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DAF UPEC Fault Codes List
UPEC stands for Detection of the Instability of the Electronic Control Unit. This code identifies the malfunction of internal communication in the electronic unit management.
The most common cases related to these failures – the engine does not start, there is an internal fault in the electronic control unit, multiple systems displaying an error message or simply receiving the wrong signal from the sensor.
DAF UPEC Fault Codes List
UPEC stands for Detection of the Instability of the Electronic Control Unit. This code identifies the malfunction of internal communication in the electronic unit management.
The most common cases related to these failures – the engine does not start, there is an internal fault in the electronic control unit, multiple systems displaying an error message or simply receiving the wrong signal from the sensor.
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| CODE | DESCRIPTION |
|---|---|
| 11-1 | Malfunction of internal communication in the electronic unit management - The engine does not start, or stalls immediately after launch |
| 11-2 | Malfunction of internal communication in the electronic unit management - The engine does not start, or stalls immediately after launch |
| 12-1 | Internal fault in the electronic control unit as a result of a defect EEPROM - No noticeable restrictions in the UPEC system |
| 13-1 | Internal fault in the electronic control unit in the process of checking procedures after switching off the ignition - No noticeable restrictions in the UPEC system |
| 13-2 | Internal fault in the electronic control unit in the process of checking procedures after switching off the ignition - No noticeable restrictions in the UPEC system |
| 13-4 | Internal fault in the electronic control unit in the process of checking procedures after switching off the ignition - No noticeable restrictions in the UPEC system |
| 13-8 | Internal fault in the electronic control unit in the process of checking procedures after switching off the ignition - No noticeable restrictions in the UPEC system |
| 14-1 | The voltage is present at terminal 15, but not on the findings OT iV4: Fault relay G126 / Do not activate the relay G126 / Do not activate the relay G126 / No voltage is applied to the G126 relay / Disconnection at terminal B27 / Short-circuit on the power supply at terminal B27 / The engine does not start, or stalls immediately after launch / Failures communication with the diagnostic equipment, whereby the fault code can be read / Multiple system displays an error message in conjunction with the CAN bus |
| 15-1 | Internal fault in the electronic control unit - No noticeable restrictions in the UPEC system |
| 21-8 | The voltage present at the terminals of the OT and B4 in the absence of supply the voltage on the output of the electronic control unit B15: Fault relay G126 / Short to ground in the output B27 / Short circuit to supply power to the output OT and or B4 / The engine does not start, or stalls immediately after launch /Failures communication with the diagnostic equipment, whereby the fault code can be read / Multiple system displays an error message in conjunction with the CAN bus |
| 22-1 | Voltage too high (more than 30) on the findings of the OT, B4 and B15 of the electronic control unit: - Excessive generator voltage / battery - Inductive voltage external components - The response of the system depends on the voltage level |
| 22-2 | Too low voltage (less than 14V) on the findings of the OT, B4 and B15 ECU: - Insufficient power supply voltage, for example, during engine start-up - The contact resistance in the food supply chain - The response of the system depends on the voltage level |
| 22-4 | Faulty internal power supply in the electronic unit management - The system's response depends on the internal power supply failure |
| 31-1 | Short circuit to supply power to the pump module connections, terminals A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 31-2 | Short circuit to ground or an open in the pump module (131) to the withdrawal of the electronic control unit AZ5, whereby disabled a first pump cylinder module - The engine runs on five cylinders - Loss of engine power output |
| 31-2 | A short to ground in the pump module connections, conclusions A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 31-2 | Short circuit to supply pump power supply module (131) at terminal A35 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 31-2 | A break in the pump module (131) at terminal A24 of the electronic unit control, whereby the injector pump tklyucheny first, second and third cylinders - The engine runs on three cylinders - The engine does not develop power |
| 31-4 | The valve inside the pump (V131) is not closed: - Jamming of the valve - Internal contamination - Deterioration of the internal components - The engine runs on five cylinders - Loss of engine power output |
| 31-4 | The valve inside the pump (V131) does not close quickly enough: - Internal contamination - Deterioration of the internal components - Loss of engine power output |
| 31-8 | The valve inside the pump (V131) does not open quickly enough: - Mechanical failure - Internal contamination - No noticeable restrictions in the UPEC system |
| 32-1 | Short circuit to supply power in the compounds injector, conclusions of A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 32-2 | Short circuit to ground or an open in the pump module (135) to the withdrawal of the electronic control unit A26, whereby the disabled fifth cylinder pump module - The engine runs on five cylinders - Loss of engine power output |
| 32-2 | A short to ground in the pump module connections, conclusions A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 32-2 | Short circuit to supply pump power supply module (135) at terminal A26 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 32-2 | A break in the pump module (135) at terminal A25 of the electronic unit control, whereby the fourth pumps disabled, fifth and sixth cylinders - The engine runs on three cylinders - The engine does not develop power |
| 32-4 | The valve inside the pump (V135) is not closed: - Jamming of the valve - Internal contamination - Deterioration of the internal components - The engine runs on five cylinders - Loss of engine power output |
| 32-4 | The valve inside the pump (V135) does not close quickly enough: - Internal contamination - Deterioration of the internal components - Loss of engine power output |
| 32-8 | The valve inside the pump (V135) does not open quickly enough: - Mechanical failure - Internal contamination - No noticeable restrictions in the UPEC system |
| 33-1 | Short circuit to supply power to the pump module connections, terminals A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 33-2 | Short circuit to ground or an open in the pump module (EID) in the the withdrawal of the electronic control unit A34, whereby the disabled third cylinder pump module - The engine runs on five cylinders - Loss of engine power output |
| 33-2 | A short to ground in the pump module connections, conclusions A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 33-2 | Short circuit to supply pump power supply module (133) on the output of the electronic control unit A34 - The engine does not start, or stalls immediately after launch |
| 33-2 | A break in the pump module (133) at terminal A24 of the electronic unit control, whereby the disconnected first pump, the second and third cylinders - The engine runs on three cylinders - The engine does not develop power |
| 33-4 | The valve inside the pump (VIZ) does not open quickly enough: - Mechanical failure - Internal contamination - The engine runs on five cylinders - The engine does not develop power |
| 33-4 | The valve inside the pump (133) can not be closed quickly enough: - Internal contamination - Deterioration of the internal components - Loss of engine power output |
| 33-8 | The valve inside the pump (VIZ) does not open quickly enough: - Mechanical failure - Internal contamination - No noticeable restrictions in the UPEC system |
| 34-1 | Short circuit to supply power to the pump module connections, terminals A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 34-2 | Short circuit to ground or an open in the pump module (136) to the withdrawal of the electronic control unit A27, whereby the disabled six-cylinder pump module - The engine runs on five cylinders - Loss of engine power output |
| 34-2 | A short to ground in the pump module connections, conclusions A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 34-2 | Short circuit to supply pump power supply module (136) at terminal A27 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 34-2 | A break in the pump module (136) at terminal A25 of the electronic unit control, whereby the fourth pumps disabled, fifth and sixth cylinders - The engine runs on three cylinders - The engine does not develop power |
| 34-4 | The valve inside the pump (V136) does not open quickly enough: Mechanical failure - Internal contamination - The engine runs on five cylinders - The engine does not develop power |
| 34-4 | The valve inside the pump (V136) does not close quickly enough: Internal contamination - Deterioration of the internal components - Loss of engine power output |
| 34-8 | The valve inside the pump (V136) does not open quickly enough: Mechanical failure - Internal contamination - No noticeable restrictions in the UPEC system |
| 35-1 | Short circuit to supply power to the pump module connections, conclusions of A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 35-2 | Short circuit to ground or an open in the pump module (132) to the withdrawal of the electronic control unit DRC, resulting in disabled second cylinder pump module - The engine runs on five cylinders - Loss of engine power output |
| 35-2 | A short to ground in the pump module connections, conclusions A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 35-2 | Short circuit to supply pump power supply module (132) on the output of the electronic control unit DRC - The engine does not start, or stalls immediately after launch |
| 35-2 | A break in the pump module (132) at terminal A24 of the electronic unit control, whereby the disconnected first pump, the second and third cylinders - The engine runs on three cylinders - The engine does not develop power |
| 35-4 | The valve inside the pump (V132) does not open quickly enough: Mechanical failure - Internal contamination - The engine runs on five cylinders - The engine does not develop power |
| 35-4 | The valve inside the pump (V136) does not close quickly enough: Internal contamination - Deterioration of the internal components - Loss of engine power output |
| 35-8 | The valve inside the pump (132) does not open quickly enough: Mechanical failure - Internal contamination - No noticeable restrictions in the UPEC system |
| 36-1 | Short circuit to supply power to the pump module connections, conclusions of A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 36-2 | Short circuit to ground or an open in the pump module (134) to the withdrawal of the electronic control unit A28, whereby the disabled fourth cylinder pump module - The engine runs on five cylinders - Loss of engine power output |
| 36-2 | A short to ground in the pump module connections, conclusions A24 and / or A25 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 36-2 | Short circuit to supply pump power supply module (134) at terminal A28 Electronic Control Unit - The engine does not start, or stalls immediately after launch |
| 36-2 | A break in the pump module (134) at terminal A25 of the electronic unit control, whereby the fourth pumps disabled, fifth and sixth cylinders - The engine runs on three cylinders - The engine does not develop power |
| 36-4 | The valve inside the pump (V134) does not open quickly enough: Mechanical failure - Internal contamination - The engine runs on five cylinders - The engine does not develop power |
| 36-4 | The valve inside the pump (V134) is not forgotten quickly enough: Internal contamination- Deterioration of the internal components - Loss of engine power output |
| 36-8 | The valve inside the pump (V134) does not open quickly enough: - Mechanical failure - Internal contamination - No noticeable restrictions in the UPEC system |
| 41-1 | Too low voltage level of the sinusoidal signal of the crankshaft sensor (F552) on the A1 and A13 conclusions of the electronic control unit: - Too much clearance between the flywheel and crankshaft sensor shaft - The contact resistance at the connection points - Short circuit or open circuit - No engine speed signal at terminal B5 ECU |
| 41-1 | Excessive range of sinusoidal oscillation of the sensor signal crankshaft (F552) at terminal A1 electronic control unit: Irregularity of the circumference of the flywheel - Improper installation of the flywheel - No noticeable restrictions in the UPEC system |
| 41-2 | Too low voltage level sine camshaft sensor signal (F558) A2 findings and the electronic control unit A14: - Too big a gap between the disc and the pulse sensor camshaft - The contact resistance at the connection points - Short circuit or open circuit - Long time cranking the starter until the engine starts |
| 41-2 | Excessive range of sinusoidal oscillation of the sensor signal Camshaft (F558) on the findings of the A2 and A14 electronic. Control Unit: Uneven pulse circumference of the disc - Improper installation of the pulse drive - Long time cranking the starter until the engine starts |
| 41-8 | Incorrect or unacceptable sinusoidal signals from the sensors Crankshaft (F552) and distribution (F558) Shaft: The contact resistance at the connection points - Faulty electronic control unit - Open circuit or short circuit of sensors cranked and distributive shaft - The engine does not start, or stalls immediately after launch |
| 42-1 | None of the crankshaft sensor signal (F552) on the conclusions of the A1 A13 and the electronic control unit: Bad connection / contact - Sensor fault - No engine speed signal at terminal B5 ECU |
| 42-2 | Incorrect synchronization signals and crankshaft sensors camshaft: The weakening of the pulse drive - Improper installation of the fuel injection phase - Violation of the signal caused by external influences - The motor rotates the starter but does not start |
| 42-4 | Missing or unacceptable sinusoidal sensor signal crankshaft (F552): Open circuit at terminal A1 and / or electronic control unit A13 - Short to ground in the output A1 of the electronic unit management - Short to power supply in the output A1 of the electronic the control unit - Short circuit between terminals A1 and A13 Electronic Control Unit - No engine speed signal at terminal B5 ECU |
| 42-8 | Unacceptable sinusoidal crankshaft sensor signal (F552): No holes in the flywheel, for example because of clogging - No noticeable restrictions in the UPEC system |
| 43-1 | Open or short circuit / short circuit to the power supply / short to ground in the sensor distribution shaft (F558) A2 findings and / or electronic control unit A14 - Long time cranking the starter until the engine starts |
| 43-2 | Unacceptable sinusoidal camshaft sensor signal (F558): The weakening of the pulse drive - Long time cranking the starter until the engine starts |
| 43-4 | Missing or unacceptable sinusoidal sensor signal Camshaft (F558): Open on pin A2 and / or electronic control unit A14 - Short to ground in the output A2 of the electronic unit management - Short to power supply in the output A2 of the electronic the control unit - Short circuit between terminals A2 and the electronic control unit A14 - Long time cranking the starter until the engine starts |
| 43-8 | Incorrect or missing the timing signal from the camshaft position sensor (F558) in dynamic conditions: The contact resistance at the points of connection of the sensor aspredelitelnogo shaft - Faulty camshaft sensor - Mechanical damage to the impulse drive or a camshaft sensor - Open circuit on the output of the electronic control unit A14- Too low level sensor signal voltage switchgear shaft - Long time cranking the starter until the engine starts |
| 44-1 | Excessive speed engine crankshaft: Driving down the hill - Incorrect downshifting - No noticeable restrictions in the UPEC system |
| 45-1 | Wrong signal from the coolant temperature sensor (F566): Open circuit at terminal A22 and / or A5 electronic control unit - Not working coolant temperature - The electronic control unit switches to the initial coolant temperature value for the emergency operation |
| 45-2 | Wrong signal from the coolant temperature sensor (F566): Short to ground in the output A22 of the electronic unit management - Short circuit between terminals A22 and A5 electronic control unit - Not working coolant temperature - The electronic control unit switches to the initial coolant temperature value for the emergency operation |
| 45-4 | No signal from the coolant temperature sensor (F566) as a result of an internal failure of the electronic unit management - Not working coolant temperature - The electronic control unit switches to the initial coolant temperature value for the emergency operation |
| 46-1 | Wrong boost pressure signal from the pressure sensor boost / temperature (F649): Short-circuit on the power supply at terminal A12 and / or A23. ECU: Loss of engine power output - The electronic control unit switches to the initial charge pressure value for emergency operation |
| 46-2 | Wrong boost pressure signal is pay-offs boost pressure / temperature (F649): Open to the conclusions of the A23 and / or A12 Electronic Control Unit - Short to ground in the conclusions of the A23 and / or A12 electronic the control unit - Loss of engine power output - The electronic control unit switches to the initial charge pressure value for emergency operation |
| 46-4 | The absence of the boost pressure signal from the boost pressure sensor / temperature (F649) due to internal fault. ECU: Loss of engine power output - The electronic control unit switches to the initial charge pressure value for emergency operation |
| 47-1 | Wrong temperature signal from the pressure sensor boost / temperature (F649): Open to the conclusions of the A21 and / or A17 Electronic Control Unit - The electronic control unit switches to the initial inlet air temperature for the alarm mode |
| 47-2 | Wrong temperature signal from the pressure sensor boost / temperature (F649): Short to ground in the output A21 of the electronic unit management - Short circuit between terminals A21 and A17, the electronic control unit - The electronic control unit switches to the initial inlet air temperature for the alarm mode |
| CODE | DESCRIPTION |
|---|---|
| 47-4 | Lack of air temperature signal from the pressure sensor boost / temperature (F649) due to internal fault. ECU: The electronic control unit switches to the initial inlet air temperature for the alarm mode |
| 48-1 | Wrong signal from the fuel temperature sensor (F565): Open to the conclusions of the A6 and / or A ll ECU - The electronic control unit switches to the initial temperature of the fuel value for the emergency operation |
| 48-2 | Wrong signal from the fuel temperature sensor (F565): Open to the conclusions of the A6 and / or A ll ECU - The electronic control unit switches to the initial temperature of the fuel value for the emergency operation |
| 48-4 | No signal from the fuel temperature sensor (F565) as a result of an internal failure of the electronic control unit - The electronic control unit switches to the initial value nbsp; temperature of the fuel for the emergency mode |
| 51-1 | Wrong signal from the accelerator pedal sensor potentiometer (F672): Short to power supply in the output B23 of the electronic the control unit - Open circuit at pin B35 electronic control unit - Short circuit between the terminal B16 and B23 of the electronic control unit - Moisture in the plug connection - The uncertain response of the accelerator pedal - The engine is running at increased idle |
| 51-2 | Wrong signal from the accelerator pedal sensor potentiometer (F672): Open to the conclusions of the B16 and / or B23 electronic control unit - Short to ground in the conclusions of the B16 and / or B23 electronic the control unit - Short circuit between the terminal B16 and B35 of the electronic control unit - Short circuit between the terminal B23 and B35 of the electronic control unit - Moisture in the plug connection - The uncertain response of the accelerator pedal - The engine is running at increased idle |
| 51-4 | No signal from the sensor potentiometer accelerator pedal (F672) as a result of an internal failure of the electronic unit management - The uncertain response of the accelerator pedal - The engine is running at increased idle |
| 51-8 | The conflict between the idle position switch and the output of the potentiometer accelerator pedal position sensor (F672): - Short to power supply in the output B16 of the electronic the control unit - Short circuit between the terminal B17 and B25 electronic control unit - Short to ground in the output B17 of the electronic unit management - Moisture in the plug connection - No response to the accelerator pedal - The engine is running at increased idle |
| 51-8 | The conflict between the idle position switch and the output of the potentiometer accelerator pedal position sensor (F672): - Open to the conclusions of the B17 and / or B25 electronic control unit - When you press the accelerator pedal the engine speed is increased from idle speed gradually |
| 52-8 | After switching on the ignition the brake pedal is pressed more times (20 times), and the accelerator pedal all the time has been involved - No noticeable restrictions in the UPEC system |
| 53-1 | Short circuit in the power supply of the car speed signal: STPS (V525) at terminal B29 electronic control unit - Do not activate cruise control - Do not activate the various functions of the car speed limit - The engine brake is activated on the car standing on the ground - Do not activate the control function of engine speed |
| 53-2 | Short circuit to ground vehicle speed signal STPS (V525) at terminal B29 electronic control unit - Do not activate cruise control - Do not activate the various functions of the car speed limit - The engine brake is activated on the car standing on the ground - Do not activate the control function of engine speed |
| 53-8 | Unacceptable STPS vehicle speed signal (V525) at terminal Electronic Control Unit B29: Open circuit at pin B29 - Excessive speed of the car, for example, due to improper. Programming To factor in the STPS: The weakening of the pulse of the ring in the gearbox - Do not activate cruise control - Do not activate the various functions of the car speed limit - The engine brake is activated on the car standing on the ground - Do not activate the control function of engine speed |
| 54-1 | Too high a voltage on the atmospheric pressure sensor the electronic control unit as a result of internal faults. ECU: No noticeable restrictions in the UPEC system |
| 54-2 | Too low voltage at atmospheric pressure sensor the electronic control unit as a result of internal faults. ECU: No noticeable restrictions in the UPEC system |
| 54-4 | Internal fault of the electronic control unit with respect to the atmospheric pressure sensor - No noticeable restrictions in the UPEC system |
| 55-8 | Too high speed electronically controlled clutch signal Fan (V335) on the withdrawal of VZO ECU due to the mechanical interlocking fan clutch - No noticeable restrictions in the UPEC system |
| 55-9 | Unacceptable frequency signal speed electronically controlled fan clutch (V335) on the withdrawal of VZO electronic control unit with respect to the engine speed: Open circuit at pin VZO - Short to power supply or to ground at terminal VZO - Fan Dissipation - Absence of energization - Reduced engine power (engine coolant temperature may increase excessively, so that can activated overheating protection) |
| 56-1 | Detection of unstability of electronic control unit engine: Fuel leakage in the pipe nozzle of the first cylinder - Damaged / clogged injector of the first cylinder - Air in the fuel system - Internal leaks of the pump unit of the first cylinder - Clogged pipe a first injector - Pressure is too low to ignite the fuel-air mixture in the first cylinder of the engine due to mechanical damage (landing flaps and the like) - Unstable and fall of engine power |
| 56-2 | Detection of unstability of electronic control unit engine: Fuel leakage in the pipeline fifth injector - Damaged / clogged nozzle fifth cylinder - Air in the fuel system - Internal leaks of the fifth cylinder pump module - Clogged pipe a fifth injector - Pressure is too low to ignite the fuel-air fifth mixture into the cylinder due to mechanical damage of the engine (the landing flaps and the like) - Unstable and fall of engine power |
| 56-3 | Detection of unstability of electronic control unit engine: Fuel leaks in pipes of the first and fifth cylinders nozzles - Damaged / clogged nozzles of the first and fifth cylinders - Air in the fuel system - Internal leaks Pump modules of the first and fifth cylinders - Clogged piping nozzles of the first and fifth cylinders - Pressure is too low to ignite the fuel-air mixture in the first and fifth cylinders due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 56-4 | Detection of unstability of electronic control unit engine: Fuel leakage in the third injector duct - Damaged / clogged nozzle of the third cylinder - Air in the fuel system - Internal leaks of the third cylinder of the pump module - Clogged pipe a third injector - Pressure is too low to ignite the fuel-air mixture in the third cylinder due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 56-5 | Detection of unstability of electronic control unit engine: Fuel leaks in pipes first and third nozzles cylinders - Damaged / clogged nozzles of the first and third cylinders - Air in the fuel system - Internal leaks Pump modules of the first and third cylinders - Clogged piping nozzles of the first and third cylinders - The pressure is too low to ignite the fuel-air mixture in the first and third cylinders due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 56-6 | Detection of unstability of electronic control unit engine: Fuel leaks in pipelines third and fifth nozzles cylinders - Damaged / clogged nozzles of the third and fifth cylinders - Air in the fuel system - Internal leaks Pump modules of the third and fifth cylinders - Clogged piping nozzles third and fifth cylinders - Pressure is too low to ignite the fuel-air mixture in the third and fifth cylinders due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 56-7 | Detection of unstability of electronic control unit engine: - Fuel leaks in piping nozzles of the first, third and fifth cylinders - Damaged / clogged nozzles of the first, third and fifth cylinders - Air in the fuel system - Internal leaks Pump modules of the first, third and fifth cylinders - Clogged piping nozzles of the first, third and fifth cylinders - Pressure is too low to ignite the fuel-air mixture in the first, third and fifth cylinders due to mechanical Engine damage (landing valves, etc.) - Unstable and fall of engine power |
| 56-8 | Detection of unstability of electronic control unit engine: Fuel leakage in the pipeline sixth injector - Damaged / clogged nozzle sixth cylinder - Air in the fuel system - Internal leaks sixth cylinder pump module - Clogged pipe sixth injector - Pressure is too low to ignite the fuel-air mixture in the sixth cylinder due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 56-9 | Detection of unstability of electronic control unit engine: Fuel leaks in pipes of the first and sixth cylinders nozzles - Damaged / clogged nozzles of the first and sixth cylinders - Air in the fuel system - Internal leaks of the pump unit of the first and sixth cylinders - Clogged piping nozzles of the first and sixth cylinders - Pressure is too low to ignite the fuel-air mixture in the first and sixth cylinders due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 56-10 | Detection of unstability of electronic control unit engine: Fuel leaks in pipelines fifth and sixth cylinder injector - Damaged / clogged nozzles fifth and sixth cylinders - Air in the fuel system - Internal leaks Pump modules fifth and sixth cylinders - Clogged piping nozzles fifth and sixth cylinders - Pressure is too low to ignite the fuel-air mixture in the fifth and sixth cylinders due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 56-11 | Detection of unstability of electronic control unit engine: Fuel leaks in piping nozzles first, fifth and sixth cylinders - Damaged / clogged nozzles of the first, fifth and sixth cylinders - Air in the fuel system - Internal leaks Pump modules of the first, fifth and sixth cylinders - Clogged piping nozzles of the first, fifth and sixth cylinders - Pressure is too low to ignite the fuel-air mixture in the first, fifth and sixth cylinders due to mechanical Engine damage (landing valves, etc.) - Unstable and fall of engine power |
| 56-12 | Detection of unstability of electronic control unit engine: Fuel leaks in pipelines third and sixth nozzles cylinders - Damaged / clogged nozzles of the third and sixth cylinders - Air in the fuel system - Internal leaks Pump modules of the third and sixth cylinders - Clogged piping nozzles of the third and sixth cylinders - Pressure is too low to ignite the fuel-air mixture in the third and sixth cylinders due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 56-13 | Detection of unstability of electronic control unit engine: Fuel leaks in piping nozzles of the first, third and sixth cylinders - Damaged / clogged nozzles of the first, third and sixth cylinders - Air in the fuel system - Internal leaks Pump modules of the first, third and sixth cylinders - Clogged piping nozzles of the first, third and sixth cylinders - Pressure is too low to ignite the fuel-air mixture in the first, third and sixth cylinders due to mechanical Engine damage (landing valves, etc.) - Unstable and fall of engine power |
| 56-14 | Detection of unstability of electronic control unit engine: Fuel leakage in the piping nozzles third, fifth, and sixth cylinders - Damaged / clogged nozzles of the third, fifth and sixth cylinders - Air in the fuel system - Internal leakage modules of the third pump, the fifth and sixth cylinders - Clogged piping nozzles of the third, fifth and sixth cylinders- Pressure is too low to ignite the fuel-air mixture in the third, fifth and sixth cylinders due to mechanical - Engine damage (landing valves, etc.) - Unstable and fall of engine power |
| 56-15 | Detection of unstability of electronic control unit engine: - Fuel leakage in the piping nozzles of the first, third, fifth and sixth cylinders - Damaged / clogged nozzles of the first, third, fifth and sixth cylinders - Air in the fuel system - Internal leaks Pump modules of the first, third, fifth and sixth cylinders - Clogged piping nozzles of the first, third, fifth and sixth cylinders - Pressure is too low to ignite the fuel-air mixture in the first, third, fifth and sixth cylinders due mechanical damage to the motor (landing flaps and the like) - Unstable and fall of engine power |
| 57-1 | Detection of unstability of electronic control unit engine: Fuel leakage in the pipe nozzle of the second cylinder - Damaged / clogged nozzle of the second cylinder - Air in the fuel system - Internal leaks second cylinder pump module - Clogged pipe a second injector - Pressure is too low to ignite the fuel-air mixture in the second cylinder due to mechanical damage of the engine (the landing flaps and the like) - Unstable and fall of engine power |
| 57-2 | Detection of unstability of electronic control unit engine: Fuel leakage in the pipeline of the fourth injector - Damaged / clogged nozzle fourth cylinder - Air in the fuel system - Internal leaks fourth cylinder pump module - Clogged pipe fourth injector - Pressure is too low to ignite the fuel-air mixture in the fourth cylinder due to mechanical damage motor (landing flaps and the like) - Unstable and fall of engine power |
| 57-3 | Detection of unstability of electronic control unit engine: Fuel leaks in pipelines second and fourth nozzles cylinders - Damaged / clogged nozzles of the second and fourth cylinders - Air in the fuel system - Internal leaks Pump modules of the second and fourth cylinders - Clogged piping nozzles of the second and fourth cylinders - Pressure is too low to ignite the fuel-air mixture in the second and fourth cylinders due to mechanical - Engine damage (landing valves, etc.) - Unstable and fall of engine powerax |
| 61-8 | CAN internal faults in the electronic control unit - Reaction system according to missing data V CAN |
| 62-2 | Not accepted CAN messages from the ABS / EBS control unit concerning the management of the engine torque due communication problems. No noticeable restrictions in the UPEC system |
| 62-2 | Communication problems via V-CAN bus at terminal B11 or the electronic control unit B12: Open circuit at the terminals B11 and B12 of the electronic control unit - Short to power supply in the conclusions of B11 or B12. ECU: The tachometer does not give evidence - Temperature gauge does not give evidence |
| 62-2 | Communication problems via V-CAN bus at terminal B12 ECU: Short to ground in the output B12 of the electronic unit management - The tachometer does not give evidence. |
| 63-2 | Not accepted CAN messages from the ABS / EBS control unit with respect to the braking function of the engine due to problems communications. - No noticeable restrictions in the UPEC system |
| 63-2 | Communication problems via V-CAN bus on the findings B11 or B12 of the electronic control unit: - Open circuit at pin B11 ECU iliV12 - Short-circuit on the power supply at the terminals B11 or B12. ECU: The tachometer does not give evidence - Temperature gauge does not give evidence |
| 63-2 | Communication problems via V-CAN bus at terminal B12 ECU: Short to ground in the output B12 of the electronic unit management - The tachometer does not give evidence |
| 65-2 | We do not accept the CAN message from the transmission control unit due to communication problems. - No noticeable restrictions in the UPEC system |
| 65-2 | Communication problems via V-CAN bus on the findings of B11 or B12 electronic control unit: - Open circuit at the terminals B11 and B12 of the electronic control unit - Short-circuit on the power supply at the terminals B11 or B12. ECU - The tachometer does not give evidence - Temperature gauge does not give evidence |
| 65-2 | Communication problems via V-CAN bus at terminal B12 ECU: - Short to ground in the output B12 of the electronic unit management - The tachometer does not give evidence |
| 66-2 | We do not accept the CAN message from the transmission control unit due to communication problems. No noticeable restrictions in the UPEC system |
| 66-2 | Communication problems via V-CAN bus on the findings of B11 or B12 electronic control unit: - Open circuit at the terminals B11 and B12 of the electronic control unit - Short-circuit on the power supply at the terminals B11 or B12. ECU - The tachometer does not give evidence - Temperature gauge does not give evidence |
| 66-2 | Communication problems via V-CAN bus at terminal B12 ECU: - Short to ground in the output B12 of the electronic unit management - The tachometer does not give evidence |
| 67-2 | We do not accept the CAN message from the transmission control unit due to communication problems - No noticeable restrictions in the UPEC system |
| 67-2 | Communication problems via V-CAN bus at terminal B12 ECU: - Short to ground in the output B12 of the electronic unit management - The tachometer does not give evidence |
| 68-1 | We do not accept the CAN message from the transmission control unit due to communication problems. - No noticeable restrictions in the UPEC system |
| 68-1 | Communication problems via V-CAN bus on the findings of B11 or B12 electronic control unit: - Open circuit at the terminals B11 and B12 of the electronic control unit - Short-circuit on the power supply at the terminals B11 or B12. ECU - The tachometer does not give evidence - Temperature gauge does not give evidence |
| 68-1 | Communication problems via V-CAN bus at terminal B12 ECU: - Short to ground in the output B12 of the electronic unit management - The tachometer does not give evidence |
| 69-1 | Lack of communication with the immobilizer when the ignition or the immobilizer code does not match UPEC: - Malfunction of the immobilizer - The ignition key is not regulated under the immobilizer - Alarm is not agreed with the UPEC control unit - Voltage is present at terminal B15, but not at the terminals OT and the electronic control unit B4 - The motor rotates the starter but does not start |
| 69-1 | Communication problems via V-CAN bus to the conclusions of the B11 and / or electronic control unit B12: - Open to the conclusions of the B11 and / or B12 electronic control unit - Short to power supply at terminal B11 of the electronic the control unit - The motor rotates the starter but does not start - Multiple system displays an error message in conjunction with the CAN bus |
| 69-1 | Communication problems via V-CAN bus to the withdrawal of B 12 ECU: - Short-circuit to ground at terminal B12 of the electronic unit management - Multiple system displays an error message in conjunction with the CAN bus |
| 71-1 | Short circuit in the power supply of the preheating relay (G014) at terminal B10 electronic control unit - Do not activate the function preheating |
| 71-2 | Short circuit to earth preheating relay (G014) at terminal B10 electronic control unit - Preheating function is activated permanently |
| 71-8 | A break in the preheating relay (G014) at terminal B10 of the electronic the control unit - Do not activate the function preheating |
| 73-1 | Short to power supply of the solenoid valve Exhaust brake (V192) on the withdrawal of the electronic control unit B9 - Do not activate exhaust brake |
| 73-2 | Short circuit to earth solenoid valve exhaust brake (V192) on the withdrawal of the electronic control unit B9 - Exhaust brake constantly activated |
| 73-2 | No voltage is applied to the relay preheating, exhaust brake and DEB due fuse - Do not activate the function preheating - Do not activate exhaust brake - Do not activate DEB |
| 73-8 | A break in the solenoid valve exhaust brake (192) to the withdrawal of the electronic control unit B9 - Do not activate exhaust brake |
| 74-1 | Short circuit on the power supply at the point of connection of the indicator stop at pin DIP B6 ECU - No noticeable restrictions in the UPEC system |
| 74-2 | A short to ground in the connection point of the indicator stops at terminal DIP B6 ECU - No noticeable restrictions in the UPEC system |
| 74-8 | A break in the connection point of the indicator stops at pin DIP B6 ECU - No noticeable restrictions in the UPEC system |
| 75-1 | Short circuit in the power supply of the solenoid valve DEB (V247) at terminal B18 electronic control unit - Reduction of braking power DEB |
| 75-2 | Short circuit to earth solenoid DEB (V247) at terminal B18 electronic control unit - DEB is activated permanently - Unstable work of the engine |
| 75-8 | A break in the solenoid valve DEB (V247) at terminal B18 electronic control unit - Reduction of braking power DEB |
| 77-1 | Short circuit in the power supply of the solenoid valve DEB (V248) at pin A8 ECU - Reduction of braking power DEB |
| 77-2 | Short circuit to earth solenoid DEB (V248) at pin A8 ECU - DEB is activated permanently - Unstable work of the engine |
| 77-8 | A break in the solenoid valve DEB (V248) at pin A8 electronic the control unit - Reduction of braking power DEB |
| 78-1 | Short to power supply electronically controlled fan clutch (V335) on the withdrawal of the electronic control unit A9 - Too high fan speed |
| 78-2 | Short to ground an electronically controlled fan clutch (V335) on the withdrawal of the electronic control unit A9 - Too low fan speed |
| 78-8 | It does not control the speed of an electronically controlled fan clutch (EOI 35): - Open the conclusions of the A9 and / or A16 Electronic Control Unit - Open the A9 findings and the electronic control unit VZO - The fan speed is no longer regulated and increased to a maximum |
| 81-8 | When the steering column switch in the electronic control unit receives multiple input signals: - Short to power supply at terminal B34 of the electronic the control unit - Do not activate the cruise control function - Function «RES» steering column switch is blocked function «Set +» |
| 81-8 | When the steering column switch in the electronic control unit receives multiple input signals: - Short to power supply at terminal B32 of the electronic the control unit - Do not activate the cruise control function - Function «RES» steering column switch is blocked function «Set -» |
| 81-8 | When the steering column switch in the electronic control unit receives multiple input signals: - Short circuit to supply power to the output of the electronic VZZ the control unit - Do not activate the function «RES» steering column switch |
| 81-8 | When the steering column switch in the electronic control unit receives multiple input signals: Short-circuit on the power supply at terminal B24 of the electronic the control unit: Do not activate the cruise control function / Do not activate the control function of engine speed |
| 82-4 | The input signal from the proximity sensor of the clutch pedal (E575) on the withdrawal of the electronic control unit B20 continues risutstvovat, despite the fact that the vehicle has gained a certain speed: Fault contactless sensor / Short-circuit on the power supply at terminal B20 / Towing vehicle with the engine running / The system does not react to pressing the clutch pedal |
| 83-1 | Short circuit on the power supply at terminal B28 electronic control unit Do not activate the speed limiter / engine torque |
| 83-8 | Unacceptable load on the output of the electronic control unit B28: Excessive contact resistance at the connection point / Do not activate the speed limiter / engine torque |