P Dmci (D965) : Ower Supply and Earth of Electronic Unit

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POWER SUPPLY AND EARTH OF DMCI ELECTRONIC UNIT (D965)
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B
i400726
6
A Electronic unit connection point
B Description of connection point
C Reading at connection point (Ubat = battery

voltage)
D Measuring unit
E Explanatory notes (if applicable)
F 'X' mark indicates that additional information

is available in 'Technical data'
A B C D E F
B44 Power supply after Ubat VDC Contact on

contact (G426)
https://eportal.daf.com/rap/Rapido/index.aspx?aid=2&cid=RapApp 9.7.2013
Print Page 2 of 2
B57 Earth < VDC Voltage loss

0.5 measurement
with as many
consumers as
possible
switched on.
0.5 measurement
with as many
consumers as
possible
switched on.
0.5 measurement
with as many
consumers as
possible
switched on.
B60 Power supply after Ubat VDC
relay G126
relay G126
relay G126
M027774 - 04/01/2011
This information applies exclusively to the entered chassis number or the selected vehicle series. Please take into account that this
information may change daily. Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the
information provided with respect to vehicles and/or components of another series, with another chassis number and/or of another
date.
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CAN CONNECTIONS OF DMCI ELECTRONIC UNIT (D965)
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B
i400726
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C Reading at connection point (Ubat = battery voltage)
D Measuring unit
F 'X' mark indicates that additional information is available in 'Technical data'
A B C D E F
B27 V-CAN1-H According to ISO 11898
B35 V-CAN1-L According to ISO 11898
B42 V-CAN1 through-connection According to ISO 11898
Print Page 2 of 2
B45 V-CAN2-H According to ISO 11898 X
B46 V-CAN1 through-connection terminating According to ISO 11898 X

resistance
B50 V-CAN1 through-connection According to ISO 11898 X
B53 V-CAN2-L According to ISO 11898 X
B54 V-CAN1 through-connection terminating According to ISO 11898

resistance
V-CAN1 terminating resistance ±120 Ω(1)

V-CAN2 terminating resistance ±120 Ω(2)
(1) Check the resistance by measuring at connection points B46
and B50 of the electronic unit.
(2) Check the resistance by measuring at connection points B45
and B53 of the electronic unit.
M027778 - 21/10/2009
date.
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STATUS SIGNALS OF DMCI ELECTRONIC UNIT (D965)
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i400726
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D Measuring unit
A B C D E F
B51 Service brake (G469) input signal Ubat VDC Brake pedal not operated
0 VDC Brake pedal operated
M027779 - 21/10/2009
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date.
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SENSOR, ACCELERATOR PEDAL (F672)
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i400726
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Specificationweek ≥2007-33
D Measuring unit
A B C D E F
B33 Accelerator pedal sensor (F672) input 0.325 - VDC Idling, accelerator pedal not X
signal 0.500 operated (0%)
0.585 - VDC Idling switch switching point X
0.785 (Approximately 5%)
VDC Full load (85%) X
Print Page 2 of 3
3.000 -
3.400
3.550 - VDC Kick-down (approximately 100%) X
4.265
B34 Power supply, accelerator pedal sensor 5 VDC
(F672)
B37 Earth, accelerator pedal sensor (F672) 0 VDC
B38 Earth, accelerator pedal sensor, idling 0 VDC

switch (F672)
B41 Accelerator pedal sensor input signal, 5 VDC Accelerator pedal not operated X
idling switch (F672)
0 VDC Accelerator pedal operated X
(Approximately 5%)
Potentiometer resistance
A
value (B - C)(1) 1000 Ω ± 40% B
Potentiometer output C
resistance value (A - B)(1) 1500 Ω ± 40% D
Potentiometer output E
resistance value (A - C)(1) 2500 Ω ± 40% F
Resistance value across
idling switch (open
position) ∞
Resistance value across
idling switch (closed
position)(2) 1000 Ω ± 40%
(1) Accelerator pedal not
operated
(2) Accelerator pedal operated
I400438
6
A. Potentiometer signal
B. Earth
C. Supply voltage, potentiometer
D. Earth, idling switch
E. Not in use
F. Idling switch signal
M027775 - 08/06/2010
Print Page 3 of 3
date.
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SENSOR, COOLANT TEMPERATURE (F566)
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62
4
B
i400726
D Measuring unit
A B C D E F
C25 Coolant temperature (F566) input signal 5 VDC Open voltage, with detached X
connector
C26 Earth, coolant temperature sensor 0 VDC
(F566)
Coolant temperature
sensor
Model NTC
i 400440
Resistance in relation to measured temperature(1)
Print Page 2 of 3
Temperature (° Resistance (Ω)

C)
Minimum Maximum
-40 38313 52926
-30 22307 30194
-20 13402 17718
-10 8244 10661
0 5227 6623
10 3390 4217
20 2262 2760
25 1870 2260
30 1553 1866
40 1080 1277
50 771 900
60 555 639
70 408 465
80 304 342
90 230 257
100 178 196
110 136 152
120 106 119
130 84 95
140 67 76
(1) Check the resistance by measuring at the connection points

of the sensor.
M027780 - 21/10/2009
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date.
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SENSOR, BOOST PRESSURE AND INTAKE AIR TEMP. (F649)
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B
i400726
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D Measuring unit
A B C D E F
A27 Earth, intake air boost pressure and 0 VDC

temperature sensor (F649)
A28 Supply voltage, intake air boost 5 VDC Open voltage, with detached
pressure and temperature sensor connector
(F649)
A30 Intake air boost pressure (F649) input 0.5 VDC Intake air pressure 0 bar X
signal
Print Page 2 of 4
4.5 VDC Intake air pressure 4 bar X
A34 Intake air temperature (F649) input 5 VDC Open voltage, with detached X
signal connector
Colour of O-ring green

Type of temperature
sensor NTC
Resistance value See table
i 400441
6
P 4
U
2
T
R
1
i400534
6
1. Earth
2. Temperature sensor output signal
3. Supply voltage, pressure sensor
4. Pressure sensor output signal
Print Page 3 of 4
Temperature (° Resistance (Ω)

C)
Minimum Maximum
-40 38313 52926
-30 22307 30194
-20 13402 17718
-10 8244 10661
0 5227 6623
10 3390 4217
20 2262 2760
25 1870 2260
30 1553 1866
40 1080 1277
50 771 900
60 555 639
70 408 465
80 304 342
90 230 257
100 178 196
110 136 152
120 106 119
130 84 95
140 67 76
(1) Check the resistance by measuring at connection points 1

and 2 of the sensor.
Type of pressure sensor piezo-resistive
Print Page 4 of 4
Pressure sensor output See graph

signal U
(V)
5
1
P
1 2 3 4 (bar)
i400836
6
M027781 - 21/10/2009
date.
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SENSOR, FUEL PRESSURE AND TEMPERATURE (F713)
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B
i400726
D Measuring unit
A B C D E F
A41 Fuel temperature (F713) input signal 5 VDC Open voltage, with detached X
connector
A42 Supply voltage, fuel pressure and 5 VDC Open voltage, with detached
temperature sensor (F713) connector
A45 Fuel pressure (F713) input signal 0.5 VDC Fuel pressure 0 bar X
4.5 VDC Fuel pressure 25 bar X
A46 Earth, fuel pressure and temperature 0 VDC

sensor (F713)
Gasket Copper ring

Type of temperature
sensor NTC
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P 1
U
3
T
R
4
i400791
1 3
4 2
i400792
6
4. Earth
Temperature sensor resistance value(1)
Temperature (° C) Resistance (Ω)
Minimum Maximum
-30 24351 30653.2
-20 13431 16594
-10 7850 9095
0 4488 5372
10 2740 3236
20 1727 2010
30 1120 1291
Print Page 3 of 3
Minimum Maximum
40 746 850
50 510 574
60 355 396
70 253 279
80 185 198
90 134 145
100 100 107
110 75 81
120 57 62
130 44 48

Type of pressure sensor piezo-capacitive
Pressure sensor voltage signal

U
(V)
5
4
3
2
1
P
0 25 (bar)
i401232
M027782 - 21/10/2009
date.
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SENSOR, ENGINE OIL PRESSURE AND TEMPERATURE (F744)
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B
i400726
D Measuring unit
A B C D E F
C29 Engine oil temperature input signal 5 VDC Open voltage, with detached X
(F744) connector
C30 Supply voltage, engine oil pressure and 5 VDC Open voltage, with detached
temperature sensor (F744) connector
C33 Engine oil pressure (F744) input signal 0.5 VDC Engine oil pressure 0 bar X
4.5 VDC Engine oil pressure 25 bar X
C34 Earth, engine oil pressure and 0 VDC

temperature sensor (F744)
Gasket Copper ring

Type of temperature
sensor NTC
Print Page 2 of 3
1 3
4 2
i400792
6
2
P 1
U
3
T
R
4
i400791
6
4. Earth
Minimum Maximum
-30 24351 30653
-20 13431 16594
-10 7850 9095
0 4488 5372
10 2740 3236
20 1727 2010
30 1120 1295
Print Page 3 of 3
Minimum Maximum
40 746 850
50 510 574
60 355 396
70 253 279
80 185 198
90 134 145
100 100 107
110 75 81
120 57 62
130 44 48

Type of pressure sensor piezo-capacitive U

(V)
5
4
3
2
1
P
0 25 (bar)
i401232
M027783 - 21/10/2009
date.
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SENSOR, CRANKSHAFT (F552)
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B
i400726
D Measuring unit
A B C D E F
A49 Crankshaft sensor (F552) input signal - Hz / Frequency depends on engine X

(VAC) speed
A50 Earth, crankshaft sensor (F552) 0 VDC
A60 Crankshaft sensor (F552) shield signal 0 VDC
Type Inductive
Signal version sine-wave alternating voltage
Total number of pulses per crankshaft revolution 54
Number of cylinder detection pulses per crankshaft
revolution 3
Effective voltage when starting approximately 3.5 V(1)
Effective voltage when idling approximately 9.0 V(1)
Effective voltage at 1200 rpm approximately 16.0 V(1)
Resistance value 860Ω ± 10% at 20 °C(2)
(1) Measurements taken with multimeter in 'AC voltage' position
(VAC).
(2) Measured at connection points 1 and 2 of the sensor.
Print Page 2 of 2
a b c
I400732
6
1. Flywheel
a. Area with two holes missing
b. Segment with 18 holes
c. Area with two holes missing
2. Crankshaft sensor signal
M027784 - 21/10/2009
date.
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SENSOR, CRANKSHAFT (F552)
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62
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B
i400726
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D Measuring unit
A B C D E F
A49 Crankshaft sensor (F552) input signal - Hz / Frequency depends on engine X

(VAC) speed
A50 Earth, crankshaft sensor (F552) 0 VDC
A60 Crankshaft sensor (F552) shield signal 0 VDC
Print Page 2 of 2
Type Inductive
Total number of pulses per crankshaft revolution 54
Number of cylinder detection pulses per crankshaft
revolution 3
(1)
Effective voltage when starting approximately 3.5 V
(VAC).
a b c
I400732
6
1. Flywheel
a. Area with two holes missing
b. Segment with 18 holes
c. Area with two holes missing
2. Crankshaft sensor signal
M027784 - 21/10/2009
date.
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SENSOR, CAMSHAFT (F558)
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B
i400726
D Measuring unit
A B C D E F
A53 Camshaft sensor (F558) input signal - Hz / Frequency depends on the speed X
(VAC)
A54 Earth, camshaft sensor (F558) 0 VDC
A61 Camshaft sensor (F558) shield signal 0 VDC
Type Inductive
Total number of pulses for every two crankshaft
revolutions 7
Effective voltage when starting approximately 0.5 V(1)
(VAC).
Print Page 2 of 2
6 2 4 s 1 5 3
a
b
0
I400762
6
a. Pulse wheel
b. Camshaft sensor signal
Channel A: Reference signal

◾ red probe connected to connection point A53
◾ ground lead connected to connection point A54
Conditions:
◾ Engine runs at approximately 550 rpm
The measured signal can slightly differ

from the reference signal
i401528
M027785 - 21/10/2009
date.
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SENSOR, OIL LEVEL (F673)
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62
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B
i400726
D Measuring unit
A B C D E F
B13 Oil level sensor (F673) output and input - VDC Voltage increase or decrease
signals depending on the oil level and the
oil temperature
B14 Earth, oil level sensor (F673) 0 VDC
Supply voltage approximately 24 V

Resistance value (at 20 °
C) 21.9 ± 0.4 Ω(1)
Resistance value (at 140 °
C) 30.9 Ω(1)
(1)During the measurement of the
resistance value the current
must not be higher than
200mA.
E501146
M027786 - 21/10/2009
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date.
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MANUAL GEARBOX SWITCHES (E575, E593)
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62
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B
i400726
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D Measuring unit
A B C D E F
B36 Clutch switch (E575) input signal Ubat VDC Clutch pedal not depressed
0 VDC Clutch pedal fully depressed
B40 Neutral position switch (E593) input Ubat VDC Gearbox in neutral:
signal
0 VDC Gearbox in gear
Print Page 2 of 2
Clutch switch
Model Hall proximity switch
Neutral position switch

Model Normally Open
M027787 - 21/10/2009
date.
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NEUTRAL POSITION SWITCH (E599)
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5
1
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62
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B
i400726
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D Measuring unit
A B C D E F
B40 Neutral position switch (E599) input 0 VDC Gearbox in neutral

signal
Ubat VDC Gearbox in gear
Neutral position switch

Model Normally Closed
Print Page 2 of 2
M027788 - 21/10/2009
date.
Print Page 1 of 2
NEUTRAL GEAR RELAY AGC (R000)
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B
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D Measuring unit
A B C D E F
B40 Neutral position input signal 0 VDC Gearbox in neutral
Ubat VDC Gearbox in gear
M019612 - 22/01/2009
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date.
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EXTRA BULKHEAD LEAD-THROUGH FUNCTIONS
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B
i400726
Specification week ≥2009-25

voltage)
D Measuring unit

A B C D E F
B1 Engine speed - Hz Frequency

output signal depends on
(bulkhead lead- engine speed
through connector (30 pulses per
12C:3) crankshaft
revolution)
B8 Torque limitation 1 Ubat VDC Only active after X
input signal release. Not
(bulkhead lead- programmable
through connector with DAVIE
3C:3)
B11 Torque limitation 2 Ubat VDC Only active after X
input signal release. Not
(bulkhead lead-
Print Page 2 of 2
through connector programmable

3C:6) with DAVIE
Connection point Connection point Torque

B8 B11 limitation
during
engine
speed
control
Ubat 0 Level 1:
1000 Nm
0 Ubat Level 2:
750 Nm
Ubat Ubat Level 3:
500 Nm
M020104 - 11/05/2009
date.
Print Page 1 of 2
RED WARNING
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5
1
C
62
4
B
i400726
6

voltage)
D Measuring unit

A B C D E F
B22 Red warning to Ubat VDC No red warning

VIC (D310/D358)
output signal
Print Page 2 of 2
0 - 5 VDC Red warning

active (always in
combination
with a CAN
message)
M027789 - 21/10/2009
date.
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MOTOR, STARTER (B010)
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45
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9
5
1
C
62
4
B
i400726
6

voltage)
D Measuring unit

A B C D E F
B9 Starter motor 0 VDC Starter motor is

(B010) output active
signal
Print Page 2 of 2
about VDC Engine is

1.5 running
M027790 - 21/10/2009
date.
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GLOW COMPONENTS (B341, G014)
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62
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B
i400726
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D Measuring unit
A B C D E F
C32 Glow relay (G014) output signal 0 VDC Glow relay active
Ubat VDC Glow relay not active
C39 Glow relay active (G014) input signal Ubat VDC Glow relay active
0 VDC Glow relay not active
Print Page 2 of 2
Glow plug relay

Supply voltage Ubat
Resistance value of coil 21 Ω ± 10%
Glow element
Supply voltage Ubat
Rated output 1.9 kW ± 10%
Resistance value 0.25 Ω ± 10%
M027791 - 21/10/2009
date.
Print Page 1 of 2
VALVE, EXHAUST BRAKE (B192)
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9
5
1
C
62
4
B
i400726
6
D Measuring unit
A B C D E F
C28 Exhaust brake valve (B192) output Ubat VDC Exhaust brake valve not active
signal
0 VDC Exhaust brake valve active
Resistance value 56 Ω ± 10%
M027792 - 21/10/2009
Print Page 2 of 2
date.
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SOLENOID VALVE PUMP UNIT (B131, B132, B133, B134, B135, B136)
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45
41
37
33
29
25
21
17
13
9
5
1
C
62
4
B
i400726
D Measuring unit
A B C D E F
A03 Cylinder 1 pump unit (B131) output - VDC See scope example X
signal high
signal low
signal high
signal low
signal high
signal low
signal high
signal low
signal high
Print Page 2 of 2
signal low
signal high
signal low
Pull voltage approximately 50 V

Hold voltage approximately 24 V
U (V)
Solenoid valve resistance
value(1) 60
20 °C 1.6 ± 0.23 Ω 40
120 °C 2.4 ± 0.23 Ω
(1)Check the resistance by 20
measuring at the connection 0
points of the pump unit.
i400845
6
M027793 - 21/10/2009
date.
Print Page 1 of 2
SOLENOID VALVE INJECTOR (B421, B422, B423, B424, B425, B426)
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5
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62
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B
i400726
D Measuring unit
A B C D E F
A01 Cylinder 1 injector (B421) output signal VDC See scope example X
low
high
low
high
low
high
low
high
low
Print Page 2 of 2
high
low
high
Pull voltage approximately 50 V

Hold voltage approximately 24 V
U (V)
Solenoid valve resistance
value(1) 60
20°C 2.2 ± 0.2 Ω 40
85°C 2.6 ± 0.2 Ω
(1)Check the resistance by 20
measuring at the valve 0
connection points to the
correct connection points of
the in-line connectors.
i400846
6
In-line connector
S2
S1 S3
i401761
6
S1 Injector cylinder 1 or 4
M027794 - 23/08/2010
date.
Print Page 1 of 3
CLUTCH, ELECTRONICALLY CONTROLLED, FAN (B335)
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45
41
37
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21
17
13
9
5
1
C
62
4
B
i400726
D Measuring unit
A B C D E F
C16 Fan clutch control output signal - % Earth-controlled duty cycle X
Ubat VDC Contact on
C31 Earth, fan clutch speed sensor 0 VDC
C35 Power supply, fan clutch speed sensor 5 VDC
C36 Fan clutch speed sensor input signal - Hz Square wave signal X
Type of speed sensor Hall

Speed sensor output
signal Square wave signal 5 V
Frequency at 1000 rpm
fan speed 100 Hz
Pulses per fan revolution 6
Print Page 2 of 3
U (V)
6
4
2
0
i400848
Fan clutch control Earth-controlled duty cycle

(0 - 100%)
Duty cycle voltage level 24 V
Frequency of duty cycle
signal 2 Hz
Duty cycle high(1) Decreasing fan speed
Duty cycle low(1) Increasing fan speed
(1)Measured with positive probe
on pin C16 and negative probe
on pin B58
Channel A: Reference signal, decreasing fan speed

◾ red probe connected to connection point C16
◾ ground lead connected to connection point B58
Channel B:
◾ grey probe connected to connection point C36
Conditions:
◾ Coolant temperature <90°C i401643
◾ Channel A set on: ground duty cycle 6

Channel A: Reference signal, increasing fan speed

◾ red probe connected to connection point C16
Channel B:
◾ grey probe connected to connection point C36
Conditions:
Print Page 3 of 3
◾ Coolant temperature >97°C

◾ Channel A set on: ground duty cycle

i401644
6
5
i 400456
6
1. Fan speed sensor output signal
2. Earth, fan speed sensor
3. Fan clutch control signal
4. Fan clutch supply voltage 24V
5. Fan speed sensor supply voltage 5V
M027795 - 21/10/2009
date.
Print Page 1 of 1
INTRODUCTION
The design, functions and controls of the 'DMCI' engine management system are described in this system
manual.
'DMCI' is short for DAF Multi Controlled Injection. An electronically controlled pump unit and an
electronically controlled injector control fuel injection.
The pump unit is responsible for fuel supply to the injector. The injector determines the injection timing. The
pump unit together with the injector determine the fuel quantity.
The DMCI electronic unit requires various sensors to control these two components correctly to determine
the injection timing and the correct quantity of fuel to be injected.
M027796 - 21/10/2009
date.
Print Page 1 of 3
ELECTRICAL SYSTEM
The electronic unit is the central control device of the DMCI engine management system. The functions can
be split into engine functions and vehicle functions.
Functions may be optional or may depend on the vehicle configuration.
Engine functions:
◾ system status
◾ CAN controls
◾ pre-glowing and after-glowing
◾ control of fuel supply
◾ cylinder detection and synchronisation
◾ fuel injection when starting
◾ injection timing control
◾ idling control
◾ smoke limitation
◾ full-load limiting and engine protection functions
◾ engine brake control
◾ starter inhibit
Vehicle functions:
◾ cruise control
◾ vehicle speed limiting prescribed by law
◾ variable vehicle speed limiting
◾ vehicle speed limiting for special applications
◾ engine speed control
◾ CAN controls
Print Page 2 of 3
G469 F673
F649 F713 F558
E593/ F744
E575 F672 E599 F566 F552
D965
B010 B421/ B131/

B192 B422/ B132/
B423/ B133/
CAN B424/ B134/
VIC
network B425/ B135/
D310/ D899 G014 B426/ B136/
D358
i401155-2
6
The DMCI electronic unit uses different input and output signals to control engine and vehicle functions.
Input signals
The most important input signals are:
◾ clutch proximity switch (E575)
◾ service brake (G469)
◾ accelerator pedal sensor (F672)
◾ neutral position switch (E593/E599/R000)
◾ oil level sensor (F673)
◾ coolant temperature sensor (F566)
◾ air intake boost pressure and temperature sensor (F649)
◾ engine oil pressure and temperature sensor (F744)
◾ fuel pressure and temperature sensor (F713)
◾ crankshaft sensor (F552)
◾ camshaft sensor (F558)
◾ glow relay (G014)
Output signals
After processing of the input signals, output signals control the following components:
Print Page 3 of 3
◾ red warning VIC (D310/D358)

◾ yellow warning (via CAN network to VIC)
◾ MIL indicator (via CAN network to VIC)
◾ starter motor (B010)
◾ exhaust brake valve (B192)
◾ glow relay (G014)
◾ pump units (B131 to B136)
◾ injectors (B421 to B426)
The DMCI communicates with the various other electronic systems in the vehicle via the CAN network.
DAVIE is used to diagnose faults on the DMCI.
M020105 - 08/07/2009
date.
Print Page 1 of 5
SYSTEM DESCRIPTION OF FUEL SYSTEM
Fuel system
7 7 7 7 7 7
B 4
b
c
6 6 6 6 6 6 a
5
c
M M M M M M a
P T
U R b
9
c
2b 2a d
b a 3
10
M
1 a
i401219-2
6
A Pump unit housing
B Cylinder head
1 Fuel tank
1a Fuel-tank coarse filter
2a Shut-off valve, supply
2b Shut-off valve, return
3 Fuel pump
3a Lift pump
3b Primer pump
3c Circulation valve
3d Pressure relief valve
4 Fuel filter
4a Filter cartridge
4b Bleed orifice
4c Non-return valve
5 Fuel pressure control valve
5a Pressure control flap
5b Orifice for bleeding and idling speed
5c Fuel pressure measuring point
6 Pump units
7 Injectors
9 Fuel pressure and temperature sensor
10 Fuel prefilter/water separator (option; depending on vehicle configuration)
The fuel lift pump (3a) draws fuel out of the fuel tank (1) via a shut-off valve (2a) in the supply pipe. The fuel
goes through the primer pump (3b) to the fuel pump (3). The fuel lift pump (3a) pumps the fuel via the fuel
filter (4) to the fuel gallery in the pump unit housing (A). The pressure control flap (5a) in the fuel pressure
control valve (5) controls the pressure in the fuel gallery. The flap (5a) opens at a specific pressure and the
fuel is led back to the intake side of the fuel pump (3).
A calibrated opening (5b) in the fuel pressure control valve (5) makes sure that the fuel system is cooled by
means of fuel flow-back, at low engine speeds and in situations where fuel is not injected. This calibrated
opening (5b) also ensures that pressure in the fuel gallery is stable at low speeds and therefore that pump
pressures are low.
There is a test connection (5c) on the fuel pressure control valve (5) for measuring the fuel gallery pressure.
The fuel flows to the pump units (6) from the fuel gallery. If the solenoid valve in the pump unit is not
activated, the pump unit pumps the fuel back into the fuel gallery. If the solenoid valve in the pump unit is
activated, the fuel is pumped at high pressure to the injectors (7) via the fuel injection pipes.
If the solenoid valve in the injector is activated, an injection takes place.
Print Page 2 of 5
The lubricating and leak-off fuel from the pump unit plunger is discharged to the return gallery in the pump
unit housing via a bore. The return and leak-off fuel from the injectors flows back to the return via a fuel
return pipe with non-return valve (4c).
The return fuel flows back to the tank via a shut-off valve (2b).
The shut-off valves (2a and 2b) are opened when the fuel pipes are connected. When the fuel pipes
between engine and chassis are disconnected, the valves close the opening to the cylinder block.
Fuel filter
A coarse filter (1a) in the fuel tank (1) prevents that any larger impurities from the bottom of the fuel tank get
into the fuel lift pump. From the fuel lift pump, fuel is pumped to the fuel gallery through the fuel fine filter (4).
The fuel filter is self-bleeding. There is an orifice (4b) at the highest point in the fuel fine filter (4)
through which air in the system is discharged to the fuel tank.
Basic function of injection

The pump unit and injector work in tandem to bring
about fuel injection. A complete fuel injection cycle is
described in the following steps.
Filling
7 2 a
b
4 c
1
a d
P
3
b e
6
5
X
Y
i400795-2
Filling
The fuel lift pump (3) draws fuel out of the tank (5) via
the inlet pipe (6) and pumps it to the pump unit (1).
The pump unit has not been activated and the pump
unit valve (1a) is open. The space above the pump
unit plunger (1b) is filled. Because the camshaft
moves the pump unit plunger up, the fuel can now
flow back to the supply side. Pressure has not yet
built up in the fuel injection pipe.
Pressure increase
Print Page 3 of 5
7 2 a
b
4 c
1
a d
P
3
b e
6
5
X
Y
i400796-2
Pressure increase
When the pump unit (1) is activated, the pump unit
valve (1a) shuts off the fuel supply. The pump unit
plunger (1b) continues to move up, but now pressure
builds up because the fuel can no longer flow back to
the supply side. The fuel is now pumped to the
injector (2). The chamber above the injector plunger
(2d) now fills slowly via the orifice (2c). Because the
injector valve (2a) has not been activated, the fuel
cannot flow out to the return (7). The fuel pressure
and the spring above the injector plunger (2d) make
sure that the injector needle (2e) cannot be lifted.
Curve 'x' indicates the fuel pressure in the injector.
Curve 'y' indicates the movement of the injector
needle.
The fuel pressure (x) now increases. The injector
needle has not yet lifted (y).
Start of injection
7 2 a
b
4 c
1
a d
P
3
b e
6
5
X
Y
i400797-2
Start of injection
When the injector (2) is also activated, the injector
valve (2a) releases the path to the return (7). The
pressure above the injector plunger (2d) is now slowly
released via an orifice (2b). Now the pressure under
the injector needle (2e) can lift the injector needle.
Fuel is now injected.
Print Page 4 of 5
The fuel pressure (x) now experiences a small dip

because fuel is injected, but the pressure immediately
rises again. The needle is now lifted (y).
Pressure reduction
7 2 a
b
4 c
1
a d
P
3
b e
6
5
X
Y
i400798-2
Pressure reduction
To make sure that the injector needle (2e) closes
quickly enough, the fuel pressure in the injector is first
reduced. The pump unit (1) is no longer activated
and, as a result, the pump unit valve (1a) re-opens
the supply and the pressure in the fuel injection pipe
drops. Injection still continues.
The fuel pressure (x) now decreases. The injector
needle is still lifted to its maximum extent (y).
End of injection
7 2 a
b
4 c
1
a d
P
3
b e
6
5
X
Y
i400799-2
End of injection
The injector valve (2a) is now no longer energised. In
the meantime the fuel pressure in the injector has
decreased and the spring above the injector plunger
(2d) closes the injector needle (2e).
The fuel pressure (x) now decreases even further.
The injector needle is about to close (y).
Print Page 5 of 5
Closed
7 2 a
b
4 c
1
a d
P
3
b e
6
5
X
Y
i400800-2
Closed
The fuel pressure has now dropped as much as
possible and the injector needle (2e) is pushed down
by the spring above the plunger (d).
The fuel pressure (x) is now at its minimum level. The
injector needle has closed (y).
M020886 - 28/08/2008
date.
Print Page 1 of 1
DMCI ELECTRONIC UNIT (D965)

The electronic unit is mounted on the cylinder block
with rubber insulating bushes (3). The electronic unit
has three 62-pin connectors. Input signals from
various sensors are continuously processed and 4
compared with data stored in various maps (tables) in
the electronic unit.
Actuators are energised on the basis of the signals
received and the maps. 1
An earth cable (2) connects the housing (1) of the 5
electronic unit directly to the engine block. This earth
connection is required for the internal components 3
that protect against external radio waves.
The electronic unit incorporates an atmospheric
pressure sensor and a temperature sensor. The
2
i400785
housing of the electronic unit contains an air vent (4) 6
for the atmospheric pressure sensor.
An identification sticker (5) is attached to the
electronic unit.
Effect of atmospheric pressure on the system:

◾ the quantity of fuel injected when driving at high altitudes (low air pressure).
If atmospheric pressure is low (in mountainous areas), the air is thinner. When the air is thinner, density is
lower. The electronic unit uses this information to control the turbocharger pressure and adjust the quantity
of fuel to be injected.
Effect of the internal temperature sensor on the system:

◾ none.
The internal temperature sensor measures the temperature of the electronic unit. If the temperature
becomes too high, a fault code is stored. The system does not take any further action on the basis of this
information.
Calibration
The performance of pump units and injectors may differ slightly from one another as a result of small
production tolerances. These small production differences are compensated for during production with
calibration to optimise the engine output, exhaust gas emissions and handling characteristics. A calibration
code is used to program the pump units and injectors into the electronic unit individually. The electronic unit
modifies control of the pump units and injectors on the basis of these calibration codes.
M027797 - 21/10/2009
date.
Print Page 1 of 2
SENSOR, ACCELERATOR PEDAL (F672)

The accelerator pedal sensor (F672) is mounted on
the accelerator pedal. The sensor (2) consists of a
D965
potentiometer and a switch.
Potentiometer B34 B33 B37 B38 B41
4677
4679
4678
4166
4680
The output signal (B33) from the potentiometer is a
voltage that has a fixed relation to the position of the
accelerator pedal. Therefore the driver determines the
output of the accelerator pedal. The potentiometer
signal is the basis for determining the quantity of fuel
to be injected. The potentiometer has a supply
C A B D F
voltage (B34) and earth (B37) via the electronic unit.
Idling switch
Parallel to the potentiometer, the idling switch is also
operated by depressing the accelerator pedal. The
idling switch is open in the no-load position and is F672
closed when the accelerator pedal is operated. The
switch is required for the emergency function, when
the potentiometer signal is absent. This emergency
function allows the vehicle to be driven to a safe place
or a workshop if there is no potentiometer signal. One
side of the switch is connected to earth (B38) via the 2
electronic unit. The positive side (B41) is connected
to earth with the switch.
Kick-down switch
The kick-down switch (1) under the accelerator pedal
only acts to form a mechanical resistance when the
accelerator pedal is depressed. The electronic unit
detects the kick-down status because the value of the
output signal from the potentiometer is higher than at
full load. The kick-down switch is for instance used to
disengage temporarily variable vehicle speed limiting
so that an automatic or automated gearbox can shift
down (to accelerate). 1
i400694
Effect of potentiometer output signal on the 6

system: 1 Kick-down switch
◾ the basis for determining the quantity of fuel to 2 Accelerator pedal sensor
be injected;
◾ engine brake disengaging and engaging
conditions;
◾ disengaging conditions for Downhill Speed
Control;
◾ CAN message on accelerator pedal position, via
V-CAN1 (AS Tronic, AGC-A) and V-CAN2
(EBS-2, VIC, body builder module);
◾ CAN message on kick-down position active, via
V-CAN1 (AS Tronic, AGC-A).
Effect of idling switch output signal on the

system:
Print Page 2 of 2
◾ emergency function if the potentiometer does not

work;
◾ engine brake disengaging and engaging
conditions;
◾ disengaging conditions for Downhill Speed
Control;
◾ CAN message on idling switch active, via
V-CAN1 (AS Tronic) and V-CAN2 (VIC, ZF
intarder, EBS-2, DIP-4, body builder module).
M027777 - 21/10/2009
date.
Print Page 1 of 1
SENSOR, COOLANT TEMPERATURE (F566)

The coolant temperature sensor emits a signal that
indicates the temperature of the coolant and,
therefore, indirectly the engine temperature. The
sensor used is of the NTC (Negative Temperature
Coefficient) type. The higher the temperature, the
lower the resistance of the sensor.
Effect of output signal on the system:

◾ calculation of glowing time; i 400440
6
◾ calculation of the quantity of fuel to be injected
and the injection timing;
◾ limiting of engine torque when the temperature is
too high;
◾ CAN message on engine temperature, via
V-CAN2 to VIC, for display on the instrument
panel;
◾ limitation of the maximum engine speed when
the engine is cold.
M021671 - 08/07/2009
date.
Print Page 1 of 2
INTAKE AIR BOOST PRESSURE AND TEMPERATURE SENSOR (F649)

This is a combined sensor that measures the air
pressure in the inlet manifold and the temperature of
this air. The electronic unit uses this data to calculate
the quantity of air drawn in. The quantity of intake air
must be known to calculate the quantity of injected
fuel to prevent smoke. The charge pressure is also
directly related to the turbocharger pressure control.
The waste gate valve is actuated depending on this
signal.
i 400441
6
The charge temperature sensor (3) used is of the 1 2

NTC (Negative Temperature Coefficient) type. The
higher the temperature, the lower the resistance of
the sensor. The charge pressure sensor (1) is a
piezo-resistive sensor. The intake air is measured via
an opening (4) in the sensor. The higher the pressure, 6
the higher the voltage signal. An O-ring (5) seals the
sensor in the installation opening in the cylinder head.
5
4
3
i400742
6
1 Intake air pressure sensor, piezo-resistive
2 Electrical connection
3 Intake air temperature sensor, NTC
4 Air inlet opening
5 O-ring
6 Housing
The temperature signal is fed back to the electronic

unit via a connection (2).
A piezo-resistive sensor requires a power supply (3)
and earth (1) to create a linear voltage signal (4).
Print Page 2 of 2
P 4
U
2
T
R
1
i400534
6
Effect of temperature signal on the system:

◾ calculation of glowing time;
◾ correction of the smoke limiting system;
◾ exhaust gas temperature limitation by limiting the maximum quantity of fuel to be injected.
Effect of pressure signal on the system:

◾ calculation for smoke limitation;
◾ protection of turbocharger;
◾ CAN message to VIC for the charge boost pressure display on the main display of the DIP.
M021674 - 20/11/2006
date.
Print Page 1 of 1
SENSOR, FUEL PRESSURE AND TEMPERATURE (F713)

This is a combined sensor that measures the fuel
pressure in the fuel gallery and the temperature of
this fuel. The sensor is located in the middle of the
fuel gallery between the cylinder 3 pump unit and the
cylinder 4 pump unit. In this way, the measured
values for fuel pressure and temperature represent
the whole fuel gallery best.
1 3
The fuel temperature sensor is of the NTC (Negative
Temperature Coefficient) type. The higher the 4 2
temperature, the lower the resistance.
The fuel pressure sensor is a piezo-capacitive sensor. i400792
The higher the pressure, the higher the voltage 6

signal.
2
unit via a connection (3).
A piezo-capacitive sensor requires a power supply (1) P 1
and earth (4) to create a linear voltage signal (2). U
3
T
R
4
i400791

◾ correction of quantity of fuel to be injected;
◾ calculation of glowing time;
◾ limitation of the maximum engine speed when the temperature is too high or too low.

◾ limitation of the maximum engine speed when the pressure is too high or too low.
M027798 - 21/10/2009
date.
Print Page 1 of 1
ENGINE OIL PRESSURE AND TEMPERATURE SENSOR (F744)

This is a combined sensor that measures the engine
oil pressure in the main lubricating oil channel and the
temperature of this oil.
1 3
4 2
i400792
6
The engine oil temperature sensor used is of the NTC (Negative Temperature Coefficient) type. The higher
the temperature, the lower the resistance of the sensor. The engine oil pressure sensor is a piezo-capacitive
sensor. The higher the pressure, the higher the voltage signal. The engine oil pressure is measured via an
opening in the sensor. The higher the pressure, the higher the voltage signal.
2
unit via a connection (3). A piezo-capacitive sensor
requires a power supply (1) and earth (4) to create a
linear voltage signal (2). P 1
U
3
T
R
4
i400791

◾ none.

◾ limitation of the maximum engine speed when the engine oil pressure is too low;
◾ a CAN message to VIC to actuate oil pressure indicator light and warning on the DIP main display
when the engine oil pressure is too low.
M027799 - 02/04/2010
date.
Print Page 1 of 2
CRANKSHAFT SENSOR (F552)

1
The crankshaft sensor (F552) registers the engine
2
3
speed and is used to determine the injection timing. A B
Together with the camshaft sensor, the crankshaft S

sensor is responsible for synchronisation when N C
starting the engine. If there is no camshaft signal, the

D
E
crankshaft signal is used for cylinder detection.

1 F
The crankshaft sensor (A) is mounted on the flywheel
18
G
housing (B). It is an inductive sensor and consists of a

magnet (C), a metal core (D) and a coil (E). Inductive
means that the sensor can generate an alternating
voltage signal independently with a changing
magnetic field. The pattern of holes in the flywheel (F) 6
I400731
means that the sensor can generate a specific

alternating signal. The pattern consists of three 1 Electrical connection, earth
segments each with 18 holes and an area with two 2 Electrical connection, signal
holes missing (G). Each segment is used for 3 Electrical connection, shield
calculations on two specific cylinders (1/6, 2/5 and A Crankshaft sensor
3/4). B Flywheel housing
C Magnet
The sensor has three connections. Pins 1 and 2 are
D Metal core
responsible for the signal. Pin 2 is the signal
E Coil
connection and pin 1 is the earth connection. Pin 3 is
F Flywheel
connected to the shield around the signal wires and to
G Hole pattern
the earth connection (pin 1). This prevents outside
signals affecting the engine speed signal.
The most powerful changes in the magnetic field of 1

the sensor take place when the pattern of holes (1) in
the flywheel changes from a hole to a tooth and vice
versa. A sine-wave alternating voltage (2) is
generated as a result of this changing magnetic field.
As a hole approaches, the crankshaft sensor signal 2
must be at the maximum positive value. The

crankshaft sensor signal must drop to the maximum
negative value as the end of the hole approaches.
This is determined by the sensor connections to the
electronic unit. The electronic unit converts this sine- 3
wave alternating voltage signal to a digital signal (3), E500606
which it uses to carry out calculations. 6
a b c
I400732
6
Sine-wave signals (2) can be measured using an oscilloscope with the engine running, using the pattern of
holes in the flywheel (1). Each hole in a segment (b) generates a sine-wave pulse. When the area with the
Print Page 2 of 2
two holes missing (a and c) passes underneath the crankshaft sensor, the pulse pattern is interrupted. This
enables the sensor to detect the end of the segment.

◾ synchronisation during starting;
◾ injection timing calculation;
◾ registration of engine speed;
◾ cylinder detection if there is no camshaft signal;
◾ a CAN message on the engine speed to other vehicle systems via V-CAN1 (AS Tronic, EAS) and
V-CAN2 (VIC, ZF intarder, ABS-D, EBS-2, DIP-4, ECAS-4, body builder module);
◾ an engine speed output signal (EMAS, cab lead-through connector).
M027801 - 22/03/2010
date.
Print Page 1 of 2
CAMSHAFT SENSOR (F558)

Together with the crankshaft sensor, the camshaft sensor (F558) is responsible for synchronisation when
starting the engine. The signal also provides the information relating to cylinder detection. If the crankshaft
sensor (F552) is defective, the camshaft signal acts as a reserve signal for registering the engine speed and
determining the correct injection timing.
1
The camshaft sensor (A) is mounted on the flywheel 2
3
A B
housing (B). It is an inductive sensor and consists of a
magnet (C), a metal core (D) and a coil (E). Inductive
S
means that the sensor can generate an alternating
C
voltage signal independently with a changing N
D
E
magnetic field. The sensor can generate a specific
alternating signal by means of a tooth pattern on the 5
3
pulse wheel (F). The sensor has three connections. F
Pins 1 and 2 are responsible for the signal. Pin 1 is
S 1
the signal connection and pin 2 is the earth
6
connection. Pin 3 is connected to the shield around 4
2
the signal wires and to the earth connection (pin 2). I400761
This prevents outside signals affecting the signal. 6

1 Electrical connection, signal
2 Electrical connection, earth
3 Electrical connection, shield
A Camshaft sensor
B Flywheel housing
C Magnet
D Metal core
E Coil
F Pulse wheel
The most powerful changes in the magnetic field of 1

the sensor take place when the tooth pattern (1) on
the pulse wheel changes from a tooth to a hole and
vice versa. A sine-wave alternating voltage (2) is
generated as a result of this changing magnetic field.
As a tooth approaches, the camshaft sensor signal 2
must be at the maximum positive value. The camshaft
sensor signal must drop to the maximum negative
value as the end of the tooth approaches. This is
determined by the sensor connections to the 3
electronic unit. The electronic unit converts this sine-
wave alternating voltage signal to a digital signal (3), i400839
which it uses to carry out calculations. 6
6 2 4 s 1 5 3
a
b
0
I400762
Print Page 2 of 2
Sine-wave signals (2) can be measured using an

oscilloscope with the engine running, using the tooth
pattern on the pulse wheel (1). Each tooth, and
therefore pulse, corresponds to a specific cylinder.
The additional tooth before the cylinder 1 tooth is the
synchronisation tooth (S). The pulse this generates is
required to realise the synchronisation procedure
together with the crankshaft sensor signal.

◾ synchronisation during starting;
◾ cylinder detection;
◾ calculation of injection timing if the crankshaft sensor is defective;
◾ registration of the engine speed if the crankshaft sensor is defective;
◾ a CAN message on the engine speed to other vehicle systems if the crankshaft sensor is faulty via
V-CAN1 (AS Tronic, EAS) and V-CAN2 (VIC, ZF intarder, ABS-D, EBS-2, DIP-4, ECAS-4, body builder
module);
◾ an engine speed output signal if the crankshaft sensor is faulty (EMAS, cab lead-through connector).
M027802 - 22/03/2010
date.
Print Page 1 of 3
SOLENOID VALVE, PUMP UNIT, CYL. 1 - 6 (B131, B132, B133, B134, B135, B136)
General
The pump unit supplies fuel to the injector. The pump C
unit consists of a metal housing (3) in which an 7
electrical coil (2) opens a valve (1). In the rest

1
8
2
3
position, the valve (1) is pushed up by a spring (4). 4
The electrical connection (8) is screwed onto the

A
outside of the pump unit. The roller tappet (6) rotates 5 B
around the camshaft and actuates the plunger (5),

which builds up the fuel pressure. The fuel enters the
pump unit via the fuel gallery opening (A). This
opening goes into the fuel supply gallery in the pump 6
unit housing. The fuel leaves the pump unit in the

direction of the injector via a delivery valve (7). The i400714-2
fuel pipe is fitted to the injector supply connection (C). 6

Leak-off and lubricating fuel from the plunger is fed A. Fuel gallery opening
back to the return gallery in the pump unit housing via B. Return opening
the return opening (B). C. Injector inlet connection
1. Lid
2. Coil
3. Pump unit housing
4. Spring
5. Plunger
6. Roller tappet
7. Delivery valve
8. Electrical connection
Electrical control
The pump unit is activated with a voltage of
approximately 50 V. This voltage is the discharge U (V)
from a capacitor in the DMCI electronic unit. The
current increases rapidly because of this relatively 60
high voltage. As a result, the valve in the pump unit 40
opens quickly. This is the pull phase. If the current
20
were not limited, it would become too high and
damage the coil in the pump unit. The increase in 0
current is limited by switching to pulsating control of
approximately 24 V after discharging the capacitor.
This is the hold phase. The current now remains high
enough to hold the valve open. The length of the pull i400845
phase stays practically the same under all 6

circumstances. The length of the hold phase varies
depending on the calculations carried out by the
electronic unit. When the pump unit is deactivated, a
negative induction peak is created by switching off the
current through the pump unit coil.
Operation
The fuel is supplied to the pump unit via the gallery in
the pump unit housing flowing towards the delivery
chamber above the plunger. The delivery chamber
now fills.
Print Page 2 of 3
i400715-3
6
The pressure does not build up immediately when the
plunger is pushed up by the camshaft. The fuel can
still flow back to the fuel gallery via the supply
opening.
i400716-3
6
When the coil is activated, the valve is pulled down
and the opening to the fuel gallery closes. Not until
now does the plunger start building up pressure. The
fuel cannot flow back to the gallery and must now flow
towards the injector outlet via the delivery valve. Fuel
is now supplied to the injector.
i400717-3
When the electronic unit deactivates the coil, the

valve is pushed up again by the spring and the
opening to the fuel gallery is released again. This
stops the supply of fuel to the injector.
i400715-3
Every pump unit is calibrated after production to

compensate for any inaccuracies and differences in
production. There is a four-letter calibration code on
the housing of the electrical connections. This code is
Print Page 3 of 3
also programmed in the electronic unit so that the unit

can optimise controls for fuel injection. If the pump
unit is replaced or moved, make sure that the
calibration code is programmed (again) into the
electronic unit using DAVIE.
i400771
M021675 - 21/01/2009
date.
Print Page 1 of 3
SOLENOID VALVE, INJECTOR CYL. 1 - 6 (B421, B422, B423, B424, B425, B426)
General
The pump unit supplies fuel to the injector. The
6
injector consists essentially of two parts. The top part A
is a metal housing (1), to which the electrical 7 1
connector (6) is attached. The coil (9) and spring (8)

that open and close the valve (10) are also in the 2
housing. The bottom part bears the closest

8
resemblance to a conventional injector. The valve

10
B
3
(10) and its guide are in this part, the nozzle holder 11
(3). Below this are the plunger (11) and spring (12) 12
and finally the nozzle (5), with the injector needle (13)
inside. The washer (4) is under the nozzle holder. 4
13
5
The fuel enters the injector via the supply (A), in 6

i401265
which the bar filter (8) is pressed. The return fuel

leaves the injector via the opening (B) and flows into A. Fuel supply
the cylinder head return duct. B. Return opening
1. Injector body
2. O-ring
3. Nozzle holder
4. Washer
5. Nozzle
6. Electrical connection
7. Bar filter
8. Spring
9. Coil
10. Valve
11. Plunger
12. Plunger spring
13. Injector needle
Electrical control
The injector is activated with a voltage of
approximately 50 V. This voltage is the discharge U (V)
from a capacitor in the DMCI electronic unit. The
current increases rapidly because of this relatively 60
high voltage. As a result, the valve in the injector 40
opens quickly. This is the pull phase. If the current
20
were not limited, it would become too high and
damage the coil in the injector. The increase in 0
current is limited by switching to pulsating control of
approximately 24 V after discharging the capacitor.
This is the hold phase. The current now remains high
enough to hold the valve open. The length of the pull i400846
phase stays practically the same under all 6

circumstances. The length of the hold phase varies
depending on the calculations carried out by the
electronic unit. When the injector is deactivated, a
negative induction peak is created by switching off the
current through the injector coil.
Operation
Print Page 2 of 3
In the rest position, the valve is pushed down by the

spring above the valve. The opening to the return is
now closed.
i401266-2
Even though fuel is now supplied to the injector, this

does not mean that it immediately starts injecting. The
same fuel pressure that must lift the injector needle
also pushes down the plunger - along with the
plunger spring. The injector needle cannot yet be
lifted.
i401267-2
When the electronic unit activates the coil, the valve

is pulled in against the pressure of the spring and the
opening to the return is released. As a result, the
pressure above the plunger decreases. The fuel
pressure under the injector needle now overcomes
the pressure of the spring above the plunger. The
injector needle is lifted and fuel is injected.
To stop injection, the fuel supply pressure to the
injector is decreased by deactivating the pump unit.
The injector is only deactivated once the fuel pressure
is low enough. This is to allow the plunger spring to i401268-2
close the injector needle quickly. 6
Every injector is calibrated during production to

compensate for any inaccuracies and differences in
production. There is a six-letter calibration code on
the housing of the electrical connections. This code is
also programmed in the electronic unit so that the unit
can optimise controls for fuel injection. As a result, the
electronic unit can make sure that the injection timing
and the quantity of fuel injected do not differ. If the
injector is replaced or moved, make sure that the
calibration code is programmed (again) into the i400772
electronic unit using DAVIE. 6
M021665 - 03/02/2010
Print Page 3 of 3
date.
Print Page 1 of 1
SENSOR, OIL LEVEL (F673)

The operation of the engine oil level sensor (F673) is
based on resistance measurement. When the contact
is activated, a current is sent through the sensor from
the DMCI unit for a specific period of time. Applying
this current briefly in this way, makes sure that the
sensor is properly warmed up. The quantity of oil in
the sump influences the resistance value when the oil
level is measured.
E501146
6
M027803 - 21/10/2009
date.
Print Page 1 of 2
ELECTRONICALLY CONTROLLED FAN CLUTCH (B335)

An electronically controlled fan clutch is used for 1
accurate control of the fan speed.

2
3
The electronically controlled fan clutch checks and 4
controls the fan speed to make sure that the flow of

cooling air through the cooling system is sufficient to
keep the coolant temperature and/or intake air
temperature within certain limits.
5
The coil (4) fitted to the drive shaft (5) with bearings 6
7
generates a magnetic field. Depending on the
variables stated above the duty cycle to the coil (4) is
modified. This causes changes in the magnetic field 6
i401012
and the valve (2) is attracted either more or less.

1 Stator
Control of the fan clutch depends on various factors: 2 Valve
3 Rotor
◾ coolant temperature
4 Coil
◾ intake air temperature 5 Drive shaft
6 Supply chamber
◾ vehicle speed
7 Working area
◾ engine speed
◾ fan speed
◾ intarder activation
◾ internal slip of the fan clutch (slip heat protection)
The fan clutch consists of a stator (1) and rotor (3),
which is fixed to the drive shaft (5). It also includes
the supply chamber (6) for the silicone fluid.
The working area is located between the stator (1)
and the rotor (3). The fan is fitted to the stator (1) and
rotates freely around the drive shaft (5).
The speed of the fan is sensed by an internal Hall
sensor and a pulse disc.
This sensor sends a signal to the DMCI electronic
unit. The electronic unit uses this signal to check the
internal slip of the fan and the response to controls.
Operation
Fan clutch not actuated

The valve (2) is now in the original position. The filler
opening is now released and the return opening is Not actuated
closed. The quantity of silicon fluid through the
working area (7) between the stator (1) and the rotor
(3) increases because of this. The friction in the
working area between the stator (1) and the rotor (3)
increases. The difference in rotating speed (slip)
between the stator (1) and the rotor (3) decreases.
The fan speed is increased because of this. The fan
speed approaches or exceeds the engine speed
depending on the transmission between the
crankshaft and the fan drive.
Print Page 2 of 2
This therefore means that in the event of 1
failed actuation of the fan clutch the fan 2

3
turns at maximum speed. 4
6
7
i401012
Fan clutch actuated

If a duty cycle activates the coil (4), the valve (2) is
attracted by the resulting magnetism. The valve (2) Actuated
closes the filler opening and at the same time the 1
return opening opens. The silicon fluid now flows from 2
the working area (7) between the stator (1) and the
3
rotor (3) to the supply chamber (6). Less silicon fluid 4
in the working area means more slip between the

stator (1) and the rotor (3). The fan speed decreases.
6
7
i401013
Duty cycle high means decreasing fan speed.

Duty cycle low means increasing fan speed.
M027804 - 21/10/2009
date.
Print Page 1 of 2
SYSTEM STATUS
When carrying out calculations, the electronic unit always starts with a specific engine 'status'. This status is
a specific operating mode of the engine. Controls are used or modified depending on the status.
System status Description
On (Stationary) The ignition is switched on, the engine has not yet started and is not running.
Starting (Cranking) The engine is started.
Idling (Idling) The engine is running at idling speed.
Engine running The engine is running at speeds higher than idling speed.
(Running)
Cruise (Cruise) The engine is running in the cruise control function, or a control that adjusts the
injection controls to keep the vehicle speed constant.
PTO (PTO) The engine is running in the engine speed control, or a control that keeps the
engine speed constant for driving power take off devices.
Overrevving The engine is running with more rpm than normal, which may cause mechanical
(Overspeeding) damage.
Off (Power down) The engine is switched off and is not running.
On
The electronic unit detects whether the vehicle
ignition is switched on via connection point B44. This
status remains active as long as no speed signal is
received.
Starting
Starting is detected via the engine speed signal. The
speed must be higher than a specific value, but lower
than the engine speed when idling.
Idling
The electronic unit detects this status by the engine
speed. The speed depends on the different operating
conditions (for example coolant temperature).
Engine running
The engine speed is higher than a specific value.
Cruise
Print Page 2 of 2
The DMCI unit receives a CAN message via V-CAN1

from VIC that the cruise-control switch is engaged.
There must also be a speed signal of ≥30 km/h.
PTO
The PTO status is made known via a CAN message
via V-CAN1 from VIC. The 'RES' switch on the
steering column switch or steering wheel switch must
also be operated so that DMCI receives a CAN
message from VIC via V-CAN.
Overrevving
This status is detected when the engine speed is
higher than a specific value.
Off
Voltage is removed from pin B44. The electronic unit
detects that the ignition has been switched off.
M027805 - 21/10/2009
date.
Print Page 1 of 2
CAN COMMUNICATION
Vehicle Vehicle Vehicle Vehicle
The DMCI engine management system CAN2-low CAN2-high CAN1-low CAN1-high
communicates via V-CAN1 and V-CAN2 with various

vehicle systems. DMCI is equipped with a terminating
resistor for V-CAN1 and V-CAN2.
CAN2 high
CAN1 high
CAN2 low
CAN1 low
B53
B45
B42
B46
B50
B54
B35
B27
R D965 R
i400994
6
DMCI
V-CAN1 V-CAN2
VIC VIC
EAS DIP-4
AS Tronic BBM
Immobiliser Tachograph
ZF intarder
ABS-D
EBS-2
ECAS-4
The DMCI electronic unit receives relevant information from other electronic units and sends information to
these electronic units in its turn.
Communication with DAVIE takes place via the D-CAN to VIC and via VIC and V-CAN1 to the DMCI.
A number of important CAN messages are shown below.
Received CAN messages
Examples of received CAN messages are:

◾ request to activate the PTO/engine speed control
via the application connector (V-CAN2)
◾ immobiliser identification code to release fuel
supply (V-CAN1)
◾ activation of ABS (V-CAN2)
Print Page 2 of 2
◾ activation of ASR (V-CAN2)

◾ activation of ZF intarder (V-CAN2)
◾ vehicle speed signal (V-CAN2)
◾ activation of cruise control (V-CAN1)
◾ activation of PTO/engine speed control via
steering column switch (V-CAN1)
◾ ambient temperature (V-CAN1)
◾ time and date (V-CAN2)
◾ vehicle distance (V-CAN2)
◾ fuel level (V-CAN1)
◾ AdBlue level (V-CAN1)
Transmitted CAN messages
Examples of transmitted CAN messages are:

◾ red and yellow fault messages + MIL indicator
(V-CAN1)
◾ coolant temperature (V-CAN1)
◾ engine speed (V-CAN1 and V-CAN2)
◾ engine torque (V-CAN1 and V-CAN2)
◾ intake air boost pressure (V-CAN1)
◾ engine oil pressure (V-CAN1)
◾ accelerator pedal position (V-CAN2)
◾ engine brake activation (V-CAN1)
◾ parking brake activation (V-CAN1)
◾ status of variable vehicle speed limiting
(V-CAN1)
◾ status of vehicle speed limiting for special
applications (V-CAN1)
◾ fuel consumption (V-CAN1)
M021679 - 08/07/2009
date.
Print Page 1 of 2
SWITCHING THE CONTACT ON/OFF

G426
1000 Vehicle Vehicle Vehicle Vehicle

87 CAN2 CAN2 CAN1 CAN1
E118 low high low high
(15A)
30 85
G126
Main
relay 87a 87 86
end termination 1
end termination 2
CAN2 high
CAN1 high
CAN2 low
CAN1 low
supply
supply
supply
CAN1
CAN1
B60
B61
B62
B2
B44
B53
B45
B42
B46
B50
B54
B35
B27
ECU, DMCI D965 R R
B58
B57
B59
ground
Cabin Central
Grounding point
i401791
6
Switching the contact on

If contact is switched on there is input voltage on
connection point B44.
If there is an input voltage on connection point B44, a
self-test is first carried out, after which the relay
(G126) is activated.
Furthermore, the unit will communicate, via the
several CAN connections, for example, with the
immobiliser to enable the supply of fuel.
Before activation of the relay (G126), connection point
B2 is switched to earth via the electronic unit (D965).
If relay (G126) has been activated, there is a power
supply to B60, B61 and B62.
If there is a power supply to connection points B60,
B61 and B62, the various sensors and actuators are
provided with power.
Switching the contact off

If the contact is switched off, the voltage is removed
from point B44.
There is now a transfer of information (errors, error
information and so on) from erasable memory to fixed
memory.
Print Page 2 of 2
After this, connection point B2 is no longer connected

to earth, so that the relay (G126) is not activated.
Voltage is now removed from B60, B61 and B62.
M029856 - 05/01/2011
date.
Print Page 1 of 3
PRE-GLOWING AND AFTER-GLOWING

kl. 30 kl. 30
E392 E118
(100A) (15A)
CAN2 CAN2 CAN1 CAN1
low high low high
G014
Glow element
85 30 relay 30 85
G126
86 87 Main
relay 87a 87 86
E184 E112
(10A) (5A)
B341
Glow
element
CAN2 high
CAN1 high
CAN2 low
CAN1 low
engine
ground
supply
supply
supply
supply
supply
supply
C60
C61
C62
B60
B61
B62
C32
C39
B2
B53
B45
B35
B27
D965
C25
C26
A27
A42
A41
A34
A45
A46
A30
A50
A60
A28
A49
supply 5V
supply 5V
ground
ground
ground
signal
signal
signal
signal
signal
signal
shield
return
1 2 3 4 1 2 2 1 3 4 2 1 3
P T T T P N
U R R R U
fuel fuel coolant inlet boost crankshaft
pres. temp. temp. temp. pres. speed
F713 F566 F649 F552
i400992
6
The purpose of the glowing system is to warm up the intake air so that the engine starts up more easily and
runs more smoothly if the outside temperature is low. During pre-glowing, the intake air is heated before the
engine starts. Glowing can also take place while the engine is starting. After-glowing takes place when the
engine is running. Pre-glowing and glowing when starting mean that the engine starts smoothly. Glowing
when starting and after-glowing reduce emissions (white smoke) in cold conditions.
Depending on the number of input signals, the electronic unit determines whether pre-glowing and possibly
after-glowing are necessary. If the ignition is switched on, the electronic unit compares the following
temperatures:
◾ coolant temperature (F566),

◾ intake air temperature (F649),
◾ fuel temperature (F713).
If one of these three temperatures is lower than a certain programmed temperature, the electronic unit
activates the glow plug relay. The lowest of these temperatures determines the duration of pre-glowing. Pre-
glowing is always followed by glowing while starting.
The lowest of the three temperature signals (coolant, intake air and fuel) also determines after-glowing.
Glowing during starting and after-glowing prevent the emission of white smoke.
The electronic unit applies a current to a grid heater relay (G014) via pin C60, C61 and C62. The grid heater
relay (G014) is activated when the electronic unit switches the relay to earth via pin C32. If the grid heater
relay is activated, current is applied to the glow element (B341) via the fuse (E392). At the same time the
electronic unit receives a current at pin C39. Via this input the electronic unit determines whether the
Print Page 2 of 3
glowing system is active, remains active when not wanted or cannot be activated. The electronic unit sends
a CAN message to VIC to control the glow indication on DIP 4 or a warning on the main display.
Conditions for activating the pre-glowing function:

1. the battery voltage must be higher than a
specific value and
2. one of the three temperatures (coolant, intake
air or fuel) must be lower than a specific value
when the ignition is switched on and
3. no speed signal may be present.
If pre-glowing is active, the glow indicator on DIP-4 is
also activated. The pre-glowing time is 3 minutes at
most.
Conditions for activating glowing when starting:

1. when starting the engine and pre-glowing has
been activated and
2. the battery voltage during starting is higher
than a specific value and
3. the engine speed is lower than the idling
speed.
If glowing is active during starting, the glow indicator
on DIP-4 is not activated.
Conditions for activating after-glowing:

1. the battery voltage must be higher than a
specific value,
2. at least one of the three temperatures
(coolant, intake air or fuel) must be lower than
a specific value when the ignition is switched
on, and
3. the engine speed must be higher than a
specific value.
If after-glowing is active, the glow indicator on DIP-4
is not activated.
Relevant components
◾ Coolant temperature sensor (F566)
◾ Intake air boost pressure and temperature sensor (F649)
◾ Fuel pressure and temperature sensor (F713)
◾ Crankshaft sensor (F552)
◾ Grid heater relay (G014)
◾ Glow element (B341) and
◾ Power supply before contact (G126)
Print Page 3 of 3
Relevant CAN communication

1. Glow indicator on DIP (V-CAN1)
M027806 - 21/10/2009
date.
Print Page 1 of 3
IMMOBILISER AND START INTERRUPTION

The complete control consists of six functions:
Vehicle Vehicle
CAN1 CAN1
kl.15 low high
E035
ground To start (10A)
gearbox connector
To battery +
switch
neutral pos. 50 30 6 1 VIC
+
- + RED
B010 HALL engine
Starter warning
E593/E599 M motor C20
clutch 2
50a 31 switch
CAN1 high
CAN1 low
E575
flywheel housing cabin

ground ground
B36
B09
B35
B27
B40
B22
D965
A16
A18
A50
A60
A10
A14
A13
A22
A21
A12
A15
A19
A49
A20
A24
A23
A17
A11
A2
A7
A8
A4
A1
A9
A3
A5
A6
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
signal
return
shield
1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
2 1 3
N
Injectors Pump units
B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
crankshaft Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
speed
F552
i400993-4
6
◾ Immobiliser fuel release

◾ Immobiliser starter motor lock
◾ Starter motor lock when the engine is running
◾ Starter motor lock when the vehicle is not in neutral
◾ Starter motor protection
◾ Starter motor inhibit
Immobiliser
The task of the engine management system in the immobiliser system is to release and lock the fuel supply
and to lock the starter motor. The purpose of the immobiliser is to make sure that the engine can only be
started with the correct ignition key.
When the vehicle ignition is switched on, the Immobiliser reads the immocode from the ignition key and
compares it to the codes (up to 5) stored in its memory. If the code is correct, the immobiliser electronic unit
creates a coded CAN message and sends it via V-CAN1 to the DMCI electronic unit (D965). The DMCI
electronic unit decrypts this CAN message using the stored vehicle code. If the vehicle code from the DMCI
electronic unit and the vehicle code from the immobiliser electronic unit are identical, the CAN message is
'approved'.
The DMCI electronic unit releases the fuel supply by ongoing control of the pump units and injectors.
Print Page 2 of 3
If the codes do not match or if there is a fault in the CAN connection, the DMCI electronic unit blocks release
of the fuel supply. The pump units and injectors are then no longer activated. The DMCI electronic unit
informs the immobiliser unit that the code was not correct. A fault code is now stored in the DMCI electronic
unit and the immobiliser electronic unit.
On the second attempt to start, the DMCI will not earth the starter motor (B010) via B09. The starter motor
therefore does not work.
If the release of the fuel supply is blocked, a red fault message is activated on the DIP master display, the
'STOP' lamp lights up and an acoustic signal sounds. This message is sent via a CAN message and output
B22 to VIC.
Fuel is released as soon as an attempt is made to start the engine to promote a quick start.
Release of the fuel supply is only blocked if it becomes apparent that the codes do not match.
This is checked within a very short time, about 0.5 seconds.
Starter motor lock when the engine is running

When the engine is running and the DMCI electronic
unit receives an engine speed signal, the DMCI
makes sure that the starter motor cannot be activated
at that moment.
Starter motor lock when the vehicle is not in neutral

Manual or automatic gearbox
When the vehicle is not in neutral, the DMCI
electronic unit receives a signal on pin B40 and it
makes sure that the starter motor cannot be
activated. If the vehicle is not in neutral but the clutch
is pressed, the DMCI electronic unit receives a signal
on pin B36. Starting the engine is now allowed.
AS Tronic
The vehicle receives a CAN message (current gear)
from the AS Tronic. If the vehicle is not in neutral, the
starter motor cannot be activated.
Starter motor protection

To prevent the starter motor from being switched on
too long without interruption, an electronic start
protection is used. By measuring the time the DMCI is
in the 'CRANKING' status, the length of time the
starter motor is switched on can be calculated. If the
start time exceeds the value programmed in the
DMCI (90 seconds), DMCI will activate a yellow
warning (high starter motor temperature) on the
master display of the DIP. The ground of the starter
motor relay is interrupted by DMCI. The warning
disappears after 15 minutes and the vehicle can be
started again.
Starter motor inhibit
Print Page 3 of 3
The starter motor inhibit function is used in the

following situations:
◾ It is not possible to start the engine within five

seconds after the engine was shut down. This is
to protect the starter motor because the engine
has not come to a complete standstill yet.
◾ It is not possible to start the engine within three
seconds after an unsuccessful start. This is to
prevent the starter motor from engaging in the
flywheel gear while it is still running.
Conditions for activating starter motor:

1. Gearbox is in neutral
2. Engine is not running
3. CAN message from immobiliser is present and
correct
4. Starter motor protection is not active
5. Starter motor inhibit is not active
Relevant components
◾ Pump units (B131 to B136)
◾ Injectors (B421 to B426)
◾ Starter motor (B010)
◾ Neutral position switches (E593/E599)

Received CAN messages:
1. Immobiliser is present and correct (V-CAN1)
2. Current gear from AS Tronic (V-CAN1)
1. Fuel supply blocked (V-CAN1)
2. Warning activation (V-CAN1)
M027275 - 08/07/2009
date.
Print Page 1 of 5
CYLINDER DETECTION AND SYNCHRONISATION
D965
A54
A16
A50
A60
A53
A18
A10
A14
A13
A22
A49
A21
A61
A11
A12
A15
A19
A20
A24
A23
A17
A2
A7
A8
A4
A1
A9
A3
A5
A6
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
signal
shield
signal
shield
return
return
2 1 3 1 2 3 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
N N
crankshaft camshaft B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
speed speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
F552 F558
i400996
6
General
The electronic unit must know which cylinders are
doing what to calculate the correct injection timing
and the correct quantity of fuel to be injected for each
cylinder. There are three segments on the flywheel,
each with 18 holes and an area with two holes
missing. Each area with two holes missing indicates
two cylinders that are at top dead centre at the same
time (1/6, 2/5 and 3/4). From the centre of the area
where two holes are missing to the actual top dead
centre of the cylinder, angle ß (81° crankshaft = 40.5°
camshaft) is covered. 13 pulses (72° crankshaft) are
emitted from the centre of hole 1 to the centre of hole
13.
The camshaft has a pulse wheel with six teeth for
cylinder detection and an additional tooth (S) for
synchronisation. These six teeth for cylinder detection
are spaced at 60° intervals. The angle γ (15°)
between the synchronisation tooth and the cylinder-1
tooth on the camshaft pulse wheel correspond to
angle γ (30°) between the 14th and 15th hole and the
centre of the area where two holes are missing on the
crankshaft.
Print Page 2 of 5
5
1
TDC 13
TDC 18
S
18
4
15
CAM CRANK
14
6 1
2
i4 00 707
6
a = 72° crankshaft (crankshaft sensor 1st pulse)
ß = 81° crankshaft = 40.5° camshaft (camshaft sensor on cylinder-1 pulse)
γ = 30° crankshaft = 15° camshaft (camshaft sensor on synchronisation pulse, crankshaft signal between
14th and 15th pulse of the previous segment)
4
14 15 18
S
2
13
CAM CRANK
6
18
5
3
i4 00708
6
Synchronisation
The synchronisation procedure starts when the
engine is started. This procedure is a control for the
electronic unit to detect the cylinders.
The procedure starts when the electronic unit detects
a 'hole' in the pulse train of the crankshaft sensor
Print Page 3 of 5
signal (F552). At that moment the electronic unit

starts to count the crankshaft pulses and after the 14th
and 15th pulse it immediately checks the camshaft
signal (F558). If no camshaft signal is sent, the
counting procedure is restarted after a 'hole' in the
crankshaft signal.
S 1
14 15 18
4
13
CAM CRANK
2
18
3
6
i400709
6
Synchronisation is complete when a camshaft pulse is sent by the camshaft sensor between the 14th and
15th pulse of the crankshaft signal. This pulse is the synchronisation pulse (S). The synchronisation pulse
must be detected within two crankshaft revolutions. If it is not, this indicates that something is wrong with the
timing of the engine (mechanical fault) or with the sensor signals (electrical fault). If one of the sensor
signals is absent, synchronisation cannot take place.
1
S
18
15
14
4
13
18
CAM CRANK
1
3
2
6
i400711
6
Print Page 4 of 5
When synchronisation has taken place, the electronic unit can precisely determine which cylinder is doing
what and when. The next pulse from the camshaft sensor after the synchronisation pulse (S) is that of
cylinder 1. This matches the centre of the section of the flywheel in which two holes are missing (a 'hole' in
the crankshaft sensor signal).
5
1 13
18
S
18
4
15
CAM CRANK
14
6 1
2
i400710
6
That is still 81° before the actual top dead centre (TDC) of this cylinder. The electronic unit uses this period
to make all the calculations for the injection procedure, injection timing and injection quantity.
Emergency procedure when starting

If the crankshaft sensor signal is absent, the engine
can still start but it takes a few revolutions longer. The
camshaft signal is basically sufficient for cylinder
detection. The electronic unit knows that the pulse for
cylinder 1 follows the synchronisation pulse (S). In
this case, the injection timing is calculated less
precisely, because the crankshaft sensor pulses are
absent. Injection is now calculated on the basis of
time.
If the camshaft signal is absent, the electronic unit
cannot detect the various cylinders solely on the basis
of the crankshaft sensor signal.
The electronic unit therefore activates a pump unit
and injector pair of a single arbitrary cylinder as if this
is cylinder 1, a few degrees before each 13th
crankshaft sensor pulse. The other pump unit and
injector pairs are then activated according to the
injection sequence. If no crankshaft speed increase is
observed, the electronic unit selects the next pump
unit and injector pair and activates this as if it were
cylinder 1. This must eventually be the right pump unit
and injector pair and an increase in the crankshaft
speed is observed. From then on, the electronic unit
maintains the programmed injection sequence and
the engine starts. In the worst case, recognition takes
twelve crankshaft revolutions.
Print Page 5 of 5
Emergency procedure when engine is running

If the camshaft sensor signal drops out when the
engine is already running, this does not have any
consequences for calculating injection.
If the crankshaft sensor signal drops out when the
engine is already running, the electronic unit can no
longer precisely determine when the fuel must be
injected. Only one pulse per cylinder is now received
from the camshaft sensor. The electronic unit must
now determine the correct injection timing on the
basis of time.
Relevant components
◾ Camshaft sensor (F558)
M027808 - 21/10/2009
date.
Print Page 1 of 1
FUEL INJECTION WHEN STARTING
D965
C25
C26
A16
A50
A60
A18
A10
A14
A13
A22
A49
A21
A11
A12
A15
A19
A20
A24
A23
A17
A2
A7
A8
A4
A1
A9
A3
A5
A6
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
ground
signal
signal
shield
return
1 2 2 1 3 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
T N
R Injectors Pump units
coolant crankshaft B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
temp. speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
F566 F552
i401006
6
If the 'starting' status is detected on the basis of the starting speed, the coolant temperature (F566) and the
engine speed are checked to calculate the required quantity of fuel and the injection timing.
In certain cases, starting is done with pilot injection. Pilot injection is a short injection before the main
injection. The pressure build-up in the cylinder is more even because of this. This improves starting
characteristics and decreases the emission of smoke. The total quantity of fuel that is injected is the same
as without pilot injection.
Pilot injection during starting is activated if the coolant temperature is below 30°C, the pilot injection is
stopped if the coolant temperature comes above 30°C or the engine speed is higher than 700 rpm.
If an increase in the engine speed is not detected after a short period (the engine does not start), the
electronic unit increases the quantity of fuel evenly according to a calculated trajectory to a specific
maximum. If the engine does not start then, a fault is stored.
The following applies to the injection timing: the higher the starting speed and the lower the coolant
temperature, the earlier injection takes place.
Relevant components
M027809 - 21/10/2009
date.
Print Page 1 of 1
INJECTION TIMING CONTROL
D965
C25
C26
A27
A34
A30
A50
A60
A18
A10
A14
A13
A22
A28
A49
A21
A17
A2
A1
A9
A5
A6
supply 5V
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
ground
ground
signal
signal
signal
signal
shield
return
1 2 2 1 3 4 2 1 3 1 2 1 2 1 2 1 2 1 2 1 2
T T P N
R R U Injectors
coolant inlet boost crankshaft B421 B422 B423 B424 B425 B426
temp. temp. pres. speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
F566 F649 F552
i401014
6
The injection timing is calculated for the various different system statuses (starting, idling, part or full load,
cruise and PTO). During each system status, the intake air temperature (F649), the coolant temperature
(F566), the engine speed (F552) and the calculated required quantity of fuel are taken into account as well.
The intake air and coolant temperature are used to make sure that the emission of white smoke is kept
within limits. If the air intake temperature or the coolant temperature is lower, the injection timing is earlier.
The moment at which the injector is controlled determines the injection timing.
Relevant components
◾ Intake boost pressure and temperature sensor (F649)
M027810 - 21/10/2009
date.
Print Page 1 of 1
IDLING CONTROL
1000
E118 F672
(15A) Accelerator
Pedal Sensor
30 85 B A C D F
G126
Main
relay 87a 87 86
supply 5V
ground
ground
supply
supply
supply
signal
signal
B60
B61
B62
B2
B37
B33
B34
B38
B41
D965
C25
C26
A50
A60
A49
ground
signal
shield
return
1 2 2 1 3
T N
R
coolant crankshaft
temp. speed
F566 F552
i400997-2
6
The idling control makes sure that the engine runs at a stable speed depending on the coolant temperature
and the load on the engine.
If the signal from the accelerator pedal sensor is incorrectly received or is not received, the electronic unit
increases the speed (1000 rpm). This is to make sure that the vehicle can still be driven to a workshop or a
safe place.
Relevant components
◾ Accelerator pedal sensor (F672)
M027811 - 21/10/2009
date.
Print Page 1 of 1
SMOKE LIMITATION
D965
A27
A34
A50
A30
A49
A18
A10
A14
A13
A22
A28
A21
A60
A17
A2
A1
A9
A5
A6
supply 5V
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
ground
signal
signal
signal
shield
return
2 1 3 4 2 1 3 1 2 1 2 1 2 1 2 1 2 1 2
T P N
R U Injectors
inlet boost crankshaft B421 B422 B423 B424 B425 B426
temp. pres. speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
F649 F552
i401000
6
This function makes sure that emissions of black smoke are kept to a minimum level. The fuel-air ratio is
responsible for the development of smoke. The DMCI electronic unit calculates smoke limiting on the basis
of the intake air pressure (F649, pin A30). The intake air temperature (F649, pin A34 compensates this
pressure. To calculate the mass of the intake air, the electronic unit requires the intake air temperature, the
intake air pressure and the intake air volume. The latter can be calculated on the basis of the cubic capacity
and the speed of the engine. When the intake air mass has been calculated, the electronic unit can
determine the maximum amount of fuel that can be injected to prevent excessive development of smoke.
If the intake air boost pressure signal is absent or is not correct, the electronic unit carries out calculations
using an air mass table based on the engine speed (F552).
Relevant components
◾ Intake boost pressure and temperature sensor (F649)
M027812 - 21/10/2009
date.
Print Page 1 of 3
EXHAUST BRAKE CONTROL

C
1010
E035

CAN2 CAN2 CAN1 CAN1
low high low high
F672
Accelerator
6 1 Pedal Sensor
- +
HALL
clutch 2 B A C D F
switch
E575
E184 cabin
ground
end termination 1
end termination 2
(10A)
CAN2 high
CAN1 high
CAN2 low
CAN1 low
supply 5V
ground
ground
supply
supply
supply
CAN1
CAN1
signal
signal
B36
C60
C61
C62
B37
B33
B34
B38
B41
B53
B45
B42
B46
B50
B54
B35
B27
ECU, DMCI D965 R R
C28
A50
A60
A49
signal
signal
return
shield
1 2 2 1 3
N
exh. brake crankshaft
valve speed
B192 F552
i401143
6
The driver (direct activation) or another vehicle
system (indirect activation) activates the exhaust
brake.
Direct activation
The vehicle can be equipped with two engine brake
switches, a standard floor switch (E564) and a
steering column switch (C907). Both switches are
linked to VIC. The VIC sends a CAN message to the
DMCI to activate the exhaust brake. When this CAN
message is received from the VIC, the exhaust brake
valve (B192) is actuated. However, the DCMI also
takes into account other vehicle conditions (for
example engine speed, vehicle speed and activation
of ABS). When the exhaust brake is active, no fuel is
injected until the engine speed drops to just above
idling speed (approximately 800 rpm). The exhaust
brake is then disengaged and fuel is injected again
after a small delay.
If the engine speed is not optimal for exhaust brake
use, the AS Tronic receives a CAN message via
V-CAN1. If the speed is too low, the AS Tronic
changes down until the engine speed falls within the
engine speed range for which the exhaust brake
capacity is optimal.
Activation via the floor switch (E564)

When the floor switch is pressed the VIC sends a
CAN message via V-CAN2 to the DMCI to operate
the exhaust brake.
The exhaust brake can only be engaged if the
conditions below are met:
1. The engine speed must be higher than a
programmed value and
2. the vehicle speed must be higher than a
programmed value and
3. the ABS control must not be active and
4. the clutch pedal switch must not be active.
Print Page 2 of 3
Activation via steering column switch (C907)

If the floor switch is not pressed, the exhaust brake 1 3
can be activated by briefly moving the steering 5
column switch to position 'ON' (2). The steering
column switch is a spring-loaded switch in this
direction and returns to the centre position after
operation. 7
Activation of the exhaust brake with the steering
column switch is only possible if the following
requirements are met:
◾ The idling switch is not active (accelerator pedal
6
is not operated).
4 2 i401010
6
◾ The cruise control switch 'SET-', 'SET+' and 1
'RES' is not active.
If one of the following requirements is met, activation
of the exhaust brake with the steering column switch
is undone:
1. The steering column switch is in position
'OFF' (1).
2. The idling switch is active (accelerator pedal is
operated).
3. The cruise control switch 'SET-', 'SET+' and
'RES' is active.
2 i401011
6
4. The clutch pedal is depressed.
The exhaust brake is deactivated

during activation of the clutch
switch. If this switch is no longer
active, the exhaust brake is
reactivated.
Indirect activation
The exhaust brake can also be activated at the
request of another system such as the intarder and
EBS-2.
- EBS-2
If the EBS-2 sends the CAN message 'EBS brake
switch' via V-CAN2 to the DMCI, the DMCI supports
vehicle braking by activating the exhaust brake.
This is the 'third brake integration' function. This
protects the brake lining during normal braking. This
'third brake integration' function can also be
deactivated with a switch on the dashboard.
- Intarder
If the driver selects the maximum brake position or if
the coolant temperature exceeds a certain value
during intarder activation, a CAN message is sent via
V-CAN2. Vehicle braking is increased through the
Print Page 3 of 3
assistance of the exhaust brake at the maximum

intarder brake position.
If a programmed maximum coolant temperature is
exceeded during intarder activation, the cooling
system is relieved through assistance from the
exhaust brake.
Deactivation via V-CAN2

The exhaust brake can also be deactivated or
blocked via a CAN message.
If ABS becomes active while the service brake is
being used in combination with the exhaust brake, the
exhaust brake is switched off. The DMCI receives the
CAN message 'ABS active' from the ABS/EBS
system. The DMCI subsequently deactivates the
exhaust brake. When an attempt is made to activate
the exhaust brake when ABS is active, activation of
the exhaust brake is blocked.
Also, if the wheels block during use of the exhaust
brake, a CAN message is sent from the ABS/EBS
system to the DMCI to temporarily deactivate the
exhaust brake. The exhaust brake is activated again
when the wheels turn normally again.
Relevant components
◾ Exhaust brake valve (B192)

1. Request for activation of engine brake from
VIC (V-CAN2)
2. Vehicle speed from tachograph (V-CAN2)
3. ABS activation from EBS (V-CAN2)
4. Status cruise control function via VIC
(V-CAN1)
5. EBS brake switch from EBS (V-CAN2)
6. Wheel speed from EBS (V-CAN2)
7. Request for activation of the engine brake
from the intarder (V-CAN2)
1. Engine speed (V-CAN1)
M019614 - 08/07/2009
date.
Print Page 1 of 5
ENGINE PROTECTION FUNCTIONS

CAN2 CAN2 CAN1 CAN1
low high low high
CAN2 high
CAN1 high
CAN2 low
CAN1 low
B53
B45
B35
B27
D965
C29
C33
C34
C30
C25
C26
A27
A42
A41
A34
A16
A45
A46
A30
A50
A60
A18
A10
A14
A13
A22
A28
A49
A21
A12
A11
A15
A19
A20
A24
A23
A17
A2
A7
A8
A4
A1
A9
A3
A5
A6
supply 5V
supply 5V
supply 5V
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
ground
ground
ground
ground
signal
signal
signal
signal
signal
signal
signal
signal
shield
return
2 1 3 4 1 2 3 4 1 2 2 1 3 4 2 1 3 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
P T P T T T P N
U R U R R R U Injectors Pump units
oil oil fuel fuel coolant inlet boost crankshaft B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
pres. temp. pres. temp. temp. temp. pres. speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
F744 F713 F566 F649 F552
i401144
6
This function serves to limit the requested quantity of fuel in relation to engine speed, atmospheric pressure,
coolant temperature and other engine and vehicle conditions. The controls make sure that the engine and
drive train are not mechanically and/or thermally overloaded. The engine torque is limited or reduced for this
purpose. The protection functions can be subdivided into two groups:
◾ Thermal engine protection

◾ Mechanical engine protection
Thermal engine protection

1. Overheating protection
2. Exhaust gas temperature limitation
Mechanical engine protection:

1. Turbocharger protection
2. Height correction
3. PTO/engine speed control torque limiting
4. Fuel temperature correction
5. Engine oil pressure protection
6. Engine speed protection when the engine is cold
7. Excess engine speed detection
Thermal engine protection
Print Page 2 of 5
1. Overheating protection
If the coolant temperature (F566) exceeds a specific
maximum value, the maximum quantity of fuel to be
injected is reduced. Heat development is less as less
energy is put into the engine. Also, a red warning is
activated in the DIP-4 main display.
Relevant components
2. Exhaust gas temperature limitation

The objective is to limit the exhaust gas temperature
by limiting the maximum quantity of fuel to be
injected. Therefore, the turbine of the turbocharger is
protected against overheating. This limit is a
calculated value based on the calculated exhaust
manifold temperature, the maximum permissible
exhaust gas temperature and the air flow through the
engine. This function is active above a certain engine
speed and factors in the warming up of the
turbocharger housing.
Relevant components
◾ Intake air boost pressure and temperature
sensor (F649)
Mechanical engine protection
1. Turbocharger protection
a. Protection against too high a boost pressure
To protect the turbocharger against overrevving and
to protect the engine against excessive mechanical
loads, the torque is reduced if the boost pressure of
the engine becomes (much) too high. The electronic
unit calculates whether the compressor speed and/or
the engine load are likely to become too high. The
electronic unit uses the crankshaft signal (F552) and
intake air boost pressure (F649) signal for this
calculation. Too high a speed of the turbocharger at a
specific engine speed may cause an excessive boost
pressure. This can occur when for instance the
wastegate of the turbocharger does not function. If
the turbocharger speed becomes too high, the
compressor wheel deforms too much and lubrication
of the shaft is inadequate; this may cause damage.
To prevent this, less fuel is injected at this point and
consequently the exhaust gas flow is reduced. The
turbocharger speed automatically decreases.
Relevant components
Print Page 3 of 5

sensor (F649)
b. Protection against too high a temperature

To protect the turbocharger against excessive
exhaust gas temperatures, the injected quantity of
fuel is reduced when the temperature of the exhaust
gas becomes too high. The electronic unit calculates
the exhaust gas temperature; there is no sensor that
measures this. The electronic unit uses the crankshaft
signal (F552), intake boost pressure signal and intake
temperature (F649) signal to calculate this.
Relevant components
sensor (F649)
2. Height correction
Depending on the height (low atmospheric pressure),
a maximum quantity of fuel to be injected is
calculated. A decrease in the quantity of air supplied
by the turbocharger when the vehicle is driven at a
specific height may result in high exhaust gas
temperatures. If the air is thinner, the quantity of fuel
to be injected is adjusted, that is reduced,
accordingly.
Relevant components
◾ Internal atmospheric pressure sensor
3. PTO/engine speed control torque limiting

During the various engine speed control functions via
the steering column switch ('n1', 'n2') and the
application connector ('n2', 'n3'), the quantity of
injected fuel can be limited to protect against overload
of any PTO-driven components. This is a torque
limiting function where the limiting percentage can be
programmed with the aid of DAVIE. See chapter
'Engine speed control'.
Relevant components
Print Page 4 of 5

◾ PTO torque limiting active (software - customer
parameters)
4. Fuel temperature correction

When the fuel temperature is low, the density is high.
This means that there is more 'energy' in the quantity
of injected fuel. The engine can become thermally
and also mechanically overloaded as a result. This
can be avoided by adjusting the quantity of fuel to be
injected in relation to the fuel temperature (F713).
Relevant components
◾ Fuel pressure and temperature sensor (F713)
5. Engine oil pressure protection

If the engine oil pressure (F744) drops below a
specific minimum value, the maximum speed is
limited. Also, a warning is activated in the DIP-4 main
display.
Relevant components
◾ Engine oil pressure and temperature sensor
(F744)
◾ Warning activation (V-CAN1)
6. Engine speed protection when the engine is cold

The engine speed limitation is active when the engine
is started and the coolant temperature is under a
certain value. From that moment a limited maximum
engine speed (1500 rpm) is maintained for a certain
time (maximum 30 seconds).
Relevant components
7. Excess engine speed detection
Print Page 5 of 5
During a descent the engine speed may exceed the

maximum engine speed. If the engine speed exceeds
the maximum engine speed too much, engine
overspeed is detected. At that moment a non-
erasable error code and the duration of engine
overspeed are stored in the electronic unit. At the
same time the warning 'Engine speed too high' is
shown in the display.
Relevant components
◾ Warning activation (V-CAN1)
M019617 - 22/01/2009
date.
Print Page 1 of 3
VEHICLE SPEED LIMITING FUNCTIONS

There are three possible vehicle speed limitations: F672
Pedal
Sensor
Vehicle Vehicle
CAN2 CAN2
low high
Vehicle Vehicle
CAN1 CAN1
low high
◾ Statutory vehicle speed limitation (standard) B A C D F
◾ Variable vehicle speed limitation (optional)
CAN2 high
CAN1 high
CAN2 low
CAN1 low
supply 5V
ground
ground
signal
signal
◾ Vehicle speed limitation for special applications
B37
B33
B34
B38
B41
B53
B45
B35
B27
(optional) D965
A16
A10
A14
A18
A13
A22
A21
A11
A12
A15
A19
A20
A23
A24
A17
A2
A7
A8
A4
A1
A9
A3
A5
A6
When this function is active, the DMCI electronic unit
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
adjusts fuel injection so that the programmed vehicle
speed cannot be exceeded irrespective of the position
1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
of the accelerator pedal.

B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
Vehicle speed limitation laid down by law

i401002
6
Legally prescribed vehicle speed limitation is a
programmed speed that is prescribed by law. This
speed is programmed in the factory and can only be
changed by special request and at one's own risk.
Variable vehicle speed limitation

Steering VIC DMCI
V-CAN1
colomn
switches D965
C907
Steering
wheel I-CAN
switches
C916
K102045-2
6
Use the steering column switch (C907 - 5) or the
'SET' button of the steering wheel switch (C916 - 1) to Switch, steering column (C907)
activate the variable vehicle speed limitation. The 1 3
function can only be activated if the vehicle speed is 5
higher than 30 km/h. The current vehicle speed is
then stored in the DMCI electronic unit as the variable
limitation speed. DMCI receives a CAN message from
VIC for this.
The set variable limiting vehicle speed is shown in the
7
master display of the instrument panel. It is not
possible to exceed the limiting speed irrespective of
the position of the accelerator pedal.
6
4 2 i401010
6
The speed can be increased by briefly operating the
'SET+' (C907 - 4) or the '+' button (C916 - 5). The Switches, steering wheel (C916)
speed can be decreased by briefly operating the
'SET- ' (C907 - 3) or the '-' (C916 - 6) button. The
speed is adapted in increments of 0.5 km/h each time
the 'SET+/+' or 'SET-/-' switch is operated. If the
'SET+/+' or 'SET-/-' switch is operated for a longer
Print Page 2 of 3
time, the speed can be increased with the accelerator 1 3 5

pedal.
For safety reasons, it is important that this function
can be (temporarily) switched off quickly, for example
when overtaking. This occurs when the 'kick-down'
2 4 6
function is activated by depressing the accelerator
pedal fully. When the speed drops back down to the
set variable vehicle speed limit, the function is
automatically activated again.
The function is deactivated by turning the steering
column switch (C907) to the centre position (6) or by
operating the 'OFF' button (C916 - 2) of the steering
K102021
6
wheel switches. If an error occurs in the vehicle
speed signal, the function is automatically switched
off.
Vehicle speed limiting for special applications

This is a programmed speed that is used for a special
application (such as footboard protection for a refuse-
collection vehicle). The function is activated via a
connection point (4 - 'v max appli.') on the application
connector (A068), the refuse collection vehicle
connector (A095) or by a switch in the cab.
When this function is active, the vehicle speed cannot
exceed the programmed speed irrespective of the
position of the accelerator pedal. This programmed
speed can be changed with DAVIE. The standard
speed is 30 km/h. When this function is active, the
vehicle speed varies by no more than +/- 1 km/h and
the acceleration speed is reduced.
If an error occurs in the vehicle speed signal, the
function is automatically switched off.
Relevant components

1. Request vehicle speed limitation from VIC
(V-CAN1)
2. Request vehicle speed limitation from BBM
(V-CAN2)
M027813 - 21/10/2009
Print Page 3 of 3
date.
Print Page 1 of 3
CRUISE CONTROL
ground
gearbox B ground
gearbox C kl.15
D E F672
Accelerator
Vehicle Vehicle
CAN2 CAN2
Vehicle Vehicle
CAN1 CAN1
Pedal Sensor low high low high
E035
(10A)
B A C D F
switch switch
neutral neutral
position position
6 1
E599 E593
brake 30 85 - +
relay
engine HALL
G469 37A 87 86
2
CAN2 high
CAN1 high
clutch
CAN2 low
CAN1 low
supply 5V
switch
ground
ground
signal
signal
E575
B36
B40
B40
B51
B37
B33
B34
B38
B41
B53
B45
B35
B27
D965
A16
A10
A14
A18
A13
A22
A21
A11
A12
A15
A19
A20
A23
A24
A17
A2
A7
A8
A4
A1
A9
A3
A5
A6
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2

B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
i401001
When the cruise control function is active, the set Steering VIC DMCI
V-CAN1
vehicle speed is automatically maintained without colomn
operating the accelerator pedal. switches D965
C907
Steering
wheel I-CAN
switches
C916
K102045-2
To activate the cruise control, use the steering

column switch (C907) for manual shift vehicles or the Switch, steering column (C907)
steering wheel switches (C916) for AS Tronic. By 1 3
operating 'SET+' (C907 - 4 / C916 - 5) or 'SET-' (C907 5
- 3 / C916 - 6), the DMCI receives a CAN message
from VIC via V-CAN1. The current vehicle speed is
then stored as the cruise control speed. Use the
'RES' (C907 - 7 / C916 - 3) switch (Resume) to
reactivate the speed that was used when the cruise 7
control function was last active. If the vehicle ignition
has been switched off, the 'RES' speed is erased and
cruise control cannot be switched on using the 'RES'
switch. 6
4 2 i401010
6
While the cruise control function is active, the speed
can still be changed by operating the 'SET+' (C907 - Switches, steering wheel (C916)
4 / C916 - 5) and 'SET-' (C907 - 3 / C916 - 6)
switches. By briefly operating these switches, the
speed is adjusted by 0.5 km/h. If this is physically
possible (gradients, load, and so on), operation of the
'SET+' (C907 - 4 / C916 - 5) switch for a longer period
increases the speed at a specific rate. If this is
physically possible (gradients, load, and so on),
operation of the 'SET-' (C907 - 3 / C916 - 6) switch for
a longer period decreases the speed at a specific
rate.
When the cruise control function is active, the speed
can be increased above the cruise control speed
Print Page 2 of 3
using the accelerator pedal. If the accelerator pedal is 1 3 5

then no longer operated and the vehicle speed falls to
cruise control speed, cruise control speed is
maintained again.
2 4 6
K102021
Conditions for activation

Cruise control can only be activated if:
◾ The 'OFF' switch is not operated and
◾ the speed is ≥ 30 km/h (depending on the programmed 'v max' setting for special applications) and
◾ there are no errors in the vehicle speed signal and
◾ no brake function (service brake, parking brake and intarder) is active and
◾ the drive line is NOT interrupted by the driver (the neutral switch function is not activated and the clutch
is not operated) and
◾ variable vehicle speed limiting is not active and
◾ no errors have been detected in the steering column or steering wheel switch and
◾ vehicle speed limiting for special applications is not active.
Conditions for deactivation

Cruise control is switched off when:
◾ The 'OFF' switch is operated or
2
◾ vehicle deceleration is >2 m/s or
◾ the vehicle speed falls below 25 km/h (depending on the programmed 'v max' setting for special
applications) or
◾ an error is present in the vehicle speed signal or
◾ one of the brake functions (service brake, parking brake and intarder) is active or
◾ the drive line is interrupted by the driver (the neutral switch function is activated or the clutch is
operated) or
◾ variable vehicle speed limiting is switched on or
◾ an error occurs in the 'SET+/SET-' switch or
◾ vehicle speed limiting for special applications is switched on or
◾ the ASR control becomes active or
◾ the VSC control becomes active.
Relevant components
◾ Service brake signal relay (G469)
◾ Clutch proximity switch (E575)
Print Page 3 of 3

1. Request Cruise Control function from VIC
(V-CAN1)
2. Status parking brake switch from VIC
(V-CAN1)
3. Status engine brake switch from VIC
(V-CAN1)
4. ASR active from EBS (V-CAN2)
5. VSC active from EBS (V-CAN2)
6. Intarder activation (V-CAN2)
1. Indication activation (V-CAN1)
M021683 - 08/07/2009
date.
Print Page 1 of 4
ENGINE SPEED CONTROL

1010
(max. 15A)
D E
switch switch
E013
(10A) F672
Accelerator
Pedal Sensor Vehicle Vehicle Vehicle Vehicle
x 20 17 x x x CAN2 CAN2 CAN1 CAN1
B ground
gearbox C ground
gearbox Firewall low high low high
connector 12C
x 20 17 3 x x
B A C D F
Service
brake
relay
6 1
G469 3 1
torque limiter 2
torque limiter 1
- +
engine speed
HALL
E599 E593 4 5 2 E575 2

switch switch clutch
neutral pos. neutral pos. switch
PRES cabin
ground
E511
CAN2 high
CAN1 high
service
CAN2 low
CAN1 low
supply 5V
brake
ground
ground
signal
signal
signal
signal
signal
cabin
ground
B36
B1
B40
B40
B51
B37
B33
B34
B38
B41
B53
B45
B35
B27
B11
B8
D965
A50
A60
A16
A10
A14
A18
A13
A49
A22
A21
A11
A12
A15
A19
A20
A17
A23
A24
A2
A7
A8
A4
A1
A9
A5
A3
A8
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
signal
return
shield
2 1 3 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
N
crankshaft B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
F552
i401008-3
Engine speed control

The purpose of this function is to set a constant,
temporary engine speed higher than the idling speed. Switch, steering column, MGS/AGC (C907)
This function can be used when the vehicle is 1 3
stationary and when driving. The function is activated 5
via the steering column switch (C907), the steering
wheel switches (C916) or with the application
connector (A068).
The application connector (A068) is linked to the body
builder module BBM (D993). The BBM in turn sends a
7
CAN message via V-CAN2 to the DMCI electronic
unit (D965). The application connector functions have
priority over steering column and steering wheel
switch functions.
6
4 2 i401010
The switching-on and switching-off conditions have 6
been programmed into the DMCI electronic unit.
The following components and input signals

determine whether engine speed control can be Switches, steering wheel (C916)
activated depending on the programmed customer 1 3 5
parameter setting:
1. service brake signal (G469)
2. clutch signal (E575)
2 4 6
3. accelerator pedal sensor (F672)
4. parking brake signal
5. engine brake signal (E564 via VIC V-CAN2)
6. crankshaft signal (F552).
7. the actual vehicle speed (via tachograph K102021
V-CAN2) 6
Print Page 2 of 4
Steering VIC DMCI

V-CAN1
colomn
switches D965
C907
Steering
wheel I-CAN
switches
C916
K102045-2
Activation
The engine speed control can be activated in two
ways using the steering column switch (C907) and Switch, steering column, MGS/AGC (C907)
the steering wheel switches (C916): 1 3
1. by operating the 'RES' key (C907 - 7 / C916 - 5
3).
2. by operating the 'SET+' (C907 - 4 / C916 - 5)
briefly once.
7
Activation with the 'RES' function
The moment 'RES' is operated, the engine speed
increases to a programmed value in the electronic
unit. When 'RES' is operated again, the engine speed 6
increases to the second programmed value in the 4 2 i401010
electronic unit. After this, operating 'RES' again 6

makes sure that the engine speed decreases to the
first programmed engine speed value.
The programmed engine speed and the

acceleration to reach that speed can be
changed with DAVIE.
Activation with the 'SET+' function

By operating 'SET+' the engine speed increases in Switches, steering wheel (C916)
1 3 5
steps of 25 rpm (programmable with DAVIE) each
time it is activated. If 'SET+' is continuously operated,
the engine speed increases evenly. By operating
'SET-' the engine speed is reduced.
This functions only if the current speed is greater than 2 4 6
or equal to the programmed minimum engine speed
in the engine speed control.
Increasing or decreasing the engine speed
If the engine speed control is activated, the engine
speed can be lowered by operating 'SET-'. By
K102021
operating 'SET+' the engine speed is increased. The 6
programmed minimum and maximum values in the
electronic unit limit the engine speeds that can be set.
Print Page 3 of 4
The programmed minimum and maximum

engine speeds for this control and the
engine speed increase or decrease per
operation of 'SET+' or 'SET-' can be
changed using DAVIE.
Deactivation of engine speed control

1. Engine speed control is deactivated upon 1 3
operation of the 'OFF' function (C907 - 6 / 5
C916 - 4) or
2. operation of the engine brake, or
3. when the programmed switching-on conditions
are no longer met, or
7
4. when the vehicle is driven while the engine
speed control function is active and the
vehicle speed is higher than a specific 6
maximum programmed speed (for example
when going downhill), or
4 2 i401010
6
5. when the engine speed drops below the 1 3 5
minimum value (due to an increase in engine
load), or
6. when the engine speed goes above the
maximum value (due to a decrease in engine
load). 2 4 6
Activation of the engine speed control

function via the application connector
(A068) has priority over activation via the
steering column switch (C907) or the
steering wheel switches (C916). K102021
6
Relevant components
◾ Service brake signal relay (G469)
◾ Neutral position switch (E593 / E599)

1. Request engine speed control function from
VIC (V-CAN1)
2. Request engine speed control function from
BBM (V-CAN2)
3. Status parking brake switch from VIC
(V-CAN1)
Print Page 4 of 4

5. Current gear from AS Tronic (V-CAN1)
M020103 - 08/07/2009
date.
Print Page 1 of 1
OIL LEVEL CHECK

F673 Vehicle Vehicle Vehicle Vehicle
Oil level CAN2 CAN2 CAN1 CAN1
sensor low high low high
L
R
1 2
end termination 1
end termination 2
CAN2 high
CAN1 high
CAN2 low
CAN1 low
ground
CAN1
CAN1
signal
B14
B13
B53
B45
B42
B46
B50
B54
B35
B27
ECU, DMCI D965 R R
C29
C33
C34
C30
supply 5V
ground
signal
signal
2 1 3 4
P T
U R
oil oil
pres. temp.
F744
i401124
6
The oil level can be checked in the vehicle info menu using the Menu Control Switch. This function is only
active when the ignition is on and the engine is not running. It is necessary to wait for a specific period after
the engine is switched off before the oil level can be re-checked. When the oil level in the sump changes,
the resistance of the oil level sensor (F673) changes. The resistance value is compared to the parameters
stored in the memory by the microprocessor. The microprocessor 'calculates' the oil level. The electronic
unit DMCI sends a CAN message to VIC and the VIC activates the master display of the instrument panel
via the I-CAN.
Relevant components
◾ Oil level sensor (F673)
◾ Engine oil pressure and temperature sensor (F744)

◾ Vehicle speed from tachograph (V-CAN2)
Transmitted CAN messages:
◾ Display activation (V-CAN1)
M027814 - 21/10/2009
date.
Print Page 1 of 2
CONTROL SYSTEM IN THE EVENT OF FAILURE OF ACCELERATOR PEDAL SENSOR

F672
Accelerator
Pedal Sensor
B A C D F
supply 5V
ground
ground
signal
signal
B37
B33
B34
B38
B41
ECU, DMCI D965
A16
A50
A60
A18
A10
A14
A13
A22
A49
A21
A11
A12
A15
A19
A20
A24
A23
A17
A2
A7
A8
A4
A1
A9
A3
A5
A6
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
signal
shield
return
2 1 3 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
N
crankshaft B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
F552
i401123
6
Non-functioning potentiometer
If the potentiometer in the accelerator pedal sensor
(F672) does not function, the (fully laden) vehicle can
still reach a safe place with the idling switch in the
accelerator pedal sensor.
An idling switch is fitted in the accelerator pedal
sensor (F672) parallel to the potentiometer.
When the accelerator pedal is in the no-load position
the idling switch is open. There is no connection
between points B38 and B41 of the electronic unit
(D965).
In this situation, the electronic unit energises the
pump units and injectors so that the engine speed
gradually increases to approximately 1000 rpm.
On depressing the accelerator pedal, the idling switch
is closed, so that there is a connection between
points B38 and B41 of the electronic unit.
In this situation there is a gradual increase in the
quantity of injected fuel. The maximum quantity of fuel
to be injected is limited in this way to a certain
percentage of the quantity of fuel injected at the
normal full-load position of the accelerator pedal
under full load.
Print Page 2 of 2
Non-functioning idling switch

If there is an interruption in the idling switch, there is
no connection between connection points B38 and
B41 of the electronic unit (D965) when the accelerator
pedal is depressed.
In this situation, when the accelerator pedal is
depressed, the electronic unit energises the pump
units and injectors so that the engine speed gradually
increases to a maximum engine speed of
approximately 1000 rpm.
If the idling switch has been short-circuited, there is a
connection between points B38 and B41 of the
electronic unit (D965) with the accelerator pedal in the
no-load position.
In this situation, with the accelerator pedal in the no-
load position, the electronic unit energises the pump
units and injectors so that the engine speed gradually
increases to a maximum engine speed of
approximately 1000 rpm.
The accelerator pedal function is otherwise
disengaged.
Relevant components
M027815 - 21/10/2009
date.
Print Page 1 of 2
IDLE SHUTDOWN TIMER
F672
Accelerator
kl. 15 kl. 15 Pedal Sensor
CAN2 CAN2 CAN1 CAN1
low high low high
E035 E035
(10A) (10A) B A C D F
6 1
30 85 Service
- + Clutch
brake
switch
relay HALL
37A 87 86 E575
G469
2
cabin
ground
CAN2 high
CAN1 high
CAN2 low
CAN1 low
supply 5V
ground
ground
signal
signal
B36
B51
B53
B45
B35
B27
B37
B33
B34
B38
B41
D965
A16
A50
A60
A18
A10
A14
A13
A49
A22
A21
A11
A12
A15
A19
A20
A23
A24
A17
C26
A2
A7
A8
A4
A1
A9
A3
A5
A8
C5
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
ground
signal
signal
return
shield
1 2 2 1 3 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
T N
R Injectors Pump units
coolant crankshaft B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
temp. speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
F566 F552
i401364-2
6
Engine idle shutdown is optional.
The DMCI electronic unit switches off the engine after 5 minutes of idling if the conditions programmed in
the electronic unit are met. The 5 minutes are counted by a timer in the electronic unit. 30 seconds before
the engine is switched off, the driver is informed about this via a yellow warning on the master display of the
DIP-4.
Conditions for activating the idle shutdown timer:

◾ the accelerator pedal sensor signal must be 0%;
◾ the vehicle speed must be 0 km/h;
◾ the parking brake must be switched on;
◾ the accelerator pedal must not be operated;
◾ the clutch must not be operated;
◾ the foot brake must not be operated;
Print Page 2 of 2
◾ the engine speed control must not be active.
If any of the above-mentioned statuses changes, the electronic unit stops counting and the timer is reset. As
soon as the conditions are met again, the electronic unit resumes counting.
Relevant components
◾ Accelerator pedal (F672)
◾ Parking brake switch

2. Engine speed control status from VIC
(V-CAN1)
1. Warning activation (V-CAN1)
M027816 - 21/10/2009
date.
Print Page 1 of 1
ENGINE TORQUE LIMITATION
Engine torque limitation

There are two different versions of engine torque
limitation:
1. Torque limitation in engine speed control
2. Multi-step torque limitation
1. Torque limitation in engine speed control

The engine torque limitation during engine speed control can be programmed with DAVIE. In this situation a
certain percentage of the maximum engine torque is available. This enables protection of PTOs and PTO-
driven components against overload.
[Nm]
2. Multi-step torque limitation
In engine speed control Max.
In the engine speed control function, the engine

torque can be limited to protect PTO-driven
components against overload. Three different torque 1
limitations are available for this function by providing
current to B11 and/or B8. These torque limitations are 2
fixed maximum torque values with a maximum engine
3
speed limitation each. These engine speed limitations
can be programmed with DAVIE.
0
0 [ m in- 1]
In drive mode
i401019
In the drive mode the engine torque can be limited. 6
Three different torque limitation percentages are
available for this function. These torque limitations are
a percentage of the original engine torque curve.
Specification week ≥2007-33
Multi-step torque limitation
Connection point Connection point Torque limitation in engine speed Torque limitation in
B8 B11 control drive mode
Ubat 0 Setting 1: 1000 Nm 95%
0 Ubat Setting 2: 750 Nm 80%
Ubat Ubat Setting 3: 500 Nm 60%
M026534 - 16/02/2009
date.
Print Page 1 of 2
FAN CLUTCH CONTROL Vehicle Vehicle

CAN2 CAN2
low high
CAN2 high
CAN2 low
E184
(10A)
supply
supply
supply
C60
C61
C62
B53
B45
D965
A50
A60
A49
C31
C25
C26
C16
C36
C35
supply 5V
ground
ground
signal
signal
signal
signal
return
shield
3 4 5 1 2 1 2 2 1 3
N T N
R
fan fan coolant crankshaft
act. speed temp. speed
B335 F566 F552
i401016-2
6
The purpose of the fan is to keep the coolant temperature below a specific maximum value. The valve in the
fan clutch (B335) is opened or closed depending on various sensors. The fan clutch has a constant power
supply of 24V and is connected to earth with a duty cycle via pin C16. A high duty cycle means decreasing
fan speed. A low duty cycle means increasing fan speed. The internal fan speed sensor feeds back the
current fan speed to the DMCI electronic unit on pin C36. The electronic unit determines whether the fan
clutch must be actuated more or less depending on this signal.
The fan always runs at high speed for a specific period after the engine is started. This is
because some of the silicone fluid has settled and is in the working chamber. If the silicone fluid
is cold as well, the fan runs at high speed for some time.
A number of different variables are taken into account in the fan clutch control:
1. coolant temperature sensor (F566)
2. intake air boost pressure and temperature sensor (F649)
3. retarder activation (via V-CAN2);
4. vehicle speed (via V-CAN2)
5. internal slip protection.
Coolant temperature
Fan activation
From a specific coolant temperature (a), the minimum
actuation of the fan clutch increases evenly with the max.
hyst b
coolant temperature. When a specific higher coolant c
temperature (b) is reached, the fan clutch is
immediately actuated to maximum. If the coolant
temperature drops again following this, actuation
stays maximal until a specific lower coolant
temperature (c) is reached and then decreases again a
min.
evenly as the coolant temperature decreases.
0
0 low high Coolant
temp.
i400833
Vehicle speed
When the vehicle speed is low, there is little cooling
from the air stream. Making activation of the fan
clutch dependent on vehicle speed prevents the
coolant temperature in the engine from rising too
rapidly. If the vehicle is stationary or while driving at
Print Page 2 of 2
low speed, the fan clutch is activated with a high fan

speed. Up to a specific vehicle speed (a), the fan Fan activation
speed remains high and then gradually decreases to
a specific minimum fan speed at a specific higher max. a
vehicle speed (b).
min.
b
0
0 low high Vehicle
speed
i400829
Internal slip protection

If the engine speed is high (>2000 rpm) and the fan
Fan activation
clutch speed is low, the viscous fluid may burn as a
result of internal slip. To protect the viscous fluid from c
max.
excessive temperatures, a specific speed range of the
fan clutch is not used. If a fan speed (a) is reached at
which there is a risk of the viscous fluid overheating, min.
a b
the fan clutch is not actuated further. Only when a
specific required speed (b) is reached will actuation
increase to a maximum value. This means that the 0
calculated required speed between (a) and (b) is not 0 low high Fan speed
used. When the fan clutch actuation is maximal, the i400831
slip is minimal and the fan speed is maximal. If the

required fan speed drops again, the fan clutch 6
actuation stays maximal until a specific required
speed (c) is reached, at which point the actuation
drops to level (a).
Relevant components
◾ Intake air boost pressure and temperature sensor (F649)
◾ Electronically controlled fan clutch (B335)

1. Retarder activation (V-CAN2)
M027506 - 17/09/2009
date.
Print Page 1 of 3
BLOCK DIAGRAM OF DMCI
Block diagram
Block diagram i401583 applies to:

◾ CF75 IV, specification week ≥2009-25
Modifications to CF75 IV
◾ VIC-2 (D310) replaced by VIC-3 (D358)
◾ Firewall connector torque limitation changed
◾ Tail lift input added on pin B04 of the DMCI ECU (optional)
Explanation of block diagram
A Version with glow system
B Version with ABS-D
C Version with manual gearbox
D Version with AS Tronic
E Version with manual gearbox
F Version with automatic gearbox

1010
1000 (max. 15A)
A BBM
D993
1 C539
G426
B C switch switch
1000 A07 2 1000 87 1010
VIC-3
D358 E118 E035
E392 C44 x 6 3 x x x
Firewall Firewall Vehicle Vehicle Vehicle Vehicle
85 30 connector 12C connector 3C CAN2 CAN2 CAN1 CAN1
low high low high
G372 13 3 x 6 3 x x x
Main
relay
86 87 87a
F673 Service F672
G014 Oil level To battery + brake Accelerator
Glow element sensor relay Pedal Sensor
85 30 relay 50 30 6 1 D358 VIC-3
torque limiter 2
30 85 G469 3 1 torque limiter 1
L +
RED
- +
R engine
B010 G126 HALL warning
86 87 Starter Main C20
1 2 M motor relay 87a 87 86 4 5 2 clutch 2 B A C D F
switch
E112 B341 50a 31
(5A) Glow E575
element
E184 flywheel housing PRES cabin
(10A) ground ground
end termination 1
end termination 2
option: taillift
E511
speed signal
CAN2 high
CAN1 high
service
CAN2 low
CAN1 low
supply 5V
brake
ground
ground
ground
supply
supply
supply
supply
supply
supply
CAN1
CAN1
signal
signal
signal
signal
signal
engine cabin
ground ground
B36
B14
B60
B61
B62
C60
C61
C62
B9
B04
B2
B1
B11
B13
B44
B51
B22
B37
B33
B34
B38
B41
B53
B45
B42
B46
B50
B54
B35
B27
C32
C39
B8
ECU, DMCI D965 R R

A27
A42
A41
A34
A54
A16
C29
A45
A46
A30
A50
A60
A53
C33
A10
A14
A18
A13
C34
A22
A28
A49
A21
A61
A12
A15
A19
C30
A20
A23
A24
C28
C31
C25
A17
C36
C26
C16
C35
B40
B40
B40
B58
A11
B57
B59
A2
A7
A8
A4
A1
A3
A9
A5
A6
ground
cabin
supply 5V
supply 5V
supply 5V
supply 5V
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
high-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
low-side
ground
ground
ground
ground
ground
ground
signal
signal
signal
signal
signal
signal
signal
signal
signal
signal
signal
return
shield
signal
return
shield
86 87 87a
E599 E593 R000
Switch Switch Gearbox
neutral neutral neutral
pos. pos. relay
85 30
ground
cabin
3 4 5 1 2 1 2 2 1 3 4 1 2 3 4 1 2 2 1 3 4 2 1 3 1 2 3 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
N ground ground P T P T T T P N N
gearbox gearbox 41
D312 U R U R R R U Injectors Pump units
fan fan exh. brake oil oil fuel fuel coolant inlet boost crankshaft camshaft B421 B422 B423 B424 B425 B426 B131 B132 B133 B134 B135 B136
oct. speed valve pres. temp. pres. temp. temp. temp. pres. speed speed Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6 Cyl.1 Cyl.2 Cyl.3 Cyl.4 Cyl.5 Cyl.6
B335 B192 D E F F744 F713 F566 F649 F552 F558
Cabin Central
Grounding point i401583-3
6
Basic code Description
Print Page 2 of 3
B010 Motor, starter

B131 Solenoid valve, pump unit, cyl. 1
B192 Valve, exhaust brake
B335 Clutch, electronically controlled fan
B341 Glow element
B421 Solenoid valve, injector, cyl. 1
D312 ECU, AGC-A
D358 ECU, VIC-3
D965 ECU, DMCI
D993 ECU, body builder module
E013 Fuse, brake lights
E112 Fuse, warning light, preheating
E118 Fuse, engine
E184 Fuse, engine
E392 Fuse, preheating (grid)
E511 Switch, stop lights
E593 Switch, neutral position
E575 Switch, clutch
E599 Switch, neutral position
F552 Sensor, crankshaft
F558 Sensor, camshaft
Print Page 3 of 3
F566 Sensor, coolant temperature
F649 Sensor, boost pressure and intake air temperature
F672 Sensor, accelerator pedal
F673 Sensor, oil level
F713 Sensor, fuel pressure and temperature
F744 Sensor, engine oil pressure and temperature
G014 Relay, grid heater
G126 Relay, power supply
G426 Relay, contact
G469 Relay, brake applied
R000 Relay, neutral gear, AGC
M020102 - 19/05/2010
This information applies exclusively to the entered chassis number or the selected vehicle series. Please take into account that this information may change daily.
Therefore the provided information is only valid on 09-07-2013. You cannot derive any rights from the information provided with respect to vehicles and/or components
of another series, with another chassis number and/or of another date.
Print Page 1 of 2
LOCATION INFORMATION, DMCI, ENGINE
B421-B426
B131-B136 L004 L005 F649 E566 G014 E112

B341
F552
D965
E184
F713
B335
F558
A513
F744
E392
F673
B192
E503352-2
6
M023769 - 29/11/2007
Print Page 2 of 2
date.
Print Page 1 of 1
LOCATION INFORMATION, DMCI, CAB AND CHASSIS
E593 E599
E575
F672
E503351-2
6
M027776 - 21/10/2009
date.

P Dmci (D965) : Ower Supply and Earth of Electronic Unit

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P Dmci (D965) : Ower Supply and Earth of Electronic Unit

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POWER SUPPLY AND EARTH OF DMCI ELECTRONIC UNIT (D965)

A Electronic unit connection point

B Description of connection point

C Reading at connection point (Ubat = battery

E Explanatory notes (if applicable)

F 'X' mark indicates that additional information

B44 Power supply after Ubat VDC Contact on

B57 Earth < VDC Voltage loss

CAN CONNECTIONS OF DMCI ELECTRONIC UNIT (D965)

A Electronic unit connection point

B Description of connection point

C Reading at connection point (Ubat = battery voltage)

E Explanatory notes (if applicable)

F 'X' mark indicates that additional information is available in 'Technical data'

B27 V-CAN1-H According to ISO 11898

B35 V-CAN1-L According to ISO 11898

B42 V-CAN1 through-connection According to ISO 11898

B45 V-CAN2-H According to ISO 11898 X

B46 V-CAN1 through-connection terminating According to ISO 11898 X

B53 V-CAN2-L According to ISO 11898 X

B54 V-CAN1 through-connection terminating According to ISO 11898

V-CAN1 terminating resistance ±120 Ω(1)

STATUS SIGNALS OF DMCI ELECTRONIC UNIT (D965)

A Electronic unit connection point

B Description of connection point

C Reading at connection point (Ubat = battery voltage)

E Explanatory notes (if applicable)

F 'X' mark indicates that additional information is available in 'Technical data'

0 VDC Brake pedal operated

SENSOR, ACCELERATOR PEDAL (F672)

A Electronic unit connection point

B Description of connection point

C Reading at connection point (Ubat = battery voltage)

E Explanatory notes (if applicable)

F 'X' mark indicates that additional information is available in 'Technical data'

B38 Earth, accelerator pedal sensor, idling 0 VDC

SENSOR, COOLANT TEMPERATURE (F566)

A Electronic unit connection point

B Description of connection point

C Reading at connection point (Ubat = battery voltage)

E Explanatory notes (if applicable)

F 'X' mark indicates that additional information is available in 'Technical data'

Resistance in relation to measured temperature(1)

Temperature (° Resistance (Ω)

-40 38313 52926

-30 22307 30194

-20 13402 17718

-10 8244 10661

100 178 196

110 136 152

120 106 119

(1) Check the resistance by measuring at the connection points

SENSOR, BOOST PRESSURE AND INTAKE AIR TEMP. (F649)

A Electronic unit connection point

B Description of connection point

C Reading at connection point (Ubat = battery voltage)

E Explanatory notes (if applicable)

F 'X' mark indicates that additional information is available in 'Technical data'

A27 Earth, intake air boost pressure and 0 VDC

4.5 VDC Intake air pressure 4 bar X

Colour of O-ring green