voltage from the buffered RPM
connectors. line on the tachometer connector while the
engine is running.
If there is continuity with another pin, the buffered
RPM line is shorted to ground in the harness or at If the voltage is between 1.75 and 3.25 volts,
the connectors. Locate and repair the short. proceed to Test 64.
corrected. If the voltage is not within this range, replace the
If there is no continuity, proceed to Test 16. has been corrected.
Page 199

BUFFERED RPM (continued)
Test 64 Test 128
Checking for a loose connection Checking for a defective tachometer or
V-MAC II module
1. Reconnect the tachometer.
1. Replace the tachometer with a known good
2. Run the engine. unit.
If the tachometer is now working, testing has 2. Run the engine.

apparently corrected a loose connection.
Recheck all connectors to ensure proper If the tachometer is now working, the old
connections. tachometer is defective. Replace the old
tachometer with a new unit. Retest to be sure the
If the tachometer is still not working, proceed to problem has been corrected.
Test 128.
If the tachometer is not working, reinstall the
original tachometer and replace the V-MAC II
corrected.
Page 200

ON/OFF FAN CONTROL VERBAL COMPLAINT
Perform this diagnostic procedure when the The ON/OFF fan drive is clutched using air
ON/OFF fan drive does not turn ON, does not pressure. The air pressure is controlled through
turn OFF, allows the engine to overheat, or the an electrical circuit attached to V-MAC II.
override switch does not work. This procedure Electrically, when V-MAC II allows current to flow
should not be used for viscous fan drives or ON/ through the circuit the fan is DISENGAGED.
OFF fan drives which are not under V-MAC II When the electrical flow of current is interrupted
control. the fan is ENGAGED. In this manner the fan is
engaged if there is a loss of electrical power.
Page 201

ON/OFF FAN CONTROL VERBAL COMPLAINT (continued)
The operation on the pneumatic portion of the Test 1
control depends on the type of fan clutch being
used. Checking for voltage at the fan clutch
solenoid
r For the KYSOR fan clutch, the fan is
DISENGAGED and allowed to turn freely 1. Turn the ignition key to the OFF position.
when air pressure is applied to the fan
clutch. A loss of air pressure ENGAGES the 2. Disconnect the engine harness from the fan
fan. clutch solenoid connector.
r For the HORTON fan clutch, the fan is
ENGAGED and is locked when air pressure
is applied to the fan clutch. A loss of air
4. Measure the voltage from pin A of the fan
pressure DISENGAGES the fan.
clutch solenoid engine connector to a good
ground.
The fan clutch type can be visually identified.
Kysor clutches are larger than a viscous clutch
If 12 volts are present, proceed to Test 2.
and attaches from the front of the fan. Horton
clutches are about the same size as a viscous
If 12 volts are not present, there is an open or
clutch with the fan attaching from the rear.
short between pin A of the fan clutch solenoid
engine connector and the circuit breaker, or the
circuit breaker has failed. Repair the open and
check the fan operation. Retest to be sure the
When performing electrical tests, it is important to problem has been corrected.
The fan can engage without warning. Hands,

arms and personal items can easily be
entangled in belts. Keep arms, hair, clothing
and jewelry clear of the fan and belts when the
engine is running.
Page 202

Test 2 Test 4
Checking the energized solenoid operation Checking the de-energized solenoid operation
1. Disconnect the jumper wire from pin B to

ground (do not reconnect the solenoid
connector).
2. With the coolant temperature less than

170°F (77°C) attempt to turn the fan by
hand.
If the fan still turns freely, proceed to Test 9.
If the fan does not turn freely, proceed to Test 8.
Test 5
Checking for a failed fan clutch
Figure 322 — Jumpers from Pin A to Pin A and Pin B to

1. Disconnect the discharge air hose which
Ground runs from the solenoid to the fan clutch.
KYSOR FAN CLUTCH:

If air flows out of the solenoid discharge port with
Never place hands near the fan or belts while the ignition key in the ON position, there is a
the engine is running. problem with the fan clutch, or the hose running
from the solenoid to the fan clutch is pinched or
damaged. Locate and repair the problem. Retest
1. Turn the ignition key to the OFF position. to be sure the problem has been corrected.
2. Connect a jumper between pin A of the If air does not flow out of the solenoid discharge
engine connector and pin A of the solenoid port, proceed to Test 11.
connector.
HORTON FAN CLUTCH:
3. Connect a jumper from pin B of the solenoid
connector to a good ground. If air flows out of the solenoid discharge port, the
valve may be plumbed improperly. Reverse the
4. Start the engine. Allow chassis air pressure vent and air supply lines on the solenoid and
to build up to at least 90 psi. retest. Verify that air does not flow out of the
discharge port when the jumper wire is
5. Stop the engine. connected to ground, and that air flows when the
6. Turn the ignition key to the ON position. jumper wire is removed. Retest to be sure the
7. With the coolant temperature less than
170°F (77°C) attempt to turn the fan by If air does not flow out of the solenoid discharge
hand. port with the ignition key in the ON position, there
is a problem with the fan clutch. Locate and repair
If the fan is disengaged and turns freely, proceed the problem. Retest to be sure the problem has
to Test 4. been corrected.
If the fan does not turn freely, proceed to Test 5.
Page 203

Test 8 Test 9
Checking for voltage at the freon fan pressure Checking for a failed fan clutch
switch
1. Disconnect the air hose which runs from the
solenoid to the fan clutch.
KYSOR FAN CLUTCH:

If air flows out of the solenoid discharge port, the
solenoid is defective. Replace the solenoid and
retest the fan operation.
If air does not flow out of the solenoid discharge

port, there is a problem with the fan clutch.
Locate and repair the problem. Retest to be sure
HORTON FAN CLUTCH:
If air flows out of the solenoid discharge port,
2. Reconnect the fan clutch solenoid to the there is a problem with the fan clutch, or the hose
engine harness. running from the solenoid to the fan clutch is
pinched or damaged. Locate and repair the
3. Disconnect the freon fan pressure switch problem. Retest to be sure the problem has been
connector from the engine harness. corrected.
4. Turn the ignition key to the ON position. If air does not flow out of the solenoid discharge
port, proceed to Test 19.
connector pin B (the freon fan pressure
switch engine connector), leading back to Test 11
the solenoid, to a good ground. Checking for air supply — KYSOR only
If 12 volts are present, proceed to Test 16. 1. Crack the air supply line leading to the
solenoid.
If 12 volts are not present, proceed to Test 17.
If air flows out of the supply line, proceed to
Test 22.
If air does not flow out of the supply line, there is

a blockage in the supply line or some other air
system problem. Locate and repair the problem.
corrected.
Page 204

Test 16 4. Start the engine. Turn the air conditioning on
HIGH with the doors open. Monitor the
Checking for proper freon fan pressure switch coolant temperature. Do not let the engine
operation run long enough to exceed 190°F (88°C). If
the freon fan pressure switch is working
properly, the fan will engage after several
minutes.
If the fan engages within 5 minutes, proceed to

Test 32.
If the fan does not engage within 5 minutes,

replace the freon fan pressure switch. Retest to
Test 17
Checking for an open between the solenoid
and the freon fan pressure switch
Figure 324 — Freon Fan Pressure Switch
Never place hands near the fan or belts while

the engine is running.
2. Connect a jumper between pin B of the

pressure switch connector and pin B of the
freon fan pressure switch connector.
Figure 325 — Continuity between Pin B and Pin B
3. Connect a jumper from pin A of the pressure
switch connector to a good ground. 1. Turn the ignition key to the OFF position.
2. Disconnect the engine harness from the fan
clutch solenoid connector.
3. Check for continuity between pin B of the fan
Coolant temperature cannot be controlled in this clutch solenoid connector and pin B of the
mode. Monitor the coolant temperature. Do not let pressure switch connector.
the engine run long enough to exceed 205°F
(96°C). Allow the engine to cool down if If there is continuity, proceed to Test 34.
necessary.
If there is no continuity, the harness is open
between the fan clutch solenoid connector and
the freon fan pressure switch connector. Locate
and repair the open. Retest to be sure the
Page 205

Test 19 If the fan cycles quickly, erratically, or is ON for
long periods of time while the coolant
Checking for air supply — HORTON only temperature is below 170°F (77°C), and the
connections to the harness, switch and ground
1. Crack the air supply line leading to the are good, there is not a problem with the
solenoid. electrical and pneumatic portions of the fan
control system. There may be a problem with the
If air flows out of the supply line, proceed to level of refrigerant charge in the system, a
Test 39. plugged condenser core, or elsewhere. Locate
and repair the problem. Retest to be sure the
If air does not flow out of the supply line, there is problem has been corrected.
a blockage in the supply line or some other air
system problem. Locate and repair the problem.
corrected.
Test 34
Checking for a short to ground between the
solenoid and the freon fan pressure switch
Test 22
Checking for correct plumbing of the solenoid
1. Tighten the air supply line.
2. Remove the vent cap or vent line from the

solenoid.
If air flows out of the vent, the solenoid is

plumbed incorrectly. Reverse the vent and air
supply lines on the solenoid. Retest the fan drive.
If air does not flow out of the vent, the solenoid is Figure 326 — Continuity between Pin B and Ground
defective. Repair or replace the solenoid. Retest
the fan drive. 1. Check for continuity from pin B of the fan
clutch solenoid engine connector to a good
ground.
Test 32 If there is continuity, the harness is shorted to
Testing for proper freon charge ground between the fan clutch solenoid
connector and the freon fan pressure switch
If the fan cycles on a regular basis, proceed to connector. Locate and repair the short. Retest to
Test 64. be sure the problem has been corrected.
If the fan turns ON immediately after the engine is If there is no continuity, the fan clutch solenoid
started and remains ON, never turning OFF, connector is open. Visually inspect the connector
verify proper jumper connections to the harness, for dirt, wear, and open connections. Retest to be
switch and ground. If the fan still does not turn sure the problem has been corrected.
OFF, visually inspect the pressure switch
connector for dirt, wear, and evidence of an open
connection. If there is no damage, replace the
switch and retest the fan drive.
Page 206

Test 39 5. Connect the serial link jumper into the serial

communication port.
Checking for correct plumbing of the solenoid
1. Tighten the air supply line. Y2 (the Auxiliary No. 1 output line) to a good
ground.
2. Remove the vent cap or vent line from the
solenoid. If 12 volts are present, proceed to Test 128.
If air flows out of the vent, the solenoid is If 12 volts are not present, proceed to Test 129.
plumbed incorrectly. Reverse the vent and air
supply lines on the solenoid and retest the fan
drive.
Test 128
If air does not flow out of the vent, the solenoid is Checking override switch operation
defective. Repair or replace the solenoid and
retest the fan drive.
Test 64
Checking for 12 volts at the V-MAC II module
Figure 328 — Voltage between Pin Y2 and Ground
If a manual override switch used, set the switch to

the ON or override position.
If a manual override switch is not used, proceed

to Test 256.
Figure 327 — Voltage from Pin Y2 to Ground
1. Turn the ignition key to the OFF position. Y2 (the Auxiliary No. 1 output line) to a good
ground.
2. Reconnect the harness to the freon fan
pressure switch. If 12 volts are present, proceed to Test 257.
3. Disconnect the J1B connector from the If 12 volts are not present, turn the override
V-MAC II module. switch to the OFF position, proceed to Test 256.
4. If there is an override switch on the dash,
turn it to the OFF or normal operation
position.
Page 207

Test 129 Test 256

Checking for a short to ground between the Checking for a pin-to-pin short
pressure switch and the module
Figure 330 — Continuity between Pin Y2 and All Other

Figure 329 — Continuity from Pin Y2 to Ground Pins
1. If a manual override switch is used, set the 1. Disconnect the serial link jumper.
switch to the OFF or normal position.
2. Disconnect the engine harness from the fan
2. Disconnect the serial link jumper. clutch solenoid connector.
3. Disconnect the harness at the freon fan 3. Disconnect the J1A and J2 connectors from
pressure switch. the V-MAC II module.
4. Check for continuity from J1B connector pin 4. Check for continuity between J1B connector
Y2 (the Auxiliary No. 1 output line) to a good pin Y2 (the Auxiliary No. 1 output line) and
ground. each of the other pins (one at a time) on the
If there is continuity, there is a short to ground
between the freon fan pressure switch, override If there is continuity with another pin, locate and
switch (if used) and the V-MAC II module. Locate repair the short to pin Y2. Retest to be sure the
and repair the short to ground. Retest to be sure problem has been corrected.
If there is no continuity, there is an open at the
freon fan pressure switch connector, or between
the freon fan pressure switch, override switch (if
used) and the V-MAC II module. Locate and
repair the open. Retest to be sure the problem
has been corrected.
Page 208

Test 257 5. Turn the ignition key to the ON position.
Checking for a short to voltage 6. Turn the override switch to the OFF or
normal position.
With the coolant temperature below 170°F (77°C)

if the fan turns freely, proceed to Test 1024.
If the fan does not turn freely, visually inspect the

J1B connector for dirt, corrosion, and evidence of
an open. If there is no evidence of an open,
Figure 331 — Voltage from Pin Y2 to Ground

Test 1024
1. Disconnect the serial link jumper. Testing the system when hot
2. Remove the override switch from the dash.
1. View the Customer Data Table in V-MAC II to
3. Disconnect the cab harness from the switch. determine the temperature at which the fan
should engage.
communication port. 2. Start the engine. Turn off the air
conditioning. Allow the coolant temperature
5. Measure the voltage from J1B module to increase.
connector pin Y2 (the Auxiliary No. 1 output
line) to a good ground. 3. Monitor the engine temperature with a
diagnostic tool and with the dashboard
If 12 volts are present, there is a short to voltage
temperature gauge. If the two temperatures
between the override switch connector and the
do not agree, there may be a problem with
J1B module connector. Locate and repair the
the gauge which makes it appear that the
short. Retest to be sure the problem has been
fan is not turning on at the proper time.
corrected.
If 12 volts are not present, replace the override 4. Once the engine temperature exceeds the
switch and retest the fan drive. customer’s setting, the fan should turn ON.
5. After the fan has turned ON, the fan should

Test 512 turn OFF approximately 7°F (4°C) below the
engagement temperature.
Testing the system when cold
If the fan engages and disengages at the proper
1. Reconnect the J1A, J1B and J2 connectors. temperatures, there is not a problem with the
electrical and pneumatic portions of the fan
2. Reconnect the engine harness to the fan control system.
clutch solenoid connector.
If the fan does not engage and disengage at
3. Start the engine. Turn off the air the proper temperatures and the engine
conditioning. Allow the air pressure to build temperatures agree, replace the V-MAC II
up to at least 90 psi. module. Retest to be sure the problem has been
corrected.
4. When operating conditions are such that the
fan is OFF or should be OFF, stop the
engine.
Page 209

SWITCH CIRCUIT DIAGNOSTICS
Introduction
This section of the manual covers the general
diagnostic procedures for V-MAC II switches and
outlines steps to take if any of the switch inputs
have failed. Procedures for specific switches may
be found in the Diagnostic Codes and Tests
section or earlier in this section. Follow the
instructions here for general diagnostic and repair
procedures.
Figure 332 — Speed Control Switch J2 Module Pin Numbers
Page 210

SWITCH CIRCUIT FAILURE
This section outlines the procedure for Test 2

determining the source of the problem.
Checking module connector

Test 1
Checking switch operation 2. Disconnect the appropriate V-MAC II
connector.
1. Using a diagnostic tool (Pro-Link or PC),
check the status of the switch as you turn the 3. Check both sides of the V-MAC II connector
switch ON and OFF with the ignition key to for problems such as bent, loose, missing or
the ON position. corroded pins.
If the switch status displayed on the diagnostic If the pins are in good condition, proceed to
tool toggles properly, but there was a complaint Test 4.
that the switch was not working properly, check
for good connections at the switch. In the case of If the pins are damaged, replace the connector
the clutch switch, check for proper switch pins or the V-MAC II module. Retest to be sure
adjustment. Retest to be sure the problem has the problem has been corrected.
been corrected.
If the switch status displayed on the diagnostic

tool does not toggle properly, always remaining
ON or OFF, proceed to Test 2.
Page 211

SWITCH CIRCUIT FAILURE (continued)
Test 4 Test 17
Checking for stray voltage at the module Checking for voltage to the switch
1. Turn the ignition key to the ON position. 1. Turn the ignition key to the OFF position.
2. With the switch OFF, measure the voltage 2. Disconnect the wire leading from the switch
from the pin at the V-MAC II module terminal to the V-MAC II module at the
connector to a good ground. switch terminal.
If the voltage is greater than 0.5 volts, proceed to 3. Turn the ignition key to the ON position.
Test 9.
4. Measure the voltage at the switch voltage
If the voltage is less than 0.5 volts, proceed to supply terminal to a good ground.
Test 8.
Test 8 If 12 volts are not present, there is a loss of power

to the switch. Locate and repair the problem.
Checking switch voltage at the module Retest to be sure the problem has been
corrected.
1. With the switch ON, measure the voltage
from the pin at the V-MAC II module
connector to a good ground.
Test 19
If the voltage is greater than 10 volts, replace the Checking for a short in the harness
has been corrected. 1. Turn the ignition key to the OFF position.
If the voltage is less than 10 volts, proceed to 2. Disconnect the remaining V-MAC II module
Test 17. connectors.
3. Check for continuity between the switch

Test 9 signal pin and each of the other pins (one at
a time) on the J1A, J1B and J2 connectors.
1. Turn the ignition key to the OFF position. repair the short in the harness. Retest to be sure
2. Disconnect the wire supplying 12 volts to the
switch at the switch terminal. If there is no continuity, there is a short to voltage
somewhere else in the cab or dashboard,
3. Turn the ignition key to the ON position. between the switch and the V-MAC II module.
Locate and repair the short to voltage. Retest to
4. Measure the voltage from the V-MAC II be sure the problem has been corrected.
module connector pin to a good ground.
If 12 volts are not present, examine the switch for

bent or damaged pins that would cause a short to
voltage. Repair the pins or replace the switch.
corrected.
Page 212

SWITCH CIRCUIT FAILURE (continued)
Test 34 Test 138
Checking for proper switch operation Checking for a short to ground in the switch
1. Turn the ignition key to the OFF position. 1. With the ignition key in the OFF position,
check for continuity from either pin on the
2. Turn the switch ON. switch to a good ground. Turn the switch ON
and OFF.
3. Check for continuity across the two leads of
the switch. If at any time there is continuity between the
switch and ground, replace the switch. Retest to
If there is continuity, proceed to Test 69. be sure the problem has been corrected.
If there is no continuity, replace the switch. Retest If there is no continuity with ground, there is a
to be sure the problem has been corrected. break in the wire which supplies the switch signal
to V-MAC II. Repair or replace the wire. Retest to
Test 69
Checking for a short to ground
1. Disconnect the remaining V-MAC II module

connectors.
2. Check for continuity between the switch

signal pin and each of the other pins (one at
a time) on the J1A, J1B and J2 connectors,
and also a good ground.
If there is continuity with another pin or ground,

locate and repair the short in the harness. Retest
Page 213

SYMPTOM RELATED TROUBLESHOOTING CHART
Problem Additional Symptoms Possible Failure Service Hints
Unable to set cruise/speed Speed control can be reset GENERAL: Continuity First watch tractor tail/stop
control with lights ON (turn once lights are turned ON, between J2 connector pins lamps. Turn on the lights in
signals, headlights). but not turn signals. B2 or B3 (service and question and see if the lamps
parking brake lines) and the turn ON. If they do not turn
lighting circuit. ON, or turn ON dimly, repair
the lamps.
Front directional lamp
ground. If the lamps work properly:
Monitor the service and
Tractor or trailer ground parking brake switch status
connections. on the PC or Pro-Link. Watch
Faulty directional switch the status as you turn the
operation. various lamps ON and OFF.
The status should not
Tractor or trailer rear change.
directional lamp ground.
Able to set cruise/speed Cruise automatically Clutch switch adjustment. Check clutch switch
control but it disengages resumes itself. adjustment.
intermittently. Intermittent short (closed
contact) in clutch switch. If adjustment is OK:
Disconnect wire J2-C1 from
Intermittent short to voltage switch leading to the module.
after clutch switch engaged If the problem continues, the
line (J2-C1). wire is shorted to voltage. If
the problem is fixed, the
clutch switch is defective.
Must press RESUME switch Faulty service brake switch Monitor the service and
to reactivate cruise, no faults. parking brake switch status
Faulty park brake switch. on the PC or Pro-Link. Watch
Intermittent short to voltage the status while driving in
after brake switch engaged cruise.
line (J2-B2 or B3). Alternate: set up the
customer definable data log
to record service brake and
park brake application while
in cruise mode. This may be
more effective if the problem
occurs infrequently. The
driver must be instructed to
NOT use the service brake
while in cruise but to
disengage with the ON/OFF
switch.
Fault 7-1 (Service Brake) Open, short to ground or If the driver reports that
becomes active. Must press short to voltage on MPH (+) cruise dropped out by itself
service brake and then and MPH (−) lines (J1A-H3 or (without application of the
RESUME to re-engage G3). service brake) there is
cruise. nothing wrong with the
Misadjusted MPH sensor. service brake, despite the
Speedometer erratic. fault. Shorts and opens on
the MPH signal will appear
as a sudden deceleration,
causing cruise to disengage
and the fault to be logged.
Page 214

SYMPTOM RELATED TROUBLESHOOTING CHART (continued)
Poor performance: N/A Verify adequate fuel and air Check filters, hoses, charge
Continuous supply. air cooler, etc.
Reduced engine speed or Customer’s high idle setting Determine high idle, road
reduced high idle speed. is lower than the driver is speed limit and lower gear
used to. road speed limits using the
PC or Pro-Link. If these are
Lower gear road speed limit the cause of the complaint,
or road speed limit is lower educate the driver to the set
than the driver is used to. up that his fleet has
specified.
Reduced high idle. Throttle pedal reference line Examine the % throttle with
(J1B-L2) should be 5 volts. the PC or Pro-Link.
Throttle unresponsive around
low idle with light loads. Intermittent problems:
Poor connection at the
May not be able to achieve module or pedal.
100% throttle on the PC or
Pro-Link display. Faulty pedal.
Poor module ground
connection or throttle ground
line (J1B-L2).
Page 215

Poor performance: Runs rough under throttle Intermittent problems: Examine the % throttle pedal
Engine stumbles then pedal control. Throttle pedal reference line with the PC or Pro-Link.
regains power while driving. (J1B-L2) intermittent open or
Does not occur in cruise or short to voltage. Use enhanced diagnostics
speed control unless the mode of the PC or Pro-Link if
throttle pedal is applied. Throttle pedal signal line fault codes are not present.
(J1B-L1) intermittent open,
Engine brake activates when short to voltage or short to
the engine stumbles (if ground.
equipped and turned ON).
Throttle pedal ground line
(J1B-L3) intermittent open or
short to voltage.
Intermittent bad module
ground.
Faulty throttle pedal.
Runs rough all of the time, Loose injection pump Ensure that the injection
under throttle pedal control, connector. pump connector ring is
cruise control and speed locked.
control. Intermittent problems:
Rack actuator (+) line (J1A- If the problem only occurs
When out of gear, the engine H1) is open, shorted to when the engine is hot, pour
speed jumps up or down. voltage or shorted to ground. 2–3 gallons of water on the
injection pump cover when
Engine brake activates when Rack position (+) line (J1A- the engine stumbles. If the
the engine stumbles (if K1 or K2) is open, shorted to engine runs smoothly for a
equipped and turned ON). ground or shorted to voltage. period of time, the problem
Tachometer needle agrees Rack position (+) line (J1A- may be a bad connection
fairly well with engine speed. J3) is open or shorted to inside the injection pump.
voltage. Send the pump to a certified
pump repair shop for repair.
Check the inactive fault table
for rack actuator and rack
position sensor faults.
Rack actuator (+) lines (J1A-
B1 and B2) and rack actuator
(−) lines (J1A-A2 and B3)
have splices in the harness
near the module. If these
splices should break, there
may be an intermittent open
in the lines.
Similar to description above, Intermittent problems: Disconnect the RPM/TDC
except that the tachometer RPM/TDC (+) line (J1A-H1) sensor and run the engine.
needle jumps wildly when the is open, shorted to voltage or The stumble should
engine stumbles, even when shorted to ground. disappear if this is the
the truck is in gear and the problem.
engine speed is steady. RPM/TDC (−) line (J1A-H2)
is open or shorted to voltage. Use the enhanced
Injection timing is erratic diagnostics mode of the PC
when the engine stumbles. Misadjusted RPM/TDC or Pro-Link if fault codes are
sensor. not present to find the source
of the problem.
Similar to the description Faulty accessory relay. Use the standard log from
above, with the tachometer the INFOMAX PC program to
needle following the engine Faulty key switch. count key cycles while the
speed. problem occurs.
Accessory relay is
sometimes heard when
engine stumbles.
Page 216

Poor performance: Possible misadjusted Refer to the instructions for
Engine speed rolls, injection pump control rod. diagnostic blink codes 5-4 in
particularly at low idle. this manual for proper
adjustment procedures.
Increased low idle speed: Cannot reach 0% throttle Broken throttle pedal springs.
Continuous. (this is not always evident
with this failure. High throttle pedal reference
voltage in excess of 5.25
volts (J1B-L2).
Continuity between pin
J1B-L1 and other wires.
Poor module ground.
Engine will not start. No fuel or fuel pressure to If a new pump has been
injection pump. installed, make sure the
pump is primed. Push on the
No power to the V-MAC II hand primer until resistance
module. is felt.
Low battery voltage.
Loose injection pump
connector.
Misadjusted RPM/TDC Use the standard log from
sensor AND starter input (+) the INFOMAX PC program to
line (J2-A3) is open. count starter engagements,
or use the switch status
screen on the PC or Pro-Link
to monitor the starter
(Auxiliary No. 3 switch).
Apply 100% throttle when
cranking. Even if the sensor
is misadjusted and the starter
input is broken, the engine
should engage.
Co-Pilot requests a code, or Module is in a theft Check on the theft
some other alarm is ON. deterrence or forced deterrence or forced
shutdown mode. shutdown status with the PC
or Pro-Link, or check with the
customer.
Engine shuts down, Idle shutdown. Verify that the engine has not
accessories turn OFF with shut down due to an engine
the key in the ON position. Engine protection shutdown. protection shut down (low oil
pressure, high coolant
temperature, low coolant
level).
Page 217
NOTES
Page 218
8_206end.fm Page 219 Thursday, July 2, 1998 1:21 PM
REPAIR AND ADJUSTMENT PROCEDURES
Page 219

CONNECTOR REPAIR
Deutsch Connectors
The 31 or 23-pin bulkhead connector and the
serial communication port connector are Deutsch
connectors. To remove and replace terminals,
follow the instructions listed in this section.
CONTACT INSERTION
Figure 334 — Contact Insertion
1. Grasp the contact approximately 1 inch 3. Push the contact straight into the connector
(25.4 mm) behind the contact crimp barrel. grommet until a positive stop is felt. A slight
tug will confirm that it is properly locked in
2. Hold the connector with the rear grommet place.
facing you.
Page 220

CONTACT REMOVAL
Figure 335 — Contact Removal
1. With the rear insert toward you, snap the CONTACT REPLACEMENT
appropriate-size extractor tool over the wire
of the contact to be removed.
2. Slide the tool along the wire into the insert Use only the appropriate size Deutsch plastic
cavity until it engages the contact and tool. DO NOT use any other kind of tool.
resistance is felt.
Do not twist or insert the tool at an angle.
3. Pull the contact-wire assembly out of the

connector.
Figure 336 — Deutsch Removal Tools
To replace a contact on a wire, use the Deutsch

hand crimp tool, part No. HDT-48-00.
1. Strip approximately 1/4 inch of insulation

from the wire.
Page 221

2. Remove the lock clip, raise the wire gauge
selector and rotate the knob to the number
matching the gauge wire you are using.
Then lower selector and insert lock clip.
Figure 339 — Adjusting the Crimp Tool
5. Place the stripped end of the wire in the

crimp barrel and fully depress the tool
handles.
Figure 337 — Hand Crimp Tool
6. Release the handles and remove the
3. Position the contact so that the crimp barrel crimped terminal.
is 1/32 inch above the 4 intenders. It may be
necessary to adjust the hand crimp tool in
order to position the crimp barrel correctly.
Figure 340 — Crimping the Connector

Figure 338 — Correct Contact Positioning
4. Loosen the adjustment lock and turn the

contact depth adjustment to obtain 1/32
inch. Then tighten the adjustment lock.
Page 222

7. Inspect the terminal for proper crimping: TERMINAL REMOVAL
r All strands should be in the crimp barrel. To remove the terminals from these connectors,
r The wire should be visible in the use the following procedure:
inspection hole.
1. Grasp the connector body firmly and pull the
terminal toward the rear of the connector (as
far as possible).
2. Locate the terminal lock tab in the connector.
3. Insert tool No. J 35689-A straight into the

slot at the front (mating end) of the
connector to release the locking tab for the
terminal to be removed (see illustration).
4. After releasing the tab, push the wire from

the rear through the front of the connector.
TERMINAL INSTALLATION
After repairing or replacing the terminal, reinstall
as follows:
Figure 341 — Inspecting for Proper Crimping 1. Pull the wire from the rear until the terminal
slides into the connector body and locks in
place.
V-MAC II Module, Engine Oil 2. Gently push the wire toward the front of the
Pressure, Intake Manifold connector to be sure the terminal is locked in
Temperature, and Coolant place.
Temperature Sensors and
Connectors
Figure 342 — Releasing Lock Tab Body
Page 223

MPH, RPM/TDC, Throttle Position, TERMINAL INSTALLATION
TEM Sensors and Connectors and After repairing or replacing the terminal, reinstall
Bulkhead Connector as follows:
1. Push the terminal into the connector body

TERMINAL REMOVAL from the rear until it locks in place.
To remove the terminals from these two-part
connectors, use the following procedure: 2. Gently pull on the wire to ensure that the
terminal is locked in the connector.
Removal is the same for both halves of the

connector. On some connectors, there is a secondary lock
which must be opened before the terminals can
be removed.
1. Grasp the connector body firmly and push
the terminal as far forward in the connector
as possible.
2. Locate the terminal lock tab in the connector.
3. Insert tool No. J 33095 straight into the slot

at the front (mating end) of the connector to
release the locking tab for the terminal to be
removed (see illustration).
Figure 344 — Open Secondary Lock Before Removing

Terminals
Figure 343 — Removing the Terminal
4. Gently pull the wire from the rear of the

connector and pull the terminal free.
Page 224

TERMINAL REPLACEMENT
To replace a terminal, use the following
procedure:
1. Remove the damaged terminal from the

wire, cutting as close as possible to the
terminal end of the wire. If the wire has a
rubber seal, remove it.
Figure 347 — Aligning Edges
Using the J 35688 Crimping Tool

1. Squeeze the handles together until the
ratchet automatically opens.
2. Hold the tool so the gauge numbers are

facing you.
3. Insert the terminal into the terminal holder

Figure 345 — Cutting the Wire until the insulation wings are flush with the
anvil on the crimp tool. Be sure that the
2. Install a new rubber seal on the wire. terminal core wings and insulation wings are
pointing toward the smooth concave side,
3. Strip approximately 1/4 inch of insulation opposite the anvil of the crimping jaws.
from the wire. Be careful not to cut through
any strands of the wire.
Figure 348 — inserting the Terminal
Figure 346 — Removing Insulation from Wire 4. Place the wire and seal into the terminal until
the first rib of the seal is flush against the
4. Align the edge of the rubber seal with the crimper.
edge of the wire insulation.
Page 225

5. Cradle one handle of the crimper on a Soldering Terminals
workbench so that the tool can be operated
with just one hand. The anvil should be on
the bottom when crimping.
All hand-crimped terminals, except those on

Deutsch connectors, must be soldered.
Figure 349 — Aligning the Seal
6. Squeeze the handles until ratchet

automatically releases and the crimp is
complete. Be careful to not crimp the first rib
of the seal. Figure 350 — Solder the Terminal
7. Visually inspect for a good crimp. 1. Place the tip of the soldering iron on the
back of the terminal core wings.
2. Apply solder to the end of the terminal at the

top of the core crimp.
3. Move the terminal core up and down on the

soldering iron for a good solder flow.
Excess solder may interfere with the lock tab or

mating functions.
Apply heat only until the solder flows freely. Over

heating the terminal may damage the terminal or
insulation.
Page 226

4. Inspect the terminal for a good solder
application.
Connector bodies are keyed for proper mating of
contacts. Be sure that the contacts are aligned
properly.
Before inserting the contacts, carefully spread the

locking tabs to ensure a good lock in the
connector body.
Figure 351 — Close-Up of Soldering the Terminal
After making any repairs to connectors, make

sure that all rubber seals are properly positioned
When replacing contacts, except those on a on the connectors before reconnecting them.
Deutsch connector, they must all be soldered
after crimping.
Page 227

CLUTCH SWITCH RESETTING LOW IDLE SPEED
ADJUSTMENT
This section explains the procedure for resetting
For proper operation of the engine brake and low idle speed using the speed control switches.
speed control functions, the clutch switch must be
adjusted and working properly. The clutch switch The V-MAC II system allows the low idle to be set
is located under the dash, near the top of the within the range of 500 to 750 rpm. This range of
clutch pedal assembly. This switch is a “normally flexibility allows the operator to set the low idle to
open” switch. However, when used with a the smoothest possible engine speed for the
V-MAC II system, it is set to be closed during vehicle.
normal operation and opens only when the clutch
pedal is depressed. Resetting the low idle speed involves two steps:
Two mounting screws hold this switch in place. 1. Place V-MAC II in the “low idle adjust” mode
Loosening the two screws makes it possible to (so that V-MAC can accept the new low idle
move the switch slightly, to permit adjustment. speed).
Make sure that the clutch switch is closed when
the clutch pedal is in the fully released (not 2. Set the new idle speed.
depressed) position, and open when the clutch
pedal is depressed. Be sure to adjust the switch Completing the first step in the process requires
to allow approximately 1/2 inch of clutch free play the following:
travel before the switch opens. r The V-MAC II module must have the Low
Idle Adjust option enabled in using Customer
Data Programming software.
SENSOR ADJUSTMENT
RPM/TDC Sensor
1. Turn the sensor in by hand until it bottoms The PTO minimum engine speed in Customer
against the flywheel. Data should be set at 475 rpm. Otherwise, the
low idle speed can be adjusted only by using a
2. Back out exactly 1 turn. diagnostic tool (Pro-Link or PC).
3. Torque the jam nut to 15 lb-ft (20 N•m).
r There must be no active faults in the system.
MPH Sensor r The vehicle must be stationary.
1. Turn the sensor in by hand until it bottoms r The parking brake must be applied.
against the speedometer tone wheel.
r The throttle pedal must be at the idle
2. Back out exactly 1 turn. position (not depressed).
r The speed control ON/OFF switch must be
3. Torque the jam nut to 15 lb-ft (20 N•m). turned ON and OFF 3 times within 2
seconds. At this point, the idle speed will
TEM Sensor drop to 500 rpm — V-MAC II is now ready to
accept a new speed. Be sure to leave the
1. Coat the sensor thread with Silastic. switch in the ON position.
2. Turn in by hand until it bottoms in the
housing.
3. Torque the jam nut to 22 lb-ft (30 N•m).
Page 228

To complete the second step (resetting the low
idle speed):
1. Depress and hold the accelerator pedal until

the desired engine speed is achieved.
2. Press and release the SET switch.
3. While still at the desired engine speed,

depress the clutch pedal and V-MAC II will
“lock in” the desired speed as the new low
idle speed.
It is recommended that the low idle speed be set

to a speed greater than 500 rpm to allow for
detection of a drop when resetting the idle.
Figure 352 — Speed Control Switches
If the idle speed does not drop to 500 rpm after

meeting the requirements listed, there may be
other possible problems which will not allow the
idle to be reset. Refer to the Switch Circuit
Diagnostics section for switch troubleshooting
procedures.
Page 229
NOTES
Page 230
SPECIFICATIONS
SPECIFICATIONS
Page 231
SPECIFICATIONS
V-MAC I AND II E7 ENGINE PARAMETERS (1995 AND LATER)
Figure 353 — E7 Engine Parameters
Full load fuel rate and command timing are

measured after at least 20 seconds of steady
state (RPM and load) operation.
Page 232
SPECIAL TOOLS
SPECIAL TOOLS
Page 233
SPECIAL TOOLS
TOOL LIST
This section lists the tools required to properly service the V-MAC II system.
Tool Number Description

J 37077 (Kent-Moore) Timing indicator light (P7100 pump)
J 38740 (Kent-Moore) Electronic injection pump hub barring tool
J 38351(B) (Kent-Moore) SAE/ATA J 1708 serial link adapter
J 38581 (Kent-Moore) V-MAC electronic connector test adaptor kit
J 38582 (Kent-Moore) V-MAC terminal crimper/removal tool kit
J 38675B (Kent-Moore) Pro-Link 9000 hand-held diagnostic analyzer with V-MAC II diagnostic cartridge
J 38748 (Kent-Moore) Electronic injection pump test harness assembly
AN8508-22A (Snap-On) Flare nut wrench (1-3/8 inch, 12 point, or equivalent)
J 38500-63 (Kent-Moore) Serial link jumper (Deutsch-to-Deutsch)
Any digital multimeter accurate to 2% with a minimum input impedance of 10 megohm,
and a 10 AMP range.
Any 100% IBM-compatible computer
Any Hayes-compatible modem.
The following tools are part of the J 38582 V-MAC terminal crimper/removal tool kit. These tools are
available individually and are listed here for reference.
J 33095 MPH, RPM/TDC, BULKHEAD, TPS and TEM connector terminal removal tool
J 35688 Terminal crimping tool
J 35689-A Engine oil pressure sensor, intake manifold temperature sensor, coolant temperature sensor
connector terminal removal tool
J 386761 Fuel pump actuator connector terminal removal tool (Bosch 7 pin)
HDT-48-00 Deutsch terminal crimping tool
0411-204-1605 Deutsch 18/16-gauge (0.8/1.0 metric) wire removal tool (blue)
0411-291-1405 Deutsch 14-gauge (2.0 metric) wire removal tool (green)
114010 Deutsch 12-gauge (3.0 metric) wire removal tool (yellow)
Page 234
SAE MESSAGE DESCRIPTIONS
Page 235

COMMUNICATION also leave with an ABS/ATC or an automatic
transmission controller. However, many other
STANDARDS devices can be connected to the serial
communication line in the aftermarket. Some
V-MAC II communicates with other devices, diagnostic tools will not only display the
including diagnostic tools, in compliance with messages sent out by V-MAC II, but by these
SAE J 1587 and J 1708 Communication other devices as well.
Standards. These standards define the method
by which various electronic devices can The following table is provided for your
communicate with one another. convenience. It lists message types that are most
likely to be available on the serial line if
When the truck leaves the factory, V-MAC II is aftermarket devices are installed. For a complete
usually the only module using the serial list, contact the Society of Automotive Engineers.
communication line. In some cases a truck may
Message Identifier (MID) Description

128 Engine controller (used with original V-MAC)
130 Transmission
136 Brakes — Anti-lock/Traction Control
137–139 Brakes — Anti-lock, Trailer 1, 2, 3
140 Instrument Cluster
141 Trip Recorder
142 Vehicle Management System (V-MAC and V-MAC II MID)
143 Fuel System
162 Vehicle Navigation
163 Vehicle Security
165 Communication Unit — Ground
171 Driver Information System
178 Vehicle Sensors to Data Converter
181 Communication Unit — Satellite
Page 236
Parameter Identifier (PID) Description

65 Service Brake Switch
70 Parking Brake Switch
83 Road Speed Limit Status
84 Road Speed
85 Speed Control Status
91 Percent Engine Load
100 Engine Oil Pressure
102 Boost Pressure
105 Intake Manifold Temperature
106 Air Inlet Pressure
108 Barometric Pressure
110 Engine Coolant Temperature
111 Coolant Level
113 Governor Droop
158 Battery Voltage
166 Engine Rated Power
175 Engine Oil Temperature
182 Trip Fuel
183 Fuel Rate
184 Instantaneous MPG
185 Average MPG
189 Engine Rated Speed
190 Engine Speed
234 Software Version No.
235 Total Idle Hours
236 Total Idle Fuel Used
244 Trip Distance
245 Total Vehicle Distance
246 Total Vehicle Hours
247 Total Engine Hours
248 Total PTO Hours
249 Total Engine Revolutions
250 Total Fuel Used
254 Proprietary Message
Page 237
Subsystem Identifiers (SID) Common to all MIDs Description

242 Cruise Control Resume Switch
243 Cruise Control Set Switch
244 Cruise Control Enable Switch
245 Clutch Pedal Switch
248 Proprietary Data Link
250 SAE J 1708 (J 1487) Data Link
Subsystem Identifiers (SID) for MID 128, 143 Description

20 Timing Actuator
21 Engine Position Sensor
22 Timing Sensor
23 Rack Actuator
24 Rack Position Sensor
29 External Fuel Command Input
Subsystem Identifiers (SID) for MID 142 Description

1 Timing Sensor
2 Timing Actuator
3 Rack Position Sensor
4 Rack Actuator
Page 238

1–6 C1–C6 Solenoid Valves
7 Lockup Solenoid Valve
8 Forward Solenoid Valve
9 Low Signal Solenoid Valve
10 Retarder Enable Solenoid Valve
11 Retarder Modulation Solenoid Valve
12 Retarder Response Solenoid Valve
13 Differential Lockout Solenoid Valve
14 Engine/Transmission Match
15 Retarder Modulation Request Sensor
16 Neutral Start Output
17 Turbine Speed Sensor
18 Primary Shift Selector
19 Secondary Shift Selector
20 Special Function Inputs
21–26 C1–C6 Clutch Pressure Indicators
27 Lockup Clutch Pressure Indicator
28 Forward Range Pressure Indicator
29 Neutral Range Pressure Indicator
30 Reverse Range Pressure Indicator
31 Retarder Response System Pressure Indicator
32 Differential Lock Clutch Pressure Indicator
33 Multiple Pressure Indicators
Page 239
Subsystem Identifiers (SID) for MID 136–139 Description

1 Wheel Sensor ABS Axle 1 Left
2 Wheel Sensor ABS Axle 1 Right
7 Pressure Modulation Valve ABS Axle 1 Left
8 Pressure Modulation Valve ABS Axle 1 Right
13 Retarder Control Relay
14 Relay Diagonal 1
15 Relay Diagonal 2
16 Mode Switch — ABS
17 Mode Switch — Traction Control
18 DIF 1 — Traction Control Valve
19 DIF 2 — Traction Control Valve
22 Speed Signal Input
23 Warning Light Bulb
24 Traction Control Light Bulb
25 Wheel Sensor, ABS Axle 1 Average
28 Pressure Modulator, Drive Axle Relay Valve
29 Pressure Transducer, Drive Axle Relay Valve
30 Master Control Relay

1 Dead Reckoning Unit
2 Loran Receiver
3 Global Positioning System (GPS)
4 Integrated Navigation Unit
Page 240
Failure Mode Identifiers Description

0 Data valid but above normal operating range
1 Data valid but below normal operating range
2 Data erratic, intermittent or incorrect
3 Voltage above normal or shorted high
4 Voltage below normal or shorted low
5 Current below normal or open circuit
6 Current above normal or grounded circuit
7 Mechanical system not responding properly
8 Abnormal frequency, pulse width, or period
9 Abnormal update rate
10 Abnormal rate of change
11 Failure mode not identifiable
12 Bad intelligent device or component
Page 241
NOTES
Page 242
INDEX
INDEX
Page 243
INDEX
A DIAGNOSTIC BLINK CODE 5-1 . . . . . . . . . . 111
DIAGNOSTIC BLINK CODE 5-2 . . . . . . . . . . 118
ACCESSORY RELAY CONTROL . . . . . . . . . 15
B
BATTERY VOLTAGE TESTS. . . . . . . . . . . . .151 DIAGNOSTIC BLINK CODE 5-6 . . . . . . . . . . 135
BLINK CODE DIAGNOSTICS . . . . . . . . . . . . .29 DIAGNOSTIC BLINK CODE 5-7 OR 5-8 . . . . 138
BUFFERED MPH (SPEEDOMETER DIAGNOSTIC BLINK CODE 5-9 OR 5-10 . . . 144
SIGNAL) . . . . . . . . . . . . . . . . . . . . . . . . . .176 DIAGNOSTIC BLINK CODE 6-5 . . . . . . . . . . 151
BUFFERED RPM (TACH DRIVE OUTPUT) .198 DIAGNOSTIC BLINK CODE 6-6 . . . . . . . . . . 155
C DIAGNOSTIC BLINK CODE 7-5 . . . . . . . . . . 162
CAB AND DASHBOARD SWITCHES . . . . . . . .5
CLUTCH SWITCH ADJUSTMENT. . . . . . . . .228
DIAGNOSTIC SOFTWARE . . . . . . . . . . . . . . . 18
COMMUNICATION STANDARDS . . . . . . . . .236
DIAGNOSTIC TOOLS & PROCEDURES . . . . 17
COMPONENT DESCRIPTIONS . . . . . . . . . . . .3
DIGITAL MULTIMETER . . . . . . . . . . . . . . . . . . 20
CONNECTOR REPAIR . . . . . . . . . . . . . . . . .220
DRIVER ALARM OUTPUT TESTS . . . . . . . . 138
COOLANT LEVEL SENSOR . . . . . . . . . . . . . . .5
COOLANT LEVEL SENSOR TESTS . . . . . . . .42
E
COOLANT TEMPERATURE SENSOR . . . . . . .5
COOLANT TEMPERATURE SENSOR E7 ENGINE PARAMETERS (1995
TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51 AND LATER) . . . . . . . . . . . . . . . . . . . . . . . 232
ECONOVANCE TIMING ADVANCE
D MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . 4
ELECTRONIC MALFUNCTION LAMP . . . . . . . 6
DESCRIPTION AND OPERATION . . . . . . . . . .1
ELECTRONIC MALFUNCTION LAMP
DETERMINING DIAGNOSTIC BLINK
TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
ENGINE BRAKE VERBAL COMPLAINT . . . . 188
DETERMINING THAT A FAULT EXISTS. . . . .25
ENGINE OIL PRESSURE SENSOR . . . . . . . . . 5
DEUTSCH CONNECTORS . . . . . . . . . . . . . .220
ENGINE OIL PRESSURE SENSOR TESTS . . 30
DIAGNOSTIC BLINK CODES . . . . . . . . . . . . .22
ENGINE OIL PRESSURE, INTAKE MANIFOLD
DIAGNOSTIC BLINK CODE 1-1 OR 1-2 . . . . .30
TEMPERATURE, AND COOLANT
DIAGNOSTIC BLINK CODE
TEMPERATURE SENSORS AND
IDENTIFICATION CHART . . . . . . . . . . . . . .23
CONNECTORS . . . . . . . . . . . . . . . . . . . . . 223
DIAGNOSTIC BLINK CODE 1-7 . . . . . . . . . . .42
ENGINE PROTECTION SHUTDOWN. . . . . . . 15
ENGINE SHUTDOWN . . . . . . . . . . . . . . . . . . . 28
F
DIAGNOSTIC BLINK CODE 3-4 . . . . . . . . . . .79 FUEL CONTROL . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSTIC BLINK CODE 3-5, BASIC . . . . .84 FUEL CONTROL ACTUATOR
DIAGNOSTIC BLINK CODE 3-5, TESTS . . . . . . . . . . . . . . . . 124, 128, 130, 135
ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . .90 FUEL INJECTION PUMP. . . . . . . . . . . . . . . . . . 3
DIAGNOSTIC BLINK CODE 3-5, FUEL RACK ACTUATOR . . . . . . . . . . . . . . . . . 3
ADVANCED . . . . . . . . . . . . . . . . . . . . . . . . .96
DIAGNOSTIC BLINK CODE 4-1, G
4-2 OR 4-3 . . . . . . . . . . . . . . . . . . . . . . . . .103
GENERAL INFORMATION . . . . . . . . . . . . . . . . 2
Page 244
INDEX
I R
IBM-COMPATIBLE PC . . . . . . . . . . . . . . . . . . .21 RACK POSITION SENSOR
IDLE SHUTDOWN . . . . . . . . . . . . . . . . . . . . . .15 TESTS . . . . . . . . . . . . . . . . . . . . 162, 167, 172
INCORRECT OIL PRESSURE VERSUS REPAIR AND ADJUSTMENT
GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . .186 PROCEDURES . . . . . . . . . . . . . . . . . . . . . 219
INFORMATIONAL SWITCHES . . . . . . . . . . . . .5 RESETTING LOW IDLE SPEED . . . . . . . . . . 228
INJECTION PUMP RPM (ENGINE SPEED) ROAD SPEED LIMITING . . . . . . . . . . . . . . . . . 14
SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . .187 RPM/TDC (ENGINE POSITION) SENSOR . . . . 4
INTAKE-MANIFOLD AIR TEMPERATURE RPM/TDC (ENGINE POSITION)
SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 SENSOR TESTS . . . . . . . . . . . . . . . . . . . . . 74
INTAKE MANIFOLD AIR TEMPERATURE RPM/TDC SENSOR . . . . . . . . . . . . . . . . . . . . 228
SENSOR TESTS . . . . . . . . . . . . . . . . . . . . .62
INTERMITTENT PROBLEMS. . . . . . . . . . . . .182 S
INTERNAL COMMUNICATIONS TESTS . . . .155
SAE/ATA SERIAL LINE . . . . . . . . . . . . . . . . . . 18
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . vii
SAE MESSAGE DESCRIPTIONS . . . . . . . . . 235
SAFETY INFORMATION . . . . . . . . . . . . . . . . . .iii
J
SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . 228
J 1708 SERIAL DATA LINK ADAPTOR . . . . . .21 SENSOR CONNECTORS . . . . . . . . . . . . . . . . 11
J 38500-63 SERIAL LINK JUMPER . . . . . . . . .21 SERIAL COMMUNICATION PORT . . . . . . . . . 11
SERVICE BRAKE SWITCH TESTS. . . . . . . . 157
L SERVICE HINTS . . . . . . . . . . . . . . . . . . . . . . . 26
SHUTDOWN INDICATOR LAMP AND
LOCATING DIAGNOSTIC BLINK CODE
ALARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
INFORMATION. . . . . . . . . . . . . . . . . . . . . . .25
SHUTDOWN OVERRIDE SWITCH . . . . . . . . . . 5
LOW COOLANT LEVEL . . . . . . . . . . . . . . . . .180
SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . 18
LOW OIL PRESSURE WITH DRIVER
SOLDERING TERMINALS. . . . . . . . . . . . . . . 226
ALARM . . . . . . . . . . . . . . . . . . . . . . . . . . . .184
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . 233
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 231
M
SPEED CONTROL SWITCHES. . . . . . . . . . . . . 5
MAJOR FUNCTIONS CHART . . . . . . . . . . . . .13 SPEED CONTROL/CRUISE CONTROL . . . . . 14
MPH (ROAD SPEED) SENSOR. . . . . . . . . . . . .4 STARTER INPUT TESTS . . . . . . . . . . . . . . . . 47
MPH (ROAD SPEED) SENSOR TESTS . . . .103 SWITCH CIRCUIT DIAGNOSTICS . . . . . . . . 210
MPH, RPM/TDC, THROTTLE POSITION, TEM SWITCH CIRCUIT FAILURE . . . . . . . . . . . . . 211
SENSORS AND CONNECTORS AND SYMPTOM RELATED DIAGNOSTICS . . . . . 175
BULKHEAD CONNECTOR . . . . . . . . . . . .224 SYMPTOM RELATED TROUBLESHOOTING
MPH SENSOR . . . . . . . . . . . . . . . . . . . . . . . .228 CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . 27
O SYSTEM CONNECTORS . . . . . . . . . . . . . . . . . 7
SYSTEM LAMPS . . . . . . . . . . . . . . . . . . . . . . . . 6
ON/OFF FAN CONTROL . . . . . . . . . . . . . . . . .15
SYSTEM SENSORS . . . . . . . . . . . . . . . . . . . . . 4
ON/OFF FAN CONTROL VERBAL
COMPLAINT . . . . . . . . . . . . . . . . . . . . . . . .201
P
PERFORMING DIAGNOSTIC TESTS . . . . . . .25
PRO-LINK 9000 . . . . . . . . . . . . . . . . . . . . . . . .20
Page 245
INDEX
T U
31- AND 23-PIN BULKHEAD USING THE J 35688 CRIMPING TOOL . . . . 225
CONNECTORS . . . . . . . . . . . . . . . . . . . . . .11
TEM SENSOR . . . . . . . . . . . . . . . . . . . . . . . .228 V
TERMINAL REPLACEMENT . . . . . . . . . . . . .225
V-MAC I AND II E7 ENGINE PARAMETERS
TEST PROCEDURES . . . . . . . . . . . . . . . . . . .26
(1995 AND LATER) . . . . . . . . . . . . . . . . . . 232
THROTTLE POSITION SENSOR (TPS) . . . . . .5
V-MAC II MODULE . . . . . . . . . . . . . . . . . . . 3, 27
THROTTLE POSITION SENSOR (TPS)
V-MAC II MODULE CONNECTORS . . . . . . . . . 7
TESTS . . . . . . . . . . . . . . . . . . . . . . . .111, 118
V-MAC II MODULE, ENGINE OIL PRESSURE,
TIMING ACTUATOR TESTS, ADVANCED
INTAKE MANIFOLD TEMPERATURE, AND
MECHANICAL SECTION . . . . . . . . . . . . . . .96
COOLANT TEMPERATURE SENSORS
TIMING ACTUATOR TESTS, BASIC
AND CONNECTORS . . . . . . . . . . . . . . . . . 223
MECHANICAL SECTION . . . . . . . . . . . . . . .84
TIMING ACTUATOR TESTS, ELECTRICAL
W
SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . .90
TIMING CONTROL. . . . . . . . . . . . . . . . . . . . . .13 WIRE AND CONNECTORS. . . . . . . . . . . . . . . 27
TIMING EVENT MARKER (TEM). . . . . . . . . . . .4
TIMING EVENT MARKER (TEM) TESTS . . . .79
TOOL LIST . . . . . . . . . . . . . . . . . . . . . . . . . . .234
TORQUE LIMITING SWITCH. . . . . . . . . . . . . . .5
TROUBLESHOOTING PROCEDURES . . . . . .25
Page 246
®
V-MAC
SERVICE MANUAL
II
PRINTED IN U.S.A.
8-206 © MACK TRUCKS, INC. 1998

V-Mac Ii

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

V-Mac Ii

Caricato da

Copyright:

Formati disponibili

®

V-MAC II JULY 1998

SERVICE MANUAL (REVISED)

PLEASE LET US KNOW!

Thank You For Your Assistance

DO NOT STAPLE — USE TRANSPARENT TAPE

FOLD ALONG THIS LINE • DO NOT STAPLE • USE TRANSPARENT TAPE

BUSINESS REPLY MAIL

POSTAGE WILL BE PAID BY ADDRESSEE

SERVICE PUBLICATIONS (RTS), 6S3

FOLD ALONG THIS LINE

JULY 1998 © MACK TRUCKS, INC. 1998

Directs attention to unsafe practices which could result in personal injury or

An operating procedure, practice, condition, etc., which is essential to emphasize.

2. Before working on a vehicle, place the transmission in neutral, set the

The DIAGNOSTIC TOOLS AND PROCEDURES

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

Fuel Rack Actuator

DESCRIPTION AND OPERATION

Timing Event Marker (TEM)

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

Shutdown Indicator Lamp and

Figure 3 — Electronic Malfunction Lamp

The electronic malfunction lamp is located on the

In most circumstances the vehicle will operate

DESCRIPTION AND OPERATION

V-MAC II Module Connectors

Figure 5 — J1A, J1B and J2 Module Connectors

To remove any connector from the V-MAC II

The following is a graphic depiction of the

DESCRIPTION AND OPERATION

Figure 6 — V-MAC II Module Inputs and Outputs

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

The harness is an integral part of the governor

DESCRIPTION AND OPERATION

Figure 8 — Serial Communication Port Connector

Pin Letter Designation

DESCRIPTION AND OPERATION

Figure 12 — Throttle Position Sensor Connector

Figure 10 — Intake-Manifold Air Temperature and

Figure 11 — MPH, RPM/TDC, Timing Actuator, Coolant

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

Road Speed Limiting

DESCRIPTION AND OPERATION

Accessory Relay Control

ON/OFF Fan Control

DIAGNOSTIC TOOLS & PROCEDURES

DIAGNOSTIC TOOLS & PROCEDURES

DIAGNOSTIC TOOLS & PROCEDURES

For SAE/ATA standard terminology, refer to the

DIAGNOSTIC TOOLS & PROCEDURES

Figure 13 — Interface Devices

To utilize the diagnostic capabilities of the

DIAGNOSTIC TOOLS & PROCEDURES

Since there are varying types of digital

For consistent, successful diagnostic test results,

Voltage (volts) — The electric potential or