Troubleshooting Program EDC 7
Troubleshooting Program EDC 7
Troubleshooting program
General information
The following troubleshooting program contains all the faults that can be detected by the fault memory.
The sequence of tests corresponds to the numerical succession of fault codes (SPNs), irrespective of the evaluation of
the fault.
This troubleshooting program does not currently fully match the previous SPN list. The missing fault codes will be added
successively.
During initial vehicle testing, the entire fault memory must always be read out and all the stored faults documented. This is
important because troubleshooting involves disconnecting lines and components in the system, which leads to
corresponding fault messages being set and stored. Consequently, the fault memory should always be deleted after
intermediate inspections. If parts have been exchanged, send a printout from MAN-cats verifying the fault together with
the returned part in order to claim back the costs.
Other procedures are only permitted subject to consultation with the relevant MAN department!
Similarly, control units are only allowed to be exchanged under warranty subject to consultation with the relevant MAN
department.
If a control unit has been exchanged unnecessarily, this action can only be cancelled within 7 days by means of ex-factory
parameterisation.
Repeat the test and delete the fault memory after correcting the fault and checking the repair.
Always delete the fault message and observe the fault before replacing any component or control unit. If several
faults are entered, always start with the test instructions which do not require components or control units to be
replaced. Make sure the ignition is switched off before commencing repairs and replacing components or control
units. If the ignition is not switched off, faults will be entered in the corresponding control units.
Break the connection to the control unit before measuring resistance values.
Please refer to the System Descriptions T 100 (HD-OBD) and T 110 (MAN AdBlue® System).
Use a test box (contact box) and an adapter wiring harness when performing tests relating to the control unit connector.
The pin assignment on the control unit connector is identical to measuring sockets on the test box.
The test box and the accompanying test cables can be obtained from Cartool, Straußenlettenstraße 15, 85053 Ingolstadt,
Germany. Test box item number: 97 0 010, test cable item number: 97 0 140
SPN 81 EXHAUST GAS DIFFERENTIAL PRESSURE OR EXHAUST GAS RELATIVE PRESSURE physical
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P1000, MIL on
Monitoring strategy: Monitoring for loose contact or plausibility of the rate of change of exhaust pressure,
excessive or insufficient exhaust pressure.
Effect of fault: Output of a default value
Possible faults: FMI 1: Pressure too high
FMI 2: Pressure too low
FMI 11: Loose contact on the signal line
Sensor defective
Note: Please refer to Service Information 223302
Refer to the wiring diagrams for the vehicle in question
SPN 102 CHARGE PRESSURE DOWNSTREAM OF COOLER (in charge-air pipe), physical
Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P0069, MIL off
Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of charge pressure.
Change compared to simulated charge pressure at temperature less than the specified
threshold. Comparison with atmospheric pressure signal.
Effect of fault: Output of a simulated charge pressure as default value
Possible faults: FMI 3: Signal implausible
FMI 8: Signal defective
FMI 11: Loose contact on the signal line
Charge-pressure sensor stuck (frozen), sensor defective
Intercooler blocked, charge air piping leak
Fault entries in other control units: Yes, vehicle management computer: SPN 3117 (CAN charge-pressure
sensor not available)
Note: A simulated charge air pressure value is generally used instead. The driver receives
the fault message; however, no restrictions are noticed unless the entire cooler is
frozen, for example. Furthermore, SPN 102 does not have priority 2 in the case of all
FMI (red fault lamp). A physical defect classification that reacts to an iced-up sensor (or
even intercooler) is assigned priority 4 (i.e. no indication).
Refer to the wiring diagrams for the vehicle in question
SPN 105 CHARGE AIR TEMPERATURE UPSTREAM OF CYLINDER INLET (downstream of EGR), physical
Fault indication: None (priority 4)
OBD fault P1004, MIL on
Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of charge air temperature.
Effect of fault: Output of a default value
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 11: Loose contact on the signal line
Sensor defective
Refer to the wiring diagrams for the vehicle in question
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
SPN 173 EXHAUST GAS TEMPERATURE UPSTREAM OF EXHAUST GAS AFTERTREATMENT, physical
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P2BAE and P1010, MIL on
Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of exhaust gas
temperature Excessive or insufficient temperature.
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Signal implausible
FMI 11: Loose contact on the signal line (rate of change of temperature too high)
Sensor defective
Clear the EDC fault memory after remedying the fault. Use MAN-cats® to call up the "Reset flashing MIL and torque
reduction" function. Then switch off the ignition. After EDC after-run (max. duration 5 sec.), the control unit can be
switched on again. The flashing MIL and the torque reduction are now reset. The corresponding "normal" OBD fault entry
is also deleted, while the long-term fault memory is not deleted. The fault memory entry is retained for a further 400 days
or 9600 operating hours and is then deleted automatically if the fault is no longer present.
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Oscilloscope curves
Camshaft speed sensor signal
measured at 600 rpm between pin A72
and A54
SPN 651 BANK 1 INJECTOR 1 (4-cylinder engine: Cylinder 1; 6-cylinder engine: Cylinder 1; 8-cylinder engine
Master: Cylinder 1, Slave: Cylinder 5; 10-cylinder engine Master: Cylinder 1, Slave: Cylinder 6; 12-cylinder engine
Master: Cylinder 1, Slave: cylinder 12)
Fault display: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1300, MIL on
Monitoring strategy: Check the current path between the control unit and the injector wiring harness for
discontinuity, short circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short circuit can also be caused by oil in the injector wiring harness or control unit
plug (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there may
also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the EDC
control unit. These reactions are explained in more detail in the "SPN list" section.
Refer to the diagrams for the vehicle in question
SPN 652 BANK 2 INJECTOR 1 (4-cylinder engine: Cylinder 3; 6-cylinder engine: Cylinder 5; 8-cylinder engine
Master: Cylinder 2, Slave: Cylinder 7; 10-cylinder engine Master: Cylinder 5, Slave: Cylinder 10; 12-cylinder engine
Master: Cylinder 5, Slave: cylinder 8)
Fault display: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1301, MIL on
Monitoring strategy: Check the current path between the control unit and the injector wiring harness for
discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control unit
connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there may
also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the EDC
control unit. These reactions are explained in more detail in the "SPN list" section.
Refer to the diagrams for the vehicle in question
SPN 653 BANK 1 INJECTOR 2 (4-cylinder engine: Cylinder 4; 6-cylinder engine: Cylinder 3; 8-cylinder engine
Master: Cylinder 3, Slave: Cylinder 6; 10-cylinder engine Master: Cylinder 2, Slave: Cylinder 7; 12-cylinder engine
Master: Cylinder 3, Slave: cylinder 10)
Fault display: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1302, MIL on
Monitoring strategy: Check the current path between the control unit and the injector wiring harness for
discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control unit
connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there may
also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the EDC
control unit. These reactions are explained in more detail in the "SPN list" section.
Refer to the diagrams for the vehicle in question
SPN 654 BANK 2 INJECTOR 2 (4-cylinder engine: Cylinder 2; 6-cylinder engine: Cylinder 6; 8-cylinder engine
Master: Cylinder 4, Slave: Cylinder 8; 10-cylinder engine Master: Cylinder 3, Slave: Cylinder 8; 12-cylinder engine
Master: Cylinder 6, Slave: cylinder 7)
Fault display: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1303, MIL on
Monitoring strategy: Check the current path between the control unit and the injector wiring harness for
discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control unit
connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there may
also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the EDC
control unit. These reactions are explained in more detail in the "SPN list" section.
Refer to the diagrams for the vehicle in question
SPN 655 BANK 1 INJECTOR 3 (6-cylinder engine: Cylinder 2; 10-cylinder engine Master: Cylinder 4, Slave:
Cylinder 9; 12-cylinder engine Master: Cylinder 2, Slave: cylinder 11)
Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1304, MIL on
Monitoring strategy: Check the current path between the control unit and the injector wiring harness for
discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control unit
connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there may
also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the EDC
control unit. These reactions are explained in more detail in the "SPN list" section.
Refer to the diagrams for the vehicle in question
SPN 656 BANK 2 INJECTOR 3 (6-cylinder engine: Cylinder 4; 12-cylinder engine Master: Cylinder 4, Slave:
cylinder 9)
Fault display: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1305, MIL on
Monitoring strategy: Check the current path between the control unit and the injector wiring harness for
discontinuity, short-circuit or other electrical faults
Effect of fault: Power loss, no fuel is injected into the cylinder concerned
Possible faults: FMI 1: Too high = Solenoid valve output stage short-circuit or other electrical fault
A short-circuit can also be caused by oil in the injector wiring harness or control unit
connector (especially in vehicles with high mileage)
FMI 4: No signal present = Discontinuity (injector wiring harness), coil in injector
defective
Note: Although only one SPN is entered in the fault memory of the control unit, there may
also be other cylinders in this cylinder bank that are affected.
The system reacts to faults in different ways, depending on the version of the EDC
control unit. These reactions are explained in more detail in the "SPN list" section.
Refer to the diagrams for the vehicle in question
SPN 1080 SUPPLY, FUEL LOW PRESSURE, CHARGE PRESSURE OIL PRESSURE AND EXHAUST GAS RELATIVE
PRESSURE SENSOR
Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1014, MIL off
Monitoring strategy: Checking for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Sensors supply incorrect values or no values
Possible faults: FMI 4: Supply line discontinuity
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Sensor defective
Fault entries in other control units: Yes, vehicle management computer and central on-board computer
Refer to the wiring diagrams for the vehicle in question
SPN 1131 CHARGE AIR TEMPERATURE DOWNSTREAM OF COOLER (in charge-air pipe), physical
Fault display: None (priority 4)
Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of charge air temperature
Effect of fault: Output of a default value
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Signal implausible (rate of change)
FMI 11: Loose contact on the signal line
Refer to the wiring diagrams for the vehicle in question
Note: When engine is stationary, pin A40 must switch to 0 V with a delay of 0.5 to 5 seconds after the ignition has been
switched off
SPN 3016 FFR1: BIT ERROR ZERO QUANTITY DUE TO ENGINE BRAKE
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring of messages that are sent in a defined time grid or on request on the vehicle
management computer CAN
Effect of fault: No engine brake function
Possible faults: FMI 1: Vehicle management computer sends invalid numerical value
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question
Test Measurement Correcting the fault
Vehicle data file -- Check control unit parameterisation
Control unit, EDC Resistance measurement Check voltage supply
between pin B21 (CAN-L) and Check lines
B22 (CAN-H) Check plug connections
Desired value: ~120 Ω At approx. 0 Ω, short-circuit from CAN-H to
Vehicle management Resistance measurement CAN-L
computer between pin X1/12 (CAN-L) and Fit new control unit or vehicle management
X1/10 (CAN-H) computer if no faults can be detected
Desired value: ~60 Ω
SPN 3025 FFR1: CHECKING OF CHECK BITS (Reserved Bits and Bytes)
Fault display: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring of messages that are sent in a defined time grid or on request on the vehicle
management computer CAN
Effect of fault: None
Possible faults: FMI 1: Vehicle management computer sends no “1” in the check bits
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question
SPN 3035 FFR2: CHECKING OF CHECK BITS (Reserved Bits and Bytes)
Fault display: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring of messages that are sent in a defined time grid or on request on the vehicle
management computer CAN
Effect of fault: None
Possible faults: FMI 1: Vehicle management computer sends no “1” in the check bits
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question
SPN 3039 FFR3: CHECKING OF CHECK BITS (Reserved Bits and Bytes)
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring of messages that are sent in a defined time grid or on request on the vehicle
management computer CAN
Effect of fault: None
Possible faults: Vehicle management computer sends no “1” in the check bits
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question
SPN 3089 CHARGE AIR TEMPERATURE SENSOR UPSTREAM OF CYLINDER INLET (downstream of EGR)
Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1023, MIL on
Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
Effect of fault: Output, default value
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 10: Discontinuity
Sensor defective
Note: In D20 pre-production engines, the flame start system can burn the charge air sensor.
Remedy: Install adapter fitting 51.98130-0242
Refer to the wiring diagrams for the vehicle in question
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Sensor curve
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Camshaft speed sensor signal measured at 600 rpm between pin A72 and A54
The following pictures show superimposed speed signals, in which case the correct phase offset can be seen.
Signal, speed sensor, camshaft and crankshaft, Signal, speed sensor, camshaft and crankshaft, D08
D28/D20/D26 4-cylinder
Crankshaft speed sensor signal measured at 600 rpm between pin A73 and A55
High-pressure pump CP3 Check overflow valve in the high- See hydraulic test step list
pressure pump
SPN 3789 EXHAUST GAS DIFFERENTIAL OR EXHAUST GAS RELATIVE PRESSURE SENSOR
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P1049, MIL on
Monitoring strategy: Monitoring of voltage limits and AP blocking
Effect of fault: Output of a default value
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Sensor defective, wiring defective
Note: Please refer to Service Information 223302
Refer to the wiring diagrams for the vehicle in question
Table of measurements
Pressure in kPa 0.0 5.0 10 15 20 30 40 50 65
Voltage in volts 0.50 0.90 1.30 1.70 2.10 2.90 3.70 4.50 4.50
SPN 3790 EXHAUST GAS DIFFERENTIAL OR EXHAUST GAS RELATIVE PRESSURE PLAUSIBILITY
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P1050, MIL on
Monitoring strategy: When the engine is stationary, the oil pressure is checked to see if it is below a
threshold. With the engine running at operating pressure, a check is performed to see if
two different corrected charge pressure values also produce two different exhaust gas
pressure values
Effect of fault: Defect detected if status is not plausible
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible
Sensor defective
Note: Please refer to Service Information 223302
Refer to the wiring diagrams for the vehicle in question
Table of measurements
Pressure in kPa 0.0 5.0 10 15 20 30 40 50 65
Voltage in volts 0.50 0.90 1.30 1.70 2.10 2.90 3.70 4.50 4.50
SPN 3792 EXHAUST GAS TEMPERATURE SENSOR UPSTREAM OF EXHAUST GAS AFTERTREATMENT
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P1051 and P2BAE, MIL on
Monitoring strategy: Monitoring of voltage limits and AP blocking
Effect of fault: Output of a default value
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground between pin B33 and pin A03
FMI 10: Sensor line discontinuity
Sensor defective
Refer to the diagrams for the vehicle in question
Table of measurements
Temperature in °C 0 25 200 400 600 800
Resistance in ohm 200 220 352 494 627 751
SPN 3793 EXHAUST GAS TEMPERATURE SENSOR DOWNSTREAM OF EXHAUST GAS AFTERTREATMENT,
physical
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P2BAE, MIL on
Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of exhaust gas
temperature Excessive or insufficient temperature
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Temperature implausible
FMI 11: Loose contact (rate of change of temperature too high)
Sensor defective
Note: The exhaust gas temperature sensor downstream of exhaust gas aftertreatment is
not connected at the EDC control unit but at the AdBlue® dosing control unit DCU 15.
The exhaust gas temperature value is sent from DCU 15 to the EDC control unit via
CAN with information about the validity. In the event of a fault, SPN 5002 is sent by
the DCU.
Refer to the diagrams for the vehicle in question
Table of measurements
Temperature in °C 0 25 200 400 600 800
Resistance in ohms 200 220 352 494 627 751
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
SPN 3811 VERIFICATION, EXHAUST GAS TEMPERATURE UPSTREAM OF EXHAUST GAS AFTERTREATMENT
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P1056, MIL on
Monitoring strategy: Monitoring for sensor drift when ignition on, i.e. whether exhaust gas temperature has
dropped to ambient temperature with the engine stopped. Monitoring in operation to
check whether sensor is installed, i.e. the temperature is too high at low load and too
low at high load.
Possible faults: FMI 1: Temperature too high (exhaust gas temperature has not fallen to ambient
temperature when stationary)
FMI 2: Temperature too low (exhaust gas temperature has fallen below ambient
temperature when stationary)
FMI 3: Temperature implausible (exhaust temperature is too high at low load)
FMI 8: Signal defective (exhaust gas temperature is too low at high load)
Sensor defective or not fitted
Note: If only this fault is stored in the fault memory, it is very likely to be a case of an
application fault that can be ignored. Delete the OBD fault memory (but fault comes
back). The temperature threshold is reduced with the new data records. However, the
change is being introduced first. The date is open, a flash action is pending (RME
operation?).
Refer to the diagrams for the vehicle in question
Table of measurements
Temperature in °C 0 25 200 400 600 800
Resistance in ohms 200 220 352 494 627 751
SPN 3812 VERIFICATION, EXHAUST GAS TEMPERATURE DOWNSTREAM OF EXHAUST GAS AFTERTREATMENT
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring for sensor drift when ignition on, i.e. whether exhaust gas temperature has
dropped to ambient temperature with the engine stopped. Monitoring in operation to
check whether sensor is installed, i.e. the temperature is too high at low load and too
low at high load.
Possible faults: FMI 1: Temperature too high (exhaust gas temperature has not fallen to ambient
temperature when stationary)
FMI 2: Temperature too low (exhaust gas temperature has fallen below ambient
temperature when stationary)
FMI 3: Temperature implausible (exhaust temperature is too high at low load)
FMI 8: Signal defective (exhaust gas temperature is too low at high load)
Sensor defective or not fitted
Note: The exhaust gas temperature sensor downstream of exhaust gas aftertreatment is
not connected at the EDC control unit but at the AdBlue® dosing control unit DCU 15.
The exhaust gas temperature value is sent from DCU 15 to the EDC control unit via
CAN with information about the validity. In the event of a fault, SPN 5002 is sent by
the DCU.
Refer to the diagrams for the vehicle in question
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
SPN 3847 CHARGE AIR TEMPERATURE DOWNSTREAM OF COOLER (in charge-air pipe)
Fault indication: None (priority 4)
OBD fault P1066, MIL on
Monitoring strategy: Monitoring for voltage limits and AP blocking
Effect of fault: Output of a default value
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 10: Discontinuity
Sensor defective
Refer to the diagrams for the vehicle in question
SPN 3849 SCR CATALYTIC CONVERTER NOT FITTED (verification, exhaust gas filter temperature)
Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1535, MIL on
Monitoring strategy: Monitoring during operation to check whether sensor is fitted in exhaust
Effect of fault: Not fitted if an insufficient temperature is measured at high load
Possible faults: FMI 9: Device fault, catalytic converter not fitted
Refer to the diagrams for the vehicle in question
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Refer to the diagrams for the vehicle in question
SPN 3868 VERIFICATION, CHARGE-AIR TEMPERATURE DOWNSTREAM OF COOLER (in charge-air pipe)
Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1079, MIL off
Monitoring strategy: Monitoring for sensor drift with the ignition on, i.e. whether the charge air temperature
has dropped to the coolant temperature with the engine stopped. Monitoring during
operation for whether the sensor is fitted (two different charge pressures must produce
two different temperatures)
Possible faults: FMI 1: Temperature too high (charge-air temperature upstream of engine has not fallen
to coolant temperature when stationary)
FMI 2: Temperature too low (charge-air temperature upstream of engine has fallen
below coolant temperature when stationary)
FMI 3: Temperature implausible (two different charge pressures must produce two
different temperatures)
Sensor defective or not fitted
Refer to the diagrams for the vehicle in question
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and Adblue system or
by an electrical defect in the oxygen sensor/output state, disappears from the long-term fault memory immediately if the
fault is no longer present!