| SPN | Name | Description |
|---|---|---|
| 1 | Reserved – To be assigned | No sensor assigned to this value |
| 2 | Reserved – To be assigned | No sensor assigned to this value |
| 3 | Reserved – To be assigned | No sensor assigned to this value |
| 4 | Dynamic MID Claim for SAE J2497 Gateway Devices | This message is used to claim a MID to be used to identify a trailer on a vehicle. There may be multiple trailers on the same vehicle, so a method of assigning unique MIDs for broadcasting on the SAE J2497 Data Link is needed. |
| 5 | Reserved – To be assigned | No sensor assigned to this value |
| 6 | Reserved – To be assigned | No sensor assigned to this value |
| 7 | Axle #2 Lift Air Pressure | Gauge Pressure of air in system that utilizes compressed air to provide force between a lift axle and frame for purposes of lifting or lowering the axle. |
| 8 | Brake System Air Pressure Low Warning Switch Status | Indentifies the current status of the low pressure warning switch that monitors the air brake system. |
| 9 | Axle Lift Status | Identifies the current status or position of the lift axle. |
| 10 | Axle Slider Status | Identifies the current status the a sliding axle suspension. |
| 11 | Cargo Securement | Used to monitor hold down device to include chain, cable or other device that may be used to secure a load. |
| 12 | Brake Stroke Status | identifies the current state of the vehicle foundation brakes. |
| 13 | Entry Assist Position/Deployment | Position of the steps, chair lift, etc. |
| 14 | Entry Assist Motor Current | Current measured of the entry assist motor. |
| 15 | Fuel Supply Pump Inlet Pressure | Absolute pressure of fuel at fuel supply pump inlet. |
| 16 | Engine Fuel Filter Differential Pressure (see also SPN 1382) | Differential pressure measured across the fuel filter located between the fuel tank and the supply pump. See SPN 1382 and Figures SPN16_A & SPN16_B. |
| 17 | Engine Oil Level Remote Reservoir | Ratio of current volume of engine oil in remote reservoir to maximum recommended volume. |
| 18 | Engine Extended Range Fuel Pressure | Gauge pressure of fuel in system as delivered from the supply pump to the injection pump. |
| 19 | Engine Extended Range Oil Pressure | Gauge pressure of oil in the engine lubrication system as provided by the oil pump. |
| 20 | Engine Extended Range Coolant Pressure | Gage pressure of liquid found in engine cooling system. See also SPN 109 for alternate SLOT. |
| 21 | Engine ECU Temperature (use SPN 1136) | Temperature of the engine electronic control unit. (21, 1207 are not to be used - obsolete) |
| 22 | Engine Extended Crankcase Blow-by Pressure | Differential crankcase blow-by pressure as measured through a tube with a venturi. (1264 not to be used – obsolete) |
| 23 | Generator Oil Pressure | Gauge pressure of oil in an auxiliary generator engine lubrication system. |
| 24 | Generator Coolant Temperature | The temperature of liquid found in auxiliary generator engine cooling system. |
| 25 | Air Conditioner System Status #2 | Identifies the current state of the air conditioner (AC) compressor pressures and the evaporator temperatures. |
| 26 | Estimated Fan Speed (Percent) | Fan speed as a ratio of the actual fan drive (current speed) to the fully engaged fan drive (maximum fan speed). |
| 27 | Engine Exhaust Gas Recirculation 1 Valve Position | The position of the exhaust gas recirculation valve expressed as a percentage of full travel. Zero percent means the valve is closed and no exhaust gas is flowing into the intake air stream. One hundred percent means the valve is fully opened. |
| 28 | Accelerator Pedal Position 3 | The ratio of actual position of the third analog engine speed/torque request input device (such as an accelerator pedal or throttle lever) to the maximum position of the input device. This parameter is intended for the third accelerator control in an application. If an application has only one accelerator control, use SPN 91. In marine applications, this will typically be the operator’s third throttle lever. If a low idle validation switch is used in conjunction with accelerator pedal position 3, use Accelerator Pedal Low Idle Switch 3, SPN 2971. NOTE—See SPNs 91 and 974 for additional accelerator position parameters. SPN 28 is an additional SPN for accelerator position. |
| 29 | Accelerator Pedal Position 2 | The ratio of actual position of the second analog engine speed/torque request input device (such as an accelerator pedal or throttle lever) to the maximum position of the input device. This parameter is intended for secondary accelerator control in an application. If an application has only one accelerator control, use SPN 91. In marine applications, this will typically be the operator’s second throttle lever. If a low idle validation switch is used in conjunction with accelerator pedal position 2, use Accelerator Pedal Low Idle Switch 2, SPN 2970. NOTE—See SPNs 91 and 974 for additional accelerator position parameters. |
| 30 | Engine Crankcase Blowby Pressure | Crankcase blow-by pressure as measured through a tube with a venturi. |
| 31 | Transmission Range Position | The current position of the range cylinder. |
| 32 | Transmission Splitter Position | The current position of the splitter cylinder. |
| 33 | Clutch Cylinder Position | The current position of the clutch engagement cylinder. |
| 34 | Clutch Cylinder Actuator Status | Identifies the current status of the actuators used to control the functions of the clutch cylinder. |
| 35 | Shift Finger Actuator Status #2 | Identifies the current status of the actuators that move the shift finger. |
| 36 | Clutch Plates | Not referenced in J1939-71 |
| 37 | Transmission Air Tank Pressure | The pressure of the air in the tank supplying the automatically shifting transmission. |
| 38 | Fuel Level 2 | Ratio of volume of fuel to the total volume of fuel in the second or right-side storage container. When Fuel Level 2 is not used, Fuel Level 1 (SPN 96) represents the total fuel in all fuel storage containers. |
| 39 | Tire Pressure Check Interval | The interval at which the system will check the tire pressures (e.g., 5, 10, 15 min.). NOTE - A value of 0 indicates continuous (real time) pressure readings. |
| 40 | Engine Retarder Switches Status | Identifies the current state of the switch contacts used in the engine retarder system. |
| 41 | Cruise Control Switch Status | Identifies the current state of the switch contacts used in the cruise control system. |
| 42 | Pressure Switch Status | Identifies the current state of an open/closed type switch used to determine if adequate pressure exists for system implementation. |
| 43 | Ignition Switch Status | Identifies the current state of the contacts within the ignition switch. |
| 44 | Attention/Warning Indicator Lamps Status | Identifies the current state of the lamps used a driver attention of warning indicators. |
| 45 | Inlet Air Heater Status | Identifies the current state of the inlet air heaters. |
| 46 | Pneumatic Supply Pressure | The pneumatic pressure in the main reservoir, sometimes referred to as the wet tank. |
| 47 | Retarder Status | Identifies the current state of the vehicle retarders. |
| 48 | Extended Range Barometric Pressure | Absolute air pressure of the atmosphere. |
| 49 | ABS Control Status | Identifies the current state of the ABS control functions, lamp and switch. |
| 50 | Air Conditioner System Status/Command #1 | Used to request the air conditioner (AC) compressor clutch unit to temporarily disable the clutch. This parameter also provides the current state of the engine fan, A/C system, and compressor clutch. |
| 51 | Engine Throttle Valve 1 Position 1 | The position of the valve used to regulate the supply of a fluid, usually air or fuel/air mixture, to an engine. 0% represents no supply and 100% is full supply. |
| 52 | Engine Intercooler Temperature | Temperature of liquid found in the intercooler located after the turbocharger. |
| 53 | Transmission Synchronizer Clutch Value | The current modulated value for the air supply to the synchronizer clutch. |
| 54 | Transmission Synchronizer Brake Value | The current modulated value for the air supply to the synchronizer brake. |
| 55 | Shift Finger Positional Status | Identifies the current status of the switches that represent the position of the shift finger. |
| 56 | Transmission Range Switch Status | Identifies the current status of the switches that represent range position. |
| 57 | Transmission Actuator Status #2 | Identifies the current status of the actuators that control the clutch, the engine defuel mechanism, and the inertia brake. |
| 58 | Shift Finger Actuator Status | Identifies the current status of the actuator that move the shift finger. |
| 59 | Transmission Shift Finger Gear Position | The current position of the shift finger in the gear direction. |
| 60 | Transmission Shift Finger Rail Position | The current position of the shift finger in the rail direction. |
| 61 | Parking Brake Actuator Status | Identifies the current status of the actuators that control the parking brakes. |
| 62 | Retarder inhibit Status | Identifies the current state of the device that inhibits use of the engine retarder. |
| 63 | Transmission Actuator Status #1 | Identifies the current status of the actuators used to control the functions of the auxiliary unit. |
| 64 | Transmission #2 Oil Temperature | Temperature of transmission #2 lubricant. |
| 65 | Brake Switch Status | Identifies the current state of the brake switches. |
| 66 | Vehicle Enabling Component Status | Identifies the current state of the components that enable the vehicle to start and operate properly. |
| 67 | Shift Request Switch Status | Identifies the current state of the switches used to request an upshift or downshift. |
| 68 | Torque Limiting Factor | Ratio of current output torque allowed (due to adverse operating conditions) to the maximum torque available at the current engine speed (under normal operating conditions). |
| 69 | Two Speed Axle Switch | Switch signal which indicates the current axle range. 00 - Low speed range 01 - High speed range 10 - Error 11 - Not available |
| 70 | Parking Brake Switch | Switch signal which indicates when the parking brake is set. In general the switch actuated by the operator's park brake control, whether a pedal, lever or other control mechanism (see also SPN 619 and 5275). 00 - Parking brake not set 01 - Parking brake set 10 - Error 11 - Not available |
| 71 | Idle Shutdown Timer Status | State of the idle shutdown timer system (active, not active) for the various modes of operation. |
| 72 | Engine Blower Bypass Valve Position | Relative position of the blower bypass valve. |
| 73 | Auxiliary Pump Pressure | Gage pressure of auxiliary water pump driven as a PTO device. |
| 74 | Maximum Vehicle Speed Limit | Maximum vehicle velocity allowed. |
| 75 | Steering Axle Temperature | Temperature of lubricant in steering axle. |
| 76 | Axle Lift Air Pressure | Gage pressure of air in system that utilizes compressed air to provide force between a lift axle and frame for purposes of lifting or lowering the axle. |
| 77 | Forward Rear Drive Axle Temperature | Temperature of axle lubricant in forward rear drive axle. |
| 78 | Rear Rear Drive Axle Temperature | Temperature of axle lubricant in rear rear drive axle. |
| 79 | Road Surface Temperature | Indicated temperature of road surface over which vehicle is operating. |
| 80 | Washer Fluid Level | Ratio of volume of liquid to total container volume of fluid reservoir in windshield wash system. |
| 81 | Aftertreatment 1 Diesel Particulate Filter Intake Pressure (use SPN 3609) | Exhaust back pressure as a result of particle accumulation on filter media placed in the exhaust stream. It is recommended that SPN 3609 be used as it has better resolution. |
| 82 | Engine Air Start Pressure | Gage pressure of air in an engine starting system that utilizes compressed air to provide the force required to rotate the crankshaft. |
| 83 | Road Speed Limit Status | State (active or not active) of the system used to limit maximum vehicle velocity. |
| 84 | Wheel-Based Vehicle Speed | Speed of the vehicle as calculated from wheel or tailshaft speed. |
| 85 | Cruise Control Status | State of the vehicle velocity control system (active, not active) and system switch (on, off), for various system operating modes. |
| 86 | Cruise Control Set Speed | Value of set (chosen) velocity of velocity control system. |
| 87 | Cruise Control High Set Limit Speed | Maximum vehicle velocity at which cruise can be set. |
| 88 | Cruise Control Low Set Limit Speed | Minimum vehicle velocity at which cruise can be set or minimum vehicle velocity for cruise operation before it will exit cruise control operation. |
| 89 | Power Takeoff Status | State of the system used to transmit engine power to auxiliary equipment. |
| 90 | Power Takeoff Oil Temperature | Temperature of lubricant in device used to transmit engine power to auxiliary equipment. |
| 91 | Accelerator Pedal Position 1 | The ratio of actual position of the analog engine speed/torque request input device (such as an accelerator pedal or throttle lever) to the maximum position of the input device. This parameter is intended for the primary accelerator control in an application. If an application has only one accelerator control, use SPN 91. For on-highway vehicles, this will typically be the operator’s accelerator pedal. Although it is used as an input to determine powertrain demand, it also provides anticipatory information to transmission and ASR algorithms about driver actions. In marine applications, this will typically be the operator’s throttle lever. If a low idle validation switch is used in conjunction with accelerator pedal position 1, use Accelerator Pedal Low Idle Switch 1, SPN 558. NOTE—See SPNs 29 and 974 for additional accelerator position parameters. SPN 28 is an additional diagnostic SPN for accelerator position. |
| 92 | Engine Percent Load At Current Speed | The ratio of actual engine percent torque (indicated) to maximum indicated torque available at the current engine speed, clipped to zero torque during engine braking. |
| 93 | Engine Net Brake Torque | |
| 94 | Engine Fuel Delivery Pressure | Gage pressure of fuel in system as delivered from supply pump to the injection pump. See also SPN 5578 for Fuel Delivery Absolute Pressure. See Figures SPN16_A & SPN16_B. |
| 95 | Engine Fuel Filter Differential Pressure | Change in fuel delivery pressure, measured across the filter, due to accumulation of solid or semisolid matter on the filter element. See Figures SPN16_A & SPN16_B. |
| 96 | Fuel Level 1 | Ratio of volume of fuel to the total volume of fuel storage container. When Fuel Level 2 (SPN 38) is not used, Fuel Level 1 represents the total fuel in all fuel storage containers. When Fuel Level 2 is used, Fuel Level 1 represents the fuel level in the primary or left-side fuel storage container. |
| 97 | water In Fuel Indicator | Signal which indicates the presence of water in the fuel. 00 - No 01 - Yes 10 - Error 11 - Not available |
| 98 | Engine Oil Level | Ratio of current volume of engine sump oil to maximum required volume. |
| 99 | Engine Oil Filter Differential Pressure | Change in engine oil pressure, measured across the filter, due to the filter and any accumulation of solid or semisolid material on or in the filter. |
| 100 | Engine Oil Pressure | Gage pressure of oil in engine lubrication system as provided by oil pump. |
| 101 | Engine Crankcase Pressure | First instance of the gage pressure inside engine crankcase. |
| 102 | Engine Intake Manifold #1 Pressure | The gage pressure measurement of the air intake manifold. If there are multiple air pressure sensors in the intake stream, this is the last one in flow direction before entering the combustion chamber. This should be the pressure used to drive gauges and displays. See also SPNs 1127-1130 and SPN 3562 for alternate range and resolution. If there is only one pressure measurement of the air intake manifold to report and this range and resolution is adequate, this parameter should be used. |
| 103 | Engine Turbocharger 1 Speed | Rotational velocity of rotor in the turbocharger. |
| 104 | Engine Turbocharger Lube Oil Pressure 1 | Gage pressure of oil in turbocharger lubrication system. |
| 105 | Engine Intake Manifold 1 Temperature | Temperature of pre-combustion air found in intake manifold of engine air supply system. |
| 106 | Engine Intake Air Pressure | Absolute air pressure at input port to intake manifold or air box. |
| 107 | Engine Air Filter 1 Differential Pressure | Change in engine air system pressure, measured across the filter, due to the filter and any accumulation of solid foreign matter on or in the filter. This is the measurement of the first filter in a multiple air filter system. In a single air filter application, this is the only SPN used. Filter numbering follows the guidelines noted in section, Naming Convention For Engine Parameters. |
| 108 | Absolute Air Pressure | Absolute air pressure of the atmosphere. See Figures SPN16_A & SPN16_B. |
| 109 | Engine Coolant Pressure | Gage pressure of liquid found in engine cooling system. See SPN 20 for alternate SLOT. |
| 110 | Engine Coolant Temperature | Temperature of liquid found in engine cooling system. |
| 111 | Engine Coolant Level 1 | Ratio of volume of liquid found in engine cooling system to total cooling system volume. Typical monitoring location is in the coolant expansion tank. |
| 112 | Engine Coolant Filter Differential Pressure | Change in coolant pressure, measured across the filter, due to the filter and any accumulation of solid or semisolid matter on or in the filter. |
| 113 | Engine Governor Droop | The difference between full load rated engine sped and maximum no-load governed engine speed. |
| 114 | Net Battery Current | Net flow of electrical current into/out of the battery or batteries. |
| 115 | Alternator Current | Measure of electrical current flow from the alternator. Alternator Current (High Range/Resolution) parameter SPN 1795 has a higher range and resolution of the same parameter. |
| 116 | Brake Application Pressure | Gage pressure of compressed air or fluid in vehicle braking system measured at the brake chamber when brake shoe (or pad) is placed against brake drum (or disc). |
| 117 | Brake Primary Pressure | Gage pressure of air in the primary, or supply side, of the air brake system. |
| 118 | Brake Secondary Pressure | Gage pressure of air in the secondary, or service side, of the air brake system. |
| 119 | Hydraulic Retarder Pressure | Gage pressure of oil in hydraulic retarder system. |
| 120 | Hydraulic Retarder Oil Temperature | Temperature of oil found in a hydraulic retarder. |
| 121 | Engine Retarder Status | State of device used to convert engine power to vehicle retarding (stopping) force. |
| 122 | Engine Retarder Percent | Ratio of current engine retard force to maximum retard force available. |
| 123 | Clutch Pressure | Gage pressure of oil within a wet clutch. |
| 124 | Transmission Oil Level 1 | First instance of a transmission oil level indicator. Conveys the ratio of volume of transmission sump oil to recommended volume. |
| 125 | Transmission Oil Level High/Low | Amount of current volume of transmission sump oil compared to recommended volume. |
| 126 | Transmission Filter Differential Pressure | Change in transmission fluid pressure, measured after the filter, due to accumulation of solid or semisolid material on or in the filter. |
| 127 | Transmission Oil Pressure | Gage pressure of lubrication fluid in transmission, measured after pump. |
| 128 | Component Specific Parameter Request | Used to request parameter data transmission from a specified component on the data link. |
| 129 | Engine Injector Metering Rail 2 Pressure (duplicate, use SPN 1349) | The gage pressure of fuel in the metering rail #2 as delivered from the supply pump to the injector metering intake. See Figure SPN16_A for fuel system related parameters. Although the figure does not show rail #2 it does show the relationship of rail pressure to other signals. (Obsolete - use SPN 1349) |
| 130 | Engine Power Specific Fuel Economy | Instantaneous fuel economy of the engine, typically for off-highway equipment. |
| 131 | Engine Exhaust Back Pressure | Gage pressure of exhaust gas measured at the exhaust manifold. |
| 132 | Engine Intake Air Mass Flow Rate | Mass flow rate of fresh air entering the engine air intake, before any EGR mixer, if used. Flow rate of fresh air conducted to the engine cylinders to support combustion. |
| 133 | Engine Average Fuel Rate | GPH |
| 134 | Wheel Speed Sensor Status | Identifies the current state of the device that signals individual wheel speeds to the ABS Electronic control unit. |
| 135 | Engine Fuel Delivery Pressure (Absolute) | Absolute pressure of fuel in system delivered from the supply pump. |
| 136 | Auxiliary Vacuum Pressure Reading | Identifies the current vacuum pressure (relative to atmosphere) that is configured uniquely per application. Not to be used in place of defined parameters. |
| 137 | Auxiliary Gage Pressure Reading 1 | Identifies the current gage pressure (relative to atmosphere) that is configured uniquely per application. Not to be used in place of defined parameters. |
| 138 | Auxiliary Absolute Pressure Reading | Identifies the current absolute pressure (relative to 0 pressure) that is configured uniquely per application. Not to be used in place of defined parameters. |
| 139 | Tire Pressure Control System Channel Functional Mode | Indicates the functional mode of each channel. |
| 140 | Tire Pressure Control System Solenoid Status | Identifies the current state of the solenoids used to implement a tire pressure control system in its pneumatic control unit (PCU). |
| 141 | Trailer, Tag Or Push Channel Tire Pressure Target | The tire pressure control system’s target gage pressure for the trailer, tag, or push group of tires. |
| 142 | Drive Channel Tire Pressure Target | The tire pressure control system’s target gage pressure for the drive group of tires. |
| 143 | Steer Channel Tire Pressure Target | The tire pressure control system’s target gage pressure for the steer group of tires. |
| 144 | Trailer, Tag Or Push Channel Tire Pressure | The latest gage pressure reading of the trailer, tag, or push group of tires, as opposed to the pressure in each tire. |
| 145 | Drive Channel Tire Pressure | The latest gage pressure reading of the drive group of tires, as opposed to the pressure in each tire. |
| 146 | Steer Channel Tire Pressure | The latest gage pressure reading of the steer group of tires, as opposed to the pressure in each tire. |
| 147 | Engine Average Fuel Economy (Gaseous) | |
| 148 | Engine Instantaneous Fuel Economy (Gaseous) | |
| 149 | Engine Mass Flow Rate (Gaseous) - (Obsolete - Use SPN 1241) | This SPN is obsolete. Use SPN 1241. |
| 150 | PTO Engagement Control Status | Identifies the current state of the input and output functions used to control the engagement of the PTO devices. |
| 151 | ATC Control Status | Identifies the current state of the ATC (automatic traction control) control functions, signals, lamp and switch. |
| 152 | Number Of ECU Resets | |
| 153 | Engine High Resolution Crankcase Pressure | Gage air pressure inside engine crankcase. |
| 154 | Auxiliary Input and Output Status #2 | Identifies the current status of auxiliary input and output functions that are configured uniquely per application. |
| 155 | Auxiliary Input and Output Status #1 | Identifies the current status of auxiliary input and output functions that are configured uniquely per application. |
| 156 | Engine Injector Timing Rail 1 Pressure | The gage pressure of fuel in the timing rail delivered from the supply pump to the injector timing intake. |
| 157 | Engine Injector Metering Rail 1 Pressure | The gage pressure of fuel in the primary, or first, metering rail as delivered from the supply pump to the injector metering intake. See Figure SPN16_A. |
| 158 | Keyswitch Battery Potential | Battery potential measured at the input of the electronic control unit supplied through a keyswitch or similar switching device. |
| 159 | Engine Gas Supply Pressure | Gage pressure of gas supply to fuel metering device. |
| 160 | Transmission Intermediate Shaft Speed | Rotational velocity of the first intermediate shaft of the transmission. |
| 161 | Transmission Input Shaft Speed | Rotational velocity of the primary shaft transferring power into the transmission. When a torque converter is present, it is the output of the torque converter. Note: Single input shaft transmissions should use SPN 161 (Transmission Input Shaft Speed). Multiple input shaft transmissions should use SPN 5960 and 5961 (DCT Input Shaft 1 and 2 Speeds). For maximum compatibility, a multiple input shaft speed transmission may also broadcast SPN 161 as a virtual or current inputshaft speed with the following logic: Transmission Input Shaft Speed = DCT Input Shaft 1 Speed when shaft 1 is engaged. Transmission Input Shaft Speed = DCT Input Shaft 2 Speed when shaft 2 is engaged. Transmission Input Shaft Speed = Transitional interpolated value when shifting between shaft 1 and 2. |
| 162 | Transmission Requested Range | Range selected by the operator. Characters may include P, Rx, Rx-1...R2, R1, R, Nx, Nx-1...N2, N1, N, D, D1, D2..., Dx, L, L1, L2..., Lx-1, 1, 2, 3,... If only one displayed character is required, the second character shall be used and the first character shall be a space (ASCII 32) or a control character (ASCII 0 to 31). If the first character is a control character, refer to the manufacturer’s application document for definition. |
| 163 | Transmission Current Range | Range currently being commanded by the transmission control system. Characters may include P, Rx, Rx-1...R2, R1, R, Nx, Nx-1...N2, N1, N, D, D1, D2..., Dx, L, L1, L2..., Lx-1, 1, 2, 3,... If only one displayed character is required, the second character shall be used and the first character shall be a space (ASCII 32) or a control character (ASCII 0 to 31). If the first character is a control character, refer to the manufacturer’s application document for definition. |
| 164 | Engine Injection Control Pressure | The gage pressure of the engine oil in the hydraulic accumulator that powers an intensifier used for fuel injection. |
| 165 | Compass Bearing | Present compass bearing of vehicle. |
| 166 | Engine Rated Power | Net brake power that the engine will deliver continuously, specified for a given application at a rated speed. |
| 167 | Charging System Potential (Voltage) | Electrical potential measured at the charging system output. The charging system may be any device charging the batteries. This includes alternators, generators, solid state charger and other charging devices. |
| 168 | Battery Potential / Power Input 1 | This parameter measures the first source of battery potential as measured at the input of the ECM/actuator etc. coming from one or more batteries, irrespective of the distance between the component and the battery. This SPN is also used when ECM's are interconnected in a series configuration, where the source of power is coming directly or indirectly from the same battery/batteries. |
| 169 | Cargo Ambient Temperature | Temperature of air inside vehicle container used to accommodate cargo. |
| 170 | Cab Interior Temperature | Temperature of air inside the part of the vehicle that encloses the driver and vehicle operating controls. Note: See also SPN 1691. SPN 1662 is an additional diagnostic SPN associated with cab temperature. |
| 171 | Ambient Air Temperature | Temperature of air surrounding vehicle. |
| 172 | Engine Intake Air Temperature | Temperature of air entering vehicle air induction system. |
| 173 | Engine Exhaust Temperature | Temperature of combustion byproducts leaving the engine. See SPNs 2433, 2434, 5969 and 5970 for engines with more than one exhaust temperature measurement. |
| 174 | Engine Fuel Temperature 1 | Temperature of fuel (or gas) passing through the first fuel control system. See SPN 3468 for the second control system |
| 175 | Engine Oil Temperature 1 | Temperature of the engine lubricant. Note: If there is only one engine oil temperature measurement, this SPN should be used. This is the SPN that is typically displayed on an on-highway truck instrument cluster. See also SPNs 1135 and 5925 for additional engine oil temperature measurements. |
| 176 | Engine Turbocharger Oil Temperature | Temperature of the turbocharger lubricant. |
| 177 | Transmission Oil Temperature 1 | First instance of transmission lubricant temperature. |
| 178 | Front Axle Weight | |
| 179 | Rear Axle Weight | |
| 180 | Trailer Weight | Total mass of freight-carrying vehicle designed to be pulled by truck, including the weight of the contents. |
| 181 | Cargo Weight | The mass of freight carried. |
| 182 | Engine Trip Fuel | Fuel consumed during all or part of a journey. See SPN 5053 for alternate resolution. |
| 183 | Engine Fuel Rate | Amount of fuel consumed by engine per unit of time. NOTE - See SPN 1600 for alternate resolution. |
| 184 | Engine Instantaneous Fuel Economy | Current fuel economy at current vehicle velocity. 0xFB00 = Infinite (for example, during engine motoring) |
| 185 | Engine Average Fuel Economy | Average of instantaneous fuel economy for that segment of vehicle operation of interest. |
| 186 | Power Takeoff Speed | Rotational velocity of device used to transmit engine power to auxiliary equipment. |
| 187 | Power Takeoff Set Speed | Rotational velocity selected by operator for device used to transmit engine power to auxiliary equipment. |
| 188 | Engine Speed At Idle, Point 1 | Stationary low idle speed of engine which includes influences due to engine temperature (after power up) and other stationary changes (calibration offsets, sensor failures, etc). This parameter is point 1 of the engine configuration map (see PGN 65251). |
| 189 | Engine Rated Speed | The maximum governed rotational velocity of the engine crankshaft under full load conditions. Note that the engine speed at point 2 (SPN 528) is equal to rated engine speed only in the case when the engine has not been derated. Please also reference PGN 65251. |
| 190 | Engine Speed | Actual engine speed which is calculated over a minimum crankshaft angle of 720 degrees divided by the number of cylinders. |
| 191 | Transmission Output Shaft Speed | Calculated speed of the transmission output shaft. |
| 192 | Multisection Parameter | Used to transmit parameters that are longer than what is limited by SAE J1708. |
| 193 | Transmitter System Diagnostic Table | Used to notify other components on the data link of the diagnostic condition of the transmitting electronic component. |
| 194 | Transmitter System Diagnostic code and occurrence count table | Used to notify other components on the data link of the diagnostic condition of the transmitting electronic component. |
| 195 | Diagnostic Data/Clear Count | Used to request additional information about a given diagnostic code or clear its count. |
| 196 | Diagnostic Data/Clear Response | Used to acknowledge the clearing of diagnostic codes or supply additional information about a diagnostic code as requested by PID 195. |
| 197 | Communication Management | |
| 198 | Connection Mode Data Transfer | |
| 199 | Traction Control Disable State | Used to request the traction control unit to temporarily disable the traction control function during vehicle testing |
| 200 | Reserved | |
| 201 | Reserved | |
| 202 | Reserved | |
| 203 | Particulate Trap Gas Outlet Temperature | Temperature of the air exiting the Particulate trap |
| 204 | Data Transfer Marker SAE 1587/J2497 | |
| 205 | Time Pointer Encounter | Used to transfer schedule information about designated time points along a route |
| 206 | Agency Indentification | Identifies the owning agency and/or the operating agency of a vehicle |
| 207 | Cashbox Information | Used to obtain the cashbox indemnification and value of contents |
| 208 | Total refrigerant Compressor Hours | Accumulated number of hours that the air conditioner refrigerant compressor has been engaged |
| 209 | ABS Control Status, Trailer | To be used to send trailer ABS control and warning lamp status. |
| 210 | Tire Temperature (by sequence number) | Communicates the tire temperature by sequence number (not position specific) |
| 211 | Tire Pressure (by sequence number) | Communicates the tire pressure by sequence number (not position specific) |
| 212 | Tire Pressure Target (by sequence number) | Communicates the tire pressure targets by sequence number (not position specific) |
| 213 | Wheel End Assembly Vibration Level | Measurement of vibration level at wheel end assembly |
| 214 | Vehicle Wheel Speeds | Indicated velocity of the individual wheels |
| 215 | Brake Temperature | Temperature of the brake shoe/brake pad/brake drum |
| 216 | Wheel Bearing Temperature | Measurement of bearing temperature at axle end |
| 217 | Fuel Tank/Nozzle Identification | Used to identify the fuel tank and fuel nozzle during fueling |
| 218 | State Line Crossing | Used to report when a vehicle crosses or last crossed a state line |
| 219 | Current State | Used to report the current country and state |
| 220 | Engine Torque History | Used to report the current engine torque configuration and all previous engine torque configurations available |
| 221 | Anti-theft Request | |
| 222 | Anti-theft Request | |
| 223 | Auxiliary A/D Counts | Provides a mechanism to report the number of digital counts identifying the one or more analog channels |
| 224 | Immobilizer Security Code | The encrypted security code data that is communicated between the vehicle security immobilizer control unit and the engine electronic control unit, immediately after the ignition key is turned. |
| 225 | Text Message Acknowledged | |
| 226 | Text Message to Display | |
| 227 | Test Message Display Type | |
| 228 | Speed Sensor Calibration | The number of pulses per kilometer (pulses per mile) produced by the sped sensor |
| 229 | Total Fuel Used (Gaseous) (duplicate, use SPN 1040) | |
| 230 | Total Idle Fuel Used (Gaseous) (duplicate, use SPN 1010) | |
| 231 | Trip Fuel (Gaseous) (duplicate, use SPN 1039) | |
| 232 | DGPS Differential Correction | Equivalent to an RTCM-104 Type 9 differential GPS correction message. |
| 233 | Unit Number (Power Unit) | Owner assigned unit number for the power unit of the vehicle. NOTE: The ASCII character "*" is reserved as a delimiter. |
| 234 | Software Identification | Software identification of an electronic module. As an example, this parameter may be represented with ASCII characters MMDDYYaa where MM is the month, DD is the day, YY is the year, and aa is the revision number. NOTE The ASCII character “*” is reserved as a delimiter. |
| 235 | Engine Total Idle Hours | Accumulated time of operation of the engine while under idle conditions. |
| 236 | Engine Total Idle Fuel Used | Accumulated amount of fuel used during vehicle operation while under idle conditions. |
| 237 | Vehicle Identification Number | Vehicle Identification Number (VIN) as assigned by the vehicle manufacturer. NOTE The ASCII character “*” is reserved as a delimiter. |
| 238 | Velocity Vector | Any combination of the velocity, heading, and pitch, as calculated by the navigation device(s). |
| 239 | Position | The three-dimensional location of the vehicle. |
| 240 | Change Reference Number | Iused to indicate that a change has occurred in the calibration data. |
| 241 | Tire Pressure | Pressure at which air is contained in cavity formed by tire and rim. |
| 242 | Tire Temperature | Temperature at the surface of the tire sidewall. |
| 243 | Component Identification Parameter | Used to identify the make, model and serial number of any component on the vehicle. |
| 244 | Trip Distance | Distance traveled during all or part of a journey. NOTE See SPN 918 for alternate resolution. |
| 245 | Total Vehicle Distance | Accumulated distance traveled by vehicle during its operation. NOTE See SPN 917 for alternate resolution. |
| 246 | Total Vehicle Hours | Accumulated time of operation of vehicle. |
| 247 | Engine Total Hours of Operation | Accumulated time of operation of engine. |
| 248 | Total Power Takeoff Hours | Accumulated time of operation of power takeoff device. |
| 249 | Engine Total Revolutions | Accumulated number of revolutions of engine crankshaft during its operation. |
| 250 | Engine Total Fuel Used | Accumulated amount of fuel used during vehicle operation. See SPN 5054 for alternate resolution. |
| 251 | Time | |
| 252 | Date | |
| 253 | Elapsed Time | |
| 254 | Data Link Escape | |
| 255 | Extension | |
| 256 | Request Parameter | |
| 257 | Cold Restart Of Specific Component | |
| 258 | Warm Restart Of Specific Component | |
| 259 | Acknowledgement Of Warm Or Cold Restart | |
| 260-340 | Reserved | |
| 341 | Engine Shutdown Override Switch | |
| 342 | Transportation Segment Identifier | |
| 343 | Engine Coolant Pump Differential Pressure | |
| 344 | Driver Logon Status | |
| 345 | Suspension Control Status #1 | |
| 346 | Suspension Control Status #2 | |
| 347 | Farebox Probe Type | |
| 348 | Cargo Refrigeration System Operating Mode Zone #1 | |
| 349 | Cargo Refrigeration System Operating Mode Zone #2 | |
| 350 | Cargo Refrigeration System Operating Mode Zone #3 | |
| 351 | Turbocharger Compressor Inlet Temperature | |
| 352 | Turbocharger #2 Speed | |
| 353 | Fuel Leakage Status | |
| 354 | Relative Humidity | Measures humidity of combustion air prior to entry into turbocharger |
| 355 | Engine Oil Life | Measures the condition of the engine lubricating oil |
| 356 | Fifth Wheel Coupling Status | |
| 357 | Ride Adjustment Pressure | |
| 358 | Air Suspension #2 Pressure | |
| 359 | Air Suspension #1 Pressure | |
| 360 | Axle #4 Lift Air Pressure | |
| 361 | Axle #3 Lift Air Pressure | |
| 362 | Percent Exhaust Gas Recirculation Valve #2 Position | |
| 363 | Hydraulic Retarder Control Air Pressure | |
| 364 | HVAC Unit Discharge Temperature | |
| 365 | Weighing System Status Command | |
| 366 | Engine Oil Level High/Low | |
| 367 | Lane Tracking System Status | |
| 368 | Lane Departure Indication | |
| 369 | Distance to Rear Object (Reverse) | |
| 370 | Trailer Pneumatic Brake Control Line Pressure | |
| 371 | Trailer Pneumatic Supply Line Pressure | |
| 372 | Remote Accelerator | |
| 373 | Center Rear Drive Axle Temperature | |
| 374 | Alternator AC Voltage | |
| 375 | Fuel Return Pressure | |
| 376 | Fuel Pump Inlet Vacuum | |
| 377 | Compression Unbalance | |
| 378 | Fare Collection Unit Status | |
| 379 | Door Status | |
| 380 | Articulation Angle | |
| 381 | Vehicle Use Status | |
| 382 | Transit Silent Alarm Status | |
| 383 | Vehicle Acceleration | |
| 384 | Component Specific Request | |
| 385 | Intake Valve Actuation System Oil Pressure | |
| 386 | Evaporator Coil Temperature Zone #1 | |
| 387 | Evaporator Coil Temperature Zone #2 | |
| 388 | Evaporator Coil Temperature Zone #3 | |
| 389 | Cargo Temperature Setpoint Zone #1 | |
| 390 | Cargo Temperature Setpoint Zone #2 | |
| 391 | Cargo Temperature Setpoint Zone #3 | |
| 392 | Evaporator Supply (Discharge) Air Temperature #2, Zone #1 | |
| 393 | Evaporator Supply (Discharge) Air Temperature #2, Zone #2 | |
| 394 | Evaporator Supply (Discharge) Air Temperature #2, Zone #3 | |
| 395 | Evaporator Supply (Discharge) Air Temperature #1, Zone #1 | |
| 396 | Evaporator Supply (Discharge) Air Temperature #1, Zone #2 | |
| 397 | Evaporator Supply (Discharge) Air Temperature #1, Zone #3 | |
| 398 | Evaporator Return Air Temperature #2, Zone #1 | |
| 399 | Evaporator Return Air Temperature #2, Zone #2 | |
| 400 | Evaporator Return Air Temperature #2, Zone #3 | |
| 401 | Evaporator Return Air Temperature #1, Zone #1 | |
| 402 | Evaporator Return Air Temperature #1, Zone #2 | |
| 403 | Evaporator Return Air Temperature #1, Zone #3 | |
| 404 | Turbocharger Compressor Outlet Temperature | |
| 405 | Safety Restraint System Trigger Status | |
| 406 | HVAC Blower Motor Speed | |
| 407 | Axle Group Full Weight Calibration | The full weight calibration measurement of an axle group |
| 408 | Axle Group Empty Weight Calibration | The empty weight calibration measurement of an axle group |
| 409 | Axle Group Weight | Total mass imposed on the road surface by all the tires in the axle group |
| 410 | Extended Range Road Surface Temperature | |
| 411 | Engine Exhaust Gas Recirculation 1 Differential Pressure | Differential pressure across the Exhaust Gas Recirculation (EGR) system |
| 412 | Engine Exhaust Gas Recirculation 1 Temperature | Temperature of Recirculated Exhaust Gas. This should not be used for Exhaust Gas Recirculation Mixer Intake Temperature. See SPN 5020. |
| 413 | Net Vehicle Weight Change | Identifies the net vehicle weight change from the time of last vehicle net weight zeroing. |
| 414 | Air Conditioner Refrigerant Low Side Pressure | |
| 415 | Air Conditioner Refrigerant High Side Pressure | |
| 416 | Evaporator Temperature | |
| 417 | Gross Combination Weight | Total weight of the truck and all the trailers with on-board scales. |
| 418 | Transmission #2 Oil Temperature | |
| 419 | Starter Circuit Resistance | |
| 420 | Starter Current (Average) | |
| 421 | Alternator/Generator Negative Cable Voltage | |
| 422 | Auxiliary Current | |
| 423 | Extended Range Net Battery Current | |
| 424 | DC Voltage | |
| 425 | Auxiliary Frequency | |
| 426 | Alternator/Generator Field Voltage | |
| 427 | Battery Resistance Change | |
| 428 | Battery Internal Resistance | |
| 429 | Starter Current Peak | |
| 430 | Engine Starter Solenoid Voltage | This is the voltage at the battery terminal of the starter solenoid. |
| 431 | Starter Negative Cable Voltage | |
| 432 | Starter Motor Voltage | |
| 433 | Fuel Shutoff Solenoid Voltage | |
| 434 | AC Voltage | |
| 435 | Cargo Ambient Temperature (by location) | |
| 436 | Trip Sudden Decelerations | |
| 437 | Trailer #2, Tag #2, or Push Channel #2 Tire Pressure Target | |
| 438 | Trailer #2, Tag #2, or Push Channel #2 Tire Pressure | |
| 439 | Extended Range Boost Pressure #1 | |
| 440 | Extended Range Boost Pressure #2 | |
| 441 | Auxiliary Temperature 1 | Temperature measured by auxiliary temperature sensor #1. Not to be used in place of existing SPNs. |
| 442 | Auxiliary Temperature 2 | Temperature measured by auxiliary temperature sensor #2. Not to be used in place of existing SPNs. |
| 443 | Auxiliary Gage Pressure Reading 2 | |
| 444 | Battery Potential / Power Input 2 | This parameter measures the second source of battery potential as measured at the input of the ECM/actuator etc. coming from one or more batteries, irrespective of the distance between the component and the battery. This SPN is also used when ECM's are interconnected in a series configuration, where the source of power is coming directly or indirectly from the same battery/batteries. |
| 445 | Engine Bank 2 Cylinder Head Temperature | |
| 446 | Engine Bank 1 Cylinder Head Temperature | |
| 447 | Passenger Counter | |
| 448 | Page 2 Multisection Parameter | |
| 449 | Reporting Interval Request | |
| 450 | Bridge Filter Control | |
| 451-497 | Reserved | |
| 498 | Send Keypress Command | |
| 499 | Driver Interface Unit (DIU) Object/Form Command | |
| 500 | Intersection Preemption Status and Configuration | |
| 501 | Signage Message | |
| 502 | Fare Collection Unit - Point Of Sale | |
| 503 | Fare Collection Unit - Service Detail | |
| 504 | Annunciator Voice Message | |
| 505 | Vehicle Control Head Keyboard Message | |
| 506 | Vehicle Control Head Display Message | |
| 507 | Driver Identification | |
| 508 | Transit Route Identification | |
| 509 | Milepost Identification | Used to identify the milepost as detected by a milepost sensor. The length of the ASCII text for this parameter must be reported using SPN 3070 (Number of bytes in the Milepost Identification). |
| 512 | Driver's Demand Engine - Percent Torque | The requested torque output of the engine by the driver. It is based on input from the following requestors external to the powertrain: operator (via the accelerator pedal), cruise control and/or road speed limit governor. Dynamic commands from internal powertrain functions such as smoke control, low- and high-speed engine governing; ASR and shift control are excluded from this calculation. The data is transmitted in indicated torque as a percent of the reference engine torque. See PGN 65251 for the engine configuration message. Several status bits are defined separately to indicate the request which is currently being honored. This parameter may be used for shift scheduling. |
| 513 | Actual Engine - Percent Torque | The calculated output torque of the engine. The data is transmitted in indicated torque as a percent of reference engine torque (see the engine configuration message, PGN 65251). The engine percent torque value will not be less than zero and it includes the torque developed in the cylinders required to overcome friction. |
| 514 | Nominal Friction - Percent Torque | The calculated torque that indicates the amount of torque required by the basic engine itself added by the loss torque of accessories. It contains the frictional and thermodynamic loss of the engine itself, pumping torque loss (SPN 5398), and the losses of fuel, oil and cooling pumps. The data is transmitted in indicated torque as a percent of reference engine torque (see the engine configuration message, PGN 65251). The realization can be done by a map dependent on engine speed and engine temperature and an offset value for additional loss torques. See SPN 2978 for an indicator that describes the possible inclusion of engine parasitic losses such as cooling fan, etc. in this parameter value. Note: Refer to section 5.2.1. |
| 515 | Engine's Desired Operating Speed | An indication by the engine of the optimal operating speed of the engine for the current existing conditions. These conditions may include the torque generated to accommodate powertrain demands from the operator (via the accelerator pedal), cruise control, road speed limit governors, or ASR. Dynamic commands from functions such as smoke control or shift control are excluded from this calculation. |
| 516 | Ground-Based Vehicle Speed | Actual ground speed of the vehicle, measured by a device such as RADAR. (1.609344 km/h = 1 mph) |
| 517 | Navigation-Based Vehicle Speed | Speed of the vehicle as calculated from a device such as a Global Positioning System (GPS). |
| 518 | Engine Requested Torque/Torque Limit | Parameter provided to the engine or retarder in the torque/speed control message for controlling or limiting the output torque. Requested torque to the engine is measured in indicated torque as a percentage of reference engine torque (see the engine configuration message, PGN 65251). This is the engine torque at which the engine is expected to operate if the torque control mode is active or the engine torque which the engine is not expected to exceed if the torque limit mode is active. Zero torque can be requested which implies zero fuel and, according to Figures SPN512_A and SPN512_B, the engine will not be allowed to stall. The actual engine percent torque (SPN 513) should be zero and the engine should decelerate until the low idle governor kicks in, at which time the actual engine percent torque will be calculated as shown in Figures SPN512_A and SPN512_B and the engine torque mode bits (SPN 899) should be equal to 0000b - Low Idle Governor. Requested torque to the retarder is measured in indicated torque as a percentage of reference retarder torque (see the retarder configuration message, PGN 65249). The logic used in enabling or disabling the retarder is based on the override control mode priority bits (SPN 897). A zero torque request to the retarder is a disable request, and is used by a J1939 node to prevent the retarder from being activated by other combinations of inputs outside of J1939 commands. The Torque Limit Mode is commonly used for this purpose. |
| 519 | Engine's Desired Operating Speed Asymmetry Adjustment | This byte is utilized in transmission gear selection routines and indicates the engine's preference of lower versus higher engine speeds should its desired speed not be achievable. This is a scaled ratio such that 125 represents an equal preference for a speed lower or higher that the engine's indicated desired speed. The higher the asymmetry adjustment value is above 125, the more the engine prefers to be operated at or above its indicated desired speed. Conversely, the lower the asymmetry adjustment value is below 125, the more the engine prefers to operate at or below its indicated desired speed. Typically, the engine's asymmetry adjustment will be predicated on fuel consumption considerations, and under these conditions, the method for computing the asymmetry adjustment is indicated in Figure SPN519_A. The engine may include other factors into its asymmetry adjustment calculation such as temperatures, pressures, and other operating parameters. |
| 520 | Actual Retarder - Percent Torque | Actual braking torque of the retarder as a percent of retarder configuration reference torque SPN 556. Note: Refer to section 5.2.1. |
| 521 | Brake Pedal Position | Ratio of brake pedal position to maximum pedal position. Used for electric brake applications. 0% means no braking. Also when there are two brake pedals on the machine (Left Brake Pedal Position SPN 3033 and Right Brake Pedal Position SPN 3032) the maximum of the two should be transmitted for Brake Pedal Position. |
| 522 | Percent Clutch Slip | Parameter which represents the ratio of input shaft speed to current engine speed (in percent). Percent Clutch Slip = ((Engine rpm - Input shaft rpm)/(Engine rpm)) x 100 |
| 523 | Transmission Current Gear | The gear currently engaged in the transmission or the last gear engaged while the transmission is in the process of shifting to the new or selected gear. Transitions toward a destination gear will not be indicated. Once the selected gear has been engaged then Transmission Current Gear (SPN 523) will reflect that gear. |
| 524 | Transmission Selected Gear | The gear that the transmission will attempt to achieve during the current shift if a shift is in progress, or the next shift if one is pending (i.e., waiting for torque reduction to initiate the shift). |
| 525 | Transmission Requested Gear | Gear requested by the operator, ABS, or engine. Negative values are reverse gears, positive values are forward gears, zero is neutral, parameter specific indicators are listed below. Parameter specific values for this parameter are as follows: 0xFD (253 dec) = Hold current gear 0xFC (252 dec) = Forward Drive Position 0xFB (251 dec) = ‘Park’ position 0xFA (250 dec) = Forward ‘Low’ position 0xF9 (249 dec) = Upshift 1 gear from current position 0xF8 (248 dec) = Upshift 2 gears from current position 0xF7 (247 dec) = Downshift 1 gear from current position 0xF6 (246 dec) = Downshift 2 gears from current position 0xF5 (245 dec) = D-1: 1st forward selector position referenced from ‘Drive’ 0xF4 (244 dec) = D-2: 2nd forward selector position referenced from ‘Drive’ 0xF3 (243 dec) = D-3: 3rd forward selector position referenced from ‘Drive’ 0xF2 (242 dec) = D-4: 4th forward selector position referenced from ‘Drive’ 0xF1 (241 dec) = D-5: 5th forward selector position referenced from ‘Drive’ 0xF0 (240 dec) = D-6: 6th forward selector position referenced from ‘Drive’ 0xEF (239 dec) = D-7: 7th forward selector position referenced from ‘Drive’ 0xEE (238 dec) = Between two shift selector positions (if detail is unknown) 0xED (237 dec) = Between two reverse shift selector positions 0xEC (236 dec) = Between two forward shift selector positions 0xEB (235 dec) = Between D-7 and D-6 shift selector positions 0xEA (234 dec) = Between D-6 and D-5 shift selector positions 0xE9 (233 dec) = Between D-5 and D-4 shift selector positions 0xE8 (232 dec) = Between D-4 and D-3 shift selector positions 0xE7 (231 dec) = Between D-3 and D-2 shift selector positions 0xE6 (230 dec) = Between D-2 and D-1 shift selector positions 0xE5 (229 dec) = Between D-1 and ‘Drive’ shift selector positions 0xE4 (228 dec) = Between ‘Drive’ and ‘Neutral’ shift selector positions 0xE3 (227 dec) = Between ‘Neutral’ and ‘Reverse’ shift selector positions 0xE2 (226 dec) = Between ‘Reverse’ and ‘Park’ shift selector positions 0xE1 (225 dec) = Press of momentary button to reselect current position 0xE0 (224 dec) = Position unknown and/or no buttons pressed 0xDF (223 dec) = Reverse Selector Position 0xDE - 0xBE (222 dec - 190 dec) = Reserved 0x3C - 0x00 (60 dec - 0 dec) = Reserved Forward selector position from drive (0xF5 to 0xEF) – Indicates shift selector position in reference to the ‘Drive’ position on the selector. It is possible that the shift selector software may not know the number of forward ranges. The shift selector may identify the position selected by the operator while the transmission ECU determines what range or gear that represents. If there is a digital display, the transmission ECU would communicate what is to be displayed via another message such as ETC#2 or ETC#7. For example: Consider a vehicle with a 5-speed automatic transmission with the shift lever on the column. Suppose that shift selector has a limited number of positions, such that having positions for D-4-3-2-1 is not an option. For this example, assume there are only have enough lever positions for D-3-2-1. Pulling the lever into "D" will put the transmission in 5th (highest gear). It is desired that pulling the lever to the physical “3” position will limit the transmission to a maximum range of 3rd gear. When the selector is pulled down into "3", the shifter selector itself has no way of correlating this physical lever position to the desired gear; it would have to be calibrated with software to tell it this information. If not calibrated, the shift selector cannot directly command the transmission to go to 3rd gear; it only knows it's one notch below drive. However, if "D-1" (lever position, as opposed to desired gear) is broadcast by the selector, the transmission ECU can receive this and then make the determination of what range is desired. The benefit is that no specific calibration of the shift selector is required. Between selector positions (0xEE to 0xE2) – Indicates the shift selector is not in an appropriate position. If a lever-type shift selector with a mechanical display is stuck between detents, it may appear to the operator that it is in the desired position when in fact it is not. The shift selector may be capable of reporting only that it is between positions or that it is between forward or reverse positions. If known, the transmission ECU may respond differently depending on which positions are involved. Reselect current position (0xE1) - If the TC1 message continues to send the position last selected, then a capability to reselect the same position is required. For example: If a ‘Neutral to Drive’ shift is selected and that shift is inhibited (say for high engine speed), it may be necessary for the operator to reselect ‘Drive’ after the inhibit conditions pass in order for the transmission ECU to honor the request. Position unknown and/or no buttons pressed (0xE0) - A push-button style shift selector with momentary contact buttons may send this indicator after initialization before any buttons are pressed, or before the transmission ECU determines and communicates the initial selection. This indicator could also be sent between button presses as an alternative to sending the last button press. |
| 526 | Transmission Actual Gear Ratio | Actual ratio of input shaft speed to output shaft speed. |
| 527 | Cruise Control States | This parameter is used to indicate the current state, or mode, of operation by the cruise control device. This is a status parameter. 000 - Off/Disabled 001 - Hold 010 - Accelerate 011 - Decelerate 100 - Resume 101 - Set 110 - Accelerator Override 111 - Not available |
| 528 | Engine Speed At Point 2 | Engine speed of point 2 of the engine torque map (see PGN 65251 and supporting document). In engine configuration mode 1 and 3, point 2 is defined as the kick-in point from which torque is reduced to zero. In mode 2 (see Table PGN65251_A), there are no special requirements for the definition of this point. |
| 529 | Engine Speed At Point 3 | Engine speed of point 3, 4, and 5 of the engine torque map (see PGN 65251 and supporting document). It is recommended that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and 5 are optional and lie between idle and point 2. |
| 530 | Engine Speed At Point 4 | Engine speed of point 3, 4, and 5 of the engine torque map (see PGN 65251 and supporting document). It is recommended that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and 5 are optional and lie between idle and point 2. |
| 531 | Engine Speed At Point 5 | Engine speed of point 3, 4, and 5 of the engine torque map (see PGN 65251 and supporting document). It is recommended that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and 5 are optional and lie between idle and point 2. |
| 532 | Engine Speed At High Idle, Point 6 | Engine speed of high idle (point 6) of the engine torque map (see PGN 65251 and supporting document). In engine configuration mode 3 (see Figure PGN65251_C), point 6 is not defined by the engine torque map but by the governor characteristic and the zero torque line. |
| 533 | Engine Maximum Momentary Override Speed, Point 7 | The maximum engine speed above high idle allowed by the engine control during a momentary high idle override. This duration of the override is limited by the maximum momentary override time limit, SPN 534. |
| 534 | Engine Maximum Momentary Override Time Limit | The maximum time limit allowed to override the engine's high idle speed. |
| 535 | Engine Requested Speed Control Range Lower Limit | The minimum engine speed that the engine will allow when operating in a speed control/limit mode. |
| 536 | Engine Requested Speed Control Range Upper Limit | The maximum engine speed regardless of load that the engine will allow when operating in a speed control/limit mode, excluding any maximum momentary engine override speed, if supported. |
| 537 | Engine Requested Torque Control Range Lower Limit | The minimum engine torque that the engine will allow when operating in a torque control/limit mode. |
| 538 | Engine Requested Torque Control Range Upper Limit | The maximum engine torque that the engine will allow when operating in a torque control/limit mode. |
| 539 | Engine Percent Torque At Idle, Point 1 | The torque limit that indicates the available engine torque which can be provided by the engine at idle speed. This parameter may be influenced by engine temperature (after power up) and other stationary changes (calibration offsets, sensor failures, etc.) See also SPN 188. The data is transmitted in indicated torque as a percent of the reference engine torque. |
| 540 | Engine Percent Torque At Point 2 | The torque limit that indicates the available engine torque which can be provided by the engine at point 2 of the engine map (see PGN 65251 and supporting documents). In engine configuration mode 1 and 3 (see Table PGN65251_A see PGN 65251), point 2 is defined as the kick-in point from which torque is reduced to zero. In mode 2, there are no special requirements for the definition of this point. The data is transmitted in indicated torque as a percent of the reference engine torque. |
| 541 | Engine Percent Torque At Point 3 | The torque limit that indicates the available engine torque which can be provided by the engine at point 3, 4, and 5 of the engine map (see PGN 65251 and supporting documents).. It is required that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and 5 lie between idle and point 2. The data is transmitted in indicated torque as a percent of the reference engine torque. |
| 542 | Engine Percent Torque At Point 4 | The torque limit that indicates the available engine torque which can be provided by the engine at point 3, 4, and 5 of the engine map (see PGN 65251 and supporting documents). It is required that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and 5 lie between idle and point 2. The data is transmitted in indicated torque as a percent of the reference engine torque. |
| 543 | Engine Percent Torque At Point 5 | The torque limit that indicates the available engine torque which can be provided by the engine at point 3, 4, and 5 of the engine map (see PGN 65251 and supporting documents). It is required that one of these points indicate the peak torque point for the current engine torque map. Points 3, 4, and 5 lie between idle and point 2. The data is transmitted in indicated torque as a percent of the reference engine torque. |
| 544 | Engine Reference Torque | This parameter is the 100% reference value for all defined indicated engine torque parameters. It is only defined once and doesn't change if a different engine torque map becomes valid. |
| 545 | Engine Gain (Kp) Of The Endspeed Governor | The endspeed governor is defined as a linear line with the following equations (Capital letters mean physical values, small letters mean normalized values). Refer to Figures PGN65251_A and PGN65251_B. The gain KP/kp is defined as a positive value. The factor 4096 is necessary for realizing flat curves with sufficient resolution as well as very steep curves. KP = delta Torque / delta Speed kp (normalized) = KP * 250/100% * 8031 rpm/64255 * 4096 = KP * 1280 rpm/% |
| 546 | Retarder Speed At Idle, Point 1 | Please reference PGN 65249 |
| 547 | Retarder Speed At Peak Torque, Point 5 | Please reference PGN 65249 |
| 548 | Maximum Retarder Speed, Point 2 | Maximum speed of retarder (Please reference PGN 65249). |
| 549 | Retarder Speed At Point 3 | Retarder speed of point 3 of the engine retarder torque map. Please reference PGN 65249. |
| 550 | Retarder Speed At Point 4 | Retarder speed of point 4 of the engine retarder torque map. Please reference PGN 65249. |
| 551 | Retarder Percent Torque At Idle, Point 1 | The torque limit that indicates the available retarder torque which can be provided by the retarder at idle speed. The data is transmitted in indicated torque as a percent of the reference retarder torque. |
| 552 | Retarder Percent Torque At Maximum Speed, Point 2 | The torque limit that indicates the available retarder torque which can be provided by the retarder at its maximum speed. Please reference PGN 65249. The data is transmitted in indicated torque as a percent of the reference retarder torque. |
| 553 | Retarder Percent Torque At Point 3 | The torque limit that indicates the available retarder torque which can be provided by the retarder at points 3 and 4 of the retarder torque map. Please reference PGN 65249. The data is transmitted in indicated torque as a percent of the reference retarder torque. |
| 554 | Retarder Percent Torque At Point 4 | The torque limit that indicates the available retarder torque which can be provided by the retarder at points 3 and 4 of the retarder torque map. Please reference PGN 65249. The data is transmitted in indicated torque as a percent of the reference retarder torque. |
| 555 | Retarder Percent Torque At Peak Torque, Point 5 | The torque limit that indicates the available retarder torque which can be provided by the retarder at point 5 of the retarder torque map. Please reference PGN 65249. The data is transmitted in indicated torque as a percent of the reference retarder torque. |
| 556 | Retarder Reference Torque | This parameter is the 100% reference value for all defined indicated retarder torque parameters. It is only defined once and doesn't change if a different retarder torque map becomes valid. |
| 557 | Retarder Control Method | This parameter identifies the number of steps used by the retarder. |
| 558 | Accelerator Pedal 1 Low Idle Switch | Switch signal which indicates the state of the accelerator pedal 1 low idle switch. The low idle switch is defined in SAE Recommended Practice J1843. 00 - Accelerator pedal 1 not in low idle condition 01 - Accelerator pedal 1 in low idle condition 10 - Error 11 - Not available |
| 559 | Accelerator Pedal Kickdown Switch | Switch signal which indicates whether the accelerator pedal kickdown switch is opened or closed. The kickdown switch is defined in SAE J1843. 00 - Kickdown passive 01 - Kickdown active 10 - Error 11 - Not available |
| 560 | Transmission Driveline Engaged | Driveline engaged indicates the transmission controlled portion of the driveline is engaged sufficiently to allow a transfer of torque through the transmission. Driveline engaged is ACTIVE whenever the transmission is in gear and the clutch (if controlled by the transmission controller) is less than 100% clutch slip (clutch able to transfer torque). This parameter should be used in conjunction with the parameter “Shift in Process” (SPN 574). While a shift is in process, the receiver should not assume that the driveline is either fully engaged or disengaged (i.e., cruise control). 00 - Driveline disengaged 01 - Driveline engaged 10 - Error 11 - Not available |
| 561 | ASR Engine Control Active | State signal which indicates that ASR engine control has been commanded to be active. Active means that ASR actually tries to control the engine. This state signal is independent of other control commands to the engine (e.g., from the transmission) which may have higher priority. 00 - ASR engine control passive but installed 01 - ASR engine control active 10 - Reserved 11 - Not available |
| 562 | ASR Brake Control Active | State signal which indicates that ASR brake control is active. Active means that ASR actually controls wheel brake pressure at one or more wheels of the driven axle(s). 00 - ASR brake control passive but installed 01 - ASR brake control active 10 - Reserved 11 - Not available |
| 563 | Anti-Lock Braking (ABS) Active | State signal which indicates that the ABS is active. The signal is set active when wheel brake pressure actually starts to be modulated by ABS and is reset to passive when all wheels are in a stable condition for a certain time. The signal can also be set active when driven wheels are in high slip (e.g., caused by retarder). Whenever the ABS system is not fully operational (due to a defect or during off-road ABS operation) , this signal is only valid for that part of the system that is still working. When ABS is switched off completely, the flag is set to passive regardless of the current wheel slip conditions. 00 - ABS passive but installed 01 - ABS active 10 - Reserved 11 - Not available |
| 564 | Differential Lock State - Central | State used which indicates the condition of the central differential lock. The differential locks are located as defined in attached figure SPN564_A. 00 Differential lock disengaged 01 Differential lock engaged 10 Error 11 Not available |
| 565 | Differential Lock State - Central Front | State used which indicates the condition of the central front differential lock. The differential locks are located as defined in figure SPN564_A. 00 Differential lock disengaged 01 Differential lock engaged 10 Error 11 Not available |
| 566 | Differential Lock State - Central Rear | State used which indicates the condition of the central rear differential lock. The differential locks are located as defined in figure SPN564_A. 00 Differential lock disengaged 01 Differential lock engaged 10 Error 11 Not available |
| 567 | Differential Lock State - Front Axle 1 | State used which indicates the condition of the front axle 1 differential lock. The differential locks are located as defined in figure SPN564_A. 00 Differential lock disengaged 01 Differential lock engaged 10 Error 11 Not available |
| 568 | Differential Lock State - Front Axle 2 | State used which indicates the condition of the front axle 2 differential lock. The differential locks are located as defined in figure SPN 564_A. 00 Differential lock disengaged 01 Differential lock engaged 10 Error 11 Not available |
| 569 | Differential Lock State - Rear Axle 1 | State used which indicates the condition of the rear axle 1 differential lock. The differential locks are located as defined in figure SPN 564_A. 00 Differential lock disengaged 01 Differential lock engaged 10 Error 11 Not available |
| 570 | Differential Lock State - Rear Axle 2 | State used which indicates the condition of the rear axle 2 differential lock. The differential locks are located as defined in figure SPN 564_A. 00 Differential lock disengaged 01 Differential lock engaged 10 Error 11 Not available |
| 571 | Retarder Enable - Brake Assist Switch | he retarder to be enabled for vehicle braking assist. The retarder does not check this switch, nor does the enabling of this switch engage the retarder. When this switch is “enabled,” the devices constructing TSC1 – destination retarder messages may command retarder torque for braking. For example, the cruise control should not request retarder torque if this switch is not “enabled.” The switch exists to prevent the engine retarder from being asked to be engaged via TSC1 in a noise sensitive area. See also SPN 572 00 Retarder - brake assist disabled 01 Retarder - brake assist enabled 10 Error 11 Not available |
| 572 | Retarder Enable - Shift Assist Switch | Switch signal which indicates whether the operator wishes the retarder to be enabled for transmission shift assist. The retarder does not check this switch, nor does the enabling of this switch engage the retarder. When this switch is “enabled,” the transmission may activate the retarder (via the TSC1 message) to increase the rate of engine deceleration to assist in shift control. The switch exists to prevent the engine retarder from being asked to be engaged via TSC1 in a noise sensitive area. See SPN 571. 00 Retarder - shift assist disabled 01 Retarder - shift assist enabled 10 Error 11 Not available |
| 573 | Transmission Torque Converter Lockup Engaged | State signal which indicates whether the torque converter lockup is engaged. 00 Torque converter lockup disengaged 01 Torque converter lockup engaged 10 Error 11 Not available |
| 574 | Transmission Shift In Process | Indicates that the transmission is in process of shifting from the current gear to the selected gear. This state is generally ACTIVE during the entire time that the transmission controls the vehicle during a shift. This includes any transmission clutch control, all engine control sequences, pulling to transmission neutral, and engaging the destination gear (e.g., until it is no longer sending commands and/or limits to the engine). See also SPN 560. (See Figure SPN574_A) This state is INACTIVE during other engine control such as torque limiting outside of a shift. 00 - Shift is not in process 01 - Shift in process 10 - Error 11 - Not available |
| 575 | ABS Off-road Switch | Switch signal which indicates the position of the ABS off-road switch. 00 - ABS off-road switch passive 01 - ABS off-road switch active 10 - Error 11 - Not available |
| 576 | ASR Off-road Switch | Switch signal which indicates the position of the ASR off-road switch. 00 - ASR off-road switch passive 01 - ASR off-road switch active 10 - Error 11 - Not available |
| 577 | ASR "Hill Holder" Switch | Switch signal which indicates the position of the ASR “hill holder” switch. 00 - ASR “hill holder” switch passive 01 - ASR “hill holder” switch active 10 - Error 11 - Not available |
| 578 | Drive Axle Temperature | Temperature of axle lubricant in drive axle. |
| 579 | Drive Axle Lift Air Pressure | Gage pressure of air in system that utilizes compressed air to provide force between axle and frame. |
| 580 | Altitude | Altitude of the vehicle referenced to sea level at standard atmospheric pressure and temperature. |
| 581 | Transmission Gear Ratio | The transmission configuration describes the number of forward gears, the number of reverse gears, and the ratio of each gear with the following resolution. |
| 582 | Axle Weight | Total mass imposed by the tires on the road surface at the specified axle. |
| 583 | Pitch | Pitch (rotation about the y-axis) of the vehicle as calculated by the navigation device(s). The pitch angle for an angle of ascent is reported with a positive value. This parameter is defined according to a Z-Down axis system and the sign of the value is in accordance to the right-hand rule, as specified in SAE J670. As specified in SAE J670, a Z-Down Axis System has positive X directed forward, positive Y to the right, and positive Z directed down. |
| 584 | Latitude | Latitude position of the vehicle. |
| 585 | Longitude | Longitude position of the vehicle. |
| 586 | Make | Make of the component corresponding to the codes defined in the American Trucking Association Vehicle Maintenance Reporting Standard (ATA/VMRS). Note: This parameter is to be transmitted as a 5 character ASCII string; as a zero length string, if not available. For example, International is transmitted as INTXX. |
| 587 | Model | Model of the component. NOTE - The ASCII character "*" is reserved as a delimiter. |
| 588 | Serial Number | Serial number of the component. NOTE - The ASCII character "*" is reserved as a delimiter. |
| 589 | Alternator Speed | Actual rotation speed of the alternator. |
| 590 | Engine Idle Shutdown Timer State | Status signal which indicates the current mode of operation of the idle shutdown timer system. See Figure SPN590_A. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 591 | Engine Idle Shutdown Timer Function | Parameter which indicates the configuration of the idle shutdown timer system. 00 - Disabled in calibration 01 - Enabled in calibration 10 - Error 11 - Not available |
| 592 | Engine Idle Shutdown Timer Override | Status signal which indicates the status of the override feature of the idle shutdown timer system. See Figure SPN590_A. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 593 | Engine Idle Shutdown has Shutdown Engine | Status signal which identifies whether or not the engine has been shutdown by the idle shutdown timer system. See Figure SPN590_A. 00 - No 01 - Yes 10 - Error 11 - Not available |
| 594 | Engine Idle Shutdown Driver Alert Mode | Status signal which indicates the status of the driver alert mode of the idle shutdown timer system. While the driver alert mode is active, the idle shutdown timer may be overridden. See Figure SPN590_A. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 595 | Cruise Control Active | Cruise control is switched on. It is not ensured that the engine is controlled by cruise control, as in the case of a large driver's demand the engine is controlled by the driver while cruise control is active (maximum selection of cruise control and driver’s demand). The cruise control is set to 0 if a switch off condition occurs. 00 - Cruise control switched off 01 - Cruise control switched on 10 - Error 11 - Not available |
| 596 | Cruise Control Enable Switch | Switch signal which indicates that it is possible to manage the cruise control function. 00 - Cruise control disabled 01 - Cruise control enabled 10 - Error 11 - Not available |
| 597 | Brake Switch | Switch signal which indicates that the driver operated brake foot pedal is being pressed. This brake foot pedal is controlling the vehicles’ service brake (total vehicle braking application, not park brakes). It is necessary for safe drivetrain behavior that the switch activates before the physical braking components are activated (i.e. Disengage the cruise control function prior to the activation of friction brakes). 00 - Brake pedal released 01 - Brake pedal depressed 10 - Error 11 - Not Available |
| 598 | Clutch Switch | Switch signal which indicates that the clutch pedal is being pressed. It is necessary for a safe drivetrain behavior that the clutch switch is set before the clutch is opened (cruise control function). 00 - Clutch pedal released 01 - Clutch pedal depressed 10 - Error 11 - Not available |
| 599 | Cruise Control Set Switch | Switch signal of the cruise control activator which indicates that the activator is in the position “set.” 00 - Cruise control activator not in the position “set” 01 - Cruise control activator in position “set” 10 - Error 11 - Not available |
| 600 | Cruise Control Coast (Decelerate) Switch | Switch signal of the cruise control activator which indicates that the activator is in the position “coast (decelerate).” 00 - Cruise control activator not in the position “coast” 01 - Cruise control activator in position “coast” 10 - Error 11 - Not available |
| 601 | Cruise Control Resume Switch | Switch signal of the cruise control activator which indicates that the activator is in the position “resume.” 00 - Cruise control activator not in the position “resume” 01 - Cruise control activator in position “resume” 10 - Error 11 - Not available |
| 602 | Cruise Control Accelerate Switch | Switch signal of the cruise control activator which indicates that the activator is in the position “accelerate.” 00 - Cruise control activator not in the position “accelerate” 01 - Cruise control activator in position “accelerate” 10 - Error 11 - Not available |
| 603 | Brake Pedal Switch #2 | |
| 604 | Transmission Neutral Switch | Identifies the status of the switch that indicates neutral. 00 - Off 01 - On 10 - Error 11 - Not available |
| 605 | Refrigerant High Pressure Switch | Switch signal which indicates the position of the high pressure switch in the coolant circuit of an air conditioning system. When the switch is enabled, the pressure inside the circuit is too high and the compressor clutch may be disengaged. 00 - Pressure normal 01 - Pressure too high, compressor clutch may be disengaged 10 - Error 11 - Not available |
| 606 | Engine Momentary Overspeed Enable | Command signal used to indicate that the engine speed may be boosted up to the maximum engine overspeed value to accommodate transmission downshifts. The maximum time for overspeed is limited by the time defined in the engine configuration message (see PGN 65,251). The transmission module must command a “override disabled” state at least once before the engine will accept a subsequent request for overspeed. 00 Momentary engine overspeed is disabled 01 Momentary engine overspeed is enabled 10 Reserved 11 Take no action |
| 607 | Progressive Shift Disable | Command signal used to indicate that progressive shifting by the engine should be disallowed. 00 Progressive shift is not disabled 01 Progressive shift is disabled 10 Reserved 11 Take no action |
| 608 | J1587 | Identifies the action to be performed on the J1587 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 609 | Controller #2 | |
| 610 | Power Connect Device | |
| 611 | System Diagnostic Code #1 | |
| 612 | System Diagnostic Code #2 | |
| 613 | System Diagnostic Code #3 | |
| 614 | System Diagnostic Code #4 | |
| 615 | System Diagnostic Code #5 | |
| 616 | Auxiliary Analog Input #1 | |
| 617 | Parking Brake On Actuator | |
| 618 | Parking Brake Off Actuator | |
| 619 | Parking Brake Actuator | Signal which indicates the current state of the actuator(s) that control the parking brake (see also SPN 70 and 5275). 00 - Parking brake actuator inactive 01 - Parking brake actuator active 10 - Error 11 - Not available |
| 620 | 5 Volts DC Supply (obsolete) | This SPN is obsolete. SPNs 3509-3514 should be used instead. |
| 621 | Antenna Electronics | |
| 622 | J1922 | Identifies the action to be performed on the J1922 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 623 | Red Stop Lamp | This lamp is used to relay trouble code information that is of a severe enough condition that it warrants stopping the vehicle. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 624 | Amber Warning Lamp | This lamp is used to relay trouble code information that is reporting a problem with the vehicle system but the vehicle need not be immediately stopped. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 625 | Proprietary Network #1 | Identifies the action to be performed on the Proprietary Network #1 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 626 | Engine Start Enable Device 1 | Devices that assist an Engine in starting, e.g. intake heaters and ether. Primary starting aid. Parameter indicating whether the start enable device 1 is ON or OFF 00 - start enable OFF 01 - start enable ON 10 - reserved 11 - not available |
| 627 | Power Supply (obsolete) | This SPN is obsolete. SPNs 3597 should be used instead. |
| 628 | Program Memory | |
| 629 | Controller #1 | |
| 630 | Calibration Memory | |
| 631 | Calibration Module | |
| 632 | Engine Fuel Shutoff 1 Control | Control setting for fuel shutoff 1. The second instance is SPN 2807. For a single fuel shutoff system, this represents its commanded position. For a dual fuel shutoff system, this SPN is representative of the upstream fuel shutoff commanded position. When fuel (gas) is desired at the engine, the fuel shutoff is opened. Otherwise, it is closed. 00 = Open (fuel supplied to engine) 01 = Closed (no fuel supplied to engine) 10 = Reserved 11 = Don't care / take no action In addition to communicating desired action of fuel shutoff 1 and its driver status, this new SPN can be used to communicate whether fuel shutoff 1 feedback position (if available) matches the commanded position, through the use of FMIs. |
| 633 | Engine Fuel Actuator 1 Control Command | The control command to fuel actuator 1, normalized to percent, where 0% represents fully closed and 100% represents fully open. Typically, this fuel actuator is used to regulate low pressure natural gas flow rate, mixing into the air flow, which together then come into the engine. Using the standard convention for determining the position. Left/front is #1 and right/rear is #2 (SPN 1244). |
| 634 | Engine Throttle Bypass Valve | |
| 635 | Engine Timing Actuator 1 | The detected position of actuator 1 on the Engine Timing System, where the system has different timing positions depending on current operating status of the engine. Timing positions may be used to determine intake and outlet valve timings. 000 - Unknown Position 001 - Diesel Mode Position 010 - Diesel Part Load Position 011 - Gas Mode Position 100 - Diesel Part Load / Gas Mode Position 101 - 110 - Reserved 111 - Not Available |
| 636 | Engine Position Sensor | |
| 637 | Engine Timing Sensor | |
| 638 | Engine Fuel Rack Actuator | |
| 639 | J1939 Network #1, Primary Vehicle Network | Identifies the action to be performed on the J1939 Network #1, Primary Vehicle Network” communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 640 | Engine External Protection Input | |
| 641 | Engine Variable Geometry Turbocharger Actuator #1 | Actuator that controls the variable geometry turbocharger geometry.The control command to the actuator, normalized to percent, where 0% nominally represents fully closed (smallest turbocharger geometry) and 100% represents fully open (largest geometry turbocharger). |
| 642 | Engine Turbocharger Variable Geometry Actuator #2 | |
| 643 | Engine External Fuel Command Input | |
| 644 | Engine External Speed Command Input | |
| 645 | Engine Tachometer Signal Output | |
| 646 | Engine Turbocharger 1 Wastegate Drive | Do not use - Use SPN 1188 for Turbocharger 1 Wastegate Drive data. Position of the wastegate drive. A value of 0% represents fully closed and a value of 100% represents fully open. |
| 647 | Engine Fan Clutch 1 Output Driver | This parameter indicates the status of the Engine Fan Clutch 1 Output Device |
| 648 | Engine Exhaust Back Pressure Sensor | |
| 649 | Engine Exhaust Back Pressure Regulator Control Command | The control command to the Engine Exhaust Back Pressure Regulator, normalized to percent. 100 percent means the regulator is fully closed, providing the maximum restriction to exhaust gas flow from the engine. Zero percent means the regulator is fully open, providing the minimum available restriction. |
| 650 | Electronic Drive Unit Power Relay | |
| 651 | Engine Injector Cylinder #01 | |
| 652 | Engine Injector Cylinder #02 | |
| 653 | Engine Injector Cylinder #03 | |
| 654 | Engine Injector Cylinder #04 | |
| 655 | Engine Injector Cylinder #05 | |
| 656 | Engine Injector Cylinder #06 | |
| 657 | Engine Injector Cylinder #07 | |
| 658 | Engine Injector Cylinder #08 | |
| 659 | Engine Injector Cylinder #09 | |
| 660 | Engine Injector Cylinder #10 | |
| 661 | Engine Injector Cylinder #11 | |
| 662 | Engine Injector Cylinder #12 | |
| 663 | Engine Injector Cylinder #13 | |
| 664 | Engine Injector Cylinder #14 | |
| 665 | Engine Injector Cylinder #15 | |
| 666 | Engine Injector Cylinder #16 | |
| 667 | Engine Injector Cylinder #17 | |
| 668 | Engine Injector Cylinder #18 | |
| 669 | Engine Injector Cylinder #19 | |
| 670 | Engine Injector Cylinder #20 | |
| 671 | Engine Injector Cylinder #21 | |
| 672 | Engine Injector Cylinder #22 | |
| 673 | Engine Injector Cylinder #23 | |
| 674 | Engine Injector Cylinder #24 | |
| 675 | Engine Glow Plug Lamp | |
| 676 | Engine Glow Plug Relay | |
| 677 | Engine Starter Motor Relay | Activates the starter |
| 678 | ECU 8 Volts DC Supply | |
| 679 | Engine Injection Control Pressure Regulator | |
| 680 | Engine Valve Variable Swirl System | |
| 681 | Transmission Gear Shift Inhibit Request | Command signal to inhibit gear shifts. 00 Gear shifts are allowed (disable function) 01 Gear shifts are inhibited (enable function) 10 Reserved 11 Take no action (leave function as is) |
| 682 | Transmission Torque Converter Lockup Disable Request | Command signal to prevent torque converter lockup, which may cause problems in certain circumstances for ASR. 00 Allow torque converter lockup 01 Disable torque converter lockup 10 Reserved 11 Take no action |
| 683 | Disengage Driveline Request | Command signal used to simply disengage the driveline, e.g., to prevent engine drag torque from causing high wheel slip on slippery surfaces. 00 Allow driveline engagement 01 Disengage driveline 10 Reserved 11 Take no action |
| 684 | Requested Percent Clutch Slip | Parameter which represents the percent clutch slip requested by a device. |
| 685 | Disengage Differential Lock Request - Front Axle 1 | Command signal used to disengage the various differential locks, e.g., to allow an undistributed individual wheel control by ABS. The differential locks are located as defined in Figure SPN564_A. 00 Engage differential lock 01 Disengage differential lock 10 Reserved 11 Take no action |
| 686 | Disengage Differential Lock Request - Front Axle 2 | Command signal used to disengage the various differential locks, e.g., to allow an undistributed individual wheel control by ABS. The differential locks are located as defined in Figure SPN564_A. 00 Engage differential lock 01 Disengage differential lock 10 Reserved 11 Take no action |
| 687 | Disengage Differential Lock Request - Rear Axle 1 | Command signal used to disengage the various differential locks, e.g., to allow an undistributed individual wheel control by ABS. The differential locks are located as defined in Figure SPN564_A. 00 Engage differential lock 01 Disengage differential lock 10 Reserved 11 Take no action |
| 688 | Disengage Differential Lock Request - Rear Axle 2 | Command signal used to disengage the various differential locks, e.g., to allow an undistributed individual wheel control by ABS. The differential locks are located as defined in Figure SPN564_A. 00 Engage differential lock 01 Disengage differential lock 10 Reserved 11 Take no action |
| 689 | Disengage Differential Lock Request - Central | Command signal used to disengage the various differential locks, e.g., to allow an undistributed individual wheel control by ABS. The differential locks are located as defined in Figure SPN564_A. 00 Engage differential lock 01 Disengage differential lock 10 Reserved 11 Take no action |
| 690 | Disengage Differential Lock Request - Central Front | Command signal used to disengage the various differential locks, e.g., to allow an undistributed individual wheel control by ABS. The differential locks are located as defined in Figure SPN564_A. 00 Engage differential lock 01 Disengage differential lock 10 Reserved 11 Take no action |
| 691 | Disengage Differential Lock Request - Central Rear | Command signal used to disengage the various differential locks, e.g., to allow an undistributed individual wheel control by ABS. The differential locks are located as defined in Figure SPN564_A. 00 Engage differential lock 01 Disengage differential lock 10 Reserved 11 Take no action |
| 692 | ABS Offroad Switch Request | Command signal used by the driver via a dashboard switch to choose the ABS offroad function. 00 Switch off ABS offroad function 01 Switch on ABS offroad function 10 Reserved 11 Take no action |
| 693 | ASR Offroad Switch Request | Command signal used by the driver via a dashboard switch to choose the ASR offroad function. 00 Switch off ASR offroad function 01 Switch on ASR offroad function 10 Reserved 11 Take no action |
| 694 | ASR "Hill Holder" Switch Request | Command signal used by the driver via a dashboard switch to choose a special ASR function. 00 Switch off ASR special function 01 Switch on ASR special function 10 Reserved 11 Take no action |
| 695 | Engine Override Control Mode | The override control mode defines which sort of command is used: 00 Override disabled - Disable any existing control commanded by the source of this command. 01 Speed control - Govern speed to the included “desired speed” value. 10 Torque control - Control torque to the included “desired torque” value. 11 Speed/torque limit control - Limit speed and/or torque based on the included limit values. The speed limit governor is a droop governor where the speed limit value defines the speed at the maximum torque available during this operation. If a device wants to know whether it has access to the engine, there are several possibilities: a. Comparing its command with the actual engine broadcasts. b. Looking at command modes from other devices. c. Looking to the engine and retarder torque mode. Remarks: a. The realization of a torque limit (minimum selection) is possible by setting the speed limit to a high value (0xFAFF). b. The realization of a speed limit (minimum selection) is possible by setting the torque limit to a high value (0xFA). c. Limiting the retarder torque means to limit the magnitude of the torque request. As the brake torque is represented by negative torque values, the limitation must be done by a maximum selection of the requested torque and the retarder internal torque signals. d. For torque increasing functions, time limits for the torque or speed value (command) and the direct modes are desirable. e. The selection of which device has control of the engine's speed or torque depends on the override mode priority (see SPN 897) with the highest priority device gaining control. In the case of two devices with identical priority, the engine responds to speed/torque control commands over speed/torque limit commands and will act on the speed or torque commands on a first come, first served basis. The torque limit will be a “lowest wins” selection (e.g., if one device commands 60% limit and another 80% limit, then the engine will limit torque to 60%). Figure SPN695_A provides a flowchart of the torque/speed control priority selection logic. |
| 696 | Engine Requested Speed Control Conditions | This mode tells the engine control system the governor characteristics that are desired during speed control. The four characteristics defined are: 00 Transient Optimized for driveline disengaged and non-lockup conditions 01 Stability Optimized for driveline disengaged and non-lockup conditions 10 Stability Optimized for driveline engaged and/or in lockup condition 1 (e.g., vehicle driveline) 11 Stability Optimized for driveline engaged and/or in lockup condition 2 (e.g., PTO driveline) 00b - This speed governor gain selection is adjusted to provide rapid transition between speed setpoints. RPM overshoot and undershoot may be greater than what is seen when the “speed control characteristic” is set to be stability optimized. 01b - This control condition has been optimized to minimize rpm overshoot and undershoot given an expected plant consisting of the engine and its accessory loads. This gain adjustment is not intended to compensate for driveline characteristics. This characteristic is most appropriate when no driveline is connected. 10b - This control condition has been optimized to minimize rpm overshoot and undershoot given a more complex plant. For instance, the more complex plant would contain the engine, its accessory loads and the driveline characteristics. As an example, the driveline characteristics might include the effective spring mass relationship of pumps, tires, clutches, axles, driveshafts, and multiple gear ratios. This characteristic is most appropriate when a driveline is engaged. 11b - This speed control characteristic is available for applications requiring compensation for more than one driveline characteristic. It has been optimized to minimize rpm overshoot and undershoot given a more complex plant of the second variety. This more complex plant would again contain the engine, its accessory loads and a second driveline characteristic unique from the one described in speed control characteristic 10b. |
| 697 | Auxiliary PWM Driver #1 | |
| 698 | Auxiliary PWM Driver #2 | |
| 699 | Auxiliary PWM Driver #3 | |
| 700 | Auxiliary PWM Driver #4 | |
| 701 | Auxiliary I/O #01 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 702 | Auxiliary I/O #02 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 703 | Auxiliary I/O #03 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 704 | Auxiliary I/O #04 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 705 | Auxiliary I/O #05 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 706 | Auxiliary I/O #06 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 707 | Auxiliary I/O #07 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 708 | Auxiliary I/O #08 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 709 | Auxiliary I/O #09 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 710 | Auxiliary I/O #10 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 711 | Auxiliary I/O #11 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 712 | Auxiliary I/O #12 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 713 | Auxiliary I/O #13 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 714 | Auxiliary I/O #14 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 715 | Auxiliary I/O #15 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 716 | Auxiliary I/O #16 | Identifies the current status of auxiliary input/output functions that are configured uniquely per application. 00 - Auxiliary channel off 01 - Auxiliary channel on 10 - Error 11 - Not available |
| 717 | Autoshift High Gear Actuator | |
| 718 | Autoshift Low Gear Actuator | |
| 719 | Autoshift Neutral Actuator | |
| 720 | Autoshift Common Low Side (Return) | |
| 721 | Prestroke Sensor | |
| 722 | Prestroke Actuator | |
| 723 | Engine Speed 2 | The engine speed as measured by speed sensor 2 Note: This is for the engine speed from the 2nd engine speed sensor. This may be different than SPN 190 when used in multiple engine speed sensor configurations. In an application with multiple engine speed sensors, SPN 190 data can be derived from any of the speed sensors. |
| 724 | O2 Sensor | |
| 725 | Engine Ignition Control Mode Signal | |
| 726 | Engine Ignition Control Timing Signal | |
| 727 | Engine Turbocharger Secondary Intake Pressure | |
| 728 | Engine After Cooler-Oil Cooler Coolant Temperature | |
| 729 | Engine Intake Air Heater Driver #1 | |
| 730 | Engine Intake Air Heater Driver #2 | |
| 731 | Engine Knock 1 | Value of 1st sensor used to detect engine knock. |
| 732 | Engine Gas Metering Valve | |
| 733 | Engine Rack Position Sensor | |
| 734 | Transmission Range Clutch C1 Solenoid | |
| 735 | Transmission Range Clutch C2 Solenoid | |
| 736 | Transmission Range Clutch C3 Solenoid | |
| 737 | Transmission Range Clutch C4 Solenoid | |
| 738 | Transmission Range Clutch C5 Solenoid | |
| 739 | Transmission Range Clutch C6 Solenoid | |
| 740 | Transmission Torque Converter Lockup Clutch Actuator | Identifies the status of the actuator that controls the torque converter lockup clutch. 00 - Off 01 - On 10 - Error 11 - Not available |
| 741 | Transmission Forward Solenoid Valve | |
| 742 | Transmission Low Signal Solenoid Valve | |
| 743 | Retarder Enable Solenoid Valve | |
| 744 | Retarder Modulation Solenoid Valve | |
| 745 | Retarder Response Solenoid Valve | |
| 746 | Differential Lock Solenoid Valve #1 | Operates the first differential lock. |
| 747 | Engine/Transmission Match | |
| 748 | Transmission Output Retarder | Identifies the status of the transmission output retarder. 00 - Off 01 - On 10 - Error 11 - Not available |
| 749 | Transmission Neutral Start Output | |
| 750 | Transmission Turbine Speed Sensor | |
| 751 | Transmission Primary Shift Selector | |
| 752 | Transmission Secondary Shift Selector | |
| 753 | Transmission Special Function Inputs | |
| 754 | Transmission Range C1 Clutch Pressure Indicator | |
| 755 | Transmission Range C2 Clutch Pressure Indicator | |
| 756 | Transmission Range C3 Clutch Pressure Indicator | |
| 757 | Transmission Range C4 Clutch Pressure Indicator | |
| 758 | Transmission Range C5 Clutch Pressure Indicator | |
| 759 | Transmission Range C6 Clutch Pressure Indicator | |
| 760 | Transmission Lockup Clutch Pressure Indicator (Obsolete - use 3184) | |
| 761 | Transmission Forward Range Pressure Indicator | |
| 762 | Transmission Neutral Range Pressure Indicator | |
| 763 | Transmission Reverse Range Pressure Indicator | |
| 764 | Retarder Response System Pressure Indicator | |
| 765 | Differential Lock Clutch Pressure Indicator | |
| 766 | Transmission Multiple Pressure Indicators | |
| 767 | Transmission Reverse Direction Switch | Identifies the status of the switch that indicates reverse direction. 00 - Off 01 - On 10 - Error 11 - Not available |
| 768 | Transmission Range High Actuator | Identifies the status of the range high actuator in the auxiliary unit. 00 -Off 01 -On 10 - Error 11 - Not available |
| 769 | Transmission Range Low Actuator | Identifies the status of the range low actuator in the auxiliary unit. 00 - Off 01 - On 10 - Error 11 - Not available |
| 770 | Transmission Splitter Direct Actuator | Identifies the status of the splitter direct actuator in the auxiliary unit. 00 - Off 01 - On 10 - Error 11 - Not available |
| 771 | Transmission Splitter Indirect Actuator | Identifies the status of the splitter indirect actuator in the auxiliary unit. 00 - Off 01 - On 10 - Error 11 - Not available |
| 772 | Transmission Shift Finger Rail Actuator 1 | Identifies the status of the actuator that moves the shift finger identified as rail actuator #1. 00 - Off 01 - On 10 - Error 11 - Not available |
| 773 | Transmission Shift Finger Gear Actuator 1 | Identifies the status of the actuator that moves the shift finger identified as gear actuator #1. 00 - Off 01 - On 10 - Error 11 - Not available |
| 774 | Transmission Upshift Request Switch | |
| 775 | Transmission Downshift Request Switch | |
| 776 | Torque Converter Interrupt Actuator | |
| 777 | Torque Converter Lockup Actuator (obsolete - use 740) | |
| 778 | Transmission High Range Sense Switch | Identifies the status of the switch that represents high range. 00 - Off 01 - On 10 - Error 11 - Not available |
| 779 | Transmission Low Range Sense Switch | Identifies the status of the switch that represents low range. 00 - Off 01 - On 10 - Error 11 - Not available |
| 780 | Transmission Shift Finger Neutral Indicator | Indicates the status of the shift finger in the neutral position. 00 - Off 01 - On 10 - Error 11 - Not available |
| 781 | Transmission Shift Finger Engagement Indicator | Identifies the status of the shift finger in the engagement position. 00 - Off 01 - On 10 - Error 11 - Not available |
| 782 | Transmission Shift Finger Center Rail Indicator | Identifies the status of the shift finger in the center rail position. 00 - Off 01 - On 10 - Error 11 - Not available |
| 783 | Transmission Shift Finger Rail Actuator 2 | Identifies the status of the actuator that moves the shift finger identified as rail actuator #2. 00 - Off 01 - On 10 - Error 11 - Not available |
| 784 | Transmission Shift Finger Gear Actuator 2 | Identifies the status of the actuator that moves the shift finger identified as gear actuator #2. 00 - Off 01 - On 10 - Error 11 - Not available |
| 785 | Transmission Hydraulic System | |
| 786 | Transmission Defuel Actuator | Identifies the status of the actuator that controls the engine defuel mechanism. 00 - Off 01 - On 10 - Error 11 - Not available |
| 787 | Transmission Inertia Brake Actuator | Identifies the status of the actuator that controls the inertia brake. 00 - Off 01 - On 10 - Error 11 - Not available |
| 788 | Transmission Clutch Actuator | Identifies the status of the actuator that controls the clutch. 00 - Off 01 - On 10 - Error 11 - Not available |
| 789 | Wheel Sensor ABS Axle 1 Left | |
| 790 | Wheel Sensor ABS Axle 1 Right | |
| 791 | Wheel Sensor ABS Axle 2 Left | |
| 792 | Wheel Sensor ABS Axle 2 Right | |
| 793 | Wheel Sensor ABS Axle 3 Left | |
| 794 | Wheel Sensor ABS Axle 3 Right | |
| 795 | Pressure Modulation Valve ABS Axle 1 Left | |
| 796 | Pressure Modulation Valve ABS Axle 1 Right | |
| 797 | Pressure Modulation Valve ABS Axle 2 Left | |
| 798 | Pressure Modulation Valve ABS Axle 2 Right | |
| 799 | Pressure Modulation Valve ABS Axle 3 Left | |
| 800 | Pressure Modulation Valve ABS Axle 3 Right | |
| 801 | Retarder Control Relay | |
| 802 | Relay Diagonal 1 | |
| 803 | Relay Diagonal 2 | |
| 804 | Mode Switch ABS | |
| 805 | Mode Switch ASR | |
| 806 | Dif 1 - ASR Valve | |
| 807 | Dif 2 - ASR Valve | |
| 808 | Pneumatic Engine Control | |
| 809 | Electronic Engine Control (Servomotor) | |
| 810 | Speed Signal Input | |
| 811 | Warning Light Bulb | |
| 812 | ASR Light Bulb | |
| 813 | Wheel Sensor ABS Axle 1 Average | |
| 814 | Wheel Sensor ABS Axle 2 Average | |
| 815 | Wheel Sensor ABS Axle 3 Average | |
| 816 | Pressure Modulator, Drive Axle Relay Valve | |
| 817 | Pressure Transducer, Drive Axle Relay Valve | |
| 818 | Master Control Relay | |
| 819 | Trailer Brake Slack Out Of Adjustment Forward Axle Left | |
| 820 | Trailer Brake Slack Out Of Adjustment Forward Axle Right | |
| 821 | Trailer Brake Slack Out Of Adjustment Rear Axle Left | |
| 822 | Trailer Brake Slack Out Of Adjustment Rear Axle Right | |
| 823 | Tractor Brake Slack Out Of Adjustment Axle 1 Left | |
| 824 | Tractor Brake Slack Out Of Adjustment Axle 1 Right | |
| 825 | Tractor Brake Slack Out Of Adjustment Axle 2 Left | |
| 826 | Tractor Brake Slack Out Of Adjustment Axle 2 Right | |
| 827 | Tractor Brake Slack Out Of Adjustment Axle 3 Left | |
| 828 | Tractor Brake Slack Out Of Adjustment Axle 3 Right | |
| 829 | Left Fuel Level Sensor | |
| 830 | Right Fuel Level Sensor | |
| 831 | Engine Fuel Feed Rate Sensor | |
| 832 | Engine Fuel Return Rate Sensor | |
| 833 | Fuel Rack Position Sensor | |
| 834 | Fuel Rack Actuator | |
| 835 | Oil Level Indicator Output | |
| 836 | Tachometer Drive Output | |
| 837 | Speedometer Drive Output | |
| 838 | PWM Input (ABS/ASR) | |
| 839 | Dead Reckoning Unit | |
| 840 | Loran Receiver | |
| 841 | Global Positioning System (GPS) | |
| 842 | Integrated Navigation Unit | |
| 843 | Operator Control Panel (OCP) | |
| 844 | Pneumatic Control Unit (PCU) | |
| 845 | PCU Steer Solenoid | |
| 846 | PCU Drive Solenoid | |
| 847 | PCU Trailer, Tag, Or Push Solenoid | |
| 848 | PCU Supply Solenoid | |
| 849 | PCU Control Solenoid | |
| 850 | PCU Deflate Solenoid | |
| 851 | Pneumatic - Steer Channel | |
| 852 | Pneumatic - Drive Channel | |
| 853 | Pneumatic - Trailer, Tag Or Push Channel | |
| 854 | Heater Circuit #01 | |
| 855 | Heater Circuit #02 | |
| 856 | Heater Circuit #03 | |
| 857 | Heater Circuit #04 | |
| 858 | Heater Circuit #05 | |
| 859 | Heater Circuit #06 | |
| 860 | Heater Circuit #07 | |
| 861 | Heater Circuit #08 | |
| 862 | Heater Circuit #09 | |
| 863 | Heater Circuit #10 | |
| 864 | Heater Circuit #11 | |
| 865 | Heater Circuit #12 | |
| 866 | Heater Circuit #13 | |
| 867 | Heater Circuit #14 | |
| 868 | Heater Circuit #15 | |
| 869 | Heater Circuit #16 | |
| 870 | Heater Regeneration System | |
| 871 | Refrigerant Charge | |
| 872 | Refrigerant Moisture Level | |
| 873 | Non-Condensable Gas In Refrigerant | |
| 874 | Refrigerant Flow Control Solenoid | |
| 875 | Refrigerant Low Pressure Switch | Switch signal which indicates the position of the low pressure switch in the coolant circuit of an air conditioning system. When the switch is enabled, the pressure inside the circuit is too low and the compressor clutch may be disengaged. 00 - Pressure normal 01 - Pressure too low, compressor clutch may be disengaged 10 - Error 11 - Not available |
| 876 | Compressor Clutch Circuit | |
| 877 | Evaporator Thermostat Circuit | |
| 878 | Clearance, Side Marker, Identification Lamp Circuit (Black) | |
| 879 | Left Turn Lamp Circuit (Yellow) | |
| 880 | Stop Lamp Circuit (Red) | |
| 881 | Right Turn Lamp Circuit (Green) | |
| 882 | Tail Lamp/License Plate Lamp Circuit (Brown) | |
| 883 | Auxiliary Lamp Circuit (Blue) | |
| 884 | Tractor Mounted Rear Axle Slider Control Unit | |
| 885 | Trailer Mounted Rear Axle Slider Control Unit | |
| 886 | Headway Controller Forward Antenna | |
| 887 | Headway Controller Brake Input Monitor | |
| 888 | Headway Controller Speaker Monitor | |
| 889 | Headway Controller Steering Sensor Monitor | |
| 890 | Headway Controller Speedometer Monitor | |
| 891 | Headway Controller Right Turn Signal Monitor | |
| 892 | Headway Controller Left Turn Signal Monitor | |
| 893 | Headway Controller Control Display Unit | |
| 894 | Headway Controller Right Side Sensor | |
| 895 | Headway Controller Left Side Sensor | |
| 896 | Headway Controller Rear Sensor | |
| 897 | Override Control Mode Priority | This field is used as an input to the engine or retarder to determine the priority of the Override Control Mode received in the Torque/Speed Control message (see PGN 0). The default is 11 (Low priority). It is not required to use the same priority during the entire override function. For example, the transmission can use priority 01 (High priority) during a shift, but can set the priority to 11 (Low priority) at the end of the shift to allow traction control to also interact with the torque limit of the engine. The four priority levels defined are: 00 Highest priority 01 High priority 10 Medium priority 11 Low priority 00b - Highest Priority = Used for situations that require immediate action by the receiving device in order to provide safe vehicle operation (i.e., braking systems). This level of priority should only be used in safety critical conditions. 01b - High Priority = Used for control situations that require prompt action in order to provide safe vehicle operation. An example is when the transmission is performing a shift and requires control of the engine in order to control driveline reengagement. 10b - Medium Priority = Used for powertrain control operations which are related to assuring that the vehicle is in a stable operating condition. An example is when the traction control system is commanding the engine in order to achieve traction stability. 11b - Low Priority = Used to indicate that the associated command desires powertrain control but is needed for function which improves the driver comfort which may be overridden by other devices. An example is cruise control or the non-critical part of a transmission shift to a new gear. |
| 898 | Engine Requested Speed/Speed Limit | Parameter provided to the engine from external sources in the torque/speed control message. This is the engine speed which the engine is expected to operate at if the speed control mode is active or the engine speed which the engine is not expected to exceed if the speed limit mode is active. |
| 899 | Engine Torque Mode | State signal which indicates which engine torque mode is currently generating, limiting, or controlling the torque. Note that the modes are not in prioritized order. Not all modes may be relevant for a given device. Some devices may not implement all functions. For typical priorities refer to Figures SPN512_A and SPN512_B for engine control. The data type of this parameter is measured. Mode 0000b means “No request”: engine torque may range from 0 to full load only due to low idle governor output. Modes 0001b to 1110b indicate that there is either a torque request or the identified function is currently controlling the engine: engine torque may range from 0 (no fueling) to the upper limit. |
| 900 | Retarder Torque Mode | State signal which indicates which retarder torque mode is currently generating, limiting, or controlling the torque. Note that the modes are not in prioritized order. Not all modes may be relevant for a given device. Some devices may not implement all functions. For typical priorities refer to Tables SPN518_A to SPN518_B for retarder control. The data type of this parameter is measured. Mode 0000b means “No request”: retarder torque = 0 (no braking). Modes 0001b to 1110b indicate that there is either a torque request or the identified function is currently controlling the retarder: retarder torque may range from 0 (no braking) to the upper limit. |
| 901 | Retarder Type | A vehicle retarder is a supplementary device to the wheel brakes for the driver to better control the vehicle. The wheel brakes used in the vehicle are not designed for continuous retarding operation. In a prolonged period of braking, the brakes can be thermally over-stressed, causing the braking effect to be reduced or even lead to complete braking system failure. The vehicle retarder is designed for continuous operation for braking during downhill operation and is also used for braking the vehicle to comply with speed limits and traffic conditions. This parameter provides some indication of the retarder dynamics. It is used in the retarder configuration message. The data type of this parameter is measured. 0000 Electric/Magnetic 0001 Hydraulic 0010 Cooled Friction 0011 Compression Release (Engine retarder) 0100 Exhaust 0101-1101 Not defined 1110 Other 1111 Not available |
| 902 | Retarder Location | This parameter defines whether the “torque/speed curve” defined by the retarder configuration message (PGN 65249) is dependent on engine rpm, output shaft rpm, or other parameter. The data type of this parameter is measured. 0000 (Primary) Engine Compression Release Brake (Engine rpm) 0001 (Primary) Engine Exhaust Brake (Exhaust pressure) 0010 (Primary) Transmission Input (Engine rpm) 0011 (Secondary) Transmission Output (Output Shaft rpm) 0100 (Secondary) Driveline (Output Shaft rpm) 0101 Trailer (Vehicle speed) 0110-1101 Not defined 1110 Other 1111 Not available |
| 903 | Transmission Forward Direction Switch | Identifies the status of the switch that indicates forward direction. 00 - Off 01 - On 10 - Error 11 - Not available |
| 904 | Front Axle Speed | The average speed of the two front wheels. |
| 905 | Relative Speed; Front Axle, Left Wheel | The speed of the front axle, left wheel relative to the front axle speed, SPN 904. |
| 906 | Relative Speed; Front Axle, Right Wheel | The speed of the front axle, right wheel relative to the front axle speed, SPN 904. |
| 907 | Relative Speed; Rear Axle #1, Left Wheel | The speed of the rear axle #1, left wheel relative to the front axle speed, SPN 904. |
| 908 | Relative Speed; Rear Axle #1, Right Wheel | The speed of the rear axle #1, right wheel relative to the front axle speed, SPN 904. |
| 909 | Relative Speed; Rear Axle #2, Left Wheel | The speed of the rear axle #2, left wheel relative to the front axle speed, SPN 904. |
| 910 | Relative Speed; Rear Axle #2, Right Wheel | The speed of the rear axle #2, right wheel relative to the front axle speed, SPN 904. |
| 911 | Service Component Identification | Identification of component needing service. See Table SPN911_A. |
| 912 | Service Component Identification | Identification of component needing service. See Table SPN911_A. |
| 913 | Service Component Identification | Identification of component needing service. See Table SPN911_A. |
| 914 | Service Distance | The distance which can be traveled by the vehicle before the next service inspection is required. A negative distance is transmitted if the service inspection has been passed. The component that requires service is identified by the service component identification (see SPN 911-913, 1379, and 1584). |
| 915 | Service Delay/Calendar Time Based | The time in weeks until the next vehicle service inspection is required. A negative value is transmitted if the service inspection has been passed. The component that requires service is identified by the service component identification (see SPN 911-913, 1379, and 1584). |
| 916 | Service Delay/Operational Time Based | The time in vehicle operational time until the next vehicle service inspection is required. A negative value is transmitted if the service inspection has been passed. The component that requires service is identified by the service component identification (see SPN 911-913, 1379, and 1584). |
| 917 | High Resolution Total Vehicle Distance | Accumulated distance traveled by the vehicle during its operation. NOTE - See SPN 245 for alternate resolution. |
| 918 | High Resolution Trip Distance | Distance traveled during all or part of a journey. NOTE - See SPN 244 for alternate resolution. |
| 919 | Ambient Light Sensor | |
| 920 | Audible Alarm | |
| 921 | Green Lamp | |
| 922 | Ride Height Relay | |
| 923 | PWM Output | |
| 924 | Auxiliary Output #1 | |
| 925 | Auxiliary Output #2 | |
| 926 | Auxiliary Output #3 | |
| 927 | Location | To identify to which of several similar devices (such as tires or fuel tanks) the information applies. The low order 4 bits represent a position number, counting left to right when facing in the direction of normal vehicle travel (forward). The high order 4 bits represent a position number, counting front to back on the vehicle. The value 0xFF indicates not available. It is recommended that output devices add 1 to the position number (range 1 to 15, not 0 to 14) for use by drivers and service technicians. Examples: Tire pressure for location 0x00 would be left front tire. Tire pressure for location 0x23 would be right outside rear rear on a 3-axle tractor with dual axle per side (3rd axle, 4th tire). |
| 928 | Axle Location | To identify to which of several similar devices (such as tires or fuel tanks) the information applies. The low order 4 bits represent a position number, counting left to right when facing in the direction of normal vehicle travel (forward). The high order 4 bits represent a position number, counting front to back on the vehicle. The value 0xFF indicates not available. It is recommended that output devices add 1 to the position number (range 1 to 15, not 0 to 14) for use by drivers and service technicians. Examples: Tire pressure for location 0x00 would be left front tire. Tire pressure for location 0x23 would be right outside rear rear on a 3-axle tractor with dual axle per side (3rd axle, 4th tire). |
| 929 | Tire Location | Identifies which tire is associated with the parametric data in this PGN. The low order 4 bits represent a position number, counting left to right when facing in the direction of normal vehicle travel (forward). The high order 4 bits represent a position number, counting front to back on the vehicle. The value 0xFF indicates not available. It is recommended that output devices add 1 to the position number (range 1 to 15, not 0 to 14) for use by drivers and service technicians. Examples: Tire pressure for location 0x00 would be left front tire. Tire pressure for location 0x23 would be right outside rear rear on a 3-axle tractor with dual axle per side (3rd axle, 4th tire). |
| 930 | Drive Axle Location | To identify to which of several similar devices (such as tires or fuel tanks) the information applies. The low order 4 bits represent a position number, counting left to right when facing in the direction of normal vehicle travel (forward). The high order 4 bits represent a position number, counting front to back on the vehicle. The value 0xFF indicates not available. It is recommended that output devices add 1 to the position number (range 1 to 15, not 0 to 14) for use by drivers and service technicians. Examples: Tire pressure for location 0x00 would be left front tire. Tire pressure for location 0x23 would be right outside rear rear on a 3-axle tractor with dual axle per side (3rd axle, 4th tire). |
| 931 | Engine Fuel Supply Pump Actuator | |
| 932 | Brake System Hold Modulator Valve Solenoid Axle 1 Left | |
| 933 | Brake System Hold Modulator Valve Solenoid Axle 1 Right | |
| 934 | Brake System Hold Modulator Valve Solenoid Axle 2 Left | |
| 935 | Brake System Hold Modulator Valve Solenoid Axle 2 Right | |
| 936 | Brake System Hold Modulator Valve Solenoid Axle 3 Left | |
| 937 | Brake System Hold Modulator Valve Solenoid Axle 3 Right | |
| 938 | Brake System Dump Modulator Valve Solenoid Axle 1 Left | |
| 939 | Brake System Dump Modulator Valve Solenoid Axle 1 Right | |
| 940 | Brake System Dump Modulator Valve Solenoid Axle 2 Left | |
| 941 | Brake System Dump Modulator Valve Solenoid Axle 2 Right | |
| 942 | Brake System Dump Modulator Valve Solenoid Axle 3 Left | |
| 943 | Brake System Dump Modulator Valve Solenoid Axle 3 Right | |
| 944 | Driver Air Bag Ignitor Loop | |
| 945 | Passenger Air Bag Ignitor Loop | |
| 946 | Left Belt Tensioner Ignitor Loop | |
| 947 | Right Belt Tensioner Ignitor Loop | |
| 948 | Safety Restraint System Lamp | |
| 949 | Automotive Seat Occupancy Sensor - passenger side | |
| 950 | Side Collision Detector - Left | |
| 951 | Side Bag Ignitor Loop 1 - Left | |
| 952 | Side Bag Ignitor Loop 2 - Left | |
| 953 | Side Collision Detector - Right | |
| 954 | Side Bag Ignitor Loop 1 - Right | |
| 955 | Side Bag Ignitor Loop 2 - Right | |
| 956 | Rollover Sensor | |
| 957 | Number of Forward Gear Ratios | Number of forward gear ratios in the transmission, provided as part of the configuration. |
| 958 | Number of Reverse Gear Ratios | Number of reverse gear ratios in the transmission, provided as part of the transmission configuration. |
| 959 | Seconds | The seconds component of the current time of day. This should be reported as the seconds component of the current time at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the seconds component of the current time at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the time of day (SPNs 959, 960, and 961) is the current UTC time or a local time zone time. Refer to SPN 1602 for details. |
| 960 | Minutes | The minutes component of the current time of day. This should be reported as the minutes component of the current time at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the minutes component of the current time at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the time of day (SPNs 959, 960, and 961) is the current UTC time or a local time zone time. Refer to SPN 1602 for details. |
| 961 | Hours | The hour component of the current time of day. This should be reported as the hour component of the current time at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the hour component of the current time at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if time of day (SPNs 959, 960, and 961) is the current UTC time or a local time zone time. Refer to SPN 1602 for details. |
| 962 | Day | The day component of the current calendar date. This should be reported as the day component of the current date at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the day component of the current date at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the calendar date (SPNs 962, 963, and 964) is the current UTC date or a local time zone date. Refer to SPN 1602 for details. NOTE - A value of 0 for the date is null. The values 1, 2, 3, and 4 are used to identify the first day of the month; 5, 6, 7, and 8 identify the second day of the month; etc. |
| 963 | Month | The month component of the current calendar date. This should be reported as the month component of the current date at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the month component of the current date at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the calendar date (SPNs 962, 963, and 964) is the current UTC date or a local time zone date. Refer to SPN 1602 for details. NOTE - A value of 0 for the month is null. The value 1 identifies January; 2 identifies February; etc. |
| 964 | Year | The year component of the current calendar date. This should be reported as the year component of the current date at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the year component of the current date at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the calendar date (SPNs 962, 963, and 964) is the current UTC date or a local time zone date. Refer to SPN 1602 for details. NOTE - A value of 0 for the year identifies the year 1985; a value of 1 identifies 1986; etc. |
| 965 | Number of Software Identification Fields | Number of software identification designators represented in the software identification parameter group. |
| 966 | Engine Test Mode Switch | Switch signal which indicates the position of the engine test mode switch. 00 - Off 01 - On 10 - Error 11 - Not available |
| 967 | Engine Idle Decrement Switch | Switch signal which indicates the position of the idle decrement switch. 00 - Off 01 - On 10 - Error 11 - Not available |
| 968 | Engine Idle Increment Switch | Switch signal which indicates the position of the idle increment switch. 00 - Off 01 - On 10 - Error 11 - Not available |
| 969 | Remote Accelerator Enable Switch | Switch signal which indicates that the remote accelerator has been enabled and controls the engine. 00 - Off 01 - On 10 - Error 11 - Not available NOTE—The accelerator interlock switch (see SPN 972) must be disabled in order for the remote accelerator to perform engine control. |
| 970 | Engine Auxiliary Shutdown Switch | Switch signal which requests that all engine fueling stop. 00 - Off 01 - On 10 - Error 11 - Not available |
| 971 | Engine Derate Switch | Switch signal used to activate the torque limiting feature of the engine. The specific nature of torque limiting should be verified with the manufacturer. 00 - Off 01 - On 10 - Error 11 - Not available |
| 972 | Accelerator Interlock Switch | Switch signal used to disable the accelerator and remote accelerator inputs, causing the engine to return to idle. 00 - Off 01 - On 10 - Error 11 - Not available |
| 973 | Engine Retarder Selection | The position of the operator controlled selector, expressed as a percentage and determined by the ratio of the current position of the selector to its maximum possible position. Zero percent means no braking torque is requested by the operator from the engine while 100% means maximum braking. |
| 974 | Remote Accelerator Pedal Position | The ratio of actual position of the remote analog engine speed/torque request input device (such as an accelerator pedal or throttle lever) to the maximum position of the input device. For example, in on-highway vehicles this could be an accelerator control device that is external to the drivers cab or an accelerator that is controlled by a hand lever from the operators seat. The Remote Accelerator Enable Switch is SPN 969. This parameter enables the remote accelerator operation. NOTE—See SPNs 29 and 91 for additional accelerator position parameters. If only one accelerator position exists on a vehicle, SPN 91 shall be used. SPN 28 is an additional diagnostic SPN for accelerator position. |
| 975 | Estimated Percent Fan Speed | Estimated fan speed as a ratio of the fan drive (current speed) to the fully engaged fan drive (maximum fan speed). A two state fan (off/on) will use 0% and 100% respectively. A three state fan (off/intermediate/on) will use 0%, 50% and 100% respectively. A variable speed fan will use 0% to 100%. Multiple fan systems will use 0 to 100% to indicate the percent cooling capacity being provided. Note that the intermediate fan speed of a three state fan will vary with different fan drives, therefore 50% is being used to indicate that the intermediate speed is required from the fan drive. |
| 976 | PTO Governor State | This parameter is used to indicate the current state or mode of operation by the power takeoff (PTO) governor. In lieu of support for PTO Drive Engagement parameters, this parameter may represent the status of a PTO drive. The broadcasting device must ensure that each achieved state is conveyed in at least one message broadcast before a transition to another state is allowed. 00000 Off/Disabled 00001 Hold 00010 Remote Hold 00011 Standby 00100 Remote Standby 00101 Set 00110 Decelerate/Coast 00111 Resume 01000 Accelerate 01001 Accelerator Override 01010 Preprogrammed set speed 1 01011 Preprogrammed set speed 2 01100 Preprogrammed set speed 3 01101 Preprogrammed set speed 4 01110 Preprogrammed set speed 5 01111 Preprogrammed set speed 6 10000 Preprogrammed set speed 7 10001 Preprogrammed set speed 8 10010 PTO set speed memory 1 10011 PTO set speed memory 2 10100-11110 Not defined 11111 Not available Off/Disabled 00000b — Used to indicate that the PTO governor enable switch is in the off position. Hold 00001b — Used to indicate that the PTO governor is active and currently maintaining a captured operating speed. Remote Hold 00010b — Used to indicate that the remote PTO governor is active and the PTO governor is currently maintaining a captured operating speed. Standby 00011b — Used to indicate that the PTO governor device enable switch is in the ON position and it is possible to manage the PTO governor. Remote Standby 00100b — Used to indicate that the remote PTO governor device enable switch is in the ON position and it is possible to manage the PTO governor. Set 00101b — Used to indicate that the PTO governor is establishing current speed as the operating speed (captured value). Decelerate/Coast 00110b — Used to indicate that the PTO governor is in the process of ramping down, or coasting, from the current operating speed. Resume 00111b — Used to indicate that the PTO governor is in the process of resuming the operating speed to a previously captured value. Accelerate 01000b — Used to indicate that the PTO governor is in the process of ramping up the operating speed. Accelerator Override 01001b—Used to indicate that the PTO governor is active but for the present time the engine is controlled by a large driver's demand. Preprogrammed PTO Governor Set Speed 1 01010b—Used to indicate that the PTO device is establishing a first preprogrammed PTO governor set speed (user programmable) as the current operating speed. Preprogrammed PTO Governor Set Speed 2 01011b—Used to indicate that the PTO device is establishing a second preprogrammed PTO governor set speed (user programmable) as the current operating speed. Preprogrammed PTO Governor Set Speed 3 01100b —Used to indicate that the remote PTO device is establishing a third preprogrammed PTO governor set speed (user programmable) as the current operating speed. Preprogrammed PTO Governor Set Speed 4 01101b —Used to indicate that the remote PTO device is establishing a fourth preprogrammed PTO governor set speed (user programmable) as the current operating speed. Preprogrammed PTO Governor Set Speed 5 01110b —Used to indicate that the remote PTO device is establishing a fifth preprogrammed PTO governor set speed (user programmable) as the current operating speed. Preprogrammed PTO Governor Set Speed 6 01111b—Used to indicate that the remote PTO device is establishing a sixth preprogrammed PTO governor set speed (user programmable) as the current operating speed. Preprogrammed PTO Governor Set Speed 7 10000b —Used to indicate that the remote PTO device is establishing a seventh preprogrammed PTO governor set speed (user programmable) as the current operating speed. Preprogrammed PTO Governor Set Speed 8 10001b —Used to indicate that the remote PTO device is establishing a eighth preprogrammed PTO governor set speed (user programmable) as the current operating speed. PTO set speed memory 1 10010b —Used to indicate that PTO set speed memory one set state is active. PTO set speed memory 2 10011b — Used to indicate that PTO set speed memory two set state is active. |
| 977 | Fan Drive State | This parameter is used to indicate the current state or mode of operation by the fan drive. 0000 Fan off 0001 Engine system–General 0010 Excessive engine air temperature 0011 Excessive engine oil temperature 0100 Excessive engine coolant temperature 0101 Excessive transmission oil temperature 0110 Excessive hydraulic oil temperature 0111 Default Operation 1000 Reverse Operation 1001 Manual control 1010 Transmission retarder 1011 A/C system 1100 Timer 1101 Engine brake 1110 Other 1111 Not available Fan off 0000b —Used to indicate that the fan clutch is disengaged and the fan is inactive Engine system–General 0001b —Used to indicate that the fan is active due to an engine system not otherwise defined. Excessive engine air temperature 0010b —Used to indicate that the fan is active due to high air temperature. Excessive engine oil temperature 0011b —Used to indicate that the fan is active due to high oil temperature. Excessive engine coolant temperature 0100b —Used to indicate that the fan is active due to high coolant temperature. Reverse Operation 1000b — Used to indicate that the fan is in reverse direction of operation compared to the normal direction of operation Manual control 1001b —Used to indicate that the fan is active as requested by the operator. Transmission retarder 1010b —Used to indicate that the fan is active as required by the transmission retarder. A/C system 1011b —Used to indicate that the fan is active as required by the air conditioning system. Timer 1100b —Used to indicate that the fan is active as required by a timing function. Engine brake 1101b —Used to indicate that the fan is active as required to assist engine braking. Excessive transmission oil temperature - 0101b - Used to indicate fan is active due to excessive transmission oil temperature. Excessive hydraulic oil temperature - 0110b - Used to indicate fan is active due to excessive hydraulic oil temperature. Default Operation - 0111b - Used to indicate fan is active due to a error condition resulting in default operation |
| 978 | Engine Remote PTO Governor Variable Speed Control Switch | Switch signal which indicates that the remote PTO governor toggle switch is in the enabled (ON) position. If the toggle switch is enabled and other conditions are satisfied then the remote PTO governor feature is activated and the PTO governor will control at a variable speed. 00 - Off 01 - On 10 - Error 11 - Not available |
| 979 | Engine Remote PTO Governor Preprogrammed Speed Control Switch | Switch signal which indicates that the remote PTO governor toggle switch is in the enabled (ON) position. If the toggle switch is enabled and other conditions are satisfied then the remote PTO governor feature is activated and the PTO governor will control at the preprogrammed speed. 00 - Off 01 - On 10 - Error 11 - Not available |
| 980 | Engine PTO Governor Enable Switch | Switch signal which indicates that the PTO governor toggle switch is in the enabled (ON) position and therefore it is possible to manage the PTO control function. 00 - Off 01 - On 10 - Error 11 - Not available |
| 981 | Engine PTO Governor Accelerate Switch | Switch signal of the PTO control activator which indicates that the activator is in the position to "accelerate" the PTO governor set speed. 00 - Off 01 - On 10 - Error 11 - Not available |
| 982 | Engine PTO Governor Resume Switch | Switch signal of the PTO control activator which indicates that the activator is in the position to "resume" a previously established PTO governor set speed. 00 - Off 01 - On 10 - Error 11 - Not available |
| 983 | Engine PTO Governor Coast/Decelerate Switch | Switch signal of the PTO control activator which indicates that the activator is in the position to "coast/decelerate" the PTO governor set speed. 00 - Off 01 - On 10 - Error 11 - Not available |
| 984 | Engine PTO Governor Set Switch | Switch signal of the PTO control activator which indicates that the activator is in the position to "set" the engine PTO governor set speed. 00 - Off 01 - On 10 - Error 11 - Not available |
| 985 | A/C High Pressure Fan Switch | Switch signal which indicates that the pressure in the coolant circuit of an air conditioning system is high and the fan may be engaged. 00 - Pressure normal 01 - Pressure high, fan may be engaged 10 - Error 11 - Not available |
| 986 | Requested Percent Fan Speed | Fan speed as a ratio of the actual fan drive (current speed) to the fully engaged fan drive (maximum fan speed). A two state fan (off/on) will use 0% and 100% respectively. A three state fan (off/intermediate/on) will use 0%, 50% and 100% respectively. A variable speed fan will use 0% to 100%. Multiple fan systems will use 0 to 100% to indicate the percent cooling capacity being provided. Feedback to this request is provided using the estimated fan speed (see SPN 975). Note that the intermediate fan speed of a three state fan will vary with different fan drives, therefore 50% is being used to indicate that the intermediate speed is required from the fan drive. |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 987 | Protect Lamp | This lamp is used to relay trouble code information that is reporting a problem with a vehicle system that is most probably not electronic subsystem related. For instance, engine coolant temperature is exceeding its prescribed temperature range. 00 Lamp Off 01 Lamp On 10 Reserved 11 Not available |
| 988 | Trip Group 1 | Command signal used to reset the PGNs and parameters as defined in Table SPN988_A. 00 Take no action 01 Reset 10 Reserved 11 Not applicable |
| 989 | Trip Group 2 - Proprietary | Command signal used to reset proprietary parameters associated with a trip but not defined within this document. 00 Take no action 01 Reset 10 Reserved 11 Not applicable |
| 990 | Total Compression Brake Distance | Total distance over which the compression brakes have been active for the life of the engine. |
| 991 | Trip Compression Brake Distance | Total distance over which the compression brakes have been active since the last trip reset. |
| 992 | Trip Service Brake Distance | Total distance over which the service brakes have been active since the last trip reset. |
| 993 | Trip Service Brake Applications | Total number of times the service brakes have been activated since the last trip reset. Brake applications of less than 0.5 s are not counted and lengthy brake applications (longer than 0.5 s) are counted as a single event. NOTE - Definition and resolution shall stay the same if brakes are applied by only the tractor, only the trailer or both. |
| 994 | Trip Fan On Time | Total time the fan has been on (due to an automatic trigger or manual trigger) since the last trip reset. The fan could be requested to be on by the engine system, a manual switch, and/or the A/C system. Whichever system requests the fan activation first shall have the time accumulated against it. The sum total of these three values shall equal the trip fan on time. NOTE—If the fan has been requested to be on by a component that is not one of the defined categories, this time shall be accumulated in the Engine System category by default. |
| 995 | Trip Fan On Time Due to the Engine System | Total time the fan has been on due to engine triggers (i.e., excluding time on due to an operator manual switch or A/C system) since the last trip reset. For the time to be accumulated against the engine system, it is necessary that it be the first to request the fan activation or it be the only system requesting fan activation. |
| 996 | Trip Fan On Time Due to a Manual Switch | Total time the fan has been on due to manual activation by the operator (i.e., excluding time on due to automatic triggers) since the last trip reset. For the time to be accumulated against the manual switch, it is necessary that it be the first to request the fan activation or it be the only system requesting fan activation. |
| 997 | Trip Fan On Time Due to the A/C System | Total time the fan has been on due to the A/C system since the last trip reset. For the time to be accumulated against the A/C system, it is necessary that it be the first to request the fan activation or it be the only system requesting fan activation. |
| 998 | Trip Distance on VSL | Total distance accumulated while the engine torque mode is road speed governing since the last trip reset. |
| 999 | Trip Gear Down Distance | Total distance accumulated while the vehicle has operated in the gear which is one gear down from top gear and exceeds a calibrated minimum time (typically the time to shift the transmission) since the last trip reset. |
| 1000 | Trip Distance in Top Gear | Total distance accumulated while the vehicle has operated in top gear for a calibrated minimum time since the last trip reset. |
| 1001 | Trip Drive Fuel Used | Total fuel consumed while the engine speed is greater than zero, vehicle speed is greater than or equal to 2 km/h, and neither the PTO or the remote PTO is controlling the engine power output, since the last trip reset. NOTE—This parameter is intended for liquid fueled engines. See SPN 1007 for alternate resolution. |
| 1002 | Trip PTO Governor Moving Fuel Used | Total fuel consumed while either the PTO or remote PTO governors are in the hold state, the engine speed is greater than zero, and vehicle speed is greater than or equal to 2 km/h, since the last trip reset. NOTE—This parameter is intended for liquid fueled engines. See SPN 1008 for alternate resolution. |
| 1003 | Trip PTO Governor Non-moving Fuel Used | the PTO or remote PTO governors are in the hold state, the engine speed is greater than zero, and vehicle speed is less than 2 km/h, since the last trip reset. NOTE—This parameter is intended for liquid fueled engines. See SPN 1009 for alternate resolution. |
| 1004 | Trip Vehicle Idle Fuel Used | Total fuel consumed while neither the PTO or remote PTO governor is in the hold state, the engine speed is greater than zero, and vehicle speed is less than 2 km/h, since the last trip reset. In marine applications, this parameter is defined as the total fuel consumed while the engine speed is greater than zero, and less than or equal to 50 RPM greater than low idle, since the last trip reset. NOTE—This parameter is intended for liquid fueled engines. See SPN 1010 for alternate resolution. |
| 1005 | Trip Cruise Fuel Used | Total fuel consumed while the engine is in the cruise hold state since the last trip reset. If both cruise control and VSL (vehicle speed limiter) are commanding the same amount of fuel, the cruise control is deemed the active torque mode and fuel will be accumulated in "trip cruise fuel used" parameter. If fuel commanded due to the accelerator pedal position is larger than fuel commanded by cruise control (e.g., accelerator override torque mode), the cruise control is not deemed the active torque mode and fuel will not be accumulated in the "trip cruise fuel used" parameter. NOTE—This parameter is intended for liquid fueled engines. See SPN 1011 for alternate resolution. |
| 1006 | Trip Drive Fuel Economy | Trip drive fuel economy is equal to the distance traveled by vehicle in the drive state (engine speed greater than zero, vehicle speed greater than or equal to 2 km/h, and neither the PTO or remote PTO governors are controlling engine power output) divided by trip drive fuel used (SPN 1001), since the last trip reset. NOTE—This parameter is intended for liquid fueled engines. See SPN 1012 for alternate resolution. |
| 1007 | Trip Drive Fuel Used (Gaseous) | Total fuel consumed while the engine speed is greater than zero, vehicle speed is greater than or equal to 2 km/h, and neither the PTO or the remote PTO governors are controlling the engine power output, since the last trip reset. NOTE—This parameter is intended for gaseous fueled engines. See SPN 1001 for alternate resolution. |
| 1008 | Trip PTO Governor Moving Fuel Used (Gaseous) | Total fuel consumed while the PTO or remote PTO governors are in the hold state, the engine speed is greater than zero, and vehicle speed is greater than or equal to 2 km/h, since the last trip reset. NOTE—This parameter is intended for gaseous fueled engines. See SPN 1002 for alternate resolution. |
| 1009 | Trip PTO Governor Non-moving Fuel Used (Gaseous) | Total fuel consumed while the PTO or remote PTO governors are in the hold state, the engine speed is greater than zero, and vehicle speed is less than to 2 km/h, since the last trip reset. NOTE—This parameter is intended for gaseous fueled engines. See SPN 1003 for alternate resolution. |
| 1010 | Trip Vehicle Idle Fuel Used (Gaseous) | Total fuel consumed while neither the PTO or remote PTO governors are active, the engine speed is greater than zero, and vehicle speed is less than to 2 km/h, since the last trip reset. NOTE—This parameter is intended for gaseous fueled engines. See SPN 1004 for alternate resolution. Trip vehicle idle fuel while in fast idle (vehicle speed less than 2 km/h with engine speed greater than 700 rpm) shall be accumulated in the trip vehicle idle fuel category. All other fuel usage scenarios that do not fall directly in the categories defined shall be accumulated in trip drive fuel used. |
| 1011 | Trip Cruise Fuel Used (Gaseous) | Total fuel consumed while the engine is in the cruise hold state since the last trip reset. If both cruise control and VSL (vehicle speed limiter) are commanding the same amount of fuel, the cruise control is deemed the active torque mode and fuel will be accumulated in "trip cruise fuel used" parameter. If fuel commanded due to the accelerator pedal position is larger than fuel commanded by cruise control (e.g., accelerator override torque mode), the cruise control is not deemed the active torque mode and fuel will not be accumulated in the "trip cruise fuel used" parameter. NOTE—This parameter is intended for gaseous fueled engines. See SPN 1005 for alternate resolution. |
| 1012 | Trip Drive Fuel Economy (Gaseous) | Trip drive fuel economy is equal to the distance traveled by vehicle in the drive state (engine speed greater than zero, vehicle speed greater than or equal to 2 km/h, and neither the PTO or remote PTO governors are controlling engine power output) divided by trip drive fuel used (SPN 1007), since the last trip reset. NOTE—This parameter is intended for gaseous fueled engines. See SPN 1006 for alternate resolution. |
| 1013 | Trip Maximum Engine Speed | Maximum engine speed achieved since the last trip reset. |
| 1014 | Trip Average Engine Speed | Average speed of the engine since the last trip reset. NOTE — Excludes ignition-on time without the engine speed above zero. Includes idle, engine PTO governor (moving and non-moving), and drive operation. |
| 1015 | Trip Drive Average Load Factor | Average engine load factor while engine speed is greater than zero, vehicle speed is greater than or equal to 2 km/h, and both the PTO (moving/non-moving) and remote PTO governors are not in the hold state, since the last trip reset. Engine operation during cruise control operation is included. In marine applications, this parameter is defined as the average engine load factor while engine speed is greater than zero, since last trip reset. |
| 1016 | Total Drive Average Load Factor | Average engine load factor while engine speed is greater than zero, vehicle speed is greater than or equal to 2 km/h, and both the PTO (moving/non-moving) and remote PTO governors are not in the hold state, over the life of the engine. Engine operation during cruise control operation is included. In marine applications, this parameter is defined as the average engine load factor while engine speed is greater than zero. |
| 1017 | Total Engine Cruise Time | Total time that the engine has operated in the cruise hold state, excluding time in accelerator override, over the life of the engine. |
| 1018 | Trip Maximum Vehicle Speed | Maximum vehicle speed achieved while the engine speed is greater than zero and the accelerator pedal position (APS) is at a value greater than 0%, since the last trip reset. |
| 1019 | Trip Cruise Distance | Total distance that the engine has operated in the cruise hold state, excluding time in accelerator override, since the last trip reset. |
| 1020 | Trip Number of Hot Shutdowns | Total number of hot shutdowns since the last trip reset. A hot shutdown is based on operation at high load or high engine speed or for long operating periods without allowing the engine to cool sufficiently. |
| 1021 | Trip Number of Idle Shutdowns | Total number of times the engine has been shutdown due to idling too long (at normal idle or fast idle) since the last trip reset. |
| 1022 | Trip Number of Idle Shutdown Overrides | Total number of times an operator disables idle shutdown to prevent an engine shutdown, since the last trip reset. |
| 1023 | Trip Sudden Decelerations | Total number of decelerations whenever the vehicle deceleration is more than XYZ km/h/sec (where XYZ is a calibratible threshold), since the last trip reset. A lengthy deceleration shall be counted as one sudden deceleration. |
| 1024 | Trip Time in VSL | Total time accumulated when the engine has operated on the vehicle speed limiter (VSL) while not in the cruise hold state, since the last trip reset. The engine torque mode is equal to road speed governor during this operation. |
| 1025 | Trip Time in Top Gear | Total time accumulated when the vehicle has operated in top gear for a calibrated minimum time, since the last trip reset. |
| 1026 | Trip Time in Gear Down | Total time accumulated when the vehicle has operated in one gear down from the top gear for a calibrated minimum time, since the last trip reset. |
| 1027 | Trip Time in Derate by Engine | Total time accumulated when the engine final fueling has been derated due to an engine protection algorithm, since the last reset. |
| 1028 | Total Engine PTO Governor Fuel Used | Total fuel used while the PTO or remote PTO governors are in the hold state and engine speed is above zero, over the life of the engine. NOTE—This parameter is intended for liquid fueled engines. See SPN 1030 for alternate resolution. |
| 1029 | Trip Average Fuel Rate | Average fuel rate, equal to trip fuel divided by trip time while the engine speed is above zero, since the last trip reset. This includes idle, engine PTO governor (both moving and non-moving) and drive operation but excludes ignition-on time while the engine speed is at zero rpm. NOTE—This parameter is intended for liquid fueled engines. See SPN 1031 for alternate resolution. |
| 1030 | Total Engine PTO Governor Fuel Used (Gaseous) | Total fuel used while the PTO or remote PTO governors are in the hold state and engine speed is above zero, over the life of the engine. NOTE—This parameter is intended for gaseous fueled engines. See SPN 1028 for alternate resolution. |
| 1031 | Trip Average Fuel Rate (Gaseous) | Average fuel rate, equal to trip fuel divided by trip time while the engine speed is above zero, since the last trip reset. This includes idle, engine PTO governor (both moving and non-moving) and drive operation but excludes ignition-on time while the engine speed is at zero rpm. NOTE—This parameter is intended for gaseous fueled engines. See SPN 1029 for alternate resolution. |
| 1032 | Total ECU Distance | Total distance accumulated over the life of the ECU. When the ECU is replaced this value shall be reset. |
| 1033 | Total ECU Run Time | Total time accumulated over the life of the ECU, from ignition switch ON to ignition switch OFF. When the ECU is replaced this value shall be reset. |
| 1034 | Trip Cruise Time | Total time accumulated while the engine is in the cruise hold state, excluding time in accelerator override, since the last trip reset. |
| 1035 | Trip PTO Governor Time | Total time accumulated while the engine is in the PTO or remote PTO governor hold state since the last trip reset. |
| 1036 | Trip Engine Running Time | Total time accumulated while the engine speed is greater than zero since the last trip reset. Note that time with the ignition switch on but engine speed at zero is not included. |
| 1037 | Trip Idle Time | Total time accumulated while the engine speed is greater than zero, both the PTO and remote PTO governors are inactive, and the vehicle speed is less than 2 km/h, since the last trip reset. In marine applications, this parameter is defined as the total time accumulated while the engine speed is greater than zero, and less than or equal to 50 RPM greater than low idle, since the last trip reset. |
| 1038 | Trip Air Compressor On Time | Total time that the air compressor is on and compressing air since the last trip reset. |
| 1039 | Trip Fuel (Gaseous) | Total fuel consumed (trip drive fuel + trip PTO governor moving fuel + trip PTO governor non-moving fuel + trip idle fuel) since the last trip reset. |
| 1040 | Total Fuel Used (Gaseous) | Total fuel consumed (trip drive fuel + trip PTO governor moving fuel + trip PTO governor non-moving fuel + trip idle fuel) over the life of the engine. |
| 1041 | Start Signal Indicator | |
| 1042 | Electronic Tractor/Trailer Interface (ISO 11992) | |
| 1043 | Internal Sensor Voltage Supply | |
| 1044 | Hydraulic Pump Motor | |
| 1045 | Brake Light Switch 1 | |
| 1046 | Brake Light Switch 2 | |
| 1047 | Electronic Pressure Control Axle 1 | |
| 1048 | Pneumatic Back-up Pressure Control Axle 1 | |
| 1049 | Brake Pressure Sensing Axle 1 | |
| 1050 | Electronic Pressure Control Axle 2 | |
| 1051 | Pneumatic Back-up Pressure Control Axle 2 | |
| 1052 | Brake Pressure Sensing Axle 2 | |
| 1053 | Electronic Pressure Control Axle 3 | |
| 1054 | Pneumatic Back-up Pressure Control Axle 3 | |
| 1055 | Brake Pressure Sensing Axle 3 | |
| 1056 | Electronic Pressure Control, Trailer Control | |
| 1057 | Pneumatic Back-up Pressure Control, Trailer Control | |
| 1058 | Brake Pressure Sensing, Trailer Control | |
| 1059 | Axle Load Sensor | |
| 1060 | Lining Wear Sensor Axle 1 Left | |
| 1061 | Lining Wear Sensor Axle 1 Right | |
| 1062 | Lining Wear Sensor Axle 2 Left | |
| 1063 | Lining Wear Sensor Axle 2 Right | |
| 1064 | Lining Wear Sensor Axle 3 Left | |
| 1065 | Lining Wear Sensor Axle 3 Right | |
| 1066 | Brake Signal Transmitter | |
| 1067 | Brake Signal Sensor 1 | |
| 1068 | Brake Signal Sensor 2 | |
| 1069 | Tire Dimension Supervision | |
| 1070 | Vehicle Deceleration Control | |
| 1071 | Engine Cooling Fan Drive Output | |
| 1072 | Engine Compression Brake Output #1 | |
| 1073 | Engine Compression Brake Output #2 | |
| 1074 | Engine Exhaust Brake Output | |
| 1075 | Engine Electric Lift Pump for Engine Fuel Supply | |
| 1076 | Engine Fuel Injection Pump Fuel Control Valve | |
| 1077 | Engine Fuel Injection Pump Controller | |
| 1078 | Engine Fuel Injection Pump 1 Speed/Position Sensor | |
| 1079 | Sensor Supply Voltage 1 (+5V DC) (obsolete) | This SPN is obsolete. SPNs 3509-3514 should be used instead. |
| 1080 | Sensor Supply Voltage 2 (+5V DC) (obsolete) | This SPN is obsolete, SPNs 3509-3514 should be used instead. |
| 1081 | Engine Wait to Start Lamp | Lamp signal which indicates that the engine is too cold to start and the operator should wait until the signal becomes inactive (turns off). See SPN 5416 for the lamp operating condition. 00 - Off 01 - On 10 - Error 11 - Not available |
| 1082 | Engine Coolant Load Increase | Status of an event, external to the engine, that may increase the nominal temperature of the engine coolant liquid. 00 - No coolant load increase 01 - Coolant load increase possible 10 - Error 11 - Not available |
| 1083 | Auxiliary I/O Channel #1 | Auxiliary channel of data (16 bit) read by the ECU. This data is in A/D counts and is manufacturer specific. It may be configured uniquely per application. |
| 1084 | Auxiliary I/O Channel #2 | Auxiliary channel of data (16 bit) read by the ECU. This data is in A/D counts and is manufacturer specific. It may be configured uniquely per application. |
| 1085 | Intended Retarder Percent Torque | Braking torque of retarder that the retarder is currently trying to achieve. This value takes into account all static limitations, but not the limitations due to the dynamic behavior of the retarder. This value, if unchanged over a certain time, can and will be reached by the actual retarder - percent torque (See SPN 520). |
| 1086 | Parking and/or Trailer Air Pressure | The pneumatic pressure in the circuit or reservoir for the parking brake and/or the trailer supply. |
| 1087 | Service Brake Circuit 1 Air Pressure | The pneumatic pressure in the primary service brake circuit or reservoir, supplying the rear axle. |
| 1088 | Service Brake Circuit 2 Air Pressure | The pneumatic pressure in the secondary service brake circuit or reservoir, supplying the front axle. |
| 1089 | Auxiliary Equipment Supply Pressure | The pneumatic pressure in the auxiliary circuit. |
| 1090 | Air Suspension Supply Pressure | The pneumatic pressure in the circuit for the electronically controlled air suspension system. |
| 1091 | Brake Application Pressure High Range, Front Axle, Left Wheel | The brake application pressure for the left wheel on the front axle. |
| 1092 | Brake Application Pressure High Range, Front Axle, Right Wheel | The brake application pressure for the right wheel on the front axle. |
| 1093 | Brake Application Pressure High Range, Rear Axle #1, Left Wheel | The brake application pressure for the left wheel on the rear axle #1. |
| 1094 | Brake Application Pressure High Range, Rear Axle #1, Right Wheel | The brake application pressure for the right wheel on the rear axle #1. |
| 1095 | Brake Application Pressure High Range, Rear Axle #2, Left Wheel | The brake application pressure for the left wheel on the rear axle #2. |
| 1096 | Brake Application Pressure High Range, Rear Axle #2, Right Wheel | The brake application pressure for the right wheel on the rear axle #2. |
| 1097 | Brake Application Pressure High Range, Rear Axle #3, Left Wheel | The brake application pressure for the left wheel on the rear axle #3. |
| 1098 | Brake Application Pressure High Range, Rear Axle #3, Right Wheel | The brake application pressure for the right wheel on the rear axle #3. |
| 1099 | Brake Lining Remaining, Front Axle, Left Wheel | The percentage of brake lining which can still be measured for the left wheel on the front axle. 100% represents new brake linings, 0% represents totally worn brake linings. |
| 1100 | Brake Lining Remaining, Front Axle, Right Wheel | The percentage of brake lining which can still be measured for the right wheel on the front axle. 100% represents new brake linings, 0% represents totally worn brake linings. |
| 1101 | Brake Lining Remaining, Rear Axle #1, Left Wheel | The percentage of brake lining which can still be measured for the left wheel on the rear axle #1. 100% represents new brake linings, 0% represents totally worn brake linings. |
| 1102 | Brake Lining Remaining, Rear Axle #1, Right Wheel | The percentage of brake lining which can still be measured for the right wheel on the rear axle #1. 100% represents new brake linings, 0% represents totally worn brake linings. |
| 1103 | Brake Lining Remaining, Rear Axle #2, Left Wheel | The percentage of brake lining which can still be measured for the left wheel on the rear axle #2. 100% represents new brake linings, 0% represents totally worn brake linings. |
| 1104 | Brake Lining Remaining, Rear Axle #2, Right Wheel | The percentage of brake lining which can still be measured for the right wheel on the rear axle #2. 100% represents new brake linings, 0% represents totally worn brake linings. |
| 1105 | Brake Lining Remaining, Rear Axle #3, Left Wheel | The percentage of brake lining which can still be measured for the left wheel on the rear axle #3. 100% represents new brake linings, 0% represents totally worn brake linings. |
| 1106 | Brake Lining Remaining, Rear Axle #3, Right Wheel | The percentage of brake lining which can still be measured for the right wheel on the rear axle #3. 100% represents new brake linings, 0% represents totally worn brake linings. |
| 1107 | Engine Protection System Timer State | Status signal which indicates the current mode of the engine protection system timer system. See Figure SPN1107_A. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 1108 | Engine Protection System Timer Override | Status signal which indicates the status of the override feature of the engine protection system timer. See Figure SPN1107_A. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 1109 | Engine Protection System Approaching Shutdown | Status signal which indicates that engine shutdown is imminent. This engine protection signal can be a result of different systems failing, i.e., engine overheating. See Figure SPN1107_A. 00 - Not approaching 01 - Approaching 10 - Error 11 - Not available |
| 1110 | Engine Protection System has Shutdown Engine | Status signal which indicates whether or not the engine protection system has shutdown the engine. See Figure SPN1107_A. 00 - No 01 - Yes 10 - Error 11 - Not available |
| 1111 | Engine Protection System Configuration | Parameter which indicates the configuration of the engine shutdown system. 00 - Disabled in calibration 01 - Enabled in calibration 10 - Error 11 - Not available |
| 1112 | Engine Compression Brake Output #3 | |
| 1113 | Recommended Gear | The transmission calculates this gear continuously. In dangerous situations this gear may be selected to gain back vehicle control. |
| 1114 | Lowest Possible Gear | The transmission calculates this gear continuously. Together with the highest possible gear (see SPN 1115), it enables a management computer to know the exact range of available gears. |
| 1115 | Highest Possible Gear | The transmission calculates this gear continuously. Together with the lowest possible gear (see SPN 1114), it enables a management computer to know the exact range of available gears. |
| 1116 | Gaseous Fuel Correction Factor | A correction to a predefined gaseous fuel energy (expressed in energy per unit volume) represented as a percentage. The actual fuel energy used to control the engine is the product of the gaseous fuel correction factor and the energy of the gas. |
| 1117 | Engine Desired Rated Exhaust Oxygen | The desired amount of oxygen in the exhaust at rated conditions represented as a percentage by volume with respect to the total volume of exhaust gases leaving the engine. |
| 1118 | Engine Desired Exhaust Oxygen | The desired amount of oxygen in the exhaust represented as a percentage by volume with respect to the total volume of exhaust gases leaving the engine. |
| 1119 | Engine Actual Exhaust Oxygen | The actual amount of oxygen in the exhaust represented as a percentage by volume with respect to the total volume of exhaust gases leaving the engine. |
| 1120 | Articulation Angle | Angle of deflection of an articulated transit vehicle (rotation angle about the vehicles z-axis). A right turn (clockwise) is indicated with a positive angle and a left turn is indicated with a negative angle. This parameter is defined according to a Z-Down axis system and the sign of the value is in accordance to the right-hand rule, as specified in SAE J670. As specified in SAE J670, a Z-Down Axis System has positive X directed forward, positive Y to the right, and positive Z directed down. |
| 1121 | EBS Brake Switch | Switch signal which indicates that the brake pedal is being pressed. The EBS brake switch is independent of the brake light switch and has no provisions for external connections. 00 - Brake pedal is not being pressed 01 - Brake pedal is being pressed 10 - Error 11 - Not available |
| 1122 | Engine Alternator Bearing 1 Temperature | Temperature of the bearing inside the alternator. Bearing 1 is the left or rear bearing. |
| 1123 | Engine Alternator Bearing 2 Temperature | Temperature of the bearing inside the alternator. Bearing 2 is the right or front bearing. |
| 1124 | Engine Alternator Winding 1 Temperature | Temperature of the windings inside the alternator. |
| 1125 | Engine Alternator Winding 2 Temperature | Temperature of the windings inside the alternator. |
| 1126 | Engine Alternator Winding 3 Temperature | Temperature of the windings inside the alternator. |
| 1127 | Engine Turbocharger 1 Boost Pressure | Gage pressure of air measured downstream of the compressor discharge side of the turbocharger. See also SPN 102 for alternate range and resolution. If there is only one boost pressure to report and the range and resolution in SPN 102 is adequate, then it should be used. |
| 1128 | Engine Turbocharger 2 Boost Pressure | Gage pressure of air measured downstream of the compressor discharge side of the turbocharger. See also SPN 102 for alternate range and resolution. If there is only one boost pressure to report and the range and resolution in SPN 102 is adequate, then it should be used. |
| 1129 | Engine Turbocharger 3 Boost Pressure | Gage pressure of air measured downstream of the compressor discharge side of the turbocharger. See also SPN 102 for alternate range and resolution. If there is only one boost pressure to report and the range and resolution in SPN 102 is adequate, then it should be used. |
| 1130 | Engine Turbocharger 4 Boost Pressure | Gage pressure of air measured downstream of the compressor discharge side of the turbocharger. See also SPN 102 for alternate range and resolution. If there is only one boost pressure to report and the range and resolution in SPN 102 is adequate, then it should be used. |
| 1131 | Engine Intake Manifold 2 Temperature | Temperature of pre-combustion air found in intake manifold of engine air supply system. |
| 1132 | Engine Intake Manifold 3 Temperature | Temperature of pre-combustion air found in intake manifold of engine air supply system. |
| 1133 | Engine Intake Manifold 4 Temperature | Temperature of pre-combustion air found in intake manifold of engine air supply system. |
| 1134 | Engine Charge Air Cooler Thermostat Opening | The current position of the thermostat used to regulate the temperature of the engine charge air cooler. A value of 0% represents the thermostat being completely closed and 100% represents the thermostat being completely open. |
| 1135 | Engine Oil Temperature 2 | Temperature of the engine lubricant. Note: If there is only one engine oil temperature measurement, SPN 175 should be used. See also SPNs 175 and 5925 for additional engine oil temperature measurements. |
| 1136 | Engine ECU Temperature | Temperature of the engine electronic control unit. |
| 1137 | Engine Exhaust Gas Port 1 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1138 | Engine Exhaust Gas Port 2 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1139 | Engine Exhaust Gas Port 3 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1140 | Engine Exhaust Gas Port 4 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1141 | Engine Exhaust Gas Port 5 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1142 | Engine Exhaust Gas Port 6 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1143 | Engine Exhaust Gas Port 7 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1144 | Engine Exhaust Gas Port 8 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1145 | Engine Exhaust Gas Port 9 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1146 | Engine Exhaust Gas Port 10 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1147 | Engine Exhaust Gas Port 11 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1148 | Engine Exhaust Gas Port 12 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1149 | Engine Exhaust Gas Port 13 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1150 | Engine Exhaust Gas Port 14 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1151 | Engine Exhaust Gas Port 15 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1152 | Engine Exhaust Gas Port 16 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1153 | Engine Exhaust Gas Port 17 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1154 | Engine Exhaust Gas Port 18 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1155 | Engine Exhaust Gas Port 19 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1156 | Engine Exhaust Gas Port 20 Temperature | Temperature at the cylinder exhaust port of the engine. |
| 1157 | Engine Main Bearing 1 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1158 | Engine Main Bearing 2 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1159 | Engine Main Bearing 3 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1160 | Engine Main Bearing 4 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1161 | Engine Main Bearing 5 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1162 | Engine Main Bearing 6 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1163 | Engine Main Bearing 7 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1164 | Engine Main Bearing 8 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1165 | Engine Main Bearing 9 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1166 | Engine Main Bearing 10 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1167 | Engine Main Bearing 11 Temperature | Temperature of the main bearing which supports the crankshaft of the engine. |
| 1168 | Engine Turbocharger Lube Oil Pressure 2 | Gage pressure of oil in turbocharger lubrication system. |
| 1169 | Engine Turbocharger 2 Speed | Rotational velocity of rotor in the turbocharger. |
| 1170 | Engine Turbocharger 3 Speed | Rotational velocity of rotor in the turbocharger. |
| 1171 | Engine Turbocharger 4 Speed | Rotational velocity of rotor in the turbocharger. |
| 1172 | Engine Turbocharger 1 Compressor Intake Temperature | Temperature of the air entering the compressor side of the turbocharger. |
| 1173 | Engine Turbocharger 2 Compressor Intake Temperature | Temperature of the air entering the compressor side of the turbocharger. |
| 1174 | Engine Turbocharger 3 Compressor Intake Temperature | Temperature of the air entering the compressor side of the turbocharger. |
| 1175 | Engine Turbocharger 4 Compressor Intake Temperature | Temperature of the air entering the compressor side of the turbocharger. |
| 1176 | Engine Turbocharger 1 Compressor Intake Pressure | Gage pressure of the air entering the compressor side of the turbocharger. |
| 1177 | Engine Turbocharger 2 Compressor Intake Pressure | Gage pressure of the air entering the compressor side of the turbocharger. |
| 1178 | Engine Turbocharger 3 Compressor Intake Pressure | Gage pressure of the air entering the compressor side of the turbocharger. |
| 1179 | Engine Turbocharger 4 Compressor Intake Pressure | Gage pressure of the air entering the compressor side of the turbocharger. |
| 1180 | Engine Turbocharger 1 Turbine Intake Temperature | Temperature of the combustion by-products entering the turbine side of the turbocharger. |
| 1181 | Engine Turbocharger 2 Turbine Intake Temperature | Temperature of the combustion by-products entering the turbine side of the turbocharger. |
| 1182 | Engine Turbocharger 3 Turbine Intake Temperature | Temperature of the combustion by-products entering the turbine side of the turbocharger. |
| 1183 | Engine Turbocharger 4 Turbine Intake Temperature | Temperature of the combustion by-products entering the turbine side of the turbocharger. |
| 1184 | Engine Turbocharger 1 Turbine Outlet Temperature | Temperature of the combustion by-products exiting the turbine side of the turbocharger. |
| 1185 | Engine Turbocharger 2 Turbine Outlet Temperature | Temperature of the combustion by-products exiting the turbine side of the turbocharger. |
| 1186 | Engine Turbocharger 3 Turbine Outlet Temperature | Temperature of the combustion by-products exiting the turbine side of the turbocharger. |
| 1187 | Engine Turbocharger 4 Turbine Outlet Temperature | Temperature of the combustion by-products exiting the turbine side of the turbocharger. |
| 1188 | Engine Turbocharger Wastegate Actuator 1 Position | Position of the wastegate drive. A value of 0% represents fully closed and a value of 100% represents fully open. |
| 1189 | Engine Turbocharger Wastegate Actuator 2 Position | Position of the wastegate drive. A value of 0% represents fully closed and a value of 100% represents fully open. |
| 1190 | Engine Turbocharger Wastegate Actuator 3 Position | Position of the wastegate drive. A value of 0% represents fully closed and a value of 100% represents fully open. |
| 1191 | Engine Turbocharger Wastegate Actuator 4 Position | Position of the wastegate drive. A value of 0% represents fully closed and a value of 100% represents fully open. |
| 1192 | Engine Turbocharger Wastegate Actuator Control Air Pressure | Gage pressure of the air used to control the actuator which opens and closes the wastegate valve. |
| 1193 | Engine Operation Time Since Rebuild | The time in engine operation since the last engine rebuild. |
| 1194 | Anti-theft Encryption Seed Present Indicator | Indicates the presence of the encryption seed random number. 00 - Random number is not present 01 - Random number is present 10 - Error 11 - Not available |
| 1195 | Anti-theft Password Valid Indicator | Indicates the presence of a validated password. 00 - Password is not a validated password 01 - Password is a validated password 10 - Error 11 - Not available |
| 1196 | Anti-theft Component Status States | Indicates whether or not the component can be started. 00 Unlocked 01 Locked 10 Blocked 11 Not defined 00b - Unlocked = This state indicates that the component can be started without the end user being required to enter a password. 01b - Locked = This state indicates that the component can NOT be started (i.e., Unlocked) without the end user being required to enter a password. 10b - Blocked = This state indicates that a Lock or Unlock command cannot be executed because some other algorithm or command of higher priority is commanding differently. |
| 1197 | Anti-theft Modify Password States | This parameter is used to indicate whether a password request was successfully performed, or if the request could not be perform due to system constraints or if the request was not a valid request. 00 Ok 01 Full_of_Passwords 10 Empty_of_Passwords 11 Not_valid 00b - Ok = This state indicates that the request was successfully performed. 01b - Full_Of_Passwords = This state indicates that the component can NOT store any additional passwords in its memory. 10b - Empty_Of_Passwords = This state indicates that the component would be empty of passwords (an unacceptable condition) if the password under which the end user is logged in, is deleted. Thus the delete password command is not successfully executed. Note that if the Delete_Password command is sent to a component that does not currently have a password the Empty_Of_Passwords state indicator shall be used. 11b - Not_Valid = This state indicates that the request is not a valid one. |
| 1198 | Anti-theft Random Number | A seven byte random numeric code provided by the component in response to an anti-theft request. This parameter is sent as a numeric value utilizing the full range of 0 to 0xFFFFFFFFFFFFFF. The most significant byte is sent first, not following the rules of Table 1. |
| 1199 | Anti-theft Encryption Indicator States | This parameter is used to indicate if a random number seed is being requested, or if an encrypted password is being provided to the component. 00 Encryption_Seed_Request 01 Encrypted_Code_Present 10 Not defined 11 Not_Available 00b - Encryption_Seed_Request = This state represents a request to the component to provide a random number seed. 01b - Encrypted_Code_Present = This state is used to indicate that an encrypted password is being provided to the component. 11b - Not_Available = This state is used to indicate that a random number is NOT being requested nor is an encrypted password being provided to the component. |
| 1200 | Anti-theft Desired Exit Mode States | This parameter is used to specify the desired triggers that are to be used by the component in deciding when to transition to the Locked state. 00 Lock_Upon_Operator_Request 01 Lock_When_Key_Off 10 Not defined 11 Not_Available 00b - Lock_Upon_Operator_Request—This state is used to indicate that the end user would have to manually enter a password to Lock the engine. 01b - Lock_When_Keyoff—This state is used to indicate that the component would automatically transition to the Locked state when the end user turns off the engine (i.e. without the end user being required to manually enter the password). 11b - Not_Available—This state is indicates that the option is not selectable or changeable by the operator via using current tool. |
| 1201 | Anti-theft Command States | This parameter is used to identify the specific requests being sent to the component. 000 Add_Password 001 Delete_Password 010 Change_Password 011 Lock_or_Unlock 100 Check_Status 101 Login 110-111 Not defined 000b - Add_Password—This state represents a request to the component to add a password to the list of passwords that the component has stored as valid codes. This command will not be performed if the component has already stored, the maximum number of passwords that it is capable of storing. The Login command must precede this command. 001b - Delete_Password—This state represents a request to the component to delete the password (the same one used when the end-user logged in). See SPN 1197 for limitations. 010b - Change_Password—This state represents a request to the component to change the password (the same one that the end-user logged in with) to a different password, which is to be specified by the end user. The Login command must precede this command. 011b - Lock_Or_Unlock—This state represents a request to the component to change from the Locked state to the Unlocked state or from the Unlocked state to the Locked state. 100b - Check_Status—This state represents a request to check to see if the component is in the Locked or Unlocked state. 101b - Login—This state represents a request to validate the end user, before performing commands such as Add_Password and Change_Password. |
| 1202 | Anti-theft Password Representation | This parameter is the seven byte numeric code (i.e., ‘encrypted password’ or ‘key’) that is generated based on the encryption algorithm, the password supplied by the end user, and the random number seed given by the component. This parameter is sent as a numeric value utilizing the full range of 0 to 0xFFFFFFFFFFFFFF. The most significant byte is sent first, not following the rules of Table 1. |
| 1203 | Engine Auxiliary Coolant Pressure | Gage pressure of coolant found in the intercooler which is located after the turbocharger. |
| 1204 | Electrical Load | Electrical power delivered by the engine to the electrical system connected to the generator. |
| 1205 | Safety Wire Status | Status signal which indicates that the safety wire has been activated. When the safety wire is activated, the engine will not operate. This is used for maintenance purposes. 00 - Safety wire has not been activated 01 - Safety wire has been activated 10 - Error 11 - Not available |
| 1206 | Engine Turning Gear Engaged | Status signal which indicates that the turning gear is engaged. The turning gear is used to turn the flywheel/crankshaft, for maintenance purposes, while the engine is not running. 00 - Not engaged 01 - Engaged 10 - Error 11 - Not available |
| 1207 | Engine ECU Temperature (OBSOLETE use SPN 1136) | Temperature of the engine electronic control unit. (21, 1207 are not to be used - obsolete) |
| 1208 | Engine Pre-filter Oil Pressure | Gage pressure of the engine oil before the oil reaches the oil filter. |
| 1209 | Engine Exhaust Pressure 1 | Gage pressure of the exhaust gases as measured at the turbine intake of the turbocharger. This SPN to be used for inline engines or exhaust bank 1 of multiple bank engines. See SPN 5749 for exhaust bank 2 and See SPN 6384 for alternate SLOT. [Ed note - update figure] |
| 1210 | Engine Fuel Rack Position | Measured position of the engine fuel rack. A value of 0% rack represents no fueling and a value of 100% rack represents maximum fueling. |
| 1211 | Engine Build Hours Reset | Command signal used to reset the engine rebuild hours. 00 Do not reset 01 Reset 10 Reserved 11 Take no action |
| 1212 | Engine Auxiliary Coolant Temperature | Temperature of coolant found in the intercooler which is located after the turbocharger. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1213 | Malfunction Indicator Lamp | A lamp used to relay only emissions-related trouble code information. This lamp is only illuminated when there is an emission-related trouble code active. 00 Lamp Off 01 Lamp On 10 Short MIL for WWH OBD 11 Not available Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1214 | Suspect Parameter Number | This 19-bit number is used to identify the item for which diagnostics are being reported. The SPN is used for multiple purposes, some of those that are specific to diagnostics are: 1. to identify a least repairable subsystem that has failed; 2. to identify subsystems and or assemblies that may not have hard failures but may be exhibiting abnormal operating performance; 3. identifying a particular event or condition that will be reported; 4. to report a component and non-standard failure mode. SPNs are assigned to each individual parameter in a Parameter Group and to items that are relevant to diagnostics but are not a parameter in a Parameter Group. SPNs are independent of the source address for the message. However, the source address may be necessary to determine which controller on the network performed the diagnosis. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1215 | Failure Mode Identifier | The FMI defines the type of failure detected in the subsystem identified by an SPN. Note that the failure may not be an electrical failure but may instead be a subsystem failure or condition needing to be reported to the service technician and maybe also to the operator. Conditions can include system events or status that need to be reported. The FMI, SPN, SPN Conversion Method and Occurrence Count fields combine to form a given diagnostic trouble code. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1216 | Occurrence Count | The 7-bit occurrence count field contains the number of times a fault has been independently detected. The occurrence count is reported as 1 the first time the DTC is detected. The occurrence count is not incremented again, until after the DTC has gone to the previously active state and then back active the DTC state when subsequently detected. At this point the occurrence count would be reported as 2. This continues until the DTC has been independently detected 126 times. The occurrence count shall not be incremented from 126 to 127 -- it shall remain at 126 until cleared by DM3 or DM11. If an occurrence count is not available, then this field should be set to all binary ones (127). The occurrence count is not incremented just do to an ignition key-off and ignition key-on. The diagnostic system shall have monitored the system or component (e.g. DTC) to see that it is no longer malfunctioning in order to declare it previously active. |
| 1217 | Freeze Frame Length | The Freeze Frame Length shall be equal to the number of bytes in the required parameters plus the number of bytes in the manufacturer specific parameters. |
| 1218 | Active Trouble Codes | Identifies the number of active trouble codes that are present in a specific controller. If no DTCs are active, this field should be set to zero. |
| 1219 | Previously Active Trouble Codes | Identifies the number of previously active trouble codes that are present in a specific controller. If no DTCs have been previously active, this field should be set to zero. |
| 1220 | OBD Compliance | Identifies the OBD compliance capability of the responding controller. Identifies the requirements level to which the controller was built. |
| 1221 | Continuously Monitored Systems Support/Status | Identifies the continuously monitored system support and status. |
| 1222 | Non-continuously Monitored Systems Support | Identifies the non-continuously monitored systems support. |
| 1223 | Non-continuously Monitored Systems Status | Identifies the non-continuously monitored systems status. Each bit identifies whether a particular test is complete for a given controller. |
| 1224 | Test Identifier | The TID has 2 methods to designate the test to be run. The first method uses the TID alone and these test identifiers are manufacturer-defined test identifiers. For this first use there are 64 valid test identifiers, 1 to 64. The second method uses the TID and the SPN / FMI to identify the test. |
| 1224 | Test Identifier | The TID has 2 methods to designate the test to be run. The first method uses the TID alone and these test identifiers are manufacturer-defined test identifiers. For this first use there are 64 valid test identifiers, 1 to 64. The second method uses the TID and the SPN / FMI to identify the test. |
| 1225 | Test Type/Component Identifier | This parameter identifies the non-continuously monitored component identifier that was tested. These component identifiers are defined by the manufacturer. They are necessary when multiple components or systems are present on the vehicle and have the same definition of test identifier. |
| 1226 | Test Value | The test value collected during the test. If the test performed does not have both a test limit minimum and maximum, then the appropriate limit value (Maximum or Minimum) should be set to all ones. SAE J1939-71 defines this to mean not available. |
| 1227 | Test Limit Maximum | The test value must be less than or equal to Test Limit Maximum in order for the test to pass. |
| 1228 | Test Limit Minimum | The test value must be greater than or equal to Test Limit Minimum in order for the test to pass. |
| 1229 | Test Identifiers Supported | Indicates the test identifiers that the controller supports. Each bit is assigned to one test. Therefore, we can have up to 64 tests without having to use the transport protocol of SAE J1939-21. The assignment of a given test identifier to a given bit is manufacturer specific |
| 1230 | Current Data Link | Identifies the action to be performed on the communications port that this parameter was received on. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 1231 | J1939 Network #2 | Identifies the action to be performed on the J1939 Network #2 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 1232 | ISO 9141 | Identifies the action to be performed on the ISO 9141 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 1233 | J1850 | Identifies the action to be performed on the J1850 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 1234 | Other, Manufacturer Specified Port | Identifies the action to be performed on the “Other, Manufacture Specified Port” communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 1235 | J1939 Network #3 | Identifies the action to be performed on the J1939 Network #3 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 1236 | Hold Signal | Indicator to all nodes that the communication ports that have been acted upon by the Stop Start Broadcast PGN are remaining in the modified state. Therefore all nodes should act accordingly. The Hold signal is required to be broadcast every 5 seconds plus or minus one second. 0000 All Devices 0001 Devices whose broadcast state has been modified 0010 to 1110 Reserved 1111 Not Avai l abl e |
| 1237 | Engine Shutdown Override Switch | Switch signal which indicates the position of the engine shutdown override switch. This switch function allows the operator to override an impending engine shutdown. 00 - Off 01 - On 10 - Error 11 - Not available |
| 1238 | Traction Control Override Switch | Switch signal which indicates the position of the traction control override switch. The traction control override signal disables the automatic traction control function allowing the wheels to spin. 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1239 | Engine Fuel Leakage 1 | Status signal which indicates fuel leakage in the fuel rail of the engine. Location can be either before or after the fuel pump. 00 - no leakage detected 01 - leakage detected 10 - Error 11 - Not available |
| 1240 | Engine Fuel Leakage 2 | Status signal which indicates fuel leakage in the fuel rail of the engine. Location can be either before or after the fuel pump. 00 - no leakage detected 01 - leakage detected 10 - Error 11 - Not available |
| 1241 | Engine Fuel System 1 Gas Mass Flow Rate | Gas mass flow rate delivered to an engine through its first fuel control system. See SPN 3467 for the second fuel control system. |
| 1242 | Instantaneous Estimated Brake Power | Estimate of the power developed by the engine. |
| 1243 | ABS Fully Operational | Signal which indicates whether an ABS system is fully operational or whether its functionality is reduced by a defect or by an intended action (e.g., by activation of an ABS-off-road switch or during special diagnostic procedures). There are cases where the signal is necessary to fulfill legal regulations for special applications (e.g., switching off integrated retarders). 00 - Not Fully Operational 01 - Fully Operational 10 - Reserved 11 - Not available |
| 1244 | Engine Fuel Actuator 2 Control Command | The control command to fuel actuator 2, normalized to percent, where 0% represents fully closed and 100% represents fully open. Typically, this fuel actuator is used to regulate low pressure natural gas flow rate, mixing into the air flow, which together then come into the engine. Using the standard convention for determining the position. Left/front is #1 (SPN 633) and right/rear is #2. |
| 1245 | Engine Timing Actuator 2 | The detected position of actuator 2 on the Engine Timing System, where the system has different timing positions depending on current operating status of the engine. Timing positions may be used to determine intake and outlet valve timings. 000 - Unknown Position 001 - Diesel Mode Position 010 - Diesel Part Load Position 011 - Gas Mode Position 100 - Diesel Part Load / Gas Mode Position 101 - 110 - Reserved 111 - Not Available |
| 1246 | Number of Engine Torque History Records | Number of torque history records contained in the engine torque history PGN. A value of 0 is broadcast if no torque history records are stored in the ECU. |
| 1247 | Engine Power | Advertised engine power capability. Advertised power is what a customer will find on a sales sheet for an engine with a certain calibration. |
| 1248 | Engine Peak Torque 1 | Maximum torque output of the current ECU calibration when the engine operates on torque curve 1. For calibrations that support two torque curves, this parameter shall be assigned the value of the lower curve. For calibrations that support only one curve, this parameter should be used. |
| 1249 | Engine Peak Torque 2 | Maximum torque output of the current ECU calibration when the engine operates on torque curve 2. For calibrations that support two torque curves, this parameter shall be assigned the value of the higher curve. For calibrations that support only one curve, this parameter should to set to “not available”. |
| 1250 | Calibration Record Start Month | Calendar month timestamp when an ECU record was established. NOTE - A value of 0 for the month is null. The value 1 identifies January; 2 identifies February; etc. |
| 1251 | Calibration Record Start Day | Calendar day timestamp when an ECU record was established. NOTE - A value of 0 for the date is null. The values 1, 2, 3, and 4 are used to identify the first day of the month; 5, 6, 7, and 8 identify the second day of the month; etc. |
| 1252 | Calibration Record Start Year | Calendar year timestamp when an ECU record was established. NOTE - A value of 0 for the year identifies the year 1985; a value of 1 identifies 1986; etc. |
| 1253 | Calibration Record Duration Time | Duration in hours for which the engine operated in the conditions captured in the current record. |
| 1254 | Torque Limiting Feature Status | Status of an ECU feature which limits the torque output of the engine. 00 - Disabled 01 - Enabled 10 - Error 11 - Not available |
| 1255 | Transmission Gear Ratio 1 | Gear ratio value stored in the ECU that is used to define a range of transmission gears for which a limit is applied to the engine output torque. Transmission gear ratio 1 should be the numerically highest transmission gear ratio breakpoint that defines ratio ranges for torque limits. |
| 1256 | Engine Torque Limit 1, Transmission | Limit applied to the engine output torque during vehicle operation in transmission gear ratios numerically greater than transmission gear ratio 1 (see SPN 1255). |
| 1257 | Transmission Gear Ratio 2 | Gear ratio value stored in the ECU that is used to define a range of transmission gears for which a limit is applied to the engine output torque. Transmission gear ratio 2 should be the numerically highest transmission gear ratio breakpoint less than transmission gear ratio 1 (see SPN 1255) that defines ratio ranges for torque limits. |
| 1258 | Engine Torque Limit 2, Transmission | Limit applied to the engine output torque during vehicle operation in transmission gear ratios numerically less than or equal to transmission gear ratio 1 (see SPN 1255) and numerically greater than transmission gear ratio 2 (see.SPN 1257). For example, with transmission gear ratio 1 equal to 12.0:1 and transmission gear ratio 2 equal to 5.0:1, vehicle operation in a transmission gear with a ratio of 6.0:1 will result in the application of engine torque limit 2, transmission. |
| 1259 | Transmission Gear Ratio 3 | Gear ratio value stored in the ECU that is used to define a range of transmission gears for which a limit is applied to the engine output torque. Transmission gear ratio 3 should be the numerically highest transmission gear ratio breakpoint less than transmission gear ratio 2 (see SPN 1257) that defines ratio ranges for torque limits. |
| 1260 | Engine Torque Limit 3, Transmission | Limit applied to the engine output torque during vehicle operation in transmission gear ratios numerically less than or equal to transmission gear ratio 2 (see SPN 1257) and numerically greater than transmission gear ratio 3 (see.SPN 1259). For example, with transmission gear ratio 2 equal to 5.0:1 and transmission gear ratio 3 equal to 2.0:1, vehicle operation in a transmission gear with a ratio of 3.0:1 will result in the application of engine torque limit 3, transmission. |
| 1261 | Engine Torque Limit 4, Transmission | Limit applied to the engine output torque during vehicle operation in transmission gear ratios numerically less than or equal to transmission gear ratio 3 (see SPN 1259). |
| 1262 | Engine Torque Limit 5, Switch | Limit applied to the engine output torque based on activation of an ECU switch input. |
| 1263 | Engine Torque Limit 6, Axle Input | Limit applied to the engine output torque based on the maximum allowable axle input torque. Axle input torque is calculated as the current engine torque output multiplied by the transmission gear ratio. |
| 1264 | Engine Extended Crankcase Blow-by Pressure - duplicate (see SPN 22) | Differential crankcase blow-by pressure as measured through a tube with a venturi. (1264 not to be used – obsolete) |
| 1265 | Engine Oil Burn Valve | |
| 1266 | Engine Oil Replacement Valve | |
| 1267 | Idle Shutdown Vehicle Accessories Relay Driver Circuit | |
| 1268 | Engine Ignition Coil #1 | |
| 1269 | Engine Ignition Coil #2 | |
| 1270 | Engine Ignition Coil #3 | |
| 1271 | Engine Ignition Coil #4 | |
| 1272 | Engine Ignition Coil #5 | |
| 1273 | Engine Ignition Coil #6 | |
| 1274 | Engine Ignition Coil #7 | |
| 1275 | Engine Ignition Coil #8 | |
| 1276 | Engine Ignition Coil #9 | |
| 1277 | Engine Ignition Coil #10 | |
| 1278 | Engine Ignition Coil #11 | |
| 1279 | Engine Ignition Coil #12 | |
| 1280 | Engine Ignition Coil #13 | |
| 1281 | Engine Ignition Coil #14 | |
| 1282 | Engine Ignition Coil #15 | |
| 1283 | Engine Ignition Coil #16 | |
| 1284 | Engine Ignition Coil #17 | |
| 1285 | Engine Ignition Coil #18 | |
| 1286 | Engine Ignition Coil #19 | |
| 1287 | Engine Ignition Coil #20 | |
| 1288 | Engine Ignition Coil #21 | |
| 1289 | Engine Ignition Coil #22 | |
| 1290 | Engine Ignition Coil #23 | |
| 1291 | Engine Ignition Coil #24 | |
| 1292 | Engine Ignition Control Module #1 | |
| 1293 | Engine Ignition Control Module #2 | |
| 1294 | Engine Spark Plug 1 | The measured voltage of the spark event on Cylinder #1 |
| 1295 | Engine Spark Plug 2 | The measured voltage of the spark event on Cylinder #2 |
| 1296 | Engine Spark Plug 3 | The measured voltage of the spark event on Cylinder #3 |
| 1297 | Engine Spark Plug 4 | The measured voltage of the spark event on Cylinder #4 |
| 1298 | Engine Spark Plug 5 | The measured voltage of the spark event on Cylinder #5 |
| 1299 | Engine Spark Plug 6 | The measured voltage of the spark event on Cylinder #6 |
| 1300 | Engine Spark Plug 7 | The measured voltage of the spark event on Cylinder #7 |
| 1301 | Engine Spark Plug 8 | The measured voltage of the spark event on Cylinder #8 |
| 1302 | Engine Spark Plug 9 | The measured voltage of the spark event on Cylinder #9 |
| 1303 | Engine Spark Plug 10 | The measured voltage of the spark event on Cylinder #10 |
| 1304 | Engine Spark Plug 11 | The measured voltage of the spark event on Cylinder #11 |
| 1305 | Engine Spark Plug 12 | The measured voltage of the spark event on Cylinder #12 |
| 1306 | Engine Spark Plug 13 | The measured voltage of the spark event on Cylinder #13 |
| 1307 | Engine Spark Plug 14 | The measured voltage of the spark event on Cylinder #14 |
| 1308 | Engine Spark Plug 15 | The measured voltage of the spark event on Cylinder #15 |
| 1309 | Engine Spark Plug 16 | The measured voltage of the spark event on Cylinder #16 |
| 1310 | Engine Spark Plug 17 | The measured voltage of the spark event on Cylinder #17 |
| 1311 | Engine Spark Plug 18 | The measured voltage of the spark event on Cylinder #18 |
| 1312 | Engine Spark Plug 19 | The measured voltage of the spark event on Cylinder #19 |
| 1313 | Engine Spark Plug 20 | The measured voltage of the spark event on Cylinder #20 |
| 1314 | Engine Spark Plug 21 | The measured voltage of the spark event on Cylinder #21 |
| 1315 | Engine Spark Plug 22 | The measured voltage of the spark event on Cylinder #22 |
| 1316 | Engine Spark Plug 23 | The measured voltage of the spark event on Cylinder #23 |
| 1317 | Engine Spark Plug 24 | The measured voltage of the spark event on Cylinder #24 |
| 1318 | Engine Exhaust Temperature Bank Imbalance | |
| 1319 | Engine Intake Manifold Pressure Bank Imbalance | |
| 1320 | Engine External Shutdown Air Supply Pressure | Pressure of the air used to shut off the fuel supply to the engine. |
| 1321 | Engine Starter Solenoid Lockout Relay Driver Circuit | |
| 1322 | Engine Misfire for Multiple Cylinders | |
| 1323 | Engine Misfire Cylinder #1 | |
| 1324 | Engine Misfire Cylinder #2 | |
| 1325 | Engine Misfire Cylinder #3 | |
| 1326 | Engine Misfire Cylinder #4 | |
| 1327 | Engine Misfire Cylinder #5 | |
| 1328 | Engine Misfire Cylinder #6 | |
| 1329 | Engine Misfire Cylinder #7 | |
| 1330 | Engine Misfire Cylinder #8 | |
| 1331 | Engine Misfire Cylinder #9 | |
| 1332 | Engine Misfire Cylinder #10 | |
| 1333 | Engine Misfire Cylinder #11 | |
| 1334 | Engine Misfire Cylinder #12 | |
| 1335 | Engine Misfire Cylinder #13 | |
| 1336 | Engine Misfire Cylinder #14 | |
| 1337 | Engine Misfire Cylinder #15 | |
| 1338 | Engine Misfire Cylinder #16 | |
| 1339 | Engine Misfire Cylinder #17 | |
| 1340 | Engine Misfire Cylinder #18 | |
| 1341 | Engine Misfire Cylinder #19 | |
| 1342 | Engine Misfire Cylinder #20 | |
| 1343 | Engine Misfire Cylinder #21 | |
| 1344 | Engine Misfire Cylinder #22 | |
| 1345 | Engine Misfire Cylinder #23 | |
| 1346 | Engine Misfire Cylinder #24 | |
| 1347 | Engine Fuel Pump Pressurizing Assembly #1 | |
| 1348 | Engine Fuel Pump Pressurizing Assembly #2 | |
| 1349 | Engine Injector Metering Rail 2 Pressure | The gage pressure of fuel in the metering rail #2 as delivered from the supply pump to the injector metering intake. See Figure SPN16_A for fuel system related parameters. Although the figure does not show rail #2 it does show the relationship of rail pressure to other signals. |
| 1350 | Time Since Last Service | The vehicle operation time since the last service was performed. The type of service information is identified by the service component identification number. |
| 1351 | Air Compressor Status | Indicates whether the air compressor is actively compressing air. 00 Compressor not active 01 Compressor active 10 Error indicator 11 Not available |
| 1352 | Engine Cylinder 1 Knock Level | Used to indicate the level of knock for engine cylinder 1. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6398 if knock level information is time critical or needs to be combustion synchronous. |
| 1353 | Engine Cylinder 2 Knock Level | Used to indicate the level of knock for engine cylinder 2. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6402 if knock level information is time critical or needs to be combustion synchronous. |
| 1354 | Engine Cylinder 3 Knock Level | Used to indicate the level of knock for engine cylinder 3. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6406 if knock level information is time critical or needs to be combustion synchronous. |
| 1355 | Engine Cylinder 4 Knock Level | Used to indicate the level of knock for engine cylinder 4. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6410 if knock level information is time critical or needs to be combustion synchronous. |
| 1356 | Engine Cylinder 5 Knock Level | Used to indicate the level of knock for engine cylinder 5. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6414 if knock level information is time critical or needs to be combustion synchronous. |
| 1357 | Engine Cylinder 6 Knock Level | Used to indicate the level of knock for engine cylinder 6. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6418 if knock level information is time critical or needs to be combustion synchronous. |
| 1358 | Engine Cylinder 7 Knock Level | Used to indicate the level of knock for engine cylinder 7. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6422 if knock level information is time critical or needs to be combustion synchronous. |
| 1359 | Engine Cylinder 8 Knock Level | Used to indicate the level of knock for engine cylinder 8. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6426 if knock level information is time critical or needs to be combustion synchronous. |
| 1360 | Engine Cylinder 9 Knock Level | Used to indicate the level of knock for engine cylinder 9. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6430 if knock level information is time critical or needs to be combustion synchronous. |
| 1361 | Engine Cylinder 10 Knock Level | Used to indicate the level of knock for engine cylinder 10. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6434 if knock level information is time critical or needs to be combustion synchronous. |
| 1362 | Engine Cylinder 11 Knock Level | Used to indicate the level of knock for engine cylinder 11. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6438 if knock level information is time critical or needs to be combustion synchronous. |
| 1363 | Engine Cylinder 12 Knock Level | Used to indicate the level of knock for engine cylinder 12. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6442 if knock level information is time critical or needs to be combustion synchronous. |
| 1364 | Engine Cylinder 13 Knock Level | Used to indicate the level of knock for engine cylinder 13. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6446 if knock level information is time critical or needs to be combustion synchronous. |
| 1365 | Engine Cylinder 14 Knock Level | Used to indicate the level of knock for engine cylinder 14. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6450 if knock level information is time critical or needs to be combustion synchronous. |
| 1366 | Engine Cylinder 15 Knock Level | Used to indicate the level of knock for engine cylinder 15. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6454 if knock level information is time critical or needs to be combustion synchronous. |
| 1367 | Engine Cylinder 16 Knock Level | Used to indicate the level of knock for engine cylinder 16. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6458 if knock level information is time critical or needs to be combustion synchronous. |
| 1368 | Engine Cylinder 17 Knock Level | Used to indicate the level of knock for engine cylinder 17. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6462 if knock level information is time critical or needs to be combustion synchronous. |
| 1369 | Engine Cylinder 18 Knock Level | Used to indicate the level of knock for engine cylinder 18. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6466 if knock level information is time critical or needs to be combustion synchronous. |
| 1370 | Engine Cylinder 19 Knock Level | Used to indicate the level of knock for engine cylinder 19. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6470 if knock level information is time critical or needs to be combustion synchronous. |
| 1371 | Engine Cylinder 20 Knock Level | Used to indicate the level of knock for engine cylinder 20. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. Use SPN 6474 if knock level information is time critical or needs to be combustion synchronous. |
| 1372 | Engine Cylinder 21 Knock Level | Used to indicate the level of knock for engine cylinder 21. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. |
| 1373 | Engine Cylinder 22 Knock Level | Used to indicate the level of knock for engine cylinder 22. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. |
| 1374 | Engine Cylinder 23 Knock Level | Used to indicate the level of knock for engine cylinder 23. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. |
| 1375 | Engine Cylinder 24 Knock Level | Used to indicate the level of knock for engine cylinder 24. The level of knock is reported using a relative scale where 0% is least level of knock, and increasing levels indicate more knock until 100% indicates the most severe level of knock allowed or measurable for the engine. |
| 1376 | Battery 2 Potential (Voltage) (duplicate - see also SPN 444) | The voltage for isolated battery #2. Duplicate SPN, recommend use of SPN 444. |
| 1377 | Engine Synchronization Switch | This is the On/Off operation of the Multiple Unit Synchronization functionality. When it is enabled (i.e. On) the master engine will synchronize one or more slave engines to operate at the same speed. This switch position indicates whether this feature is disabled (off) or enabled (on). 00 Functionality is disabled (off) 01 Functionality is enabled (on) 10 Error 11 Not available or Unused |
| 1378 | Engine Oil Change Interval | |
| 1379 | Service Component Identification | Identification of component needing service. See Table SPN911_A. |
| 1380 | Engine Oil Level Remote Reservoir | Ratio of current volume of engine oil in a remote reservoir to the maximum required volume. If a single switch (on/off) is used, 20% and 100% respectively will be used where 100% means no oil needs to be added and 20% means oil needs to be added. If two switches are used, 20%, 50%, and 100% will be used where 20% indicates the oil is critically low, 50% indicates the oil level is low, and 100% means no oil needs to be added. For continuous sensors, the actual measured percent will be used. |
| 1381 | Engine Fuel Supply Pump Intake Pressure | Absolute pressure of fuel at the fuel supply pump intake. See Figures SPN16_A & SPN16_B |
| 1382 | Engine Fuel Filter (suction side) Differential Pressure | Differential pressure measured across the fuel filter located between the fuel tank and the supply pump. See Figures SPN16_A and SPN16_B. |
| 1383 | Engine was Shut Down Hot | |
| 1384 | Engine has Been Shut Down from Data Link Information | |
| 1385 | Auxiliary Temperature #1 (duplicate see also SPN 441) | Temperature measured by auxiliary temperature sensor #1 or #2. Not to be used in place of existing SPNs. |
| 1386 | Auxiliary Temperature #2 (duplicate see also SPN 442) | Temperature measured by auxiliary temperature sensor #1 or #2. Not to be used in place of existing SPNs. |
| 1387 | Auxiliary Pressure #1 | Pressure measured by auxiliary pressure sensor #1. Not to be used in place of existing SPNs. |
| 1388 | Auxiliary Pressure #2 | Pressure measured by auxiliary pressure sensor #2. Not to be used in place of existing SPNs. |
| 1389 | Engine Fuel Specific Gravity | This parameter conveys the specific gravity of the gaseous fuel being used by the engine. The specific gravity of the fuel can then be used to compute the density of the fuel. |
| 1390 | Engine Fuel Valve 1 Intake Absolute Pressure | The absolute pressure of gas on the intake side of the first system control valve. See SPN 3466 for Engine Fuel Valve 2. |
| 1391 | Engine Fuel Valve Differential Pressure | The differential pressure between the intake and the outlet of a gaseous fuel valve. |
| 1392 | Engine Air to Fuel Differential Pressure | The differential pressure between the gaseous fuel and the air intake manifold. |
| 1393 | Engine Cylinder #1 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1394 | Engine Cylinder #2 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1395 | Engine Cylinder #3 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1396 | Engine Cylinder #4 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1397 | Engine Cylinder #5 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1398 | Engine Cylinder #6 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1399 | Engine Cylinder #7 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1400 | Engine Cylinder #8 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1401 | Engine Cylinder #9 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1402 | Engine Cylinder #10 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1403 | Engine Cylinder #11 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1404 | Engine Cylinder #12 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1405 | Engine Cylinder #13 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1406 | Engine Cylinder #14 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1407 | Engine Cylinder #15 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1408 | Engine Cylinder #16 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1409 | Engine Cylinder #17 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1410 | Engine Cylinder #18 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1411 | Engine Cylinder #19 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1412 | Engine Cylinder #20 Ignition Transformer Secondary Output | This parameter indicates the relative intensity of the secondary output voltage of the ignition transformer. |
| 1413 | Engine Cylinder #1 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1414 | Engine Cylinder #2 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1415 | Engine Cylinder #3 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1416 | Engine Cylinder #4 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1417 | Engine Cylinder #5 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1418 | Engine Cylinder #6 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1419 | Engine Cylinder #7 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1420 | Engine Cylinder #8 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1421 | Engine Cylinder #9 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1422 | Engine Cylinder #10 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1423 | Engine Cylinder #11 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1424 | Engine Cylinder #12 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1425 | Engine Cylinder #13 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1426 | Engine Cylinder #14 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1427 | Engine Cylinder #15 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1428 | Engine Cylinder #16 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1429 | Engine Cylinder #17 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1430 | Engine Cylinder #18 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1431 | Engine Cylinder #19 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1432 | Engine Cylinder #20 Ignition Timing | The ignition timing (SI engines) or main fuel injection timing (CI engines) of the cylinder. |
| 1433 | Engine Desired Ignition Timing #1 | A programmable timing value specific to the engine’s application. Factors affecting this value include both fuel type and the nature of the load being driven. |
| 1434 | Engine Desired Ignition Timing #2 | A programmable timing value specific to the engine’s application. Factors affecting this value include both fuel type and the nature of the load being driven. |
| 1435 | Engine Desired Ignition Timing #3 | A programmable timing value specific to the engine’s application. Factors affecting this value include both fuel type and the nature of the load being driven. |
| 1436 | Engine Actual Ignition Timing | The actual ignition timing at the current engine conditions. This parameter may or may not be equal to one of the desired timing parameters (see SPNs 1433-1435), depending on the status of the engine. |
| 1437 | Road Speed Limit Status | Status (active or not active) of the system used to limit maximum vehicle velocity. 00 - Active 01 - Not Active 10 - Error 11 - Not available NOTE - While somewhat inconsistent with other J1939 status parameters, the states defining 00 = active and 01 = inactive for Road Speed Limit Status are NOT typographical errors, and should be implemented as stated. |
| 1438 | ABS/EBS Amber Warning Signal (Powered Vehicle) | This parameter commands the ABS/EBS amber/yellow optical warning signal 00 Off 01 On 10 Reserved 11 Take no action |
| 1439 | EBS Red Warning Signal | This parameter commands the EBS red optical warning signal 00 Off 01 On 10 Reserved 11 Take no action |
| 1440 | Engine Fuel Flow Rate 1 | The rate at which the fuel is flowing through a fuel valve. |
| 1441 | Engine Fuel Flow Rate 2 | The rate at which the fuel is flowing through a fuel valve. |
| 1442 | Engine Fuel Valve 1 Position | The position of a gaseous fuel valve that is metering the fuel flow to the engine. 0% indicates no fuel flow through valve and 100% means maximum fuel flow through valve. |
| 1443 | Engine Fuel Valve 2 Position | The position of a gaseous fuel valve that is metering the fuel flow to the engine. 0% indicates no fuel flow through valve and 100% means maximum fuel flow through valve. |
| 1444 | Engine Cylinder #1 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1445 | Engine Cylinder #2 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1446 | Engine Cylinder #3 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1447 | Engine Cylinder #4 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1448 | Engine Cylinder #5 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1449 | Engine Cylinder #6 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1450 | Engine Cylinder #7 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1451 | Engine Cylinder #8 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1452 | Engine Cylinder #9 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1453 | Engine Cylinder #10 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1454 | Engine Cylinder #11 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1455 | Engine Cylinder #12 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1456 | Engine Cylinder #13 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1457 | Engine Cylinder #14 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1458 | Engine Cylinder #15 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1459 | Engine Cylinder #16 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1460 | Engine Cylinder #17 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1461 | Engine Cylinder #18 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1462 | Engine Cylinder #19 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1463 | Engine Cylinder #20 Combustion Time | The amount of time from when the ignition of the fuel is initiated to when the fuel is completely ignited (i.e., the flame front has propagated across the cylinder). |
| 1464 | Engine Desired Combustion Time | The desired combustion time based upon engine load and speed lookup maps. |
| 1465 | Engine Average Combustion Time | The average combustion time of all cylinders of an engine. |
| 1466 | Steer Channel Mode | Indicates the functional mode of steer channel of the tire pressure control system. 0000 Maintain 0001 Inflate 0010 Deflate 0011 Confirm 0100 Inflate Wait – System will inflate when conditions allow 0101 Deflate Wait – System will deflate when conditions allow 0110 Pressure Check 0111-1101 Reserved 1110 Error Condition 1111 Not available |
| 1467 | Trailer/tag Channel Mode | Indicates the functional mode of trailer/tag channel of the tire pressure control system. 0000 Maintain 0001 Inflate 0010 Deflate 0011 Confirm 0100 Inflate Wait – System will inflate when conditions allow 0101 Deflate Wait – System will deflate when conditions allow 0110 Pressure Check 0111-1101 Reserved 1110 Error Condition 1111 Not available |
| 1468 | Drive Channel Mode | Indicates the functional mode of trailer/tag channel of the tire pressure control system. 0000 Maintain 0001 Inflate 0010 Deflate 0011 Confirm 0100 Inflate Wait – System will inflate when conditions allow 0101 Deflate Wait – System will deflate when conditions allow 0110 Pressure Check 0111-1101 Reserved 1110 Error Condition 1111 Not available |
| 1469 | PCU Drive Solenoid Status | Current state of the drive solenoid used to implement a tire pressure control system in its pneumatic control unit (PCU). 00 - Off 01 - On 10 - Error 11 - Not available |
| 1470 | PCU Steer Solenoid Status | Current state of the steer solenoid used to implement a tire pressure control system in its pneumatic control unit (PCU). 00 - Off 01 - On 10 - Error 11 - Not available |
| 1471 | Tire Pressure Supply Switch Status | Current state of an open/closed type switch used to determine if adequate pressure exists for system implementation. 00 - Off 01 - On 10 - Error 11 - Not available |
| 1472 | PCU Deflate Solenoid Status | Current state of the deflate solenoid used to implement a tire pressure control system in its pneumatic control unit (PCU). 00 - Off 01 - On 10 - Error 11 - Not available |
| 1473 | PCU Control Solenoid Status | Current state of the control solenoid used to implement a tire pressure control system in its pneumatic control unit (PCU). 00 - Off 01 - On 10 - Error 11 - Not available |
| 1474 | PCU Supply Solenoid Status | Current state of the supply solenoid used to implement a tire pressure control system in its pneumatic control unit (PCU). 00 - Off 01 - On 10 - Error 11 - Not available |
| 1475 | PCU Trailer, Tag or Push Solenoid Status | Current state of the trailer, tag, or push solenoid used to implement a tire pressure control system in its pneumatic control unit (PCU). 00 - Off 01 - On 10 - Error 11 - Not available |
| 1476 | Engine Oil Specific Resistance | Engine oil specific resistance used to describe the engine oil quality. |
| 1477 | Engine Oil Kinematic Viscosity | Engine oil kinematic viscosity used to describe the engine oil quality. |
| 1478 | Engine Oil Relative Dielectricity | Engine oil relative dielectricity used to describe the engine oil quality. |
| 1479 | Security Entity Type | This 4-bit parameter that indicates whether the data in the following Security Entity parameter is to be used as a Long Seed, Long Key, Session Key, or Certificate. |
| 1480 | Source Address of Controlling Device for Retarder Control | The source address of the SAE J1939 device currently controlling the retarder. It is used to expand the torque mode parameter (see SPN 899) in cases where control is in response to an ECU that is not listed in Table SPN899_A. Its value may be the source address of the ECU transmitting the message (which means that no external SAE J1939 message is providing the active command) or the source address of the SAE J1939 ECU that is currently providing the active command in a TSC1 (see PGN 0) or similar message. Note that if this parameter value is the same as the source address of the device transmitting it, the control may be due to a message on a non-SAE J1939 data link such as SAE J1922 or a proprietary link. |
| 1481 | Source Address of Controlling Device for Brake Control | The source address of the SAE J1939 device currently controlling the brake system. Its value may be the source address of the ECU transmitting the message (which means that no external SAE J1939 message is providing the active command) or the source address of the SAE J1939 ECU that is currently providing the active command in a TSC1 (see PGN 0) or similar message. Note that if this parameter value is the same as the source address of the device transmitting it, the control may be due to a message on a non-SAE J1939 data link such as SAE J1922 or a proprietary link. |
| 1482 | Source Address of Controlling Device for Transmission Control | The source address of the SAE J1939 device currently controlling the transmission. Its value may be the source address of the ECU transmitting the message (which means that no external SAE J1939 message is providing the active command) or the source address of the SAE J1939 ECU that is currently providing the active command in a TSC1 (see PGN 0) or similar message. Note that if this parameter value is the same as the source address of the device transmitting it, the control may be due to a message on a non-SAE J1939 data link such as SAE J1922 or a proprietary link. |
| 1483 | Source Address of Controlling Device for Engine Control | The source address of the SAE J1939 device currently controlling the engine. It is used to expand the torque mode parameter (see SPN 899) in cases where control is in response to an ECU that is not listed in Table SPN899_A. Its value may be the source address of the ECU transmitting the message (which means that no external SAE J1939 message is providing the active command) or the source address of the SAE J1939 ECU that is currently providing the active command in a TSC1 (see PGN 0) or similar message. Note that if this parameter value is the same as the source address of the device transmitting it, the control may be due to a message on a non-J1939 data link such as SAE J1922 or a proprietary link. |
| 1484 | Other ECUs Have Reported Diagnostic Trouble Codes Affecting Operation | |
| 1485 | ECM Main Relay | |
| 1486 | Concave Position | Combine Concave Clearance Measurement |
| 1487 | Illumination Brightness Percent | Commanded backlight brightness level for all cab displays. Note: If a separate device is used to independently control the switch backlight brightness level, see SPN 5532. |
| 1488 | Thresher Speed | Speed of the thresher such as found in a combine |
| 1489 | Cleaning Fan Speed | The speed of the cleaning fan |
| 1490 | Header Backshaft Speed | The speed of the feederhouse. The feederhouse is the entry point of crop into the combine |
| 1491 | Instrument Panel #1 Backlighting Driver | First Tailings Sensor circuit |
| 1492 | Instrument Panel #2 Backlighting Driver | Second Tailings Sensor circuit |
| 1493 | Tailings System | Tailings Elevator Paddles (e.g., missing) |
| 1494 | Tailings Sensor #1 | Drive circuit which engages the unloading auger system |
| 1495 | Tailings Sensor #2 | Drive circuit which engages the unloading header system |
| 1496 | Tailings Elevator Paddles | Drive circuit which engages the unloading separator system |
| 1497 | Unloading Auger Drive | The mode of the unloading Auger driver 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1498 | Header Drive | The mode of the Header driver 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1499 | Separator Drive | The mode of the Separator driver 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1500 | Tachometer Module Switch Matrix | Switch input matrix that controls monitoring functions of the tachometer module |
| 1501 | Grain Loss Module Switch Matrix | Switch input matrix that controls monitoring functions of the grain loss module |
| 1502 | Automatic Header Control Switch Matrix | Switch input matrix that controls monitoring functions of the automatic header module |
| 1503 | Armrest 1 Switch 1 | Status of the first switch located in armrest 1. 00: Off 01: On 10: Reserved 11: Don't care/take no action |
| 1504 | Operator Seat Switch | This switch senses the presence of the operator in the seat |
| 1505 | Automatic Header Sensitivity Adjustment | A control system parameter. This is the sensitivity adjustment to the automatic header control loop. |
| 1506 | Automatic Header Rate Adjustment Input | An adjustment to the response rate of the automatic header control loop. |
| 1507 | Discharge Beater Speed Disable Adjustment | Input to adjust the discharge beater speed |
| 1508 | Hydraulic Reservoir Temperature | The temperature of the hydraulic fluid, measured in the hydraulic reservoir. |
| 1509 | Thresher Separator Hydraulic Drive 1 Temperature | The temperature of the hydraulic fluid in the Thresher Separator Hydraulic Drive #1 gear case |
| 1510 | Chopper Vane Angle Adjustment | The control adjustment of the chopper vane angle. This is relative to the centerline of the machine. Negative is to the left of the centerline of the machine facing forward. |
| 1511 | Right side Cleaning Shoe Relative Grain Loss | A scalar that represents an amount of grain loss exiting the right side of the cleaning shoe |
| 1512 | Left side Cleaning Shoe Relative Grain Loss | A scalar that represents an amount of grain loss exiting the left side of the cleaning shoe |
| 1513 | Right side Separator Relative Grain Loss | The amount of grain loss at the right side of the separator |
| 1514 | Left side Separator Relative Grain Loss | The amount of grain loss at the left side of the separator |
| 1515 | Header Height System | General fault in the system that controls the header |
| 1516 | Header | Mechanical problem with the header system |
| 1517 | Header Lift Cylinder Pressure | The pressure in the header lift cylinder |
| 1518 | Header Sensor Identification | The system identification of the header sensor configuration. e.g. Ultrasonic sensor, ground contacting sensors, flex pressure sensors, etc. This can be used as a map type ID to know which sensors are installed and their location on the system. |
| 1519 | Header Raise Valve Drive | The mode of the Header raise valve driver 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1520 | Header Lower Valve Drive | The mode of the Header lower valve driver 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1521 | Header Tilt Left Valve Drive | The mode of the Header tilt left valve driver 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1522 | Header Tilt Right Valve Drive | The mode of the Header tilt right valve driver 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1523 | Header Lift Cylinder Pressure Diverted Valve Drive | The mode of the diverted valve driver, related to the Header lift cylinder pressure 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1524 | Reel Position Forward Actuator | The mode of the Reel position forward actuator 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1525 | Reel Position Aft Actuator | The mode of the Reel position aft actuator 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1526 | Reel Position Raise Actuator | The mode of the Reel position raise actuator 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1527 | Reel Position Lower Actuator | The mode of the Reel position lower actuator 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1528 | Header Drop Rate Control Valve Drive | The mode of the driver for the valve which controls the drop rate of the header 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1529 | Header Lift Cylinder Accumulator Shutoff Valve Drive | The mode of the driver for the Header Lift Cylinder Accumulator Shutoff Valve 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1530 | Unloading auger flow bypass valve drive | The mode of the driver for the unloading auger flow bypass valve 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1531 | Reel Drive Motor Speed Increase Valve Drive | The mode of the driver for the reel drive motor speed increase valve. 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1532 | Reel Drive Motor Speed Decrease Valve Drive | The mode of the driver for the reel drive motor speed decrease valve. 00 - Off 01 - On 10 - Error 11 - Not available or not installed |
| 1533 | Feederhouse Angle | Circuit and sensor for measuring the feederhouse angle parameter |
| 1534 | Header Leftmost Height | Height of: Left (or left side of) header, measured relative to the ground |
| 1535 | Header Rightmost Height | Height of: right (or right side of) header, measured relative to the ground |
| 1536 | Header Center Height | Height of: center (or center of the) header, measured relative to the ground |
| 1537 | Reel Fore-Aft Position | A mechanical range of adjustment to position the reel along this axis. 0% to be toward the rear of the machine, 100% toward the front end. |
| 1538 | Reel Up-Down Position | A mechanical range of adjustment to position the reel along this axis. 0% to be toward the ground & 100% will be in the vertical upward direction |
| 1539 | Header Lateral Tilt Angle | The lateral tilt angle of the header (feederhouse) relative to the combine chassis. Negative angle is a CCW rotation from straight ahead. A Positive angle is CW from straight ahead |
| 1540 | Reel Speed Actuator Position | The position of the Reel speed actuator. 0% indicates the slowest speed possible and 100% indicates the fastest reel speed possible |
| 1541 | Reel Speed | The rotational velocity of the Reel. The Reel is a device on the platform that pushes the crop onto the header. |
| 1542 | ECU Power Supply Voltage #2 (obsolete) | This SPN is obsolete. SPNs 3598 should be used instead. |
| 1543 | ECU Power Supply Voltage #3 (obsolete) | This SPN is obsolete. SPNs 3599 should be used instead. |
| 1544 | Hydro Handle Matrix Switch | Multi-function handle circuit |
| 1545 | SPN Data | The SPN data field represents the data pertaining to one or more SPNs that were reported in DM24. The order and number of bytes per SPN is determined from the DM24 response. In DM25, an entire byte is used for each parameter if the parameter itself is less than 8 bits long. The SPN data value shall be placed into the byte right justified to the least significant bit, regardless of its defined position in the normal data PGN. Any remaining bits of the data byte shall be reported as '0'. For example, if SPN 559 (accelerator pedal kick-down switch) is reported as a DM25 freeze frame parameter, the SPN 559 data will reside in bits 1 and 2 of the byte in DM25, even though this parameter data reported in bits 3 and 4 of PGN 61443. The remaining unused bits of this byte in the DM25 message will be filled with '0'. Each of the remaining 6 most significant bits of this freeze frame byte (bit 2 to bit 8) will be filled with '0' |
| 1546 | HVAC Coolant Valve Position Sensor | Circuit and sensor associated with providing the HVAC coolant valve position parameter |
| 1547 | A/C Evaporator Temperature | Circuit and sensor associated with providing the HVAC coolant valve position parameter |
| 1548 | HVAC Duct Temperature | Circuit and sensor associated with providing the HVAC duct temperature parameter |
| 1549 | HVAC Water Valve Drive | Output circuit that drives this valve |
| 1550 | Estimated Percent Fan 2 Speed | Estimated fan speed as a ratio of the fan drive (current speed) to the fully engaged fan drive (maximum fan speed). A two state fan (off/on) will use 0% and 100% respectively. A three state fan (off/intermediate/on) will use 0%, 50% and 100% respectively. A variable speed fan will use 0% to 100%. Multiple fan systems will use 0 to 100% to indicate the percent cooling capacity being provided. Note that the intermediate fan speed of a three state fan will vary with different fan drives, therefore 50% is being used to indicate that the intermediate speed is required from the fan drive. |
| 1551 | A/C Pressurizer Drive Circuit | Output circuit that drives this valve |
| 1552 | Operator Input device for Cab Climate Control | Circuit and sensor for measuring the HVAC temperature setpoint parameter |
| 1553 | HVAC Blower Motor Speed Adjustment | Circuit and sensor for measuring the HVAC blower motor speed adjustment parameter |
| 1554 | Clean Grain Elevator Speed | The speed of the clean grain elevator |
| 1555 | Moisture Sensor Cell Frequency | Critical parameter of moisture sensor |
| 1556 | Datalog Memory Card | Removable memory pack |
| 1557 | Fan 2 Drive State | This parameter is used to indicate the current state or mode of operation by the second fan drive. 0000 Fan off 0001 Engine system–General 0010 Excessive engine air temperature 0011 Excessive engine oil temperature 0100 Excessive engine coolant temperature 0101 Excessive transmission oil temperature 0110 Excessive hydraulic oil temperature 0111 Default Operation 1000 Reverse Operation 1001 Manual control 1010 Transmission retarder 1011 A/C system 1100 Timer 1101 Engine brake 1110 Other 1111 Not available Fan off 0000b —Used to indicate that the fan clutch is disengaged and the fan is inactive Engine system–General 0001b —Used to indicate that the fan is active due to an engine system not otherwise defined. Excessive engine air temperature 0010b —Used to indicate that the fan is active due to high air temperature. Excessive engine oil temperature 0011b —Used to indicate that the fan is active due to high oil temperature. Excessive engine coolant temperature 0100b —Used to indicate that the fan is active due to high coolant temperature. Reverse Operation 1000b — Used to indicate that the fan is in reverse direction of operation compared to the normal direction of operation Manual control 1001b —Used to indicate that the fan is active as requested by the operator. Transmission retarder 1010b —Used to indicate that the fan is active as required by the transmission retarder. A/C system 1011b —Used to indicate that the fan is active as required by the air conditioning system. Timer 1100b —Used to indicate that the fan is active as required by a timing function. Engine brake 1101b —Used to indicate that the fan is active as required to assist engine braking. Excessive transmission oil temperature - 0101b - Used to indicate fan is active due to excessive transmission oil temperature. Excessive hydraulic oil temperature - 0110b - Used to indicate fan is active due to excessive hydraulic oil temperature. Default Operation - 0111b - Used to indicate fan is active due to a error condition resulting in default operation |
| 1558 | Programming Error, Device Refused to Enter Programming Mode | Device to be programmed is reporting that it cannot be programmed |
| 1559 | Programming Error, Device Timed Out While Entering the Programming Mode | Tool timed out waiting for device to enter program mode |
| 1560 | Programming Error, Device Timed Out While Erasing | Tool timed out waiting for device to erase |
| 1561 | Programming Error, Device Timed Out While Programming | Tool timed out waiting for device to program |
| 1562 | Programming Error, Device did not Accept Program Line | Device to be programmed reporting that it cannot accept program block |
| 1563 | Incompatible Monitor/Controller | An incompatible device has been detected on the network |
| 1564 | CCD Data Link | |
| 1565 | Armrest Status | Parameter associated with the armrest module status |
| 1566 | Armrest Rotary Inputs | Parameter associated with the armrest module rotary inputs |
| 1567 | Header Height Control Mode Selector Switches | Parameter associated with the header height control mode selector switches |
| 1568 | Engine Torque Curve Selection | The mechanism used to select different torque curves. This SPN would be used to indicate a problem has been encountered with the device that indicates the desired torque curve |
| 1569 | Engine Protection Torque Derate | Torque has been derated for protection of the engine |
| 1570 | Implement Disconnected | A previously connected implement is no longer connected |
| 1571 | Display Conflict | Multiple controllers contending for a display resource (region) |
| 1572 | Display Overload | Display not able to keep up with display commands |
| 1573 | LED Display Data #1 | Informs display devices how to display the current vertical position. Values which are less than 128 decimal are bit-mapped values and any combination of these values is considered a valid value. For example communicating the "High Fine LED on" value to the display would result in the High Fine LED being turned on. Communicating a value with the "High Fine LED on" bit set to "1" and the "On-Grade LED on" bit set to "1" should result in the display turning on the High Fine LED AND the On-Grade LED. Values 128 decimal and above are discrete states. Any bit-mapped combination of these states are invalid unless the results correspond to one of the states defined. For example, the result of adding the "Low Coarse" and "Low Medium" states results in the "Low Medium" state, which is valid. However, adding the "Low Medium" and the "Low Fine" states results in an value which does not have a defined state and is invalid. 00000010 High Coarse LED on 00000100 High Fine LED on 00001000 On-grade LED on 00010000 Low Fine LED on 00100000 Low Coarse LED on 10000000 Low Coarse 10000001 Low Medium/Coarse 10000010 Low Medium 10000011 Low Medium/Fine 10000100 Low Fine 10010000 On Grade 10010001 High Fine 10010010 High Medium/Fine 10010011 High Medium 10010100 High Medium/Coarse 10010101 High Coarse 10011111 No data (i.e. no laser strikes) 11111110 Error 11111111 Not Available Undefined values between 10100000 binary and 11111101 binary are reserved for future use. |
| 1574 | Laser Strike Vertical Deviation | The calculated distance from the laser strike position to the current land leveling system reference point. |
| 1575 | Modify Leveling System Set Point | Used to control and coordinate the set point for the leveling system. Operating Range: -3200 to +3200 mm, negative values are below current position, positive values are above current position, zero is no change. Parameter specific parameter: 0xFE01 indicates Stop modifying the set point 0xFE03 indicates Raise the current set point by 5 mm 0xFE11 indicates Lower the current set point by 5 mm 0xFE13 indicates Search for laser or target 0xFE15 indicates go to the Park position 0xFE17 indicates go to the Bench position |
| 1576 | Mast Position | Used to monitor the position of the sensor attached to the land leveling mast. |
| 1577 | Blade Duration and Direction | Used to indicate the duration and direction that the land leveling system blade moves. |
| 1578 | Blade Control Mode | Allows the user to select the type of blade control for the land leveling system. 00000000 Manual mode 00000001 Automatic mode 00000010 Inactive automatic mode All other values Reserved |
| 1579 | Laser Tracer Target Deviation | The calculated distance for the laser target to the current laser tracer reference point. Parameter specific parameter: 0xFE03 indicates that the sensor can not sense the laser |
| 1580 | Laser Tracer Vertical Distance | The elevation of the laser tracer sensor in a laser leveling system. |
| 1581 | Laser Tracer Horizontal Deviation | The calculated percent deviation between the target distance and the center of the laser tracer. |
| 1582 | LED Display Data #2 | Informs display devices how to display the current position of the laser tracer. Values which are less than 128 decimal are bit-mapped values and any combination of these values is considered a valid value. For example communicating the "Up LED on" value to the display would result in the Up LED being turned on. Communicating a value with the "Up LED on" bit set to "1" and thet "On-Grade 'A' LED on" bit set to "1" should result in the display turning on the Up LED AND the On-Grade "A" LED. Values 128 decimal and above are discrete states. Any bit-mapped combination of these states are invalid unless the results correspond to one of the states defined. For example, the result of adding the "Low Coarse" and "Low Medium" states results in the "Low Medium" state, which is valid. However, adding the "Low Medium" and the "Low Fine" states results in an value which does not have a defined state and is invalid. 00000001 On-grade “A” LED on 00000010 On-grade “B” LED on 00000100 On-grade “C” LED on 00001000 Up LED on 00010000 Down LED on 00100000 Left LED on 01000000 Right LED on 00000001 On-grade “A” LED on 00000010 On-grade “B” LED on 00000100 On-grade “C” LED on 00001000 Up LED on 00010000 Down LED on 00100000 Left LED on 01000000 Right LED on 10000000 Low Coarse 10000001 Low Medium/Coarse 10000010 Low Medium 10000011 Low Medium/Fine 10000100 Low Fine 10010000 On Grade 10010001 High Fine 10010010 High Medium/Fine 10010011 High Medium 10010100 High Medium/Coarse 10010101 High Coarse 10011111 No data (i.e. no laser strikes) 11111110 Error 11111111 Not Available Undefined values between 10100000 binary and 11111101 binary are reserved for future use. |
| 1583 | Laser Tracer Information | Provides the status of the laser tracer to the operator. 00000001 Laser power is on 00000010 Laser is ready 00000100 Valid target (1 = yes) 00001000 Previous pass (1 = yes) 00010000 Stringline (1 = yes) 00100000 Curb (1 = yes) All other values Reserved |
| 1584 | Service Component Identification | Identification of component needing service. See Table SPN911_A. |
| 1585 | Powered Vehicle Weight | Total mass imposed by the tires of the powered vehicle on the road surface. Does not include the trailer. |
| 1586 | Speed of forward vehicle | Absolute velocity of the preceding vehicle situated within 250 m in the same lane and moving in the same direction. |
| 1587 | Distance to forward vehicle | Distance to the preceding vehicle situated within 250 m in the same lane and moving in the same direction. |
| 1588 | Adaptive Cruise Control Set Speed | Value of the desired (chosen) velocity of the adaptive cruise control system. |
| 1589 | Adaptive cruise control set distance mode | Selected distance mode for adaptive cruise control. 000 ACC Distance mode #1 (largest distance) 001 ACC Distance mode #2 010 ACC Distance mode #3 011 ACC Distance mode #4 100 ACC Distance mode #5 (shortest distance) 101 Conventional cruise control mode 110 Error condition 111 Not available/not valid |
| 1590 | Adaptive Cruise Control Mode | This parameter is used to indicate the current state, or mode, of operation by the Adaptive Cruise Control (ACC) device. The states characterize independent system states (e.g., it is not possible to express distance control active and overtake mode simultaneously). ACC must not switch itself off while active because the driver expects it to work. So if an error occurs, the ACC must signal that to the driver so that the driver knows that he has to switch off the ACC. 000 Off (Standby, enabled, ready for activation) 001 Speed control active 010 Distance control active 011 Overtake mode 100 Hold mode 101 Finish mode 110 Disabled or error condition 111 Not available/not valid 000b - Off—Used to indicate the ACC is enabled in calibration or configuration and there are no faults that would prevent the system from operating. 001b - Speed Control Active—Used to indicate that ACC is on but not currently sending control messages. In other words, there is no target ahead and regular vehicle cruise control is controlling the vehicle speed to the driver’s set speed. 010b - Distance Control Active—Used to indicate that ACC is on and actively sending control messages to maintain the appropriate following interval. 011b - Overtake Mode—Used to indicate that ACC is on but temporarily disabled because the driver is manually overriding cruise control by using either the accelerator pedal or the cruise control “accel” switch. 100b - Hold Mode—Used to indicate that the ACC has lost the previous target vehicle and is in HOLD mode. In this mode, the ACC shall limit the speed to the speed held when the target was lost. For example, if the driver activates the typical cruise buttons (Resume/Inc/Dec) the HOLD mode shall be exited and normal cruise functionality resumed. If a new target is detected, the Distance Control Active mode (010b) is again entered, unless existing conditions prohibit this. 101b - Finish Mode—Used to indicate that ACC is on with no target ahead, and ACC is currently sending control messages to return to the driver’s set speed. This occurs when the target the ACC system was tracking moves out of the way so ACC returns the vehicle to the driver’s set speed. 110b - Disabled or Error Condition—Used to indicate that ACC is in an error state and can not operate. |
| 1591 | Road curvature | Estimated value of the current road curvature for use by the adaptive cruise control system. Positive values are used for left curves. Curvature is the inverse of the radius and is zero for straight roads. |
| 1592 | Front Axle, Left Wheel Speed | High resolution measurement of the speed of the left wheel on the front axle. |
| 1593 | Front axle, right wheel speed | High resolution measurement of the speed of the right wheel on the front axle. |
| 1594 | Rear axle, left wheel speed | High resolution measurement of the speed of the left wheel on the rear axle. |
| 1595 | Rear axle, right wheel speed | High resolution measurement of the speed of the right wheel on the rear axle. |
| 1596 | Security Entity Length | This 12-bit parameter contains the length, in bytes, of the Data Security Parameter. |
| 1597 | Data Security Parameter | This Parameter is used to send the data for the Data Security message. There are presently four different items defined. The Data Security Parameter shall be sent least significant byte first. |
| 1598 | Fan 2 Speed | The speed of the second fan associated with engine coolant system. |
| 1599 | Seed | This is a 16-bit parameter which is used by the Device primarily to send a Seed to a Tool, when using a Seed/Key type security system. It is also used by the Device to signal the Tool that the Device is satisfied that a complete Key has been received or that the Data Security message is expected to contain the Seed data. This parameter can also contain an expected time to completion when the EDCP Extension is 7. The Seed is to be the mathematical basis upon which any Key is calculated. The Device verifies the validity of the Key {Seed} from the Tool and enable memory access operations appropriately. |
| 1600 | High Resolution Engine Fuel Rate | Amount of fuel consumed by engine per unit of time. NOTE - See SPN 183 for alternate resolution. |
| 1601 | Local minute offset | The minute component of the offset between the UTC time and date and a local time zone time and date. This is the number of minutes to add to UTC (Universal Time Coordinate) time and date to convert to the time and date in the local time zone . The Local Offset is a positive value for time zones East of the Prime Meridian to the International Date Line. The Local Offset is a negative value for time zones West of the Prime Meridian to the International Date Line. The Local Minute Offset is only applicable when the Time and Date parameters are reported as UTC time and date. Refer to SPN 1602 for details. |
| 1602 | Local hour offset | The hour component of the offset between the UTC (Universal Time Coordinate) time and date and a local time zone time and date. This is the number of hours to add to UTC, a.k.a. GMT, time and date to convert to the time and date in the local time zone. This parameter indicates the time reference of the data reported in the Time and Date SPNs 959, 960. 961, 962, 963, and 964. The Local Offset is a positive value for time zones East of the Prime Meridian to the International Date Line. The Local Offset is a negative value for time zones West of the Prime Meridian to the International Date Line. The Local Hour Offset is only applicable when the Time and Date parameters are reported as UTC time and date. Recommended Settings: Applications should not use the $FF 'Not Available' if using the Time and Date parameters due to some ambiguity of the time standard for the reported time and date values. The recommended settings for the Local Hour Offset settings are: If reporting the Time and Date as Local time, then Local Hour Offset must be reported as $FA. If reporting the Time and Date as UTC time and Local Hour Offset is not supported or not known, then Local Hour Offset must be reported as $F9. If reporting the Time and Date as UTC time and Local Hour Offset is known, then Local Hour Offset must be reported as a value between $66 and $94. |
| 1603 | Adjust seconds | The seconds component for setting the current time of day. This should be reported as the seconds component of the current time according to the time of day standard indicated with the Local Hour Offset parameter (SPN 1602). The time of day should be reported as the current time at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the current time at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the time of day (SPNs 959, 960, and 961) is the current UTC time or a local time zone time. Refer to SPN 1602 for details. |
| 1604 | Adjust minutes | The minutes component for setting the current time of day. This should be reported as the minutes component of the current time according to the time of day standard indicated with the Local Hour Offset parameter (SPN 1602). The time of day should be reported as the current time at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the current time at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the time of day (SPNs 959, 960, and 961) is the current UTC time or a local time zone time. Refer to SPN 1602 for details. |
| 1605 | Adjust hours | The hours component for setting the current time of day. This should be reported as the hours component of the current time according to the time of day standard indicated with the Local Hour Offset parameter (SPN 1602). The time of day should be reported as the current time at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the current time at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the time of day (SPNs 959, 960, and 961) is the current UTC time or a local time zone time. Refer to SPN 1602 for details. |
| 1606 | Adjust month | The month component for setting the current calendar date. This should be reported as the month component of the current date according to the calendar date standard indicated with the Local Hour Offset parameter (SPN 1602). The calendar date should be reported as the current date at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the current date at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the calendar date (SPNs 962, 963, and 964) is the current UTC date or a local time zone date. Refer to SPN 1602 for details. NOTE - A value of 0 for the month is null. The value 1 identifies January; 2 identifies February; etc. |
| 1607 | Adjust day | The day component for setting the current calendar date. This should be reported as the day component of the current date according to the calendar date standard indicated with the Local Hour Offset parameter (SPN 1602). The calendar date should be reported as the current date at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the current date at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the calendar date (SPNs 962, 963, and 964) is the current UTC date or a local time zone date. Refer to SPN 1602 for details. NOTE - A value of 0 for the date is null. The values 1, 2, 3, and 4 are used to identify the first day of the month; 5, 6, 7, and 8 identify the second day of the month; etc. |
| 1608 | Adjust year | The year component for setting the current calendar date. This should be reported as the year component of the current date according to the calendar date standard indicated with the Local Hour Offset parameter (SPN 1602). The calendar date should be reported as the current date at UTC (Universal Time Coordinate), a.k.a. GMT; however, it may be reported as the current date at a local time zone. The Local Hour Offset parameter (SPN 1602) is used to indicate if the calendar date (SPNs 962, 963, and 964) is the current UTC date or a local time zone date. Refer to SPN 1602 for details. NOTE - A value of 0 for the year identifies the year 1985; a value of 1 identifies 1986; etc. |
| 1609 | Adjust local minute offset | The minute component for setting the offset between the UTC (Universal Time Coordinate) time and date and a the local time zone time and date. This is the number of minutes to add to UTC, a.k.a. GMT, time and date to convert to the time and date in the Local Time Zone. The Local Offset is a positive value for time zones East of the Prime Meridian to the International Date Line. The Local Offset is a negative value for time zones West of the Prime Meridian to the International Date Line. The Local Minute Offset is only applicable when the Time and Date parameters are reported as UTC time and date. Refer to SPN 1602 for details. |
| 1610 | Adjust local hour offset | The hour component for setting the offset between the UTC (Universal Time Coordinate) time and date and a the local time zone time and date. This is the number of minutes to add to UTC, a.k.a. GMT, time and date to convert to the time and date in the Local Time Zone. The Local Offset is a positive value for time zones East of the Prime Meridian to the International Date Line. The Local Offset is a negative value for time zones West of the Prime Meridian to the International Date Line. The Local Hour Offset is only applicable when the Time and Date parameters are reported as UTC time and date. Refer to SPN 1602 for details. |
| 1611 | Vehicle motion | Indicates whether motion of the vehicle is detected or not. 00 Vehicle motion not detected 01 Vehicle motion detected 10 - Error 11 - Not available |
| 1612 | Driver 1 working state | State of work of the driver. 000 Rest - sleeping 001 Driver available – short break 010 Work – loading, unloading, working in an office 011 Drive – behind wheel 100-101 Reserved 110 Error 111 Not available |
| 1613 | Driver 2 working state | State of work of the driver. 000 Rest - sleeping 001 Driver available – short break 010 Work – loading, unloading, working in an office 011 Drive – behind wheel 100-101 Reserved 110 Error 111 Not available |
| 1614 | Vehicle Overspeed | Indicates whether the vehicle is exceeding the legal speed limit set in the tachograph. 00 No overspeed 01 Overspeed 10 Error 11 Not available |
| 1615 | Driver card, driver 1 | Indicates the presence of a driver card 00 - Driver card not present 01 - Driver card present 10 - Error 11 - Not available |
| 1616 | Driver card, driver 2 | Indicates the presence of a driver card 00 - Driver card not present 01 - Driver card present 10 - Error 11 - Not available |
| 1617 | Driver 1 Time Related States | driver approaches or exceeds working time limits (or other limits). 0000 Normal/No limits reached 0001 Limit #1 – 15 min before 4 ½ h 0010 Limit #2 – 4 ½ h reached 0011 Limit #3 – 15 min before 9 h 0100 Limit #4 – 9 h reached 0101 Limit #5 – 15 min before 16 h (not having 8h rest during the last 24h) 0110 Limit #6 – 16 h reached 0111-1100 Reserved 1101 Other 1110 Error 1111 Not available |
| 1618 | Driver 2 Time Related States | driver approaches or exceeds working time limits (or other limits). 0000 Normal/No limits reached 0001 Limit #1 – 15 min before 4 ½ h 0010 Limit #2 – 4 ½ h reached 0011 Limit #3 – 15 min before 9 h 0100 Limit #4 – 9 h reached 0101 Limit #5 – 15 min before 16 h (not having 8h rest during the last 24h) 0110 Limit #6 – 16 h reached 0111-1100 Reserved 1101 Other 1110 Error 1111 Not available |
| 1619 | Direction indicator | Indicates the direction of the vehicle. 00 - Forward 01 - Reverse 10 - Error 11 - Not available |
| 1620 | Tachograph performance | Indicates the tachograph performance; including electronic or mechanical analysis, instrument analysis, speed sensor analysis, mass storage analysis, and printer analysis. 00 - Normal performance 01 - Performance analysis 10 - Error 11 - Not available |
| 1621 | Handling information | Indicates that handling information is present. Information could include “no printer paper”, “no driver card”, etc. 00 - No handling information 01 - Handling information 10 - Error 11 - Not available |
| 1622 | System event | Indicates that a tachograph event has occurred. This may include power supply interruption, interruption of the speed sensor, incorrect data on the driver card, driving without a driver card, illegal removal of a driver card, insertion of a driver card during driving, and time adjustment. 00 - No tachograph event 01 - Tachograph event 10 - Error 11 - Not available |
| 1623 | Tachograph output shaft speed | Calculated speed of the transmission output shaft. |
| 1624 | Tachograph vehicle speed | Speed of the vehicle registered by the tachograph. |
| 1625 | Driver 1 identification | Used to obtain the driver identity. |
| 1626 | Driver 2 identification | Used to obtain the driver identity. |
| 1627 | Reserved for Certification agency ID | |
| 1628 | Reserved for Certification seed/key length | |
| 1629 | Reserved for Certification signature | |
| 1630 | Reserved for Certification public key | |
| 1631 | Reserved for Certification vehicle identification number | |
| 1632 | Engine Torque Limit Feature | Torque limit rating described in the current record. 000 Reserved 001 Highest torque rating 010 First torque rating 011 Previous torque rating (rating prior to the current rating) 100 Current torque rating 101-110 Reserved 111 Not available |
| 1633 | Cruise Control Pause Switch | Switch signal which indicates the position of the Cruise Control Pause Switch used on Remote Cruise Control applications. The Cruise Control Pause Switch signal temporarily disables the Cruise Control function. 00 - Off 01 - On 10 - Error Indicator 11 -Take No Action |
| 1634 | Calibration Verification Number | Checksum of entire calibration, including code and data. Excludes RAM parameters, nonvolatile parameters that change during the life cycle of the module (hours of operation, freeze frame data, etc), or non emissions related parameters that may be changed |
| 1635 | Calibration Identification | Sixteen-byte calibration identification number. Uniquely identifies the software installed in the control module. The calibration ID must be unique, but does not need to be 16 bytes long. If the Calibration ID is less than 16 bytes, those unused bytes are reported at the end of the calibration ID as 0x00 (the 0x00 pad is placed in the least significant bytes of the Calibration Identifier when needed). The 0x00 if needed is added to the end of the ASCII character string for Calibration Identification. Limited to printable characters only. |
| 1636 | Engine Intake Manifold 1 Temperature (High Resolution) | Temperature of pre-combustion air found in intake manifold of engine air supply system. The higher resolution is required for control purposes. |
| 1637 | Engine Coolant Temperature (High Resolution) | Temperature of liquid found in engine cooling system. The higher resolution is required for control purposes. |
| 1638 | Hydraulic Temperature | Temperature of hydraulic fluid. |
| 1639 | Fan Speed | The speed of the fan associated with engine coolant system. |
| 1640 | Length/Number Requested | This is an 11-bit parameter which identifies the amount of memory (i.e. the range within the memory) over which the Tool desires an operation to be carried out when the Command of the Memory Access Request message is a Read, Write, Boot Load, or Error Detection and/or Correction Parameter (EDCP) Generation. |
| 1641 | Pointer Type | Indicates whether the Pointer and Pointer Extension are direct memory addresses (Pointer Type identifier = 0) or if the Pointer Extension is identifying a particular SPACE with the Pointer referencing a specific OBJECT within that particular SPACE (Pointer Type identifier = 1). 0 Direct Memory Addressing 1 Direct Spatial Addressing |
| 1642 | Command | This is a 3-bit parameter which allows the Tool to send Commands to the Device. All Memory Access Requests originate at a Tool and are considered Commands. Some of the values within the Command have been overlaid with the same values in Status so perhaps a similar variable can be used. |
| 1643 | Pointer Extension | This parameter is either the high order 8 bits of a complete direct memory address or the identifier of a particular spacial address. |
| 1644 | Pointer | If Pointer Type 0 is used, this 24-bit parameter, which has a value of 0 to 16,777,215 (0 to 0xFFFFFF) with no reserved ranges, is concatenated with the 8-bit Pointer Extension to form a direct memory address. The address thus formed represents the first address to be accessed within the memory in units of bytes. If Pointer Type 1 is used, the Pointer is to provide the identification of the specific OBJECT within whatever particular SPACE is being identified by the Pointer Extension. The direct memory address should be parsed as outlined below if the device memory width is other than 1 byte. |
| 1645 | Key/User_Level | This is a 2-byte parameter which is used by the Tool to primarily send a Key to the Device, but which can also be used by the Tool to provide a Password or a User_Level to the Device if desired (see APPENDIX C). This Key/User_Level parameter can be used to send these independent variables since they will never be transmitted within the same message (a Password or User_Level parameter would be sent at the beginning of an operation, while a Key CANNOT be sent until after the receipt of a Seed). |
| 1646 | Status (for DM 15) | This is a 3-bit parameter which allows the Device to return its Status. All Memory Access Requests originate at a Tool and are considered Commands. All Memory Access Responses originate at a Device and are considered Status. The device may choose to send further information on its status within the Error Indicator/EDC Parameter |
| 1647 | EDCP Extension | This is an 8-bit parameter used to identify how to handle the data in the Error Indicator/ EDC Parameter. This EDCP Extension parameter is used within the Memory Access Response message (Device to Tool). Meaning must be determined from a table of predefined values. If there is no Error Indicator/EDC Parameter being sent then this (EDCP Extension) parameter must be properly set (0b11111111). |
| 1648 | Error Indicator/EDC Parameter | This is a 24-bit parameter which has two uses. One is to transfer a checksum, CRC or other type of EDC parameter (or any segment thereof) from a device to a Tool within the Memory Access Response message. The second use is to send an Error Indicator any time the Device is not able to complete or act upon a Tool’s request. |
| 1649 | Length/Number Allowed | -bit parameter identifies the amount of memory (i.e. the range of memory) over which the Device is willing to allow a particular operation to be carried out. For ‘Proceed’ the length value is either in bytes or objects. When the Status of the Memory Access Request is Busy, Operation Failed, or Operation Completed the length is meaningless. The Device should therefore send it as '0' and the Tool should treat it as ‘DO NOT CARE’. |
| 1650 | Number of Occurrences of Raw Binary Data | This is an 8-bit (1-byte) parameter to be sent within the Binary Data Transfer PGN to provide information on the number of Raw Binary Data parameters which will follow when the message is single packet. Its value is between 1 and 7 when the Binary Data Transfer PGN is not multipacketed. |
| 1651 | Raw Binary Data | This is a 1-byte parameter representing the value for 1 byte of memory. It can have any value between 0 and 255 (0 and 0xFF) with no reserved values. |
| 1651 | Raw Binary Data | This is a 1-byte parameter representing the value for 1 byte of memory. It can have any value between 0 and 255 (0 and 0xFF) with no reserved values. |
| 1652 | Boot Load Data | This is a 1-byte parameter using the same SLOT as the Raw Binary Data. There shall be 8 occurrences of this parameter in the message. The meaning of this parameter is proprietary. The structure used to reference the program and verify the data is also proprietary. |
| 1653 | Vehicle Limiting Speed Governor Enable Switch | Switch signal which enables the Vehicle Limiting Speed Governor (VLSG) such that the vehicle speed may be either increased or decreased when the engine is off idle. 00 - Switch disabled 01 - Switched enabled 10 - Error 11 - Not available |
| 1654 | Vehicle Limiting Speed Governor Increment Switch | Switch signal which increases the Vehicle Limiting Speed Governor (VLSG). 00 - Switch in the off state 01 - Switch in the on state - increase 10 - Error 11 - Not available |
| 1655 | Vehicle Limiting Speed Governor Decrement Switch | Switch signal which decreases the Vehicle Limiting Speed Governor (VLSG). 00 - Switch in the off state 01 - Switch in the on state - decrease 10 - Error 11 - Not available |
| 1656 | Engine Automatic Start Enable Switch | Switch signal which enables the idle management system to be enabled. When this system is enabled with the engine in an idle mode and safe operating conditions existing, then the engine may be started or stopped automatically. 00 - Switch in the off state 01 - Switch in the on state 10 - Error 11 - Not available |
| 1657 | Engine Injector Needle Lift Sensor #1 | |
| 1658 | Engine Injector Needle Lift Sensor #2 | |
| 1659 | Engine Coolant System Thermostat | |
| 1660 | Engine Automatic Start Alarm | An audio alarm which is activated just before the Engine Automatic Start Feature is engaged |
| 1661 | Engine Automatic Start Lamp | A visible indication to the driver/operator that the Engine Automatic Start Feature is engaged |
| 1662 | Cab Interior Temperature Thermostat | Thermostat for driver/operator to set the desired cab temperature. Note: See SPN 1691 and SPN 170. |
| 1663 | Engine Automatic Start Safety Interlock Circuit | |
| 1664 | Engine Automatic Start Failed (Engine) | |
| 1665 | Engine Turbocharger Oil Level Switch | Switch signal which indicates the presence of oil at the turbocharger 00 = No oil present at turbocharger 01 = Oil present at turbocharger 10 = Error 11 = Not available |
| 1666 | Automatic Gear Shifting Enable Switch | Indicates that automated gear shifting is enabled via a switch 00 = Automated Gear Shifting is disabled 01 = Automated Gear Shifting is enabled 10 = Error 11 = Not available |
| 1667 | Retarder Requesting Brake Light | Indicates that whether the retarder is requesting that the brake lights are illuminated. 00 - Retarder is not requesting that the brake lights are illuminated 01 - Retarder is requesting that the brake lights are illuminated 10 - Reserved 11 - Not available/Take no action |
| 1668 | J1939 Network #4 | Identifies the action to be performed on the J1939 Network #4 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 1669 | J1939 Network #5 | |
| 1670 | J1939 Network #6 | |
| 1671 | J1939 Network #7 | |
| 1672 | J1939 Network #8 | |
| 1673 | J1939 Network #9 | |
| 1674 | J1939 Network #10 | |
| 1675 | Engine Starter Mode | There are several phases in a starting action and different reasons why a start cannot take place. 0000 start not requested 0001 starter active, gear not engaged 0010 starter active, gear engaged 0011 start finished; starter not active after having been actively engaged (after 50ms mode goes to 0000) 0100 starter inhibited due to engine already running 0101 starter inhibited due to engine not ready for start (preheating) 0110 starter inhibited due to driveline engaged or other transmission inhibit 0111 starter inhibited due to active immobilizer 1000 starter inhibited due to starter over-temp 1001 starter inhibited due to intake air shutoff valve being active 1010 starter inhibited due to active SCR inducement 1011 Reserved 1100 starter inhibited - reason unknown 1101 error (legacy implementation only, use 1110) 1110 error 1111 not available |
| 1676 | Auxiliary Heater Water Pump Status | Parameter indicating whether the auxiliary heater water pump is running 00 Water Pump is not running 01 Water Pump is running 10 Reserved 11 Not available |
| 1677 | Auxiliary Heater Mode | State of the auxiliary heater 0000 Heater not active 0001 Off due to ADR per European Regulations for Transport of hazardous materials 0010 Economy mode 0011 Normal mode 0100 Heater pump up-keep (running the equipment in order to keep it in good condition) 0101-1101 Not defined 1110 Error 1111 Not available |
| 1678 | Cab Ventilation | Indicates whether the cab is being ventilated or not. 00 Cab not ventilated 01 Cab is ventilated 10 Reserved 11 Not available |
| 1679 | Engine Heating Zone | Parameter indicating whether the engine zone is being heated. 00 Engine heating zone off 01 Engine heating zone on 10 Reserved 11 Not available |
| 1680 | Cab Heating Zone | Parameter indicating whether the cab zone is being heated. 00 Cab heating zone off 01 Cab heating zone on 10 Reserved 11 Not available |
| 1681 | Battery Main Switch Hold State | Parameter indicating whether the battery main switch is held due to an external request or not. The state battery main switch held indicates that the battery main switch is about to switch off. 00 Battery main switch not held 01 Battery main switch held 10 Reserved 11 Don't care/take no action |
| 1682 | Battery Main Switch Hold Request | Request to hold the battery main switch. 00 Release Battery Main Switch 01 Hold Battery Main Switch 10 undefined 11 Don't care/take no action |
| 1683 | Auxiliary Heater Mode Request | Request to activate the auxiliary heater. 0000 De-activate auxiliary heater 0001 Off due to ADR per European Regulations for Transport of hazardous materials 0010 Economy mode 0011 Normal mode 0100-1101 Not defined 1110 Reserved 1111 Don't care/take no action |
| 1684 | Auxiliary Heater Coolant Pump Request | Indicates whether to activate the auxiliary heater coolant water pump. 00 Deactivate water pump 01 Activate water pump 10 Reserved 11 Don't care/take no action |
| 1685 | Request Engine Zone Heating | Request to activate engine zone heating. 00 Do not heat engine zone 01 Heat engine zone 10 Reserved 11 Don't care/take no action |
| 1686 | Request Cab Zone Heating | Request to activate cab zone heating. 00 Do not heat cab engine zone 01 Heat cab zone 10 Reserved 11 Don't care/take no action |
| 1687 | Auxiliary Heater Output Coolant Temperature | Temperature of the auxiliary heater output coolant (I.e. water in a water heater system.) |
| 1688 | Auxiliary Heater Input Air Temperature | Temperature of the input air in an auxiliary heater system. |
| 1689 | Auxiliary Heater Output Power Percent | Current auxiliary heater output power, relative to the auxiliary heater maximum output power. |
| 1690 | Auxiliary Heater Maximum Output Power | The maximum output power of the auxiliary heater. |
| 1691 | Cab Interior Temperature Command | Parameter used to command a certain cab interior temperature. Note: See also SPN 170. SPN 1662 is an additional diagnostic SPN associated with cab temperature. |
| 1692 | Engine Intake Manifold Desired Absolute Pressure | The desired absolute intake manifold pressure (turbo boost limit) of the engine. |
| 1693 | Engine Turbocharger Wastegate Valve Position | The position of the turbocharger wastegate valve (not the electronic wastegate control valve). |
| 1694 | Engine Gas Mass Flow Sensor Fueling Correction | The amount of fuel the Gas Mass Flow Sensor is sensing should be added or subtracted compared to the maximum amount of fuel the control system allows the sensor to add or subtract. |
| 1695 | Engine Exhaust O2 Sensor Fueling Correction | The amount of fueling change required by the system based on the measured exhaust oxygen value compared to the maximum fueling change permitted by the system, expressed as percentages. |
| 1696 | Engine Exhaust O2 Sensor Closed Loop Operation | Indicates whether the engine is using the exhaust oxygen sensor to control the air/fuel ratio. 00 Engine not using the exhaust oxygen sensor (open loop) 01 Engine using the exhaust oxygen sensor for a closed loop operation 10 Reserved 11 Don't Care/take no action See also SPN 4240 for an implementation with more states. |
| 1697 | CTI Wheel End Electrical Fault | Indicates the status of electrical fault on CTI wheel interface. 00 Ok ( No Fault) 01 Not Defined 10 Error 11 Not Supported |
| 1698 | CTI Tire Status | Indicates the status of the tire. 00 Ok (no fault) 01 Tire leak detected 10 Error 11 Not Supported |
| 1699 | CTI Wheel Sensor Status | Indicates whether the wheel is being monitored by the CTI controller. 00 Off / isolated from CTI Pressure Controller 01 On (tire is polled) 10 Not Defined 11 Not Supported |
| 1700 | Lane Departure Imminent, Left Side | Indicates departure imminent on left side of lane. 00 Not imminent 01 Imminent 10 Reserved 11 Not used |
| 1701 | Lane Departure Imminent, Right Side | Indicates departure imminent on right side of lane. 00 Not imminent 01 Imminent 10 Reserved 11 Not Used |
| 1702 | Lane Departure Indication Enable Status | Indicates whether lane departure indication is active. 00 Lane Departure indication disabled 01 Lane Departure Indication enabled 10 Reserved 11 Not Used |
| 1703 | Lane Tracking Speaker - Right Side | Lane tracking right side output diagnostic object |
| 1704 | Lane Tracking Speaker - Left Side | Lane tracking left side output diagnostic object |
| 1705 | Forward View Imager System | Forward Imager system condition. Camera has no Param. Lane tracking has additional fail modes (bad markings) |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1706 | SPN Conversion Method | When this 1-bit field is equal to a zero, the SPN should be converted as it is defined. The February 1996 version of J1939-73 contained inadequate definitions to assure consistent implementations. Products implementing to February 1996 version of the document will always have this bit set to a one. When this is the case, the SPN is in either Version 1, 2 or 3 format. The original publication of this recommended practice defined that this bit be set to one. This particular implementation is no longer permitted. It provides context for some implementations prior to the adoption of the recommended setting as zero (version 4 definition). To clarify the ordering of bits and bytes within the SPN parameter (which is 19 bits long) and to keep that ordering consistent with other parameters in J1939-71 and J1939-73, the bit order has been respecified. See Version 4 below for the recommended formatting. Version 4 is required for any device complying with emissions related components. To reduce problems in interpretation of the SPNs the bit between the FMI field and the Occurrence Count field, previously reserved, will be cleared to zero to identify use of the currently specified SPN bit pattern. This bit now comprises an SPN Conversion Method for the purpose of maintaining usability of those implementations that are already in use. 0 means convert SPNs per the Version 4 definition below 1 means convert SPNs per Version 1, 2 or 3 specified below. The four versions of interpretation are: 1. SPN assumed to be sent most significant bit first 2. SPN represented as Intel format for most significant 16 bits with 3 least significant bits of 19 bits in with FMI value. 3. SPN represented as Intel format for all 19 bits (least significant sent first) 4. SPN represented as Intel format for all 19 bits with the SPN Conversion Method set to 0. |
| 1707 | Hydraulic Fan 2 Motor Pressure | The hydraulic pressure used to drive the second fan system, sensed before the hydraulic fan motor. |
| 1708 | Fan 2 Drive Bypass Command Status | Status of the Fan Drive Bypass Command for the second fan as being commanded by the ECU. The fan drive bypass diverts pump pressure away from the hydraulic motor to maintain the fan drive pressure. 0% is defined as no bypass (i.e. diverting no fan drive pressure) and 100% is defined as full bypass (i.e. diverting the maximum fan drive pressure) from the fan motor. |
| 1709 | Transmission Controller Power Relay | |
| 1710 | Lane Tracking Status Left Side | Indicates whether the left side is tracking lane. 00 Not Tracking Left side 01 Tracking Left side 10 Reserved 11 Don't care/Take no action |
| 1711 | Lane Tracking Status Right Side | Indicates whether right side is tracking lane. 00 Not Tracking Right side 01 Tracking Right side 10 Reserved 11 Don't Care/take no action |
| 1712 | Engine Extended Range Requested Speed Control Range Upper Limit | The maximum engine speed regardless of load that the engine will allow when operating in a speed control/limit mode, excluding any maximum momentary engine override speed, if supported. When the limit is higher than 2500 RPM the 'Requested Speed Control Range Upper Limit (Engine Configuration)' parameter (see SPN 536) will be transmitted with a value of 2500 RPM. |
| 1713 | Hydraulic Oil Filter Restriction Switch | This switch indicates whether hydraulic oil filter is clogged. This is not the transmission oil filter restriction switch, which is SPN 3359. 00 No restriction 01 Restriction exists on oil filter 10 Error 11 Not Available |
| 1714 | Operator Seat Direction Switch | Senses whether the operator seat is in the forward driving position 00 Operator seat not facing forward 01 Operator seat is facing forward 10 Error 11 Not Available |
| 1715 | Drivers Demand Retarder - Percent Torque | The Drivers demand retarder – percent torque is the maximum torque selected by the driver when one or more modes are selected by the driver, such as hand lever, switch, constant torque, constant velocity, etc. |
| 1716 | Retarder Selection, non-engine | The “Retarder Selection, non-engine” is the position of the driver’s selector for retarders that are not part of the engine system, expressed as percent and determined by the ratio of current position to the maximum possible position. The physical device may be a lever, rotary dial, combination of switches, or other device that the driver can use to select the type or amount of retardation needed. |
| 1717 | Actual Maximum Available Retarder - Percent Torque | This is the maximum amount of torque that the retarder can immediately deliver. It is the same as the maximum torque shown in the Retarder’s Configuration message, but allows for a much faster rate of change than could be communicated by reissuing the configuration message. Application Note: The purpose for this parameter is to allow a “Master” retarder controller to more accurately allocate the vehicle’s retarder requirements among multiple retarders. Its value should be the same as the value in the Configuration message at the time that message is assembled for broadcast, but may vary between those broadcasts. |
| 1718 | Damper Stiffness Request Front Axle | Demand value for the shock absorber control at the front axle. |
| 1719 | Damper Stiffness Request Rear Axle | Demand value for the shock absorber control at the rear axle. |
| 1720 | Damper Stiffness Request Lift / Tag Axle | Demand value for the shock absorber control at the lift or tag axle |
| 1721 | Relative Level Front Axle Left | Information of the height at the left side of the front axle referred to normal level 1. For explanations of normal level 1 see SPN 1734 - Nominal Level Front Axle. |
| 1722 | Relative Level Front Axle Right | Information of the height at the right side of the front axle referred to normal level 1. For explanations of normal level 1 see SPN 1734 - Nominal Level Front Axle. |
| 1723 | Relative Level Rear Axle Right | Information of the height at the left side of the rear axle referred to normal level 1. For explanations of normal level 1 see parameter SPN 1734 - Nominal Level Front Axle. |
| 1724 | Relative Level Rear Axle Left | Information of the height at the left side of the rear axle referred to normal level 1. For explanations of normal level 1 see parameter SPN 1734 - Nominal Level Front Axle. |
| 1725 | Bellow Pressure Front Axle Left | Information of the pressure of the air suspension bellow at the left side of the front axle |
| 1726 | Bellow Pressure Front Axle Right | Information of the pressure of the air suspension bellow at the right side of the front axle |
| 1727 | Bellow Pressure Rear Axle Left | Information of the pressure of the air suspension bellow at the left side of the rear axle |
| 1728 | Bellow Pressure Rear Axle Right | Information of the pressure of the air suspension bellow at the right side of the rear axle |
| 1729 | Damper Stiffness Front Axle | Damper stiffness information of the shock absorber control at the front axle |
| 1730 | Damper Stiffness Rear Axle | Damper stiffness information of the shock absorber control at the rear axle |
| 1731 | Damper Stiffness Lift / Tag Axle | Damper stiffness information of the shock absorber control at the lift of tag axle |
| 1732 | Level Preset Front Axle Left | Set value for nominal level 'preset level' at the left side of the front axle. This value is referred to 'Normal level 1'. For explanations of normal level 1 see parameter SPN 1734 - Nominal Level Front Axle. |
| 1733 | Nominal Level Rear Axle | Signal which indicates the nominal (desired) height of the rear axle to be controlled by the suspension system. For further explanations see SPN 1734 - Nominal Level Front Axle. 0000 Level not specified,(i.e. the nominal level is none of the specified levels, no error condition) 0001 "Normal Level 1,(i.e. the level prescribed for normal driving, given by design) 0010 "Normal Level 2,(i.e. a level permitted for driving, for example to lower the vehicle in case of high speed) 0011 "Normal Level 3,(i.e. a level permitted for driving, for example to lift the vehicle in case of offroad) 0100 "Preset Level,(i.e. a level to be defined externally via CAN) 0101 "Customer Level,(i.e. a level to be defined by customer via parameter setting) 0110 "Upper Level,(i.e. the highest level to be controlled) 0111 "Lower Level,(i.e. the lowest level to be controlled) 1000 Level change stopped 1001 Raising 1010 Lowering 1011-1101 Reserved 1110 Error 1111 Not available |
| 1734 | Nominal Level Front Axle | Signal which indicates the nominal (desired) height of the front axle to be controlled by the suspension system. These heights are discrete levels. They are the upper level, lower level, normal level 1, normal level 2, normal level 3, customer level, and preset level. Refer to Figure SPN1734_A. ? Upper Level is the highest mechanically available height of the vehicle. ? Lower Level is the lowest mechanically available height of the vehicle. Normal Levels 1, 2 and 3 are heights normally used during driving. ? Normal Level 1 is most often used and is given by design. ? Normal Level 2 may be chosen, for example, to be lower than Normal Level 1 for the purpose of reducing fuel consumption while driving on highways. ? Normal Level 3 may be chosen above Normal Level 1 for driving off road. The preset level has to be set by means of ASC 6 (PGN: 53504). States 'Raising' and 'Lowering' are only active when corresponding states are requested in SPN 1751. This provides the possibility to adjust vehicle to a level other than the predefined levels. 0000 Level not specified,(i.e. the nominal level is none of the specified levels, no error condition) 0001 "Normal Level 1,(i.e. the level prescribed for normal driving, given by design) 0010 "Normal Level 2,(i.e. a level permitted for driving, for example to lower the vehicle in case of high speed) 0011 "Normal Level 3,(i.e. a level permitted for driving, for example to lift the vehicle in case of offroad) 0100 "Preset Level,(i.e. a level to be defined externally via CAN) 0101 "Customer Level,(i.e. a level to be defined by customer via parameter setting) 0110 "Upper Level,(i.e. the highest level to be controlled) 0111 "Lower Level,(i.e. the lowest level to be controlled) 1000 Level change stopped 1001 Raising 1010 Lowering 1011-1101 Reserved 1110 Error 1111 Not available |
| 1735 | Level Preset Rear Axle Right | Set value for nominal level 'preset level' at the right side of the rear axle. This value is referred to 'Normal level 1'. For explanations of normal level 1 see SPN 1734 - Nominal Level Front Axle. |
| 1736 | Above Nominal Level Rear Axle | Signal which indicates whether the actual height of the rear axle is above the nominal (desired) level of the rear axle. For explanations of nominal level see parameter SPN 1734 - Nominal Level Front Axle. 00 Not above 01 Above 10 Error 11 Not available |
| 1737 | Above Nominal Level Front Axle | Signal which indicates whether the actual height of the front axle is above the nominal (desired) level of the front axle. For explanations of nominal level see SPN 1734 - Nominal Level Front Axle. 00 Not above 01 Above 10 Error 11 Not available |
| 1738 | Below Nominal Level Front Axle | Signal which indicates whether the actual height of the front axle is below the nominal (desired) level for the front axle. For explanations of nominal level see parameter SPN 1734 - Nominal Level Front Axle. 00 Not below 01 Below 10 Error 11 Not available |
| 1739 | Lifting Control Mode Front Axle | Signal which indicates the actual lifting level change at the front axle 00 Lifting not active 01 Lifting active 10 Error 11 Not available |
| 1740 | Lowering Control Mode Front Axle | Signal which indicates the actual lowering level change at the front axle 00 Lowering not active 01 Lowering active 10 Error 11 Not available |
| 1741 | Level Control Mode | Signal which indicates the actual control mode of the air suspension system 0000 Normal operation; i.e. the system performs a "pure" control of the vehicle height 0001 Traction help (load transfer); i.e. the driven axle is loaded to a maximum value given by legislation or design 0010 Load fixing; i.e. the driven axlen is loaded to a value defined by the driver 0011 Pressure ratio 1; i.e. the ratio between the pressures at the driven axle and at the third axle is controlled, so that the ratio equals a fixed value 1 0100 Pressure ratio 2; i.e. the ratio between the pressures at the driven axle and at the third axle is controlled, so that the ratio equals a fixed value 2 0101 Optimum traction 1; i.e. the pressure at the driven axle is controlled at a fixed value 1 0110 Optimum traction 2; i.e. the pressure at the driven axle is controlled at a fixed value 2 0111 Traction help - load reduce; (i.e. the driven axle load is reduced to normal load condition) 1000 Exhausting bellow function; i.e. the bellows are exhausted totally 1001 Air suspension control prohibited ( i.e. hold current pressures in all suspension devices.) 1010 Automatic air suspension control prohibited 1011 Force to bumper level request is in effect 1100-1101 Not defined 1110 Error 1111 Not available |
| 1742 | Kneeling Information | Signal which indicates the actual level change in case of kneeling function 0000 Not active,(i.e. the kneeling function is not active") 0001Lowering active,(i.e. the vehicle is lowered due to a kneeling request) 0010 Kneeling level reached,(i.e. the vehicle is at the fixed kneeling level) 0011 Lifting active,(i.e. the vehicle is lifted due to a recover request) 0100 Kneeling aborted,(i.e. in case of manual actuation the request was dropped before the kneeling level was reached) 0101-1101 Not defined 1110 Error 1111 Not available |
| 1743 | Lift Axle 1 Position | Signal which indicates the position / load condition of lift axle / tag axle #1. Numbering of lift/tag axles starts at front axle. 00 Lift axle position down / tag axle laden 01 Lift axle position up / tag axle unladen 10 Error 11 Not available |
| 1744 | Door Release | Signal which indicates that the doors may be opened. [Please note: doors instead of door!] In case a kneeling request is active the ASC indicates during lowering the vehicle "doors shall not be opened" as a security information until the kneeling level is reached. Then "doors may be opened" is sent. 00 Doors may not be opened 01 Doors may be opened 10 Error 11 Not available |
| 1745 | Vehicle Motion Inhibit | Signal which indicates whether vehicle motion is inhibited. 00 Vehicle may be moved 01 Vehicle motion is inhibited 10 Error 11 Not available |
| 1746 | Security Device | The signal which indicates the status of the security device. An example of a security device is a curbstone feeler installed beneath the doors of a bus. If the security device becomes active during kneeling the kneeling process (lowering) is stopped and the vehicle lifts back to the starting level. 00 Not active 01 Active 10 Error 11 Not available |
| 1747 | Kneeling Control Mode Request | Command signal to select the kneeling functionality 00 Automatically actuated 01 Manually actuated 10 Reserved 11 Don't care/take no action |
| 1748 | Kneeling Request Right Side | Command signal to activate the kneeling functionality on the right side of the vehicle 00 No kneeling request 01 Kneeling request 10 Reserved 11 Don't care/take no action |
| 1749 | Kneeling Request Left Side | Command signal to activate the kneeling functionality on the left side of the vehicle 00 No kneeling request 01 Kneeling request 10 Reserved 11 Don't care/take no action |
| 1750 | Nominal Level Request Rear Axle | Command signal to activate a level of the rear axle programmed and/or memorized in the ECU. For explanations of nominal level see SPN 1734 - Nominal Level Front Axle. 0000 No level request 0001 Normal Level 1,(i.e. the level prescribed for normal driving, given by design) 0010 Normal Level 2,(i.e. a level permitted for driving, for example to lower the vehicle in case of high speed) 0011 Normal Level 3,(i.e. a level permitted for driving, for example to lift the vehicle in case of offroad) 0100 Preset Level,(i.e. a level to be defined externally via CAN) 0101 Customer Level,(i.e. a level to be defined by customer via parameter setting) 0110 Upper Level,(i.e. the highest level to be controlled) 0111 Lower Level,(i.e. the lowest level to be controlled) 1000 Stop level change,(i.e. the level change in process shall be stopped immediately) 1001 Raise Request (Continuously raising front axle, as long as active). 1010 Lower Request (Continuously lowering front axle, as long as active). 1011-1101 Not defined 1110 Reserved 1111 Don't care/take no action |
| 1751 | Nominal Level Request Front Axle | Command signal to activate a level of the front axle programmed and/or memorized in the ECU For explanations of nominal level see SPN 1734 - Nominal Level Front Axle. 0000 No level request 0001 Normal Level 1,(i.e. the level prescribed for normal driving, given by design) 0010 Normal Level 2,(i.e. a level permitted for driving, for example to lower the vehicle in case of high speed) 0011 Normal Level 3,(i.e. a level permitted for driving, for example to lift the vehicle in case of offroad) 0100 Preset Level,(i.e. a level to be defined externally via CAN) 0101 Customer Level,(i.e. a level to be defined by customer via parameter setting) 0110 Upper Level,(i.e. the highest level to be controlled) 0111 Lower Level,(i.e. the lowest level to be controlled) 1000 Stop level change,(i.e. the level change in process shall be stopped immediately) 1001 Raise Request (Continuously raising front axle, as long as active). 1010 Lower Request (Continuously lowering front axle, as long as active). 1011-1101 Not defined 1110 Reserved 1111 Don't care/take no action |
| 1752 | Lift Axle 1 Position Command | Signal to command the position/load condition of lift/tag axle #1. Numbering of lift/tag axles starts at front axle. 00 Lift axle position down / tag axle laden 01 Lift axle position up / tag axle unladen 10 Reserved 11 Don't care/take no action |
| 1753 | Level Control Mode Request | Command signal to activate a level control mode 0000 Normal operation; i.e. the system performs a "pure" control of the vehicle height 0001 Traction help (load transfer); i.e. the driven axle is loaded to a maximum value given by legislation or design 0010 Load fixing; i.e. the driven axle is loaded to a value defined by the driver 0011 Pressure ratio 1; i.e. the ratio between the pressures at the driven axle and at the third axle is controlled, so that the ratio equals a fixed value 1 0100 Pressure ratio 2; i.e. the ratio between the pressures at the driven axle and at the third axle is controlled, so that the ratio equals a fixed value 2 0101 Optimum traction 1; i.e. the pressure at the driven axle is controlled at a fixed value 1 0110 Optimum traction 2; i.e. the pressure at the driven axle is controlled at a fixed value 2 0111 Traction help - load reduce; (i.e. reduce axle load of driven axle to normal load condition) 1000 Exhaust bellows 1001 Force to bumper level 1010 -1101 Not defined 1110 Reserved 1111 Don't care/take no action Mode 1001 would be used to override other level change requests and force an immediate return to bumper level, e.g. in a situation where the vehicle is in danger of tilting. |
| 1754 | Below Nominal Level Rear Axle | Signal which indicates whether the actual height of the rear axle is below the nominal (desired) level for the rear axle. For explanations of nominal level see SPN 1734 - Nominal Level Front Axle. 00 Not below 01 Below 10 Error 11 Not available |
| 1755 | Lowering Control Mode Rear Axle | Signal which indicates the actual lowering level change at the rear axle 00 Lowering not active 01 Lowering active 10 Error 11 Not available |
| 1756 | Lifting Control Mode Rear Axle | Signal which indicates the actual lifting level change at the rear axle 00 Lifting not active 01 Lifting active 10 Error 11 Not available |
| 1757 | Level Preset Front Axle Right | Set value for nominal level 'preset level' at the right side of the front axle. This value is referred to 'Normal level 1'. For explanations of normal level 1 see SPN 1734 - Nominal Level Front Axle. |
| 1758 | Level Preset Rear Axle Left | Set value for nominal level 'preset level' at the left side of the rear axle. This value is referred to 'Normal level 1'. For explanations of normal level 1 see SPN 1734 - Nominal Level Front Axle. |
| 1759 | Blade Height Set Point - High Resolution | High resolution for the laser guided blade set point. The high resolution required for more accurate control and 'accurate' unit conversions. Negative values are below grade, positive values are above grade, zero is on grade. |
| 1760 | Gross Combination Vehicle Weight | The total weight of the truck and all attached trailers. |
| 1761 | Aftertreatment 1 Diesel Exhaust Fluid Tank Level | Ratio of volume of diesel exhaust fluid to the total volume of diesel exhaust fluid storage container. 0 % = Empty 100% = Full Parameter Specific Indicator: A value of 0xFB indicates conditions are not acceptable for a valid measurement. |
| 1762 | Hydraulic Pressure | Hydraulic pressure measured at the output of the hydraulic pump. |
| 1763 | Engine Hydraulic Pressure Governor Mode Indicator | Mode for governor operation is hydraulic pressure control. 00 Disabled 01 Enabled 10 Error Indicator 11 Not Available |
| 1764 | Engine Hydraulic Pressure Governor Switch | Switch that sets the mode of hydraulic governor 00 Pressure Mode Inactive 01 Pressure Mode Active 10 Error Indicator 11 Not Available |
| 1765 | Engine Fuel Valve 1 Commanded Position | The commanded position of the first fuel valve that is metering the fuel flow to the engine. |
| 1766 | Engine Fuel Valve 2 Commanded Position | The commanded position of the second fuel valve that is metering the fuel flow to the engine. |
| 1767 | Specific Heat Ratio | The specific heat ratio of the fuel. |
| 1768 | Engine Low Limit Threshold for Maximum RPM from Engine | Minimum allowable value for maximum continuous RPM from engine |
| 1769 | Engine High Limit Threshold for Minimum Continuous Engine RPM | Maximum allowable value for minimum continuous RPM from engine |
| 1770 | Engine Low Limit Threshold for Maximum Torque from Engine | Minimum allowable value for maximum continuous torque from engine |
| 1771 | Engine High Limit Threshold for Minimum Continuous Torque from Engine | Maximum allowable value for minimum continuous torque from engine |
| 1772 | Engine Maximum Continuous RPM | Applied limit for maximum continuous engine RPM |
| 1773 | Engine Minimum Continuous RPM | Applied limit for minimum continuous engine RPM |
| 1774 | Engine Maximum Continuous Torque | Applied limit for maximum continuous engine torque. |
| 1775 | Engine Minimum Continuous Torque | Applied limit for minimum continuous engine torque |
| 1776 | Low Limit Threshold for Maximum RPM from Retarder | Minimum allowable value for maximum continuous retarder speed |
| 1777 | High Limit Threshold for Minimum Continuous RPM from Retarder | Maximum allowable value for minimum continuous retarder speed |
| 1778 | Low Limit Threshold for Maximum Torque from Retarder | Minimum allowable value for maximum continuous retarder torque. |
| 1779 | High Limit Threshold for Minimum Continuous Torque from Retarder | Maximum allowable value for minimum continuous retarder torque. |
| 1780 | Maximum Continuous Retarder Speed | Applied limit for maximum continuous retarder RPM |
| 1781 | Minimum Continuous Retarder Speed | Applied limit for minimum continuous retarder RPM |
| 1782 | Maximum Continuous Retarder Torque | Applied limit for maximum continuous retarder torque. |
| 1783 | Minimum Continuous Retarder Torque | Applied limit for minimum continuous retarder torque |
| 1784 | Engine Speed Limit Request - Minimum Continuous | Requested minimum continuous engine speed |
| 1785 | Engine Speed Limit Request - Maximum Continuous | Requested maximum continuous engine speed |
| 1786 | Engine Torque Limit Request - Minimum Continuous | Requested minimum continuous engine torque (operating range: 0 to 125%) |
| 1787 | Engine Torque Limit Request - Maximum Continuous | Requested maximum continuous engine torque (operating range: 0 to 125%) |
| 1788 | Minimum Continuous Retarder Speed Limit Request | Requested minimum continuous retarder speed |
| 1789 | Maximum Continuous Retarder Speed Limit Request | Requested maximum continuous retarder speed |
| 1790 | Minimum Continuous Retarder Torque Limit Request | Requested minimum continuous retarder torque (operating range: -125 to 0%) |
| 1791 | Maximum Continuous Retarder Torque Limit Request | Requested maximum continuous retarder torque (operating range: -125 to 0%) |
| 1792 | Tractor-Mounted Trailer ABS Warning Signal | This parameter commands the tractor-mounted trailer ABS optical warning signal. 00 Off 01 On 10 Reserved 11 Take no action |
| 1793 | ATC/ASR Information Signal | This parameter commands the ATC/ASR driver information signal, for example a dash lamp. 00 Off 01 On 10 Reserved 11 Take no action |
| 1794 | Engine Moment of Inertia | Moment of inertia for the engine, including items driven full-time by the engine such as fuel, oil and cooling pumps. The inertia from the following items are not included: flywheel, alternator, compressor, fan, and other engine-driven accessories. |
| 1795 | Alternator Current (High Range/Resolution) | This parameter indicates the amount of electrical current output from the alternator of the main vehicle. Alternator Current (SPN 115) has a lower range and resolution. |
| 1796 | ACC Distance Alert Signal | Signal to indicate to the operator that the ACC system is not able to maintain the distance to the target. Example: Target stopping rapidly. This signal may be used to activate warning sounds or indicators. 00 ACC DAS Not Active 01 ACC DAS Active 10 Reserved 11 Take no action |
| 1797 | ACC System Shutoff Warning | Signal to warn the driver of system deactivation due to non-driver actions. Example: Attempting to control vehicle speed below or above limits of ACC. This signal may be used to activate warning sounds or indicators. 00 ACC SSOW Not Active 01 ACC SSOW Active 10 Reserved 11 Take no action |
| 1798 | ACC Target Detected | Signal to indicate to the driver that the ACC system has detected a target. 00 No targets detected 01 Target detected 10 Reserved 11 Take no action |
| 1799 | Requested ACC Distance Mode | The Requested Distance Control Mode to the ACC system from the operators interface. The ACC Set Distance Mode (SPN 1589) indicates the selected Distance Control Mode for the ACC system. This parameter is the driver requested setting for this. 000 Requested ACC Distance Mode #1 (largest distance) 001 Requested ACC Distance Mode #2 010 Requested ACC Distance Mode #3 011 Requested ACC Distance Mode #4 100 Requested ACC Distance Mode #5 (shortest distance) 101 not defined 110 error condition 111 not available |
| 1800 | Battery 1 Temperature | Temperature of the battery 1. The relation to physical location is determined by the equipment manufacturer. |
| 1801 | Battery 2 Temperature | Temperature of the battery 2. The relation to physical location is determined by the equipment manufacturer. |
| 1802 | Engine Intake Manifold 5 Temperature | Temperature of pre-combustion air found in intake manifold number 5 of engine air supply system. |
| 1803 | Engine Intake Manifold 6 Temperature | Temperature of pre-combustion air found in intake manifold number 6 of engine air supply system. |
| 1804 | Engine Start Enable Device 2 | Devices that assist an engine in starting, e.g. intake heaters, ether, or an alternate/secondary starting aid. May be of the same type or different than Start Enable Device 1 (SPN 626). Parameter indicating whether the start enable device 2 is ON or OFF. 00 - start enable OFF 01 - start enable ON 10 - reserved 11 - not available |
| 1805 | LED Display Mode Control | This parameter informs the system what the selected Display mode will be. 0000 - Center On-Grade Display Mode 1 ( 5 CHANNEL ) 0001 - Offset On-Grade Display Mode 0010 - Center On-Grade Display Mode 2 ( 7 CHANNEL ) 0011 - 1110 Reserved 1111 - Not Available or Not Applicable |
| 1806 | LED Display Deadband Control | This parameter informs the system what the selected Display deadband will be. 0000 +/- 4.5 mm (0.015 feet, 0.18 inches) 0001 +/- 12 mm (0.040 feet, 0.45 inches) 0010 +/- 24 mm (0.080 feet, 0.96 inches) 0011 +/- 5 mm (0.017 feet, 0.2 inches) 0100 +/- 1 mm (0.003 feet, 0.04 inches) 0101 - 1110 Reserved 1111 Not Available or Not applicable |
| 1807 | Steering Wheel Angle | The main operator`s steering wheel angle (on the steering column, not the actual wheel angle). The vehicle being steered to the left (counterclockwise) results in a positive steering wheel angle. This is the yaw angle of the steering wheel with the z-axis along the centerline of the steering column. This parameter is defined according to a Z-Up axis system and the sign of the value is in accordance to the right-hand rule, as specified in SAE J670. As specified in SAE J670, a Z-Up Axis System has positive X directed forward, positive Y to the left, and positive Z directed up. |
| 1808 | Yaw Rate | Indicates the rate of rotation about the vertical axis (i.e. the z-axis). A positive yaw rate signal results when the vehicle turns counter-clockwise. This parameter is defined according to a Z-Up axis system and the sign of the value is in accordance to the right-hand rule, as specified in SAE J670. As specified in SAE J670, a Z-Up Axis System has positive X directed forward, positive Y to the left, and positive Z directed up. See SPN 4985 for an alternate range and resolution using a Z-Down Axis System. |
| 1809 | Lateral Acceleration | Indicates a lateral acceleration of the vehicle (the component of vehicle acceleration vector along the Y-axis). A positive lateral acceleration signal results when the vehicle is accelerated to the left. This parameter is defined according to a Z-Up axis system and the sign of the value is in accordance to the right-hand rule, as specified in SAE J670. As specified in SAE J670, a Z-Up Axis System has positive X directed forward, positive Y to the left, and positive Z directed up. See SPN 5347 for an alternate range and resolution. |
| 1810 | Longitudinal Acceleration | Indicates the longitudinal acceleration of the vehicle. A positive longitudinal acceleration signal results when the vehicle speed increases, regardless of driving the vehicle forward or backward. This parameter is applicable to vehicle speed measurement systems, such as passive wheel speed sensors, that are not capable of determining the direction of the vehicle motion. See SPN 5348 for an alternate longitudinal acceleration. |
| 1811 | Steering Wheel Turn Counter | Indicates number of steering wheel turns, absolute position or relative position at ignition on. Positive values indicate left turns. |
| 1812 | Steering Wheel Angle Sensor Type | Indicates whether the steering wheel angle sensor is capable of absolute measuring of the number of steering wheel turns or not (relative measuring to position at ignition on). 00 Relative measuring principle 01 Absolute measuring principle 10 Reserved 11 Not Available |
| 1813 | VDC Information Signal | This parameter commands the VDC information signal, for example a dash lamp. 00 Off 01 On 10 Reserved 11 Don't care/Take no action |
| 1814 | VDC Fully Operational | Signal that indicates whether VDC is fully operational or whether its functionality is reduced by a permanent or temporary (e.g. low voltage) defect, by intended action (e.g. disabled by a switch or during special diagnostic procedures), not configured or not yet fully initialized (e.g. missing initialization or configuration message). VDC contains ROP and YC. 00 Not fully operational 01 Fully operational 10 Reserved 11 Don't care/Take no action |
| 1815 | VDC brake light request | Indicates whether VDC requests to turn the vehicle brake lights on 00 Turn brake light not on 01 Turn brake light on 10 Reserved 11 Don't care/Take no action |
| 1816 | ROP Engine Control active | State Signal which indicates that the Roll Over Prevention (ROP) has commanded engine control to be active. Within the physical limits, ROP attempts to prevent rolling over of the vehicle. Active means that ROP actually tries to control the engine. This state signal is independent of other control commands to the engine which may have higher priority. 00 ROP engine control passive but installed 01 ROP engine control active 10 Reserved 11 Don't care/Take no action |
| 1817 | YC Engine Control active | State Signal which indicates that the Yaw Control (YC) has commanded engine control to be active. Within the physical limits, YC attempts to prevent yawing of the vehicle. Active means that YC actually tries to control the engine. This state signal is independent of other control commands to the engine which may have higher priority. 00 YC engine control passive but installed 01 YC engine control active 10 Reserved 11 Don't care/Take no action |
| 1818 | ROP Brake Control active | State signal which indicates that Roll over Prevention (ROP) has activated brake control. Active means that ROP actually controls wheel brake pressure at one or more wheels of the vehicle or vehicle combination. Within the physical limits, ROP attempts to prevent rolling over of the vehicle. 00 ROP brake control passive but installed 01 ROP brake control active 10 Reserved 11 Don't care/Take no action |
| 1819 | YC Brake Control active | State signal which indicates that Yaw Control (YC) has activated brake control. Active means that YC actually controls wheel brake pressure at one or more wheels of the vehicle or vehicle combination. Within the physical limits, YC attempts to prevent yawing of the vehicle. 00 YC brake control passive but installed 01 YC brake control active 10 Reserved 11 Don't care/Take no action |
| 1820 | Ramp / Wheel Chair Lift Position | Signal which indicates the actual position of the ramp / wheel chair lift. 00 Inside bus 01 Outside bus 10 Error 11 Not available |
| 1821 | Position of doors | Signal which indicates the actual position of the doors. 0000 At least 1 door is open 0001 Closing last door 0010 All doors closed 0011-1101 Not defined 1110 Error 1111 Not available |
| 1822 | Lift Axle 2 Position | Signal which indicates the position / load condition of lift axle / tag axle #2. Numbering of lift/tag axles starts at front axle. 00 Lift axle position down / tag axle laden 01 Lift axle position up / tag axle unladen 10 Error 11 Not available |
| 1823 | Rear Axle in Bumper Range | Signal which indicates that the vehicle height at the rear axle (SPNs 1723 and 1724) is within the bumper range. 00 Actual level out of bumper range 01 Actual level within bumper range 10 Error 11 Not available |
| 1824 | Front Axle in Bumper Range | Signal which indicates that the vehicle height at the front axle (SPNs 1721 and 1722) is within the bumper range. 00 Actual level out of bumper range 01 Actual level within bumper range 10 Error 11 Not available |
| 1825 | Suspension Remote control 2 | Signal which indicates that the suspension system is controlled by remote control #2. Remote control is an external unit to operate the suspension system. 00 Not active 01 Active 10 Error 11 Not available |
| 1826 | Suspension Remote Control 1 | Signal which indicates that the suspension system is controlled by remote control #1. Remote control is an external unit to operate the suspension system. 00 Not active 01 Active 10 Error 11 Not available |
| 1827 | Suspension Control Refusal Information | Signal which indicates that the air suspension control cannot perform a request due to the operating conditions. It also provides a reason for the refusal. 0000 Actual request not refused 0001 Axle load limit reached (load transfer) 0010 Would exceed axle load limit (tag axle) 0011 Bogie differential not locked 0100 Above speed limit 0101 Below speed limit 0110 General reject; I.e. no specified reason applies 0111 Requested level not available 1000 - 1101 Not defined 1110 Error 1111 Not available |
| 1828 | Lift Axle 2 Position Command | Signal to command the position / load condition of lift / tag axle #2. Numbering of lift/tag axles starts at front axle. 00 Lift axle position down / tag axle laden 01 Lift axle position up / tag axle unladen 10 Reserved 11 Don't care/take no action |
| 1829 | Kneeling Command - Rear Axle | Command signal to activate the kneeling functionality at the rear axle of the vehicle. 00 Deactivate kneeling 01 Activate kneeling 10 Reserved 11 Don't care/take no action |
| 1830 | Kneeling Command - Front Axle | Command signal to activate the kneeling functionality at the front axle of the vehicle 00 Deactivate kneeling 01 Activate kneeling 10 Reserved 11 Don't care/take no action |
| 1831 | Electronic Shock Absorber Control Mode - Lift/Tag Axle | Signal which indicates the current mode of operation of the electronic shock absorber control at the lift/tag axle. 00 Normal operation dampers passive 01 Normal operation dampers active 10 Error 11 Not available |
| 1832 | Electronic Shock Absorber Control Mode - Rear Axle | Signal which indicates the current mode of operation of the electronic shock absorber control at the rear axle. 00 Normal operation dampers passive 01 Normal operation dampers active 10 Error 11 Not available |
| 1833 | Electronic Shock Absorber Control Mode - Front Axle | Signal which indicates the current mode of operation of the electronic shock absorber control at the front axle. 00 Normal operation dampers passive 01 Normal operation dampers active 10 Error 11 Not available |
| 1834 | Engine Total Average Fuel Rate | Average fuel rate, equal to total fuel used divided by total engine hours, over the life of the engine |
| 1835 | Engine Total Average Fuel Economy | Average fuel economy, equal to total vehicle distance divided by total fuel used, over the life of the engine |
| 1836 | Trailer ABS Status | State signal which indicates that ABS in the trailer is actively controlling the brakes. A message is sent to the tractor from the trailer (i.e. by PLC). The receiving device in the tractor transfers this information to the J1939 network. At the beginning of power on the message is sent by the trailer to indicate if this status information is supported. Timeout of the trailer ABS active can be done by monitoring of the Trailer warning light information. 00 Trailer ABS Status Information Available But Not Active 01 Trailer ABS Active 10 Reserved 11 Trailer ABS Status Information Not Available or Parameter Not Supported |
| 1837 | Convoy Driving Lamp Select | Black Out Convoy Driving Lamp Selection 00 Off 01 On 10 Reserved 11 Not Supported |
| 1838 | Convoy Lamp Select | Black Out Convoy Lamp Selection 00 Off 01 On 10 Reserved 11 Not Supported |
| 1839 | Front Black Out Marker Lamp Select | Front Black Out Marker Lamp Selection 00 Off 01 On 10 Reserved 11 Not Supported |
| 1840 | Rear Black Out Marker Select | Rear Black Out Marker Selection 00 Off 01 On 10 Reserved 11 Not Supported |
| 1841 | Black Out Brake/Stop Lamp Select | Black Out Brake/Stop Lamp Selection 00 Off 01 On 10 Reserved 11 Not Supported |
| 1842 | Black Out Work Lamp Select | Black Out Work Lamp Selection 00 Off 01 On 10 Reserved 11 Not Supported |
| 1843 | Night Vision Illuminator Select | Night Vision Illuminator Selection 00 Off 01 On 10 Reserved 11 Not Supported |
| 1844 | Operators Black Out Intensity Selection | Operators Selection of lamp intensity in black out mode. This parameter provides the operators selected illumination intensity as a percentage of available full scale. This parameter would be typically used as a dash or instrument cluster intensity adjustment. |
| 1845 | Transmission Torque Limit | Parameter provided to the engine from the transmission as a torque limit to be invoked by the engine in the event that J1939 communication with the transmission is lost. The intention is to protect transmissions that use a continuous torque limit during torque converter mode or operation in specific lower gears, where stall or drivetrain torque may reach levels higher than the gearbox capacity. If communication is lost during torque limited operation, unrestricted engine torque output could harm the transmission. It is recommended that engines use reception of the ETC#1 message as a transmission “heartbeat”. In the event that the ETC#1 message is not received in a time period of 5 times its’ broadcast rate (5 x 10 ms = 50 ms), the engine should invoke a torque limit holding the engine to less than or equal to the value of the Transmission Torque Limit parameter. The engine may release the limit when transmission-to-engine communication is re-established. A value of 0xFF00 to 0xFFFF indicates that no transmission torque limit is desired. It is expected that the engine will record this torque value in non-volatile memory and will include this in the engine configuration PGN as parameter Engine Default Torque Limit (SPN 1846) If the engine observes change in this parameter value on power-up, the engine should record the new value. |
| 1846 | Engine Default Torque Limit | Companion parameter to Transmission Torque Limit (SPN 1845). This “echo” parameter provides confirmation to the transmission that the engine has received and will invoke the requested Transmission Torque Limit in the event that J1939 communication is lost between the two devices. If the engine supports this protection logic, the Engine Default Torque Limit parameter should be set equal to the Transmission Torque Limit parameter as received in the Transmission Configuration 2 message (PGN 65099). Otherwise, an Engine Default Torque Limit value of FF00 to FFFF indicates that no engine default torque limit has been received or set. The intention is to protect transmissions that use a continuous torque limit during torque converter mode or operation in specific lower gears, where stall or drivetrain torque may reach levels higher than the gearbox capacity. If communication is lost during torque limited operation, unrestricted engine torque output could harm the transmission. It is recommended that engines use reception of the ETC#1 message as a transmission “heartbeat”. In the event that the ETC#1 message is not received in a time period of 5 times its’ broadcast rate (5 x 10 ms = 50 ms), the engine should invoke a torque limit holding the engine to less than or equal to the value of the Transmission Torque Limit parameter. The engine may release the limit when engine-to-transmission communication is re-established. |
| 1849 | Transmission Requested Range Display Flash State | State signal indicating a transmission request for the display of the Transmission Requested Range parameter (SPN 162) to flash or not to flash. The ‘Transmission Requested Range Display Flash State’ indicator can be utilized by (but not limited to) the shift console, instrument cluster, or cab display. Definition of the cause of this state is at the discretion of the transmission manufacturer. The flash period shall be 700 ms @ 50% duty cycle. Transmission manufacturers may want to flash the Transmission Requested Range display depending on certain events. It could be because a gear could not be attained, or because fluid is low, etc. Indicator should be on for 350 ms and off for 350 ms. Transmissions supporting both this parameter and the Transmission Requested Range Display Blank State should treat the active states of these parameters as mutually exclusive; both parameters should not indicate "active" at the same time. 00 Inactive; Transmission Requested Range display should not be flashing 01 Active; Transmission Requested Range display should be flashing 10 Reserved 11 Take no action |
| 1850 | Transmission Requested Range Display Blank State | State signal indicating a transmission request for the display of the Transmission Requested Range parameter (SPN162) to be blanked or not blanked. The ‘Transmission Requested Range Display Blank State’ indicator can be utilized by (but not limited to) the shift console, instrument cluster, or cab display. Definition of the cause of this state is at the discretion of the transmission manufacturer Transmission manufacturers may want to blank the Transmission Requested Range display depending on certain events. Typically it is an indication of a shift selector problem. Transmissions supporting both this parameter and the Transmission Requested Range Display Flash State should treat the active states of these parameters as mutually exclusive; both parameters should not indicate "active" at the same time. 00 Inactive; Transmission Requested Range display should not be blanked 01 Active; Transmission Requested Range display should be blanked 10 Reserved 11 Take no action |
| 1851 | Transmission Shift Inhibit Indicator | State signal indicating a transmission request for the Shift Inhibit Indicator to be active or inactive. The shift inhibit indicator can be of lamp or text form, located on (but not limited to) the shift console, instrument cluster, or cab display. Definition of the cause of the ‘range inhibit’ state is at the discretion of the transmission manufacturer. Transmission manufacturers may want to indicate that they currently cannot make a requested shift. This could be due to inappropriate vehicle speed or other restrictions. Distinctions in meaning between the continuous and flashing are left to the transmission manufacturer. 00 Inactive; shift is not inhibited 01 Active (on continuously); shift is inhibited 10 Active (flashing) 11 Take no action |
| 1852 | Transmission Mode 1 | Indicates whether transmission mode 1 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 2536. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 1853 | Transmission Mode 2 | Indicates whether transmission mode 2 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 2537. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 1854 | Transmission Mode 3 | Indicates whether transmission mode 3 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 2538. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 1855 | Transmission Mode 4 | Indicates whether transmission mode 4 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 2539. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 1856 | Seat Belt Switch | State of switch used to determine if Seat Belt is buckled 00 NOT Buckled 01 OK - Seat Belt is buckled 10 Error - Switch state cannot be determined 11 Not Available |
| 1857 | Winch Oil Pressure Switch | State of switch used to determine if Winch Oil Pressure is above desired minimum 00 NOT OK- Oil pressure is too low 01 OK - Oil pressure is above minimum 10 Error - Switch state cannot be determined 11 Not Available |
| 1858 | Intermittent Wiper Control | Output driver for an intermittent windshield wiper motor |
| 1859 | Ground Based Implement Speed | Actual ground speed of a machine, measured by a sensor such as RADAR. |
| 1860 | Ground Based Implement Distance | Actual distance travelled by a machine based on measurements from a sensor such as RADAR. When distance exceeds 4 211 081.215 m, the value should be reset to zero and incremented as additional distance accrues. |
| 1861 | Ground Based Direction | A measured signal indicating either forward or reverse as the direction of travel. When speed is zero, indicate the last travel direction until a different direction is detected. 00 Reverse 01 Forward 10 Error indication 11 Not available |
| 1862 | Wheel Based Speed | A value of the speed of a machine as calculated from the measured wheel or tail shaft speed. |
| 1863 | Wheel Based Distance | The distance travelled by a machine as calculated from wheel or tail shaft speed. When distance exceeds 4211081,215 m, the value should be reset to zero and incremented as additional distance accrues. |
| 1864 | Wheel Based Direction | A measured signal indicating either forward or reverse as the direction of travel. When speed is zero, indicate the last travel direction until a different direction is detected or selected and engaged. 00 Reverse 01 Forward 10 Error indication 11 Not available |
| 1865 | Key Switch NOT OFF | Indicates the Key Switch of the tractor or power unit is NOT in the Off position. This does not indicate unforeseen power interruption such as those caused by starting the engine or due to connector intermittents. 00 Key Switch Off 01 Key Switch Not Off 10 Error indication 11 Not available |
| 1866 | Maximum Time of Tractor Power | The maximum time of remaining tractor or power unit supplied electrical power at the current load. |
| 1867 | Maintain ECU Power | Request to the Tractor ECU to maintain ECU_PWR power for the next 2 seconds. 00 No Further Requirement for ECU_PWR 01 Requirement for 2 more seconds of ECU_PWR 10 Reserved 11 Don’t Care |
| 1868 | Maintain Acuator Power | Request to the Tractor ECU to maintain PWR power for the next 2 seconds. 00 No Further Requirement for PWR 01 Requirement for 2 more seconds of PWR 10 Reserved 11 Don’t Care |
| 1869 | Implement Transport State | Indicates the transport state of an implement connected to a tractor or power unit. 00 Implement may Not be transported 01 Implement may be transported 10 Error indication 11 Not available |
| 1870 | Implement Park State | Indicates the state of an implement where it may be disconnected from a tractor or power unit. 00 Implement may Not be disconnected 01 Implement may be disconnected 10 Error indication 11 Not available |
| 1871 | Implement Work State | Indicates that an implement is connected to a tractor or power unit and is ready for work 00 Implement is Not ready for field work 01 Implement is ready for field work 10 Error indication 11 Not available |
| 1872 | Front Hitch Position | The measured position of the front three-point-hitch. Expressed as a percentage of full travel. Zero percent indicates the full down position, and 100%, the full up position. |
| 1873 | Rear Hitch Position | The measured position of the rear three-point-hitch. Expressed as a percentage of full travel. Zero percent indicates the full down position, and 100%, the full up position. |
| 1874 | Front Hitch Position Command | Command to allow the position of the front three-point-hitch to be set. Expressed as a percentage of full travel. Zero percent indicates the full down position, and 100%, the full up position. |
| 1875 | Rear Hitch Position Command | Command to allow the position of the rear three-point-hitch to be set. Expressed as a percentage of full travel. Zero percent indicates the full down position, and 100%, the full up position. |
| 1876 | Front Hitch In-work Indication | A measured signal indicating that the front hitch is positioned below (in-work) or above (out-of-work) an adjustable switching threshold. 00 Hitch position is out-of-work 01 Hitch position is in-work 10 Error indication 11 Not available |
| 1877 | Rear Hitch In-work Indication | A measured signal indicating that the rear hitch is positioned below (in-work) or above (out-of-work) an adjustable switching threshold. The method of determining switching threshold is not standardise and will be determined by machine designers. 00 Hitch position is out-of-work 01 Hitch position is in-work 10 Error indication 11 Not available |
| 1878 | Front Draft | The apparent horizontal force applied to the front hitch by an implement. A positive value indicates force applied to the tractor opposed to heading. |
| 1879 | Rear Draft | The apparent horizontal force applied to the rear hitch by an implement. A positive value indicates force applied to the tractor opposed to heading. |
| 1880 | Front Nominal Lower Link Force | This measurement provides an indication of draft at the lower links of the front three point hitch. Nominal lower link force may be expected to be approximately linear with respect to draft and may be proportional to draft for a single hitch position. This measurement is typically obtained from a transducer on the lower hitch links and is typically used as raw data in draft control. A positive value indicates force applied to the tractor opposed to heading. |
| 1881 | Rear Nominal Lower Link Force | This measurement provides an indication of draft at the lower links of the rear three point hitch. Nominal lower link force may be expected to be approximately linear with respect to draft and may be proportional to draft for a single hitch position. This measurement is typically obtained from a transducer on the lower hitch links and is typically used as raw data in draft control. . A positive value indicates force applied to the tractor opposed to heading. |
| 1882 | Front PTO output shaft speed | The measured rotational speed of the front power take off (PTO) output shaft. For existing tractors that monitor PTO speed prior to the engagement clutch, the PTO speed would only be valid when PTO is engaged and not available when PTO disengaged. |
| 1883 | Rear PTO output shaft speed | The measured rotational speed of the rear power take off (PTO) output shaft. For existing tractors that monitor PTO speed prior to the engagement clutch, the PTO speed would only be valid when PTO is engaged and not available when PTO disengaged. |
| 1884 | Front PTO Output Shaft Speed Set Point | The measured value of the set point of the rotational speed of the front power take off (PTO) output shaft. |
| 1885 | Rear PTO Output Shaft Speed Set Point | The measured value of the set point of the rotational speed of the rear power take off (PTO) output shaft. |
| 1886 | Front PTO Output Shaft Speed Set Point Command | The command to set the rotational speed of the front power take off (PTO) output shaft. |
| 1887 | Rear PTO Output Shaft Speed Set Point Command | The command to set the rotational speed of the rear power take off (PTO) output shaft. |
| 1888 | Front Power Take Off Engagement | A measured signal indicating that the front power take off is engaged or disengage. 00 Power take off disengaged 01 Power take off engaged 10 Error indication 11 Not available |
| 1889 | Front Power Take Off Mode | A measured signal indicating that the front power take off mode is either 540 or 1000 rpm. 00 Power take off mode is 540 01 Power take off mode is 1000 10 Error indication 11 Not available |
| 1890 | Rear Power Take Off Mode | A measured signal indicating that the rear power take off mode is either 540 or 1000 rpm. 00 Power take off mode is 540 01 Power take off mode is 1000 10 Error indication 11 Not available |
| 1891 | Front Power Take Off Economy Mode | A measured signal indicating that the front power take off economy mode is engaged or disengaged. Economy mode PTO operate at 540 or 1000 rpm at a lower engine rpm. 00 Power take off economy mode is disengaged 01 Power take off economy mode is engaged 10 Error indication 11 Not available |
| 1892 | Rear Power Take Off Economy Mode | A measured signal indicating that the rear power take off economy mode is engaged or disengaged. Economy mode PTO operate at 540 or 1000 rpm at a lower engine rpm. 00 Power take off economy mode is disengaged 01 Power take off economy mode is engaged 10 Error indication 11 Not available |
| 1893 | Front Power Take Off Engagement Command | The command to engage or disengage the front power take off . 00 Disengage Power take off 01 Engage Power take off 10 Reserved 11 Don’t Care |
| 1894 | Rear Power Take Off Engagement Command | The command to engage or disengage the rear power take off . 00 Disengage Power take off 01 Engage Power take off 10 Reserved 11 Don’t Care |
| 1895 | Front Power Take Off Mode Command | The command to select the mode of the front power take off . 00 Select 540 rpm mode 01 Select 1000 rpm mode 10 Reserved 11 Don’t Care |
| 1896 | Rear Power Take Off Mode Command | The command to select the mode of the rear power take off . 00 Select 540 rpm mode 01 Select 1000 rpm mode 10 Reserved 11 Don’t Care |
| 1897 | Front Power Take Off Economy Mode Command | The command to engage or disengage the front power take off‘s economy mode. 00 Disengage Power take off‘s economy mode 01 Engage Power take off‘s economy mode 10 Reserved 11 Don’t Care |
| 1898 | Rear Power Take Off Economy Mode Command | The command to engage or disengage the rear power take off‘s economy mode. 00 Disengage Power take off‘s economy mode 01 Engage Power take off‘s economy mode 10 Reserved 11 Don’t Care |
| 1899 | Aux Valve 0 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1900 | Aux Valve 0 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1901 | Aux Valve 0 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1902 | Aux Valve 0 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1903 | Aux Valve 0 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 1904 | Aux Valve 0 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 1905 | Aux Valve 0 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 1906 | Aux Valve 0 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 1907 | Aux Valve 0 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 1908 | Aux Valve 0 State command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 1909 | Aux Valve 0 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 1910 | Aux Valve 0 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 1911 | Aux Valve 1 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1912 | Aux Valve 1 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1913 | Aux Valve 1 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1914 | Aux Valve 1 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1915 | Aux Valve 1 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 1916 | Aux Valve 1 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 1917 | Aux Valve 1 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 1918 | Aux Valve 1 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 1919 | Aux Valve 1 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 1920 | Aux Valve 1 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 1921 | Aux Valve 1 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 1922 | Aux Valve 1 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 1923 | Aux Valve 2 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1924 | Aux Valve 2 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1925 | Aux Valve 2 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1926 | Aux Valve 2 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1927 | Aux Valve 2 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 1928 | Aux Valve 2 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 1929 | Aux Valve 2 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 1930 | Aux Valve 2 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 1931 | Aux Valve 2 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 1932 | Aux Valve 2 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 1933 | Aux Valve 2 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 1934 | Aux Valve 2 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 1935 | Aux Valve 3 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1936 | Aux Valve 3 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1937 | Aux Valve 3 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1938 | Aux Valve 3 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1939 | Aux Valve 3 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 1940 | Aux Valve 3 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 1941 | Aux Valve 3 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 1942 | Aux Valve 3 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 1943 | Aux Valve 3 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 1944 | Aux Valve 3 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 1945 | Aux Valve 3 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 1946 | Aux Valve 3 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 1947 | Aux Valve 4 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1948 | Aux Valve 4 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1949 | Aux Valve 4 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1950 | Aux Valve 4 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1951 | Aux Valve 4 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 1952 | Aux Valve 4 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 1953 | Aux Valve 4 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 1954 | Aux Valve 4 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 1955 | Aux Valve 4 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 1956 | Aux Valve 4 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 1957 | Aux Valve 4 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 1958 | Aux Valve 4 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 1959 | Aux Valve 5 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1960 | Aux Valve 5 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1961 | Aux Valve 5 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1962 | Aux Valve 5 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1963 | Aux Valve 5 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 1964 | Aux Valve 5 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 1965 | Aux Valve 5 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 1966 | Aux Valve 5 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 1967 | Aux Valve 5 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 1968 | Aux Valve 5 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 1969 | Aux Valve 5 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 1970 | Aux Valve 5 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 1971 | Aux Valve 6 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1972 | Aux Valve 6 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1973 | Aux Valve 6 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1974 | Aux Valve 6 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1975 | Aux Valve 6 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 1976 | Aux Valve 6 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 1977 | Aux Valve 6 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 1978 | Aux Valve 6 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 1979 | Aux Valve 6 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 1980 | Aux Valve 6 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 1981 | Aux Valve 6 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 1982 | Aux Valve 6 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 1983 | Aux Valve 7 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1984 | Aux Valve 7 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1985 | Aux Valve 7 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1986 | Aux Valve 7 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1987 | Aux Valve 7 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 1988 | Aux Valve 7 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 1989 | Aux Valve 7 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 1990 | Aux Valve 7 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 1991 | Aux Valve 7 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 1992 | Aux Valve 7 State command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 1993 | Aux Valve 7 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 1994 | Aux Valve 7 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 1995 | Aux Valve 8 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1996 | Aux Valve 8 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 1997 | Aux Valve 8 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1998 | Aux Valve 8 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 1999 | Aux Valve 8 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2000-2255 | Source Address 0 -255 | Last three digits refer to source address value |
| 2256 | Aux Valve 8 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 2257 | Aux Valve 8 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 2258 | Aux Valve 8 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 2259 | Aux Valve 8 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 2260 | Aux Valve 8 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2261 | Aux Valve 8 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2262 | Aux Valve 8 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 2263 | Aux Valve 9 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2264 | Aux Valve 9 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2265 | Aux Valve 9 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2266 | Aux Valve 9 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2267 | Aux Valve 9 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2268 | Aux Valve 9 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 2269 | Aux Valve 9 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 2270 | Aux Valve 9 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 2271 | Aux Valve 9 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 2272 | Aux Valve 9 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2273 | Aux Valve 9 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2274 | Aux Valve 9 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 2275 | Aux Valve 10 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2276 | Aux Valve 10 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2277 | Aux Valve 10 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2278 | Aux Valve 10 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2279 | Aux Valve 10 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2280 | Aux Valve 10 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 2281 | Aux Valve 10 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 2282 | Aux Valve 10 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 2283 | Aux Valve 10 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 2284 | Aux Valve 10 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2285 | Aux Valve 10 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2286 | Aux Valve 10 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 2287 | Aux Valve 11 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2288 | Aux Valve 11 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2289 | Aux Valve 11 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2290 | Aux Valve 11 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2291 | Aux Valve 11 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2292 | Aux Valve 11 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 2293 | Aux Valve 11 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 2294 | Aux Valve 11 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 2295 | Aux Valve 11 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 2296 | Aux Valve 11 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2297 | Aux Valve 11 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2298 | Aux Valve 11 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 2299 | Aux Valve 12 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2300 | Aux Valve 12 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2301 | Aux Valve 12 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2302 | Aux Valve 12 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2303 | Aux Valve 12 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2304 | Aux Valve 12 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 2305 | Aux Valve 12 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 2306 | Aux Valve 12 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 2307 | Aux Valve 12 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 2308 | Aux Valve 12 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2309 | Aux Valve 12 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2310 | Aux Valve 12 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 2311 | Aux Valve 13 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2312 | Aux Valve 13 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2313 | Aux Valve 13 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2314 | Aux Valve 13 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2315 | Aux Valve 13 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2316 | Aux Valve 13 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 2317 | Aux Valve 13 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 2318 | Aux Valve 13 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 2319 | Aux Valve 13 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 2320 | Aux Valve 13 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2321 | Aux Valve 13 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2322 | Aux Valve 13 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 2323 | Aux Valve 14 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2324 | Aux Valve 14 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2325 | Aux Valve 14 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2326 | Aux Valve 14 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2327 | Aux Valve 14 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2328 | Aux Valve 14 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 2329 | Aux Valve 14 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 2330 | Aux Valve 14 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 2331 | Aux Valve 14 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 2332 | Aux Valve 14 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2333 | Aux Valve 14 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2334 | Aux Valve 14 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error indication 11 Not available |
| 2335 | Aux Valve 15 Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2336 | Aux Valve 15 Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, -100% indicates maximum flow returning to the tractor through the opposite port. |
| 2337 | Aux Valve 15 Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2338 | Aux Valve 15 Retract Port Estimated Flow | The value reported by the controller of flow through the retract port of an auxiliary valve of a tractor which could be based on the commanded position of the valve. Zero percent indicates no flow, 100%, maximum flow, -100% maximum flow returning to the tractor through the opposite port. Caution should be exercised when using this parameter in feed back control systems because this parameter is estimated and not measured. ?? Assume the SPN Type to be Status ?? |
| 2339 | Aux Valve 15 State | The measured state of the auxiliary valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2340 | Aux Valve 15 Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor. |
| 2341 | Aux Valve 15 Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor. |
| 2342 | Aux Valve 15 Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor. |
| 2343 | Aux Valve 15 Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor, expressed as a percentage of full flow. Zero percent indicates no flow, 100% indicates maximum flow, flow returns to the tractor through the opposite port. |
| 2344 | Aux Valve 15 State Command | Command for setting the auxiliary valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2345 | Aux Valve 15 Fail Safe Mode Command | Command for setting the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2346 | Aux Valve 15 Fail Safe Mode | The measured state the fail safe mode of an auxiliary valve. 00 Block 01 Float 10 Error 11 Not available |
| 2347 | High Beam Head Light Command | Command to activate or de-activate the tractor high beam head light lamps. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2348 | High Beam Head Light Data | This parameter provides measured data from the tractor high beam head light lamps. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2349 | Low Beam Head Light Command | Command to activate or de-activate the tractor low beam head light lamps. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2350 | Low Beam Head Light Data | This parameter provides measured data from the tractor low beam head light lamps. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2351 | Alternate Beam Head Light Command | Command to activate or de-activate the tractor alternate head lights (only low beam is available on alternate head lights). The alternate position lights are intended for use with loader and snow plows that tend to block the primary head lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2352 | Alternate Beam Head Light Data | This parameter provides measured data from the tractor alternate beam head light lamps. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2353 | Tractor Front Low Mounted Work Lights Command | Command to activate or de-activate the tractor front low mounted work lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2354 | Tractor Front Low Mounted Work Lights | This parameter provides measured data from the tractor front low mounted work lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2355 | Tractor Front High Mounted Work Lights Command | Command to activate or de-activate the tractor front high mounted work lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2356 | Tractor Front High Mounted Work Lights | This parameter provides measured data from the tractor front high mounted work lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2357 | Tractor Underside Mounted Work Lights Command | Command to activate or de-activate the tractor underside mounted work lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2358 | Tractor Underside Mounted Work Lights | This parameter provides measured data from the tractor underside mounted work lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2359 | Tractor Rear Low Mounted Work Lights Command | Command to activate or de-activate the tractor rear low mounted work lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2360 | Tractor Rear Low Mounted Work Lights | This parameter provides measured data from the tractor rear low mounted work lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2361 | Tractor Rear High Mounted Work Lights Command | Command to activate or de-activate the tractor rear high mounted work lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2362 | Tractor Rear High Mounted Work Lights | This parameter provides measured data from the tractor rear high mounted work lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2363 | Tractor Side Low Mounted Work Lights Command | Command to activate or de-activate the tractor side low mounted work lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2364 | Tractor Side Low Mounted Work Lights | This parameter provides measured data from the tractor side low mounted work lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2365 | Tractor Side High Mounted Work Lights Command | Command to activate or de-activate the tractor side high mounted work lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2366 | Tractor Side High Mounted Work Lights | This parameter provides measured data from the tractor side high mounted work lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2367 | Left Turn Signal Lights Command | Command to activate or de-activate left turn signal lights on the tractor and all connected implements 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2368 | Left Turn Signal Lights | This parameter provides measured data from the tractor and attached implement left turn signal lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2369 | Right Turn Signal Lights Command | Command to activate or de-activate right turn signal lights on the tractor and all connected implements 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2370 | Right Turn Signal Lights | This parameter provides measured data from the tractor and attached implement right turn signal lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2371 | Left Stop Light Command | implement left stop lights 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2372 | Left Stop Light | This parameter provides measured data from the tractor and attached implement left stop lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2373 | Right Stop Light Command | Command to activate or de-activate the tractor and implement right stop light 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2374 | Right Stop Light | This parameter provides measured data from the tractor and attached implement right stop lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2375 | Center Stop Light Command | Command to activate or de-activate the tractor and implement center stop light 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2376 | Center Stop Light | This parameter provides measured data from the tractor and attached implement center stop lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2377 | Tractor Marker Light Command | Command to activate or de-activate tractor and implement front position lights, rear red tail lights, side amber running lights, license plate lights and instrument and switch back lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2378 | Tractor Marker Light | This parameter provides measured data from the tractor and attached implement marker lights, including front position lights, rear tail lights, side running lights, license plate lights and instruments and switch back lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2379 | Implement Marker Light Command | Command to activate or de-activate implement front position lights, rear red tail lights, side amber running lights, license plate lights and instrument and switch back lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2380 | Implement Marker Light | This parameter provides measured data from an attached implement marker lights, including front position lights, rear tail lights, side running lights, license plate lights and instruments and switch back lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2381 | Tractor Clearance Light Command | Command to activate or de-activate the tractor high mounted clearance and center ID lights 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2382 | Tractor Clearance Light | This parameter provides measured data from the tractor high mounted clearance and center ID lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2383 | Implement Clearance Light Command | Command to activate or de-activate the implement high mounted clearance and lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2384 | Implement Clearance Light | This parameter provides measured data from an attached implement high mounted clearance lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2385 | Rotating Beacon Light Command | Command to activate or de-activate slow moving vehicle indicator lights on tractor and/or implements. Activation of the slow moving vehicle lights implies that the controller should manipulate the lighting as appropriate to provide the slow moving vehicle lighting function. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2386 | Rotating Beacon Light | This parameter provides measured data from the beacon light on tractor or attached implements. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2387 | Tractor Front Fog Lights Command | Command to activate or de-activate tractor front fog lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2388 | Tractor Front Fog Lights | This parameter provides measured data from the tractor front fog lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2389 | Rear Fog Light Command | Command to activate or de-activate tractor or implement rear fog lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2390 | Rear Fog Lights | This parameter provides measured data from the tractor and/or implement rear fog lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2391 | Back Up Light and Alarm Horn Command | Command to activate or de-activate the back up lights and/ or associated alarm if required 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2392 | Back Up Light and Alarm Horn | This parameter provides measured data from the back up lights and/ or associated alarm. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2393 | Lighting Data Request Command | Command to provide a response of the light state 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2394 | Implement Rear Work Light | This parameter provides measured data from the implement rear work lamps. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2395 | Implement OEM Option 1 Light Command | Command to activate or de-activate an implement OEM option 1 light. This is provided to meet special needs on implements, such as tank inspection or filling lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2396 | Implement OEM Option 1 Light | This parameter provides measured data from the implement OEM option 1 light. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2397 | Implement OEM Option 2 Light Command | Command to activate or de-activate an implement OEM option 2 light. This is provided to meet special needs on implements, such as tank inspection or filling lights. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2398 | Implement OEM Option 2 Light | This parameter provides measured data from the implement OEM option 2 light. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2399 | Implement Left Facing Work Light Command | Command to activate or de-activate the left facing work lights toward the left end of the implement. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2400 | Implement Left Facing Work Light | This parameter provides measured data from the left facing work lights toward the left end of the implement. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2401 | Implement Right Forward Work Light Command | Command to activate or de-activate the forward facing work lights toward the right end of the implement. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2402 | Implement Right Forward Work Light | This parameter provides measured data from the forward facing work lights toward the right end of the implement. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2403 | Running Light Command | Command to activate or de-activate the tractor or powered vehicle running lights. Usually only used for on road vehicles. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2404 | Running Light | This parameter provides measured data from the vehicle’s running lights. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2405 | Implement Rear Work Light Command | Command to activate or de-activate implement rear work lights. (This is also the same as Reversing Lights for truck applications.) 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2406 | Implement Right Facing Work Light Command | Command to activate or de-activate work lights mounted on an implement to illuminate beyond right end of the implement. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2407 | Implement Right Facing Work Light | This parameter provides measured data from the work lights mounted on an implement to illuminate beyond right end of the implement. 00 De-activated 01 Activated 10 Fault Detected 11 Not Available |
| 2408 | Rear Power Take Off Engagement | A measured signal indicating that the rear power take off is engaged or disengage. 00 Power take off disengaged 01 Power take off engaged 10 Error indication 11 Not available |
| 2409 | Number of Members in Working Set | The number of members in a particular Working Set. The particular Working Set is identified by the NAME of the Working Set Master, which is associated with the Source Address of the message containing this parameter. No member (as identified by a specific NAME, not by ECU) may belong to more than one Working Set at a time. Reference ISO 11783-6[4] and ISO 11783-1[2] for descriptions of a Working Set, Working Set Master and members of a Working set. |
| 2409 | Number of Members in Working Set | The number of members in a particular Working Set. The particular Working Set is identified by the NAME of the Working Set Master, which is associated with the Source Address of the message containing this parameter. No member (as identified by a specific NAME, not by ECU) may belong to more than one Working Set at a time. Reference ISO 11783-6[4] and ISO 11783-1[2] for descriptions of a Working Set, Working Set Master and members of a Working set. |
| 2410 | Language Code Command | Command sent to all ECUs which specifies the operator’s desired language of information. ISO 11783 shall use the 2-character string country codes in ISO 639. Typical examples from ISO 639 are: Dutch: nl French: fr English: en German: de |
| 2411 | Decimal Symbol Command | Command sent to all ECUs which specifies that a decimal point or Comma should be displayed. 00 Comma is used 01 Point is used 10 Reserved 11 No action |
| 2412 | Date Command | Command sent to all ECUs which specifies the displayed order of the date. 0 ddmmyyyy 1 ddyyyymm 2 mmyyyydd 3 mmddyyyy 4 yyyymmdd 5 yyyyddmm 6-255 Reserved |
| 2413 | Time Command | Command sent to all ECUs which specifies the displayed format of the time 00 24 hour 01 12 hour (am/ pm) 10 Reserved 11 No action |
| 2414 | Distance Unit Command | Command to specify the distance units 00 Metric (km, m, …) 01 Imperial (miles, feet, ..) 10 Reserved 11 No action |
| 2415 | Area Unit Command | Command to specify the area units 00 Metric (ha or m2) 01 Imperial (acres or feet2) 10 Reserved 11 No action |
| 2416 | Volume Unit Command | Command to specify the volume units 00 Metric (litre) 01 Imperial (gallon) 10 US (gallon) 11 No action |
| 2417 | Mass Unit Command | Command to specify the mass units 00 Metric (tonne, kg, …) 01 Imperial (long tons-UK, pounds, ….) 10 Tons/pounds (short tons-US, pounds, …) 11 No action |
| 2418 | Repetition Rate Parameter | This parameter defines the repetition rate of the specified PGN. |
| 2418 | Repetition Rate Parameter | This parameter defines the repetition rate of the specified PGN. |
| 2419 | Data Format/Error Condition | This 2 bit parameter that indicates the format or availability of the data in the following Process Data Parameter. 00 Data format is Long Integer 01 Data format is Floating 10 Data format is unsigned Long Integer 11 Not Available or error Data format Long Integer indicates that the 4 data bytes of the Process Data Parameter will be signed long Integer. Data format Floating indicates that the 4 data bytes of the Process Data Parameter will be in floating point format as defined by IEEE 754 - 1985. Error indicates that the 4 data bytes of the Process Data Parameter is in an error condition. Not Available indicates that the value of the Process Data parameter in the Process Variable Value field can not be provided by the ECU because it is not installed, has failed or can not obtain a measurement. |
| 2419 | Data Format/Error Condition | This 2 bit parameter that indicates the format or availability of the data in the following Process Data Parameter. 00 Data format is Long Integer 01 Data format is Floating 10 Data format is unsigned Long Integer 11 Not Available or error Data format Long Integer indicates that the 4 data bytes of the Process Data Parameter will be signed long Integer. Data format Floating indicates that the 4 data bytes of the Process Data Parameter will be in floating point format as defined by IEEE 754 - 1985. Error indicates that the 4 data bytes of the Process Data Parameter is in an error condition. Not Available indicates that the value of the Process Data parameter in the Process Variable Value field can not be provided by the ECU because it is not installed, has failed or can not obtain a measurement. |
| 2419 | Data Format/Error Condition | This 2 bit parameter that indicates the format or availability of the data in the following Process Data Parameter. 00 Data format is Long Integer 01 Data format is Floating 10 Data format is unsigned Long Integer 11 Not Available or error Data format Long Integer indicates that the 4 data bytes of the Process Data Parameter will be signed long Integer. Data format Floating indicates that the 4 data bytes of the Process Data Parameter will be in floating point format as defined by IEEE 754 - 1985. Error indicates that the 4 data bytes of the Process Data Parameter is in an error condition. Not Available indicates that the value of the Process Data parameter in the Process Variable Value field can not be provided by the ECU because it is not installed, has failed or can not obtain a measurement. |
| 2420 | Process Data Type | This 2 bit parameter indicates what the data in the following Process Data Parameters is to be used for. See Table A.2. 00 Data is Set Point 01 Data is Actual values 10 Message is Set Point request 11 Message is Actual value request Data is Set Point indicates that the 4 data bytes of the Process Data Parameter will contain a Set Point. Data is Actual values indicates that the 4 data bytes of the Process Data Parameter will contain an Actual value. Message is a Set Point request indicates that the addressed controller must return the Set Point in the 4 data bytes of the Process Data Parameter as defined in the Implement Type and Data Dictionary and fields. Message is an Actual value request indicates that the addressed controller must return the present measured value in the 4 data bytes of the Process Data Parameter as defined in the Implement Type and Data Dictionary and fields. |
| 2420 | Process Data Type | This 2 bit parameter indicates what the data in the following Process Data Parameters is to be used for. See Table A.2. 00 Data is Set Point 01 Data is Actual values 10 Message is Set Point request 11 Message is Actual value request Data is Set Point indicates that the 4 data bytes of the Process Data Parameter will contain a Set Point. Data is Actual values indicates that the 4 data bytes of the Process Data Parameter will contain an Actual value. Message is a Set Point request indicates that the addressed controller must return the Set Point in the 4 data bytes of the Process Data Parameter as defined in the Implement Type and Data Dictionary and fields. Message is an Actual value request indicates that the addressed controller must return the present measured value in the 4 data bytes of the Process Data Parameter as defined in the Implement Type and Data Dictionary and fields. |
| 2420 | Process Data Type | This 2 bit parameter indicates what the data in the following Process Data Parameters is to be used for. See Table A.2. 00 Data is Set Point 01 Data is Actual values 10 Message is Set Point request 11 Message is Actual value request Data is Set Point indicates that the 4 data bytes of the Process Data Parameter will contain a Set Point. Data is Actual values indicates that the 4 data bytes of the Process Data Parameter will contain an Actual value. Message is a Set Point request indicates that the addressed controller must return the Set Point in the 4 data bytes of the Process Data Parameter as defined in the Implement Type and Data Dictionary and fields. Message is an Actual value request indicates that the addressed controller must return the present measured value in the 4 data bytes of the Process Data Parameter as defined in the Implement Type and Data Dictionary and fields. |
| 2421 | Process Data Modifier | This 3 bit parameter that indicates how the data in the following Process Data Parameters is to be used when combined with the Process Data Type parameter. See Table A.2. NOTE: Process Data Type is included since MOD is a function of PD |
| 2421 | Process Data Modifier | This 3 bit parameter that indicates how the data in the following Process Data Parameters is to be used when combined with the Process Data Type parameter. See Table A.2. NOTE: Process Data Type is included since MOD is a function of PD |
| 2421 | Process Data Modifier | This 3 bit parameter that indicates how the data in the following Process Data Parameters is to be used when combined with the Process Data Type parameter. See Table A.2. NOTE: Process Data Type is included since MOD is a function of PD |
| 2422 | Count Number | This parameter indicates which member of the set of possible entities is being referenced. The means of generating this Count Number is explained in the following clause. |
| 2423 | Group Number | This parameter is used by software within the Management Computer, in combination with Element Number, to produce a unique Count Number for each member of a particular set of entities that are on an Implement. Refer to ISO 11783-10. |
| 2424 | Element Number | This parameter is used by software within the Management Computer, in combination with Group Number, to produce a unique Count Number for each member of a particular set of entities that are on an Implement. Refer to ISO 11783-10. |
| 2425 | Implement Type | This 4 bit parameter indicates which data dictionary page is to be used to locate the identity of the following data. |
| 2425 | Implement Type | This 4 bit parameter indicates which data dictionary page is to be used to locate the identity of the following data. |
| 2425 | Implement Type | This 4 bit parameter indicates which data dictionary page is to be used to locate the identity of the following data. |
| 2426 | Implement Position | a set of identical Implements. The numbering is to start with 1 at the leftmost, foremost, bottom most implement. The numbering will then increment from left to right followed by front to rear followed by bottom to top. (Left being defined as to a person’s left when looking toward the front of the vehicle from behind the vehicle). Special case ‘15’ is to signify all Positions of Implements of this Implement Type. Examples: The front implement would be 0 and the rear implement would be 1 when two Implements of identical Type are being towed one in front of the other. The left implement would be 0 and the right would be 1 when two Implements of identical Type being towed side by side. |
| 2426 | Implement Position | a set of identical Implements. The numbering is to start with 1 at the leftmost, foremost, bottom most implement. The numbering will then increment from left to right followed by front to rear followed by bottom to top. (Left being defined as to a person’s left when looking toward the front of the vehicle from behind the vehicle). Special case ‘15’ is to signify all Positions of Implements of this Implement Type. Examples: The front implement would be 0 and the rear implement would be 1 when two Implements of identical Type are being towed one in front of the other. The left implement would be 0 and the right would be 1 when two Implements of identical Type being towed side by side. |
| 2426 | Implement Position | a set of identical Implements. The numbering is to start with 1 at the leftmost, foremost, bottom most implement. The numbering will then increment from left to right followed by front to rear followed by bottom to top. (Left being defined as to a person’s left when looking toward the front of the vehicle from behind the vehicle). Special case ‘15’ is to signify all Positions of Implements of this Implement Type. Examples: The front implement would be 0 and the rear implement would be 1 when two Implements of identical Type are being towed one in front of the other. The left implement would be 0 and the right would be 1 when two Implements of identical Type being towed side by side. |
| 2427 | Data Dictionary Row | This 4 bit parameter indicates the Row that is to be used within the specific Data Dictionary Table identified by the Implement Type. This is the Group (GRUP) in LBS documents. |
| 2427 | Data Dictionary Row | This 4 bit parameter indicates the Row that is to be used within the specific Data Dictionary Table identified by the Implement Type. This is the Group (GRUP) in LBS documents. |
| 2427 | Data Dictionary Row | This 4 bit parameter indicates the Row that is to be used within the specific Data Dictionary Table identified by the Implement Type. This is the Group (GRUP) in LBS documents. |
| 2428 | Data Dictionary Column | This 4 bit parameter indicates the Column that is to be used within the specific Data Dictionary Table identified by the Implement Type. This is the Instance (INST) in LBS documents. |
| 2428 | Data Dictionary Column | This 4 bit parameter indicates the Column that is to be used within the specific Data Dictionary Table identified by the Implement Type. This is the Instance (INST) in LBS documents. |
| 2428 | Data Dictionary Column | This 4 bit parameter indicates the Column that is to be used within the specific Data Dictionary Table identified by the Implement Type. This is the Instance (INST) in LBS documents. |
| 2429 | Process Variable Value | This 4 byte parameter contains the actual data for the Process Data Message. |
| 2430 | Engine Coolant Level - Main Radiator | Indicator of coolant level in main radiator or engine. Coolant Level (SPN 111) should be used if coolant expansion tank is being monitored. |
| 2431 | Engine Oil Rail High Pressure Leakage | Indicates oil leakage in the high pressure oil rail of the engine. |
| 2432 | Engine Demand – Percent Torque | The requested torque output of the engine by all dynamic internal inputs, including smoke control, noise control and low and high speed governing. |
| 2433 | Engine Exhaust Manifold Bank 2 Temperature 1 | Temperature of combustion byproducts measured in engine bank 2 (right bank) exhaust manifold. Single manifold engines should use exhaust temperature (SPN 173). |
| 2434 | Engine Exhaust Manifold Bank 1 Temperature 1 | Temperature of combustion byproducts measured in engine bank 1 (left bank) exhaust manifold. Single manifold engines should use exhaust temperature (SPN 173). |
| 2435 | Sea Water Pump Outlet Pressure | Gauge pressure of liquid found at outlet of sea water pump in sea water cooling system. |
| 2436 | Generator Average AC Frequency | Average AC frequency measured at the generator output. |
| 2437 | Generator Phase A AC Frequency | AC frequency measured at the generator phase A output. |
| 2438 | Generator Phase B AC Frequency | AC frequency measured at the generator phase B output. |
| 2439 | Generator Phase C AC Frequency | AC frequency measured at the generator phase C output. |
| 2440 | Generator Average Line-Line AC RMS Voltage | Average Line to Line RMS voltage measured at the generator output. |
| 2441 | Generator Phase AB Line-Line AC RMS Voltage | Line to Line RMS voltage measured at the generator phase AB output. |
| 2442 | Generator Phase BC Line-Line AC RMS Voltage | Line to Line RMS voltage measured at the generator phase BC output. |
| 2443 | Generator Phase CA Line-Line AC RMS Voltage | Line to Line RMS voltage measured at the generator phase CA output. |
| 2444 | Generator Average Line-Neutral AC RMS Voltage | The average Line to Neutral AC RMS voltage measured at the Generator output. |
| 2445 | Generator Phase A Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at the generator phase A output. |
| 2446 | Generator Phase B Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at the generator phase B output. |
| 2447 | Generator Phase C Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at the generator phase C output. |
| 2448 | Generator Average AC RMS Current | Average RMS current measured at the generator output. |
| 2449 | Generator Phase A AC RMS Current | RMS current measured at the generator phase A output. |
| 2450 | Generator Phase B AC RMS Current | RMS current measured at the generator phase B output. |
| 2451 | Generator Phase C AC RMS Current | RMS current measured at the generator phase C output. |
| 2452 | Generator Total Real Power | Total real power delivered by the generator. |
| 2453 | Generator Phase A Real Power | The real power delivered by phase A of the generator. |
| 2454 | Generator Phase B Real Power | The real power delivered by phase B of the generator. |
| 2455 | Generator Phase C Real Power | The real power delivered by phase C of the generator. |
| 2456 | Generator Total Reactive Power | The total reactive power delivered by the generator |
| 2457 | Generator Phase A Reactive Power | The reactive power delivered by phase A of the generator |
| 2458 | Generator Phase B Reactive Power | The reactive power delivered by phase B of the generator |
| 2459 | Generator Phase C Reactive Power | The reactive power delivered by phase C of the generator |
| 2460 | Generator Total Apparent Power | The total apparent power delivered by the generator. |
| 2461 | Generator Phase A Apparent Power | The apparent power delivered by phase A of the generator. |
| 2462 | Generator Phase B Apparent Power | The apparent power delivered by phase B of the generator. |
| 2463 | Generator Phase C Apparent Power | The apparent power delivered by phase C of the generator. |
| 2464 | Generator Overall Power Factor | The average power factor of the generator. |
| 2465 | Generator Phase A Power Factor | The power factor of phase A of the generator. |
| 2466 | Generator Phase B Power Factor | The power factor of phases B of the generator. |
| 2467 | Generator Phase C Power Factor | The power factor of phases C of the generator. |
| 2468 | Generator Total kW Hours Export | The total kilowatt-hours that have been exported by the generator. |
| 2469 | Generator Total kW Hours Import | The total kilowatt-hours that have been imported by the generator. |
| 2470 | Utility Average AC Frequency | Average AC frequency measured at the utility incomer. |
| 2471 | Utility Phase A AC Frequency | AC frequency measured at the utility incomer phase A. |
| 2472 | Utility Phase B AC Frequency | AC frequency measured at the utility incomer phase B. |
| 2473 | Utility Phase C AC Frequency | AC frequency measured at the utility incomer phase C. |
| 2474 | Utility Average Line-Line AC RMS Voltage | Average Line to Line RMS voltage measured at the utility incomer . |
| 2475 | Utility Phase AB Line-Line AC RMS Voltage | Line to Line RMS voltage measured at the utility incomer phase AB. |
| 2476 | Utility Phase BC Line-Line AC RMS Voltage | Line to Line RMS voltage measured at the utility incomer phase BC. |
| 2477 | Utility Phase CA Line-Line AC RMS Voltage | Line to Line RMS voltage measured at the utility incomer phase CA. |
| 2478 | Utility Average Line-Neutral AC RMS Voltage | The average Line to Neutral AC RMS voltage measured at the utility incomer . |
| 2479 | Utility Phase A Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at the utility incomer phase A. |
| 2480 | Utility Phase B Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at the utility incomer phase B. |
| 2481 | Utility Phase C Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at the utility incomer phase C. |
| 2482 | Utility Average AC RMS Current | Average RMS current measured at the utility incomer. |
| 2483 | Utility Phase A AC RMS Current | RMS current measured at the utility incomer phase A. |
| 2484 | Utility Phase B AC RMS Current | RMS current measured at the utility incomer phase B. |
| 2485 | Utility Phase C AC RMS Current | RMS current measured at the utility incomer phase C. |
| 2486 | Utility Total Real Power | Total real power delivered by the utility incomer. |
| 2487 | Utility Phase A Real Power | The real power delivered by phase A of the utility incomer. |
| 2488 | Utility Phase B Real Power | The real power delivered by phase B of the utility incomer. |
| 2489 | Utility Phase C Real Power | The real power delivered by phase C of the utility incomer. |
| 2490 | Utility Total Reactive Power | The total reactive power delivered by the utility incomer |
| 2491 | Utility Phase A Reactive Power | The reactive power delivered by phase A of the utility incomer |
| 2492 | Utility Phase B Reactive Power | The reactive power delivered by phase B of the utility incomer |
| 2493 | Utility Phase C Reactive Power | The reactive power delivered by phase C of the utility incomer |
| 2494 | Utility Total Apparent Power | The total apparent power delivered by the utility incomer. |
| 2495 | Utility Phase A Apparent Power | The apparent power delivered by phase A of the utility incomer. |
| 2496 | Utility Phase B Apparent Power | The apparent power delivered by phase B of the utility incomer. |
| 2497 | Utility Phase C Apparent Power | The apparent power delivered by phase C of the utility incomer. |
| 2498 | Utility Overall Power Factor | The average power factor of the utility incomer. |
| 2499 | Utility Phase A Power Factor | The power factor of phase A of the utility incomer. |
| 2500 | Utility Phase B Power Factor | The power factor of phases B of the utility incomer. |
| 2501 | Utility Phase C Power Factor | The power factor of phases C of the utility incomer. |
| 2502 | Utility Total kW Hours Export | The total kilowatt-hours that have been exported by the utility incomer. |
| 2503 | Utility Total kW Hours Import | The total kilowatt-hours that have been imported by the utility incomer. |
| 2504 | Bus #1 Average AC Frequency | Average AC frequency measured at bus #1. |
| 2505 | Bus #1 Phase A AC Frequency | AC frequency measured at bus #1 phase A. |
| 2506 | Bus #1 Phase B AC Frequency | AC frequency measured at bus #1 phase B. |
| 2507 | Bus #1 Phase C AC Frequency | AC frequency measured at bus #1 phase C. |
| 2508 | Bus #1 Average Line-Line AC RMS Voltage | Average Line to Line RMS voltage measured at bus #1 . |
| 2509 | Bus #1 Phase AB Line-Line AC RMS Voltage | Line to Line RMS voltage measured at bus #1 phase AB. |
| 2510 | Bus #1 Phase BC Line-Line AC RMS Voltage | Line to Line RMS voltage measured at bus #1 phase BC. |
| 2511 | Bus #1 Phase CA Line-Line AC RMS Voltage | Line to Line RMS voltage measured at bus #1 phase CA. |
| 2512 | Bus #1 Average Line-Neutral AC RMS Voltage | The average Line to Neutral AC RMS voltage measured at bus #1 . |
| 2513 | Bus #1 Phase A Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at bus #1 phase A. |
| 2514 | Bus #1 Phase B Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at bus #1 phase B. |
| 2515 | Bus #1 Phase C Line-Neutral AC RMS Voltage | Line to Neutral RMS voltage measured at bus #1 phase C. |
| 2516 | Bus #1/Generator AC Phase Difference | The phase difference between the Bus #1 voltage and Generator voltage. |
| 2517 | Bus #1/Utility AC Phase Difference | The phase difference between the Bus #1 voltage and Utility voltage. |
| 2518 | Generator Overall Power Factor Lagging | Lead/lag status for generator average power factor. 00 Leading 01 Lagging 10 Error 11 Not Available or Not Installed |
| 2519 | Generator Phase A Power Factor Lagging | Lead/lag status for generator phase A power factor. 00 Leading 01 Lagging 10 Error 11 Not Available or Not Installed |
| 2520 | Generator Phase B Power Factor Lagging | Lead/lag status for generator phase B power factor. 00 Leading 01 Lagging 10 Error 11 Not Available or Not Installed |
| 2521 | Generator Phase C Power Factor Lagging | Lead/lag status for generator phase C power factor. 00 Leading 01 Lagging 10 Error 11 Not Available or Not Installed |
| 2522 | Utility Overall Power Factor Lagging | Lead/lag status for utility incomer average power factor. 00 Leading 01 Lagging 10 Error 11 Not Available or Not Installed |
| 2523 | Utility Phase A Power Factor Lagging | Lead/lag status for utility incomer phase A power factor. 00 Leading 01 Lagging 10 Error 11 Not Available or Not Installed |
| 2524 | Utility Phase B Power Factor Lagging | Lead/lag status for utility incomer phase B power factor. 00 Leading 01 Lagging 10 Error 11 Not Available or Not Installed |
| 2525 | Utility Phase C Power Factor Lagging | Lead/lag status for utility incomer phase C power factor. 00 Leading 01 Lagging 10 Error 11 Not Available or Not Installed |
| 2526 | Bus #1/Generator Phase Match | Indicator of whether phase difference between Bus #1 and Generator is adequate for paralleling. This indicator will be based on the measured AC phase difference qualified using parameters such as Phase Tolerance and Dwell Time. 00 Phases do not match 01 Phases match 10 Error 11 Not Available or Not Installed |
| 2527 | Bus #1/Generator Voltage Match | Indicator of whether voltage difference between Bus #1 and Generator is adequate for paralleling. This indicator will be based on the measured AC voltages qualified using parameters such as Voltage Tolerance. 00 Voltages do not match 01 Voltages match 10 Error 11 Not Available or Not Installed |
| 2528 | Bus #1/Generator Frequency Match | Indicator of whether frequency difference between Bus #1 and Generator is adequate for paralleling. This indicator will be based on the measured AC frequencies qualified using parameters such as Frequency Tolerance, Phase Tolerance, and Dwell Time. 00 Frequencies do not match 01 Frequencies match 10 Error 11 Not Available or Not Installed |
| 2529 | Bus #1/Generator In Sync | Indicator of whether Bus #1 and Generator are properly synchronized for paralleling. This indicator will be based on parameters such as Voltage Match, Frequency Match, and Phase Match. 00 Not synchronized 01 Synchronized 10 Error 11 Not Available or Not Installed |
| 2530 | Bus #1/Generator Dead Bus | Indicator of whether Bus #1 is considered dead for closing to the generator. This indicator will be based on parameters such as Bus #1 Voltage and dead bus threshold values. 00 Bus is not dead 01 Bus is dead 10 Error 11 Not Available or Not Installed |
| 2531 | Bus #1/Utility Phase Match | Indicator of whether phase difference between Bus #1 and Utility is adequate for paralleling. This indicator will be based on the measured AC phase difference qualified using parameters such as Phase Tolerance and Dwell Time. 00 Phases do not match 01 Phases match 10 Error 11 Not Available or Not Installed |
| 2532 | Bus #1/Utility Voltage Match | Indicator of whether voltage difference between Bus #1 and Utility is adequate for paralleling. This indicator will be based on the measured AC voltages qualified using parameters such as Voltage Tolerance. 00 Voltages do not match 01 Voltages match 10 Error 11 Not Available or Not Installed |
| 2533 | Bus #1/Utility Frequency Match | Indicator of whether frequency difference between Bus #1 and Utility is adequate for paralleling. This indicator will be based on the measured AC frequencies qualified using parameters such as Frequency Tolerance, Phase Tolerance, and Dwell Time. 00 Frequencies do not match 01 Frequencies match 10 Error 11 Not Available or Not Installed |
| 2534 | Bus #1/Utility In Sync | Indicator of whether Bus #1 and Utility are properly synchronized for paralleling. This indicator will be based on parameters such as Voltage Match, Frequency Match, and Phase Match. 00 Not synchronized 01 Synchronized 10 Error 11 Not Available or Not Installed |
| 2535 | Bus #1/Utility Dead Bus | Indicator of whether Bus #1 is considered dead for closing to the utility. This indicator will be based on parameters such as Bus #1 Voltage and dead bus threshold values. 00 Bus is not dead 01 Bus is dead 10 Error 11 Not Available or Not Installed |
| 2536 | Transmission Mode 1 Indicator | This state signal is the transmission’s indication that it is operating under transmission mode 1 (SPN 1852) as commanded via the TC1 message (PGN 256). The definition of the transmission mode is left to the discretion of the transmission manufacturer. 00 Transmission Mode 1 not active 01 Transmission Mode 1 Active 10 Error 11 Not available |
| 2537 | Transmission Mode 2 Indicator | This state signal is the transmission’s indication that it is operating under transmission mode 2 (SPN 1853) as commanded via the TC1 message (PGN 256). The definition of the transmission mode is left to the discretion of the transmission manufacturer. 00 Transmission Mode 2 not active 01 Transmission Mode 2 Active 10 Error 11 Not available |
| 2538 | Transmission Mode 3 Indicator | This state signal is the transmission’s indication that it is operating under transmission mode 3 (SPN 1854) as commanded via the TC1 message (PGN 256). The definition of the transmission mode is left to the discretion of the transmission manufacturer. 00 Transmission Mode 3 not active 01 Transmission Mode 3 Active 10 Error 11 Not available |
| 2539 | Transmission Mode 4 Indicator | This state signal is the transmission’s indication that it is operating under transmission mode 4 (SPN 1855) as commanded via the TC1 message (PGN 256). The definition of the transmission mode is left to the discretion of the transmission manufacturer. 00 Transmission Mode 4 not active 01 Transmission Mode 4 Active 10 Error 11 Not available |
| 2540 | Parameter Group Number (RQST) | Whenever it is necessary to identify a Parameter Group in the data field of a CAN data frame, it will be expressed in 24 bits. The Parameter Group Number is a 24 bit value that has the following constituent components: Reserved bit, Data Page bit, PDU Format Field (8 bits), and Group Extension Field (8 bits). The procedure for the bit fields to be converted to Parameter Group Numbers is as follows. If the PF value is less than 240 (F016) then the lower byte of the PGN is set to the Zero. Note that not all 131, 071 combinations are available for assignment (calculated as: 2 pages * [240 + (16*256)] = 8,670) using the conventions specified in this document. See SAE J1939, Appendix A, to see the assignments to date. Reference the PGN table, Table 2, for an illustration of the bits and their corresponding conversion to a decimal number. |
| 2541 | Control Byte (ACKM) | Indicates the acknowledgement response. 0 - Positive Acknowledgment (ACK) 1 - Negative Acknowledgment (NACK) 2 - Access Denied (PGN supported but access denied) 3 - Cannot Respond (PGN supported but ECU cannot respond now) cannot respond with the requested data at the current time. Re-request the data at a later time. |
| 2542 | Group Function Value (ACK) | see PGN 59,392 description. |
| 2543 | Parameter Group Number (ACK) | See paragraph 5.1.2 |
| 2544 | Group Function Value (NACK) | see PGN 59,392 description. |
| 2545 | Parameter Group Number (NACK) | see PGN 59,392 description. |
| 2546 | Group Function Value (NACK_AD) | see PGN 59,392 description. |
| 2547 | Parameter Group Number (NACK_AD) | see PGN 59,392 description. |
| 2548 | Group Function Value (NACK_Busy) | see PGN 59,392 description. |
| 2549 | Parameter Group Number (NACK_Busy) | see PGN 59,392 description. |
| 2552 | Parameter Group Number of Requested Information (XFER) | |
| 2553 | Length of data for the reported PGN (XFER) | Length of data reported with the associated PGN via the Transfer PGN. |
| 2554 | Controller Application Identity (CAI) | Subset of the 64-bit NAME (SPN 2848), consisting of the most significant 32 bits, which identifies the controller application. It excludes the manufacturer code and identity number. It is sometimes used to identify a device for instance in the Transfer message defined in J1939-21. |
| 2555 | Transfer Data | Relevant data for this PGNs unique use. |
| 2556 | Control Byte (TP.CM) | Control byte (I.e. Group Function) associated with the Transport Protocol - Connection Management (PGN 60,416) 16 (dec) - Request to Send 17 (dec) - Clear to Send 19 (dec) - End of Message ACK 32 (dec) - Broadcast Announce Message 255 (dec) - Connection Abort |
| 2557 | Total Message Size (TP.CM_RTS) | Total message size (in bytes) for RTS/CTS message. Messages shorter than 9 data bytes should be sent without utilizing the transport protocol. Messages longer than 1785 can not use the RTS/CTS transport protocol. |
| 2557 | Total Message Size (TP.CM_RTS) | Total message size (in bytes) for RTS/CTS message. Messages shorter than 9 data bytes should be sent without utilizing the transport protocol. Messages longer than 1785 can not use the RTS/CTS transport protocol. |
| 2558 | Total Number of Packets (TP.CM_RTS) | Total number of packets for RTS/CTS message. Zero and one are not valid values. |
| 2559 | Maximum Number of Packets (TP.CM_RTS) | Maximum number of packets for RTS/CTS message. zero through four are not allowed |
| 2560 | Parameter Group Number of the packeted message (TP.CM_RTS) | Requested PGN in the TP.CM_RTS message |
| 2561 | Number of Packets that can be sent (TP.CM_CTS) | Number of Packets that can be sent (TP.CM_CTS) |
| 2562 | Next Packet Number to be sent (TP.CM_CTS) | Next Packet Number to be sent (TP.CM_CTS) |
| 2563 | Parameter Group Number of the packeted message (TP.CM_CTS) | PGN of requested information in the TP.CM_CTS message |
| 2564 | Total Message Size (TP.CM_EndofMsgACK) | Total message size (in bytes) received for RTS/CTS message. Messages shorter than 9 data bytes should be sent without utilizing the transport protocol. Messages longer than 1785 can not use the RTS/CTS transport protocol. |
| 2565 | Total Number of Packets (TP.CM_EndofMsgACK) | Total number of packets received for RTS/CTS message. Zero and one are not valid values. |
| 2566 | Parameter Group Number of the packeted message (TP.CM_EndofMsgACK) | Requested PGN in the TP.CM_RTS message |
| 2567 | Total Message Size (TP.CM_BAM) | Total message size (in bytes) for BAM message. Messages shorter than 9 data bytes should be sent without utilizing the transport protocol. Messages longer than 1785 can not use the BAM transport protocol. |
| 2568 | Total Number of Packets (TP.CM_BAM) | Total number of packets for BAM message. Zero and one are not valid values. |
| 2569 | Parameter Group Number of the packeted message (TP.CM_BAM) | Requested PGN in the TP.CM_BAM message |
| 2570 | Connection Abort Reason | Reason for connection abort message. 1 Already in one or more connection managed sessions and cannot support another. 2 System resources were needed for another task so this connection managed session was terminated. 3 A timeout occurred and this is the connection abort to close the session. 4-250 Reserved for SAE assignment. 251-255 Per J1939-71 definitions |
| 2571 | Parameter Group Number of packeted message (TP.CM_Conn_Abort) | Requested PGN in the TP.CM_Conn_Abort message |
| 2572 | Sequence Number (TP.DT) | Sequence Number (TP.DT) |
| 2573 | Packetized Data (TP.DT) | Relevant data for this PGNs unique use. |
| 2574 | Parameter Group Number (RQST2) | |
| 2575 | Use Transfer Mode | Requester is to respond the Request 2 message via the Transfer PGN 00 No 01 Yes 10 Undefined 11 NA |
| 2576 | Laser Receiver Type | Identifies which type of Laser Receiver transmitted the message. 0 = Reserved 1 = Linear Laser Receiver 2 = 1 Meter Survey Receiver 3 = 2 Meter Survey Receiver 4 = 2.5 Meter Survey Receiver 5-250 = Reserved |
| 2577 | Display Deadbands | Sets Display Deadbands mode. 0000 - Narrow = +/- 4.5mm 0001 - Standard = +/- 12mm 0010 - Wide = +/- 24mm 0011 - 1110 Reserved 1111 Not Available |
| 2578 | LED Pattern Control | Sets LED Pattern control mode on laser leveling systems. 0000 - 5 Channel 0001 - Offset 0010 - 7 Channel 0011 - 1110 Reserved 1111 Not Available |
| 2579 | Net Battery Current (High Range/Resolution) | Net flow of electrical current into/out-of the battery or batteries. This parameter is the high range and resolution of SPN 114 - Net Battery Current. |
| 2580 | Hydraulic Brake Pressure Circuit 1 | Gage hydraulic pressure in circuit 1 of the hydraulic brake system |
| 2581 | Hydraulic Brake Pressure Circuit 2 | Gage hydraulic pressure in circuit 2 of the hydraulic brake system |
| 2582 | Hydraulic Brake Pressure Supply State Circuit 1 | Signal which indicates whether the hydraulic brake pressure supply of circuit 1 is reliable; that is, able to support continued braking. 00 Supply is not reliable 01 Supply is reliable 10 Error indicator 11 Not available |
| 2583 | Hydraulic Brake Pressure Supply State Circuit 2 | Signal which indicates whether the hydraulic brake pressure supply of circuit 2 is reliable; that is, able to support continued braking. 00 Supply is not reliable 01 Supply is reliable 10 Error indicator 11 Not available |
| 2584 | Hydraulic Brake Pressure Warning State Circuit 1 | Signal which indicates whether the hydraulic brake pressure of circuit 1 is below the warning level 00 Pressure level sufficient 01 Pressure level below warning level 10 Error indicator 11 Not available |
| 2585 | Hydraulic Brake Pressure Warning State Circuit 2 | Signal which indicates whether the hydraulic brake pressure of circuit 2 is below the warning level 00 Pressure level sufficient 01 Pressure level below warning level 10 Error indicator 11 Not available |
| 2586 | Tire Air Leakage Rate | The pressure loss rate of a tire. |
| 2587 | Tire Pressure Threshold Detection | Signal indicating the pressure level of the tire. The levels defined represent different pressure conditions of the tire: 000 Extreme over pressure - The tire pressure is at a level where the safety of the vehicle may be jeopardised. 001 Over pressure - The tire pressure is higher than the pressure defined by the vehicle or tire manufacturer. 010 No warning pressure - The tire pressure is within the thresholds defined by the vehicle or tire manufacturer. 011 Under pressure - The tire pressure is lower than the pressure defined by the vehicle or tire manufacturer. 100 Extreme under pressure - The tire pressure is at a level where the safety of the vehicle may be jeopardised. 101 Not defined 110 Error indicator 111 Not available |
| 2588 | Maximum Vehicle Speed Limit 1 | The lowest Maximum Vehicle Speed Limit. This value is the similar to SPN 74. However, SPN 74 was not specifically defined to convey the applied vehicle speed limit or what was possible to be applied. This new SPN is the lowest vehicle speed limit that is possible. Additionally, the lowest vehicle speed limit shall be applied when the J1939 network is no longer providing input regarding the Selected Maximum Vehicle Speed Limit. Exceptions to this exist when the device performing the maximum vehicle speed limiting function has methods of selecting the thresholds separately from the Selected Maximum Vehicle Speed Limit parameter. |
| 2589 | Maximum Vehicle Speed Limit 2 | The highest of the two lowest vehicle speed limits |
| 2590 | Maximum Vehicle Speed Limit 3 | The highest of the three lowest vehicle speed limits |
| 2591 | Maximum Vehicle Speed Limit 4 | The highest of the four lowest vehicle speed limits |
| 2592 | Maximum Vehicle Speed Limit 5 | The highest of the five lowest vehicle speed limits |
| 2593 | Maximum Vehicle Speed Limit 6 | The highest of the six lowest vehicle speed limits |
| 2594 | Maximum Vehicle Speed Limit 7 | The highest of the seven lowest vehicle speed limits |
| 2595 | Applied Vehicle Speed Limit | The vehicle speed limit in effect. 251 (0xFB) is used to indicate that a maximum vehicle speed limit is not selected. |
| 2596 | Selected Maximum Vehicle Speed Limit | User selected maximum vehicle speed. If one is selected, then this SPN must equal one of the maximum vehicle speeds #1-#7 from PGN 64997 - Maximum Vehicle Speed Limit Status . If different maximum vehicle speed requests are present from different devices, the lowest requested value should be used. 0 is used to indicate that a maximum vehicle speed is not selected. 1 through 7 are valid selectable speed limits. 8 through 250 are not allowed. |
| 2597 | Implement Left Forward Work Light Command | Command to activate or de-activate work lights mounted on an implement to illuminate beyond left end of the implement. 00 De-activate 01 Activate 10 Reserved 11 Don’t Care |
| 2598 | Implement Left Forward Work Light | This parameter provides measured data from the work lights mounted on an implement to illuminate the forward left end of the implement. 00 De-activate 01 Activate 10 Fault Detected 11 Not Available |
| 2599 | Fire Apparatus Pump Engagement | The measured status of the pump used to provide water in fire fighting apparatus for distribution of water through water cannons or fire hoses. 00 Pump not engaged 01 Pump engaged 10 Error 11 Not available or not installed |
| 2600 | Payload Percentage | The current payload of the equipment, reported as a percentage of the equipment's rated payload limit. |
| 2601 | Travel Velocity Control Position | The position of the travel velocity control component reported as a percentage of the control's full displacement in each direction respectively. Positive position values indicate forward travel direction; negative position values indicate reverse, or backward, travel direction; and zero (0) percent position indicates the control device is in the neutral position. Higher percent for a particular travel direction indicates a higher desired travel speed in that direction. |
| 2602 | Hydraulic Oil Level | This parameter indicates the level of the hydraulic fluid in tank as a ratio of current volume to total tank volume. This parameter is intended for reporting the hydraulic fluid level in the system tank or reservoir. This hydraulic fluid is for the entire hydraulics system of a piece of equipment. |
| 2603 | Pneumatic Supply Pressure Request | Command signal to influence the pneumatic pressure in the main reservoir. This parameter is the setpoint for the parameter SPN 46. |
| 2604 | Parking and/or Trailer Air Pressure Request | Command signal to influence the pneumatic pressure in the circuit or reservoir for the parking brake and/or the trailer supply. This parameter is the setpoint for the parameter SPN 1086. |
| 2605 | Service Brake Air Pressure Request, Circuit #1 | Command signal to influence the pneumatic pressure in the service brake circuit or reservoir #1. This parameter is the setpoint for the parameter SPN 1087. |
| 2606 | Service Brake Air Pressure Request, Circuit #2 | Command signal to influence the pneumatic pressure in the service brake circuit or reservoir #2. This parameter is the setpoint for the parameter SPN 1088. |
| 2607 | Auxiliary Equipment Supply Pressure Request | Command signal to influence the pneumatic pressure in the auxiliary circuit. This parameter is the setpoint for the parameter SPN 1089. |
| 2608 | Air Suspension Supply Pressure Request | Command signal to influence the pneumatic pressure in the circuit for the electronically controlled air suspension system. This parameter is the setpoint for the parameter SPN 1090. |
| 2609 | Cab A/C Refrigerant Compressor Outlet Pressure | This is the gage pressure at the compressor outlet in the cab air conditioning system. |
| 2610 | Solar Intensity Percent | This is the solar radiation (power density) falling on the vehicle in percent of the maximum sensor value (SPN 2611). Currently this is in the infra-red spectrum. |
| 2611 | Solar Sensor Maximum | This is the maximum value which can be reported by the sensor for the solar intensity. (This is a configuration parameter) |
| 2612 | Front Wheel Drive Actuator Status | Feedback on the front wheel drive actuator. 00 Front Wheel Drive Actuator not engaged 01 Front Wheel Drive Actuator engaged 10 Error 11 Not Available |
| 2613 | Drive Axle Lube Pressure | The drive axle lubricant pressure with location determined by Drive Axle Location (SPN 930). |
| 2614 | Steering Axle Lube Pressure | The steering axle lubricant pressure. |
| 2615 | Engine Throttle Synchronization Mode Status | The status of the Throttle Synchronization Mode. Throttle Synchronization Mode is used to indicate which throttle, if any, is currently being used for the synchronized throttle. 0000 Not Synchronized 0001 Synchronized Center 0010 Synchronized Port 0011 Synchronized Starboard 0100 Synchronized Master 0101-1110 Reserved 1111 Take no action |
| 2616 | Trolling Mode Status | The status of the Trolling Mode. Trolling mode limits the top speed. Full range travel of the throttle level spans from low idle engine speed to maximum trolling speed. 00 Trolling mode is OFF. 01 Trolling mode is ACTIVE. 10 Reserved 11 Take no action |
| 2617 | Slow Vessel Mode Status | The status of the Slow Vessel Mode. Slow Vessel Mode puts the engine in a lower-than-normal low idle speed during docking or other slow vessel operations. 00 Slow vessel mode is OFF. 01 Slow vessel mode is ACTIVE. 10 Reserved 11 Take no action |
| 2618 | Suspend Signal | tion of the transmitting device (if it is capable of doing so) to increase the chances of proper reception by repeating one or two times within the first second of the suspension. If it is able, the transmitter may also send a DM13 message with the suspend signal set to “1110” to indicate that it is returning to full broadcast status. 0000 Indefinite suspension of all broadcasts 0001 Indefinite suspension of some messages 0002 Temporary suspension of all broadcasts 0003 Temporary suspension of some messages 0100 - 1110 SAE Reserved 1110 Resuming normal broadcast pattern 1111 Not Available |
| 2619 | Suspend Duration | Indicates the duration of a suspension of broadcast messages when that duration is known by the transmitting device. If the DM13 message is sent with thee suspend signal value of 2 or 3, the value of this parameter will represent the duration of suspension in seconds. For the suspend signal values of 0 to 1, the suspend duration will be sent as Not Available and the duration will be indeterminate. Receivers will know when the suspension is over by the renewed presence of messages from the transmitter either for indefinite suspension or in the case where the transmitter is permitted by an outside command to return to full broadcast status. If it is able, the transmitter may also send a DM13 message with the suspend signal set to “1110” to indicate that it is returning to full broadcast status. |
| 2620 | Brake Lining Display | Driver/operator information device for brake lining wear |
| 2621 | Pneumatic Brake Pressure Limitation Valve Front Axle | Pneumatic valve limiting the maximum brake pressure at the front axle |
| 2622 | Hillholder system | System for short time substitute of parking brake by activation of service brake. |
| 2623 | Accelerator Pedal #1 Channel 2 | Sensor output 2 for the accelerator pedal #1 position when using a redundant-style sensor. The ratio of actual accelerator pedal position to maximum pedal position. This is for the first occurrence of the accelerator pedal. Although it is used as an input to determine powertrain demand, it also provides anticipatory information to transmission and ASR algorithms about driver actions. This is the second sensor output when a multiple output (redundant) sensor is used for Accelerator Pedal #1 position. Sensor outputs 1 & 3 (for accelerator pedal #1 position) are SPNs 91 & 2624. |
| 2624 | Accelerator Pedal #1 Channel 3 | Sensor output 3 for the accelerator pedal #1 position when using a redundant-style sensor. The ratio of actual accelerator pedal position to maximum pedal position. This is for the first occurrence of the accelerator pedal. Although it is used as an input to determine powertrain demand, it also provides anticipatory information to transmission and ASR algorithms about driver actions. This is the third sensor output when a multiple output (redundant) sensor is used for Accelerator Pedal #1 position. Sensor outputs 1 & 2 (for accelerator pedal #1 position) are SPNs 91 & 2623. |
| 2625 | Accelerator Pedal #2 Channel 2 | Sensor output 2 for the accelerator pedal #2 position when using a redundant-style sensor. The ratio of actual accelerator pedal position to maximum pedal position. This is for the second occurrence of the accelerator pedal. Although it is used as an input to determine powertrain demand, it also provides anticipatory information to transmission and ASR algorithms about driver actions. This is the second sensor output when a multiple output (redundant) sensor is used for Accelerator Pedal # 2 position. Sensor outputs 1 & 3 (for accelerator pedal #2 position) are SPNs 29 & 2626. |
| 2626 | Accelerator Pedal #2 Channel 3 | Sensor output 3 for the accelerator pedal #2 position when using a redundant-style sensor. The ratio of actual accelerator pedal position to maximum pedal position. This is for the second occurrence of the accelerator pedal. Although it is used as an input to determine powertrain demand, it also provides anticipatory information to transmission and ASR algorithms about driver actions. This is the third sensor output when a multiple output (redundant) sensor is used for Accelerator Pedal # 2 position. Sensor outputs 1 & 2 (for accelerator pedal #2 position) are SPNs 29 & 2625. |
| 2627 | Gaseous Fuel Tank 1 High Pressure Shutoff Valve | The gaseous fuel shutoff valve located at the tank. This valve blocks the flow of fuel away from tank 1. |
| 2628 | Gaseous Fuel Tank 1 Low Pressure Shutoff Valve | The gaseous fuel shutoff valve located after the pressure regulator. This valve blocks the flow of the pressure regulated fuel. |
| 2629 | Engine Turbocharger 1 Compressor Outlet Temperature | Temperature of the air exiting the turbocharger 1 compressor outlet |
| 2630 | Engine Charge Air Cooler 1 Outlet Temperature | Temperature of combustion air after it exits from the Charge Air Cooler 1 but before any mixing of recirculated exhaust gas. |
| 2631 | Engine Charge Air Cooler Outlet Pressure | Measures pressure of air at outlet from charge air cooler |
| 2632 | Engine Charge Air Cooler Bypass | Controls whether combustion air passes through the charge air cooler |
| 2633 | Engine Variable Geometry Turbocharger (VGT) 1 Nozzle Position | Measures the position of the nozzles or vanes in variable geometry turbocharger #1 (Note: Preferred SPN is 2795) |
| 2634 | Power Relay | Used to control power to other devices on the vehicle |
| 2635 | "Neutral Only" Power Relay | Provides power to accessories ONLY when transmission is in neutral |
| 2636 | Windshield Wiper Motor ON/OFF | Activates the windshield wipers |
| 2637 | Windshield Wiper Motor Speed | Selects the windshield wiper speed |
| 2638 | Differential Lock Control Valve #2 | Operates the second Differential Lock |
| 2639 | Cab Door "Lock" Control | Commands the door mechanism to Lock |
| 2640 | Cab Door "Unlock" Control | Commands the door mechanism to Unlock |
| 2641 | Horn | Activates the vehicle horn |
| 2642 | Mirror 1 Heater | Mirror 1 Heater defrosts the first rear view mirror, alternatively all rear view mirrors. |
| 2643 | Battery Monitor Load #1 | Activates the #1 electrical load to monitor battery condition |
| 2644 | Battery Monitor Load #2 | Activates the #2 electrical load to monitor battery condition |
| 2645 | ECU "Wake Up" Control | Sends a signal to cause other ECUs to begin operation |
| 2646 | Auxiliary Output #4 | Dynamically configurable, no permanent name |
| 2647 | Auxiliary Output #5 | Dynamically configurable, no permanent name |
| 2648 | Maintenance Lamp | Indicates that vehicle maintenance is due |
| 2649 | Low Air Pressure | Activates the Low Air Pressure warning |
| 2650 | Fan Override Indicator | Indicates that the driver has requested manual fan operation |
| 2651 | Interior Lamps | Activates the cab interior lights |
| 2652 | Switch Diagnostic Enable | Provides power to diagnose dashboard switch problems |
| 2653 | Headlamp Low Beam Left #1 | Activates the left headlamp low beam filament (driver #1) |
| 2654 | Headlamp Low Beam Left #2 | Activates the left headlamp low beam filament (driver #2) |
| 2655 | Headlamp Low Beam Right #1 | Activates the right headlamp low beam filament (driver #1) |
| 2656 | Headlamp Low Beam Right #2 | Activates the right headlamp low beam filament (driver #2) |
| 2657 | Engine Auxiliary Cooling System | Activates a secondary engine cooling system |
| 2658 | Engine Intake Air Precleaner | Activates a pre-cleaning system for the engine intake air |
| 2659 | Engine Exhaust Gas Recirculation 1 Mass Flow Rate | Flow rate of gas through the EGR system. Flow rate of the exhaust gas being recirculated into the combustion air. |
| 2660 | Joystick 1 X-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2661 | Joystick 1 Y-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2662 | Joystick 1 Grip X-Axis Position | The position of the joystick grip in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2663 | Joystick 1 Grip Y-Axis Position | The position of the joystick grip in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2664 | Joystick 1 Theta-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2665 | Joystick 1 X-Axis Lever Right Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2666 | Joystick 1 Y-Axis Lever Forward Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2667 | Joystick 1 Grip X-Axis Lever Right Positive Position Status | Reports when the current joystick grip position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2668 | Joystick 1 Grip Y-Axis Lever Forward Positive Position Status | Reports when the current joystick grip position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2669 | Joystick 1 Theta-Axis Clockwise Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2670 | Joystick 1 X-Axis Lever Left Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2671 | Joystick 1 Y-Axis Lever Back Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2672 | Joystick 1 Grip X-Axis Lever Left Negative Position Status | Reports when the current joystick grip position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2673 | Joystick 1 Grip Y-Axis Lever Back Negative Position Status | Reports when the current joystick grip position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2674 | Joystick 1 Theta-Axis Counter Clockwise Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2675 | Joystick 1 X-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2676 | Joystick 1 Y-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2677 | Joystick 1 Grip X-Axis Neutral Position Status | Reports when the current joystick grip position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2678 | Joystick 1 Grip Y-Axis Neutral Position Status | Reports when the current joystick grip position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2679 | Joystick 1 Theta-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2680 | Joystick 1 X-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2681 | Joystick 1 Y-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2682 | Joystick 1 Grip X-Axis Detent Position Status | Reports when the current joystick grip position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2683 | Joystick 1 Grip Y-Axis Detent Position Status | Reports when the current joystick grip position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2684 | Joystick 1 Theta-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2685 | Joystick 1 Button 1 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2686 | Joystick 1 Button 2 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2687 | Joystick 1 Button 3 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2688 | Joystick 1 Button 4 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2689 | Joystick 1 Button 5 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2690 | Joystick 1 Button 6 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2691 | Joystick 1 Button 7 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2692 | Joystick 1 Button 8 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2693 | Joystick 1 Button 9 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2694 | Joystick 1 Button 10 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2695 | Joystick 1 Button 11 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2696 | Joystick 1 Button 12 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2697 | Joystick 2 X-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2698 | Joystick 2 Y-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2699 | Joystick 2 Grip X-Axis Position | The position of the joystick grip in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2700 | Joystick 2 Grip Y-Axis Position | The position of the joystick grip in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2701 | Joystick 2 Theta-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2702 | Joystick 2 X-Axis Lever Right Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2703 | Joystick 2 Y-Axis Lever Forward Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2704 | Joystick 2 Grip X-Axis Lever Right Positive Position Status | Reports when the current joystick grip position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2705 | Joystick 2 Grip Y-Axis Lever Forward Positive Position Status | Reports when the current joystick grip position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2706 | Joystick 2 Theta-Axis Clockwise Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2707 | Joystick 2 X-Axis Lever Left Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2708 | Joystick 2 Y-Axis Lever Back Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2709 | Joystick 2 Grip X-Axis Lever Left Negative Position Status | Reports when the current joystick grip position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2710 | Joystick 2 Grip Y-Axis Lever Back Negative Position Status | Reports when the current joystick grip position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2711 | Joystick 2 Theta-Axis Counter Clockwise Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2712 | Joystick 2 X-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2713 | Joystick 2 Y-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2714 | Joystick 2 Grip X-Axis Neutral Position Status | Reports when the current joystick grip position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2715 | Joystick 2 Grip Y-Axis Neutral Position Status | Reports when the current joystick grip position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2716 | Joystick 2 Theta-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2717 | Joystick 2 X-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2718 | Joystick 2 Y-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2719 | Joystick 2 Grip X-Axis Detent Position Status | Reports when the current joystick grip position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2720 | Joystick 2 Grip Y-Axis Detent Position Status | Reports when the current joystick grip position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2721 | Joystick 2 Theta-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2722 | Joystick 2 Button 1 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2723 | Joystick 2 Button 2 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2724 | Joystick 2 Button 3 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2725 | Joystick 2 Button 4 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2726 | Joystick 2 Button 5 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2727 | Joystick 2 Button 6 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2728 | Joystick 2 Button 7 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2729 | Joystick 2 Button 8 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2730 | Joystick 2 Button 9 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2731 | Joystick 2 Button 10 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2732 | Joystick 2 Button 11 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2733 | Joystick 2 Button 12 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2734 | Joystick 3 X-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2735 | Joystick 3 Y-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2736 | Joystick 3 Grip X-Axis Position | The position of the joystick grip in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2737 | Joystick 3 Grip Y-Axis Position | The position of the joystick grip in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2738 | Joystick 3 Theta-Axis Position | The position of the joystick in the relative motion of travel from the neutral position. Position value of 0 is Neutral and position value 1000 (100%) is the end of linear zone. Value of 1022 indicates an error has occurred. |
| 2739 | Joystick 3 X-Axis Lever Right Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2740 | Joystick 3 Y-Axis Lever Forward Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2741 | Joystick 3 Grip X-Axis Lever Right Positive Position Status | Reports when the current joystick grip position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2742 | Joystick 3 Grip Y-Axis Lever Forward Positive Position Status | Reports when the current joystick grip position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2743 | Joystick 3 Theta-Axis Clockwise Positive Position Status | Reports when the current joystick position is on the positive travel side (forward, right, clockwise, up) relative to the neutral position for that axis of travel. 00 Not on Positive side of Neutral 01 On positive side of Neutral 10 Error Indicator 11 Not Available |
| 2744 | Joystick 3 X-Axis Lever Left Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2745 | Joystick 3 Y-Axis Lever Back Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2746 | Joystick 3 Grip X-Axis Lever Left Negative Position Status | Reports when the current joystick grip position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2747 | Joystick 3 Grip Y-Axis Lever Back Negative Position Status | Reports when the current joystick grip position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2748 | Joystick 3 Theta-Axis Counter Clockwise Negative Position Status | Reports when the current joystick position is on the negative travel side (back, left, counterclockwise, down) relative to the neutral position for that axis of travel. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2749 | Joystick 3 X-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2750 | Joystick 3 Y-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2751 | Joystick 3 Grip X-Axis Neutral Position Status | Reports when the current joystick grip position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not on negative side of Neutral 01 On negative side of Neutral 10 Error Indicator 11 Not Available |
| 2752 | Joystick 3 Grip Y-Axis Neutral Position Status | Reports when the current joystick grip position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2753 | Joystick 3 Theta-Axis Neutral Position Status | Reports when the current joystick position is in the neutral position for that axis of travel. The neutral position measurement must be determined from some mechanism other than the axis position measurement device. 00 Not in Neutral Position 01 In Neutral Position 10 Error Indicator 11 Not Available |
| 2754 | Joystick 3 X-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2755 | Joystick 3 Y-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2756 | Joystick 3 Grip X-Axis Detent Position Status | Reports when the current joystick grip position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2757 | Joystick 3 Grip Y-Axis Detent Position Status | Reports when the current joystick grip position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2758 | Joystick 3 Theta-Axis Detent Position Status | Reports when the current joystick position is in the detent position for that axis of travel. 00 Not in the Detent Position 01 In the Detent Position 10 Error Indicator 11 Not Available |
| 2759 | Joystick 3 Button 1 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2760 | Joystick 3 Button 2 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2761 | Joystick 3 Button 3 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2762 | Joystick 3 Button 4 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2763 | Joystick 3 Button 5 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2764 | Joystick 3 Button 6 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2765 | Joystick 3 Button 7 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2766 | Joystick 3 Button 8 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2767 | Joystick 3 Button 9 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2768 | Joystick 3 Button 10 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2769 | Joystick 3 Button 11 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2770 | Joystick 3 Button 12 Pressed Status | Reports when the joystick button has been pressed. 00 Button not pressed 01 Button pressed 10 Error Indicator 11 Not Available |
| 2789 | Engine Turbocharger 1 Calculated Turbine Intake Temperature | Calculated value of turbine intake temperature based on engine operating conditions, such as intake manifold temperature, charge fuel ratio, injection timing, and engine speed. Use SPN 1180 for actual measured intake temperature. |
| 2790 | Engine Turbocharger 1 Calculated Turbine Outlet Temperature | Calculated value of turbocharger compressor outlet air temperature. Temperature of air exiting the turbocharger compressor and before entering charge air cooler. The estimate is based on turbo speed and measured turbocharger compressor intake temperature. Use SPN 1184 for actual measured outlet temperature. |
| 2791 | Engine Exhaust Gas Recirculation 1 Valve 1 Control 1 | Desired percentage of maximum Exhaust Gas Recirculation (EGR) valve 1 opening. 0% means valve is closed. 100% means maximum valve opening (full gas flow). |
| 2792 | Engine Variable Geometry Turbocharger (VGT) Air Control Shutoff Valve | Isolates vehicle brake air from the Variable Geometry Turbocharger (VGT) system when engine is not running. This valve prevents vehicle air from bleeding off through the VGT Control Valve when engine is not in use. Primary vehicle air system from air tanks feed the VGT Air Control Shutoff Valve, which in turn provides air to the VGT Control Valve when the key switch is 'ON'. The VGT Control Valve delivers air to the VGT actuator to adjust turbocharger geometry. 00 VGT Air Control Shutoff Valve is Off 01 VGT Air Control Shutoff Valve is On 10 Reserved 11 Not available |
| 2793 | Laser Strike Data Latency | Time from laser strike to CAN message transmission. This parameter will be reported by survey receiver type devices only. Byte 3 (SPN 2576) of PGN 65141 identifies the type of Laser Receiver. |
| 2794 | Absolute Laser Strike Position | Laser Strike location on the survey type laser receiver. |
| 2795 | Engine Variable Geometry Turbocharger (VGT) 1 Actuator Position | Sensor that measures the position of the variable geometry turbocharger actuator. A position of 0% indicates the actuator is in the position creating the smallest geometry turbocharger. A position of 100% represents the largest geometry turbocharger. |
| 2796 | Transfer Case Selector Switch | Operator switch to select the condition of the transfer case. States 000 and 001 should be used if the transfer case only functions to switch between 2-wheel and 4-wheel drive. If the transfer case includes a High / Low Range function, states 011 and 100 should be supported as well. For reporting the status of the transfer case, see SPN 3645. 000: 2 wheel high (Normal or ‘On Highway’ Range) 001: 4 wheel high (Normal or ‘On Highway’ Range) 010: Neutral 011: 2 wheel low (or ‘Off Highway’ Range) 100: 4 wheel low (or ‘Off Highway’ Range) 101: Reserved for SAE assignment 110: Error indicator 111: Not available |
| 2797 | Engine Injector Group 1 | A first collection of fuel injector circuits that are grouped together. Some failure modes in this group can not be isolated to an individual injector. |
| 2798 | Engine Injector Group 2 | A second collection of fuel injector circuits that are grouped together. Some failure modes in this group can not be isolated to an individual injector. |
| 2799 | Engine Turbocharger 2 Compressor Outlet Temperature | Temperature of the air exiting the turbocharger 2 compressor outlet |
| 2800 | Engine Turbocharger 3 Compressor Outlet Temperature | Temperature of the air exiting the turbocharger 3 compressor outlet |
| 2801 | Engine Turbocharger 4 Compressor Outlet Temperature | Temperature of the air exiting the turbocharger 4 compressor outlet |
| 2802 | Data Memory Usage | The used storage capacity of the data buffer memory internal to an ECU, such as a data logger. |
| 2803 | Keep-Alive Battery Consumption | The capacity consumed from the direct battery connection since the key was last turned off. This value is maintained and does not accumulate while the key switch is on. The value is reset to 0 when the key switch is turned to the off position. |
| 2804 | FMS-standard Diagnostics Supported | Status signal which indicates if the FMS Vehicle Interface (FMS Gateway) supports the handling of diagnostic messages from the vehicle network onto the FMS network. The FMS gateway does NOT support the re-broadcast of diagnostics messages present on the vehicle network. If this 'FMS-standard Diagnostics Supported' feature is supported by the FMS Gateway, the FMS Gateway will support the requests for diagnostics information (from the FMS device) onto the vehicle network and pass the responses onto the FMS network. Note: This feature of the FMS Gateway is independent of the 'FMS-standard Requests Supported'. The FMS Gateway may support diagnostics without supporting the 'FMS-standard Requests Supported' function, or visa-versa. 00 Diagnostics Is Not Supported 01 Diagnostics Is Supported 10 Reserved 11 Don't care |
| 2805 | FMS-standard Requests Supported | Status signal which indicates if the FMS Vehicle Interface (FMS Gateway) will respond to requests from the FMS device for the PGNs listed in the FMS Interface Specification. This mode is to support FMS gateway devices that only operate in a 'Request' mode. The FMS PGNs may also be broadcast periodically in this mode. The FMS Gateway will NOT support the requests for information not included in the FMS Interface Specification onto the vehicle network." 00 On request mode is not supported 01 On request mode is supported 10 Reserved 11 Don't care |
| 2806 | FMS-standard SW-version supported. | Information that identifies which issue level of the FMS-standard document the software included in the FMS gateway supports. Four bytes, representing xx.yy type revision level identification. Information to be ASCII equivalent of the numeric revision level of the FMS document, 00.01 to 99.99. The first released version will be 01.00. Note: Byte 2 and byte 3 represents the SW version supported for trucks. Version number in the format ab.cd where Byte 2 represents "a" ASCII and Byte 3 represents "b" ASCII. Byte 4 and byte 5 represents the SW version supported for bus and coaches; version number in the format ab.cd where Byte 4 represents "c" ASCII and Byte 5 represents "d" ASCII. |
| 2807 | Engine Fuel Shutoff 2 Control | Control setting for fuel shutoff 2. First instance is SPN 632. For a dual fuel shutoff system, this SPN is representative of the downstream fuel shutoff commanded position. When fuel (gas) is desired at the engine, the fuel shutoff is opened. Otherwise, it is closed. 00 = Open (fuel supplied to engine) 01 = Closed (no fuel supplied to engine) 10 = Reserved 11 = Don't care / take no action In addition to communicating desired action of fuel shutoff 2 and its driver status, this new SPN can be used to communicate whether fuel shutoff 2 feedback position (if available) matches the commanded position, through the use of FMIs. |
| 2808 | Keypad | Keypad associated with controller application. |
| 2809 | Engine Air Filter 2 Differential Pressure | Change in engine air system pressure, measured across the second air filter, due to the filter and any accumulation of solid foreign matter on or in the filter. This is for monitoring the air filter on the intake to the second turbocharger. Filter numbering follows the guidelines noted in section Naming Convention For Engine Parameters. |
| 2810 | Engine Air Filter 3 Differential Pressure | Change in engine air system pressure, measured across the third air filter, due to the filter and any accumulation of solid foreign matter on or in the filter. This is for monitoring the air filter on the intake to the third turbocharger. Filter numbering follows the guidelines noted in section Naming Convention For Engine Parameters. |
| 2811 | Engine Air Filter 4 Differential Pressure | Change in engine air system pressure, measured across the fourth air filter, due to the filter and any accumulation of solid foreign matter on or in the filter. This is for monitoring the air filter on the intake to the fourth turbocharger. Filter numbering follows the guidelines noted in section Naming Convention For Engine Parameters. |
| 2812 | Engine Overspeed Test | The engine overspeed test signal as measured by the reporting ECM. Engine Overspeed Test is a mechanism to simulate engine overspeed situations, while operating the engine within the engine's safe operating range. State signal which indicates when the overspeed test input to the ECM is being driven. 00 Engine Overspeed Test Not Active 01 Engine Overspeed Test Active 10 Reserved 11 Not Available |
| 2813 | Engine Air Shutoff Command Status | State signal which indicates when the Air Shutoff driver output is being driven. Disabled means controller wants air flowing to the engine. Status of the airflow shutoff as being commanded by the ECU. 00 Air Shutoff Disabled, not attempting to shutoff engine air supply 01 Air Shutoff Enabled, attempting to shutoff engine air supply 10 Reserved 11 Not Available |
| 2814 | Engine Alarm Output Command Status | State signal which indicates when the Alarm driver output is being driven. Not active means the Controller has no alarm level conditions. 00 Engine Alarm Output Command Not Active 01 Engine Alarm Output Command Active 10 Reserved 11 Not Available |
| 2815 | Engine Alarm Acknowledge | The Engine Alarm Acknowledge Input signal as measured by the reporting ECM. The Engine Alarm Acknowledge is a mechanism for external acknowledgement of the SPN 2814, Engine Alarm Output Command. 00 Engine Alarm Acknowledge Not Active 01 Engine Alarm Acknowledge Active 10 Error 11 Not Available |
| 2816 | Simultaneous Upshift and Downshift | Simultaneous upshift and downshift request being indicated. Both gear upshift and downshift are being indicated concurrently. |
| 2817 | Operator Using Clutch Pedal During Non-Recoverable Clutch Fault | The operator is still trying to use the clutch pedal even though a fault with the clutch system was already reported. |
| 2818 | Operators Rear PTO Switch On with Operator Not Present | The operators Rear PTO ON/OFF switch is on with the operator presence detection indicating the operator is NOT present. |
| 2819 | Park Interlock Error | A park interlock is not as expected by a controlling system. |
| 2820 | Operator Not Present During Reverser Command | The operators reverser control has changed with the operator presence detection indicating the operator is NOT present. |
| 2821 | Reverser Lever Neutral and Power Signals Conflict | There is a conflict between the Neutral and Neutral Power Interlock switches within the reverser lever, an operator direction control lever that is mounted separately from the shift lever/controls but still operable from the normal operators station. |
| 2822 | Reverser Lever Neither Forward or Reverse | Neither Forward or Reverse Switch indicated by Reverser Lever, an operator direction control lever that is mounted separately from the shift lever/controls but still operable from the normal operators station. |
| 2823 | Reverser Lever Simultaneous Forward and Reverse | Forward and Reverse Switches are indicated concurrently by the reverser lever, an operator direction control lever that is mounted separately from the shift lever/controls but still operable from the normal operators station. |
| 2824 | Reverser Lever Motion Interlock Conflict | Two Interlocking switches within the reverser lever are conflicting while the lever is moving. |
| 2825 | Reverser Lever | Reverser Lever is an operator direction control lever that is mounted separately from the shift lever/controls but still operable from the normal operators station. This may contain park and/or neutral as well as direction. |
| 2826 | Reverser Lever Multiple Switch Conflicts | Multiple switches within the reverser lever (an operator direction control lever that is mounted separately from the shift lever/controls but still operable from the normal operators station) are conflicting. |
| 2827 | Power Up Without Neutral | Controller has powered-up to find shift lever/control not in either park or neutral. |
| 2828 | Reverser Lever In Power Zero/Direction Transition Too Long | The transition time between the Neutral Power Interlock and the Direction switches on a Reverser Lever (an operator direction control lever that is mounted separately from the shift lever/controls but still operable from the normal operators station) was too long. |
| 2829 | Reverser Lever in Neutral/Park Transition Too Long | The transition time between Neutral and Park on a Reverser Lever (an operator direction control lever that is mounted separately from the shift lever/controls but still operable from the normal operators station) was too long. |
| 2830 | Reversing Ratio Rationality Fault | The ratio between the operator entered speed set point values for forward and reverse is incorrect/not possible. |
| 2831 | No Carrier Speed at Start-up | The speed of the first identified carrier within a transmission was not detected following engine start. |
| 2832 | Operator Not in Operating Station | The Operator Presence Detection System indicates the operator is not in the correct operating station. |
| 2833 | Motion with Park Brake Engaged | Unexpected motion with Park Brake engaged. |
| 2834 | No Hydrostatic Unit Speed at Start-up | Rotation of the hydrostatic unit was not detected following engine start. |
| 2835 | Neutral to Gear Command Conflict | During neutral to Gear movement of the shift controls,improper switch transitions were detected. |
| 2836 | Battery 1 Potential 2 (Voltage), Switched (obsolete) | Electrical potential of the second circuit powered by the primary battery (battery 1) as measured at the input of the electronic control unit supplied through a switching device. This SPN is obsolete. Use SPN 158, 168 or 444. SPN 158 is only used if you know that this is controlled by the key switch. |
| 2837 | Identity Number | The Identity Number is a 21-bit field in the name assigned by the ECU manufacturer. The Identity Number is necessary in circumstances where it is possible that the NAME would not otherwise be unique (i.e. could be identical). This field should be unique and non-varying with removal of power. This field is necessary to resolve any address contention. The manufacturer must provide this uniqueness among products. It is the manufacturers choice to encode any other information into the identity number, for example, time/date of manufacture, serial number of the module, the vehicle the module is placed into, etc. |
| 2838 | Manufacturer Code | The Manufacturer Code is an 11-bit field that indicates which company was responsible for the production of the electronic control module for which this NAME is being referenced. Manufacturer codes are assigned by committee and may be found in the SAE J1939 base document. The Manufacturer Code field is not dependent on any other field in the NAME. |
| 2839 | Function Instance | The Function Instance is a 5-bit field that identifies the particular occurrence of a Function on the same Vehicle System on a given network. Note that in the case of single or first Function of a particular type, the instance field should be set to zero indicating the first instance. Individual manufacturers and integrators are advised that some agreement in the interpretation and use of Function Instances may be necessary. As an example, consider an implementation consisting of two engines and two transmissions. It may be important that engine instance 0 be physically connected to transmission instance 0 and that engine instance 1 be physically connected to transmission instance 1. |
| 2840 | ECU Instance | The ECU Instance is a 3-bit field that indicates which one of a group of electronic control modules associated with a given Function is being referenced. For example, in the case where a single engine is managed by two separate control units, each of which is attached to the same SAE J1939 network, the ECU Instance Field will be set to 0 for the first ECU and 1 for the second ECU. Note that in the case of a single or first ECU for a particular CA, the instance field should be set to zero indicating the first instance. |
| 2841 | Function | Function is an 8-bit field defined and assigned by the committee. When Function has a value of 0 to 127 (See Appendix B, Table B11), its definition is not dependent on any other field. When Function has a value greater than 127(See Appendix B, Table B12), its definition depends on Vehicle System. Function, when combined with the Industry Group and the Vehicle System fields identifies a common name for a specific controller. The common name formed from the combination does not imply any specific capabilities. |
| 2842 | Vehicle System | A subcomponent of a vehicle, or a component that is analogous to a subcomponent of a vehicle, that includes one or more SAE J1939 segments and may be connected or disconnected from the vehicle. A Vehicle System may be made up of one or more Functions, which have ECU's that are connected to a SAE J1939 segment of the Vehicle System. Vehicle System is a 7-bit field defined and assigned by the committee, which when combined with the Industry Group can be correlated to a common name. Vehicle System provides a common name for a group of functions within a connected network. Examples of Vehicle Systems for currently defined Industry Groups are "tractor" in the "Common” Industry Group, “Trailer” in the On-Highway Industry Group, and planter in the "Agricultural Equipment” Industry Group. |
| 2843 | Vehicle System Instance | Vehicle System Instance is a 4-bit field that is used to identify a particular occurrence of a particular Vehicle System within a connected network. Note that in the case of single or first Vehicle System of a particular type, the instance field should be set to zero indicating the first instance. |
| 2844 | Arbitrary Address Capable | This 1-bit field indicates whether a CA is both self-configurable and can use an arbitrary source address to resolve an address claim conflict. If this bit is set to “1”, the CA will resolve an address conflict with a CA whose NAME has a higher priority (lower numeric value) by selecting an arbitrary source address from the range 128 to 247 inclusive and claiming that source address. A CA which computes its address but can claim only from a more restricted set of addresses is not considered arbitrary address capable (e.g. On-Highway Trailers.) See section 4.2 of this document for details of the address claim process. |
| 2845 | NAME of Working Set Member | NAME of Working Set Member The identifier of the particular CA that is a member of the Working Set identified by the source address of this message. This parameter is a NAME with the format described in 4.1.1. |
| 2846 | Industry Group | Industry Group is a 3-bit field defined and assigned by the committee. Industry Group definitions may be found in Appendix B.7 of the SAE J1939 base document. The Industry Group field identifies NAMEs associated with a particular industry that uses SAE J1939, for example: On-Highway Equipment, or Agricultural Equipment. |
| 2847 | Address Assignment (new source address) | This 8 bit field is the 9th byte of the data field of the Commanded Address message. It contains the source address that is to be assigned to the CA that has the NAME corresponding to the one conveyed in the first eight bytes of this Commanded Address message. All messages originating from this CA after reception of the Commanded Address message and successful claim of that address shall use that source address. |
| 2848 | NAME of Controller Application (for address claimed) | An 8-byte value which uniquely identifies the primary function of an ECU and its instance on the network. A device's NAME must be unique, no two devices may share the same NAME value on a given vehicle network. |
| 2849 | NAME of Commanded Address Target | NAME used to identify Controller Application in a Commanded Address Message to associate the Controller application with an address. |
| 2850 | Communications Antenna | A failure in the antenna system of a communications unit. Note: There are several possible communications devices that might be on a J1939 network, it has been planned that the specific type of communications will be identified by the NAME being used by the CA within the particular ecu. For example the communications antenna on a cellular system would be identified by the antenna SPN being sent from the SA of the CA with the NAME Function '54' - Communications Unit, Cellular (a radio communications device designed specifically to communicate via the ‘Cellular telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2851 | Communications Service Personal Identification Number | The Personal Identification Number (PIN) is incorrect or has been blocked. Thus service of a particular communications unit is prevented. Note: The specific communications unit would be determinable from the NAME of the CA using the SA of the message using this communications SPN. For example if the PIN was for a Cellular communications unit, then the message would come from the SA of the CA with the NAME Function '54' - Communications Unit, Cellular (a radio communications device designed specifically to communicate via the ‘Cellular telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2852 | Communications Service Subscriber Identification Module | The hardware key, know as a Subscriber Identification Module (SIM), is either missing or incorrect. Thus service of a particular communications unit is prevented. Note: The specific communications unit would be determinable from the NAME of the CA using the SA of the message using this communications SPN. For example if the SIN was for a Cellular communications unit, then the message would come from the SA of the CA with the NAME Function '54' - Communications Unit, Cellular (a radio communications device designed specifically to communicate via the ‘Cellular telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2853 | Communications Connection | A communications unit has established connection but no data exchanged has occurred (no other knowledge of why). Note: The specific communications unit would be determinable from the NAME of the CA using the SA of the message using this communications SPN. For example if the connection problem was for a Cellular communications unit, then the message would come from the SA of the CA with the NAME Function '54' - Communications Unit, Cellular (a radio communications device designed specifically to communicate via the ‘Cellular telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2854 | Communications Carrier | The communications unit has suffered carrier loss. This failure is generally specific to the Global Sytem for Mobile Communications (GSM), a specific type of cellular communications unit. Note: The specific communications unit would be determinable from the NAME of the CA using the SA of the message using this communications SPN. For example when the carrier problem was for a Cellular communications unit, then the message would come from the SA of the CA with the NAME Function '54' - Communications Unit, Cellular (a radio communications device designed specifically to communicate via the ‘Cellular telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2855 | Communications Bit Error Rate | The data failure rate is too high for communications to keep working at the specified error rate within the specific communications unit in use. Note: The specific communications unit would be determinable from the NAME of the CA using the SA of the message using this communications SPN. For example if the SPN was for a Cellular communications unit, then the message would come from the SA of the CA with the NAME Function '54' - Communications Unit, Cellular (a radio communications device designed specifically to communicate via the ‘Cellular telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2856 | Communications Data Upload | A failure has occurred while sending data using a communications unit from the mobile machine to the fixed base. Note: The specific communications unit would be determinable from the NAME of the CA using the SA of the message using this communications SPN. For example when the failure was for a Cellular communications unit, then the message would come from the SA of the CA with the NAME Function '54' - Communications Unit, Cellular (a radio communications device designed specifically to communicate via the ‘Cellular telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2857 | Communications Data Download | A failure has occurred while sending data using a communications unit from the fixed base to the mobile machine. Note: The specific communications unit would be determinable from the NAME of the CA using the SA of the message using this communications SPN. For example when the failure was for a Cellular communications unit, then the message would come from the SA of the CA with the NAME Function '54' - Communications Unit, Cellular (a radio communications device designed specifically to communicate via the ‘Cellular telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2858 | Machine Data Configuration 1 | There is a problem involving the parameter list (along with the parameter locating information) for the data structure for configuring operations within the Controller Application being communicated with. Note: The specific CA as well as any other information about it would be determinable from the NAME of the CA found by comparing the SA of the particular diagnostic message with the SAs and associated NAMEs from the set of Address Claim messages. For example if the SPN was for an on-board data logger (SA 251, Function 130), then the message would come from the SA of 251, which would be the data logger CA with the NAME Function '130' - identified within the Global NAME Table. |
| 2859 | Machine Data Configuration 2 | There is a problem involving one (or more) of the PGN(s) within the parameter list for the data structure for configuring operations within the Controller Application being communicated with. Note: The specific CA as well as any other information about it would be determinable from the NAME of the CA found by comparing the SA of the particular diagnostic message with the SAs and associated NAMEs from the set of Address Claim messages. For example if the SPN was for an on-board data logger (SA 251, Function 130), then the message would come from the SA of 251, which would be the data logger CA with the NAME Function '130' - identified within the Global NAME Table.telephone system’. May be either receiver only, transmitter only or transceiver.) identified within the Global NAME Table. |
| 2860 | Machine Data Configuration 3 | There is a problem involving the first output control list for the data structure for configuring operations within the Controller Application being communicated with. Note: The specific CA as well as any other information about it would be determinable from the NAME of the CA found by comparing the SA of the particular diagnostic message with the SAs and associated NAMEs from the set of Address Claim messages. For example if the SPN was for an on-board data logger (SA 251, Function 130), then the message would come from the SA of 251, which would be the data logger CA with the NAME Function '130' - identified within the Global NAME Table. |
| 2861 | Machine Data Configuration 4 | There is a problem involving the second output control list for the data structure for configuring operations within the Controller Application being communicated with. Note: The specific CA as well as any other information about it would be determinable from the NAME of the CA found by comparing the SA of the particular diagnostic message with the SAs and associated NAMEs from the set of Address Claim messages. For example if the SPN was for an on-board data logger (SA 251, Function 130), then the message would come from the SA of 251, which would be the data logger CA with the NAME Function '130' - identified within the Global NAME Table. |
| 2862 | Machine Data Configuration 5 | There is a problem involving the third output control list for the data structure for configuring operations within the Controller Application being communicated with. Note: The specific CA as well as any other information about it would be determinable from the NAME of the CA found by comparing the SA of the particular diagnostic message with the SAs and associated NAMEs from the set of Address Claim messages. For example if the SPN was for an on-board data logger (SA 251, Function 130), then the message would come from the SA of 251, which would be the data logger CA with the NAME Function '130' - identified within the Global NAME Table. |
| 2863 | Front Operator Wiper Switch | State of operation selected by operator switch for the Wiper in front of the operator position. This parameter, 'Front Operator Wiper Switch' should be used for the control information if either of the other wiper switch parameters is 'Not Available' and the associated wiper still needs to be controlled. 0000 Off 0001 Low 0010 Medium 0011 High 0100 Delayed 1 (used for the first delay choice when the wiper switch position controls the delay) 0101 Delayed 2 (used for the second delay choice when the wiper switch position controls the delay) 0110 Mist (position where external sensor controls wiper rate) 0111 - 1110 Reserved 1111 Not available (do not change) |
| 2864 | Front Non-operator Wiper Switch | State of operation selected by operator switch for the front wiper not in front of the operator position. The parameter, 'Front Operator Washer Switch' should be used for the control information if this parameter is 'Not Available' and the associated washer still needs to be controlled. 0000 Off 0001 Low 0010 Medium 0011 High 0100 Delayed 1 (used for the first delay choice when the wiper switch position controls the delay) 0101 Delayed 2 (used for the second delay choice when the wiper switch position controls the delay) 0110 Mist (position where external sensor controls wiper rate) 0111 - 1110 Reserved 1111 Not available (do not change) |
| 2865 | Rear Wiper Switch | State of operation selected by operator switch for the rear wiper. The parameter, 'Front Operator Washer Switch' should be used for the control information if this parameter is 'Not Available' and the associated washer still needs to be controlled. 0000 Off 0001 Low 0010 Medium 0011 High 0100 Delayed 1 (used for the first delay choice when the wiper switch position controls the delay) 0101 Delayed 2 (used for the second delay choice when the wiper switch position controls the delay) 0110 Mist (position where external sensor controls wiper rate) 0111 - 1110 Reserved 1111 Not available (do not change) |
| 2866 | Front Operator Washer Switch | State of operation selected by operator switch for the washer in front of the operator position. This parameter, 'Front Operator Washer Switch’ should be used for the control information if either of the other washer switch parameters is 'Not Available' and the associated washer still needs to be controlled. 000 Off 001 Low 010 Medium 011 High 100 - 110 Reserved 111 Not available (do not change) |
| 2867 | Front Non-operator Washer Switch | State of operation selected by operator switch for the front washer not in front of the operator position. The parameter, 'Front Operator Washer Switch’ should be used for the control information if this parameter is 'Not Available' and the associated washer still needs to be controlled. 000 Off 001 Low 010 Medium 011 High 100 - 110 Reserved 111 Not available (do not change) |
| 2868 | Rear Washer Function | State of operation selected by operator switch for the rear washer. The parameter, 'Front Operator Washer Switch’ should be used for the control information if this parameter is 'Not Available' and the associated washer still needs to be controlled. 000 Off 001 Low 010 Medium 011 High 100 - 110 Reserved 111 Not available (do not change) |
| 2869 | Front Operator Wiper Delay Control | Time between cycles of the front operator side wiper (i.e. from end of cycle 'n' to start of cycle 'n+1') as selected by the operator control (switch, etc.) in percentage of position with maximum position corresponding to maximum delay selectable. This parameter, 'Front Operator Wiper Delay Control' should be used for the delay information if either of the other delay parameters is 'Not Available' and the function needs to be provided. |
| 2870 | Front Non-operator Wiper Delay Control | Time between cycles of the front non-operator side wiper (i.e. from end of cycle 'n' to start of cycle 'n+1') as selected by the operator control (switch, etc.) in percentage of position with maximum position corresponding to maximum delay selectable. The parameter, 'Front Operator Wiper Delay Control' should be used for the delay information if this parameter is 'Not Available' and the function needs to be provided. |
| 2871 | Rear Wiper Delay Control | Time between cycles of the rear wiper (i.e. from end of cycle 'n' to start of cycle 'n+1') as selected by the operator control (switch, etc.) in percentage of position with maximum position corresponding to maximum delay selectable. The parameter, 'Front Operator Wiper Delay Control' should be used for the delay information if this parameter is 'Not Available' and the function needs to be provided. |
| 2872 | Main Light Switch | A 4 bit parameter to indicate the selected position of the operator's main light switch. 0000 Off - The position by which the operator selects that none of the lamps are to be on. 0001 Park On - The position by which the operator selects that the park lamps are to be on. 0010 Headlight On - The position by which the operator selects that the headlamps are to be on. 0011 Headlight and Park On - The position by which the operator selects that Both the Headlamps and the Park lamps are to be on. 0100 - 0111 Reserved 1000 Delayed Off - The position by which the operator selects that a certain set of lamps are to come On and then are to be turned Off following a delay time (Operators Desired - Delayed Lamp Off Time). 1001 - 1101 Reserved 1110 Error 1111 Not available (do not change) |
| 2873 | Work Light Switch | A 4 bit parameter to indicate the selected position of the operator's work light switch. In Ag applications the work lights are often refereed to as field lights. In on-highway applications the work lights are often referred to as clearance lights and may or may not be operated by a switch separate from the main light switch. 0000 Off - The position by which the operator selects that none of the work lamps are to be on. 0001 Work Light Combination #1 On - The position by which the operator selects that the lamps in the combination defined as Work Light Combination #1 are to be on. 0010 Work Light Combination #2 On - The position by which the operator selects that the lamps in the combination defined as Work Light Combination #2 are to be on. 0011 Work Light Combination #3 On - The position by which the operator selects that the lamps in the combination defined as Work Light Combination #3 are to be on. 0100 Work Light Combination #4 On - The position by which the operator selects that the lamps in the combination defined as Work Light Combination #4 are to be on. 0101-1101 Reserved 1110 Error 1111 Not available (do not change) |
| 2874 | High-Low Beam Switch | A 2 bit parameter to indicate the selected position of the operator's high/low beam select switch. 00 Low Beam Selected 01 High Beam Selected 10 Error 11 Not available (do not change) |
| 2875 | Hazard Light Switch | A 2 bit parameter to indicate the selected position of the operator's hazard light switch. 00 Hazard Lamps to be Off 01 Hazard Lamps to be Flashing 10 Error 11 Not available (do not change) |
| 2876 | Turn Signal Switch | A 4 bit parameter to indicate the selected position of the operator's turn signal switch. 0000 No Turn being signaled 0001 Left Turn to be Flashing 0010 Right turn to be Flashing 0011 - 1101 Reserved 1110 Error (to include both left and right selected simultaneously) 1111 Not available (do not change) |
| 2877 | Operators Desired - Delayed Lamp Off Time | A 16 bit parameter to be associated with Delayed Off position (1000 binary) of the Main Light Switch. This parameter indicates the time the operator wishes to have elapse following the Main Light switch being placed in Delayed Off position before the defined lights turn back off. The Operator's definition as to which lamps are to turn On (and then Off of course) when the Main Light Switch is in the Delayed Off position. The specific lamps are not identified within this message, but are to be stored by whatever device (ecu) is planning to send the lamp command message for said lamps. Said device must also provide the means for the operator to enter and/or adjust said definition. |
| 2878 | Operators Desired Back-light | A 8 bit parameter to indicate the level of back lighting the operator has selected for displays. This is to be differentiated from the Illumination Brightness Percent (SPN:1487 PGN:53248 Cab Illumination Message) which is sent to the displays to tell them what level to be at. This is the operator desired level (as sensed by operator controls) for those system where the operator controls are monitored by an ecu separate from the ecu sending the command to the displays. Note each display (if appropriate) will need to have its own balance function to compensate its nominal brightness to the same level of that of all other displays. This is especially important for systems with back-lights which may change noticeable with aging. In other words it will be necessary within a vehicle to scale all of the displays down to the same level as the dimmest display (since, obviously you can not make the dimmest brighter). |
| 2879 | Engine Droop Accelerator 2 Select | In some off-highway applications it may be desirable to have multiple droop settings available across the range of engine operation. For example, in an agricultural tractor application, this functionality allows a higher engine speed during low load so as to maximize vehicle speed driven between fields on the road. Another use of the droop settings would be to provide functionality for maintaining an engine speed independent of the applied load on demand. There is a normal droop setting, and up to 13 additional preprogrammed droop settings which are user selectable by switching. The selections apply to Accelerator 2. 0000 – Normal Droop Setting is selected 0001 thru 1101 – One of Droop Setting 1 through 13 (in sequential order) is selected 1110 – Error condition 1111 – Not available |
| 2880 | Engine Operator Primary Intermediate Speed Select | Allows the operator to select one of 13 preprogrammed Intermediate Speed Control settings. If no speed setting is requested, the engine operates normally. The Intermediate Speed Control is widely used in the Industrial application to control the engine to an intermediate speed setting which can either replace the accelerator position control altogether, or limit the accelerator position control to a selectable speed point minimum or maximum. 0000 – indicates that the ISC functionality is not requested, engine operates normally 0001 thru 1101 – indicates that the ISC Setting 1 thru 13 (in sequential order) is selected 1110 – error condition 1111 – not available |
| 2881 | Engine Droop Accelerator 1 Select | In some off-highway applications it may be desirable to have multiple droop settings available across the range of engine operation. For example, in an agricultural tractor application, this functionality allows a higher engine speed during low load so as to maximize vehicle speed driven between fields on the road. Another use of the droop settings would be to provide functionality for maintaining an engine speed independent of the applied load on demand. There is a normal droop setting, and up to 13 additional preprogrammed droop settings which are user selectable by switching. The selections apply to Accelerator 1. 0000 – Normal Droop Setting is selected 0001 thru 1101 – One of Droop Setting 1 through 13 (in sequential order) is selected 1110 – Error condition 1111 – Not available |
| 2882 | Engine Alternate Rating Select | In some off-highway applications it may be desirable to have multiple engine ratings available for selection by the operator. There is the default engine rating, which provides the maximum available power across the range of operation. There are additional engine ratings which the user can select that allow for alternate fueling across the operational range. Engine rating selection number 1 is the maximum rating. Selection number 2 is the next highest, selection 3 next highest, etc. The selection impacts the operating points in the Engine Configuration. 0 – indicates that Maximum Power Fueling is selected 1 – indicates that the Alternate Power Fueling 1 is selected 2 – indicates that the Alternate Power Fueling 2 is selected 3 – indicates that the Alternate Power Fueling 3 is selected 4 thru 253 - indicates that the Alternate Power Fueling 4 thru 253 (in sequential order) is selected. 254 – Error condition. 255 – Not available |
| 2883 | Engine Alternate Low Idle Switch | Operator switch which selects between two low idle speeds, default and alternate. The normal programmed low idle is the default low idle, and when the Alternate Low Idle switch is activated, a alternate preprogrammed low idle speed is selected. The accelerator position control operates as normal but is now bounded to a different low idle speed. This selection impacts Point 1 on the Engine Configuration. 00 Default low idle point is selected 01 Alternate low idle point is selected 10 Error 11 Not available or Unused |
| 2884 | Engine Auxiliary Governor Switch | This is the On/Off operation of the Auxiliary Governor feature switch. This feature is used to allow engine speed to be controlled by an auxiliary input such as pressure or tailshaft speed. This switch position indicates whether this feature is requested or not. 00 – Auxiliary Governor is disabled 01 – Auxiliary Governor is enabled 10 – Error condition 11 – Not available |
| 2885 | Engine Droop Auxiliary Input Select | In some off-highway applications it may be desirable to have multiple droop settings available across the range of engine operation. For example, in an agricultural tractor application, this functionality allows a higher engine speed during low load so as to maximize vehicle speed driven between fields on the road. Another use of the alternate droop settings would be to provide functionality for maintaining an engine speed independent of the applied load on demand. There is a normal droop setting, and up to 13 additional preprogrammed droop settings which are user selectable by switching. The selections apply to the engine droop auxiliary input. 0000 – Normal Droop Setting is selected 0001 thru 1101 – One of Droop Setting 1 through 13 (in sequential order) is selected 1110 – Error condition 1111 – Not available |
| 2886 | Engine Droop Remote Accelerator Select | In some off-highway applications it may be desirable to have multiple droop settings available across the range of engine operation. For example, in an agricultural tractor application, this functionality allows a higher engine speed during low load so as to maximize vehicle speed driven between fields on the road. Another use of the alternate droop settings would be to provide functionality for maintaining an engine speed independent of the applied load on demand. There is a normal droop setting, and up to 13 additional preprogrammed droop settings which are user selectable by switching. The selections apply to the remote accelerator. 0000 – Normal Droop Setting is selected 0001 thru 1101 – One of Droop Setting 1 through 13 (in sequential order) is selected 1110 – Error condition 1111 – Not available |
| 2887 | Total Count of Configuration Changes Made | Total number of times changes have been made to any of the configurable parameters. |
| 2888 | Engine Alternate Rating Select State | This parameter reflects the control state that has been achieved based on the input from the SPN 2882. In some off-highway applications it may be desirable to have multiple engine ratings available for selection by the operator. There is the default engine rating, which provides the maximum available power across the range of operation. There are additional engine ratings which the engine controller may use that allow for alternate fueling across the operational range. Engine rating number 1 is the maximum rating. Rating number 2 is the next highest, rating 3 next highest, etc. 00 – Control state is Maximum Power Fueling 01 – Control state is Alternate Power Fueling 1 02 – Control state is Alternate Power Fueling 2 03 – Control state is Alternate Power Fueling 3 04 thru 253 - Control state is Alternate Power Fueling 4 thru 253 (in sequential order) 254 – SAE reserved 255 – Not available |
| 2889 | Engine Droop Accelerator 1 Select State | In some off-highway applications it may be desirable to have multiple droop settings available across the range of engine operation. For example, in an agricultural tractor application, this functionality allows a higher engine speed during low load so as to maximize vehicle speed driven between fields on the road. Another use of the alternate droop settings would be to provide functionality for maintaining an engine speed independent of the applied load on demand. There is a normal droop setting, and up to 13 additional preprogrammed droop settings which are user selectable by switching. The selections may apply to Accelerator 1. This parameter indicates which state has been selected by the controlling ECM. 0000 – Control state is Normal Droop Setting 0001 thru 1101 – Control state is one of Droop Setting 1 through 13 (in sequential order) 1110 – SAE reserved 1111 – Not available |
| 2890 | Engine Multi-Unit Sync State | This feature is widely used in Industry to operate multiple engines from a single command source. A master engine will “synchronize” one or more slave engines to operate at the same speed. This feature is requested by an operator switch, this parameter indictes the state of the feature as determined by the controlling ECM. 00 Control State is Functionality disabled (off) 01 Control State is Functionality enabled (on) 10 SAE reserved 11 Not available |
| 2891 | Engine Alternate Low Idle Select State | In many applications, it is desirable that an alternate low idle speed setting be made available via switch input. The normal programmed low idle is the default low idle, and when the Alternate Low Idle feature is activated, an alternate preprogrammed low idle speed is selected. The accelerator position control operates as normal but is now bounded to a different low idle speed. This selection impacts Point 1 on the Engine Configuration. 00 – Normal idle state 01 – Alternate idle state 10 – SAE reserved 11 – not available |
| 2892 | Engine Operator Primary Intermediate Speed Select State | 13 preprogrammed intermediate speed control settings are available for the controlling ECM to select. If no speed setting is requested, the engine operates normally. The Intermediate Speed Control is widely used in the Industrial application to control the engine to an intermediate speed setting which can either replace the accelerator position control altogether, or limit the accelerator position control to a selectable speed point minimum or maximum. This parameter indicates which state has been selected by the controlling ECM. 0000 – Control state is ISC functionality is not requested, engine operates normally 0001 thru 1101 – Control state is ISC Setting 1 thru 13 (in sequential order) 1110 – SAE reserved 1111 – not available |
| 2893 | Engine Alternate Droop Accelerator 2 Select State | In some off-highway applications it may be desirable to have multiple droop settings available across the range of engine operation. For example, in an agricultural tractor application, this functionality allows a higher engine speed during low load so as to maximize vehicle speed driven between fields on the road. Another use of the alternate droop settings would be to provide functionality for maintaining an engine speed independent of the applied load on demand. There is a normal droop setting, and up to 13 additional preprogrammed droop settings which are user selectable by switching. The selections apply to Accelerator 2. 0000 – Control's state is Normal Droop Setting 0001 thru 1101 – Control's state is One of Alternate Droop Setting 1 through 13 (in sequential order) 1110 – SAE reserved 1111 – Not available |
| 2894 | Engine Droop Remote Accelerator Select State | In some off-highway applications it may be desirable to have multiple droop settings available across the range of engine operation. For example, in an agricultural tractor application, this functionality allows a higher engine speed during low load so as to maximize vehicle speed driven between fields on the road. Another use of the alternate droop settings would be to provide functionality for maintaining an engine speed independent of the applied load on demand. There is a normal droop setting, and up to 13 additional preprogrammed droop settings which are user selectable by switching. The selections apply to Remote Accelerator. 0000 – Control state is Normal Droop Setting 0001 thru 1101 – Control state is One of Droop Setting 1 through 13 (in sequential order) 1110 – SAE reserved 1111 – Not available |
| 2895 | Engine Droop Auxiliary Input Select State | In some off-highway applications it may be desirable to have multiple droop settings available across the range of engine operation. For example, in an agricultural tractor application, this functionality allows a higher engine speed during low load so as to maximize vehicle speed driven between fields on the road. Another use of the alternate droop settings would be to provide functionality for maintaining an engine speed independent of the applied load on demand. There is a normal droop setting, and up to 13 additional preprogrammed droop settings which are user selectable by switching. The selections apply to Auxiliary Input. 0000 – Control state is Normal Droop Setting 0001 thru 1101 – Control state is One of Droop Setting 1 through 13 (in sequential order) 1110 – SAE reserved 1111 – Not available |
| 2896 | Engine Auxiliary Governor State | This is the Engine Auxiliary Governor feature. This feature is used to allow engine speed to be controlled by an auxiliary input such as pressure or tailshaft speed. This feature is requested by an operator switch, this parameter indicates the state of the feature as determined by the controlling ECM. 00 – Control State is Auxiliary Governor disabled 01 – Control State is Auxiliary Governor enabled 10 – SAE reserved 11 – Not available |
| 2897 | Operator Engine PTO Governor Memory Select Switch | Measured state of the operator’s engine PTO governor memory select switch. This switch selects which of the two available memory locations is to be used to store the dynamically assigned value. This speed will be set using the PTO governor set switch and modified using the PTO governor accelerate and coast/decelerate switches. 00 PTO set speed memory 1 selected 01 PTO set speed memory 2 selected 10 error 11 not available |
| 2898 | Engine Start Enable Device 2 Configuration | The start enable device installed for start enable device 2. 0000 - no start enable device 2 installed 0001 - glow plugs installed 0010 - fuelled start installed 0011 - ether injection installed 0100 - electric intake air heater installed 0101 - 1110 - reserved 1111 - not available |
| 2899 | Engine Start Enable Device 1 Configuration | The start enable device installed for start enable device 1. 0000 - no start enable device 1 installed 0001 - glow plugs installed 0010 - fuelled start installed 0011 - ether injection installed 0100 - electric intake air heater installed 0101 - 1110 - reserved 1111 - not available |
| 2900 | Transmission Engine Crank Enable | State signal from the transmission indicating if the transmission’s status is such that engine cranking is allowed (i.e. at a minimum, transmission is in neutral and the driveline is disengaged). As sender of this information, the transmission is responsible for correct indication immediately upon first broadcast of this parameter. As with hard-wired neutral start implementations, those utilizing this parameter should consider the impact of the transmission or other controllers ‘resetting’ due to voltage drops during the engine start sequence. The vehicle system design should also consider the impact of timing latency in the engine starting sequence. For example, the turn of an ignition key from ‘off’ to ‘start’ may happen more quickly than the transmission controller can boot up, determine its’ current state of being, and begin broadcasting information over the J1939 datalink. 00 - Cranking disabled; engine cranking is prohibited by the transmission 01 - Cranking enabled; engine cranking is allowed by the transmission 10 - Error 11 - Not available |
| 2901 | ECU Part Number | The part number of the physical ECU. |
| 2902 | ECU Serial Number | The serial number of the physical ECU. |
| 2903 | ECU Location | The location of the ECU within a network. |
| 2904 | ECU Type | The type of ECU. One example of a use of the ECU type could be for classifying ECU capabilities, such as I/O. |
| 2905 | Transmission Range Clutch C7 Solenoid | |
| 2906 | Transmission Range Clutch C8 Solenoid | |
| 2907 | Transmission Axle Disconnect Clutch Valve Actuator | |
| 2908 | Transmission Boost Pressure Valve Actuator | |
| 2909 | Torque Converter Modulating Clutch Valve Actuator | |
| 2910 | Transmission PTO Clutch Valve Actuator | |
| 2911 | Halt brake switch | Switch signal which indicates the position of the halt brake switch. 00 Halt brake switch passive 01 Halt brake switch active 10 Error 11 Not available |
| 2912 | Hill holder mode | Signal which indicates the current mode of the hill holder function. 000 Inactive 001 Active 010 Active, but will change to inactive in a short time. (This mode may be used to warn the driver) 011 - 101 Reserved 110 Hill holder not functional 111 Not available |
| 2913 | Halt brake mode | Signal which indicates the current mode of the halt brake function. 000 Inactive 001 Active 010 Active, but not functioning properly. (This mode may be used to warn the driver) 011 - 101 Not defined 110 Halt brake not functional 111 Not available |
| 2914 | XBR EBI Mode | The XBR EBI (Endurance Brake Integration) Mode is used as an input for the brake system to prescribe the use of endurance brakes like retarders or engine brakes. 00 - No Endurance Brake Integration allowed The demanded acceleration must be realized by the brake system by using only the foundation brakes. During an active XBR request, the brake system must not actively demand brake torque from other braking devices like retarders or engine brakes. 01 - Only Endurance Brakes allowed The demanded acceleration must be realized by the brake system by demanding brake torque from other brake devices like retarders or engine brakes. The foundation brake itself must not be used (e.g. to reduce brake lining wear). 10 - Endurance Brake Integration allowed The demanded acceleration may be realized by the brake system by using the foundation brakes and/or by demanding brake torque from other brake devices like retarders or engine brakes. 11 - Not defined |
| 2915 | XBR Priority | The XBR Priority is used as an input to the brake system to manage the priority of overlapping external and internal requests. 00 - Highest priority – used for emergency situations, e.g. for future Collision Avoidance System. This mode overrides any brake protection measures of the brake system. 01 - High priority – not defined 10 - Medium priority – used for ACC-Systems. This mode does not override brake protection measures of the brake system. 11 - Low priority – used in ”override disabled” XBR Control Mode |
| 2916 | XBR Control Mode | The XBR Control Mode is used as an input to the brake system and defines how the external acceleration demand has to be realized. 00 - Override disabled – Disable any existing control commanded by the source of this command. 01 - Acceleration control with addition mode - Add the XBR acceleration demand to the driver’s acceleration demand. 10 - Acceleration control with maximum mode - Execute the XBR acceleration demand if it is higher than the driver’s acceleration demand. 11 - Not defined |
| 2917 | XBR System State | This parameter indicates which external brake control is allowed. 00 - Any external brake demand will be accepted (brake system fully operational) 01 - Only external brake demand of highest XBR Priority (00) will be accepted (e.g. because the temperature limit of the brake system is exceeded) 10 - No external brake demand will be accepted (e.g. because of fault in brake system) 11 - not available |
| 2918 | XBR Active Control Mode | This parameter indicates which XBR Control Mode is executed by the brake system. 0000 No brake demand being executed (default mode) 0001 Driver's brake demand being executed, no external brake demand 0010 Addition mode of XBR acceleration control being executed 0011 Maximum mode of XBR acceleration control being executed 0100 - 1110 Reserved for SAE assignment 1111 Not available |
| 2919 | Foundation Brake Use | This parameter indicates if the brake system presently uses the foundation brakes. 00 Foundation brakes not in use 01 Foundation brakes in use 10 Reserved 11 Not available |
| 2920 | External Acceleration Demand | Parameter provided to the brake system from external sources. This is the acceleration which the brake system is expected to realize. It is specified as an absolute acceleration in reference to the road. Positive values lead to increasing vehicle speed, negative values lead to decreasing vehicle speed. Note: Normally only the negative data range is used, but e.g. in case of downhill driving also positive values are possible. |
| 2921 | XBR Acceleration Limit | The brake system may temporarily or generally limit the maximum brake performance available for external systems. A temporary limit may be nessary due to high brake temperature; a general limit may be defined by the vehicle manufacturer, e.g. a value of -2.5 m/s? due to liability reasons. The actual limit is communicated to the external systems that request braking. The limit is only effective in the XBR Priorities 01 to 11. It is specified as an absolute acceleration in reference to the road. |
| 2922 | Steerable Lift Axle Lowering Inhibit | A signal which indicates if lowering of lifted axle is allowed or inhibited. 00 Lowering allowed 01 Lowering inhibited 10 Reserved 11 Not available |
| 2923 | Status of Steering Axle | A signal which indicates different states of the steering axle 0000 Axle steering not active (adhesion steering) 0001 Axle steering active 0010 Axle centered 0011 Axle centered, because of an error 0100 Axle not active because of an error (adhesion steering) 0101 Axle steering in special mode (diagnosis, calibration mode) 0110-1110 Reserved for SAE Assignment 1111 Not available |
| 2924 | Steering Type | Indicates the different types of steering systems (ref. ECE Regulation 79 paragraph 2.5) 0000 Main steering system 0001 Auxiliary steering equipment 0010-1110 Reserved for Assignment by SAE 1111 Not Available 0000 Main steering system - The steering equipment of a vehicle which is mainly responsible for determining the direction of travel. 0001 Auxiliary steering equipment - A system in which the wheels on axle(s) of vehicles of categories M and N are steered in addition to the wheels of the main steering equipment in the same or opposite direction to those of the main steering equipment and/or the steering angle of the front and/or the rear wheels may be adjusted relative to vehicle behaviour. |
| 2925 | Type of Steering Forces | Type of Steering Forces (Ref. ECE Regulation 79 paragraph 2.5) 0000 Manual steering equipment 0001 Power assisted steering equipment 0010 Full power steering equipment 0011 Self tracking steering equipment 0100-1110 Reserved for SAE assignment 1111 Not Available 0000 Manual steering equipment - The steering forces result solely from the muscular effort of the driver. 0001 Power assisted steering equipment - The steering forces result from both the muscular effort of the driver and the energy supply or supplies. 0010 Full power steering equipment - The steering forces are provided solely by one or more energy supplies. 0011 Self tracking steering equipment - A system designed to create a change of steering angle on one or more wheels only when acted upon by forces and/or moments applied through the tire to road contact. |
| 2926 | Type of Steering Transmission | Type of Steering Transmission (Ref. ECE Regulation 79 paragraph 2.6) 0000 Purely mechanical steering transmission 0001 Purely hydraulic steering transmission 0010 Purely electric steering transmission 0011 Hybrid steering transmission 0100-1110 Reserved for SAE assignment 1111 Not available 0000 Purely mechanical steering transmission - A steering transmission in which the steering forces are transmitted entirely by mechanical means. 0001 Purely hydraulic steering transmission - A steering transmission in which the steering forces, somewhere in the transmission, are transmitted only by hydraulic means. 0010 Purely electric steering transmission - A steering transmission in which the steering forces, somewhere in the transmission, are transmitted only through electric means. 0011 Hybrid steering transmission - A steering transmission in which part of the steering forces is transmitted through one and the other part through another of the above mentioned means. However, in the case where any mechanical part of the transmission is designed only to give position feedback and is too weak to transmit the total sum of the steering forces, this system shall be considered to be purely hydraulic or purely electric steering transmission. |
| 2927 | Actual Inner wheel steering angle | Signal which indicates the actual inner wheel steering angle. The steering angle is the angle of wheel turn relative to the vehicle x-axis (yaw angle of inner wheel). See Figure SPN2927_A for explanation of positive and negative angles. This parameter is defined according to a Z-Down axis system and the sign of the value is in accordance to the right-hand rule, as specified in SAE J670. As specified in SAE J670, a Z-Down Axis System has positive X directed forward, positive Y to the right, and positive Z directed down. |
| 2928 | Axle Location | To identify to which of several similar devices (such as tires or fuel tanks) the information applies. The low order 4 bits represent a position number, counting left to right when facing in the direction of normal vehicle travel (forward). The high order 4 bits represent a position number, counting front to back on the vehicle. The value 0xFF indicates not available. It is recommended that output devices add 1 to the position number (range 1 to 15, not 0 to 14) for use by drivers and service technicians. Examples: Tire pressure for location 0x00 would be left front tire. Tire pressure for location 0x23 would be right outside rear rear on a 3-axle tractor with dual axle per side (3rd axle, 4th tire). |
| 2930 | Hydraulic Brake System Audible Warning Command | Signal which commands an audible warning by the hydraulic braking system. 00 Audible warning off 01 Audible warning on 10 Reserved 11 Don't care |
| 2931 | Hydraulic Brake Fluid Level Switch | Signal which indicates whether the hydraulic fluid level in the reservoir(s) is sufficient. 00 Fluid level is not sufficient 01 Fluid level is sufficient 10 Error indicator 11 Not available |
| 2932 | Valve State | The measured state of the general purpose valve. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Blocked 0001 Extend 0010 Retract 0011 Floating 0100-1110 Reserved 1111 Don’t Care |
| 2933 | Valve State Command | Command for setting the general purpose valve state. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. 0000 Block 0001 Extend 0010 Retract 0011 Float 0100-1110 Reserved 1111 Don’t Care |
| 2934 | Valve Fail Safe Mode | Command for setting the fail safe mode of a general purpose valve. 00 Block 01 Float 10 Reserved 11 Don’t Care |
| 2935 | Valve Fail Safe Mode Command | The measured state the fail safe mode of a general purpose valve. 00 Block 01 Float 10 Error 11 Not available |
| 2936 | General Purpose Valve Number | A numeric identification of general hydraulic valve instance within a Device identified by a NAME |
| 2937 | Extend Port Measured Flow | The measured flow through the extend port of an auxiliary valve of a tractor |
| 2938 | Retract Port Measured Flow | The measured flow through the retract port of an auxiliary valve of a tractor |
| 2939 | Extend Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor |
| 2940 | Retract Port Estimated Flow | The value reported by the controller of flow through the extend port of an auxiliary valve of a tractor |
| 2941 | Extend Port Pressure | The measured nominal pressure at the extend port of an auxiliary valve of a tractor |
| 2942 | Retract Port Pressure | The measured nominal pressure at the retract port of an auxiliary valve of a tractor |
| 2943 | Return Port Pressure | The measured nominal pressure at the return port of an auxiliary valve of a tractor |
| 2944 | Port Flow Command | The command to set the flow through the extend or retract port of an auxiliary valve of a tractor |
| 2945 | Active Shift Console Indicator | Signal from transmission control unit indicating which shift console (primary or secondary) it currently considers as the active shift selector input. 00 Primary shift console is active 01 Secondary shift console is active 10 Reserved 11 Not available Note: In some applications such as refuse trucks, the transmission can be operated from two positions in the vehicle. The transmission control unit will accept changes in transmission requested gear (SPN 525) from the operator only from the active shift console. The transmission control unit determines which shift console is active based on a switch input controlled by the operator and transmission system state criteria. |
| 2946 | Engine Mixer Intake Relative Humidity | This is the measurement of the relative humidity of air after the aftercooler and before the mixer. |
| 2947 | Engine Fuel Rack Position #2 | This is the position of the fuel rack #2. The method of measurement is not defined. |
| 2948 | Engine Intake Valve Actuation System Oil Pressure | The gage pressure of the oil in the hydraulic system that powers the engine intake valve actuation system |
| 2949 | Engine Intake Valve Actuation System Oil Pressure Control Valve | |
| 2950 | Engine Intake Valve Actuator #1 | |
| 2951 | Engine Intake Valve Actuator #2 | |
| 2952 | ||
| 2953 | Engine Intake Valve Actuator #4 | |
| 2954 | Engine Intake Valve Actuator #5 | |
| 2955 | Engine Intake Valve Actuator #6 | |
| 2956 | Engine Intake Valve Actuator #7 | |
| 2957 | Engine Intake Valve Actuator #8 | |
| 2958 | Engine Intake Valve Actuator #9 | |
| 2959 | Engine Intake Valve Actuator #10 | |
| 2960 | Engine Intake Valve Actuator #11 | |
| 2961 | Engine Intake Valve Actuator #12 | |
| 2962 | Engine Intake Valve Actuator #13 | |
| 2963 | Engine Intake Valve Actuator #14 | |
| 2964 | Engine Intake Valve Actuator #15 | |
| 2965 | Engine Intake Valve Actuator #16 | |
| 2966 | Engine Intake Valve Actuator #17 | |
| 2967 | Engine Intake Valve Actuator #18 | |
| 2968 | Engine Intake Valve Actuator #19 | |
| 2969 | Engine Intake Valve Actuator #20 | |
| 2970 | Accelerator Pedal 2 Low Idle Switch | Switch signal which indicates the state of the accelerator pedal 2 low idle switch. The low idle switch is defined in SAE J1843. 00 Accelerator pedal 2 not in low idle condition 01 Accelerator pedal 2 in low idle condition 10 Error 11 Not available Note: Also refer to SPN 558 Accelerator Pedal 1 Low Idle Switch and SPN 2971 Accelerator Pedal 3 Low Idle Switch. |
| 2971 | Accelerator Pedal 3 Low Idle Switch | Switch signal which indicates the state of the accelerator pedal 3 low idle switch. The low idle switch is defined in SAE J1843. 00 Accelerator pedal 3 not in low idle condition 01 Accelerator pedal 3 in low idle condition 10 Error 11 Not available Note: Also refer to SPN 558 Accelerator Pedal 1 Low Idle Switch and SPN 2970 Accelerator Pedal 2 Low Idle Switch. |
| 2972 | Accelerator Pedal Position 1 Output 2 | |
| 2973 | Accelerator Pedal Position 1 Output 3 | |
| 2974 | Accelerator Pedal Position 2 Output 2 | |
| 2975 | Accelerator Pedal Position 2 Output 3 | |
| 2976 | Accelerator Pedal Position 3 Output 2 | |
| 2977 | Accelerator Pedal Position 3 Output 3 | |
| 2978 | Estimated Engine Parasitic Losses - Percent Torque | The calculated torque that indicates the estimated amount of torque loss due to engine parasitics, such as cooling fan, air compressor, air conditioning, etc. It is expressed as a percent of Engine Reference Torque. If there are multiple devices on a network that provide this parameter, then users of this data shall add each of these values to determine the total torque loss due to engine parasitics. Devices other than the engine that provide this parameter shall use the value of Engine Reference Torque transmitted by the engine during the current key cycle to determine the percent torque loss as seen by the engine. When the data value of this parameter is equal to FB it means that all parasitic losses calculated by the engine are included in the Engine's Nominal Friction Percent Torque (SPN 514). Note: Refer to section 5.2.1. |
| 2979 | Vehicle Acceleration Rate Limit Status | Status (active or not active) of the system used to limit maximum forward vehicle acceleration. 00 Limit not active 01 Limit active 10 Reserved 11 Not available NOTE: The effects of emission control limits, such as engine exhaust smoke control, are specifically excluded; they are not considered to be part of a function to limit vehicle acceleration. |
| 2980 | Engine Fuel Valve 1 Outlet Absolute Pressure | Absolute Pressure of gas on outlet side of the first or only fuel system control valve. See SPN 3469 for the second fuel control valve. |
| 2981 | Engine Secondary Coolant Circuit Coolant Pressure | This is the pressure of the low temp (secondary circuit) coolant loop. This is in addition to the high temp tank (primary engine block circuit). A new parameter must be assigned to the secondary engine coolant loop for this 2 pump 2 loop system. See SPN 109 for the Engine Coolant Pressure of Loop 1. |
| 2982 | Engine Secondary Coolant Circuit Coolant Temperature | This is the temperature of the low temp (secondary circuit) coolant loop. This is in addition to the high temp tank (primary engine block circuit). A new parameter must be assigned to the secondary engine coolant loop for this 2 pump 2 loop system. See SPN 110 for Engine Coolant Temperature for engine coolant loop 1. |
| 2983 | Clutch Life Remaining | Signal which indicates the actual clutch life remaining in percent. One hundred percent means the clutch is brand new and zero percent means the clutch is at the end of its life. |
| 2984 | Automatic traction help (load transfer) | This signal enables the traction help (load transfer) in case of an active ASR function 00 Disable automatic traction help 01 Enable automatic traction help 10 Reserved 11 Don't care |
| 2985 | Transmission Shift Selector Display Mode Switch | Status of the operator’s switch used to ‘toggle’ through multiple display modes of a shift selector display. When a shift selector display is capable of displaying more than just range information, this switch is toggled by the operator to move through the different display modes. If the selector has only two display modes, this switch may behave as a typical SPST switch. If the selector has more than two display modes, the switch may be momentary, where each activation indicates that the selector has scrolled through to the next subsequent display mode. 00 Off 01 On 10 Error 11 Not available |
| 2986 | Engine Intake Valve Actuation System Oil Temperature | The temperature of the oil in the hydraulic system that powers the intake valve actuation system. |
| 2987 | Engine will not start, pre-lube system issue | The engine is not allowed to start due to pre-lube system issues. |
| 2988 | Engine Coolant Diverter Valve | A valve other than the engine coolant thermostat that changes the flow of coolant in an engine. |
| 2989 | Combine separator speed | Speed of the Combine separator. |
| 2991 | Tailings volume | Tailings Elevator Volume measurement (as a percent of full). Zero percent represents empty. |
| 2992 | Move reel forward | Move the platform reel toward the forward part of the machine. 00 Stop 01 Move 10 Reserved 11 Don't care/take no action |
| 2993 | Move reel aft | Move the platform reel toward the back part of the machine. 00 Stop 01 Move 10 Reserved 11 Don't care/take no action |
| 2994 | Reel raise | Raise the platform reel. 00 Stop 01 Raise 10 Reserved 11 Don't care/take no action |
| 2995 | Reel lower | Lower the platform reel. 00 Stop 01 Lower 10 Reserved 11 Don't care/take no action |
| 2996 | Header raise slow | Raise the header (slow speed mode). 00 Stop 01 Raise 10 Reserved 11 Don't care/take no action |
| 2997 | Header lower slow | Lower the header (slow speed mode). 00 Stop 01 Lower 10 Reserved 11 Don't care/take no action |
| 2998 | Header raise fast | Raise the header (fast speed mode). 00 Stop 01 Raise 10 Reserved 11 Don't care/take no action |
| 2999 | Header lower fast | Lower the header (fast speed mode). 00 Stop 01 Lower 10 Reserved 11 Don't care/take no action |
| 3000 | Tilt header left | Tilt the header down to the left. 00 Stop 01 Tilt 10 Reserved 11 Don't care/take no action |
| 3001 | Tilt header right | Tilt the header down to the right. 00 Stop 01 Tilt 10 Reserved 11 Don't care/take no action |
| 3002 | Header fold | Fold the header in. 00 Stop 01 Fold 10 Reserved 11 Don't care/take no action |
| 3003 | Header unfold | Unfold the header. 00 Stop 01 Unfold 10 Reserved 11 Don't care/take no action |
| 3004 | Draper speed increment | Increase speed of the draper. 00 Stop 01 Increase 10 Reserved 11 Don't care/take no action |
| 3005 | Draper speed decrement | Decrease speed of the draper. 00 Stop 01 Decrease 10 Reserved 11 Don't care/take no action |
| 3006 | Reel speed increment | Increase the platform reel speed. 00 Stop 01 Increase 10 Reserved 11 Don't care/take no action |
| 3007 | Reel speed decrement | Decrease the platform reel speed. 00 Stop 01 Decrease 10 Reserved 11 Don't care/take no action |
| 3008 | Threshing clearance increment | Increase threshing clearance. 00 Stop 01 Increase 10 Reserved 11 Don't care/take no action |
| 3009 | Threshing clearance decrement | Decrease threshing clearance. 00 Stop 01 Decrease 10 Reserved 11 Don't care/take no action |
| 3010 | Threshing speed increment | Increase threshing speed. 00 Stop 01 Increase 10 Reserved 11 Don't care/take no action |
| 3011 | Threshing speed decrement | Decrease threshing speed. 00 Stop 01 Decrease 10 Reserved 11 Don't care/take no action |
| 3012 | Product fan speed increment | Increase Product fan speed. The Product may be either the harvested crop material or the material being applied or handled. 00 Stop 01 Increase 10 Reserved 11 Don't care/take no action |
| 3013 | Product fan speed decrement | Decrease Product fan speed. The Product may be either the harvested crop material or the material being applied or handled. 00 Stop 01 Decrease 10 Reserved 11 Don't care/take no action |
| 3015 | Implement fold down | Move the implement down from travel to work position 00 Stop 01 Move 10 Reserved 11 Don't care/take no action |
| 3016 | Implement fold up | Move the implement up from work to travel position. 00 Stop 01 Move 10 Reserved 11 Don't care/take no action |
| 3017 | RH header raise | Raise the right hand header of the system. 00 Stop 01 Raise 10 Reserved 11 Don't care/take no action |
| 3018 | LH header raise | Raise the left hand header of the system. 00 Stop 01 Raise 10 Reserved 11 Don't care/take no action |
| 3019 | Product fan engage mode | Engage/disengage the (harvested or applied) Product fan. The Product may be either the harvested crop material or the material being applied or handled. 00 Disengage 01 Engage 10 Reserved 11 Don't care/take no action |
| 3020 | Augers engage mode | Engage/disengage all the augers. 00 Disengage 01 Engage 10 Reserved 11 Don't care/take no action |
| 3021 | Product basket fill state | The state of the capacity of the Product storage basket. 00 Not Full 01 Full 10 Error 11 Not Available |
| 3022 | Augers enable mode | Enable/disable all the augers. 00 Disable 01 Enable 10 Reserved 11 Don't care/take no action |
| 3023 | Header height control mode | Header height controller engaged/disengaged. 00 Not Engaged 01 Engaged 10 Error 11 Not available |
| 3024 | Header remote tether control mode | Tether control mode of the Product Handling system. Used for remote operator control of the headers. 00 Off 01 On 10 Error 11 Not available |
| 3025 | Lubrication control mode | Lubrication control of the Product Handling system. 00 Off 01 On 10 Error 11 Not available |
| 3026 | Transmission Oil Level 1 Measurement Status | Measurement status for the first instance of a transmission oil level indicator. Indicates if conditions are acceptable to obtain a valid transmission oil level measurement as conveyed in SPN 124 Transmission Oil Level or SPN 3027 Transmission Oil Level 1 High / Low. If conditions are not acceptable, this parameter conveys to the operator what prevents conditions from being acceptable. Only one condition can be conveyed in this parameter at any given point in time. If multiple conditions exist, it is not important which condition is actually broadcast, as the driver must ‘correct’ each and every condition as it is presented before a valid oil level reading can be made. If multiple conditions exist that prevent a valid reading, the sender should broadcast one of those conditions until it is corrected; then the next condition can be conveyed to the operator, and so on. 0000 Conditions valid for transmission oil level measurement 0001 Conditions not valid – Settling timer still counting down 0010 Conditions not valid – Transmission in gear 0011 Conditions not valid – Transmission fluid temperature too low 0100 Conditions not valid – Transmission fluid temperature too high 0101 Conditions not valid – Vehicle moving; output shaft speed too high 0110 Conditions not valid – Vehicle not level 0111 Conditions not valid – Engine speed too low 1000 Conditions not valid – Engine speed too high 1001 Conditions not valid – No request for reading 1010 Not defined 1011 Not defined 1100 Not defined 1101 Conditions not valid - Other 1110 Error 1111 Not available |
| 3027 | Transmission Oil Level 1 High / Low | First instance of a transmission oil level indicator. Conveys the amount of current volume of transmission sump oil compared to recommended volume. Positive values indicate overfill. Zero means the transmission fluild is filled to the recommended level. Parameter Specific Indicator: A value of 0xFB indicates conditions are not acceptable for a valid fluid level measurement. |
| 3028 | Transmission Oil Level 1 Countdown Timer | Countdown timer for the first instance of a transmission oil level indicator. Once all vehicle conditions (such as vehicle stopped, etc) are met, some transmissions may require a ‘settling time’ to allow the fluid level to normalize. This parameter indicates how much of the required settling time remains. When time reaches 0, a valid oil level measurement value will be broadcast in SPN 3027 Transmission Oil Level 1 High / Low. 0000 less than 1 minute 0001 One minute 0010 Two minutes 0011 Three minutes 0100 Four minutes 0101 Five minutes 0110 Six minutes 0111 Seven minutes 1000 Eight minutes 1001 Nine minutes 1010 Ten minutes 1011 Eleven minutes 1100 Twelve minutes 1101 Thirteen minutes 1110 Error 1111 Not Available |
| 3029 | Engine Start Inhibited, Pre-lube System Issue | The engine oil pre-lube system will not allow the engine to start. |
| 3030 | Transmission Torque Converter Ratio | Ratio of the transmissions torque converter output torque to torque converter input torque at current speed. The ratio of 1.000 ( 03 E8 hex ) indicates torque converter lockup. If the ratio is less than 1 and the ratio can not be properly determined it shall be set to a value of FB00 hex. Ratios above 1 indicate torque converter multiplication. |
| 3031 | Aftertreatment 1 Diesel Exhaust Fluid Tank Temperature | Temperature of the diesel exhaust fluid in the storage tank. |
| 3032 | Right Brake Pedal Position | Ratio of the right brake pedal position to maximum right brake pedal position. 0% means no braking. The maximum of this (Right Brake Pedal Position) and SPN 3033 (Left Brake Pedal Position) should be transmitted as SPN 521 (Brake Pedal Position). For applications with only one brake pedal use SPN 521. |
| 3033 | Left Brake Pedal Position | Ratio of the left brake pedal position to maximum left brake pedal position. 0% means no braking. The maximum of this (Left Brake Pedal Position) and SPN 3032 (Right Brake Pedal Position) should be transmitted as SPN 521 (Brake Pedal Position). For applications with only one brake pedal use SPN 521. |
| 3034 | DM22 Control Byte - Individual DTC Clear/Reset Control Byte | DM22 Control byte is used to identify the function being performed by this message. A numeric indication of the message function and content within the Individual DTC Clear message. The interpretation of these values are shown in the table below. Control Byte Values Individual DTC Clear / Reset Control Byte 00 Reserved for SAE Assignment 01 Request to Clear/Reset a Specific Previously Active DTC 02 Positive Acknowledge of Clear/Reset of a Specific Previously Active DTC 03 Negative Acknowledge of Clear/Reset of a Specific Previously Active DTC 04 to 16 Reserved for SAE Assignment 17 Request to Clear/Reset a Specific Active DTC 18 Positive Acknowledge of Clear/Reset of a Specific Active DTC 19 Negative Acknowledge of Clear/Reset of a Specific Active DTC 20 to 254 Reserved for SAE Assignment 255 Not Available |
| 3035 | DM22 - Control Byte Specific Indicator For Individual DTC Clear | DM22 parameter which is the Negative Acknowledge Indicator For Individual DTC Clear. A numeric value with interpretation that is specific to the Control Byte Value within the Individual DTC Clear message. For DM22 Control Byte Values 3 and 19 will have Negative Acknowledge Indicators defined as follows: Value Negative Acknowledge Indication 00 General Negative Acknowledge 01 Access Denied (Security Denied Access) 02 Diagnostic Trouble Code unknown/does not exist 03 Diagnostic Trouble Code no longer Previously Active 04 Diagnostic Trouble Code no longer Active 05 to 254 Reserved for SAE Assignment 255 Not Available |
| 3036 | DM22 - SPN | DM22 the SPN of the DTC to Clear. |
| 3037 | DM22 - FMI | DM22 the FMI of the DTC to Clear. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Class C DTC 11 - Unavailable / Do Not Flash Note: State 10 is for WWH OBD discriminatory display systems, not applicable for other OBD non-discriminatory display systems. |
| 3038 | Flash Malfunction Indicator Lamp | This parameter provides the capability to flash the MIL 00 - Slow Flash (1 Hz, 50 |