Eem3 Troubleshoot Information

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838010016.C6
EEM3 TROUBLESHOOT INFORMATION

(SW V1.5/2.5)
20.2.2009
Copyright 2009 Sisu Diesel Inc.. All rights are reserved.

This document and its contents are the property of Sisu Diesel Inc. and may not be reproduced or
redistributed any way without their written consent.
This document is subject to change without notice. Information contained in these materials are
confidential trade secrets of Sisu Diesel Inc., and may not be used or disclosed to any person
without the express written consent of Sisu Diesel Inc..
CHANGE HISTORY
Version Change Note Date

.C6 Update for sw v1.5.0.0/2.5.0.0 20.2.2009
.C5 Update for sw v1.4.0.0/2.4.0.0 15.8.2008
.C4 Updated bypass functionality 6.7.2006
.C3 Updated bypass functionality 13.6.2006
.C2 Updated 4 cyl. Engine solenoid valve information 8.3.2006
.C1 Update for sw v1.2.0.0 3.3.2006
.B2 Updated missing information on various faults 29.1.2006
.B1 Initial draft for sw v1.1.0.0 8.12.2005
1 INTRODUCTION
1.1 Purpose
1.2 Scope
1.3 Definitions, Terms, Acronyms and Abbreviations
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1.4 References
2 EEM3 GENERAL INSTRUCTIONS
3 INITIAL SYSTEM CHECK
4 ENGINE MONITORING
4.1 98, SPN 100, FMI 18, Oil pressure LOW, warning
4.2 99, SPN 100, FMI 1, Oil pressure LOW, alarm
4.3 102, SPN 102, FMI 18, Boost pressure LOW
4.4 103, SPN 102, FMI 16, Boost pressure ABOVE NORMAL
4.5 112, SPN 110, FMI 16, Coolant temperature HIGH, warning
4.6 113, SPN 110, FMI 0, Coolant temperature HIGH, alarm
4.7 116, SPN 105, FMI 16, Intake manifold temperature ABOVE NORMAL
4.8 94, SPN 190, FMI 16, Engine Overspeed (over 3000 rpm)
4.9 92, SPN 100, FMI 16, Oil pressure ABOVE NORMAL (9,5bar/30°C)
4.10 276, SPN 102, FMI 31, Intake manifold pressure drop too HIGH at cranking
5 ENGINE SENSOR DIAGNOSTICS
5.1 COOLANT TEMPERATURE SENSOR
5.1.1 110, SPN 110, FMI 4, Coolant temperature sensor defect LOW
5.1.2 111, SPN 110, FMI 3, Coolant temperature sensor defect HIGH
5.2 FUEL TEMPERATURE SENSOR
5.2.1 251, SPN 174, FMI 4, Fuel temperature sensor defect LOW
5.2.2 252, SPN 174, FMI 3, Fuel temperature sensor defect HIGH
5.3 INTAKE AIR TEMPERATURE SENSOR
5.3.1 114, SPN 105, FMI 4, intake manifold temperature sensor defect LOW
5.3.2 115, SPN 105, FMI 3, intake manifold temperature sensor defect HIGH
5.4 OIL PRESSURE SENSOR
5.4.1 96, SPN 100, FMI 4, Oil pressure sensor defect LOW
5.4.2 97, SPN 100, FMI 3, Oil pressure sensor defect HIGH
5.4.3 95, SPN 100, FMI 31, Oil pressure sensor defect
5.5 BOOST PRESSURE SENSOR
5.5.1 100, SPN 102, FMI 4, Boost pressure sensor defect LOW
5.5.2 101, SPN 102, FMI 3, Boost pressure sensor defect HIGH
5.6 RAIL PRESSURE SENSOR
5.6.1 263, SPN 157, FMI 4, Rail pressure sensor defect LOW
5.6.2 264, SPN 157, FMI 3, Rail pressure sensor defect HIGH
5.7 FUEL FILTER PRESSURE SENSOR
5.7.1 291, SPN 94, FMI 4, Fuel filter pressure sensor defect LOW
5.7.2 292, SPN 94, FMI 3, Fuel filter pressure sensor defect HIGH
5.7.3 442, SPN 9153, FMI 31, Fuel Filter pressure sensor, loose of contact
5.8 ENGINE SPEED SENSORS, GENERAL MONITORING
5.8.1 269, SPN 9090, FMI 31, Engine speed signal, evaluation error
5.9 CRANK SPEED SENSOR
5.9.1 271, SPN 9070, FMI 31, Crank speed signal TPU
5.9.2 272, SPN 9071, FMI 31, Crank speed signal, too much noise pulses
5.9.3 273, SPN 9072, FMI 31, Crank speed sensor, reverse connected
5.10 CAM SPEED SENSOR
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5.10.1 281, SPN 9080, FMI 31, Cam speed signal APS
5.10.2 282, SPN 9081, FMI 31, Cam speed signal TPS
5.10.3 283, SPN 9082, FMI 31, Cam speed sensor, reverse connected
5.10.4 284, SPN 9083, FMI 31, No cam speed signal found
5.11 AUXILIARY SENSOR DIAGNOSTICS
5.11.1 80, SPN 91, FMI 4, Throttle 1 sensor defect LOW
5.11.2 81, SPN 91, FMI 3, Throttle 1 sensor defect HIGH
5.11.7 449, SPN 107, FMI 31, Air filter pressure sensor defect
6 FUEL INJECTION SYSTEM MONITORING
6.1 Fuel supply
6.1.1 441, SPN 9152, FMI 31, Fuel Filter pressure, fluctuating
6.1.2 445, SPN 94, FMI 16, Fuel Filter pressure ABOVE NORMAL
6.1.3 446, SPN 94, FMI 18, Fuel Filter pressure BELOW NORMAL
6.1.4 253, SPN 174, FMI 16, Fuel temperature ABOVE NORMAL (> + 90 °C)
6.1.5 121, SPN 97, FMI 31, Water in fuel (optional sensor)
6.2 RAIL PRESSURE MONITORING
6.2.1 265, SPN 157, FMI 16, Rail pressure ABOVE NORMAL
6.2.2 381, SPN 157, FMI 1, Rail pressure LOW
6.2.3 382, SPN 157, FMI 0, Rail pressure HIGH
6.2.4 383, SPN 9150, FMI 16, Rail pressure, Negative deviation
6.2.5 384, SPN 9150, FMI 18, Rail pressure, Positive deviation
6.2.6 385, SPN 9150, FMI 5, Rail pressure, Leakage detected during low idle
6.2.7 386, SPN 9150, FMI 8, Rail pressure, Leakage detected by quantity balance
6.2.8 387, SPN 9150, FMI 31, Rail pressure, Leakage detected during overrun
6.2.9 391, SPN 9151, FMI 31, PRV recognised as open
6.2.10 392, SPN 9151, FMI 7, PRV is sticking
6.3 INJECTOR DIAGNOSTICS
6.3.1 311, SPN 9131, FMI 6, Solenoid valve 1, Short circuit to GROUND (Bank off)
6.3.2 312 SPN 9131, FMI 3, Solenoid valve 1, Short circuit between cables (Bank off)
6.3.3 313 SPN 9131, FMI 5, Solenoid valve 1, OPEN CIRCUIT
6.3.4 314 SPN 9131, FMI 31, Solenoid valve 1, Fast decay error (Bank off)
6.3.5 315 SPN 9131, FMI 11, Solenoid valve 1, Current level error (Bank off)
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6.3.28 363 SPN 9136, FMI 5, Solenoid valve6, OPEN CIRCUIT
6.4 HIGH PRESSURE PUMP CONTROL (MPRPOP control)
6.4.1 421, SPN 9174, FMI 6, MPROP control, Short circuit to ground
6.4.2 422, SPN 9174, FMI 3, MPROP control, Short circuit to BAT+
6.4.3 423, SPN 9174, FMI 5, MPROP control, Open circuit
6.4.4 424, SPN 9174, FMI 31, MPROP control, Excess temperature
7 ECU DIAGNOSTICS
7.1 ECU supply voltage
7.1.1 18, SPN 168, FMI 0, Battery voltage VERY HIGH (> 36 V)
7.1.2 17, SPN 168, FMI 1, Battery voltage VERY LOW (< 6,5 V)
7.1.3 371, SPN 168, FMI 18, Battery voltage BELOW NORMAL (< 7,8 V)
7.1.4 372, SPN 168, FMI 16, Battery voltage ABOVE NORMAL
7.2 Power management
7.2.1 221, SPN 9025, FMI 31, Self test shutoff paths, watchdog
7.2.2 222, SPN 9026, FMI 3, Self test shutoff paths, processor voltage check HIGH
7.2.3 223, SPN 9027, FMI 4, Self test shutoff paths, processor voltage check LOW
7.2.4 231, SPN 9033, FMI 31, ECU Shut-off does not work
7.2.5 233, SPN 9034, FMI 31, ECU Shut-off did not work at last time
7.2.6 235, SPN 9030, FMI 6, Short circuit to ground, ECU main relay 1
7.2.9 241, SPN 9030, FMI 3, Short circuit to BAT+, ECU main relay 1
7.3 Voltage output
7.3.1 211, SPN 9021, FMI 4, 5 Vdc supply 1 defect LOW ( <4.6V)
7.3.2 212, SPN 9021, FMI 3, 5 Vdc Supply 1 defect HIGH (>5.2V)
7.3.7 248, SPN 9024, FMI 18, Water in fuel sensor supply voltage BELOW NORMAL
7.3.8 249, SPN 9024, FMI 16, Water in fuel sensor supply voltage ABOVE NORMAL
7.4 ECU internal sensor diagnostics
7.4.1 22, SPN 1136, FMI 3, ECU temperature sensor defect HIGH
7.4.2 21, SPN 1136, FMI 4, ECU temperature sensor defect LOW
7.4.3 20, SPN 1136, FMI 16, ECU temperature ABOVE NORMAL (> 115 °C)
7.4.4 471, SPN 9010, FMI 4, Ambient pressure sensor defect LOW
7.4.5 472, SPN 9010, FMI 3, Ambient pressure sensor defect HIGH
7.4.6 473, SPN 9010, FMI 16, Ambient pressure ABOVE NORMAL
7.5 Measurement system
7.5.1 109, SPN 110, FMI 2, Coolant temperature NO SIGNAL
7.5.2 261, SPN 174, FMI 2, Fuel temperature NO SIGNAL
7.5.3 117, SPN 105, FMI 2, Intake manifold temperature sensor NO SIGNAL
7.5.4 93, SPN 100, FMI 2, Oil pressure NO SIGNAL
7.5.5 104, SPN 102, FMI 2, Boost pressure NO SIGNAL
7.5.6 266, SPN 157, FMI 2, Rail pressure NO SIGNAL
7.5.7 293, SPN 94, FMI 2, Fuel filter pressure NO SIGNAL
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7.5.8 19, SPN 168, FMI 2, Battery voltage NO SIGNAL

7.5.9 23, SPN 1136, FMI 2, ECU temperature NO SIGNAL
7.5.10 474, SPN 9010, FMI 2, Ambient pressure NO SIGNAL
7.6 CAN bus monitoring
7.6.1 141, SPN 9006, FMI 31, Vehicle CAN off
7.6.2 143, SPN 9008, FMI 31, ID module CAN off(ECU to IDM)
7.6.3 146, SPN 898, FMI 4, Requested speed by the CAN out of range, LOW (<500rpm)
7.6.4 147, SPN 898, FMI 3, Requested speed by the CAN out of range, HIGH (>3000 rpm)
7.7 System monitoring
7.7.1 10, SPN 629, FMI 10, Power On self test
7.7.2 245, SPN 9035, FMI 31, Normal recovery
7.7.3 246, SPN 9036, FMI 31, Full restart after three recoveries within 2 seconds
7.7.4 394, SPN 9170, FMI 6, Lift pump control(ECU), Short circuit to ground
7.7.5 395, SPN 9170, FMI 5, Lift pump control(ECU), Open circuit
7.7.6 397, SPN 9171, FMI 6, Grid heater control, Short circuit to ground
7.7.7 398, SPN 9171, FMI 5, Grid heater control, Open circuit
7.7.8 411, SPN 9172, FMI 6, Start relay control, Short circuit to ground(low side)
7.7.9 412, SPN 9172, FMI 3, Start relay control, Short circuit to BAT+(low side)
7.7.10 413, SPN 9172, FMI 5, Start relay control, Open circuit(Low side)
7.7.11 414, SPN 9172, FMI 31, Start relay control, Excess temperature(Low side)
7.7.12 416, SPN 9173, FMI 6, Start relay control, Short circuit to ground(High side)
7.7.13 417, SPN 9173, FMI 3 Start relay control, Short circuit to BAT+(High side)
7.7.14 448, SPN 107, FMI 18, Air filter pressure BELOW NORMAL
7.8 Special functions
7.8.1 172, SPN 9100, FMI 31, Upgrade protection fault
7.8.2 176, SPN 9107, FMI 31. Invalid ECU source address selection
7.8.3 183, SPN 9303, FMI 31, Cruise control UI failure
7.8.4 184, SPN 9304, FMI 31, Vehicle speed missing
7.8.5 185, SPN 9305, FMI 31. Bad digital input configuration
7.8.6 186, SPN 9306, FMI 31. PTO input error
7.8.7 191, SPN 9310, FMI 31. External fault 1 via digital input
7.8.9 193, SPN 9312, FMI 31. Torque control input
7.8.10 194, SPN 9317, FMI 31. DCU not present
7.8.11 195, SPN 9319, FMI 31. SCR specification mismatch
7.8.12 196, SPN 3245, FMI 16. SCR catalyst temperature HIGH
7.8.13 522, SPN 3521, FMI 1. Adblue quality out of limits
7.8.14 523, SPN 3521, FMI 31. Adblue quality sensor not present
8 ID-MODULE DIAGNOSTICS
8.1.1 451, SPN 9230, FMI 31 Engine specification mismatch
8.1.2 452, SPN 9231, FMI 31 Engine serial number mismatch
8.1.3 469, SPN 9232, FMI 31. Engine serial number in ECU missing
8.1.4 453, SPN 9233, FMI 31 ID module not present
8.1.5 454, SPN 9234, FMI 31 ID module not compatible with current ECU
8.1.6 455, SPN 9235, FMI 31 ID module memory defect
8.1.7 456, SPN 9235, FMI 3. ID module, Supply voltage HIGH
8.1.8 457, SPN 9235, FMI 4. ID module, Supply voltage LOW
8.1.9 458, SPN 9235, FMI 16. ID module, temperature HIGH
8.1.10 459, SPN 9236, FMI 31. ID module additional memory defect
8.1.11 461, SPN 9237, FMI 31. ID module watchdog reset
8.1.12 462, SPN 9238, FMI 31. ID module, brownout reset
8.1.13 463, SPN 9239, FMI 31. Engine specification missing
8.1.14 464, SPN 9240, FMI 31. Engine serial number in ID module missing
8.1.15 465, SPN 9241, FMI 31. ID module not present, BY PASS ACTIVE
8.1.16 466, SPN 9242, FMI 31. Generated by pass time expired
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8.1.17 467, SPN 9243, FMI 31. Maximum ECU by pass time expired
8.1.18 468, SPN 9244, FMI 31. ID module recovery
9 ECU REPLACEMENT PROCEDURE
10 IDM BYPASS ACTIVATION PROCEDURE
10.1 Automatic bypass
10.2 Manual IDM bypass
10.3 ECU SW version 1.1.0.0 -- 1.1.9.0
10.4 ECU with SW version 1.2.0.0 or later
10.5 ECU with SW version 1.5.0.0/2.5.0.0 or later
11 BYPASS TIME ACTIVATION
11.1 ECU with SW 1.1.0.0 -- 1.1.9.0
12 INSTRUCTIONS TO SET BYPASS KEY
12.1 General bypass code(50h).
12.2 Extended bypass code(1-200h).
12.2.1 Read code from file
12.2.2 Code setting manually
13 COMPONENT DESCRIPTIONS
13.1 EEM3 ECU
13.1.1 ECU and connectors
13.1.2 ECU power supply connection
13.2 High pressure pump and MPROP valve
13.3 Rail, rail pressure sensor and PRV
13.4 Injector and MPROP wiring
13.4.1 6-cyl. 2-valve engine
13.5 Sensor details
13.5.1 Coolant temperature sensor
13.5.2 Fuel temperature sensor
13.5.3 Boost pressure and intake manifold temperature sensor
13.5.4 Oil pressure sensor
13.5.5 Fuel pressure sensor
13.5.6 Rail pressure sensor
13.5.7 Crankshaft speed sensor
13.5.8 Camshaft speed sensor
13.5.9 Water-in-fuel sensor
13.6 ID-module
13.7 Grid heater solenoid
13.8 Start relay
13.9 ECU sensor harness connection diagram
14 EEM3 ECU TERMINAL DIAGRAM PART1/2
15 EEM3 ECU TERMINAL DIAGRAM PART 2/2
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1 INTRODUCTION
1.1 Purpose
This document is the troubleshoot information for Sisu Diesel EEM3 Electronic Engine Management
system. The provided fault descriptions include information on the possible causes for the fault, influence on
the engine operation and instructions to resolve the problem.
1.2 Scope
The system reports detected faults by fault codes. These fault codes can be read over CAN bus from the
EEM3 controller using a Service Tool. The fault codes may also be transmitted over CAN bus to a vehicle
instrument for display. Alternatively, the fault codes can be shown using blink codes on a diagnostic lamp.
When a fault code is known, the enclosed documentation can be used to analyse the reason to the fault and
to find a solution for the problem. Additional equipment may be needed to inspect the system components
and their operation (e.g. voltmeter, resistance meter).
1.3 Definitions, Terms, Acronyms and Abbreviations
CAN Controller Area Network
ECU Electronic Control Unit
EEM3 Sisu Diesel Stage 3 Electronic Engine Management
IDM Engine Identification module (ID-module)
FC Fault Code
Service Tool Special software for system diagnostics running in personal

computer
FLn Fuel limitation level n (power limitation)
SLn Speed limitation level n
MPROP Magnetic Proportional valve, the control valve of the high pressure
pump
PRV Pressure relief valve, the mechanical safety valve on the common
rail unit
System Reset Turn ignition off for 3 seconds (minimum), then back on
1.4 References
[1] Engine operating manual
[2] Engine workshop manual
2 EEM3 GENERAL INSTRUCTIONS
WARNING The fuel pressure in the EEM3 system is continuously at hazardous level during operation.
This applies to the high pressure pump, the fuel line from the high pressure pump to the
common rail, the rail itself, the fuel lines from the rail to the injectors, the injectors and all
components attached to any of the above mentioned parts, including sensors, valves, etc.
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DO NOT TRY TO OPEN OR REMOVE ANY OF THE FUEL SYSTEM COMPONENTS

DURING CRANKING OR ENGINE RUNNING.
DO NOT TRY TO START THE ENGINE WITH ANY OF THE FUEL SYSTEM COMPONENTS
REMOVED.
During vehicle or engine service and repair, please observe the following recommendations:
· Electric welding (or other operation using high electrical current):

· Disconnect the EEM3 controller main connectors before working
· High pressure wash or application of strong cleaning solvent:

· Cover the EEM3 controller, sensors and connectors
· Avoid heavy wash and high pressure spray directly on the electrical components
The EEM3 system consists of several different types of components. For faultless system operation all
these components must be 100% functional. All EEM3 components are well protected, but to avoid even the
smallest risk to these components, it is recommend to follow the instructions above.
3 INITIAL SYSTEM CHECK
When power is switched on, observe the correct operation of the engine oil pressure warning light on the
instrument panel. Engine oil pressure warning light should be on when engine is not running. If the oil
pressure warning light doesn’t go on, then the oil pressure sensor, the indicator light, the vehicle CAN bus or
the EEM3 controller may be defective.
If the light does not turn on within 4 seconds after switching the ignition on or the light is dim, then first try to
start the engine normally. If the engine starts normally, then:
· Check the wiring and operation of the oil pressure indicator light according to the vehicle
manufacturers instructions.
· When applicable, check the CAN bus wiring between the EEM3 controller and the instrument
panel
· Check the wiring and operation of the oil pressure sensor (see 13.5.4). If there is problem with
the sensor or the sensor wiring, there should also be a fault active in the EEM3 ECU.
If the engine does not crank or cranks but fails to start, then check the following items:
· Check the battery voltage. If the battery voltage is below 11.5V, the battery and the generator
have to be inspected and replaced as necessary.
· Check the fuses for the EEM3 controller. If the fuse or fuses are blown, replace them with new
fuses and switch the power on. If fuse or fuses blow again, check the wiring from the fuses to the
EEM3 for short circuit to tractor ground. If no short circuit is found and voltages are correct, the
controller is defective.
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· Check the +12V or +24V continuous power supply and ground paths to the EEM3 controller (see
13.1.2).
· Check the +12V or +24V ignition key operation and path (fuse 5A) to the EEM3 controller (see
13.1.2).
· Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU
replacement in section 9). If the system is functional with the replacement ECU, then the original
ECU is defective.
4 ENGINE MONITORING
4.1 98, SPN 100, FMI 18, Oil pressure LOW, warning
Description:
The measured oil pressure is below the warning limit. The low oil pressure signal may be caused by the
following reasons:
· The engine oil level is too low

· The oil quality is poor
· The oil filter is clogged
· The oil grade is not correct
· The oil is too hot
· The oil is diluted by fuel
· The bearings have excessive clearance
· The oil pressure control valve is not operating correctly
· The oil pump has excessive wearing
· The idling speed is too low
· The oil pressure sensor wiring is defective
· The oil pressure sensor is defective
· The control unit is defective
Reaction in EEM:
FC is stored and oil pressure warning lamp is activated. CAN message indicates active fault.
Solution:
Find the cause for the low oil pressure indication. Check and repair the possible mechanical problems
according to the service instructions:
· Check the oil level and condition of oil
· Check the oil filter
· Check mechanical condition of the engine
· Check the idling speed
To check the electrical defects, check the oil pressure sensor, the sensor wiring and the controller input:
· Check the oil pressure sensor wiring, connectors and contact surfaces of the connector pins
(possible oxidation) (see 13.5.4).
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· Check the oil pressure sensor operation (see 13.5.4).
replacement in section 9). If the system is functional and the fault is not active with the
replacement ECU, then the original ECU is defective.
4.2 99, SPN 100, FMI 1, Oil pressure LOW, alarm
Description:
The measured oil pressure is below the alarm limit. The low oil pressure signal may be caused by the
following reasons:
· The engine oil level is too low

· The oil quality is poor
· The oil filter is clogged
· The oil grade is not correct
· The oil is too hot
· The oil is diluted by fuel
· The bearings have excessive clearance
· The oil pump has excessive wearing
· The idling speed is too low
Reaction in EEM:
FC is stored and oil pressure warning lamp is activated. The engine will stop after 30 seconds. CAN
message indicates, that shutdown is pending.
Solution:
Find the cause for the low oil pressure indication. Check and repair the possible mechanical problems
according to the service instructions:
· Check the oil level and condition of oil
· Check the oil filter
· Check mechanical condition of the engine
· Check the idling speed
To check the electrical defects, check the oil pressure sensor, the sensor wiring and the controller input:
4.3 102, SPN 102, FMI 18, Boost pressure LOW
Description:
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The measured boost pressure drops below the alarm level during operation. Possible causes are:
· The boost air piping is leaking.

· The turbocharger is defective
· The engine is mechanically defective
· The boost pressure sensor wiring is defective
· The boost pressure sensor is defective
Reaction in EEM:
FC is stored and warning lamp is activated. Engine power will be reduced (FL1). CAN message indicates
active fault.
Solution:
Find the cause for the low boost pressure indication:
· Check the boost air system tightness (piping, intercooler)
· Check the turbo charger condition
· Check the mechanical condition of the engine
· Check the boost pressure sensor wiring, connectors and contact surfaces of the connector pins
· Check the boost pressure sensor operation (see 13.5.3).
4.4 103, SPN 102, FMI 16, Boost pressure ABOVE NORMAL
Description:
The measured boost pressure rises above the warning limit during operation. Possible causes are:
· Too high fuel injection quantity (mg/str) for the engine type (tuning chip)
· Incorrect nozzles for the engine type
· Incorrect turbo charger for the engine type
Reaction in EEM:
FC is stored and warning lamp is activated. Engine speed is limited to 1500rpm(SL2) and engine power will
be reduced (FL1). CAN message indicates active fault. No recovery before system reset.
Solution:
Find cause for the high boost pressure indication:
· Check, that the control system is configured according to the original specification and no
additional devices have been attached
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· Check that the nozzles and the turbocharger meet the original specifications
4.5 112, SPN 110, FMI 16, Coolant temperature HIGH, warning
Description:
The measured coolant temperature exceeds the overheating warning limit. Possible causes are:
· The fan belt is slipping or the belt is broken

· Cooling system is not completely filled
· Water pump is defective
· Cooling system is clogged
· Thermostat is defective or removed (double acting thermostat)
· Thermostat is upside down
· The radiator filler cap is not pressure tight
· The engine is overloaded
· The coolant temperature sensor wiring is defective
· The coolant temperature sensor is defective
Reaction in EEM:
FC is stored and warning lamp is activated. The engine power will be reduced above the warning limit to
prevent overheating of the engine. CAN message indicates active fault.
Solution:
Find cause for the overheating indication:
· Check the fan belt and the belt tension
· Check the coolant level
· Check condition of the radiator
· Check the coolant temperature sensor wiring, connectors and contact surfaces of the connector
pins (possible oxidation) (see 13.5.1).
· Check the coolant temperature sensor operation (see 13.5.1).
4.6 113, SPN 110, FMI 0, Coolant temperature HIGH, alarm
Description:
The measured coolant temperature exceeds the overheating alarm limit. Possible causes are:
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· The fan belt is slipping or the belt is broken

· Cooling system is not completely filled
· Water pump is defective
· Cooling system is clogged
· Thermostat is defective or removed (double acting thermostat)
· Thermostat is upside down
· The radiator filler cap is not pressure tight
· The engine is overloaded
Reaction in EEM:
FC is stored and warning lamp is activated. The engine will stop after 30 seconds. CAN message indicates,
that shutdown is pending.
Solution:
Find cause for the overheating indication:
· Check the fan belt and the belt tension
· Check the coolant level
· Check condition of the radiator
4.7 116, SPN 105, FMI 16, Intake manifold temperature ABOVE NORMAL
Description:
The measured intake manifold temperature rises above the warning limit (+90 °C). The temperature sensor
is integrated to the boost pressure sensor. Possible causes for the high temperature indication are:
· The charge air cooling system is not working properly

· The intake manifold temperature sensor wiring is defective
· The intake manifold temperature sensor is defective
Reaction in EEM:
active fault.
Solution:
Find cause for the high intake manifold temperature indication:
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· Check condition of the air-cooling system. (Cleanliness, pressure tightness, fan operation, etc.)
· Check the intake manifold temperature sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation) (see 13.5.3).
· Check the intake manifold temperature sensor operation (see 13.5.3).
4.8 94, SPN 190, FMI 16, Engine Overspeed (over 3000 rpm)
Description:
The fault is activated if the engine speed exceeds 3000 rpm during operation. Possible cause is engine
braking at downhill with too low gear ratio.
Reaction in EEM:
FC is stored and warning lamp is activated. No fuel injection. CAN message indicates active fault.
NOTE: Running the engine at excessive speed may damage the engine.
Solution:
Engine will recover to normal operation, whenever the engine speed is reduced below 3000 rpm (use
vehicle brakes, use exhaust brake, select proper gear)
4.9 92, SPN 100, FMI 16, Oil pressure ABOVE NORMAL (9,5bar/30°C)
Description:
The measured oil pressure is above the warning limit (9,5 bar). Possible causes are:

Reaction in EEM:
FC is stored and oil pressure warning lamp is activated. Engine power and speed will be reduced (FL1 and
SL1). CAN message indicates active fault.
NOTE: Monitoring is active only when the engine is running and the coolant temperature is > 30 °C.
Solution:
· Check the oil pressure control valve according to service instructions [1], [2]
4.10 276, SPN 102, FMI 31, Intake manifold pressure drop too HIGH at cranking
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Description:
The measured intake manifold pressure (signal from boost pressure sensor) is below the warning limit
during engine cranking. Possible causes are:
· The engine air supply is clogged

Reaction in EEM:
FC is stored and warning lamp is activated. CAN message indicates active fault.
NOTE: The engine may not start or starts slowly and runs badly.
Solution:
· Check the engine air supply system completely, refer to service instructions as necessary (see
[1], [2]):
· Air filter
· Piping from air filter to turbocharger (look for obstacles in joints, bends)
· Turbocharger
· Piping from turbocharger to charge air cooler (look for obstacles in joints, bends)
· Charge air cooler
· Piping from charge air cooler to inlet manifold (look for obstacles in joints, bends)
5 ENGINE SENSOR DIAGNOSTICS
5.1 COOLANT TEMPERATURE SENSOR
5.1.1 110, SPN 110, FMI 4, Coolant temperature sensor defect LOW
Description:
The measured coolant temperature signal is below the normal operating range. Possible causes are:

Reaction in EEM:
active fault. Engine protection and other functions dependent on the coolant temperature are not active.
NOTE: Engine overheating protection is not active. The engine may damage, if overheating happens.
Solution:
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5.1.2 111, SPN 110, FMI 3, Coolant temperature sensor defect HIGH
Description:
The measured coolant temperature signal is above the normal operating range. Possible causes are:

Reaction in EEM:
Solution:
5.2 FUEL TEMPERATURE SENSOR
5.2.1 251, SPN 174, FMI 4, Fuel temperature sensor defect LOW
Description:
The measured fuel temperature signal is below the normal operating range. Possible causes are:
· The fuel temperature sensor wiring is defective

· The fuel temperature sensor is defective
Reaction in EEM:
active fault. Engine functions dependent on the fuel temperature are not active.
Solution:
· Check the fuel temperature sensor wiring, connectors and contact surfaces of the connector
· Check the fuel temperature sensor operation (see 13.5.2).
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5.2.2 252, SPN 174, FMI 3, Fuel temperature sensor defect HIGH
Description:
The measured fuel temperature signal is above the normal operating range. Possible causes are:

Reaction in EEM:
Solution:
5.3 INTAKE AIR TEMPERATURE SENSOR
5.3.1 114, SPN 105, FMI 4, intake manifold temperature sensor defect LOW
Description:
The measured intake manifold air temperature signal is below the normal operating range (the sensor is
integrated to the boost pressure sensor). Possible causes are:

Reaction in EEM:
active fault. Engine functions dependent on the intake manifold temperature are not active.
Solution:
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5.3.2 115, SPN 105, FMI 3, intake manifold temperature sensor defect HIGH
Description:
The measured intake manifold air temperature signal is above the normal operating range (the sensor is
integrated to the boost pressure sensor). Possible causes are:

Reaction in EEM:
Solution:
5.4 OIL PRESSURE SENSOR
5.4.1 96, SPN 100, FMI 4, Oil pressure sensor defect LOW
Description:
The measured oil pressure signal is below the normal operating range (< 0,2 V). Possible causes are:

· Oil pressure sensor power supply is not correct
Reaction in EEM:
FC is stored and oil pressure warning lamp is activated. Engine power will be reduced (FL1). CAN message
indicates active fault. Engine protection functions on oil pressure are not active.
NOTE: Engine oil pressure protection is not active. The engine may damage, if oil pressure is too low.
Solution:
· Check the 5 V power supply to the sensor (see 13.5.4).
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5.4.2 97, SPN 100, FMI 3, Oil pressure sensor defect HIGH
Description:
The measured oil pressure signal is above the normal operating range (> 4,7 V). Possible causes are:

Reaction in EEM:
indicates active fault. Engine protection functions on oil pressure are not active.
Solution:
5.4.3 95, SPN 100, FMI 31, Oil pressure sensor defect
Description:
The measured oil pressure sensor signal is too high (> 1,3V or > 200 kPa), when engine is not running.
Possible causes are:

Reaction in EEM:
indicates active fault. Engine protection functions on oil pressure are not active. No recovery before system
reset.
Solution:
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5.5 BOOST PRESSURE SENSOR
5.5.1 100, SPN 102, FMI 4, Boost pressure sensor defect LOW
Description:
The measured boost pressure signal is below the normal operating range (< 0,2 V). Possible causes are:

· Boost pressure sensor power supply is not correct
Reaction in EEM:
active fault. Engine functions dependent on the boost pressure are not active. No recovery before system
reset.
Solution:
5.5.2 101, SPN 102, FMI 3, Boost pressure sensor defect HIGH
Description:
The measured boost pressure signal is above the normal operating range (> 4,7 V). Possible causes are:

· Boost pressure sensor power supply is not correct
Reaction in EEM:
active fault. Engine functions dependent on the boost pressure are not active.
Solution:
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5.6 RAIL PRESSURE SENSOR
5.6.1 263, SPN 157, FMI 4, Rail pressure sensor defect LOW
Description:
The measured rail pressure signal is below the normal operating range (< 0,4 V). Possible causes are:
· The rail pressure sensor wiring is defective

· Rail pressure sensor power supply is not correct
· The rail pressure sensor is defective
Reaction in EEM:
FC is stored and warning lamp is activated. Engine power is heavily reduced (FL2) and speed is reduced to
1500 rpm (SL2). CAN message indicates active fault. Engine functions dependent on rail pressure are not
active.
Normally the fault code 391, SPN 9151, FMI 31, ‘PRV recognised as OPEN’ is related to the rail pressure
sensor fault. Due to the sensor fault, the closed loop rail pressure control is not possible any more. Full fuel
supply is demanded from the high-pressure pump and the high pressure will force the PRV (Pressure Relief
Valve) to open.
Solution:
· Check the rail pressure sensor wiring, connectors and contact surfaces of the connector pins
· Check the rail pressure sensor operation (see 13.5.6).
NOTE: Rail pressure sensor removal, inspection and replacement should be performed only by
qualified injection system service personnel. Special instructions may apply.
5.6.2 264, SPN 157, FMI 3, Rail pressure sensor defect HIGH
Description:
The measured rail pressure signal is above the normal operating range (> 4,8 V). Possible causes are:

19/02/2019 1

Reaction in EEM:
active.
Normally the fault code 391, SPN 9151, FMI 31, ‘PRV recognised as OPEN’ is related to the rail pressure
sensor fault. Due to the sensor fault, the closed loop rail pressure control is not possible any more. Full fuel
supply is demanded from the high-pressure pump and the high pressure will force the PRV (Pressure Relief
Valve) to open.
Solution:
5.7 FUEL FILTER PRESSURE SENSOR
5.7.1 291, SPN 94, FMI 4, Fuel filter pressure sensor defect LOW
Description:
The measured fuel filter pressure signal is below the normal operating range (< 0,2 V). Possible causes are:
· The fuel filter pressure sensor wiring is defective

· Fuel filter pressure sensor power supply is not correct
· The fuel filter pressure sensor is defective
Reaction in EEM:
active fault. Engine functions dependent on the fuel filter pressure are not active.
Solution:
· Check the fuel filter pressure sensor wiring, connectors and contact surfaces of the connector
· Check the fuel filter pressure sensor operation (see 13.5.5).
5.7.2 292, SPN 94, FMI 3, Fuel filter pressure sensor defect HIGH
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Description:
The measured fuel filter pressure signal is above the normal operating range (> 4,7 V). Possible causes are:

Reaction in EEM:
Solution:
5.7.3 442, SPN 9153, FMI 31, Fuel Filter pressure sensor, loose of contact
Description:
The measured fuel filter pressure signal has large, quick and random variations indicating poor contact
between the sensor and the ECU. Possible causes are:

Reaction in EEM:
FC is stored and warning lamp is activated. CAN message indicates active fault. Engine functions
dependent on the fuel filter pressure are not active.
Solution:
5.8 ENGINE SPEED SENSORS, GENERAL MONITORING
5.8.1 269, SPN 9090, FMI 31, Engine speed signal, evaluation error
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Description:
Engine speed and angular position measurement is based on signals from crankshaft speed sensor and
camshaft speed sensor. The evaluation error is activated, if any of these two sensor signals is found to be
defective or if the signals are not in correct phase compared to each other. One or more additional speed
sensor faults may be active together with the evaluation error fault. Possible causes are:
· Rapid engine speed changes due to rough engine running (problems with fuel supply/quality,
misfiring, mechanical defect), incorrect gear change, etc.
· No or invalid signal from crankshaft sensor. Possible causes:
- The sensor wiring is defective
- The sensor is defective
- Distance between the sensor and the trigger wheel is too high, possibly loose sensor
- The trigger wheel is defective
· No or invalid signal from camshaft sensor. Possible causes:
· The measured signals from the crankshaft sensor and the camshaft sensor are not in correct
phase. Possible causes:
- Crankshaft or camshaft sensor wiring is defective, possibly reverse connection
- Camshaft trigger wheel is mounted wrong
- Crankshaft trigger wheel has drifted
Reaction in EEM:
FC is stored and warning lamp is activated. CAN message indicates active fault. Engine power will be
reduced (FL1) and engine speed is limited to1800rpm (SL1). Engine starting may take longer than normally
and running may be bad due to missing/incorrect information for injection timing control. The engine may be
running with only one speed sensor signal.
Solution:
· If the engine is running roughly, check the condition of the fuel, the fuel system and the
mechanical condition of the engine according to the engine and vehicle service manuals.
· If the fault is coming up only occasionally, check the possible conditions causing abnormal
engine speed changes, e.g. vehicle mishandling
· Check the crankshaft and camshaft sensor wiring, connectors and contact surfaces of the
connector pins (possible oxidation). Look also for possible reverse connection (see 13.5.7 and
13.5.8).
· Check the coil resistance of the sensors (the engine must be stopped) (see 13.5.7 and 13.5.8).
The normal resistance values at + 20 °C are:
- Crankshaft sensor coil: 1120 - 1530 Ohms
- Camshaft sensor coil: 774 - 946 Ohms
· Check the crankshaft and camshaft sensor mounting. The air gap between the sensor tip and
trigger wheel teeth should be 0,2 - 1,0 mm.
· Check the condition and mounting of the camshaft trigger wheel and the crankshaft trigger
wheel (damaged teeth, positioning of the trigger wheels) (see [2]).
5.9 CRANK SPEED SENSOR

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5.9.1 271, SPN 9070, FMI 31, Crank speed signal TPU
Description:
The crankshaft speed and angular position evaluation module expects a defined sequence of pulses from
the crankshaft speed sensor (trigger wheel with 58 teeth and gap 2 teeth wide). If the pulses are not
received at correct time, the Time Processing Unit (TPU) reports a fault. Possible causes are:
· Invalid signal from crankshaft sensor. Possible causes:
Reaction in EEM:
and running may be bad due to missing/incorrect information for injection timing control. The engine runs
with camshaft speed sensor signal.
Solution:
· Check the crankshaft sensor wiring, connectors and contact surfaces of the connector pins
(possible oxidation). Look also for possible reverse connection (see 13.5.7).
· Check the coil resistance of the crankshaft sensor (the engine must be stopped) (see 13.5.7).
The normal resistance values at + 20 °C is 1120 - 1530 Ohms.
· Check the crankshaft sensor mounting. The air gap between the sensor tip and trigger wheel
teeth should be 0,2 - 1,0 mm.
· Check the condition and mounting of the crankshaft trigger wheel (damaged teeth, positioning of
the trigger wheel). See [2].
5.9.2 272, SPN 9071, FMI 31, Crank speed signal, too much noise pulses
Description:
The crankshaft speed and angular position evaluation module expects a defined sequence of pulses from
the crankshaft speed sensor (trigger wheel with 58 teeth and a gap 2 teeth wide). If too many pulses are
received between two gaps, the system reports a fault. Possible causes are:

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- An external electromagnetic disturbance is affecting the sensor signal

Reaction in EEM:
Solution:
· Check the coil resistance of the crankshaft sensor (the engine must be stopped) (see
13.5.7).The normal resistance values at + 20 °C is 1120 - 1530 Ohms.
· Look for possible electromagnetic noise sources on or close to the vehicle, disturbing the speed
sensor signal (devices using or carrying high currents, high voltages or strong magnetic fields).
· Check the condition and mounting of the crankshaft trigger wheel (damaged teeth, positioning of
5.9.3 273, SPN 9072, FMI 31, Crank speed sensor, reverse connected
Description:
For correct crankshaft speed and angular position evaluation, the pulses from the crankshaft speed sensor
must have correct direction of voltage change when switching between teeth and gaps during rotation. A
monitoring function can detect the reverse polarity condition and report a fault. Possible causes are:

- The sensor wiring is defective (signal lines reversed)
Reaction in EEM:
Solution:
(possible oxidation). Look for possible reverse connection (see 13.5.7).
· Check the coil resistance of the crankshaft sensor (the engine must be stopped) (see 13.5.7).
The normal resistance values at + 20 °C is 1120 - 1530 Ohms.
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· Check the condition of the crankshaft trigger wheel. A damaged tooth may generate an
abnormal pulse shape, which can detected as reverse condition. See [2].
5.10 CAM SPEED SENSOR
5.10.1 281, SPN 9080, FMI 31, Cam speed signal APS
Description:
Engine angular position is evaluated by two separate functions:

Angle based Phase system (APS)
Time based Phase System (TPS)
The calculation is based on crankshaft sensor signal, camshaft sensor signal and internal ECU time
calculation. The use of the two functions depends on the engine running state.
The camshaft speed and angular position evaluation module expects a defined sequence of pulses from the
camshaft speed sensor (trigger wheel with 4 (4-cyl. engine) or 6 (6-cyl. engine) phase marks and one sync
mark).
Possible causes for the APS calculation fault are:
· Invalid signal from camshaft sensor. Possible causes:
Reaction in EEM:
with crankshaft speed sensor signal.
Solution:
· Check the camshaft sensor wiring, connectors and contact surfaces of the connector pins
· Check the coil resistance of the camshaft sensor (the engine must be stopped) (see 13.5.8). The
normal resistance values at + 20 °C is 774 – 946 Ohms.
· Check the camshaft sensor mounting. The air gap between the sensor tip and trigger wheel
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· Check the condition and mounting of the camshaft trigger wheel (damaged teeth, positioning of
Check the ECU operation with another EEM3 controller (NOTE: See the instructions for ECU replacement
in section 9). If the system is functional and the fault is not active with the replacement ECU, then the
original ECU is defective.
5.10.2 282, SPN 9081, FMI 31, Cam speed signal TPS
Description:
Engine angular position is evaluated by two separate functions:

Angle based Phase system (APS)
Time based Phase System (TPS)
The calculation is based on crankshaft sensor signal, camshaft sensor signal and internal ECU time
calculation. The use of the two functions depends on the engine running state.
The camshaft speed and angular position evaluation module expects a defined sequence of pulses from the
camshaft speed sensor (trigger wheel with 4 (4-cyl. engine) or 6 (6-cyl. engine) phase marks and one sync
mark).
Possible causes for the TPS calculation fault are:
Reaction in EEM:
Solution:
· Check the condition and mounting of the camshaft trigger wheel (damaged teeth, positioning of
the trigger wheel) (see [2]).
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5.10.3 283, SPN 9082, FMI 31, Cam speed sensor, reverse connected
For correct crankshaft speed and angular position evaluation, the pulses from the camshaft speed sensor
must have correct direction of voltage change when switching between teeth and gaps during rotation. A
monitoring function can detect the reverse polarity condition and report a fault. Possible causes are:

Reaction in EEM:
Solution:
· Check the condition of the camshaft trigger wheel. A damaged tooth may generate an abnormal
pulse shape, which can detected as reverse condition (see [2]).
5.10.4 284, SPN 9083, FMI 31, No cam speed signal found
The system has not been able to detect any signal from the camshaft sensor. Possible causes are:
· Invalid or no signal from camshaft sensor. Possible causes:

Reaction in EEM:
Solution:
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· Check the condition of the camshaft trigger wheel. A damaged tooth may generate an abnormal
pulse shape (see [2]).
5.11 AUXILIARY SENSOR DIAGNOSTICS
Description:
The measured voltage from the throttle 1 position sensor is below the normal operating range. Possible
causes are:
· The mechanical travel adjustment of the throttle position sensor is not correct or the sensor is
loose
· The throttle position sensor is defective
· The throttle position sensor wiring is defective
· Fuel throttle position sensor power supply is not correct
Reaction in EEM:
FC is stored and warning lamp is activated. CAN message indicates active fault. Engine may run only at low
idle speed, depending on system configuration. Engine operation will return back to normal, when throttle
position sensor signal is in normal range.
Solution:
· Check the throttle position sensor operation (output voltage) through the whole mechanical
travel. See the vehicle service manual for inspection/adjustment procedure and sensor wiring.
(See section 14) for sensor connection to the EEM3 control unit. Note: The sensor supply may
also come from a vehicle control unit.
· Check the throttle position sensor wiring, connectors and contact surfaces of the connector pins
(possible oxidation). See the vehicle service manual for sensor wiring. . (See section 14) for
sensor connection to the EEM3 control unit.
· If applicable, check the 5 V power supply from EEM3 ECU to the sensor. Otherwise, check the
respective power supply from a vehicle control unit. . (See section 14) for sensor connection to
the EEM3 control unit.

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Description:
The measured voltage from the throttle 1 position sensor is above the normal operating range. Possible
causes are:
loose
Reaction in EEM:
Solution:
(possible oxidation). See the vehicle service manual for sensor wiring. (See section 14) for
respective power supply from a vehicle control unit. (See section 14) for sensor connection to the
EEM3 control unit.
Description:
causes are:
loose
Reaction in EEM:
Solution:
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EEM3 control unit.
Description:
causes are:
loose
Reaction in EEM:
Solution:
respective power supply from a vehicle control unit. (See section 14)for sensor connection to the
EEM3 control unit.
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Description:
causes are:
loose
Reaction in EEM:
Solution:
EEM3 control unit.
Description:
causes are:
loose
Reaction in EEM:
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Solution:
EEM3 control unit.
5.11.7 449, SPN 107, FMI 31, Air filter pressure sensor defect
Description:
EEM3 monitoring system has detected engine air filter sensor/switch problem. Monitoring has detected low
engine air filter pressure information while engine is NOT running. Possible reason is defective pressure
sensor/switch or defective wiring.
This fault code is optional. Sensor, switch and wirings are provided by vehicle manufacturer. See vehicle
manufacturer operator manual for detailed troubleshooting for fault.
Reaction in EEM:
FC is stored and warning is activated. CAN message indicate active fault.
Solution1:
See vehicle manufacturer operator’s manual to detect possible reason for sensor defect.
6 FUEL INJECTION SYSTEM MONITORING
6.1 Fuel supply
6.1.1 441, SPN 9152, FMI 31, Fuel Filter pressure, fluctuating
Description:
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The measured fuel filter pressure is detected to fluctuate more than normal range. Possible reasons for the
fuel pressure fluctuation are:
· Leakage in the low pressure side, after electric fuel lift pump.
· The fuel lift pump is defective
· The fuel pressure sensor is defective
· The fuel pressure sensor wiring is defective
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault.
Solution:
Find cause for the fuel pressure fluctuation, if fault is continuously active:
· Check the level of the fuel in the tank
· Check the possible leakages of low pressure pipes.
· Check the fuel lift pump operation.
· Check the fuel lift pump wirings, connectors and contact surfaces of the connector pins (possible
oxidation).
6.1.2 445, SPN 94, FMI 16, Fuel Filter pressure ABOVE NORMAL
Description:
EEM3 monitoring system has detected measured fuel filter pressure above normal level. Possible reasons
for the fuel pressure above normal are:

Reaction in EEM:
Solution:
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· Check the fuel lift pump operation.
oxidation).
6.1.3 446, SPN 94, FMI 18, Fuel Filter pressure BELOW NORMAL
Description:
EEM3 monitoring system has detected measured fuel filter pressure below normal level (<110kPa).
Possible reasons for the fuel pressure below normal are:
· No fuel in the tank (defective instrument panel showing false level)

· Filter is choked (impurities, freezing, etc.).
· Leak / air in the fuel system.
· PRV valve is sticked open position
Reaction in EEM:
FC is stored and warning is activated. Engine power and speed will be reduced (FL1 and SL1). CAN
message indicates an active fault.
Solution:
Check that lift pump above filter is running. It should run for one minute after switching ignition on. Observe
the possible lift pump indicator (green led) on the Service Tool.
If the lift pump is running (and the lift pump indicator on the Service Tool is green), check
following paths:
· Check, if filter is choked (impurities, freezing, etc.) àreplace the filters (pre- and main filters)
· Check, if leak / air is in the fuel system.
· Check the fuel level from the tank! (Maybe gauge is showing wrong level).
· Check the pressure relief valve visually, in case of inpurities (see 13.3). If there are impurities,
clean the valve or replace with new. Thighten the valve according service manual.
If the lift pump is NOT running (and the lift pump indicator on the Service Tool is green), check following
paths:
· Fuse of the feed pump.
· Relay of the feed pump.
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oxidation).
If the power supply and wirings to feed pump is OK, but lift pump is not running, then the lift pump is
damaged and has to be replaced.
6.1.4 253, SPN 174, FMI 16, Fuel temperature ABOVE NORMAL (> + 90 °C)
Description:
The measured fuel temperature rises above the warning limit (+90 °C). Possible causes for the high
temperature indication are:
· The fuel in the tank is too hot

Reaction in EEM:
active fault.
Solution:
Find cause for the high fuel temperature indication:
· Check the temperature of the fuel in the tank

· If the tank is almost empty and the ambient temperature is high, the temperature may rise
due to hot fuel return
· Transmission or other heat source may warm up the tank
6.1.5 121, SPN 97, FMI 31, Water in fuel (optional sensor)
Description:
Water level in the water separator rises to warning level. Example: condensation water.
Reaction in EEM:
FC is stored and warning is activated.
Solution:
Check water separator at the bottom of the pre-filter. Drain water from the fuelling system.
If there is no water in the fuelling system:
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· Check the wiring from EEM3 ECU to sensor connector (see 13.5.9).
· Check the supply voltage at water detector sensor connector from pin A (+12V) to pin C (GND).
· If Power supply to the sensor is correct and there are no breaks or short circuits in wirings ->
replace sensor.
6.2 RAIL PRESSURE MONITORING
6.2.1 265, SPN 157, FMI 16, Rail pressure ABOVE NORMAL
Description:
The measured rail pressure is above the warning limit:

CP1H high pressure pump: 155 Mpa
CP3.3 high pressure pump: 155 Mpa
· The high pressure pump is not working correctly

Reaction in EEM:
active.
Solution:
· Check the high pressure pump:

· Look for possible high pressure pump faults and inspect accordingly (e.g. faults with wiring
and connectors)
· Check the high pressure pump operation with Service Tool test function or have the pump
inspected by an authorized Bosch service dealer
6.2.2 381, SPN 157, FMI 1, Rail pressure LOW
Description:
The measured rail pressure is below the warning limit. Warning limit is depending the engine speed.
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· No fuel in the tank (defective instrument panel)

· Filter is choked (impurities, freezing, etc.).
· Leak / air in the system (low fuel pressure side).
· Fuel leakage from high pressure side
Reaction in EEM:
active.
Note: Due to the very high injection pressure (1400bar), during engine running there is a serious risk
for injury, if the high pressure side has a leakage.
This fault will typically activate, when there is a fuel supply problem on fuel low pressure side.
If the fault is not continuously active, see solution1.
Solution 1:
· Check the fuel level from the tank! (Maybe gauge is showing wrong level).
· Check, if the fuel filters are choked (impurities, freezing, etc.) àreplace the filters (pre- and main
filters).
· Check the fuel low pressure side for possible leak / air in the fuel system.
oxidation).
This fault will typically activate, when there is a fuel supply problem on fuel low pressure side.
If the fault is continuously active, see solution2:
Solution 2:
· Stop the engine. Check visually the engine high pressure pipes etc. for possible leakage.

and connectors)
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6.2.3 382, SPN 157, FMI 0, Rail pressure HIGH
Description:
The measured rail pressure is over critical limit. Measured pressure is >1700bar. In normal conditions the
pressure release valve (PRV) opens at a critical pressure(1600 – 1650 bar). In case PRV mechanical
failure, EEM3 system continuously monitors rail pressure and if measured pressure>1700bar, engine will
shutdown immediately.

· Pressure release valve (PRV) is not working correct
Reaction in EEM:
FC is stored and warning lamp is activated. The engine will stop immediately. CAN message indicates, that
shutdown is pending.
Solution:
and connectors)
· In case of damaged pressure release valve(PRV), high pressure pump or wiring harness,
replace damaged parts according service manual.
NOTE: High pressure parts removal, inspection and replacement should be performed only by
6.2.4 383, SPN 9150, FMI 16, Rail pressure, Negative deviation
Description:
EEM3 monitoring system has detected negative deviation on rail pressure. Measured rail pressure is not
decreasing according the setpoint value to MPROP. Typically it’s indicating clogged diesel fuel return line(to
tank), leakage in the MPROP or MPROP stick with open condition.
· Fuel return line back to tank is clogged

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Note: Fault code 391, SPN9151, FMI31 “PRV recognised as open” may activate this fault also.
Reaction in EEM:
active.
Solution1:
Turn the ignition key off and back on. Start the engine; if the fault code is not active, reason might have
been:
· A temporarily pressure peak (breakdown), during engine running. Example abnormal load
drop/fuel quantity drop during running.
If the fault do not activate within next 10 operating hours, probably reason was too sensitive diagnostic
function.
Solution2:
Turn the ignition key off and back on. Start the engine; if the fault code is active always when engine is
running, check the following paths:
· Check the fuel return line. During engine running, constant diesel fuel flow should return to fuel
tank(minimum 3 L/h).
To detect possible return line problem:
· Return the diesel fuel temporarily to canister from engine return line connector. Check correct
engine return line location from engine/vehicle service manual.
· If the fault do not activate anymore, probably reason is clogged return line.

and connectors)
· In case of damaged high pressure pump, rail pressure sensor or wiring harness, replace
damaged parts according service manual.
Solution3: valid only for 4-valve engines.
· Check the tightness of injectors side feed pipes. See correct tightening torque and operating
instructions from engine repair manual.
6.2.5 384, SPN 9150, FMI 18, Rail pressure, Positive deviation
Description:
EEM3 monitoring system has detected positive deviation on rail pressure. Measured rail pressure is not
increasing according the setpoint value to MPROP. Typically it’s indicating a leakage in the injector or
somewhere else at high pressure side.
Note: Due to the very high injection pressure (max. 1400bar), during engine running there is a
serious risk for injury, if at high pressure hide is a leakage.
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· Air in the fuel at high pressure side(empty tank)

· The injector is not working correctly (internal leakage)
· The pressure relief valve is not working properly(leakage)
· The high pressure pump is not working properly
· MPROP solenoid valve in the high pressure pump is not working properly(defective)
· There’s a leakage at high pressure side(external leakage)
Note: Fault code 391, SPN9151, FMI31 “PRV recognised as open” may activate this fault also.
Reaction in EEM:
active.
Solution1:
been:
If the fault do not activate within next 10 operating hours, probably reason was too sensitive diagnostic
function.
Solution2:
· Check the nozzles operation with Service Tool test function or have the injectors inspected by an
authorized Bosch service dealer.
· Check the high pressure pump operation with Service Tool test function. If test results are
showing leakage at high pressure pump, defective part can be high pressure pump or MPROP
solenoid valve.
· In case of damaged injector,pressure relif valve, high pressure pipe, rail pressure sensor or
wiring harness, replace damaged parts according service manual.
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6.2.6 385, SPN 9150, FMI 5, Rail pressure, Leakage detected during low idle
Description:
EEM3 monitoring system has detected leakage on high pressure side of injection system during low idle.
This fault is monitored only at low idle.

Reaction in EEM:
active.
Solution1:
solenoid valve.
· Check the tightness of injector’s side feed pipes. See correct tightening torque and operating
6.2.7 386, SPN 9150, FMI 8, Rail pressure, Leakage detected by quantity balance
Description:
EEM3 monitoring system has detected leakage on high pressure side of injection system by quantity
balance. The set value of current for MPROP is higher than limit value.
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Reaction in EEM:
active.
Solution1:
solenoid valve.
6.2.8 387, SPN 9150, FMI 31, Rail pressure, Leakage detected during overrun
Description:
EEM3 monitoring system has detected leakage on high pressure side of injection system during engine
overrun. Fault is monitored only when vehicle is not consuming any fuel while overrun.

19/02/2019 1

Reaction in EEM:
active.
Solution1:
solenoid valve.
6.2.9 391, SPN 9151, FMI 31, PRV recognised as open
Description:
The pressure release valve (PRV) opens at a critical pressure (PRV opening pressure) and causes a
pressure drop in the rail. EEM3 monitoring system has recognized an open pressure relief valve by
detection of pressure variation in the rail. The pressure relief valve (PRV) is a mechanical safety valve,
which guarantees that pressure does not rise above specific value. If the PRV opens it will stay open as
long as the engine is running.
Reaction in EEM:
FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/SL2: 1500
rpm). CAN message indicates active fault.
Note1: Due to that PRV is open; Rail pressure will be stable 600 – 700 bar and overflow from FIE to fuel
tank is HIGH!
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Note2: In case of loose rail pressure sensor or rail pressure sensor error, fault code 391, SPN 9151, FMI31
“PRV recognised as open” is activated also. Due to that there is no valid rail pressure information available;
EEM3 monitoring system will kick-off the PRV open.
Solution1:
been:
· If the fault do not activate within next 10 operating hours, probably reason was too sensitive
diagnostic function.
Solution2:
· Check (from the high pressure pump) the MPROP wiring terminal connector is in final position
(locking position).
· Check (from the high pressure pump) the MPROP wiring terminal surfaces and the pins for
possible oxidation in connection surfaces (see 13.4).
Measure the wiring harness condition from ECU to MPROP:
· Measure between the low side (hp 2) from wiring terminal to ECU connector 3 (pin 3.10), to see
if there is a fault cable (see 13.4).
· Measure the battery+ supply to MPROP; between the high side (pin hp1) and engine ground, to
see if there is a fault cable or incorrect power supply. Voltage level should be the same as battery
voltage.
· Measure the solenoid valve coil resistance. Correct resistance: 2.6 – 3.15 Ω at +20ºC (see 13.4
and 13.2).
· In worst case the problem can be a defective high pressure pump. This could be caused by
impurities in the low pressure side.
· In case of damaged solenoid valve, high pressure pump or wiring harness, replace damaged
parts according to service manual.
NOTE: High pressure parts removal, inspection and replacement should be performed only by
6.2.10 392, SPN 9151, FMI 7, PRV is sticking
Description:
If the rail pressure is above monitoring limit for a certain time, EEM3 monitoring system will start the kick-off
function to open the PRV. If this kick-off function was not successful, fault code 392, SPN 9151, FMI 7,
“PRV is sticking” will be activated.
Reaction in EEM:
Solution:
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· Possible reason is defective PRV (pressure release valve).
NOTE: PRV removal, inspection and replacement should be performed only by qualified injection
system service personnel. Special instructions may apply.
6.3 INJECTOR DIAGNOSTICS
The EEM3 ECU has dedicated monitoring functions for injector solenoid valves. Depending on the type of
fault, either individual injector or group of injectors called as bank, may be cut off.
Description:
EEM3 monitoring system has detected short circuit to ground at injector solenoid valve 1 on cylinder 1.
Reaction in EEM:
Short circuit to ground of solenoid valve low side will switch off a single nozzle.
Short circuit to ground of solenoid valve high side will switch off the bank (solenoid valves 1, 5 and 3).
Solution1:
4-valve engines (see sections 13.1.1 and 13.4 for ECU connector location and wiring diagrams)
· Check the ECU connector 3 locking. The connector metallic locking lever must be in final
position (locking position).
· Check the ECU connector 3 contact terminals and the ECU pins for possible oxidation.
· Check the solenoid valve 1 cable connector fastening. Correct tightening value for nuts is
1,5Nm!
· Check carefully solenoid valve 1 connector installation for possible ground connection of
terminals, e.g. to valve covers.
·On the injector harness valve cover connector, measure the resistance between solenoid valve
1 contact pins and the engine ground for possible short circuit to ground:
6 cylinder engines: 4 cylinder engines:
- High side: Pin 1 for sh1 High side: Pin 1 for sh1
- Low side: Pin 8 for sl1 Low side: Pin 8 for sl1
See 13.4.2 See 13.4.4
·On the injector harness ECU connector (connector 3), measure the resistance between solenoid
valve contact pins and the engine ground for possible short circuit to ground:
See 13.4.2 See 13.4.4
·Check the high side and low side wiring between solenoid valve 1 terminals and ECU connector
3:
See 13.4.2 See 13.4.4
· Measure the solenoid valve 1 coil resistance. Correct resistance is 0,21-0,25 Ohm at +20ºC.
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· Measure the resistance between the solenoid valve 1 cable terminals and the engine ground to
see, if there is a short circuit to ground in the solenoid valve.
· In case of damaged solenoid valve/Injector or wiring harness, replace the damaged parts
according to the service manual.
Solution2:
2-valve engines (see sections 13.1.1 and 13.4 for ECU connector location and wiring diagram)
1,5Nm!
valve 1 contact pins and the engine ground for possible short circuit to ground:
See(13.4.1) See(13.4.3)
· Check the high side and low side wiring between solenoid valve 1 terminals and ECU connector
3:
See(13.4.1) See(13.4.3)
Description:
EEM3 monitoring system has detected short circuit between cables of injector solenoid valve 1 on cylinder
1. Short circuit to battery (+) from solenoid valve low side (sl1) will activate this fault, too.
Reaction in EEM:
Short circuit between cables will switch off the bank (solenoid valves 1, 5 and 3).
Solution:
·Check the high side and low side wiring between solenoid valve 1 terminals and ECU connector
3:
- High side: Pin 4 for sh 1 High side: Pin 4 for sh 1
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- Low side: Pin 13 for sl 1 Low side: Pin 13 for sl 1

See(13.4.1) See(13.4.3)
· Check the solenoid valve 1 low side wiring (sl1) for possible short circuit to any line or terminal
connected to battery (+).
Description:
EEM3 monitoring system has detected open circuit in the wiring of injector solenoid valve 1 on cylinder 1.
Reaction in EEM:
Solution:
1,5Nm!
Check the high side and low side wiring between solenoid valve 1 terminals and ECU connector
3:
- High side: Pin 4 for sh 1 High side: Pin 4 for sh 1
- Low side: Pin 13 for sl 1 Low side: Pin 13 for sl 1
See(13.4.1) See(13.4.3)
Description:
EEM3 monitoring system has detected fast decay error at injector solenoid valve 1 on cylinder 1.
Fast decay control is monitoring, that the solenoid valve is closed fast enough after each injection. Fast
decay error means, that injector valve will be open longer than intended.
Reaction in EEM:
FC is stored and warning is activated. Engine power and speed will be heavily reduced (FL2/sl2: 1500 rpm).
CAN message indicate active fault.
Fast decay error will switch off the bank (solenoid valves 1, 5 and 3).
Solution:
· Turn the ignition key off and back on. Start the engine. If the fault code is active always when
engine is running, reason might be a defective ECU.
19/02/2019 1
Description:
EEM3 monitoring system has detected current level error at injector solenoid valve 1 on cylinder 1. The
probable cause for the problem is temporary current peak at solenoid valve.
Reaction in EEM:
Current level error will switch off the bank (solenoid valves 1, 5 and 3).
Solution:
· The probable cause for the problem is temporary current peak at solenoid valve. This may
happen due to temporary malfunction of nozzle. If the fault cannot be repeated within the next 10
operating hours, there’s no mechanical fault in the solenoid valve.
engine is running, reason might be a defective solenoid valve (nozzle) or incorrect solenoid valve
or nozzle for the engine type.
· In case of damaged solenoid valve/Injector, replace damaged parts according service manual.
Description:
Reaction in EEM:
rpm). CAN message indicate active fault.
Short circuit to ground of solenoid valve low side, will switch off a single nozzle.
Short circuit to ground of solenoid valve high side, will switch off the bank (solenoid valves 6, 2 and 4)
Solution1:
1,5Nm!
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· On the injector harness valve cover connector, measure the resistance between solenoid valve
See 13.4.2 See 13.4.4
See 13.4.2 See 13.4.4
3:
See 13.4.2 See 13.4.4
Solution2:
1,5Nm!
See(13.4.1) See(13.4.3)
3:
See(13.4.1) See(13.4.3)
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Description:
Reaction in EEM:
Solution:
3:
See(13.4.1) See(13.4.3)
· Check the solenoid valve 2 low side wiring (sl5) or (sl2) for possible short circuit to any line or
terminal connected to battery (+).
Description:
Reaction in EEM:
Solution:
1,5Nm!
3:
See(13.4.1) See(13.4.3)
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Description:
Reaction in EEM:
Solution:
· Turn the ignition key off and back on. Start the engine; if the fault code is Turn the ignition key off
and back on. Start the engine. If the fault code is active always when engine is running, reason
might be a defective ECU.
Description:
Reaction in EEM:
Solution:
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Description:
Reaction in EEM:
Solution1:
1,5Nm!
See 13.4.2 See 13.4.4
See 13.4.2 See 13.4.4
3:
See 13.4.2 See 13.4.4
Solution2:
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1,5Nm!
See(13.4.1) See(13.4.3)
3:
See(13.4.1) See(13.4.3)
Description:
Reaction in EEM:
Solution:
3:
See(13.4.1) See(13.4.3)
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Description:
Reaction in EEM:
Solution:
1,5Nm!
3:
See(13.4.1) See(13.4.3)
Description:
Reaction in EEM:
Solution:
Description:
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Reaction in EEM:
Solution:
Description:
Reaction in EEM:
Solution1:
1,5Nm!
See 13.4.2 See 13.4.4
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See 13.4.2 See 13.4.4
3:
6 cylinder engines: 4 cylinder engine
See 13.4.2 See 13.4.4
Solution2:
1,5Nm!
3:
Description:
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Reaction in EEM:
Solution:
3:
See(13.4.1) See(13.4.3)
Description:
Reaction in EEM:
Solution:
1,5Nm!
3:
See(13.4.1) See(13.4.3)
Description:
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Reaction in EEM:
Solution:
Description:
Reaction in EEM:
Solution:
Description:
Reaction in EEM:
Solution1:
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1,5Nm!
- High side: Pin 3 for sh2
- Low side: Pin 6 for sl2
· On the injector harness ECU connector (connector 3), measure the resistance between solenoid
3:
Solution2:
1,5Nm!
3:
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Description:
Reaction in EEM:
Solution:
3:
Description:
Reaction in EEM:
Solution:
1,5Nm!
3:
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Description:
Reaction in EEM:
Solution:
Description:
Reaction in EEM:
Solution:
Description:
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Reaction in EEM:
Solution1:
1,5Nm!
- High side: Pin3 for sh4
3:
Solution2:
1,5Nm!
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3:
Description:
Reaction in EEM:
Solution:
3:
6.3.28 363 SPN 9136, FMI 5, Solenoid valve6, OPEN CIRCUIT
Description:
Reaction in EEM:
Solution:
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1,5Nm!
3:
Description:
Reaction in EEM:
Solution:
Description:
Reaction in EEM:
Solution:
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6.4 HIGH PRESSURE PUMP CONTROL (MPRPOP control)
6.4.1 421, SPN 9174, FMI 6, MPROP control, Short circuit to ground
Description:
EEM3 monitoring system has detected short circuit to ground on MPROP low side powerstage (ECU
connector 3, pin 3.10).
Reaction in EEM:

Note1: Due to that there is no control pulse (PWM) for MPROP; high pressure pump will start to provide full
fuel quantity and pressure for rail.
Note2: Fault code 391, SPN 9151 FMI 7, “PRV recognised as open” will be activated also, due to full fuel
quantity and pressure at rail.
Solution:
possible oxidation in connection surfaces (see 13.2) and (see 13.4.1).
· Switch the ignition key off(power off from ECU). Measure the low side (hp 2) from wiring terminal
to engine ground, to see if there is a short circuit to ground (see 13.4.1).
· Measure the solenoid valve coil resistance. Correct resistance: 2.6 – 3.15 Ω at +20ºC (see
13.2).
· Measure from MPROP solenoid valve connector pins to engine ground, to see if there is a short
circuit to ground in the solenoid valve (see 13.4.1).
· In case of damaged solenoid valve or wiring harness, replace damaged parts according service
manual.
6.4.2 422, SPN 9174, FMI 3, MPROP control, Short circuit to BAT+
Description:
EEM3 monitoring system has detected short circuit to battery + on MPROP low side powerstage (ECU
connector 3, pin 3.10).
Reaction in EEM:

Solution:
· Measure the low side (hp 2) from wiring terminal to engine ground, to see if there is a short
circuit to battery+ (see 13.4.1).
13.2).
manual.
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6.4.3 423, SPN 9174, FMI 5, MPROP control, Open circuit
Description:
EEM3 monitoring system has detected open circuit on MPROP low side powerstage (ECU connector 3, pin
3.10).
Reaction in EEM:

Solution:
· Check (from the high pressure pump) the MPROP wiring terminal connector is in final position
(locking position).
if there is a fault cable (see 13.4.1).
13.2).
manual.
6.4.4 424, SPN 9174, FMI 31, MPROP control, Excess temperature
Description:
EEM3 monitoring system has detected excess temperature in CJ945-controlled powerstage. When battery+
defect occurs repeatedly, the CJ945 gives an early warning of an overtemperature condition in the chip.
Reaction in EEM:

Solution:
· This fault will be activated always, if short circuit to battery+ (FC 422, SPN 9174, FMI 3) has
caused excess temperature for CJ945.
· Turn the ignition key off and back on. Start the engine; if the fault code is active always when
Check the ECU operation with another EEM3 controller (See the instructions for ECU replacement in
section 9). If the system is functional and the fault is not active with the replacement ECU, then the original
ECU is defective.
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7 ECU DIAGNOSTICS
7.1 ECU supply voltage
7.1.1 18, SPN 168, FMI 0, Battery voltage VERY HIGH (> 36 V)
Description:
Supply voltage for EEM3 controller is very high >36V
Reaction in EEM:
Solution:
· Check working of the generator, if charging voltage is correct.
7.1.2 17, SPN 168, FMI 1, Battery voltage VERY LOW (< 6,5 V)
Description:
Supply voltage for EEM3 controller is very low.
Reaction in EEM:
Solution:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code 17 is active
continuously, check following path:
· Check condition of the battery for too low voltage.

· Check contacts through wiring from the battery to the EEM3 for bad contact at some connector.
(See 13.1.2)
· Check working of the generator.
7.1.3 371, SPN 168, FMI 18, Battery voltage BELOW NORMAL (< 7,8 V)
Description:
Supply voltage for EEM3 controller is too low.
Reaction in EEM:
Solution:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code 371 SPN
168, FMI 18 is active continuously, check following path:

· Check contacts through wiring from the battery to the EEM3 for bad contact at some connector
(see 13.1.2).
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7.1.4 372, SPN 168, FMI 16, Battery voltage ABOVE NORMAL
Description:
Supply voltage for EEM3 controller is above normal.
Fault code limit for 12V systems: 17 V
Fault code limit for 24V systems: 30V
Reaction in EEM:
Solution:
7.2 Power management
7.2.1 221, SPN 9025, FMI 31, Self test shutoff paths, watchdog
Description:
The watchdog checks the function of the microprocessor with a question/answer routine and switches off
the power stages in the event of a malfunction of the microprocessor. This fault is related to test of the ECU
hardware watchdog. The test is made during system start-up when the engine is not running. The ECU
triggers the watchdog intentionally that leads to switch off the power stages. When the power stages are
switched off any injections shouldn’t be possible. The ECU tries to schedule fuel injections on all cylinders, if
an injection is detected the fault is activated.
Reaction in EEM:
FC is stored and warning is activated. Power stages will be switched off.
Solution:
· Switch the ignition key off, wait few seconds and switch the ignition key again on, if the fault
occurs again the ECU is defective.
· Check the ECU operation with another EEM3 controller (See the instructions for ECU
ECU is defective.
NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because
of engine S/N mismatch or engine specification mismatch. If the controller needs to be replaced,
the new EEM3 controller needs to be coupled to the current Engine Identification Module (IDM)
using the Service Tool.
7.2.2 222, SPN 9026, FMI 3, Self test shutoff paths, processor voltage check HIGH
Description:
The internal supply voltage of the microprocessor is controlled by an internal voltage check. If the supply
voltage overshoots a certain voltage range, the check generates an output signal that leads to switch off the
power stages. This fault is related to test of the out put signal. The test is made during system start-up when
the engine is not running. The ECU intentionally fails the supply voltage check that leads to switch off the
power stages. When the power stages are switched off any injections shouldn’t be possible. The ECU tries
to schedule fuel injections on all cylinders, if an injection is detected the fault is activated.
Reaction in EEM:

19/02/2019 1
Solution:
ECU is defective.
NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated,
because of engine S/N mismatch or engine specification mismatch. If the controller needs to be
replaced, the new EEM3 controller needs to be coupled to the current Engine Identification
Module (IDM) using the Service Tool.
7.2.3 223, SPN 9027, FMI 4, Self test shutoff paths, processor voltage check LOW
Description:
The internal supply voltage of the microprocessor is controlled by an internal voltage check. If the supply
voltage undershoots a certain voltage range, the check generates an output signal that leads to switch off
the power stages. This fault is related to test of the out put signal. The test is made during system start-up
when the engine is not running. The ECU intentionally fails the supply voltage check that leads to switch off
the power stages. When the power stages are switched off any injections shouldn’t be possible. The ECU
tries to schedule fuel injections on all cylinders, if an injection is detected the fault is activated.
Reaction in EEM:
Solution:
ECU is defective.
7.2.4 231, SPN 9033, FMI 31, ECU Shut-off does not work
Description:
When the ignition key has been switched off to shut off the system the ECU executes definite routines and
finally the ECU switches off power supply from itself. After the final switch off command is given to the ECU
a shut off timer is started to increment and if this timer is able to reach the certain value, this means the
software is still running and the ECU power is not off.
Reaction in EEM:
Warning is activated. The ECU shut off fault status is stored to the EEPROM memory and begins of next
driving cycle the status is checked. Checking of the status is related to fault code 233, SPN 9034, FMI 31,
‘ECU Shut-off did not work at last time’.
Solution:
· Switch continuous power to the ECU off, wait few seconds and switch continuous power and
ignition key again on, if the fault occurs again during next ECU shut off the ECU is defective.
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ECU is defective.
NOTE: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of engine
S/N mismatch or engine specification mismatch. If the controller needs to be replaced, the new EEM3
controller needs to be coupled to the current Engine Identification Module (IDM) using the Service Tool.
7.2.5 233, SPN 9034, FMI 31, ECU Shut-off did not work at last time
Description:
When the ignition key has been switched off to shut off the system the ECU executes definite routines and
finally the ECU switches off power supply from itself. After the final switch off command is given to the ECU
a shut off timer is started to increment and if this timer is able to reach the certain value, this means the
software is still running and the ECU power is not off. The ECU shut off fault status is stored to the
EEPROM memory and begins of next driving cycle the status is checked and the fault is activated.
Reaction in EEM:
Solution:
ECU is defective.
Description:
High and low power outputs of the ECU are supplied via the main relays (FET transistors). When short
circuit to ground or battery + is detected, Main relays (MR) will automatically shut off. To ensure that the
short circuit to GND or Bat+ is either temporary or permanent, the MR’s shall be reactivated after delay time.
If monitoring system detects continuously short circuit to ground or bat+ MR’s will be shut off.
Reaction in EEM:
Solution1:
Switch the ignition key off, wait few seconds and switch the ignition key again on, if the fault occurs again
during next driving check following paths:
· Measure the high side (hp1) from wiring terminal to engine ground, to see if there is a short
circuit to ground (see 13.4.1).
· Measure between the high side (hp 1) from wiring terminal to ECU connector 3 (pin 3.09), to see
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Solution2:
ECU is defective.
Description:
Reaction in EEM:
Solution:
· Measure the Pin (1.57) (see15) from wiring terminal (connector1)(see 13.1.1), to see if there is a
short circuit to ground.
Solution2:
ECU is defective.
Description:
Reaction in EEM:
Solution:
· Measure the Pin (1.21) (see 14) from wiring terminal (connector1)(see 13.1.1), to see if there is
a short circuit to ground.
· Measure the Pin (1.75) (see 14) from wiring terminal (connector1)(see 13.1.1), to see if there is
a short circuit to ground.
Solution2:
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ECU is defective.
Description:
Reaction in EEM:
Solution:
· Measure the low side (hp 2) from wiring terminal to engine ground, to see if there is a short
circuit to bat+ (see 13.4.1).
· Measure between the high side (hp 1) from wiring terminal to ECU connector 3 (pin 3.09), to see
Solution2:
ECU is defective.
Description:
Reaction in EEM:
Solution:
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short circuit to bat+.
Solution2:
ECU is defective.
Description:
Reaction in EEM:
Solution:
Solution2:
ECU is defective.
7.3 Voltage output
Description:
Reference supply voltage for sensors and throttles is too low.
Reaction in EEM:
FC is stored and warning is activated. The EEM3 controller detects wrong values by the sensors and
throttles and for that behaviour of the engine is not correct.
19/02/2019 1
Solution:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code is active
always when ignition is switched on and engine is not running. Then check following paths:
· Check boost pressure sensor for short circuit via supply pin 3(2.33) to ground (see 13.5.3).
· Check throttle 2 for short circuit via supply pin 3(1.82) to ground (see 14).
· Check oil pressure sensor for short circuit via pin 3(2.32) to ground (see 13.5.4).
· Check Fuel filter pressure sensor for short circuit via pin 3(2.31) to ground (see 13.5.5).
· If no short circuit is found, reason might be a defective ECU.
ECU is defective.
Description:
Reference supply voltage for sensors and throttles is too high.
Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller detects wrong values by the sensors and
Solution:
Check reference supply lines from EEM3 controller for short circuit to battery voltage.
· Check boost pressure sensor for short circuit to +12V on supply pin 3(2.33). Normally there
should be + 5V (see 13.5.3).
· Check throttle2 for short circuit to + 12V on supply pin 3(1.82). Normally there should be + 5V
(see 14).
· Check oil pressure sensor for short circuit to + 12V on supply pin 3(2.32). Normally there should
be + 5V (see 13.5.4).
· Check fuel filter pressure sensor for short circuit to + 12V on supply pin 3(2.31). Normally there
should be + 5V (see 13.5.5).
ECU is defective.
Description:
Reaction in EEM:
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Solution:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code is active
always when ignition is switched on and engine is not running. Then check following paths:
· Check throttle 1 for short circuit via supply pin 3(1.84) to ground (see 14).
· Check throttle 3 for short circuit via supply pin 3(1.68) to ground (see14).
ECU is defective.
Description:
Reaction in EEM:
Solution:
· Check throttle 1 for short circuit to + 12V on supply pin 3(1.84). Normally there should be + 5V
(see14).
· Check throttle 3 for short circuit to + 12V on supply pin 3(1.68). Normally there should be + 5V
(see 14).
ECU is defective.
Description:
Reaction in EEM:
Solution:
· Check rail pressure sensor for short circuit via supply pin 3(2.13) to ground (see 13.5.6).
ECU is defective.
19/02/2019 1
Description:
Reaction in EEM:
Solution:
· Check rail pressure sensor for short circuit to +12V on supply pin 3(2.13). Normally there should
be + 5V (see 13.5.3).
ECU is defective.
7.3.7 248, SPN 9024, FMI 18, Water in fuel sensor supply voltage BELOW NORMAL
Description:
Supply voltage for WIF sensor is too low. ECU supply voltage has been below 6.5V over delay time.
Reaction in EEM:
Solution1:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code 371 SPN
168, FMI 18 “Battery voltage BELOW NORMAL (<7.8V) is active continuously, check following path:

· Check contacts through wiring from the battery to the EEM3 for bad contact at some connector
(see 13.1.2).
Solution2:
The probably cause of the problem is the voltage drop down, during cranking. If the fault code is
active always when ignition is switched on and engine is not running. Then check following
paths:
· Check Water in fuel sensor for short circuit via supply pin A(1.50) to ground (see 13.5.9).
· If no short circuit is found, reason can be a defective ECU.
ECU is defective.
7.3.8 249, SPN 9024, FMI 16, Water in fuel sensor supply voltage ABOVE NORMAL
Description:
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Supply voltage for WIF sensor is too high. ECU supply voltage has been above 32V over delay time.
Reaction in EEM:
Solution1:
7.4 ECU internal sensor diagnostics
7.4.1 22, SPN 1136, FMI 3, ECU temperature sensor defect HIGH
Description:
EEM3 monitoring system has detected failure at ECU internal temperature sensor. Possible reason is ECU
hardware defect.
Reaction in EEM:
dependent on the ECU temperature are not active.
Solution:
7.4.2 21, SPN 1136, FMI 4, ECU temperature sensor defect LOW
Description:
EEM3 monitoring system has detected failure at ECU internal temperature sensor. Possible reason is ECU
hardware defect.
Reaction in EEM:
dependent on the ECU temperature are not active.
Solution:
7.4.3 20, SPN 1136, FMI 16, ECU temperature ABOVE NORMAL (> 115 °C)
Description:
Temperature inside EEM3 controller is too high. Reason could be example, when the overheating has
stopped the engine and the cooling system does not work anymore and temperature may rise inside the
EEM3 controller, because the airflow is not cooling.
Reaction in EEM:
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active fault. The engine will stop after 60 seconds, if ECU internal temperature continuously >115 °C.
Solution:
· If the failure IS ACTIVE CONTINUOUSLY, even the controller is cold. Test body temperature of
the EEM3 controller by touching. If the controller is not hot, but the failure is still active. The
EEM3 controller has to be replaced. Replace the controller and couple current identification
module(IDM) to the new EEM3 controller with Service Tool.
· If the failure is NOT ACTIVE anymore, check failure codes 112 and 113 if one of these failure
codes has been active at the same time. Then problem has probably caused by engine
overheating. You do not have to take care about this failure code anymore.
If FC 112 or 113 has not been stored, the temperature element inside the EEM3 controller may be defective.
Test current EEM3 controller functionality with another EEM3 controller. NOTE: If EEM3 controller from
another tractor is used, FC 451 or 452 will be activated, because of engine S/N mismatch or engine
specification mismatch. Couple current identification module(IDM) to the new EEM3 controller with Service
Tool.
7.4.4 471, SPN 9010, FMI 4, Ambient pressure sensor defect LOW
Description:
EEM3 monitoring system has detected failure at ECU internal ambient pressure sensor. Possible reason is
ECU hardware defect.
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine functions dependent on
the ambient pressure sensor are not active.
Solution:
7.4.5 472, SPN 9010, FMI 3, Ambient pressure sensor defect HIGH
Description:
EEM3 monitoring system has detected failure at ECU internal ambient pressure sensor. Possible reason is
ECU hardware defect.
Reaction in EEM:
the ambient pressure sensor are not active.
Solution:
7.4.6 473, SPN 9010, FMI 16, Ambient pressure ABOVE NORMAL
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Description:
Ambient pressure inside EEM3 controller is too high. Measured pressure >2000hPa.
Reaction in EEM:
Solution:
7.5 Measurement system
7.5.1 109, SPN 110, FMI 2, Coolant temperature NO SIGNAL
Description:
The measurement has failed inside the ECU. Possible reason is ECU hardware defect.
Reaction in EEM:
Solution:
7.5.2 261, SPN 174, FMI 2, Fuel temperature NO SIGNAL
Description:
Reaction in EEM:
Solution:
7.5.3 117, SPN 105, FMI 2, Intake manifold temperature sensor NO SIGNAL
Description:
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Reaction in EEM:
Solution:
7.5.4 93, SPN 100, FMI 2, Oil pressure NO SIGNAL
Description:
Reaction in EEM:
active fault. Engine functions dependent on the oil pressure are not active.
Solution:
7.5.5 104, SPN 102, FMI 2, Boost pressure NO SIGNAL
Description:
Reaction in EEM:
active fault. Engine functions dependent on the boost pressure are not active.
Solution:
7.5.6 266, SPN 157, FMI 2, Rail pressure NO SIGNAL
Description:
Reaction in EEM:
FC is stored and warning lamp is activated. Engine power and speed will be heavily reduced (FL2/SL2:
1500 rpm). CAN message indicates active fault. Engine functions dependent on the rail pressure are not
active.
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Solution:
7.5.7 293, SPN 94, FMI 2, Fuel filter pressure NO SIGNAL
Description:
Reaction in EEM:
Solution:
7.5.8 19, SPN 168, FMI 2, Battery voltage NO SIGNAL
Description:
Reaction in EEM:
dependent on the battery voltage are not active.
Solution:
7.5.9 23, SPN 1136, FMI 2, ECU temperature NO SIGNAL
Description:
Reaction in EEM:
the ECU temperature are not active.
Solution:
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7.5.10 474, SPN 9010, FMI 2, Ambient pressure NO SIGNAL
Description:
Reaction in EEM:
the ambient pressure are not active.
Solution:
7.6 CAN bus monitoring
7.6.1 141, SPN 9006, FMI 31, Vehicle CAN off
Description:
EEM3 controller is not able to communicate with other devices on the CAN bus.
Note: EEM3 cannot detect open circuit (wiring). Possible causes are:
· Malfunction of vehicle controller

· Bad contacts, oxidation on any of the can-bus connectors on the vehicle.
· Short circuits on can-bus, wrong or missing terminal resistors or defective control units.
Reaction in EEM:
FC is stored and warning is activated. Control requests by the CAN are not active. The EEM3 controller will
start to use hardwired throttles for speed control. In case there are no hardwired throttles the engine runs at
low idle speed.
Solution:
Check CAN2 bus between the EEM3 controller and the vehicle for short circuit between CAN lines.
· Check the CAN2 Hi Pin (1.35) wiring between EEM3 controller (see 15) and vehicle connector.
Check correct pin numbers of vehicle connector from vehicle service manual.
· Check the CAN2 Lo Pin(1.34) wiring between EEM3 controller (see 15) and vehicle connector.
Check correct pin numbers of vehicle connector from vehicle service manual.
· If engine harness and vehicle harness are OK, reason might be a defective ECU.
ECU is defective.
7.6.2 143, SPN 9008, FMI 31, ID module CAN off(ECU to IDM)
Description:
EEM3 controller is not able to communicate with IDM on the CAN bus.
Note: EEM3 cannot detect open circuit (wiring). Possible causes are:
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· Malfunction of vehicle controller

· Bad contacts, oxidation on the can-bus connectors between ECU and IDM.
· Short circuits on can-bus or defective control units.
Reaction in EEM:
FC is stored and warning is activated. Communication between ECU and IDM is not possible, therefore
faultcodes 453, SPN 9233 FMI 31 “ID module not present” and 466, SPN9242 FMI 31”Generated bypass
time expired” will be activated after delay time.
Solution:
Check CAN1 bus between the EEM3 controller and the IDM for short circuit between CAN1 lines.
· Check the CAN1 Hi Pin (1.53) wiring between EEM3 controller (see 15) and ID module
connector (see 13.6).
· Check the CAN1 Lo Pin(1.52) wiring between EEM3 controller (see 15) and ID module
connector (see 13.6).
· If the harness and connectors are OK, reason might be a defective ECU.
ECU is defective.
7.6.3 146, SPN 898, FMI 4, Requested speed by the CAN out of range, LOW (<500rpm)
Description:
Requested speed by the CAN is below 500 rpm.
Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller will start to use hardwired throttles for
speed control. In case there are no hardwired throttles the engine runs at low idle speed.
Solution:
Find cause for too low speed request from vehicle controller.
7.6.4 147, SPN 898, FMI 3, Requested speed by the CAN out of range, HIGH (>3000 rpm)
Description:
Requested speed by the CAN is above 3000 rpm.
Reaction in EEM:
FC is stored and warning lamp is activated. The EEM3 controller will start to use hardwired throttles for
speed control. In case there are no hardwired throttles the engine runs at low idle speed.
Solution:
Find cause for too high speed request from vehicle controller.
7.7 System monitoring
7.7.1 10, SPN 629, FMI 10, Power On self test
Description:
When ignition is switched ON, EEM3 controller performs internal system checks. If any of these test fail, the
system reports the Power On self test defect.
Reaction in EEM:
Solution:
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· Turn the ignition key off and back on. If the fault code comes again, the EEM3 controller has to
be replaced.
· Test current EEM3 controller functionality with another EEM3 controller. NOTE: If EEM3
controller from another tractor is used, FC 451 or 452 will be activated, because of engine S/N
mismatch or engine specification mismatch. If FC 10 disappears, EEM3 controller was damaged.
Replace the controller and couple current identification module(IDM) to the new EEM3 controller
with EEM3 Service Tool.
7.7.2 245, SPN 9035, FMI 31, Normal recovery
Description:
The ECU makes reset by itself if during software execution happens some illegal operation. Normally
reason is that execution time for some operation has exceeded.
Always after reset the ECU check possible recovery and if recover has been happened the fault is activated.
The engine could continue running normally after the recovery.
Reaction in EEM:
Solution:
occurs again during next driving cycle the reason is defective ECU or software problem.
ECU is defective.
7.7.3 246, SPN 9036, FMI 31, Full restart after three recoveries within 2 seconds
Description:
EEM3 monitoring system has detected 3 pcs recoveries within 2 seconds.
The ECU makes reset by itself if during software execution happens some illegal operation. Reason is that
execution time for some operation has exceeded.
Always after reset the ECU check possible recovery and if recover has been happened the fault is activated.
The engine could continue running normally after the recovery.
Reaction in EEM:
Solution:
occurs again during next driving cycle the reason is defective ECU or software problem.
ECU is defective.
7.7.4 394, SPN 9170, FMI 6, Lift pump control(ECU), Short circuit to ground
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Description:
EEM3 monitoring system has detected a short circuit to ground on CY141 high side power stage (ECU
connector 1, pin 1.55). If example the insulation of wiring from ECU(pin 1.55) to lift pump relay(LPC) is
defective, the wiring can come in contact with ground. FC is available with HW 14.80(Sv2.4.0.0).
NOTE! Lift pump relay is vehicle manufacturer part. See from vehicle manufacturer operator manual
location of relay.
Reaction in EEM:
Solution1:
during next driving cycle check following paths:
· Check the lift pump relay wiring terminal surfaces and the pins for possible oxidation in
connection surfaces. NOTE! Lift pump relay is vehicle manufacturer part. See from vehicle
manufacturer operator manual location of relay.
· Measure the high side (LPC) from wiring terminal to engine ground, to see if there is a short
circuit to ground (see 15).
· Measure between the high side (LPC) from wiring terminal to ECU connector 1 (pin 1.55), to see
if there is a fault cable (see 1513.9).
Solution2:
ECU is defective.
7.7.5 395, SPN 9170, FMI 5, Lift pump control(ECU), Open circuit
Description:
EEM3 monitoring system has detected open circuit on CY141 high side power stage (ECU connector 1, pin
1.55). Example the connection between the load and the ECU is open, because of faulty cable or loosen
connector. FC is available with HW 14.80(Sv2.4.0.0).
NOTE! Lift pump relay is vehicle manufacturer part. See from vehicle manufacturer operator manual
location of relay.
Reaction in EEM:
Solution1:
· Check that the connector to lift pump relay is correctly connected! (see 15).
· Check the lift pump relay wiring terminal surfaces and the pins for possible oxidation in
connection surfaces. NOTE! Lift pump relay is vehicle manufacturer part. See from vehicle
manufacturer operator manual location of relay.
· Measure between lift pump relay wiring terminal(LPC) to ECU connector (pin 1.55), to see if
there is a fault cable (see 15).
Solution2:
ECU is defective.
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7.7.6 397, SPN 9171, FMI 6, Grid heater control, Short circuit to ground
Description:
EEM3 monitoring system has detected a short circuit to ground on CY141 high side power stage (ECU
connector 2, pin 2.04). If example the insulation of wiring from ECU(pin 2.04) to grid heater solenoid(GH1) is
defective, the wiring can come in contact with ground. The defect is detected only when the power
stage(grid heater) is switched ON!
FC is available with HW 14.80(Sv2.4.0.0).
Reaction in EEM:
Solution1:
· Check the grid heater solenoid wiring terminal surfaces and the pins for possible oxidation in
connection surfaces (see 13.7)
· Measure the high side (GH1) from wiring terminal to engine ground, to see if there is a short
circuit to ground (see 13.7).
· Measure between the high side (GH1) from wiring terminal to ECU connector 2 (pin 2.04), to see
if there is a fault cable (see13.9).
Solution2:
ECU is defective.
7.7.7 398, SPN 9171, FMI 5, Grid heater control, Open circuit
Description:
EEM3 monitoring system has detected open circuit on CY141 high side power stage(ECU connector 2, pin
2.04). Example the connection between the load and the ECU is open, because of faulty cable or loosen
connector. FC is available with HW 14.80(Sv2.4.0.0).
Reaction in EEM:
Solution1:
· Check that the connector to grid heater solenoid is correctly connected! (see 13.7)
· Check the grid heater solenoid wiring terminal surfaces and the pins for possible oxidation in
connection surfaces (see 13.7)
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· Measure between grid heater solenoid wiring terminal(GH1) to ECU connector (pin 2.04), to see
if there is a fault cable (see13.9).
Solution2:
ECU is defective.
7.7.8 411, SPN 9172, FMI 6, Start relay control, Short circuit to ground(low side)
Description:
EEM3 monitoring system has detected a short circuit to ground on CJ 9452 low side power stage (ECU
connector 1, pin 1.17). If example the insulation of wiring from ECU(pin 1.17) to start relay (ST2) is
defective, the wiring can come in contact with ground. The defect is detected only when the power stage is
switched off!
Reaction in EEM:
Solution1:
· Check the start relay wiring terminal surfaces and the pins for possible oxidation in connection
surfaces (see13.8)
· Measure between the low side (ST2) from wiring terminal to ECU connector 1 (pin 1.17), to see
if there is a fault cable (see15).
Solution2:
ECU is defective.
7.7.9 412, SPN 9172, FMI 3, Start relay control, Short circuit to BAT+(low side)
Description:
EEM3 monitoring system has detected a short circuit to battery +voltage on CJ 9452 low side power stage
(ECU connector 1, pin 1.17). If example the insulation of wiring from ECU(pin 1.17) to start relay (ST2) is
defective, the wiring can come in contact with battery +voltage. The defect is detected only when the power
stage is switched on! For intact classification after a short circuit to battery voltage defect, it’s necessary that
power stage is switched off and back on again.
Reaction in EEM:
Solution1:
19/02/2019 1
surfaces (see 13.8).
· Measure the low side (ST2) from wiring terminal to engine ground, to see if there is a short
circuit to bat+ (see13.8)
Solution2:
ECU is defective.
7.7.10 413, SPN 9172, FMI 5, Start relay control, Open circuit(Low side)
Description:
EEM3 monitoring system has detected an open circuit on CJ 9452 low side power stage (ECU connector 1,
pin 1.17). If the connection between the load(ST2) and the ECU(pin 1.17) is open because of a faulty cable,
loose connector or defective load, then open circuit is detected. The defect is detected only when the power
stage is switched off!
Reaction in EEM:
Solution1:
· Check that the connector to start relay is correctly connected! (see 13.813.7)
surfaces (see 13.8).
Solution2:
ECU is defective.
7.7.11 414, SPN 9172, FMI 31, Start relay control, Excess temperature(Low side)
Description:
EEM3 monitoring system has detected Excess temperature on CJ 9452 low side power stage (ECU
connector 1, pin 1.17). When battery+ defect occurs repeatedly, the CJ945 gives an early warning of an
overtemperature condition in the chip.
Reaction in EEM:
19/02/2019 1
Solution:
· This fault will be activated always, if short circuit to battery+ (FC 412, SPN 9172, FMI 3) has
caused excess temperature for CJ945.
· Turn the ignition key off and back on. Start the engine; if the fault code is active always when
Solution2:
ECU is defective.
7.7.12 416, SPN 9173, FMI 6, Start relay control, Short circuit to ground(High side)
Description:
EEM3 monitoring system has detected short circuit to ground on MHS2 high side power stage (ECU
connector 1, pin 1.37). If example the insulation of wiring from ECU(pin 1.37) to start relay (ST1) is
defective, the wiring can come in contact with ground. The defect is detected only when the power stage is
switched ON!
Reaction in EEM:
Solution:
surfaces (see13.8)
· Check the possible cable contact to ground. Measure from ST1 wiring terminal to ground, to see
if there’s a ground connection
Solution2:
ECU is defective.
7.7.13 417, SPN 9173, FMI 3 Start relay control, Short circuit to BAT+(High side)
Description:
EEM3 monitoring system has detected short circuit to BAT+on MHS2 high side power stage (ECU
connector 1, pin 1.37). If example the insulation of wiring from ECU(pin 1.37) to start relay (ST1) is defective
19/02/2019 1
and the cable comes in contact with the battery voltage the error occurs. The defect is detected only when
the power stage is switched OFF!
Reaction in EEM:
Solution:
surfaces (see13.8)
· Check the possible cable contact to BAT+. Measure from ST1 wiring terminal to ground, to see if
there’s a battery voltage continuosly. (see 13.8)
Solution2:
ECU is defective.
7.7.14 448, SPN 107, FMI 18, Air filter pressure BELOW NORMAL
Description:
EEM3 monitoring system has detected engine air filter pressure below normal level.
This fault code is optional. Sensor, switch and wirings are provided by vehicle manufacturer. See vehicle
manufacturer operator manual for detailed troubleshooting for fault.
Reaction in EEM:
Solution1:
See vehicle manufacturer operator’s manual to detect possible reason for low pressure.
7.8 Special functions
7.8.1 172, SPN 9100, FMI 31, Upgrade protection fault
Description:
Maximum vehicle speed configuration or gearbox controller is not correct for the engine. Correct gearbox
speed range has been stored in the EEM3 controller after production line. Fault code has been activated,
because gearbox speed range has been changed.
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine will not start.
Solution:
Change gearbox speed range to correct value for this vehicle.
7.8.2 176, SPN 9107, FMI 31. Invalid ECU source address selection
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Description:
EEM3 controller has detected wrong ECU source address selection. This mean that both digital inputs for
address selection in the ECU have been at the same state time of application start up. This fault code is
valid only in applications where are two or more EEM3 controllers on the same CAN-bus. This fault code
can be detected only after successful source address selection from the ECU error log.
Reaction in EEM:
FC is stored. ECU does not start up to online mode and the engine will not start.
Solution:
· Check source address selection lines
7.8.3 183, SPN 9303, FMI 31, Cruise control UI failure
Description:
If CAN signal is incorrect or CAN message is on offline >250ms, EEM3 controller will switch cruise control
off. This FC is not used if CAN message for cruise control is not received at all.
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. EEM3 controller will switch
cruise control off.
Solution:
· Switch the ignition off (5 sec.) and back to on to see if the fault is still active. If it is:
· Check CAN Hi wiring between EEM3 controller and vehicle connector according vehicle service
manual.
· Check CAN Lo wiring between EEM3 controller and vehicle connector according vehicle service
manual.
Note1: EEM3 cannot detect open circuit (wiring).
If the wirings are OK, Check following paths:
· Check the CAN bus wirings between vehicle connector and vehicle controller according vehicle
service manual.
· At worst case cause of the problem is the defective EEM3 controller or vehicle controller.
· Test current EEM3 controller functionality with another EEM3 controller. NOTE: If EEM3
controller from another tractor is used, FC 451 or 452 will be activated, because of engine S/N
mismatch or engine specification mismatch. If FC 183disappears, EEM3 controller was
damaged. Replace the controller and couple current identification module(IDM)to the new EEM3
controller with EEM3 Service Tool.
7.8.4 184, SPN 9304, FMI 31, Vehicle speed missing
Description:
EEM3 controller can not detect vehicle speed via CAN bus(timeout for the message 5000ms). Fault code
184 will be activated example: if CAN signal or velocity source selection is incorrect. This FC can not detect
missing wired inductive sensor signal(vehicles without CAN bus).
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power and speed will be
reduced (FL1 and SL1). CAN message indicates active fault.
Solution: Vehicles with CAN bus

· Change correct EEM3 controller for the engine.
· Change correct vehicle/gearbox controller for this vehicle.
· Download correct software in the EEM3 and vehicle controller.
· Possible fault reason can be also defective vehicle speed sensor or vehicle wirings. Check
wirings and sensors according vehicle service manual.
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· Test current EEM3 controller functionality with another EEM3 controller. Note: If EEM3 controller
from another tractor is used, FC 451 or 452 will be activated, because of engine S/N mismatch or
engine specification mismatch. If FC 184 disappears, EEM3 controller was damaged. Replace
the controller and couple current identification module(IDM)to the new EEM3 controller with
Service Tool.
7.8.5 185, SPN 9305, FMI 31. Bad digital input configuration
Description:
EEM3 controller has detected invalid digital input configuration. In to two physical digital inputs has been
configured same (one) function.
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Latest configured function is not
valid.
Solution:
· Download correct software in the vehicle/EEM3 controller.
· Turn the ignition key off and back on. If the fault code comes again, the EEM3 controller has to
replace.
· Replace the controller and couple current identification module(IDM)to the new EEM3 controller
with EEM3 Service Tool.
7.8.6 186, SPN 9306, FMI 31. PTO input error
Description:
EEM3 controller has detected invalid PTO cruise controller request. For some reason there are up & down
request demand active simultaneously.
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. EEM3 controller will reject up &
down request
Solution:
· Check the wirings from vehicle switches to EEM3 controller.
· Check the vehicle PTO cruise up & down switches operation.
Description:
EEM3 controller can be used as a bridge unit for a customer specific fault code via digital input (wired line).
It can be used in the systems where EEM3 controller is only vehicle controller, to detect, store and indicate
a failure of engine external systems.
Reaction in EEM:
Solution:
Check the reason for fault according vehicle service manual.
EEM3 controller can be used as a bridge unit for a customer specific fault code via digital input (wired line).
It can be used in the systems where EEM3 controller is only vehicle controller, to detect, store and indicate
a failure of engine external systems.
19/02/2019 1
Reaction in EEM:
Solution:
Check the reason for fault according vehicle service manual.
7.8.9 193, SPN 9312, FMI 31. Torque control input
Description:
The EEM3 monitoring system has detected overlapping of boost power functionality.
Physical input has been detected to be active over allowed time.
Reaction in EEM:
Solution:
· Check the reason for fault according vehicle service manual.
7.8.10 194, SPN 9317, FMI 31. DCU not present
Description:
The EEM3 monitoring system can not detect DCU(Denoxtronic control unit). Possible reasons can be: CAN
bus is offline or wirings damaged, fuse is damaged, supply or GND wirings to 12/24 converter and DCU are
damaged, 12v/24v converter is damaged.
Reaction in EEM:
1500 rpm). CAN message indicate active fault.
Solution:
Turn the ignition key off and back on. If the fault code is active always when ignition is switched on and
engine is not running. Then check following paths:
· Check through converter(see ) and DCU (see ) contacts/connectors for bad contact or
oxidation at some connector.
· Check the supply voltage to DCU (see ). If the supply voltage(+24V) is missing, check following
paths:
- Fuse is damaged (check fuse according vehicle service manual).
- 12V to 24V converter is damaged (check converter according vehicle service manual).
- 12V supply wiring to converter is damaged (check wiring according vehicle service
manual).
- 24V supply wiring from converter to DCU is damaged (check wiring according vehicle
service manual).
· Check the GND wiring to DCU (see ). Check following paths:

- GND wiring to converter is damaged (check wiring according vehicle service manual).
- GND wiring from converter to DCU is damaged (check wiring according vehicle service
manual).
· CAN bus quick check:

- Check the CAN Lo voltage level from DCU connector(see ). Measure the between CAN
Lo (pin ) and GND (pin ). Average voltage on low side approx. 2V.
- Check the CAN Ho voltage level from DCU connector(see ). Measure the between CAN
Ho (pin ) and GND (pin ). Average voltage on high side approx. 3V.
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· If supply, GND and CAN bus are OK, cause for the error code might be a defective
DCU(Denoxtronic control unit).
Test current DCU functionality with another Denox 2.0 controller. NOTE: If Denox 2.0 controller from another
power level tractor is used, FC 195, SPN 9319, FMI 31 is activated, because of engine specification
mismatch. If FC 194, SPN 9317, FMI 31 disappears, Denox 2.0 controller was damaged.
7.8.11 195, SPN 9319, FMI 31. SCR specification mismatch
Description:
Engine specification number in Denox 2.0(DCU) is incorrect for this engine type. Possible reasons are:
Wrong Denox 2.0 control unit type for the engine(incorrect software in the Denox 2.0 control unit) or wrong
software in Engine control unit(ECU).
Reaction in EEM:
FC is stored and warning is activated. CAN message indicate active fault. Engine power and speed will be
reduced (FL1 and SL1).
Solution:
· If FC 451, SPN 9230, FMI 31 is simultaneus ACTIVE, reason for FC 195, SPN 9319, FMI31
“SCR specification mismatch” is wrong ECU software. Download correct software in ECU.
· If only FC 195, SPN 9319, FMI31 “SCR specification mismatch” is active, then current Denox
2.0 is not valid for this engine type. Change correct Denox 2.0 control unit for the engine type or
download correct Denox 2.0 software for the engine type in the DCU.
7.8.12 196, SPN 3245, FMI 16. SCR catalyst temperature HIGH
Description:
The EEM3 monitoring system has detected abnormal high SCR catalysator temperature.
Reaction in EEM:
FC is stored and warning lamp is activated. The engine power will be reduced above the warning limit to
prevent overheating of the SCR catalysator. CAN message indicate active fault.
Solution:
· Check engine air filter condition for possible inpurities, dust in filter
· Check boost pressure level and possible leaks in pressure pipes.
· Check exhaust temperature sensor connector
7.8.13 522, SPN 3521, FMI 1. Adblue quality out of limits
Description:
The EEM3 monitoring system has detected abnormal urea quality in Adblue tank.
Reaction in EEM:
7.8.14 523, SPN 3521, FMI 31. Adblue quality sensor not present
Description:
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The EEM3 monitoring system can not detect Adblue quality sensor. Possible reasons can be: CAN bus is
offline or wirings damaged, fuse is damaged, supply or GND wirings to quality sensor are damaged.
Reaction in EEM:
Solution:
· Check 4 pin connector to quality sensor

· Check CAN low, high, supply and GND wirings to quality sensor according vehicle service
manual.
8 ID-MODULE DIAGNOSTICS
8.1.1 451, SPN 9230, FMI 31 Engine specification mismatch
Description:
The engine specification number in the ECU is incorrect for this engine type. Fault can be activated if the
ECU with incorrect software has been mounted to the engine (example ECU from 200hp tractor to 150 hp
tractor) or incorrect software (wrong power level) has been downloaded.
Reaction in EEM:
FC is stored and warning is activated. CAN message indicates active fault. Engine power will be reduced
(FLf) and engine speed is limited to1500rpm (SLf).
Solution:
· Download the correct software for the engine type or change the correct ECU for the engine
type.
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8.1.2 452, SPN 9231, FMI 31 Engine serial number mismatch
Description:
Engine serial number in the ECU does not match for the engine.
Reaction in EEM:
Solution:
· Change correct EEM3 controller for the engine or couple current identification module (IDM) to
the new EEM3 controller with service tool.
In case of new (spare part) EEM3 controller, couple current identification module (IDM) to the new EEM3
controller with EEM3 Service Tool.
8.1.3 469, SPN 9232, FMI 31. Engine serial number in ECU missing
Description:
EEM3 monitoring system has detected missing or invalid engine serial number in the ECU.
Reaction in EEM:
Solution:
· Couple S/N of engine from ID module or set manually with Service Tool
8.1.4 453, SPN 9233, FMI 31 ID module not present
Description:
EEM3 monitoring system cannot detect identification module (IDM).
Reaction in EEM:
Solution1:
· Check the wiring from ECU to IDM (connector between ECU and IDM (see 13.6). the wirings
route and connectors from vehicle service manual.
· Check contacts through wiring from the ECU to the IDM for bad contact at some connector (see
13.6).
· Check the supply voltage to IDM (see 13.6). If the supply voltage from ECU is low, check the
wiring from ECU to IDM.
· If the wirings are OK, cause for the low voltage might be a defective ECU.
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specification mismatch. If FC 453 disappears, EEM3 controller was damaged. Replace the controller and
couple current identification module (IDM) to the new EEM3 controller with EEM3 Service Tool.
Solution2:
· Check the CAN Hi wiring between EEM3 controller and IDM connector (see 13.6).
· Check the CAN Lo wiring between EEM3 controller and IDM connector (see 13.6).
Can bus quick check:

Measure the CAN Low voltage level from EEM3 connector to IDM.
· Between Can Lo (pin 2) and GND (pin1) (see 13.6). Average voltage on low side approx.2V.
Measure the CAN High voltage level from EEM3 connector to IDM.
· Between Can Hi (pin 3) and GND (pin1) (see 13.6). Average voltage on high side approx. 3V.
· If the Can wires are OK and signal levels are OK, cause for the error might be the defective ID
module. Replace the defective ID module.
· IDM by pass functionality of Service Tool can be used to deactivate limitations for this fault code
a defined time (see 10) a chapter of by pass functionality.
· To be able use by pass functionality, fault code 453 ID module not present needs to be active. To
activate fault code 453 ID module not present, connector from ECU to IDM needs to be
disconnected (see 13.6).
8.1.5 454, SPN 9234, FMI 31 ID module not compatible with current ECU
ERROR CODE REMOVED FROM ECU SW V 1.5.0.0/2.5.0.0 ONWARDS!
Description:
EEM3 monitoring system has detected conflict between ECU and IDM versions. IDM contains newer
version than current ECU. This failure can activate, if example ECU has been taken from vehicle which
engine specification number is equal, but contains older ECU software.
Reaction in EEM:
Solution:
· Download latest software in the ECU.
8.1.6 455, SPN 9235, FMI 31 ID module memory defect
Description:
EEM3 monitoring system has detected problem on IDM memory.
Reaction in EEM:
Solution:
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· Turn the ignition key off and back on. If the fault code comes again, the ID module needs to be
replaced.
· IDM by pass functionality of Service Tool can be used to deactivate limitations for this fault code
a defined time (see 10) a chapter of by pass functionality.
· To be able use by pass functionality, fault code 453 ID module not present needs to be active. To
activate fault code 453 ID module not present, connector from ECU to IDM needs to be
disconnected (see 13.6).
8.1.7 456, SPN 9235, FMI 3. ID module, Supply voltage HIGH
Description:
EEM3 monitoring system has detected IDM supply voltage too high (>32V), more than 1000ms.
Reaction in EEM:
Solution 1:
If the fault is active ONLY when engine is running:
Turn the ignition key off and back on. Start the engine. If the fault is active when the engine is running. Then
check following paths:
· Check condition of the generator, if charging voltage is correct.
Solution 2:
If the fault is active when engine is NOT running:
· Check supply voltage to the IDM (see13.6).

· If the supply to the IDM is higher than 36V, cause for the high voltage can be a defective ECU.
couple current identification module (IDM) to the new EEM3 controller with EEM3 Service Tool.
8.1.8 457, SPN 9235, FMI 4. ID module, Supply voltage LOW
Description:
EEM3 monitoring system has detected IDM supply voltage too low (<8V), more than 1000ms.
Reaction in EEM:
Solution:
The probably cause of the problem is the voltage drop down, during cranking. Turn the ignition key off and
back on. If the fault code is active always when ignition is switched on and engine is not running. Then
check following paths:

13.6).
· Check the supply voltage to IDM (see 13.6). If the supply voltage from ECU is low, check the
wiring from ECU to IDM.
· If the wirings are OK, cause for the low voltage might be a defective ECU.
http://epsilon.au.agcocorp.com/robot/tools/Massey/WINEEM%203/program%20files/WinTestWinEEM3s/eem3/HelpFiles/TroubleShooting/Tr… 100/129
19/02/2019 1
couple current identification module(IDM) to the new EEM3 controller with EEM3 Service Tool.
8.1.9 458, SPN 9235, FMI 16. ID module, temperature HIGH
Description:
EEM3 monitoring system has detected IDM internal temperature continuously over 110ºC longer than 30 s.
Reaction in EEM:
Solution:
· The ID module is mounted at the location, which temperature is following engine coolant
temperature. In very high temperature conditions engine coolant temperature may continuously
exceed over 110ºC, however ID module components are well protected against heat (resist for
continuous 125ºC).
8.1.10 459, SPN 9236, FMI 31. ID module additional memory defect
Description:
EEM3 monitoring system has detected problem on IDM additional memory.
Reaction in EEM:
Solution:
replaced.
8.1.11 461, SPN 9237, FMI 31. ID module watchdog reset
Description:
EEM3 monitoring system has detected problem on IDM software. Upon system startup the reason of the
latest reset is determined. If the SW watchdog caused the reset, then this error is activated
Reaction in EEM:
Solution:
replaced.
8.1.12 462, SPN 9238, FMI 31. ID module, brownout reset
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Description:
EEM3 monitoring system has detected problem on IDM power supply. During system running state the
reason of the latest reset is determined. If the brownout reset(quick power cut off) caused the reset, then
this error is activated
Reaction in EEM:
Solution:
The probably cause of the problem is the voltage drop down, during cranking.
13.6).
· If the connectors are OK and fault is continuously active, reason might be a defective IDM.
8.1.13 463, SPN 9239, FMI 31. Engine specification missing
Description:
EEM3 monitoring system has detected missing or invalid engine specification in the ID module.
Reaction in EEM:
Solution:
· Turn the ignition key off and back on. If the fault code is active again, the ID module needs to be
replaced.
8.1.14 464, SPN 9240, FMI 31. Engine serial number in ID module missing
Description:
EEM3 monitoring system has detected missing or invalid engine serial number in the ID module.
Reaction in EEM:
Solution:
· Turn the ignition key off and back on. If the fault code is active again, the ID module needs to be
replaced.
8.1.15 465, SPN 9241, FMI 31. ID module not present, BY PASS ACTIVE
Description:
EEM3 system has set ECU into an id module by pass state, where the limits are not in effect.
Reaction in EEM:
Solution:
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· IDM by pass functionality of Service Tool has been used to deactivate limitations for a defined
time (see 13.6) a chapter of by pass functionality.
8.1.16 466, SPN 9242, FMI 31. Generated by pass time expired
Description:
EEM3 system has detected, that generated by pass time has expired. This fault will be activated if fault
code “ID module not present” is active and set by pass time is 0h(zero) or previous set hours are used.
Automatic bypass function will continue 1h at time, if absolut 400h limit is not exceeded.
Reaction in EEM:
Solution:
· IDM by pass functionality of Service Tool can be used to deactivate limitations for a defined time
(see 10) a chapter of by pass functionality.
· Automatic bypass function will continue 1h at time, if absolut 400h limit is not exceeded.
8.1.17 467, SPN 9243, FMI 31. Maximum ECU by pass time expired
Description:
EEM3 system has detected, that maximum ECU by pass time has been used. This fault will be activated
only if fault code “ID module not present” is active and maximum ECU by pass time expired.
Maximum hours for by pass time at ECU is 400h.
Counter reset with new ID-module!!!
Reaction in EEM:
Solution:
· If ECU has run without IDM>400h, by pass functionality with this ECU cannot be used anymore.
· New 400h is available after new ID module(counter reset). No need to replace the ECU!!!
8.1.18 468, SPN 9244, FMI 31. ID module recovery
Description:
EEM3 system has detected, that there has been a temporarily communication breakdown between ECU
and IDM. This fault code is just information that such problem has happend.
Reaction in EEM:
FC is stored in error log.Warning is not activated.
Solution:
13.6).
· If ID module is damaged and needs to be replaced there will be a another FC to indicate this
situation.
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9 ECU REPLACEMENT PROCEDURE
NOTE 1: Open the vehicle main switch or disconnect the battery terminals before connecting/ or
disconnecting the ECU vehicle connector (the large, 89-pin connector on the ECU). If the ECU power
supply lines are live during engagement or disengagement of the connector, sparking may damage the
connector pins.
NOTE 2: If EEM3 controller from another tractor is used, FC 451 or 452 will be activated, because of engine
10 IDM BYPASS ACTIVATION PROCEDURE
10.1 Automatic bypass
From ECU software version 1.5.0.0/2.5.0.0 automatic bypass functionality is available.

In case of FC 453, SPN9233, FMI31 ID module not present, ECU will give automatic unlimited operating
time 0,5h at time, after 1h has been used the ECU will limit the power and the speed of the engine. New
unlimited 1h will be available after engine shutdown (ignition key off) and restart. This 1 h unlimited time can
be activated 400 times(1hx 400 -> 400h total) per ID module. New spare part ID module has 400h unlimited
operation time available again.
10.2 Manual IDM bypass
In case of that IDM is missing or its functionality is incorrect, the ECU will limit the power and the speed of
the engine. However its possible to set the ECU into IDM bypass state (code) with service tool, where the
limits are not in effect.
Note1;The bypass state can be enabled only when IDM is missing!
Note2; Extended bypass functionality is available between ECU software version 1.1.0.0 and 1.1.9.0.
Note3, General and extended bypass functionality is available at ECU with software version 1.2.0.0 or later.
Note4: Automatic bypass functionality is available at ECU software version 1.4.0.0/2.4.0.0 or later.
10.3 ECU SW version 1.1.0.0 -- 1.1.9.0
The ECU has a service for enabling the manual bypass state, but this state can be enabled only if fault code
453, SPN 9233 FMI 31 “ID module not present” is active. Before enabling manual ECU bypass state its
recommend to disconnect wiring connector from IDM, to avoid IDM online - offline – online - offline
situations. Status of bypass function can monitored only from WinEEM3 “ECU bypass restrictions” window.
Fault code 453, SPN 9233 FMI 31 “ID module not present” is active during bypass state on ECU Sw
versions 1.1.0.0 – 1.1.9.0.
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- ECU absolute maximum time in bypass mode is 200h.
- Generated bypass time can be between 1 – 200h.
- When the ECU absolute maximum time (200h) in bypass state has been reached, power
and speed limits will become active.
- The ECU have cumulative timer, which keeps track of how long the engine has been
running in the bypass state.
- If IDM is detected while the bypass is active, then the bypass will be disabled. Used
bypass time is saved and unused time is available for the next time. But if previously
detected IDM comes missing again, old generated bypass key can be used (in case that
total time has not been exceeded).
- If a new IDM becomes “missing”, bypass state can be enabled (if ECU absolute 200h limit
has not been exceeded), but new generated bypass code is needed.
The ECU has a service for enabling the manual bypass state, but this state can be enabled only if fault code
453, SPN 9233 FMI 31 “ID module not present” is active.
Activation of manual bypass has been divided into two (2) phase on ECU software version 1.2.0.0 and
onwards.
- General bypass code is fixed 50h for any engine.
- Extended bypass code 1-200h for specified engine.
10.5 ECU with SW version 1.5.0.0/2.5.0.0 or later
The ECU has a service for enabling the automatic and manual bypass. This functionality is available only if
fault code 453, SPN 9233 FMI 31 “ID module not present” is active.
AUTOMATIC BYPASS:
Activation of unlimited 1h time is automatic. After fault code 453, SPN 9233 FMI 31 “ID module not present”
has activated, unlimited 1h operation time is available automatically. New unlimited 1h will be available after
engine shutdown (ignition key off) and restart. Unlimited 1 h time can be activated 400 times(1h x 400 ->
400h total) per ID module.
MANUAL BYPASS:
Activation of manual bypass(with service tool) has been divided into two (2) phase after ECU software
version 1.2.0.0 and onwards.
- General bypass code is fixed 50h for any engine.
- Extended bypass code 1-200h for specified engine.
GENERAL BYPASS CODE(50h):
- With service tool it is possible to set 50 hours bypass time for any engine.
- Fault code 465, SPN 9241 FMI 31 “ID module not present, bypass active” informs if the
bypass is in use and active.
- The ECU has a cumulative timer, which keeps track on how long the engine has been
running in the bypass state.
bypass time is saved and unused time is available for the next time.
- If previously detected IDM becomes missing again (ID module not present), bypass state
will be activated automatically in the next engine start (if 50 hours limit has not been
19/02/2019 1
exceeded).
- If a new IDM becomes “missing”, with service tool it is possible to set again a 50 hours
bypass time.
- Fault code 466, SPN 9242 FMI 31 “Generated bypass time expired” informs if the
“extended or general bypass code” time is exceed.
EXTENDED BYPASS CODE(1-200h):
- For longer bypass activation, a separate bypass code is needed, which Sisu Diesel Inc.
service help desk will generate.
- Generated bypass time can be between 1 – 200h. Fault code 466, SPN 9242 FMI 31
“Generated bypass time expired” informs if the “extended or general bypass code” time is
exceed.
- If the ECU absolute maximum time (400h) in bypass state has been reached, power and
speed limits will become active. Fault code 467, SPN 9243 FMI 31 “Maximum ECU bypass
time expired” informs if the ECU 400h limits is exceed.
bypass time is saved and unused time is available for the next time.
- If previously detected IDM becomes missing again (ID module not present), the bypass
state will be activated automatically in the next engine start (if the 400 hours limit has not
been exceeded).
11 BYPASS TIME ACTIVATION
11.1 ECU with SW 1.1.0.0 -- 1.1.9.0
To be able to set the bypass state active with a service tool, a bypass code is needed.
Sisu Diesel Inc. help desk will generate the bypass code according to the engine serial number.
This bypass functionality can be used with ECU software version 1.1.0.0 –1.1.9.0.
Policy to generate the bypass code:

- Engine serial number is needed.
- Spare part order for new IDM is needed
n Delivery address for spare part
n Invoice address
- Generated bypass time will be defined a case by case (max. 200h).
- Defective IDM needs to be returned to Sisu Diesel Inc. at address:
Sisu Diesel Inc.
Service Department
37240 Linnavuori
Finland
Bypass code is 32 characters long (numbers and letters) and can be settled manually or read out from a file
automatically.
Bypass code can be delivered:

- Via e-mail
- SMS
- By phone
Bypass activation Contact information:

Sisu Diesel Inc.
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Email: service.helpdesk@sisudiesel.com
Tel: +358 400 91 7545
GENERAL BYPASS CODE(50h):

To be able to set a 50 hours bypass time with a service tool, a bypass code is needed.
Sisu Diesel WinEEM3s service tool has an automatic function to activate 50 hours. But if automatic function
is not available, the code (below) can be set also manually.
1B7DE822
DB85AD3D
01B5A0E1
E6A11476
EXTENDED BYPASS CODE(1-200h):

To be able to set longer bypass activation, a separate bypass code is needed, which Sisu Diesel Inc.
service help desk will generate according to the engine serial number.
Policy to generate the bypass code:

- Engine serial number is needed.
- Spare part order for new IDM is needed
n Delivery address for spare part
n Invoice address
- Generated bypass time will be defined case by case (max. 200h).
- Defective IDM needs to be returned to Sisu Diesel Inc. at address:
Sisu Diesel Inc.
Service Department
37240 Linnavuori
Finland
Bypass code is 32 characters long (numbers and letters) and can be set manually or read out from a file
automatically.
Bypass code can be delivered:

- Via e-mail
- SMS
- By phone
Bypass activation Contact information:
Sisu Diesel Inc.
Email: service.helpdesk@sisudiesel.com
Tel: +358 400 91 7545
12 INSTRUCTIONS TO SET BYPASS KEY
Below is a short instruction how to activate bypass function with Sisu Diesel WinEEM3 service tool.
Activation can be done also with customer specific service tool. For customer specific Service Tool, check
operating instructions from vehicle manufacturer service manual.
Select bypass restrictions icon from configurations page.
19/02/2019 1
12.1 General bypass code(50h).
Select “Set General Bypass code in ECU”, service tool will automatically set values in windows.
Press “refresh” button of Service tool to see state of the bypass.

Now it informs that bypass is activated for 50 hours. Fault code 465, SPN 9241 FMI 31 “ID module not
present, bypass active” informs as well the state of bypass.
19/02/2019 1
12.2 Extended bypass code(1-200h).
12.2.1 Read code from file
If “read code from file…” selected, then choose correct bypass file.
Service tool will automatically set values in windows.
19/02/2019 1
Select “Set bypass in ECU”
Press “Refresh” button of Service tool to see state of the bypass.

Now it informs that bypass is activated. Fault code 465, SPN 9241 FMI 31 “ID module not present, bypass
active” informs as well the state of bypass.
19/02/2019 1
12.2.2 Code setting manually
Type the hours and characters to the “Modify Bypass window”.
Select “Set bypass in ECU”
Press “Refresh” button of Service tool to see state of the bypass.

Now it informs that bypass is activated. Fault code 465, SPN 9241 FMI 31 “ID module not present, bypass
active” informs as well the state of bypass.
19/02/2019 1
13 COMPONENT DESCRIPTIONS
13.1 EEM3 ECU
13.1.1 ECU and connectors
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Fig. 1 EEM3 ECU and connectors
19/02/2019 1
Fig. 2 ECU connector pin arrangements
13.1.2 ECU power supply connection
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Fig. 3 ECU power supply pins
13.2 High pressure pump and MPROP valve
Fig. 4 High pressure pump CP3.3 and location of MPROP valve
Fig. 5 High pressure pump CP1H and location of MPROP valve
19/02/2019 1
13.3 Rail, rail pressure sensor and PRV
Fig. 6 Rail unit, location of pressure sensor and PRV
13.4 Injector and MPROP wiring
Fig. 7 Injector and MPROP wiring, 6-cyl. 2-valve engine
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19/02/2019 1
13.5 Sensor details
13.5.1 Coolant temperature sensor
Description
The coolant temperature sensor measures temperature of the engine coolant water.
Sisu Diesel part number: 8366 67732
ECU connection
Pin numbers at ECU:

2.15 analog input with pull-up resistor
19/02/2019 1
2.26 ground
Voltage between pins 2.15 and 2.26 should be 5Vdc when sensor unplugged.
Fig. 11 ECU connection, coolant temperature sensor
Characteristics
Nominal resistance:
At 20 Cº = 2.5 k Ω
At 100 Cº = 0.186 k Ω
Sensor resistance decreases when warming up (Negative Temperature Coefficient).
Fig. 12 Characteristics, coolant temperature sensor
13.5.2 Fuel temperature sensor
Description
The fuel temperature sensor measures the incoming fuel temperature before the high pressure pump.
ECU connection
Pin numbers at ECU:

2.08 ground
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Fig. 13 ECU connection, fuel temperature sensor
Characteristics
Nominal resistance:
At 20 Cº = 2.5 k Ω
At 100 Cº = 0.186 k Ω
Sensor resistance decreases when warming up (Negative Temperature Coefficient).
Fig. 14 Characteristics, fuel temperature sensor
13.5.3 Boost pressure and intake manifold temperature sensor
Description
The boost pressure sensor measures pressure at the intake manifold. The sensor is an absolute pressure
sensor.
The intake air temperature sensor is integrated to the boost pressure sensor. The sensor measures
incoming air temperature at the intake manifold. Sensor resistance decreases when warming up(Negative
Temperature Coefficient).
ECU connection
Pin numbers at ECU,

2.33 5Vdc reference supply
2.25 ground
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Fig. 15 ECU connection, boost pressure and intake manifold temperature sensor
Characteristics, pressure sensor
Output voltage:
At 100 kPa abs (~atmospheric pressure) = 1.07 V

At 200 kPa abs = 2.21 V
Fig. 16 Characteristics, boost pressure sensor
Characteristics, temperature sensor
Nominal resistance:
At 20 Cº = 2.5 k Ω
At 100 Cº = 0.186 k Ω
Fig. 17 Characteristics, intake manifold temperature sensor
13.5.4 Oil pressure sensor
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Description
The Oil pressure sensor measures engine oil pressure. The sensor is an absolute pressure sensor.
ECU connection
Pin numbers at ECU,

2.27 analog input with pulldown resistor
2.24 ground
Fig. 18 ECU connection, oil pressure sensor
Characteristics
Output voltage:
At 100 kPa abs (~atmospheric pressure) = 0.5 V

At 1100 kPa abs = 4.5 V
Fig. 19 Characteristics, oil pressure sensor
13.5.5 Fuel pressure sensor
Description
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The filter pressure sensor (mounted at the filter housing inlet) measures fuel pressure before the high
pressure pump. The sensor is an absolute pressure sensor.
ECU connection
Pin numbers at ECU

2.21 analog input with pulldown resistor
2.17 ground
Fig. 20 ECU connection, fuel pressure sensor
Characteristics
Output voltage:
At 100 kPa abs (~atmospheric pressure) = ~1.9 V
At 300 kPa abs= 4.5 V
Fig. 21 Characteristics, fuel pressure sensor
13.5.6 Rail pressure sensor
Description
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The rail pressure sensor measures pressure at the rail (injection pressure).
ECU connection
Pin numbers at ECU:

2.12 ground
Voltage between pins 2.13 and 2.12 should be 5Vdc when sensor unplugged and ECU powered.
Fig. 22 ECU connection, rail pressure sensor
Characteristics
Output voltage:
At 0 MPa = 0.5 V
At 180 MPa = 4.5 V
Fig. 23 Characteristics, rail pressure sensor
13.5.7 Crankshaft speed sensor
Description
The crank speed sensor is a inductive speed sensor. The sensor ‘reads’ a trigger wheel mounted on the
crankshaft and the ECU reads pulses generated by the sensor.
ECU connection
Pin numbers at ECU:
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2.23 schmitt-trigger input with threshold adaptation for engine speed sensor signal
2.19 ground
Fig. 24 ECU connection, crankshaft speed sensor
Characteristics
Nominal coil resistance at 20 °C: 1120 - 1530 Ohms
13.5.8 Camshaft speed sensor
Description
The cam speed sensor is an inductive speed sensor. The sensor ‘reads’ a trigger wheel mounted on the
camshaft gear wheel and the ECU reads pulses generated by the sensor.
ECU connection
Pin numbers at ECU:

2.09 schmitt-trigger input with threshold adaptation for engine speed sensor signal
2.10 ground
Fig. 25 ECU connection, camshaft speed sensor
Characteristics
Nominal coil resistance at 20 °C: 774 - 946 Ohms
13.5.9 Water-in-fuel sensor
Description
The water in fuel sensor is an optional sensor. The sensor electronics is mounted at back of the filter
bracket and the sensing element at the bottom of the pre filter. The sensor has a self-diagnostic feature.
When ignition is switched on, the sensor output line is grounded for about three seconds. The ECU has +12
Vdc output for the sensor (also with +24 Vdc applications). The sensor output line grounded means water in
fuel.
19/02/2019 1
Fig. 26 Water in fuel sensor assembly
ECU connection
Pin numbers at ECU:

1.50 +12 Vdc Supply voltage output
1.47 digital input with pull-up resistor
1.65 ground
Voltage between pins 1.47 and 1.65 should be equal to ECU supply voltage when sensor unplugged.
Fig. 27 ECU connection, water in fuel sensor
13.6 ID-module
Fig. 28 ECU connection, ID-module
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13.7 Grid heater solenoid
13.8 Start relay
13.9 ECU sensor harness connection diagram
19/02/2019 1
14 EEM3 ECU TERMINAL DIAGRAM PART1/2
15 EEM3 ECU TERMINAL DIAGRAM PART 2/2
19/02/2019 1

Eem3 Troubleshoot Information

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EEM3 TROUBLESHOOT INFORMATION

Copyright 2009 Sisu Diesel Inc.. All rights are reserved.

Version Change Note Date

7.5.8 19, SPN 168, FMI 2, Battery voltage NO SIGNAL

1.3 Definitions, Terms, Acronyms and Abbreviations

CAN Controller Area Network

ECU Electronic Control Unit

EEM3 Sisu Diesel Stage 3 Electronic Engine Management

IDM Engine Identification module (ID-module)

Service Tool Special software for system diagnostics running in personal

SLn Speed limitation level n

[1] Engine operating manual

[2] Engine workshop manual

2 EEM3 GENERAL INSTRUCTIONS

DO NOT TRY TO OPEN OR REMOVE ANY OF THE FUEL SYSTEM COMPONENTS

· Electric welding (or other operation using high electrical current):

· High pressure wash or application of strong cleaning solvent:

3 INITIAL SYSTEM CHECK

· The engine oil level is too low

· Check the oil level and condition of oil

· Check the oil filter

· Check mechanical condition of the engine

· Check the idling speed

· Check the oil pressure sensor operation (see 13.5.4).

4.2 99, SPN 100, FMI 1, Oil pressure LOW, alarm

· The engine oil level is too low

· Check the oil level and condition of oil

· Check the oil filter

· Check mechanical condition of the engine

· Check the idling speed

· Check the oil pressure sensor operation (see 13.5.4).

4.3 102, SPN 102, FMI 18, Boost pressure LOW

· The boost air piping is leaking.

Find the cause for the low boost pressure indication:

· Check the boost air system tightness (piping, intercooler)

· Check the turbo charger condition

· Check the mechanical condition of the engine

· Check the boost pressure sensor operation (see 13.5.3).

Find cause for the high boost pressure indication:

· Check the boost pressure sensor operation (see 13.5.3).

· The fan belt is slipping or the belt is broken

Find cause for the overheating indication:

· Check the fan belt and the belt tension

· Check the coolant level

· Check condition of the radiator

· Check the mechanical condition of the engine

· Check the coolant temperature sensor operation (see 13.5.1).

4.6 113, SPN 110, FMI 0, Coolant temperature HIGH, alarm

· The fan belt is slipping or the belt is broken

Find cause for the overheating indication:

· Check the fan belt and the belt tension

· Check the coolant level

· Check condition of the radiator

· Check the mechanical condition of the engine

· Check the coolant temperature sensor operation (see 13.5.1).

· The charge air cooling system is not working properly

Find cause for the high intake manifold temperature indication:

· Check the intake manifold temperature sensor operation (see 13.5.3).

· The oil pressure control valve is not operating correctly

· Check the oil pressure sensor operation (see 13.5.4).

· The engine air supply is clogged

· Check the boost pressure sensor operation (see 13.5.3).

5 ENGINE SENSOR DIAGNOSTICS

5.1 COOLANT TEMPERATURE SENSOR

· The coolant temperature sensor wiring is defective

· Check the coolant temperature sensor operation (see 13.5.1).