Mr Code Actros

[Julian Gladyshev]

Hopingsomebody on here might be able to help as our local mercedes dealerships are dreadful. On a 16 plate actros an amber braking and driving characteristics have changed warning has come up and the fault code is 35f0ff.

Developed by subject matter experts at Diesel Laptops, our fault code repair guides are painstakingly accurate and up-to-date. They feature a consistent layout and easy-to-use instructions across all manufacturers. Engines, transmissions, anti-lock brake systems, and more!

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Chevy/GMC: The first example is for a Chevy/GMC truck. In this example, the paint code is found on a label in the glove box and it is "U 9260". The BC/CC before the paint code stands for "Base Coat/Clear Coat."

Toyota: Toyota's paint code is found on either the driver's side door or the driver's side door jamb. In this example, the paint code is "1D6". The "C/TR" prior to the paint code stand for "Color/Trim."

Without making this too complicated, the short version is this: commercial trucks started to go away from mechanical systems to electronic systems in the early 1990s. When the first generations of these trucks started to come on the market, each truck maker was using their own special plugs and their own proprietary tools. This is where the Cummins QuickCheck, ProLink 9000, and other tools started to emerge. These were handheld devices, and in some cases, you could purchase additional cartridges to get the software you needed. Here are some examples of those.

The problem with this solution was that the truck and engine manufacturers were not talking and communicating well with each other, and since certain vendors such as CAT, Cummins, Bendix, Meritor, and others are used in a variety of different truck manufacturers, they needed to get standardized. This is where the SAE and the ATA stepped in and started developing some standardization.

In the early to mid-1990s is when we first saw the standard 6-pin plug placed in commercial trucks. This would be used for the next 10-15 years, and we now saw computerized diagnostic tools enter the market. This was great because instead of having to purchase tools that only dealers could have, hardware and software were made available to the general public.

Now that a standard had been set for both the physical connections and the software language, the manufacturers need a logical way to read and display this data. This is where we first saw this new system. If you have ever used some diagnostic software or a generic code reader, these acronyms will look familiar. Here is how they work.

Now that we have defined MID (The component) and PID (types of data), we can talk about Failure Mode Identifiers (FMI). Every diagnostic trouble code (DTC) that you find will have an FMI. This code is set by the ECM detecting a variety of problems, such as too much voltage, not enough voltage, resistance is incorrect, and so on. So here is the list of possible FMI values:

Now that we understand that a MID is a component, such as an engine, it can be further broken down into subsystems. Each subsystem has its own set of SIDs. For example, MID 128 (Engine) could have SID 6 for Injector number 6. However, SID 6 on a Mid 136 (Transmission) is for the C6 Solenoid Valve.

Some manufacturers, mainly Volvo & Mack, decided that they needed to add their own PIDs and SIDs to the mix. We call this Proprietary PID and Proprietary SID, or PPID and PSID for short. While we do not have a list of these, it is important to know what they are.

So now that we understand the basics of how trucks read & display code information, we can take it one step further and explain how it all related to diagnostic trouble codes. Almost all equipment manufacturers (Also called OEMs) take all of these acronyms we just discussed and then translate them to a flash code. This is where a lot of customers run into problems. Let's use one of the code readers we sell as an example.

So there you have, a beginners guide to all those crazy acronyms that you see with commercial trucks and diesel diagnostic tools. We hope that this information gave you some insight into how these heavy-duty scan tools work, and why you need to make sure you match up the correct tool with what you are trying to accomplish. Comments are always appreciated!

Tyler Robertson is the Founder, Owner, and President of www.DieselLaptops.com. Started in 2010, DieselLaptops.com has become the premiere source of diesel diagnostic equipment for commercial trucks, off-highway equipment, marine, motorcycle, automobile, agriculture, and more.

If Cummins never put Oil stats on the bus, can I add them? Is there an aftermarket solution to drive a signal onto the bus, whether the ECU cares for it or not, and then display it on my dash? Can someone point me to the hardware, and knowhow?

The Mercedes-Benz diagnostic scanner enables you to read and erase the fault codes that relate to the check engine light on your truck. It works on all Mercedes-Benz Trucks listed in the drop down box above.

With the code reader, you can quickly find out trouble causes (troubleshooter) of electronically controlled systems on your truck, by simply connecting the reader to the diagnostic socket, whilst reading the trouble code (DTC) shown on the device, and hence, identifying, locating and checking trouble causes.

This Heavy Duty code reader for Mercedes-Benz trucks enables you to read and erase the fault codes that relate to the check engine light on your truck. It will work with your specific truck as listed in the drop down boxes above, so please select.

With this code reader, you can quickly find out trouble causes (troubleshooter) of electronically controlled systems on your truck, by simply connecting the device to your truck's diagnostic socket, whilst reading the trouble code (DTC) shown on the device, and hence, identifying, locating and checking trouble causes. Will cover troubles that your truck ECU is capable of handling, ranging from engine, transmission, brakes, O2 sensors, suspension, ABS, fuel system and more!

How can help you? Mercedes code errors can be very useful for you to quickly diagnose a fault, every time a code error appears on the instrument panel of your vehicle. You can fix some simple faults very quickly yourself. As e.g. high or low temperatures, lack of fluids, lubricants, etc.

Amazing Features Must haves app for Mercedes truck owners and drivers. Type fault code ACM 230D01 and find problem or example: ACM 230D01, search 230D01 or ACM 230D01: The temperature in the AdBlue tank is too low.

A medium-duty truck experiencing repeated self-regenerations was found to have a DPF (diesel particulate filter) inefficiency fault code. The initial diagnosis was for a clogged diesel particulate filter, which was replaced, but the problem continued. The engine would run normally for three to four weeks before the passive regenerations started and the DPF inefficiency code would reappear.

Another issue Piepmeier remembered was from a truck that was derating and showing an SCR fault code. The shop cleared the code and completed a forced regeneration, but the same derating issue kept returning.

For diagnostics, Piepmeier prefers the Autel MaxiSys MS909CV tool, which provides online repair information for identifying faults and researching issues. But having the right tools is only part of the effective approach that he applies.

Seth Skydel, a veteran industry editor, has more than 36 years of experience in fleet management, trucking, and transportation and logistics publications. Today, in editorial and marketing roles, he writes about fleet, service, and transportation management, vehicle and information technology, and industry trends and issues.

If you own a 1982 to 1995 GM car or truck, you just might be able to read your trouble codes for free! If you have a connector like this under your dash, read on... (note: this connector may have a black plastic cover over it, so also look for a cover shaped like this, sorry for the messy wires here) This is referred to as the Assembly Line Communication Link (ALDL) connector.

1. Ground terminals A and B (see diagram below) with the ignition "ON" and engine not running. The system will enter the diagnostic mode. In this mode, the computer will display a Code 12, three consecutive times, by flashing the "CHECK ENGINE", "SERVICE ENGINE SOON" or "MALFUNCTION INDICATOR LAMP" or light. A Code 12 consists of one flash, a short pause, then two flashes in rapid succession.

2. After Code 12 is displayed, any stored trouble codes will be displayed by flashing the "CHECK ENGINE", "SERVICE ENGINE SOON" or "MALFUNCTION INDICATOR LAMP" light. All codes are displayed 3 times each then a code 12 will repeat. In the diagnostic mode, the computer will also energize all computer controlled relays and solenoids.

Heavy Goods Vehicles (HGV), Public service Vehicles (PSV) and heavy trailers require a Roller Brake Test during their Stautory Test (MOT).The computer controlled Roller Brake Tester (RBT) knows how to test the individual vehicles/trailers because a brake code or DTP number is entered. The DTP number contains all the information for the vehicle being tested, for eample:Axle weightsDesign Gross Vehicle and Train weightsMake,Age, etc .This spreadsheet gives all the information that sits behind DTP numbers allocated to HGV only (PSV and Trailers are different)For PSV brake codes, please go to: =https%3A%2F%2Fassets.publishing.service.gov.uk%2Fmedia%2F5dfa046040f0b6093fe76083%2Fwork-out-psv-brake-code.xlsx&wdOrigin=BROWSELINK(the excel worksheet may need to be opened in desktop app to work correctly)Note: The information entered into this spreadsheet may be slightly different to that given to the DVSA when the PSV was entered into service - therefore the code may be slightly different to that used at MOT. Best practice would be to take note of the code from the MOT brake printout.

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