Freightliner Code Spn 639 Fmi 14

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Sometimes, you need a little extra help to decode the Freightliner Fault Codes List. Enter diagnostic scanners. These handy devices allow you to scan and interpret fault codes, making troubleshooting a whole lot easier.

A fleet of 500 vehicles can see upwards of 200 fault codes (also known as SPN error codes) go off per day. That is over 1,400 codes in a week that a fleet manager has to manually review for severity and close out. Not only is it time consuming to read and close out fault codes but the manual effort can often result in missed critical alerts, leading to expensive on-the-road breakdowns.

Of the 18 million fault codes, SPN 1761 triggered the most out of the minor codes, popping up 144,727 times. DEF became a major need for medium and heavy-duty Diesel vehicles to help reduce their pollution output as regulation became tighter around federal emission guidelines.

You will see SPN 639 pop-up when communication has been lost between the engine control module (ECM) and another device via the SAE J1939 data link. The check engine light will illuminate, and the ECM immediately logs the fault code. To validate the repair, perform a key cycle, start the engine and let it idle for 1 minute. Fortunately, there is no effect on vehicle performance.

You may notice SPN 520256 fault code pop-up when your window regulator motors stop working correctly. This is because the motors in window regulators are not intended to run continuously, as there is a thermal cutoff. However, if they run long enough, or if they get too hot, the motors will be temporarily disabled to prevent damage and a fault code will trigger.

Simple Fix: The issue is resolved by cycling the ignition switch, which resets the modules. If the problem persists even after shorter periods of operation, the window regulator motor may be damaged and must be replaced.

SPN 520289 showed up nearly 10,000 times which is quite remarkable given that this code is very weather dependent and not all Pitstop customers are in cold climates! Of course, this fault code is as the name describes. There are heaters on mirrors to prevent fogging, and is entirely dependent on the weather.

SPN 1231 fault code may pop up when the Motor Control Module (MCM) stops receiving messages from the Aftertreatment Control Module (ACM) for 5 seconds. This may be caused by an over or under-voltage supply to the ACM module or a fault set during a reprogramming event. If you want to conduct a preliminary diagnostic (not necessary), plug in a diagnostic device to the 9-pin connector, switch off the ignition, then unplug the USB cable from the 9-pin connector. Reconnect the USB link after waiting five minutes. Recheck the fault code after turning on the ignition.

Lack of ignition supply to the Model Predictive Control (MPC) often results in the SPN 524127, which stops the MPC from communicating. As a result, you may notice you are not receiving any reflected radar signals over a long period of time. An obstructed radar view can also cause this. If you are using cooperative adaptive cruise control and platooning, this issue can impact your fleet more by reducing the potential for cooperation and improving traffic flow.

Simple Fix: Check for any obstructions to the radar, then clear the code and let the ignition run for a minute. If the fault code pops up again, relay this information to your technician to check during your next PM visit.

Vehicle control modules or sensors monitor system voltage to ensure it is within the normal operating range. For example, when the ignition is turned on, the Diagnostic Trouble Code (DTC) is set when the control module or sensor detects a system voltage of fewer than 9 Volts for 5 seconds, causing SPN U3001 to set off. This can happen for several possible causes, such as a faulty control module setting the code, the control module harness being open/shorted, or if there is a poor electrical connection.

The customer had some other codes that were active previously, and had already fixed the problem. However, the truck was still derated with the codes mentioned above and he wasn't sure how to fix it. The procedure:

Thank you, Tyler. Those two codes have turned a lot of my hairs grey! Where did you find that procedure? Here is something I posted in another forum a while back... just in case that doesn't work for someone.

"I went to a shop last week to look at this truck, two codes were in the PCM and would not clear. The shop diagnosed the truck with a bad particulate sensor. The sensor was replaced and the code did not come back. The 3712 and 3714 codes however would not clear, and the engine was in derate mode. Below you can see the conditions for clearing the code:

Conditions for Clearing the Fault Code: This fault code will go inactive once all other active fault codes have been addressed. Refer to the appropriate fault code troubleshooting tree. The ECM will turn off the red STOP ENGINE lamp immediately after the diagnostic runs and passes.

Conditions for Clearing the Fault Code: This fault code will go inactive once all other active fault codes have been addressed. Refer to the appropriate fault code troubleshooting tree. The ECM will turn off the amber CHECK ENGINE lamp immediately after the diagnostic runs and passes.

A regen and SCR test was performed post repair. All of the temps looked perfect and it passed all of the tests. The 3712 and 3714 still would not go away, there were absolutely no other codes. I have experienced this before, my simple minded explanation is that the codes are latched and there is a software issue. I decided to reflash the computer to the latest calibration. The codes were gone and everything was back to normal. I have also reinstalled the same calibration on ECMs that do not have an update available with the same success."

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I have my insight procedures pulled up and I can't find aftertreatment maintenance command found the rest of the procedures but not that step please help currently going through this issue at our shop

The first thing you will notice when reading a J1939 diagnostic code, also known as a DTC (diagnostic trouble code), is SA, SPN, and FMI numbers. All three of these identifiers give you a complete DTC that you can use to quickly enhance your understanding and diagnose an issue.

Next, we see SPN which stands for suspect parameter number, this is used to identify the specific component or condition that is triggering a fault. In our example, we see SPN 3216, when looked up this SPN shows that there is an issue with the Aftertreatment Intake NOx sensor. This would be an example of a component-based fault, but there are also condition-based faults where it has not detected a specific component failure but a set of operating conditions not performing as they should.

Now that we have established which computer is detecting the problem, and the general area in which the problem is detected, we look at FMI. FMI stands for failure mode indicator, this tells us the type of failure that is being reported to the computer, truly narrowing down your issue as far as the computer can detect on its own. FMI can point you more specifically to circuit breaks, component failures, data communication errors, or operating conditions exceeding set ranges.

Going back to our example, we have FMI 14, which is a unique failure because it tells us that this is an issue that requires special instructions from the manufacturer. This would mean that the manufacturer has decided to put in this special note as they typically have more specifics regarding the fault, even though it will still fall under the types of failures mentioned before.

When you see an open circuit failure this means that there is a part of the circuit that is not complete, like a broken wire or a part that is disconnected. When you see closed, it means that something that should normally have an open circuit is now closed and that is not how it normally operates.

When there is a short, that tells you there is wire that is grounding out, this usually points to an internal component failure. If you see these types of FMI there is a high chance that you have a component failure, but in less common cases this could mean there is a problem with the wiring.

A component failure would look like an FMI 12 for bad device/component or an FMI 7 for a component not responding or being out of adjustment. A component failure FMI is usually one of the easier ones to diagnose because the DTC points you at exactly what needs to be inspected and tells you the type of repair that needs to be done with little to no further diagnosis needed.

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