Opticruise W.S.M

05:05-02
Issue 2 en
Opticruise
Function and work description
100 830
© Scania CV AB 2007, Sweden

1 585 369
Contents
Contents
General Brief information about Opticruise .......................... 3
Introduction .............................................................. 4
Controls and operation ............................................. 7
Function description Gear changing........................................................... 8

Opticruise controls the engine via EDC ................... 9
Description of the gear changing sequence .............. 9
Engine brake program ............................................ 10
Programming starting gear ..................................... 10
Kickdown ............................................................... 10
Auxiliary brake system........................................... 10
EDC cruise control ................................................. 11
ABS/TC .................................................................. 11
Power take-off ........................................................ 11
Other information, Control unit configuration ....... 12
Voltage supply and fuses ........................................ 13
Interaction with other systems................................ 14
Opticruise, design ................................................... 16
Warning system ...................................................... 18
Electrical system References to the wiring diagram........................... 23

Control unit configuration ...................................... 23
Location of electric components ............................ 24
Input signals............................................................ 26
Output signals......................................................... 28
Other connections................................................... 29
Drive mode selector................................................ 30
Test programme ...................................................... 32
Mechanical work General ................................................................... 44

Magnetic sensor, adjustment and renewal .............. 45
Longitudinal stroke cylinder................................... 47
Lateral stroke cylinder ............................................ 48
Pneumatic connections ........................................... 49
Exploded views ................................................................................ 51
Fault codes Overview, General .................................................. 58

Limitations.............................................................. 58
Faults that do not generate fault codes ................... 58
Clarifications .......................................................... 59
List of fault codes ................................................... 60
2 © Scania CV AB 2007, Sweden 05:05-02

General
General
05_5338
When necessary, the exhaust brake is used to

Brief information about make upward gear changes fast and smooth.
Opticruise
Opticruise is a system which allows a standard
manual gearbox to change automatically. The
clutch is retained but is used only when
starting, stopping and shunting.
A control unit collects and processes data from
controls, sensors and adjacent systems such as
EDC, ABS/TC and the auxiliary brake (if
installed).
The control unit has an integrated warning
system. Fault codes can either be read on the
display or using a PC and the Scania Diagnos
program. The latter results in quicker fault
tracing.
Opticruise requires that both EDC and ABS/TC
are installed on the vehicle, this is due to the
information exchange requirements between
the systems.
When changing gear, the engine speed is
controlled so that the speeds of the gearbox
input shaft and output shaft correspond to the
gear to be engaged. Only then is the gear
change carried out.
05:05-02 © Scania CV AB 2007, Sweden 3

General
Introduction
Scania Opticruise is an automatic gear changing
system for manual gearboxes. Opticruise is
designed in a similar way to the Scania CAG
system, but with the major difference that the
driver need only use the clutch pedal when
starting, stopping and shunting.
The system can change gears automatically
without the clutch because the engine is
governed to a synchronous speed for the gear to
be engaged. This means that the electronics
adapt both the engine speed and torque to
exactly the level required by the gearbox. In this
way gear changing is always smooth and exact,
increasing the service life of the entire
powertrain.
Opticruise requires that the engine be equipped
with EDC; using a mechanical injection pump, it
would not be possible to govern the engine with
the speed and precision that Opticruise requires
to operate smoothly. Opticruise also requires the
vehicle to be equipped with ABS/TC in order to
be able to select the correct gear also when the
driving wheels lose their grip on slippery road
surfaces.
With Opticruise, the driver can choose between

manual or automatic gear selection. In the
manual gear changing mode, the driver selects
the gear and gear change point (in terms of
vehicle speed or engine speed). The control unit
assesses whether gear changing is possible
without the driver using the clutch. If this is the
case gear changing is performed immediately
the driver nudges the drive mode selector
sideways, otherwise the driver must depress the
clutch pedal for gear changing to be carried out.

General
In automatic gear selection mode the control

unit calculates which gear is appropriate and
performs the gear change when that calculation
is completed. In this case, gear changing always
takes place without the driver having to use the
clutch pedal. If EDC cruise control is engaged,
gear changes take place automatically without
disengaging cruise control. This applies until the
speed is so low that the system deems it
stopping or shunting. At this point the clutch
must be used.
Alongside the drive mode selector with its

various positions, the driver can also choose
between two drive programs. Here the driver
uses a program selector which is located next to
the drive mode selector. These programs are
called Normal and Hill. (The Hill program is
used for hills with an uphill gradient of more
than 5%.)
The control unit changes the gear changing
150 939
points depending on the program selector
position. When driving with the program
selector in the Hill position gear changes are
performed more quickly than with Normal mode
engaged. In order to rapidly brake engine speed
when changing up, the exhaust brake can also be
used. This takes place if necessary.
Like the older CAG system, Opticruise has an
optional starting gear which is programmed into
one of the control unit memories. The driver can
easily select a starting gear for the average gross
train weight of the vehicle combination. The
control unit retains this setting even if the power
is cut. In addition to this the driver can
temporarily select another starting gear than that
programmed into the memory. All of this is
described in the Driver's Manual.

General
The control unit has a built-in warning system.

This has also enabled us to minimise the
inconvenience in the event of a fault. Opticruise
has two built-in emergency driving programs.
The first of these ("Clutch mode") starts in the
event of minor faults, and means that the driver CLU MODE
must depress the clutch pedal for each gear
change, although Opticruise pre-selects each
gear as usual (if the drive mode selector is set to
automatic). In this mode Opticruise operates like
Scania CAG.
150 940
In the event of more serious faults the driver LIMPHOME
activates a Limp home1 program. It is then
possible to drive the vehicle to a workshop, even
if a sensor is defective for example. This means
that the vehicle is serviceable, although the
emergency driving program feels primitive with
its manually requested compressed air gear
changes.
The Opticruise system interacts with the braking
characteristics of the diesel engine, with the
exhaust brake and with the Scania retarder, if
one is fitted to the vehicle. This reduces brake
wear, meaning a reduction of the operating
costs. In addition, wear on the entire powertrain
is reduced considerably as power is transmitted
more smoothly and gently than in vehicles with
manual gearboxes.
But the greatest advantage, not least financially,
is the improved driver comfort. Opticruise
allows the driver to maintain concentration for
longer than if driving a manual vehicle. This is
advantageous for operating economy and road
safety.
1. Limp home means getting to the workshop.

General
Controls and operation
The figure above shows the controls used for

Opticruise. The clutch pedal, EDC cruise
control switch and auxiliary brake control unit 5 4
also act on the system.
For example the auxiliary brakes can request
that the engine brake range should be activated,
to increase engine speed and thus the flow of
coolant, necessary for the best retarder
performance.
When driving with the cruise control the system
changes gear automatically if the drive mode 3
selector is in position A. The cruise control is
disengaged using the clutch pedal, brake pedal,
retarder lever, cruise control OFF button or with
the exhaust brake switch on the floor. 1
2
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1 Drive mode selector with the positions R, N,
A and M. The driver can request gear
changing up or down by nudging the gear
selector sideways.
2 Program selector with the positions Normal
and Hill. Hill mode is used on steep up hill
gradients and preferably with the drive
mode selector in the M (manual) position.
3 Switch for activating engine brake range
and exhaust brake.
4 Diagnostics switch
5 Gear indicator with display and buzzer.

Function description
Function description sensors etc. It is not necessary to use the clutch,

unless the speed is too low.
The driver can, at any time, move the lever
Gear changing from automatic mode A to manual mode M or
vice versa. This may be appropriate, for
example when one wants to lock a gear on
Gear changing slippery road surfaces. The same applies when
Driving in automatic mode A means that the the driver wants to change gear manually for
system changes gear automatically according to some reason, for example on steep hills.
the driving mode set by the program selector;
either "Normal" or "Hill". Note: On uphill gradients steeper than 8% it
However, the gear selected by the automatic may be a good idea to drive with the drive
system can be changed by the driver at any time mode selector in M and with the program
by nudging the drive mode selector sideways. selector in "Hill" mode. This provides the
The control unit always checks, but only that quickest possible gear changes so that the
the driver’s choice is within limits. vehicle does not lose as much speed while gear
changing is in progress.
The driver can even pre-select a gear which
would seem completely ridiculous in the
circumstances, for example 3rd when driving in
7th. However, there are two conditions for this
to work.
• The vehicle must be losing speed, i.e. have
a degree of retardation.
• The drive mode selector must be in manual
mode and the program selector in the Hill
position.
The gearbox initiates gear changing by first
going into neutral. Then the control unit
prepares itself for the correct splitter state,
correct lateral stroke and correct range state
before the speed drops enough for the gear
change to be requested.
While this is happening the engine speed is
automatically raised to high idle,
approximately 2,500 rpm. When speed has
dropped sufficiently the gear is engaged gently
and smoothly. When gear changing is
complete, control of the engine is returned to
the driver.
When driving the driver can, at any time, move
the drive mode selector to the neutral position
N, for example when approaching traffic lights.
While the vehicle is still rolling the drive mode
selector can be moved back to the A or M
positions at any time. The control unit then
selects an appropriate gear depending on the
vehicle speed and other information from

Opticruise controls the engine via EDC • When automatic mode (A) is selected, the
control unit constantly calculates which is
When the vehicle is being driven, gear the most appropriate gear. When the
changing is carried out by Opticruise using calculation shows that a gear other than the
EDC to govern the engine to a synchronous currently selected gear would be
speed for the next gear to be engaged, without preferable, gear change takes place
the driver needing to use the clutch pedal. This immediately. Single-step and multi-step
means that the automatic system adapts both gear changes are possible.
the engine speed and torque to exactly the level
required by the gearbox. The appropriate gear is calculated on the basis
of the following data:
To provide comfortable gear changes, there is a
controlled reduction of engine torque just • Program selector position
before the gear is disengaged.
• Current speed
After synchronizing the rotation speeds of the
moving parts in the gearbox, gear changing is • Current acceleration
carried out.
• Current torque
Towards the end of the gear changing sequence
engine torque is increased - in a smooth and • Total transmission ratio
controlled way - to the level that the driver has • Accelerator pedal position
requested with the accelerator pedal. In this
way gear changing is always smooth and exact, • A request from the driver or from the
increasing the service life of the entire auxiliary brake control unit for activation
powertrain. of an engine brake range.
This precise control is possible thanks to
communication between the Opticruise and
EDC control systems.
Description of the gear changing

sequence
1 Automatic or driver requests gear change.
2 The engine is controlled so that the torque
at the gearbox input shaft is zero.
3 The gearbox is set to neutral.
4 The engine is governed in order to
synchronise the rotation speeds of the
gearbox input shaft and of the moving parts
of the gear to be engaged.
5 The gear is engaged.
6 The engine is controlled to the requested
torque. Opticruise then hands over control
of the engine to the driver.
• When changing up into certain gears the
exhaust brake is used in order to more
quickly brake the engine to the correct
speed in relation to the selected gear.

Engine brake program irrespective of whether the drive mode selector

is in positions A or M. Just nudge the drive
The function of the engine brake range is to mode selector sideways until the desired gear is
provide the best engine braking possible in shown in the display. You can then start the
different driving situations. The engine brake vehicle. The ordinary starting gear
range has nothing to do with the program programmed remains in the control unit
selector Normal/Hill. It is controlled with a memory. More detailed information is available
separate switch on the cab floor. in the Driver's Manual.
In order to use the engine brake range, the
accelerator pedal must be fully released. Kickdown
A brief press of the floor switch is all that is Depressing the accelerator pedal from full
needed to engage the engine brake range. throttle to kick-down raises the gear changing
points, often resulting in more rapid changing
Changing up is delayed because the control down.
unit keeps the engaged gear longer before
changing up occurs. This increases the engine
braking effect. Auxiliary brake system
However, if the floor switch depressed See "Engine brake range".
continuously, the exhaust brake is also engaged
at the same time as changing down occurs
earlier.
If the brake pedal is depressed the changing up
points are changed. The control unit is
informed about this via the brake light switch.
The engine brake range remains engaged until
the next time the accelerator pedal is depressed.
If the vehicle is equipped with an auxiliary
brake system with Scania retarder, the engine
brake range can be engaged automatically
(when the retarder is used), when appropriate.
This is managed by the auxiliary brake control
unit. The aim is to raise the engine speed and
thus the flow of coolant, this gives the retarder
the maximum braking effect and sustainability
in terms of activation period.
Programming starting gear

The system allows a free selection of starting
gear between 1st and 4th. (Normally 1st and
2nd are used, however in extreme cases it may
be appropriate to change this.)
Note: If a vehicle is heavily laden, 1st or 2nd

must be used. Otherwise the clutch will be
subject to excessive wear.
Sometimes you may want to start in a gear

other than that programmed. This works

EDC cruise control Power take-off

When driving with the cruise control the The control unit is prepared for two power
system changes gear automatically if the drive take-offs, PTO EK/ED and PTO EG.
mode selector is in position A. However, it is
still possible to make a gear selection manually EK/ED power take-offs provide torque
in both the A and even the M positions, without compensation. As a result gear changing is
the cruise control being disengaged. more comfortable if the vehicle is driven while
the engine-driven PTO is engaged (maximum
If the drive mode selector is moved to N while compensation 200 Nm).
the vehicle is being driven with the cruise
control activated, the motor speeds up to high If ED120 is used to drive a hydraulic pump,
idle (i.e. the engine "races"). The driver should there may be little space for the longitudinal
therefore disengage the cruise control before stroke cylinder. If this is the case turn the
moving the drive mode selector to N. longitudinal stroke cylinder the other way
round and swap the compressed air connectors.
The cruise control is disengaged using the
clutch pedal, brake pedal, retarder lever, cruise PTO EG is for gearbox-driven power take-offs.
control OFF button or with the exhaust brake If the vehicle is driven when this input signal is
switch on the cab floor. active all gear changing is blocked. At the same
time the text PTO flashes in the display if the
vehicle is driven above a certain speed.
ABS/TC
The Opticruise control unit communicates with
the ABS/TC system. If the wheels lock
(causing ABS control) or slip (causing TC
control), Opticruise changes gear reluctantly,
and following specific rules. When the drive
mode selector is in position A, Opticruise tries
to retain the engaged gear.

Other information
Control unit configuration

The control unit contains all the software
programs that may be needed for many Scania
variants. The control unit must be configured
so that it uses the correct computer program for
the relevant Scania vehicle. This corresponds to
the code plug in other (less modern) control
units, CAG for example.
The desired control unit configuration is loaded
with a PC during manufacture. The
configuration can be altered later by qualified
personnel.
Among other things, the configuration must
contain the following information:
• Vehicle category (e.g. truck)
• Chassis number
• Part no. for the control unit software
• Gearbox type
• Type of engine and variant
• Rear axle gear ratio
• Wheel rolling radius
• End-of-line-data (date, signature)

Voltage supply and fuses

Generally Opticruise continues to operate even
if a fuse blows while the vehicle is being
driven. However, it may not be possible to start
the system the next time.
The control unit is protected by two fuses:
• Fuse 41 is used for 30 supply.
• Fuse 5 is used for 15 supply.
Normally the power supply to the control unit
is cut using the starter lock. The control module
15 supply to pin 55 is cut. In conjunction with
this important data is transferred from RAM to
EEPROM and saved for the next time the
vehicle is started. Then the control unit
switches to standby, despite the fact that the 30
supply from the batteries is still reaching
pin 19.
• If fuse 41 for the 30 supply blows, or if a
battery cable is removed, data cannot be
transferred from RAM to EEPROM and be
saved there. This means that the control
unit "forgets" any newly-programmed
starting gear, and any newly-generated
fault codes.
• If fuse 5 for the 15 supply blows, data is
transferred from RAM to EEPROM as
usual and saved there. The control unit
thinks that the starter key has been turned
to 0. So Opticruise cannot be restarted until
the fault has been rectified.

Interaction with other systems

The figure on the right shows the other systems When the auxiliary brake has requested
connected to Opticruise and the direction of braking of the vehicle using the exhaust
information interchange. brake, Opticruise is still able to control the
exhaust brake during its gear changes.
Any faults are transferred in the same
direction; so any fault in the ABS/TC system When each gear change is complete, the
can manifest itself in the Opticruise system but exhaust brake is again used to brake the
not vice versa. vehicle. The prioritization between the
different exhaust brake tasks is managed by
The figure applies where applicable to all the exhaust brake control unit (EEB).
optional equipment affected.
If the vehicle has auxiliary brakes,
• Opticruise is connected to the EDC system Opticruise forwards the speed signal from
to allow the synchronous governing of the the speed sensor by the gearbox output
speed of the input and output shafts of the shaft to the auxiliary brake control unit.
gearbox. Only when these speeds
correspond to each other does the gear • Opticruise is connected to the tachograph
change take place. in order to, based on its speed values,
check that other speed signals are within
Communication between Opticruise and their permitted ranges.
EDC applies to a great deal of data, e.g.
engine speed, requested and actual torque,
accelerator pedal position, engine coolant
temperature, cruise control etc.
Communication takes place via the two
CAN cables, and is used to carry out
operations such as engine-controlled gear
changes and determining the gear to be
selected at all times.
• Opticruise is connected to the ABS/TC
system. This allows it to receive
information about ABS control, TC
control, wheel speeds, etc.
Communication between Opticruise and
ABS/TC is used for operations such as
confirming that the selection of a suitable
gear is correct. If the wheels spin or slip
Opticruise could otherwise be "tricked"
into selecting the incorrect gear. The speed
of each wheel is also used to check that the
other speed signals are within their
permitted ranges.
Communication takes place via the two
CAN cables.
• Opticruise is connected to the auxiliary
brake system so that the engine brake range
can be engaged. This gives the retarder
optimal sustainability and maximal braking
effect in terms of kW.

Signal paths between the Opticruise control unit and other computer controlled systems
that may be fitted to the vehicle.
Any faults are transmitted from one system to another in the same direction as
communication takes place (see arrows).

Opticruise, design
The numbers apply to the the illustration on the 11 The diagnostic switch is used to activate
right. the integrated control unit test program and
for erasing fault codes.
1 The floor switch is used to activate the
engine brake range and the exhaust brake. 12 Opticruise receives information from
On vehicles without auxiliary brake, the ABS/TC about speed, slipping and
exhaust brake is used together with the possible wheelspin so that the correct gear
engine brake range when the floor switch is can be selected at all times. Opticruise
kept pressed. The signal goes via the must also be able to prevent gear changing
auxiliary brake control unit (if fitted). See if the driving wheels lose grip; this is a
also point 14. matter of safety.
2 Two switches signal the position of the 13 While Opticruise can use the exhaust brake
clutch pedal (up, partially depressed or to adjust the engine speed in certain
fully depressed). changing up sequences, normally it is for
braking the vehicle.
3 EDC informs the control unit that the
driver is braking. The engine brake system 14 The exhaust brake control unit assigns
then uses slightly offset change-up points. priorities among the current requests
relating to the driving situation. The
4 The tachograph transmits a speed signal exhaust brake can be activated
which Opticruise compares with the other automatically, manually or by the auxiliary
speed signals. These are from ABS/TC and brake control unit.
the gearbox output shaft.
15 The speed sensor is used to allow
5 The accelerator pedal position sensor synchronisation of the speeds of the
provides information about requested gearbox input and output shafts during gear
throttle opening and kick-down. The changing. The signal goes via EDC and
potentiometer signal is transmitted via the through the communication circuit.
EDC control unit.
16 The solenoid valves on the gearbox
6 A gear indicator with display and buzzer is perform each gear change by admitting
used to indicate drive program, engaged compressed air to the longitudinal stroke
gear, error messages, etc. cylinder and the lateral stroke cylinder. The
cylinders then transfer the gear change
7 The drive mode selector informs the motions to the gear selector shaft.
control unit of the desired driving mode. It
also informs the control unit if the driver
wants to affect the automatic system by
initiating gear changing up or down.
8 The mode selector has two positions. The
Normal position gives the best fuel
economy and the gearbox changes
smoothly and comfortably. In the "Hill"
position, upwards gear changes are faster at
higher engine speeds.
9 Diagnosis socket for PC via interface
(Scania VCI).
10 A PC with the Scania Diagnos 2
troubleshooting program gives the fastest
troubleshooting results.

17 The Hall sensor and the confirmation 20 The auxiliary brake control unit can request
contacts monitor and confirm gear change Opticruise to activate the engine brake
motions. range.
18 The speed sensor on the output shaft of the 21 PTO EK/ED gives torque compensation
gearbox is used to calculate the speed of the during engine-controlled gear changes and
vehicle. It is also used to confirm the therefore provides good comfort even if the
accuracy of other speed signals from vehicle is being driven with engine-driven
ABS/TC and the tachograph. A power take-off engaged.
corresponding output signal is then
forwarded to the auxiliary brake control 22 PTO EG is for gearbox-driven power take-
unit. offs. When the input signal is active, all gear
changing is barred unless the clutch is used.
19 Control of engine torque and engine speed
is requested by Opticruise but performed by
EDC. When Opticruise is controlling the
engine, the control unit constantly checks
that the actual torque conforms to the
requested level.
10 11
4
1 2 3 5 12
6
8
9
PTO EK/ED 21
14
22
PTO EG
OPTI−
RETARDER 20 CRUISE 13 ABS/TC
EDC 19
15 16 17 18
100862
The figure is general and applies where applicable to all optional equipment affected. Vehicles with less
equipment are covered where appropriate.

Warning system
If any faults arise, the control unit will initiate a
variety of measures. This is to prevent the fault
causing expensive damage. For example the
control unit is equipped with two different
emergency driving programs. The first of these
still allows smooth driving while the second
program requires more from the driver. The idea
behind this is that minor faults should not lead
the unnecessary inconvenience.
Certain minor faults will make the control unit

switch from its normal function to the simpler of
the two emergency driving programs for
example. The text "CLU MODE" is shown in
the gear indicator display. This is an
abbreviation of clutch mode. The driver must
use the clutch for each gear change. As long as
the control unit operates in this way the letter C
is shown at the bottom left of the display.
If the fault clears itself, the control unit
immediately reverts to its normal function. The
display then shows the text "NORMAL".
In the event of a more serious fault the text
"FAILURE" is shown. If this occurs when
driving, the control unit locks the gear that is
engaged. This gear is shown on its own in the
display. The driver must stop the vehicle and
activate the "LIMPHOME" emergency driving
program. This is described in more detail in the
Opticruise Driver's Manual.

Notification of fault codes

When the driver switches off the power, the
message "CHK CODE" is displayed in the
display window if the control unit has stored any CHK CODE
fault codes during driving. The message is
repeated when the power is switched back on
again.
ERROR1
"ERROR1" or "ERROR2" means that the
control unit has transmitted a faulty signal or no ERROR2
signal at all to the display. In this case a PC must
be used to read off fault codes.
"CONFIG" means that the control unit CONFIG
150 942
configuration is invalid. In this case change the
configuration with a PC and Scania
Programmer.
Reading fault codes

The fault codes can be read off in the initial
phase of the Opticruise test program. The test
program in its entirety is described on pages
32-43 in this booklet.
However, describing how to read off fault codes
would make a suitable introduction to the fault TESTING
code table in the next chapter, which is why we
will also show the method here as well.
1 Stop the vehicle and switch off the engine.

2 Switch on the power using the starter key.
ECU NO
Wait five seconds then press the diagnostics
switch for at least half a second. Then
release it. The heading "TESTING" is
PROG NO
displayed in the text window and the buzzer
sounds.
Do not touch the diagnostics switch for the CHASSNO
moment; the test program is now running.
All the text boxes in the text window light
up for a second. At the same time the buzzer F CODES
150 943
sounds.

3 The heading "ECU NO" is displayed,

directly followed by the part number of the
control unit hardware.
4 The heading "PROG NO" is displayed,
directly followed by the part number of the
control unit software.
5 The heading "CHASSNO" is displayed,
directly followed by the vehicle chassis
number.
6 The heading "F CODES" is displayed,
directly followed by any fault codes stored.
More on this below.
• The fault codes are displayed one at a
time, at two second intervals.
• When all the stored fault codes have
been displayed, the buzzer will sound
briefly. The stored fault codes are then
displayed again. This can be repeated
any number of times, so there is no
problem if you lose concentration.
The text window may, for example, appear

E010 003
as in the figure on the left. A shows the
number of the fault code (10 in this case)
150 944
and B shows how many times the fault has A B
been registered (3).
7 Note the fault codes. Go through the test
program. Press the diagnostics switch to
move between the various test stages.

Erasing fault codes

The warning system may need to be reset from
time to time. Someone may have disconnected a
cable harness for example, whilst the power was
on. This is quite a common occurrence. The
control unit will then interpret it as a genuine
fault.
Resetting the warning system is carried out by

either using the diagnostic switch concealed
behind the cover of the instrument panel or by
using a PC connected to the vehicle diagnostic
150 945
socket in the central electric unit.
Fault codes are very useful when visiting a
workshop because they facilitate trouble
shooting.
• In the Driver's Manual we explain how the
driver erases fault codes, but we also point
out that they should not erase them
unnecessarily. The driver should probably
consult with the workshop first.
The symbols for the various diagnostic switches

can be found on the inside of the cover; they can
be seen when the cover is opened. The
150 946
Opticruise symbol is shown on the right.
All fault codes are erased when the warning

system is reset. Proceed as follows:
1 Switch off the power using the starter key.
2 Press the diagnostics switch and keep it
depressed. Switch on the power supply.
3 The buzzer will sound briefly. When the text
150 947
ERASED
"ERASED" is displayed in the text window,
erasure is complete.

Electrical system
Electrical system
References to the wiring

diagram
There are no circuit diagrams for the fault codes.
We therefore refer to the wiring diagrams in
Group 16 in the Service Manual. Publication
Number: 16:04-21, 16:14-20/1, 16:14-20/2 and
16:14-20/3.
Control unit configuration

Configuration is dealt with on page 12.

Electrical system
Location of electrical components
Pos. Task Pos. Task

B16 Reversing lights S100 Program selector
B25 Throttle openinga (part of D35) S101 Drive mode selector
B26 Kick-down (part of D35) T17 Speed sensor, output shaft
B27 Fully depressed clutch pedal T20 Speed sensor, tachograph
B41 Confirmation, high range V13 Solenoid valve, power take-off EG
B42 Confirmation, low range V20 Solenoid valve, lateral stroke right
B43 Confirmation, high split V21 Solenoid valve, lateral stroke left
B44 Confirmation, low split V22 Solenoid valve, neutral position
B49 Exhaust brake and engine brake range V23 Solenoid valve, longitudinal stroke
backwards
C46- Connectors
C401 V24 Solenoid valve, longitudinal stroke
forwards
D18 Diode unit for EDC
V62 Solenoid valve, low split
D35 Accelerator pedal sensor
V63 Solenoid valve, low range
E5 Control unit, Opticruise
V77 Solenoid valve, high split
E6 Magnetic sensor
V78 Solenoid valve, high range
E12 Control unit, EDC
a. This switch is not used for the Opticruise system. The
F2 Fuse holder switch closes at the start of the accelerator pedal
movement.
G4 Earth connection, instrument panel
G8 Earth connection, instrument panel
G13 Earth connection, connector panel
G18 Earth connection, connector panel
O1 Instrument cluster
O4 Tachograph
P2 Central electric unit
S17 Exhaust brake (on instrument panel)
S30 Power take-off, EG
(S31) Power take-off, EK/ED
S88 Diagnostics switch

Electrical system
The figure applies to both left and right-hand drive vehicles and covers all optional equipment
covered. Vehicles with less equipment are covered where appropriate.

Electrical system
Input signals
The tables on this spread show the input signals that the control unit can receive.
Task Source Signal type Pin 12

Confirm low split Confirmation contact, low split +24V UX 4
Confirm high range Confirmation switch, range +24V UX 5
Confirm longitudinal stroke Magnetic sensor +18V (supplied 6
backwards from UX)
Confirm neutral position Magnetic sensor +18V (supplied 7
from UX)
Indicate clutch pedal Lower pedal switch Earthing (0V) 8
Indicate activated EK/ED power Switch +24V 9
take-off
Request changing up Drive mode selector +24V UX 10
Request neutral position Drive mode selector +24V UX 11
Activate "Hill" program Program selector +24V UX 12
Confirm high split Confirmation contact, low split +24V UX 23
Confirm lateral stroke right Magnetic sensor +18V (supplied 24
from UX)
Activate engine brake range Retarder control unit or floor +24V 27
switch
Request changing down Drive mode selector +24V UX 28
Request automatic mode Drive mode selector +24V UX 29
Activate test program Diagnostics switch Earthing (0V) 30
Indicates the road speed Sensor by output shaft Frequency 31
Indicates the road speed Tachograph Frequency 32
Confirm low range Confirmation switch, range +24V UX 41
Confirm lateral stroke left Magnetic sensor +18V (supplied 42
from UX)
Confirm longitudinal stroke Magnetic sensor +18V (supplied 43
forwards from UX)
Request "kick-down" Kick-down switch Earthing (0V) 44
Indicate clutch pedal Upper pedal switch Earthing (0V) 45
Request manual mode Drive mode selector +24V UX 47
Request reverse mode Drive mode selector +24V UX 48

Electrical system
Task Source Signal type Pin 12

Indicates the road speed Sensor by output shaft Frequency 49
Indicate activated EG power take- Switch +24V 50
off
Measuring mode Drive mode selector +24V UX 29
The specified readings can vary due to several factors, e.g. battery voltage level, cable length and the
state of wiring and contacts.

Electrical system
Output signals
The table below shows which output signals the control unit can deliver.
Task Destination Signal type Pin 12

Order low split Solenoid valve low split +24V 2
Order longitudinal stroke forwards Solenoid valve longitudinal stroke +24V 3
forwards
Indicates the road speed Retarder control unit via C56 Frequency 14
(+24V)
Order lateral stroke right Solenoid valve lateral stroke right +24V 17
Order high split Solenoid valve high split +24V 18
Order longitudinal stroke Solenoid valve longitudinal stroke +24V 22
backwards backwards
Activate buzzer Buzzer Earthing (0V) 33
Provide power supply Sensor, controls, display +24V 36
Order low range Solenoid valve low range +24V 39
Order neutral position Solenoid valve neutral +24V 40
Request activation or deactivation Exhaust brake control unit PWM signal 52
of exhaust brake
Order lateral stroke left Solenoid valve lateral stroke left +24V 53
Order high range Solenoid valve high range +24V 54

Electrical system
Other connections
The table below shows the control unit connections for voltage supply, system earth, communication
cables etc.
Task Source or destination Signal type Pin 12

Earth for control unit G13 Earthed (0V) 1
Power supply in From the batteries, fuse 41 +24V (U30) 19
Communication EDC, ABS/TC etc. Data 20
Communication Diagnostic socket for PC Data 25
Communication Diagnostic socket for PC Data 35
Communication EDC, ABS/TC etc. Data 38
Communication Display Data 51
Power supply in Via starter lock, fuse 5 +24V (U15) 55

Electrical system
Drive mode selector

The following figures show the contact pins which are closed when the drive mode selector is in
different positions. Contact pins 33, 43, 53, 63, 73 and 83 are input pins (UX supply). The remaining
contact pins are output pins.

Electrical system

Test programme
Test programme
• The vehicle must be stationary and the
engine switched off, unless otherwise
indicated in the relevant test stage.
• The power must be switched on (starter key
in the drive position).
• The test program is controlled with the
diagnostic switch. This is concealed under a
cover in the instrument panel.
The test program consists of a start stage, five
test stages and a conclusion stage. The test
program only goes in one direction, but can be
repeated as many times as necessary. Step from
one test stage to the next by pressing the
diagnostic switch.
The figure on the right shows the "heading"
shown in the gear indicator display before each
test stage. There are more detailed explanations
in the table below.
Heading The purpose of the test

TESTING The test program starts. Presentation of the chassis number and
control unit part numbers for hardware and software. After that
generated fault codes.
FOOTCONT Testing foot-operated control
HANDCONT Testing manual control
GEARENGA Testing gear changing movements and confirmation signals
ENGINCOM Testing engine communication
RPM INFO Testing engine speed sensor and road speed sensor
END TEST The test program is ended

Test programme
General
The test program is not meant for user when the
vehicle is being driven. The vehicle should
generally be stationary with the engine switched
off while testing is in progress.
! WARNING!
The vehicle may only be driven with the

test program running when this is
required by the test instructions.
Otherwise never.
If the control unit registers the speed or engine

speed during ongoing testing the test program is
terminated. Then the control unit reverts to its
normal function. The aim is to avoid the risk of
an inappropriate gear being engaged. END TEST
150 950
However, there are two test stages which need
the vehicle to be driven. These are for checking
speed or engine speed. This is indicated in the
relevant test stages (RPM INFO and
ENGINCOM).
Text in the display

A "heading" is shown in the display before each
test stage. At the same time the buzzer gives a
brief signal. This reduces the risk of the different
test stages getting mixed up.
Because the gear indicator display is limited to a

certain size, letters are used as symbols for the
various signals etc. in the different test stage.
The symbols are explained in each test stage. E K
150 952

Test programme
Starting the test programme

The fault codes can be read off in the initial phase of the Opticruise
test program. This is also described on pages 16-17 in this booklet.
We describe the test program in its entirety here.
1 The vehicle must be stationary with the engine switched off.
2 Switch on the power using the starter key. Wait five seconds then
press the diagnostics switch for at least half a second. Then
release it. The heading "TESTING" is displayed in the text
window and the buzzer sounds.
TESTING
150 953
Do not touch the diagnostics switch for the moment; the test
program is now running. All the text boxes in the text window
light up for a second. At the same time the buzzer sounds.
3 The heading "ECU NO" is displayed, directly followed by the

part number of the control unit hardware.
4 The heading "PROG NO" is displayed, directly followed by the
part number of the control unit software.
5 The heading "CHASSNO" is displayed, directly followed by the
vehicle chassis number.
6 The heading "FCODES" is displayed, directly followed by any
fault codes stored. More on this below.
• The fault codes are displayed one at a time, at two second
intervals.
• When all the stored fault codes have been displayed, the buzzer
will sound briefly. The stored fault codes are then displayed
again. This can be repeated any number of times, so there is no
problem if you lose concentration.
The text window may, for example, appear as in the figure on the
left. A shows the number of the fault code (10 in this case) and B
shows how many times the fault has been registered (3).
7 Note the fault codes. Proceed to the next test stage. Refer to next E010 003
page.
150 944
A B

Test programme
Foot-operated control
The gearbox cannot be operated while the
control unit is engaged with this test stage.
1 Conditions: Stationary vehicle, engine
switched off and ignition on.
2 Press the diagnostics button for at least half
a second, then release it. The heading
FOOTCONT
150 956
"FOOTCONT" is shown in the display.
3 Test the controls in turn. When each letter is
displayed it means that the relevant signal is
active. Use the table below for explanations.
Signal designations
E Floor switch for engine brake range (and exhaust brake)

U Upper clutch pedal switch
D Lower clutch pedal switch
B Brake pedal switch
K Kick-down switch (integrated into the accelerator pedal position
sensor)
4 When the test is completed: Proceed to the

next test stage.

Test programme
Manual control
The gearbox cannot be operated while the
control unit is engaged with this test stage.
1 Conditions: Stationary vehicle, engine HANDCONT
150 957
switched off and ignition on.
"HANDCONT" is shown in the display.
3 Test the controls in turn. When each letter is
displayed it means that the relevant signal is R
active. Use the table below for explanations.
Signal designations
N
R Drive mode selector in reverse mode

N Drive mode selector in neutral position A
A Drive mode selector in automatic mode

M Drive mode selector in manual mode M
D Drive mode selector in changing down mode

U Drive mode selector in changing up mode D
H Program selector for normal driving or steep uphill
gradients a
U
1 1 = Power take-off switch (PTO EK/ED)
2 2 = Power take-off switch (PTO EG)
H
X X = Both power take-offs are activated at the same time
a. When the program selector is in the steep uphill gradient mode the
letter H is shown in the display.
1
4 When the test is completed: Put the drive
mode selector in neutral. Proceed to the
150 958
next test stage. 1 2 X

Test programme
Gear changing movements and

confirmation signals
This is where we control the solenoid valves
which allow the compressed air from the gear
shift cylinders and read off the confirmation
signals. In this way we can check that each gear
150 959
GEARENGA
changing sequence works in its entirety.
If fault codes are stored that indicate that the
speed signal is absent or outside its permitted
range is test stage cannot be used for safety
reasons.
! WARNING!
The engine must be switched off during

the test.
1 Conditions: Stationary vehicle, engine

switched off, compressed air in the
compressed air system and ignition on.
"GEARENGA" is shown in the display.

Test programme
3 Hold the clutch pedal depressed and test the

drive mode selector positions in turn. This is r s
described on the following pages. Use the
150 960
table below for explanations. 1 2
Signal designations
Range gear position is always
shown in the left of the window as L,
r Range confirmation, where L=low-range, H=high-range H or X.
and X=both low and high-range at the same time
Split gear position is always shown
L Confirmation of left lateral stroke in the right of the window as L, H or
X.
B Confirmation of longitudinal stroke rearwards
N Confirmation of neutral position
F Confirmation of longitudinal stroke forwards
R Confirmation of right lateral stroke
s Split confirmation, where L=low-split, H=high-split and
X=both low and high-split at the same time
4 When the test is completed: Check that the

gearbox is in the neutral position. Proceed to
the next test stage.

Test programme
Low-split and low-range at the same time
1 Position the drive mode selector according

to figure 1.
2 Check that the display shows LNL.
High-split and high-range at the same

time

to figure 2.
4 Check that the display shows HNH.
Left lateral stroke

to figure 3.
6 Check that the display shows HLNH (or
LLNL).
Longitudinal stroke backwards on the

left-hand side

to figure 4.
8 Check that the display shows HLBH (or
LLBL).

Test programme
Longitudinal stroke forwards on the left-

hand side

to figure 5.
10 Check that the display shows HLFH (or
LLFL).
Longitudinal stroke backwards in the

centre

to figure 6.
12 Check that the display shows HBH (or
LBL).
Longitudinal stroke forwards in the

centre

to figure 7.
14 Check that the display shows HLFH (or
LFL).
Longitudinal stroke backwards on the

right-hand side

to figure 8.
16 Check that the display shows HBRH (or
LBRL).

Test programme
Longitudinal stroke forwards on the

right-hand side

to figure 9.
18 Check that the display shows HFRH (or
LFRL).
Neutral position
19 Neutral position occurs often, but not
always in conjunction with another
confirmation signal.

to figure 10.
21 Check that the display shows HLNH (or

LLNL).

to figure 11.
23 Check that the display shows HNH (or

LNL).

to figure 12.
25 Check that the display shows HNRH (or
LNRL).

Test programme
Engine communication
In this test stage we check the data Opticruise
must obtain from the EDC system. In this way
we can check that the relevant sensors, the EDC
control unit data processing and the ENGINCOM
150 961
communication circuit itself, work in their
entirety.
In this test the display shows the test result
instead of the gear position etc. In all other
respects the vehicle can be driven normally.
1 Conditions: To start with a stationary
vehicle, engine switched off and ignition on.
The vehicle will be driven when this test
stage is underway.
"ENGINCOM" is shown in the display.
3 Start the engine and drive off in the vehicle.
Take the vehicle to a steady speed and check
that the values are displayed and that they
seem reasonable. Use the table below for
explanations.
Signal designations
gg Requested throttle opening as a percentage of full throttle

(0-99%)
150 962
gg
ee Actual torque (x 100 Nm)
dd Requested torque (x 100 Nm) Request throttle opening
tt Engine temperature (0-99°C)

150 963
ee
Actual torque
150 964
dd
Requested torque
150 965
tt
Engine temperature
When the test is completed: Proceed to the next

test stage.

Test programme
Engine speed sensor and road

speed sensor
This is where we check that the various speed
details that Opticruise is weighing up against
each other are correct. In this way we can check
that the sensors and their wiring work in its
entirety.
In this test the display shows the test result
instead of the gear position etc. In all other
respects the vehicle can be driven normally.
1 Conditions: The vehicle will be driven when
this test stage is underway.
a second, then release it. The heading "RPM
INFO" is shown in the display.
3 Take the vehicle to a steady speed and check
that the values are displayed and that they
seem reasonable. Use the table below for
explanations
150 967
Signal designations. nn
nn Engine speed (x 100 rpm) Engine speed

v_1 Propeller shaft speed from the sensor by the gearbox output
150 968
shaft (x 10 rpm) v 1
v_2 Speed signal from the tachograph, converted to propeller

Propeller shaft speed
shaft speed (x 10 rpm)
150 969
v 2
From the tachograph
When the test is completed: Press the diagnostic

switch to exit the test program. When this has
been done the display shows the text "END
TEST" and the control unit reverts to its normal
function.
See pages 16-17 for a description of any fault
messages generated during the test drive.

Mechanical work
Mechanical work
General Magnetic sensor and gear shift

cylinders
The gearbox is a normal standard gearbox
internally. Its control system is similar to the Mechanically there is not much new about
equivalent 3 series CAG 2, but with the Opticruise which is why we are focussing on the
difference that the stroke damper for Opticruise renewing and adjustment of the magnetic sensor
is now built into the longitudinal stroke cylinder. and renewing of the gear shift cylinders. This is
The gear selector housing at the top of the described on the following pages.
gearbox has also been modified; this version is
more compact than earlier models.
Confirmation switches
The four confirmation contacts are of the same
type; closed when they are not actuated.
Tightening torque: 20 Nm. Their location is
shown in the figure below where the gearbox is
shown from above. On older gearboxes B42 is
on the right-hand side.
B44 B42
151 193
B43 B41

Mechanical work
Magnetic sensor,
adjustment and renewal
Use the integrated control module test program
or a PC to detect faults on the hall sensor and
verify that faults have been rectified after repairs
have been carried out.
Removal
1 Put the drive mode selector in neutral.
2 Remove the air hoses from the longitudinal
stroke cylinders and lateral stroke cylinders.
Disconnect the connector for the magnetic
sensor wiring from the sensor housing.
3 Remove the gear selector housing from the
gearbox and place it upside down on the
workbench.
4 Remove the sensor housing from the gear
selector housing.
5 Use compressed air to blow into the centre
air connection on the longitudinal stroke
cylinder. This puts the gear selector shaft
into neutral. Check that the lug on the lever
is in the middle of the coulisse as shown in
the figure above on the right.
A=B

Mechanical work
Checks and adjustments

6 Place guide plate 99 150 on the seat of the
sensor housing. Check that the magnet
housing is correctly positioned.
7 When adjusting: Slacken off the solenoid
housing screws so that the solenoid housing
can be moved but no more.
Note: While the screws are locked with locking

compound do not heat the solenoid housing!
This could damage the magnet.
8 Adjust the solenoid housing position using

the guide plate. Then lock the screws with
locking compound 561 029 and screw them
into place.
Magnetic sensor, fitting

9 Fit the sensor housing onto the gear selector
housing.
Refit the gear selector housing on the gearbox.

Mechanical work
Longitudinal stroke
cylinder
Byte
The vehicle compressed air system must have
pressure for the longitudinal stroke cylinder to
be positioned correctly before it is removed.
1 Switch on the power supply. Put the drive
mode selector in neutral. This puts the
longitudinal stroke cylinder into neutral.
2 Switch off the power. Remove the three air
hoses from the longitudinal stroke cylinder.
3 Remove the four mounting screws and
remove the cylinder.
4 Fit the new cylinder. Use compressed air to
blow into the centre air connection; this
puts the cylinder into neutral. Ensure that
the cogs on the gear selector shaft engage
in the centre position.
5 Fit the air hoses.
6 Remove the level plug. Top up with ATF
oil to the hole (about 0.27 litres).
7 Switch on the power supply and check the
gear changing movements using the test
program (test stage "GEARENGA").
The longitudinal stroke cylinder can be turned
if needed to save space. In this case the
compressed air connectors must also change
place. Tip: Remove the gear selector housing
from the gearbox if you are turning the
cylinder. This will make the job easier.

Mechanical work
Lateral stroke cylinder
Byte
The vehicle compressed air system need not
have pressure to remove the lateral stroke
cylinder.
1 Switch on the power supply. Put the drive
mode selector in neutral.
2 Switch off the power. Remove the air hoses
from the lateral stroke cylinder.
3 Remove the mounting screws and remove
the cylinder.
4 Lubricate the piston with brake grease, part
number 319 308.
5 Fit the new cylinder.
6 Fit the air hoses.
7 Switch on the power supply and check the
gear changing movements using the test
program (test stage "GEARENGA").

Mechanical work
Compressed air
connectors
V23
V22
V20
Location V24 V21
• The figure on the right shows to which
solenoid valves the various compressed air
connectors belong.
• The figure applies to standard versions of
the vehicle.
• The longitudinal stroke cylinder can be V62
turned; this is sometimes required to obtain V77
sufficient clearance to a hydraulic pump for
example.
In this case the V23 and V24 compressed air
lines must be switched. This means that the
longitudinal stroke cylinder will operate the
right way round when it has been turned. V63
100859
V78

Exploded views
Exploded views
This Chapter contains exploded view drawings

of the most important Opticruise components
located on the gearbox. The part numbers are
contained in our parts catalogues.
The figure below shows the relative location of
the Opticruise solenoid valves.
V23 V22 V24 V20 V21
100860
V63 V78 V62 V77 PTO
Location of the solenoid valves on the gearbox. The two PTO solenoid valves are for the
power take-offs.

Exploded views
Longitudinal stroke cylinder
Pos. Qty Designation

1 1 Gasket
2 4 Bolt
3 1 Housing
4 1 End plate
5 1 Gasket
6 5 Bolt
7 2 Spring pin
8 2 Plug
9 2 Gasket
10 1 Piston rod
11 1 Rack
12 2 Wire ring
13 2 Wire ring
14 1 Piston rod
15 2 Washer
16 2 Piston
17 4 Wire ring
18 1 Bearing sleeve
19 1 V-ring
20 2 Bearing
21 1 O-ring
22 2 Piston
23 2 O-ring
24 2 Washer
25 2 Circlip
26 2 Sealing ring
27 1 O-ring
28 1 Cylinder head
29 3 Bolt

Exploded views
100918
Longitudinal stroke cylinder components. The part numbers are contained in our parts catalogues.
Remember to switch the compressed air connectors if you turn the cylinder to save space.

Exploded views
Gear selector housing with lateral stroke cylinder

1 4 Bushing
2 1 Circlip
3 1 Disc filter for ventilation
4 1 O-ring
5 1 Sensor housing, assembly
6 1 Magnet housing
7 1 O-ring
8 2 Spring pin
9 4 Bolt
10 4 Bolt
11 1 Gear selector shaft
12 1 Magnet holder
13 1 Bolt
14 3 Bolt
15 1 Lever
16 2 Bolt
17 2 Key
18 2 Spacer
19 1 Coulisse
20 2 Cap
21 4 Bolt
22 2 Snap ring
23 2 Washer
24 1 Spring
25 1 Intermediate piece
26 1 O-ring
27 1 Circlip
28 1 V-ring
29 1 Lever
30 1 Cylinder
31 1 Piston
32 1 Intermediate piece
33 1 V-ring
34 1 O-ring
35 1 O-ring
36 1 O-ring
37 1 O-ring
38 2 Bolt
39 2 Plug
40 2 Gasket
41 1 Housing
42 1 Bolt
43 1 Washer

Exploded views
Gear selector housing and lateral stroke cylinder components. The part numbers are contained in our
parts catalogues.

Exploded views
Compressed air components in the gearbox.

1 1 Bracket
2 2 Bracketa
3 3 Holder
4 2 Nut
5 2 Bolt
6 2 Bolt
7 2 Nut
8 11 Strap
9 22 Bolt
10 22 Washer
11 7 Bolt
12 7 Nut
13 14 Cone
14 9 Solenoid valveb
15 7 O-ring
16 2 Union
17 10 Elbow union
18 5 Elbow union
19 4 Union
20 1 Clamp
21 1 Bolt
22 4 Bracket
23 2 T-union
VAE Goods by the Plastic tube
metre
VAJ -"- Plastic tube
VAF -"- Plastic tube
VSR -"- Plastic tube
VSS -"- Plastic tube
XBN -"- Plastic tube
VRH -"- Plastic tube
VRL -"- Plastic tube
VCH -"- Plastic tube
VCL -"- Plastic tube
VSH -"- Plastic tube
VSL -"- Plastic tube
A Required Union nut
quantity
Ferrule
Insert sleeve
a. The figure shows an early version.
b. See the start of the Section Exploded View Drawings for their relative locations.

Exploded views
Compressed air components on the gearbox. The part numbers are contained in our parts catalogues.

Fault codes
Fault codes Faults that do not generate

fault codes
The following faults do not generate fault
Overview codes that we know of at the time of going to
press.
• Fuse 5 blown (15 supply).
General
• Open-circuit in the diagnostics switch
The control unit acts fast and accurately, circuit.
according to particular instructions. It has no
imagination and no judgement. When it detects • Open-circuit in the floor switch circuit.
a fault, or anything it interprets as abnormal, it
• Open-circuit or continuous signal from
reacts immediately and generates fault codes.
program selector (Normal/Hill).
The warning system is capable of generating
about 70 different fault codes. • Open-circuit in exhaust brake control unit
Despite the advanced software, a fault may circuit. Fault code 14 may sometimes be
arise which the control unit is unable to generated, but not always.
distinguish from normal operation. If this is the • Open circuit in gear indicator circuit.
case, no fault code will be generated. There is
always a limit to the extent of a monitoring • Blown bulb in the gear indicator.
system. The above applies to all types of
control units.
Limitations
It is not only genuine faults that generate fault
codes. It is sufficient for someone to have
disconnected a cable while the power was
switched on. This is quite a common
occurrence. The control unit will then interpret
it as a fault.
In cases of loose connections the fault may no
longer be present; but the fault code is stored in
the control unit memory until it is cleared. It is
then possible to see in which circuit the fault
occurred and look for the cause there, even if
there is currently no fault.

Fault codes
Clarifications
Some new concepts are used in the fault code
list or in the wiring diagram in Group 16. These A control unit does more or less the same thing
concepts are explained on this page. with the data which comes through a CAN
lead. For example, it listens for information
EEPROM: Abbreviation for "Electrically from the EDC about engine coolant
Erasable Read-Only Memory". The memory temperature, receiving this value and using it in
remains even if the power is interrupted by the calculations.
starter lock. The memory can be erased and
updated during servicing, using a PC and the The control unit receives several CAN signals,
Scania Programmer program. which are sent through the communications
circuit, in a special memory. This memory may
This memory contains the control unit be compared to a number of radio receivers that
configuration, programmed starting gear, any are all on but set to different radio stations to
fault codes, etc. listen to several radio programmes
simultaneously. In this way, the control unit
FLASH memory: This memory contains the continuously senses what is happening.
basic software for the control module. The
content remains even if the power is interrupted This is nothing that the mechanic need worry
by the starter lock. The basic software can be about. The only thing to remember is that it is
changed during service using a PC connected not possible to check individual CAN signals
to the diagnostic socket. using a multimeter. But this is not required
either, as we have accurate fault codes.
RAM: Abbreviation for "Random Access
Memory". This memory is erased each time the
power is cut with the starter lock, or if the
powers supply is cut for any other reason.
This memory stores and processes all data from
the control unit, e.g. from sensors, controls and
associated systems (EDC, ABS and retarder).
CAN: Abbreviation for "Controller Area
Network". CAN communication is used to
reduce the number of cables in the vehicle.
This is intended to increase reliability.
Vehicles with Opticruise have a
communications circuit which consists of two
cables, called CAN high (pin A38) and CAN
low (pin 20).
In simple terms it can be said that CAN
communication is similar to radio technology.
The data signals which pass through a CAN
cable can be compared to radio waves in the air.
When listening to the radio, the receiver is set
so that one radio station is heard at one time.
Only one station is heard, even though many
other radio stations are transmitting
simultaneously.

Fault codes
List of fault codes Fault code 2
Fault
Fault code 1
Fault in an integral control unit memory.
Fault
Cause
Fault in an integral control unit memory.
A control calculation of the contents of the
EEPROM memory did not produce the result
Cause expected by the control unit.
A control calculation of the contents of the
FLASH memory did not produce the result Remarks
expected by the control unit.
The EEPROM memory contains the control
unit's configuration. The configuration
Remarks determines which parts of the basic program
will be used for the relevant vehicle. When the
The FLASH memory as such contains the
control unit checks that the EEPROM memory
control unit's basic program. When the control
is working correctly, it does so as follows. All
unit checks that the FLASH memory is
the values that are important to configuration
working correctly, it does so as follows. All the
are added together to a single sum. The sum is
memory address are added to one sum. The
then used in control calculation which must
sum is then used in control calculation which
lead to a correct answer. If it does not, this fault
must lead to a correct answer. If it does not, this
code will be generated.
fault code will be generated.
Action
Action
Provide the control unit with the correct
Renew the control unit.
configuration using a PC. Change the control
unit if this does not help.

Fault codes
Fault code 3 Fault code 4
Fault Fault
Fault in an integral control unit memory. Open circuit or shorting in the UX supply
circuit.
Cause
Cause
The control unit's test of the RAM showed that
one of the memory cells is malfunctioning. The control unit has noticed that current
consumption on control unit pin 36 (the "UX
supply", +24 V) is either too low or too high.
Remarks
The RAM as such is the control unit's real Remarks
working memory. This is where the control unit
performs all its calculations. The sensors, controls and display are supplied
with voltage ("UX supply") from pin 36 of the
When the control unit checks that the RAM is control unit. The control unit can detect an
working properly, the following happens. open circuit and shorting via UX supply, since
Firstly, the control unit writes certain values current consumption will be abnormal. It is
into the RAM and then reads these same values precisely this abnormal current consumption
to check that they have not become confused. If on pin 36 which leads to the generation of fault
the control unit interprets any value as a code 4.
deviation, the fault code is generated.
Open circuit: The circuit consumes no current.
Short circuit: The circuit consumes high
Action current.
Renew the control unit. For the fault code to be regenerated, power
consumption must suddenly change, for
example due to a loose connection. If the fault
remains, the fault code is regenerated each time
the control unit attempts to activate the UX
supply.
High current in the UX circuit can be caused by
such things as short circuits in the sensors.
Action
Check the UX circuit, its wiring and
components.

Fault codes
Fault Fault
Power supply fault inside the control unit. Monitoring function fault inside the control
unit.
Cause
Cause
The control unit was unable to confirm its own
internal U15 supply when the driver turned on The integral watchdog relay does not operate
the ignition with the starter lock. when the control unit starts working or else the
relay in question was already operated when
the driver turned on the starter voltage (which it
Remarks should not have been).
The control unit started operating when the
power was switched on, even though the U15 Remarks
supply could not be confirmed in the control
circuit which monitors this. A disturbance in one of its integral safety
functions was detected by the control unit.
When this fault arises, it is not possible for the Every such disturbance causes the watchdog
EEPROM to store new information. This relay to initiate an alarm so that fault code 7 is
means that the control unit "forgets" any generated.
newly-programmed starting gear, and any
newly-generated fault codes. The number of If the watchdog relay does not activate, power
faults is displayed as 1, even if there are supply is lost to all control unit outputs. Not
several. It is possible to drive the vehicle, but it even the starter gear can be engaged, making
should be repaired as soon as possible as the vehicle unusable.
certain safety features may be jeopardised.
Action
Action

Fault codes
Fault Fault
Engine speed could not be adapted to the The EDC indicates an actual torque which does
correct rpm at the gear-changing moment. not coincide with that requested.
Cause Cause
The control unit has received a message from When the Opticruise control unit requested a
EDC via the communication circuit (pins 20 definite torque via the communication circuit
and 38) indicating an incorrect response from (pins 20 and 38), the EDC answered with a
the engine. The exhaust brake may have been confirmation message which the Opticruise
applied during a gear change despite this not considered was an indication of implausible
being requested by the Opticruise. values.
Remarks Remarks
The requested torque exceeds the permissible The torque requested by Opticruise is
value for engine-controlled gear changes when converted in this way into an actual control rod
the gearbox is in the confirmed neutral position in the injection pump. The Opticruise
position. This might happen if a gear is control unit continuously checks that every
engaged when the control unit does not expect such confirmation message from the EDC
it. In that case, the cause could be a broken gear coincides with the expected result. If this fault
selector pin in the gearbox. If this fault occurs, occurs, the driver will have to use the clutch for
the driver will have to use the clutch for every every gear change. The text CLU_MODE
gear change. The text CLU_MODE appears in appears in the display.
the display.
Action
Action
Check whether the EDC control unit has
First check the sensor signals for gear positions generated any fault codes. Check that the EDC
and then the gearbox itself. control unit has the correct part number. Check
the connectors and wiring. Finally, check the
position of the control rod in the injection
pump.

Fault codes
Fault Fault
No signals or implausible signals from the Implausible signals from the clutch switches.
driving mode selector.
Cause
Cause
The control unit has detected that a signal was
The control unit has received signals on at least received on pin 8 and a signal was absent on
two of pins 10, 11, 28, 29, 47 and 48 pin 45.
simultaneously or else the signal from the
driving mode selector is absent altogether. The
signals in question are given with UX voltage Remarks
(+24 V). The lower clutch pedal switch was closed
although the upper clutch pedal switch was not
Remarks closed. This should not be possible while the
vehicle is being driven.
The signals are implausible because the driving
mode selector can only be in one position at a When these switches are activated, they are
time. closed to system ground (0V).
If this fault occurs, the control unit will not The gearbox cannot change gear automatically
"obey" the driving mode selector. Either the if this fault arises. The vehicle can, however, be
signal is absent altogether or else the control operated using the LIMPHOME emergency
unit has received conflicting signals as in one gear changing program.
of the following combinations:
Changing gear up and down position at the Action
same time (pins 10 and 28). Check both clutch pedal switches, the
Reverse and automatic position at the same connectors and wiring.
time (pins 48 and 29).
Reverse and manual position at the same time
(pins 48 and 47).
Neutral and manual position at the same time
(pins 11 and 47).
Action
Check the driving mode selector, the
connectors and wiring. Use the wiring diagram
and multimeter to check the driving mode
selector.

Fault codes
Fault Fault
Continuous signal from the lower clutch pedal Continuous signal from the upper clutch pedal
switch. switch.
Cause Cause
The control unit has detected that the signal The control unit has detected that the signal
remained on pin 8 for too long. remained on pin 45 for too long.
Remarks Remarks
The clutch pedal switch cannot remain closed The clutch pedal switch cannot be closed for as
for as long as this during normal driving. long as this during normal driving unless the
driver habitually rests his foot on the clutch
When the switch is activated, it closes to pedal.
system ground (0V).
When the switch is activated, it closes to
The gearbox cannot change gear automatically system ground (0V).
if this fault arises. The vehicle can, however, be
operated using the LIMPHOME emergency The gearbox cannot carry out engine-
gear changing program. controlled gear changing in manual position if
this fault arises.
Action
Action
Check the lower clutch pedal switch, the
connectors and wiring. Check the upper clutch pedal switch, the
connectors and wiring.

Fault codes
Fault Fault
Continuous signal from the floor switch for the Continuous signal from the diagnostics switch.
engine brake range.
Cause
Cause
The control unit has detected that the signal
The control unit has detected that the signal remained on pin 30 for too long.
remained on pin 27 for too long.
Remarks
Remarks
The diagnostics switch cannot remain
The floor switch cannot be closed for as long as depressed for as long as this during normal
this during normal driving. usage.
When this switch is activated, it is closed to When this switch is activated, it is closed to
+24V. Note that the signal to pin 27 does not system ground (0V).
always come from the floor switch. The
retarder control unit can also send the same If this fault arises when the driver switches on
signal. the power, all fault codes that can be shown on
the display will be erased. It may also be
If this fault arises, the control unit is forced to impossible to start the test program.
use the engine brake range.
Action
Action
Check the diagnostics switch, the connectors
Check the floor switch, the connectors and and wiring.
wiring. Look to see whether any fault codes are
stored in the retarder's control unit (if the
vehicle is equipped with a retarder).

Fault codes
Fault Fault
Implausible difference between vehicle speed Poor contact or signal loss, frequency sensor
and tachograph. for vehicle speed.
Cause Cause
The control unit has detected that the difference The control unit has detected that the signals on
in frequency between the signals going to pins pin 31 and/or pin 49 have been excessively
31 and 49 (which jointly form a frequency irregular.
inside the control unit) and the signal going to
pin 32 was too great.
Remarks
Remarks The speed signal from the inductive speed

sensor on the output shaft of the gearbox has
The difference between the signal from the varied more than is permissible. The speed
inductive speed sensor on the output shaft of must exceed a certain limit for the control unit
the gearbox and the tachograph signal from the to register this fault.
instrument cluster was greater than
permissible.
Action
Action Check the speed sensor on the output shaft of

the gearbox, the connectors and wiring.
Check the speed sensor on the output shaft of
the gearbox, the tachograph signal, the

Fault codes
Fault Fault
Open circuit or shorting, frequency sensor for Gear-changing movement forwards on the left-
vehicle speed. hand side requested but not confirmed.
Cause Cause
Too low or too high current consumption No confirmation of longitudinal stroke
outside pin 31 and/or pin 49. forwards (pin 43) on the left-hand side (pin 42)
in spite of several attempts to activate the
solenoid valves which admit the compressed
Remarks air.
The fault may be due to an open circuit in the
wiring or in the sensor itself, or because a lead Remarks
is short-circuited to chassis ground or +24 V.
The control unit does not detect that the sensor The control unit counts its own attempts to
in question is connected. change gear as well as those of the driver.
Action Action
Check the speed sensor on the output shaft of First inspect the air hoses connected to the
the gearbox, the connectors and wiring. solenoid valves and check that the valves are
supplied with air at the correct pressure. Then
check that the confirmation signals from the
hall sensor arrive as intended. Check the
solenoid valves for longitudinal stroke
forwards and lateral stroke left, as well as

Fault codes
Fault Fault
Gear-changing movement rearwards on the Gear-changing movement forwards in centre
left-hand side requested but not confirmed. position requested but not confirmed.
Cause Cause
No confirmation of longitudinal stroke No confirmation of longitudinal stroke
rearwards (pin 6) on the left-hand side (pin 42) forwards (pin 43) in spite of several attempts to
in spite of several attempts to activate the activate the solenoid valve which admits the
solenoid valves which admit the compressed compressed air.
air.
Remarks
Remarks
The control unit counts its own attempts to
The control unit counts its own attempts to change gear as well as those of the driver.
change gear as well as those of the driver.
Action
Action
First inspect the air hoses connected to the
First inspect the air hoses connected to the solenoid valves and check that the valves are
solenoid valves and check that the valves are supplied with air at the correct pressure. Then
supplied with air at the correct pressure. Then check that the confirmation signals from the
check that the confirmation signals from the hall sensor arrive as intended. Check the
hall sensor arrive as intended. Check the solenoid valve for longitudinal stroke forwards,
solenoid valves for longitudinal stroke the connectors and wiring.
rearwards and lateral stroke left, as well as

Fault codes
Fault Fault
Gear-changing movement rearwards in centre Gear-changing movement forwards on the
position requested but not confirmed. right-hand side requested but not confirmed.
Cause Cause
No confirmation of longitudinal stroke No confirmation of longitudinal stroke
rearwards (pin 6) in spite of several attempts to forwards (pin 43) on the right-hand side (pin
activate the solenoid valve which admits the 24) in spite of several attempts to activate the
compressed air. solenoid valves which admit the compressed
air.
Remarks
Remarks
change gear as well as those of the driver. The control unit counts its own attempts to
Action
Action
solenoid valves and check that the valves are First inspect the air hoses connected to the
supplied with air at the correct pressure. Then solenoid valves and check that the valves are
check that the confirmation signals from the supplied with air at the correct pressure. Then
hall sensor arrive as intended. Check the check that the confirmation signals from the
solenoid valve for longitudinal stroke hall sensor arrive as intended. Check the
rearwards, the connectors and wiring. solenoid valves for longitudinal stroke
forwards and lateral stroke right, as well as

Fault codes
Fault Fault
Gear-changing movement rearwards on right- Gear-changing movement to the left requested
hand side requested but not confirmed. but not confirmed.
Cause Cause
No confirmation of longitudinal stroke No confirmation of lateral stroke left (pin 42)
rearwards (pin 6) on the right-hand side (pin in spite of several attempts to activate the
24) in spite of several attempts to activate the solenoid valve which admits the compressed
solenoid valves which admit the compressed air.
air.
Remarks
Remarks
The control unit counts its own attempts to change gear as well as those of the driver.
Action
Action
First inspect the air hoses connected to the solenoid valves and check that the valves are
solenoid valves and check that the valves are supplied with air at the correct pressure. Then
supplied with air at the correct pressure. Then check that the confirmation signals from the
check that the confirmation signals from the hall sensor arrive as intended. Check the
hall sensor arrive as intended. Check the solenoid valve for lateral stroke left, as well as
solenoid valves for longitudinal stroke connectors and wiring.
rearwards and lateral stroke right, as well as

Fault codes
Fault Fault
Gear-changing movement to the right requested Gear-changing movement laterally towards
but not confirmed. centre position requested but not confirmed.
Cause Cause
No confirmation of lateral stroke right (pin 24) The control unit has detected that a
in spite of several attempts to activate the confirmation signal for lateral stroke left
solenoid valve which admits the compressed (pin 42) or lateral stroke right (pin 24) persists.
air.
Remarks
Remarks
When the confirmation signal for neutral
The control unit counts its own attempts to position longitudinally exceeds 10 V and no
change gear as well as those of the driver. solenoid valve is activated, a timer starts and
runs until the confirmation signals for lateral
stroke are no longer present. The fault code is
Action generated if the timer does not stop within a
First inspect the air hoses connected to the predetermined period.
solenoid valves and check that the valves are
supplied with air at the correct pressure. Then Action
hall sensor arrive as intended. Check the First inspect the air hoses connected to the
solenoid valve for lateral stroke right, the solenoid valves and check that the valves are
connectors and wiring. supplied with air at the correct pressure. Then
hall sensor arrive as intended. Check the
venting of the solenoid valves for lateral stroke
left and right, as well as the return springs, the

Fault codes
Fault Fault
Loss of confirmation, forward stroke. Loss of confirmation, rearward stroke.
Cause Cause
The control unit has detected that the The control unit has detected that the
confirmation signal on pin 43 has suddenly confirmation signal on pin 6 has suddenly
disappeared. disappeared.
Remarks Remarks
For the control unit to check whether the signal For the control unit to check whether the signal
was lost, a complete gear-changing sequence was lost, a complete gear-changing sequence
must be performed. Five seconds after the must be performed. Five seconds after the
control unit has received confirmation that the control unit has received confirmation that the
gear change in question was completed, it starts gear change in question was completed, it starts
to detect whether the confirmation signal to detect whether the confirmation signal
continues to arrive as it should. The control unit continues to arrive as it should. The control
checks this until it requests the gearbox to unit checks this until it requests the gearbox to
perform the next gear change. The fault code perform the next gear change. The fault code
will be generated if the gear is thrown out will be generated if the gear is thrown out
mechanically. mechanically.
Action Action
Check the hall sensor, the connectors and Check the hall sensor, the connectors and
wiring. wiring.

Fault codes
Fault Fault
Loss of confirmation, lateral stroke right. Loss of confirmation, lateral stroke left.
Cause Cause
Remarks Remarks
Action Action
wiring. wiring.

Fault codes
Fault Fault
Loss of confirmation, neutral position. No confirmation, neutral position.
Cause Cause
The control unit has detected that the The control unit has not received a
confirmation signal on pin 7 has suddenly confirmation signal on pin 7 confirming that
disappeared. the requested gear-changing movement was
executed.
Remarks
Remarks
For the control unit to check whether the signal
was lost, a complete gear-changing sequence When the solenoid valve for neutral is activated
must be performed. Five seconds after the a timer starts which is stopped when the
control unit has received confirmation that the confirmation signal for neutral position
gear change in question was completed, it starts exceeds 10V. The fault code is generated if the
to detect whether the confirmation signal timer is not stopped within a predetermined
continues to arrive as it should. The control unit time limit.
checks this until it requests the gearbox to
perform the next gear change. The fault code This fault code can only be generated when
will be generated if the gear is thrown out vehicle speed is greater than 5 km/h or when
mechanically. the clutch pedal is fully depressed.
Action Action
Check the hall sensor, the connectors and Check the control cylinders, solenoid valve for
wiring. neutral position, compressed air lines, hall
sensor, the connectors and wiring.

Fault codes
Fault Fault
Continuous signal for confirmation, neutral Implausible confirmation (impossible gear
position. positions).
Cause Cause
The control unit has detected that the Simultaneous confirmation from several gears.
confirmation signal remained on pin 7 for too
long.
Remarks
Remarks The signals are implausible because the hall

sensor and confirmation switch should only be
The confirmation signal must not persist for too capable of confirming one gear-changing
long after the request for longitudinal stroke movement at a time.
forward or longitudinal stroke rearward was
made. The fault code could be generated by a Any of the following confirmations have come
binding gearbox, this may happen in extreme at the same time:
cold conditions.
• Neutral and forward confirmation (pin 7
and pin 43)
Action
• Neutral and backward confirmation (pin 7
Check the control cylinders, solenoid valves, and pin 6)
compressed air lines, hall sensor, the
connectors and wiring. • Forward and backward confirmation
(pin 43 and pin 6)
• Right and left confirmation (pin 24 and
pin 42)
• Low range and high range confirmation
(pin 41 and pin 5)
• Low split and high split confirmation (pin
4 and pin 23).
Action
Check the hall effect sensor, confirmation
switches, connectors and wiring.

Fault codes
Fault Fault
Gear-changing movement towards low range Gear-changing movement towards high range
requested but not confirmed. requested but not confirmed.
Cause Cause
No signal on pin 41. No signal on pin 5.
Remarks Remarks
No confirmation of low range in spite of No confirmation of high range in spite of
several attempts to activate the solenoid valve several attempts to activate the solenoid valve
which admits the compressed air. Every gear- which admits the compressed air. Every gear-
changing attempt must take a certain amount of changing attempt must take a certain amount of
time for it to be counted. time for it to be counted.
Action Action
Check the control cylinders, confirmation Check the control cylinders, confirmation
contact, low-range solenoid valve, compressed switch, high-range solenoid valve, compressed
air lines, the connectors and wiring. air lines, the connectors and wiring.

Fault codes
Fault Fault
Gear-changing movement towards low split Gear-changing movement towards high split
requested but not confirmed. requested but not confirmed.
Cause Cause
No signal on pin 4. No signal on pin 23.
Remarks Remarks
No confirmation of low split in spite of several No confirmation of high split in spite of several
attempts to activate the solenoid valve which attempts to activate the solenoid valve which
admits the compressed air. Every gear- admits the compressed air. Every gear-
changing attempt must take a certain amount of changing attempt must take a certain amount of
time for it to be counted. time for it to be counted.
Action Action
Check the control cylinders, confirmation Check the control cylinders, confirmation
switch, low-split solenoid valve, compressed contact, high-split solenoid valve, compressed
air lines, the connectors and wiring. air lines, the connectors and wiring.

Fault codes
Fault Fault
No confirmation, low range. No confirmation, high range.
Cause Cause
Remarks Remarks
Action Action
Check the confirmation switch, the connectors Check the confirmation switch, the connectors
and wiring. and wiring.

Fault codes
Fault Fault
No confirmation, low split. No confirmation, high split.
Cause Cause
Remarks Remarks
Action Action
Check the confirmation switch, the connectors Check the confirmation switch, the connectors
and wiring. and wiring.

Fault codes
Fault Fault
The solenoid valve for longitudinal stroke The solenoid valve for longitudinal stroke
forwards is supplied with voltage when it rearwards is supplied with voltage when it
should not be. should not be.
Cause Cause
Voltage was supplied to the control unit's Voltage was supplied to the control unit's
output for the solenoid valve for longitudinal output for the solenoid valve for longitudinal
stroke forwards although the control unit has stroke rearwards although the control unit has
not requested it. not requested it.
Remarks Remarks
The fault code will be generated if the control The fault code will be generated if the control
unit's output for the solenoid in question was unit's output for the solenoid in question was
supplied with voltage for the wrong reason, supplied with voltage for the wrong reason,
such as a short to +24 V (e.g. in the wiring). such as a short to +24 V (e.g. in the wiring).
Otherwise, there is a fault in the control unit Otherwise, there is a fault in the control unit
itself. itself.
Action Action
Remove the cable from pin 3 and take a reading Remove the cable from pin 22 and take a
with a multimeter. Then check the connectors reading with a multimeter. Then check the
and wiring. connectors and wiring.

Fault codes
Fault Fault
The solenoid valve for neutral position is The solenoid valve for low range is supplied
supplied with voltage when it should not be. with voltage when it should not be.
Cause Cause
Voltage was supplied to the control unit's The control unit's output to the solenoid valve
output to the solenoid valve for neutral position for low range was supplied with voltage
although the control unit has not requested it. although the control unit has not requested it.
Remarks Remarks
The fault code will be generated if the control The fault code will be generated if the control
unit's output for the solenoid in question was unit's output for the solenoid in question was
supplied with voltage for the wrong reason, supplied with voltage for the wrong reason,
such as a short to +24 V (e.g. in the wiring). such as a short to +24 V (e.g. in the wiring).
Otherwise, there is a fault in the control unit Otherwise, there is a fault in the control unit
itself. itself.
Action Action
Remove the cable from pin 40 and take a Remove the cable from pin 39 and take a
reading with a multimeter. Then check the reading with a multimeter. Then check the
connectors and wiring. connectors and wiring.

Fault codes
Fault Fault
Open circuit or short circuit in the solenoid Open circuit or short circuit in the solenoid
valve circuit for longitudinal stroke forwards. valve circuit for longitudinal stroke rearwards.
Cause Cause
Too low or too high current consumption on Too low or too high current consumption on
control unit pin 3. control unit pin 22.
Remarks Remarks
When the solenoid valve for longitudinal stroke When the solenoid valve for longitudinal stroke
forwards is activated, the control unit can rearwards is activated, the control unit can
detect the following: Open circuit: The circuit detect the following:. Open circuit: The circuit
consumes no current. Short circuit: current in consumes no current. Short circuit: current in
the circuit is too high. the circuit is too high.
For the fault code to be regenerated, power For the fault code to be regenerated, power
consumption must suddenly change, for consumption must suddenly change, for
example due to a loose connection. If the fault example due to a loose connection. If the fault
remains, the fault code is regenerated each time remains, the fault code is regenerated each time
the control unit attempts to activate the relevant the control unit attempts to activate the relevant
solenoid valve. solenoid valve.
High current can be caused by such things as High current can be caused by such things as
short circuited windings in the solenoid valve short circuited windings in the solenoid valve
coil. coil.
Action Action
Check the solenoid valve for longitudinal Check the solenoid valve for longitudinal
stroke forwards, the connectors and wiring. stroke rearwards, the connectors and wiring.

Fault codes
Fault Fault
valve circuit for lateral stroke right. valve circuit for lateral stroke left.
Cause Cause
Remarks Remarks
When the solenoid valve for lateral stroke right When the solenoid valve for lateral stroke left
is activated, the control unit can detect the is activated, the control unit can detect the
following: Open circuit: The circuit consumes following: Open circuit: The circuit consumes
no current. Short circuit: current in the circuit is no current. Short circuit: current in the circuit is
too high. too high.
example due to a loose connection. If there is a example due to a loose connection. If the fault
residual fault the fault code is regenerated each remains, the fault code is regenerated each time
time the control unit tries to reactivate the the control unit attempts to activate the relevant
coil. coil.
Action Action
Check the solenoid valve for lateral stroke Check the solenoid valve for lateral stroke left,
right, the connectors and wiring. the connectors and wiring.

Fault codes
Fault Fault
valve circuit for neutral position. valve circuit for low range.
Cause Cause
Remarks Remarks
When the solenoid valve for neutral position is When the solenoid valve for low range is
activated, the control unit can detect the activated, the control unit can detect the
too high. too high.
coil. coil.
Action Action
Check the solenoid valve for neutral position, Check the solenoid valve for low range, the
the connectors and wiring. connectors and wiring.

Fault codes
Fault Fault
valve circuit for high range. valve circuit for low split.
Cause Cause
Remarks Remarks
When the solenoid valve for high range is When the solenoid valve for low split is
activated, the control unit can detect the activated, the control unit can detect the
too high. too high.
coil. coil.
Action Action
Check the solenoid valve for high range, the Check the solenoid valve for low split, the
connectors and wiring. connectors and wiring.

Fault codes
Fault Fault
Open circuit or short circuit in the solenoid Fault in the control unit power supply.
valve circuit for high split.
Cause
Cause
The control unit has detected that the U30
Too low or too high current consumption on power supply was absent when the driver
control unit pin 18. turned off the voltage with the ignition switch.
Remarks Remarks
When the solenoid valve for high split is The control unit was turned off several times in
activated, the control unit can detect the succession without being able to save its data in
following: Open circuit: The circuit consumes the EEPROM. This may be because the control
no current. Short circuit: current in the circuit is unit was turned off without the U30 supply
too high. being connected to it. It might also be because
the control unit was subjected to severe
For the fault code to be regenerated, power disturbances which caused its integrated safety
consumption must suddenly change, for functions to trip and restart it repeatedly.
example due to a loose connection. If the fault
remains, the fault code is regenerated each time
the control unit attempts to activate the relevant Action
solenoid valve.
Check the fuse for the U30 supply circuit to the
High current can be caused by such things as Opticruise control unit, the connectors and
short circuited windings in the solenoid valve wiring.
coil.
Action
Check the solenoid valve for high split, the

Fault codes
Fault Fault
The EDC cannot give a reliable value for the The EDC cannot give a reliable value for the
position of the throttle pedal. present engine speed.
Cause Cause
The control unit has received a message from The control unit has received a message from
the EDC via the communication circuit (pins the EDC via the communication circuit (pins
20 and 38) indicating that the value from the 20 and 38) indicating that the value from the
throttle pedal sensor's potentiometer is engine speed sensor is implausible.
implausible.
Remarks
Remarks
It is unlikely that the communication circuit is
It is unlikely that the communication circuit is at fault. Otherwise the control unit would have
at fault. Otherwise the control unit would have generated a different fault code (fault code 82
generated a different fault code (fault code 82 or 83).
or 83).
Action
Action
Check if any fault codes are stored in the EDC
Check if any fault codes are stored in the EDC control unit.
control unit.

Fault codes
Fault Fault
The EDC cannot give a reliable value for the The EDC cannot give a reliable value for the
vehicle's present speed. position of the brake pedal.
Cause Cause
The control unit has received a message from The control unit has received a message from
the EDC via the communication circuit (pins the EDC via the communication circuit (pins
20 and 38) indicating that the value from the 20 and 38) indicating that the value from the
engine speed sensor is implausible. brake pedal sensor is implausible.
Remarks Remarks
It is unlikely that the communication circuit is It is unlikely that the communication circuit is
at fault. Otherwise the control unit would have at fault. Otherwise the control unit would have
generated a different fault code (fault code 82 generated a different fault code (fault code 82
or 83). or 83).
Action Action
Check if any fault codes are stored in the EDC Check if any fault codes are stored in the EDC
control unit. control unit.

Fault codes
Fault Fault
The EDC cannot give a reliable value for the Fault in an integral control unit memory.
temperature of the coolant.
Cause
Cause
Cause: The control unit's test of the
The control unit has received a message from communication circuit memory has shown that
the EDC via the communication circuit (pins one of the memory cells is malfunctioning.
20 and 38) indicating that the value from the
temperature sensor is implausible.
Remarks
Remarks The communication circuit memory is used as

a buffer store for information from adjacent
It is unlikely that the communication circuit is systems (such as EDC and ABS). It then sorts
at fault. Otherwise the control unit would have the information before the Opticruise system
generated a different fault code (fault code 82 uses it. The control unit first writes certain
or 83). values into the communication circuit memory
and then reads these same values to check that
they have not been distorted. If the control unit
Action interprets any value as a deviation, the fault
Check if any fault codes are stored in the EDC code is generated.
control unit.
Action

Fault codes
Fault Fault
Fault in communication circuit. No communication signal from the EDC
control unit.
Cause
Cause
The control unit has detected that the signal
level in the communication circuit was faulty. There was an unusually long delay before the
This indicates an open circuit or short circuit expected signal has come from the EDC via the
somewhere outside pins 20 and 38. communication circuit (pins 20 and 38).
Remarks Remarks
When the signal level fault is no longer present, The Opticruise control unit receives messages
communication starts to function normally continuously from the EDC control unit and
again without any other measures being then "understands" that communication is in
necessary. normal working order. If no messages are
received, fault code 83 will be generated.
Action
Action
Check the connectors and wiring. If they are
OK, the fault is inside the control unit. This is Check if any fault codes are stored in the EDC
unlikely, however. control unit. Check the communication circuit

Fault codes
Fault Fault
No communication signal from the ABS Implausible signal from the throttle pedal
control unit. sensor's kick-down switch.
Cause Cause
There was an unusually long delay before the The control unit has detected that the signal
expected signal has come from the ABS via the was present on pin 44 even though the throttle
communication circuit (pins 20 and 38). pedal was not pressed to the floor.
Remarks Remarks
The Opticruise control unit receives messages The kick-down switch is grounded to 0 V. If an
continuously from the ABS control unit and incorrect analogue value is received from the
then "understands" that communication is in throttle pedal sensor, fault code 76 will be
normal working order. If no messages are generated but then the control unit will not be
received, fault code 84 will be generated. able to generate fault code 85.
Action Action
Check if any fault codes are stored in the ABS Check whether any fault codes are stored in the
control unit. Check the communication circuit EDC control unit and whether fault code 76 is
connectors and wiring. stored in the Opticruise control unit. Check the
kick-down switch in the throttle pedal sensor,
the connector and wiring.

Fault codes
Fault Fault
Incorrect gear ratio in the gearbox. Implausible deviation between vehicle speed
and speed signal from the ABS.
Cause
Cause
The ratio between input shaft speed and output
shaft speed does not coincide with the gear that The control unit has detected that there is too
is engaged. great a difference in frequency between the
signals going to pins 31 and 49 (which together
make up a frequency inside the control unit)
Remarks and the signal going to pins 20 and 38.
The input shaft speed is obtained from the
engine speed sensor. This means that the clutch Remarks
must be fully disengaged before any rpm
comparisons can be made. The difference between the signal from the
inductive speed sensor on the output shaft of
This fault code may be generated if the control the gearbox and the speed signal from the ABS
unit has received confirmation that the clutch is control unit is greater than permissible.
released, but that it is still slipping. The fault
code can also be generated if there are incorrect
confirmation signals for gear positions. Action
Check the road speed sensor on the output shaft
Action of the gearbox, the fault codes in the ABS
system, the connectors and wiring.
Check whether any gear position or road speed
sensor fault codes have been stored. Check that
the control unit is correctly configured for the
type of gearbox concerned.

Fault codes
Fault Fault
Implausible deviation between the tachograph The ABS cannot give a reliable value for the
and speed signal from the ABS. vehicle's present speed.
Cause Cause
The control unit has detected that there is too The control unit has received a message from
great a difference in frequency between the the ABS via the communication circuit (pins
signals going to pin 32 and the signal going to 20 and 38) indicating that the value of the road
pins 20 and 38. speed signal is implausible.
Remarks Remarks
The difference between the signal from the It is unlikely that the communication circuit is
tachograph and the speed signal from the ABS at fault. Otherwise the control unit would have
control unit is greater than permissible. generated a different fault code (fault code 82
or 84).
Action
Action
Check the tachograph, the fault codes in the
ABS system, the connectors and wiring. Check if any fault codes are stored in the ABS
control unit.

Fault codes
Fault Fault
Implausible confirmation (impossible gear Implausible confirmation (impossible gear
positions). positions).
Cause Cause
Simultaneous confirmation from several gears. Simultaneous confirmation from several gears.
Remarks Remarks
The signals are implausible because the hall The signals are implausible because the hall
sensor and confirmation switch should only be sensor and confirmation switch should only be
capable of confirming one gear-changing capable of confirming one gear-changing
movement at a time. movement at a time.
The following confirmations arrived at the The following confirmations arrived at the
same time: same time:
Forward and backward confirmation (pin 43 Neutral and forward confirmation (pin 7 and
and pin 6) pin 43)
Action Action
wiring. wiring.

Fault codes
Fault Fault
Cause Cause
Remarks Remarks
movement at a time. movement at a time.
The following confirmations arrived at the The following confirmations arrived at the
same time: same time:
Neutral and backward confirmation (pin 7 and Right and left confirmation (pin 24 and pin 42)
pin 6)
Action
Action
Check the hall sensor, the connectors and
Check the hall sensor, the connectors and wiring.
wiring.

Fault codes
Fault Fault
Cause Cause
Remarks Remarks
movement at a time. movement at a time. The fault code cannot be
generated on gearboxes without split changing.
The following confirmations arrived at the
same time: The following confirmations arrived at the
same time:
Low range and high range confirmation (pin 41
and pin 5) Low split and high split confirmation (pin 4
and pin 23).
Action
Action
Check the confirmation switches, the
connectors and wiring. Check the confirmation switches, the

Fault codes
Fault Fault
Confirmation of low gear from the transfer box No confirmation of low gear from the transfer
even though high gear is engaged (implausible box even though low gear is engaged
signal). (implausible signal).
Cause Cause
The control unit has received a signal on pin The control unit has not received a signal on
46. This indicates that low gear is engaged in pin 46. This indicates that high gear is engaged
the transfer box even though control unit in the transfer box even though control unit
monitoring of the speed shows that high gear is monitoring of the speed shows that low gear is
engaged. engaged.
Remarks Remarks
Opticruise goes into clutch mode. The "O" in Opticruise goes into clutch mode. The "O" in
the second position on the display is changed to the second position on the display is changed to
"C" and "CLU MODE" flashes for 10 seconds. "C" and "CLU MODE" flashes for 10 seconds.
Action Action
Check the low gear sensor on the transfer box Check the low gear sensor on the transfer box
and its connectors and wiring. and its connectors and wiring.


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Function and work description

© Scania CV AB 2007, Sweden

Function description Gear changing........................................................... 8

Electrical system References to the wiring diagram........................... 23

Mechanical work General ................................................................... 44

Exploded views ................................................................................ 51

Fault codes Overview, General .................................................. 58

2 © Scania CV AB 2007, Sweden 05:05-02

When necessary, the exhaust brake is used to

05:05-02 © Scania CV AB 2007, Sweden 3

With Opticruise, the driver can choose between

4 © Scania CV AB 2007, Sweden 05:05-02

In automatic gear selection mode the control

Alongside the drive mode selector with its

05:05-02 © Scania CV AB 2007, Sweden 5

The control unit has a built-in warning system.

1. Limp home means getting to the workshop.

6 © Scania CV AB 2007, Sweden 05:05-02

Controls and operation

The figure above shows the controls used for

05:05-02 © Scania CV AB 2007, Sweden 7

Function description sensors etc. It is not necessary to use the clutch,

8 © Scania CV AB 2007, Sweden 05:05-02

Description of the gear changing

05:05-02 © Scania CV AB 2007, Sweden 9

Engine brake program irrespective of whether the drive mode selector

Programming starting gear

Note: If a vehicle is heavily laden, 1st or 2nd

Sometimes you may want to start in a gear

10 © Scania CV AB 2007, Sweden 05:05-02

EDC cruise control Power take-off

05:05-02 © Scania CV AB 2007, Sweden 11

Control unit configuration

12 © Scania CV AB 2007, Sweden 05:05-02

Voltage supply and fuses

05:05-02 © Scania CV AB 2007, Sweden 13

Interaction with other systems

14 © Scania CV AB 2007, Sweden 05:05-02

05:05-02 © Scania CV AB 2007, Sweden 15

16 © Scania CV AB 2007, Sweden 05:05-02

05:05-02 © Scania CV AB 2007, Sweden 17

Certain minor faults will make the control unit

18 © Scania CV AB 2007, Sweden 05:05-02

Notification of fault codes

Reading fault codes

1 Stop the vehicle and switch off the engine.

05:05-02 © Scania CV AB 2007, Sweden 19

3 The heading "ECU NO" is displayed,

The text window may, for example, appear

20 © Scania CV AB 2007, Sweden 05:05-02

Erasing fault codes

Resetting the warning system is carried out by

The symbols for the various diagnostic switches

Opticruise symbol is shown on the right.

All fault codes are erased when the warning

05:05-02 © Scania CV AB 2007, Sweden 21

References to the wiring

Control unit configuration

05:05-02 © Scania CV AB 2007, Sweden 23

Location of electrical components

Pos. Task Pos. Task

24 © Scania CV AB 2007, Sweden 05:05-02

05:05-02 © Scania CV AB 2007, Sweden 25