Guia de Sensores

8_324.
bk Page 35 Thursday, July 24, 2003 10:19 AM
V-MAC III VENDOR APPLICATION GUIDE

DIAGNOSTICS AND BLINK
CODES
The V-MAC III system continuously monitors itself Only one active fault will blink per request. There
and other components, including sensors and must be a separate request for each active fault
associated wiring and connectors. If a fault is when multiple active faults are present in the
detected, the module illuminates the electronic system. To display another fault, hold in the Set
malfunction lamp and marks the fault as active. or the Resume switch until the fault lamp goes
off. The blinking sequence will begin after a
The V-MAC III system is capable of blinking a one-second delay.
two-digit blink code for each of the detectable
active faults using the electronic malfunction If the fault blinking request is repeated while
lamp. However, the system will not flash a blink V-MAC III is in the process of blinking an
code for logged faults that are not active. The active fault, that sequence will stop and the
primary reason for the blink code is a quick next active fault will be blinked.
diagnosis of an active fault (without requiring an If an active fault is cleared while V-MAC III is
expensive troubleshooting tool). Blink codes can blinking that fault, the procedure will not
be used to isolate and troubleshoot any active stop.
faults in the V-MAC III system. After every complete blinking sequence, the
fault lamp will return to normal functions. It
To properly activate and use blink codes, follow will remain on for active faults and off for
the steps listed below. inactive faults.
1. Turn the key on and wait until the
two-second power-up test is finished (the A list of possible blink codes appears on the
electronic malfunction light will illuminate for following pages. MID 143 is listed for early
two seconds). V-MAC III-equipped vehicles. Current-production
vehicles support MID 128 (engine controller) and
If there is an active fault, the electronic MID 142 (vehicle controller). Symbols in the left-
malfunction light will remain on after the hand column in the following charts are described
two-second power-up test. in “Notes on Diagnostic Codes” on page 49. For
2. With the Speed Control ON/OFF switch in troubleshooting, please refer to the V-MAC® III
the OFF position, press and hold the Decel Service Manual, 8-211.
switch until the fault lamp turns off.
The fault lamp will remain off for
approximately one second.
Immediately after the wait time, V-MAC III
will begin to flash a two-digit blink code. The
two digits of the code will be separated by a
one-second idle time (fault lamp off).
Each digit of the blink code may consist of
up to ten ON/OFF flashes. The ON and OFF
time for each flash will be one-fourth of a
second.
The ON flashes of the fault lamp must be
counted to determine the two-digit blink
code.
Page 35
8_324.bk Page 36 Thursday, July 24, 2003 10:19 AM

ELECTRICAL FAULTS BY MID
Blink
Serial Line Information Sequence Starting
Software Step
MID PID/SID FMI Failure Circuit #1 #2 Level #
128/143 P 98 3 High Voltage Engine Oil Level 5 7 1MS38P2 4
4 Low Voltage
128/143 P 100 3 High Voltage Engine Oil Pressure 1 1 1MS38P2 4
4 Low Voltage/Open
128/143 P 102 3 High Voltage Boost Pressure 2 2 1MS38P2 4
4 Low Voltage/Open
128/143 P 105 3 High Voltage Intake Manifold Temp. 2 3 1MS38P2 4
4 Low Voltage
5 Current Low/Open
128/143 — 3 High Voltage Inlet Air Pressure 2 2 — *
4 Low Voltage/Open
128/143 P 110 3 High Voltage Engine Coolant Temp. 2 1 1MS38P2 4
4 Low Voltage
5 Current Low/Open
128/143 P 111 3 High Voltage/Open Coolant Level Warning 1 7 1MS38P2 4
128/143 P 158 4 Low Voltage Switched Voltage 7 6 1MS38P2 4
128/143 P 174 3 High Voltage Fuel Temperature 1 3 1MS38P2 4
4 Low Voltage/Open
5 Current Low/Open
128/143 S1 2 Data Erratic Injector #1 8 1 1MS38P2 4
3 High Voltage
4 Low Voltage
8 Abnormal Freq., PW or T
3 High Voltage
4 Low Voltage
3 High Voltage
4 Low Voltage
3 High Voltage
4 Low Voltage
3 High Voltage
4 Low Voltage
Page 36

ELECTRICAL FAULTS BY MID (Continued)
Blink
Starting
Serial Line Information Sequence
Software Step
3 High Voltage
4 Low Voltage
128/143 S 21 2 Data Erratic/Incorrect Eng. Position Sensor 3 4 1MS38P2 4
128/143 S 22 2 Data Erratic/Incorrect Eng. Timing Sensor 3 2 1MS38P2 4
128/143 S 26 3 High Voltage Aux. Output Device 4 5 — *
Driver
4 Low Voltage
128/143 S 27 3 High Voltage Fan Clutch Output 4 2 1MS38P2 4
4 Low Voltage
128/143 S 33 2 Data Erratic Fan Clutch Output 4 2 1MS38P2 4
128/143 S 231 8 Abnormal Freq., PW or T J1939 Link 6 4 1MS38P2 4
128/143 S 233 12 Failed Device Fuel Control Module 6 6 1MS38P2 4
128/143 S 236 2 Data Erratic/Incorrect Power Relay 6 7 1MS38P2 4
128/143 S 250 8 Abnormal Freq., PW or T J1708/J1587 Link 6 3 1MS38P2 4
128 P 26 0 Above Normal Op. Range Est. % Fan Speed 1 8 1MS327 8∆
1 Below Normal Op. Range
3 High Voltage
4 Low Voltage
128 P 94 3 High Voltage Fuel Delivery Pressure 10 6 1MS368 3!
4 Low Voltage/Open
128 P 95 3 High Voltage Fuel Filter Differential 10 5 1MS368 3!
Pressure
4 Low Voltage/Open
128 P 103 0 Valid but High Turbocharger Speed 6 2 1MS334A 2!
1 Valid but Low
128 P 103 3 High Voltage Turbocharger Speed 6 2 1MS368 3!
4 Low Voltage
5 Open
128 P 108 3 High Voltage Barometric Pressure 1 2 1MS327 8¤
4 Low Voltage/Open
128 P 110 10 Abnormal Rate of Change Engine Coolant Temp. 2 1 1MS326 7
128 P 111 2 “Warning” Sensor High Coolant Level 1 7 1MS334A 2!
Voltage/Open — “Add”
Sensor OK
128 P 171 3 High Voltage Ambient Temperature 1 4 1MS317 5
4 Low Voltage
5 Current Low/Open
Page 37

Blink
Starting
Software Step
128 P 172 3 High Voltage Combustion Air Temp. 2 8 1MS334A 2!
4 Low Voltage
5 Current Low/Open
128 P 175 3 High Voltage Engine Oil Temp. 2 7 1MS317 5
4 Low Voltage
5 Open
128 P 190 2 Engine Timing and Position Redundant Eng. Speed 3 3 1MS317 5
Do Not Agree Monitor
128 P 355 — TBD Oil Condition Sensor 3 9 — +
128 P 412 4 Low Voltage EGR Temperature 5 8 1MS368 3!
3 High Voltage
5 Current Low/Open
0 Valid but High
9 Abnormal Freq. Update
Rate
12 Failed Device
128 P 439 3 High Voltage Boost Pressure — 2 2 1MS334A 2!
Extended
4 Low Voltage/Open
128 S1 5 Open Injector #1 8 1 1MS334A 2!
6 Current Above Normal
128 S 26 3 High Voltage Output Device Driver #1 9 8 1MS334A 2!
4 Current Low/Open
128 S 27 3 High Voltage VGT Actuator 7 9 1MS334A 2!
4 Low Voltage
5 Current Low/Open
128 S 32 2 Data Erratic Wastegate Output 4 5 1MS327 8
5 Open
7 Mech. System Not Res.
128 S 33 5 Open Fan Clutch Output 4 2 1MS317 5
Page 38

Blink
Starting
Software Step
128 S 40 3 High Voltage Output Device Driver 9 9 1MS334A 2!
#2 — VGT
4 Current Low/Open
128 S 51 3 High Voltage Output Device Driver 9 10 1MS334A 2!
#3 — EGR
4 Current Low/Open
128 S 70 4 Low Voltage Preheater or Ether Start 9 6 — +
Relay
128 S 79 4 Low Voltage Eng. Brake Output #1 3 5 1MS327 8
5 High Voltage/Open
128 S 80 4 Low Voltage Eng. Brake Output #2 3 6 1MS327 8
5 High Voltage/Open
128 S 81 3 High Voltage Exhaust Brake Output 3 7 — *
4 Low Voltage
128 S 125 3 High Voltage Fuel Heater Relay 9 7 — +
4 Current Low/Open
128 S 146 2 Data Valid — Internal Error EGR Valve #1 4 9 1MS334A 2!
Mechanism
3 High Voltage
4 Low Voltage
5 Open
128 S 151 3 High Voltage System Diagnostic — 8 9 1MS317 5
Solenoid Boost Voltage
4 Low Voltage
128 S 211 3 High Voltage Sensor Supply 10 4 1MS334A 2!
Voltage #2
4 Low Voltage
128 S 212 3 High Voltage Sensor Supply 10 3 1MS334A 2!
Voltage #1
4 Low Voltage
128 S 221 3 High Voltage Internal Sensor 10 1 1MS334A 2!
Voltmeter
4 Low Voltage
128 S 232 3 High Voltage 5V Supply 10 2 1MS334A 2!
4 Low Voltage
128 S 236 4 Low Voltage Power Relay 6 7 1MS334A 2!
128 S 254 8 Failed Device All VECU 6 5 1MS38P2 4
Communication Lost —
Engine Shutdown
128 S 254 4 Low Voltage Power Reset without 9 2 1MS327 8
Key Switch
128 S 269 3 High Voltage VGT Position Sensor 4 5 1MS334A 2!
4 Low Voltage/Open
Page 39

Blink
Starting
Software Step
128 S 270 0 Temp. Valid but High Compressor Discharge 9 5 1MS334A 2!
Temp.
3 High Voltage
4 Low Voltage
5 Current Low/Open
128 S 272 3 High Voltage Aftercooler Outlet 9 3 1MS334A 2!
Temperature
4 Low Voltage
5 Current Low/Open
128 S 273 3 High Voltage Aftercooler Outlet 9 4 — +
Pressure
4 Low Voltage/Open
128 S 274 3 High Voltage Comb. Air Humidity 2 9 1MS334A 2!
4 Low Voltage/Open
128 S 275 4 Low Voltage Aux. Cooling Relay 1 10 1MS334A 2!
Output
128 S 277 4 Low Voltage/Open EGR Mass Flow 5 9 1MS334A 2!
3 High Voltage
5 Open
9 Abnormal Update Rate
12 Failed Device
142 P 77 3 High Voltage/Open F.R. Axle Oil Temp. 2 5 1MS316A 5
4 Low Voltage
142 P 78 3 High Voltage/Open R.R. Axle Oil Temp. 2 6 1MS316A 5
4 Low Voltage
142 P 84 1 Below Normal Vehicle Speed 4 1 1MS328 7
11 Mode Not Identifiable
142 P 84 2 Data Invalid Vehicle Speed 4 1 1MS320 6
142 P 84 3 High Voltage Vehicle Speed 4 1 1MS312A 4
4 Low Voltage
5 Open
142 P 91 2 Accel. Pedal Invalid Cummins Accelerator 5 1 1MS320 61
Pedal Position
13 Accel. Pedal Calibration
142 P 91 7 Switch Position Says Idle; Cummins Idle Valida. 5 1 1MS320 6
Pedal Says Not Idle Switch Invalid
14 Switch Position Says NOT
Idle; Pedal Says Idle
142 P 91 3 High Voltage Accel. Pedal Position 5 1 1MS312A 4
4 Low Voltage/Open
142 P 96 3 High Voltage/Open Fuel Level 6 1 1MS316A 5
4 Low Voltage
142 P 167 0 High Voltage Alternator Voltage 7 5 1MS316A 5
1 Low Voltage
Page 40

Blink
Starting
Software Step
142 P 168 1 Low Voltage Battery Voltage 7 5 1MS312A 4
142 P 170 3 High Voltage/Open Cab Interior Temp. 1 5 — +
4 Low Voltage
142 P 173 3 High Voltage Exhaust Temp. 3 1 1MS316A 5
4 Low Voltage
142 P 177 3 High Voltage/Open Trans. Oil Temp. 2 4 1MS316A 5
4 Low Voltage
142 P 239 2 Missing Data GPS Position Data Not 10 8 1MS369 10
Received
142 S6 3 High Voltage Tachometer Output 4 6 1MS312A 4
4 Low Voltage
142 S7 3 High Voltage Speedometer Output 4 7 1MS312A 4
4 Low Voltage
142 S 10 3 High Voltage Aux. Output #1 4 3 1MS320 6
4 Low Voltage
142 S 11 3 High Voltage Aux. Output #2 4 4 1MS320 6
4 Low Voltage
142 S 12 3 High Voltage Spare Relay 3 5 6 1MS328 7
4 Low Voltage
142 S 151 0 Above Normal Customer Defined 4 8 1MS320 6
Statement Faults
1 Below Normal
142 S 152 7 Mech. System Not Res. Trans. Splitter Position 3 8 1MS320 6
142 S 216 12 Other ECU Failure Affecting Possible J1939 Link 6 9 1MS328 7
Operation
142 S 224 3 High Voltage Driver Alarm 5 4 — *
4 Low Voltage
142 S 231 8 Abnormal Freq., PW or T J1939 Link 6 4 1MS312A 4
142 S 231 14 Lost Contact w/Trans. J1939 Link 6 8 1MS320 6
142 S 232 3 High Voltage Vref Out of Range 5 2 1MS316A 5
4 Low Voltage
142 S 235 3 High Voltage Parking Brake 7 2 1MS312A 4
142 S 237 3 High Voltage Starter Input 1 6 1MS312A 4
142 S 238 3 Low Voltage Shutdown Lamp 5 3 1MS312A 4
4 High Voltage
142 S 239 3 Low Voltage Fault Lamp 5 5 1MS312A 4
4 High Voltage
142 S 242 3 High Voltage Speed Control “Resume” 7 4 1MS312A 4
Switch
142 S 243 3 High Voltage Speed Control “Set” 7 3 1MS312A 4
Switch
Page 41

Blink
Starting
Software Step
142 S 246 4 Low Voltage Service Brake 7 1 1MS312A 4
142 S 250 8 Abnormal Freq., PW or T J1708/J1587 Link 6 3 1MS312A 4
142 S 253 2 Data Incorrect Odometer Save Area 10 7 1MS369 10
Failure
142 S 254 4 Low Voltage Power Reset w/o Key 9 2 1MS328 7
Switch
12 Failed Device Exhaust Temp. Ref. 7 7 1MS316A 5
14 Table Programming Failure Transport Protocol 9 1 1MS328 7
143 S 30 3 High Voltage Exhaust Brake Output 3 7 — *
4 Low Voltage
ELECTRICAL FAULTS BY BLINK CODE

Blink
Sequence Serial Line Information
Starting
PID/ Software Step
#1 #2 Circuit Failure MID SID FMI Level #
1 1 Engine Oil Pressure High Voltage 128/143 P 100 3 1MS38P2 4
Low Voltage/Open 128/143 P 100 4
1 2 Barometric Pressure High Voltage 128 P 108 3 1MS327 8¤
Low Voltage/Open 128 P 108 4
1 3 Fuel Temperature High Voltage 128/143 P 174 3 1MS38P2 4
Current Low/Open 128/143 P 174 5
1 4 Ambient Temperature High Voltage 128 P 171 3 1MS317 5
Low Voltage 128 P 171 4
Current Low/Open 128 P 171 5
1 5 Cab Interior Temp. High Voltage/Open 142 P 170 3 — +
1 6 Starter Input High Voltage 142 S 237 3 1MS312A 4
1 7 Coolant Level “Warning” Sensor High 128 P 111 2 1MS334A 2!
Voltage/Open — “Add”
Sensor OK
1 7 Coolant Level Warning High Voltage/Open 128/143 P 111 3 1MS38P2 4
1 8 Est. % Fan Speed Above Norm. Op. Range 128 P 26 0 1MS327 8∆
Below Norm. Op. Range 128 P 26 1
High Voltage 128 P 26 3
1 10 Aux. Cooling Relay Low Voltage 128 S 275 4 1MS334A 2!
Output
2 1 Engine Coolant Temp. High Voltage 128/143 P 110 3 1MS38P2 4
Low Voltage 128/143 P 110 4
Abnorm. Rate of Change 128 P 110 10 1MS326 7
Page 42

ELECTRICAL FAULTS BY BLINK CODE (Continued)
Blink
Starting
PID/ Software Step
2 2 Boost Pressure High Voltage 128/143 P 102 3 1MS38P2 4
2 2 Inlet Air Pressure High Voltage 128/143 — 3 — *
Low Voltage/Open 128/143 — 4
2 2 Boost Pressure — High Voltage 128 P 439 3 1MS334A 2!
Extended
2 3 Intake Manifold Temp. High Voltage 128/143 P 105 3 1MS38P2 4
Low Voltage 128/143 P 105 4
2 4 Trans. Oil Temp. High Voltage/Open 142 P 177 3 1MS316A 5
2 5 F. R. Axle Oil Temp. High Voltage/Open 142 P 77 3 1MS316A 5
2 6 R. R. Axle Oil Temp. High Voltage/Open 142 P 78 3 1MS316A 5
2 7 Engine Oil Temp. High Voltage 128 P 175 3 1MS317 5
Open 128 P 175 5
2 8 Combustion Air Temp. High Voltage 128 P 172 3 1MS334A 2!
Open 128 P 172 5
2 9 Combustion Air Humidity High Voltage 128 P 274 3 1MS334A 2!
3 1 Exhaust Temperature High Voltage 142 P 173 3 1MS316A 5
3 2 Eng. Timing Sensor Data Erratic/Incorrect 128/143 S 22 2 1MS38P2 4
Abnorm. Freq., PW or T 128/143 S 22 8
3 3 Redundant Eng. Speed Engine Timing and Position 128 P 190 2 1MS317 5
Monitor Do Not Agree
3 4 Eng. Position Sensor Data Erratic/Incorrect 128/143 S 21 2 1MS38P2 4
Abnorm. Freq., PW or T 128/143 S 21 8
3 5 Eng. Brake Output #1 Low Voltage 128 S 79 4 1MS327 8
High Voltage/Open 128 S 79 5
3 6 Eng. Brake Output #2 Low Voltage 128 S 80 4 1MS327 8
High Voltage/Open 128 S 80 5
3 7 Exhaust Brake Output High Voltage 143 S 30 3 — *
Low Voltage 143 S 30 4
High Voltage 128 S 81 3
Page 43

Blink
Starting
PID/ Software Step
3 8 Trans. Splitter Position Mech. System Not Resp. 142 S 152 7 1MS320 6
Abnorm. Freq., PW or T 142 S 152 8
3 9 Oil Condition Sensor TBD 128 P 355 — — +
4 1 Vehicle Speed Below Normal 142 P 84 1 1MS328 7
Mode Not Identifiable 142 P 84 11
Data Invalid 142 P 84 2 1MS320 6
High Voltage 142 P 84 3 1MS312A 4
Open 142 P 84 5
Abnorm. Freq., PW or T 142 P 84 8
4 2 Fan Clutch Output Data Erratic 128/143 S 33 2 1MS38P2 4
High Voltage 128/143 S 27 3
Low Voltage 128/143 S 27 4
Open 128 S 33 5 1MS317 5
4 3 Auxiliary Output #1 High Voltage 142 S 10 3 1MS320 6
4 4 Auxiliary Output #2 High Voltage 142 S 11 3 1MS320 6
4 5 Aux. Output Device High Voltage 128/143 S 26 3 — *
Driver
4 5 Wastegate Output Data Erratic 128 S 32 2 1MS327 8
Open 128 S 32 5
Mech. System Not Resp. 128 S 32 7
4 5 VGT Position Sensor High Voltage 128 S 269 3 1MS334A 2!
Low Voltage/Open 128 S 269 4
Mech. System Not Resp. 128 S 269 7
4 6 Tachometer Output High Voltage 142 S6 3 1MS312A 4
Low Voltage 142 S6 4
4 7 Speedometer Output High Voltage 142 S7 3 1MS312A 4
Low Voltage 142 S7 4
4 8 Customer Defined Above Normal 142 S 151 0 1MS320 6
Statement Faults
Below Normal 142 S 151 1
Abnorm. Freq., PW or T 142 S 151 8
4 9 EGR Valve #1 Data Invalid — Internal Error 128 S 146 2 1MS334A 2!
Mechanism
Open 128 S 146 5
Mech. System Not 128 S 146 7
Responding
Page 44

Blink
Starting
PID/ Software Step
5 1 Accel. Pedal Position High Voltage 142 S 91 3 1MS312A 4
Low Voltage/Open 142 S 91 4
5 1 Cummins Accel. Pedal Accel. Pedal Invalid 142 S 91 2 1MS320 61
Position
Accel. Pedal Calibration 142 S 91 13
5 1 Cummins Idle Validation Switch Position Says Idle; 142 S 91 7 1MS320 6
Switch Invalid Pedal Says NOT Idle
Switch Position Says NOT 142 S 91 14
Idle; Pedal Says Idle
5 2 Vref Out of Range High Voltage 142 S 232 3 1MS316A 5
5 3 Shutdown Lamp High Voltage 142 S 238 3 1MS312A 4
5 4 Driver Alarm High Voltage 142 S 224 3 — *
5 5 Fault Lamp High Voltage 142 S 239 3 1MS312A 4
5 6 Spare Relay 3 High Voltage 142 S 12 3 1MS328 7
5 7 Engine Oil Level High Voltage 128/143 S 98 3 1MS38P2 4
5 8 EGR Temperature Low Voltage 128 P 412 4 1MS368 3!
High Voltage 128 P 412 3
Current Low/Open 128 P 412 5
Valid but High 128 P 412 0
Abnormal Freq. Update Rate 128 P 412 9
Failed Device 128 P 412 12
5 9 EGR Mass Flow Low Voltage/Open 128 S 277 4 1MS334A 2!
Open 128 S 277 5
Abnormal Update Rate 128 S 277 9
Failed Device 128 S 277 12
6 1 Fuel Level High Voltage/Open 142 P 96 3 1MS316A 5
6 2 Turbocharger Speed Valid but High 128 P 103 0 1MS334A 2!
Valid but Low 128 P 103 1
Abnormal Freq., PW or T 128 P 103 8
High Voltage 128 P 103 3 1MS368 3!
Open 128 P 103 5
6 3 J1708/J1587 Link Abnormal Freq., PW or T 142 S 250 8 1MS312A 4
Abnormal Freq., PW or T 128/143 S 250 8 1MS38P2 4
Page 45

Blink
Starting
PID/ Software Step
6 4 J1939 Link Abnormal Freq., PW or T 142 S 231 8 1MS312A 4
Abnormal Freq., PW or T 128/143 S 231 8 1MS38P2 4
6 5 All VECU Failed Device 128 S 254 8 1MS38P2 4
Communications Lost —
Engine Shutdown
6 6 Fuel Control Module Failed Device 128/143 S 233 12 1MS38P2 4
6 7 Power Relay Data Erratic/Incorrect 128/143 S 236 2 1MS38P2 4
Low Voltage 128 S 236 4 1MS334A 2!
Abnormal Freq., PW or T 128 S 236 8
6 8 J1939 Link Lost Contact w/Trans. 142 S 231 14 1MS320 6
6 9 Possible J1939 Link Other ECU Failure Affecting 142 S 216 12 1MS328 7
Operation
7 1 Service Brake Low Voltage 142 S 246 4 1MS312A 4
7 2 Parking Brake High Voltage 142 S 235 3 1MS312A 4
7 3 Speed Control “Set” High Voltage 142 S 243 3 1MS312A 4
Switch
7 4 Speed Control “Resume” High Voltage 142 S 242 3 1MS312A 4
Switch
7 5 Alternator Voltage High Voltage 142 P 167 0 1MS316A 5
7 5 Battery Voltage Low Voltage 142 P 168 1 1MS312A 4
7 6 Switched Voltage Low Voltage 128/143 P 158 4 1MS38P2 4
7 7 Exhaust Temp. Ref. Failed Device 142 S 254 12 1MS316A 5
7 9 VGT Actuator High Voltage 128 S 27 3 1MS334A 2!
Current Low/Open 128 S 27 5
8 1 Injector #1 Data Erratic 128/143 S1 2 1MS38P2 4
High Voltage 128/143 S1 3
Low Voltage 128/143 S1 4
Abnormal Freq., PW or T 128/143 S1 8
Open 128 S1 5 1MS334A 2!
Current Above Normal 128 S1 6
Open 128 S2 5 1MS334A 2!
Page 46

Blink
Starting
PID/ Software Step
Open 128 S3 5 1MS334A 2!
Current Above Normal 128 S3 6 1MS334A 2!
Open 128 S4 5 1MS334A 2!
Open 128 S5 5 1MS334A 2!
Open 128 S6 5 1MS334A 2!
8 9 System Diagnostic — High Voltage 128 S 151 3 1MS317 5
Solenoid Boost Voltage
9 1 Transport Protocol Table Programming Failure 142 S 254 14 1MS328 7
9 2 Power Reset w/o Key Low Voltage 142 S 254 4 1MS328 7
Switch
9 2 Power Reset w/o Key Low Voltage 128 S 254 4 1MS327 8
Switch
9 3 Aftercooler Outlet Temp. High Voltage 128 S 272 3 1MS334A 2!
9 4 Aftercooler Outlet High Voltage 128 S 273 3 — +
Pressure Low Voltage/Open 128 S 273 4
9 5 Compressor Discharge Temp. Valid but High 128 S 270 0 1MS334A 2!
Temperature High Voltage 128 S 270 3
9 6 Preheater or Ether Start Low Voltage 128 S 70 4 — +
Relay
Page 47

Blink
Starting
PID/ Software Step
9 7 Fuel Heater Relay High Voltage 128 S 125 3 — +
9 8 Output Device Driver #1 High Voltage 128 S 26 3 1MS334A 2!
— VGT Current Low/Open 128 S 40 4
— EGR Current Low/Open 128 S 51 4
10 1 Internal Sensor High Voltage 128 S 221 3 1MS334A 2!
Voltmeter Low Voltage 128 S 221 4
10 2 5V Supply High Voltage 128 S 232 3 1MS334A 2!
10 3 Sensor Supply Voltage 1 High Voltage 128 S 212 3 1MS334A 2!
10 4 Sensor Supply Voltage 2 High Voltage 128 S 211 3 1MS334A 2!
10 5 Fuel Filter Differential High Voltage 128 P 95 3 1MS368 3!
Pressure Low Voltage/Open 128 P 95 4
10 6 Fuel Delivery Pressure High Voltage 128 P 94 3 1MS368 3!
10 7 Odometer Save Area Data Incorrect 142 S 253 2 1MS369 10
Failure
10 8 GPS Position Data Not Missing Data 142 P 239 2 1MS369 10
Received
OUT OF OPERATIONAL RANGE FAULTS (FOR CLASS 8): NO CODES

Blink
Step/Software Sequence Serial Line Information
Level and/or
Note Circuit Failure #1 #2 PID/SID FMI MID
4 Engine Speed Engine Speed High — — P 190 0 142
(1MS312A)
4 Engine Speed Data Erratic — — P 190 2 128
(1MS38P2)
4 Engine Oil Pressure** Engine Oil Pressure Low — — P 100 1 142
(1MS312A)
4 Engine Coolant Engine Coolant Temp. High — — P 110 0 142
(1MS312A) Temperature**
4 Vehicle Speed Vehicle Speed High — — P 84 0 142
(1MS312A)
5 Exhaust Temperature** Exhaust Temperature High — — P 173 0 142
(1MS316A)
+ Engine Oil Level Engine Oil Level Low — — P 98 1 TBD
5 Transmission Oil Oil Temperature High — — P 177 0 142
(1MS316A) Temperature**
Page 48

Notes on Diagnostic Codes
(Code) or Step/Software
or Note Comments
* Diagnostic not yet available on production vehicles.
** Engine Shutdown Parameter. The engine shutdown lamp/indicator will be on.
+ Diagnostic code reserved but not implemented.
∆ Diagnostic is for Renault VI Step 8 functions used in USA for Step 9.
Step 4 [1MS312A] Available beginning in Step 4 vehicle ECU (VECU) software.
Step 4 [1MS38P2] Available beginning in Step 4 engine ECU (EECU) software.
Step 5 [1MS316A] Available beginning in Step 5 VECU software.
Step 5 [1MS317] Available beginning in Step 5 EECU software.
Step 6 [1MS320] Available beginning in Step 6 VECU software.
Step 7A [1MS326A] Available beginning in Step 7A EECU software.
Step 8¤ [1MS327 w/12MS413AM] Available beginning in Step 8 EECU software (for integral barometric sensor).
Step 8A [1MS336A] Available beginning in Step 8A VECU software.
Step 9 [1MS364] Available beginning in Step 9 VECU software for ASET™ AI and E-Tech™ engines.
Step 2! [1MS334A] Available beginning in Step 2 EECU software for ASET™ AC engine.
Step 3! [1MS368] Available beginning in Step 3 EECU software for ASET™ AC engine.
Step 10 [1MS369] Available beginning in Step 10 VECU software for ASET™ AI and E-Tech™ engines.
(1-3, 2-2, 4-3, 4-4, 5-7, 7-3, 7-4) These diagnostics are enabled either by the customer or the OEM and are not enabled
on most vehicles.
(3-8) In Step 6 the SID was accidentally set to SID 32. It should be SID 152, which was
corrected in Step 7.
(4-1) r FMI 1 — Vehicle speed does not agree with ABS vehicle speed.
r FMI 2 — Data expected from J1939 bus cannot be found.
r FMI 8 — Engine power greater than allowable without vehicle speed.
r FMI 11 — Calculated gear ratio is incorrect.
(6-5) EECU logs this fault if both J1587 and J1939 communications with the VECU have been
lost. Under these circumstances, the engine will shut down.
(6-6) EECU logs this fault if it has detected an internal problem.
(6-7) r FMI 2 — EECU logs FMI 2 if instructed by the VECU to perform its post-run
diagnostics and stop operation and has found that the electrical power has not
been shut off by the VECU.
r FMI 4 — EECU logs FMI 4 when an unspecified high-side drive is shorted (fan and
EGR mass flow supplies).
r FMI 8 — EECU logs FMI 8 when an unspecified high-side PWM drive is shorted
low (VGT supply).
(7-5) Sent by the VECU based on battery/alternator voltage.
Page 49

(Code) or Step/Software
or Note Comments
(7-6) Logged if EECU determines that its own internal voltage is below a plausible limit but the
EECU continues to run. For example, if the voltage is below 4V, the microprocessor
could not run. Consequently, if the processor is running, there must be an internal
problem.
The EECU uses this voltage value for solenoid control. If the voltage measurement is
incorrect, poor engine performance may result. If this code is also accompanied by a 7-5
code, there is an external voltage problem.
(10-1) Reference voltage for Oxygen sensor (not used); Combustion Air Humidity-Temperature
sensor, and EGR position sensor (not used).
(10-2) Reference voltage for Oil pressure sensor, Oil Condition sensor (not used), and VGT
Position sensor.
(10-3) Reference voltage for Intake Manifold Pressure sensor, Aftercooler Outlet Air
Temperature sensor (not used), and EGR pressure (not used).
(10-4) Reference voltage for Fan Speed Hall Effect sensor.
PID 190, FMI 2, MID 128 For older software levels, the EECU logs this fault but does not broadcast it on the J1587
line if engine speed from one or more sensors exceeds 2500 rpm. This is a plausibility
check without a blink code. New software versions will broadcast this fault with a
corresponding blink code.
SID 151, MID 128 EECU is having a problem controlling certain portions of the solenoid current, but a more
exact diagnosis cannot be made by the EECU. Contact the V-MAC Support Software
Center at (800) 247-0039 EST.
Page 50

DATA LINKS SAE J1708/J1587
V-MAC III complies with the interface definition of The SAE J1708/J1587 data link is used to
SAE J1708 and SAE J1939 “Recommended transmit sensor and engine data to other vehicle
Practice for Serial Data Communications modules including electronic dashboard displays,
Between Microcomputer Systems in Heavy Duty VECU, EECU, ABS/ATC and transmission
Vehicle Applications.” control systems. The link transmits and performs
diagnostic procedures from external
instrumentation. Changes to feature and function
SAE J1939 calibration values in both the VECU and EECU
The SAE J1939 line is a high-speed data link are also received across the J1708/J1587 data
which is the primary communications link link.
between the Vehicle ECU and the Engine ECU.
The link is also used for ABS/ATC systems, The messages most commonly used in the
Eaton® VORAD with SmartCruise® and V-MAC III system are listed on the following
transmission control systems. Please refer to pages. Please refer to the MACK J1587
MACK J1939 application documentation for application document for specific message
specific message information. information.
MESSAGE IDENTIFIERS
Message Identifier (MID) Description
128 Engine Controller
142 Vehicle Controller
143 Fuel System Controller (pilot V-MAC III systems only)
Page 51

V-MAC ENGINE ECU MID: 128 — 1MS326A SOFTWARE
Transmit PID Data Frequency
Percent Engine Load (Power/Torque) 92 XX 0.1 sec
Output Torque 93 XX 1 sec
Engine Oil Level 98 XX 10 sec (optional)
Engine Oil Pressure 100 XX 1 sec
Boost Pressure 102 XX 1 sec (optional)
Boost Pressure 439 XX 1 sec (1MS334)
Inlet Manifold Air Temperature 105 XX 1 sec
Engine Coolant Temperature 110 XX 1 sec
Coolant Level 111 XX 10 sec
Retarder Status 121 XX 0.2 sec
Auxiliary I/O Status 2 154 XX XX On request
Module Battery Voltage 158 XX XX On request
Rated Engine Power 166 XX XX On request
Ambient Air Temperature 171 XX XX 10 sec
Fuel Temperature 174 XX 1 sec — optional
Engine Oil Temperature 175 XX XX 1 sec — optional
Fuel Rate 183 XX XX 0.2 sec
Idle Engine Speed 188 XX XX On request
Rated Engine Speed 189 XX XX On request
Engine Speed 190 XX XX 0.1 sec
Multisection Parameter 192 n a b c1...c15 d Dynamic allocation
Diagnostics 194 n XX XX XX ... As needed
Diag. Clear Code Resp. 196 2 XX XX As needed
Software Identification 234 n aaa [bccc...] On request
Module Serial Number 243 n 128** aaa... On request
Data Link Escape 254 172 code x x x... As needed
Mack Trucks, Inc. V-MAC III-Supported -- 66, 79, 86, 96 --
Codes
V-MAC ENGINE ECU MID: 128 — 1MS326A SOFTWARE

Receive PID Data Frequency
Request Parameter (PID) 0 XX As needed
Request Parameter (PID) MID Specific 128 XX 128 As needed
Idle Engine Speed* 188 XX XX As needed *1
Multisection Parameter 192 n a b c 1...c15 d Dynamic allocation
Diagnostics Data Request/Clear Count 195 n a b c... As needed
Data Link Escape 254 128 code x x x... As needed
Mack Trucks, Inc. V-MAC III-Supported -- 68, 73, 74, 87, 89, 91, 92, 94, 95, --
Codes 97
* This message, when received twice within 500 ms from a tool, triggers the resident software to save the data contained in the
message as the new set point.
Page 52

V-MAC VEHICLE ECU MID: 142 — 1MS328 SOFTWARE
Engine Brake Retarder Switches Status 40 XX 0.2 sec
Ignition Switch Status 43 XX 1 sec
Attention/Warning Indicator Lamp Status 44 XX 1 sec
Service Brake Status 65 XX 1 sec
Vehicle Enabling Component Status 66 XX On request
Parking Brake Sw Status 70 XX 1 sec
Maximum Vehicle Speed Limit 74 XX On request
Forward Rear Drive Axle Temperature 77 XX 1 sec — 1MS316
Rear Rear Drive Axle Temperature 78 XX 1 sec — 1MS316
Vehicle Speed Limit Status 83 XX 1 sec
Vehicle Speed 84 XX 0.1 sec
Cruise Control Status 85 XX 0.2 sec
Cruise Control Set Speed 86 XX 10 sec —1MS316
Cruise Control High Set Limit Speed 87 XX On request
Cruise Control Low Set Limit Speed 88 XX On request
Power Take-Off Status 89 XX 1 sec
Percent Accelerator Pedal Position 91 XX 0.1 sec
Fuel Level 96 XX 10 sec — 1MS316
PTO Engagement Control Status 150 XX XX On request
Auxiliary I/O Status 155 XX XX On request
Voltage (at control unit) 168 XX XX 1 sec
Exhaust Gas Temperature 173 XX XX 1 sec — 1MS316
Transmission Oil Temperature 177 XX XX 1 sec — 1MS316
Trip Fuel 182 XX 10 sec
Instantaneous Fuel Economy 184 XX XX 0.2 sec
Average Fuel Economy (MPG) 185 XX XX 10 sec
PTO Set Speed 187 XX XX 10 sec/one event
Multisection Parameter 192 n a b c1...c15 d Dynamic allocation
Diagnostics 194 n XX XX XX ... As needed
Diag. Clear Code Resp. 196 2 XX XX As needed
Unit Number (Power Unit) 233 nabc ... On request
Software Identification 234 n aaa[bccc...] On request
Total Idle Hours*2 235 4 XX XX XX XX On request
Total Idle Fuel Used*2 236 4 XX XX XX XX On request
Vehicle ID Number 237 17 XX XX XX XX ... On request
Module Serial Number 243 n 142 ** aaa... On request
Trip Distance 244 4 XX XX XX XX 10 sec
Total Vehicle Distance 245 4 XX XX XX XX 1 sec*4
Total Vehicle Hours*2 246 4 XX XX XX XX On request
Total Engine Hours*2 247 4 XX XX XX XX 10 sec/On request*3
Total PTO Hours*2 248 4 XX XX XX XX On request
Page 53

V-MAC VEHICLE ECU MID: 142 — 1MS328 SOFTWARE (Continued)
Total Engine Revs*2 249 4 XX XX XX XX On request
Total Fuel Used*2 250 4 XX XX XX XX On request
Clock 251 3 XX XX XX On request
Date 252 3 XX XX XX On request
Data Link Escape 254 172 code x x x ... x As needed

Transmit: Additional On Requests PID Data Frequency
Vehicle Enabling Component Status 66 XX On request
PTO Engagement Control Status 150 XX XX On request
Auxiliary I/O Status 155 XX XX On request
Unit Number (Power Unit) 233 n a b c 1... On request
Lane Tracker System Status 367 XX 0.5 sec. — optional
Codes 100, 101, 102, 103

Receive PID Data Frequency
Request Parameter (PID) 0 XX As needed
Request Parameter (PID) MID Specific 128 XX 142 As needed
Diagnostics Data Request/Clear Count 195 n a b c... As needed
Transport Protocol 197 n a b c... As needed
198 n a b c...
Software Identification 234 n aaa[bccc...] As needed
Clock 251 3 XX XX XX As needed *1
Date 252 3 XX XX XX As needed *1
Data Link Escape 254 142 code xxx...x As needed
Codes 81, 83, 87, 91, 92, 93, 94, 95, 97
*1 These messages, when received twice within 500 ms from a tool, trigger the resident software to save the data contained in
the messages as the new time.
*2 The vehicle ECU responds to requests for this information even when the request is addressed to the engine ECU. When the
vehicle ECU responds to these requests, it does so as MID 128.
*3 Although PID 247 is available on request, it is also broadcast at 10-second intervals for the V.I.P.™. Users who request this
PID should be aware that no attempt is made to disable a regularly scheduled broadcast that follows a request for this PID.
*4 PID 245 broadcast rate is at a 1-second interval to support the V.I.P.™.
Page 54

SYSTEM FUNCTIONS Engine Low Idle Adjustment
Low idle speed may be adjusted (within the range
Custom Defined Statements of 500 to 750 rpm) using the following procedure:
Custom Defined Statements provide a means for
the user or OEM to either log certain events in REQUIREMENTS FOR ADJUSTING LOW IDLE
permanent memory for future retrieval and
analysis, or to control two relay drives for special 1. The VECU must have the Low Idle Adjust
applications. with Dash Switches option enabled in the
customer data space (refer to the V-MAC®
Mack Trucks, Inc. can provide several Custom Support Software User’s Guide, 8-341).
Defined Statements for driving these relays. 2. There must be no active fault in the system.
These include statements for:
3. The vehicle must be stationary.
r Certain automatic transmissions
4. The parking brake must be applied.
r Custom Faults and Shutdown
5. The accelerator must be in the idle position.
r Neutral to Range Shift Inhibit
6. The Speed Control ON/OFF switch must be
r On-the-Fly resetting of speed control turned on and off three times within two
parameters seconds and end in the ON position).
r Power Take-Offs (PTO) lockouts based on
road speed At this point, the idle speed will drop to 500 rpm,
and V-MAC will be ready to accept a new speed.
r Starter lockout
Most of the operating parameters available to the

Vehicle ECU are also available for relay control. If Be sure to leave the switch in the ON position.
a specific application is desired, contact a Mack
representative.
STEPS TO ADJUST LOW IDLE
Engine Brake Control 1. Move the accelerator until the desired
When equipped, the V-MAC III system controls engine speed is reached.
two engine brake banks during all applications 2. Depress and release the Set switch.
(including Cruise control). Because of this, the
After depressing the Set switch, the pedal
user can program V-MAC to delay engine brake
may be released.
application during minor overshoots (above the
Cruise Max Set Speed). 3. Depress and release the clutch pedal.
The following requirements must be met for the

engine brake to operate:
r Accelerator pedal at 0% The Electronic Hand Throttle Min Set Speed must
be set to 475 rpm.
r Engine brake switch(es) turned on
r Engine speed above 900 rpm
Low idle speed can also be programmed using a
r No fuel requested service tool.
Page 55

Engine Protection Warning and Limp Home Capability
Shutdown The “Limp Home” capability allows continued
V-MAC III offers Engine Protection Warning as a engine operation in the event that an input sensor
standard feature for low oil pressure, low coolant (vehicle speed, engine speed, accelerator pedal,
level and high coolant temperature. Standard or in some cases, coolant temperature sensor)
warnings are also available for transmission and has failed. A fault will still be indicated to alert the
exhaust temperature when these sensors are operator, but the engine will continue to function.
installed at the factory. The engine can also be Based on the failure detected, engine power may
programmed to shut down based on any of these be limited to protect the engine.
sensor readings.
Min-Max or All Speed Governor
A warning and shutdown can also be enabled
together for high automatic transmission Control
temperature. Using a diagnostic tool, select from the two
following governors:
Idle Shutdown r The traditional MACK all-speed governor
(uses the throttle to control engine speed)
The engine can be programmed to shut down
after a predetermined interval of driver inactivity. r The min-max governor (uses the throttle to
This feature prevents excessive idling to help control engine power)
save fuel. After shutdown, the accessory relay
automatically turns off to conserve battery power.
ON/OFF Fan Control and Electronic
Thirty seconds before the engine shuts down, the Viscous
Vehicle ECU will turn on the shutdown lamp. The
driver can override the shutdown and reset the There are three modes of operation for the fan
interval by pressing the override switch or the control output: Normal Mode, Curb-Side Mode
accelerator pedal. and On-Road Mode.
The idle shutdown function also has a Normal Mode — This mode uses engine coolant
programmable warm-up period. If the engine temperature, outside air temperature and air
coolant temperature is below the Idle Shutdown conditioning pressure to control the fan output.
Warm-Up Temperature threshold when the The engine coolant temperature and inlet air
engine is first started, the shutdown counter will temperatures have programmable thresholds to
not start until the temperature exceeds the warm- turn the output on and off. The air conditioning
up threshold and the warm-up period expires. inputs have programmable minimum time on
settings to prevent excessive fan cycling.
The V-MAC III system can be programmed to
shut down except under certain circumstances: (The other two following modes basically provide
additional control logic for an optional override
r EHT control is active feature.)
r A PTO is engaged
Curb-Side Mode — Curb-Side refers to the
r Variable speed control is active (EHT or ability to engage the fan for an unlimited time
PTO) while the truck is parked. This mode operates
r Single speed control is active (EHT or PTO), when vehicle speed is below the programmable
and/or the engine power is greater than a threshold. The user can choose to override the
programmed threshold fan in this mode, and there is no time limit for the
override.
r Sleeper Mode is enabled
r Ambient Air Temperature sensor is installed On-Road Mode — On-Road refers to the ability
and Ambient Air Temperature Option and to engage the fan manually for a limited time
Idle Shutdown with Sleeper Mode are while moving. The user can choose to override
enabled the fan in this mode.
Page 56

Speed Control only difference between EHT and PTO control is
that PTO control requires a switch input (the PTO
The speed control system provides control of switch) to operate. EHT can also be set up to
engine or vehicle speed without the use of the require a switch interlock making it identical to
accelerator pedal. Control is obtained through PTO control.
switch inputs into the Vehicle ECU. Mack Trucks,
Inc. has designed a number of speed control There are boundaries between the three speed
features that provide easy access into the system control functions:
for body builders and OEMs.
r If vehicle speed is above the Cruise Min
Speed control is broken into three similar but Vehicle Speed setting, the speed control
distinct functions: system operates in Cruise mode.
r Cruise Control — This function controls r If vehicle speed is below the Cruise Min
vehicle speed. Vehicle Speed setting but above EHT and
PTO Max Vehicle Speed settings, the speed
r Electronic Hand Throttle (EHT) Control — control system will not operate.
This function controls engine speed when
PTOs are disengaged to provide fast engine r If vehicle speed is below the EHT and PTO
warm-up, maintain engine temperature or Max Vehicle Speed settings and none of the
drive other devices that do not use a PTO PTO switches are on, the speed control
input. system operates in EHT mode.
r Power Take-Off (PTO) Control — This r If EHT control is active and a PTO switch is
function controls and limits engine speed for turned on, engine speed drops to low idle
optimum product flow and hardware and the system waits for a PTO command.
performance. (Note that a PTO input signal Likewise, if PTO control is active and all PTO
is required.) switches are turned off, engine speed drops
to low idle and the system waits for a new
Speed control provides the following benefits: EHT command.
r Switch inputs can be specified as

requirements to engage, disengage, SWITCH SELECTIONS
temporarily disengage or permanently The speed control system depends on eight
disengage the mode. primary switches and four secondary switches.
r Speed can be set automatically or with a
0-volt to 12-volt switch transition. (Note that PTO, EHT and Cruise controls monitor and
the older 12-volt to 0-volt switch transition respond to the following primary switch inputs:
used with V-MAC and V-MAC® II is not r Clutch
required.)
r Parking Brake
r Up to four PTOs are available. (Note that
each PTO can be separately configured for r Resume/Accel
single speed or variable speed mode.) r Service Brake
r Numerous options allow the user to r Set/Decel
customize the system to meet specific
customer or body installer requirements. r Speed Control ON/OFF
These three speed control functions have the PTO control also uses these additional switches:
same structure with only minor variations r PTO 1
between them. Although EHT and PTO controls
regulate engine speed and Cruise control r PTO 2
regulates vehicle speed, all three control systems
function in the same manner. However, some of
the functionality of the Cruise control system is
blocked so that Cruise will operate in a manner
consistent with other Cruise control systems. The
Page 57

All of the primary switches are “hard wired” into Dropout
the Vehicle ECU. All pin numbers can be found in
Figure 8 on page 15. PTO, EHT and Cruise This custom feature defines the switch inputs
controls can also make use of some or all of the (including the state of the input) that must be
four secondary switches: satisfied to drop out of speed control mode. Once
speed control has dropped out, it can only be
r PTO 3
resumed by pressing the Resume switch.
r PTO 4
Engine Speed Limit
r Control 1
r Control 2 This is the maximum engine speed achieved
using the accelerator pedal when speed control is
The following switch inputs can be remapped for active and in EHT mode. The Engine Speed Limit
use as a secondary switch (listed above): is also applicable if a PTO is engaged (12 volts
applied to a PTO input) even if speed control is
r Spare 1 if Brake Wear Front Axle sensor not
not active. The Engine Speed Limit is not
installed (VJ1-14)
applicable for Cruise mode.
r Engine Brake Low (VJ1-12)
r Fan Override (VJ1-15)
r Spare 2 if Brake Wear Rear Axle sensor not Engine speed can never exceed the Engine
installed (VJ1-16) Speed Limit for a given speed control mode, even
if the Max Speed or Single Speed Control setting
for the mode is set higher than the Engine Speed
Limit.
Engine Brake Low and Fan Override are
secondary switches that can be remapped from
their original function for use in the speed control Engagement
system. (If a switch is remapped for speed
control, then it cannot be used for its original These custom features define the switch inputs
function.) Two additional switches, Spare 1 and (including the state of the input) that must be
Spare 2, can be added. satisfied to turn on a speed control mode.
Maximum (Dropout) Road Speed

SPEED CONTROL TERMINOLOGY
This sets the vehicle speed threshold for PTO
The following terms are useful in the discussion dropout. The vehicle must be below this speed
of speed control systems: while PTO or EHT modes are active; otherwise,
the mode will drop out.
Custom Settings
Maximum Set Speed
These settings allow the user to customize
certain aspects of the features. Items that can be This is the maximum engine speed achieved
customized often include the following: using the Accel switch when speed control is
active. In Cruise mode, this term is replaced by
r Minimum and maximum speed controls
Cruise Max Road Speed, which is the maximum
r Speed setting options vehicle speed possible using the Accel switch.
r Switch settings for initialization, dropout and
temporary dropout
Page 58

Minimum Set Speed Standard Settings
This is the minimum engine speed that can be This is a group of programmable features that is
achieved with the Decel switch when speed pre-packaged for the convenience of the user.
control is active. Once the minimum engine
speed is reached via the Decel switch or load Temporary Dropout
application, speed control will either hold to the
minimum speed or drop out of speed control These are custom features that define the switch
(depending on the current speed control inputs, including the state of the input, that must
settings). be satisfied to drop out of speed control
temporarily. Speed control will drop out when any
In Cruise mode, this term is replaced by Cruise of the specified conditions are true and will
Min Road Speed, which is the minimum road resume automatically when all of the specified
speed possible using the Decel switch. Once the conditions become false.
minimum road speed is reached via the Decel
switch or load application, Cruise control will drop Example — Assume that EHT mode has been
out. customized in the following ways:
r To set the speed, the parking brake must be
engaged (Parking Brake switch in the ON
position).
As a general rule, speed control cannot be set if
the engine speed is below the minimum speed. r EHT mode will drop out when the parking
brake is disengaged (Parking Brake switch
in the OFF position is a dropout condition).
Resume
r EHT mode will drop out temporarily when
the clutch pedal is depressed (clutch in the
This is used if speed control has dropped out due
ON position [pedal pushed] is a temporary
to a change in switch status (i.e., service brake or
dropout condition).
clutch applied). It is often possible to resume to
the original set speed by pressing the Resume
In this example, speed control cannot be set if the
switch. In some conditions the system will
parking brake is off. Once speed control is set, it
resume automatically to the Set Speed.
will drop out if the parking brake is turned off.
Note that pressing the Resume switch will have
Set Speed
no effect until the parking brake is again
engaged. If the clutch pedal is depressed while
This is the target engine or vehicle speed that the
speed control is operating, speed control will drop
system tries to maintain. The set speed is
out. Speed control will resume automatically if the
programmed when the Set switch is pressed
clutch pedal is released.
while the Speed Control ON/OFF switch is on.
Variable Speed Control
Single Speed
This type of control can vary engine speed
This is the specific speed maintained when
between the specified minimum and maximum
Single Speed Control (described below) is active.
speeds using the speed control Accel and Decel
switches. Variable speed control can be used in
Single Speed Control
EHT or PTO modes.
When this type of control is active, the engine will
only operate at a single, specified speed. Single
Speed Control can be used in EHT or PTO
modes.
Page 59

SETTING A SPEED DECELERATING TO A NEW SET SPEED
A speed can be set when all of the following Once the speed control system is active, engine/
conditions are true: vehicle speed can be decreased by pressing and
holding the Decel switch until the desired speed
1. The Speed Control ON/OFF switch is in the
is reached (or by applying 12 volts to the Decel
ON position (or 12 volts is supplied to the
switch input at pin VJ1-7). Engine/vehicle speed
module at pin VJ1-6).
cannot be increased in this manner if the Accel
2. One of the following is true: switch is in the ON position (or if 12 volts are also
applied to pin VJ1-8).
— Engine speed is between the minimum
and maximum speeds.
DROPPING OUT OF SPEED CONTROL
— Engine speed is below the minimum
speed and the Hold Minimum and Speed control will drop out if any of the following
Jump to Minimum options are enabled conditions are true:
for that mode.
r The speed control ON/OFF switch is in the
— Engine speed is below the minimum OFF position (or 0 volts exist at module pin
speed and the Single Speed Control is VJ1-6).
enabled for that mode.
r The engine speed is below the minimum and
— Engine speed is above the maximum the Hold Minimum option is disabled for that
speed and the Drop Out Above mode (Hold Minimum is automatically
Maximum option is disabled for that disabled for Cruise control).
mode.
r The engine speed is above the maximum
3. Initialization conditions are met. speed and the Dropout Above Max Speed
option is enabled and Autoset is disabled for
4. None of the dropout or temporary dropout
that mode.
conditions are met.
r The dropout or temporary dropout conditions
5. The Set switch is placed in the ON position
are met. If a temporary dropout condition is
(or 12 volts are applied to the module at
met, speed control will resume when the
pin VJ1-7).
condition is no longer true.
PTOs AND CONTROLS

The Set switch does not have to be toggled to set PTO control inputs provide signals to the Vehicle
a speed. ECU for the purpose of controlling engine speed
and recording information. If engine speed control
and information recording functions are not
ACCELERATING TO A NEW SET SPEED necessary, PTO input is not required.
Once the speed control system is active, engine/
Dedicated inputs are available for PTO 1 and 2.
vehicle speed can be increased by pressing and
These inputs tell the Vehicle ECU that a particular
holding the Accel switch until the desired speed is
PTO is on, and that a speed control function is
reached (or by applying 12 volts to the Accel
required. Inputs can also be defined for PTO 3,
switch input at pin VJ1-8). Engine/vehicle speed
PTO 4, Control 1 and Control 2.
cannot be increased in this manner if the Decel
switch is in the ON position (or if 12 volts are also
Note that a physical PTO is not required to
applied to pin VJ1-7).
interface with one of the PTO inputs. However, if
a physical PTO exists on the chassis, an input
signal should be sent to the VECU so that engine
speed can be controlled or limited when the PTO
is engaged. The V-MAC III system will
automatically log time, fuel and distance for
PTO 1 and 2. Therefore, inputs for physical PTOs
should be sent to PTO 1 and 2 first.
Page 60

Each of the PTO and control inputs (when not Maximum Road Speed Dropout
used to control a physical PTO) can be used to
control the engine. Inputs assigned to Control 1 This feature sets the vehicle speed threshold for
or 2 — such as neutral switches, safety switches, PTO or EHT dropout; Speed Control will not
etc. — can serve as interlocks (refer to operate above this vehicle speed.
Example 8 on page 81 for more information on
interlocks) for engaging or dropping out of speed Range: 0 to 20 mph or Cruise Min mph unless
control. These interlocks can be run directly to the Driveshaft PTO is enabled
module rather than being tied in series with a
circuit. PTO inputs not used to control physical
units can also be used as interlocks, with the
added advantage that they have the ability to EHT speed control will not operate above this
change engine speed and operating parameters vehicle speed; however, cruise control will
(such as minimum and maximum speeds, limits operate if vehicle speed is at or above the Cruise
and autosets). control Minimum Vehicle Speed setting.
SPEED CONTROL FEATURES

STANDARD FEATURES
This parameter does not limit vehicle speed;
The following Standard features are available: instead it cancels speed control if the vehicle
speed threshold is exceeded.
Accel/Decel Ramp Rate
This feature controls the speed at which the Maximum Set Speed
engine speed increases and decreases when the
Accel and Decel switches are used. Ramp rate, This feature sets the maximum engine/vehicle
however, is fixed for Cruise control and cannot be speed in PTO or EHT mode using the speed
changed. control switches. The PTO selected or the EHT
will not operate above this engine speed with the
Range: 50 to 2000 rpm/sec switches. Although this limit cannot be exceeded
using the Accel switch, engine speed can be
Engine Speed Limit increased up to the Engine Speed Limitthreshold
using the accelerator pedal.
This feature defines the maximum attainable
engine speed while the Electronic Hand Throttle Range: 750 to 2100 rpm for EHT/PTO; 40 mph to
(EHT) mode is active. It also defines the the Cruise Max Vehicle Speed setting for Cruise
maximum attainable engine speed while a Power
Take-Off (PTO) is engaged even if speed control
is not active. Engine Speed Limit is not available
for Cruise control. This parameter must not be set at a value less
than the mode's Minimum Set Speed setting.
If this parameter is set to a value greater than the Minimum Set Speed
Max Set Speed, the accelerator pedal must be
used to exceed the Max Set Speed and achieve This feature sets the minimum engine speed that
the Engine Speed Limit. can be achieved using the speed control switches
for PTO and EHT operation. For normal
operations, if engine speed drops below this
Range: 750 to 2100 rpm value, speed control will drop out.
Range: 475 to 2100 rpm for EHT/PTO
Page 61
If the Low Idle Speed Adjust with Switches In EHT mode, activation of any “PTO On” (PTO 1,
feature is enabled, the EHT Minimum Set Speed 2, 3 or 4) switch will automatically cause a
value must be set to 475 rpm because Low Idle dropout condition.
Speed Adjust with Switches feature drops the
engine speed to 500 rpm before using the speed
control switches to set the new low idle speed. If
the EHT Minimum Set Speed value is greater
than 500 rpm, it may not be possible to set low Unless specified otherwise, service brake
idle with the speed control switches. engagement is set as a dropout condition for all
speed control modes. For Cruise control, parking
brake application is set as a dropout condition
ELECTRONIC HAND THROTTLE (EHT) AND and clutch pedal depression is set as a temporary
POWER TAKE-OFF (PTO) CONTROL dropout condition.
GENERAL SETTINGS
Each of the following options are available for

EHT control and for each of the four PTO For speed control modes, at least one switch
controls. Some features also available for Cruise state must be specified as a dropout requirement
control include the following: (although a temporary dropout requirement is not
mandatory).
Dropout and Temporary Dropout
Requirements
These features allow the user to specify certain

switch inputs as requirements for speed control Providing one or more PTO inputs to the Vehicle
dropout or temporary dropout. In addition to ECU that have one or more engagement, dropout
specifying the switch, the user must also specify or temporary dropout requirements which conflict
the status of the switch (ON or OFF). with each other, will cause speed control mode to
cancel.
When a dropout condition exists, speed control
will terminate. When a temporary dropout For example, say PTO 1 is on with a dropout
condition exists, speed control will be suspended requirement of Service Brake OFF and speed
and resumed automatically when the condition no control is engaged. When PTO 2 is engaged and
longer exists. its requirements do not conflict with those of PTO
1's, the minimum rule (refer to “MULTIPLE PTOs
Range: EHT switch inputs include Control 1 and 2 AND THE MINIMUM RULE” on page 74) applies
(when defined), clutch, service brake, parking and a new PTO condition will be established.
brake and other PTOs. However, if PTO 2’s dropout requirements include
Service Brake ON, the two PTOs will be in conflict
and speed control will cancel. Speed control
cannot be engaged until one of the PTOs is
Specifying a given switch state as an turned off. To prevent this, keep the dropout
engagement requirement will not automatically requirements the same for both PTOs.
specify the opposite state as a dropout
requirement (i.e., ON for engagement does not
imply OFF for dropout). However, specifying a
given switch state for a dropout or temporary
dropout requirement will automatically specify the
opposite state as an engagement requirement.
Page 62

Engagement Requirements Preset (Single) Speed
This feature allows the user to specify certain This is the speed the engine will go to when PTO
switch inputs as requirements for speed control Single Speed Control or EHT Single Speed
engagement. In addition to specifying the switch, Control is engaged.
the user must also specify the status of the switch
(ON or OFF).
Range: EHT switch inputs include Control 1 and 2 The PTO Preset Speed must be equal to or less
(when defined), clutch, service brake and parking than the Engine Speed Limit. For this function to
brake. PTO switch inputs include Control 1 and 2 operate, the PTO Single Speed Control (SSC)
(when defined), clutch, service brake, parking option must be enabled.
brake and other PTOs.
Specifying a given switch status as an The EHT Preset Speed must be equal to or
engagement requirement will not automatically greater than the EHT Minimum Set Speed and
specify the opposite state as a dropout equal to or less than the Maximum Set Speed
requirement (i.e., ON for engagement does not and Engine Speed Limit.
imply OFF for dropout). However, specifying a
given switch state for a dropout or temporary
dropout requirement automatically specifies the Range: 475 to 2100 rpm
opposite state as an engagement requirement.
Standard/Custom Option
This option controls which set of speed control

parameters are available for programming. Using
EHT control cannot be engaged with a PTO the Standard options, the user can program
switch in the ON position. maximum and minimum set speeds, engine
speed limits, ramp rates and maximum vehicle
speeds for dropout. No other options are
Park Brake Check to Enable PTO available.
This parameter specifies whether the parking Using the Custom options, a variety of
brake must be applied for single speed control specialized features can be programmed.
settings to be in effect when the PTO is engaged.
Essentially, this parameter is a shortcut for setting
the parking brake as an engagement requirement
for PTO operation. If enabled, the parking brake Switching from Custom to Standard options will
must be applied for the Preset Speed setting reset parameters to their original settings and
(described below) to be used. If disabled, the some Custom settings will be lost.
Preset Speed setting will be in effect without the
parking brake applied.
Park Brake engagement requirements for PTO 2

cannot be changed if the Driveshaft PTO is
selected.
Range: Enabled/Disabled
Page 63

ELECTRONIC HAND THROTTLE (EHT) AND Depending on the software version, the Autoset
POWER TAKE-OFF (PTO) CONTROL feature can be switch-order dependent for
CUSTOM OPTIONS engagement of PTO speed control. This means
that the Speed Control ON/OFF switch must be
The following Custom features are available for turned on at the same time (or after) the PTO is
EHT and PTO control only. engaged.
Accel and Decel Bump Speed Example — Assume that PTO 1 has the following
settings:
These options define a set speed increase/ r Autoset is enabled
decrease to coincide with a quick tap of the
Accel/Decel switch. r The parking brake is an initiation/
engagement requirement
Range: 0 to 2000 rpm for EHT/PTO; 0, 0.5, 1 or r The Min Set Speed is 1400 rpm
2 mph for Cruise
For engine speed to jump to 1400 rpm, PTO 1
must be engaged before (or at the same time as)
a 12-volt signal to the ON/OFF switch occurs. If
The Bump Speed must be an even multiple of the other switches are required for engagement, they
Hold to Nearest setting (unless none is specified). can be turned on at any time in the sequence;
however, all switches must be set before the
engine speed increase will occur.
Depending on the Hold to Nearest setting, bumps
are added to the current speed (not to the target
speed).
Autoset is not switch-order dependent for PTO
modes with 1MS316/317 and higher software.
It is best to bump slowly up or down rather than

with many quick jabs in succession. Bumps work
best when the Bump Speed and Hold to Nearest
parameters are set to the same value. When the Autoset feature is used with the Single
Speed Control feature, PTO engagement is not
switch-order dependent.
Autoset
This feature causes the system to act as if the Set Depending on the status of the Jump to Minimum
switch has been pressed (provided that all of the feature, Autoset will cause the V-MAC system to
engagement requirements have been met). With behave in the following different manners:
Autoset enabled, the Set switch does not have to
be pressed to activate the speed control system. r If Autoset is enabled, the Min Set Speed
must be greater than the Low Idle Speed
Autoset can be used either as a stand-alone setting.
option, or in conjunction with other features such r If only Autoset is enabled, a change in a
as Single Speed Control and Jump to Minimum. switch status will cause speed control to
cancel. Correct switch settings must be
Range: Enabled/Disabled established and ON/OFF signal toggled to
start speed control again (1MS316/317 is
the same, except the ON/OFF switch must
be toggled or PTO will start speed control
When enabled by itself, Autoset will act as if the again).
Jump to Minimum feature is also enabled.
Page 64

r If Autoset is used with Single Speed Control Hold to Minimum Speed
or Jump to Minimum, any change in a switch
status will cause a temporary dropout. As This feature creates a situation that makes it
soon as the offending switch is placed in the impossible to lower engine speed below the Min
state required for engagement, speed Set Speed setting with the Decel switch. If the
control will automatically resume. Note that load forces the engine speed below the minimum,
all dropout conditions will act as temporary the system will continue to operate in Speed
dropouts. Control mode and extra fuel will be supplied to
maintain the Min Set Speed setting. If this option
r If Autoset is enabled only, speed control can
is disabled, dropping below the Min Set Speed
only be initiated if engine speed is within the
value will cause speed control to drop out. Hold
Min and Max Set Speed settings and above
Minimum Speed is automatically enabled if
the Low Idle Speed setting.
Autoset, Single Speed Control or Jump to
Minimum are enabled.
Remember that vehicle speed is the determining
factor for whether Cruise or EHT/PTO controls
are active. Autoset can start speed control any
time the engagement conditions are true and
Hold to Nearest (RPM/MPH)
dropout conditions operate as temporary
dropouts. Therefore, it is important to have a
This option ensures that before any change in
separate input line for control purposes. In PTO
speed can occur (using the Set, Accel or Decel
applications, this can be the PTO input itself. For
switch), V-MAC will find the nearest increment of
Autoset in EHT mode, Control 1 or 2 must be
the Hold to Nearest setting and apply the change
specified for dropout (on or off) or the parking
in speed to that value. If disabled, any change in
brake must be set to off for dropout.
speed (using the Set, Accel or Decel switch) will
apply to the current speed.
Dropout Above Max Speed
Range: Nearest 5 to 2000 rpm for EHT/PTO;
This feature creates a situation to cause speed
0 (disabled), nearest 0.25, 0.5 or 1.0 mph for
control to drop out if engine speed exceeds the
Cruise
Max Set Speed value. This action is useful for
situations when it is desirable to have speed
Example — Assume that Cruise mode is active,
control drop out if a sudden loss of load occurs.
the current vehicle speed is 63.4 mph, the Accel
To be effective, the Max Set Speed should be as
Bump Speed parameter is set to 2 mph, and the
close to the maximum speed possible for that
Hold to Nearest parameter is set to 1.0 mph. If
operation and a modest load must be applied as
the driver bumps the Accel switch, V-MAC will
well. For example, the Max Set Speed is
determine that 63 mph is the nearest increment of
1200 rpm and the operating speed with modest
1.0 to 63.4 mph and add the 2 mph bump to
load is 1150 rpm. When a sudden load dump
63 mph. The resulting speed (after one bump) will
occurs, engine speed will drop out of speed
be 65 mph. In the above example, if the Hold to
control.
Nearest parameter is set to 0 (meaning it is
disabled), the resulting speed (after one bump)
will be 65.4 mph.
Dropout Above Max Speed will not work if

Autoset is also enabled for that mode.
Page 65

Jump to Minimum Speed Preset (Single) Speed (SSC RPM)
This feature causes the engine speed to This feature controls the preset (single) speed to
automatically go to the Min Set Speed value be used when Single Speed Control is enabled.
when the Set switch is first pressed (even if the Although it is recommended that the Preset
current engine speed is lower than the Min Set Single Speed value be between the Min Set
Speed value). If this feature is disabled and the Speed and Max Set Speed for the specified
engine speed is less than the Min Set Speed speed control mode, it is not required.
value, pressing Set will have no effect.
Range: 475 rpm to the EHT/PTO Engine Speed
Range: Enabled/Disabled Limit
The Min Set Speed value cannot be set lower For this function to be valid, Single Speed Control
than the Low Idle Speed. must be enabled for the specified speed control
mode.
Low Idle Speed Adjust with Switches
Single Speed Control
This option allows the driver to change the engine
low idle speed by using the speed control This feature controls whether EHT or PTO Single
switches on the dashboard. Speed Control settings will be used when the
Speed Control mode is engaged. When the
Range: Enabled/Disabled engine is in Single Speed Control mode, the
engine will only run at one specified preset
speed. Single speed control in EHT or PTO mode
can be increased with the throttle up to the EHT
This feature should not be enabled for vehicles or PTO Engine Speed Limit.
with Allison automatic transmissions.
Lower Gear Vehicle Speed Limit

SYSTEM CONFIGURATION OPTIONS
This feature sets the fastest road speed that can The following system configuration options are
be reached in any gear below the highest gear of available to help set up the system to meet
the transmission (usually one gear below top). If customer hardware requirements. Most of these
enabled, vehicle speed cannot surpass the Lower options apply to all three Speed Control modes:
Gear Vehicle Speed Limit setting unless the
transmission is in top gear. This prevents the Inhibit Cruise with PTO ON
driver from cruising at too high an engine RPM for
extended periods. This feature encourages the This option causes Cruise control to drop out and
driver to operate the vehicle in high gear where not reset if a PTO is engaged. If this option is
maximum fuel economy can be attained. disabled, Cruise control will continue to run with a
PTO engaged. In either case, engine speed is
Range: 40 to 85 mph or the Road Speed Limit limited to the Engine Speed Limit for that PTO.
The default setting for this feature is “Enabled”
(inhibit Cruise with the PTO on).
Disable this option if a PTO switch is used as an

engagement requirement for Cruise control.
Page 66

Driveshaft PTO Dropout Threshold Enable Single Press to Resume and Accel
This option sets a preprogrammed engine This option resumes the previous speed when
acceleration threshold that is used to indicate the the Resume switch is pressed and held and also
start of a load dump. Exceeding the threshold will continues to increase speed without the need to
cause engine fueling to stop momentarily and toggle the switch. If this option is disabled,
limit engine overspeeds. Programmable with pressing the Resume switch will resume the
1MS316A and higher software. previous speed. However, once the target speed
is achieved, the Resume (Accel) switch must be
Range: Enabled/Disabled toggled and held to accelerate to a new speed.
The default for this option is disabled.
Driveshaft PTO 2 Option
This option creates a situation to treat PTO 2 as a
driveshaft PTO. Engagement requires that PTO 2
be on, the parking brake be set, and the speed
control be engaged. This option is not available if the switches are
configured as Set/Accel and Resume/Decel.
Switch Assignments
Disable this option if the vehicle is not equipped These allow the user to reassign switches for
with a driveshaft PTO. alternative uses. Because PTO 3 and 4 do not
have dedicated wires, an input must be
remapped for their use. Additional wires can be
Set/Resume Fault Diagnostic assigned for use as interlocks with the PTO
system (designated Control 1 and Control 2).
This option logs a fault if the Set or Resume
switch is shorted to 12 volts. Range: Spare switch 1 if Brake Wear Front Axle
sensor not installed (VJ1-14), Engine Brake Low
Range: Enabled/Disabled (VJ1-12), Spare switch 2 if Brake Wear Rear Axle
sensor not installed (VJ1-16), Fan Clutch
Override (VJ1-15)
If remote speed controls are used, this diagnostic

option should be disabled.
If any of these switches are remapped, they will
not be available for their originally intended
Set/Resume Switch State functions.
This option allows the user to reconfigure the Set
and Resume switches. The recommended
configuration is Set/Decel-Resume/Accel. The
optional configuration is Set/Accel-Resume/
Decel.
Range: Set/Decel-Resume/Accel or Set/Accel-

Resume/Decel
If the optional configuration is selected, the switch

labels on the dash should be changed to reflect
the new configuration.
Page 67

FEATURES AVAILABLE WITH 1MS316/317 EXAMPLES OF BASIC SPEED CONTROL
SOFTWARE
The speed control system is most commonly
Initial Set Using Resume Switch used to change engine speed. The examples on
the following pages demonstrate PTO speed
This feature sets an initial speed when the control.
Resume switch is pressed. With this option
enabled, the Set switch is not required to set the
initial speed.
FEATURES AVAILABLE WITH 1MS328/326A

AND HIGHER SOFTWARE
PTO Vehicle Speed Limit
Whenever any of the four available PTOs are

engaged, it is possible to also limit the maximum
fueled vehicle speed for that PTO. The PTO
Vehicle Speed Limit is restricted under
accelerator pedal, speed control and Cruise
control operations. However, if the engine is
forced to ride on the low idle governor, the low
idle governor will take priority. In this way, the
vehicle is restricted to the PTO Vehicle Speed
Limit (provided that the transmission is in a
reasonable gear for the road speed).
Range: 0 to 100 mph
Page 68

Example 1 — Increasing Engine Speed 12
Figure 12 — Increasing Engine Speed
Page 69

This technique can be used any time engine This diode prevents the PTO input from being
speed must jump to a certain value when a PTO accidently energized from the dashboard when
is engaged. Once the appropriate speed has Cruise mode is enabled.
been achieved, the PTO can act as a single
speed or variable speed PTO. If variable speed
control is selected, the initial speed will be the
Min Set Speed for that PTO and the Resume/ OEM-supplied circuitry should always be
Accel input (VJ1-8) will have to be energized to electrically isolated from the dash switches to
increase the engine speed. ensure proper engine and PTO control under all
driving conditions.
In this situation, the Set input (VJ1-7) does not

have to be energized or toggled.
NEVER remove the cab switches or cut the wiring
to the switches as a means of isolating the OEM
As presented, the PTO switch and the ON/OFF wiring.
inputs are energized simultaneously when the
safety switch is closed.
There are several options to eliminate the need to
Although Autoset can be switch-dependent, it will run the ON/OFF signal through a diode:
always prop the speed up when the ON/OFF and
1. Electrically isolate the ON/OFF circuit from
PTO switches turn on at the same time.
the remaining OEM wiring.
Note that the safety switch applies 12 volts to the The user must turn on the PTO switch first,
ON/OFF switch through a diode. The ON/OFF and then turn on the ON/OFF switch (either
switch is also used for EHT and Cruise control. inside the cab or remotely) before operating
the system.
13
Figure 13 — Isolating ON/OFF Signal
Page 70

2. Use a double-pole, double-throw switch.
14
Autoset is switch-order dependent with

1MS312A/38P2 software only.
Figure 14 — Using Double-Pole, Double-Throw Switch
This basic speed control example will also work

for EHT mode. Assuming that Control 1 or 2 is not
reassigned as a PTO input, engine speed will
It is possible to use a double-pole, double-throw always jump up any time the ON/OFF switch is
relay (or the PTO input driving a single-pole, turned on and EHT engagement conditions are
single-throw relay) in place of this switch. satisfied. This may be desirable from a body
installer’s point of view. However, to use Autoset,
a dropout condition must be specified (Control 1,
Although each of these methods is acceptable, all
Control 2 or Parking Brake). Note that specifying
of the diagrams that follow will show the diode
“Parking Brake: Off” as a dropout also requires
method (for simplicity).
that the parking brake be on for EHT control
engagement.
Example 2 — More Basic Speed Control

In some situations, using a double-pole, double-
throw switch results in a race condition to the Autoset is not required for speed control. Speed
module’s inputs, which might give unintended can be increased in other ways (refer to the
results. Therefore, using this method to supply following example).
voltage to both the ON/OFF and Set switches (in
order to set an initial speed) is not recommended
if Autoset is disabled.
Page 71

15
Figure 15 — More Basic Speed Control
Page 72

Notice that a switch has been added in the line to
the Set/Decel switch input (VJ1-7). This could be
a momentary contact switch. If a momentary
contact switch is not used (and EHT or Cruise Initial Set Using Resume Switch is only available
control modes are active), a diode should be if the Set/Resume Switch State is set to Resume/
placed in this new leg to prevent the PTO 1 input Accel-Set/Decel.
from being energized when the Set switch is
pressed.
Example 3 — Speed Control for Refuse
In Single Speed Control mode, turning on the
For many refuse applications to function, the
safety switch and pressing the new Set switch (in
transmission must be in Neutral and one of the
the add-on harness) will cause engine speed to
brakes (service or parking) must be on.
increase to the Preset Speed. In variable Speed
Control mode, engine speed will jump to the Min
Example — Assume that a two-person operation
Set Speed.
has one person driving and the other person
loading. When the vehicle comes to a stop, the
driver must put the vehicle in Neutral and apply
the service brake, while the loader stacks the
Engine speed cannot be increased with the garbage in the back and pushes a lever. Once the
Resume/Accel input until 12 volts are removed lever is pushed, engine speed must jump up to a
from the Set/Decel input via a switch. specified speed. However, there may be times
when the driver will apply the parking brake and
jump out to help the second person. Under these
Although the new Set switch does not have to be
circumstances, speed control must work with
toggled, the Set/Resume Fault Diagnostic must
both the service and parking brakes applied.
be disabled if the new Set switch is to remain on.
In this example, the engagement requirement
must specify that the service brake or the parking
brake be on. The dropout requirement, on the
If the new Set switch is removed and replaced other hand, must specify that the service brake
with a jumper, speed control will not start because and the parking brake be off. Speed control
the system must see the low-to-high transition on engagement requirements, however, are set up in
this switch. an “and” fashion (parking brake and PTO), while
dropout requirements are set up in an “or” fashion
Because the Set/Resume Switch State feature (parking brake off or service brake on or PTO off).
allows the user to reconfigure the switches from
Set/Decel-Resume/Accel to Set/Accel-Resume/ The only way to change the logic of speed control
Decel, it is possible for the user to set and is to wire the parking brake so that it also sends a
accelerate speed control while only interfacing signal to the service brake input (VJ1-11)
with the Set input. Deceleration, on the other whenever the parking brake is applied.
hand, requires another switch interface to the Fortunately, some refuse chassis (all LE chassis
Resume/Decel input. and MR by special order) are already wired to
provide this signal when the parking brake is on.
Similarly, in 1MS316/317 and higher software, the Under these circumstances, the requirements
Initial Set Using Resume Switch feature can be must specify “Service Brake: On” for engagement
enabled. This feature makes it possible to toggle and “Service Brake: Brake: Off” for dropout. Note
the Resume switch to first set the speed and then that the parking brake input is ignored.
accelerate. However, deceleration still requires
interface to the Decel switch.
Service Brake Parking Brake

Engagement ON IGNORE
Dropout OFF IGNORE
Temporary Dropout IGNORE IGNORE
Page 73

Once a parking brake signal is routed to the The engine speed limit can prevent the
service brake input and the specified transmission from obtaining this speed. If this
requirements are set, the parking brake will send occurs, release the accelerator pedal to achieve
the correct signal to the service brake input an upshift. The transmission will interpret this
(resulting in the desired speed control operation). action as a reduction in the target engine speed
needed for an upshift. If the Engine Speed Limit
is set above this speed, the transmission will be
able to make the shift easily.
The Neutral switch is also important and will be
discussed later under the heading of interlocks MULTIPLE PTOs AND THE MINIMUM RULE
(refer to Example 8 on “Example 8 — Interlocks,
PTO Exclusivity and Flywheel PTOs” on page The V-MAC III system provides one EHT mode
81). and up to four PTO modes (each with its own
minimum and maximum speeds, engine speed
limits, ramp rates and maximum road speed
thresholds). Some PTOs can be variable speed,
while others can be single speed. With four
Discussion of refuse requirements continues in independent PTOs to choose from, there are
the next example and in Example 9 on “Example some rules about how the system works when
9 — Rear Load Refuse Packer with Interlocks” on customer-specified parameters for one PTO
page 84. conflict with those of another PTO when both are
engaged. The “Minimum Rule” was designed to
handle conflicting parameters.
Example 4 — Pack-on-the-Fly and its Impact
on Vehicle Speed and Automatic The Minimum Rule states that the system will
Transmissions choose the minimum value from the PTOs that
are engaged.
A refuse operator will often need to “pack-on-the-
fly.” Usually, this means that the pump itself is 1. The lowest active Min Set Speed is the
operating and the only requirement from speed minimum*.
control is to limit the engine speed, if necessary. 2. The lowest active Max Set Speed is the
To do this, use the following procedure: maximum*.
1. Set a PTO Engine Speed Limit. 3. The lowest active Max Vehicle Speed is
2. Engage the PTO while moving and press the used for drop out.
accelerator pedal (speed control does not 4. The lowest active Engine Speed Limit is
have to be engaged). used (true even when speed control is not
The engine speed is limited to the Engine active).
Speed Limit for that PTO. Application of the
5. The lowest active Preset Single Speed is
clutch, parking brake or service brake will
used.
not override the limit, however.
6. The lowest Ramp Rate is used.
7. Single speed takes precedence over
variable speed.
Under most circumstances, speed control will not
operate in this mode because the vehicle speed 8. For 1MS312/312A software, non-Autoset
is generally greater than the PTO Max Road takes precedence over Autoset.
Speed. 9. For 1MS328 and higher software, the lowest
active Road Speed Limit is used.
Because vehicle speed is restricted if the Engine
* This becomes true once the Set/Decel or
Speed Limit is set to a low value, some automatic
Resume/Accel inputs are toggled or held to
transmissions can become stuck in a gear if an
12 volts. To lower a speed without using these
engine speed limit is in effect. (These
inputs, set an Engine Speed Limit.
transmissions are trying to achieve an engine
speed based on pedal position before upshifting.)
Page 74

To set up speed control using one PTO or
multiple PTOs, proceed as follows:
Rule Number 7 says that if there are three 1. Decide what operations are needed for the
variable speed PTOs and one single speed system to perform and which switches must
PTO — and the single speed and one or more be set to trigger those operations.
variable speed PTOs are engaged — they are all 2. Consider breaking down the hardware
treated as single speed. The engine speed will be paradigms. Develop a clear understanding
the lowest of the active single speeds. Number 7 of the switches currently used to perform this
can open up to seven PTOs (three variable and function. Also, understand what is needed to
four single speed) using only four switches. So, perform the function using V-MAC.
when there is a mixture of single and variable
speed PTOs, be sure to specify the Preset Single
Speed for each of the variable speed PTOs.
Some operators want to use existing switches or
Because PTO engagement follows the Minimum relays to control engine speed; however, they
Rule, mixing variable and single speed PTOs don't consider that the hardware may not be
together can lead to interesting results. When all compatible. Often, the system can be simplified,
single speed PTOs are turned off, the system is although insisting that all of the old hardware be
left in a variable speed PTO state and must seek used to perform the function can actually
a new set speed (which will be the lowest of the complicate the system.
single speed settings of the engaged variable
speed PTOs). Consequently, if variable and 3. Select the fewest options and settings
single speed PTOs are to be on together, it is necessary to perform the function.
recommended that the single speed PTO be the
4. Keep it simple. Avoid the tendency to use all
last PTO turned off.
of the options available.
Because the system is very flexible, it is possible
to develop conditions that are overly complicated DUAL-SPEED CONTROL EXAMPLES
and which may not work (or which give
The next several examples deal with applications
unintended results because of contradictory
that require multiple speeds.
setup errors). If this should occur, the system can
be “cleared” by changing from Custom to
Standard mode. Changing to Standard mode will
erase all of the setup information in the Custom
area and should restore the standard, pre-
packaged options.
Page 75

Example 5 — Dual-Speed Control for Mixers 16
Figure 16 — Dual-Speed Control for Mixers
Page 76

Because two different speeds are needed, the It is also possible to set a variable speed PTO
two PTOs are set for different single speeds. with low Min Set Speed and Max Set Speed
PTO 1 can be set for the low speed and PTO 2 for settings and engage a single speed PTO with a
the high speed (or vice versa). In this example, high Preset Single Speed setting. The result is a
three different switches are used, but other new single speed PTO and an increase in engine
variations shown previously will also work. speed. Regardless, turning off the single speed
PTO will leave the system searching for a speed
to go to (it will go to the single speed setting of
the variable speed PTO). The engine speed will
Remember that the Minimum Rule states that the not drop down to the low speed PTO’s settings
lower speed will be selected if both PTOs are until the Set or Resume switches are pressed.
engaged. Engine speed will drop when a second
PTO input is energized if both are engaged (they Trying to achieve multiple speeds by switching
can also be used separately). PTOs in and out is difficult. This is best achieved
with single speed PTOs, or the use of engine
speed limits for the PTOs (which results in a
The Minimum Rule maintains that if an additional system that looks very much like the single speed
PTO is engaged, the speed will stay the same or PTO example just described). Single speed PTOs
decrease. However, sometimes it is desirable to are easier to use and to understand than variable
turn on an additional device to increase the PTOs when attempting multi-speed functions. If a
speed. A simple way to do this is to actually variable speed PTO is needed for a dual-speed
engage both PTOs initially, then turn the low operation, use the PTO setup described in
speed PTO off (to increase the engine speed). Example 6 (refer to Figure 17) on the following
page.
Page 77

Example 6 — Dual-Speed Control for Mixers with One PTO Input
17
Figure 17 — Dual-Speed Control for Mixers with One PTO Input
Page 78

In this case, dual speeds are controlled using one
PTO input and the Set/Decel-Resume/Accel
switches. If desired, Autoset can be enabled to
set the initial speed without using the Set switch. When using techniques that use large bumps, set
the Engine Speed Limit slightly above the
Example — Assume that the following maximum speed and make sure that the Max Set
parameters are set for PTO 1: Speed, Accel Bump and Hold to Nearest values
are all set so that the system will not attempt to
r Jump to Minimum Speed is enabled bump beyond the Engine Speed Limit.
r Min Set Speed is 1000 rpm
r Max Set Speed is 1500 rpm This technique can be used to set two or more
speeds with one PTO.
r Engine Speed Limit is 1510 rpm
r Bump Speed is 500 rpm Example — Assume that an operator wants to
run one PTO at three different engine speeds
r Hold to Nearest is 500 rpm
(1200, 1500 and 1800). The following parameters
should be set:
When first set, engine speed will jump to
1000 rpm. By bumping the Accel switch (toggling r Bump Speed and Hold to Nearest are both
for less than half of a second), the speed will 300 rpm
increase to 1500 rpm (1000 rpm plus the 500 rpm
r Ramp Rate is 200 rpm/sec
bump).
r Min Set Speed is 1200 rpm
To simplify this operation, set Hold to Nearest to
r Max Set Speed is 1800 rpm
the same value as Bump Speed, and set a fast
Ramp Rate (a range between 500 and r Engine Speed Limit is 1810 rpm
1000 rpm). By choosing large values for these
settings, the system is limited to either a high or When the speed control is first set, engine speed
low speed with little chance for landing in will go to 1200 rpm. Bumping up once will send
between the two. When fast ramp rates are set, the speed to 1500 rpm and bumping it again will
the Accel or Decel inputs can be constantly send it to 1800 rpm.
shorted to 12 volts, although not simultaneously,
and jumped to high or low speeds, respectively.
Hold to the Nearest does exactly what it says. If

the Accel or Decel switches are held, the engine
Be certain to disable the Set/Resume Fault will ramp up or down at the specified Ramp Rate
Diagnostic if the Decel or Accel inputs are held to rather than bumping to the next speed. If the
12 volts. switch is released, engine speed will go to the
nearest multiple (300 rpm in this example). If the
driver decelerates and releases the switch, the
The Engine Speed Limit should be set to just nearest multiple of 300 rpm may be greater than
above the Max Set Speed. If the Engine Speed the current speed and cause the engine speed to
Limit is set well above the Max Set Speed, engine jump up. Choosing a fast Ramp Rate makes it
speed will overshoot the Max Set Speed and more difficult to release the switch between
require a few seconds to settle down. When the speeds.
Decel switch is bumped, the speed will drop and
hold to the minimum speed with some
undershoot.
Page 79

Be careful when selecting the Hold to the Nearest PTO 1 SETTINGS
values or speed control will not function as Feature Setting
desired.
Min Set Speed 475 rpm
Example — Assume that dual-speed control Max Set Speed 2050 rpm
between 800 and 1800 rpm is desired. To do this, Engine Speed Limit 2100 rpm
set the Min Set Speed to 800 rpm, set the Max
Std/Custom PTO CUSTOM
Set Speed to 2100 rpm, set the Bump Speed to
1000 rpm, and set the Hold to the Nearest to Jump to Minimum NO
200 rpm. Selecting the appropriate Hold to the Accel Bump Speed 400 rpm
Nearest value is vital because if the user should, Autoset NO
for example, set the Hold to the Nearest to
1000 rpm, speed control would not function as Decel Bump Speed 1000 rpm
desired. First, the set speed would end up being Dropout Above Max Speed NO
1000 rpm instead of 800 rpm (recall that the Accel Ramp Rate 200 rpm/s
nearest 1000 to 800 rpm is 1000 rpm). Second,
Hold to Nearest 25 rpm
one bump of the Accel switch will increase the
engine speed to 2000 rpm instead of 1800 rpm Decel Ramp Rate 200 rpm/s
(recall that the nearest 1000 to 1800 is Hold to Minimum YES
2000 rpm). To avoid these problems, select NOTE: Assume a low idle of 600 rpm.
nearest to 200 rpm for the Hold to the Nearest
value.
Once the PTO and ON/OFF switches are turned
on and the Set switch is pressed, the operator
can bump the Accel switch. At this time, engine
speed will jump to 1000 rpm. Then the operator
Bumps are designed for a single press. Tapping can press the Set/Decel and Resume/Accel
the Accel or Decel switches multiple times before switches to fine-tune the speed.
the engine has a chance to respond may not give
the desired results. If the Resume/Accel switch is bumped three
times, engine speed will go from 1000 to
2050 rpm (and engine speed can be adjusted up
Example 7 — Dual Primary Mixer Speed
or down slightly). Notice that the Max Set Speed
Controls with Fine-Tuning
is set to 2050 rpm. Bumping three times results in
a target speed of 2200 rpm, but the Engine
Mixer applications commonly have two primary
Speed Limit is 2100 rpm (it is impossible to
speeds (usually 1000 and 2000 rpm). Depending
achieve 2100 rpm with any load on the engine).
on the job site, the operator may want to vary
While at 2000 to 2050 rpm, the operator can
these speeds slightly.
bump down once to bring the engine to between
1000 and 1050 rpm.
This dual primary/fine-tune function can be done
with either dual PTOs (see Figure 16 on page 68)
A number of variations of this technique is
or with one PTO using ramp rates and bumps
possible, including Jump to Minimum and
(see Figure 17 on page 70).
Autoset. The key is to decide which approach
works best for the operation, the hardware
Suppose the user wants to run at 1000 or
interface and the operator.
2000 rpm primarily but also wants to adjust
between 800 and 2100 rpm. If the bump/ramp
method is desired, the following settings for
PTO 1 can be used:
Page 80

But keep in mind that the bump/ramp method has With only PTO 1 on, the options are 1000 and
a drawback: A relatively slow Ramp Rate is 2000 rpm. It will be extremely difficult to get
needed for fine-tuning. Mixer applications often anything else. Fine-tuning can only be done when
prefer ramp rates in the 400 rpm/sec range. PTO 2 is on. The Minimum Rule states that the
Different ramp rates can be switched with the lowest parameters will be used. Hence, when
dual PTO method. The dual PTO method would PTO 2 is turned on and the Accel or Decel
require a main input wire to PTO 1 to select the switches are pressed, the ramp rate will drop and
coarse settings of 1000 and 2000 rpm. An input make it possible to fine-tune the speed. The Min
to PTO 2 would be used to signal the need to Set Speed will also be lower and, in fact, this
fine-tune the system. A typical set up would be as speed could be as low as Low Idle Speed. Note
follows: that in older versions of code, if the engine speed
is fine-tuned down to 900 rpm and PTO 2 is then
PTO 1 SETTINGS turned off, PTO 1’s settings do not take effect until
Feature Setting the Set or Resume switch is pressed; yet the
engine does not automatically jump back to
1000 rpm when PTO 2 is turned off. In newer
Max Set Speed 2050 rpm versions of code, PTO 1’s settings take effect as
Engine Speed Limit 2100 rpm soon as PTO 2 is turned off.
Hopefully, this not only demonstrates the
Jump to Minimum YES flexibility of the system but also points out the
Accel Bump Speed 1000 rpm need to plan on how to accomplish a task. The
Autoset NO bump/ramp method is probably more suitable for
existing hardware. The dual PTO method
Decel Bump Speed 1000 rpm provides a more elegant system but requires an
Dropout Above Max Speed NO extra input. Thought must be given as to how that
Accel Ramp Rate 400 rpm/s wire will be energized by the operator when fine-
tuning is required.
Decel Ramp Rate 400 rpm/s Example 8 — Interlocks, PTO Exclusivity and
Flywheel PTOs
PTO 2 SETTINGS
Feature Setting First, many applications require interlocks,
usually in the form of a Neutral switch or a safety
switch. In some instances, certain devices should
Max Set Speed 2050 rpm only be allowed to ramp up engine speed when
Engine Speed Limit 2100 rpm other devices are on or off. Second, there are
certain considerations for front engine and
flywheel PTOs. These issues are all addressed in
Jump to Minimum YES Figure 18.
Accel Bump Speed 0 rpm
Autoset NO Because several concepts are demonstrated in
this example, use it in conjunction with the
Decel Bump Speed 0 rpm
previous examples.
Dropout Above Max Speed NO
Accel Ramp Rate 100 rpm/s
Decel Ramp Rate 100 rpm/s
Page 81

The first concept concerns interlocks. In this
simple case, the user wants to include the
parking brake set, the transmission in neutral,
and the safety switch on, all as requirements for The Neutral switch logic can easily be changed to
engagement of either PTO mode. This could be accommodate both normally closed and normally
done by wiring switches in series with the power open switches.
supply to the two PTO switches. Wiring can be
simplified by sending the 12-volt Neutral switch
The next concept concerns situations when the
signal to the Vehicle ECU Spare Switch 1 if Break
customer uses a front engine-mounted or
Wear Front Axle sensor not installed (VJ1-14),
flywheel-mounted PTO. Normally, depressing the
and the safety switch signal to the Vehicle ECU
clutch will cause speed control to drop out.
Spare Switch 2 if Brake Wear Rear Axle sensor
However, in this instance, the PTO is before the
not installed (VJ1-16). Spare Switch 1 must be
clutch. Ideally, depressing the clutch should not
programmed with a service tool to be Control 1
affect PTO control. Use a service tool to have
and the spare as Control 2. Engagement
engagement and disengagement ignore the
requirements for both PTOs can then specify
clutch input.
Control 1 and Control 2 as on and the parking
brake set. Dropout would have to include
The last concept concerns situations when the
Control 1 and Control 2 as off and the parking
user may have two different PTO engagement
brake off.
points on the chassis (such as a garbage truck).
Perhaps the two different PTOs run two different
devices, and the engine speed control should not
engage if both are on. To do this, specify that the
Remember that specifying the switches as “on” other PTO must be off to engage, and that speed
for engagement does not imply that turning them control drop out if the other PTO is engaged.
off will result in disengagement. For ease of
understanding, it is recommended that the user
explicitly list the engagement, disengagement
and temporary dropout requirements.
Page 82

18
Figure 18 — Example 8 — Interlocks, PTO Exclusivity and Flywheel PTOs
Page 83

Example 9 — Rear Load Refuse Packer with
Interlocks
This example deals with physical vs. non-physical

PTOs and demonstrates the use of interlocks to
gain the desired result.
A refuse truck could have a pump driven from a

rear engine or front engine PTO. However, in this
example, the PTO is driven off the side of the
transmission and is engaged via a switch in the
cab. Activating the switch physically engages the
PTO and also sends a signal to the PTO 1 input.
This pump can be engaged and used for packing-
on-the-fly. If needed, an engine speed limit
should be placed on PTO 1 to limit the engine
speed. Under normal circumstances, Cruise
control cannot be engaged when this PTO is on.
There is also a lever or switch (located at the side

or rear of the truck) which is used to run up the
engine speed to pack the garbage. The user
could try to wire this switch into PTO 1, but it
could interfere with the ability to pack-on-the-fly
(or pack-on-the-fly could cause the engine speed
to change). Instead, this switch will be wired into
PTO 2. Note that there is only one physical PTO
on the chassis although two PTO inputs are being
used. PTO 2 should only cause the engine speed
to increase if PTO 1 is also engaged; otherwise,
the pump will not operate. The user can also add
interlocks that have been discussed before, such
as a Neutral switch interlock, and require that the
service brake be on for a two-person operation.
Page 84

19
Figure 19 — Rear Load Refuse Packer with Interlocks
Page 85

CRUISE CONTROL
The Cruise control functions of the V-MAC III
system are very similar to the cruise controls Tapping the service brake will always cause
found on most automobiles. The system will Cruise control to drop out.
maintain a set speed and will allow acceleration
and deceleration via system switches.
r Disengage the clutch. This method
disengages Cruise control while the clutch is
To set Cruise control for normal operation, the
pressed and resumes Cruise control when
following conditions must be met.
the clutch is released. This feature permits
r The vehicle speed (speed from the vehicle automatic resume after a shift. Cruise
speed sensor) must be above the control can also be set up to drop out when
programmed Minimum Speed Setting for the clutch is engaged (and not resume).
Cruise control.
r Move the Speed Control ON/OFF switch to
r The Engagement conditions must be the OFF position. This method not only
satisfied. disengages the Cruise control but also
clears the set speed from the system
r The Dropout conditions must not be
memory. To reactivate the Cruise control,
satisfied.
move the switch to the ON position and
select a new set speed.
Once the above conditions are satisfied, activate
Cruise control as follows:
DRIVESHAFT PTO CONTROL
1. Move the speed control ON/OFF switch to
the ON position. Driveshaft or dropbox PTOs run directly off the
driveshaft. These units usually require maximum
2. Press and release the Set switch at the
engine power and are used when the vehicle is
desired road speed. The vehicle will
stationary even though the tailshaft operates in
maintain the set speed.
the neighborhood of 25 to 60 mph.
To accelerate to a higher speed, there are two
The driveshaft PTO option specifies that the
methods available.
PTO 2 input be an input from a driveshaft PTO. If
r Increase the accelerator position to increase this option is enabled and the PTO is active, a
the speed. Move the accelerator back to the different and more aggressive set of control gains
original position to return the speed to the are used for tight engine speed control under
speed previously set. widely fluctuating loads.
r Press the Accel switch to increase the speed
If this option is selected, the system automatically
as long as the switch is depressed. The
specifies that the parking brake must be set. This
speed at the time the switch is released
cannot be changed except by disabling the
becomes the new set speed. (Pressing the
option. It is also necessary to set the maximum
Decel switch will cause the speed to
allowed road speed for PTO 2, and any other
decrease as long as the switch is
PTOs used in conjunction with PTO 2, to a road
depressed. The speed at the time the switch
speed greater than the apparent road speed
is released is the new set speed.)
when the PTO will be in operation.
To disengage the Cruise control, any of the
In all other ways, the driveshaft PTO option
following methods will work.
operates identically to speed control.
r Apply any of the conditions defined by the
dropout requirements.
This method will disengage the Cruise
control while maintaining the set speed in
the system memory. To resume the
previously set speed, press and release the
Resume switch.
Page 86
832400vag.fm Page 87 Monday, July 28, 2003 3:19 PM

SPEED CONTROL TROUBLESHOOTING Problem 2 — Engine speed runs up but does
not dropout when desired
Problem 1 — Engine speed will not run up
when desired
Possible Answers:
Possible Answers: r Use the Switch Status feature of the PC, and
verify that all of the logical switches are
r Use the Switch Status feature of the PC, and
turned on and off at the appropriate times. If
verify that all of the logical switches are
not, there may be a wrong or broken
turning on and off at the appropriate times.
connection. If Control 1, Control 2, PTO 3 or
There may be a wrong or broken
PTO 4 are required for dropout, they must
connection. If Control 1, Control 2, PTO 3 or
be assigned an input wire.
PTO 4 are required, they must be assigned
an input wire. r Review the dropout requirements and verify
that the correct switch state is specified for
r Check that the minimum speed for the mode
the dropout.
is greater than low idle speed if using
Autoset.
Problem 3 — Engine speed runs up and drops
r Verify that all required switch inputs are out, but engine speed does not decrease
assigned an input wire (if Control 1, when desired
Control 2, PTO 3 or PTO 4 are specified as a
requirement, they must also be assigned a Possible Answers:
wire input). To do this, use the following
r Make sure that the Maximum Speed is
procedure:
below the Engine Speed Limit.
— Copy down all of the displayed Bumps will not exceed the Maximum Speed
requirements for this mode. but may try to exceed the limit because the
— Change the mode from Custom to limit is applied by a separate controller.
Standard. r Check if the Ramp Rate is set to a very low
— Save the customer data and cycle the value, and the Decel switch is not being
power. pressed long enough to see a difference. If
this is the case, increase the Ramp Rate or
— Return to the setup screen for the Decel Ramp Rate.
desired mode, select Custom and enter
the original data. r Decrease the Hold to Nearest value
because it is possible that a large Hold to
— (If the function now works, it is because Nearest value is being used and when the
Control 1, Control 2, PTO 3 or PTO 4 Decel switch is released, the nearest RPM
were required without being specified.) multiple is actually higher than the current
r Review the engagement, disengagement engine speed.
and temporary dropout requirements for
possible conflicts. A switch should not be Problem 4 — Engine speed ramp up or ramp
specified for both dropout and temporary down is too slow
dropout.
Possible Answer:
r Ensure that the Set switch input is toggled
from OFF to ON after the other required r Increase the Accel or Decel Ramp Rates (or
switches are set if Autoset is not used. just the Ramp Rate if using Standard
options).
r Simplify the setup requirements for the
purpose of debugging the problem. Try to
systematically isolate which requirement is
not fulfilled by specifying only one or two
requirements at a time and then testing
them.
Page 87

Problem 5 — Engine speed ramps up and Torque Limiting
overshoots the target speed
The available engine power is limited during high
Possible Answers: torque applications, such as during operation in a
very low ratio gear. This is accomplished via an
r Reduce the Ramp Rate. optional torque limit switch on the transmission.
r Set the Engine Speed Limit to just above the
target speed. Power may also be limited during the detection of
faults on various sensor inputs, such as a vehicle
Problem 6 — Unusual results when multiple speed sensor fault.
PTOs are engaged
Possible Answers: Vehicle (Road) Speed Limit

r Check if a combination of single speed and This mode sets the maximum vehicle speed limit.
variable speed PTOs is engaged The operator cannot fuel the engine above this
simultaneously. If this situation occurs, the speed with the accelerator pedal. There is a
engine speed automatically goes to the separate limit for Cruise control mode which can
lower of the two single speeds programmed be equal to, lower than or greater than this value.
for the PTOs that are engaged (even if the The Cruise limit is the maximum fueled speed
lowest setting is for a variable speed PTO). that can be obtained with the Accel switch. To set
the Cruise limit greater than the Road Speed
r Check if a combination of single speed and Limit, enable the Cruise Button Bonus option first.
variable speed PTOs is engaged
simultaneously. If this situation occurs, turn Another feature of the Road Speed Limit function
off the single speed PTO to send the is Lower Gear Road Speed Limit. When enabled,
variable speed PTO to its Preset Single this option sets the fastest road speed that can be
Speed setting (even if it is above its Max Set attained in any gear below the highest gear of the
Speed). transmission. The purpose of this option is to
r Remember that when engaging or encourage the driver to operate the vehicle in top
disengaging one of several variable Speed gear, where optimum fuel economy can be
PTOs, the Minimum Rule does not take achieved.
effect until the Resume or Set switch is
pressed. The engine can run below the
lowest minimum or above the highest
maximum until one of these two inputs is
pressed.
Page 88

DATAMAX™ maintenance reports, fuel efficiency summaries
and “keep tabs” on how specific drivers are using
The MACK Information Management System the investment.
provides the customer with a flexible method of
monitoring the day-to-day operation of a vehicle. The system consists of two parts: InfoMax™ and
The data collected and reported can provide DataMax™.
20
Figure 20 — MACK Information Management System
InfoMax™ is a program that interfaces with the Life and Trip Summary information provides an
vehicle to extract data, maintain a database and almost unlimited combination of data. Using
generate reports. customer feedback and suggestions, Mack
Trucks, Inc. has developed a system that collects
DataMax™ is embedded into the Vehicle ECU. a wide variety of information that can be used to
Within the DataMax™ system are two largely assist customers in the recovery of road use
discrete functions: the Life and Trip Summary and taxes and in the implementation of employee
the Maintenance Monitor. Descriptions of these incentive plans and training. In addition, the Life
two functions are summarized in the sections that and Trip Summary function can be used to keep
follow. tabs on the general performance of customer
investments. For example, customers can track
how much of the trip was spent in Cruise control
Life and Trip Summaries or how much fuel was used when a PTO was
As the name implies, the Life and Trip Summary engaged.
portion of DataMax™ is responsible for
maintaining tables that reflect the following The Life and Trip Summary function is divided
parameters throughout the course of one or many into smaller groups of time, fuel or distance based
trips, and for the life of the vehicle. on various vehicle or driving conditions such as
Time in Cruise Control and PTO 1 Fuel (fuel used
r Length of time while PTO 1 was engaged).
r Amount of fuel used
r Distance traveled
Page 89

The following information is calculated for the life of the vehicle and for up to 10 trips1:
All Idle Fuel PTO 1 Fuel
All Idle Time PTO 1 Moving Distance
Cranking Time2 PTO 1 Moving Fuel2
Cruise Distance PTO 1 Moving Time2
Cruise Fuel PTO 1 Time
Cruise Time PTO 2 Fuel
Delayed Idle Fuel + PTO 2 Moving Distance
Delayed Idle Time + PTO 2 Moving Fuel2
Distance in Cruise Control PTO 2 Moving Time2
Distance in Engine Sweet Spot@ PTO 2 Time
Engine Overspeed Company Max Value Time in Cruise Control
Engine Overspeed Company Threshold Time Time in Engine Sweet Spot@
Engine Revolutions2 Traction Loss Occurrence Count
Engine Running Fuel True Idle Fuel2
Engine Running Time True Idle Time2
Fault Count Vehicle Distance
Fault Time Vehicle Fuel
Fuel Used in Cruise Control Vehicle Moving Fuel
Fuel Used in Engine Sweet Spot@ Vehicle Moving Time
Fueled Engine Overspeed Time* Vehicle Overspeed Maximum Value
Fueled Vehicle Overspeed Time (Driver Requesting Fuel) Vehicle Overspeed Occurrences
Hand Throttle Distance Vehicle Overspeed Time
Hand Throttle Fuel Vehicle Time
Hand Throttle Time VSC Distance
Hard Brake Occurrence Count VSC Fuel
Key Switch On Occurrences2 VSC Time
Maximum Engine Speed*
Maximum Vehicle Speed*
Power Cycles2
+ Delayed Idle is defined as the total amount of idle time that is accumulated after a predefined delay period has expired. This
is intended for future use in driver incentive programs where an appropriate amount of “free idle” time is granted due to traffic
lights, etc.
* Item is not available on 1MS312/312A software.
@ Item is not available on 1MS312/312A or 1MS316/316A software.
1 Total number of trips is reduced to four with 1MS369 and higher VECU software.
2 Item is not available on 1MS369 and higher VECU software.
Page 90

The following information is calculated for the life In addition, the following calculated information is
of the vehicle only: displayed:
r Severe Engine Overspeed Occurrences
r Severe Engine Overspeed Maximum Value
r Fan Clutch Cycles
Driving MPH % True Idle Time2

Driving MPG % True Idle Fuel2
% Driving Time % Idle Time
Average MPH % Idle Fuel
Average MPH % Delayed Idle Time
Cruise MPG % Delayed Idle Fuel
Cruise MPH % PTO Time — All
% Cruise Time % PTO Fuel — All
% Cruise Fuel % PTO Distance — All
% Cruise Distance
2 Item is not available on 1MS369 and higher VECU software.
Maintenance Monitor The second area consists of the actual

readings — engine time, odometer and/or
Maintenance items, such as oil changes and calendar date —for when the next maintenance
engine coolant replacement, are vital to maximize issue needs to be serviced. The data in this table
the life of any vehicle. The Maintenance Monitor is used by the service tools to display when
section of DataMax™ handles three major maintenance was last performed and when it will
functions: next be required.
r Retains values pertaining to maintenance The following maintenance issues are tracked,
items in memory based on distance, engine hours and time:
r Monitors the maintenance intervals r Air Filter Change
r Broadcasts a maintenance issue (a r Chassis Lube
reminder message that is displayed on a
dash unit) to notify the driver of any r Clutch Lube
maintenance items that need service r Coolant Conditioner
For each maintenance item, three variables may r Engine Belts
be specified to indicate when maintenance must
be performed: distance, engine hours and/or r Engine Coolant Change
elapsed calendar time. r Fan Clutch
Two areas of memory are provided to assist the r Fuel Filter Change
owner in keeping track of when maintenance is r Gear Oil Change
due.
r Oil and Filter Change
The first area, Maintenance Control, contains the
vehicle’s required maintenance intervals, as well r Oil Change
as the alarm for each interval. The alarm setting r Powering Steering Fluid
specifies when the driver will be notified that the
r Turbo/Injectors
maintenance issue is coming due. This is literally
a percentage of the maintenance interval. For r Two Customer-Defined Items
example, if the distance interval is set for every The user has the option to notify the driver when
10,000 miles and the alarm is set to 80%, a any of these items are first due, as well as remind
maintenance issue will be broadcast to the driver the driver at regular intervals to have
when the vehicle has gone 8,000 miles (8,000 is maintenance performed.
80% of 10,000).
Page 91

SYSTEM CONNECTOR PIN PIN Number Description
DESIGNATIONS 20 Engine brake #2 control
21 Engine brake #1 control
Engine Electronic Control Unit 22 Electronic unit pump injector #2
(EECU) Connector Pin Designations 23 Electronic unit pump injector #3
for ASET™ AI 24 Electronic unit pump injector #4
25 Oil pressure sensor return
EECU CONNECTOR J1 PIN DESIGNATIONS
26 Temperature sensor common return
PIN Number Description 27 Intake air temperature sensor signal
1 Not used (Engine oil level sensor) 28 Fuel temperature sensor signal
2 Not used 29 Not used
3 Not used (for future use) 30 RPM/TDC sensor signal
4 Not used 31 RPM/TDC sensor return
5 Engine oil temperature sensor signal 32 Oil pressure sensor voltage reference
6 Not used (for future use) 33 Not used
7 Air conditioning pressure switch 34 Engine oil pressure sensor signal
8 Not used (Wastegate or fuel heater 35 Boost air pressure sensor return
relay)
36 Boost air pressure sensor voltage
9 Fan clutch solenoid control reference
10 Electronic unit pump injector #1 37 Not used
11 Electronic unit pump injector #5 38 Not used (for future use)
12 Electronic unit pump injector #6 39 Not used (for future use)
13 Not used (Engine oil level sensor) 40 Not used
14 Not used 41 Rear bank electronic unit pump injector
15 Boost air pressure sensor signal solenoid voltage supply
16 Not used 42 Front bank electronic unit pump injector
solenoid voltage supply
17 Coolant temperature sensor signal
43 Not used
18 Engine position sensor return
19 Engine position sensor signal
Page 92

EECU CONNECTOR J2 PIN DESIGNATIONS PIN Number Description
PIN Number Description 22 12 volts from power relay
2 Not used 24 Chassis ground
3 Engine coolant level sensor signal 25 Not used
4 Not used 26 Engine coolant level sensor return
5 Not used 27 Ambient air temperature return
6 Not used (for future use) 28 Not used
7 Not used 29 Ambient air temperature signal
8 J1939 data link high 30 Not used
9 Not used 31 J1587 serial data link (+)
10 12 volts from power relay 32 Not used
12 Chassis ground 34 Not used
16 Not used (for future use) 38 J1587 serial data link (−)
17 Not used 39 J1939 data link low
19 Not used 41 12 volts from power relay
20 J1939 shield 42 Not used
21 Not used 43 Chassis ground
Page 93

Engine Electronic Control Unit EECU CONNECTOR J2 PIN DESIGNATIONS
(EECU) Connector Pin Designations PIN # Description

1 Not used
for ASET™ AC
2 Spare relay high
EECU CONNECTOR J1 PIN DESIGNATIONS 3 Not used
PIN # Description 4 Not used
1 Preheater relay low 5 Spare output (PWM)
2 12V from power relay 6 VGT out (PWM) bank 2
3 12V from power relay 7 Exhaust brake out (PWM)
4 Chassis ground 8 Exhaust brake out (PWM)
5 12V from power relay 9 Spare output (PWM)
6 Not used 10 Aux. Eng. cooling relay (AEC)
7 Chassis ground 11 Not used
8 Chassis ground 12 VGT out (PWM) bank 2
9 Wake-up SW input spare 13 Spare relay low
10 J1587 serial data link 14 Not used
11 Eng. coolant level low/shutdown sensor 15 Not used
return 16 Not used
12 Eng. coolant level shutdown signal 17 Not used
13 Eng. coolant level low warning signal
18 Ground
14 Fan speed sensor return
19 Not used
15 Fan speed supply
21 Engine oil level sensor signal
16 Air filter restriction SW 22 Engine oil level sensor return
17 J1587 serial data link 23 SW input 2 (spare)
18 J1587 serial data link
24 Not used
19 Spare SW 6
25 Engine oil pressure supply
20 Fan speed sensor signal
26 VGT turbo position sensor supply
21 Not used 28 Engine oil pressure sensor return
22 Fan clutch out 30 Combustion air humidity supply
23 J1939 data link high 31 Not used
24 J1939 data link low
32 Torque limit SW
25 Can terminators
33 Spare SW. 7
26 Can terminators
34 Wake up SW
27 Not used 35 Boost pressure sensor supply
28 Fan clutch out 36 Power
30 J1939 data link low
39 SW input 3 (spare)
31 J1939 data link high
32 Can terminators
42 Spare SW. 5
33 Can terminators 43 Not used
34 Not used
35 A/C high pressure SW
36 Preheater relay high
Page 94

PIN # Description EECU CONNECTOR J3 PIN DESIGNATIONS
45 Engine oil pressure sensor signal PIN # Description

47 Combustion air humidity sensor signal 1 Not used
49 Boost pressure sensor return 2 Not used
50 Boost pressure sensor signal 3 Electronic unit pump injector #6
51 VGT turbo position sensor signal 4 Electronic unit pump injector #5
54 Turbo wheel spd. sensor signal 5 Electronic unit pump injector #3
55 Flywheel eng. spd. sensor return 6 Bank electronic unit pump injector
56 Flywheel eng. spd. sensor signal
7 Engine brake bank 1 (cylinders 1, 2, 3)
57 Spare signal (PWM)
8 Engine brake bank 2 (cylinders 4, 5, 6)
58 Not used
9 Electronic unit pump injector #1
59 Spare return
61 Intake air temp sensor return
12 Bank electronic unit pump injector
62 Not used solenoid voltage supply
63 Not used 13 Bank electronic unit pump injector
64 Engine oil temperature sensor signal solenoid voltage supply
65 Combustion air temp sensor signal 14 Bank electronic unit pump injector
67 Compressor discharge temp/aftercooler
temp sensor return 15 Bank electronic unit pump injector
68 Ambient air temp sensor signal
16 Bank electronic unit pump injector
69 VGT turbo position sensor return solenoid voltage supply
72 Turbo wheel speed sensor return
73 Turbo wheel speed sensor shield
74 Not used
75 Cam engine position sensor signal
76 Cam engine position sensor return
77 Spare signal (PWM)
80 Intake air temp sensor signal
81 Fuel temperature sensor signal
82 Engine oil temperature/fuel sensor
return
83 Combustion air humidity/temp sensor
return
84 Aftercooler outlet temp sensor signal
85 Compressor discharge temp sensor
signal
86 Coolant temperature sensor signal
87 Coolant temp/ambient air temp sensor
return
Page 95

Vehicle Electronic Control Unit VECU CONNECTOR J2 PIN DESIGNATIONS
(VECU) Connector Pin Designations PIN Number Description

1 VECU reference ground
VECU CONNECTOR J1 PIN DESIGNATIONS 2 Transmission oil temperature signal
PIN Number Description 3 Front drive axle temperature signal
1 Ignition key switch 4 Rear drive axle temperature signal
2 Starter signal 5 Windshield washer fluid level sensor
3 Buffered vehicle speed output 6 Not used
(Speedometer Signal)
7 Exhaust temperature sensor signal
4 Buffered RPM output (Tachometer
Signal) 8 Exhaust temperature sensor return
5 Shutdown override signal 9 PTO 1 selected
6 Speed control ON/OFF switch signal 10 Not used (spare PTO)
7 Speed control SET/DECEL signal 11 Vehicle speed sensor PLUS (+)
8 Speed control RESUME/ACCEL signal 12 Vehicle speed sensor MINUS (−)
9 Clutch engaged signal 13 Parking brake signal
10 Air suspension switch (optional) 14 Not used (for future use)
11 Service brake signal 15 Not used
12 Engine brake switch — low 16 Not used
13 Engine brake switch — high 17 CAN-T1
14 Spare switch 1 or Brake wear front axle 18 CAN-T2
15 Fan clutch override

16 Spare switch 2 or Brake wear rear axle
17 Not used
18 Fuel level sensor signal
Page 96

VECU CONNECTOR J3 PIN DESIGNATIONS Serial Communication Port Pin
PIN Number Description Designations
1 J1939 data link high
2 J1939 data link low SERIAL COMMUNICATION PORT 6-PIN DESIGNATIONS
3 Not used PIN Letter Description
4 Throttle position sensor voltage A J1587 data link (+)
reference
B J1587 data link (−)
5 Throttle position sensor signal
C Tool supply (+)
6 Throttle position sensor return
D Ignition (+)
7 Spare relay #3
E Tool supply (−)
8 Shutdown lamp (mechanical gauge
F Reserved for OEM use
panel)
9 Electronic malfunction lamp signal SERIAL COMMUNICATION PORT 9-PIN DESIGNATIONS
(mechanical gauge panel)
10 Spare relay #2 PIN Letter Description
11 Not used (spare driver alarm) A Tool supply (−)

B Tool supply (+)
12 Spare relay #1
C J1939 data link (+)
13 Power relay control
D J1939 data link (−)
14 J1587 serial data link A PLUS (+)
15 J1587 serial data link B MINUS (−) E J1939 data link shield
16 PLUS (+) 12 volts from battery F J1587 data link (+)
17 PLUS (+) 12 volts from the power relay G J1587 data link (−)
(Ignition ON) H Reserved for OEM use
18 Chassis ground J Reserved for OEM use
Page 97

DESCRIPTION AND OPERATION
V-MAC III Major Functions
Function Inputs Backup Effect if Input Fails Blink Code

Power Relay Ignition Key Switch None If switch turns off or fails, relay turns
Control off six seconds later
Starter Input None If signal is lost, system will not reset 1-6
after a shutdown by engaging the
starter — cycle power instead
EGR Control Engine Speed Sensor Engine Speed Corrects EGR flow. 3-2
Position Sensor
Engine Speed Position Engine Speed 3-4
Sensor Sensor
Throttle Pedal Sensor None See Fuel Control. 5-1 or 5-2
EGR Air Mass Flow Sensor Reduced power, fuel economy, or 5-9
performance.
EGR Air Temperature Sensor 5-8
EGR Valve 4-9
Engine Engine Coolant Level Sensor None Open sensor indicates low level. 1-7
Protection Harness open/short could cause
Shutdown protection/shutdown or make
protection/shutdown inactive for
coolant level.
Engine Coolant Temperature None Protection/shutdown inactive for 2-1
Sensor coolant temperature.
Engine Oil Pressure Sensor None Protection/shutdown inactive for oil 1-1
pressure.
Engine Oil Temperature None Protection/shutdown inactive for 2-7
Sensor engine oil temperature.
Exhaust Temperature Sensor None Protection/shutdown inactive for 3-1
exhaust temperature.
Front Drive Axle Oil None Protection/shutdown inactive for front 2-5
Temperature Sensor drive axle oil temperature.
J1939 Communications Line None Communications with engine control 6-4
lost. No engine or shutdown warning.
Rear Drive Axle Oil None Protection/shutdown inactive for rear 2-6
drive axle.
Shutdown Override Switch None Override cannot be performed. —
Transmission Oil None Protection/shutdown inactive for 2-4
Temperature Sensor transmission oil temperature.
Page 98

Fuel Control Ambient Air Temperature None Fault on PC screen. White smoke after 1-4
Sensor hot soak startup.
Coolant Temperature Sensor None Fault on PC screen. A low 2-1
temperature reading will increase low
idle speed.
Electronic Unit Pump None Rough running, reduced power for 8-1 through 8-6
Solenoid* single failure. Shutdown for failure of
all six injectors or major electrical
problem.
Engine Position Sensor* Engine Speed Smooth transition to backup. Correct 3-4
Sensor RPM reading on service tool. If both
sensors fail, the engine stalls.
Engine Speed Sensor* Engine Position Correct RPM reading on service tool. 3-2
Sensor If both sensors fail, the engine stalls.
Ignition Key Switch None If switch turns off or fails to open, the —
fuel turns off immediately. If switch
fails closed, the engine will not stop
with the key.
Inlet Air Temperature Sensor None Fault on PC screen. 2-3
J1587 J1939 No loss in functionality. Engine will not 6-3
start if both 6-3 and 6-4 are active or if
6-5 is active.
J1939 Communications Line J1587 (limited) Increase low idle speed to 900 rpm. 6-4
900 rpm isochronous governor. VSC
and Cruise control will not function.
Vehicle may not start if theft
deterrence is enabled.
Throttle Position Sensor* None Increase low idle speed to 900 rpm. 5-1
– Signal line open, short and Cruise control still work. All of the
to ground or short to
voltage above at throttle greater than the 0%
position.
– Reference line open or
grounded.
Idle Shutdown Coolant Temperature Sensor None Shutdown occurs after the warmup 2-1
and shutdown times have expired
even if the engine has not yet reached
the warmup temperature.
J1939 Communications Line None Communication with engine control 6-4
lost. No idle shutdown.
Shutdown Override Switch None Override cannot be performed. —
Throttle Position Sensor None If vehicle is not moving, shutdown will 5-1 or 5-2
occur at proper time.
Vehicle Speed Sensor None Idle shutdown will occur if the throttle 4-1
position sensor position is constant
when the vehicle is moving.
Page 99

ON/OFF Fan A/C Pressure Switch None If the A/C pressure switch is open, the —
Control fan will engage because of high
refrigerated pressure. If the A/C
pressure switch is closed, the fan will
disengage if no other fan requests
exists.
Coolant Temperature Sensor None Fan will be engaged all of the time. 2-1
Intake Air Temperature None Fan will be engaged all of the time. 2-3
Sensor
J1939 Communications Line None Fan cannot be overriden with switch. 6-4
Override Switch None Fan cannot be manually overriden.
12-Volt Supply None Loss of 12 volts engages the fan.
Road Speed J1939 Communications Line None Engine speed limited to 900 rpm. 6-4
Limiting 900 rpm isochronous governor. VSC
Vehicle Speed Sensor None Reduced power (customer 4-1
selectable). No speedometer output.
Speed Control/ Clutch Switch None No speed control if switch is open. —
Cruise Control Speed control will not cancel if switch
is closed.
J1939 Communications Line None Increase low idle speed to 900 rpm. 6-4
Park Brake Switch None No cruise if switch is closed. No VSC/ —
SSC if switch goes from open to
closed.
PTO Switch 1 and 2 None Cannot set SSC if PTO switches are —
open. Engine speed will be limited if
closed.
Service Brake Switch None No cruise if switch is closed. No VSC/ 7-1
SSC if switch goes from open to
closed with park brake off.
Speed Control ON/OFF SET/ None Cannot set speed control. Cannot set —
RESUME or resume speed control.
Throttle Position Sensor None See “FUEL CONTROL.” 5-1 or 5-2
Vehicle Speed Sensor None Speed control functions (Cruise, VSC, 4-1
ESC) are canceled. Reduced power
(customer selectable).
Timing Control Ambient Air Temperature None Fault on PC screen. White smoke after 2-3
hot soak startup.
Coolant Temperature Sensor None Light load timing retarded. Possible 2-1
white smoke.
Engine Position Sensor Engine Speed Correct timing will be approximated. 3-4
Sensor
Engine Speed Sensor Engine Position Correct timing will be approximated. 3-2
Sensor
Inlet Air Temperature Sensor None Light load timing retarded. Possible 2-3
white smoke.
Page 100

Turbocharger Engine Speed Sensor Engine Speed Corrects vane position. 3-2
Vane Position Position Sensor
Engine Speed Position Engine Speed 3-4
Sensor Sensor
Throttle Pedal Sensor None See Fuel Control. 5-1 or 5-2
Turbocharger Vane Position Reduced power. 4-5
Sensor
Turbocharger Wheel Speed 6-2
Sensor
EGR Air Mass Flow Sensor Reduced power, fuel economy, or 5-9
performance.
EGR Valve 4-9
*Indicates erratic engine speed or power may occur if this input is intermittent.
Page 101

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bk Page 35 Thursday, July 24, 2003 10:19 AM

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

ELECTRICAL FAULTS BY BLINK CODE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

OUT OF OPERATIONAL RANGE FAULTS (FOR CLASS 8): NO CODES

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC ENGINE ECU MID: 128 — 1MS326A SOFTWARE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

V-MAC VEHICLE ECU MID: 142 — 1MS328 SOFTWARE

V-MAC VEHICLE ECU MID: 142 — 1MS328 SOFTWARE

V-MAC III VENDOR APPLICATION GUIDE

Most of the operating parameters available to the

The following requirements must be met for the

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

r Switch inputs can be specified as

V-MAC III VENDOR APPLICATION GUIDE

Maximum (Dropout) Road Speed

V-MAC III VENDOR APPLICATION GUIDE

V-MAC III VENDOR APPLICATION GUIDE

PTOs AND CONTROLS

V-MAC III VENDOR APPLICATION GUIDE

SPEED CONTROL FEATURES

Range: 475 to 2100 rpm for EHT/PTO

V-MAC III VENDOR APPLICATION GUIDE

Each of the following options are available for

These features allow the user to specify certain

V-MAC III VENDOR APPLICATION GUIDE

This option controls which set of speed control

Park Brake engagement requirements for PTO 2

V-MAC III VENDOR APPLICATION GUIDE

It is best to bump slowly up or down rather than

V-MAC III VENDOR APPLICATION GUIDE

Dropout Above Max Speed will not work if

V-MAC III VENDOR APPLICATION GUIDE

Lower Gear Vehicle Speed Limit

Disable this option if a PTO switch is used as an

V-MAC III VENDOR APPLICATION GUIDE

If remote speed controls are used, this diagnostic

Range: Set/Decel-Resume/Accel or Set/Accel-

If the optional configuration is selected, the switch

V-MAC III VENDOR APPLICATION GUIDE

FEATURES AVAILABLE WITH 1MS328/326A

Whenever any of the four available PTOs are

Range: 0 to 100 mph

V-MAC III VENDOR APPLICATION GUIDE

Figure 12 — Increasing Engine Speed