Troubleshooting program

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.

Always test the lines in the following order:

Discontinuity or contact resistance (e.g. receptacles bent open, connectors or receptacles pushed back or corroded
plug and socket connections)
Short circuit to negative
Short circuit to positive
Short circuit to adjacent lines
Loose contacts
Reverse polarity
Water or moisture in the cable harness
Cable harnesses may be damaged or defective even if the corrugated hose appears undamaged on the outside!

Break the connection to the control unit before measuring resistance values.

Refer to the wiring diagrams for the vehicle in question!

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

Test box with test cable

1 Connection, vehicle wiring harness
2 Ground terminals
3 Engine connector A
4 Vehicle connector B
5 Injector connector C
6 Adapter (alternative)

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

Test Measurement Remedy

Voltage supply Voltage measurement between Check lines
pin A41 and pin A59 Check plug connections
Desired value: 4.75 - 5.25 V Fit new sensor
Signal voltage Voltage measurement between Fit a new control unit if no faults can be detected
pin A78 and pin A59
Desired value: 0.40 - 0.70 V

SPN 94 FUEL SUPPLY PRESSURE

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring whether fuel supply pressure is in the normal range
Effect of fault: Engine may stop, possibly lack of power
Possible faults: FMI 1: Fuel supply pressure too high because, e.g.:
Fuel filter clogged
Fuel pressure sensor defective
Overflow valve in the high-pressure pump does not deactivate
FMI 2: Fuel supply pressure too low because, e.g.:
Tank breather blocked
Pre-filter blocked
Loose contact on the signal line
Air in the system
Fuel pressure at high-pressure pump feed too low due to defective pre-supply pump
Fuel system ran dry due to leakage when engine stationary
Pressure-relief valve defective
FMI 3: Signal implausible
FMI 11: Loose contact
Consequential fault: Possibly SPN 3775-2. 3776, 3779
Note: Please refer to Service Information 180911b
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel system Check according to hydraulic test step Remedy fault in low-pressure circuit in
list accordance with hydraulic test step list
Fuel pressure sensor, Voltage measurement between pin A40 Check lines
voltage supply (+) and pin A37 (-) Check plug connections
Desired value: 4.75 - 5.25 V Fit new fuel pressure sensor
Fuel pressure sensor, Voltage measurement between pin A20
signal voltage (+) and pin A37 (-)
Nominal value: 2.33 - 3.43 V
SPN 100 OIL PRESSURE physical
Fault indication: Central fault lamp flashes continuously red whilst driving and when stationary
(priority 2)
Monitoring strategy: Monitoring for insufficient oil pressure, loose contact or plausibility of rate of change of
the oil pressure.
Effect of fault: Danger of engine damage!
Possible faults: FMI 2: Pressure too low
FMI 3: Signal implausible
FMI 11: Loose contact on the signal line
Sensor defective
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Oil pressure Desired value: 1.5 - 5.4 bar Check the oil level
Check the oil supply
Check for oil dilution
Oil pressure sensor, Voltage measurement between pin Check the signal for plausibility using MAN-cats
supply voltage A24 (+) and pin A38 (-) Monitoring
Desired value: 4.75 - 5.25 V Check lines
Oil pressure sensor, Voltage measurement between pin Check plug connections
signal voltage A21 (+) and pin A38 (-) Fit a new oil pressure sensor
Desired value: 1.96 - 4.81 V

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

Test Measurement Remedy

Boost pressure Pressure sensor pressurised Check that the sensor and intercooler are not
using ALDA tester or Mitywac Duo iced up
hand pump (absolute pressure Check the air cleaner
gauge) Check the charge pressure connection for leaks
Measurement using MAN-cats
with the engine stopped and the
ignition switched on
Desired value: 0 mbar
Boost pressure sensor, Voltage measurement between Check the signal for plausibility at idle speed
supply voltage pin A25 (+) and pin A62 (-) using MAN-cats Monitoring and atmospheric
Desired value: 4.75 - 5.25 V pressure sensor
Boost pressure sensor, Voltage measurement between Check lines
signal voltage pin A81 (+) and pin A62 (-) Check plug connections
Desired values: Fit new charge pressure sensor
0.94 - 1.20 V at 0 bar
1.10 - 1.40 V at 0.2 bar

Table of comparative values

Pressure in bar - 0.5 0 0.5 1 1.5 2 2.5 3
Voltage in volts 0.50 1.07 1.64 2.21 2.78 3.35 3.93 4.50

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

Test Measurement Remedy

Temperature sensor, Resistance measurement Check the signal for plausibility using MAN-cats
charge air, sensor between pin A76 and pin A57 Monitoring
resistance Desired value: Check lines
see table Check plug connections
Temperature sensor, Voltage measurement between Fit new charge air temperature sensor
charge air, sensor pin A76 and pin A57
voltage Desired value:
4.2 - 2.2 V at 0 - 60 °C
EGR flap --- EGR flap open (SPN 3004)

Table of desired values (tolerance ± 3%)

Temperature in °C 0 20 40 60 80
Resistance in ohm 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

SPN 108 ATMOSPHERIC PRESSURE physical

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of atmospheric pressure.
Effect of fault: Output of a default value
Possible faults: FMI 3: Signal implausible (rate of change),
FMI 11: Loose contact
Pressure compensation element on control unit damaged or blocked (painted over?)
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit Check the signal for plausibility at Fit a new control unit if no faults can be detected
idle speed using MAN-cats
Monitoring and charge pressure
sensor

SPN 110 COOLANT TEMPERATURE physical

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P2BAC and P2BAE, MIL on
Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of coolant temperature.
Excessive or insufficient temperature.
Effect of fault: Torque reduction if temperature too high
EGR inactive
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Temperature 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!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement Check the signal for plausibility using MAN-cats
coolant, sensor between pin A77 and pin A58 Monitoring
resistance Desired value: Check lines
2.05 kΩ ±3% at 25 °C Check plug connections
Temperature sensor, Voltage measurement between Fit a new temperature sensor
coolant, sensor voltage pin A77 and pin A58
Desired value:
 3.46 - 1.22 V at 30 - 90 °C
Coolant circuit --- See engine repair manual

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohm 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

SPN 168 BATTERY VOLTAGE

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
Monitoring strategy: Monitoring of the voltage limits
Effect of fault: If the battery voltage drops below 8 V, the EDC control unit is deactivated.
Possible faults: FMI 1: Battery voltage too high (> 32 V)
FMI 2: Battery voltage too low (< 16 V)
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

Test Measurement Remedy

Voltage supply, EDC Voltage measurement between Check the signal for plausibility using MAN-cats
control unit pins A01, A07, A12 and A13 (+) Monitoring
and pins A03, A09, A14 and A15 Check lines
(-) Check plug connections
Desired value: 20 - 28 V Fit a new control unit if no faults can be detected
Alternator Voltage, output as per data sheet If defect classification, repair or fit new alternator
Battery Charge level as per data sheet If defect classification, fit new battery

SPN 171 AMBIENT AIR TEMPERATURE, physical

Fault indication: None (priority 4)
Monitoring strategy: Monitoring for loose contact or plausibility of rate of change of ambient air
temperature. Excessive or insufficient temperature.
Effect of fault: If an electrical or physical defect is detected, the function provides a default value for
the signal output value.
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
FMI 3: Signal implausible
FMI 11: Loose contact on the signal line
Sensor defective
Note: The signal is provided by the vehicle management computer via the M-CAN.
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor See System Description T65, test Check the signal for plausibility using
step list for vehicle management MAN-cats Monitoring
computer Check lines
Check plug connections
Check the sensor for polarity reversal
Fit new sensor

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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Exhaust gas temperature Resistance measurement Check the signal for plausibility using
sensor, sensor resistance between pin B33 and pin B26 MAN-cats Monitoring
Desired value: Check lines
200 - 700 Ω Check plug connections
Exhaust gas temperature Resistance measurement Check the sensor for polarity reversal
sensor, earthing between pin B26 and pin A03 Fit new sensor
Desired value:
>10 MΩ
Exhaust gas temperature Voltage measurement between
sensor, sensor voltage pin B33 and pin B26
Desired value: 1.08 - 2.30 V at
20 - 700 °C

SPN 190 ENGINE SPEED

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1500, MIL off
Monitoring strategy: Monitoring of the camshaft and crankshaft speed path
Effect of fault: Engine may not start or remain stationary
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible (see note)
FMI 4: No signal present
FMI 8: Signal defective
FMI 9: Device fault
Note: If the engine is switched off and the ignition switched back on immediately or the
ignition key is released before the engine catches, the coasting movement of the
engine is incorrectly interpreted as turning in reverse and fault 190 is stored.
This fault with FMI 3 and the environmental condition "Synchronisation status 12" and
"Engine speed evaluation without function" can be ignored. There is no need to fit a
new speed sensor.
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Speed sensor, crankshaft Resistance measurement Check the signal for plausibility using
between pin A73 and pin A55 MAN-cats Monitoring and check the state
Desired value: 750 - 1100 Ω of engine speed acquisition
Speed sensor, camshaft Resistance measurement Check lines
between pin A72 and pin A54 Check plug connections
 Desired value: 750 - 1100 Ω Check the sensor for polarity reversal
Speed signal Signal test with oscilloscope Fit new engine speed sensor
Desired value: see oscilloscope
curves
Distance between speed Desired value: 0.5 - 1.5 mm Correct the distance
sensor and flywheel

Oscilloscope curves
Camshaft speed sensor signal
measured at 600 rpm between pin A72
and A54

Crankshaft speed sensor signal

measured at 600 rpm between pin A73
and A55

SPN 609 CAN MODULE 1

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring for busoff state, CAN module 1
Effect of fault: EDC control unit goes into “Stand-alone mode” (i.e. engine cannot be accelerated
beyond idling speed).
Possible faults: FMI 4: No signal present
FMI 8: Signal defective
FMI 9: Device fault
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can no
longer be tested in the familiar way using the 120-ohm terminating resistor. The
terminating resistor has been replaced internally in the EDC control unit by RC wiring
(dynamic resistor). In other words, the engine CAN can no longer be measured directly
at the vehicle management computer as before when control units are connected as, in
this case, 120 ohms are measured instead of the expected 60 ohms, leading to the
false assumption that the wiring is defective. Measurements can therefore only be
performed when the EDC control unit is disconnected, the ignition is switched off and
the contact box (test box) is connected or using the oscilloscope!
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question
Test Measurement Remedy
EDC control unit 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
CAN-L
M-CAN databus Desired value: see oscilloscope Fit new control unit or vehicle management
curve computer if no faults can be detected

CAN High: Channel A

CAN Low: Channel B

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

Test Measurement Correcting the fault

Activation, injector Check signal shape using Check injector plausibility with MAN-cats Monitoring
clamp-on probe (idling) Monitoring “Status of injectors”
 Check cylinder assignment
Check lines (including under valve cover)
Check plug/screw connections (including under valve
cover)
Fit a new control unit if no faults can be detected
Injector coil resistance Resistance measurement Fit new injector
in accordance with test
step list
Desired value: < 2 Ω
Run-up test TRUP Start from MAN-cats and If there is a cable discontinuity in a current path, only the
follow the instructions defective injector is switched off, i.e. the run-up test
(TRUP) can be performed and shows the affected
current path
If there is a short circuit in a current path to an injector,
all injectors in the affected bank are switched off, i.e. a 6-
cylinder in-line engine then only runs on three cylinders.
TRUP is aborted with a fault message because the
engine is then only running on two cylinders

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

Test Measurement Correcting the fault

Activation, injector Check signal shape using Check injector plausibility with MAN-cats Monitoring
clamp-on probe (idling) Monitoring “Status of injectors”
Check cylinder assignment
Check lines (including under valve cover)
Check plug/screw connections (including under valve
cover)
Fit a new control unit if no faults can be detected
Injector coil resistance Resistance measurement Fit new injector
in accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats and If there is discontinuity in a current path, only the
follow the instructions defective injector is switched off, i.e. the run-up test
(TRUP) can be performed and shows the affected
current path
If there is a short circuit in a current path to an injector,
all injectors in the affected bank are switched off, i.e. a 6-
cylinder in-line engine then only runs on three cylinders.
TRUP is aborted with a fault message because the
 engine is then only running on two cylinders

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

Test Measurement Correcting the fault

Activation, injector Check signal shape using Check injector plausibility with MAN-cats Monitoring
clamp-on probe (idling) Monitoring “Status of injectors”
Check cylinder assignment
Check lines (including under valve cover)
Check plug/screw connections (including under valve
cover)
Fit a new control unit if no faults can be detected
Injector coil resistance Resistance measurement Fit new injector
in accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats and If there is discontinuity in a current path, only the
follow the instructions defective injector is switched off, i.e. the run-up test
(TRUP) can be performed and shows the affected
current path
If there is a short circuit in a current path to an injector,
all injectors in the affected bank are switched off, i.e. a 6-
cylinder in-line engine then only runs on three cylinders.
TRUP is aborted with a fault message because the
engine is then only running on two cylinders

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

Test Measurement Correcting the fault

Activation, injector Check signal shape using Check injector plausibility with MAN-cats Monitoring
clamp-on probe (idling) Monitoring “Status of injectors”
Check cylinder assignment
Check lines (including under valve cover)
Check plug/screw connections (including under valve
cover)
Fit a new control unit if no faults can be detected
Injector coil resistance Resistance measurement Fit new injector
in accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats and If there is discontinuity in a current path, only the
follow the instructions defective injector is switched off, i.e. the run-up test
(TRUP) can be performed and shows the affected
current path
If there is a short circuit in a current path to an injector, all
all injectors in the affected bank are switched off, i.e. a 6-
cylinder in-line engine then only runs on three cylinders.
TRUP is aborted with a fault message because the
engine is then only running on two cylinders

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

Test Measurement Correcting the fault

Activation, injector Check signal shape using Check injector plausibility with MAN-cats Monitoring
clamp-on probe (idling) Monitoring “Status of injectors”
Check cylinder assignment
Check lines (including under valve cover)
Check plug/screw connections (including under valve
cover)
Fit a new control unit if no faults can be detected
Injector coil resistance Resistance measurement Fit new injector
in accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats and If there is discontinuity in a current path, only the
follow the instructions defective injector is switched off, i.e. the run-up test
(TRUP) can be performed and shows the affected
current path
If there is a short circuit in a current path to an injector, all
all injectors in the affected bank are switched off, i.e. a 6-
cylinder in-line engine then only runs on three cylinders.
TRUP is aborted with a fault message because the
engine is then only running on two cylinders

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

Test Measurement Correcting the fault

Activation, injector Check signal shape using Check injector plausibility with MAN-cats Monitoring
clamp-on probe (idling) Monitoring “Status of injectors”
Check cylinder assignment
Check lines (including under valve cover)
Check plug/screw connections (including under valve
cover)
Fit a new control unit if no faults can be detected
Injector coil resistance Resistance measurement Fit new injector
in accordance with test
step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats and If there is discontinuity in a current path, only the
follow the instructions defective injector is switched off, i.e. the run-up test
(TRUP) can be performed and shows the affected
current path
If there is a short circuit in a current path to an injector, all
all injectors in the affected bank are switched off, i.e. a 6-
cylinder in-line engine then only runs on three cylinders.
TRUP is aborted with a fault message because the
engine is then only running on two cylinders

SPN 959 TIME/DATE: SECONDS INVALID

Fault display: None (priority 4)
Monitoring strategy: Monitoring to check whether the vehicle management computer (FFR) sends a valid
numerical value
Effect of fault: No fault date and fault time information available
Possible faults: Vehicle management computer sends invalid numerical value
Fault entries in other control units: Yes, vehicle management computer and tachograph
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Instrumentation Check whether the time Troubleshooting in I-CAN and tachograph
and mileage are
indicated
Tachograph Check for correct Fit new tachograph if no faults can be detected
functioning
Vehicle management Check parameterisation Fit new vehicle management computer if no faults can
computer be detected

SPN 960 TIME/DATE: MINUTES INVALID

Fault display: None (priority 4)
Monitoring strategy: Monitoring to check whether the vehicle management computer (FFR) sends a valid
numerical value
Effect of fault: No date and time information available about the faults
Fault entries in other control units: Yes, vehicle management computer and tachograph
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Instrumentation Check whether the time Troubleshooting in I-CAN and tachograph
and mileage are
indicated
Tachograph Check for correct Fit new tachograph if no faults can be detected
functioning
Vehicle management Check parameterisation Fit new vehicle management computer if no faults can
computer be detected

SPN 961 TIME/DATE: HOURS INVALID

Fault display: None (priority 4)
Monitoring strategy: Monitoring to check whether the vehicle management computer (FFR) sends a valid
numerical value
Effect of fault: No date and time information available about the faults
Fault entries in other control units: Yes, vehicle management computer and tachograph (MTCO)
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Instrumentation Check whether the time Troubleshooting in I-CAN and tachograph
and mileage are
indicated
Tachograph Check for correct Fit new tachograph if no faults can be detected
functioning
Vehicle management Check parameterisation Fit new vehicle management computer if no faults can
computer be detected

SPN 962 TIME/DATE: DAYS INVALID

Fault display: None (priority 4)
Monitoring strategy: Monitoring to check whether the vehicle management computer (FFR) sends a valid
numerical value
Effect of fault: No date and time information available about the faults
Fault entries in other control units: Yes, vehicle management computer and tachograph
Refer to the wiring diagrams for the vehicle in question
Test Measurement Correcting the fault
Instrumentation Check whether the time Troubleshooting in I-CAN and tachograph
and mileage are
indicated
Tachograph Check for correct Fit new tachograph if no faults can be detected
functioning
Vehicle management Check parameterisation Fit new vehicle management computer if no faults can
computer be detected

SPN 963 TIME/DATE: MONTHS INVALID

Fault display: None (priority 4)
Monitoring strategy: Monitoring to check whether the vehicle management computer (FFR) sends a valid
numerical value
Effect of fault: No date and time information available about the faults
Fault entries in other control units: Yes, vehicle management computer and tachograph (MTCO)
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Instrumentation Check whether the time Troubleshooting in I-CAN and tachograph
and mileage are
indicated
Tachograph Check for correct Fit new tachograph if no faults can be detected
functioning
Vehicle management Check parameterisation Fit new vehicle management computer if no faults can
computer be detected

SPN 964 TIME/DATE: YEARS INVALID

Fault display: None (priority 4)
Monitoring strategy: Monitoring to check whether the vehicle management computer (FFR) sends a valid
numerical value
Effect of fault: No date and time information available about the faults
Fault entries in other control units: Yes, vehicle management computer and tachograph
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Instrumentation Check whether the time Troubleshooting in I-CAN and tachograph
and mileage are
indicated
Tachograph Check for correct Fit new tachograph if no faults can be detected
functioning
Vehicle management Check parameterisation Fit new vehicle management computer if no faults can
computer be detected

SPN 1079 SUPPLY, RAIL PRESSURE SENSOR

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1301, MIL on
Monitoring strategy: Checking for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Sensor may supply no values or incorrect values.
Pressure limiting valve opens, engine keeps running with 800 bar rail pressure.
Limiting: D08: 100 mg/stroke, D20: 150 mg/stroke, D26 and D28: 180 mg/stroke.
Possible faults: FMI 4: Supply line discontinuity
FMI 5: Short-circuit to ground
 FMI 6: Short-circuit to +Ubat
Sensor defective
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Supply voltage, rail Voltage measurement between Check lines
pressure sensor pin A43 and pin A61 Check plug connections
Desired value: 4.75 - 5.25 V Fit new rail pressure sensor
Fit a new control unit if no faults can be detected

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

Test Measurement Remedy

Voltage supply, fuel Voltage measurement between Check lines
pressure sensor pin A40 and pin A37 Check plug connections
Desired value: 4.75 - 5.25 V Fit new sensor
Voltage supply, charge Voltage measurement between Fit a new control unit if no faults can be detected
pressure sensor pin A25 and pin A62
Desired value: 4.75 - 5.25 V
Voltage supply, oil Voltage measurement between
pressure sensor pin A24 and pin A38
Desired value: 4.75 - 5.25 V

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

Test Measurement Remedy

Temperature sensor, Resistance measurement Check the signal for plausibility using MAN-cats
charge air, sensor between pin A70 and pin A62 Monitoring
resistance Desired value: Check lines
see table Check plug connections
Temperature sensor, Voltage measurement between Fit new charge air temperature sensor
charge air, sensor pin A70 and pin A62
voltage Desired value:
4.2 - 2.2 V at 0 - 60 °C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohm 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

SPN 2039 FFR 1: TIMEOUT

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring for receipt of vehicle management computer 1 (FFR1) message
Effect of fault: EDC control unit goes into “Stand-alone mode” (i.e. engine cannot be accelerated
beyond idling speed)
Possible faults: FMI 3: Signal implausible
FMI 4: Timeout state, no receipt of FFR 1 message
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can no
longer be tested in the familiar way using the 120-ohm terminating resistor. The
terminating resistor has been replaced internally in the EDC control unit by RC wiring
(dynamic resistor). In other words, the engine CAN can no longer be measured directly
at the vehicle management computer as before when control units are connected as, in
this case, 120 ohms are measured instead of the expected 60 ohms, leading to the
false assumption that the wiring is defective. Measurements can therefore only be
performed when the EDC control unit is disconnected, the ignition is switched off and
the contact box (test box) is connected or using the oscilloscope!
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

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 (see note)

SPN 3004 EGR CONTROLLER STEADY-STATE DEVIATION

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring for steady-state deviation
Effect of fault: No EGR function
Possible faults: FMI 1: EGR flap open
FMI 2: EGR flap closed
Nominal position of flap acc. to duty factor does not match the actual position acc. to
dry-reed contact
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR feedback (only if Resistance measurement Perform actuator test with MAN-cats (does
uncontrolled EGR is fitted) between pin A23 and A22 positioning cylinder extend?)
Desired value: < 2 Ω Check lines
EGR feedback in case of Voltage measurement between Check plug connections
controlled EGR pin A32 and A39 Fit new EGR controller
Desired value: 4.75 - 5.25 V Fit a new control unit if no faults can be
(idling) detected
Voltage measurement between
pin A87 and A39
Desired value: 0.50 - 0.90 V
(idling)
EGR activation Resistance measurement
between pin A17 and A11
Desired value: 25 - 110 Ω
EGR flap Flap actuation ease of movement Repair or fit new EGR flap
Compressed air feed --- Check compressed air supply

SPN 3007 DM4-REQUEST INVALID

Fault indication: None (priority 4)
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: Fault memory cannot be read out on display via menu
Possible faults: FMI 8: Signal defective
Invalid vehicle management computer request to send a DM4 message (fault memory)
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can no
longer be tested in the familiar way using the 120-ohm terminating resistor. The
terminating resistor has been replaced internally in the EDC control unit by RC wiring
(dynamic resistor). In other words, the engine CAN can no longer be measured directly
at the vehicle management computer as before when control units are connected as, in
this case, 120 ohms are measured instead of the expected 60 ohms, leading to the
false assumption that the wiring is defective. Measurements can therefore only be
performed when the EDC control unit is disconnected, the ignition is switched off and
the contact box (test box) is connected or using the oscilloscope!
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

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
CAN-L

SPN 3009 ENGINE OVERREVVING

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Check to determine whether limit speed has been exceeded
Effect of fault: Danger of engine damage!
Injection is blocked until the speed has dropped below the specified threshold. Limiting:
D20 and D26: 2800 rpm
Possible faults: FMI 1: Speed too high
Incorrect operation, driving error (e.g. incorrect gear selected)
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Vehicle management Read out trend data No further measures required
computer

SPN 3014 MAIN RELAY BLOCKED

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Fault if the control unit is still energised after a certain time following deactivation of
terminal 15
Effect of fault: Battery can discharge if vehicle left at standstill for a prolonged period of time
Possible faults: Main relay integrated in control unit defective
 FMI 2: Signal too low
FMI 3: Signal implausible
FMI 4: No signal present
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Main relay in EDC Voltage measurement with ignition ON Check lines
control unit between pin B36 and A03 Fit a new control unit if no faults can be
Ignition on detected
Desired value: Ubat
Ignition off
Desired value: 0 V
Voltage measurement, main relay,
between pin A40 and A03
Ignition on
Desired value: 4.74 - 5.25 V
Ignition off
Desired value: 0 V

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

Ignition ON Ignition OFF

Channel A: Ignition pin B36

Channel B: Main relay pin A40

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 3017 FFR1: BIT ERROR DESIRED TORQUE

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
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: Engine starts idling
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
EDC control unit 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 3018 FFR1: BIT ERROR MAXIMUM SPEED GOVERNOR PARAMETER ID

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: Control parameter set “0” activated, possibly poor engine running characteristics at
current governor settings
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
EDC control unit 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 3020 FFR1: BIT ERROR EDR DESIRED VALUE
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: Maximum speed reduction (EDR) is cancelled, engine can speed up slowly
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
EDC control unit 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 3022 FFR1: ZDR DESIRED VALUE

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: Engine does not go into ZDR mode (= intermediate speed governing)
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
EDC control unit 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 3023 FFR1: BIT ERROR REQUEST MEOS

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: Request for MEOS (Momentary Engine Overspeed) is cancelled
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
EDC control unit 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 3024 FFR1: BIT ERROR REQUEST RAMPS OFF

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: Ramps are reactivated
Possible faults: FMI 1: Vehicle management computer sends invalid numerical value, gearbox control
unit sends invalid 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
EDC control unit 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

Test Measurement Correcting the fault

Vehicle data file -- Check control unit parameterisation
EDC control unit 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 3029 FFR2: BIT ERROR IDLING DESIRED VALUE
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: Engine goes to EDC-internal idling speed
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
EDC control unit 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 3030 FFR2: BIT ERROR IDLING CONTROL PARAMETER ID

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: Idling speed governor parameter set “0” is activated
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
EDC control unit 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 3031 FFR2: REQUESTED IDLING DESIRED VALUE TOO GREAT

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: Maximum possible idling speed (800 rpm) is achieved
Possible faults: FMI 1: Vehicle management computer requests idling speed greater than 800 rpm
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
EDC control unit 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 3032 FFR2: BIT ERROR REQUEST STAND ALONE

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: EDC goes into Stand-alone mode (= idling)
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
EDC control unit 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 3033 FFR2: BIT ERROR START REQUEST

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 starter control
Possible faults: FMI 1: Vehicle management computer sends invalid numerical value
Customer-specified module (via 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
EDC control unit 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 3034 FFR2: BIT ERROR REQUEST ENGINE STOP

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: Engine is not stopped by vehicle management computer
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
EDC control unit 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 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

Test Measurement Correcting the fault

Vehicle data file -- Check control unit parameterisation
EDC control unit 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 3038 FFR3: BIT ERROR VEHICLE STANDSTILL DETECTION

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: “Moving vehicle” is detected despite the fact that the vehicle is stationary
Control unit can only be programmed when CAN is interrupted
Run-up test and compression test not available
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 Remedy

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 (FFR) 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
Parking brake --- Apply the parking brake
Instrumentation MAN-cats diagnosis indication Check tachograph and Kitas sensor
road speed

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

Test Measurement Correcting the fault

Vehicle data file -- Check control unit parameterisation
EDC control unit 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 3045 ERROR, STARTER CONTROL

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of starter activation
Effect of fault: Fault in starter path, it may not be possible to start the engine
Possible faults: FMI 3: Voltage drop in the battery too low during start
Fault entries in other control units:
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

IMR relay Resistance measurement Check lines
between pin A16 and pin A19 Check plug connections
Desired value: 15 - 30 Ω Fit new IMR relay
Fit new starter
Fit a new control unit if no faults can be detected
SPN 3046 ATMOSPHERIC PRESSURE SENSOR
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P2226, MIL on
Monitoring strategy: Monitoring of the atmospheric pressure sensor signal for voltage limits and AP blocking
Effect of fault: If charge pressure sensor is defective: Default value 1000 mbar, otherwise the same as
the charge pressure at idling
Possible faults: FMI 4: No signal, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Note: Also see SPN 108
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit Check the signal for plausibility at Fit a new control unit if no faults can be detected
idle speed using MAN-cats
Monitoring and charge pressure
sensor

SPN 3063 AFTER-RUN NOT COMPLETE

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1504, MIL on
Monitoring strategy: Monitoring to check whether the last two run-on operations were completed correctly
Effect of fault: No faults can be stored in EDC
Possible faults: FMI 1: The last two run-on operations were not completed correctly
Consequential fault: If the voltage supply connection is defective, this fault can also cause faults 3082, 3087
and 3751.
Note: This fault also occurs if the vehicle is stopped too often using the electrical battery
emergency off switch (fitted in vehicles for hazardous goods transport).
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit voltage Voltage measurement between Check the signal for plausibility using MAN-cats
supply pins A01, A07, A12 and A13 (+) Monitoring
and pins A03, A09, A14 and A15 Check lines
(-) Check plug connections
Desired value: 20 - 28 V Fit a new control unit if no faults can be detected

SPN 3064 EDC STAND-ALONE MODE

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of the idling speed request from the vehicle management computer by
central monitoring logic
Effect of fault: EDC control unit goes into “Stand-alone mode” (i.e. engine cannot be accelerated
beyond idling speed)
Possible faults: FMI 1: Communication with the vehicle management computer is not possible or the
vehicle management computer is requesting stand-alone operation
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can no
longer be tested in the familiar way using the 120-ohm terminating resistor. The
terminating resistor has been replaced internally in the EDC control unit by RC wiring
(dynamic resistor). In other words, the engine CAN can no longer be measured directly
at the vehicle management computer as before when control units are connected as, in
this case, 120 ohms are measured instead of the expected 60 ohms, leading to the
false assumption that the wiring is defective. Measurements can therefore only be
performed when the EDC control unit is disconnected, the ignition is switched off and
the contact box (test box) is connected or using the oscilloscope!
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit 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
CAN-L
Fit new vehicle management computer if no
faults can be detected

SPN 3076 IMMOBILISER ENABLE

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of pairing recognition between EDC and vehicle management computer
Effect of fault: Starter turns, engine does not start
Possible faults: FMI 9: Immobiliser ID in vehicle management computer and EDC control unit do not
match
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Vehicle management MAN-cats diagnosis Correct pairing
computer/EDC pairing
Vehicle data file MAN-cats parameterisation Check control unit parameterisation
Read coil --- Check lines
Check plug connections
Fit new read coil

SPN 3077 IMMOBILISER ENABLE

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of pairing recognition between EDC and vehicle management computer
Effect of fault: Starter turning, engine does not start
Possible faults: FMI 3: No quantity due to timeout when sending the vehicle management computer ID,
i.e. the vehicle management computer does not detect a vehicle management
computer ID within a defined time period
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Vehicle management MAN-cats diagnosis Check pairing and correct if necessary
computer/EDC pairing
Vehicle data file MAN-cats parameterisation Check control unit parameterisation

SPN 3081 BOOST PRESSURE GOVERNOR SHUT-OFF

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1018, MIL on
Monitoring strategy: Monitoring for steady-state deviation of the charge pressure control
Effect of fault: Speed reduced to 1800 rpm and torque reduction
Possible faults: FMI 3: Desired charge pressure cannot be set
Consequential fault: Possible consequential fault of SPN 3745
Note: This fault only occurs in D08 engines with 2-stage turbocharging
Refer to the wiring diagrams for the vehicle in question
Test Measurement Remedy
Turbocharger Resistance measurement Check lines
proportional valve between pin A02 and pin A04 Check plug connections
Desired value: 80 - 100 Ω Check pulse valve (actuator test)
Fit a new control unit if no faults can be detected
Compressed air feed --- Check compressed air supply
Boost air lines --- Check for leaks
Turbocharger/wastegate --- Fit new turbocharger (see engine repair manual)

SPN 3082 PLAUSIBILITY, OIL PRESSURE SENSOR

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: When the engine is stationary, the oil pressure is checked to see if it is below a
specified threshold or is falling.
When the engine is running and at operating temperature, a check is performed
whether two different engine speeds also produce two different oil pressure values
Possible faults: FMI 1: Engine stationary and oil pressure > 0.5 bar
FMI 3: Engine running at different speeds and oil pressure does not change
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Oil pressure when the Desired value: 1.5 - 5.4 bar Check the oil level
engine is running The oil pressure must change when Check the oil circuit for leaks downstream of the
the engine speed changes oil pump
Oil pressure when Desired value: > 0.5 bar Check the oil pressure sensor and renew as
stationary necessary
Oil pressure sensor, Voltage measurement between pin Check the signal for plausibility using MAN-cats
supply voltage A24 (+) and pin A38 (-) Monitoring
Desired value: 4.75 - 5.25 V Check lines (including ground lead in MP box)
Oil pressure sensor, Voltage measurement between pin Check plug connections
signal voltage A21 (+) and pin A38 (-) Fit a new oil pressure sensor
Desired value: 1.96 - 4.81 V

SPN 3083 PLAUSIBILITY, RAIL PRESSURE SENSOR

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
OBD fault P1020, MIL off
Monitoring strategy: Monitoring to check whether rail pressure falls to atmospheric pressure level when
engine is stationary
Possible faults: FMI 1: Sensor voltage too high when engine stationary
FMI 2: Sensor voltage too low when engine stationary
Refer to the diagrams for the vehicle in question
Test Measurement Remedy
Rail pressure sensor Voltage measurement between Check lines
supply voltage pin A43 and pin A61 Check plug connections
Desired value: 4.75 - 5.25 V Fit new rail pressure sensor
Rail pressure sensor Voltage measurement between
signal voltage pin A80 and pin A61
Desired value: 1.01 - 1.60 V

SPN 3086 EGR ADJUSTER POSITION, LIMIT POSITION

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
Monitoring strategy: Monitoring of the voltage limits (supply voltage and sensor voltage) and AP blocking
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
Exhaust gas recirculation flap defective
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR feedback (only if Resistance measurement Check the signal for plausibility using MAN-
uncontrolled EGR is fitted) between pin A23 and A22 cats Monitoring
Desired value: < 2 Ω Check lines
EGR activation Resistance measurement Check plug connections
between pin A17 and A11 Fit new EGR controller
Desired value: 25 - 110 Ω

SPN 3087 OIL PRESSURE SENSOR

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
Effect of fault: Output default value 1 bar
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
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Oil pressure sensor, Voltage measurement between pin Check lines
supply voltage A24 (+) and pin A38 (-) Check plug connections
Desired value: 4.75 - 5.25 V Fit new oil pressure sensor
Oil pressure sensor, Voltage measurement between pin Also see SPN 1080
signal voltage A21 (+) and pin A38 (-)
Desired value: 1.96 - 4.81 V
SPN 3088 CHARGE PRESSURE SENSOR 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 P1022, MIL off
Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
Effect of fault: Output of a simulated charge pressure as default value
Possible faults: FMI 3: Signal implausible
FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground (see note)
FMI 6: Short-circuit to +Ubat
Sensor defective
Note: If there is a turbo defect and the turbo no longer builds up charge pressure, this fault is
indicated wrongly as FMI 5 (short-circuit to ground) and not as FMI 2 (charge pressure
too low). This is misleading as, in this case, the fault is wrongly sought on the electrical
side.
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Boost pressure sensor, Voltage measurement between Check lines
supply voltage pin A25 (+) and pin A62 (-) Check plug connections
Desired value: 4.75 - 5.25 V Fit a new charge pressure sensor
Boost pressure sensor, Voltage measurement between Check the turbocharger (see note above)
signal voltage pin A81 (+) and pin A62 (-)
Desired values:
0.94 - 1.20 V at 0 bar
1.10 - 1.40 V at 0.2 bar

Table of comparative values

Pressure in bar - 0.5 0 0.5 1 1.5 2 2.5 3
Voltage in volts 0.50 1.07 1.64 2.21 2.78 3.35 3.93 4.50

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

Test Measurement Remedy

Temperature sensor, Resistance measurement Check lines
sensor resistance between pin A76 and pin A57 Check plug connections
Desired value: see table Fit a new temperature sensor
Temperature sensor, Voltage measurement between
sensor voltage pin A76 and pin A57
Desired value: 4.2 - 2.2 V at 0 -
60 °C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohm 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

SPN 3091 COOLANT TEMPERATURE SENSOR

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P2BAC, P2BAE and P0115, MIL on
Monitoring strategy: Monitoring of the voltage limits (sensor voltage) and AP blocking
Effect of fault: Output default value 100 °C
Torque reduction 10%
EGR inactive
Possible faults: FMI 4: No signal present, AP channel blocked, control unit fault
FMI 5: Short-circuit to ground between pin A77 and pin A03
FMI 6: Short-circuit to +Ubat between pin A77 and pin A01
FMI 10: Sensor line discontinuity
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!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Voltage measurement between Check lines
sensor voltage pin A77 and pin A58 Check plug connections
Desired value: 3.46 - 1.22 V at Fit a new temperature sensor
30 - 90 °C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohm 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

SPN 3092 TIME/DATE: TIMEOUT

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring for timeout of date information (day/month/year etc.)
Effect of fault: No fault date and fault time information available. Variables are frozen to value before
 timeout
Possible faults: FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Fault entries in other control units: Yes, vehicle management computer and tachograph (MTCO)
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

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 (FFR) 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
Tachograph Check for correct functioning
M-CAN databus Desired value: see oscilloscope
T-CAN databus curve
I-CAN databus

CAN High: Channel A

CAN Low: Channel B

SPN 3093 CHECKING OF CHECK BITS (TIME/DATE MESSAGE)

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of messages that are sent in a defined time grid or on request on the vehicle
management computer CAN
Possible faults: FMI 1: Time/date message does not send a “1” to the reserved message locations
Fault entries in other control units: Yes, vehicle management computer
Refer to the wiring diagrams for the vehicle in question
Test Measurement Remedy
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 (FFR) 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
M-CAN databus Desired value: see oscilloscope
T-CAN databus curve
I-CAN databus

CAN High: Channel A

CAN Low: Channel B

SPN 3099 RAIL PRESSURE SENSOR

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P0190, MIL on
Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
Effect of fault: Pressure limiting valve opens, engine keeps running with 800 bar rail pressure.
Limiting: D08: 2000 rpm; 100 mg/stroke, D20: 130-150 mg/stroke, D26: 180 mg/stroke
Possible faults: FMI 1: Rail pressure too high
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
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Rail pressure sensor Voltage measurement between Check lines
supply voltage pin A43 and pin A61 Check plug connections
 Desired value: 4.75 - 5.25 V Fit new rail pressure sensor
Rail pressure sensor Voltage measurement between If no fault can be detected, determine the reason
signal voltage pin A80 and pin A61 for the opening of the pressure limiting valve as
Desired value: 1.01 - 1.60 V per the hydraulic test step list

Sensor curve

SPN 3100 FUEL PRESSURE SENSOR (LOW-PRESSURE)

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
Monitoring strategy: Monitoring of the voltage limits (supply voltage, sensor voltage) and AP blocking
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
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel pressure sensor, Voltage measurement between pin A40 Check lines
voltage supply (+) and pin A37 (-) Check plug connections
Desired value: 4.75 - 5.25 V Fit new fuel pressure sensor
Fuel pressure sensor, Voltage measurement between pin A20
signal voltage (+) and pin A37 (-)
Desired value: 2.33 - 3.43 V

SPN 3671 ERROR DURING EEPROM READING

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
OBD fault P1501, MIL on
Monitoring strategy: Monitoring of the storage procedure in running-on
Effect of fault: Fault memory and learned data of EDC cannot be stored during control unit run-on
Possible faults: FMI 9: EEPROM checksum check defective because EEPROM defective or saving
(fault memory etc.) was interrupted during last after-run.
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Check run-on --- See test for main relay (SPN 3014)
EDC control unit --- Fit new control unit (only after consultation with
the department responsible)

SPN 3673 CAN MODULE 2 (OBD-CAN or Master-Slave CAN)

Fault indication: OBD-CAN: Central fault lamp shows steady yellow light whilst driving and when
stationary (priority 5)
Master-Slave CAN: Central fault lamp shows steady red light whilst driving and when
stationary (priority 2)
OBD fault P1510, MIL on
Monitoring strategy: Monitoring of CAN module 2 (OBD-CAN for in-line engine or Master-Slave CAN for V
engine)
Effect of fault: OBD-CAN: No communication with OBD socket
Master-Slave CAN: Slave control unit blocks injection quantity, engine keeps running
with one bank of cylinders (output halved)
Possible faults: CAN module 2 Busoff state
FMI 4: No signal present
FMI 8: Signal defective
FMI 9: Device fault
Note: In in-line engines, the OBD-CAN is on pin B25 and pin B32. In V engines with MAN
AdBlue® system, the OBD-CAN is on pin B25 and pin B32 of the Slave control unit.
The A-CAN (exhaust gas aftertreatment CAN) is on pin B25 and Pin B32 of the Master
control unit. In in-line engines with MAN AdBlue® system, the A-CAN is on pin B27 and
pin B45.
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to OBD Resistance measurement Check voltage supply
socket between pin B25 (OBD-CAN-H) Check lines
and pin B32 (OBD-CAN-L) Check plug connections
Desired value: 115 - 125 Ω At approx. 0 Ω, short-circuit from CAN-H to CAN-
Master-Slave CAN Resistance measurement L
between pin B27 of the Master
control unit and pin B27 of the
Slave control unit (CAN2-H) and
between pin B45 of the Master
control unit and pin B45 of the
Slave control unit (CAN2-L)
Desired value: < 2 Ω

SPN 3676 DEFECTIVE REDUNDANT SHUT-OFF DEVICE (TEST DURING AFTER-RUN)

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1511, MIL on
Monitoring strategy: Checking of output stage shut-off to the injectors in run-on
Effect of fault: The engine stops
Possible faults: FMI 9: Overvoltage protection defective
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC --- Fit new control unit (only after consultation with
the department responsible)

SPN 3678 BOOSTER VOLTAGE CAPACITOR BANK 1

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P1306, MIL on
Monitoring strategy: Monitoring of the booster voltage of the bank 1 injectors for voltage limits, short-circuit
and plausibility
Effect of fault: No injection in the cylinder concerned
Possible faults: Bank 1 injectors not working, electrical discontinuity
FMI 1: Signal too high
FMI 2: Signal too low
FMI 3: Signal implausible
FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Activation, injector Check signal shape using clamp- Check injector plausibility with MAN-cats
on probe (idling) Monitoring “Status of injectors”
Check cylinder assignment
Check lines (including under valve cover)
Check plug/screw connections (including
under valve cover)
Fit a new control unit if no faults can be
detected
Injector coil resistance Resistance measurement in Fit new injector
accordance with test step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats and follow If there is a line discontinuity in a current path,
the instructions path, only the defective injector is switched
off, i.e. the rev-up test (TRUP) can be
performed and shows the affected current
path
If there is a short-circuit in a current path to an
an injector, all injectors in the affected bank
are switched off, i.e. a 6-cylinder in-line
engine then only runs on three cylinders.
TRUP is aborted with a fault message
because the engine is then only running on
two cylinders

SPN 3679 BOOSTER VOLTAGE CAPACITOR BANK 2

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P1307, MIL on
Monitoring strategy: Monitoring of the booster voltage of the bank 2 injectors for voltage limits, short-circuit
and plausibility
Effect of fault: No injection in the cylinder concerned
Possible faults: Bank 2 injectors not working, electrical discontinuity
FMI 1: Signal too high
FMI 2: Signal too low
FMI 3: Signal implausible
FMI 4: No signal present
 FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Activation, injector Check signal shape using clamp- Check injector plausibility with MAN-cats
on probe (idling) Monitoring “Status of injectors”
Check cylinder assignment
Check lines (including under valve cover)
Check plug/screw connections (including
under valve cover)
Fit a new control unit if no faults can be
detected
Injector coil resistance Resistance measurement in Fit new injector
accordance with test step list
Desired value: < 2 Ω
Rev-up test TRUP Start from MAN-cats and follow If there is a line discontinuity in a current path,
the instructions path, only the defective injector is switched
off, i.e. the rev-up test (TRUP) can be
performed and shows the affected current
path
If there is a short-circuit in a current path to an
an injector, all injectors in the affected bank
are switched off, i.e. a 6-cylinder in-line
engine then only runs on three cylinders.
TRUP is aborted with a fault message
because the engine is then only running on
two cylinders

SPN 3687 PRESSURE LIMITING VALVE DOES NOT OPEN

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary, stop
indication on display (priority 1)
OBD fault P1028, MIL on
Monitoring strategy: Monitoring to check whether pressure limiting valve opens
Effect of fault: The engine stops
Possible faults: FMI 9: Pressure limiting valve is mechanically blocked
Consequential fault: This fault occurs in conjunction with SPN 3099. Determine the reason for the forcing
open!
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Pressure limiting valve --- Check that the return line is clear
Fit a new pressure limiting valve

SPN 3693 BOOSTER VOLTAGE

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of output stages
Effect of fault: Possible problems with pre-injection, main injection or post-injection (engine noise,
performance)
As fault detection mostly occurs when the engine is started (see speed for the
boundary conditions in the fault memory), this fault is not critical
Possible faults: Insufficient voltage for injector activation
FMI 1: Signal too high
FMI 2: Signal too low
FMI 3: Signal implausible
 FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective
Consequential fault: This fault can also be a consequential fault of SPN 651, 652, 653, 654, 655 and 656.
Remedy these faults first.
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Voltage supply, EDC --- See test for battery voltage (SPN 168)
control unit Fit a new control unit if no faults can be detected

SPN 3732 DEFECT CLASSIFICATION FOR INITIALISATION

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
OBD fault P1512, MIL on
Monitoring strategy: Monitoring of the test device for the overvoltage test
Possible faults: FMI 1: Internal test device for overvoltage test in EDC control unit defective
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

EDC control unit --- Fit new control unit (only after consultation with
the department responsible)

SPN 3735 EDC-INTERNAL TEMPERATURE

Fault indication: None (priority 4)
Monitoring strategy: Monitoring of EDC internal temperature (voltage limits and AP blocking)
Effect of fault: Output default value 60 °C
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
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC --- No measures necessary

SPN 3736 OUTPUT STAGE SHUT-OFF BY EDC HARDWARE

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1514, MIL on
Monitoring strategy: Monitoring of the output stages for faults in watchdog communication
Effect of fault: The engine stops
Possible faults: FMI 1: Overvoltage
FMI 8: Signal defective
FMI 9: Device fault
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC --- Fit new control unit (only after consultation with
the department responsible)

SPN 3745 HIGHSIDE OUTPUT STAGE, BOOST PRESSURE CONTROL

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1036, MIL off
Monitoring strategy: Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Speed reduced to 1800 rpm and torque reduction
Possible faults: FMI 4: No signal present (discontinuity)
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Proportional valve defective
Consequential fault: Possible consequential fault of SPN 3081
Note: This fault only occurs in D08 engines with 2-stage turbocharging
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Turbocharger Resistance measurement Check lines
proportional valve between pin A02 and pin A04 Check plug connections
Desired value: 80 - 100 Ω Check the proportional valve and renew as
necessary
Fit a new control unit if no faults can be detected

SPN 3746 HIGHSIDE OUTPUT STAGE, EXHAUST GAS RECIRCULATION

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1037 and P2BAC, MIL on
Monitoring strategy: Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Shut-off of output stage (reversible), pressure limiting valve opens, engine keeps
running at 800 bar rail pressure. Limiting: D20: 150 mg/stroke, D26: 180 mg/stroke
No EGR function
Possible faults: FMI 4: No signal present
FMI 5: Short-circuit to ground between pin A17 and pin A03
FMI 6: Short-circuit to +Ubat between pin A17 and pin A01
FMI 10: Sensor line discontinuity
EGR positioning cylinder (Euro 3) or E-EGR proportional valve (Euro 4) 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!

Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR positioning cylinder Resistance measurement Perform actuator test with MAN-cats (does
between pin A17 and A11 positioning cylinder extend?)
Desired value: 80 - 110 Ω Check lines
Check plug connections
Fit new EGR controller
Fit a new control unit if no faults can be
detected
Proportional valve E-EGR Resistance measurement Check lines
between pin A17 and A11 Check plug connections
Desired value: 25 - 110 Ω Check the proportional valve and renew as
necessary
Fit a new control unit if no faults can be
detected

SPN 3748 HIGHSIDE, OUTPUT STAGE, METERING UNIT

Fault indication: Central fault lamp flashes red whilst driving and when stationary, stop indication on
display (priority 1)
OBD fault P1038, MIL on
Monitoring strategy: Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Shut-off of output stage (reversible), pressure limiting valve opens, engine keeps
running at 800 bar rail pressure. Limiting: D20: 150 mg/stroke, D26: 180 mg/stroke
Possible faults: FMI 4: No signal present (discontinuity)
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Note: After the fault has been remedied, the engine must be running correctly before the fault
can be classified as passive and deleted.
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Metering unit (MProp) Resistance measurement Check lines
between pin A08 and A10 Check plug connections
Desired value: 2.5 - 4.5 Ω Fit new MProp
Fit a new control unit if no faults can be detected

SPN 3751 HIGHSIDE, OUTPUT STAGE, STARTER RELAY (IMR)

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
Effect of fault: Possibly no engine start
Possible faults: FMI 4: No signal present (discontinuity)
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

IMR relay Resistance measurement Check lines
between pin A16 and pin A19 Check plug connections
Desired value: 15 - 30 Ω Fit new IMR relay
Fit new starter
Fit a new control unit if no faults can be detected

SPN 3752 CAMSHAFT SPEED SENSOR (SEGMENT SENSOR)

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1517, MIL off
Monitoring strategy: Monitoring of the speed signals
Effect of fault: Poor engine starting
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible (incorrect pulse sequence (interference)
FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective
Note: Also see SPN 190
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Speed sensor, camshaft Resistance measurement Check the signal for plausibility using
between pin A72 and pin A54 MAN-cats Monitoring and check the state
Desired value: 750 - 1100 Ω of engine speed acquisition
Check lines
Speed signal Signal test with oscilloscope Check plug connections
Desired value: see oscilloscope Check the sensor for polarity reversal
curves Fit new engine speed sensor
Check the camshaft gear (pins for speed
detection are in the wrong position, loose
or missing)
Fit a new control unit if no faults can be
detected
Distance between engine Desired value: 0.5 - 1.5 mm Correct the distance
speed sensor and pulse-
generating wheel

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

Signal, speed sensor, camshaft and crankshaft, D08 6-cylinder

1 Speed sensor, camshaft

2 Synchronisation
3 Speed sensor, crankshaft
Note: Attention must be paid to the synchronisation between the camshaft speed sensor and the crankshaft speed
sensor. Incorrect setting of the of the sensor gear of the camshaft to the crankshaft can be detected by these mismatched
signals.

SPN 3753 CRANKSHAFT SPEED SENSOR (INCREMENT SENSOR)

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P1518, MIL off
Monitoring strategy: Monitoring of the speed signals
Effect of fault: None
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible (incorrect pulse sequence (interference)
FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
FMI 8: Signal defective
Note: Also see SPN 190
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Speed sensor, crankshaft Resistance measurement Check the signal for plausibility using
between pin A73 and pin A55 MAN-cats Monitoring and check the state
Desired value: 750 - 1100 Ω of engine speed acquisition
Check lines
Check plug connections
Speed signal Signal test with oscilloscope Check the sensor for polarity reversal
Desired value: see oscilloscope Fit new engine speed sensor
curves Fit a new control unit if no faults can be
detected
Distance between speed Desired value: 0.5 - 1.5 mm Correct the distance
sensor and flywheel

Crankshaft speed sensor signal measured at 600 rpm between pin A73 and A55

SPN 3754 WATCHDOG FAULT SYSTEM START

Fault indication: Central fault lamp flashes red whilst driving and when stationary, stop indication on
display (priority 1)
OBD fault P1519, MIL off
Monitoring strategy: Monitoring of the injector output stages
Effect of fault: Engine stops / engine start not possible
Possible faults: FMI 9: Watchdog test failed. At least one injector output stage cannot be shut off by the
monitoring routine
Refer to the wiring diagrams for the vehicle in question
Test Measurement Correcting the fault
EDC control unit --- Fit new control unit (only after consultation with
the department responsible)

SPN 3755 PLAUSIBILITY CHECK, FUEL LOW-PRESSURE

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring for sticking sensor
When the engine is stopped, the fuel supply pressure is checked to see if it is below a
threshold or, if not, if the pressure is falling. When the engine is running at operating
temperature, a check is performed to see whether two different engine speeds also
produce two different pressure values
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible
Note: Fault mostly occurs during starting after system has emptied (see speed in fault
memory boundary conditions)
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test step Remedy fault in low-pressure circuit in
list accordance with hydraulic test step list
Fuel pressure sensor, Voltage measurement between pin A40 Check lines
voltage supply (+) and pin A37 (-) Check plug connections
Nominal value: 4.75 - 5.25 V Fit new fuel pressure sensor
Fuel pressure sensor, Voltage measurement between pin A20
signal voltage (+) and pin A37 (-)
Nominal value: 2.33 - 3.43 V

SPN 3756 SUPPLY VOLTAGE, EGR FEEDBACK

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
Monitoring strategy: Monitoring of the sensor supply voltages for short-circuit to ground or Ubat and
discontinuity
Effect of fault: Sensor supplies no values or incorrect values
Possible faults: FMI 4: No signal present (discontinuity)
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR feedback in case of Voltage measurement between Check the signal for plausibility using MAN-
controlled EGR pin A32 and pin A39 cats Monitoring
Desired value: 4.75 - 5.25 V Check lines
(idling speed) Check plug connections
Voltage measurement between Fit new EGR controller
 pin A87 and pin A39
Desired value: 0.50 - 0.90 V
(idling speed)

SPN 3775 RAIL PRESSURE MONITORING

Fault indication: Central fault lamp flashes red whilst driving and when stationary, stop indication on
display (priority 1)
OBD fault P0087, MIL on
Monitoring strategy: Monitoring for excessive or insufficient rail pressure
Effect of fault: Rail pressure too high: Pressure limiting valve forced open
Rail pressure too low: Engine can stop due to missing rail pressure
Limiting D08: 2000 rpm, 100 mg/stroke,
Limiting D20: 130-150 mg/stroke
Limiting D26: 180 mg/stroke
Possible faults: FMI 1: Rail pressure too high
FMI 2: Rail pressure too low
Note: Check vehicle electrical system voltage: voltage peaks or voltage drops can cause
impermissible rail pressure fluctuations.
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement Check lines
between pin A08 and pin A10 Check plug connections
Desired value: 2.5 - 4.5 Ω Fit new metering unit
Rail pressure sensor Check the plug connection on the Repair or fit a new connector
sensor for loose contact Fit new rail pressure sensor
Control unit, EDC Test as per Service Information Flash control unit
252400

SPN 3776 POSITIVE RAIL PRESSURE SYSTEM DEVIATION

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
OBD fault P0087, MIL on
Monitoring strategy: Monitoring of the rail pressure, insufficient rail pressure cannot be corrected
Effect of fault: Problems in the fuel supply. Engine can stop
Limiting D08: 100 mg/stroke
Limiting D20: 130 - 150 mg/stroke
Limiting D26: 180 mg/stroke
Possible faults: FMI 1: Rail pressure too high
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel system Check according to hydraulic test See hydraulic test step list
step list
Rail pressure sensor Check the plug connection on the Repair or fit a new connector
sensor for loose contact Fit new rail pressure sensor

SPN 3777 NEGATIVE RAIL PRESSURE SYSTEM DEVIATION

Fault indication: Central fault lamp flashes red whilst driving and when stationary, stop indication on
display (priority 1)
OBD fault P1044, MIL on
Monitoring strategy: Monitoring of the rail pressure, excessive rail pressure cannot be corrected
Effect of fault: Problems in the fuel return. Pressure limiting valve can open
Possible faults: FMI 1: Rail pressure too high
Note: Check vehicle electrical system voltage: voltage peaks or voltage drops can cause
impermissible rail pressure fluctuations.
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement Check lines
between pin A08 and pin A10 Check plug connections
Desired value: 2.5 - 4.5 Ω Fit new metering unit

SPN 3778 RAIL PRESSURE: LEAKAGE UNDER OVERRUN/TRAILING THROTTLE CONDITIONS

Fault indication: Central fault lamp flashes red whilst driving and when stationary, stop indication on
display (priority 1)
Monitoring strategy: Monitoring for leakage in the high-pressure hydraulic system under overrun/trailing
throttle conditions
Effect of fault: Pressure limiting valve can open
Limiting D08: 100 mg/stroke
Limiting D20: 130 - 150 mg/stroke
Limiting D26: 180 mg/stroke
Possible faults: FMI 1: Rail pressure too high
FMI 10: Discontinuity
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement Check lines
between pin A08 and pin A10 Check plug connections
Desired value: 2.5 - 4.5 Ω Fit new metering unit
Rail-pressure sensor Check the plug connection on the Repair or fit a new connector
sensor for loose contact Fit new rail pressure sensor

SPN 3779 RAIL PRESSURE: LEAKAGE DUE TO QUANTITY COMPENSATION

Fault indication: Central fault lamp flashes red whilst driving and when stationary, stop indication on
display (priority 1)
Monitoring strategy: Monitoring for leakage in high-pressure hydraulic system
Effect of fault: High-pressure side leaking, engine can stop, lack of power, risk of fire
Limiting D08: 100 mg/stroke
Limiting D20: 130 - 150 mg/stroke
Limiting D26: 180 mg/stroke
Possible faults: FMI 1: Rail pressure too high
FMI 10: Discontinuity
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement Check lines
between pin A08 and pin A10 Check plug connections
Desired value: 2.5 - 4.5 Ω Fit new metering unit
Rail-pressure sensor Check the plug connection on the Repair or fit a new connector
 sensor for loose contact Fit new rail pressure sensor

SPN 3780 RAIL PRESSURE: HIGH CONTROLLER OUTPUT IDLING

Fault indication: Central fault lamp flashes red whilst driving and when stationary, stop indication on
display (priority 1)
Monitoring strategy: Monitoring for rail pressure controller idling
Effect of fault: Engine can stop
Possible faults: FMI 1: Controller output too high
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement Check lines
between pin A08 and pin A10 Check plug connections
Nominal value: 2.5 - 4.5 Ω
Rail-pressure sensor Check the plug connection on the Repair or fit a new connector
sensor for loose contact Fit new rail pressure sensor

SPN 3781 PRESSURE LIMITING VALVE OPEN

Fault indication: Central fault lamp flashes red whilst driving and when stationary, stop indication on
display (priority 1)
OBD fault P1048, MIL on
Monitoring strategy: Monitoring for open pressure limiting valve
Effect of fault: Rail pressure limited to 700 - 900 bar
Limiting D08: 100 mg/stroke
Limiting D20: 150 mg/stroke
Limiting D26: 180 mg/stroke
Possible faults: FMI 1: Rail pressure too high
Refer to the wiring diagrams for the vehicle in question

Test Measurement Correcting the fault

Fuel system Check according to hydraulic test See hydraulic test step list
step list
Metering unit (MProp) Resistance measurement Check lines
between pin A08 and pin A10 Check plug connections
Nominal value: 2.5 - 4.5 Ω
Rail-pressure sensor Check the plug connection on the Repair or fit a new connector
sensor for loose contact Fit new rail pressure sensor

SPN 3782 FUEL SUPPLY PRESSURE DYNAMIC

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
Monitoring strategy: Monitoring for fluctuating supply pressure
Effect of fault: Possible lack of power
Possible faults: Possibly air in the system
FMI 1: Signal too high
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Fuel pressure Check according to hydraulic test See hydraulic test step list
step list Compare sensor fuel pressure with external
pressure measuring point
 If pressure measuring point shows no fluctuations
fluctuations compared to the sensor: Fit new
sensor
If both measuring points show fluctuations: Check
Check pre-supply pump
Fuel filter Check filter Fit new filter
Fuel pressure sensor, Voltage measurement between Check the signal for plausibility using MAN-cats
voltage supply pin A40 (+) and pin A37 (-) Monitoring
Desired value: 4.75 - 5.25 V Check lines
Fuel pressure sensor, Voltage measurement between Check plug connections
signal voltage pin A20 (+) and pin A37 (-) Fit new fuel pressure sensor
Desired value: 2.33 - 3.43 V Fit a new control unit if no faults can be detected

High-pressure pump CP3 Check overflow valve in the high- See hydraulic test step list
pressure pump

SPN 3785 MONITORING OF PARTICULATE FILTER/PM CATALYTIC CONVERTER

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring for exhaust gas differential pressure too high or too low
Possible faults: FMI 1: Too high: Filter blocked
FMI 2: Too low: CRT filter/PM catalytic converter not fitted or burned.
Pressure measuring hoses at exhaust gas differential pressure sensor mixed up (CRT
filter)
Note: This fault also occurs with FMI 1 if the cable capacity is too high, e.g. due to
lengthening of the cable due to vehicle conversions.
Please refer to Service Information 223302
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

PM catalytic converter Check for presence or blocking Fit new PM catalytic converter
CRT filter Check for presence or blocking Clean or fit a new CRT filter as per Service
Information 46000a
Exhaust gas differential Check whether pressure Correct them if they are mixed up
pressure sensor (CRT filter) measuring hoses are mixed up
Exhaust gas differential Voltage measurement between Check lines
pressure sensor / exhaust gas pins A41 and A59 Check plug connections
relative pressure sensor, Desired value: 4.75 - 5.25 V Fit new sensor
voltage supply (idling speed)
Exhaust gas differential Voltage measurement between
pressure sensor / exhaust gas pins A78 and A59
relative pressure sensor, Desired value: 0.40 - 0.70 V
signal voltage (idling speed)
Control unit, EDC Test as per Service Information Flash control unit
241800a, 246100 and 225100

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

Test Measurement Correcting the fault

Pressure sensor, voltage Voltage measurement between Check lines
supply pins A41 and A59 Check plug connections
Desired value: 4.75 - 5.25 V Fit new sensor
(idling speed)
Pressure sensor, signal Voltage measurement between
voltage pins A78 and A59
Desired value: 0.40 - 0.70 V
(idling speed)

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

Test Measurement Correcting the fault

Pressure sensor, voltage Voltage measurement between Check lines
supply pins A41 and A59 Check plug connections
Desired value: 4.75 - 5.25 V Fit new sensor
(idling speed)
Pressure sensor, signal Voltage measurement between
voltage pins A78 and A59
Nominal value: 0.40 - 0.70 V
(idling speed)

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

Test Measurement Remedy

Exhaust gas temperature Resistance measurement Check lines
sensor, sensor resistance between pin B33 and pin B26 Check plug connections
Desired value: 200 - 700 Ω Fit new temperature sensor
Exhaust gas temperature Resistance measurement
sensor, earthing between pin B26 and pin A03
Desired value: > 10 MΩ
Temperature sensor, sensor Voltage measurement between
voltage pin B33 and pin B26
Desired value: 1.08 - 2.30 V at
20 - 700°C

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

Test Measurement Remedy

Exhaust gas temperature Resistance measurement Check the signal for plausibility using
sensor, sensor resistance between pin B34 and pin B27 or MAN-cats Monitoring
between pin 22 and pin 23 of the Check lines
AdBlue control unit Check plug connections
Desired value: 200 - 700 Ω Check the sensor for polarity reversal
Exhaust gas temperature Resistance measurement Fit new sensor
sensor, earthing between pin B27 and pin A03 or
between pin 22 and pin 3 of the
AdBlue control unit
Desired value: > 10 MΩ
Exhaust gas temperature Voltage measurement between
sensor, sensor voltage pin B34 and pin B27 or between
pin 22 and pin 23 of the AdBlue
control unit
Desired value: 1.08 - 2.30 V at
20 - 700°C
SPN 3794 EXHAUST GAS TEMPERATURE SENSOR DOWNSTREAM OF EXHAUST GAS AFTERTREATMENT
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P2031 and P2BAE, MIL on
Monitoring strategy: Monitoring of voltage limits and AP blocking
Possible faults: FMI 4: No signal present, AP channel blocked
FMI 5: Short-circuit to ground
FMI 10: Sensor line discontinuity
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. SPN 3794 is masked out. In the event of a
fault, SPN 5002 is sent by the DCU with FMI 5 or FMI 12.
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Exhaust gas temperature Resistance measurement between pin Check lines
sensor, sensor resistance 22 and pin 23 of the AdBlue control Check plug connections
unit Fit new temperature sensor
Desired value: 200 - 700 Ω
Exhaust gas temperature Resistance measurement between pin
sensor, earthing 22 and pin 3 of the AdBlue control unit
Desired value: > 10 MΩ

Temperature sensor, sensor Voltage measurement between pin 22

voltage and pin 23 of the AdBlue control unit
Desired value: 1.08 - 2.30 V at 20 - 700°
C

Table of measurements
Temperature in °C 0 25 200 400 600 800
Resistance in ohms 200 220 352 494 627 751

SPN 3797 HIGHSIDE, OUTPUT STAGE, OXYGEN SENSOR

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P2BAE, MIL on
Monitoring strategy: Monitoring of the output stage for short-circuit to ground or +Ubat and discontinuity
Possible faults: FMI 4: No signal present (no load), discontinuity pin B05 or pin B08
FMI 5: Short-circuit to ground between pin B08 and pin A03
FMI 6: Short-circuit to +Ubat between pin B08 and pin A01
Oxygen sensor heating defective
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy
Oxygen sensor Resistance measurement between pin Check lines
A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement between pin
B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

SPN 3798 OUTPUT STAGE, OBD FAULT LAMP (MIL)

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of the output stage
Effect of fault: No indication, MIL does not come on
Possible faults FMI 4: No signal present (discontinuity)
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Note: The MIL is activated by the EDC output stage or by the DM1 message (vehicle
management computer, central on-board computer, instrumentation), depending on the
instrumentation.
The Stoneridge instrumentation evaluates the MIL request in the DM1 message. Wiring
to the EDC MIL output stage is provided for Siemens-VDO instrumentation (line no.
90132 high active). The signal is always output at the CAN and the EDC output stage
simultaneously.
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Activation, MIL Measurement between pin A51 Check lines
and the instrumentation for Check plug connections
continuity Check instrumentation

SPN 3802 HIGHSIDE, OUTPUT STAGE, COMPRESSED-AIR SHUT-OFF VALVE

Fault indication: None (priority 4)
OBD fault P2BAC, MIL on
Monitoring strategy: Monitoring of the output stage for short-circuit to ground or Ubat and discontinuity
Effect of fault: No EGR function
Possible faults: FMI 4: No signal present
 FMI 5: Short-circuit to ground between pin B06 and pin A03
FMI 6: Short-circuit to +Ubat between pin B06 and pin A01
FMI 10: Sensor line discontinuity
Compressed-air shut-off valve 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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Compressed air shut-off Resistance measurement Check lines
valve between pin B06 and pin B02 Check plug connections
Desired value: 25 - 260 Ω Fit new compressed-air shut-off valve

SPN 3804 TIMEOUT ERROR CAN 1 (VEHICLE MANAGEMENT COMPUTER/EDC-CAN)

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of CAN module 1 (FFR1, FFR2, FFR3 or Time/Date from vehicle
management computer) for timeout
Effect of fault: Receipt of one of the messages FFR1, FFR2, FFR3 or Time/Date from vehicle
management computer not possible
Possible faults: FMI 4: No signal present
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can no
longer be tested in the familiar way using the 120-ohm terminating resistor. The
terminating resistor has been replaced internally in the EDC control unit by RC wiring
(dynamic resistor). In other words, the engine CAN can no longer be measured directly
at the vehicle management computer as before when control units are connected as, in
this case, 120 ohms are measured instead of the expected 60 ohms, leading to the
false assumption that the wiring is defective. Measurements can therefore only be
performed when the EDC control unit is disconnected, the ignition is switched off and
the contact box (test box) is connected or using the oscilloscope!
Fault entries in other control units: Yes, vehicle management computer
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit 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
CAN-L
M-CAN databus Desired value: see oscilloscope Fit a new control unit if no faults can be
curve detected
CAN High: Channel A
CAN Low: Channel B

SPN 3806 TIMEOUT ERROR CAN 2 (OBD-CAN or Master-Slave CAN)

Fault indication: OBD-CAN: Central fault lamp shows steady yellow light whilst driving and when
stationary (priority 5)
Master-Slave CAN: Central fault lamp shows steady red light whilst driving and when
stationary (priority 2)
Monitoring strategy: Monitoring of CAN 2 (OBD-CAN for in-line engine, Master-Slave CAN for V engine) for
timeout
Effect of fault: OBD-CAN: Fault in communication with OBD socket
Master-Slave CAN: Fault in Master-Slave communication, receive fault, CAN
Master/Slave Decoder
Slave control unit blocks injection quantity until communication OK again; engine keeps
running with Master control unit, i.e. one bank of cylinders (output halved)
Possible faults: FMI 1: Signal too high
FMI 3: Signal implausible
FMI 4: No signal present
Note: In in-line engines, the OBD-CAN is on pin B25 and pin B32. In V engines with MAN
AdBlue® system, the OBD-CAN is on pin B25 and pin B32 of the Slave control unit.
The A-CAN (exhaust gas aftertreatment CAN) is on pin B25 and Pin B32 of the Master
control unit. In in-line engines with MAN AdBlue® system, the A-CAN is on pin B27 and
pin B45.
The Master-Slave CAN (connection between Master control unit and Slave control unit)
is on pins A27 and A45. In the case of in-line engines with MAN AdBlue® system, the
A-CAN (exhaust gas aftertreatment CAN) is on these pins (pin A27 →line 191 and Pin
45 →line 192).
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to OBD Resistance measurement Check voltage supply
socket between pin B25 (OBD-CAN-H) Check lines
and pin B32 (OBD-CAN-L) Check plug connections
Desired value: 115 - 125 Ω At approx. 0 Ω, short-circuit from CAN-H to
CAN-L
 Fit a new control unit if no faults can be
detected
Master-Slave CAN Resistance measurement Check lines
between pin B27 of the Master Check plug connections
control unit and pin B27 of the
Slave control unit (CAN2-H) and
between pin B45 of the Master
control unit and pin B45 of the
Slave control unit (CAN2-L)
Desired value: < 2 Ω

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

Test Measurement Remedy

Exhaust gas temperature Resistance measurement between pin Check lines
sensor, sensor resistance B33 and pin B26 Check plug connections
Desired value: Fit new temperature sensor
200 - 700 Ω
Exhaust gas temperature Resistance measurement between pin
sensor, earthing B26 and pin A03
Desired value:
>10 MΩ
Temperature sensor, sensor Voltage measurement between pin B33
voltage and pin B26
Desired value: 1.08 - 2.30 V at 20 - 700°
C

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

Test Measurement Remedy

Exhaust gas temperature Resistance measurement between pin Check lines
sensor, sensor resistance 22 and pin 23 of the AdBlue control Check plug connections
unit Fit new temperature sensor
Desired value:
200 - 700 Ω
Exhaust gas temperature Resistance measurement between pin
sensor, earthing 22 and pin 3 of the AdBlue control unit
Desired value:
>10 MΩ
Temperature sensor, sensor Voltage measurement between pin 22
voltage and pin 23 of the AdBlue control unit
Desired value: 1.08 - 2.30 V at 20 - 700°
C

SPN 3813 STARTER MONITORING (starter protection)

Fault indication: Central fault lamp shows steady red light when stationary (priority 2)
Monitoring strategy: Monitoring of starting duration
Effect of fault: None
Possible faults: FMI 1: Starting duration too long
Note: The warming of the starter is evaluated in the control unit, depending on the starter
actuation time. If the starter is actuated for longer than 30 seconds without
interruption and the engine does not start, the fault message SPN 3813 appears on
the display. This fault message remains active until it can be assumed that the starter
has cooled down enough. The message is active for 10 minutes per 30-second
actuation. This fault has no other effects and the fault message disappears
automatically after the specified time has elapsed.
There may also be a second fault in the system, since there must be a reason for the
long starting procedure (air in the system, sensor fault, fuel supply or immobiliser).
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EDC system --- Determine the reason for the long starting
duration

SPN 3814 ACQUISITION, CONTROL UNIT SWITCH-OFF DURATION

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring of the switch-on and switch-off point and the switch-off duration of the
control unit. Unable to determine switch-off duration
Effect of fault: This fault occurs when a new start attempt takes place in the after-run time during the
 engine stopping phase. Otherwise this fault has no effects.
Possible faults: FMI 3: Signal implausible
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC Test as per Service Information 241800a Flash control unit
and 246100

SPN 3819 CAN MODULE 3 (exhaust gas aftertreatment CAN)

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault U1009, MIL on
Monitoring strategy: Monitoring of CAN module 3 (exhaust gas aftertreatment CAN = A-CAN) for Busoff
(exhaust gas temperature, AdBlue level and AdBlue temperature)
Possible faults: CAN module 3 Busoff state
FMI 4: No signal present
FMI 8: Signal defective
FMI 9: Device fault
Note: In the case of EDC7 C32 Stand Alone with MAN AdBlue® system, the A-CAN is on pin
A27 (line 191) and pin 45 (line 192).
In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, the A-CAN is on pin
25 (line 191) and pin 32 (line 192) of the Master control unit.
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to DCU15, Resistance measurement Check voltage supply
NOx sensor and AdBlue fill between pin A27 (A-CAN-H) and Check lines
level sensor (A-CAN) pin A45 (A-CAN-L) Check plug connections
Desired value: 115 - 125 Ω At approx. 0 Ω, short-circuit from CAN-H to
CAN connection to DCU15, Resistance measurement CAN-L
NOx sensor and AdBlue fill between pin B25 (A-CAN-H) and Fit a new control unit if no faults can be
level sensor (A-CAN) in V8 pin B32 (A-CAN-L) of the Master detected
engine control unit.
Desired value: 115 - 125 Ω

SPN 3820 BYTE MONITORING CAN 1

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring of CAN module 3 (oil and ambient air temperature) for bit error
Possible faults: FMI 3. Signal implausible (oil and ambient air temperature)
At least one of these CAN messages is not plausible
Note: In the new generation of EDC7 control units (EDC7 C32), the engine CAN can no
longer be tested in the familiar way using the 120-ohm terminating resistor. The
terminating resistor has been replaced internally in the EDC control unit by RC wiring
(dynamic resistor). In other words, the engine CAN can no longer be measured directly
at the vehicle management computer as before when control units are connected as, in
this case, 120 ohms are measured instead of the expected 60 ohms, leading to the
false assumption that the wiring is defective. Measurements can therefore only be
performed when the EDC control unit is disconnected, the ignition is switched off and
the contact box (test box) is connected or using the oscilloscope!
Fault entries in other control units: Yes, vehicle management computer
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EDC control unit 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
M-CAN databus Desired value: see oscilloscope CAN-L
curve Fit new control unit or vehicle management
computer if no faults can be detected

CAN High: Channel A

CAN Low: Channel B

SPN 3821 BYTE MONITORING CAN 3 (exhaust gas aftertreatment CAN)

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault U1011, MIL on
Monitoring strategy: Monitoring of CAN module 3 (exhaust gas aftertreatment CAN = A-CAN) for bit error
(exhaust gas temperature, AdBlue level and AdBlue temperature)
Possible faults: FMI 3: Signal implausible (exhaust gas temperature, AdBlue level and AdBlue
temperature)
At least one of these CAN messages is not plausible
Note: In the case of EDC7 C32 Stand Alone with MAN AdBlue® system, the A-CAN is on pin
A27 (line 191) and pin 45 (line 192).
In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, the A-CAN is on pin
25 (line 191) and pin 32 (line 192) of the Master control unit.
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to DCU15, Resistance measurement Check voltage supply
NOx sensor and AdBlue fill between pin A27 (A-CAN-H) and Check lines
level sensor (A-CAN) pin A45 (A-CAN-L) Check plug connections
Desired value: 115 - 125 Ω At approx. 0 Ω, short-circuit from CAN-H to
CAN connection to DCU15, Resistance measurement CAN-L
NOx sensor and AdBlue fill between pin B25 (A-CAN-H) and Fit a new control unit if no faults can be
level sensor (A-CAN) in V8 pin B32 (A-CAN-L) of the Master detected
engine control unit.
Desired value: 115 - 125 Ω
SPN 3822 TIMEOUT MONITORING CAN 3 (exhaust gas aftertreatment CAN)
Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault U1012, MIL on
Monitoring strategy: Monitoring of CAN module 3 (exhaust gas aftertreatment CAN = A-CAN) for Timeout
(exhaust gas temperature, AdBlue level and AdBlue temperature)
Possible faults: FMI 4: No signal present (exhaust gas temperature, AdBlue level and AdBlue
temperature)
At least one of these CAN messages cannot be received
Note: In the case of EDC7 C32 Stand Alone with MAN AdBlue® system, the A-CAN is on pin
A27 (line 191) and pin 45 (line 192).
In the case of EDC7 C32 Master/Slave with MAN AdBlue® system, the A-CAN is on pin
25 (line 191) and pin 32 (line 192) of the Master control unit.
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

CAN connection to DCU15, Resistance measurement Check voltage supply
NOx sensor and AdBlue fill between pin A27 (A-CAN-H) and Check lines
level sensor (A-CAN) pin A45 (A-CAN-L) Check plug connections
Desired value: 115 - 125 Ω At approx. 0 Ω, short-circuit from CAN-H to
CAN connection to DCU15, Resistance measurement CAN-L
NOx sensor and AdBlue fill between pin B25 (A-CAN-H) and Fit a new control unit if no faults can be
level sensor (A-CAN) in V8 pin B32 (A-CAN-L) of the Master detected
engine control unit.
Desired value: 115 - 125 Ω

SPN 3836 ACQUISITION LAMBDA VALUE, 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 the signal
Possible faults: FMI 3: lambda value not plausible
FMI 11: Rate of change of lambda value too high (loose contact)
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

 Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

SPN 3837 ACQUISITION OXYGEN SENSOR

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P2BAE, MIL on
Monitoring strategy: Monitoring of the lambda value for voltage limits and AP blocking
Possible faults: FMI 4: No signal present due to blocked AP channel, control unit fault
FMI 5: Short-circuit to ground between pin B31 and pin A03 and/or pin B31 and pin
B08, short-circuit of lines against each other
FMI 6: Short-circuit to +Ubat or discontinuity at pin B31
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement Fit a new control unit if no faults can be detected
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
 4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

SPN 3838 INTERNAL RESISTANCE, OXYGEN SENSOR, 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 of the oxygen sensor internal resistance for loose contact or plausibility of
the rate of change of internal resistance
Possible faults: FMI 3: Internal resistance not plausible
FMI 11: Rate of change of internal resistance too high (loose contact)
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30
SPN 3839 INTERNAL RESISTANCE, OXYGEN SENSOR
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 voltage limits and AP blocking
Possible faults: FMI 4: No signal present due to blocked AP channel, control unit fault
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +Ubat
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement Fit a new control unit if no faults can be
between pin B08 and B05 detected
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30
SPN 3844 VERIFICATIN, CHARGE AIR TEMPERATURE UPSTREAM OF CYLINDER INLET (downstream of EGR)
Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
Monitoring strategy: Monitoring for sensor drift with the ignition on, i.e. whether the temperature upstream of
cylinder inlet has dropped to the coolant temperature with the engine stopped.
Monitoring during operation for whether the sensor is fitted (temperature is not allowed
to deviate excessively from the charge air temperature upstream of engine)
Possible faults: FMI 1: Temperature too high (temperature upstream of cylinder inlet has not fallen to
coolant temperature when stationary)
FMI 2: Temperature too low (temperature upstream of cylinder inlet has fallen below
coolant temperature when stationary)
FMI 3: Temperature implausible (temperature upstream of cylinder inlet deviates too
much from charge air temperature upstream of engine)
Sensor defective or not fitted
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Temperature sensor, Resistance measurement Check the signal for plausibility using MAN-cats
sensor resistance between pin A76 and pin A57 Monitoring
Desired value: see table Check lines
Temperature sensor, Voltage measurement between Check plug connections
sensor voltage pin A76 and pin A57 Fit new charge air temperature sensor
Desired value: 4.2 - 2.2 V at 0 -
60°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

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

Test Measurement Remedy

Temperature sensor, Resistance measurement between Check the signal for plausibility using MAN-
charge air, sensor pin A70 and pin A62 cats Monitoring
resistance Desired value: see table Check lines
Temperature sensor, Voltage measurement between pin Check plug connections
charge air, sensor A70 and pin A62 Fit new charge air temperature sensor
voltage Desired value: 4.2 - 2.2 V at 0 - 60°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

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

Test Measurement Remedy

Temperature sensor after Resistance measurement Check the signal for plausibility using MAN-cats
exhaust gas between pin 22 and pin 23 of the Monitoring
aftertreatment, sensor AdBlue control unit Check lines
resistance Desired value: see table Check plug connections
Fit new temperature sensor

Table of desired values

Temperature in °C 0 25 200 400 600 800
Resistance in ohms 200 220 352 494 627 751

SPN 3850 POSITION DEVIATION, CLOSED EGR

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of the EGR flap position for valid zero-point adaptation
Possible faults: FMI 1: Zero-point adaptation invalid
Note: The setting instructions apply to all compressed-air cylinders, except 51.08150-0042
and 51.08150-0046.
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Positioning cylinder, E-EGR -- Setting the positioning cylinder:
Screw the piston rod all the way in
From this positioning cylinder "zero position", unscrew
the piston rod by one turn (equivalent to 1.25 mm)
Keep repeating this step until no further fault
messages appear
EGR feedback in case of Voltage measurement Check the signal for plausibility using MAN-cats
controlled EGR between pin A32 and A39 Monitoring
Desired value: 4.75 - Check lines
5.25 V (idling) Check plug connections
Voltage measurement Fit a new EGR controller
between pin A87 and A39
Desired value: 0.50 -
0.80 V (idling)

SPN 3851 EGR POSITION SENSOR (E-EGR)

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
 OBD fault P1069 and P2BAC, MIL on
Monitoring strategy: Monitoring for voltage limits and AP blocking
Effect of fault: EGR inactive
Possible faults: FMI 4: No signal present due to blocked AP channel, control unit fault
FMI 5: Short-circuit to ground between pin A87 and pin A03
FMI 6: Short-circuit to +Ubat between pin A87 and pin A01
FMI 10: Sensor line discontinuity
Sensor defective
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

EGR feedback in case of Voltage measurement between Check the signal for plausibility using MAN-
controlled EGR pin A32 and A39 cats Monitoring
Desired value: 4.75 - 5.25 V Check lines
(idling speed) Check plug connections
Voltage measurement between Fit a new EGR controller
pin A87 and A39
Desired value: 0.50 - 0.80 V
(idling)

SPN 3852 VERIFICATION OF THE EGR BY TEMPERATURE

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P1070, MIL on
Monitoring strategy: Monitoring during operation to check whether the temperature upstream of the cylinder
inlet is around the temperature upstream of the engine, within certain limits, i.e.,
whether the temperature upstream of the cylinder inlet deviates too much from the
temperature downstream of the cooler.
Possible faults: FMI 3: Temperature implausible. Temperature upstream of cylinder inlet deviates too
much from temperature downstream of cooler
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Charge air temperature Resistance measurement Check the signal for plausibility using MAN-cats
sensor downstream of between pin A70 and pin A62 Monitoring
cooler, sensor resistance Desired value: see table Check lines
Charge air temperature Voltage measurement between Check plug connections
sensor downstream of pin A70 and pin A62 Fit new temperature sensor
cooler, sensor voltage Desired value: 4.2 - 2.2 V at 0 -
60°C
Charge air temperature Voltage measurement between
sensor upstream of pin A76 and pin A57
cylinder inlet, sensor Desired value: 4.2 - 2.2 V at 0 -
voltage 60°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

SPN 3853 STEADY-STATE DEVIATION E-EGR

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
OBD fault P1071 and P2BAC, MIL on
Monitoring strategy: Monitoring of the EGR flap position for permanent control deviation
Effect of fault: Output of a default value for the signal output value
 EGR inactive
Possible faults: FMI 1: The control deviation amount is too large, deviation between actual position and
desired position
Consequential fault: Possible consequential fault of SPN 3850
Refer to the wiring diagrams for the vehicle in question

Test Measurement Remedy

Proportional valve E-EGR Resistance measurement Check lines
between pin A17 and A11 Check plug connections
Desired value: 25 - 110 Ω Fit new proportional valve E-EGR
Control unit, EDC Test as per Service Information Flash control unit
241800a and 246100

SPN 3855 OXYGEN SENSOR SYSTEM

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P2BAE, MIL on
Monitoring strategy: Monitoring of the oxygen sensor lines for short-circuit and discontinuity
Possible faults: FMI 7: Short-circuit between pins B23, B24, B30, B31 and pin A03 (ground).
Short-circuit between pins B23, B24, B30, B31 and pin A01 ( +Ubat).
Discontinuity of Nernst voltage line (black) at pin B30 or discontinuity of virtual ground
line (yellow) at pin B23.
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30
SPN 3856 OXYGEN SENSOR CALIBRATION
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 excessive or insufficient oxygen sensor calibration value
Possible faults: FMI 1: Calibration value too high
FMI 2: Calibration value too low
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30
SPN 3857 OXYGEN SENSOR, SPI COMMUNICATION
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 SPI communication plausibility
Possible faults: FMI 3: SPI communication fault (control unit fault)
Note: The oxygen sensor evaluation module communicates with the main computer via SPI
(Serial Peripheral Interface). The module controls the reading-out and setting of the
oxygen sensor evaluation module's internal index following a request by the software.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC --- Fit new control unit

SPN 3858 OXYGEN SENSOR TEMPERATURE

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 excessive oxygen sensor temperature (> 800 °C) or insufficient oxygen
sensor temperature (< 600 °C)
Possible faults: FMI 1: Temperature too high
FMI 2: Temperature too low
Short-circuit to ground between pins B23, B24, B30, B31 and pin A03 or short-circuit to
+Ubat between pins B23, B24, B30, B31 and pin A01
Consequential fault: Consequential fault of SPN 3855 among others
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

SPN 3859 OXYGEN SENSOR TEMPERATURE CALIBRATION

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring for excessive or insufficient oxygen sensor temperature calibration value
Possible faults: FMI 1: Calibration value too high
FMI 2: Calibration value too low
Trimming resistor line (green) at pin B31 and Nernst voltage line (black) at pin B30
mixed up
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
Clear the fault memory after remedying the fault (EDC and OBD).

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
 2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30

SPN 3863 TRAILING THROTTLE MONITORING

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary, stop
indication on display (priority 1)
Monitoring strategy: Monitoring of the injector stage activation duration in trailing-throttle condition
The purpose of trailing throttle monitoring is to check the plausibility of the current
activation duration for the injector output stages under certain operation conditions
according to the maximum permitted activation duration for the current revs
Effect of fault: In case of a fault, it is assumed that a control unit is not operating correctly and a
recovery is triggered (control unit reset)
Possible faults: FMI 1: The injector stage activation duration is too great in trailing-throttle condition
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Control unit, EDC --- If no fault can be detected (reset unsuccessful), fit
fit a new control unit (only after consultation with
the specialist department responsible)

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

Test Measurement Remedy

Temperature sensor, Resistance measurement Check the signal for plausibility using MAN-cats
charge air, sensor between pin A70 and pin A62 Monitoring
resistance Desired value: Check lines
see table Check plug connections
Temperature sensor, Voltage measurement between Fit new charge air temperature sensor
charge air, sensor pin A70 and pin A62
voltage Desired value:
4.2 – 2.2 V at 0 - 60°C

Table of desired values (tolerance ±3%)

Temperature in °C 0 20 40 60 80
Resistance in ohms 5896 2500 1175 595 322
Voltage in volts 4.30 3.74 2.98 2.17 1.48

SPN 3919 FAULT STATUS, HEATING, NOx SENSOR

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of the NOx sensor heating for short-circuit, discontinuity and plausibility
Possible faults: FMI 3: Signal implausible
FMI 7: Short-circuit to ground or +Ubat, short-circuit of the lines against each other,
FMI 10: Line discontinuity
Sensor defective
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

NOx sensor supply Voltage measurement between Check lines
voltage pin 1 (line 195) and pin 2 (line Check plug connections
196) of the NOx sensor Fit new sensor
Desired value: +Ubat
Further measurements cannot be
performed at this time as the data
link is via the exhaust gas
aftertreatment CAN (A-CAN)

SPN 3920 FAULT STATUS, NOx CONCENTRATION

Fault indication: Central fault lamp shows steady red light whilst driving and when stationary (priority 2)
Monitoring strategy: Monitoring of the NOx sensor for short-circuit, discontinuity and plausibility
Possible faults: FMI 3: Signal implausible
FMI 7: Short-circuit to ground or +Ubat, short-circuit of the lines against each other,
FMI 10: Line discontinuity
Sensor defective
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

NOx sensor supply Voltage measurement between Check lines
voltage pin 1 (line 195) and pin 2 (line Check plug connections
196) of the NOx sensor Fit new sensor
Desired value: +Ubat
Further measurements cannot be
performed at this time as the data
link is via the exhaust gas
aftertreatment CAN (A-CAN)

SPN 3921 FAULT STATUS, O2 CONCENTRATION

Fault indication: Central fault lamp shows steady yellow light when stationary (priority 3)
OBD fault P0130, MIL on
Monitoring strategy: Monitoring of the NOx sensor for short-circuit, discontinuity and plausibility
Possible faults: FMI 3: Signal implausible
FMI 7: Short-circuit to ground or +Ubat, short-circuit of the lines against each other,
FMI 10: Line discontinuity
Sensor defective
Refer to the diagrams for the vehicle in question

Test Measurement Remedy

NOx sensor supply Voltage measurement between Check lines
voltage pin 1 (line 195) and pin 2 (line Check plug connections
196) of the NOx sensor Fit new sensor
Desired value: +Ubat
Further measurements cannot be
performed at this time as the data
link is via the exhaust gas
aftertreatment CAN (A-CAN)

SPN 3927 OXYGEN SENSOR NOT FITTED IN EXHAUST PIPE

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
OBD fault P2BAE, MIL on
Monitoring strategy: Monitoring of the lambda values
Possible faults: FMI 9: Oxygen sensor not installed in exhaust pipe
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin A24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit a new oxygen sensor or re-install the existing
Resistance measurement one
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30
SPN 3929 MONITORING OF EGR WITH LAMBDA (MIL fault)
Fault indication: None (priority 4)
OBD fault P2BAD, MIL on
Monitoring strategy: The lambda value is checked to diagnose the NOx monitoring system. Depending on
limit values and the EGR status, it is decided whether the MIL lamp should be activated
or the output should be reduced.
Effect of fault: MIL request if lambda value is exceeded.
Possible faults: FMI 1: MIL request without EGR blocking
FMI 2: MIL request with blocked EGR
FMI 8: MIL request directly from blocked EGR
FMI 9: MIL request directly from defective EGR
Note: The difference between the measured lambda concentration and a calculated lambda
desired value is compared with limit values when the engine is in a suitable operating
range. If the difference is too great for longer and more frequently, the MIL is requested
depending on the EGR status.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EGR --- see SPN 3004, 3756, 3802, 3850, 3851, 3852, 3853

SPN 3930 MONITORING OF EGR WITH LAMBDA (PR fault)

Fault indication: None (priority 4)
OBD fault P2BAD, MIL on
Monitoring strategy: The lambda value is checked to diagnose the NOx monitoring system. Depending on
limit values and the EGR status, it is decided whether the MIL lamp should be activated
or the output should be reduced (PR = power reduction = engine output reduction).
Effect of fault: If oxygen sensor monitoring reveals that the EGR rate is too low and, therefore, that the
NOx concentration is too high, the torque is reduced (= PR request)
Possible faults: FMI 1: PR request without EGR blocking
FMI 2: PR request with blocked EGR
FMI 8: PR request directly from blocked EGR
FMI 9: PR request directly from defective EGR
Note: The difference between the measured lambda concentration and a calculated lambda
desired value is compared with limit values when the engine is in a suitable operating
range. If the difference is too great for longer and more frequently, the engine output
reduction is requested depending on the EGR status.
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!

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

EGR --- see SPN 3004, 3756, 3802, 3850, 3851, 3852, 3853

SPN 3938 OXYGEN SENSOR NOT ADAPTABLE

Fault indication: Central fault lamp shows steady yellow light whilst driving and when stationary
(priority 5)
Monitoring strategy: Monitoring for excessive or insufficient correction factor.
Possible faults: FMI 1: Correction factor too great
Nernst voltage line (black) at pin B30 and virtual ground line (yellow) at pin B23 mixed
up or Nernst voltage line (black) at pin B30 and trimming resistor line (green) at pin B31
mixed up or discontinuity in pump current line (red) at pin B24
FMI 2: Correction factor too small
Nernst voltage line (black) at pin B30 and virtual ground line (yellow) at pin B23 mixed
up
Note: If no fault can be detected in the wiring (short-circuit, reverse polarity etc.), the plug
connection is a further possible cause. In this case, fit a new connector and the spring
contacts as per Service Information 264202.
After remedying the fault, clear the fault memory (EDC and OBD) and test drive the vehicle (coolant temperature > 70 °C).
Let the vehicle run in overrun/trailing throttle mode at 60 km/h for 15 seconds and then accelerate again so that the
oxygen sensor adapts itself. If you stay in overrun/trailing throttle mode for longer than 15 seconds, fault 3938-02
appears. In this case, repeat the process and make sure overrun mode does not last longer than 15 seconds.

Refer to the diagrams for the vehicle in question

Test Measurement Remedy

Oxygen sensor Resistance measurement Check lines
between pin B24 and B31 Check plug connections
Desired value: 30 - 300 Ω Fit new oxygen sensor
Resistance measurement
between pin B08 and B05
Desired value: 2 - 4 Ω

Connector pin assignment, oxygen sensor

Pin Line number / line colour Function Control unit, EDC, pin
1 60183/red Pump current B24
2 60185/yellow Virtual ground B23
3 60396/white Activation, heater cycle, sensor heating (–) B08
4 60397/grey Supply, sensor heating (+Ubat) B05
5 60184/green Trimming resistor (trim current) B31
6 60186/black Nernst voltage B30