| 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 % 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. |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3039 | Flash Red Stop Lamp (RSL) | This parameter provides the capability to flash the RSL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3040 | Flash Amber Warning Lamp (AWL) | This parameter provides the capability to flash the AWL 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3041 | Flash Protect Lamp | This parameter provides the capability to flash the engine protect lamp 00 - Slow Flash (1 Hz, 50 % duty cycle) 01 - Fast Flash (2 Hz or faster, 50% duty cycle) 10 - Reserved 11 - Unavailable / Do Not Flash |
| 3042 | Requested Wheel Speed | When at rated engine speed, this is the wheel speed that the transmission will attempt to attain. This is actually equivalent to a gear ratio command that would produce the stated wheel speed at rated engine speed. If the actual engine speed is higher or lower than rated speed then the actual wheel speed will be higher or lower than the value sent in this parameter. |
| 3043 | Type of Passenger Count | Used to notify transit link devices of the type of passenger counting system used in the vehicle. Some passenger counting systems indicate real-time boarding and exiting data for other devices to accumulate. Other types of passenger counters report a current on-board total relative to a transit door status, a fare collection status, or other signal which can define the end of the boarding/exiting period and a stable underway totalized passenger count. 0 - absolute passenger count 1 - boarding passenger 2 - exiting passenger 3 - boarding passenger (second passenger stream) 4 - exiting passenger (second passenger stream) 5 to 250 - reserved for future assignment 251 to 253 - reserved 254 - error indicator 255 - not available |
| 3044 | Silent Alarm Status | Used to report silent alarm push button status. 00 - Off 01 - On 10 - Error condition 11 - Not available |
| 3045 | Vehicle Use Status | Used to indicate the proper or unauthorized use of the vehicle. The administrative control device or any device issuing the vehicle use status PID should be sensitive to the run switch status (SPN 3046) and any other locally defined criteria for authorized use (i.e., driver log-ons) before the vehicle use status PID is used to generate an unauthorized use alarm. 00 - Normal use 01 - Unauthorized use 10 - Error condition 11 - Not available |
| 3046 | Transit Run Status | Status of the run switch for the vehicle. 00 - Off 01- On 10 - Error condition 11 - Not available |
| 3047 | Patron Count | Count of the number of passengers on a transit vehicle. If the type of passenger count (SPN 3043) is 0, the patron count indicates the number of patrons currently on vehicle after the door has closed. If the type of passenger count is 1 to 4, the patron count indicates an incremental count of passengers since the last data transmittal. |
| 3048 | Engine Ignition Cycle Counter | Count of the number of ignition cycles. |
| 3049 | OBD Monitoring Conditions Encountered | Count the number of times that the vehicle has been operated in the specified OBD monitoring conditions. |
| 3050 | Catalyst Bank 1 System Monitor | Monitors Catalyst Bank 1 System. SPN 3050 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the catalyst bank 1 system. |
| 3051 | Catalyst 2 System Monitor | Monitors Catalyst Bank 2 System. SPN 3051 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the catalyst bank 2 system. |
| 3052 | Engine Misfire Monitor | Monitors for engine misfire. SPN 3052 may be used to represent readiness, Test Result, Data Stream and DTC. If it is used for in-use ratio, then it is the lowest numerical ratio of the in-use ratios that are tracked separately for each monitor that detects malfunctions of the system. |
| 3053 | Engine Evaporative System Monitor | Monitors Engine Evaporation System. SPN 3053 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the evaporative system. |
| 3054 | Engine Secondary Air System Monitor | Monitors engine secondary air system. Secondary air is air provided to the exhaust system (per SAE J2403). SPN 3054 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the secondary air system. |
| 3055 | Engine Fuel System Monitor | Monitors the Fuel System. SPN 3055 may be used to represent readiness, Test Result, Data Stream and DTC. If it is used for in-use ratio, then it is the lowest numerical ratio of the in-use ratios that are tracked separately for each monitor that detects malfunctions of the system. |
| 3056 | Oxygen (or Exhaust Gas) Sensor Bank 1 Monitor | Monitors Engine Oxygen Sensor 1. |
| 3057 | Oxygen (or Exhaust Gas) Sensor Bank 2 Monitor | Monitors Engine Oxygen Sensor 2 |
| 3058 | EGR System Monitor | Monitors EGR System. SPN 3058 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the EGR system. |
| 3059 | Engine Positive Crankcase Ventilation System Monitor | Monitors Engine Positive Crankcase Ventilation System. SPN 3059 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the EGR system. |
| 3060 | Engine Cooling System Monitor | Monitors Engine Cooling System. SPN 3060 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the EGR system. |
| 3061 | Engine Cold Start Emission Reduction Strategy System Monitor | Monitors Engine Cold Start Emission Reduction Strategy. |
| 3062 | Air Conditioning System Component Monitor | Monitors Air Conditioning Component. SPN 3062 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the EGR system. |
| 3063 | Direct Ozone Reduction Monitor | Monitors Direct Ozone Reduction. SPN 3063 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the EGR system. |
| 3064 | Aftertreatment Diesel Particulate Filter System Monitor | Monitors Aftertreatment Diesel Particulate Filter System. SPN 3064 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of DPF system. |
| 3065 | Comprehensive Component Monitor | Monitors Comprehensive Component Monitor |
| 3066 | SPN of Applicable System Monitor | Idenifies the SPN of the system monitor for which Monitor ratio is being reported. |
| 3067 | Applicable System Monitor Numerator | Idenitifes the number of times the vehicle has been operated such that all conditions necessary for the Applicable System Monitor to detect a malfunction have been encountered. |
| 3068 | Applicable System Monitor Denominator | Identifies the number of times a vehicle has been operated that constitues a driving cycle where the Applicable System Monitor could be operated per regulatory requirements. |
| 3069 | Distance Travelled While MIL is Activated | The kilometers accumulated while the MIL is activated. |
| 3070 | Number of bytes in the Milepost Identification | Number of bytes in the Milepost Identification. This parameter identifies the length, in bytes, of the data in SPN 590 (Milepost Identification). |
| 3071 | Number of bytes in the Transit Assigned Route Identity | Number of bytes in the Transit Assigned Route Identity. This parameter identifies the length, in bytes, of the data in SPN 3074 (Transit Assigned Route Identity). |
| 3072 | Number of bytes in the Transit Assigned Run Identity | Number of bytes in the Transit Assigned Run Identity. This parameter identifies the length, in bytes, of the data in SPN 3075 (Transit Assigned Run Identity). |
| 3073 | Number of bytes in the Transit Assigned Block Identity | Number of bytes in the Transit Assigned Block Identity. This parameter identifies the length, in bytes, of the data in SPN 3076 (Transit Assigned Block Identity). |
| 3074 | Transit Assigned Route Identity | Identifies the transit route assigned to a specific vehicle. The length of the ASCII text for this parameter must be reported using SPN 3071 (Number of bytes in the Transit Assigned Route Identity). |
| 3075 | Transit Assigned Run Identity | Identifies the transit run assigned to a specific vehicle. The length of the ASCII text for this parameter must be reported using SPN 3073 (Number of bytes in the Transit Assigned Run Identity). |
| 3076 | Transit Assigned Block Identity | Identifies the transit block assigned to a specific vehicle. The length of the ASCII text for this parameter must be reported using SPN 3073 (Number of bytes in the Transit Assigned Block Identity). |
| 3078 | Agency | The identity of the agency involved in this transaction |
| 3079 | Intersection Preemption Request/Response | Status of the intersection signal preemption 00 - Message is a request directed to the emitter 01 - Message is a response from the emitter 10 - Error condition 11 - Not available |
| 3080 | Transit Route ID Usage | Transit route ID usage 00 - Transit route ID not used for interleaved data 01 - Transit route ID used for interleaved data (if range code not enabled) 10 - Error condition 11 - Not available |
| 3081 | Range Code Enable | Range code enable 00 - Range code not used for interleaved data 01 - Range code used for interleaved data 10 - Error condition 11 - Not available |
| 3082 | Strobe Activation Control Status | Strobe activation control status 00 - Deactivate strobe 01 - Activate strobe 10 - Error condition 11 - Not available Note: Strobe will flash if not overridden by transit door status, strobe is working, and emitter is in the normal mode. |
| 3083 | Transit Door Enable | Transit door enable 00 - Ignore transit door status 01 - Transit door status will override strobe activation 10 - Error condition 11 - Not available |
| 3084 | Priority of Response Sent by Emitter | Priority of response sent by emitter 0000 - Reserved 0001 - Low priority 0010 - Probe priority 0011 - High priority 0100 to 1000 - Reserved 1001 - Priority set by hardware to low priority 1010 - Priority set by hardware to probe priority 1011 - Priority set by hardware to high priority 1100 to 1101 - Reserved 1110 - Error condition 1111 - Not available |
| 3085 | Vehicle ID | Numerical designation of the vehicle. 65535 is used to represent the vehicle ID is not available. |
| 3086 | Transmission Ready for Brake Release | This parameter indicates that enough torque / motive force is available at the transmission output shaft to release all the brakes without a risk of unintentional movement in the opposite direction. 00 - Transmission Not Ready for Brake Release 01 - Transmission Ready for Brake Release 10 - Error 11 - Not available |
| 3087 | Auxiliary Level | Level measured by a sensor. |
| 3088 | Header height vertical rate control | Setting for the header height raise/lower control speed rate |
| 3089 | Header height sensitivity control | Control setting for the header height system's sensitivity to ground contour changes |
| 3090 | Header height setpoint change | Number of clicks of the encoder used for header height setting since last transmitted CAN message |
| 3091 | Header height setpoint change sequence number | Sequence number of the Header Height Setpoint Change |
| 3092 | Header platform height | Height of the cutting platform |
| 3093 | Header platform height maximum | Maximum height of the cutting platform. |
| 3096 | Header float pressure | Pressure of the header height system lift cylinders. |
| 3097 | Header float pressure maximum | Maximum pressure of the header height system lift cylinders |
| 3098 | Header position percent | Header height position, as a percent of maximum |
| 3099 | Header position percent maximum | Maximum mechanically allowable header height as a percentage of the allowed display height. |
| 3102 | Unloading Auger swing out | Swing the unloading auger out, away from vehicle 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3103 | Unloading auger swing in | Swing the unloading auger in, toward the vehicle 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3104 | Unloading auger swing out-auto | Swing the unloading auger out, away from the vehicle, auto mode 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3105 | Unloading auger swing in-auto | Swing the unloading auger in, toward the vehicle, auto mode 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3106 | Side hill left tilt | Tilt the machine chassis down to the left 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3107 | Side hill right tilt | Tilt the machine chassis down to the right 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3108 | Spreader speed increment | Increase the speed of the spreader 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3109 | Spreader speed decrement | Decrease the speed of the spreader 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3110 | Precleaner open | Open the precleaner 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3111 | Precleaner close | Close the precleaner 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3112 | Open chaffer | Open the chaffer 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3113 | Close chaffer | Close the chaffer 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3114 | Open sieve | Open the sieve 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3115 | Close sieve | Close the sieve 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3116 | Move chopper vane left | Move the chopper vane towards the left side of the machine 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3117 | Move chopper vane right | Move the chopper vane towards the right side of the vehicle 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3118 | Quick stop switch | Master quick stop switch for stopping the product related systems on the vehicle. 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3119 | Unloading auger engage/disengage | Engage or disengage the (single) unloading auger 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3120 | Unloading auger fold | Fold the unloading auger 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3121 | Unloading auger unfold | Unfold the unloading auger 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 3122 | Max allowable cleaning shoe travel | Max cleaning shoe travel allowed |
| 3123 | Right hand header height setpoint | Setpoint for the machine to control to. |
| 3124 | Left hand header height setpoint | Setpoint for the machine to control to. |
| 3125 | Left hand header height | Height of the Left hand header. |
| 3126 | Right hand header height | Height of the Right hand header. |
| 3127 | Header control response rate setpoint | Setpoint for the machine to control to. Rate of response to header control command changes |
| 3128 | Header control response rate maximum setpoint | Header control response rate maximum setpoint. Limits are usually determined by calibration process. |
| 3129 | Header control response rate minimum setpoint | Header control response rate minimum setpoint. Limits are usually determined by calibration process. |
| 3130 | Product system tank water level | Product system tank water level |
| 3131 | Product fan speed | Product fan speed |
| 3132 | Product system manifold pressure | Pressure of the liquid in the product system as measured at the manifold or main distribution point. |
| 3133 | Product system pump discharge pressure | Pressure of the liquid in the product system as measured at the pump discharge |
| 3134 | Product fan hours | Total Product fan running hours. |
| 3135 | Right hand header height max setpoint | Maximum setpoint measured during calibration. Used to set max limit of control range. |
| 3136 | Right hand header height min setpoint | Minimum setpoint measured during calibration. Used to set min limit of control range. |
| 3137 | Left hand header height min setpoint | Minimum setpoint measured during calibration. Used to set min limit of control range. |
| 3138 | Left hand header height max setpoint | Maximum setpoint measured during calibration. Used to set max limit of control range. |
| 3139 | Right hand header unit speed | Right hand header unit speed |
| 3140 | Left hand header unit speed | Left hand header unit speed. |
| 3141 | GPS differential corrections license | The license bought for use by a differential correction GPS device (from the signal supplier). This is the subscription that a user pays for in order to get a differential correction signal for a more accurate GPS fix. |
| 3142 | Method, GNSS | The "Method" or "Quality" of the GPS signal. The level of signal quality (such as GNSS fix or DGNSS fix) is as shown via the discrete states selected in the parameter. Ref: pgn 129029, Field #8. |
| 3143 | Differential source | The source of a differential correction signal used by the GPS system used to calculate ECU position. Ref: pgn 129551, Field #12. |
| 3144 | Differential source, Secondary | The secondary source of a differential correction signal used by the GPS system used to calculate ECU position |
| 3145 | DGNSS fix | This represents the point in the GPS signal flow process at which the GPS signal is determined after differential correction has been applied |
| 3146 | PGN of message being configured | This is the PGN of the Proprietarily Configurable Message (PCM) whose configuration is being identified by this Configuration Identification Message. Operational range includes only those PCMs as identified in the J1939-74 document. |
| 3147 | Parameter being included | This is the SPN of the parameter whose location is presently being identified for grouping into the message whose PGN is in this Configuration Identification Message. |
| 3148 | Position of configured parameter | This is a number identifying a particular parameter’s position within a configured message in particular for differentiating the parameter (identified by SPN) whose location is presently being identified from the other parameters which will be grouped into the message whose PGN is in this Configuration Identification Message. It is used to verify that all of the parameters to be included within the message being configured have been received. A 5 bit slot with the values 0 and 31 is NOT allowed. |
| 3149 | Message will be used proprietarily | This is a single bit flag used to indicate that the message being configured is a member of the set of destination specific proprietarily configurable messages, and that hence the Source Address and Destination Address are needed to interpret the data as with the destination specific proprietary A message of -21. |
| 3150 | Message will use transport protocol | This is a single bit flag used to indicate whether the message being configured is one that will use transport protocol. |
| 3151 | First parameter only being identified | This is a single bit, which is used to identify whether only the first parameter that will be sent within one of the Configurable Messages is being identified with a Configuration Identification Message. This form is to be used on each power-up event for any CA. This function has been generated so that the software can verify that a given message still comes from a particular CA but with the shortest possible initialization times. Identification of the location of individual specific parameters can then be handled with the Parameter Locate message. A "0" means that all the parameters will be transmitted. |
| 3152 | Number of parameters included | This is the number of parameters, which will be grouped into the message whose PGN is in this Configuration Identification Message. It is used in the verification that all of the SPNs to be included within the message being configured have been received. A 5 bit slot with 0 and 31 are NOT allowed |
| 3153 | Starting bit for this parameter | The bit position that the LSB of the data for the parameter, whose SPN is identified in bytes 4-6, is to occupy within the configurable message being identified by the PGN in bytes 1-3. Since this identifies only the position of the LSB it must be remembered that the length is to already be in the CA’s parameter database. |
| 3154 | Parameter to be located | This is the parameter, identified by SPN, that it is desired to locate or to initiate the transmission. Locating implies identifying any message from the given source (i.e. the destination of this Parameter LOCATE MESSAGE), all other CAs when ‘global’ address is used) that contains this particular parameter. |
| 3155 | Parameter locate command | A byte used to identify the particular command that the Parameter Locate message is presently being used for. |
| 3156 | Blade Control Mode Switch | This parameter indicates the blade control mode switch state the user has set for the land leveling system. The switch value directly correlates to the current switch state, regardless of the switch being used. This parameter is intended for use in systems using only one parameter to control the blade movement (i.e. elevation). Systems using two independent parameters to control blade position, i.e. one blade edge maintains a constant elevation and the other blade edge maintains a constant blade angle, should use parameters specific to that usage. Only one of the following states will be active at a time. Below are the data values defined for each switch type that may be used in this application. The purpose of the following switch information is to define what data should be reported based on what type of switch is used. 1. A toggle button with two states can be used, in which the button is either in the manual or the auto position at all times. Toggle button usage is as follows: Manual Position = 0010 Manual button pressed Auto Position = 0011 Automatic button pressed 2. The momentary rocker switch may be used, where the default is the no button pressed position. The user can press the rocker into the manual position, and when pressure is released, it will return to the no button pressed position. The user may also press the rocker into the auto position, and when pressure is released, it will return to the no button pressed position. Momentary rocker button usage is as follows: No Button Pressed = 0000 No button pressed Manual Button Pressed = 0010 Manual button pressed Auto Button Pressed = 0011 Automatic button pressed 3. The momentary contact button pair may be used, where the default is no buttons being pressed. The user can press the manual button, and when pressure is released, it will return to the no button pressed position. The user may press the auto button, and when pressure is released, it will return to the no button pressed position. Momentary contact buttons (button pair) usage is as follows: No Button Pressed = 0000 No button pressed Manual Button Pressed = 0010 Manual button pressed Auto Button Pressed = 0011 Automatic button pressed 4. The momentary contact single button may be used, where the default is no button being pressed. The user can press the button, which is the button pressed position, and when pressure is released, it will return to the no button pressed position. The controller receiving this command will keep track of what mode the blade is in, auto or manual. When the button is pressed, the "mode button pressed" state is reported and the receiving controller then changes the current mode to its opposite value (i.e. manual to automatic or vise-versa). Momentary contact button (single button) usage is as follows: No Button Pressed = 0000 No button pressed Button Pressed = 0001 Mode button pressed Data Values and Descriptions: 0000 No button pressed 0001 Mode button pressed 0010 Manual button pressed 0011 Automatic button pressed 1110 Error Indicator 1111 Not Installed All other values are reserved Notes: 1. The switch state can be read in two ways. One method uses the direct analog switch input to determine the switch state, while the second method relies on a secondary control to read the analog input, then relay the information on the data link. The parameter is designed to provide the actual switch state to other controls that need the information. 2. Other systems with automated blade controls should be able to use this parameter, since it is a measured switch value. |
| 3157 | Desired Grade Offset Switch | This parameter indicates the grade offset switch state the user has set for the land leveling system. The desired grade offset value is the vertical offset measured from a given elevation reference point to the bottom edge of the blade. This parameter is intended for use in systems using only elevation offset to control the blade movement (i.e. elevation). Systems using two independent parameters to control blade position, i.e. one edge maintains a constant elevation and the other blade edge maintains a constant angle, should use parameters specific to that usage. Only one of the following states will be active at a time. Below are the data values defined for each switch type that may be used in this application. The purpose of the following switch information is to define what data should be reported based on what type of switch is used. 1. The momentary rocker switch may be used, where the default is the no button pressed position. The user can press the rocker into the increment button pressed position, and when pressure is released, it will return to the no button pressed position. The user may also press the rocker into the decrement button pressed position, and when pressure is released, it will return to the no button pressed position. Momentary rocker button usage is as follows: No Button Pressed = 0000 No button pressed Increment Button Pressed = 0001 Increment button pressed Decrement Button Pressed = 0010 Decrement button pressed 2. The momentary contact button pair may be used, where the default is the no buttons pressed position. The user can press the increment button, and when pressure is released, it will return to the no buttons pressed position. The user may press the decrement button, and when pressure is released, it will return to the no buttons pressed position. Momentary contact button (button pair) usage is as follows: No Button Pressed = 0000 No button pressed Increment Button Pressed = 0001 Increment button pressed Decrement Button Pressed = 0010 Decrement button pressed Data Values and Descriptions: 0000 No button pressed 0001 Increment button pressed 0010 Decrement button pressed 1110 Error Indicator 1111 Not installed All other values are reserved Notes: 1. The switch state can be read in two ways. One method uses the direct analog switch input to determine the switch state, while the second method relies on a secondary control to read the analog input, then relay the information on the data link. The parameter is designed to provide the actual switch state to other controls that need the information. 2. Other systems with automated blade controls should be able to use this parameter, since it is a measured switch value. |
| 3158 | Blade Auto Mode Command | Allows other controllers to command to the primary control system what they think is the appropriate auto control mode to be engaged in, based on the information they have available to them. When in automatic mode, the blade automatically adjusts its position to the center of the blade to maintain a desired grade offset. Only one of the following states will be active at a time. Below is extended information describing each command. The purpose of this information is to define what command state should be reported based on what auto control mode command is deemed appropriate by the operational specifications of the system. 0000 Auto Allowed - Auto mode permitted as appropriate (auto button was pushed or directly returned from Suspend Auto condition) 0001 Activity Allows Auto - Auto mode permitted only if the primary control system detects operator activity. The control issuing this command does not have sufficient information/reason to absolutely allow Auto mode (state 0000) or not allow Auto mode (state 0100). The control issuing this command is permitting the primary control system to operate in auto mode only if the primary control system detects operator activity, such as direct input to the primary control system. If the primary control system does not detect operator activity, then the control issuing this command is not allowing auto mode. For example, the control issuing this command has detected no operator activity yet it acknowledges that there may be other sources of operator activity that might make auto mode permissible. 0010 Suspend Auto - Auto mode is temporarily not allowed and the control issuing this command wants the primary control system to automatically return to the previous state (Auto or Manual) when the suspend auto condition is removed. 0011 Service Mode - Auto mode is permitted only for special services such as calibrations. 0100 Auto Not Allowed - Auto mode is not allowed under any condition Data Values and Descriptions: 0000 Auto Allowed 0001 Activity Allows Auto - must detect operator before auto allowed 0010 Suspend Auto - temporarily suspend auto mode 0011 Service Mode - auto allowed only during service modes 0100 Auto Not Allowed 1110 Error Indicator 1111 Not Supported All other values are reserved Note: The control issuing this command is aware that it does not have access to all information that the primary controller of the Land Leveling System attachment has access to. Therefore, it commands the Land Leveling system to activate a auto blade mode based on the input it has access to. In some cases, like in the "Activity Allows Auto" situation, the control knows the Land Leveling system has access to an additional display (which has switches and several buttons) which may help determine if an operator is present. On the other hand, the control may also have information the primary controller of the Land Leveling System does not have access to, like the parking brake status. |
| 3159 | Trip Number | The identity number assigned to this trip. |
| 3160 | Assigned Route | The identity number assigned to this route. Note: This is the numerical value for the route as opposed to the "Transit Assigned Route Identity" (SPN 3074) which is variable length ASCII or the "Route number" (SPN 3169) which is 12 bit numeric. |
| 3161 | Pattern Number | The agency defined pattern number for this trip |
| 3162 | Assigned Run | The agency defined run number for this trip |
| 3163 | Assigned Block | The agency defined block number for this trip |
| 3164 | Driver's farebox security code | Security code for the farebox, numerical only. Note: 0 = Farebox is in reporting status 1 - 65535 = security code |
| 3165 | Fare Validity | Agency defined value indicating validity of this fare |
| 3166 | Pass Category | Agency defined value indicating the category of the passenger associated with this fare |
| 3167 | Initial Fare Agency | Identifies where the initial fare is paid Note: The definition of the agency numbering plan shall be agreed by the operating agency and the farebox manufacturer. The value of 0 is reserved, the usable range is 1 to 31. |
| 3168 | Transfer Sold | Indicates that a transfer was sold or issued on this transaction including its type and/or restrictions. The final definitions of the transfer issued information shall be agreed by the operating agency and the farebox manufacturer. Note: A non-zero value indicates that a transfer was sold or issued. The value of zero is reserved to indicate that no transfer has been sold or issued. |
| 3169 | Route Number | The route number issuing the transfer. |
| 3170 | Transaction Type | Enumerated value representing the type of transaction completed 0000 = Cash 0001 = Token 0010 = Ticket 0011 = Pass 0100 = Card 0101 = Permit 0110 = Transfer 0111 = Free 1000-1011 = Reserved for assignment 1100-1111 = Agency defined |
| 3171 | Passenger Type | Enumerated value representing the type/class of passenger, as defined by the agency. |
| 3172 | Type of Service | The type of service provided 000 = Local service 001 = Express service 010-111 = Agency defined |
| 3173 | Transfer Type | The kind of transfer used 00000 = North 00001 = South 00010 = East 00011 = West 00100 = In 00101 = Out 00110-11111 = Agency defined |
| 3174 | Trip Direction | The general direction of travel for this trip. 0000 = North 0001 = South 0010 = East 0011 = West 0100 = In 0101 = Out 0110-1111 = Agency defined |
| 3175 | Fare Presets | Fare Presets 00000000 to 00001111 = Agency defined 00010000 to 11111111 = Reserved for assignment |
| 3176 | Type of Fare | Type of Fare 0000 = Cash/No detail 0001 = Token A 0010 = Token B 0011 = Ticket A 0100 = Ticket B 0101 = Pass A 0110 = Pass B 0111-1010 = Reserved for assignment 1011-1111 = Agency defined |
| 3177 | Payment Details | Payment details. 0000 = Not an upgrade 0001 = Cash 0010 = Token 0011 = Ticket 0100 = Pass 0101 = Card 0110-1010 = Reserved for assignment 1011-1111 = Agency defined |
| 3178 | Farebox Service Status | Indicates if the farebox is in or out of service. 00 = Farebox out of service 01 = Farebox in service 10 = Error Condition 11 = Not available |
| 3179 | Farebox Emergency Status | Indicates if a farebox emergency condition exists. 00 = Non-emergency condition 01 = Emergency condition 10 = Error Condition 11 = Not available |
| 3180 | Trip Status | Trip Status 000 = Undefined 001 = Trip start 010 = Trip end 011 = Undefined 100 = Undefined 101 = Layover start 110 = Layover end 111 = Undefined |
| 3181 | Farebox Alarm Identifier | Indicates the nature of the farebox alarm condition. 0000000 = Voltage dropout 0000001 = Voltage restored 0000010 = Probe started 0000011 = Probe completed 0000100 = Cashbox removed 0000101 = Cashbox restored 0000110 = Cashbox door timeout 0000111 = Cashbox opened in service, considered an alarm condition 0001000 = Insufficient fare accepted 0001001 = Coinbox 75% full 0001010 = Coinbox full 0001011 = Currency box 75% full 0001100 = Currency box less than 75% full 0001101 = Currency box full 0001110 = Card/pass box 75% full 0001111 = Card/pass box less than 75% full 0010000 = Card/pass box full 0010001 = Coin de-jam operated 0010010 = Farebox set in manual bypass 0010011 = Farebox reset to automatic mode 0010100 = Pass/transfer jam 0010101 = Pass/transfer jam cleared 0010110 = Paper currency jam 0010111 = Paper currency jam cleared 0011000 = Maintenance access in service, considered an alarm condition 0011001 = Maintenance access out of service 0011010-1100000 = Reserved - to be assigned 1100001-1111111 = Agency defined |
| 3182 | Transmission Retarder Enable Solenoid Valve | Valve that makes hydraulic fluid available for retarder use. |
| 3183 | Transmission Retarder Modulation Solenoid Valve | Valve used to control hydraulic retarder application. |
| 3184 | Transmission Torque Converter Lockup Clutch Pressure Indicator | Pressure being applied to the torque converter lockup clutch. |
| 3185 | Transmission Differential Lock Solenoid Valve | Valve used to apply pressure to differential lock. |
| 3186 | Transmission Differential Lock Clutch Pressure Indicator | Indicates pressure applied to differential lock clutch. |
| 3187 | Transmission Shift Console Data Link | Communication link between transmission and shift selector. |
| 3188 | XBR Message Checksum | The XBR message checksum is used to verify the signal path from the demanding device to the brake controller on electronic brake systems. The support of this parameter is mandatory if PGN 1024 is supported as there is no means to indicate “not available”. The 4 bit XBR message checksum is calculated using the first 7 data bytes, the 4 bit message counter and the bytes of the message identifier. It is calculated as follows: Checksum = (Byte1 + Byte2 + Byte3 + Byte4 + Byte5 + Byte6 + Byte7 + (message counter & 0x0F) + message ID low byte + message ID mid low byte + message ID mid high byte + message ID high byte) XBR Message Checksum = ((Checksum >> 4) + Checksum) & 0x0F Note: A failure in the communication sets the XBR system state: - to '01' for failed XBR 'priority 01, 10 or 11' messages - to '10' for failed XBR 'priority 00' messages. |
| 3189 | XBR Message Counter | The XBR message counter is to verify the signal path from the demanding device to the brake controller on electronic brake systems.. The support of this parameter is mandatory. Note: The initial value of the 4 bit message counter for the first message during a driving cycle is arbitrary. In every following message the counter is incremented by 1 (0 follows 15). |
| 3190 | 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). |
| 3191 | Reference Tire Pressure | Reference value of the tire pressure as basis for the tire pressure monitoring |
| 3192 | 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). |
| 3193 | Reference Tire Pressure Setting | Reference value of the tire pressure setting as basis for the tire pressure monitoring |
| 3194 | Control Byte | |
| 3195 | Number of Ports | |
| 3196 | Uptime since last power-on reset | |
| 3197 | Average Messages Filtered per Second | |
| 3198 | Average Messages Forwarded per Second | |
| 3199 | Average Messages Received per Second | |
| 3200 | Number of Messages with Excessive Transit Delay Time | |
| 3201 | Number of Messages lost due to Buffer Overflow | |
| 3202 | Average Transit Delay Time | |
| 3203 | Maximum Transit Delay Time | |
| 3204 | Maximum Messages Filtered per Second | |
| 3205 | Maximum Messages Forwarded per Second | |
| 3206 | Maximum Messages Received per Second | |
| 3207 | Number of Filter Database Entries | |
| 3208 | Maximum Filter Database Size | |
| 3209 | Buffer Size | |
| 3210 | Parameter Number | |
| 3211 | SA_List | |
| 3212 | PGN_List | |
| 3213 | Filter_Mode | |
| 3214 | Port_Pair | |
| 3215 | Prohibit air suspension control | This parameter is an external request to the air suspension control system to prohibit all air suspension control. If the request is accepted, response intended to be sent in ASC1 (additional status requested in ASC1), there will be no control either for height changes or axle load distribution changes, i.e. hold current pressures in all suspension devices. 00 No request 01 Request prohibit air suspension control 10 Error indicator 11 Not available |
| 3216 | Aftertreatment 1 Selective Catalytic Reduction Intake NOx | The amount of combined NO and NO2 in the exhaust entering the aftertreatment system measured by a NOx sensor at the aftertreatment intake, represented in NOx molecule parts per million non-NOx molecules in exhaust bank 1. |
| 3217 | Aftertreatment 1 Intake Percent O2 | The actual oxidation factor (%O2) of the gas within the exhaust stream. For positive values, the parameter represents the percent oxygen in excess of the amount required for stoichiometric combustion. For negative values, the parameter is proportional to the amount of oxygen being pumped by the sensor. This value is measured by a sensor at the aftertreatment intake in exhaust bank 1. A value of -12% (0x0000) indicates rich, a value of 21% (0xFAFF) indicates lean. These data points could optionally be used with switching O2 sensors to indicate those states as alternatives to broadcasting the threshold %O2 values. Diagnostic Tools could change display to use the text "Rich" or "Lean" in place of the implied %O2 values which would also be acceptable for display. |
| 3218 | Aftertreatment 1 Intake Gas Sensor Power In Range | Indicates that the power supplied to the aftertreatment intake gas sensor, either NOx or O2, is within the manufacturer’s specification in exhaust bank 1. This parameter reports the status as reported by the sensor. 00 - Not in range 01 - In range 10 - Error 11 - Not available |
| 3219 | Aftertreatment 1 Intake Gas Sensor at Temperature | Indicates that the heater element of the aftertreatment intake gas sensor, either NOx or O2, is within the manufacturer’s specified range for accurate measurements in exhaust bank 1. 00 - Not in range 01 - In range 10 - Error 11 - Not available |
| 3220 | Aftertreatment 1 Selective Catalytic Reduction Intake NOx Reading Stable | Indicates that the NOx reading of the aftertreatment intake NOx sensor is stable as determined by the manufacturer’s control software in exhaust bank 1. 00 - Not stable 01 - Stable 10 - Error 11 - Not available |
| 3221 | Aftertreatment 1 Intake Wide-Range Percent O2 Reading Stable | Indicates that the %O2 reading of the aftertreatment intake gas sensor, either NOx or O2, is stable as determined by the manufacturer's control software in exhaust bank 1. 00 - Not stable 01 - Stable 10 - Error 11 - Not available |
| 3222 | Aftertreatment 1 Intake Gas Sensor Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the heater of the intake exhaust gas sensor, either NOx or O2, by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3223 | Aftertreatment 1 Intake Gas Sensor Heater Control | Indicates the heater status in the warm-up process. Upon receiving a power-up command, the gas sensor ramps up according to a manufacturer defined profile. The Preheat 1, Preheat 2, and Automatic messages are regions within this profile in exhaust bank 1. 00 - Automatic 01 - Preheat 2 10 - Preheat 1 11 - Heater off |
| 3224 | Aftertreatment 1 Selective Catalytic Reduction Intake NOx Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment intake NOx sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3225 | Aftertreatment 1 Intake Oxygen Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment intake oxygen sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3226 | Aftertreatment 1 Outlet NOx | The amount of combined NO and NO2 in the exhaust exiting the aftertreatment system measured by a NOx sensor at the aftertreatment outlet, represented in NOx molecule parts per million non-NOx molecules in exhaust bank 1. |
| 3227 | Aftertreatment 1 Outlet Percent O2 | The actual oxidation factor (%O2) of the gas within the exhaust stream. For positive values, the parameter represents the percent oxygen in excess of the amount required for stoichiometric combustion. For negative values, the parameter is proportional to the amount of oxygen being pumped by the sensor. This value is measured by a sensor at the aftertreatment outlet in exhaust bank 1. A value of -12% (0x0000) indicates rich, a value of 21% (0xFAFF) indicates lean. These data points could optionally be used with switching O2 sensors to indicate those states as alternatives to broadcasting the threshold %O2 values. Diagnostic Tools could change display to use the text "Rich" or "Lean" in place of the implied %O2 values which would also be acceptable for display. |
| 3228 | Aftertreatment 1 Outlet Gas Sensor Power In Range | Indicates that the power supplied to the aftertreatment outlet gas sensor, either NOx or O2, is within the manufacturer’s specification in exhaust bank 1. This parameter reports the status as reported by the sensor. 00 - Not in range 01 - In range 10 - Error 11 - Not available |
| 3229 | Aftertreatment 1 Outlet Gas Sensor at Temperature | Indicates that the heater element of the aftertreatment outlet gas sensor, either NOx or O2, is within the manufacturer’s specified range for accurate measurements in exhaust bank 1. 00 - Not in range 01 - In range 10 - Error 11 - Not available |
| 3230 | Aftertreatment 1 Outlet NOx Reading Stable | Indicates that the NOx reading of the aftertreatment outlet NOx sensor is stable as determined by the manufacturer’s control software in exhaust bank 1. 00 - Not stable 01 - Stable 10 - Error 11 - Not available |
| 3231 | Aftertreatment 1 Outlet Wide-Range %O2 Reading Stable | Indicates that the %O2 reading of the aftertreatment outlet gas sensor, either NOx or O2, is stable as determined by the manufacturer's control software in exhaust bank 1. 00 - Not stable 01 - Stable 10 - Error 11 - Not available |
| 3232 | Aftertreatment 1 Outlet Gas Sensor Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the heater of the outlet exhaust gas sensor, either NOx or O2, by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3233 | Aftertreatment 1 Outlet Gas Sensor Heater Control | Indicates the heater status in the warm-up process. Upon receiving a power-up command, the gas sensor ramps up according to a manufacturer defined profile. The Preheat 1, Preheat 2, and Automatic messages are regions within this profile in exhaust bank 1. 00 - Automatic 01 - Preheat 2 10 - Preheat 1 11 - Heater off |
| 3234 | Aftertreatment 1 Outlet NOx Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment outlet NOx sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3235 | Aftertreatment 1 Outlet Oxygen Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment outlet oxygen sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3236 | Aftertreatment 1 Exhaust Gas Mass Flow Rate | Measured/calculated exhaust gas mass upstream of the aftertreatment?system in exhaust bank 1 and 2. |
| 3237 | Aftertreatment 1 Intake Dew Point | Indicates that the temperature on the intake side of the aftertreatment system has exceeded the dew point, as estimated by the ECM in exhaust bank 1. 00 - Not exceeded the dew point 01 - Exceeded the dew point 10 - Error 11 - Not available |
| 3238 | Aftertreatment 1 Exhaust Dew Point | Indicates that the temperature on the exhaust side of the aftertreatment has exceeded the dew point, as estimated by the ECM in exhaust bank 1. 00 - Not exceeded the dew point 01 - Exceeded the dew point 10 - Error 11 - Not available |
| 3239 | Aftertreatment 2 Intake Dew Point | Indicates that the temperature on the intake side of the aftertreatment system has exceeded the dew point, as estimated by the ECM in exhaust bank 2. 00 - Not exceeded the dew point 01 - Exceeded the dew point 10 - Error 11 - Not available |
| 3240 | Aftertreatment 2 Exhaust Dew Point | Indicates that the temperature on the exhaust side of the aftertreatment has exceeded the dew point, as estimated by the ECM in exhaust bank 2. 00 - Not exceeded the dew point 01 - Exceeded the dew point 10 - Error 11 - Not available |
| 3241 | Aftertreatment 1 Exhaust Temperature 1 | The reading from the exhaust temperature sensor located farthest upstream in the aftertreatment system in exhaust bank 1. [Ed note - need to update figure/table] |
| 3242 | Aftertreatment 1 Diesel Particulate Filter Intake Temperature | Temperature of engine combustion byproducts entering the diesel particulate filter in exhaust bank 1. |
| 3243 | Aftertreatment 1 Exhaust Temperature 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the exhaust temperature 1 sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3244 | Aftertreatment 1 Diesel Particulate Filter Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel particulate filter intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3245 | Aftertreatment 1 Exhaust Temperature 3 | The reading from the exhaust temperature sensor located farthest downstream in the aftertreatment system in exhaust bank 1. |
| 3246 | Aftertreatment 1 Diesel Particulate Filter Outlet Temperature | Temperature of engine combustion byproducts leaving the diesel particulate filter exhaust in exhaust bank 1. |
| 3247 | Aftertreatment 1 Exhaust Temperature 3 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the exhaust temperature 3 sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3248 | Aftertreatment 1 Diesel Particulate Filter Outlet Exhaust Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel particulate filter outlet temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3249 | Aftertreatment 1 Exhaust Temperature 2 | The reading from the exhaust temperature sensor located midstream of the other two temperature sensors in the aftertreatment system in exhaust bank 1. |
| 3250 | Aftertreatment 1 Diesel Particulate Filter Intermediate Temperature | Temperature of engine combustion byproducts at a mid-point in the diesel particulate filter in exhaust bank 1. |
| 3251 | Aftertreatment 1 Diesel Particulate Filter Differential Pressure | Exhaust differential pressure measured between the intake and exhaust of a diesel particulate filter in exhaust bank 1. |
| 3252 | Aftertreatment 1 Exhaust Temperature 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the exhaust temperature 2 sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3253 | Aftertreatment 1 Diesel Particulate Filter Delta Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel particulate filter differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3254 | Aftertreatment 1 Diesel Particulate Filter Intermediate Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel particulate filter intermediate temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3255 | Aftertreatment 2 Selective Catalytic Reduction Intake NOx | The amount of combined NO and NO2 in the exhaust entering the aftertreatment system measured by a NOx sensor at the aftertreatment intake, represented in NOx molecule parts per million non-NOx molecules in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247.) |
| 3256 | Aftertreatment 2 Intake Percent O2 | The actual oxidation factor (%O2) of the gas within the exhaust stream. For positive values, the parameter represents the percent oxygen in excess of the amount required for stoichiometric combustion. For negative values, the parameter is proportional to the amount of oxygen being pumped by the sensor. This value is measured by a sensor at the aftertreatment intake in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) A value of -12% (0x0000) indicates rich, a value of 21% (0xFAFF) indicates lean. These data points could optionally be used with switching O2 sensors to indicate those states as alternatives to broadcasting the threshold %O2 values. Diagnostic Tools could change display to use the text "Rich" or "Lean" in place of the implied %O2 values which would also be acceptable for display. |
| 3257 | Aftertreatment 2 Intake Gas Sensor Power In Range | Indicates that the power supplied to the aftertreatment intake gas sensor, either NOx or O2, is within the manufacturer’s specification in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247). This parameter reports the status as reported by the sensor. 00 - Not in range 01 - In range 10 - Error 11 - Not available |
| 3258 | Aftertreatment 2 Intake Gas Sensor at Temperature | Indicates that the heater element of the aftertreatment intake gas sensor, either NOx or O2, is within the manufacturer’s specified range for accurate measurements in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247). 00 - Not in range 01 - In range 10 - Error 11 - Not available |
| 3259 | Aftertreatment 2 Selective Catalytic Reduction Intake NOx Reading Stable | Indicates that the NOx reading of the aftertreatment intake NOx sensor is stable as determined by the manufacturer’s control software in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) 00 - Not stable 01 - Stable 10 - Error 11 - Not available |
| 3260 | Aftertreatment 2 Intake Wide-Range Percent O2 Reading Stable | Indicates that the %O2 reading of the aftertreatment intake gas sensor, either NOx or O2, is stable as determined by the manufacturer's control software in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) 00 - Not stable 01 - Stable 10 - Error 11 - Not available |
| 3261 | Aftertreatment 2 Intake Gas Sensor Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the heater of the intake exhaust gas sensor, either NOx or O2, by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3262 | Aftertreatment 2 Intake Gas Sensor Heater Control | Indicates the heater status in the warm-up process. Upon receiving a power-up command, the gas sensor ramps up according to a manufacturer defined profile. The Preheat 1, Preheat 2, and Automatic messages are regions within this profile in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) 00 - Automatic 01 - Preheat 2 10 - Preheat 1 11 - Heater off |
| 3263 | Aftertreatment 2 Selective Catalytic Reduction Intake NOx Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment intake NOx sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3264 | Aftertreatment 2 Intake Oxygen Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment intake oxygen sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3265 | Aftertreatment 2 Outlet NOx | The amount of combined NO and NO2 in the exhaust entering the aftertreatment system measured by a NOx sensor at the aftertreatment outlet, represented in NOx molecule parts per million non-NOx molecules in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3266 | Aftertreatment 2 Outlet Percent O2 | The actual oxidation factor (%O2) of the gas within the exhaust stream. For positive values, the parameter represents the percent oxygen in excess of the amount required for stoichiometric combustion. For negative values, the parameter is proportional to the amount of oxygen being pumped by the sensor. This value is measured by a sensor at the aftertreatment outlet in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) A value of -12% (0x0000) indicates rich, a value of 21% (0xFAFF) indicates lean. These data points could optionally be used with switching O2 sensors to indicate those states as alternatives to broadcasting the threshold %O2 values. Diagnostic Tools could change display to use the text "Rich" or "Lean" in place of the implied %O2 values which would also be acceptable for display. |
| 3267 | Aftertreatment 2 Outlet Gas Sensor Power In Range | Indicates that the power supplied to the aftertreatment outlet gas sensor, either NOx or O2, is within the manufacturer’s specification in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247). This parameter reports the status as reported by the sensor. 00 - Not in range 01 - In range 10 - Error 11 - Not available |
| 3268 | Aftertreatment 2 Outlet Gas Sensor at Temperature | Indicates that the heater element of the aftertreatment outlet gas sensor, either NOx or O2, is within the manufacturer’s specified range for accurate measurements in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) 00 - Not in range 01 - In range 10 - Error 11 - Not available |
| 3269 | Aftertreatment 2 Outlet NOx Reading Stable | Indicates that the NOx reading of the aftertreatment outlet NOx sensor is stable as determined by the manufacturer’s control software in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) 00 - Not stable 01 - Stable 10 - Error 11 - Not available |
| 3270 | Aftertreatment 2 Outlet Wide-Range % O2 Reading Stable | Indicates that the %O2 reading of the aftertreatment outlet gas sensor, either NOx or O2, is stable as determined by the manufacturer's control software in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) 00 - Not stable 01 - Stable 10 - Error 11 - Not available |
| 3271 | Aftertreatment 2 Outlet Gas Sensor Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the heater of the outlet exhaust gas sensor, either NOx or O2, by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3272 | Aftertreatment 2 Outlet Gas Sensor Heater Control | Indicates the heater status in the warm-up process. Upon receiving a power-up command, the gas sensor ramps up according to a manufacturer defined profile. The Preheat 1, Preheat 2, and Automatic messages are regions within this profile in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) 00 - Automatic 01 - Preheat 2 10 - Preheat 1 11 - Heater off |
| 3273 | Aftertreatment 2 Outlet NOx Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment outlet NOx sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3274 | Aftertreatment 2 Outlet Oxygen Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment outlet oxygen sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3275 | Aftertreatment 2 Exhaust Temperature 1 | The reading from the exhaust temperature sensor located farthest upstream in the aftertreatment system in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3276 | Aftertreatment 2 Diesel Particulate Filter Intake Temperature | Temperature of engine combustion byproducts entering the diesel particulate filter in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3277 | Aftertreatment 2 Exhaust Temperature 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the exhaust temperature 1 sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3278 | Aftertreatment 2 Diesel Particulate Filter Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel particulate filter intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3279 | Aftertreatment 2 Exhaust Temperature 3 | The reading from the exhaust temperature sensor located farthest downstream in the aftertreatment system in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3280 | Aftertreatment 2 Diesel Particulate Filter Outlet Temperature | Temperature of engine combustion byproducts leaving the diesel particulate filter exhaust in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3281 | Aftertreatment 2 Exhaust Temperature 3 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the exhaust temperature 3 sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3282 | Aftertreatment 2 Diesel Particulate Filter Exhaust Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel particulate filter outlet temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3283 | Aftertreatment 2 Exhaust Temperature 2 | The reading from the exhaust temperature sensor located midstream of the other two temperature sensors in the aftertreatment system in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3284 | Aftertreatment 2 Diesel Particulate Filter Intermediate Temperature | Temperature of engine combustion byproducts at a mid-point in the diesel particulate filter in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3285 | Aftertreatment 2 Diesel Particulate Filter Differential Pressure | Exhaust differential pressure measured between the intake and exhaust of a diesel particulate filter in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3286 | Aftertreatment 2 Exhaust Temperature 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the exhaust temperature 2 sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3287 | Aftertreatment 2 Diesel Particulate Filter Delta Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel particulate filter differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3288 | Aftertreatment 2 Diesel Particulate Filter Intermediate Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel particulate filter intermediate temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGNs 61454, 61455, 64946, 64947, 64948, and 65247) |
| 3289 | Transmission Requested Gear Feedback | Feedback of the SPN 525 Transmission Requested Gear input as received from the shift selector, ABS or engine via PGN 256, Transmission Control 1 (TC1) or other transmission selector input. Scaling, values and parameter specific indicators are identical to those listed for SPN 525 Requested Gear. This feedback from the transmission allows shift selectors and other TC1 input devices to verify that their Transmission Requested Gear command has been properly received by the transmission. (This parameter is not intended for driver display purposes). In systems with mechanical or electrical shift selectors which do not support J1939 communication, this parameter allows the transmission ECU to convey the requested gear as interpreted by the transmission from its mechanical or electrical input. |
| 3290 | Address Acknowledged | Address of the device being acknowledged |
| 3291 | Address Negative Acknowledgement | Address of the device being negatively acknowledged |
| 3292 | Address Access Denied | Address of the device being told access is denied |
| 3293 | Address Busy | Address of the device being told the responder is busy |
| 3294 | Distance Since Diagnostic Trouble Codes Cleared | Distance accumulated since DTCs were cleared (via an external test equipment or possibly, a battery disconnect). |
| 3295 | Minutes Accumulated While MIL Activated | Accumulated count (in minutes) while the MIL is activated (on). For US, Euro IV and Euro V implementations, conditions include: - Reset to 0x0000 when MIL state changes from deactivated to activated by this ECU - Accumulate counts in minutes if MIL is activated (ON) - Do not accumulate minutes while MIL is not activated (OFF) - Reset to 0x0000 if diagnostic information is cleared either by DM11 or 40 warm-up cycles without MIL activated - Do not wrap to 0x0000 if value is 64255 For Euro VI and World Wide Harmonized implementations, unique requirements exist. See applicable regulations for specific requirements. |
| 3296 | Time Since Diagnostic Trouble Codes Cleared | Time accumulated since DTCs were cleared (via an external test equipment or possibly, a battery disconnect). |
| 3297 | SPN Supported | This parameter defines the SPN(s) that is/are supported for the freeze frame and/or data stream information. |
| 3298 | SPN Support Type | This parameter defines whether the applicable parameter (that is the SPN) is supported in the freeze frame, the data stream or both the freeze frame and data stream. |
| 3299 | SPN Data Length | The number of data bytes associated with the SPN in the Freeze Frame. |
| 3300 | Expanded Freeze Frame Length | The Freeze Frame Length is the length plus the number of bytes to convey the data of all parameters (SPNs) in Freeze Frame. |
| 3301 | Time Since Engine Start | RUNTM shall increment while the engine is running. It shall freeze if the engine stalls. RUNTM shall be reset to zero during every control module power-up and when entering the key-on, engine off position. RUNTM is limited to 65,535 seconds and shall not wrap around to zero. |
| 3302 | Number of Warm-Ups Since Diagnostic Trouble Codes Cleared | Number of warm-up cycles since all DTCs were cleared (via an external test equipment or possibly, a battery disconnect). A warm-up is defined in the OBD regulations to be sufficient vehicle operation such that coolant temperature rises by at least 22.2 ?C (40 ?F) from engine starting and reaches a minimum temperature of 71.1 ?C (160 ?F) for gasoline engines, and 60 ?C (140 ?F) for diesel engines. This PID is not associated with any particular DTC. It is simply an indication for I/M, of the last time an external test equipment was used to clear DTCs. If greater than 255 warm-ups have occurred, WARM_UPS shall remain at 255 and not wrap to zero. |
| 3303 | Continuously Monitored Systems Enabled/Completed Status | This parameter identifies the continuously monitored system enable/completed support and status. |
| 3304 | Non-Continuously Monitored Systems Enabled Status | Enable status of non-continuous monitors this monitoring cycle. |
| 3305 | Non-Continuously Monitored Systems Complete Status | Completion status of non-continuous monitors this monitoring cycle. Each bit identifies whether a particular test is complete for a given controller. |
| 3306 | Variable Valve Timing and/or Control | A system used to influence the intake and outlet of gases to and from a cylinder. |
| 3307 | Fifth Wheel Error Status | Fifth wheel error state which conveys information when coupling status is incomplete or bad. 0000 0 - Improper Couple 0001 1 - Locks Closed / No Kingpin at Startup 0010 2 - Kingpin / Locks Open at Startup 0011 3 - Not Used 0100 4 - Not Used 0101 5 - Coupling Sequence Error 0110 6 - Coupling Sequence Error / Kingpin 0111 7 - Coupling Timing Error 1000 8 - Kingpin Missing More Than 5 Seconds 1001 9 - Kingpin / Lock Open (Handle Pulled) 1010 10 - Not Used 1011 11 - Not Used 1100 12 - Not Used 1101 13 - Not Used 1110 14 - Not Used 1111 15 - Not available |
| 3308 | Fifth Wheel Vertical Force | The amount of load being applied to the fifth wheel by the trailer. Zero load is indicated without a trailer. |
| 3309 | Fifth Wheel Drawbar Force | Fifth wheel drawbar force, with the trailer held stationary a positive force is generated by the vehicle pulling forward. |
| 3310 | Fifth Wheel Roll Moment | Fifth wheel roll moment force - If the moment is positive, the trailer is rolling clockwise relative to the normal vehicle forward motion. |
| 3311 | Fifth Wheel Slider Position | Slider position measurement. Zero equals fully back position, that is, the farthest to the rear of the vehicle. |
| 3312 | Fifth Wheel Lock Ready to Couple Indicator | Indicates to the vehicle operator that the fifth wheel lock is open and ready to couple. 00 Lock not open, not ready to couple 01 Lock open, ready to couple 10 Error 11 Not Available |
| 3313 | Fifth Wheel Lock Couple Status Indicator | Indicates results of coupling operation to the vehicle operator. For incomplete couples further information can be obtained from the fifth wheel error status SPN. 00 Incomplete or bad couple, truck should not be moved 01 Successful couple detected 10 Error 11 Not Available |
| 3314 | Fifth Wheel Release Control | Operator input used to release the fifth wheel. Fifth Wheel Release Control Security Lockout and other conditions must be properly enabled before this will function. 00 Coupler Locked 01 Coupler Unlocked, trailer can be unhitched or hitched 10 Error 11 Not Available |
| 3315 | Fifth Wheel Release Control Security Lockout | Operator's fifth wheel release control interlock. This operator input must be enabled prior to activating the fifth wheel release control (SPN 3314). 00 Fifth wheel release Disabled 01 Fifth wheel release Enabled 10 Error 11 Not Available |
| 3316 | Fifth Wheel Slider Lock Indicator | Indicates to vehicle operator that the fifth wheel slider is in position and locked. 00 Not Locked 01 Locked 10 Error 11 Not Available |
| 3317 | Fifth Wheel Roll Warning Indicator | Indicates to the vehicle operator that the roll moment has exceeded a preset limit. 00 Limit not exceeded 01 Limit exceeded 10 error 11 Not Available |
| 3318 | Pitch Angle | The angle between the vehicle x-axis and the ground plane (i.e. rotation about the vehicle Y-axis). 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. See SPN 4976 for an alternate range and resolution. |
| 3319 | Roll Angle | The angle between the vehicle y-axis and the ground plane (i.e. rotation about the X-axis). The roll angle for a roll to the right is reported with a positive value. Roll angle is the same for both Z-Down and Z-Up axis systems, since both systems have positive X axis directed forward. The sign of the value is in accordance to the right-hand rule, as specified in SAE J670. See SPN 4977 for an alternate range and resolution. |
| 3322 | Pitch Rate | Pitch rate is the rate-of-change of the pitch angle over time, where the pitch angle vector is in the direction of travel of the vehicle. The pitch rate for increasing ascent over time 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. See SPN 4983 for an alternate range and resolution. |
| 3323 | Pitch Angle Figure of Merit | Figure of merit for pitch angle measurement. Bit 2 Bit 1 0 0 Pitch angle fully functional. Data is within sensor specification. 0 1 Pitch angle degraded. Data is suspect due to environmental conditions. 1 0 Error 1 1 Not available |
| 3324 | Roll Angle Figure of Merit | Figure of merit for roll angle measurement. Bit 4 Bit 3 0 0 Roll angle fully functional. Data is within sensor specification. 0 1 Roll angle degraded. Data is suspect due to environmental conditions. 1 0 Error 1 1 Not available |
| 3325 | Pitch Rate Figure of Merit | Figure of merit for the pitch rate measurement. Bit 6 Bit 5 0 0 Pitch rate fully functional. Data is within sensor specification. 0 1 Pitch rate degraded. Data is suspect due to environmental conditions. 1 0 Error 1 1 Not available |
| 3326 | Pitch and Roll Compensated | Compensated mode for the pitch and roll measurements. Compensation is the use of multiple sensors together to enhance the output of pitch and roll measurements. Bit 8 Bit 7 0 0 Compensation Off 0 1 Compensation On 1 0 Error 1 1 Not Available |
| 3327 | Roll and Pitch Measurement Latency | The estimated measurement latency of the measurement. NOTE: This is only the sensor latency and does not include any additional latencies that might exist because of the CAN Bus or overall system implementation. Latency is the time from sensor readings to the queuing of the message data for CAN transmission. |
| 3329 | Message Selection Control | Used to identify all configurable messages. |
| 3330 | PGN of Configurable Message Desired | To identify the configurable message whose configuration is being requested. If the request is for all configurable PGNs then this SPN is set to all ones. |
| 3331 | Blade Rotation Angle | The blade rotation angle measurement around the yaw (z-axis). The Blade Rotation Angle is defined to be the angle from the null position on the machine. The null position is orthogonal from the z-axis along the x-axis. A positive blade angle results when the blade is rotated clockwise from the null position. 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. |
| 3332 | Blade Rotation Angle Figure of Merit | Figure of merit for blade rotation measurement. Bits 00 Blade Rotation Angle fully functional. Data is within sensor specification. 01 Blade Rotation Angle degraded. Data is suspect due to environmental conditions. 10 Blade Rotation Angle failed. Roll sensor failed to operate correctly. 11 Blade Rotation Angle not available |
| 3333 | Feederhouse Height | The height of the Feederhouse as measured from the ground to the bottom of the Feederhouse |
| 3334 | Left Blade Control Mode Operator Control | This parameter indicates the left blade control mode operator control state the user has set for the land leveling system. The operator control value directly relates to the current operator control state correlating to the left edge of the blade. The purpose of this parameter is to set the control mode (auto/manual) for the left side of the blade. For this system, the left and right side of the blade can be adjusted independently of each other to either change the elevation from a given reference point or the blade angle (also known as blade tilt)/cross slope depending on the function requested by the operator. This parameter is intended for use in systems using two parameters (right/left) to control the blade as described above. Systems using only one parameter to control blade position, i.e. elevation, should use the Blade Control Mode Switch parameter. Only one of the following states will be active at a time. In the example below, data values are defined for each switch type that may be used in an application. The purpose of the following switch information is to define what data should be reported based on what type of switch is used. 1. A toggle button with two states can be used, in which the button is either in the manual or the auto position at all times. Toggle button usage is as follows: Manual Button Pressed = 0010 Manual Operator Control Request Automatic Button Pressed = 0011 Automatic Operator Control Request Invalid Switch Input(ex. auto and manual read/pressed simultaneously) = 1110 Error Indicator 2. The momentary rocker switch may be used, where the default is the no button pressed position. The user can press the rocker into the manual position, and when pressure is released, it will return to the no button pressed position. The user may also press the rocker into the auto position, and when pressure is released, it will return to the no button pressed position. Momentary rocker button usage is as follows: No button pressed = 0000 No change Manual Button Pressed = 0010 Manual Operator Control Request Automatic Button Pressed = 0011 Automatic Operator Control Request Invalid Switch Input(ex. auto and manual read/pressed simultaneously) = 1110 Error Indicator 3. The momentary contact button pair may be used, where the default is no buttons being pressed. The user can press the manual button, and when pressure is released, it will return to the no button pressed position. The user may press the auto button, and when pressure is released, it will return to the no button pressed position. Momentary contact buttons (button pair) usage is as follows: No button pressed = 0000 No change Manual Button Pressed = 0010 Manual Operator Control Request Automatic Button Pressed = 0011 Automatic Operator Control Request Invalid Switch Input(ex. auto and manual read/pressed simultaneously) = 1110 Error Indicator 4. The momentary contact single button may be used, where the default is no button being pressed. The user can press the button, which is the button pressed position, and when pressure is released, it will return to the no button pressed position. The controller receiving this command will keep track of what mode the blade is in, auto or manual. If the blade is in manual mode to begin with, one press of the button will change to mode to auto. If the button is pressed again, the blade will be put into manual mode. Momentary contact button (single button) usage is as follows: No button pressed = 0000 No change Mode Button Pressed = 0001 Momentary Operator Control Request Data Values and Descriptions: 0000 No Change 0001 Momentary Operator Control Request 0010 Manual Operator Control Request 0011 Automatic Operator Control Request 1100 - 1101 Reserved 1110 Error Indicator 1111 Not Installed Notes: 1. The operator control state can be read in two ways. One method uses the direct operator control input to determine the operator control state, while the second method relies on a secondary control to read the operator control input, then relay the information on the data link. The parameter is designed to provide the actual operator control state to other controls that need the information. 2. Other systems with automated blade controls should be able to use this parameter, since it is an actual operator control value. |
| 3335 | Right Blade Control Mode Operator Control | This parameter indicates the right blade control mode operator control state the user has set for the land leveling system. The operator control value directly relates to the current operator control state correlating to the left edge of the blade. The purpose of this parameter is to set the control mode (auto/manual) for the left side of the blade. For this system, the left and right side of the blade can be adjusted independently of each other to either change the elevation from a given reference point or the blade angle (also known as blade tilt)/cross slope depending on the function requested by the operator. This parameter is intended for use in systems using two parameters(right/left) to control the blade as described above. Systems using only one parameter to control blade position, i.e. elevation, should use the Blade Control Mode Switch parameter. Only one of the following states will be active at a time. In the example below, data values are defined for each switch type that may be used in an application. The purpose of the following switch information is to define what data should be reported based on what type of switch is used. 1. A toggle button with two states can be used, in which the button is either in the manual or the auto position at all times. Toggle button usage is as follows: Manual Button Pressed = 0010 Manual Operator Control Request Automatic Button Pressed = 0011 Automatic Operator Control Request Invalid Switch Input(ex. auto and manual read/pressed simultaneously) = 1110 Error Indicator 2. The momentary rocker switch may be used, where the default is the no button pressed position. The user can press the rocker into the manual position, and when pressure is released, it will return to the no button pressed position. The user may also press the rocker into the auto position, and when pressure is released, it will return to the no button pressed position. Momentary rocker button usage is as follows: No button pressed = 0000 No change Manual Button Pressed = 0010 Manual Operator Control Request Automatic Button Pressed = 0011 Automatic Operator Control Request Invalid Switch Input(ex. auto and manual read/pressed simultaneously) = 1110 Error Indicator 3. The momentary contact button pair may be used, where the default is no buttons being pressed. The user can press the manual button, and when pressure is released, it will return to the no button pressed position. The user may press the auto button, and when pressure is released, it will return to the no button pressed position. Momentary contact buttons (button pair) usage is as follows: No button pressed = 0000 No change Manual Button Pressed = 0010 Manual Operator Control Request Automatic Button Pressed = 0011 Automatic Operator Control Request Invalid Switch Input(ex. auto and manual read/pressed simultaneously) = 1110 Error Indicator 4. The momentary contact single button may be used, where the default is no button being pressed. The user can press the button, which is the button pressed position, and when pressure is released, it will return to the no button pressed position. The controller receiving this command will keep track of what mode the blade is in, auto or manual. If the blade is in manual mode to begin with, one press of the button will change to mode to auto. If the button is pressed again, the blade will be put into manual mode. Momentary contact button (single button) usage is as follows: No button pressed = 0000 No change Mode Button Pressed = 0001 Momentary Operator Control Request Data Values and Descriptions: 0000 No Change 0001 Momentary Operator Control Request 0010 Manual Operator Control Request 0011 Automatic Operator Control Request 1110 Error Indicator 1111 Not Installed All other values reserved |
| 3336 | Left Desired Blade Offset Operator Control | This parameter indicates the left blade offset operator control state the user has set for the land leveling system. The left desired blade offset value is the offset measured from a given reference point to the bottom left edge of the blade. This parameter will only be used when the control mode for land leveling system has been set to auto. The purpose of this parameter is to adjust the elevation from a given reference point or the blade angle(also known as blade tilt)/cross slope depending on the function being requested by the operator for the left side of the blade. This parameter is intended for use in systems using two parameters(left/right) to control the blade as described above. Systems using only one parameter to control blade position, i.e. elevation, should use the Desired Blade Offset Switch parameter. Only one of the following states will be active at a time. In the example below, data values are defined for each switch type that may be used in an application. The purpose of the following switch information is to define what data should be reported based on what type of switch is used. 1. The momentary rocker switch may be used, where the default is the neutral position with no buttons pressed. The user can press the rocker into the increment button pressed position, and when pressure is released, it will return to the neutral position. The user may also press the rocker into the decrement button pressed position, and when pressure is released, it will return to the neutral position. Momentary rocker button usage is as follows: Neutral position = 0000 No Operator Control Request Increment Button Pressed = 0001 Increment Operator Control Request Decrement Button Pressed = 0010 Decrement Operator Control Request Invalid Switch Input(ex. inc./dec. values read simultaneously) = 1110 Error Indicator 2. The momentary contact button pair may be used, where the default is the neutral position with no buttons pressed. The user can press the increment button, and when pressure is released, it will return to the neutral position. The user may press the decrement button, and when pressure is released, it will return to the neutral position. Momentary contact button (button pair) usage is as follows: No Button Pressed = 0000 No Operator Control Request Increment Button Pressed = 0001 Increment Operator Control Request Decrement Button Pressed = 0010 Decrement Operator Control Request Invalid Switch Input(ex. inc./dec. values read simultaneously) = 1110 Error Indicator Data Values and Descriptions: 0000 No Operator Control Request 0001 Increment Operator Control Request 0010 Decrement Operator Control Request 0011 - 1101 Reserved 1110 Error Indicator 1111 Not installed Notes: 1. The operator control state can be read in two ways. One method uses the direct operator control input to determine the operator control state, while the second method relies on a secondary control to read the operator control input, then relay the information on the data link. The parameter is designed to provide the actual operator control state to other controls that need the information. 2. Other systems with automated blade controls should be able to use this parameter, since it is an actual operator control value. |
| 3337 | Right Desired Blade Offset Operator Control | This parameter indicates the right blade offset operator control state the user has set for the land leveling system. The right desired blade offset value is the offset measured from a given reference point to the bottom right edge of the blade. This parameter will only be used when the control mode for land leveling system has been set to auto. The purpose of this parameter is to adjust the elevation from a given reference point or the blade angle(also known as blade tilt)/cross slope depending on the function being requested by the operator for the left side of the blade. This parameter is intended for use in systems using two parameters(left/right) to control the blade as described above. Systems using only one parameter to control blade position, i.e. elevation, should use the Desired Blade Offset Switch parameter. Only one of the following states will be active at a time. In the example below, data values are defined for each switch type that may be used in an application. The purpose of the following switch information is to define what data should be reported based on what type of switch is used. 1. The momentary rocker switch may be used, where the default is the neutral position with no buttons pressed. The user can press the rocker into the increment button pressed position, and when pressure is released, it will return to the neutral position. The user may also press the rocker into the decrement button pressed position, and when pressure is released, it will return to the neutral position. Momentary rocker button usage is as follows: Neutral position = 0000 No Operator Control Request Increment Button Pressed = 0001 Increment Operator Control Request Decrement Button Pressed = 0010 Decrement Operator Control Request Invalid Switch Input(ex. inc./dec. values read simultaneously) = 1110 Error Indicator 2. The momentary contact button pair may be used, where the default is the neutral position with no buttons pressed. The user can press the increment button, and when pressure is released, it will return to the neutral position. The user may press the decrement button, and when pressure is released, it will return to the neutral position. Momentary contact button (button pair) usage is as follows: No Button Pressed = 0000 No Operator Control Request Increment Button Pressed = 0001 Increment Operator Control Request Decrement Button Pressed = 0010 Decrement Operator Control Request Invalid Switch Input(ex. inc./dec. values read simultaneously) = 1110 Error Indicator Data Values and Descriptions: 0000 No Operator Control Request 0001 Increment Operator Control Request 0010 Decrement Operator Control Request 0011 - 1101 Reserved 1110 Error Indicator 1111 Not installed Notes: 1. The operator control state can be read in two ways. One method uses the direct operator control input to determine the operator control state, while the second method relies on a secondary control to read the operator control input, then relay the information on the data link. The parameter is designed to provide the actual operator control state to other controls that need the information. 2. Other systems with automated blade controls should be able to use this parameter, since it is an actual operator control value. |
| 3338 | Side-shift Blade Control Mode Operator Control | This parameter indicates the side-shift offset operator control state the user has set for the land leveling system. When an implement moves in a side-shift direction, it moves from side to side, usually along its longitudinal axis. The desired side-shift offset value is the offset measured from a given vertical reference point to the center of the blade. Only one of the following states will be active at a time. In the example below, the data values are defined for each switch type that may be used in an application. The purpose of the following switch information is to define what data should be reported based on what type of switch is used. 1. The momentary rocker switch may be used, where the default is the neutral position with no buttons pressed. The user can press the rocker into the increment button pressed position, and when pressure is released, it will return to the neutral position. The user may also press the rocker into the decrement button pressed position, and when pressure is released, it will return to the neutral position. Momentary rocker button usage is as follows: - Neutral position = 0000 No Operator Control Request - Increment Button Pressed = 0001 Increment Operator Control Request - Decrement Button Pressed = 0010 Decrement Operator Control Request 2. The momentary contact button pair may be used, where the default is the neutral position with no buttons pressed. The user can press the increment button, and when pressure is released, it will return to the neutral position. The user may press the decrement button, and when pressure is released, it will return to the neutral position. Momentary contact button (button pair) usage is as follows: - No Button Pressed = 0000 No Operator Control Request - Increment Button Pressed = 0001 Increment Operator Control Request - Decrement Button Pressed = 0010 Decrement Operator Control Request Data Values and Descriptions: 0000 No Operator Control Request 0001 Increment Operator Control Request 0010 Decrement Operator Control Request 0011-1101 Reserved 1110 Error Indicator 1111 Not installed |
| 3339 | Side-shift Desired Blade Offset Operator Control | This parameter indicates the side-shift blade control mode operator control state the user has set for the land leveling system. When an implement moves in a side-shift direction, it moves from side to side, usually along its longitudinal axis. The operator control value directly correlates to the current operator control state. Only one of the following states will be active at a time. In the example below, the data values are defined for each switch type that may be used in an application. The purpose of the following switch information is to define what data should be reported based on what type of switch is used. 1. A toggle button with two states can be used, in which the button is either in the manual or the auto position at all times. Toggle button usage is as follows: Manual Position = 0010 Manual Operator Control Request Auto Position = 0011 Automatic Operator Control Request 2. The momentary rocker switch may be used, where the default is the no button pressed position. The user can press the rocker into the manual position, and when pressure is released, it will return to the no button pressed position. The user may also press the rocker into the auto position, and when pressure is released, it will return to the no button pressed position. Momentary rocker button usage is as follows: No Button Pressed = 0000 No Operator Control Request Manual Button Pressed = 0010 Manual Operator Control Request Auto Button Pressed = 0011 Automatic Operator Control Request 3. The momentary contact button pair may be used, where the default is no buttons being pressed. The user can press the manual button, and when pressure is released, it will return to the no button pressed position. The user may press the auto button, and when pressure is released, it will return to the no button pressed position. Momentary contact buttons (button pair) usage is as follows: No Button Pressed = 0000 No Operator Control Request Manual Button Pressed = 0010 Manual Operator Control Request Auto Button Pressed = 0011 Automatic Operator Control Request 4. The momentary contact single button may be used, where the default is no button being pressed. The user can press the button, which is the button pressed position, and when pressure is released, it will return to the no button pressed position. The controller receiving this command will keep track of what mode the blade is in, auto or manual. If the blade is in manual mode to begin with, one press of the button will change to mode to auto. If the button is pressed again, the blade will be put into manual mode. Momentary contact button (single button) usage is as follows: No Button Pressed = 0000 No Operator Control Request Button Pressed = 0001 Momentary Operator Control Request Data Values and Descriptions: 0000 No Operator Control Request 0001 Momentary Operator Control Request 0010 Manual Operator Control Request 0011 Automatic Operator Control Request 0100 - 1101 Reserved 1110 Error Indicator 1111 Not Installed |
| 3340 | Engine Charge Air Cooler 1 Intake Pressure | Pressure of air at intake to 1st or only charge air cooler, from multiple first stage turbochargers being cooled and feeding multiple second stage turbochargers. |
| 3341 | Engine Charge Air Cooler 2 Intake Pressure | Pressure of air at intake to 2nd charge air cooler, from multiple first stage turbochargers being cooled and feeding multiple second stage turbochargers. |
| 3342 | Engine Coolant Pump Differential Pressure | The differential pressure measured across the input and output of the engine coolant pump. |
| 3343 | Engine Centrifugal Oil Filter speed | The speed of a rotating (centrifugal) engine oil filter. |
| 3344 | Support Variable Rate TSC1 Message | This parameter indicates which TSC1 transmission rates are supported by the engine ECU in addition to the required 10ms transmission rate for temporary powertrain control purposes. Bit Position Transmission Rate 1 1000 ms transmission rate 2 750 ms transmission rate 3 500 ms transmission rate 4 250 ms transmission rate 5 100 ms transmission rate 6 50 ms transmission rate 7 20 ms transmission rate 8 Reserved for SAE assignment (set to one) Where 0 = Transmission Rate Supported by Engine and 1 = Transmission Rate Not supported by Engine Note: FF for this byte implies that the engine only supports standard temporary power train control (e.g. 10 ms) |
| 3345 | Support TSC1 Control Purpose Group 1 | This parameter indicates which TSC1 control purposes are supported in group 1 of 4. One bit is used to convey the support of each Control Purpose. A value of 0 equals supported and a value of 1 equals not supported. This bit logic is used to allow the default to FF to be backward compatible. This group of 4 parameters (SPNs 3345, 3346, 3347, and 3348) indicates which TSC1 Control Purposes are supported by the engine ECU in addition to the Temporary Powertrain Control Purpose (which is denoted as control purpose P32). All ones in the Group 1 through 4 parameters indicates the engine only supports Temporary Powertrain Control. Group 1 of 4 Bit Position Control Purpose Value Control Purpose Description 1 P1 Accelerator Pedal/Operator Selection 2 P2 Cruise Control 3 P3 PTO Governor 4 P4 Road Speed Governor 5 P5 Engine protection 6 P6 Reserved for assignment by SAE 7 P7 Reserved for assignment by SAE 8 P8 Reserved for assignment by SAE Where 0 = Control Purpose is supported and 1 = Control Purpose is not supported |
| 3346 | Support TSC1 Control Purpose Group 2 | This parameter indicates which TSC1 control purposes are supported in group 2 of 4. One bit is used to convey the support of each Control Purpose. A value of 0 equals supported and a value of 1 equals not supported. This bit logic is used to allow the default to FF to be backward compatible. This group of 4 parameters (SPNs 3345, 3346, 3347, and 3348) indicates which TSC1 Control Purposes are supported by the engine ECU in addition to the Temporary Powertrain Control Purpose (which is denoted as control purpose P32). All ones in the Group 1 through 4 parameters indicates the engine only supports Temporary Powertrain Control. Group 2 of 4 Bit Position Control Purpose Value Control Purpose Description 1 P9 Reserved for assignment by SAE 2 P10 Reserved for assignment by SAE 3 P11 Reserved for assignment by SAE 4 P12 Reserved for assignment by SAE 5 P13 Reserved for assignment by SAE 6 P14 Reserved for assignment by SAE 7 P15 Reserved for assignment by SAE 8 P16 Reserved for assignment by SAE Where 0 = Control Purpose is supported and 1 = Control Purpose is not supported |
| 3347 | Support TSC1 Control Purpose Group 3 | This parameter indicates which TSC1 control purposes are supported in group 3 of 4. One bit is used to convey the support of each Control Purpose. A value of 0 equals supported and a value of 1 equals not supported. This bit logic is used to allow the default to FF to be backward compatible. This group of 4 parameters (SPNs 3345, 3346, 3347, and 3348) indicates which TSC1 Control Purposes are supported by the engine ECU in addition to the Temporary Powertrain Control Purpose (which is denoted as control purpose P32). All ones in the Group 1 through 4 parameters indicates the engine only supports Temporary Powertrain Control. Group 3 of 4 Bit Position Control Purpose Value Control Purpose Description 1 P17 Reserved for assignment by SAE 2 P18 Reserved for assignment by SAE 3 P19 Reserved for assignment by SAE 4 P20 Reserved for assignment by SAE 5 P21 Reserved for assignment by SAE 6 P22 Reserved for assignment by SAE 7 P23 Reserved for assignment by SAE 8 P24 Reserved for assignment by SAE Where 0 = Control Purpose is supported and 1 = Control Purpose is not supported |
| 3348 | Support TSC1 Control Purpose Group 4 | This parameter indicates which TSC1 control purposes are supported in group 4 of 4. One bit is used to convey the support of each Control Purpose. A value of 0 equals supported and a value of 1 equals not supported. This bit logic is used to allow the default to FF to be backward compatible. This group of 4 parameters (SPNs 3345, 3346, 3347, and 3348) indicates which TSC1 Control Purposes are supported by the engine ECU in addition to the Temporary Powertrain Control Purpose (which is denoted as control purpose P32). All ones in the Group 1 through 4 parameters indicates the engine only supports Temporary Powertrain Control. Group 4 of 4 Bit Position Control Purpose Value Control Purpose Description 1 P25 Reserved for assignment by SAE 2 P26 Reserved for assignment by SAE 3 P27 Reserved for assignment by SAE 4 P28 Reserved for assignment by SAE 5 P29 Reserved for assignment by SAE 6 P30 Reserved for assignment by SAE 7 P31 Reserved for assignment by SAE 8 See Note Not assignable, must always be set to 1. Where 0 = Control Purpose is supported and 1 = Control Purpose is not supported NOTE: P32 is always supported and is Temporary Power Train Control (the original use of the TSC1 Command). The engine configuration will not indicate separate support of Temporary Power Train Control mode. |
| 3349 | TSC1 Transmission Rate | This parameter indicates the transmission rate at which the sending device will transmit the TSC1 message. The engine shall adjust its timeout for TSC1 messages accordingly. Variable TSC1 transmission rates shall only apply to messages sent to the engine. A value of all ones is to be used in TSC1 messages directed to retarders because the TSC1 Transmission Rate parameter is not applicable for retarders. All TSC1 messages sent to the retarder shall use the standard 50 ms rate. Devices sending TSC1 messages to the engine should only invoke alternative transmission rates which the engine has indicated it supports in SPN 3344 – Support Variable Rate TSC1 Message. 000 = 1000 ms transmission rate 001 = 750 ms transmission rate 010 = 500 ms transmission rate 011 = 250 ms transmission rate 100 = 100 ms transmission rate 101 = 50 ms transmission rate 110 = 20 ms transmission rate 111 = Use standard TSC1 transmission rates of 10 ms to engine Note: Sending devices shall not send variable rate TSC1 messages to the engine for unsupported control purposes. |
| 3350 | TSC1 Control Purpose | State signal which indicates which control mode the sending device is using to generate the TSC1 command. 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, SPN512_B for engine control and Figure SPN695_A. The TSC1 control purpose shall only apply to messages sent to the engine. A value of all ones is to be used in TSC1 messages directed to retarders because the TSC1 Control Purpose parameter is not applicable for retarders. 00000 = P1 = Accelerator Pedal/Operator Selection 00001 = P2 = Cruise Control 00010 = P3 = PTO Governor 00011 = P4 = Road Speed Governor 00100 = P5 = Engine Protection 00101 - 11110 = P6-P31 = Reserved for SAE Assignment 11111 = P32 = Temporary Power Train Control (Original use of TSC1 Command) Note: Sending devices shall not send variable rate TSC1 messages to the engine for unsupported control purposes. |
| 3351 | Engine Exhaust Pressure Regulator Vent Valve Control | Exhaust Pressure Regulator Vent Valve Control is the output that is used to control the valve position . |
| 3352 | Engine Exhaust Pressure Regulator Vent Valve Position | Provides feedback to the Regulator Vent Valve Exhaust Pressure Position. |
| 3353 | Alternator 1 Status | Alternator 1 operating status. 00 Alternator 1 not charging 01 Alternator 1 charging 10 error 11 not available |
| 3354 | Alternator 2 Status | Alternator 2 operating status. 00 Alternator 2 not charging 01 Alternator 2 charging 10 error 11 not available |
| 3355 | Alternator 3 Status | Alternator 3 operating status. 00 Alternator 3 not charging 01 Alternator 3 charging 10 error 11 not available |
| 3356 | Alternator 4 Status | Alternator 4 operating status. 00 Alternator 4 not charging 01 Alternator 4 charging 10 error 11 not available |
| 3357 | Actual Maximum Available Engine - Percent Torque | This is the maximum amount of torque that the engine can immediately deliver as a percentage of the reference engine torque (SPN 544). The Actual Maximum Available Engine - Percent Torque shall take into consideration all engine torque derates (e.g. air fuel ratio control (AFC), noise control, etc.) that could potentially be active in the system. This parameter differentiates itself from the engine percent torque points 1 through 5 of the engine configuration map because it takes into account all dynamic internal inputs such as AFC and that it is updated on a 50ms basis. |
| 3358 | Engine Exhaust Gas Recirculation 1 Intake Pressure | EGR intake gage pressure is measured after the EGR cooler and before the EGR valve. |
| 3359 | Transmission Oil Filter Restriction Switch | This switch indicates whether the transmission oil filter is clogged. 00 - No restriction 01 - Restriction exists on oil filter 10 - Error 11 - Not available |
| 3360 | Aftertreatment 1 Diesel Exhaust Fluid Controller | The Diesel Exhaust Fluid Controller has the ability to read attributes of the SCR system, including but not limited to, diesel exhaust fluid level, diesel exhaust fluid temperature, diesel exhaust fluid quality, and diesel exhaust fluid dosing rate. |
| 3361 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Unit | The diesel exhaust fluid dosing unit is a device that mixes the diesel exhaust fluid and air, and delivers a metered quantity of this mixture to the exhaust stream. This can also refer to a device that delivers diesel exhaust fluid to an aftertreatment diesel exhaust fluid dosing valve without air assistance. |
| 3362 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Unit Input Lines | The diesel exhaust fluid dosing unit is a device that mixes the diesel exhaust fluid and air, such that it contains an input line from the air tank and an input line from the diesel exhaust fluid tank. |
| 3363 | Aftertreatment 1 Diesel Exhaust Fluid Tank Heater | Percentage of heating applied to the aftertreatment 1 diesel exhaust fluid tank heater. A value of 0% means no heating applied, a value of 100% means full heating applied. The diesel exhaust fluid tank heater warms the diesel exhaust fluid in the diesel exhaust fluid tank. See SPN 5137 for the command for this tank heater. |
| 3364 | Aftertreatment 1 Diesel Exhaust Fluid Tank Quality | Measures the quality of the diesel exhaust fluid in the diesel exhaust fluid tank |
| 3365 | Relative Blade Height | The measured vertical distance from a fixed location on the machine blade to a ground-based reference (i.e. relative height). Examples of a ground based reference include a curb, a stringline or the ground itself. The measurement may be positive or negative based on the initial reference used. |
| 3366 | Relative Blade Height and Blade Rotation Angle Measurement Latency | The estimated measurement latency of the measurement. NOTE: This is only the sensor latency and does not include any additional latencies that might exist because of the CAN Bus or overall system implementation. For example, if the technique used is a sonic pulse/echo system, the round trip time divided by two will be a reasonably accurate estimate of the measurement latency if the processing time is small with respect to the propagation time. |
| 3367 | Relative Blade Height Figure of Merit | Figure of merit for blade height measurement. Bits 00 Relative Blade Height fully functional. Data is within sensor specification. 01 Relative Blade Height degraded. Data is suspect due to environmental conditions. 10 Relative Blade Height failed. 11 Relative Blade Height not available |
| 3368 | Network Transceiver Status 1 | Indicates the status of the transceiver for the wireless communications network type 0 = Off 1 = On 2 = Not Authorized to Operate on Network 3-250 = Reserved for Future Assignment 251-253 = Reserved 254 = Error 255 = Not Available |
| 3369 | Network Service Status 1 | Indicates the status of the Service for the wireless communications network type 0 = Local Service 1 = Roaming Service 2 = Service not available 3 = Not Authorized to Operate on Service 4-250 = Reserved for Future Assignment 251-253 = Reserved 254 = Error 255 = Not Available |
| 3370 | Network Antenna Status 1 | Indicates the status of the antenna for the wireless communications network type 0 = Off 1 = On 2-250 = Reserved for Future Assignment 251-253 = Reserved 254 = Error 255 = Not Available |
| 3371 | Network Signal Strength 1 | Indicates the signal strength for the wireless communications network type. |
| 3372 | Wireless Communication Network Type 1 | Type of Wireless Communication Network 0 = Cellular network #1 1 = Cellular network #2 2 = Wireless LAN #1 3 = Wireless LAN #2 4 = Satellite network 5-250 = Reserved for Future Assignment 251-253 = Reserved 254 = Error 255 = Not Available |
| 3374 | Generator Excitation Ripple Current | Reports excessive generator exitation ripple current |
| 3375 | Voltage Regulator Load Compensation Mode | State signal indicating the voltage regulator load compensation mode. Load compensation is when the voltage is adjusted based on the magnitude of load current 000 - load compensation disabled 001 - Voltage droop compensation enabled 010 - IR line drop compensation enabled 011 - Reserved 100 - Reserved 101 - Reserved 110 - Reserved 111 - Not available Notes: Voltage droop compensation is used to minimize the amount of reactive current that flows between generators when they are parallelled together. Excessive reactive current will result in the eventual failure of the generator exciter. IR line compensation increases the generator output voltage as the load increases so the voltage measured at the load will remain constant. Without IR compensation, the voltage measured at the load drops due the IR losses in the power line. |
| 3376 | Voltage Regulator VAr/Power Factor operating mode | State signal indicating the operating mode for the Voltage regulator VAr/Power Factor 000 - VAr/Power Factor regulation disabled 001 - Power factor regulation enabled 010 - VAr regulation enabled 011 - Reserved 100 - Reserved 101 - Reserved 110 - Reserved 111 - Not available Note: This parameter sets the mode of regulation for the voltage regulator. The voltage regulator can regulate the generator AC output voltage by using the generator AC output voltage, the generator power factor, or the generator reactive power (VAr). The generator AC output voltage, the generator power factor, and the generator reactive power (VAr) are defined in SAE J1939 - 75 |
| 3377 | Voltage Regulator Underfrequency Compensation enabled | State signal indicating the operating mode for underfrequency compensation. 00 - Underfrequency compensation disabled 01 - Underfrequency compensation enabled 10 - Reserved 11 - Not available Note: Underfrequency compensation is when the generator voltage is adjusted based on the generator frequency. Typically generator voltage decreases as frequency decreases. A frequency decrease occurs when load is increased on the genset. Underfrequency compensation decreases the load by reducing the voltage as frequency decreases until a point is reached where the engine can accept more load. Load is applied to the engine when the voltage increases with frequency. |
| 3378 | Voltage Regulator Soft Start State | State signal indicating the mode of the Voltage regulator soft start function. Soft start controls the generator voltage overshoot by controlling the rate of rise of the generator output voltage at generator start up. 00 - Soft start is inactive 01 - Soft start is active 10 - Reserved 11 - Not available |
| 3379 | Voltage Regulator Enabled | State signal indicating the Voltage Regulator is enabled. This parameter indicates whether the regulator is regulating or not regulating generator output voltage. 00 - Not regulating voltage - unit disabled 01 - Regulating voltage 10 - Reserved 11 - Not available |
| 3380 | Generator Excitation Field Voltage | Measured signal that represents the generator excitation field voltage. Generator excitation field voltage is indicative of the amount of excitation current being supplied by the voltage regulator to the generator field. |
| 3381 | Generator Excitation Field Current | Measured signal that represents the generator excitation field current. |
| 3382 | Generator Output Voltage Bias Percentage | Measured signal that represents the voltage bias percentage of the generator ouptput voltage being requested by external to the voltage regulator. Generator output voltage bias percentage is the amount of voltage in percent the generator output voltage will vary from the generator nominal setpoint. |
| 3383 | Requested Generator Total AC Reactive Power | The total reactive power requested to be delivered by the generator |
| 3384 | Requested Generator Overall Power Factor | The requested average power factor of the generator. |
| 3385 | Requested Generator Overall Power Factor Lagging | The requested lead/lag status for the generator average AC power factor 00 - Leading 01 - Lagging 10 - Reserved 11 - Not available or Not installed |
| 3386 | Requested Generator Average Line-Line AC RMS Voltage | The requested average AC RMS voltage to be delivered by the generator. |
| 3387 | Engine Cylinder 1 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #1 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3388 | Engine Cylinder 2 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #2 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3389 | Engine Cylinder 3 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #3 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3390 | Engine Cylinder 4 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #4 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3391 | Engine Cylinder 5 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #5 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3392 | Engine Cylinder 6 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #6 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3393 | Engine Cylinder 7 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #7 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3394 | Engine Cylinder 8 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #8 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3395 | Engine Cylinder 9 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #9 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3396 | Engine Cylinder 10 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #10 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3397 | Engine Cylinder 11 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #11 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3398 | Engine Cylinder 12 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #12 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3399 | Engine Cylinder 13 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #13 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3400 | Engine Cylinder 14 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #14 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3401 | Engine Cylinder 15 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #15 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3402 | Engine Cylinder 16 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #16 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3403 | Engine Cylinder 17 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #17 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3404 | Engine Cylinder 18 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #18 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3405 | Engine Cylinder 19 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #19 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3406 | Engine Cylinder 20 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #20 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3407 | Engine Cylinder 21 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #21 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3408 | Engine Cylinder 22 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #22 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3409 | Engine Cylinder 23 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #23 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3410 | Engine Cylinder 24 Combustion Status | This parameter is used to indicate state of combustion in engine cylinder #24 00 No combustion 01 Combustion exists 10 Error 11 Not available |
| 3411 | Status 2 of doors | Composite indication of all bus door statuses. Enabled means the bus doors are able to be automatically opened or closed. 00 all bus doors are disabled 01 at least 1 bus door enabled 10 error 11 not available |
| 3412 | Lock Status of Door 1 | Lock status of bus door 1 00 unlocked 01 locked 10 error 11 not available |
| 3413 | Open Status of Door 1 | Open status of bus door 1 00 door closed 01 door opened 10 error 11 not available |
| 3414 | Enable Status of Door 1 | Enable status of bus door 1. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3415 | Lock Status of Door 2 | Lock status of bus door 2 00 unlocked 01 locked 10 error 11 not available |
| 3416 | Open Status of Door 2 | Open status of bus door 2 00 door closed 01 door opened 10 error 11 not available |
| 3417 | Enable Status of Door 2 | Enable status of bus door 2. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3418 | Lock Status of Door 3 | Lock status of bus door 3 00 unlocked 01 locked 10 error 11 not available |
| 3419 | Open Status of Door 3 | Open status of bus door 3 00 door closed 01 door opened 10 error 11 not available |
| 3420 | Enable Status of Door 3 | Enable status of bus door 3. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3421 | Lock Status of Door 4 | Lock status of bus door 4 00 unlocked 01 locked 10 error 11 not available |
| 3422 | Open Status of Door 4 | Open status of bus door 4 00 door closed 01 door opened 10 error 11 not available |
| 3423 | Enable Status of Door 4 | Enable status of bus door 4. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3424 | Lock Status of Door 5 | Lock status of bus door 5 00 unlocked 01 locked 10 error 11 not available |
| 3425 | Open Status of Door 5 | Open status of bus door 5 00 door closed 01 door opened 10 error 11 not available |
| 3426 | Enable Status of Door 5 | Enable status of bus door 5. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3427 | Lock Status of Door 6 | Lock status of bus door 6 00 unlocked 01 locked 10 error 11 not available |
| 3428 | Open Status of Door 6 | Open status of bus door 6 00 door closed 01 door opened 10 error 11 not available |
| 3429 | Enable Status of Door 6 | Enable status of bus door 6. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3430 | Lock Status of Door 7 | Lock status of bus door 7 00 unlocked 01 locked 10 error 11 not available |
| 3431 | Open Status of Door 7 | Open status of bus door 7 00 door closed 01 door opened 10 error 11 not available |
| 3432 | Enable Status of Door 7 | Enable status of bus door 7. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3433 | Lock Status of Door 8 | Lock status of bus door 8 00 unlocked 01 locked 10 error 11 not available |
| 3434 | Open Status of Door 8 | Open status of bus door 8 00 door closed 01 door opened 10 error 11 not available |
| 3435 | Enable Status of Door 8 | Enable status of bus door 8. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3436 | Lock Status of Door 9 | Lock status of bus door 9 00 unlocked 01 locked 10 error 11 not available |
| 3437 | Open Status of Door 9 | Open status of bus door 9 00 door closed 01 door opened 10 error 11 not available |
| 3438 | Enable Status of Door 9 | Enable status of bus door 9. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3439 | Lock Status of Door 10 | Lock status of bus door 10 00 unlocked 01 locked 10 error 11 not available |
| 3440 | Open Status of Door 10 | Open status of bus door 10 00 door closed 01 door opened 10 error 11 not available |
| 3441 | Enable Status of Door 10 | Enable status of bus door 10. Enabled means the bus doors are able to be automatically opened or closed. 00 door disabled 01 door enabled 10 error 11 not available |
| 3442 | Network Transceiver Status 2 | Indicates the status of the transceiver for the wireless communications network type 0 = Off 1 = On 2 = Not Authorized to Operate on Network 3-250 = Reserved for Future Assignment 251-253 = Reserved 254 = Error 255 = Not Available |
| 3443 | Network Service Status 2 | Indicates the status of the Service for the wireless communications network type 0 = Local Service 1 = Roaming Service 2 = Service not available 3 = Not Authorized to Operate on Service 4-250 = Reserved for Future Assignment 251-253 = Reserved 254 = Error 255 = Not Available |
| 3444 | Network Antenna Status 2 | Indicates the status of the antenna for the wireless communications network type 0 = Off 1 = On 2-250 = Reserved for Future Assignment 251-253 = Reserved 254 = Error 255 = Not Available |
| 3445 | Network Signal Strength 2 | Indicates the signal strength for the wireless communications network type. |
| 3446 | Wireless Communication Network Type 2 | Type of Wireless Communication Network 0 = Cellular network #1 1 = Cellular network #2 2 = Wireless LAN #1 3 = Wireless LAN #2 4 = Satellite network 5-250 = Reserved for Future Assignment 251-253 = Reserved 254 = Error 255 = Not Available |
| 3447 | Remote PTO Governor Preprogrammed Speed Control Switch #2 | Switch signal which indicates that the remote PTO governor toggle switch #2 is in the enabled (ON) position. If the toggle switch is enabled and other conditions are satisfied then the remote PTO governor control feature is activated and the PTO governor will control at the preprogrammed speed #2. 00 - Off 01 - On 10 - Error 11 - Not Available Note: This switch is different than the 1-8 Preprogrammed Set Speeds because this is a physical switch input, not a user programmable set speed (although the associated PTO set speed for this toggle switch is user defined). |
| 3448 | Auxiliary Input Ignore Switch | Switch signal which overrides other switch input's ability to disable an engine's operating condition. 00 - Off 01 - On 10 - Error 11 - Not Available This switch input can be used to prevent the PTO from disengaging if another switch input's state changes. For example, if the PTO is normally disengaged when the clutch is depressed, then this switch would allow the user to use PTO while depressing the clutch. |
| 3451 | Engine Multiple Cylinder Spark Voltage | The spark voltage of a spark event measured on multiple cylinders. This parameter is intended for use on engines where the spark plug, spark plug wire, and coils are used to measure the voltage of a spark event on multiple cylinders. |
| 3452 | Enable Switch – Transmission input shaft PTO 1 | Status of the operator’s switch or other input which indicates the desire for engaging the first PTO drive mounted on the transmission case. There may be more than one PTO drive mounted on the transmission case. 00 Enable switch off – PTO operation not desired 01 Enable switch on – PTO operation desired 10 Error 11 Not available |
| 3453 | Enable Switch – Transmission input shaft PTO 2 | Status of the operator’s switch or other input which indicates the desire for engaging the second PTO drive mounted on the transmission case. If there is only one PTO drive on the transmission case, use SPN 3452 Enable Switch – Transmission input shaft PTO 1. 00 Enable switch off – PTO operation not desired 01 Enable switch on – PTO operation desired 10 Error 11 Not available |
| 3454 | Enable Switch – Transmission output shaft PTO | Status of the operator’s switch or other input which indicates the desire for engaging the PTO drive mounted on the transmission output shaft. 00 Enable switch off – PTO operation not desired 01 Enable switch on – PTO operation desired 10 Error 11 Not available |
| 3455 | Enable Switch – Transfer case output shaft PTO | Status of the operator’s switch or other input which indicates the desire for engaging the PTO drive mounted on the output shaft of the transfer case. 00 Enable switch off – PTO operation not desired 01 Enable switch on – PTO operation desired 10 Error 11 Not available |
| 3456 | Engagement Consent – Transmission input shaft PTO 1 | Status of the transmission controller’s consent to engage the first or sole PTO drive mounted on the transmission case. The controller in charge of the PTO drive should monitor this parameter and only engage the drive when consent is given. If consent is removed, while the PTO drive is engaged, the drive controller should disengage the drive as soon as possible. Engaging the drive or continuing drive engagement when consent is removed may result in damage to the transmission and / or the PTO drive mechanism. 00 Consent not given – PTO drive should not be engaged 01 Consent given – PTO drive may be engaged 10 Error 11 Not available |
| 3457 | Engagement Consent – Transmission input shaft PTO 2 | Status of the transmission controller’s consent to engage the second PTO drive mounted on the transmission case. The controller in charge of the PTO drive should monitor this parameter and only engage the drive when consent is given. If consent is removed while the PTO drive is engaged, the drive controller should disengage the drive as soon as possible. Engaging the drive or continuing drive engagement when consent is removed may result in damage to the transmission and / or the PTO drive mechanism. If there is only one PTO drive on the transmission case, use SPN 3456 Engagement Consent – Transmission input shaft PTO 1. 00 Consent not given – PTO drive should not be engaged 01 Consent given – PTO drive may be engaged 10 Error 11 Not available |
| 3458 | Engagement Consent – Transmission output shaft PTO | Status of the transmission controller’s consent to engage the PTO drive connected to the transmission output shaft. The controller in charge of the PTO drive should monitor this parameter and only engage the drive when consent is given. If consent is removed, while the PTO drive is engaged, the drive controller should disengage the drive as soon as possible. Engaging the drive or continuing drive engagement when consent is removed may result in damage to the transmission and / or the PTO drive mechanism. 00 Consent not given – PTO drive should not be engaged 01 Consent given – PTO drive may be engaged 10 Error 11 Not available |
| 3459 | Engagement Consent – Transfer case output shaft PTO | Status of the transmission controller’s consent to engage the PTO drive connected to the transfer case output shaft. The controller in charge of the PTO drive should monitor this parameter and only engage the drive when consent is given. If consent is removed, while the PTO drive is engaged, the drive controller should disengage the drive as soon as possible. Engaging the drive or continuing drive engagement when consent is removed may result in damage to the transmission and / or the PTO drive mechanism. 00 Consent not given – PTO drive should not be engaged 01 Consent given – PTO drive may be engaged 10 Error 11 Not available |
| 3460 | Engagement Status – Transmission input shaft PTO 1 | Reports if this specific PTO drive is engaged. This parameter should be broadcast only by the controller(s) receiving feedback about the specific drive. For example, a pressure switch may be used to determine if a PTO-driven pump has been engaged. If the Body Controller (SA33) were monitoring this feedback signal, it should be the node broadcasting this parameter. 00 Drive not engaged 01 Drive is engaged 10 Error 11 Not available |
| 3461 | Engagement Status – Transmission input shaft PTO 2 | Reports if this specific PTO drive is engaged. This parameter should be broadcast only by the controller(s) receiving feedback about the specific drive. For example, a pressure switch may be used to determine if a PTO-driven pump has been engaged. If the Body Controller (SA33) were monitoring this feedback signal, it should be the node broadcasting this parameter. If there is only one PTO drive on the transmission case, SPN 3460 Engagement Status – Transmission input shaft PTO 1 should be used. 00 Drive not engaged 01 Drive is engaged 10 Error 11 Not available |
| 3462 | Engagement Status – Transmission output shaft PTO | Reports if this specific PTO drive is engaged. This parameter should be broadcast only by the controller(s) receiving feedback about the specific drive. For example, a pressure switch may be used to determine if a PTO-driven pump has been engaged. If the Body Controller (SA33) were monitoring this feedback signal, it should be the node broadcasting this parameter. 00 Drive not engaged 01 Drive is engaged 10 Error 11 Not available |
| 3463 | Engagement Status – Transfer case output shaft PTO | Reports if this specific PTO drive is engaged. This parameter should be broadcast only by the controller(s) receiving feedback about the specific drive. For example, a pressure switch may be used to determine if a PTO-driven pump has been engaged. If the Body Controller (SA33) were monitoring this feedback signal, it should be the node broadcasting this parameter. 00 Drive not engaged 01 Drive is engaged 10 Error 11 Not available |
| 3464 | Engine Throttle Actuator 1 Control Command | The control command to throttle actuator 1, normalized to percent, where 0% represents fully closed and 100% represents fully open. Typically, this throttle actuator is used to regulate air or air / fuel mix to the engine. Using the standard convention for determining the position. Left/front is #1 and right/rear is #2 (SPN 3465). |
| 3465 | Engine Throttle Actuator 2 Control Command | The control command to throttle actuator 2, normalized to percent, where 0% represents fully closed and 100% represents fully open. Typically, this throttle actuator is used to regulate air or air / fuel mix to the engine. Using the standard convention for determining the position. Left/front is #1 (SPN 3464) and right/rear is #2. |
| 3466 | Engine Fuel Valve 2 Intake Absolute Pressure | Absolute pressure of gas on intake side of the second fuel system control valve, using standard convention for determining position. Left/front is #1 (SPN 1390) and right/rear is #2. |
| 3467 | Engine Fuel System 2 Gas Mass Flow Rate | Gas mass flow rate delivered to an engine through its second fuel control system, using standard convention for determining position. Left/front is #1 (SPN 1241) and right/rear is #2. |
| 3468 | Engine Fuel Temperature 2 | Temperature 2 of fuel (or gas). See SPN 174 for fuel temperature 1. |
| 3469 | Engine Fuel Valve 2 Outlet Absolute Pressure | Absolute pressure of gas on outlet side of the second fuel system control valve. See SPN 2980 for the first or only fuel system control valve. |
| 3470 | Engine Turbocharger Compressor Bypass Actuator 1 Command | The command to a compressor bypass actuator, normalized to percent, where 0% nominally represents fully closed and 100% represents fully open. Typically, the turbocharger compressor bypass actuator is used to keep the engine out of surge by metering compressed air (charge). |
| 3471 | Aftertreatment 1 Fuel Pressure Control Actuator | Diagnostic SPN for the actuator controlling aftertreatment 1 fuel pressure |
| 3472 | Aftertreatment 1 Air Pressure Control Actuator | Diagnostic SPN for the actuator controlling aftertreatment 1 air pressure |
| 3473 | Aftertreatment 1 Failed to Ignite | Indicates that aftertreatment 1 has failed to ignite enough times to warrant triggering a diagnostic event. Note: Intended to be used with FMI 31 - condition exists. This SPN would indicate that aftertreatment 1 has been trying to ignite using the ignition system but has been unable to for an unknown reason. The ignition system, air system, or fuel system could be at fault. |
| 3474 | Aftertreatment 1 Diesel Particulate Filter Loss of Combustion | Indicates that aftertreatment 1 has lost combustion enough times to warrant triggering a diagnostic. Note: Intended to be used with FMI 31 - condition exists. This SPN would indicate that aftertreatment 1 has lost combustion during a regeneration for an unknown reason. |
| 3475 | Aftertreatment 2 Fuel Pressure Control Actuator | Diagnostic SPN for the actuator controlling aftertreatment 2 fuel pressure |
| 3476 | Aftertreatment 2 Air Pressure Control Actuator | Diagnostic SPN for the actuator controlling aftertreatment 2 air pressure |
| 3477 | Aftertreatment 2 Failed to Ignite | Indicates that aftertreatment 2 has failed to ignite enough times to warrant triggering a diagnostic event. Note: Intended to be used with FMI 31 - condition exists. This SPN would indicate that aftertreatment 2 has been trying to ignite using the ignition system but has been unable to for an unknown reason. The ignition system, air system, or fuel system could be at fault. |
| 3478 | Aftertreatment 2 Diesel Particulate Filter Loss of Combustion | Indicates that aftertreatment 2 has lost combustion enough times to warrant triggering a diagnostic. Note: Intended to be used with FMI 31 - condition exists. This SPN would indicate that aftertreatment 2 has lost combustion during a regeneration for an unknown reason. |
| 3479 | Aftertreatment 1 Fuel Pressure 1 Control | Position that the controller is commanding the aftertreatment 1 fuel pressure control to maintain. 0% = fully closed, 100% = fully open. |
| 3480 | Aftertreatment 1 Fuel Pressure 1 | First fuel pressure measurement for the aftertreatment 1 system |
| 3481 | Aftertreatment 1 Fuel Rate | Rate of fuel being delivered to aftertreatment 1 for regeneration |
| 3482 | Aftertreatment 1 Fuel Enable Actuator | Indicates whether aftertreatment 1 fuel enable actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3483 | Aftertreatment 1 Regeneration Status | Indicates whether regeneration is active or inactive in aftertreatment 1. 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3484 | Aftertreatment 1 Ignition | Indicates whether aftertreatment 1 ignition circuit is energized by the ECM. 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3485 | Aftertreatment 1 Supply Air Pressure | Pressure of the supply air for aftertreatment 1. Supply air is the air supplied from a pneumatic line for an air-assisted or pneumatic actuator. One example is an air assisted fuel injector (the supply air assists in the atomization of fuel). |
| 3486 | Aftertreatment 1 Purge Air Pressure | Pressure of the purge air supply for aftertreatment 1 |
| 3487 | Aftertreatment 1 Air Pressure Control | Position that the controller is commanding the aftertreatment 1 air pressure control to maintain. 0% = fully closed, 100% = fully open |
| 3488 | Aftertreatment 1 Air Pressure Actuator Position | Position of the aftertreatment 1 air pressure actuator as measured by a position feedback sensor. |
| 3489 | Aftertreatment 1 Air Enable Actuator | Indicates whether aftertreatment 1 air enable actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3490 | Aftertreatment 1 Purge Air Actuator | Indicates whether aftertreatment 1 purge air actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3491 | Aftertreatment 1 Atomization Air Actuator | Indicates whether aftertreatment 1 atomization air actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3492 | Aftertreatment 1 Air System Relay | Indicates whether aftertreatment 1 air system relay is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3493 | Aftertreatment 2 Fuel Pressure 1 Control | Position that the controller is commanding the aftertreatment 2 fuel pressure control to maintain. 0% = fully closed, 100% = fully open. |
| 3494 | Aftertreatment 2 Fuel Pressure 1 | Pressure of the fuel for Aftertreatment 2. |
| 3495 | Aftertreatment 2 Fuel Rate | Rate of fuel being delivered to aftertreatment 2 for regeneration |
| 3496 | Aftertreatment 2 Fuel Enable Actuator | Indicates whether aftertreatment 2 fuel enable actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3497 | Aftertreatment 2 Regeneration Status | Indicates whether regeneration is active or inactive in aftertreatment 2. 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3498 | Aftertreatment 2 Ignition | Indicates whether aftertreatment 2 ignition circuit is energized by the ECM. 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3499 | Aftertreatment 2 Supply Air Pressure | Pressure of the supply air for aftertreatment 2. Supply air is the air supplied from a pneumatic line for an air-assisted or pneumatic actuator. One example is an air assisted fuel injector (the supply air assists in the atomization of fuel). |
| 3500 | Aftertreatment 2 Purge Air Pressure | Pressure of the purge air supply for aftertreatment 2 |
| 3501 | Aftertreatment 2 Air Pressure Control | Position that the controller is commanding the aftertreatment 2 air pressure control to maintain. 0% = fully closed, 100% = fully open |
| 3502 | Aftertreatment 2 Air Pressure Actuator Position | Position of the aftertreatment 2 air pressure actuator as measured by a position feedback sensor. |
| 3503 | Aftertreatment 2 Air Enable Actuator | Indicates whether aftertreatment 2 air enable actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3504 | Aftertreatment 2 Purge Air Actuator | Indicates whether aftertreatment 2 purge air actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3505 | Aftertreatment 2 Atomization Air Actuator | Indicates whether aftertreatment 2 atomization air actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3506 | Aftertreatment 2 Air System Relay | Indicates whether aftertreatment 2 air system relay is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3507 | TECU ECU_PWR relay | The high current ECU PWR relay for the ECU PWR distribution on the Implement bus as controlled by the Tractor ECU (TECU). This includes from the internal control portion of the ECU PWR relay to the output of the ECU PWR relay on the vehicle which directly controls the power for the Implement bus ecu type loads. |
| 3508 | TECU PWR Relay | The high current PWR relay for the PWR distribution on the Implement bus as controlled by the Tractor ECU (TECU). This includes from the internal control portion of the PWR relay to the output of the main PWR relay on the vehicle which directly controls the power for the Implement bus non-ecu type loads. |
| 3509 | Sensor supply voltage 1 | Sensor ECU supply voltage 1 |
| 3510 | Sensor supply voltage 2 | Sensor ECU supply voltage 2 |
| 3511 | Sensor supply voltage 3 | Sensor ECU supply voltage 3 |
| 3512 | Sensor supply voltage 4 | Sensor ECU supply voltage 4 |
| 3513 | Sensor supply voltage 5 | Sensor ECU supply voltage 5 |
| 3514 | Sensor supply voltage 6 | Sensor ECU supply voltage 6 |
| 3515 | Aftertreatment 1 Diesel Exhaust Fluid Temperature 2 | Temperature of the diesel exhaust fluid at the device measuring diesel exhaust fluid quality |
| 3516 | Aftertreatment 1 Diesel Exhaust Fluid Concentration | A measure of the concentration of urea in water. Zero percent means that the tank contains no urea. A 32.5% value indicates that the diesel exhaust fluid is of the proper concentration. The 32.5% value indicates that the concentration is highest quality. Parameter Specific Indicator: A value of 0xFB indicates conditions are not acceptable for a valid measurement. |
| 3517 | Aftertreatment 1 Diesel Exhaust Fluid Tank Level 2 | The measure of the diesel exhaust fluid level in the diesel exhaust fluid tank. Parameter Specific Indicator: A value of 0xFB indicates conditions are not acceptable for a valid measurement. |
| 3518 | Aftertreatment 1 Diesel Exhaust Fluid Conductivity | A measure of the conductivity of the diesel exhaust fluid at the sensor. The conductivity is an indication of the diesel exhaust fluid's chemical make up. |
| 3519 | Aftertreatment 1 Diesel Exhaust Fluid Temperature 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI that applies to the most significant failure of the diesel exhaust fluid temperature sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3520 | Aftertreatment 1 Diesel Exhaust Fluid Properties Preliminary FMI | Used to identify the applicable J1939-73 FMI that applies to the most significant failure of the diesel exhaust fluid properties sensor. This may be used for indicating failures of the diesel exhaust fluid concentration, diesel exhaust fluid conductivity or diesel exhaust fluid type. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3521 | Aftertreatment 1 Diesel Exhaust Fluid Property | This parameter indicates the property of the fluid compound in the tank. A value of 0011 indicates uncontaminated Diesel Exhaust Fluid. 0000 - Urea concentration too high 0001 - Urea concentration too low 0010 - Fluid is diesel 0011 - Diesel exhaust fluid is proper mixture 0101 to 1100 - Reserved for SAE assignment 1101 - Not able to determine diesel exhaust fluid property (fluid type unknown) 1110 - Error with diesel exhaust fluid property detection 1111 - Not available |
| 3522 | Aftertreatment 1 Total Fuel Used | Total amount of fuel used by aftertreatment device 1 over the lifetime of the device. |
| 3523 | Aftertreatment 1 Total Regeneration Time | Total amount of time that aftertreatment device 1 has been regenerating over the lifetime of the device. |
| 3524 | Aftertreatment 1 Total Disabled Time | Total amount of time that aftertreatment 1 regeneration has been manually disabled. |
| 3525 | Aftertreatment 1 Total Number of Active Regenerations | Total number of active regenerations by aftertreatment device 1 over the lifetime of the device. |
| 3526 | Aftertreatment 2 Total Fuel Used | Total amount of fuel used by aftertreatment device 2 over the lifetime of the device. |
| 3527 | Aftertreatment 2 Total Regeneration Time | Total amount of time that aftertreatment device 2 has been regenerating over the lifetime of the device. |
| 3528 | Aftertreatment 2 Total Disabled Time | Total amount of time that aftertreatment 2 regeneration has been manually disabled. |
| 3529 | Aftertreatment 2 Total Number of Active Regenerations | Total number of active regenerations by aftertreatment device 2 over the lifetime of the device. |
| 3530 | Aftertreatment 1 Regeneration Manually Disabled | Indicates that aftertreatment device 1 has been manually disabled by a service technician. Note: This SPN is intended to be used with FMI 31 - Condition Exists. |
| 3531 | Aftertreatment 2 Regeneration Manually Disabled | Indicates that aftertreatment device 2 has been manually disabled by a service technician. Note: This SPN is intended to be used with FMI 31 - Condition Exists. |
| 3532 | Aftertreatment 1 Diesel Exhaust Fluid Tank Level Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank level sensor by the manufacturer's sensor control software. This FMI is applicable to either the diesel exhaust fluid tank level 1 or diesel exhaust fluid tank level 2 parameters. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 3533 | Transmission Oil Level Switch | This switch indicates whether transmission oil level is full or empty. 00 - Empty 01 - Full or not empty 10 - Error 11 - Not available |
| 3534 | Brake Torque Output Axle 1 Left | Brake torque output on wheel brake axle 1 left |
| 3535 | Brake Torque Output Axle 1 Right | Brake torque output on wheel brake axle 1 right |
| 3536 | Brake Torque Output Axle 2 Left | Brake torque output on wheel brake axle 2 left |
| 3537 | Brake Torque Output Axle 2 Right | Brake torque output on wheel brake axle 2 right |
| 3538 | Brake Torque Output Axle 3 Left | Brake torque output on wheel brake axle 3 left |
| 3539 | Brake Torque Output Axle 3 Right | Brake torque output on wheel brake axle 3 right |
| 3540 | Reference Ground Connection | The reference ground is an additional ground connection in order to supervise the main ground connection |
| 3541 | Brake Light Relay | Relay to control the brake lights. |
| 3542 | Requested Engine Control Mode | This parameter is used to request a change to the engine control mode. This is a status parameter. Bit state 0000 = Normal Engine Shutdown Bit state 0001 = Rapid Engine Shutdown Bit state 0010 = Emergency Engine Shutdown Bit state 0011 = Normal Engine Start Bit state 0100 = Rapid Engine Start Bit states 0101-1101 = available for SAE assignment Bit state 1110 = Bit state 1111 = Don't Care / Take No Action Normal Engine Shutdown - Used to request that the engine control system shut down the engine, using the normal shutdown sequence for the engine. The shutdown sequence might include cool down or other intermediate states that delay stopping the engine. Rapid Engine Shutdown - Used to request that the engine control system shut down the engine, using an abbreviated shutdown sequence for the engine. The intent is that the rapid engine shutdown take less time than a normal engine shutdown, but the specific shutdown sequence will depend on the configuration of the engine control system. Emergency Engine Shutdown - Used to request that the engine control system shut down the engine, using the emergency shutdown sequence for the engine. The intent is to shut down the engine in the fastest possible manner, using all mechanisms available. All intermediate states that delay stopping the engine must be skipped for an emergency engine shutdown. In addition, any installed emergency stop aids (such as air shutoff, Jake Brakes, etc.) must be activated for an emergency shutdown. Normal Engine Start - Used to request that the engine control system start the engine, using the normal starting sequence for the engine. All starting aids and pre-start states will be employed as appropriate for the engine and the current operating conditions. Rapid Engine Start - Used to request that the engine control system start the engine, using an abbreviated starting sequence for the engine. The intent is that the rapid engine start take less time than a normal engine start, but the specific starting sequence will depend on the configuration of the engine control system. |
| 3543 | Engine Operating State | This parameter is used to indicate the current state, or mode, of operation by the engine. This is a status parameter. Bit state 0000 = Engine Stopped Bit state 0001 = Pre-Start Bit state 0010 = Starting Bit state 0011 = Warm-Up Bit state 0100 = Running Bit state 0101 = Cool-down Bit state 0110 = Engine Stopping Bit state 0111 = Post-Run Bit states 1000-1101 = available for SAE assignment Bit state 1110 = Bit state 1111 = not available STOPPED - In the stopped state, the ECM is powered and the engine is not turning. The engine is ready to start. PRE-START - In the PRE-START state, the engine is not running. Actions are taken by various subsystem controls to prepare the engine for cranking and starting. This may include any priming, prelubrication, preheating sequences, interlocks or other start permissives. These subsystems have their own state based control and communicate their status to the engine state control logic. STARTING - During the STARTING state, actions are taken by various subsystem controls to attempt to start the engine. WARM-UP - During the WARM-UP state, the engine operates at reduced speed and / or load to allow the engine to come up to operating temperature. RUNNING - In the RUNNING state, the engine is turning and is prepared to output power. COOL-DOWN - During the COOLDOWN state, the engine operates at reduced speed and / or load to allow the engine to cool off before the engine is stopped. STOPPING - In the STOPPING state, actions are taken by various subsystem controls to attempt to stop the engine. POST-RUN - During the POST-RUN state, the engine is not turning. Actions are taken by various subsystem controls to prevent engine damage and extend component life. The engine is not ready to start. |
| 3544 | Time Remaining in Engine Operating State | This parameter is used to indicate the time remaining in the current engine operating state, based on the state defined in the SPN "Engine Operating State" (SPN 3543). For the states in which time remaining is not applicable, use 65535 ($FFFF). |
| 3545 | Generator Circuit Breaker Status | This parameter indicates the measured state of the generator circuit breaker. Bit state 000 = Open Bit state 001 = Closed Bit state 010 = Locked Out Bit states 011-101 = available for SAE assignment Bit state 110 = error Bit state 111 = not available |
| 3546 | Utility Circuit Breaker Status | This parameter indicates the measured state of the utility circuit breaker. Bit state 000 = Open Bit state 001 = Closed Bit state 010 = Locked Out Bit states 011-101 = available for SAE assignment Bit state 110 = error Bit state 111 = not available |
| 3547 | Automatic Transfer Switch Status | This parameter indicates the measured state of the automatic transfer switch. Bit state 000 = Normal position Bit state 001 = Emergency position Bit states 010-101 = available for SAE assignment Bit state 110 = error Bit state 111 = not available |
| 3548 | Engine Waste Oil Reservoir Level | Level of crankcase blowby emulsion collected by a container. Normalized to percent, 0% represents completely empty and 100% represents completely full. |
| 3549 | Engine Oil-Filter Outlet Pressure | Oil pressure (gauge) measured just downstream of oil filter.Used in conjunction with SPN1208 (pre-filter oil pressure) to determine oil filter health. |
| 3550 | Engine Oil Priming Pump Switch | Switch input for activating the engine oil priming pump. 00 = Off 01 = On 10 = Error 11 = Not available or not installed |
| 3551 | Engine Oil Priming State | Determination of whether or not the engine is (or has recently been) sufficiently lubricated for starting purposes. 00 = Not sufficiently lubricated 01 = Sufficiently lubricated 10 = Unable to determine if sufficiently lubricated 11 = Not available or not installed |
| 3552 | Engine Oil Pre-Heated State | Indicates whether the engine oil pre-heated sufficiently for starting purposes. 00 = Not sufficiently pre-heated 01 = Sufficiently pre-heated 10 = Unable to determine if engine oil is pre-heated sufficiently 11 = Not available or not installed |
| 3553 | Engine Coolant Pre-heated State | Indicates whether the engine coolant is pre-heated sufficiently for starting purposes. 00 = Not sufficiently pre-heated 01 = Sufficiently pre-heated 10 = Unable to determine engine coolant pre-heated sufficiently 11 = Not available or not installed |
| 3554 | Engine Ventilation Status | Engine ventilation control states. 000 = Sufficiently vented (all combustible gases have been evacuated from intake and exhaust systems) 001 = Ventilation needed (combustible gases may be present in intake and exhaust systems) 010 = Ventilation delay (delay without cranking between ventilation and start engine states) 011 = Currently venting (engine cranks w/o gas or ignition to clear intake and exhaust systems with air) 100 = Reserved for SAE assignment 101 = Reserved for SAE assignment 110 = Not able to determine if sufficiently vented 111 = Not available or not installe |
| 3555 | Ambient Air Density | The density of the ambient air |
| 3556 | Aftertreatment 1 Hydrocarbon Doser 1 | The doser used to inject fuel into the aftertreatment system |
| 3557 | Parking Brake Red Warning Signal | This parameter commands the Parking Brake red optical warning signal. 00 – off 01 – on 10 – Reserved 11 – Take no action |
| 3558 | AETC Data Collection Standard | Indicates the standardized method by which torque data was obtained for the Advertised Engine Torque Curve (AETC). For example, in North America, heavy duty diesel engine specifications are typically based on SAE J1995. Other applicable SAE, ISO, or DIN standards may be added as necessary in the future. 0000 SAE J1995 0001-1101 Not Defined 1111 Not Available |
| 3559 | Number of AETC data points | Indicates the number of speed / torque data points contained in the Advertised Engine Torque Curve broadcast (AETC). A minimum of 5 points is required, with a maximum of 15 points available as needed to accurately convey the curve. |
| 3560 | AETC Speed Value | Engine speed value of the data points in PGN 64912 – Advertised Engine Torque Curve (AETC). |
| 3561 | AETC Torque value | Engine torque value of the data points in PGN 64912 – Advertised Engine Torque Curve (AETC). |
| 3562 | Engine Intake Manifold #2 Pressure | The gage pressure measurement of the air intake manifold for bank #2 or the second air intake manifold. If there are multiple air pressure sensors in the second intake stream, this is the last one in flow direction before entering the combustion chamber. See also SPNs 1127-1130 and SPN 102 for alternate range and resolution. |
| 3563 | Engine Intake Manifold #1 Absolute Pressure | The absolute 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. |
| 3564 | Lane Departure Warning Enable Command | Command to enable/disable Lane Departure Indication 00 Disable Lane Departure Warning 01 Enable Lane Departure Warning 10 Reserved 11 Don?t care |
| 3565 | Lane Departure Left | Indicates that the middle of vehicle departs the lane on the left side. The parameter indicates that the vehicle is changing the lane to the left. 00 Middle of the vehicle does not depart the lane to the left side 01 Middle of the vehicle departs the lane to the left side 10 Reserved 11 Take no action |
| 3566 | Lane Departure Right | Indicates that the middle of vehicle departs the lane on the right side. The parameter indicates that the vehicle is changing the lane to the right. 00 Middle of the vehicle does not depart the lane to the right side 01 Middle of the vehicle departs the lane to the right side 10 Reserved 11 Take no action |
| 3567 | Generator Control Not In Automatic Start State | This parameter indicates whether or not the generator set is in a condition to automatically start up and provide power. If not, this status parameter is in the ACTIVE state. 00 = inactive (ready to start automatically) 01 = active (not ready to start automatically) 10 = error 11 = not available Note: Legislative requirements for generator sets require that this condition be visually indicated (alarmed) on the local generator set control and remotely indicated on ancillary monitoring devices. The state has been defined in this manner ('Not in automatic start") to allow the use of FMI 31 to indicate NOT ready to automatically start up and provide power, which is an undesired condition. |
| 3568 | Generator Not Ready to Automatically Parallel State | This parameter indicates whether or not all systems required to start the engine and close to the bus are prepared to operate automatically. If not, the generator is not ready to automatically parallel, and the status parameter is in the ACTIVE state. 00 = inactive (ready to parallel) 01 = active (not ready to parallel) 10 = error 11 = not available Note: Legislative requirements for generator sets require that this condition be visually indicated (alarmed) on the local generator set control and remotely indicated on ancillary monitoring devices. The state has been defined in this manner ("Not ready") to allow the use of FMI 31 to indicate NOT ready to automatically parallel, which is an undesired condition. |
| 3569 | Generator Neutral Earth Fault | Some means (usually a core balance current transformer into a matched measurement device) identifies that an imbalance between the current in the live phase(s) and neutral from the generator exceeds a threshold. When this condition occurs, this SPN is triggered to indicate that a fault to earth current is flowing within the generator. Typically used with FMI 31 to indicate that the condition exists. |
| 3570 | Generator Load Neutral Earth Leakage | Some means (usually a core balance current transformer into a matched measurement device) identifies that an imbalance between the current in the live phase(s) and neutral from the load has exceeded a threshold. When this condition occurs, this SPN is triggered to indicate that a fault to earth current is flowing in the load. Typically used with FMI 31 to indicate that the condition exists. |
| 3571 | Generator Circuit Breaker Opening Time | As determined by the genset control, it will attempt to close or open a circuit breaker depending on the operational mode and system status. This parameter indicates the time between the control commanding the breaker to open, and the breaker opening (as measured by the genset control). If the breaker fails to open within a specified amount of time, a diagnostic may be generated. This SPN may be used in a diagnostic DM1 message with FMI 15 or FMI 0 to trigger actions of increasing severity if the breaker doesn't open within specified amounts of time after the command is issued. |
| 3572 | Generator Circuit Breaker Closing Time | As determined by the genset control, it will attempt to close or open a circuit breaker depending on the operational mode and system status. This parameter indicates the time between the control commanding the breaker to close, and the breaker closing (as measured by the genset control). If the breaker fails to close within a specified amount of time, a diagnostic may be generated. This SPN may be used in a diagnostic DM1 message with FMI 15 or FMI 0 to trigger actions of increasing severity if the breaker doesn't close within specified amounts of time after the command is issued. |
| 3573 | Utility Circuit Breaker Opening Time | As determined by the genset control, it will attempt to close or open a circuit breaker depending on the operational mode and system status. This parameter indicates the time between the control commanding the breaker to open, and the breaker opening (as measured by the genset control). If the breaker fails to open withinin a specified amount of time, a diagnostic may be generated. This SPN may be used in a diagnostic DM1 message with FMI 15 or FMI 0 to trigger actions of increasing severity if the breaker doesn't open within specified amounts of time after the command is issued. |
| 3574 | Utility Circuit Breaker Closing Time | As determined by the genset control, it will attempt to close or open a circuit breaker depending on the operational mode and system status. This parameter indicates the time between the control commanding the breaker to close, and the breaker closing (as measured by the genset control). If the breaker fails to close within a specified amount of time, a diagnostic may be generated. This SPN may be used in a diagnostic DM1 message with FMI 15 or FMI 0 to trigger actions of increasing severity if the breaker doesn't open within specified amounts of time after the command is issued. |
| 3575 | Utility to Generator Transfer Time | When the genset control commands the generator(s) to pick up load, it transfers the load from the utility to the generator(s). This parameter indicates the time between the genset control requesting the generator(s) to pick up the load, and the completion of the load transfer from the utility to the generator(s). If the transfer fails to complete within a specified amount of time, a diagnostic may be generated. This SPN may be used in a diagnostic DM1 message with FMI 15 and FMI 0 to trigger actions of increasing severity at specified times. |
| 3576 | Generator to Utility Transfer Time | When the genset control commands the generator(s) to drop load, it transfers the load to the utility, and then it disconnects. This parameter indicates the time between the genset control requesting the generator(s) to drop the load, and the completion of the load transfer from the generator(s) to the utility. If the transfer fails to complete within a specified amount of time, a diagnostic may be generated. This SPN may be used in a diagnostic DM1 message with FMI 15 and FMI 0 to trigger actions of increasing severity at specified times. |
| 3577 | Loss of Electric Utility Grid | Typically the determination that utility has failed or no longer available is made by monitoring the voltage supplied by the utility. When the voltage drops below a predetermined level for a specified amount of time, this condition becomes active. In emergency standby generator systems, this is also the signal for starting the generator set. The automatic transfer switch will then switch the load from utility to generator set. This SPN may be used in a diagnostic DM1 message with FMI 31 to indicate that a loss of electric utility grid has occurred. |
| 3578 | Generator to Bus Synchronization Time | This parameter indicates the time between the command to synchronize to the bus being issued and successful synchronization. If synchonization fails to complete within a specified amount of time, a diagnostic may be generated. This SPN may be used in a diagnostic DM1 message with FMI 31 to indicate that a loss of electric utility grid has occurred. |
| 3579 | Generator to Bus Phase Sequence Mismatch | This parameter indicates a phase sequence mismatch between the generator and the bus. Typically used with FMI 31 to indicate that the condition exists. |
| 3580 | Generator Soft Unload Time | This parameter indicates the time between the command to soft unload and the completion of the ramp down to an unloaded condition. If the generator fails to unload within a specified amount of time, a diagnostic may be generated. This SPN may be used in a diagnostic DM1 message with FMI 15 and FMI 0 to trigger actions of increasing severity at specified times. |
| 3581 | Modbus Data Link | Identifies the action to be performed on the Modbus communications port. Parameter mirrors SPN 608 (for J1587 diagnostic) and SPN 639 (for J1939 diagnostic). |
| 3582 | Utility Power Supply | 110/120V (60Hz) or 220/240V (50Hz) alternating current power supply for engine AC auxiliary devices. This Utility power supply would typically come from local utility or 'wall outlet'. It can be used to power a battery charger, DC power supply, or on engine auxiliaries like heaters, fans, pumps, etc. directly. |
| 3583 | Common AC Auxiliaries Breaker | This parameter covers designs where several independent AC auxiliary control devices each have their own breakers, but the controlling ECM only receives a single breaker tripped feedback indication if any one of these breakers is tripped. |
| 3584 | Fire Detected | A sensor has detected the presence of a fire at or near the engine. |
| 3585 | Engine Emergency Shutdown Switch | An emergency shutdown switch that is activated by the operator for immediate engine shutdown. |
| 3587 | Ether Hold Control | This control circuit is used to hold the ether valve in the open position, causing ether injection to continue. |
| 3588 | Ether Start Control | This control circuit is used to initially open the ether valve and begin ether flow. |
| 3589 | Engine Oil Priming Pump Control | This control is used to activate a pump that lubricates the engine, particularly prior to initial engine startup. 00 = Off 01 = On 10 = Reserved 11 = unavailable |
| 3590 | Generator Total Percent kW | This parameter reports the generator total AC power, as a percentage of rated power. |
| 3591 | Generator Total Percent kVA | This parameter reports the generator total AC apparent power, as a percentage of rated power. |
| 3592 | Generator Total Percent kVAr | This parameter reports the generator total AC reactive power, as a percentage of rated power. |
| 3593 | Generator Total kVAr Hours Export | This parameter reports the cumulative total AC reactive energy exported from the generator. |
| 3594 | Generator Total kVAr Hours Import | This parameter reports the cumulative total AC reactive energy imported to the generator. |
| 3595 | Utility Total kVAr Hours Export | This parameter reports the cumulative total AC reactive energy exported from the utility. |
| 3596 | Utility Total kVAr Hours Import | This parameter reports the cumulative total AC reactive energy imported to the utility. |
| 3597 | ECU Power Output Supply Voltage #1 | The first power output from an ECM |
| 3598 | ECU Power Output Supply Voltage #2 | The second power output from an ECM. |
| 3599 | ECU Power Output Supply Voltage #3 | The third power output from an ECM. |
| 3600 | Steering Straight Ahead Position Reset | Used to reset the straight ahead position for a steering sensor in the steering column or a steering controller's straight ahead position on any steerable axle. 00 Take no action - Do not Reset 01 Reset 10 Reserved, take no action 11 Not applicable |
| 3601 | Engine Fuel Shutoff Valve Leak Test Control | Control setting for fuel shutoff valve proving system test. Typically, this type of system can only be used with a dual fuel shutoff system. The test consists of a small pump to pressurize the chamber between the dual fuel shutoffs when they are closed. After pressurizing, the test is passed if the pressure is above a certain threshold, indicating the fuel shutoffs are sealed completely shut without leaks. Otherwise, a low pressure indicates a leak is present past one or both of the fuel shutoffs. 00 = Off (reset / no test in process) 01 = On (test in process / test complete) 10 = Reserved 11 = Don't care / take no action In addition to communicating desired action of the fuel shutoff valve proving system test and its driver status, this new SPN can be used to communicate whether the fuel shutoff valve proving system test failed, through the use of FMIs. |
| 3602 | Engine Oil Pre-heater Control | Control setting for an electrically actuated oil pre-heating device. 00 = Off 01 = On 10 = Reserved 11 = Don't care / take no action In addition to communicating desired action of the electrically actuated oil pre-heater and its driver status, this new SPN can be used to communicate if any attempts to adequately pre-heat the oil are unsuccessful, through the use of FMIs. |
| 3603 | Engine Electrical System Power Conservation Control | Control setting for cutting power to various devices when the engine is not in use. Useful if it is desired to keep the engine in standby, with main control ECM still powered on and communictaing with outside world, but actuators and certain other ECMs can be de-powered. 00 - Off (No Power conservation; all systems with supply power available) 01 - On (power conservation active; certain systems have supply power witheld) 10 - Reserved 11 - Unavailable |
| 3604 | Engine Pre-Heater Control | Control setting for an electrically actuated engine block or coolant pre-heating device. 00 - Off 01 - On 10 - Reserved 11 - Unavailable |
| 3605 | Engine Coolant Pump Control | Control setting for an electrically actuated engine coolant circulating pump. 00 = Off 01 = On 10 = Reserved 11 = Don't care / take no action . |
| 3606 | Engine Controlled Shutdown Request | A signal issued by the engine control system to a user or external system requesting for a controlled shutdown. This request is made when engine protection diagnostics determine a condition warrants a shutdown soon, but it is not severe enough to necessitate an immediate shutdown. This function gives notice such that the engine can be unloaded and cooled down before stopping. 00 = Off (No Shutdown Requested) 01 = On (Shutdown Requested) 10 = Reserved 11 = Don't care / take no action |
| 3607 | Engine Emergency (Immediate) Shutdown Indication | A signal issued by the engine control system to a user or external system indicating that it is immediately shutting the engine down. This indication is made when engine protection diagnostics determine a condition necessitates an immediate shutdown. This function gives notice that this has occurred. 00 = Off (No Shutdown Requested) 01 = On (Shutdown Requested) 10 = Reserved 11 = Don't care / take no action |
| 3608 | Engine Fuel Shutoff Vent Control | Control setting for a fuel shutoff vent. Typically, for a dual fuel shutoff system, the vent line is located between them and is plumbed to vent outside to atmosphere. The vent control typically always actuates opposite to that of the fuel shutoff(s) control. Thus, when the fuel shutoff(s) are closed, the vent is open, thereby 'ventilating' any leftover or leaking gas from the fuel shutoff. When the fuel shutoff(s) are open, the vent is closed, thereby all gas passes through to the engine. 00 = Closed (vent closed) 01 = Open (vent open) 10 = Reserved 11 = Don't care / take no action |
| 3609 | Aftertreatment 1 Diesel Particulate Filter Intake Pressure | This parameter indicates the diesel particulate filter intake gage pressure 1 (bank 1). |
| 3610 | Aftertreatment 1 Diesel Particulate Filter Outlet Pressure | This parameter indicates the diesel particulate filter outlet gage pressure 1 (bank 1). |
| 3611 | Aftertreatment 2 Diesel Particulate Filter Intake Pressure | This parameter indicates the diesel particulate filter intake gage pressure 2 (bank 2). |
| 3612 | Aftertreatment 2 Diesel Particulate Filter Outlet Pressure | This parameter indicates the diesel particulate filter outlet gage pressure 2 (bank 2). |
| 3613 | Text Display Instructions | This parameter describes the status for the display how to show the information. 0000 Clear display - The displayed information should be deleted or not displayed any more. 0001 Hold display - The presently displayed information should be retained 0010 Append at end of display - The transmitted information should be displayed at the end of the presently displayed information 0011 Overwrite display - The presently displayed information is to be overwritten with the transmitted information 0100 Overwrite substring - A portion of the presently displayed information is to be overwritten with the transmitted information starting at display text index (SPN 3614) 0101 Highlight substring 0110 Blink substring 0111-1110 Reserved 1111 - Not applicable |
| 3614 | Text Display Index | Used for overwriting consecutive bytes of a displayed string when byte 1 "Text Display Instructions" state is set for "overwrite substring" mode. When used, this byte declares where in the text string that the new text will start overwriting, this number is also known as the start byte. As usual for the transmitted text string, the Text Display Characters will be sent and then terminated by the null character, this will be the stop byte indicator to declare when to stop overwriting. EXAMPLE: To only modify 3 bytes (50, 51, 52) of an 87 byte character string. Text Display Instructions - set to 0100b (Overwrite substring) Text Display Index - set to 50d (starting byte of desired overwrite) Text Display Characters - 3 characters sent, then the null ending byte |
| 3615 | Text Display Character | From 1 up to 200 characters to be presented on a display. Up to 4 characters can be displayed without using Transport Protocol. The Display Text characters will follow the standard J1939-71 display method. Control characters can be used but not displayed. The characters are to be terminated with a 00h which is the "null" or "/0" character. EXAMPLE: Since this parameter starts in byte position 4, the first displayed byte would be in byte 4 of the Data Frame, the fourth displayed byte would be in byte 7 of the Data Frame, byte 8 would be the null character. |
| 3618 | SAE J2012 DTC Presence | A J1939 controller has one or more SAE J2012 format DTCs. FMI 31 shall be used with this SPN. |
| 3619 | Number of J2012 DTCs | The number J2012 DTCs being conveyed in PGN 64906. If the value of this parameter is zero, the device broadcasting PGN 64906 has no active or previously active J2012 DTCs. |
| 3620 | J2012 DTC | Five character ASCII SAE J2012 DTC, sent most significant byte first. |
| 3621 | J2012 DTC Status | Indicates if the respective SAE J2012 DTC is active or previously active. 0 - DTC is previously active 1 - DTC is active |
| 3622 | J2012 DTC Occurrence Count | Number of occurrences of the respective SAE J2012 DTC being conveyed. If more than 126 occurrences happen the value shall be set to 126. If the occurrence count is not available to be sent then this value shall be set to 127. |
| 3623 | Vehicle Roll | This parameter indicates the roll in degrees from level. Facing the direction of travel a tip to the left would be indicated by a negative number and a tip to the right would be indicated by a positive number. |
| 3624 | Engine Intake Valve Actuation Oil Pressure for Cylinder #1 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #1. This intake valve pressure is at the first cylinder in the engine, while SPN 2948 reflects the intake valve pressure of the entire engine system. |
| 3625 | Engine Intake Valve Actuation Oil Pressure for Cylinder #2 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #2. |
| 3626 | Engine Intake Valve Actuation Oil Pressure for Cylinder #3 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #3. |
| 3627 | Engine Intake Valve Actuation Oil Pressure for Cylinder #4 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #4. |
| 3628 | Engine Intake Valve Actuation Oil Pressure for Cylinder #5 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #5. |
| 3629 | Engine Intake Valve Actuation Oil Pressure for Cylinder #6 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #6. |
| 3630 | Engine Intake Valve Actuation Oil Pressure for Cylinder #7 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #7. |
| 3631 | Engine Intake Valve Actuation Oil Pressure for Cylinder #8 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #8. |
| 3632 | Engine Intake Valve Actuation Oil Pressure for Cylinder #9 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #9. |
| 3633 | Engine Intake Valve Actuation Oil Pressure for Cylinder #10 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #10. |
| 3634 | Engine Intake Valve Actuation Oil Pressure for Cylinder #11 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #11. |
| 3635 | Engine Intake Valve Actuation Oil Pressure for Cylinder #12 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #12. |
| 3636 | Engine Intake Valve Actuation Oil Pressure for Cylinder #13 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #13. |
| 3637 | Engine Intake Valve Actuation Oil Pressure for Cylinder #14 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #14. |
| 3638 | Engine Intake Valve Actuation Oil Pressure for Cylinder #15 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #15. |
| 3639 | Engine Intake Valve Actuation Oil Pressure for Cylinder #16 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #16. |
| 3640 | Engine Intake Valve Actuation Oil Pressure for Cylinder #17 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #17. |
| 3641 | Engine Intake Valve Actuation Oil Pressure for Cylinder #18 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #18. |
| 3642 | Engine Intake Valve Actuation Oil Pressure for Cylinder #19 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #19. |
| 3643 | Engine Intake Valve Actuation Oil Pressure for Cylinder #20 | The gage pressure of the oil in the hydraulic accumulator that powers the engine intake valve for cylinder #20. |
| 3644 | Engine Derate Request | This parameter is a derate request made from the engine control system to an external system, where the engine is requesting an external device to reduce the load being applied. A zero value indicates that there is no derate being requested and 100% means full derate being requested. Any non-zero value represents a derate is being requested, at a percentage of full load. The engine control system identifies any problems and determines the amount of derate the situation calls for. This parameter can be useful to customer applications that prefer awareness and control of the engine derate. |
| 3645 | Transfer case status | This parameter describes the feedback from the transfer case controller . Used by instrument clusters, tachographs, PTOs , etc. 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 Transfer Case Shift in Progress or gear not confirmed 110 error 111 not available |
| 3646 | Transmission Park Selector | The Transmission Park Selector is a device (switch, button, lever position) that indicates the vehicle should be in or change to the Park transmission mode. |
| 3647 | Transmission Reverse Selector | The Transmission Reverse Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Reverse transmission mode. |
| 3648 | Transmission Neutral Selector | The Transmission Neutral Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Neutral transmission mode. |
| 3649 | Transmission Drive Selector | The Transmission Drive Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Drive transmission mode. |
| 3650 | Transmission Low Selector | The Transmission Low Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Low transmission mode. |
| 3651 | Transmission Primary Manual Selector | The Transmission Primary Manual Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Manual transmission mode. |
| 3652 | Transmission Primary Shift Up Selector | The Transmission Primary Shift Up Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Shift Up transmission mode. |
| 3653 | Transmission Primary Shift Down Selector | The Transmission Primary Shift Down Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Shift Down transmission mode. |
| 3654 | Transmission Secondary Manual Selector | The Transmission Secondary Manual Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Manual transmission mode. |
| 3655 | Transmission Secondary Shift Up Selector | The Transmission Secondary Shift Up Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Shift Up transmission mode. |
| 3656 | Transmission Secondary Shift Down Selector | The Transmission Secondary Shift Down Selector is a device (switch, button, lever position) that indicates the vehicle/transmission should be in or change to the Shift Down transmission mode. |
| 3657 | Steering Wheel Mounted Shift Controls Decoder | The Steering Wheel Mounted Shift Controls Decoder of the hardware circuitry that reads and monitors the Steering Wheel Mounted Shift Controls. |
| 3658 | Steering Wheel Mounted Shift Controls Input | The Steering Wheel Mounted Shift Controls Input is the input to the device that reads and monitors the Steering Wheel Mounted Shift Controls. |
| 3659 | Engine Injector Cylinder #1 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #1 |
| 3660 | Engine Injector Cylinder #2 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #2 |
| 3661 | Engine Injector Cylinder #3 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #3 |
| 3662 | Engine Injector Cylinder #4 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #4 |
| 3663 | Engine Injector Cylinder #5 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #5 |
| 3664 | Engine Injector Cylinder #6 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #6 |
| 3665 | Engine Injector Cylinder #7 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #7 |
| 3666 | Engine Injector Cylinder #8 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #8 |
| 3667 | Engine Air Shutoff Status | State signal which indicates the actual measured position of the Air Shutoff. 00 - Air flow allowed to engine 01 - Air flow restricted 10 - Error 11 - Not Available Note: This parameter, in conjunction with SPN 2813 - "Engine Air Shutoff Command Status", is provided to allow an external system to annunciate and/or alarm on either an accidental air shutoff (shutoff detected but not commanded), or a failed air shutoff (shutoff commanded but not detected). |
| 3668 | Engine Charge Air Cooler Coolant Level | Ratio of volume of liquid found in an engine charge air cooler cooling system to total engine charge air cooler cooling system volume. |
| 3669 | Engine Rotation Direction | Direction of engine rotation, as reported by the engine. Direction convention as viewed by an observer standing at the rear of the engine, viewing the flywheel. 00 - CounterClockWise (CCW) 01 - ClockWise (CW) 10 - Unknown (Rotation Direction Unknown) 11 - Not Available When the rotation direction is yet to be detected, Unknown will be reported. |
| 3670 | Maximum Crank Attempts per Start Attempt | The number of cranking cycles that will be performed before ending the start attempt. This is intended to be used in conjunction with Crank Attempt Count on Present Start Attempt, in order to give a FMI 0 diagnostic on the latter. |
| 3671 | Crank Attempt Count on Present Start Attempt | Reports the number of cranking cycles undergone during the present start attempt. Note: This is intended to be used in conjunction with Maximum Crank Attempts per Start Attempt, in order to give a FMI 0 diagnostic on this parameter when the count exceeds the maximum. When the engine is not in a start attempt, this parameter can either hold the last value or return a Not Available (0xFF). |
| 3672 | Engine Exhaust Gas Recirculation 1 Cooler Bypass Actuator Postion | The parameter gives the % open of the exhaust gas recirculation cooler bypass actuator, where 0% = Fully Closed (no gas flowing through the bypass), and 100% = Fully Open. |
| 3673 | Engine Throttle Valve 2 Position | The sensed position feedback of the valve, coming from a second electrical actuator for a second throttle plate, used to regulate the supply of a fluid, usually air or fuel//air mixture. 0% represents no supply and 100% is full supply. SPN 51 is used for the first throttle position feedback. |
| 3675 | Engine Turbocharger Compressor Bypass Actuator 1 Position | Measures the position of the turbocharger compressor bypass actuator, where 0% represents bypass fully closed and 100% represents bypass fully open. Typically, the compressor bypass is used to lower the compressor outlet pressure and/or intake manifold pressure during situations where too much boost is being generated by the turbocharger. Typically, a compressor bypass will be plumbed from the compressor outlet or intake manifold back to the compressor intake, with the compressor bypass actuator and valve in place to regulate bypass flow. |
| 3676 | Engine Aftercooler Coolant Level | Ratio of aftercooler coolant system volume of liquid to total cooling system volume. The engine aftercooler coolant level is for the low temperature (LT) cooling circuit used for the compressor outlet air or charge aftercooling. SPN 111 "Coolant Level" is assumed to represent a high temperature (HT) cooling circuit used for cooling the engine and its various components. |
| 3677 | Generator Unavailable to Start / Run | Indicates that the generator is not available to start up and run. This may indicate that a shutdown condition is present, or simply that the system has been manually placed into a STOP state. |
| 3678 | EPS Unavailable to Accept Load | Indicates that the Emergency Power System (EPS) is not prepared to accept load. This implies that the EPS is not in a state that will allow for a quick synchronization and connection to the load bus. |
| 3680 | Transmission Master Valve | The transmission master valve is in series with a common supply for other transmission valves that control individual functions. They permit overriding the on state of any individual circuit as well as switching on multiple circuits simultaneously. |
| 3681 | Power Conversion Enable Signal | Microcontroller based systems used in vehicles commonly use managed power down modes. In the event that the operator switches the vehicle off, a system with managed power down may continue to run until that system's requirements for full power down are met. If the system uses a power supply that operates at a different potential than that of the vehicle, a power conversion function is required. For example, use of a 24v controller in a 12v vehicle would require power conversion to double the nominally 12v power supply. With a managed power down mode, that power conversion function needs a power conversion enable signal from the microcontroller that it may power down the power conversion independent of the vehicle's power down. |
| 3682 | Transmission Air Pressure Regulator Valve | The valve used to regulate the air supply pressure for the transmission. |
| 3683 | 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. |
| 3684 | Steering Wheel Angle Range Counter | The signal indicates the number of steering wheel angle range overflows if the operating range of steering wheel is greater than the measuring range of sensor element. Positive values indicate left turns (counterclockwise). If the steering wheel angle range is +/-180 degrees this signal is equivalent to a steering wheel turn counter. 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. |
| 3685 | Steering Wheel Angle Range Counter Type | The signal indicates whether the steering wheel angle sensor is capable of absolute measuring of the number of steering wheel angle ranges or not. Absolute measuring means that the steering wheel angle range counter signal indicates the real position of steering wheel at ignition on. Relative measuring means that the steering wheel angle range counter signal is zero at ignition on independent of the real position of steering wheel. 00 - relative number of counts 01 - absolute number of counts 10 - not defined 11 - signal not available |
| 3686 | Steering Wheel Angle Range | The signal indicates the range of the steering wheel angle the sensor element is capable to measure. The steering wheel angle signal ranges between the negative and the positive value of the steering wheel angle range. For example, a steering angle sensor transmits +13.6 rad to indicate a range of +/- 13.6 rad. |
| 3687 | Steering Angle Sensor Active Mode | This signal indicates the operational mode of the steering angle sensor. 00 – Programming mode active 01 – Normal mode active 10 – Reserved 11 – Not available |
| 3688 | Steering Angle Sensor Calibrated | This signal indicates the calibration status of the steering angle sensor. 00 – SAS not calibrated 01 – SAS calibrated 10 – Reserved 11 – Not available |
| 3689 | Message Counter | The message counter is to verify the signal path from the demanding device to the steering controller. The support of this parameter is mandatory. Note: The initial value of the 4 bit message counter for the first message during a driving cycle is arbitrary. In every following message the counter is incremented by 1 (0 follows 15). |
| 3690 | Message Checksum | The message checksum is used to verify the signal path from the demanding device to the steering controller. The support of this parameter is mandatory if PGN 61469 is supported as there is no means to indicate “not available”. The 4 bit checksum is the sum of the high nibble and the low nibble of the sum of the identifier, the first 7 data bytes and the 4 bit message counter. It is calculated as follows: Checksum = (Byte1 + Byte2 + Byte3 + Byte4 + Byte5 + Byte6 + Byte7 + (message counter & 0x0F) + message ID low byte + message ID mid low byte + message ID mid high byte + message ID high byte) Checksum = ((Checksum >> 4) + Checksum) & 0x0F |
| 3691 | Left Headlamp Dynamic Bending Light | This parameter indicates whether the dynamic bending light of the left headlamp is working properly. 000 Dynamic bending light deactivated. There is no problem but for some reasons (e.g. daylight present) the bending light is deactivated. 001 Dynamic bending light is working properly. Normal operation mode. Bending light is working properly. 010 Dynamic bending light fail safe position. Bending light is damaged, current position does not affect oncoming traffic. 011 Dynamic bending light failure. Bending light does not work, current position may affect oncoming traffic. 100 – 110 Reserved 111 Not available |
| 3692 | Right Headlamp Dynamic Bending Light | This parameter indicates whether the dynamic bending light of the left headlamp is working properly. 000 Dynamic bending light deactivated. There is no problem but for some reasons (e.g. daylight present) the bending light is deactivated. 001 Dynamic bending light is working properly. Normal operation mode. Bending light is working properly. 010 Dynamic bending light fail safe position. Bending light is damaged, current position does not affect oncoming traffic. 011 Dynamic bending light failure. Bending light does not work, current position may affect oncoming traffic. 100 – 110 Reserved 111 Not available |
| 3693 | Left Headlamp Light Distribution | high beam - The high beam distribution of the module generates an illumination level that an additional high beam spot is not necessary. 0100 Light distribution adverse weather - The adverse weather light improves the viewing situation for the driver on wet roads and reduces the amount of glare from reflections on wed reads for the oncoming traffic. (Class W) 0101 Light distribution fail safe position - Module is damaged, current light distribution does not affect oncoming traffic. 0110 Light distribution failure - Module is damaged, current position may affect oncoming traffic. 0111 Different light distributions not available - No AFS distributions available. Head lamp has only one distribution. 1000 – 1110 Reserved 1111 Not available |
| 3694 | Right Headlamp Light Distribution | This parameter indicates what kind of light distribution is set by the AFS system for the right headlamp. 0000 Light distribution town - The basic light distribution for town light is generated with a symmetrical cut-off line (Class V) 0001 Light distribution country - Country light is mostly similar to the actual SAE low beam pattern. (Class C) 0010 Light distribution motorway - The task of motorway light is an improved overall viewing distance and an optimum of illumination of the second lane on roads with more than one lane and without oncoming traffic. (Class E) 0011 Light distribution high beam - The high beam distribution of the module generates an illumination level that an additional high beam spot is not necessary. 0100 Light distribution adverse weather - The adverse weather light improves the viewing situation for the driver on wet roads and reduces the amount of glare from reflections on wed reads for the oncoming traffic. (Class W) 0101 Light distribution fail safe position - Module is damaged, current light distribution does not affect oncoming traffic. 0110 Light distribution failure - Module is damaged, current position may affect oncoming traffic. 0111 Different light distributions not available - No AFS distributions available. Head lamp has only one distribution. 1000 – 1110 Reserved 1111 Not available |
| 3695 | Aftertreatment Diesel Particulate Filter Regeneration Inhibit Switch | Indicates the state of a switch available to the operator that inhibits diesel particulate filter regeneration. 00 not active 01 active 10 error 11 not available This SPN would be “not active” when diesel particulate filter regeneration is allowed to occur normally (diesel particulate filter regeneration is not inhibited). The engine controller shall inhibit regeneration when SPN 3695 is in the ON state. Regeneration shall be activated by SPN 3696 when it is in the ON state and SPN 3695 is in the OFF state. |
| 3696 | Aftertreatment Diesel Particulate Filter Regeneration Force Switch | Indicates the state of a switch available to the operator that forces diesel particulate filter regeneration. 00 not active 01 active 10 error 11 not available This SPN would be “not active” when diesel particulate filter regeneration is allowed to occur normally (diesel particulate filter regeneration is not being forced). The engine controller shall inhibit regeneration when SPN 3695 is in the ON state. Regeneration shall be activated by SPN 3696 when it is in the ON state and SPN 3695 is in the OFF state. |
| 3697 | Diesel Particulate Filter Lamp Command | Command to control the diesel particulate filter lamp. 000 Off 001 On – solid 010 reserved for SAE assignment 011 reserved for SAE assignment 100 On – fast blink (1 HZ) 101 reserved for SAE assignment 110 reserved for SAE assignment 111 not available This SPN would be “off” when diesel particulate filter lamp is unlit. The "on - solid" should indicate that diesel particulate filter active regeneration is needed at the lowest level of urgency and that operator intervention is required. The flashing state indicates a more severe condition requiring regeneration. This SPN shall not be used to convey information regarding operator switch feedback from SPNs 3695 and 3696. The ISO 2575 Symbol F21 is recommended for use with this message. |
| 3698 | Exhaust System High Temperature Lamp Command | 00 Off 001 On – solid 010 reserved for SAE assignment 011 reserved for SAE assignment 100 reserved for SAE assignment 101 reserved for SAE assignment 110 reserved for SAE assignment 111 not available This SPN would be “off” when the lamp is unlit. The "on - solid" status indicates that the exhaust gas temperature is high. This SPN shall not be used to convey information regarding operator switch feedback from SPNs 3695 and 3696. The ISO 2575 Symbol "F.26" is recommended for use with this message. This symbol is the ISO exhaust gas symbol with the temperature symbol added to it. |
| 3699 | Aftertreatment Diesel Particulate Filter Passive Regeneration Status | Indicates the state of diesel particulate filter passive regeneration. This is an aggregate of bank 1 and bank 2. It is a system status and not individual bank status. 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 3700 | Aftertreatment Diesel Particulate Filter Active Regeneration Status | Indicates the state of diesel particulate filter active regeneration. This is an aggregate of bank 1 and bank 2. It is a system status and not individual bank status. 00 not active 01 active 10 regeneration needed - automatically initiated active regeneration imminent 11 not available |
| 3701 | Aftertreatment Diesel Particulate Filter Status | Indicates the state of the diesel particulate filter regeneration need and urgency. This is an aggregate of bank 1 and bank 2. It is a system status and not individual bank status. 000 Regeneration not needed 001 Regeneration needed - lowest level 010 Regeneration needed - moderate level 011 Regeneration needed - highest level 100 reserved for SAE assignment 101 reserved for SAE assignment 110 reserved for SAE assignment 111 not available |
| 3702 | Diesel Particulate Filter Active Regeneration Inhibited Status | Indicates the state of diesel particulate filter active regeneration inhibition. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active, the system will not initiate an active regeneration or will exit an active regeneration. If the reason for inhibiting is not covered by SPNs 3703 thru 3717 or 5629, a request for a status parameter should be submitted to the SAE Truck and Bus J1939 Request Processing Group to have the reason added. |
| 3703 | Diesel Particulate Filter Active Regeneration Inhibited Due to Inhibit Switch | Indicates the state of diesel particulate filter active regeneration inhibition due to the Diesel Particulate Filter Regeneration Inhibit Switch. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3704 | Diesel Particulate Filter Active Regeneration Inhibited Due to Clutch Disengaged | Indicates the state of diesel particulate filter active regeneration inhibition due to the clutch being disengaged. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3705 | Diesel Particulate Filter Active Regeneration Inhibited Due to Service Brake Active | Indicates the state of diesel particulate filter active regeneration inhibition due to the service brake being active. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3706 | Diesel Particulate Filter Active Regeneration Inhibited Due to PTO Active | Indicates the state of diesel particulate filter active regeneration inhibition due to the PTO being active. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3707 | Diesel Particulate Filter Active Regeneration Inhibited Due to Accelerator Pedal Off Idle | Indicates the state of diesel particulate filter active regeneration inhibition due to the accelerator pedal being off idle. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3708 | Diesel Particulate Filter Active Regeneration Inhibited Due to Out of Neutral | Indicates the state of diesel particulate filter active regeneration inhibition due to the transmission being out of neutral. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3709 | Diesel Particulate Filter Active Regeneration Inhibited Due to Vehicle Speed Above Allowed Speed | Indicates the state of diesel particulate filter active regeneration inhibition due to the vehicle speed being above an allowed limit. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3710 | Diesel Particulate Filter Active Regeneration Inhibited Due to Parking Brake Not Set | Indicates the state of diesel particulate filter active regeneration inhibition due to the parking brake being not set. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3711 | Diesel Particulate Filter Active Regeneration Inhibited Due to Low Exhaust Temperature | Indicates the state of diesel particulate filter active regeneration inhibition due to the exhaust temperature being too low. This implies that the diesel particulate filter and/or oxidation catalyst are likewise too cold for active regeneration. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3712 | Diesel Particulate Filter Active Regeneration Inhibited Due to System Fault Active | Indicates the state of diesel particulate filter active regeneration inhibition due to a system fault being active. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3713 | Diesel Particulate Filter Active Regeneration Inhibited Due to System Timeout | Indicates the state of diesel particulate filter active regeneration inhibition due to a system timeout. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3714 | Diesel Particulate Filter Active Regeneration Inhibited Due to Temporary System Lockout | Indicates the state of diesel particulate filter active regeneration inhibition due to a temporary system lockout. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3715 | Diesel Particulate Filter Active Regeneration Inhibited Due to Permanent System Lockout | Indicates the state of diesel particulate filter active regeneration inhibition due to a permanent system lockout. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3716 | Diesel Particulate Filter Active Regeneration Inhibited Due to Engine Not Warmed Up | Indicates the state of diesel particulate filter active regeneration inhibition due to the engine not being warmed up. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3717 | Diesel Particulate Filter Active Regeneration Inhibited Due to Vehicle Speed Below Allowed Speed | Indicates the state of diesel particulate filter active regeneration inhibition due to vehicle speed being less than the allowed vehicle speed. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 3718 | Diesel Particulate Filter Automatic Active Regeneration Initiation Configuration | Indicates the configuration of diesel particulate filter active regeneration automatic initiation. 00 not enabled 01 enabled 10 reserved for SAE assignment 11 not available |
| 3719 | Aftertreatment 1 Diesel Particulate Filter Soot Load Percent | Indicates the soot load percent of diesel particulate filter 1. 100% is the level at which active diesel particulate filter regeneration should be triggered. 100% level is the active regeneration trigger level (and if conditions are not favorable for regeneration, soot loading can continue beyond 100%). During normal operation and regeneration a value 0% will indicate a fully regenerated diesel particulate filter. Values of 25%, 50% and 75% will indicate the general level of soot prior to the 100% level where an active regeneration is needed. |
| 3720 | Aftertreatment 1 Diesel Particulate Filter Ash Load Percent | Indicates the ash load percent of diesel particulate filter 1. 100% is the level at which diesel particulate filter ash service should be performed. 100% level is the target ash service interval (and if ash service is not immediately performed, ash loading can continue beyond 100%). |
| 3721 | Aftertreatment 1 Diesel Particulate Filter Time Since Last Active Regeneration | Indicates the time since the last active regeneration event of diesel particulate filter 1. |
| 3722 | Aftertreatment 2 Diesel Particulate Filter Soot Load Percent | Indicates the soot load percent of diesel particulate filter 2. 100% is the level at which active diesel particulate filter regeneration should be triggered. 100% level is the active regeneration trigger level (and if conditions are not favorable for regeneration, soot loading can continue beyond 100%). During normal operation and regeneration a value 0% will indicate a fully regenerated diesel particulate filter. Values of 25%, 50% and 75% will indicate the general level of soot prior to the 100% level where an active regeneration is needed. |
| 3723 | Aftertreatment 2 Diesel Particulate Filter Ash Load Percent | Indicates the ash load percent of diesel particulate filter 2. 100% is the level at which diesel particulate filter ash service should be performed. 100% level is the target ash service interval (and if ash service is not immediately performed, ash loading can continue beyond 100%). |
| 3724 | Aftertreatment 2 Diesel Particulate Filter Time Since Last Active Regeneration | Indicates the time since the last active regeneration event of diesel particulate filter 2. |
| 3725 | Aftertreatment 1 Diesel Particulate Filter Total Passive Regeneration Time | Total amount of time that aftertreatment 1 diesel particulate filter has been in passive regeneration over the lifetime of the device. |
| 3726 | Aftertreatment 1 Diesel Particulate Filter Total Number of Passive Regenerations | Total number of passive regenerations by aftertreatment device 1 over the lifetime of the device. |
| 3727 | Aftertreatment 1 Diesel Particulate Filter Total Number of Active Regeneration Inhibit Requests | Total number of aftertreatment device 1 active regeneration inhibit requests by the operator over the lifetime of the device. |
| 3728 | Aftertreatment 1 Diesel Particulate Filter Total Number of Active Regeneration Manual Requests | Total number of aftertreatment device 1 active regeneration manual requests by the operator over the lifetime of the device. |
| 3729 | Aftertreatment 2 Diesel Particulate Filter Total Passive Regeneration Time | Total amount of time that Aftertreatment device 2 has been in passive regeneration over the lifetime of the device. |
| 3730 | Aftertreatment 2 Diesel Particulate Filter Total Number of Passive Regenerations | Total number of passive regenerations by Aftertreatment device 2 over the lifetime of the device. |
| 3731 | Aftertreatment 2 Diesel Particulate Filter Total Number of Active Regeneration Inhibit Requests | Total number of Aftertreatment device 2 active regeneration inhibit requests by the operator over the lifetime of the device. |
| 3732 | Aftertreatment 2 Diesel Particulate Filter Total Number of Active Regeneration Manual Requests | Total number of Aftertreatment device 2 active regeneration manual requests by the operator over the lifetime of the device. |
| 3733 | Aftertreatment 1 Diesel Particulate Filter Trip Fuel Used | Total amount of fuel used by the aftertreatment 1 diesel particulate filter during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3734 | Aftertreatment 1 Diesel Particulate Filter Trip Active Regeneration Time | Total amount of time that the aftertreatment 1 diesel particulate filter has been in active regeneration during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3735 | Aftertreatment 1 Diesel Particulate Filter Trip Disabled Time | Total amount of time that aftertreatment 1 diesel particulate filter regeneration has been manually disabled during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3736 | Aftertreatment 1 Diesel Particulate Filter Trip Number of Active Regenerations | Total number of active regenerations of the aftertreatment 1 diesel particulate filter during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3737 | Aftertreatment 1 Diesel Particulate Filter Trip Passive Regeneration Time | Total amount of time that the aftertreatment 1 diesel particulate filter has been in passive regeneration during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3738 | Aftertreatment 1 Diesel Particulate Filter Trip Number of Passive Regenerations | Total number of passive regenerations of the aftertreatment 1 diesel particulate filter during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3739 | Aftertreatment 1 Diesel Particulate Filter Trip Number of Active Regeneration Inhibit Requests | Total number of aftertreatment 1 diesel particulate filter active regeneration inhibit requests by the operator during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3740 | Aftertreatment 1 Diesel Particulate Filter Trip Number of Active Regeneration Manual Requests | Total number of aftertreatment 1 diesel particulate filter active regeneration manual requests by the operator during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3741 | Aftertreatment 2 Diesel Particulate Filter Trip Fuel Used | Total amount of fuel used by the aftertreatment 2 diesel particulate filter during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3742 | Aftertreatment 2 Diesel Particulate Filter Trip Active Regeneration Time | Total amount of time that the aftertreatment 2 diesel particulate filter has been in active regeneration during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3743 | Aftertreatment 2 Diesel Particulate Filter Trip Disabled Time | Total amount of time that aftertreatment 2 diesel particulate filter regeneration has been manually disabled during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3744 | Aftertreatment 2 Diesel Particulate Filter Trip Number of Active Regenerations | Total number of active regenerations of the aftertreatment 2 diesel particulate filter during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3745 | Aftertreatment 2 Diesel Particulate Filter Trip Passive Regeneration Time | Total amount of time that the aftertreatment 2 diesel particulate filter has been in passive regeneration during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3746 | Aftertreatment 2 Diesel Particulate Filter Trip Number of Passive Regenerations | Total number of passive regenerations of the aftertreatment 2 diesel particulate filter during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3747 | Aftertreatment 2 Diesel Particulate Filter Trip Number of Active Regeneration Inhibit Requests | Total number of aftertreatment 2 diesel particulate filter active regeneration inhibit requests by the operator during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3748 | Aftertreatment 2 Diesel Particulate Filter Trip Number of Active Regeneration Manual Requests | Total number of aftertreatment 2 diesel particulate filter active regeneration manual requests by the operator during the current trip period. NOTE: This SPN needs to be reset by the reset PGN 56832. |
| 3749 | Engine Overcooled | Indicates that the engine has been overcooled enough to warrant triggering a diagnostic event. Intended to be used with FMI 31 - condition exists This SPN would indicate that the engine is not capable of generating enough heat energy to get to a warmed up state due to unknown conditions. |
| 3750 | Aftertreatment 1 Diesel Particulate Filter Conditions Not Met for Active Regeneration | Indicates that diesel particulate filter 1 is not able to begin or continue an active regenerate event at the current engine operating conditions. 00 active DPF regeneration not inhibited 01 active DPF regeneration inhibited 10 reserved for SAE assignment 11 not available This SPN would indicate that the diesel particulate filter (bank 1) is not able to begin or continue an active regeneration event due to current engine operating conditions. The conditions on these SPNs are exclusive to the conditions in the PGN 64892 Examples of these other conditions are: - Engine Speed/Load Conditions not met - Soot Load Percent not high enough - Engine is a working mode senario SPN 3702 should be set to inhibited when SPN 3750 goes to inhibited status. |
| 3751 | Aftertreatment 2 Diesel Particulate Filter Conditions Not Met for Active Regeneration | Indicates that diesel particulate filter 2 is not able to begin or continue an active regenerate event at the current engine operating conditions. Intended to be used with FMI 31 - condition exists This SPN would indicate that the diesel particulate filter (bank 2) is not able to begin or continue an active regeneration event due to current engine operating conditions. |
| 3752 | Wrapping Arm Fast Speed Rotation Actuator | The actuator for the wrapping arm fast speed rotation function. The wrapper is used to apply the wrapping material around the bale. |
| 3753 | Wrapping Arm Reverse Rotation Actuator | The actuator for the wrapping arm reverse rotation function. The wrapper is used to apply the wrapping material around the bale. |
| 3754 | Wrapping Arm Regular Speed Rotation Actuator | The actuator for the wrapping arm regular speed rotation. The wrapper is used to apply the wrapping material around the bale. |
| 3755 | Bale Rotational Speed | The measured rotational speed of the bale inside the chamber. |
| 3756 | Wrapper Knife Close Actuator | The close actuator for the knives used on the wrapper. The knives are used to cut the end of the wrapping material after it is on the bale. |
| 3757 | Wrapper Knife Open Actuator | The open actuator for the knives used on the wrapper. The knives are used to cut the end of the wrapping material after it is on the bale. |
| 3758 | Baler Gate Actuator | The actuator used to operate the gate on the back of the baler. |
| 3759 | Transfer Table Backward Actuator | The backward actuator for the baler transfer table control which delivers the bale to the wrapper. This backs up the table to move the bale away from the wrapper if needed. |
| 3760 | Transfer Table Forward Actuator | The forward actuator for the baler transfer table control which delivers the bale to the wrapper. |
| 3761 | Precutter Reverser Actuator | The actuator for the part of the baler precutter system that can reverse the flow of the crop to remove a plug. |
| 3762 | Precutter Knives Actuator | The crop precutting knives that process the crop before loading into the machine. |
| 3763 | Baler Pickup Actuator | The actuator for the pickup system mechanism that gathers the crop from the field. |
| 3764 | Baler Net Actuator Mode | The baler net actuator mechanism response to commands. |
| 3765 | Baler Net Actuator | The actuator mechanism that ties the net or wrapping material around the bale. |
| 3783 | Intake Manifold Charge Combustion | This parameter provides diagnostics on a charge combustion event within the engine intake manifold, which is commonly called spit-back or intake manifold backfire. This combustion event may be caused by factors such as burnt or sticking intake valves, by ignition timing errors in the case of spark ignition engines, and others. This combustion event may occur without warning at any time on a running engine. A pressure switch or transducer that is fitted directly into the intake manifold to detect the first rising pulse and cause lockout will provide protection against further engine damage. |
| 3785 | Tractor Brake Stroke Axle 1 Left | Brake stroke status for left brake actuator on tractor axle 1. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3786 | Tractor Brake Stroke Axle 1 Right | Brake stroke status for right brake actuator on tractor axle 1. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3787 | Tractor Brake Stroke Axle 2 Left | Brake stroke status for left brake actuator on tractor axle 2. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3788 | Tractor Brake Stroke Axle 2 Right | Brake stroke status for right brake actuator on tractor axle 2. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3789 | Tractor Brake Stroke Axle 3 Left | Brake stroke status for left brake actuator on tractor axle 3. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3790 | Tractor Brake Stroke Axle 3 Right | Brake stroke status for right brake actuator on tractor axle 3. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3791 | Tractor Brake Stroke Axle 4 Left | Brake stroke status for left brake actuator on tractor axle 4. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3792 | Tractor Brake Stroke Axle 4 Right | Brake stroke status for right brake actuator on tractor axle 4. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3793 | Tractor Brake Stroke Axle 5 Left | Brake stroke status for left brake actuator on tractor axle 5. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3794 | Tractor Brake Stroke Axle 5 Right | Brake stroke status for right brake actuator on tractor axle 5. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3795 | Trailer Brake Stroke Axle 1 Left | Brake stroke status for left brake actuator on trailerr axle 1. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3796 | Trailer Brake Stroke Axle 1 Right | Brake stroke status for right brake actuator on trailer axle 1. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3797 | Trailer Brake Stroke Axle 2 Left | Brake stroke status for left brake actuator on trailer axle 2. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3798 | Trailer Brake Stroke Axle 2 Right | Brake stroke status for right brake actuator on trailer axle 2. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3799 | Trailer Brake Stroke Axle 3 Left | Brake stroke status for left brake actuator on trailer axle 3. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3800 | Trailer Brake Stroke Axle 3 Right | Brake stroke status for right brake actuator on trailer axle 3. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3801 | Trailer Brake Stroke Axle 4 Left | Brake stroke status for left brake actuator on trailer axle 4. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3802 | Trailer Brake Stroke Axle 4 Right | Brake stroke status for right brake actuator on trailer axle 4. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3803 | Trailer Brake Stroke Axle 5 Left | Brake stroke status for left brake actuator on trailer axle 5. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3804 | Trailer Brake Stroke Axle 5 Right | Brake stroke status for right brake actuator on trailer axle 5. 000 - OK (Normal operation) 001 - Non-functioning 010 - Overstroke 011 - Dragging brake 100 - Reserved 101 - Reserved 110 - Sensor error 111 - Not available |
| 3805 | Tractor Brake Stroke Alert Monitor | Tractor Brake Stroke Alert System Status |
| 3806 | Trailer Brake Stroke Alert Monitor | Trailer Brake Stroke Alert System Status |
| 3807 | Park Brake Release Inhibit Request | Park Brake Release Inhibit Request signals the desire that an applied park brake remain applied and limit the ability of the vehicle to be moved. 00 - Park Brake Release Inhibit not requested 01 - Park Brake Release Inhibit requested 10 - SAE reserved 11 - Unavailable This parameter provides the capability to request the device controlling a parking brake to inhibit its release. This is intended for devices to request the park brake remain applied. Status 00b is provided when conditions recommending the application of the park brake no longer exist for the sender. |
| 3808 | Park Brake Release Inhibit Status | This parameter provides reports on the status of the Park Brake Release Inhibit function. 00 - Park Brake release is not inhibited 01 - Park Brake release is inhibited 10 - Error (for example: Park Brake release is not inhibited, but is requested to be inhibited) 11 - Unavailable The device controlling the Park Brake sends a status of the inhibit function. The allowed release of the park brake is provided as status 00b. 01b indicates that the release of the park brake is inhibited. The release may be inhibited by either an external request or by local information available to the controlling device. |
| 3809 | Transmission Oil Level Request | Conveys operator or vehicle system desire for a transmission oil level reading to be taken. 00 - No transmission oil level reading desired 01 - Transmission oil level reading desired 10 - Reserved 11 - Don't care / take no action |
| 3810 | Retract Status of ramp 1 | Retract status of ramp at doorway 1, counting from front to back on the vehicle. 00 ramp retracted 01 ramp extended 10 error 11 not available |
| 3811 | Enable status of ramp 1 | Enable status of ramp at doorway 1, counting from front to back on the vehicle. 00 ramp disabled 01 ramp enabled 10 error 11 not available |
| 3812 | Movement status of ramp 1 | Movement status of ramp at doorway 1, counting from front to back on the vehicle. 00 ramp not being moved 01 ramp being moved 10 error 11 not available |
| 3813 | Retract Status of ramp 2 | Retract status of ramp at doorway 2, counting from front to back on the vehicle. 00 ramp retracted 01 ramp extended 10 error 11 not available |
| 3814 | Enable status of ramp 2 | Enable status of ramp at doorway 2, counting from front to back on the vehicle. 00 ramp disabled 01 ramp enabled 10 error 11 not available |
| 3815 | Movement status of ramp 2 | Movement status of ramp at doorway 2, counting from front to back on the vehicle. 00 ramp not being moved 01 ramp being moved 10 error 11 not available |
| 3816 | Retract Status of ramp 3 | Retract status of ramp at doorway 3, counting from front to back on the vehicle. 00 ramp retracted 01 ramp extended 10 error 11 not available |
| 3817 | Enable status of ramp 3 | Enable status of ramp at doorway 3, counting from front to back on the vehicle. 00 ramp disabled 01 ramp enabled 10 error 11 not available |
| 3818 | Movement status of ramp 3 | Movement status of ramp at doorway 3, counting from front to back on the vehicle. 00 ramp not being moved 01 ramp being moved 10 error 11 not available |
| 3819 | Front axle group engagement status | Front axle group engagement status 00 front axle group disengaged 01 front axle group engaged 10 error 11 not available |
| 3820 | Rear axle group engagement status | Rear axle group engagement status 00 rear axle group disengaged 01 rear axle group engaged 10 error 11 not available |
| 3821 | Engine Exhaust Gas Recirculation 1 Valve 2 Control | Desired percentage of maximum Exhaust Gas Recirculation (EGR) valve opening for valve 2. 0% means valve is closed. 100% means maximum valve opening (full gas flow). |
| 3822 | Engine Exhaust Gas Recirculation 1 Valve 2 Position | The position of the second 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. |
| 3823 | Transmission Torque Converter Oil Outlet Temperature | Temperature of transmission torque converter outlet oil. |
| 3824 | Transmission Gear Latch Actuator | Actuator for transmission gear latch. This actuator controls an on/off valve that makes the system pressure available to the clutch solenoids when it is on. The actuator allows the transmission to hold a gear (i.e. gear latch) until the vehicle slows down when power is lost to the engine and/or transmission ECUs. With the transmission still in gear, the engine will keep rotating, thus keeping the power steering pumps and such running. |
| 3825 | Transmission Output Speed 2 | Second sensor to measure transmission output speed. |
| 3826 | Aftertreatment 1 Diesel Exhaust Fluid Average Consumption | Measured use of diesel exhaust fluid by a Selective Catalytic Reduction system for exhaust emission control, averaged over the previous 15 hours of engine operation. Used to determine whether the SCR system is using an appropriate amount of diesel exhaust fluid, by comparing with the Aftertreatment 1 Commanded Diesel Exhaust Fluid Consumption parameter (SPN 3828). |
| 3828 | Aftertreatment 1 SCR Commanded Diesel Exhaust Fluid Consumption | This parameter transmits the amount of diesel exhaust fluid that the emissions control system has requested to be used, averaged over the past 15 hours of engine operation. Used to determine whether the SCR system is using an appropriate amount of diesel exhaust fluid, by comparing with the Aftertreatment 1 Average Diesel Exhaust Fluid Consumption parameter (SPN 3826). |
| 3829 | EPS Supplying Load | The generator set controller indicates that the Emergency Power System (generator set) can supply load when the genset is: 1. actually supplying load 2. enabled to supply load, such as when the transfer switch has disconnected the utility and is connected to the generator set. |
| 3830 | Aftertreatment 1 Secondary Air Differential Pressure | Indicates the secondary air differential pressure for aftertreatment 1. Secondary air is air provided to the exhaust system (per SAE J2403). |
| 3831 | Aftertreatment 1 Secondary Air Temperature | Indicates the secondary air temperature for aftertreatment 1. Secondary air is air provided to the exhaust system (per SAE J2403). |
| 3832 | Aftertreatment 1 Secondary Air Mass Flow Rate | Indicates the secondary air mass flow for aftertreatment 1. Secondary air is the air provided to the exhaust system (per SAE J2403). |
| 3833 | Aftertreatment 2 Secondary Air Differential Pressure | Indicates the secondary air differential pressure for aftertreatment 2. Secondary air is air provided to the exhaust system (per SAE J2403). |
| 3834 | Aftertreatment 2 Secondary Air Temperature | Indicates the secondary air temperature for aftertreatment 2. Secondary air is air provided to the exhaust system (per SAE J2403). |
| 3835 | Aftertreatment 2 Secondary Air Mass Flow Rate | Indicates the secondary air mass flow for aftertreatment 2. Secondary air is the air provided to the exhaust system (per SAE J2403). |
| 3837 | Aftertreatment 1 Secondary Air Pressure | Pressure of the secondary air for aftertreatment 1. Secondary air is air provided to the exhaust system (per SAE J2403). For absolute pressure, see SPN 5589. |
| 3838 | Aftertreatment 2 Secondary Air Pressure | Pressure of the secondary air for aftertreatment 2. Secondary air is air provided to the exhaust system (per SAE J2403). For absolute pressure, see SPN 5590. |
| 3839 | Brake Temperature Warning | This parameter indicates if the temperature in the service brakes exceeds a certain value. It can be used for a warning information for the driver. The temperature warning value is vehicle manufacturer specific. 00 Not Active 01 Active 10 Reserved 11 not available |
| 3840 | Auxiliary I/O #17 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3841 | Auxiliary I/O #18 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3842 | Auxiliary I/O #19 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3843 | Auxiliary I/O #20 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3844 | Auxiliary I/O #21 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3845 | Auxiliary I/O #22 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3846 | Auxiliary I/O #23 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3847 | Auxiliary I/O #24 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3848 | Auxiliary I/O #25 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3849 | Auxiliary I/O #26 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3850 | Auxiliary I/O #27 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3851 | Auxiliary I/O #28 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3852 | Auxiliary I/O #29 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3853 | Auxiliary I/O #30 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3854 | Auxiliary I/O #31 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3855 | Auxiliary I/O #32 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3856 | Auxiliary I/O #33 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3857 | Auxiliary I/O #34 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3858 | Auxiliary I/O #35 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3859 | Auxiliary I/O #36 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3860 | Auxiliary I/O #37 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3861 | Auxiliary I/O #38 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3862 | Auxiliary I/O #39 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3863 | Auxiliary I/O #40 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3864 | Auxiliary I/O #41 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3865 | Auxiliary I/O #42 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3866 | Auxiliary I/O #43 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3867 | Auxiliary I/O #44 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3868 | Auxiliary I/O #45 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3869 | Auxiliary I/O #46 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3870 | Auxiliary I/O #47 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3871 | Auxiliary I/O #48 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3872 | Auxiliary I/O #49 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3873 | Auxiliary I/O #50 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3874 | Auxiliary I/O #51 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3875 | Auxiliary I/O #52 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3876 | Auxiliary I/O #53 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3877 | Auxiliary I/O #54 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3878 | Auxiliary I/O #55 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3879 | Auxiliary I/O #56 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3880 | Auxiliary I/O #57 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3881 | Auxiliary I/O #58 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3882 | Auxiliary I/O #59 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3883 | Auxiliary I/O #60 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3884 | Auxiliary I/O #61 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3885 | Auxiliary I/O #62 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3886 | Auxiliary I/O #63 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3887 | Auxiliary I/O #64 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3888 | Auxiliary I/O #65 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3889 | Auxiliary I/O #66 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3890 | Auxiliary I/O #67 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3891 | Auxiliary I/O #68 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3892 | Auxiliary I/O #69 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3893 | Auxiliary I/O #70 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3894 | Auxiliary I/O #71 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3895 | Auxiliary I/O #72 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3896 | Auxiliary I/O #73 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3897 | Auxiliary I/O #74 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3898 | Auxiliary I/O #75 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3899 | Auxiliary I/O #76 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3900 | Auxiliary I/O #77 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3901 | Auxiliary I/O #78 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3902 | Auxiliary I/O #79 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3903 | Auxiliary I/O #80 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3904 | Auxiliary I/O #81 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3905 | Auxiliary I/O #82 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3906 | Auxiliary I/O #83 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3907 | Auxiliary I/O #84 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3908 | Auxiliary I/O #85 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3909 | Auxiliary I/O #86 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3910 | Auxiliary I/O #87 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3911 | Auxiliary I/O #88 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3912 | Auxiliary I/O #89 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3913 | Auxiliary I/O #90 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3914 | Auxiliary I/O #91 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3915 | Auxiliary I/O #92 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3916 | Auxiliary I/O #93 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3917 | Auxiliary I/O #94 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3918 | Auxiliary I/O #95 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3919 | Auxiliary I/O #96 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3920 | Auxiliary I/O #97 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3921 | Auxiliary I/O #98 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3922 | Auxiliary I/O #99 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3923 | Auxiliary I/O #100 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3924 | Auxiliary I/O #101 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3925 | Auxiliary I/O #102 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3926 | Auxiliary I/O #103 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3927 | Auxiliary I/O #104 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3928 | Auxiliary I/O #105 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3929 | Auxiliary I/O #106 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3930 | Auxiliary I/O #107 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3931 | Auxiliary I/O #108 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3932 | Auxiliary I/O #109 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3933 | Auxiliary I/O #110 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3934 | Auxiliary I/O #111 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3935 | Auxiliary I/O #112 | 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 Indicator or Not Used , depending on application 11 - Not Available or Take No Action, depending on application |
| 3936 | Aftertreatment Diesel Particulate Filter System | Indicates non-specific failures of the aftertreatment diesel particulate filter system. This is a diagnostic for the aftertreatment diesel particulate filter, indicating the soot filter performance. This diagnostic does not indicate that the differential pressure sensor is functioning. |
| 3938 | Generator Governing Bias | Control signal used to govern the genset's speed or load (depending on isochronous or utility parallel operation, respectively) NOTE: If this method of engine control is used, the PGN 0 (TSC1) is not expected to be received by the engine controller and it will not be processed. |
| 3939 | Enable Switch - PTO Engine Flywheel | Status of the PTO Engine Flywheel enable switch 00 Enable switch off – PTO operation not desired 01 Enable switch on – PTO operation desired 10 Error 11 Not available |
| 3940 | Engagement Consent - PTO Engine Flywheel | Engagement Consent status for the PTO Engine Flywheel 00 Consent not given – PTO drive may not be engaged 01 Consent given – PTO drive may be engaged 10 Error 11 Not available |
| 3941 | Engagement Status - PTO Engine Flywheel | Engagement status of the PTO Engine Flywheel 00 Drive not engaged 01 Drive engaged 10 Error 11 Not available |
| 3942 | Enable Switch - PTO Engine Accessory Drive 1 | Status of the PTO engine accessory drive 1 enable switch 00 Enable switch off – PTO operation not desired 01 Enable switch on – PTO operation desired 10 Error 11 Not available |
| 3943 | Engagement Consent - PTO Engine Accessory Drive 1 | Engagement consent status for the PTO engine accessory drive 1 00 Consent not given – PTO drive may not be engaged 01 Consent given – PTO drive may be engaged 10 Error 11 Not available |
| 3944 | Engagement Status - PTO Engine Accessory Drive 1 | Engagement status of the PTO engine accessory drive 1 00 Drive not engaged 01 Drive engaged 10 Error 11 Not available |
| 3945 | Enable Switch - PTO Engine Accessory Drive 2 | Status of the PTO engine accessory drive 2 enable switch 00 Enable switch off – PTO operation not desired 01 Enable switch on – PTO operation desired 10 Error 11 Not available |
| 3946 | Engagement Consent - PTO Engine Accessory Drive 2 | Engagement Consent status for the PTO engine accessory drive 2 00 Consent not given – PTO drive may not be engaged 01 Consent given – PTO drive may be engaged 10 Error 11 Not available |
| 3947 | Engagement Status - PTO Engine Accessory Drive 2 | Engagement status of the PTO engine accessory drive 2 00 Drive not engaged 01 Drive engaged 10 Error 11 Not available |
| 3948 | At least one PTO engaged | Indicates that at least one PTO is engaged 00 No PTO drive is engaged 01 At least one PTO drive is engaged 10 Error 11 Not available Note: This parameter should only be sent by the controller that has knowledge of all PTO drives on the vehicle (e.g, the FMS gateway). Individual PTO drive controllers should broadcast this parameter as "not available". |
| 3949 | AC Power Voltage, 120V, 60 Hz | The electrical potential of an alternating current power supply at 120 Volts, 60 Hz. |
| 3950 | Air Horn | The air horn is the operator’s externally mounted, pneumatically operated, signal device. |
| 3951 | Air Horn Switch | The air horn switch conveys the operator's demand to sound the air horn. |
| 3952 | Air Shield Light | The air shield light is the backlight for a lighted sign in the air fairing over the cab |
| 3953 | Auxiliary Gauge Package | The auxiliary gauge package incorporates non-standard gauges into a single physical package. |
| 3954 | Auxiliary Gauge Package Gauge 1 | The first gauge of an auxiliary gauge package, numbered left to right, top to bottom. |
| 3955 | Auxiliary Gauge Package Gauge 2 | The second gauge of an auxiliary gauge package, numbered left to right, top to bottom. |
| 3956 | Auxiliary Gauge Package Gauge 3 | The third gauge of an auxiliary gauge package, numbered left to right, top to bottom. |
| 3957 | Auxiliary Transmission Constant Supply Actuator | The auxiliary transmission constant supply actuator energizes the supply port of an auxiliary transmission. This may demand a shift to neutral, when no other inputs are pressurized. |
| 3958 | Auxiliary Transmission High Range Actuator | The auxiliary transmission high range actuator energizes the high range port of an auxiliary transmission, demanding the high range of the auxiliary transmission. |
| 3959 | Auxiliary Transmission Neutral Actuator | The auxiliary transmission neutral actuator energizes the neutral port of an auxiliary transmission demanding a shift to neutral. |
| 3960 | Auxiliary Transmission Range Switch | The auxiliary transmission range switch indicates the desired range of an auxiliary transmission. |
| 3961 | Body Equipment Hydraulic Power Auxiliary Pump Inhibit Switch | The body equipment hydraulic power auxiliary pump Inhibit signal prevents the operation of an auxiliary pump that supplies hydraulic power when the vehicle's PTO driven pump is not operating. |
| 3962 | Bus Amber Signal Light 1 | Bus amber signal light 1 illuminates the left front bus amber signal lamp. When mounted on a school bus, bus amber signal lights will comply with SAE J887, except that the lens will be amber. |
| 3963 | Bus Amber Signal Light 2 | The bus amber signal light 2 illuminates the right front bus amber signal lamp. |
| 3964 | Bus Amber Signal Light 3 | The bus amber signal light 3 illuminates the left rear bus amber signal lamp |
| 3965 | Bus Amber Signal Light 4 | The bus amber signal light 4 illuminates the right rear bus amber signal lamp |
| 3966 | Bus Crossing Gate | The bus crossing gate extends a rod that encourages passengers to stay within the driver’s forward view when crossing in front of a bus. |
| 3967 | Bus Passenger Door Close Relay | The bus passenger d/oor close relay energizes the closing actuator of a bus passenger entrance door. |
| 3968 | Bus Passenger Door Control Switch 1 | The bus door control switch 1 requests that the passenger entrance door be opened or closed. |
| 3969 | Bus Passenger Door Control Switch 2 | The bus door control switch 2 provides an alternate switch signal for requesting the passenger entrance door to open or close. |
| 3970 | Bus Passenger Door Open Relay | The bus passenger door open relay energizes the device that opens the passenger entrance door |
| 3971 | Bus Red Signal Light 1 | The bus red signal light 1 is the left front bus red signal lamp. When mounted on a school bus, these lamps comply with SAE J887. |
| 3972 | Bus Red Signal Light 2 | The bus red signal light 2 is the right front school bus red signal lamp. |
| 3973 | Bus Red Signal Light 3 | The bus red signal light 3 is the left rear school bus red signal lamp. |
| 3974 | Bus Red Signal Light 4 | The bus red signal light 4 is the right rear school bus red signal lamp. |
| 3975 | Bus Stop Arm | The bus stop arm signals oncoming traffic to stop to permit passengers to cross the road. |
| 3976 | Cab Dome Light 1 | The cab dome light 1 is the forwardmost interior light mounted on the ceiling of the cab behind the driver’s shoulders. Typically, the cab dome light 1 will illuminate when the driver’s or passenger’s door is open. Cabs with four doors may have more than one dome light |
| 3977 | Cab Dome Light 2 | The cab dome light 2 is the second forwardmost interior light mounted on the ceiling of the cab behind the driver’s shoulders. Typically, the cab dome light 2 will illuminate when a rear passenger door is open. |
| 3978 | Cab Dome Light 2 Switch | The cab dome light 2 switch controls the operation of the second dome light in the cab or sleeping berth. |
| 3979 | Cab Floor Light | The cab floor light illuminates the cab's floor |
| 3980 | Cab Floor Light Switch | The cab floor light switch initiates cab floor illumination. |
| 3981 | Cab HVAC Mode Control Actuator | The cab HVAC mode control actuator selects which ducts convey conditioned air into the cabin of the vehicle. The actuator directs the air through the ducts [e.g. floor, defrost, dash, or a combination], based on the position of the operator’s control. |
| 3982 | Cab HVAC Rear Blower Speed Control Switch | The cab HVAC rear blower speed control switch controls the blower speed of the second (rear) or sleeper HVAC system in the cab. |
| 3983 | Cab HVAC Rear Temperature Control Switch | The cab HVAC rear temperature control switch controls the temperature of the second (rear) or sleeper HVAC system |
| 3984 | Cab HVAC Recirculation Door Control Actuator | The cab HVAC recirculation door control actuator positions the door in the HVAC module that controls the amount of outside air drawn into the HVAC system. |
| 3985 | Cab HVAC System Controller | The cab HVAC system controller provides the operator controls and logic for operating the cabin’s heating ventilation and cooling (HVAC) system. |
| 3986 | CAB HVAC Temperature Control Actuator | The cab HVAC temperature control actuator controls the door in the HVAC system to bypass the heater core, producing a balance between heating and cooling. |
| 3987 | Compression Brake Enable Switch Indicator Lamp Command | Command signal directly controlling Compression Brake Enable Switch Indicator Lamp. The compression brake switch indicator signals the status of the compression brake enable switch to the operator. 00 - Lamp OFF 01 - Lamp ON 10 - Reserved 11 - Not available |
| 3988 | Door 1 Control Module | The status of the first door control module. Doors are numbered left to right, front to back. |
| 3989 | Door 1 Window Motor | The window motor in door 1. Doors are numbered left to right, front to back. |
| 3990 | Door 2 Control Module | The status of the second door control module. Doors are numbered left to right, front to back. |
| 3991 | Door 2 Window Motor | The window motor in door 2. Doors are numbered left to right, front to back. |
| 3992 | Door 3 Control Module | The status of the third door control module. Doors are numbered left to right, front to back. |
| 3993 | Door 3 Window Motor | The window motor in door 3. Doors are numbered left to right, front to back. |
| 3994 | Door 4 Control Module | The status of the fourth door control module. Doors are numbered left to right, front to back. |
| 3995 | Door 4 Window Motor | The window motor in door 4. Doors are numbered left to right, front to back. |
| 3996 | Electrical Accessory Power | Electrical accessory power identifies that the ignition keyswitch is in the accessory state. |
| 3997 | Electrical Accessory Power Relay | The electrical accessory power relay energizes the vehicle’s accessory bus (or portion thereof) |
| 3998 | Electrical Load Shed OFF | The electrical load shed OFF deactivates the system that saves power by selectively disabling the power supplied to individual devices or circuits of the vehicle during low battery charge. |
| 3999 | Electrical Load Shed ON | Electrical load shed ON activates the system that saves power by selectively disabling the power supplied to individual devices or circuits of the vehicle during low battery charge |
| 4000 | Engine Exhaust Brake Enable Switch | The exhaust brake enable switch permits or inhibits the engine exhaust brake function. |
| 4001 | Engine Exhaust Brake Enable Switch Indicator | The engine exhaust brake enable switch indicator signals the status of the engine exhaust brake enable switch |
| 4002 | Engine Remote Start | Engine remote start initiates an engine start from an alternate operator’s station or sleeping berth. |
| 4003 | Engine Remote Stop | Engine remote stop stops the engine from an alternate operator’s location or sleeping berth |
| 4004 | Exterior Lamp Check Switch | The exterior lamp check switch requests activation or deactivation of the exterior lamp check function. |
| 4005 | Fifth Wheel Lock Actuator | The fifth wheel lock actuator operates the fifth wheel lock that secures the king pin in the fifth wheel. |
| 4006 | Fifth Wheel Slider Lock Actuator | The fifth wheel slide latch solenoid clock actuator operates the latch that permits the fifth wheel to slide forward or aft of its current location. |
| 4007 | Fifth Wheel Slider Lock Switch | Fifth wheel slider lock switch provides operator input to the fifth wheel slider lock actuator. |
| 4008 | Fog Light 2 | Fog light 2 is second (or right) fog lamp mounted facing forward on the vehicle. |
| 4009 | Fuel Filter Fuel Heater Relay | The fuel filter fuel heater relay energizes the heating element in the fuel filter, which typically is self regulating when energized. |
| 4010 | Fuel Tank Transfer Pump | The fuel tank transfer pump transfers fuel from the secondary fuel tank to the primary fuel tank |
| 4011 | Headlamp 1 High Beam | The headlamp 1 high beam provides the high beam function of the left headlamp. |
| 4012 | Headlamp 2 High Beam | The headlamp 2 high beam provides the high beam function of the right headlamp. |
| 4013 | Headlight Interrupt Switch | The headlight interrupt switch signals that the head lights are to be turned off for a limited interval of time. This switch allows drivers to extinguish DRL or other headlight features, such as when in line at a weigh station. |
| 4014 | High Current Auxiliary Load Switch 1 | The high current auxiliary load switch 1 requests the operation of the first auxiliary high current load relay to power a high current auxiliary bus. |
| 4015 | High Current Auxiliary Load Switch 2 | The high current auxiliary load switch 2 requests the operation of the second auxiliary high current load relay to power a high current auxiliary bus. |
| 4016 | High Current Auxiliary Power Relay 1 | The high current auxiliary relay 1 switches power to the first high current auxiliary bus. |
| 4017 | High Current Auxiliary Power Relay 2 | The high current auxiliary relay 2 switches power to the second high current auxiliary bus. |
| 4018 | Lift Axle Lower Actuator | The lift axle lower actuator unstows a lift axle and lowers it to the roadway. |
| 4019 | Lift Axle Lower Switch | The lift axle lower switch requests that a lift axle be unstowed and lowered to the roadway. |
| 4020 | Lift Axle Raise Actuator | The lift axle raise actuator raises and stows a lift axle from the roadway. |
| 4021 | Lift Axle Raise Switch | The lift axle raise switch requests that a lift axle be raised from the roadway and stowed. |
| 4022 | Lift Gate Power Control Enable | The lift gate power control enable permits operation of the lift gate through the lift gate power control switch. |
| 4023 | Lift Gate Power Control Switch | The lift gate power control switch requests that power is supplied to an electric lift gate motor attached to the vehicle's body. |
| 4024 | Marker Light Interrupt Switch | The marker light interrupt switch requests that the marker lights be toggled (turned off if on or turned on if off) |
| 4026 | Mirror 2 Heater | Mirror 2 heater defrosts the second rear view mirror |
| 4027 | Power Inverter Enable Switch | Switch used to enable or disable the vehicle AC bus |
| 4028 | Service Brake Circuit 1 Air Tank Drain Valve | The service brake circuit 1 air tank drain valve purges condensed moisture from the primary air tank when opened. |
| 4029 | Service Brake Circuit 1 Air Tank Drain Valve Switch | The service brake circuit 1 air tank drain valve switch allows the primary air tank drain valve to cycle and purge condensed moisture from the secondary air tank. |
| 4030 | Service Brake Circuit 2 Air Tank Drain Valve | The service brake circuit 2 air tank drain valve switch allows the secondary air tank drain valve to cycle and purge condensed moisture from the secondary air tank. |
| 4031 | Service Brake Supply Air Tank Drain Valve | The service brake supply air tank drain valve actuator opens the valve that purges the supply air tank of collected condensation. |
| 4032 | Service Brake Supply Air Tank Drain Valve Switch | The service brake supply air tank drain valve switch operates the supply air tank drain valve to purge the air tank of collected condensation. |
| 4033 | Engine Remote Start/Stop Enable | Engine remote start/stop enable activates the engine's remote start/stop function from alternate equipment operating stations or sleeping berth of the vehicle. |
| 4034 | Snow Plow High Beam Light 1 | The snow plow high beam light 1 activates or de-activates the left headlamp high beam light mounted above a snow plow |
| 4035 | Snow Plow High Beam Light 2 | The snow plow high beam light 2 activates or de-activates the right headlamp high beam light mounted above a snow plow |
| 4036 | Snow Plow Low Beam Light 1 | The snow plow low beam light 1 provides the left headlamp mounted above a snow plow blade. |
| 4037 | Snow Plow Low Beam Light 2 | The snow plow low beam light 2 provides the right headlamp mounted above a snow plow blade. |
| 4038 | Snow Plow Forward Lighting Relay 2 | The snow plow forward lighting relay 2 switches the forward lights from the normal headlamps to the lamps mounted above the snow plow blade. The snow plow forward lighting relay 2 controls the right headlamp if lighting control is divided left from right. |
| 4039 | Snow Plow Forward Lighting Relay 1 | The snow plow forward lighting relay 1 switches the forward lights from the normal headlamps to the lamps mounted above the snow plow blade. The snow plow forward lighting relay 1 controls the left headlamp if lighting control is divided left from right. |
| 4040 | Snow Plow Lighting Mode Switch | The snow plow lighting mode switch directs that the forward illumination switch to snow plow mode from normal mode. This switch turns on lamps that are mounted above a snow plow blade to provide forward illumination that would otherwise be blocked by a snow plow blade mounted on a front frame extension. |
| 4041 | Software Loop Time Exceeded | Software loop time exceeded is reported should a device detect that the maximum loop execution time has been exceeded. |
| 4042 | Trailer Auxiliary Power Switch | The trailer auxiliary power switch controls the supply of power to the trailer's auxiliary power circuit. |
| 4043 | Transfer Case Front Driveline Actuator | The transfer case front driveline actuator engages the driveline output of a transfer case to provide power to the vehicle's front axle. |
| 4044 | Transfer Case High Range Actuator | The transfer case high range actuator engages the high range of the transfer case. |
| 4045 | Transfer Case Low Range Actuator | The transfer case low range actuator engages the low range of the transfer case. |
| 4046 | Transfer Case Neutral Actuator | The transfer case neutral actuator commands the transfer case to neutral. |
| 4047 | Transfer Case Output Shaft PTO Actuator | Actuator that engages the output shaft PTO drive of the transfer case. |
| 4048 | Transfer Case Range Switch | The transfer case range switch signals the operator's desire to operate in high range, low range or neutral (if available). |
| 4049 | Transfer Case Rear Driveline Actuator | Commands the driveline output of a transfer case to be engaged to provide power to the vehicle's rear axle(s). |
| 4050 | Transmission Secondary Mode Switch | The transmission secondary mode switch signals the transmission to operate in a secondary mode (e.g, the most fuel efficient manner possible) |
| 4051 | Transmission Input Shaft PTO 1 Actuator | Actuator which engages the PTO of the first transmission input shaft PTO drive mounted on the transmission. |
| 4052 | Transmission Input Shaft PTO 1 Retention Actuator | Actuator which locks the PTO of the first transmission input shaft PTO drive retention device in place. |
| 4053 | Transmission Input Shaft PTO 2 Actuator | Actuator which engages the PTO of the second transmission input shaft PTO drive mounted on the transmission. |
| 4054 | Transmission Input Shaft PTO 2 Retention Actuator | Actuator which locks the PTO of the second transmission input shaft PTO drive retention device in place. |
| 4055 | Transmission Retarder Enable Switch | The transmission retarder enable switch indicates whether the operator allows the transmission to engage its integral retarder when indicated by vehicle operating conditions. |
| 4056 | Two Speed Axle Actuator | Identifies the status of the actuator for the two-speed axle |
| 4057 | Wiper Motor | Motor which operates the windshield wiper system |
| 4058 | Cab Dome Light 1 Switch | The cab dome light 1 switch controls the operation of the dome lights in the vehicle. |
| 4059 | Sole or Forward-most Steer Axle Group Weight Available | Indicates the availability of the sole or forward-most steer axle group for purposes of weight measurement 00 = Steer axle group not present 01 = Steer axle group present 10 = Reserved 11 = Not available / not applicable If there is only one steer axle, this SPN should be used. See also SPN 5933 for a second steer axle. |
| 4060 | Lift Axle Group Weight Available | Indicates the availability of the lift axle group for purposes of weight measurement 00 = Lift axle group not present 01 = Lift axle group present 10 = Reserved 11 = Not available / not applicable |
| 4061 | Sole or Forward-most Drive Axle Group Weight Available | Indicates the availability of the sole or forward-most drive axle group for purposes of weight measurement 00 = Drive axle group not present 01 = Drive axle group present 10 = Reserved 11 = Not available / not applicable If there is only one drive axle, this SPN should be used. See also SPN 5934 for a second drive axle. |
| 4062 | Tag Axle Group Weight Available | Indicates the availability of the tag axle group for purposes of weight measurement 00 = Tag axle group not present 01 = Tag axle group present 10 = Reserved 11 = Not available / not applicable |
| 4063 | Additional Tractor Axle Group Weight Available | Indicates the availability of the additional tractor axle group for purposes of weight measurement 00 = Additional tractor axle group not present 01 = Additional tractor axle group present 10 = Reserved 11 = Not available / not applicable |
| 4064 | Trailer A Axle Group Weight Available | Indicates the availability of the trailer A axle group for purposes of weight measurement 00 = Trailer A axle group not present 01 = Trailer A axle group present 10 = Reserved 11 = Not available / not applicable |
| 4065 | Trailer B Axle Group Weight Available | Indicates the availability of the trailer B axle group for purposes of weight measurement 00 = Trailer B axle group not present 01 = Trailer B axle group present 10 = Reserved 11 = Not available / not applicable |
| 4066 | Trailer C Axle Group Weight Available | Indicates the availability of the trailer C axle group for purposes of weight measurement 00 = Trailer C axle group not present 01 = Trailer C axle group present 10 = Reserved 11 = Not available / not applicable |
| 4067 | Trailer D Axle Group Weight Available | Indicates the availability of the trailer D axle group for purposes of weight measurement 00 = Trailer D axle group not present 01 = Trailer D axle group present 10 = Reserved 11 = Not available / not applicable |
| 4068 | Trailer E Axle Group Weight Available | Indicates the availability of the trailer E axle group for purposes of weight measurement 00 = Trailer E axle group not present 01 = Trailer E axle group present 10 = Reserved 11 = Not available / not applicable |
| 4069 | Trailer F Axle Group Weight Available | Indicates the availability of the trailer F axle group for purposes of weight measurement 00 = Trailer F axle group not present 01 = Trailer F axle group present 10 = Reserved 11 = Not available / not applicable |
| 4070 | Trailer G Axle Group Weight Available | Indicates the availability of the trailer G axle group for purposes of weight measurement 00 = Trailer G axle group not present 01 = Trailer G axle group present 10 = Reserved 11 = Not available / not applicable |
| 4071 | Trailer H Axle Group Weight Available | Indicates the availability of the trailer H axle group for purposes of weight measurement 00 = Trailer H axle group not present 01 = Trailer H axle group present 10 = Reserved 11 = Not available / not applicable |
| 4072 | Additional Trailer Axle Group Weight Available | Indicates the availability of the additional trailer axle group for purposes of weight measurement 00 = Additional trailer axle group not present 01 = Additional trailer axle group present 10 = Reserved 11 = Not available / not applicable |
| 4073 | Axle Group Location | Specific axle group used in conjunction with and when communicating the axle group weight, listed from the front of the vehicle to the rear. If the value of SPN 5935 is 15, then this SPN is used to indicate the axle group referred to by this PGN. Otherwise, this SPN should be broadcast as 15. 0 = Reserved 1 = Sole or Forward-most Steer axle group 2 = Lift axle group 3 = Sole or Forward-most Drive axle group 4 = Tag axle group 5 = Additional tractor axle group 6 = Trailer A axle group 7 = Trailer B axle group 8 = Trailer C axle group 9 = Trailer D axle group 10 = Trailer E axle group 11 = Trailer F axle group 12 = Trailer G axle group 13 = Trailer H axle group 14 = Additional trailer axle group 15 = Reserved |
| 4074 | Axle Group Location | Specific axle group used in conjunction with and when communicating the axle group calibration, listed from the front of the vehicle to the rear. If the value of SPN 5936 is 15, then this SPN is used to indicate the axle group referred to by this PGN. Otherwise, this SPN should be broadcast as 15. 0 = Reserved 1 = Sole or Forward-most Steer axle group 2 = Lift axle group 3 = Sole or Forward-most Drive axle group 4 = Tag axle group 5 = Additional tractor axle group 6 = Trailer A axle group 7 = Trailer B axle group 8 = Trailer C axle group 9 = Trailer D axle group 10 = Trailer E axle group 11 = Trailer F axle group 12 = Trailer G axle group 13 = Trailer H axle group 14 = Additional trailer axle group 15 = Reserved |
| 4075 | Zero Net Vehicle Weight Change | Zero Net Vehicle Weight Change command. A controller receiving this command will record the current Gross Combination Weight as the new Zero, and future requests for Net Vehicle Weight Change will be answered with the difference between the (then) current Gross Combination Weight and the recorded value. 00 - No change to Net Vehicle Weight Change 01 - Zero Net Vehicle Weight Change 10 - Reserved 11 - Not available / Not applicable |
| 4076 | Engine Coolant Temperature 2 | Second temperature of liquid found in the engine cooling system. See also SPNs 110, 4193 and 6209. |
| 4077 | Aftertreatment 1 Fuel Pressure 2 | Second fuel pressure measurement for the aftertreatment 1 system |
| 4078 | Generator Alternator Efficiency | Measured, calculated, and/or estimated operating efficiency of the generator alternator. Percentage reflects ratio of power output divided by power input, multiplied by 100. |
| 4079 | Generator Governing Speed Command | Command from user and/or generator control system for the genset (engine) to govern to low idle or rated base speed setpoints. If this method of engine control is used, then the PGN 0 (TSC1) is not expected to be received by the engine controller and it will not be processed. 00 = Rated Speed 01 = Low Idle Speed 10 = Reserved 11 = Don't care / take no action |
| 4080 | Generator Frequency Selection | Command from user and/or generator control system for the genset (engine) to target operations for 50 Hz, 60 Hz, or 400 Hz. 0000 = 50 Hz 0001 = 60 Hz 0010 = 400 Hz 0011 - 1101 = SAE Reserved 1110 = Unknown 1111= Don't care /take no action |
| 4081 | Engine Oil Recovery Pump | The engine oil recovery pump pumps filtered crankcase vapor condensate (oil) back into the engine oil resevoir. |
| 4082 | Fuel Pump Primer Control | Parameter used to activate or deactivate a priming system on the fuel transfer system. The fuel priming system is a system that purges air in the fuel lines and may assist fuel delivery to a second pump at lower speeds. 00 = Deactivate 01 = Activate 10 = Reserved 11 = Unavailable |
| 4083 | Fuel Pump Primer Status | Parameter used to transmit the actual status of the fuel priming system. The fuel priming system is a system that purges air in the fuel lines and may assist fuel delivery to a second pump at lower speeds. 00 – Off 01 – On 10 – Error 11 – Unavailable |
| 4084 | General Purpose Valve Spool | The internal hydraulic spool associated with a general purpose valve. Flow from a general purpose valve is determined by the movement of an internal spool. |
| 4085 | General Purpose Valve | A hydraulic valve, such as used on an implement control system, that offers flows of extend, retract, neutral, and float. |
| 4086 | Valve Load Sense Pressure | The maximum of the currently measured pressures of a valve's work port A and work port B. |
| 4087 | Valve Pilot Pressure | Pressure of a valve's pilot supply port. |
| 4088 | Valve Assembly Load sense Pressure | The maximum pressure of a valve assembly's current collective load sense pressures where a valve assembly can consist of two or more valves. |
| 4089 | Valve Assembly Supply Pressure | Pressure of the hydraulic supply port to a valve assembly. |
| 4090 | NOx limits exceeded, root cause unknown | Indicates that On-Board Diagnostics has determined that the limits for NOx in the exhaust stream have been exceeded, but the root cause cannot be determined by the OBD system. |
| 4091 | NOx limits exceeded due to Deactivation of EGR | Indicates that On-Board Diagnostics has determined that the limits for NOx in the exhaust stream have been exceeded due to deactivation of EGR. |
| 4092 | NOx limits exceeded due to Incorrect EGR flow | Indicates that On-Board Diagnostics has determined that the limits for NOx in the exhaust stream have been exceeded due to incorrect EGR flow. |
| 4093 | NOx limits exceeded due to Low Diesel Exhaust Fluid Consumption | Indicates that On-Board Diagnostics has determined that the limits for NOx in the exhaust stream have been exceeded due to low diesel exhaust fluid consumption. |
| 4094 | NOx limits exceeded due to Insufficient Diesel Exhaust Fluid Quality | Indicates that On-Board Diagnostics has determined that the limits for NOx in the exhaust stream have been exceeded due to an insufficient diesel exhaust fluid quality. |
| 4095 | NOx limits exceeded due to Interrupted Diesel Exhaust Fluid Dosing | Indicates that On-Board Diagnostics has determined that the limits for NOx in the exhaust stream have been exceeded due to an interruption in diesel exhaust fluid dosing activity. |
| 4096 | NOx limits exceeded due to Empty Diesel Exhaust Fluid Tank | Indicates that On-Board Diagnostics has determined that the limits for NOx in the exhaust stream have been exceeded due to the diesel exhaust fluid tank being empty. |
| 4097 | Aftertreatment 1 Fuel Drain Actuator | Indicates whether aftertreatment 1 fuel drain actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 4098 | Aftertreatment 2 Fuel Drain Actuator | Indicates whether aftertreatment 2 fuel drain actuator is on or off 00 not active 01 active 10 reserved for SAE assignment 11 not available |
| 4099 | XBR urgency | The idea of the urgency value is to adjust the endurance brake integration behavior in the EBS system according to the traffic situation. On low urgency values (0%, e.g. downhill cruise control or preceding vehicle far ahead) the brake system shall primarily use endurance brakes to reduce lining wear. On high urgency values (100%, e.g. vehicle close up or a vehicle cuts into the traffic line just before host vehicle) the brake system is expected to gain the demanded deceleration (acceleration) as fast as possible. Values: 0% - Situation not critical; low retarder dynamics are tolerated. Activation of the foundation brakes after a time if retarder performance is insufficient y % - Faster activation of foundation brakes to compensate retarder performance, linear interpolation between 0 and 100% 100% - Low retarder dynamics shall be fully compensated by the foundation brakes Notes: - This parameter has only an effect if XBR EBI switch is set to "10: endurance brake integration allowed" - XBR urgency makes sense only if the XBR request(s) is (are) processed in one device like the EBS controller which also sends TSC1 to the retarder(s). Such a data flow diagram is shown in figure PGN1024_A. When the Retarder is controlled directly by the XBR transmitter XBR urgency should be set to not available. In adaptive cruise control (ACC) operation there are situations where it is useful to have as less lining wear as possible like keeping the set speed on going downhill. It would not be useful to activate foundation brakes in such a situation except when the capabilities of the endurance brakes are not sufficient. In other situations like emergency braking or fast reaction on a car that cut in at a short distance in front of the own vehicle a reaction as fast as possible is needed. In such cases low retarder dynamics must be compensated by the foundation brakes. There are two different ways to integrate the endurance brakes into the adaptive cruise control. a) the request for deceleration could be processed by the EBS system completely. This means that the EBS receives the deceleration demand and activates the friction and/or the endurance brakes accordingly. EBS is sending the TSC1 to the retarder. (see figure PGN1024_A dataflow diagram for external brake request) b) the ACC sends XBR to the brake controller and TSC1 to the endurance brakes. In case "a)" the ACC system does not have direct control of the endurance brakes. To adjust the endurance brakes according to the traffic situation (high or low urgency values see above) this new SPN is needed. If the retarder performance is not sufficient (e.g. because of high retarder temperature) the foundation brakes will be added automatically. This case of not sufficient retarder performance cannot be covered by switching EBI mode from 01 (endurance brakes only) to EBI mode 10 (endurance brake integration allowed) because the actual deceleration caused by the retarder is less than the requested decelleration. A simple switching (01 to 10) would cause an uncomfortable jerk. NOTE: This parameter is defined in European patent EP 1 386 774 B1 (see reference in section 2.1.3) and is included with permission from the patent holder. The patent holder is prepared to grant a free license to an unrestricted number of applicants on a worldwide, non-discriminatory basis to comply with this recommended practice. |
| 4100 | Supported in Expanded Freeze Frame (e.g., DM25) | This parameter defines whether the applicable parameter (that is the SPN) is supported in the expanded freeze frame message, DM25. |
| 4101 | Supported in Data Stream | This parameter defines whether the applicable parameter (that is the SPN) is supported in the Data Stream messages. |
| 4102 | Supported in Scaled Test Results (e.g., DM30) | This parameter defines whether the applicable parameter (that is the SPN) is supported in the Scaled Test Results message, DM30. |
| 4103 | SPN Data Length | The number of data bytes associated with the SPN in the Freeze Frame. The SPN data length is required to ensure old and new OBD tool compatibility with vehicle OBD Systems. For instance, if the vehicle supports a new SPN then the tool will know how to parse the data in the expanded freeze frame to bypass the unresolved SPN. SPN data value scaling is per the applicable J1939 specification (J1939-71, J1939-75, etc.). The SPN Data Length of “1” shall be reported for partial byte parameters (less than 8 bits). |
| 4104 | Pending DTCs | |
| 4105 | All Pending DTCs | |
| 4106 | MIL-On DTCs | |
| 4107 | Previously MIL-On DTCs | |
| 4108 | Permanent DTCs | |
| 4109 | SLOT Identifier | |
| 4110 | Test Value | |
| 4111 | Test Limit Maximum | |
| 4112 | Test Limit Minimum | |
| 4113 | DTCx Malfunction Indicator Lamp Support & Status | |
| 4114 | DTCx Red Stop Lamp Support & Status | |
| 4115 | DTCx Amber Warning Lamp Support & Status | |
| 4116 | DTCx Protect Lamp Support & Status | |
| 4117 | DTCx Flash Malfunction Indicator Lamp Support & Status | |
| 4118 | DTCx Flash Red Stop Lamp Support & Status | |
| 4119 | DTCx Flash Amber Warning Lamp Support & Status | |
| 4120 | DTCx Flash Protect Lamp Support & Status | |
| 4121 | DTCx Total ActiveTime | This timer provides the total number of hours the DTCx has been confirmed and active. This is the cumulative time so it the DTCx goes inactive and the confirmed and active again then it must continue to count from its previous value. The timer value is allowed to be erased after 400 days or 9600 hour of operation with the associated DTC being previously active during that period. Each timer is preceded in the data by a DTC (SPN + FMI) with which it is associated. |
| 4122 | DTCx Total Previously Active Time | This timer provides the number of hours the NOx malfunction has been confirmed and previously active. This is the cumulative time during the 400 days or 9600 hours of operation. Each timer is preceded in the data by the DTC (SPN + FMI) with which it is associated. |
| 4123 | DTCx Time Until Derate | This timer provides the number of hours the NOx malfunction has until the OBD required derate will occur. Each timer is preceded in the data by a DTC (SPN + FMI) with which it is associated. If the specific DTC is not required by the applicable OBD regulation to have a torque derate then this parameter shall be sent as “not available”. If the DTC is currently previously active then the count shall be sent as 62.5 hours. When the counter reaches zero it shall remain at zero while the malfunction is active. |
| 4124 | EI-AECD Number | The manufacturer specific number for the specific EI-AECD. |
| 4125 | EI-AECD Engine Hours Timer 1 | The total engine running hours for the first timer for the EI-AECD. For EI-AECDs requiring only a single timer, Timer 1 shall be used to report the total engine hours for the EI-AECD. For EI-AECDs requiring two timer, Timer 1 shall report the total engine hours when the EI-AECD is commanding reduced emission control effectiveness up to but not including 75 percent of the maximum reduced emission control effectiveness. |
| 4126 | AECD Engine Hours Timer 2 | The total engine running hours for the second timer for the EI-AECD. For EI-AECDs requiring only a single timer, Timer 2 shall be reported as "Not Available" For EI-AECDs requiring two timer, Timer 2 shall report the total engine hours when the EI-AECD is commanding reduced emission control effectiveness of 75 percent or more of the maximum reduced emission control effectiveness. |
| 4127 | NOx NTE Control Area Status | Status of engine operation within the bounded region of the engine’s torque and speed map where emissions must not exceed a specific emission cap for NOx under the NTE requirement. |
| 4128 | Manufacturer-specific NOx NTE Limited Testing Region Status | Status of engine operation within the manufacturer specific NOx NTE limited testing region. The manufacturer specific NOx NTE limited testing region is defined as bounded regions within the NTE control area for NOx where the manufacturer has limited NTE testing. If the application does not have a manufacturer specific NOx NTE limited testing region, then the application shall report "Not Available". If supported and the engine is operating outside of the NOx NTE Control Area (SPN YY1), then this status shall be reported as "Outside Area". |
| 4129 | NOx NTE Deficiency Area Status | Status of engine operation within the NOx NTE Deficiency Area. The NOx NTE Deficiency Area is defined as bounded regions or conditions within the NTE control area for NOx where the manufacturer has received a deficiency. If the application does not have, then the application shall report "Not Available". If supported and the engine is operating outside of the NOx NTE Control Area (SPN YY1), then this status shall be reported as "Outside Area ". |
| 4130 | PM NTE Control Area Status | Status of engine operation within the bounded region of the engine’s torque and speed map where emissions must not exceed a specific emission cap for PM under the NTE requirement. |
| 4131 | Manufacturer-specific PM NTE Limited Testing Region Status | Status of engine operation within the manufacturer specific PM NTE limited testing region. The manufacturer specific PM NTE limited testing region is defined as bounded regions within the NTE control area for PM where the manufacturer has limited NTE testing. If the application does not have a manufacturer specific PM NTE limited testing region, then the application shall report "Not Available". If supported and the engine is operating outside of the PM NTE Control Area (SPN YY4), then this status shall be reported as "Outside Area". |
| 4132 | PM NTE Deficiency Area Status | Status of engine operation within the PM NTE Deficiency Area. The PM NTE Deficiency Area is defined as bounded regions or conditions within the NTE control area for PM where the manufacturer has received a deficiency. If the application does not have, then the application shall report "Not Available". If supported and the engine is operating outside of the PM NTE Control Area (SPN YY1), then this status shall be reported as "Outside Area ". |
| 4133 | Vehicle Non-Roadworthy Component Count | Vehicle Non-Roadworthy Component Count provides the sum of the (sub-) system or component non-roadworthiness counts. (See 5.7.37.1 of J1939-73) If the sum of all the counts is greater than 250, the value 250 shall be reported. |
| 4134 | Vehicle Continuous Malfunction Indicator | Vehicle Continuous Malfunction Indicator indicates that one or more (sub-) systems or components requires that the Malfunction Indicator (MI) to be steady burning. |
| 4135 | Vehicle Malfunction Indicator Display Strategy | Vehicle Malfunction Indicator Display Strategy indicates if any system is configured to employ a discriminatory MI display. The value 0b00 indicates that all systems employ a non-discriminatory MI display. |
| 4136 | Vehicle Malfunction Indicator Activation Mode | The Vehicle Malfunction Indicator Status provides the most severe form of MI display required by the failure status of any sub-system or component. For the enumeration shown, the MI Activation Mode is ordered from least severe to most severe. MI Activation Mode 1 indicates no malfunctions. |
| 4137 | Vehicle Incomplete Monitor Count | System Incomplete Monitor Count provides the number of incomplete diagnostic monitors for a given sub-system or component. A count of zero means that all monitors are complete and the vehicle is “ready” for inspection. If the sum exceeds 64 512 counts, then the value 64 512 shall be reported. |
| 4138 | Vehicle Current Malfunction Indicator Accumulated Time | Vehicle current malfunction indicator accumulated time reports the accumulated count (in minutes) that the malfunction indicator lamp (MIL) is activated (on) for the current malfunction indicator (MI) activation (or the last MI activation). For US, Euro IV and Euro V implementations, conditions include: - Accumulate counts in minutes if MIL is activated (ON) -- do not increment value while MIL is not activated (OFF). - Reset to 0x0000 when MIL state changes from deactivated to activated by a (sub-) system or component. - Reset to 0x0000 if diagnostic information is cleared either by DM11 or 40 warm-up cycles without MIL activated. - Do not wrap to 0x0000 if value is 64,255. This number should be the largest value of SPN 3295 (Minutes Accumulated While MIL Activated), available from all applicable (sub-) systems or components, when no components demand the MI to light. SPN 3295 is contained in DM21. For Euro VI and World Wide Harmonized implementations, unique requirements exist. See applicable regulations for specific requirements. |
| 4139 | System Non-Roadworthy Component Count | System Non-Roadworthy Component Count provides the number of components (or sub-sub-systems) that a (sub-) system has determined are not roadworthy. Sub-systems or components that provide System Continuous Malfunction Indicator Status shall provide a minimum count of one, when they report their System Continuous Malfunction Indicator (See 5.7.37.2) as 0b01, System MI is continuous. If the calculated count for a sub-system is greater than 250, the value 250 shall be reported. |
| 4140 | System Continuous Malfunction Indicator | System Continuous Malfunction Indicator indicates that the system requires its (or the emissions malfunction indicator) to be steady burning. |
| 4141 | System Malfunction Indicator Display Strategy | System Malfunction Indicator Display Strategy indicates whether the system uses a non-discriminatory MI display or a discriminatory MI display as permitted by local regulations. |
| 4142 | System Malfunction Indicator Activation Mode | The System Malfunction Indicator Status provides the form of MI display required by the failure status of the sub-system or component. For the enumeration shown, the MI Activation Mode is ordered from least severe to most severe. MI Activation Mode 1 indicates no malfunctions. |
| 4143 | System Incomplete Monitor Count | System Incomplete Monitor Count provides the number of incomplete diagnostic monitors for a given sub-system or component. A count of zero means that all monitors are complete and the vehicle is “ready” for inspection. |
| 4144 | Global Technical Regulation Description | Global Technical Regulation Description provides a textual description of the Global Technical Regulations to which the sub-system or component complies. Individual components may comply with different regulations. See J1939-03 regarding reporting descriptions for multiple components. |
| 4145 | System Cumulative Continuous MI Time | System Cumulative Continuous MI Time provides the total amount of time that the MI has been demanded to be illuminated during the life of the (sub-) system or component. |
| 4146 | System Greatest B1 Counter | System Greatest B1 Counter provides the total amount of time that one or more B1 DTCs have been active. |
| 4147 | Failure Specific B1 Counter | The Failure Specific B1 Counter provides an individual B1 counter, supported by the system. The counter provides the number of hours the B1 failure has been confirmed and active. Each counter is preceded in the data by a class B1 failure DTC (SPN + FMI) with which it is associated. |
| 4148 | SPN Identifying Component / System | |
| 4149 | FMI Identifying Component / System Specific Test | This parameter identifies the failure mode identifier which represents the test(s) that shall be run on the component / system that will be tested. |
| 4151 | Engine Exhaust Temperature Average | The calculated average temperature based upon all of the engine exhaust port temperatures. This is the average temperature based upon the exhaust port temperature measurements at each of the engine cylinders. Notes: Use SPN 173 - Engine Exhaust Temperature to report the actual measured temperature of the exhaust for the entire engine, after the turbocharger. See SPN 2433 - Engine Exhaust Manifold Bank 2 Temperature 1, and SPN 2434 - Engine Exhaust Manifold Bank 1 Temperature 1 to report the actual measured temperature of the manifold for engines requiring more than one exhaust temperature measurement. [Ed note - FIGURE SPN4151_A, Figure Title needs to have "Gas" removed.] [Ed note - SPN 4151 in the Appendix, Section Title needs to have "Gas" removed.] |
| 4152 | Engine Exhaust Bank 2 Temperature Average | The calculated average temperature based upon all of the Bank 2 (right bank) engine exhaust port temperatures. This is the average temperature based upon the exhaust port temperature measurements of each of the engine cylinders on the right bank before the turbocharger. Use SPN 2433 Engine Exhaust Manifold Bank 2 Temperature 1 to report the actual measured temperature of the manifold on the right side as seen from the flywheel end of the engine. |
| 4153 | Engine Exhaust Bank 1 Temperature Average | The calculated average temperature based upon all of the Bank 1 (left bank) engine exhaust port temperatures. This is the average temperature based upon the exhaust port temperature measurements of each of the engine cylinders on the left bank prior to the turbocharger. Use SPN 2434 Engine Exhaust Manifold Bank 1 Temperature 1 to report the actual measured temperature of the manifold on the left side as seen from the flywheel end of the engine. |
| 4154 | Actual Engine - Percent Torque High Resolution | This parameter displays an additional torque in percent of the reference engine torque. When the MSB is set to 1, this parameter is not available. When the MSB is set to 0, bits 1 to 3 indicate the desired torque with resolution of 0.125%/bit . Range is from 0 to 0.875% of reference torque. The parameter is used in combination with SPN 513 Actual Engine Torque. The resulting actual engine torque will be calculated by adding these two parameters. Additional torque representations 0000 = +0.000% 0001 = +0.125% . . . 0111 = +0.875% 1000 - 1111 = not available For example, if SPN 513 = 150 (or 25%) and this parameter is 0100, the torque would be 25.5%. If SPN 513 = 175 (or 50%) and this parameter is 0001, the torque would be 50.125% If SPN 513 = 175 (or 50%) and this parameter is 1111, the torque would remain 50% (no high resolution available) |
| 4155 | Auxiliary I/O Channel #6 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4156 | Auxiliary I/O Channel #5 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4157 | Auxiliary I/O Channel #4 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4158 | Auxiliary I/O Channel #3 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4159 | Auxiliary I/O Channel #10 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4160 | Auxiliary I/O Channel #9 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4161 | Auxiliary I/O Channel #8 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4162 | Auxiliary I/O Channel #7 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4163 | Auxiliary I/O Channel #14 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4164 | Auxiliary I/O Channel #13 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4165 | Auxiliary I/O Channel #12 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4166 | Auxiliary I/O Channel #11 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4167 | Auxiliary I/O Channel #18 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4168 | Auxiliary I/O Channel #17 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4169 | Auxiliary I/O Channel #16 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4170 | Auxiliary I/O Channel #15 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4171 | Auxiliary I/O Channel #22 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4172 | Auxiliary I/O Channel #21 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4173 | Auxiliary I/O Channel #20 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4174 | Auxiliary I/O Channel #19 | Identifies the current value of auxiliary input/output channels that are configured uniquely per application. |
| 4175 | Diesel Particulate Filter Active Regeneration Forced Status | Indicates the forced execution status of diesel particulate filter regeneration. 000 Not Active 001 Active – Forced by Switch (See SPN 3696) 010 Active – Forced by Service Tool 011 Reserved for SAE Assignment 100 Reserved for SAE Assignment 101 Reserved for SAE Assignment 110 Reserved for SAE Assignment 111 not available This SPN indicates the forced execution status of diesel particulate filter regeneration. The SPN would be “Not Active” when the execution of diesel particulate filter regeneration has not been forced. Either of the states “Active – Forced by Switch” and “Active – Forced by Service Tool” will be active when execution of diesel particulate filter regeneration is forced, providing feedback as to which entity forced the execution of diesel particulate filter regeneration. |
| 4176 | Transmission Current Range Display Blank State | State signal indicating a transmission request for the display of the Transmission Current Range parameter (SPN 163) to be blanked or not blanked. The 'Transmission Current 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. 00=Not Blanked 01=Blanked 10=Error 11=Not Supported Note: This is a companion of SPN 1850, that will allow the "current range" display to be blanked as needed while still retaining a valid current range broadcast in SPN 163. |
| 4177 | Transmission Oil Life Remaining | Signal which indicates the actual oil life remaining in percent. 100% means the transmission oil is brand new, and 0% means the transmission oil is at the end of its life. |
| 4178 | Transmission Service Indicator | Signal from transmission indicating that some aspect of the gearbox requires servicing, such as the oil, filter, clutch(es) or other component. 00 Transmission Service Indicator is off 01 Transmission Service Indicator is on continuously 10 Transmission Service Indicator is flashing 11 Not available |
| 4180 | Data Dictionary Manufacturer Code | The J1939 Manufacturer Code (see J1939 Table B10) associated with the manufacturer who defined the proprietary communications method. 0x7FF reserved for "Not Available" |
| 4181 | Data Dictionary Method | A manufacturer defined code to define the proprietary communications method. The structure and interpretation of the code is manufacturer specific. This allows manufacturers to establish their own methods for reporting proprietary support for PropA, PropA2, and PropB messages. |
| 4182 | Generator Output Frequency Adjustment Circuit | The Generator Output Frequency Adjustment Circuit is a potentiometric circuit used to regulate the generator frequency. The potentiometer is located on the generator control panel. The diagnostic SPN will be used for out of range faults. |
| 4183 | Generator Droop Adjustment Circuit | The Generator Droop Adjustment Circuit is a potentiometric circuit used to regulate the generator droop. The potentiometer is located on the generator control panel. The diagnostic SPN will be used for out of range faults. |
| 4184 | Generator Gain Adjustment Circuit | The Generator Gain Adjustment Circuit is a potentiometric circuit used to regulate the generator gain. The potentiometer is located on the generator control panel. The diagnostic SPN will be used for out of range faults. |
| 4185 | Overspeed Shutdown Relay Driver | The Overspeed Shutdown relay driver drives the overspeed shutdown lamp to indicate the engine has reached overspeed. This SPN is to indicate faults with the overspeed shutdown relay driver circuit. |
| 4186 | Low Oil Pressure Shutdown Relay Driver | The Low Oil Pressure Shutdown relay driver indicates the engine has reached a low oil pressure condition. This SPN is to indicate faults with the Low Oil Pressure Shutdown relay driver circuit. |
| 4187 | High Engine Temperature Shutdown Relay Driver | The High Engine Temperature Shutdown relay driver indicates the engine has reached a high temperature condition. This SPN is to indicate faults with the High Engine Temperature shutdown relay driver circuit. |
| 4188 | Pre-Low Oil Pressure Indicator Relay Driver | The Pre-Low Oil Pressure indicator relay driver indicates that the engine has reached a moderately severe low oil pressure condition. This SPN is to indicate faults with the Pre-Low Oil Pressure indicator relay driver circuit. |
| 4189 | Pre-High Oil Pressure Indicator Relay Driver | The Pre-High Oil Pressure indicator relay driver indicates that the engine has reached a moderately severe high oil pressure condition. This SPN is to indicate faults with the Pre-High Oil Pressure indicator relay driver circuit. |
| 4191 | Engine Requested Torque - High Resolution | This parameter displays an additional torque in percent of the reference engine torque. When the MSB is set to 1, this parameter is not available. When the MSB is set to 0, bits 1 to 3 indicate the desired torque with resolution of 0.125%/bit . Range is from 0 to 0.875% of reference torque. The parameter is used in combination with SPN 518 Engine Requested Torque/Torque Limit. The resulting torque/torque limit will be calculated by adding these two parameters. Validity of Engine Requested Torque High Res has no effect on SPN 518. Additional torque representations 0000 = +0.000% 0001 = +0.125% . . . 0111 = +0.875% 1000 - 1111 = not available For example, if SPN 518 = 150 (or 25%) and this parameter is 0100, the torque would be 25.5%. If SPN 518 = 175 (or 50%) and this parameter is 0001, the torque would be 50.125% If SPN 518 = 175 (or 50%) and this parameter is 1111, the torque would remain 50% (no high resolution available) |
| 4192 | Engine Fuel Filter Water Level sensor | Device which senses the water level in a fuel filter that has a water separator |
| 4193 | Engine Coolant Pump Outlet Temperature | The actual value of engine coolant temperature at the coolant pump outlet. See also SPNs 110, 4076 and 6209 for additional coolant temperature parameters. |
| 4194 | Engine Coolant Thermostat Opening | The current position of the Thermostat used to regulate the temperature of the engine coolant. 0% represents the thermostat allows flow to completely bypass the radiator and 100% represents the flow is fully through the radiator. |
| 4195 | Engine Coolant Thermostat Mode | Specifies if the engine coolant thermostat valve will operate in temperature control mode or position control mode. 00 = temperature control mode 01 = position control mode (used for service only) 10 = reserved 11 = don't care/reserved |
| 4196 | Desired Engine Coolant Pump Outlet Temperature | Desired engine coolant temperature of the engine to an electronic thermostat. If the electronic thermostat valve is operating in position control mode (see SPN 4195) then transmit 0xFF. |
| 4197 | Desired Engine Coolant Thermostat Opening | Indicates the desired position of the engine coolant control valve. 0% represents the thermostat allows flow to completely bypass the radiator and 100% represents the flow is fully through the radiator. If the electronic thermostat is operating in temperature control mode (SPN 4195) then transmit 0xFF. |
| 4198 | Aftercooler Coolant Thermostat Mode | Specifies if the aftercooler coolant thermostat valve will operate in temperature control mode or position control mode. 00 = temperature control mode 01 = position control mode (used for service only) 10 = reserved 11 = don't care/reserved |
| 4199 | Desired Aftercooler Coolant Intake Temperature | Indicates the desired temperature of the fluid in the low temperature aftercooler circuit to an electronic thermostat. If the aftercooler coolant thermostat valve is operating in position control mode (see SPN 4198) then this value should be 0xFF. |
| 4200 | Desired Aftercooler Coolant Thermostat Opening | Used to transmit the desired position of the low temperature aftercooler temperature control valve. 0% represents the thermostat allows flow to completely bypass the aftercooler and 100% represents the flow is fully through the aftercooler. If the aftercooler coolant thermostat is operating in temperature control mode (see SPN 4198) then this value should be 0xFF. |
| 4201 | Engine Speed 1 | The engine speed as measured by speed sensor 1. Note: This is for the engine speed from the 1st engine speed sensor. This may be different than SPN 190 when used in multiple engine speed sensor configurations. In an application with only one speed sensor, SPN 190 will represent both the speed and the sensor for diagnostic purposes and SPN 4201 will not be used. However, in an application with multiple engine speed sensors, SPN 190 data can be derived from any of the speed sensors. |
| 4202 | Engine Speed 3 | The engine speed as measured by speed sensor 3. Note: This is for the engine speed from the 3rd 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. |
| 4203 | Engine Speed Sensor 1 Timing Pattern Status | This is the timing pattern status of the engine speed sensor signal for sensor 1. The sensor may be sending a speed signal but the pattern may not be valid. Since the speed is considered valid, the error indicator will not be used in the engine speed parameter (SPN 4201). The sensor does give a speed but the pattern is not matched. In this condition, the position of the crank has not been determined so injection is not enabled. The engine speed signal provides both engine speed and crankshaft location information to the engine control. A "Not OK" status may be caused by extra or missing teeth, gear runout, etc. 00 = Not OK 01 = OK 10 = Error 11 = Not available Note: This is intended to be used on a service tool for troubleshooting a no start condition. |
| 4204 | Engine Speed Sensor 2 Timing Pattern Status | This is the timing pattern status of the engine speed sensor signal for sensor 2. The sensor may be sending a speed signal but the pattern may not be valid. Since the speed is considered valid, the error indicator will not be used in the engine speed parameter (SPN 723). 00 = Not OK 01 = OK 10 = Error 11 = Not available Note: This is intended to be used on a service tool for troubleshooting a no start condition. The sensor does give a speed but the pattern is not matched. In this condition, the position of the crank has not been determined so injection is not enabled. The engine speed signal provides both engine speed and crankshaft location information to the engine control. A "Not OK" status may be caused by extra or missing teeth, gear runout, etc. |
| 4205 | Engine Speed Sensor 3 Timing Pattern Status | This is the timing pattern status of the engine speed sensor signal for sensor 3. The sensor may be sending a speed signal but the pattern may not be valid. Since the speed is considered valid, the error indicator will not be used in the engine speed parameter (SPN 4202). 00 = Not OK 01 = OK 10 = Error 11 = Not available Note: This is intended to be used on a service tool for troubleshooting a no start condition. The sensor does give a speed but the pattern is not matched. In this condition, the position of the crank has not been determined so injection is not enabled. The engine speed signal provides both engine speed and crankshaft location information to the engine control. A "Not OK" status may be caused by extra or missing teeth, gear runout, etc. |
| 4206 | Message Counter | The message counter is used to detect situations where the transmitting ECU malfunction repeats the same frame all the time. The receiver of the information may use the counter parameter to detect this situation. The transmitting device will increase the message counter in every cycle. The message counter will count from 0 to 7 and then wrap. The values 0x8 thru 0xE are SAE reserved and should be ignored by the receiver. Value 0xF (all bits set to 1) will indicate that the message counter is not available. For compatibility purposes, TSC1 should also be honored if the message counter is not available from the transmitting device. |
| 4207 | Message Checksum | The message checksum is used to verify the signal path from the transmitting device to the receiving device. The message checksum is calculated using the first 7 data bytes, the message counter and the bytes of the message identifier. It is calculated as follows: Checksum = (Byte1 + Byte2 + Byte3 + Byte4 + Byte5 + Byte6 + Byte7 + (message counter & 0x0F) + message ID low byte + message ID mid low byte + message ID mid high byte + message ID high byte) Message Checksum = (((Checksum >> 6) & 0x03) + (Checksum >>3) + Checksum) & 0x07 Value 0xF (all bits set to 1) will indicate that the checksum is not available. For compatibility purposes, TSC1 should also be honored if the checksum is not available from the transmitting device. |
| 4209 | Engine Crank Without Prelube | Used to annunciate when the engine prelube has been disabled during a cranking event. This feature has user disable capabilities as well as a delay crank timer that can cause the engine to be cranked without the prelube being activated. |
| 4210 | Engine Prelube Drive | Prelube is provided with the use of the electronic prelube actuator that the ECU controls from an output driver. |
| 4211 | Hydraulic Fan Motor Pressure | The hydraulic pressure used to drive the fan system, sensed before the hydraulic fan motor. |
| 4212 | Fan Drive Bypass Command Status | Status of the Fan Drive Bypass Command 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. |
| 4213 | Engine Crank Without Fuel Injection | Indication of engine cranking without fuel injection. |
| 4214 | Engine Fan Reverse Actuator | Actuator for driving the engine fan in the reverse direction. |
| 4215 | Ground-Level Shutdown Activated | Status of equipment shutdown as a result of activation of a ground-level shutdown control, such as a switch. |
| 4216 | Transmission Reverse Solenoid Valve | Engages transmission reverse output shaft direction |
| 4217 | Transmission Shift Modulation Solenoid Valve | Provides proportional control of transmission synchronizer engagement. Note: The modulation solenoid/valve unit provides a means for modulating hydraulic pressure applied in moving shift rails. This allows fine control of synchronization to be achieved. |
| 4218 | Transmission Shift Rail 1 Position | The current position of transmission shift rail identified as rail #1. |
| 4219 | Transmission Shift Rail 2 Position | The current position of transmission shift rail identified as rail #2. |
| 4220 | Transmission Shift Rail 3 Position | The current position of transmission shift rail identified as rail #3. |
| 4221 | Transmission Directional Shift at High Speed | Indicates that transmission has executed a direction shift whereby the transmission output shaft speed was above a pre-determined level at the initiation of the shift. Note: This SPN will facilitate unique identification of the occurance of this condition in troubleshooting scenarios. The presence of this SPN in a list of previously active DTCs could be used to deduce that a transmission has been operated in an abusive manner while in service. |
| 4222 | Generator Speed/Load Governing Bias Circuit | The Generator Speed/Load Governing Bias Circuit is a circuit used to regulate the generator frequency. The circuit has a user controllable potentiometer on the control panel. The diagnostic SPN will be used for out of range faults. |
| 4223 | Pre-High Engine Temperature Warning Relay Driver | The Pre-High Engine Temperature Warning Relay Driver drives the pre-high engine temperature warning lamp to indicate the engine has reached warning level engine temperature. This SPN is to indicate faults with the relay driver circuit. |
| 4225 | NOx limits exceeded due to error in the NOx control system | Indicates that On-Board Diagnostics has determined that the limits for NOx in the exhaust stream have been exceeded due to an error in the NOx control system. |
| 4226 | Engine Turbocharger Compressor Intake Differential Pressure | The pressure differential of air across a venturi measured at the turbocharger compressor intake |
| 4227 | Engine Crankcase Breather Oil Separator | Device which separates the engine oil vapor from crankcase breather gases. Note: This is not a centrifugal device. |
| 4228 | Engine Variable Geometry Turbocharger Actuator 1 Temperature | The temperature of the controller or actuator mechanism for a variable geometry turbocharger |
| 4229 | Retarder Electromagnetic Coil 1 | Coil 1 for electromagnetic retarder |
| 4230 | Retarder Electromagnetic Coil 2 | Coil 2 for electromagnetic retarder |
| 4231 | Retarder Electromagnetic Coil 3 | Coil 3 for electromagnetic retarder |
| 4232 | Retarder Electromagnetic Coil 4 | Coil 4 for electromagnetic retarder |
| 4233 | Retarder Road Speed Limit Switch | Retarder road speed limit switch states: 00 Road speed limiting by retarder is disabled 01 Road speed limiting by retarder is enabled. The road speed that the retarder will limit will be determined when the switch transitions from 00 to 01 10 Error Indicator 11 Not Available |
| 4234 | Retarder Road Speed Exceeded Status | Retarder Road Speed Exceeded Status: 00 Road speed is below threshold 01 Road speed is above threshold and retarder is allowed to be activated 10 Reserved 11 Don't care/Take no action |
| 4236 | Short-term Fuel Trim - Bank 1 | This parameter is the short-term percent change in fueling based on the O2 sensor feedback for cylinder bank 1, based on the operating point in the nominal fuel map. Note: This is similar to SPN 1695, but with higher resolution. |
| 4237 | Long-term Fuel Trim - Bank 1 | This parameter is the long-term percent change in fueling based on the O2 sensor feedback for cylinder bank 1, based on the operating point in the nominal fuel map. |
| 4238 | Short-term Fuel Trim - Bank 2 | This parameter is the short-term percent change in fueling based on the O2 sensor feedback for cylinder bank 2, based on the operating point in the nominal fuel map. |
| 4239 | Long-term Fuel Trim - Bank 2 | This parameter is the long-term percent change in fueling based on the O2 sensor feedback for cylinder bank 2, based on the operating point in the nominal fuel map. |
| 4240 | Engine Exhaust Bank 1 O2 Sensor Closed Loop Operation | This parameter indicates the status of the bank 1 O2 sensor feedback closed loop operation 0000 = Open loop - has not yet satisfied conditions to go closed loop 0001 = Closed loop - using oxygen sensor(s) as feedback for fuel control 0010 = Open loop due to driving conditions (e.g., power enrichment, deceleration enleanment) 0011 = Open loop - due to detected system fault 0100 = Closed loop, but fault with at least one oxygen sensor - may be using single oxygen sensor for fuel control 0101-1110 = reserved 1111 = not supported See also SPN 1696 as an prior implementation. |
| 4241 | Engine Exhaust Bank 2 O2 Sensor Closed Loop Operation | This parameter indicates the status of the bank 2 O2 sensor feedback closed loop operation 0000 = Open loop - has not yet satisfied conditions to go closed loop 0001 = Closed loop - using oxygen sensor(s) as feedback for fuel control 0010 = Open loop due to driving conditions (e.g., power enrichment, deceleration enleanment) 0011 = Open loop - due to detected system fault 0100 = Closed loop, but fault with at least one oxygen sensor - may be using single oxygen sensor for fuel control 0101-1110 = reserved 1111 = not supported |
| 4242 | Transmission Reverse Gear Shift Inhibit Request | transmission responses occur regardless of shift selector (Forward, Neutral or Reverse) position at the time the request is received. This request would typically come from a component wishing to override the vehicle operator’s ability to shift or keep the transmission in Reverse. For example, the control system of a rear-loading refuse packer may wish to prevent shifts to reverse when it detects the presence of someone behind the vehicle. Reverse gear shift inhibits include all ‘Neutral-to-Reverse’ shifts and ‘Forward-to-Reverse’ shifts; the ability of the transmission to complete ‘Neutral-to-Forward’ or ‘Forward-to-Forward’ gear shifts is not impacted. If the transmission is in Reverse or attempting to shift to Reverse and receives an active Reverse gear shift inhibit request (0b01), the transmission will shift to Neutral. When the request subsequently goes inactive (0b00), the transmission will remain in Neutral until it receives a selector input from the vehicle operator requesting it to shift into a Non-Neutral gear. The transmission should not automatically return to the previous gear when this signal goes inactive. Transmission response to this request can be monitored via SPN 4261 – Transmission Reverse Gear Shift Inhibit Status, SPN 523 Transmission Current Gear, and SPN 524 Transmission Selected Gear. 00 = Allow shifts into Reverse gear 01 = Inhibit shifts into Reverse gear, and shift transmission to Neutral if already in Reverse or attempting to shift to Reverse 10 = Reserved 11 = Take no action |
| 4243 | Engine Oil to Coolant Differential Temperature | This is a diagnostic SPN related to the temperature difference between the engine oil and engine coolant. Intended for use with FMI 0, 1, 15, 16, 17, or 18 to indicate a high or low temperature difference. This could be used, for example, to indicate that there is a problem with the engine oil cooler, because the coolant is too cold and/or the engine oil is too hot. |
| 4244 | Engine Run Relay | This is a diagnostic SPN related to the Engine Run Relay. The Engine Run Relay is a relay used to indicate to external controls (such as switchgear) that the engine is either running or is progressing through the initialization sequence. This is intended for use with diagnostic FMIs to indicate a problem with the relay, such as an open-circuit condition. |
| 4245 | Fuel energy content | Energy content (lower heating value) of the gaseous fuel. Note: For gaseous fuels, the fuel's energy content (lower heating value) is commonly defined in terms of energy / volume. The gas volume is defined for regular pressure and temperature conditions and is stated in terms of normal cubic meters. For the purpose of measuring energy content in gaseous fuels, the normal conditions are defined to be 101.31 kPa and 0 degC as defined in ISO 10780:1994 – Stationary source emissions, Measurement of velocity and volume flowrate of gas streams in ducts |
| 4246 | Transmission Mode 5 | Indicates whether transmission mode 5 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 4250. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 4247 | Transmission Mode 6 | Indicates whether transmission mode 6 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 4251. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 4248 | Transmission Mode 7 | Indicates whether transmission mode 7 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 4252. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 4249 | Transmission Mode 8 | Indicates whether transmission mode 8 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 4253. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 4250 | Transmission Mode 5 Indicator | This state signal is the transmission’s indication that it is operating under transmission mode 5 00 Transmission Mode 5 not active 01 Transmission Mode 5 active 10 Error 11 Not available |
| 4251 | Transmission Mode 6 Indicator | This state signal is the transmission’s indication that it is operating under transmission mode 6 00 Transmission Mode 6 not active 01 Transmission Mode 6 active 10 Error 11 Not available |
| 4252 | Transmission Mode 7 Indicator | This state signal is the transmission’s indication that it is operating under transmission mode 7 00 Transmission Mode 7 not active 01 Transmission Mode 7 active 10 Error 11 Not available |
| 4253 | Transmission Mode 8 Indicator | This state signal is the transmission’s indication that it is operating under transmission mode 8 00 Transmission Mode 8 not active 01 Transmission Mode 8 active 10 Error 11 Not available |
| 4254 | Transmission Mode Label | Conveys ASCII ‘labels’ for each of the manufacturer-specified TC1 Transmission Mode ’x’ / ETC7 Transmission Mode Indicator ‘x’ pairs. Intended for use with on-board or service tool displays. NOTE – Non-printable or non-graphic ASCII characters are not allowed, and the ASCII character “*” is reserved as a delimiter |
| 4255 | Transmission Requested Launch Gear | Initial gear for the transmission to start out in when the vehicle is launched from a standing stop, as specified by the vehicle operator or vehicle system. Automatic transmissions typically default to starting out in 1st gear. However, in applications such as those with very low gearing, it is desirable to launch the vehicle in a range higher than 1st. For example, when the vehicle has little or no payload, the operator may wish to launch from 2nd or 3rd gear to avoid stacked, unnecessary shifts in the lower ranges. The intent of SPN 4255 is to request the initial starting range to be used when the vehicle gets underway from a stop; it does not request direction changes (forward / reverse). SPN 525 sets the direction requested by the operator. For example, if SPN 525 is requesting a Reverse range, any SPN 4255 value indicating a desired forward launch gear would be ignored by the transmission controller. The SPN 4255 value is only utilized by the transmission controller when its direction matches that of the current SPN 525 value. 0000 = No specific launch gear requested; use default launch gear 0001 = Launch the vehicle in 1st gear 0010 = Launch the vehicle in 2nd gear 0011 = Launch the vehicle in 3rd gear 0100 = Launch the vehicle in 4th gear 0101 = Launch the vehicle in 5th gear 0110 = Launch the vehicle in 6th gear 0111 = Launch the vehicle in 7th gear 1000 = Launch the vehicle in 8th gear 1001 = Launch the vehicle in Reverse 1 1010 = Launch the vehicle in Reverse 2 1011 = Launch the vehicle in Reverse 3 1100 = Launch the vehicle in Reverse 4 1101 = Allow transmission to select the optimum launch gear 1110 = Error 1111 = Not Available |
| 4256 | Cranking Voltage | Used for diagnostics related to cranking voltage ("load test" on the battery). This is different from the low battery voltage during steady-state operation. This is a sort of "load test" on the battery, and a low cranking voltage indicates the battery is weak and needs to be changed soon. Intended for use with FMI 17 or 18 to indicate a low warning condition. |
| 4257 | Engine Injector Group 3 | A third collection of fuel injector circuits that are grouped together. Some failure modes in this group can not be isolated to an individual injector. |
| 4258 | Engine Injector Group 4 | A fourth collection of fuel injector circuits that are grouped together. Some failure modes in this group can not be isolated to an individual injector. |
| 4259 | Engine Injector Group 5 | A fifth collection of fuel injector circuits that are grouped together. Some failure modes in this group can not be isolated to an individual injector. |
| 4260 | Engine Injector Group 6 | A sixth collection of fuel injector circuits that are grouped together. Some failure modes in this group can not be isolated to an individual injector. |
| 4261 | Transmission Reverse Gear Shift Inhibit Status | Reflects the status of transmission reverse inhibit activity in response to requests via SPN 4242 - Transmission Reverse Gear Shift Inhibit Request. Typically broadcast by the transmission controller. 00 = Reverse gear shifts are currently allowed 01 = Reverse gear shifts are currently inhibited 10 = Error 11 = Not Available |
| 4265 | Aftertreatment 1 Ignition Transformer Secondary Output | This SPN should be used to broadcast Aftertreatment 1 Ignition Transformer Secondary Output faults. This diagnostic only SPN should be used with standard FMIs. |
| 4266 | Aftertreatment 2 Ignition Transformer Secondary Output | This SPN should be used to broadcast Aftertreatment 2 Ignition Transformer Secondary Output faults. This diagnostic only SPN should be used with standard FMIs. |
| 4267 | Engine Cylinder #01 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #1. |
| 4268 | Engine Cylinder #02 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #2. |
| 4269 | Engine Cylinder #03 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #3. |
| 4270 | Engine Cylinder #04 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #4. |
| 4271 | Engine Cylinder #05 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #5. |
| 4272 | Engine Cylinder #06 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #6. |
| 4273 | Engine Cylinder #07 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #7. |
| 4274 | Engine Cylinder #08 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #8. |
| 4275 | Engine Cylinder #09 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #9. |
| 4276 | The exhaust valve actuator for engine cylinder #10. | |
| 4277 | Engine Cylinder #11 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #11. |
| 4278 | Engine Cylinder #12 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #12. |
| 4279 | Engine Cylinder #13 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #13. |
| 4280 | Engine Cylinder #14 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #14. |
| 4281 | Engine Cylinder #15 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #15. |
| 4282 | Engine Cylinder #16 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #16. |
| 4283 | Engine Cylinder #17 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #17. |
| 4284 | Engine Cylinder #18 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #18. |
| 4285 | Engine Cylinder #19 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #19. |
| 4286 | Engine Cylinder #20 Exhaust Valve Actuator | The exhaust valve actuator for engine cylinder #20. |
| 4287 | Engine Exhaust Valve Actuation System Oil Pressure | The absolute pressure of the oil in the hydraulic system that powers the engine exhaust valve actuation system |
| 4288 | Engine Exhaust Valve Actuation System Oil Temperature | The temperature of the oil in the hydraulic system that powers the engine exhaust valve actuation system |
| 4289 | Aftertreatment 1 Three Way Catalyst Intake Temperature | Temperature of engine combustion byproducts entering the Three Way Catalyst in exhaust bank 1. |
| 4290 | Aftertreatment 1 Three Way Catalyst Outlet Temperature | Temperature of engine combustion byproducts leaving the Three Way Catalyst in exhaust bank 1. |
| 4291 | Aftertreatment 1 Three Way Catalyst Differential Pressure | Exhaust differential pressure measured between the intake and exhaust of a Three Way Catalyst in exhaust bank 1. |
| 4292 | Aftertreatment 1 Three Way Catalyst Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Three Way Catalyst intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4293 | Aftertreatment 1 Three Way Catalyst Outlet Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Three Way Catalyst outlet temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4294 | Aftertreatment 1 Three Way Catalytic Converter Differential Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Three Way Catalytic Converter differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4295 | Aftertreatment 2 Three Way Catalyst Intake Temperature | Temperature of engine combustion byproducts entering the Three Way Catalyst in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGN 64838.) |
| 4296 | Aftertreatment 2 Three Way Catalyst Outlet Temperature | Temperature of engine combustion byproducts leaving the Three Way Catalyst in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGN 64838.) |
| 4297 | Aftertreatment 2 Three Way Catalyst Differential Pressure | Exhaust differential pressure measured between the intake and exhaust of a Three Way Catalyst in exhaust bank 2. (For a single exhaust bank system, refer to parameters in PGN 64838.) |
| 4298 | Aftertreatment 2 Three Way Catalyst Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Three Way Catalyst intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGN 64838.) |
| 4299 | Aftertreatment 2 Three Way Catalyst Outlet Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Three Way Catalyst outlet temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGN 64838.) |
| 4300 | Aftertreatment 2 Three Way Catalytic Converter Differential Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Three Way Catalytic Converter differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. (For a single exhaust bank system, refer to parameters in PGN AT1TWCC.) |
| 4301 | Aftertreatment 1 Fuel Injector 1 Heater Control | Heating level that the controller is commanding the aftertreatment 1 fuel injector 1 heater control to maintain. 0% = off, 100% = maximum. |
| 4302 | Aftertreatment 2 Fuel Injector 1 Heater Control | Heating level that the controller is commanding the aftertreatment 2 fuel injector 1 heater control to maintain. 0% = off, 100% = maximum. |
| 4303 | Aftertreatment 2 Fuel Pressure 2 | Second fuel pressure measurement for the aftertreatment 2 system. |
| 4304 | ECU Manufacturer Name | The name of the manufacturer of the physical ECU. This name may be different than the manufacturer identified by the Manufacturer Code (SPN 2838) and listed in table B10 of J1939. |
| 4305 | Machine selected speed | Reports the value of one of the currently available machine speeds (wheel, ground, or navigational-based) which the machine has determined to best represent the machine's speed. |
| 4306 | Machine selected distance | Actual distance traveled by the machine based on the value of selected machine speed. When distance exceeds 4211081.215 m, the value should be reset to zero and incremented as additional distance accrues. |
| 4307 | Persistent limit status | Reports the tractor ECU's present limit status associated with a parameter whose commands are presistent (i.e. hitch position). 000 - Not limited 001 - Operator limited/controlled (Request cannot be implemented) 010 - Limited high (only lower command values result in change) 011 - Limited low (only high command values result in change) 100 - 101 - Reserved 110 - Non-recoverable fault 111 - Not available (parameter not supported) |
| 4308 | Machine selected speed source | Indicates the speed source that is currently being reported in the machine speed parameter. 000 - Wheel-based speed 001 - Ground-based speed 010 - Navigation-based speed 011 - 'Blended' speed 100 - 'Simulated' speed 101 - 110 - Reserved 111 - Not available |
| 4309 | Machine selected direction | Indicates the current direction of travel of the machine. 00 - Reverse 01 - Forward 10 - Error indication 11 - Not available |
| 4310 | Machine selected speed setpoint command | Commanded set point value of the machine speed as measured by the selected source. |
| 4311 | Machine selected speed setpoint limit | The machine's maximum allowed speed communicated to the tractor. |
| 4312 | Machine selected direction command | Commanded direction of travel of the machine. 00 - Reverse 01 - Forward 10 - Reserved 11 - Don't care, take no action |
| 4313 | ISOBUS compliance certification year | Year of the compliance test protocol to which the certification test was performed. |
| 4314 | ISOBUS compliance certificate revision | Revision of the ISOBUS compliance test performed. In years where there are multiple revisions of the test protocol, an alphabetic suffix is used in addition to the certification year. 000 - First Revision (No Suffix) 001 - Second Revision (Suffix A) 010 - Third Revision (Suffix B) 011 - Fourth Revision (Suffix C) 100 - 110 - Reserved 111 - Not available |
| 4315 | ISOBUS compliance certificate laboratory type | Approving body for the certification laboratory. 000 - Non-certified laboratory/ self certification 001 - EU certified laboratory 010 - NA certified laboratory 011 - 110 - Reserved 111 - Not available (Not certified) |
| 4316 | ISOBUS Compliance certification laboratory ID | Manufacturer code of the laboratory that performed the compliance test. In the case of a self-certified ECU, this matches the manufacturer code contained in the address claim PGN. See ISO 11783 Part 1 Annex B Table B6. |
| 4317 | ISOBUS Compliance certification type – Minimum ECU | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4318 | ISOBUS Compliance certification type – TECU Class 1 | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4319 | ISOBUS Compliance certification type – TECU Class 2 | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4320 | ISOBUS Compliance certification type – TECU Class 3 | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4321 | ISOBUS Compliance certification type – Class 3 ECU | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4322 | ISOBUS Compliance certification type – Virtual terminal | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4323 | ISOBUS Compliance certification type – VT working set master | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4324 | ISOBUS Compliance certification type – VT working set member | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4325 | ISOBUS Compliance certification type – Task Controller | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4326 | ISOBUS Compliance certification type – TC working set master | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4327 | ISOBUS Compliance certification type – TC working set member | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4328 | ISOBUS Compliance certification type – File server | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4329 | ISOBUS Compliance certification type – GPS receiver | Parameter used to indicate the type of compliance test performed. 0 Not certified 1 Certified |
| 4330 | ISOBUS Compliance certification reference number | Certificate reference number assigned by Certification laboratory. Uniquely identifies the test file from the Certification laboratory when use with the Certification laboratory ID and the ECU manufacturer ID. |
| 4331 | Aftertreatment 1 Diesel Exhaust Fluid Actual Dosing Quantity | Actual reducing agent quantity of SCR-system |
| 4332 | Aftertreatment 1 SCR System State | Actual state of SCR system 0000 Dormant (sleep mode) 0001 Preparing dosing readiness (wake up; prepare to operate; wait for start) 0010 Normal dosing operation 0011 System error pending 0100 Purging (SCR dosing system is removing residual DEF from system prior to shutdown) 0101 Protect mode against heat (pressure buildup) 0110 Protect mode against cold (defreeze) 0111 Shutoff (wait for afterrun) 1000 Diagnosis (afterrun) 1001 Service test mode, dosing allowed 1010 Service test mode, dosing not allowed 1011 Ok to Power Down (SCR dosing system has complete housekeeping and power may safely be removed. 1100-1101 Reserved for future assignment by SAE 1110 Error 1111 Not available |
| 4333 | Aftertreatment 1 Diesel Exhaust Fluid Actual Quantity of Integrator | The SCR requested diesel exhaust fluid integrator total quantity for aftertreatment system 1 (exhaust bank 1). |
| 4334 | Aftertreatment 1 Diesel Exhaust Fluid Doser Absolute Pressure | The SCR dosing diesel exhaust fluid absolute pressure (measured closest to dosing valve) for aftertreatment system 1 (exhaust bank 1). |
| 4335 | Aftertreatment 1 SCR Dosing Air Assist Absolute Pressure | The SCR dosing system air assist absolute pressure for aftertreatment system 1 (exhaust bank 1). The air assist system is used to improve the dosed reagent atomization. |
| 4336 | Aftertreatment 1 SCR Dosing Air Assist Valve | The position of the valve used to regulate the air supply of an air assist SCR dosing system for an engine. 0% represents no supply and 100% is full supply. |
| 4337 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Temperature | The diesel exhaust fluid dosing temperature (measured closest to dosing valve) for aftertreatment system 1 (exhaust bank 1). |
| 4338 | Aftertreatment 1 SCR Dosing Valve Exhaust Temperature Reduction Request | Protection request for the dosing valve of the SCR-system to prevent overheating 000: no request 001: reduction request stage 1 010: reduction request stage 2 011: reserved for future assignment by SAE 100: reserved for future assignment by SAE 101: reserved for future assignment by SAE 110: error 111: not available |
| 4339 | Aftertreatment 1 SCR Feedback Control Status | The SCR feedback control status (open/closed loop) for aftertreatment system 1 (exhaust bank 1). 000 open loop control active 001 closed loop control active 010 reserved for future assignment by SAE 011 reserved for future assignment by SAE 100 reserved for future assignment by SAE 101 reserved for future assignment by SAE 110 error 111 not available |
| 4340 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 1 State | The diesel exhaust fluid line heater 1 state for aftertreatment system 1 (exhaust bank 1). 00 heater inactive 01 heater active 10 error 11 not available |
| 4341 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 1, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4342 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 2 State | The diesel exhaust fluid line heater 2 state for aftertreatment system 1 (exhaust bank 1). 00 heater inactive 01 heater active 10 error 11 not available |
| 4343 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 2, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4344 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 3 State | The diesel exhaust fluid line heater 3 state for aftertreatment system 1 (exhaust bank 1). 00 heater inactive 01 heater active 10 error 11 not available |
| 4345 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 3 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 3, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4346 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 4 State | The diesel exhaust fluid line heater 4 state for aftertreatment system 1 (exhaust bank 1). 00 heater inactive 01 heater active 10 error 11 not available |
| 4347 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 4 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 4, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4348 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Requested Quantity | Actual requested dosing quantity of diesel exhaust fluid. |
| 4349 | Aftertreatment 1 SCR System Requested State | Requested state of SCR system for aftertreatment system 1 (exhaust bank 1). 0000 Dormant (sleep mode) 0001 Preparing dosing readiness (wake up; prepare to operate; wait for start) 0010 Normal dosing operation 0011 System error pending 0100 Reserved for future assignment by SAE 0101 Protect mode against heat (pressure buildup) 0110 Protect mode against cold (defreeze) 0111 Shutoff (wait for afterrun) 1000 Diagnosis (afterrun) 1001 Service test mode, dosing allowed 1010 Service test mode, dosing not allowed 1011-1101 Reserved for future assignment by SAE 1110 Error 1111 Not available |
| 4350 | Aftertreatment 1 Diesel Exhaust Fluid Requested Quantity of Integrator | Represents the command for the diesel exhaust fluid quantity integrator in the dosing control unit |
| 4352 | Aftertreatment 1 Diesel Exhaust Fluid Doser Fault Suppression Request | Used if external devices can warn of conditions that require suppression of potential faults in the doser due to environmental conditions. 00 Error suppression off 01 Error suppression on 10 Reserved 11 Not available |
| 4353 | Aftertreatment 1 Diesel Exhaust Fluid Doser Heating Mode Request | Used if multiple heater modes are available in the Doser. 000 Heater off 001 Heater economy mode 010 Heater automatic mode 011 Heater on 100 - 110 Reserved 111 Not available |
| 4354 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 1 | The diesel exhaust fluid line heater 1 request for aftertreatment system 1 (exhaust bank 1). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 4355 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 2 | The diesel exhaust fluid line heater 2 request for aftertreatment system 1 (exhaust bank 1). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 4356 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 3 | The diesel exhaust fluid line heater 3 request for aftertreatment system 1 (exhaust bank 1). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 4357 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 4 | The diesel exhaust fluid line heater 4 request for aftertreatment system 1 (exhaust bank 1). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 4358 | Aftertreatment 1 SCR Differential Pressure | Differential pressure measured between the intake and outlet of an SCR component in exhaust bank 1. [ed note - figure/table needs to be updated] |
| 4359 | Aftertreatment 1 SCR Differential Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the SCR differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4360 | Aftertreatment 1 SCR Intake Temperature | Temperature of engine combustion byproducts entering the SCR in exhaust bank 1. |
| 4361 | Aftertreatment 1 SCR Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the SCR intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4362 | Aftertreatment 1 SCR Outlet Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the SCR outlet temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4363 | Aftertreatment 1 SCR Outlet Temperature | Temperature of engine combustion byproducts leaving the SCR outlet in exhaust bank 1. |
| 4364 | Aftertreatment 1 SCR Conversion Efficiency | The SCR conversion efficiency percentage. Calculated as 100 times the catalyst intake NOx minus the catalyst outlet NOx divided by the catalyst intake NOx. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 4365 | Aftertreatment 1 Diesel Exhaust Fluid Tank 1 Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 1 temperature, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4366 | Aftertreatment 1 Diesel Exhaust Fluid Tank 1 Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 1 heater, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4367 | Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Level | The diesel exhaust fluid tank 2 level percentage for aftertreatment system 1 (exhaust bank 1). 0% is empty and 100% is full. Tank 2 is used as a quick thaw diesel exhaust fluid tank. |
| 4368 | Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Temperature | The diesel exhaust fluid tank 2 temperature for aftertreatment system 1 (exhaust bank 1). Tank 2 is used as a quick thaw diesel exhaust fluid tank. |
| 4369 | Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Level 2 | The diesel exhaust fluid tank 2 level height in mm for aftertreatment system 1 (exhaust bank 1). Tank 2 is used as a quick thaw diesel exhaust fluid tank. |
| 4370 | Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Level Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 2 level, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4371 | Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Temperature Prelminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 2 temperature, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4372 | Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Heater | The diesel exhaust fluid tank 2 heater percentage for aftertreatment system 1 (exhaust bank 1). 0% is off. See SPN 5414 for the command for this tank heater. |
| 4373 | Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Heater Prelminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 2 heater, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4374 | Aftertreatment 1 Diesel Exhaust Fluid Pump Motor Speed | Rotational speed of the motor driving a pump for diesel exhaust fluid used in an aftertreatment system. |
| 4375 | Aftertreatment 1 Diesel Exhaust Fluid Pump Drive Percentage | The percent (command) sent to the motor to control the speed of the diesel exhaust fluid pump. |
| 4376 | Aftertreatment 1 Diesel Exhaust Fluid Return Valve | Command to the valve which determines whether the diesel exhaust fluid is delivered to the injector or is routed back to the diesel exhaust fluid tank. Zero directs all diesel exhaust fluid flow to the injector, 100% sends all diesel exhaust fluid back to the tank. |
| 4377 | Aftertreatment 1 Outlet NH3 | The amount of NH3 in the exhaust exiting the aftertreatment system measured by a NH3 sensor at the aftertreatment outlet, represented in NH3 molecule parts per million non-NH3 molecules in exhaust bank 1. |
| 4378 | Aftertreatment 1 Outlet NH3 Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment outlet NH3 sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4379 | Aftertreatment 1 Outlet NH3 Reading Stable | Indicates that the NH3 reading of the aftertreatment outlet NH3 sensor is stable as determined by the manufacturer’s control software in exhaust bank 1. 00 - Reading is not stable 01 - Reading is stable 10 - Error 11 - Not available |
| 4380 | Aftertreatment 1 Outlet NH3 Gas Sensor Power In Range | Indicates that the power supplied to the aftertreatment outlet NH3 gas sensor is within the manufacturer’s specification in exhaust bank 1. 00 - Power is not in range 01 - Power is in range 10 - Error 11 - Not available |
| 4381 | Aftertreatment 1 Outlet NH3 Gas Sensor at Temperature | Indicates that the heater element of the aftertreatment outlet NH3 gas sensor is within the manufacturer’s specified range for accurate measurements in exhaust bank 1. 00 - Heater element is not in range 01 - Heater element is in range 10 - Error 11 - Not available |
| 4382 | Aftertreatment 1 Outlet NH3 Gas Sensor Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the heater of the outlet NH3 exhaust gas sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4383 | Aftertreatment 1 Outlet NH3 Gas Sensor Heater Control | Indicates the heater status in the warm-up process. Upon receiving a power-up command, the NH3 gas sensor ramps up according to a manufacturer defined profile. The Preheat 1, Preheat 2, and Automatic messages are regions within this profile in exhaust bank 1. 00 - Automatic 01 - Preheat 2 10 - Preheat 1 11 - Heater off or not available |
| 4384 | Aftertreatment 2 Diesel Exhaust Fluid Actual Dosing Quantity | Actual reducing agent quantity of SCR system. |
| 4385 | Aftertreatment 2 SCR System State | Actual state of SCR system 0000 Dormant (sleep mode) 0001 Preparing dosing readiness (wake up; prepare to operate; wait for start) 0010 Normal dosing operation 0011 System error pending 0100 Reserved for future assignment by SAE 0101 Protect mode against heat (pressure buildup) 0110 Protect mode against cold (defreeze) 0111 Shutoff (wait for afterrun) 1000 Diagnosis (afterrun) 1001 Service test mode, dosing allowed 1010 Service test mode, dosing not allowed 1011-1101 Reserved for future assignment by SAE 1110 Error 1111 Not available |
| 4386 | Aftertreatment 2 Diesel Exhaust Fluid Actual Quantity of Integrator | The SCR requested diesel exhaust fluid integrator total quantity for aftertreatment system 2 (exhaust bank 2). |
| 4387 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Absolute Pressure | The SCR dosing diesel exhaust fluid absolute pressure (measured closest to dosing valve) for aftertreatment system 2 (exhaust bank 2). |
| 4388 | Aftertreatment 2 SCR Dosing Air Assist Absolute Pressure | The SCR dosing system air assist absolute pressure for aftertreatment system 2 (exhaust bank 2). The air assist system is used to improve the dosed reagent atomization. |
| 4389 | Aftertreatment 2 SCR Dosing Air Assist Valve | The position of the valve used to regulate the air supply of an air assist SCR dosing system for an engine. 0% represents no supply and 100% is full supply. |
| 4390 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Temperature | The diesel exhaust fluid dosing temperature (measured closest to dosing valve) for aftertreatment system 2 (exhaust bank 2). |
| 4391 | Aftertreatment 2 SCR Dosing Valve Exhaust Temp. Reduction Request | Protection request for the dosing valve of the SCR-system to prevent overheating 000: no request 001: reduction request stage 1 010: reduction request stage 2 011: reserved for future assignment by SAE 100: reserved for future assignment by SAE 101: reserved for future assignment by SAE 110: error 111: not available |
| 4392 | Aftertreatment 2 SCR Feedback Control Status | The SCR feedback control status (open/closed loop) for aftertreatment system 2 (exhaust bank 2). 000 open loop control active 001 closed loop control active 010 reserved for future assignment by SAE 011 reserved for future assignment by SAE 100 reserved for future assignment by SAE 101 reserved for future assignment by SAE 110 error 111 not available |
| 4393 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 1 State | The diesel exhaust fluid line heater 1 state for aftertreatment system 2 (exhaust bank 2). 00 heater inactive 01 heater active 10 error 11 not available |
| 4394 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 1, by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4395 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 2 State | The diesel exhaust fluid line heater 2 state for aftertreatment system 2 (exhaust bank 2). 00 heater inactive 01 heater active 10 error 11 not available |
| 4396 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 2, by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4397 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 3 State | The diesel exhaust fluid line heater 3 state for aftertreatment system 2 (exhaust bank 2). 00 heater inactive 01 heater active 10 error 11 not available |
| 4398 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 3 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 3, by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4399 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 4 State | The diesel exhaust fluid line heater 4 state for aftertreatment system 2 (exhaust bank 2). 00 heater inactive 01 heater active 10 error 11 not available |
| 4400 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 4 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 4, by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4401 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Requested Quantity | Actual requested dosing quantity of diesel exhaust fluid. |
| 4402 | Aftertreatment 2 SCR System Requested State | Requested state of SCR system for aftertreatment system 2 (exhaust bank 2). 0000 Dormant (sleep mode) 0001 Preparing dosing readiness (wake up; prepare to operate; wait for start) 0010 Normal dosing operation 0011 System error pending 0100 Reserved for future assignment by SAE 0101 Protect mode against heat (pressure buildup) 0110 Protect mode against cold (defreeze) 0111 Shutoff (wait for afterrun) 1000 Diagnosis (afterrun) 1001 Service test mode, dosing allowed 1010 Service test mode, dosing not allowed 1011-1101 Reserved for future assignment by SAE 1110 Error 1111 Not available |
| 4403 | Aftertreatment 2 Diesel Exhaust Fluid Requested Quantity of Integrator | Represents the command for the diesel exhaust fluid quantity integrator in the dosing control unit |
| 4405 | Aftertreatment 2 Diesel Exhaust Fluid Doser Fault Suppression Request | Used if external devices can warn of conditions that require suppression of potential faults in the doser due to environmental conditions. 00 Error suppression off 01 Error suppression on 10 Reserved 11 Not available |
| 4406 | Aftertreatment 2 Diesel Exhaust Fluid Doser Heating Mode Request | Used if multiple heater modes are available in the Doser. 000 Heater off 001 Heater economy mode 010 Heater automatic mode 011 Heater on 100 - 110 Reserved 111 Not available |
| 4407 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 1 | The diesel exhaust fluid line heater 1 request for aftertreatment system 2 (exhaust bank 2). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 4408 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 2 | The diesel exhaust fluid line heater 2 request for aftertreatment system 2 (exhaust bank 2). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 4409 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 3 | The diesel exhaust fluid line heater 3 request for aftertreatment system 2 (exhaust bank 2). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 4410 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 4 | The diesel exhaust fluid line heater 4 request for aftertreatment system 2 (exhaust bank 2). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 4411 | Aftertreatment 2 SCR Differential Pressure | Differential pressure measured between the intake and exhaust of an SCR component in exhaust bank 2. |
| 4412 | Aftertreatment 2 SCR Differential Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the SCR differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4413 | Aftertreatment 2 SCR Intake Temperature | Temperature of engine combustion byproducts entering the SCR in exhaust bank 2. |
| 4414 | Aftertreatment 2 SCR Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the SCR intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4415 | Aftertreatment 2 SCR Outlet Temperature | Temperature of engine combustion byproducts leaving the SCR exhaust in exhaust bank 2. |
| 4416 | Aftertreatment 2 SCR Outlet Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the SCR outlet temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4417 | Aftertreatment 2 Diesel Exhaust Fluid Average Consumption | Measured use of diesel exhaust fluid by a Selective Catalytic Reduction system for exhaust emission control, averaged over the previous 15 hours of engine operation. Used to determine whether the SCR system is using an appropriate amount of diesel exhaust fluid, by comparing with the Aftertreatment 2 Commanded Diesel Exhaust Fluid Consumption parameter (SPN 4418). |
| 4418 | Aftertreatment 2 SCR Commanded Diesel Exhaust Fluid Consumption | This parameter transmits the amount of diesel exhaust fluid that the emissions control system has requested to be used, averaged over the past 15 hours of engine operation. Used to determine whether the SCR system is using an appropriate amount of diesel exhaust fluid, by comparing with the Aftertreatment 2 Average Diesel Exhaust Fluid Consumption parameter (SPN 4417). |
| 4419 | Aftertreatment 2 SCR Conversion Efficiency | The SCR conversion efficiency percentage. Calculated as 100 times the catalyst intake NOx minus the catalyst outlet NOx divided by the catalyst intake NOx. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 4420 | Aftertreatment 2 Diesel Exhaust Fluid Temperature 2 | Temperature of the diesel exhaust fluid at the device measuring diesel exhaust fluid quality |
| 4421 | Aftertreatment 2 Diesel Exhaust Fluid Concentration | A measure of the concentration of urea in water. Zero percent means that the tank contains no urea. A 32.5% value indicates that the reagent is of the proper concentration. The 32.5% value indicates that the concentration is highest quality. Parameter Specific Indicator: A value of 0xFB indicates conditions are not acceptable for a valid measurement. |
| 4422 | Aftertreatment 2 Diesel Exhaust Fluid Conductivity | A measure of the conductivity of the diesel exhaust fluid at the sensor. The conductivity is an indication of the diesel exhaust fluid's chemical make up. |
| 4423 | Aftertreatment 2 Diesel Exhaust Fluid Temperature 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI that applies to the most significant failure of the diesel exhaust fluid temperature sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4424 | Aftertreatment 2 Diesel Exhaust Fluid Properties Preliminary FMI | Used to identify the applicable J1939-73 FMI that applies to the most significant failure of the diesel exhaust fluid properties sensor. This may be used for indicating failures of the diesel exhaust fluid concentration, diesel exhaust fluid conductivity or diesel exhaust fluid type. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4425 | Aftertreatment 2 Diesel Exhaust Fluid Type | This parameter indicates the property of the fluid compound in the tank. A value of 0011 indicates uncontaminated Diesel Exhaust Fluid. 0000 - Urea concentration too high 0001 - Urea concentration too low 0010 - Fluid is diesel 0011 - Diesel exhaust fluid is proper mixture 0101 to 1100 - Reserved for SAE assignment 1101 - Not able to determine diesel exhaust fluid property (fluid type unknown) 1110 - Error with diesel exhaust fluid property detection 1111 - Not available |
| 4426 | Aftertreatment 2 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. |
| 4427 | Aftertreatment 2 Diesel Exhaust Fluid Tank Temperature | Temperature of the diesel exhaust fluid in the storage tank. |
| 4428 | Aftertreatment 2 Diesel Exhaust Fluid Tank Level 2 | The measure of the diesel exhaust fluid level in the diesel exhaust fluid tank. Parameter Specific Indicator: A value of 0xFB indicates conditions are not acceptable for a valid measurement. |
| 4429 | Aftertreatment 2 Diesel Exhaust Fluid Tank Level Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank level sensor by the manufacturer's sensor control software. This FMI is applicable to either the diesel exhaust fluid tank level 1 or diesel exhaust fluid tank level 2 parameters. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4430 | Aftertreatment 2 Diesel Exhaust Fluid Tank 1 Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 1 temperature by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4431 | Aftertreatment 2 Diesel Exhaust Fluid Tank Heater | Percentage of heating applied to the aftertreatment 2 diesel exhaust fluid tank heater. A value of 0% means no heating applied, a value of 100% means full heating applied. The diesel exhaust fluid tank heater warms the diesel exhaust fluid in the diesel exhaust fluid tank. See SPN 5138 for the command for this tank heater. |
| 4432 | Aftertreatment 2 Diesel Exhaust Fluid Tank 1 Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 1 heater, by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4433 | Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Level | The diesel exhaust fluid tank 2 level percentage for aftertreatment system 2 (exhaust bank 2). 0% is empty and 100% is full. Tank 2 is used as a quick thaw diesel exhaust fluid tank. |
| 4434 | Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Temperature | The diesel exhaust fluid tank 2 temperature for aftertreatment system 2 (exhaust bank 2). Tank 2 is used as a quick thaw diesel exhaust fluid tank. |
| 4435 | Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Level 2 | The diesel exhaust fluid tank 2 level height in mm for aftertreatment system 2 (exhaust bank 2). Tank 2 is used as a quick thaw diesel exhaust fluid tank. |
| 4436 | Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Level Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 2 level, by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4437 | Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Temperature Prelminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 2 temperature, by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4438 | Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Heater | The diesel exhaust fluid tank 2 heater percentage for aftertreatment system 1 (exhaust bank 1). 0% is off. See SPN 5415 for the command for this tank heater. |
| 4439 | Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Heater Prelminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid tank 2 heater by the manufacturer’s control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4440 | Aftertreatment 2 Diesel Exhaust Fluid Pump Motor Speed | Rotational speed of the motor driving a pump for diesel exhaust fluid used in an aftertreatment system. |
| 4441 | Aftertreatment 2 Diesel Exhaust Fluid Pump Drive Percentage | The percent (command) sent to the motor to control the speed of the diesel exhaust fluid pump. |
| 4442 | Aftertreatment 2 Diesel Exhaust Fluid Return Valve | Command to the valve which determines whether the diesel exhaust fluid is delivered to the injector or is routed back to the diesel exhaust fluid tank. Zero directs all diesel exhaust fluid flow to the injector, 100% sends all diesel exhaust fluid back to the tank. |
| 4443 | Aftertreatment 2 Outlet NH3 | The amount of NH3 in the exhaust exiting the aftertreatment system measured by a NH3 sensor at the aftertreatment outlet, represented in NH3 molecule parts per million non-NH3 molecules in exhaust bank 2. |
| 4444 | Aftertreatment 2 Outlet NH3 Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment outlet NH3 sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4445 | Aftertreatment 2 Outlet NH3 Reading Stable | Indicates that the NH3 reading of the aftertreatment outlet NH3 sensor is stable as determined by the manufacturer’s control software in exhaust bank 2. 00 - Reading is not stable 01 - Reading is stable 10 - Error 11 - Not available |
| 4446 | Aftertreatment 2 Outlet NH3 Gas Sensor Power In Range | Indicates that the power supplied to the aftertreatment outlet NH3 gas sensor is within the manufacturer’s specification in exhaust bank 2. 00 - Heater element is not in range 01 - Heater element is in range 10 - Error 11 - Not available |
| 4447 | Aftertreatment 2 Outlet NH3 Gas Sensor at Temperature | Indicates that the heater element of the aftertreatment outlet NH3 gas sensor is within the manufacturer’s specified range for accurate measurements in exhaust bank 2. 00 - Heater element is not in range 01 - Heater element is in range 10 - Error 11 - Not available |
| 4448 | Aftertreatment 2 Outlet NH3 Gas Sensor Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the heater of the outlet NH3 exhaust gas sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4449 | Aftertreatment 2 Outlet NH3 Gas Sensor Heater Control | Indicates the heater status in the warm-up process. Upon receiving a power-up command, the NH3 gas sensor ramps up according to a manufacturer defined profile. The Preheat 1, Preheat 2, and Automatic messages are regions within this profile in exhaust bank 1. 00 - Automatic 01 - Preheat 2 10 - Preheat 1 11 - Heater off or Not available |
| 4450 | Aftertreatment 2 Diesel Exhaust Fluid Controller | The Diesel Exhaust Fluid Controller has the ability to read attributes of the SCR system, including but not limited to, diesel exhaust fluid level, diesel exhaust fluid temperature, diesel exhaust fluid quality, and diesel exhaust fluid dosing rate. |
| 4451 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Unit | The diesel exhaust fluid dosing unit is a device that mixes the diesel exhaust fluid and air, and delivers a metered quantity of this mixture to the exhaust stream. This can also refer to a device that delivers diesel exhaust fluid to an aftertreatment diesel exhaust fluid dosing valve without air assistance. |
| 4452 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Unit Input Lines | The diesel exhaust fluid dosing unit is a device that mixes the diesel exhaust fluid and air, such that it contains an input line from the air tank and an input line from the diesel exhaust fluid tank. |
| 4453 | Aftertreatment 2 Diesel Exhaust Fluid Tank Quality | Measures the quality of the diesel exhaust fluid in the diesel exhaust fluid tank |
| 4454 | Retract Status of ramp 4 | Retract status of ramp at doorway 4, counting from front to back on the vehicle. 00 ramp retracted 01 ramp extended 10 error 11 not available |
| 4455 | Enable status of ramp 4 | Enable status of ramp at doorway 4, counting from front to back on the vehicle. 00 ramp disabled 01 ramp enabled 10 error 11 not available |
| 4456 | Movement status of ramp 4 | Movement status of ramp at doorway 4, counting from front to back on the vehicle. 00 ramp not being moved 01 ramp being moved 10 error 11 not available |
| 4457 | Retract Status of ramp 5 | Retract status of ramp at doorway 5, counting from front to back on the vehicle. 00 ramp retracted 01 ramp extended 10 error 11 not available |
| 4458 | Enable status of ramp 5 | Enable status of ramp at doorway 5, counting from front to back on the vehicle. 00 ramp disabled 01 ramp enabled 10 error 11 not available |
| 4459 | Movement status of ramp 5 | Movement status of ramp at doorway 5, counting from front to back on the vehicle. 00 ramp not being moved 01 ramp being moved 10 error 11 not available |
| 4460 | Joystick 1 Lamp 1 Command | Tells joystick 1 to switch on/off/blinking lamp 1. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4461 | Joystick 1 Lamp 2 Command | Tells joystick 1 to switch on/off/blinking lamp 2. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4462 | Joystick 1 Lamp 3 Command | Tells joystick 1 to switch on/off/blinking lamp 3. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4463 | Joystick 1 Lamp 4 Command | Tells joystick 1 to switch on/off/blinking lamp 4. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4464 | Joystick 1 Lamp 5 Command | Tells joystick 1 to switch on/off/blinking lamp 5. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4465 | Joystick 1 Lamp 6 Command | Tells joystick 1 to switch on/off/blinking lamp 6. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4466 | Joystick 1 Lamp 7 Command | Tells joystick 1 to switch on/off/blinking lamp 7. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4467 | Joystick 1 Lamp 8 Command | Tells joystick 1 to switch on/off/blinking lamp 8. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4468 | Joystick 1 Lamp 9 Command | Tells joystick 1 to switch on/off/blinking lamp 9. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4469 | Joystick 1 Lamp 10 Command | Tells joystick 1 to switch on/off/blinking lamp 10. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4470 | Joystick 2 Lamp 1 Command | Tells joystick 2 to switch on/off/blinking lamp 1. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4471 | Joystick 2 Lamp 2 Command | Tells joystick 2 to switch on/off/blinking lamp 2. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4472 | Joystick 2 Lamp 3 Command | Tells joystick 2 to switch on/off/blinking lamp 3. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4473 | Joystick 2 Lamp 4 Command | Tells joystick 2 to switch on/off/blinking lamp 4. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4474 | Joystick 2 Lamp 5 Command | Tells joystick 2 to switch on/off/blinking lamp 5. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4475 | Joystick 2 Lamp 6 Command | Tells joystick 2 to switch on/off/blinking lamp 6. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4476 | Joystick 2 Lamp 7 Command | Tells joystick 2 to switch on/off/blinking lamp 7. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4477 | Joystick 2 Lamp 8 Command | Tells joystick 2 to switch on/off/blinking lamp 8. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4478 | Joystick 2 Lamp 9 Command | Tells joystick 2 to switch on/off/blinking lamp 9. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4479 | Joystick 2 Lamp 10 Command | Tells joystick 2 to switch on/off/blinking lamp 10. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4480 | Joystick 3 Lamp 1 Command | Tells joystick 3 to switch on/off/blinking lamp 1. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4481 | Joystick 3 Lamp 2 Command | Tells joystick 3 to switch on/off/blinking lamp 2. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4482 | Joystick 3 Lamp 3 Command | Tells joystick 3 to switch on/off/blinking lamp 3. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4483 | Joystick 3 Lamp 4 Command | Tells joystick 3 to switch on/off/blinking lamp 4. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4484 | Joystick 3 Lamp 5 Command | Tells joystick 3 to switch on/off/blinking lamp 5. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4485 | Joystick 3 Lamp 6 Command | Tells joystick 3 to switch on/off/blinking lamp 6. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4486 | Joystick 3 Lamp 7 Command | Tells joystick 3 to switch on/off/blinking lamp 7. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4487 | Joystick 3 Lamp 8 Command | Tells joystick 3 to switch on/off/blinking lamp 8. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4488 | Joystick 3 Lamp 9 Command | Tells joystick 3 to switch on/off/blinking lamp 9. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4489 | Joystick 3 Lamp 10 Command | Tells joystick 3 to switch on/off/blinking lamp 10. 00 - Off 01 - On 10 - Blinking 11 - Don't care / Take no action |
| 4490 | Specific Humidity | Specific humidity of the ambient intake air. |
| 4491 | Joystick 4 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 |
| 4492 | Joystick 4 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 |
| 4493 | Joystick 4 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 |
| 4494 | Joystick 4 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. |
| 4495 | Joystick 4 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 |
| 4496 | Joystick 4 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 |
| 4497 | Joystick 4 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 |
| 4498 | Joystick 4 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. |
| 4499 | Joystick 4 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 |
| 4500 | Joystick 4 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 |
| 4501 | Joystick 4 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 |
| 4502 | Joystick 4 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 |
| 4503 | Joystick 4 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 |
| 4504 | Joystick 4 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 |
| 4505 | Joystick 4 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 |
| 4506 | Joystick 4 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 |
| 4507 | Joystick 4 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 |
| 4508 | Joystick 4 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 |
| 4509 | Joystick 4 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 |
| 4510 | Joystick 4 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 |
| 4511 | Joystick 4 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 |
| 4512 | Joystick 4 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 |
| 4513 | Joystick 4 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 |
| 4514 | Joystick 4 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 |
| 4515 | Joystick 4 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 |
| 4516 | Joystick 4 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. |
| 4517 | Joystick 4 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 |
| 4518 | Joystick 4 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 |
| 4519 | Joystick 4 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 |
| 4520 | Joystick 4 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. |
| 4521 | Joystick 4 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 |
| 4522 | Joystick 4 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 |
| 4523 | Joystick 4 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 |
| 4524 | Joystick 4 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. |
| 4525 | Joystick 4 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 |
| 4526 | Joystick 4 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 |
| 4527 | Joystick 4 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 |
| 4528 | Joystick 5 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 |
| 4529 | Joystick 5 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 |
| 4530 | Joystick 5 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 |
| 4531 | Joystick 5 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. |
| 4532 | Joystick 5 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 |
| 4533 | Joystick 5 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 |
| 4534 | Joystick 5 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 |
| 4535 | Joystick 5 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. |
| 4536 | Joystick 5 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 |
| 4537 | Joystick 5 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 |
| 4538 | Joystick 5 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 |
| 4539 | Joystick 5 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 |
| 4540 | Joystick 5 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 |
| 4541 | Joystick 5 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 |
| 4542 | Joystick 5 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 |
| 4543 | Joystick 5 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 |
| 4544 | Joystick 5 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 |
| 4545 | Joystick 5 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 |
| 4546 | Joystick 5 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 |
| 4547 | Joystick 5 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 |
| 4548 | Joystick 5 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 |
| 4549 | Joystick 5 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 |
| 4550 | Joystick 5 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 |
| 4551 | Joystick 5 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 |
| 4552 | Joystick 5 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 |
| 4553 | Joystick 5 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. |
| 4554 | Joystick 5 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 |
| 4555 | Joystick 5 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 |
| 4556 | Joystick 5 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 |
| 4557 | Joystick 5 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. |
| 4558 | Joystick 5 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 |
| 4559 | Joystick 5 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 |
| 4560 | Joystick 5 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 |
| 4561 | Joystick 5 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. |
| 4562 | Joystick 5 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 |
| 4563 | Joystick 5 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 |
| 4564 | Joystick 5 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 |
| 4565 | Joystick 6 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 |
| 4566 | Joystick 6 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 |
| 4567 | Joystick 6 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 |
| 4568 | Joystick 6 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. |
| 4569 | Joystick 6 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 |
| 4570 | Joystick 6 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 |
| 4571 | Joystick 6 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 |
| 4572 | Joystick 6 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. |
| 4573 | Joystick 6 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 |
| 4574 | Joystick 6 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 |
| 4575 | Joystick 6 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 |
| 4576 | Joystick 6 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 |
| 4577 | Joystick 6 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 |
| 4578 | Joystick 6 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 |
| 4579 | Joystick 6 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 |
| 4580 | Joystick 6 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 |
| 4581 | Joystick 6 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 |
| 4582 | Joystick 6 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 |
| 4583 | Joystick 6 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 |
| 4584 | Joystick 6 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 |
| 4585 | Joystick 6 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 |
| 4586 | Joystick 6 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 |
| 4587 | Joystick 6 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 |
| 4588 | Joystick 6 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 |
| 4589 | Joystick 6 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 |
| 4590 | Joystick 6 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. |
| 4591 | Joystick 6 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 |
| 4592 | Joystick 6 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 |
| 4593 | Joystick 6 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 |
| 4594 | Joystick 6 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. |
| 4595 | Joystick 6 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 |
| 4596 | Joystick 6 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 |
| 4597 | Joystick 6 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 |
| 4598 | Joystick 6 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. |
| 4599 | Joystick 6 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 |
| 4600 | Joystick 6 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 |
| 4601 | Joystick 6 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 |
| 4602 | Joystick 7 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 |
| 4603 | Joystick 7 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 |
| 4604 | Joystick 7 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 |
| 4605 | Joystick 7 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. |
| 4606 | Joystick 7 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 |
| 4607 | Joystick 7 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 |
| 4608 | Joystick 7 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 |
| 4609 | Joystick 7 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. |
| 4610 | Joystick 7 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 |
| 4611 | Joystick 7 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 |
| 4612 | Joystick 7 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 |
| 4613 | Joystick 7 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 |
| 4614 | Joystick 7 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 |
| 4615 | Joystick 7 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 |
| 4616 | Joystick 7 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 |
| 4617 | Joystick 7 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 |
| 4618 | Joystick 7 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 |
| 4619 | Joystick 7 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 |
| 4620 | Joystick 7 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 |
| 4621 | Joystick 7 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 |
| 4622 | Joystick 7 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 |
| 4623 | Joystick 7 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 |
| 4624 | Joystick 7 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 |
| 4625 | Joystick 7 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 |
| 4626 | Joystick 7 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 |
| 4627 | Joystick 7 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. |
| 4628 | Joystick 7 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 |
| 4629 | Joystick 7 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 |
| 4630 | Joystick 7 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 |
| 4631 | Joystick 7 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. |
| 4632 | Joystick 7 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 |
| 4633 | Joystick 7 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 |
| 4634 | Joystick 7 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 |
| 4635 | Joystick 7 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. |
| 4636 | Joystick 7 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 |
| 4637 | Joystick 7 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 |
| 4638 | Joystick 7 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 |
| 4639 | Joystick 8 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 |
| 4640 | Joystick 8 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 |
| 4641 | Joystick 8 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 |
| 4642 | Joystick 8 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. |
| 4643 | Joystick 8 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 |
| 4644 | Joystick 8 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 |
| 4645 | Joystick 8 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 |
| 4646 | Joystick 8 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. |
| 4647 | Joystick 8 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 |
| 4648 | Joystick 8 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 |
| 4649 | Joystick 8 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 |
| 4650 | Joystick 8 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 |
| 4651 | Joystick 8 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 |
| 4652 | Joystick 8 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 |
| 4653 | Joystick 8 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 |
| 4654 | Joystick 8 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 |
| 4655 | Joystick 8 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 |
| 4656 | Joystick 8 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 |
| 4657 | Joystick 8 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 |
| 4658 | Joystick 8 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 |
| 4659 | Joystick 8 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 |
| 4660 | Joystick 8 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 |
| 4661 | Joystick 8 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 |
| 4662 | Joystick 8 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 |
| 4663 | Joystick 8 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 |
| 4664 | Joystick 8 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. |
| 4665 | Joystick 8 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 |
| 4666 | Joystick 8 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 |
| 4667 | Joystick 8 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 |
| 4668 | Joystick 8 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. |
| 4669 | Joystick 8 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 |
| 4670 | Joystick 8 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 |
| 4671 | Joystick 8 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 |
| 4672 | Joystick 8 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. |
| 4673 | Joystick 8 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 |
| 4674 | Joystick 8 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 |
| 4675 | Joystick 8 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 |
| 4676 | Joystick 9 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 |
| 4677 | Joystick 9 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 |
| 4678 | Joystick 9 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 |
| 4679 | Joystick 9 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. |
| 4680 | Joystick 9 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 |
| 4681 | Joystick 9 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 |
| 4682 | Joystick 9 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 |
| 4683 | Joystick 9 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. |
| 4684 | Joystick 9 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 |
| 4685 | Joystick 9 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 |
| 4686 | Joystick 9 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 |
| 4687 | Joystick 9 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 |
| 4688 | Joystick 9 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 |
| 4689 | Joystick 9 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 |
| 4690 | Joystick 9 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 |
| 4691 | Joystick 9 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 |
| 4692 | Joystick 9 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 |
| 4693 | Joystick 9 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 |
| 4694 | Joystick 9 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 |
| 4695 | Joystick 9 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 |
| 4696 | Joystick 9 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 |
| 4697 | Joystick 9 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 |
| 4698 | Joystick 9 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 |
| 4699 | Joystick 9 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 |
| 4700 | Joystick 9 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 |
| 4701 | Joystick 9 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. |
| 4702 | Joystick 9 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 |
| 4703 | Joystick 9 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 |
| 4704 | Joystick 9 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 |
| 4705 | Joystick 9 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. |
| 4706 | Joystick 9 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 |
| 4707 | Joystick 9 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 |
| 4708 | Joystick 9 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 |
| 4709 | Joystick 9 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. |
| 4710 | Joystick 9 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 |
| 4711 | Joystick 9 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 |
| 4712 | Joystick 9 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 |
| 4713 | Joystick 10 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 |
| 4714 | Joystick 10 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 |
| 4715 | Joystick 10 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 |
| 4716 | Joystick 10 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. |
| 4717 | Joystick 10 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 |
| 4718 | Joystick 10 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 |
| 4719 | Joystick 10 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 |
| 4720 | Joystick 10 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. |
| 4721 | Joystick 10 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 |
| 4722 | Joystick 10 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 |
| 4723 | Joystick 10 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 |
| 4724 | Joystick 10 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 |
| 4725 | Joystick 10 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 |
| 4726 | Joystick 10 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 |
| 4727 | Joystick 10 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 |
| 4728 | Joystick 10 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 |
| 4729 | Joystick 10 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 |
| 4730 | Joystick 10 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 |
| 4731 | Joystick 10 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 |
| 4732 | Joystick 10 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 |
| 4733 | Joystick 10 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 |
| 4734 | Joystick 10 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 |
| 4735 | Joystick 10 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 |
| 4736 | Joystick 10 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 |
| 4737 | Joystick 10 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 |
| 4738 | Joystick 10 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. |
| 4739 | Joystick 10 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 |
| 4740 | Joystick 10 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 |
| 4741 | Joystick 10 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 |
| 4742 | Joystick 10 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. |
| 4743 | Joystick 10 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 |
| 4744 | Joystick 10 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 |
| 4745 | Joystick 10 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 |
| 4746 | Joystick 10 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. |
| 4747 | Joystick 10 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 |
| 4748 | Joystick 10 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 |
| 4749 | Joystick 10 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 |
| 4750 | Engine Exhaust Gas Recirculation 1 Cooler Intake Temperature | Exhaust Gas Recirculation (EGR) Temperature measured at the EGR cooler intake. See SPN 412 for Engine EGR temperature which is typically measured at the EGR cooler outlet. |
| 4751 | Engine Exhaust Gas Recirculation 1 Cooler Intake Absolute Pressure | Exhaust gas recirculation absolute pressure is measured at the EGR cooler intake. See SPN 3358 for EGR pressure measured at the EGR cooler outlet before the valve. |
| 4752 | Engine Exhaust Gas Recirculation 1 Cooler Efficiency | Exhaust Gas Recirculation cooler efficiency is an indication of the cooler’s ability to reduce the temperature of the exhaust gas that is being recirculated back to the intake. 0% = no reduction in temperature, 100% = maximum cooling. The EGR cooler efficiency is calculated as (EGR cooler intake temperature minus EGR gas temperature) divided by (EGR cooler intake temperature minus engine coolant temperature). |
| 4753 | Aftertreatment 1 Gas Oxidation Catalyst Intake Temperature | Temperature of engine combustion byproducts entering the gas oxidation catalyst in exhaust bank 1. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4754 | Aftertreatment 1 Gas Oxidation Catalyst Outlet Temperature | Temperature of engine combustion byproducts leaving the gas oxidation catalyst in exhaust bank 1. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines |
| 4755 | Aftertreatment 1 Gas Oxidation Catalyst Differential Pressure | Exhaust differential pressure measured between the intake and exhaust of the gas oxidation catalyst in exhaust bank 1. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4756 | Aftertreatment 1 Gas Oxidation Catalyst Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the gas oxidation catalyst intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4757 | Aftertreatment 1 Gas Oxidation Catalyst Outlet Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the gas oxidation catalyst outlet temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4758 | Aftertreatment 1 Gas Oxidation Catalyst Differential Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the gas oxidation catalyst differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4759 | Aftertreatment 2 Gas Oxidation Catalyst Intake Temperature | Temperature of engine combustion byproducts entering the gas oxidation catalyst in exhaust bank 2. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4760 | Aftertreatment 2 Gas Oxidation Catalyst Outlet Temperature | Temperature of engine combustion byproducts leaving the gas oxidation catalyst in exhaust bank 2. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines |
| 4761 | Aftertreatment 2 Gas Oxidation Catalyst Differential Pressure | Exhaust differential pressure measured between the intake and exhaust of the gas oxidation catalyst in exhaust bank 2. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4762 | Aftertreatment 2 Gas Oxidation Catalyst Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the gas oxidation catalyst intake gas temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4763 | Aftertreatment 2 Gas Oxidation Catalyst Outlet Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the gas oxidation catalyst outlet gas temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4764 | Aftertreatment 2 Gas Oxidation Catalyst Differential Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the gas oxidation catalyst differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4765 | Aftertreatment 1 Diesel Oxidation Catalyst Intake Temperature | Temperature of engine combustion byproducts entering the diesel oxidation catalyst in exhaust bank 1. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4766 | Aftertreatment 1 Diesel Oxidation Catalyst Outlet Temperature | Temperature of engine combustion byproducts leaving the diesel oxidation catalyst exhaust in exhaust bank 1. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4767 | Aftertreatment 1 Diesel Oxidation Catalyst Differential Pressure | Exhaust differential pressure measured between the intake and exhaust of a diesel oxidation catalyst in exhaust bank 1. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4768 | Aftertreatment 1 Diesel Oxidation Catalyst Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel oxidation catalyst intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4769 | Aftertreatment 1 Diesel Oxidation Catalyst Outlet Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel oxidation catalyst outlet gas temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4770 | Aftertreatment 1 Diesel Oxidation Catalyst Differential Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel oxidation catalyst differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4771 | Aftertreatment 2 Diesel Oxidation Catalyst Intake Temperature | Temperature of engine combustion byproducts entering the diesel oxidation catalyst in exhaust bank 2. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4772 | Aftertreatment 2 Diesel Oxidation Catalyst Outlet Temperature | Temperature of engine combustion byproducts leaving the diesel oxidation catalyst exhaust in exhaust bank 2. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4773 | Aftertreatment 2 Diesel Oxidation Catalyst Differential Pressure | Exhaust differential pressure measured between the intake and exhaust of a diesel oxidation catalyst in exhaust bank 2. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4774 | Aftertreatment 2 Diesel Oxidation Catalyst Intake Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel oxidation catalyst intake temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4775 | Aftertreatment 2 Diesel Oxidation Catalyst Outlet Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel oxidation catalyst outlet gas temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by gaseous fuel like natural gas or propane. A separate parameter has been defined for diesel fueled engines. |
| 4776 | Aftertreatment 2 Diesel Oxidation Catalyst Differential Pressure Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel oxidation catalyst differential pressure sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. This parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 4777 | Aftertreatment 1 Gas Oxidation Catalyst Differential Temperature | The differential engine combustion byproducts gas temperature measured between the intake and outlet of the gas oxidation catalyst for exhaust bank 1. This parameter should be used with engine fueled by gaseous fuel like natural gas or propane. Diesel engines should not use this parameter. |
| 4778 | Aftertreatment 2 Gas Oxidation Catalyst Differential Temperature | The differential engine combustion byproducts gas temperature measured between the intake and outlet of the gas oxidation catalyst for exhaust bank 2. This parameter should be used with engine fueled by gaseous fuel like natural gas or propane. Diesel engines should not use this parameter. |
| 4779 | Aftertreatment 1 Three Way Catalyst Differential Temperature | The differential engine combustion byproducts gas temperature measured between the intake and outlet of the three way catalyst for exhaust bank 1. |
| 4780 | Aftertreatment 2 Three Way Catalyst Differential Temperature | The differential engine combustion byproducts gas temperature measured between the intake and outlet of the three way catalyst for exhaust bank 2. |
| 4781 | Aftertreatment 1 Diesel Particulate Filter Soot Mass | Soot mass in diesel particulate filter 1. |
| 4782 | Aftertreatment 1 Diesel Particulate Filter Soot Density | Soot density in diesel particulate filter 1. |
| 4783 | Aftertreatment 1 Diesel Particulate Filter Mean Soot Signal | Mean output signal level from diesel particulate filter 1 soot sensor. |
| 4784 | Aftertreatment 1 Diesel Particulate Filter Median Soot Signal | Median output signal level from diesel particulate filter 1 soot sensor. |
| 4785 | Aftertreatment 1 Diesel Particulate Filter Soot Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the soot sensor signal by the manufacturer’s sensor control software in diesel particulate filter 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4786 | Aftertreatment 2 Diesel Particulate Filter Soot Mass | Soot mass in diesel particulate filter 2. |
| 4787 | Aftertreatment 2 Diesel Particulate Filter Soot Density | Soot density in diesel particulate filter 2. |
| 4788 | Aftertreatment 2 Diesel Particulate Filter Mean Soot Signal | Mean output signal level from diesel particulate filter 2 soot sensor. |
| 4789 | Aftertreatment 2 Diesel Particulate Filter Median Soot Signal | Median output signal level from diesel particulate filter 2 soot sensor. |
| 4790 | Aftertreatment 2 Diesel Particulate Filter Soot Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the soot sensor signal by the manufacturer’s sensor control software in diesel particulate filter 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 4791 | Aftertreatment 1 Warm Up Diesel Oxidation Catalyst | Indicates non-specific failures of the warm up oxidation catalytic converter in exhaust bank 1, such as poor conversion efficiency or high temperature across the device. |
| 4792 | Aftertreatment 1 SCR System | Indicates non-specific failures of the SCR in exhaust bank 1, such as high temperature across the device. |
| 4793 | Aftertreatment 1 Warm Up Diesel Oxidation Catalyst Missing | Indicates that the warm-up oxidation catalyic converter is missing in exhaust bank 1. SPN will be used with FMI 31 (Condition Exists) to indicate that this device is missing in exhaust bank 1. |
| 4794 | Aftertreatment 1 SCR System Missing | SPN will be used with FMI 31 (Condition Exists) to indicate that this device is missing in exhaust bank 1. |
| 4795 | Aftertreatment 1 Diesel Particulate Filter Missing | SPN will be used with FMI 31 (Condition Exists) to indicate that this device is missing in exhaust bank 1. |
| 4796 | Aftertreatment 1 Diesel Oxidation Catalyst Missing | SPN will be used with FMI 31 (Condition Exists) to indicate that this device is missing in exhaust bank 1. |
| 4797 | Engine Injector Cylinder #9 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #9. |
| 4798 | Engine Injector Cylinder #10 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #10. |
| 4799 | Engine Injector Cylinder #11 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #11. |
| 4800 | Engine Injector Cylinder #12 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #12. |
| 4801 | Engine Injector Cylinder #13 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #13. |
| 4802 | Engine Injector Cylinder #14 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #14. |
| 4803 | Engine Injector Cylinder #15 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #15. |
| 4804 | Engine Injector Cylinder #16 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #16. |
| 4805 | Engine Injector Cylinder #17 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #17. |
| 4806 | Engine Injector Cylinder #18 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #18. |
| 4807 | Engine Injector Cylinder #19 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #19. |
| 4808 | Engine Injector Cylinder #20 Actuator 2 | This is the second valve actuator on Engine Injector Cylinder #20. |
| 4809 | Aftertreatment 1 Warm Up Diesel Oxidation Catalyst Intake Temperature | This is the temperature measured at the intake of the warm up oxidation catalytic converter in exhaust bank 1. |
| 4810 | Aftertreatment 1 Warm Up Diesel Oxidation Catalyst Outlet Temperature | This is the temperature measured at the outlet of the warm up oxidation catalytic converter in exhaust bank 1. |
| 4811 | Engine Piston Cooling Gallery Oil Pressure | Pressure of the engine lubricating oil in the gallery that feeds the piston cooling spray nozzles. The pressure in this gallery varies from the main engine oil fed to the bearings, and is usually lower. |
| 4812 | Engine Piston Cooling Oil Supply Valve Command | Command for the Piston Cooling Valve opening; zero is closed (no oil to cool the pistons) and 100% is open (all possible oil flowing to cool the pistons.) |
| 4813 | Engine Oil Thermostat Bypass Valve Opening | Command to the valve that directs engine oil around the oil thermostat. Zero means closed (all oil flows through the thermostat passage) and 100% means open (all possible oil bypasses the thermostat.) |
| 4814 | Engine Coolant Pump Command | Command for a coolant pump that can be driven at varying output level. A command of zero is pump OFF, 100% results in maximum coolant flow. The pump may allow adjustment of coolant flow by varying the pump speed. The ECU commands a percentage of maximum pump output. |
| 4815 | Engine Cooling Fan Thermal Switch | This is a feedback measurement of the position of a thermal switch that turns on an engine cooling fan. 0 = OFF (cooling flow not needed) 1 = ON (cooling flow demanded) 2 = ERROR 3 = Not Available Note that this is not a command to turn the fan on, nor a direct measurement of fan speed to assure that the fan is working. It is a measurement of the position of a switch that is activated by temperature, and provides feedback to the ECU of the state of that thermal switch. |
| 4816 | Transmission Torque Converter Lockup Transition in Process | State signal indicating whether or not the transmission torque converter lock up clutch is transitioning between being applied and being released. The broadcast value should be set to 01 as soon as an apply or release of the lockup clutch is initiated, and then set to 00 once the given transition is complete. This parameter is a companion to SPN 573 Transmission Torque Converter Lockup Engaged. 00 - Transition is not in process 01 - Transition is in process 10 - Error 11 - Not available |
| 4817 | Engine Intake Manifold #1 Absolute Pressure (High Resolution) | The absolute 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 SPN is a high resolution measurement. See SPN 3563 if high resolution is not needed. |
| 4818 | Driver Airbag Ignitor Loop 1st Stage - Resistance | Resistance of Driver Airbag Ignitor Loop 1st Stage. |
| 4819 | Passenger Airbag Ignitor Loop 1st Stage - Resistance | Resistance of Passenger Airbag Ignitor Loop 1st Stage. |
| 4820 | Driver Airbag Ignitor Loop 2nd Stage - Resistance | Resistance of Driver Airbag Ignitor Loop 2nd Stage. |
| 4821 | Passenger Airbag Ignitor Loop 2nd Stage - Resistance | Resistance of Passenger Airbag Ignitor Loop 2nd Stage. |
| 4822 | Driver Belt Tensioner Ignitior Loop - Resistance | Resistance of Driver Belt Tensioner Ignitor Loop 1st Stage. |
| 4823 | Passenger Belt Tensioner Ignitor Loop - Resistance | Resistance of Passenger Belt Tensioner Ignitor Loop 1st Stage. |
| 4824 | Side Bag Ignitor Loop 1 - Left - Resistance | Resistance of Side Bag Ignitor Loop 1 - Left. |
| 4825 | Side Bag Ignitor Loop 2 - Left - Resistance | Resistance of Side Bag Ignitor Loop 2 - Left. |
| 4826 | Side Bag Ignitor Loop 1 - Right - Resistance | Resistance of Side Bag Ignitor Loop 1 - Right. |
| 4827 | Side Bag Ignitor Loop 2 - Right - Resistance | Resistance of Side Bag Ignitor Loop 2 - Right. |
| 4828 | Special Ignitor Loop 1 - Resistance | Resistance of Special Ignitor Loop 1. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4829 | Special Ignitor Loop 2 - Resistance | Resistance of Special Ignitor Loop 2. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4830 | Special Ignitor Loop 3 - Resistance | Resistance of Special Ignitor Loop 3. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4831 | Special Ignitor Loop 4 - Resistance | Resistance of Special Ignitor Loop 4. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4832 | Special Ignitor Loop 5 - Resistance | Resistance of Special Ignitor Loop 5. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4833 | Special Ignitor Loop 6 - Resistance | Resistance of Special Ignitor Loop 6. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4834 | Special Ignitor Loop 7 - Resistance | Resistance of Special Ignitor Loop 7. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4835 | Special Ignitor Loop 8 - Resistance | Resistance of Special Ignitor Loop 8. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4836 | Special Ignitor Loop 9 - Resistance | Resistance of Special Ignitor Loop 9. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4837 | Special Ignitor Loop 10 - Resistance | Resistance of Special Ignitor Loop 10. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4838 | Special Ignitor Loop 11 - Resistance | Resistance of Special Ignitor Loop 11. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4839 | Special Ignitor Loop 12 - Resistance | Resistance of Special Ignitor Loop 12. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4840 | Special Ignitor Loop 13 - Resistance | Resistance of Special Ignitor Loop 13. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4841 | Special Ignitor Loop 14 - Resistance | Resistance of Special Ignitor Loop 14. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4842 | Special Ignitor Loop 15 - Resistance | Resistance of Special Ignitor Loop 15. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4843 | Special Ignitor Loop 16 - Resistance | Resistance of Special Ignitor Loop 16. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4844 | Special Ignitor Loop 17 - Resistance | Resistance of Special Ignitor Loop 17. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4845 | Special Ignitor Loop 18 - Resistance | Resistance of Special Ignitor Loop 18. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4846 | Special Ignitor Loop 19 - Resistance | Resistance of Special Ignitor Loop 19. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4847 | Special Ignitor Loop 20 - Resistance | Resistance of Special Ignitor Loop 20. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4848 | Special Ignitor Loop 21 - Resistance | Resistance of Special Ignitor Loop 21. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4849 | Special Ignitor Loop 22 - Resistance | Resistance of Special Ignitor Loop 22. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4850 | Special Ignitor Loop 23 - Resistance | Resistance of Special Ignitor Loop 23. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4851 | Special Ignitor Loop 24 - Resistance | Resistance of Special Ignitor Loop 24. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4852 | Special Ignitor Loop 25 - Resistance | Resistance of Special Ignitor Loop 25. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4853 | Special Ignitor Loop 26 - Resistance | Resistance of Special Ignitor Loop 26. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4854 | Special Ignitor Loop 27 - Resistance | Resistance of Special Ignitor Loop 27. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4855 | Special Ignitor Loop 28 - Resistance | Resistance of Special Ignitor Loop 28. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4856 | Special Ignitor Loop 29 - Resistance | Resistance of Special Ignitor Loop 29. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4857 | Special Ignitor Loop 30 - Resistance | Resistance of Special Ignitor Loop 30. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4858 | Special Ignitor Loop 31 - Resistance | Resistance of Special Ignitor Loop 31. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4859 | Special Ignitor Loop 32 - Resistance | Resistance of Special Ignitor Loop 32. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4860 | Special Ignitor Loop 33 - Resistance | Resistance of Special Ignitor Loop 33. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4861 | Special Ignitor Loop 34 - Resistance | Resistance of Special Ignitor Loop 34. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4862 | Special Ignitor Loop 35 - Resistance | Resistance of Special Ignitor Loop 35. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4863 | Special Ignitor Loop 36 - Resistance | Resistance of Special Ignitor Loop 36. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4864 | Special Ignitor Loop 37 - Resistance | Resistance of Special Ignitor Loop 37. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4865 | Special Ignitor Loop 38 - Resistance | Resistance of Special Ignitor Loop 38. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4866 | Special Ignitor Loop 39 - Resistance | Resistance of Special Ignitor Loop 39. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4867 | Special Ignitor Loop 40 - Resistance | Resistance of Special Ignitor Loop 40. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4868 | Special Ignitor Loop 41 - Resistance | Resistance of Special Ignitor Loop 41. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4869 | Special Ignitor Loop 42 - Resistance | Resistance of Special Ignitor Loop 42. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4870 | Special Ignitor Loop 43 - Resistance | Resistance of Special Ignitor Loop 43. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4871 | Special Ignitor Loop 44 - Resistance | Resistance of Special Ignitor Loop 44. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4872 | Special Ignitor Loop 45 - Resistance | Resistance of Special Ignitor Loop 45. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4873 | Special Ignitor Loop 46 - Resistance | Resistance of Special Ignitor Loop 46. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4874 | Special Ignitor Loop 47 - Resistance | Resistance of Special Ignitor Loop 47. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4875 | Special Ignitor Loop 48 - Resistance | Resistance of Special Ignitor Loop 48. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4876 | Special Ignitor Loop 49 - Resistance | Resistance of Special Ignitor Loop 49. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4877 | Special Ignitor Loop 50 - Resistance | Resistance of Special Ignitor Loop 50. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4878 | Special Ignitor Loop 51 - Resistance | Resistance of Special Ignitor Loop 51. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4879 | Special Ignitor Loop 52 - Resistance | Resistance of Special Ignitor Loop 52. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4880 | Special Ignitor Loop 53 - Resistance | Resistance of Special Ignitor Loop 53. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4881 | Special Ignitor Loop 54 - Resistance | Resistance of Special Ignitor Loop 54. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4882 | Special Ignitor Loop 55 - Resistance | Resistance of Special Ignitor Loop 55. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4883 | Special Ignitor Loop 56 - Resistance | Resistance of Special Ignitor Loop 56. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4884 | Special Ignitor Loop 57 - Resistance | Resistance of Special Ignitor Loop 57. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4885 | Special Ignitor Loop 58 - Resistance | Resistance of Special Ignitor Loop 58. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4886 | Special Ignitor Loop 59 - Resistance | Resistance of Special Ignitor Loop 59. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4887 | Special Ignitor Loop 60 - Resistance | Resistance of Special Ignitor Loop 60. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4888 | Special Ignitor Loop 61 - Resistance | Resistance of Special Ignitor Loop 61. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4889 | Special Ignitor Loop 62 - Resistance | Resistance of Special Ignitor Loop 62. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4890 | Special Ignitor Loop 63 - Resistance | Resistance of Special Ignitor Loop 63. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4891 | Special Ignitor Loop 64 - Resistance | Resistance of Special Ignitor Loop 64. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4892 | Special Ignitor Loop 65 - Resistance | Resistance of Special Ignitor Loop 65. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4893 | Special Ignitor Loop 66 - Resistance | Resistance of Special Ignitor Loop 66. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4894 | Special Ignitor Loop 67 - Resistance | Resistance of Special Ignitor Loop 67. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4895 | Special Ignitor Loop 68 - Resistance | Resistance of Special Ignitor Loop 68. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4896 | Special Ignitor Loop 69 - Resistance | Resistance of Special Ignitor Loop 69. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4897 | Special Ignitor Loop 70 - Resistance | Resistance of Special Ignitor Loop 70. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4898 | Special Ignitor Loop 71 - Resistance | Resistance of Special Ignitor Loop 71. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4899 | Special Ignitor Loop 72 - Resistance | Resistance of Special Ignitor Loop 72. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4900 | Special Ignitor Loop 73 - Resistance | Resistance of Special Ignitor Loop 73. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4901 | Special Ignitor Loop 74 - Resistance | Resistance of Special Ignitor Loop 74. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4902 | Special Ignitor Loop 75 - Resistance | Resistance of Special Ignitor Loop 75. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4903 | Special Ignitor Loop 76 - Resistance | Resistance of Special Ignitor Loop 76. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4904 | Special Ignitor Loop 77 - Resistance | Resistance of Special Ignitor Loop 77. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4905 | Special Ignitor Loop 78 - Resistance | Resistance of Special Ignitor Loop 78. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4906 | Special Ignitor Loop 79 - Resistance | Resistance of Special Ignitor Loop 79. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4907 | Special Ignitor Loop 80 - Resistance | Resistance of Special Ignitor Loop 80. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4908 | Special Ignitor Loop 81 - Resistance | Resistance of Special Ignitor Loop 81. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4909 | Special Ignitor Loop 82 - Resistance | Resistance of Special Ignitor Loop 82. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4910 | Special Ignitor Loop 83 - Resistance | Resistance of Special Ignitor Loop 83. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4911 | Special Ignitor Loop 84 - Resistance | Resistance of Special Ignitor Loop 84. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4912 | Special Ignitor Loop 85 - Resistance | Resistance of Special Ignitor Loop 85. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4913 | Special Ignitor Loop 86 - Resistance | Resistance of Special Ignitor Loop 86. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4914 | Special Ignitor Loop 87 - Resistance | Resistance of Special Ignitor Loop 87. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4915 | Special Ignitor Loop 88 - Resistance | Resistance of Special Ignitor Loop 88. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4916 | Special Ignitor Loop 89 - Resistance | Resistance of Special Ignitor Loop 89. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4917 | Special Ignitor Loop 90 - Resistance | Resistance of Special Ignitor Loop 90. Since there are many different vehicle types (e.g. truck, bus, firetruck or ambulance), the ignitor loop configuration has a wide variation. |
| 4918 | Frontal Collision Sensor 1 - Type | Type of Frontal Collision Sensor 1. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4919 | Frontal Collision Sensor 2 - Type | Type of Frontal Collision Sensor 2. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4920 | Frontal Collision Sensor 3 - Type | Type of Frontal Collision Sensor 3. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4921 | Frontal Collision Sensor 4 - Type | Type of Frontal Collision Sensor 4. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4922 | Side Collision Sensor Front Left - Type | Type of Side Collision Sensor Front - Left. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4923 | Side Collision Sensor Mid Front Left - Type | Type of Side Collision Sensor Mid Front - Left. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4924 | Side Collision Sensor Mid Rear Left - Type | Type of Side Collision Sensor Mid Rear - Left. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4925 | Side Collision Sensor Rear Left - Type | Type of Side Collision Sensor Rear - Left. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4926 | Side Collision Sensor Front Right - Type | Type of Side Collision Sensor Front - Right. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4927 | Side Collision Sensor Mid Front Right - Type | Type of Side Collision Sensor Mid Front - Right. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4928 | Side Collision Sensor Mid Rear Right - Type | Type of Side Collision Sensor Mid Rear - Right. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4929 | Side Collision Sensor Rear Right - Type | Type of Side Collision Sensor Rear - Right. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4930 | Rear Collision Sensor 1 - Type | Type of Rear Collision Sensor 1. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4931 | Rear Collision Sensor 2 - Type | Type of Rear Collision Sensor 2. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4932 | Rear Collision Sensor 3 - Type | Type of Rear Collision Sensor 3. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4933 | Rear Collision Sensor 4 - Type | Type of Rear Collision Sensor 4. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4934 | Rollover Sensor - Type | Type of Rollover Sensor. 0000 = acceleration sensor 0001 = pressure sensor 0010 = rollrate sensor 0011 = sonic sensor 0100 = fiber-optic sensor 0101 = radar sensor 0110 = lidar sensor 0111 = optical sensor 1000-1101 = Reserved 1110 = Error - Type of sensor cannot be determined (unknown sensor) 1111 = not available |
| 4935 | Frontal Collision Sensor 1 - Serial Number | Serial Number of Frontal Collision Sensor 1. |
| 4936 | Frontal Collision Sensor 2 - Serial Number | Serial Number of Frontal Collision Sensor 2. |
| 4937 | Frontal Collision Sensor 3 - Serial Number | Serial Number of Frontal Collision Sensor 3. |
| 4938 | Frontal Collision Sensor 4 - Serial Number | Serial Number of Frontal Collision Sensor 4. |
| 4939 | Side Collision Sensor Front Left - Serial Number | Serial Number of Side Collision Sensor Front - Left. |
| 4940 | Side Collision Sensor Mid Front Left - Serial Number | Serial Number of Side Collision Sensor Mid Front - Left. |
| 4941 | Side Collision Sensor Mid Rear Left - Serial Number | Serial Number of Side Collision Sensor Mid Rear - Left. |
| 4942 | Side Collision Sensor Rear Left - Serial Number | Serial Number of Side Collision Sensor Rear - Left. |
| 4943 | Side Collision Sensor Front Right - Serial Number | Serial Number of Side Collision Sensor Front - Right. |
| 4944 | Side Collision Sensor Mid Front Right - Serial Number | Serial Number of Side Collision Sensor Mid Front - Right. |
| 4945 | Side Collision Sensor Mid Rear Right - Serial Number | Serial Number of Side Collision Sensor Mid Rear - Right. |
| 4946 | Side Collision Sensor Rear Right - Serial Number | Serial Number of Side Collision Sensor Rear - Right. |
| 4947 | Rear Collision Sensor 1 - Serial Number | Serial Number of Rear Collision Sensor 1. |
| 4948 | Rear Collision Sensor 2 - Serial Number | Serial Number of Rear Collision Sensor 2. |
| 4949 | Rear Collision Sensor 3 - Serial Number | Serial Number of Rear Collision Sensor 3. |
| 4950 | Rear Collision Sensor 4 - Serial Number | Serial Number of Rear Collision Sensor 4. |
| 4951 | Rollover Sensor - Serial Number | Serial Number of Rollover Sensor. |
| 4952 | Driver Beltlock Status | State of switch used to determine if Driver Beltlock is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4953 | Passenger Beltlock Status | State of switch used to determine if Passenger Beltlock is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4954 | Beltlock 3 Status | State of switch used to determine if Beltlock 3 is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4955 | Beltlock 4 Status | State of switch used to determine if Beltlock 4 is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4956 | Beltlock 5 Status | State of switch used to determine if Beltlock 5 is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4957 | Beltlock 6 Status | State of switch used to determine if Beltlock 6 is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4958 | Beltlock 7 Status | State of switch used to determine if Beltlock 7 is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4959 | Beltlock 8 Status | State of switch used to determine if Beltlock 8 is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4960 | Beltlock 9 Status | State of switch used to determine if Beltlock 9 is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4961 | Beltlock 10 Status | State of switch used to determine if Beltlock 10 is buckled. 00 = unlocked 01 = locked 10 = Error - Beltlock state cannot be determined 11 = not available |
| 4962 | Passenger Airbag Deactivation Switch Status | State of switch used to deactivate Passenger Airbag manually. 00 = passenger airbag activated 01 = passenger airbag deactivated 10 = Error - State of deactivation switch cannot be determined 11 = not available |
| 4963 | Driver Occupant Classification System Status | State of Occupant Classification System for driver. 000 = empty 001 = child 010 = small adult 011 = adult 100 = large adult 101 = reserved 110 = Error - Classification of occupant cannot be determined 111 = not available |
| 4964 | Passenger Occupant Classification System Status | State of Occupant Classification System for passenger. 000 = empty 001 = child 010 = small adult 100 = reserved 011 = adult 100 = large adult 101 = Error - Classification of occupant cannot be determined 111 = not available |
| 4965 | Occupant Classification System 3 Status | State of Occupant Classification System for seat position 3. 00 = empty 01 = occupied 10 = Error - Classification cannot be determined 11 = not available |
| 4966 | Occupant Classification System 4 Status | State of Occupant Classification System for seat position 4. 00 = empty 01 = occupied 10 = Error - Classification cannot be determined 11 = not available |
| 4967 | Occupant Classification System 5 Status | State of Occupant Classification System for seat position 5. 00 = empty 01 = occupied 10 = Error - Classification cannot be determined 11 = not available |
| 4968 | Occupant Classification System 6 Status | State of Occupant Classification System for seat position 6. 00 = empty 01 = occupied 10 = Error - Classification cannot be determined 11 = not available |
| 4969 | Occupant Classification System 7 Status | State of Occupant Classification System for seat position 7. 00 = empty 01 = occupied 10 = Error - Classification cannot be determined 11 = not available |
| 4970 | Occupant Classification System 8 Status | State of Occupant Classification System for seat position 8. 00 = empty 01 = occupied 10 = Error - Classification cannot be determined 11 = not available |
| 4971 | Occupant Classification System 9 Status | State of Occupant Classification System for seat position 9. 00 = empty 01 = occupied 10 = Error - Classification cannot be determined 11 = not available |
| 4972 | Occupant Classification System 10 Status | State of Occupant Classification System for seat position 10. 00 = empty 01 = occupied 10 = Error - Classification cannot be determined 11 = not available |
| 4973 | Crash Type | Type of crash event. 00001 = frontal crash 00010 = rear crash 00100 = side crash (left) 01000 = side crash (right) 10000 = rollover It is possible to combine different Crash Types. (e.g. frontal and side crash (left) = 00101) |
| 4974 | Crash Counter | The Crash Counter prevents other ECUs from reacting to a faulty transmission of the Crash Notification PGN and serves as a safety mechanism. The Crash Counter becomes incremented by 1 for every sent message, starting with "0". (0 follows 15) |
| 4975 | Crash Checksum | The Crash Checksum is used to verify the signal path from the airbag ECU to other devices in case of a crash. The 4 bit checksum is the sum of the high nibble and the low nibble of the sum of the identifier, the first 7 data bytes and the 4 bit message counter. It is calculated as follows: Checksum = (Byte1 + Byte2 + Byte3 + Byte4 + Byte5 + Byte6 + Byte7 + (message counter & 0x0F) + message ID low byte + message ID mid low byte + message ID mid high byte + message ID high byte) Checksum = ((Checksum >> 4) + Checksum) & 0x0F |
| 4976 | Pitch Angle Extended Range | The angle between the vehicle x-axis and the ground plane (i.e. rotation about the vehicle Y-axis). 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. See SPN 3318 for an alternate range and resolution. |
| 4977 | Roll Angle Extended Range | The angle between the vehicle y-axis and the ground plane (i.e. rotation about the X-axis). The roll angle for a roll to the right is reported with a positive value. Roll angle is the same for both Z-Down and Z-Up axis systems, since both systems have positive X axis directed forward. The sign of the value is in accordance to the right-hand rule, as specified in SAE J670. See SPN 3319 for an alternate range and resolution. |
| 4978 | Pitch Angle Extended Range Compensation | Compensated mode for the pitch measurement. Compensation is the use of multiple sensors together to enhance the output of the pitch measurement. 00 = On 01 = Off 10 = Error 11 = Not Available |
| 4979 | Pitch Angle Extended Range Figure of Merit | Figure of merit for pitch angle measurement. 00 = Pitch angle fully functional. Data is within sensor specification. 01 = Pitch angle degraded. Data is suspect due to environmental conditions. 10 = Error 11 = Not available |
| 4980 | Roll Angle Extended Range Compensation | Compensated mode for the roll angle measurement. Compensation is the use of multiple sensors together to enhance the output of the roll angle measurement. 00 = On 01 = Off 10 = Error 11 = Not Available |
| 4981 | Roll Angle Extended Range Figure of Merit | Figure of merit for roll angle measurement. 00 = Roll angle fully functional. Data is within sensor specification. 01 = Roll angle degraded. Data is suspect due to environmental conditions. 10 = Error 11 = Not available |
| 4982 | Roll and Pitch Extended Range Measurement Latency | Time between start of sensor processing and CAN transmission |
| 4983 | Pitch Rate Extended Range | Pitch rate is the rate-of-change of the pitch angle over time, where the pitch angle vector is in the direction of travel of the vehicle. The pitch rate for increasing ascent over time 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. See SPN 3322 for an alternate range and resolution. |
| 4984 | Roll Rate Extended Range | Roll rate is the rate-of-change of the roll angle over time. The roll rate for increasing roll to the right is reported with a positive value. Roll angle is the same for both Z-Down and Z-Up axis systems, since both systems have positive X axis directed forward. The sign of the value is in accordance to the right-hand rule, as specified in SAE J670. |
| 4985 | Yaw Rate Extended Range | Yaw rate is the rate-of-change of the yaw angle over time. A positive yaw rate signal results when the object turns clockwise. 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. See SPN 1808 for Yaw Rate with an alternate range and resolution using a Z-Up Axis System. |
| 4986 | Pitch Rate Extended Range Figure of Merit | Figure of merit for pitch rate measurement. 00 = Pitch rate fully functional. Data is within sensor specification. 01 = Pitch rate degraded. Data is suspect due to environmental conditions. 10 = Error 11 = Not available |
| 4987 | Roll Rate Extended Range Figure of Merit | Figure of merit for roll rate measurement. 00 = Roll rate fully functional. Data is within sensor specification. 01 = Roll rate degraded. Data is suspect due to environmental conditions. 10 = Error 11 = Not available |
| 4988 | Yaw Rate Extended Range Figure of Merit | Figure of merit for yaw angle measurement. 00 = Yaw rate fully functional. Data is within sensor specification. 01 = Yaw rate degraded. Data is suspect due to environmental conditions. 10 = Error 11 = Not available |
| 4989 | Angular Rate Measurement Latency | The estimated measurement latency of the measurement. NOTE: This is only the sensor latency and does not include any additional latencies that might exist because of the CAN Bus or overall system implementation. Latency is the time from sensor readings to the queuing of the message data for CAN transmission. |
| 4990 | Battery Charger 1 State | A state of the battery charger connected to the main battery. 0 - Idling. The power line or the battery is disconnected from the charger. 1 - Charging the battery. 2 - Stand-by or maintaining the battery charge. 3 to 12 - Reserved 13 - Battery failure. An error condition due to the battery state (high temperature, etc.) 14 - Charger failure. An error condition due to the charger state. 15 - Not available. |
| 4991 | Battery Charger 1 Power Line State | A state of the battery charger connection to the power line for the charger connected to the main battery. 0 - Disconnected. The power line is disconnected from the charger. 1 - Connected. The power line is connected to the charger. 2 - Error 3 - Not available |
| 4992 | Battery Charger 1 Output Voltage | Output voltage measured on the battery terminals of the battery charger connected to the main battery. |
| 4993 | Battery Charger 1 Output Current | Output current of the battery charger connected to the main battery. If positive, this parameter shows the charging current of the battery charger connected to the main battery. Otherwise, if the charger hardware permits, this parameter represents the current consumed by the battery charger ECU from the main battery. |
| 4994 | Battery Charger 2 State | A state of the offline battery charger connected to the auxiliary battery. 0 - Idling. The power line or the battery is disconnected from the charger. 1 - Charging the battery. 2 - Stand-by or maintaining the battery charge. 3 to 12 - Reserved 13 - Battery failure. An error condition due to the battery state (high temperature, etc.) 14 - Charger failure. An error condition due to the charger state. 15 - Not available. |
| 4995 | Battery Charger 2 Power Line State | A state of the battery charger connection to the power line for the charger connected to the auxiliary battery. 0 - Disconnected. The power line is disconnected from the charger. 1 - Connected. The power line is connected to the charger. 2 - Error 3 - Not available |
| 4996 | Battery Charger 2 Output Voltage | Output voltage measured on the battery terminals of the offline battery charger connected to the auxiliary battery. |
| 4997 | Battery Charger 2 Output Current | Output current of the battery charger connected to the main battery. If positive, this parameter shows the charging current of the battery charger connected to the main battery. Otherwise, if the charger hardware permits, this parameter represents the current consumed by the battery charger ECU from the main battery. |
| 4998 | Magnet Boost Time | The duration of time after the activation of the magnet circuit that a relatively high current is sent to the magnet for material pick up operations. This time is called boost time. After the boost time expires, a lower operation current is sent to the magnet to hold the material. |
| 4999 | Magnet Rated Power | The rated power that the magnet can accept during material holding operations. Note that the magnet may experience more power over short intervals, such as during initial activation of the magnet circuit to pick up material. |
| 5000 | Generator Overheat Status | The Status of Generator being Overheated. 00 = Not Overheat 01 = Overheat 10 = Error 11 = Not Available |
| 5001 | Genset System Output Voltage Range Status | Status of generator voltage in or out of desired operating range. 00 = Out of Range 01 = In Range 10 = Error 11 = Not Available |
| 5002 | Reverse Current Range Setting | The operator setting for the Reverse Current. The setting defines the maximum reverse current. The actual current limits are specific to the application. 00000 = 1 00001 = 2 00010 = 3 00011 = 4 00100 = 5 00101 = 6 00110 = 7 00111 = 8 01000 = 9 01001 = 10 01010 =11 01011 =12 01100 = 13 01101 = 14 01110 = 15 01111 = 16 10000-11101 = Not used 11110 = Error 11111 = Not Available |
| 5003 | Grapple/Magnet Selection Switch | This is a switch that can be used to select either the Grapple or Magnet function of the material handler machine. 00 = Grapple Selected 01 = Magnet Selected 10 = Error 11 = Not Available |
| 5004 | Genset Softstart Active Status | The Genset Softstart Active Status refers to the status of the genset softstart relay. The moment the Genset System is started, this relay is activated. As a result, the hydraulic power is hold on for a short period of time, and this relay will be turned off once the genset hydraulic power become stable. 00 = Off 01 = On 10 = Error 11 = Not Available |
| 5005 | Genset Enable Active Status | Status of the Genset Enable Relay that enables or disables the Genset. 00 = Not Enabled 01 = Enabled 10 = Error 11 = Not Avaialble |
| 5006 | Voltage Monitor Active Status | Status of Voltage Monitor Relay. When it is activated, the Generator Voltage Monitor is connected to the generator output line so that the generator output voltage range could be monitored. 00 = Monitor is Off 01 = Monitor is On 10 = Error 11 = Not Available |
| 5007 | Generator Duty Cycle Exceeded Status | The status of the duty cycle of the generator usage, indicating if the generator has been on for too much time within a defined time window. The duty cycle is the ratio of the time the generator is on and the time the generator is off within a time window. 00 = Duty Cycle Not Exceed 01 = Duty Cycle Exceed 10 = Error 11 = Not Avaiable |
| 5008 | Magnet Forward Current | The forward current being supplied by the generator to the electric magnet to create a magnet field to lift material. |
| 5009 | Magnet Reverse Current | A reverse current being supplied to the electric magnet to reduce the forward current generated magnet field as quick as possible so that the magnet can release material as fast as possible. |
| 5010 | Material Lift Switch | This is a switch that can be used to enable the lift functionality of the Material Handler machine. When it is activated, the magnet is energized to pick up material. 00 = Don't Lift 01 = Lift 10 = Error 11 = Not Available |
| 5011 | Material Drop Switch | This is a switch that can be used to enable the drop functionality of the Material Handler machine. 00 = Don't Drop 01 = Drop 10 = Error 11 = Not Available |
| 5012 | Generator Current Boost Active Status | Status of generator current boost relay that can boost the generator output current for picking-up material operations. When this relay is "on", the generator is generating the maximum current for the material handler machine to pick-up material. When the relay is off, the genetator is generating normal current for the material handler machine to hold material. 00 = Off 01 = On 10 = Error 11 = Not Available |
| 5013 | Material Lift Active Status | The status of Material Lift Relay. When it is on, the generator generates forward direction current so that the material handler machine can pick up material. 00 = Off 01 = On 10 = Error 11 = Not Available |
| 5014 | Material Drop Active Status | The status of Material Drop Relay. When it is on, the generator generates reverse direction current so that the material handler machine can release material. 00 = Off 01 = On 10 = Error 11 = Not Available |
| 5015 | Momentary Engine Maximum Power Enable | Momentarily Requesting highest torque map from the engine control 00 not requesting maximum power available 01 momentarily requesting maximum power available 10 fault 11 not available |
| 5016 | ECU Power Output Supply Voltage #4 | The fourth power output from an ECM |
| 5017 | ECU Power Output Supply Voltage #5 | The fifth power output from an ECM |
| 5018 | Aftertreatment 1 Diesel Oxidation Catalyst System | Indicates non-specific failures of the diesel oxidation catalyst system in exhaust bank 1, such as poor conversion efficiency or high temperature across the device. |
| 5019 | Engine Exhaust Gas Recirculation 1 Outlet Pressure | EGR outlet pressure is measured immediately after the EGR valve. |
| 5020 | Engine Exhaust Gas Recirculation 1 Mixer Intake Temperature | The temperature of the EGR gas entering the intake mixer, measured after the intake throttle when provided. |
| 5021 | Momentary Engine Maximum Power Enable Feedback | Momentarily requesting Engine Maximum Power Enable - feature support feedback 00 disabled 01 supported 10 reserved 11 don't care |
| 5022 | Forward Collision Warning | This parameter indicates if a collision is imminent and strong driver reaction either by braking hard or by an avoidance maneuver are imperative to prevent a collision. 00 No warning 01 Collision is imminent 10 Error indicator 11 not available |
| 5023 | ACC usage demand | This parameter indicates the drivers demand to activate or deactivate ACC keeping distance control. 00 driver demand for not using ACC distance keeping control 01 driver demand for using ACC distance keeping control 10 reserved 11 don't care |
| 5024 | Aftertreatment 1 Intake NOx Sensor Heater Ratio | Heater ratio to determine temperature at sensor tip. |
| 5025 | Aftertreatment 1 Intake NOx Sensor New part deviation NOx Gain | New part deviation NOx_Gain to correct (recalculate) sensor signal on the Engine ECU side. |
| 5026 | Aftertreatment 1 Intake NOx Sensor New part deviation NOx Offset | New part deviation NOx_Offset to correct (recalculate) sensor signal on the Engine ECU side. |
| 5027 | Aftertreatment 1 Intake NOx Sensor O2 Pressure Correction | Correction of pressure Lambda-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5028 | Aftertreatment 1 Intake NOx Sensor NOx Pressure Correction | Correction of pressure NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5029 | Aftertreatment 1 Intake NOx Sensor NO2 Correction | Correction of NO2 at the NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5030 | Aftertreatment 1 Intake NOx Sensor NH3 Correction | Correction of NH3 at the NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5031 | Aftertreatment 1 Outlet NOx Sensor Heater Ratio | Heater ratio to determine temperature at sensor tip. |
| 5032 | Aftertreatment 1 Outlet NOx Sensor New part deviation NOx Gain | New part deviation NOx_Gain to correct (recalculate) sensor signal on the Engine ECU side. |
| 5033 | Aftertreatment 1 Outlet NOx Sensor New part deviation NOx Offset | New part deviation NOx_Offset to correct (recalculate) sensor signal on the Engine ECU side. |
| 5034 | Aftertreatment 1 Outlet NOx Sensor O2 Pressure Correction | Correction of pressure Lambda-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5035 | Aftertreatment 1 Outlet NOx Sensor NOx Pressure Correction | Correction of pressure NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5036 | Aftertreatment 1 Outlet NOx Sensor NO2 Correction | Correction of NO2 at the NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5037 | Aftertreatment 1 Outlet NOx Sensor NH3 Correction | Correction of NH3 at the NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5038 | Aftertreatment 2 Intake NOx Sensor Heater Ratio | Heater ratio to determine temperature at sensor tip. |
| 5039 | Aftertreatment 2 Intake NOx Sensor New part deviation NOx Gain | New part deviation NOx_Gain to correct (recalculate) sensor signal on the Engine ECU side. |
| 5040 | Aftertreatment 2 Intake NOx Sensor New part deviation NOx Offset | New part deviation NOx_Offset to correct (recalculate) sensor signal on the Engine ECU side. |
| 5041 | Aftertreatment 2 Intake NOx Sensor O2 Pressure Correction | Correction of pressure Lambda-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5042 | Aftertreatment 2 Intake NOx Sensor NOx Pressure Correction | Correction of pressure NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5043 | Aftertreatment 2 Intake NOx Sensor NO2 Correction | Correction of NO2 at the NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5044 | Aftertreatment 2 Intake NOx Sensor NH3 Correction | Correction of NH3 at the NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5045 | Aftertreatment 2 Outlet NOx Sensor Heater Ratio | Heater ratio to determine temperature at sensor tip. |
| 5046 | Aftertreatment 2 Outlet NOx Sensor New part deviation NOx Gain | New part deviation NOx_Gain to correct (recalculate) sensor signal on the Engine ECU side. |
| 5047 | Aftertreatment 2 Outlet NOx Sensor New part deviation NOx Offset | New part deviation NOx_Offset to correct (recalculate) sensor signal on the Engine ECU side. |
| 5048 | Aftertreatment 2 Outlet NOx Sensor O2 Pressure Correction | Correction of pressure Lambda-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5049 | Aftertreatment 2 Outlet NOx Sensor NOx Pressure Correction | Correction of pressure NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5050 | Aftertreatment 2 Outlet NOx Sensor NO2 Correction | Correction of NO2 at the NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5051 | Aftertreatment 2 Outlet NOx Sensor NH3 Correction | Correction of NH3 at the NOx-signal to correct (recalculate) sensor signal on the Engine ECU side. |
| 5052 | Transmission Clutch/Converter Input Speed | Rotational velocity of the input to a transmission's master clutch or torque converter. In most cases the rotational velocity will be the same as engine flywheel speed unless there is an intermediate device, such as a power divider, between the engine and the clutch/converter. |
| 5053 | High Resolution Engine Trip Fuel | Fuel consumed during all or part of a journey. High resolution used for calculations and fleet management systems. See SPN 182 for alternate resolution. |
| 5054 | High Resolution Engine Total Fuel Used | Accumulated amount of fuel used during vehicle operation. High resolution used for calculations and fleet management systems. See SPN 250 for alternate resolution. |
| 5055 | Engine Oil Viscosity | Dynamic viscosity of the engine oil |
| 5056 | Engine Oil Density | Density of the engine oil |
| 5057 | Cab Noise Control Command | Command signal to change the state of the Cab Noise Control System to on-line or off-line 00 - Take Cab Noise Control System Off Line 01 - Bring Cab Noise Control System On Line 10 - Reserved 11 - Don't Care/Not Commanded |
| 5058 | Cab Noise Control Tuning Command | Command values for the Tuning State of the Cab Noise Control System. The Tuning State allows the Cab Noise Control System to adjust certain system characteristics (e.g. to account for microphone or speaker degradation over time). 000 - Activate Manual Tuning, Wait for Save and Exit Commands 001 - Activate Automatic Tuning, Wait for Save and Exit Commands 010 - Activate Automatic Tuning State, Saving Parameters, Exit on Completion 011 - Remain In Tuning, Save Current Parameters 100 - Exit Tuning, Not Saving Parameters 101 - Exit Tuning, Saving Parameters 110 - Reserved 111 - Don't Care, NOT Commanded |
| 5059 | Cab Noise Control Status | This parameter returns the current status of the Cab Noise Control system. 00 - Cab Noise Control System ON-Line 01 - Cab Noise Control System OFF-Line 10 - Error Indicator 11 - Not Available/Not Requested |
| 5060 | Cab Noise Control Tuning Status | This parameter returns the current status of tuning function of the Cab Noise Control system. When the tuning state is active, the Cab Noise Control System adjusts certain system characteristics (e.g. to account for sensor and/or transducer degradation over time). This adjustment may be automatic or under manual control. 0000 – Manual Tuning Mode 0001 – Manual Tuning Mode – Command Complete 0010 – Manual Tuning Mode – Saving Data 0011 – Reserved 0100 – Reserved 0101 – Reserved 0110 – Reserved 0111 – Manual Tuning Denied – Requires Security Verification 1000 – Automatic Tuning Mode 1001 – Automatic Tuning Mode – Command Complete 1010 – Automatic Tuning Mode – Saving Data 1011 – Reserved 1100 – Reserved 1101 – Reserved 1110 – Tuning Mode – Error 1111 – Not Available/Not Tuning/Not Requested |
| 5061 | Noise Controller | Used to show an error condition in the Noise Controller |
| 5062 | Noise Control Microphone 1 | Noise Control microphone 1 failure |
| 5063 | Noise Control Microphone 2 | Noise Control microphone 2 failure |
| 5064 | Noise Control Microphone 3 | Noise Control microphone 3 failure |
| 5065 | Noise Control Microphone 4 | Noise Control microphone 4 failure |
| 5066 | Noise Control Microphone 5 | Noise Control microphone 5 failure |
| 5067 | Noise Control Microphone 6 | Noise Control microphone 6 failure |
| 5068 | Noise Control Output 1 | Noise Control output 1 failure |
| 5069 | Noise Control Output 2 | Noise Control output 2 failure |
| 5070 | Noise Control Output 3 | Noise Control output 3 failure |
| 5071 | Noise Control Output 4 | Noise Control output 4 failure |
| 5072 | Noise Control Output 5 | Noise Control output 5 failure |
| 5073 | Noise Control Output 6 | Noise Control output 6 failure |
| 5074 | Noise Control Feed Forward Sensor 1 | Noise Control feed forward sensor 1 failure |
| 5075 | Noise Control Feed Forward Sensor 2 | Noise Control feed forward sensor 2 failure |
| 5077 | Engine Protect Lamp Command | Command signal directly controlling the Engine Protect Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available Note: SPN 987 should be used for reporting diagnostics of the Engine Protect Lamp. |
| 5078 | Engine Amber Warning Lamp Command | Command signal directly controlling the Engine Amber Warning Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available Note: SPN 624 should be used for reporting diagnostics of the Engine Amber Warning Lamp. |
| 5079 | Engine Red Stop Lamp Command | Command signal directly controlling the Engine Red Stop Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available Note: SPN 623 should be used for reporting diagnostics of the Engine Red Stop Lamp. |
| 5080 | OBD Malfunction Indicator Lamp Command | Command signal directly controlling the OBD Malfunction Indicator Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available Note: SPN 1213 should be used for reporting diagnostics of the OBD Malfunction Indicator Lamp. |
| 5081 | Engine Brake Active Lamp Command | Command signal directly controlling the Engine Brake Active Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5082 | Engine Oil Pressure Low Lamp Command | Command signal directly controlling the Engine Oil Pressure Low Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5083 | Engine Coolant Temperature High Lamp Command | Command signal directly controlling the Engine Coolant Temperature High Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5084 | Engine Coolant Level Low Lamp Command | Command signal directly controlling the Engine Coolant Level Low Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5085 | Engine Idle Management Active Lamp Command | Command signal directly controlling the Engine Idle Management Active Lamp 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available Note: SPN 1661 should be used for reporting diagnostics of the Engine Idle Management Active Lamp. |
| 5086 | Engine Air Filter Restriction Lamp Command | Command signal directly controlling the Engine Air Filter Restriction Lamp. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5087 | Vehicle Battery Voltage Low Lamp Command | Command signal directly controlling the Vehicle Battery Voltage Low Lamp. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5088 | Vehicle Fuel Level Low Lamp Command | Command signal directly controlling the Vehicle Fuel Level Low Lamp. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5089 | Vehicle Air Pressure Low Lamp Command | Command signal directly controlling the Vehicle Air Pressure Low Lamp. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5090 | Vehicle HVAC Recirculation Lamp Command | Command signal directly controlling the Vehicle HVAC Recirculation Lamp. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5091 | Vehicle Battery Charging Lamp Command | Command signal directly controlling the Vehicle Battery Charging Lamp. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 5093 | Engine Protect Lamp Data | This parameter provides measured data from the Engine Protect Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5094 | Engine Amber Warning Lamp Data | This parameter provides measured data from the Engine Amber Warning Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5095 | Engine Red Stop Lamp Data | This parameter provides measured data from the Engine Red Stop Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5096 | OBD Malfunction Indicator Lamp Data | This parameter provides measured data from the OBD Malfunction Indicator Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5097 | Engine Brake Active Lamp Data | This parameter provides measured data from the Engine Brake Active Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5098 | Compression Brake Enable Switch Indicator Lamp Data | This parameter provides measured data from the Compression Brake Enable Switch Indicator Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5099 | Engine Oil Pressure Low Lamp Data | This parameter provides measured data from the Engine Oil Pressure Low Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5100 | Engine Coolant Temperature High Lamp Data | This parameter provides measured data from the Engine Coolant Temperature High Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5101 | Engine Coolant Level Low Lamp Data | This parameter provides measured data from the Engine Coolant Level Low Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5102 | Engine Idle Management Active Lamp Data | This parameter provides measured data from the Engine Idle Management Active Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5103 | Engine Air Filter Restriction Lamp Data | This parameter provides measured data from the Engine Air Filter Restriction Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5104 | Vehicle Battery Voltage Low Lamp Data | This parameter provides measured data from the Vehicle Battery Voltage Low Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5105 | Vehicle Fuel Level Low Lamp Data | This parameter provides measured data from the Vehicle Fuel Level Low Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5106 | Vehicle Air Pressure Low Lamp Data | This parameter provides measured data from the Vehicle Air Pressure Low Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5107 | Vehicle HVAC Recirculation Lamp Data | This parameter provides measured data from the Vehicle HVAC Recirculation Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5108 | Vehicle Battery Charging Lamp Data | This parameter provides measured data from the Vehicle Battery Charging Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5109 | Controller #3 | Controller #3 |
| 5110 | Controller #4 | Controller #4 |
| 5111 | Controller #5 | Controller #5 |
| 5112 | Controller #6 | Controller #6 |
| 5113 | Controller #7 | Controller #7 |
| 5114 | Controller #8 | Controller #8 |
| 5115 | Controller #9 | Controller #9 |
| 5116 | Controller #10 | Controller #10 |
| 5117 | Controller #11 | Controller #11 |
| 5118 | Controller #12 | Controller #12 |
| 5119 | Controller #13 | Controller #13 |
| 5120 | Controller #14 | Controller #14 |
| 5121 | Controller #15 | Controller #15 |
| 5122 | Controller #16 | Controller #16 |
| 5123 | Controller #17 | Controller #17 |
| 5124 | Controller #18 | Controller #18 |
| 5125 | Sensor supply voltage 7 | Sensor ECU supply voltage 7 |
| 5126 | Sensor supply voltage 8 | Sensor ECU supply voltage 8 |
| 5127 | Sensor supply voltage 9 | Sensor ECU supply voltage 9 |
| 5128 | Sensor supply voltage 10 | Sensor ECU supply voltage 10 |
| 5129 | Sensor supply voltage 11 | Sensor ECU supply voltage 11 |
| 5130 | Sensor supply voltage 12 | Sensor ECU supply voltage 12 |
| 5131 | Sensor supply voltage 13 | Sensor ECU supply voltage 13 |
| 5132 | Sensor supply voltage 14 | Sensor ECU supply voltage 14 |
| 5133 | Sensor supply voltage 15 | Sensor ECU supply voltage 15 |
| 5134 | Sensor supply voltage 16 | Sensor ECU supply voltage 16 |
| 5135 | Sensor supply voltage 17 | Sensor ECU supply voltage 17 |
| 5136 | Sensor supply voltage 18 | Sensor ECU supply voltage 18 |
| 5137 | Aftertreatment 1 Diesel Exhaust Fluid Tank Heater Command | Command for the Aftertreatment 1 Diesel Exhaust Fluid Tank Heater. A value of 0% means no heating applied, a value of 100% means full heating applied. See SPN 3363 for the measured value of the Aftertreatment 2 Diesel Exhaust Fluid Tank Heater. |
| 5138 | Aftertreatment 2 Diesel Exhaust Fluid Tank Heater Command | Command for the Aftertreatment 2 Diesel Exhaust Fluid Tank Heater. A value of 0% means no heating applied, a value of 100% means full heating applied. See SPN 4431 for the measured value of the Aftertreatment 2 Diesel Exhaust Fluid Tank Heater. |
| 5139 | Implement operating state – command | Command for setting the operating state of a connected implement system. 00 Set implement to field working state 01 Set implement to transport state 10 Set implement to park state 11 Take no action |
| 5140 | All Implement stop operating operations switch state | State of a switch or other operator input for stopping the operation of a connected system. 00 All implements stop operations switch OFF 01 All implements stop operations switch ON 10 Error indication 11 Not available |
| 5141 | Low Voltage Disconnect Manual Disconnect State | State of the Manual Disconnect hardwired input to the LVD. Manual Disconnect is used to override the LVD's normal activlty and dicconnect all of the LVD outputs. Manual Disconnect is lower in priority than the Manual Connect hardwired input, but has priority over all LVD Set Operating Mode messages. 00 - Input off 01 - Input on 10 - Error 11 - Not installed |
| 5142 | Low Voltage Disconnect Manual Connect State | State of the Manual Connect hardwired input to the LVD. Manual Connect is used to override the LVD's normal activlty and connect all of the LVD outputs. Manual Connect has priority over the Manual Dicsonnect hardwired input and all LVD Set Operating Mode messages. 00 - Input off 01 - Input on 10 - Error 11 - Not installed |
| 5143 | Low Voltage Disconnect Current Operating Mode | Current operating mode of the LVD. The current mode is dependent on the state of the Manual Disconnect/Connect hardwired inputs and on the most-recent received LVD Set Desired Operating Mode message. The hardwired inputs have priority over the LVD Set Operating Mode message, and Connects have priority over Disconnects. 0000 - Automatic 0001-0011 - Reserved 0100 - Manual Disconnect via J1939 request 0101 - Manual Connect via J1939 request 0110-0111 - Reserved 1000 - Manual Disconnect via hardwired input 1001 - Manual Connect via hardwired input 1010-1110 - Reserved 1111 - Not available |
| 5144 | Low Voltage Disconnect Output #3 State | State of the Output #3 from the LVD. Output #3 controls an external load or relay. This external load could be independent of the main output, and may apply to an application specific circuit or zone. If the LVD supports prioritization, this circuit will disconnect before Output #2 and reconnect after Output #2. 0000 - Output off or disconnected 0001 - Output on or connected 0010 - Disconnect alarm expired, output off or disconnected 0011 - Disconnect pending, alarm active 0100 - Connect pending, alarm active 0101-1101 - Reserved 1110 - Output fault 1111 - Not available or not installed |
| 5145 | Low Voltage Disconnect Output #2 State | State of the Output #2 from the LVD. Output #2 controls an external load or relay. This external load could be independent of the main output, and may apply to an application specific circuit or zone. If the LVD supports prioritization, this circuit will disconnect before Output #1 and reconnect after Output #1. 0000 - Output off or disconnected 0001 - Output on or connected 0010 - Disconnect alarm expired, output off or disconnected 0011 - Disconnect pending, alarm active 0100 - Connect pending, alarm active 0101-1101 - Reserved 1110 - Output fault 1111 - Not available or not installed |
| 5146 | Low Voltage Disconnect Output #1 State | State of the Output #1 from the LVD. Output #1 controls an external load or relay. This external load could be independent of the main output, and may apply to an application specific circuit or zone. If the LVD supports prioritization, this circuit will disconnect before the Vout output and reconnect after the Vout output. 0000 - Output off or disconnected 0001 - Output on or connected 0010 - Disconnect alarm expired, output off or disconnected 0011 - Disconnect pending, alarm active 0100 - Connect pending, alarm active 0101-1101 - Reserved 1110 - Output fault 1111 - Not available or not installed |
| 5147 | Low Voltage Disconnect Vout Output State | State of the Vout Output from the LVD. Vout is the LVD's main internal, controllable, high-current output. If the LVD supports prioritization, this circuit will be the last to disconnect and the first to reconnect. 0000 - Output off or disconnected 0001 - Output on or connected 0010 - Disconnect alarm expired, output off or disconnected 0011 - Disconnect pending, alarm active 0100 - Connect pending, alarm active 0101-1101 - Reserved 1110 - Output fault 1111 - Not available or not installed |
| 5148 | Low Voltage Disconnect Temperature | Internal temperature of the LVD. |
| 5149 | Low Voltage Disconnect Desired Operating Mode | Desired Operating Mode of the LVD. Used to issue a J1939 request to the LVD to change modes. 0000 - Automatic 0001-0011 - Reserved 0100 - Manual Disconnect 0101 - Manual Connect 0110-1110 - Reserved 1111 - No change |
| 5150 | Front Hitch Position Limit status | This parameter is used to report the tractor ECU’s present limit status associated with rear hitch position commands that are persistent. |
| 5151 | Rear Hitch Position Limit status | This parameter is used to report the tractor ECU’s present limit status associated with front hitch position commands that are persistent. |
| 5152 | Front PTO engagement request status | This parameter is used to report the tractor ECU’s status associated with front PTO engagement requests that are transient/temporary/one-shot. |
| 5153 | Front PTO mode request status | This parameter is used to report the tractor ECU’s status associated with front PTO mode requests that are transient/temporary/one-shot. |
| 5154 | Front PTO Economy mode request status | This parameter is used to report the tractor ECU’s status associated with front PTO economy mode requests that are transient/temporary/one-shot. |
| 5155 | Front PTO shaft speed limit status | This parameter is used to report the tractor ECU’s present limit status associated with front PTO shaft speed commands that are persistent. |
| 5156 | Rear PTO engagement request status | This parameter is used to report the tractor ECU’s status associated with rear PTO engagement requests that are transient/temporary/one-shot. |
| 5157 | Rear PTO mode request status | This parameter is used to report the tractor ECU’s status associated with rear PTO mode requests that are transient/temporary/one-shot. |
| 5158 | Rear PTO Economy mode request status | This parameter is used to report the tractor ECU’s status associated with rear PTO economy mode requests that are transient/temporary/one-shot. |
| 5159 | Rear PTO shaft speed limit status | This parameter is used to report the tractor ECU’s present limit status associated with rear PTO shaft speed commands that are persistent. |
| 5160 | Auxiliary valve number 0 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 0 flow commands that are persistent. |
| 5161 | Auxiliary valve number 0 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 0 flow commands that are persistent. |
| 5162 | Auxiliary valve number 1 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 1 flow commands that are persistent. |
| 5163 | Auxiliary valve number 1 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 1 flow commands that are persistent. |
| 5164 | Auxiliary valve number 2 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 2 flow commands that are persistent. |
| 5165 | Auxiliary valve number 2 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 2 flow commands that are persistent. |
| 5166 | Auxiliary valve number 3 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 3 flow commands that are persistent. |
| 5167 | Auxiliary valve number 3 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 3 flow commands that are persistent. |
| 5168 | Auxiliary valve number 4 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 4 flow commands that are persistent. |
| 5169 | Auxiliary valve number 4 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 4 flow commands that are persistent. |
| 5170 | Auxiliary valve number 5 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 5 flow commands that are persistent. |
| 5171 | Auxiliary valve number 5 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 5 flow commands that are persistent. |
| 5172 | Auxiliary valve number 6 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 6 flow commands that are persistent. |
| 5173 | Auxiliary valve number 6 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 6 flow commands that are persistent. |
| 5174 | Auxiliary valve number 7 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 7 flow commands that are persistent. |
| 5175 | Auxiliary valve number 7 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 7 flow commands that are persistent. |
| 5176 | Auxiliary valve number 8 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 8 flow commands that are persistent. |
| 5177 | Auxiliary valve number 8 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 8 flow commands that are persistent. |
| 5178 | Auxiliary valve number 9 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 9 flow commands that are persistent. |
| 5179 | Auxiliary valve number 9 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 9 flow commands that are persistent. |
| 5180 | Auxiliary valve number 10 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 10 flow commands that are persistent. |
| 5181 | Auxiliary valve number 10 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 10 flow commands that are persistent. |
| 5182 | Auxiliary valve number 11 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 11 flow commands that are persistent. |
| 5183 | Auxiliary valve number 11 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 11 flow commands that are persistent. |
| 5184 | Auxiliary valve number 12 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 12 flow commands that are persistent. |
| 5185 | Auxiliary valve number 12 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 12 flow commands that are persistent. |
| 5186 | Auxiliary valve number 13 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 13 flow commands that are persistent. |
| 5187 | Auxiliary valve number 13 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 13 flow commands that are persistent. |
| 5188 | Auxiliary valve number 14 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 14 flow commands that are persistent. |
| 5189 | Auxiliary valve number 14 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 14 flow commands that are persistent. |
| 5190 | Auxiliary valve number 15 measured flow limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with valve number 15 flow commands that are persistent. |
| 5191 | Auxiliary valve number 15 estimated flow limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with valve number 15 flow commands that are persistent. |
| 5192 | General purpose valve measured limit status | This parameter is used to report the tractor ECU’s present measured flow limit status associated with a general purpose valve flow commands that are persistent. |
| 5193 | General purpose valve estimated limit status | This parameter is used to report the tractor ECU’s present estimated flow limit status associated with a general purpose valve flow commands that are persistent. |
| 5194 | Temperature units | Command specifying the temperature units |
| 5195 | Pressure units | Command specifying the pressure units. |
| 5196 | Force units | Command specifying the force units. |
| 5197 | Units system | Command specifying the system to be used for the display of any units, or units other than those specified in A.23.5.2 to A.23.5.8. |
| 5198 | Repetition rate | The actual value of the transmission rate of the message with the associated PGN: the value of 0 implies the default rate is desired, while a value of 65535 implies no change is requested. |
| 5199 | Process data command | The command identifies the action to be performed by the controller using the data in the process variable value field that is defined in the DD identifier at the element identified in bytes 3 and 4. |
| 5200 | Process data element number | The element number is a 12-bit field comprised of Byte 1, bits 5 – 8 and Byte 2. It indicates the specific controllable element that must act on the command. The set of numbers is defined in the device description. The syntax of {element number, parent number} is used to describe the configuration. |
| 5201 | Process data data dictionary identifier | This 2 byte parameter is the identifier of the specific data entity in the data dictionary that defines its attributes contained in the process variable value field. The data dictionary entities are listed in ISO?11783-11. |
| 5202 | Process data variable value | This 4 byte parameter contains the actual data for the Process Data Message. This value is defined as signed long integer data type. |
| 5203 | Implement Start/Stop operations | State of a switch or other operator input to start or enable implement operations. The start or enabled state can be the result of the implement being positioned into an operating position. It can be generated by an operator placing a switch to an “on” state. An alternative name for this switch can be “Master ON/OFF” switch. |
| 5204 | Tractor control mode commands | Commands from a connected implement, the task controller or the operator using the tractor ECU interface on a virtual terminal (VT), used for setting the optional function control modes of a tractor ECU. These modes accomplish various combinations of optimization goals, focused on optimizing power, speed and slip, and controlling travel direction. |
| 5205 | Tractor control commanded vehicle speed | Commanded set point value of the wheel-, ground- or navigation-based tractor speed |
| 5206 | Tractor control commanded PTO speed | Commanded set point value of the front or rear PTO speed. |
| 5207 | Tractor control commanded hitch position | Commanded set point value of the front or rear hitch position. |
| 5208 | Tractor control commanded PTO torque | Commanded set point value of the front or rear PTO torque. |
| 5209 | Tractor control commanded auxiliary valve flow | Command for the set point value within the slip control function of the flow from the tractor auxiliary valve number given in A.27.3.6.3 |
| 5210 | Tractor control commanded auxiliary valve state | Command for setting of the state of the auxiliary valve number given in A.27.3.6.3. With float enabled, hydraulic fluid may flow to or from the tractor as driven by the implement. |
| 5211 | Tractor control commanded auxiliary valve number | The number of the auxiliary valve selected for the commanded flow set point value within the slip control function. |
| 5212 | Tractor control commanded draft force | Commanded set point value of the front or rear lower link draft force. |
| 5213 | Tractor control mode command response | Measured parameter from a Tractor ECU of the optional function control modes settings. |
| 5214 | Tractor control vehicle speed set point value response | Parameter that reports the commanded set point value of the wheel-, ground- or navigation-based tractor speed control mode. |
| 5215 | Tractor control PTO speed set point value response | Parameter that reports the commanded set point value of the front or rear PTO speed. |
| 5216 | Tractor control hitch position set point value response | Parameter that reports the commanded set point value of the front or rear hitch position. |
| 5217 | Tractor control PTO torque set point value response | Parameter that reports the commanded set point value of the front or rear PTO torque. |
| 5218 | Tractor control maximum slip set point value response | Parameter that reports the settled maximum flow of an auxiliary valve within slip control function. |
| 5219 | Tractor control auxiliary valve flow set point value response | Parameter that reports the set point value within the slip control function of the flow from the tractor auxiliary valve number given in A.27.5.7.3 |
| 5220 | Tractor control auxiliary valve state response | Parameter that reports the state of the valve selected for the control of the flow within slip control function. |
| 5221 | Tractor control auxiliary valve number response | Parameter that reports the number of the auxiliary valve selected for the control of the flow within slip control function. |
| 5222 | Tractor control draft force set point value response | Parameter that reports the commanded set point value of the front or rear lower link draft force. |
| 5223 | Tractor Control draft force limit set point | Parameter that reports the value of the limit of the commanded front or rear lower link draft force. |
| 5224 | Tractor Control PTO torque limit set point | Parameter that reports the value of the limit of the commanded front or rear PTO torque. |
| 5225 | Tractor Control Absolute maximum PTO torque limit set point 540?rpm | Parameter that reports the value of the limit of the commanded absolute front or rear PTO torque at 540?rpm. |
| 5226 | Tractor Control auxiliary valve flow limit set point | Parameter that reports the settled limit of flow from an auxiliary valve within slip control function. |
| 5227 | Tractor Control limit status | Parameter used to report the tractor ECU’s present limit status associated with a parameter whose commands are persistent. |
| 5228 | Tractor control draft force limit set point command | Parameter that reports the value of the limit of the commanded front or rear lower link draft force. |
| 5229 | Tractor control PTO torque limit set point command | Parameter that reports the value of the limit of the commanded front or rear PTO torque. |
| 5230 | Tractor control absolute maximum PTO torque limit set point 540?rpm command | Parameter that reports the value of the limit of the commanded absolute front or rear PTO torque at 540?rpm. |
| 5231 | Tractor control auxiliary valve flow limit set point command | Parameter that reports the settled limit of flow from an auxiliary valve within slip control function. |
| 5232 | Tractor ECU class request | Parameter used to request the class of a tractor ECU. |
| 5233 | Tractor facility request | Parameter used to request a facility of a tractor ECU. |
| 5234 | Tractor ECU class response | Parameter used to respond to a request of the class of a tractor ECU. |
| 5235 | Tractor facility response | Parameter used to respond to a request of a facility of a tractor ECU. |
| 5236 | Tractor facility reserved bit indicator | This parameter indicates whether the reserved bits in the message are set to 0 or 1. |
| 5237 | Guidance curvature command | Desired course curvature over ground that a machine’s steering system is required to achieve. The desired path is determined by the automatic guidance system expressed as the inverse of the instantaneous radius of curvature of the turn. Curvature is positive when the vehicle is moving forward and turning to the driver’s right. |
| 5238 | Guidance estimated curvature | The machine steering system’s estimate of the curvature of the current turn. Curvature is positive when the vehicle is moving forward and turning to the driver’s right. |
| 5239 | Guidance curvature command status | This parameter indicates whether the guidance system is attempting to control steering with this command. |
| 5240 | Guidance request reset command status | The machine steering system request to the automatic guidance system to change Curvature Command Status state from "Intended to Steer" to "Not Intended to Steer". |
| 5241 | Guidance steering input position status | The machine steering system indicates if manual steering is in correct position for guidance to function (i.e. may be neutral steering). |
| 5242 | Guidance steering system readiness | The machine steering system indicates that it is free from faults that would preclude guidance system operation. |
| 5243 | Mechanical system lockout | The state of a lockout switch that allows operators to disable automatic steering system functions. |
| 5244 | Operator direction reversed | This parameter indicates whether the reported direction is reversed from the perspective of the operator (e.g. the operator station has been reversed so forward direction actually moves the operator backwards). |
| 5245 | Aftertreatment Selective Catalytic Reduction Operator Inducement Active | The desired illumination of the driver's warning indicator for diesel exhaust fluid (DEF) tank low level. 000 - Off - indicates adequate DEF level e.g., for Euro VI this is used to indicate the driver warning system is non-active for diesel exhaust fluid level 001 - On solid - indicates low DEF level e.g., for Euro VI this is used to indicate the driver warning system is initially activated for low diesel exhaust fluid level 010 - reserved for SAE assignment 011 - reserved for SAE assignment 100 - On fast blink (1 Hz) indicates the DEF level is lower than the level indicated by the solid illumination (state 001) e.g., for Euro VI this is used to indicate the second driver warning system detection threshold for diesel exhaust fluid level, where the visual alarm of the driver warning system is required to "escalate in intensity". 101 - reserved for SAE assignment 110 - reserved for SAE assignment 111 - not available Note: SPN 5245 is similar to SPN 5825. SPN 5245 is intended to be used in implementations where the warning indicator is used to convey diesel exhaust fluid tank low level information only, whereas SPN 5825 is intended to be used in implementations where the warning indicator is used to convey diesel exhaust fluid tank low level as well as specific emission control malfunction information. Thus, SPN 5245 is a subset of SPN 5825, and if both are utilized, will match only under certain conditions. |
| 5246 | Aftertreatment SCR Operator Inducement Severity | Severity status of the operator inducement system for anomalies with the SCR system, such as tampering, low DEF quality, and DEF tank level. Higher numerical levels indicate more severe levels of inducement. Level 1 is the least severe. 000 - Driver Warning, Low-Level Inducement, and Severe Inducement Non-Active 001 - Inducement Level 1 … EPA defined SCR Inducement - DEF Warning ...................... FMI 15 …Euro VI - Driver Warning System Active ................................... FMI 15 …Off Highway (Tier4) - DEF Warning…….................................... FMI 15 010 - Inducement Level 2 … DEF Warning, second level (optional) ...................................... FMI 15 ... Euro VI - Low-Level Inducement Enabled ................................. FMI 15 …Off Highway (Tier4) - DEF Warning, second level.................... FMI 15 011 - Inducement Level 3 … EPA defined SCR Inducement - Engine Derate ..................... FMI 16 ... Euro VI - Low-Level Inducement Active .................................... FMI 16 …Off Highway (Tier4) - Low-Level Inducement Active................. FMI 16 100 - Inducement Level 4 ... Severe Inducement Pre-Trigger (optional) ….…….................. FMI 16 ... Euro VI - Severe Inducement Enabled ...................................... FMI 16 …Off Highway (Tier4) - Severe Inducement Enabled.................. FMI 16 101 - Inducement Level 5 ... EPA defined SCR Inducement - Severe Inducement …........ FMI 0 ... Euro VI - Severe Inducement Active ......................................... FMI 0 …Off Highway (Tier4) - Final Inducement Enabled...................... FMI 0 110 - Temporary Override of Inducement - The SCR inducement has been temporarily interrupted. 111 - Not Available / Not Supported When SPN 5246 is used in a DTC the recommended FMI usage is as shown. Reference EPA CISD-09-04-REVISED SCR Guidance document for more information regarding EPA implementations. Reference Euro VI implementing regulation Annex XIII, Appendix 5, section 3.1.(b), 3.1.(c), and 3.1.(d) for more information regarding Euro VI implementations. Reference EU directive 97/68/EC amendment (TBD), EPA webinar nrci-scr-web-conf.2011-07-25, and JMLIT "Technical Guidelines for Urea Selective Catalytic Reduction System" Kokujikan 132-3, Feb.16, 2012 for Off Highway (Tier4) implementations. JMLIT - Japan Ministry Of Land, Infrastructure, Transport and Tourism Note: SPN 5246 is similar to SPN 5826. SPN 5246 is intended to be used to indicate the severity status of the operator inducement system for anomalies with the SCR system only, whereas SPN 5826 is intended to be used to indicate the severity status of the operator inducement system for anomalies with the SCR and EGR systems. Thus, SPN 5246 is a subset of SPN 5826, and if both are utilized, will match only under certain conditions. |
| 5247 | Command - Process Data | |
| 5248 | Sub-command - Process Data | |
| 5249 | Command specific parameters - Process Data | |
| 5250 | Element number | |
| 5251 | Data Dictionary Identifier | |
| 5252 | Engine Exhaust Gas Recirculation 2 Differential Pressure | Differential Pressure across the Exhaust Gas Recirculation 2 (EGR2) system. |
| 5253 | Engine Exhaust Gas Recirculation 2 Intake Pressure | EGR2 intake gauge pressure is measured after EGR2 cooler and before EGR2 valve |
| 5254 | Engine Exhaust Gas Recirculation 2 Outlet Absolute Pressure | Absolute Pressure immediately after the EGR2 valve |
| 5255 | Engine Exhaust Gas Recirculation 2 Temperature | Temperature of Recirculated Exhaust Gas of EGR2 |
| 5256 | Engine Exhaust Gas Recirculation 2 Mixer Intake Temperature | The temperature of the EGR gas entering the intake of EGR2 system mixer. |
| 5257 | Engine Exhaust Gas Recirculation 2 Mass Flow Rate | Flow rate of gas through the second EGR system. Flow rate of the exhaust gas being recirculated from the 2nd EGR system into combustion air. |
| 5258 | Engine Exhaust Gas Recirculation 2 Cooler Intake Temperature | Exhaust Gas Recirculation 2 (EGR2) Temperature measured at EGR2 cooler intake. See SPN 5255 for Engine EGR2 temperature. |
| 5259 | Engine Exhaust Gas Recirculation 2 Cooler Intake Gas Absolute Pressure | Exhaust Gas Recirculation 2 gas absolute pressure is measured at EGR2 cooler intake. See SPN 5253 for EGR2 pressure measured at the EGR2 cooler outlet before the valve. |
| 5260 | Engine Exhaust Gas Recirculation 2 Cooler Efficiency | Exhaust Gas Recirculation 2 cooler efficiency is an indication of the cooler’s ability to reduce the temperature of the exhaust gas that is being recirculated back to the intake. 0% = no reduction in temperature, 100% = maximum cooling. The EGR 2 cooler efficiency is calculated as (EGR 2 cooler intake temperature minus EGR 2 gas temperature) divided by (EGR 2 cooler intake temperature minus engine coolant temperature). |
| 5261 | Engine Exhaust Gas Recirculation 2 Cooler Bypass Actuator Position | EGR2 Cooler Bypass Actuator position, where 0% = Fully Closed (no gas flowing through the bypass), and 100% = Fully Open.. |
| 5262 | Engine Exhaust Gas Recirculation 2 Valve Position | Position of EGR2 valve expressed as a percentage of full travel. 0% means the valve is closed and no exhaust gas is flowing into the air stream. 100% means the valve is fully opened. |
| 5263 | Engine Exhaust Gas Recirculation 2 Valve 2 Position | The position of the second exhaust gas recirculation valve of EGR 2 expressed as a percentage of full travel. 0% means the valve is closed and no exhaust gas is flowing into the air stream. 100% means the valve is fully opened. |
| 5264 | Engine Exhaust Gas Recirculation 2 Valve 1 Control | Desired percentage of maximum Exhaust Gas Recirculation 2 (EGR2) valve opening. 0% means the valve is closed. 100% means maximum opening (full gas flow). |
| 5265 | Engine Exhaust Gas Recirculation 2 Valve 2 Control | Desired percentage of maximum Exhaust Gas Recirculation 2 (EGR2) valve 2 opening. 0% means the valve is closed. 100% means maximum opening (full gas flow). |
| 5266 | Aftertreatment 1 Diesel Particulate Filter Soot Signal Standard Deviation | Standard deviation of the soot measurement from diesel particulate filter 1 soot sensor. |
| 5267 | Aftertreatment 1 Diesel Particulate Filter Soot Signal Maximum | Maximum output signal level of the current soot measurement from diesel particulate filter 1 soot sensor. This is a statistical value, not the maximum sensing capability of the sensor. |
| 5268 | Aftertreatment 1 Diesel Particulate Filter Soot Signal Minimum | Minimum output signal level of the current soot measurement from diesel particulate filter 1 soot sensor. This is a statistical value, not the minimum sensing capability of the sensor. |
| 5269 | Aftertreatment 2 Diesel Particulate Filter Soot Signal Standard Deviation | Standard deviation of the soot measurement from diesel particulate filter 2 soot sensor. |
| 5270 | Aftertreatment 2 Diesel Particulate Filter Soot Signal Maximum | Maximum output signal level of the current soot measurement from diesel particulate filter 2 soot sensor. This is a statistical value, not the maximum sensing capability of the sensor. |
| 5271 | Aftertreatment 2 Diesel Particulate Filter Soot Signal Minimum | Minimum output signal level of the current soot measurement from diesel particulate filter 2 soot sensor. This is a statistical value, not the minimum sensing capability of the sensor. |
| 5272 | Unexpected Engine Shutdown | To provide a warning to alert the operator that the engine has performed an unexpected shutdown |
| 5273 | Crank Terminate Relay | Crank Terminate Relay diagnostic |
| 5274 | Prohibit Automatic Air Suspension Control | This parameter is an internal request to the air suspension control system to prohibit automatic air suspension control. If the request is accepted, response intended to be sent in ASC1 (additional status requested in ASC1), there will be no automatic control either for height changes or axle load distribution changes, i.e. hold current pressures in all suspension devices. For example, to prohibit automatic air suspension control when a wheelchair lift is in use. 00 No request 01 Request prohibit automatic air suspension control 10 Error indicator 11 Not available |
| 5275 | Parking Brake Actuator Fully Activated | Signal which indicates when the parking brake actuator is fully activated. (see also SPN 70 and 619). 00 - Parking Brake Actuator not fully activated 01 - Parking Brake Actuator fully activated 10 - Error 11 - Not available |
| 5276 | Engine Exhaust Manifold Bank 1 Flow Balance Valve Actuator Control | Commanded percentage of maximum Engine Exhaust Manifold Bank 1 Balance valve opening. 0% means valve is closed. 100% means maximum valve opening (full gas flow). |
| 5277 | Engine Exhaust Manifold Bank 1 Flow Balance Valve Actuator Position | Actual percentage of maximum Engine Exhaust Manifold Bank 1 Balance valve opening. 0% means valve is closed. 100% means maximum valve opening (full gas flow). |
| 5278 | Engine Exhaust Manifold Bank 2 Flow Balance Valve Actuator Control | Commanded percentage of maximum Engine Ehaust Manifold Bank 2 Balance valve opening. 0% means valve is closed. 100% means maximum valve opening (full gas flow). |
| 5279 | Engine Exhaust Manifold Bank 2 Flow Balance Valve Actuator Position | Actual percentage of maximum Engine Manifold Bank 2 Balance valve opening. 0% means valve is closed. 100% means maximum valve opening (full gas flow). |
| 5280 | Engine Charge Air Cooler 1 Precooler Intake Temperature | Temperature of the combustion air measured at the charge air cooler 1 precooler intake. |
| 5281 | Engine Charge Air Cooler 1 Precooler Outlet Temperature | Temperature of the combustion air measured at the charge air cooler 1 precooler outlet. |
| 5282 | Engine Charge Air Cooler 1 Precooler Efficiency | Engine charge air cooler 1 (CAC1) precooler efficiency is an indication of the precooler’s ability to reduce the temperature of the combustion air that is being routed through the precooler. 0% = no reduction in temperature, 100% = maximum cooling. The CAC1 precooler efficiency is calculated as (CAC1 precooler Intake temperature minus CAC1 precooler outlet temperature) divided by (CAC1 precooler Intake temperature minus engine coolant temperature). This calculation assumes that the precooler uses engine coolant as the cooling fluid. |
| 5283 | Engine Charge Air Cooler 1 Intake Temperature | Temperature of the combustion air measured at the CAC 1 Intake. |
| 5284 | Engine Charge Air Cooler 1 Ambient Air Temperature | Temperature of the air surrounding charge air cooler 1. |
| 5285 | Engine Charge Air Cooler 1 Efficiency | Engine charge air cooler 1(CAC1) efficiency is an indication of the CAC’s ability to reduce the temperature of the combustion air that is being routed through the CAC1. 0% = no reduction in temperature, 100% = maximum cooling. The CAC1 efficiency is calculated as (CAC1 Intake temperature minus CAC1 outlet temperature) divided by (CAC1 Intake temperature minus CAC1 ambient air temperature). This calculation assumes that the CAC uses a measured or estimated ambient air temperature as the cooling fluid temperature. |
| 5286 | Engine Charge Air Cooler 2 Precooler Intake Temperature | Temperature of the combustion air measured at the charge air cooler 2 precooler Intake. |
| 5287 | Engine Charge Air Cooler 2 Precooler Outlet Temperature | Temperature of the combustion air measured at the charge air cooler 2 precooler outlet. |
| 5288 | Engine Charge Air Cooler 2 Precooler Efficiency | Engine charge air cooler 2 (CAC2) precooler efficiency is an indication of the precooler’s ability to reduce the temperature of the gas that is being routed through the precooler. 0% = no reduction in temperature, 100% = maximum cooling. The CAC2 precooler efficiency is calculated as (CAC2 precooler Intake temperature minus CAC2 precooler outlet temperature) divided by (CAC2 precooler Intake temperature minus engine coolant temperature). This calculation assumes that the CAC2 precooler uses engine coolant as the cooling fluid. |
| 5289 | Engine Charge Air Cooler 2 Intake Temperature | Temperature of the combustion air measured at the charge air cooler 2 Intake. |
| 5290 | Engine Charge Air Cooler 2 Outlet Temperature | Temperature of combustion air after it exits from the Charge Air Cooler 2 but before any mixing of recirculated exhaust gas. |
| 5291 | Engine Charge Air Cooler 2 Ambient Air Temperature | Temperature of the air surrounding charge air cooler 2. |
| 5292 | Engine Charge Air Cooler 2 Efficiency | Engine charge air cooler 2 (CAC2) is an indication of the CAC’s ability to reduce the temperature of the combustion air that is being routed through the CAC. 0% = no reduction in temperature, 100% = maximum cooling. The CAC2 efficiency is calculated as (CAC2 Intake temperature minus CAC2 outlet temperature) divided by (CAC2 Intake temperature minus CAC2 ambient air temperature). This calculation assumes that the CAC uses a measured or estimated ambient air temperature as the cooling fluid temperature. |
| 5293 | Allow Level Control During Braking Command | This parameter overides the inhibit of level control during braking. 00 = Disallow level control during braking (normal operation) 01 = Allow level control during braking 10 = Reserved 11 = Don’t' care/take no action |
| 5294 | Allow Level Control During Braking Status | This parameter indicates if the function Allow Level Control During Braking is active. Functions is activated by SPN 5293. 00 = Deactivated 01 = Activated 10 = Reserved 11 = Don’t care/take no action |
| 5295 | Speed Dependent Level Control Request | This parameter activates speed dependent level control in suspension system. 00 = Deactivate 01 = Activate 10 = Reserved 11 = Don’t care/take no action |
| 5296 | Speed Dependant Level Control Status | This parameter indicates if the function Speed Dependant Level Control is active. The function is activated by SPN 5295. 00 = Inactive 01 = Active 10 = Reserved 11 = Don’t' care/take no action |
| 5297 | Aftertreatment 2 Warm Up Diesel Oxidation Catalyst Conversion Efficiency | The aftertreatment 2 warm up catalyst conversion efficiency percentage. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5298 | Aftertreatment 1 Diesel Oxidation Catalyst Conversion Efficiency | The aftertreatment 1 diesel oxidation catalyst conversion efficiency percentage. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5299 | Aftertreatment 2 Diesel Oxidation Catalyst Conversion Efficiency | The aftertreatment 2 diesel oxidation catalyst conversion efficiency percentage. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5300 | Aftertreatment 1 Diesel Oxidation Catalyst Insufficient NO2 Conversion | The aftertreatment 1 diesel oxidation catalyst insufficient NO2 conversion efficiency percentage. |
| 5301 | Aftertreatment 2 Diesel Oxidation Catalyst Insufficient NO2 Conversion | The aftertreatment 2 diesel oxidation catalyst insufficient NO2 conversion efficiency percentage. |
| 5302 | Aftertreatment 1 Post SCR NH3 Conversion Efficiency | The post SCR conversion efficiency percentage in exhaust bank 1. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5303 | Aftertreatment 2 Post SCR NH3 Conversion Efficiency | The post SCR conversion efficiency percentage in exhaust bank 2. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5304 | Aftertreatment 1 NOx Adsorbing Catalyst Conversion Efficiency | The aftertreatment 1 NOx adsorbing catalyst conversion efficiency percentage. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5305 | Aftertreatment 2 NOx Adsorbing Catalyst Conversion Efficiency | The aftertreatment 2 NOx adsorbing catalyst conversion efficiency percentage. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5306 | Aftertreatment 1 NOx Adsorbing Catalyst Dosing System | Indicates non-specific failures of the NOx adsorbing dosing system in exhaust bank 1, such as insufficient dosing efficiency. |
| 5307 | Aftertreatment 2 NOx Adsorbing Catalyst Dosing System | Indicates non-specific failures of the NOx adsorbing dosing system in exhaust bank 2, such as insufficient dosing efficiency. |
| 5308 | Aftertreatment 1 NOx Adsorbing Catalyst System Monitor | Monitors Aftertreatment 1 NOx Adsorbing Catalyst System.. SPN 3064 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of NOx adsorbing catalyst system. |
| 5309 | Aftertreatment 2 NOx Adsorbing Catalyst System | Indicates non-specific failures of the NOx adsorbing catalyst in exhaust bank 2, such as high temperature across the device. |
| 5310 | Aftertreatment 1 Diesel Particulate Filter NMHC Conversion Efficiency | The aftertreatment 1 hydrocarbon conversion efficiency of the diesel particulate filter. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5311 | Aftertreatment 2 Diesel Particulate Filter NMHC Conversion Efficiency | The aftertreatment 2 hydrocarbon conversion efficiency of the diesel particulate filter. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 5312 | Commanded Engine Intake Manifold Pressure | Provides the commanded set point value for the engine intake manifold pressure. |
| 5313 | Commanded Engine Fuel Rail Pressure | Provides the commanded set point value for the engine fuel rail gage pressure |
| 5314 | Commanded Engine Fuel Injection Control Pressure | Provides the commanded set point value for the engine fuel injection control pressure. |
| 5315 | Aftertreatment 2 Warm Up Diesel Oxidation Catalyst Intake Temperature | Temperature of engine combustion byproducts entering the warm up Diesel Oxidation Catalyst in exhaust bank 2. This diesel parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 5316 | Aftertreatment 2 Warm Up Diesel Oxidation Catalyst Outlet Temperature | Temperature of engine combustion byproducts leaving the warm up Diesel Oxidation Catalyst in exhaust bank 2. This diesel parameter should be used with engines fueled by diesel fuel (not gaseous fuel like natural gas or propane). A separate parameter has been defined for gas fueled engines. |
| 5317 | Aftertreatment 2 Diesel Oxidation Catalyst System | Indicates non-specific failures of the diesel oxidation catalyst system in exhaust bank 2. |
| 5318 | Aftertreatment Exhaust Gas Sensor System Monitor | Indicates non-specific failures of the the exhaust gas sensor system. SPN 5318 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the exhaust gas sensor system. |
| 5319 | Aftertreatment 1 Diesel Particulate Filter Incomplete Regeneration | Indicates that a regeneration event of the bank 1 diesel particulate filter was started but failed to complete. |
| 5320 | Aftertreatment 2 Diesel Particulate Filter Incomplete Regeneration | Indicates that a regeneration event of the bank 2 diesel particulate filter was started but failed to complete. |
| 5321 | Engine Intake Manifold Pressure System Monitor | Indicates non-specific failures of the intake manifold pressurizing system. SPN 5321 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the intake manifold pressure system. |
| 5322 | Aftertreatment NMHC Converting Catalyst System Monitor | Indicates non-specific failures of the non-methane hydrocarbon conversion catalyst system. SPN 5322 may be used to represent readiness, in-use ratio, test results, data stream and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the NMHC converting catalyst system. |
| 5323 | Engine Fuel Control Mode | Indicates whether the Engine Fuel Control System is in open loop or closed loop. 00 Open loop 01 Closed loop 10 SAE reserved 11 Not available |
| 5324 | Engine Glow Plug 1 | Status of the engine glow plug 1. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5325 | Engine Glow Plug 2 | Status of the engine glow plug 2. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5326 | Engine Glow Plug 3 | Status of the engine glow plug 3. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5327 | Engine Glow Plug 4 | Status of the engine glow plug 4. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5328 | Engine Glow Plug 5 | Status of the engine glow plug 5. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5329 | Engine Glow Plug 6 | Status of the engine glow plug 6. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5330 | Engine Glow Plug 7 | Status of the engine glow plug 7. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5331 | Engine Glow Plug 8 | Status of the engine glow plug 8. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5332 | Engine Glow Plug 9 | Status of the engine glow plug 9. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5333 | Engine Glow Plug 10 | Status of the engine glow plug 10. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5334 | Engine Glow Plug 11 | Status of the engine glow plug 11. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5335 | Engine Glow Plug 12 | Status of the engine glow plug 12. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5336 | Engine Glow Plug 13 | Status of the engine glow plug 13. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5337 | Engine Glow Plug 14 | Status of the engine glow plug 14. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5338 | Engine Glow Plug 15 | Status of the engine glow plug 15. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5339 | Engine Glow Plug 16 | Status of the engine glow plug 16. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5340 | Engine Glow Plug 17 | Status of the engine glow plug 17. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5341 | Engine Glow Plug 18 | Status of the engine glow plug 18. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5342 | Engine Glow Plug 19 | Status of the engine glow plug 19. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5343 | Engine Glow Plug 20 | Status of the engine glow plug 20. 00 - Inactive 01 - Active 10 - Error 11 - Not available |
| 5344 | Transmission Warning Indicator | Signal from transmission indicating that some aspect of its operation is not functioning correctly, and as a result, transmission operation may be altered or restricted. The indicator is typically a lamp. Distinctions in meaning between the continuous and flashing are left to the transmission manufacturer. 00 - Transmission Warning Indicator is off 01 - Transmission Warning Indicator is on continuously 10 - Transmission Warning Indicator is flashing 11 - Not available |
| 5345 | Transmission Overheat Indicator | Signal from transmission indicating that its fluid temperature is above normal acceptable limits, and as a result, transmission operation may be altered or restricted. The indicator is typically a lamp. Distinctions in meaning between the continuous and flashing are left to the transmission manufacturer.. 00 - Transmission Overheat Indicator is off 01 - Transmission Overheat Indicator is on continuously 10 - Transmission Overheat Indicator is flashing 11 - Not available |
| 5346 | Driveline Retarder Overheat Indicator | Signal from the driveline retarder indicating that its fluid temperature is above normal acceptable limits, and as a result, retarder operation may be altered or restricted. The indicator is typically a lamp. Distinctions in meaning between the continuous and flashing are left to the transmission manufacturer. 00 - Driveline Retarder Overheat Indicator is off 01 - Driveline Retarder Overheat Indicator is on continuously 10 - Driveline Retarder Overheat Indicator is flashing 11 - Not available |
| 5347 | Lateral Acceleration Extended Range | Indicates 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 1809 for an alternate range and resolution. |
| 5348 | Longitudinal Acceleration Extended Range | Indicates longitudinal acceleration of the vehicle (the component of vehicle acceleration vector along the X-axis). A positive longitudinal acceleration signal results when the vehicle speed increases in the forward direction. Longitudinal acceleration is the same for both Z-Down and Z-Up axis systems, since both systems have positive X axis directed forward. The sign of the value is in accordance to the right-hand rule, as specified in SAE J670. See SPN 1810 for an alternate longitudinal acceleration. |
| 5349 | Vertical Acceleration Extended Range | Indicates vertical acceleration of the vehicle and the effect of gravity (the component of vehicle acceleration vector along the Z-axis). A positive vertical acceleration signal of 1 gravity results when the vehicle is stationary on a horizontal surface. 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. |
| 5350 | Lateral Acceleration Extended Range Figure of Merit | Figure of merit for lateral acceleration measurement. 00 = lateral acceleration is fully functional. Data is within sensor specification 01 = lateral acceleration is degraded. Data is suspect due to enviromental conditions 10 = error 11 = not available |
| 5351 | Longitudinal Acceleration Extended Range Figure of Merit | Figure of merit for longitudinal acceleration measurement. 00 = longitudinal acceleration is fully functional. Data is within sensor specification 01 = longitudinal acceleration is degraded. Data is suspect due to enviromental conditions 10 = error 11 = not available |
| 5352 | Vertical Acceleration Extended Range Figure of Merit | Figure of merit for vertical acceleration measurement. 00 = vertical acceleration is fully functional. Data is within sensor specification 01 = verticalacceleration is degraded. Data is suspect due to enviromental conditions 10 = error 11 = not available |
| 5353 | Support Variable Transmission Repetition Rate for Acceleration Sensor | Indicates which acceleration transmission rate are supported by the ECU in addition to the required 10 ms transmission rate. Bit Position Transmission Rate 1 (bit position 7.7 of PGN 61485) 0 = 20 ms rate supported 1 = 20 ms rate not supported 2 (bit position 7.8 of PGN 61485) Reserved for SAE assignment (set to one) Note: Both bits set to one indicates that the ECU only supports standard transmission rate of 10 ms. |
| 5354 | Aftertreatment NMHC Converting Catalyst Monitor | Monitors the aftertreatment NMHC converting catalyst |
| 5355 | Engine Intake Manifold #1 Pressure System Monitor | Monitors the engine intake manifold #1 pressure system |
| 5356 | NOx Converting Catalyst and/or NOx Adsorber Monitor | Monitors the NOx converting catalyst and/or NOx Adsorber |
| 5357 | Engine Fuel Injection Quantity Error for Multiple Cylinders | This diagnostic SPN indicates a fuel injection quantity error has occurred in multiple cylinders. |
| 5358 | Engine Cylinder #1 Fuel Injection Quantity | This diagnostic SPN relates to the quantity of fuel injected into cylinder #1. |
| 5359 | Engine Cylinder #2 Fuel Injection Quantity | This diagnostic SPN relates to the quantity of fuel injected into cylinder #2. |
| 5360 | Engine Cylinder #3 Fuel Injection Quantity | This diagnostic SPN relates to the quantity of fuel injected into cylinder #3. |
| 5361 | Engine Cylinder #4 Fuel Injection Quantity | This diagnostic SPN relates to the quantity of fuel injected into cylinder #4. |
| 5362 | Engine Cylinder #5 Fuel Injection Quantity | This diagnostic SPN relates to the quantity of fuel injected into cylinder #5. |
| 5363 | Engine Cylinder #6 Fuel Injection Quantity | This diagnostic SPN relates to the quantity of fuel injected into cylinder #6. |
| 5364 | Engine Cylinder #7 Fuel Injection Quantity | This diagnostic SPN relates to the quantity of fuel injected into cylinder #7. |
| 5365 | Engine Cylinder #8 Fuel Injection Quantity | This diagnostic SPN relates to the quantity of fuel injected into cylinder #8. |
| 5366 | Engine Turbocharger Compressor Bypass Actuator 1 Desired Position | The requested position of the Engine Turbocharger Compressor Bypass actuator by the engine ECM, where 0% represents bypass fully closed and 100% represents bypass fully open. This is the position that the device is attempting to achieve. |
| 5367 | Engine Turbocharger Compressor Bypass Actuator 1 Preliminary FMI | Used to identify the appplicable J1939-73 FMI detected in the Engine Turbocharger Compressor Bypass Actuator 1 by the manufacturers software. When there is no failure FMI 31 is transmitted. When there is multiple failures, the most severe is transmitted. |
| 5368 | Engine Turbocharger Compressor Bypass Actuator 1 Temperature Status | Used to identify the status of the Engine Turbocharger Compresssor Bypass Actuator 1 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High Most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5369 | Engine Turbocharger Compressor Bypass Actuator 2 Command | The command to a compressor bypass actuator 2, normalized to percent, where 0% nominally represents fully closed and 100% represents fully open. Typically, the turbocharger compressor bypass actuator is used to keep the engine out of surge by metering compressed air (charge). |
| 5370 | Engine Desired Turbocharger Wastegate Actuator 1 Position | The Requested Valve position of the Turbocharger Wastegate Valve 1, commanded by the engine ECM. A value of 0% represents fully closed and a value of 100% represents fully open. This is the position that the device is attempting to achieve. |
| 5371 | Engine Turbocharger Wastegate Actuator 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Turbocharger Wastegate Actuator 1 by the manufacturers software. When there is no failure FMI 31 is transmitted. When there is multiple failures, the most severe is transmitted |
| 5372 | Engine Turbocharger Wastegate Actuator 1 Temperature Status | Used to identify the status of the Engine Turbocharger Wastegate Actuator 1 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High Most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5373 | Engine Desired Turbocharger Wastegate Actuator 2 Position | The Requested Valve position of the Turbocharger Wastegate Valve 2, commanded by the engine ECM. A value of 0% represents fully closed and a value of 100% represents fully open. This is the position that the device is attempting to achieve. |
| 5374 | Engine Desired Throttle Valve 1 Position | The desired position of the Throttle valve 1 that is regulating the fluid, usually air/fuel mixture to the engine as commanded by the Engine Control unit. 0% represents no supply and 100% is full supply. This is the position that the device is attempting to achieve. |
| 5375 | Engine Throttle Valve 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine throttle valve 1 (SPN 53) by the manufacturers software. When there is no failure FMI 31 is transmitted. When there is multiple failures, the most severe is transmitted. |
| 5376 | Engine Throttle Valve 1 Temperature Status | Used to identify the status of the engine throttle valve 1 (SPN 53) drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5377 | Engine Desired Throttle Valve 2 Position | The desired position of the engine throttle valve 2 (SPN 3783) that is regulating the fluid, usually air/fuel mixture to the engine as commanded by the Engine Control Unit. 0% represents no supply and 100% is full supply. This is the position that the device is attempting to achieve. |
| 5378 | Engine Throttle Valve 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine throttle valve 2 (SPN 3783) by the manufacturers software. When there is no failure FMI 31 is transmitted. When there is multiple failures, the most severe is transmitted. |
| 5379 | Engine Throttle Valve 2 Temperature status | Used to identify the status of the Engine throttle valve 2 (SPN 3783) drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High Most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5380 | Engine Fuel Valve 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Fuel Valve 1 by the manufacturers software. When there is no failure FMI 31 is transmitted. When there is multiple failures, the most severe is transmitted. |
| 5381 | Engine Fuel Valve 1 Temperature Status | Used to identify the status of the Engine Fuel valve 1 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High Most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5382 | Engine Fuel Valve 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Fuel Valve 2 by the manufacturers software. When there is no failure FMI 31 is transmitted. When there is multiple failures, the most severe is transmitted. |
| 5383 | Engine Fuel Valve 2 Temperature Status | Used to identify the status of the Engine Fuel valve 2 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5384 | Engine Turbocharger Wastegate Actuator 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Turbocharger Wastegate Actuator 2 by the manufacturers software. When there is no failure FMI 31 is transmitted. When there is multiple failures, the most severe is transmitted |
| 5385 | Engine Turbocharger Wastegate Actuator 2 Temperature Status | Used to identify the status of the Engine Turbocharger Wastegate Actuator 2 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5386 | Engine Turbocharger Wastegate Actuator 1 Command | The command to a Turbocharger Wastegate actuator 1, normalized to percent, where 0% nominally represents fully closed (No Flow) and 100% represents fully open (Max Flow). |
| 5387 | Engine Turbocharger Wastegate Actuator 2 Command | The command to a Turbocharger Wastegate actuator 2, normalized to percent, where 0% nominally represents fully closed (No Flow) and 100% represents fully open (Max Flow). |
| 5388 | Engine Turbocharger Compressor Bypass Actuator 2 Position | Measures the position of the turbocharger compressor bypass actuator 2, where 0% represents bypass fully closed and 100% represents bypass fully open. Typically, the compressor bypass is used to lower the compressor outlet pressure and/or intake manifold pressure during situations where too much boost is being generated by the turbocharger. Typically, a compressor bypass will be plumbed from the compressor outlet or intake manifold back to the compressor inlet, with the compressor bypass actuator and valve in place to regulate bypass flow. |
| 5389 | Engine Turbocharger Compressor Bypass Actuator 2 Desired Position | The desired position of the Engine Turbocharger Compressor Bypass actuator 2 by the engine ECM, where 0% represents bypass fully closed and 100% represents bypass fully open. This is the position that the device is attempting to achieve. |
| 5390 | Engine Turbocharger compressor Bypass Actuator 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Turbocharger Compressor Bypass Actuator 1 by the manufacturers software. When there is no failure FMI 31 is transmitted. When there is multiple failures, the most severe is transmitted. |
| 5391 | Engine Turbocharger Compressor Bypass Actuator 2 Temperature Status | Used to identify the status of the Engine Turbocharger Compresssor Bypass Actuator 2 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5392 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Unit Loss of Prime | Indicates that the Aftertreatment Diesel Exhaust Fluid Dosing Unit has lost prime. SPN will be used with FMI 31 (Condition Exists) to indicate that this device has lost prime |
| 5393 | Engine Exhaust Gas Recirculation Cooler Bypass Actuator | The actuator controlling the Exhaust Gas Recirculation (EGR) cooler bypass valve. |
| 5394 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Valve 1 | Diagnostic SPN for the aftertreatment diesel exhaust fluid doser used to inject diesel exhaust fluid into the aftertreatment exhaust stream. |
| 5395 | Engine Idle Fuel Quantity | Indicates that the quantity of fuel required to maintain idle speed is not within the regulated boundries. |
| 5396 | Engine Crankcase Ventilation Hose Disconnected | Indicates that the crankcase ventilation hose has been disconnected or removed. SPN will be used with FMI 31 (Condition Exists) to indicate that this device is missing in the crankcase ventilation system. |
| 5397 | Aftertreatment 1 Diesel Particulate Filter Regeneration too Frequent | Indicates that a regeneration event of the diesel particulate filter system is occurring too frequently. SPN will be used with FMI 31 (Condition Exists) to indicate the diesel particulate filter regeneration occurring too frequently. |
| 5398 | Estimated Pumping - Percent Torque | The calculated torque that indicates the estimated amount of torque loss due to the engine air handling system. The value transmitted in this parameter is included in SPN 514 (Nominal Friction - Percent Torque). The data is transmitted as a percent of reference engine torque (see the engine configuration message, PGN 65251). |
| 5399 | DPF Thermal Management Active | Indicates that the exhaust temperatures have been elevated for regeneration of the diesel particulate filter aftertreatment system or in preparation of regeneration of the diesel particulate aftertreatment system. 00 - DPF Thermal Management is not active 01 - DPF Thermal Management is active 10 - Reserved 11 - Don't care |
| 5400 | SCR Thermal Management Active | Indicates that the exhaust temperatures have been elevated for regeneration of the SCR aftertreatment system or in preparation of regeneration of the SCR aftertreatment system. 00 - SCR Thermal Management is not active 01 - SCR Thermal Management is active 10 - Reserved 11 - Don't care |
| 5401 | Engine Turbocharger Turbine Bypass Actuator (duplicate, use SPN 5421) | Diagnostic SPN for the actuator controlling the engine turbocharger turbine bypass valve. |
| 5402 | Lift Relay Control | Command signal used to Engage and Disengage the Lift Relay controlling a Steady-State Magnet. 00 = Off, Disable Lift Relay Request 01 = On, Enable Lift Relay Request 10 = Reserved 11 = Take No Action |
| 5403 | Drop Relay Control | Command signal used to Engage and Disengage the Drop Relay controlling a Steady-State Magnet. 00 = Off, Disable Drop Relay Request 01 = On, Enable Drop Relay Request 10 = Reserved 11 = Take No Action |
| 5404 | PTO Shutdown has Shutdown Engine | Status signal which identifies whether or not the engine has been shutdown by the PTO shutdown system. 00 - No 01 - Yes 10 - Error 11 - Not available |
| 5405 | Set Elevation Sensor #1 Reference Elevation | Command from a display or other external device (i.e. remote switch) to the land leveling system controller instructing the controller to set the reference elvation based on data received from the corresponding land leveling sensor. 00 = Do not Set Reference Elevation 01 = Set Reference Elevation 10 = Reserved 11 = Don't Care / Take No Action |
| 5406 | Set Elevation Sensor #2 Reference Elevation | Command from a display or other external device (i.e. remote switch) to the land leveling system controller instructing the controller to set the reference elvation based on data received from the corresponding land leveling sensor. 00 = Do not Set Reference Elevation 01 = Set Reference Elevation 10 = Reserved 11 = Don't Care / Take No Action |
| 5407 | Blade Control Mode - Left | Indicate if the land leveling system's automatic control is active or inactive for the elevation sensor on the left side of the blade. The "left" notation is applicable to grading machines such tractors and motor graders where "left" is the position of the elevation sensor as seen by the operator. If the left sensor is not installed, then the value communicated should be "1111". For systems with a single elevation sensor, the system should be flexible enough to be configured in a manner which most accurately represents what is installed on the machine. Manual: Operator controls the position of the blade as normal Auto: The grade control system is controlling the position of the blade without operator input Inactive Auto: An operating condition exists which prevents the grade control system from allowing automatic controls to engage. This would include conditions such as laser signal is not detected, but not faulty components. Error: A fault exists in the system. 0000 = Manual 0001 = Auto 0010 = Inactive Auto 0011-1101 = Reserved 1110 = Error 1111 = Not Available |
| 5408 | Blade Control Mode - Right | Indicate if the land leveling system's automatic control is active or inactive for the elevation sensor on the right side of the blade. The "left" notation is applicable to grading machines such tractors and motor graders where "right" is the position of the elevation sensor as seen by the operator. If the right sensor is not installed, then the value communicated should be "1111". For systems with a single elevation sensor, the system should be flexible enough to be configured in a manner which most accurately represents what is installed on the machine. Manual: Operator controls the position of the blade as normal Auto: The grade control system is controlling the position of the blade without operator input Inactive Auto: An operating condition exists which prevents the grade control system from allowing automatic controls to engage. This would include conditions such as laser signal is not detected, but not faulty components. Error: A fault exists in the system. 0000 = Manual 0001 = Auto 0010 = Inactive Auto 0011-1101 = Reserved 1110 = Error 1111 = Not Available |
| 5409 | Land Leveling System Enable Status | Communicate the enable/disable status of the Land Leveling System. 00 = Disabled 01= Enabled 10 = Error 11 = Not available / Not installed |
| 5410 | Blade Elevation Deviation - Left | Indicate the blade's left elevation deviation with respect to the reference elevation. Serves as an indication of how far the left end of the blade is above or below grade. A positive number indicates that the blade is above the desired grade. A negative value indicates the blade is below the desired grade. |
| 5411 | Blade Elevation Deviation - Right | Indicate the blade's right elevation deviation with respect to the reference elevation. Serves as an indication of how far the left end of the blade is above or below grade. A positive number indicates that the blade is above the desired grade. A negative value indicates the blade is below the desired grade. |
| 5412 | Blade Reference Elevation Offset - Left | Indicates the blade's left elevation offset with respect to the reference elevation. An offset of 0 m represents no offset from the reference elevation. A positive number indicates that the offset elevation is above the original reference elevation. A negative value indicates the offset elevation is below the original reference elevation. |
| 5413 | Blade Reference Elevation Offset - Right | Indicates the blade's right elevation offset with respect to the reference elevation. An offset of 0 m represents no offset from the reference elevation. A positive number indicates that the offset elevation is above the original reference elevation. A negative value indicates the offset elevation is below the original reference elevation. |
| 5414 | Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Heater Command | This is the command for the Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Heater. See SPN 4372 for the measured value of the Aftertreatment 1 Diesel Exhaust Fluid Tank 2 Heater. |
| 5415 | Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Heater Command | This is the command for the Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Heater. See SPN 4438 for the measured value of the Aftertreatment 2 Diesel Exhaust Fluid Tank 2 Heater. |
| 5416 | Engine Wait To Start Lamp Data | This parameter provides measured data from the Engine Wait To Start Lamp. See SPN 1081 for the command. 00 - Lamp deactived (off) 01 - Lamp actived (on) 10 - Error 11 - Not available |
| 5417 | Engine Fuel Filter (Suction Side) Intake Absolute Pressure | Absolute pressure of fuel at the intake of the fuel filter (suction side) located between the fuel tank and the fuel supply pump. See Figures SPN16_A & SPN16_B. |
| 5418 | Engine Fuel Actuator 1 | Device used to control the flow of fuel to the engine. |
| 5419 | Engine Throttle Actuator 1 | Device used to control the flow of air or air/fuel mix to the engine. |
| 5420 | Engine Turbocharger Compressor Bypass Actuator 1 | Device used to control the compressor bypass. |
| 5421 | Engine Turbocharger 1 Wastegate Actuator 1 | Primary device used to control the wastegate on turbocharger 1. |
| 5422 | Engine Intake Manifold 2 Absolute Pressure | The absolute pressure measurement of the air intake manifold for bank 2 or the second 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. |
| 5423 | Aftertreatment 1 Fuel Pump Relay Control | Indicates how the device is controlling the aftertreatment 1 fuel pump relay. 00 off 01 on 10 reserved for SAE assignment 11 not available |
| 5424 | Aftertreatment 1 Fuel Flow Diverter Valve Control | Indicates how the device is controlling the aftertreatment 1 fuel flow diverter valve. When this valve is on it diverts fuel flow from the Aftertreatment 1 Regeneration Device. 00 off 01 on 10 reserved for SAE assignment 11 not available |
| 5425 | Aftertreatment 1 Fuel Pressure 2 Actuator Control | Indicates how the device is controlling the aftertreatment 1 fuel pressure 2 regulating control valve. 0% = fully closed, 100%=fully open. |
| 5426 | Aftertreatment 2 Fuel Pump Relay Control | Indicates how the device is controlling the aftertreatment 2 fuel pump relay. 00 off 01 on 10 reserved for SAE assignment 11 not available |
| 5427 | Aftertreatment 2 Fuel Flow Diverter Valve Control | Indicates how the device is controlling the aftertreatment 2 fuel flow diverter valve. When this valve is on it diverts fuel flow from the Aftertreatment 2 Regeneration Device. 00 off 01 on 10 reserved for SAE assignment 11 not available |
| 5428 | Aftertreatment 2 Fuel Pressure 2 Control | Indicates how the device is controlling the aftertreatment 2 fuel pressure 2 regulating control valve. 0% = fully closed, 100%=fully open. |
| 5429 | Engine Exhaust Gas Recirculation 2 Intake Absolute Pressure | EGR intake absolute pressure measured before the EGR 2 valve. |
| 5430 | Engine Exhaust Gas Recirculation 1 Intake Absolute Pressure | EGR intake absolute pressure measured before the EGR 1 valve. |
| 5431 | Engine Exhaust Gas Recirculation 1 Outlet Absolute Pressure (High Resolution) | EGR outlet absolute pressure is measured after the EGR 1 valve. See SPN 5019 for 1 byte resolution. |
| 5432 | Memory level | Signal which indicates that the air suspension control has memory levels selected or stored. Response to memory level request in ASC2 (byte 8.5). If the request was executed the respective status will be set. If the request was not executed "requested level not available" will be set in Suspension control refusal information (ASC1 byte 8.1). 0000: No memory level 0001: Memory level 1 selected 0010: Memory level 2 selected 0011: Memory level 3 selected 0100: Memory level 4 selected 0101: Memory level 5 selected 0110: reserved 0111: reserved 1000: reserved 1001: Memory level 1 stored 1010: Memory level 2 stored 1011: Memory level 3 stored 1100: Memory level 4 stored 1101: Memory level 5 stored 1110: Error indicator 1111: not available |
| 5433 | Memory level request | Signal which indicates that the air suspension control requests a memory level or a memory level shall be stored. The storage of the current memory level is requested by "Store memory level x". The acknowledge is set in "memory level x stored" (ASC1 byte 8.5). A memory level demand is requested by "Memory level x request". The acknowledge is set in "memory level x selected" (ASC1 byte 8.5) 0000: No memory level request 0001: Memory level 1 request 0010: Memory level 2 request 0011: Memory level 3 request 0100: Memory level 4 request 0101: Memory level 5 request 0110: reserved 0111: reserved 1000: reserved 1001: Store Memory level 1 1010: Store Memory level 2 1011: Store Memory level 3 1100: Store Memory level 4 1101: Store Memory level 5 1110: Reserved 1111: Don't care |
| 5434 | Aftertreatment 1 Diesel Exhaust Fluid Tank Fill Valve Command | Commanded percentage of maximum Aftertreatment 1 Diesel Exhaust Fluid Tank Fill Valve opening. 100% means the fill valve is fully open providing maximum flow of diesel exhaust fluid into the diesel exhaust fluid tank. |
| 5435 | Aftertreatment 1 Diesel Exhaust Fluid Pump State | State of Aftertreatment 1 Diesel Exhaust Fluid dosing pump. 00 pump operational 01 pump error 10 reserved for SAE assignment 11 not available |
| 5436 | Aftertreatment 1 Diesel Exhaust Fluid Tank Drain Valve Command | Commanded percentage of maximum Aftertreatment 1 Diesel Exhaust Fluid Tank Drain Valve opening. 100% means the drain valve is fully open providing maximum flow of diesel exhaust fluid out of the diesel exhaust fluid tank. |
| 5437 | Aftertreatment 2 Diesel Exhaust Fluid Tank Fill Valve Command | Commanded percentage of maximum Aftertreatment 2 Diesel Exhaust Fluid Tank Fill Valve opening. 100% means the fill valve is fully open providing maximum flow of diesel exhaust fluid into the diesel exhaust fluid tank. |
| 5438 | Aftertreatment 2 Diesel Exhaust Fluid Pump State | State of Aftertreatment 2 Diesel Exhaust Fluid dosing pump. 00 pump operational 01 pump error 10 reserved for SAE assignment 11 not available |
| 5439 | Aftertreatment 2 Diesel Exhaust Fluid Tank Drain Valve Command | Commanded percentage of maximum Aftertreatment 2 Diesel Exhaust Fluid Tank Drain Valve opening. 100% means the the drain valve is fully open providing maximum flow of diesel exhaust fluid out of the diesel exhaust fluid tank. |
| 5440 | Aftertreatment 2 Hydrocarbon Doser | The doser used to inject fuel into the aftertreatment system |
| 5441 | Engine Fuel Injection Timing Error for Multiple Cylinders | To be defined |
| 5442 | Engine Fuel Injection Pressure Error for Multiple Cylinders | To be defined |
| 5443 | Aftertreatment 1 Hydrocarbon Dosing System | The hydrocarbon dosing system is part of the aftertreatment system used to reduce PM emissions. |
| 5444 | Engine Crankcase Breather Oil Separator Speed | The speed of a rotating (centrifugal) crankcase oil separator. |
| 5445 | Engine Throttle Valve 1 Operation Status | Used to identify the status of engine throttle valve 1 (SPN 53) 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error 1111 – Not available |
| 5446 | Engine Throttle Valve 2 Operation Status | Used to identify the status of engine throttle valve 2 (SPN 3783) 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error |
| 5447 | Engine Fuel Valve 1 Operation Status | Used to identify the status of Engine Fuel Valve 1 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error |
| 5448 | Engine Fuel Valve 2 Operation Status | Used to identify the status of Engine Fuel Valve 2 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error |
| 5449 | Engine Turbocharger Compressor Bypass Actuator 1 Operation Status | Used to identify the status of Engine Turbocharger Compressor Bypass Actuator 1 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error |
| 5450 | Engine Turbocharger Compressor Bypass Actuator 2 Operation Status | Used to identify the status of Engine Turbocharger Compressor Bypass Actuator 2 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error |
| 5451 | Engine Turbocharger Wastegate Actuator 1 Operation Status | Used to identify the status of Engine Turbocharger Wastegate Actuator 1 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error |
| 5452 | Engine Turbocharger Wastegate Actuator 2 Operation Status | Used to identify the status of Engine Turbocharger Wastegate Actuator 2 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error |
| 5454 | Aftertreatment 1 Average Time Between Active Regenerations | Indicates the average time since last reset between active regenerations, that have not been forced to occur by manual request, for Aftertreatment device 1. If the manufacturer allows this parameter to be reset, this time is the average since last reset. |
| 5455 | Aftertreatment 2 Average Time Between Active Regenerations | Indicates the average time since last reset between active regenerations, that have not been forced to occur by manual request, for Aftertreatment device 2. |
| 5456 | Aftertreatment 1 Hydrocarbon Doser Intake Fuel Temperature | Measured temperature of the intake fuel to the hydrocarbon dosing device |
| 5457 | Engine Variable Geometry Turbocharger 1 Control Mode | Indicates if the variable geometry turbocharger control status is either open loop or closed loop. 00 open loop 01 closed loop 10 SAE reserved 11 not available |
| 5458 | Flexible Fuel Percentage | Measured signal that indicates the percentage of alcohol in the fuel currently being used. 0% means no alcohol in fuel, 100% means alcohol as fuel and nothing else. EXAMPLE: If a Bi-fuel vehicle has less than 10% ethanol in the gasoline/petrol, then the external test equipment shall display state 0x09 (See SPN 5837). In such a case, the system would be using gasoline/petrol (fuel) tables and OBD thresholds. SPN 5458 should either artificially display 0% or some number 10% or less if the system has such resolution. If the ethanol in the gasoline/petrol is above 10%, then the external test equipment shall display state 0x0B. SPN 5458 shall report the calculated ethanol/alcohol percentage. |
| 5459 | Aftertreatment 1 NOx Adsorber Regeneration Status | Indicates whether the NOx adsorber regeneration in the first aftertreatment system is active or inactive 00 Inactive 01 Active 10 Error indicator 11 Not available |
| 5460 | Aftertreatment 2 NOx Adsorber Regeneration Status | Indicates whether the NOx adsorber regeneration in the second aftertreatment system is active or inactive 00 Inactive 01 Active 10 Error indicator 11 Not available |
| 5461 | Aftertreatment 1 NOx Adsorber Desulfation Status | Indicates whether the NOx adsorber desulfation regeneration in the first aftertreatment system is active or inactive 00 Inactive 01 Active 10 Error indicator 11 Not available |
| 5462 | Aftertreatment 2 NOx Adsorber Desulfation Status | Indicates whether the NOx adsorber desulfation regeneration in the second aftertreatment system is active or inactive 00 Inactive 01 Active 10 Error indicator 11 Not available |
| 5463 | Aftertreatment SCR Operator Inducement Active Traveled Distance | The distance traveled while SCR inducement (SPN 5246 is equal to level 1 to 5) is active. Distance is reset once inducement is no longer active for SCR (SPN 5246 = 0). Emission Control System Operator Inducement Severity, SPN 5826, may be active (is equal to level 1 to 5) due to an SCR condition specified by emissions regulations that is associated with SPN 5246. |
| 5464 | Hybrid Battery Pack Remaining Charge | Indicates the hybrid battery pack remaining charge. 0% means no charge remaining, 100% means full charge remaining. |
| 5465 | Engine Intake Manifold Pressure Control Mode | Indicates that the Boost Pressure Closed Loop Control status either open loop or closed loop. 00 Open loop 01 Closed loop 10 SAE reserved 11 Not available |
| 5466 | Aftertreatment 1 Diesel Particulate Filter Soot Load Regeneration Threshold | This parameter indicates the value that will first cause DPF regeneration in aftertreatment 1. There may be multiple parameters that cause DPF regeneration (e.g. Percent Soot Load, DPF delta pressure converted to normalized percentage, etc.). If there are multiple inputs to this parameter that may cause active DPF regeneration, the highest value shall always be reported. 100% is the level at which active diesel particulate filter regeneration should be triggered. 100% level is the active regeneration trigger level (and if conditions are not favorable for regeneration, soot loading can continue beyond 100%). During normal operation and regeneration a value 0% will indicate a fully regenerated diesel particulate filter. Values of 25%, 50% and 75% will indicate the general level of soot prior to the 100% level where an active regeneration is needed. |
| 5467 | Aftertreatment 2 Diesel Particulate Filter Soot Load Regeneration Threshold | This parameter indicates the value that will first cause DPF regeneration in aftertreatment 2. There may be multiple parameters that cause DPF regeneration (e.g. Percent Soot Load, DPF delta pressure converted to normalized percentage, etc.). If there are multiple inputs to this parameter that may cause active DPF regeneration, the highest value shall always be reported. 100% is the level at which active diesel particulate filter regeneration should be triggered. 100% level is the active regeneration trigger level (and if conditions are not favorable for regeneration, soot loading can continue beyond 100%). During normal operation and regeneration a value 0% will indicate a fully regenerated diesel particulate filter. Values of 25%, 50% and 75% will indicate the general level of soot prior to the 100% level where an active regeneration is needed. |
| 5468 | Engine Oil Relative Dielectricity (high resolution) | Engine oil relative dielectricity used to describe the engine oil quality. |
| 5469 | Engine Fuel Filter Restricted Lamp Command | Command signal directly controlling the Engine Fuel Filter Restricted Lamp. 00 - Lamp Off 01 - Lamp On 10 - Flash (1 hz) 11 - Not available |
| 5470 | Engine Fuel Filter Restricted Lamp Data | This parameter provides measured data from the Engine Fuel Filter Restricted Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not available |
| 5471 | Engine Friction Percent Torque At Idle, Point 1 | The static portion of the friction torque at speed point 1 (SPN 188) of the engine torque map in the engine configuration message. This parameter does not include Estimated Pumping – Percent Torque (SPN 5398) and is expected to change with temperature. The data is transmitted as a percent of the reference engine torque (SPN 544). |
| 5472 | Engine Friction Percent Torque, Point 2 | The static portion of the friction torque at speed point 2 (SPN 528) of the engine torque map in the engine configuration message. This parameter does not include Estimated Pumping – Percent Torque (SPN 5398) and is expected to change with temperature. The data is transmitted as a percent of the reference engine torque (SPN 544). |
| 5473 | Engine Friction Percent Torque, Point 3 | The static portion of the friction torque at speed point 3 (SPN 529) of the engine torque map in the engine configuration message. This parameter does not include Estimated Pumping – Percent Torque (SPN 5398) and is expected to change with temperature. The data is transmitted as a percent of the reference engine torque (SPN 544). |
| 5474 | Engine Friction Percent Torque, Point 4 | The static portion of the friction torque at speed point 4 (SPN 530) of the engine torque map in the engine configuration message. This parameter does not include Estimated Pumping – Percent Torque (SPN 5398) and is expected to change with temperature. The data is transmitted as a percent of the reference engine torque (SPN 544). |
| 5475 | Engine Friction Percent Torque, Point 5 | The static portion of the friction torque at speed point 5 (SPN 531) of the engine torque map in the engine configuration message. This parameter does not include Estimated Pumping – Percent Torque (SPN 5398) and is expected to change with temperature. The data is transmitted as a percent of the reference engine torque (SPN 544). |
| 5476 | Engine Friction Percent Torque, Point 6 | For engine configuration map modes 1 and 2, this is the static portion of the friction torque at speed point 6 (SPN 532) of the engine torque map. For engine configuration map mode 3, this parameter is the static portion of the friction torque at the engine speed calculated by using Engine Gain (Kp) Of The Endspeed Governor (SPN 545) where torque is 0. This parameter does not include Estimated Pumping – Percent Torque (SPN 5398) and is expected to change with temperature. The data is transmitted as a percent of the reference engine torque (SPN 544).. |
| 5477 | Engine Friction Percent Torque, Point 7 | The static portion of the friction torque at speed point 7 (SPN 533) of the engine torque map in the engine configuration message. This parameter does not include Estimated Pumping – Percent Torque (SPN 5398) and is expected to change with temperature. The data is transmitted as a percent of the reference engine torque (SPN 544). |
| 5478 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Unit Loss of Prime (obsolete) | Indicates that the Aftertreatment 1 Diesel Exhaust Fluid Dosing Unit has lost prime. SPN will be used with FMI 31 (Condition Exists) to indicate that this device has lost prime. Duplicate - Use SPN 5392 instead. |
| 5479 | Aftertreatment 1 NOx Adsorbing Catalyst Intake Temperature | The temperature measured at the intake of the NOx adsorbing catalyst in exhaust bank 1. |
| 5480 | Aftertreatment 1 Diesel Exhaust Fluid Controller Temperature | Temperature of the Diesel Exhaust Fluid control unit. For controllers that have more exhaust emissions control functions than only Diesel Exhaust Fluid control, see SPN xxx, Exhaust emission control temperature or SPN 1136 - Engine ECU temperature. |
| 5481 | Aftertreatment 1 NOx Adsorbing Catalyst Outlet Temperature | The temperature measured at the outlet of the NOx adsorbing catalyst in exhaust bank 1. |
| 5482 | Aftertreatment 1 NOx Adsorbing Catalyst Missing | SPN will be used with FMI 31 (Condition Exists) to indicate the afterteatment NOx adsorbing catalyst is missing in exhaust bank 1. |
| 5483 | Engine Turbocharger 1 Turbine Bypass Actuator 1 Position (duplicate, use SPN 1188) | Measures the position of the turbocharger turbine bypass actuator, where 0% represents bypass fully closed and 100% represents bypass fully open. |
| 5484 | Engine Fan Clutch 2 Output Driver | Indicates the status of the engine fan clutch 2 output driver. |
| 5485 | Aftertreatment 1 Diesel Exhaust Fluid Pump Orifice Flow | The Exhaust Emission Controller aftertreatment reagent pump orifice flow. Could indicate that the flow is being restricted. |
| 5486 | Exhaust Emission Controller ECU Temperature | The temperature of the exhaust emission control unit. |
| 5487 | Aftertreatment 1 Burner Unit Combustion Chamber Temperature | The temperature inside the combustion chamber for aftertreatment 1 burner unit type diesel particulate filters |
| 5488 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater 5 State | The diesel exhaust fluid line heater 5 state for aftertreatment system 1 (exhaust bank 1). 00 heater inactive 01 heater active 10 error 11 not available |
| 5489 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 5 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the diesel exhaust fluid line heater 5, by the manufacturer’s control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 5490 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater 5 | Identifies the diesel exhaust fluid line heater 5 request for aftertreatment system 1 (exhaust bank 1). 00 request for heater to be inactive 01 request for heater to be active 10 reserved for future assignment by SAE 11 not available |
| 5491 | Aftertreatment 1 Diesel Exhaust Fluid Line Heater Relay | The Aftertreatment Diesel Exhaust Fluid Line Heater Relay is used to energize one or more DEF line heaters. |
| 5492 | Armrest 1 Switch 2 | Status of the second switch located in armrest 1. 00: Off 01: On 10: Reserved 11: Don't care/take no action |
| 5493 | Armrest 2 Switch 1 | Status of the first switch located in armrest 2. 00: Off 01: On 10: Reserved 11: Don't care/take no action |
| 5494 | Armrest 2 Switch 2 | Status of the second switch located in armrest 2. 00: Off 01: On 10: Reserved 11: Don't care/take no action |
| 5495 | Aftertreatment 1 Diesel Particulate Filter Soot Mean Calibration Offset | Calibration offset for the soot Mean for Aftertreatment 1 Diesel Particulate Filter soot sensor. |
| 5496 | Aftertreatment 1 Diesel Particulate Filter Soot Standard Deviation Calibration Offset | Calibration offset for the soot standard deviation for Aftertreatment 1 Diesel Particulate Filter soot sensor. |
| 5497 | Aftertreatment 2 Diesel Particulate Filter Soot Mean Calibration Offset | Calibration offset for the soot Mean for Aftertreatment 2 Diesel Particulate Filter soot sensor. |
| 5498 | Aftertreatment 2 Diesel Particulate Filter Soot Standard Deviation Calibration Offset | Calibration offset for the soot standard deviation for Aftertreatment 2 Diesel Particulate Filter soot sensor. |
| 5499 | Intake Valve Actuation System Oil Pressure 1 Solenoid Control | Indicates the current command to the solenoid that controls the intake valve actuation system oil pressure 1 valve. This valve opens or closes a connection from the intake valve actuation oil rail to tank. 00 off 01 on 10 reserved for SAE assignment 11 not available |
| 5500 | Intake Valve Actuation System Oil Pressure 2 Solenoid Control | Indicates the current command to the solenoid that controls the intake valve actuation system oil pressure 2 valve. This valve opens or closes a connection from the intake valve actuation oil rail to tank. 00 off 01 on 10 reserved for SAE assignment 11 not available |
| 5501 | Aftertreatment 1 Diesel Particulate Filter Intake Temperature Set Point | Set point temperature for the particulate filter (DPF) regeneration at the intake to the DPF for Exhaust bank 1. |
| 5502 | Relative Unburned Fuel Mass from Engine | The unburned amount of diesel fuel coming out of the engine. This fuel increases the temperature while oxidated in the DOC. Therefore, this amount of fuel also needs to be taken into account of the HCD temperature controller. |
| 5503 | Aftertreatment 1 Fuel Mass Rate | Mass rate of total fuel being delivered to aftertreatment 1 for DPF regeneration. |
| 5504 | Hydrocarbon Doser Purging Enable | Purging enable of the Hydrocarbon Doser (HCD). 00 Purging not enabled 01 Purging enabled - less urgent 10 Purging enabled - urgent 11 Not available |
| 5505 | Requested Fuel Mass Rate | Requested fuel dosing quantity from hydrocarbon doser. |
| 5506 | HC Doser Status | Indicates whether the HC Doser/ HC Dosing system is enabled or is waiting for regeneration. 000 HC doser disabled 001 HC doser active 010 SAE reserved 011 HC doser enabled, waiting for regeneration 100 SAE reserved 101 SAE reserved 110 Error 111 Not available |
| 5507 | HC Doser Injecting Status | Indicates whether the Hydrocarbon Doser (HCD) is presently injecting diesel fuel into the exhaust pipe. 00 Injecting not active 01 Injecting active 10 Error 11 Not available |
| 5508 | Diagnostic Status of HC Doser | Indicates whether an error is active in the Hydrocarbon Doser (HCD) or whether the internal cyclic system test of the HCD is presently active. This is not intended to replace the DM8/DM30 - Test results requirement for OBD. 000 System test has executed and passed or System test has not yet executed 001 Internal system test is in process 010 - 101 SAE reserved 110 Error -- System test has failed 111 Not available |
| 5509 | Hydrocarbon Doser Purging Required | Purging of the Hydrocarbon Doser (HCD) is required. Request could come from the HCD system. 00 Purging not required 01 Purging required - less urgent 10 Purging required - urgent 11 Not available |
| 5510 | Lubrication Cycle Mode Lock Command | Command signal to lock or unlock the ability to change the lubrication cycle mode. Locking the lubrication mode would prevent the changing of the lubrication cycle mode, perhaps by an operator. 00 - Not Locked 01 - Locked 10 - Reserved 11 - No action |
| 5511 | Lubrication Cycle Set Command | Command signal to change the lubrication cycle. It gives the operator or technician the ability to the change the frequency of lubrication. 000 - Cycle mode # 1 (Lowest Lubrication Frequency) 001 - Cycle mode # 2 010 - Cycle mode # 3 (Highest Lubrication Frequency) 011 to 110 - Reserved 111 - No action |
| 5512 | Lubrication Operation Mode Set Command | Command signal to change lubrication system operational mode. The mode set command gives the operator and/or technician the ability to change the operational mode when diagnosing and servicing of the system is required. Automatic is the normal operation mode of lubrication system. In this mode the operator has the privilege to change duty cycle mode, if the lubrication mode in not locked. In manual service mode the service tool temporary takes control of the pump controller for service purposes. The Test mode # x shall command the system to perform pre-defined greasing cycles in order to verify operation of the lubrication system. 000 - Automatic Mode 001 - Manual Service Mode 010 - Test Mode # 1 011 - Test Mode # 2 100 - Test Mode # 3 101-110 - Reserved 111 - Take no action |
| 5513 | Lubrication Pump Enable Command | Command signal to reset the lubrication pump. It allows the operator and/or technician to reset the paused lubrication pump and clear lubrication system faults. This shall enable the lubrication system to resume its normal operation. 00 - No action (Normal pump operation) 01 - Reset pump operation 10 - Reserved 11 - Take no action |
| 5514 | Lubrication Timing Cycle Command | Command signal to enable or pause the lubrication activation clock 00 - Pause 01 - Enable 10 - Reserved 11 - Take no action Note: In some vehicles or machines the lubrication is only required when the vehicle or machine is in certain state (such as when a certain gear is engaged, operator's armrest in place etc.). To prevent unwanted grease lubrication, a timing cycle clock is used. This clock is only ticked for the time the vehicle or machine is in the defined state. Starting or stopping of the clock is controlled using an external input. |
| 5515 | Lubrication Cycle Mode Lock Status | Reports status of the ability to change the lubrication cycle mode. Locking the lubrication mode would prevent the changing of the lubrication cycle mode, perhaps by an operator 00 - Not Locked 01 - Locked 10 - Error 11 - Not available |
| 5516 | Lubrication Cycle Mode Status | Reports the current lubrication cycle mode of the lubrication system 000 - Cycle mode # 1 (Lowest Lubrication Frequency) 001 - Cycle mode # 2 010 - Cycle mode # 3 (Highest Lubrication Frequency) 011 to 101 - Reserved 110 - Error 111 - Not available |
| 5517 | Lubrication Operation Mode Status | Reports the current operational mode status of the lubrication system. Automatic is the normal operation mode of lubrication system. In this mode the operator has the privilege to change duty cycle mode, if the lubrication mode in not locked. In manual service mode the service tool temporary takes control of the pump controller for service purposes. The test mode # x shall command the system to perform pre-defined greasing cycles in order to verify operation of the lubrication system. 000 - Automatic Mode 001 - Manual Service Mode 010 - Test Mode # 1 011 - Test Mode # 2 100 - Test Mode # 3 101 - Reserved 110 - Error 111 - Not Available Note: In general the lubrication system shall be operating in automatic mode but, it may also be changed into manual or test mode. These test and manual modes are used to perform service and diagnostic tests on the lubrication system. This SPN shall be used to report the current operating status of grease lubrication system. |
| 5518 | Lubrication Pump Enable Status | Reports the operational status of the lubrication system pump. In the disabled state, the lubrication pump will not run a lubrication cycle. In the enabled state, the lubrication system will perform normal operations. 00 - Disabled 01 - Enabled 10 - Error 11 - Not available |
| 5519 | Lubrication Reservoir Level | Reports the status of the lubrication system reservior level. The lubrication reservoir stores the grease for the lubrication system. The lubrication pump draws grease from this reservoir and pushes it into the vehicle/chassis joints 00 - Reservoir Not Low 01 - Reservoir Low 10 - Error 11 - Not available or not installed |
| 5520 | Lubrication Timing Cycle Status | Reports the status of the lubrication activation clock. 00 - Paused 01 - Enabled 10 - Error 11 - Not available or not installed Note: In some vehicles or machines, lubrication is only required when the vehicle or machine is in certain state e. g. when a certain gear is engaged. To prevent unwanted grease lubrication, a timing cycle clock is used. This clock only ticks for the time the vehicle or machine is in that defined state. Starting or stopping of the clock is controlled using an external input. The status of this timing cycle clock shall be reported to the operator by using this SPN. |
| 5521 | Lubrication System | The system used to lubricate joints on a vehicle/chassis |
| 5522 | Lubrication Pump Outlet Line 1 Pressure | The pressure observed at the pump outlet valve 1 in a vehicle/chassis lubrication system. |
| 5523 | Lubrication Pump Outlet Line 2 Pressure | The pressure observed at the pump outlet valve 2 in a vehicle/chassis lubrication system. |
| 5524 | Unexpected Lubrication Line 1 Pressure | Shows when pressure is present in line 1 when pressure is not expected. |
| 5525 | Unexpected Lubrication Line 2 Pressure | Shows when pressure is present in line 2 when pressure is not expected. |
| 5526 | Lubrication Line Pressure | Senses the pressure in the lubrication line. |
| 5527 | Lubrication Pump Actuator | This is the actuator that turns the lubrication pump on and off during a lubrication cycle on a vehicle/chassis lubrication system. |
| 5528 | Lubrication Pump Outlet Valve 1 Actuator | This actuator shifts valve 1 during a lubrication cycle on a vehicle/chassis lubrication system. |
| 5529 | Lubrication Pump Outlet Valve 2 Actuator | This actuator shifts valve 2 during a lubrication cycle on a vehicle/chassis lubrication system. |
| 5530 | Lubrication Pump | The mechanical pump that is used to pump lubricant in a vehicle/chassis lubrication system. |
| 5531 | Controller Internal Memory Battery | Battery that is internal to an electronic controller for persistence of data in memory. |
| 5532 | Switch Backlight Illumination Brightness Percent | Commanded switch backlight brightness level for all operator control switches. This is separate from the cab display illumination Brightness Percent parameter. Note: If a single device is used to control both the backlight brightness level of the cab display and switches, see SPN 1487. |
| 5533 | Hydraulic Oil Dynamic Viscosity | Dynamic viscosity of hydraulic oil. This hydraulic fluid is for the entire hydraulics system of a piece of equipment. |
| 5534 | Hydraulic Oil Density | Density of hydraulic oil. This hydraulic fluid is for the entire hydraulics system of a piece of equipment. |
| 5535 | Hydraulic Oil Relative Dielectricity (high resolution) | Hydraulic oil relative dielectricity used to describe the hydraulic oil quality. This hydraulic fluid is for the entire hydraulics system of a piece of equipment. |
| 5536 | Hydraulic Oil Temperature (High Resolution) | Hydraulic Oil Temperature. This hydraulic fluid is for the entire hydraulics system of a piece of equipment. |
| 5537 | Engine Fuel Dynamic Viscosity | Dynamic viscosity of engine fuel |
| 5538 | Engine Fuel Density | Density of engine fuel |
| 5539 | Engine Fuel Dielectricity (high resolution) | Engine fuel relative dielectricity. |
| 5540 | Engine Fuel Temperature (High Resolution) | Engine Fuel Temperature. See also SPNs 174 or 3468 for alternate resolution. |
| 5541 | Engine Turbocharger 1 Turbine Outlet Pressure | Gage pressure of the combustion by-products exiting the turbine side of the turbocharger 1. |
| 5542 | Desired Engine Turbocharger 1 Turbine Outlet Pressure | The desired gage pressure of the combustion by-products exiting the turbine side of the turbocharger 1 at the current engine operating conditions. |
| 5543 | Engine Exhaust Brake Actuator Command | The control command applied to the engine exhaust brake actuator, where 0% represents no braking and 100% represents full braking. |
| 5544 | Engine Turbocharger 2 Turbine Outlet Pressure | Gage pressure of the combustion by-products exiting the turbine side of the turbocharger 2. |
| 5545 | Desired Engine Turbocharger 2 Turbine Outlet Pressure | The desired gage pressure of the combustion by-products exiting the turbine side of the turbocharger 5 at the current engine operating conditions. |
| 5546 | Engine Auxiliary Cooler Supply Valve 1 Actuator Command | The control command applied to the engine auxiliary cooler supply valve 1 actuator, where 0% represents closed and 100% represents open. See SPN 4197 for primary engine thermostat valve. |
| 5547 | Engine Auxiliary Cooler Supply Valve 2 Actuator Command | The control command applied to the engine auxiliary cooler supply valve 2 actuator, where 0% represents closed and 100% represents open. |
| 5548 | Engine Cold Start Fuel Igniter Command | The engine cold start fuel igniter control command, normalized to %, where 0% represents fully off and 100% represents fully on. |
| 5549 | Engine Cold Start Fuel Igniter Relay | The engine cold start fuel igniter relay control command. This command controls the relay, not the igniter. 00 Off 01 On 10 Reserved 11 Don't care/take no action |
| 5550 | Engine Cold Start Fuel Igniter Relay Feedback | Feedback state of the engine cold start fuel igniter relay which indicates the status of the relay output. 00 Off 01 On 10 Error 11 Not available |
| 5551 | Magnet Generator Control | Command signal used to Enable and Disable the Generator controlling a Magnet. 00 Off, Disable Generator 01 On, Enable Generator 10 Reserved 11 Take No Action |
| 5552 | Supplemental Fan Enable Command | Enable/Disable command to Supplemental Fan. 00 Disable 01 Enable 10 Reserved 11 Don't Care/Take no action |
| 5553 | Supplemental Fan Direction Command | Direction command to the Supplemental Fan. Fan can be commanded to run forward or reverse. 00 Forward 01 Reverse 10 Reserved 11 Don't care/take no action (leave function as is) |
| 5554 | Supplemental Fan Speed Command | Speed command to Supplemental Fan. |
| 5555 | Supplemental Fan Power Hold | Command to allow the supplemental fan controller to remain alive independently of the electrical enable input to the fan. This allows the fan controller to remain alive after the keyswitch has disabled the electrical enable pin on the fan controller. For example, the fan can continue to run after a machine has been shutdown to provide cooling when the machine is no longer running 00 Disable 01 Enable 10 Reserved 11 Don't Care/Take no action |
| 5556 | Supplemental Fan Enable Status | Enable/Disable Status of Supplemental Fan. 00 Disabled 01 Enabled 10 Error 11 Not available/Not installed |
| 5557 | Supplemental Fan Direction Status | Rotational Direction of Supplemental Fan. Fan could be spinning forward or reverse. 00 Forward 01 Reverse 10 Error 11 Not available/Not installed |
| 5558 | Supplemental Fan Velocity Status | Status of the rotational velocity of Supplemental Fan. Used to indicate if the fan is spinning at the desired speed. If fan is not able to obtain the commanded speed, velocity error is indicated. If fan is unable to spin, the fan is in Fan Stall condition. 0000 At Velocity (Fan OK) 0001 Velocity Error (unable to achieve commanded speed) 0010 Fan Spin Up 0011 Fan Spin Down 0100 Fan Stall 0101-1101 Reserved 1110 Error 1111 Not available |
| 5559 | Supplemental Fan Controller Temperature Status | Internal Controller Temperature Status of Supplemental Fan. 000 High most severe 001 High Least severe 010 In Range 011 Low Least severe 100 Low Most severe 101 Not Defined 110 Error 111 Not available |
| 5560 | Supplemental Fan Drive Status | The drive status of the Supplemental Fan. This status parameter indicates the overall health of the fan drive. It will indicate that the fan is working OK or if there is an internal fault such as open winding or internal short circuit. 0000 Normal = "OK" 0001 Alarm = Fully operational but needs service 0010 Alarm High Severity = Functional but transient performance may be reduced 0011 Derate Active = Torque output reduced due to environmental conditions 0100 Controlled Shutdown Active = Driving to the default position – usually this means closed 0101 Uncontrolled Shutdown Active = Actuator current is off so it is limp 0110 - 1101 Reserved for future assignment = Not used 1110 Error 1111 Not available |
| 5561 | Supplemental Fan Controller ECU Temperature | Measured temperature of Supplemental Fan Controller ECU. |
| 5562 | Supplemental Fan Speed | Measured speed of supplemental fan. |
| 5563 | Supplemental Fan Current | Measured electrical current of supplemental fan drive. |
| 5564 | Supplemental Fan Power | Estimated Power output of Supplemental Fan |
| 5565 | Coolant Level Engine Protection Shutdown Override Command | Overrides the engine protection shutdown functionality due to low coolant level. 00 - Disable engine protection shutdown override due to low coolant level 01 - Enable engine protection shutdown override due to low coolant level 10 - Reserved 11 - Don't care/take no action |
| 5566 | Coolant Level Engine Protection Shutdown Status | Parameter which indicates the configuration of the coolant level engine protection shutdown. 00 - Disabled - calibration does not allow engine protection due to low coolant level or the override is currently active 01 - Enabled - calibration allows engine protection due to low coolant level and the override is currently not active 10 - Reserved 11 - Not Available |
| 5567 | Engine Speed Governor Gain Adjust | This parameter is used to adjust multiple gains at same time to attain engine stability across a broader range of applications. -32128 is least responsive 0 is normal +32127 is most responsive |
| 5568 | Engine Speed Governor Droop | This is the percent speed droop adjustment relative to rated speed setpoint. The Engine Speed Droop is equal to the following equation: 100*[(Engine Speed at no load - Engine Speed at full rated load)/ (Engine Speed at full rated load)]. The engine speed will slow down as load is added. Allows for inexpensive load sharing between multiple engines. |
| 5569 | Diesel Particulate Filter 1 Soot Sensor ECU Internal Temperature | Internal temperature of the diesel particulate filter 1 soot sensor ECU. |
| 5570 | Diesel Particulate Filter 2 Soot Sensor ECU Internal Temperature | Internal temperature of the diesel particulate filter 2 soot sensor ECU. |
| 5571 | High Pressure Common Rail Fuel Pressure Relief Valve | Indicates the condition of the pressure relief valve. An example is that the pressure relief valve has opened due to high fuel rail pressure. FMI 0 is used in this case. |
| 5572 | Electrical Power Inverter/Converter | The electrical power inverter/converter is used to convert between DC voltage and AC voltage. The electrical power inverter/converter is a single box unit. |
| 5573 | Auxiliary Cab Air Conditioner | The auxiliary cab air conditioner is a supplemental air conditioning system used to cool the vehicle cab interior. |
| 5574 | Auxiliary Cab Heater | The auxiliary cab heater is a supplemental heating system used to heat the vehicle cab interior. |
| 5575 | Vehicle Hood Tilt Switch | Switch used to indicate the current position of the vehicle hood. |
| 5576 | Aftertreatment 1 Identification | Aftertreatment 1 identification data used to ensure proper matching of engine and aftertreatment system. |
| 5577 | Aftertreatment 2 Identification | Aftertreatment 2 identification data used to ensure proper matching of engine and aftertreatment system. |
| 5578 | Engine Fuel Delivery Absolute Pressure | Absolute pressure of fuel in system as delivered from supply pump to the injection pump. See also SPN 94 for Fuel Delivery Pressure (Gage). |
| 5579 | Engine Filtered Fuel Delivery Pressure | Gage pressure of fuel in system as delivered from supply pump to the injection pump after the pressure side fuel filter. See SPN 5580 for absolute pressure of fuel in system after the pressure side fuel filter. |
| 5580 | Engine Filtered Fuel Delivery Absolute Pressure | Absolute pressure of fuel in system as delivered from supply pump to the injection pump after the pressure side fuel filter. See SPN 5579 for gage pressure of fuel in system after the pressure side fuel filter. |
| 5581 | Calculated Ambient Air Temperature | Calculated temperature of air surrounding vehicle. Use SPN 171 for actual measured ambient air temperature. |
| 5582 | Static Roll Angle | The measured static roll angle between the vehicle y-axis and the ground plane about the X-axis. The sign of the roll angle is determined in accordance to the right-hand rule about the X-axis, as specified in SAE J670. Roll angle is the same for both Z-Down and Z-Up axis system, as specified in SAE J670, since both systems have positive X forward. |
| 5583 | Static Roll Angle Status | Status of the transmitted roll angle data. 000 = Sensor Busy 001 = Sensor OK 010 = Sensor Defect 011 = Sensor Reboots 100 = Angle Data Invalid 101 = Reserved 110 = Error 111 = Not available |
| 5584 | Engine Fuel Filter Degradation | The estimated percentage relative to the useful life of the engine fuel filter. This is not a calculation of the physical restriction of the filter. 0% is typical of a new filter. 100% is typical of an end of life filter, the filter should be replaced. The filter can operate past 100%. |
| 5585 | Engine Injector Metering Rail 1 Cranking Pressure | Engine Injector Metering Rail 1 Pressure during engine cranking. |
| 5586 | Engine Injector Metering Rail 2 Cranking Pressure | Engine Injector Metering Rail 2 Pressure during engine cranking. |
| 5587 | Engine Intake Manifold Temperatures Inconsistent | Indicates that there is a significant difference between multiple intake manifold temperature sensors. |
| 5588 | Proprietary Network #2 | Identifies the action to be performed on the Proprietary Network #2 communications port. 00 Stop Broadcast 01 Start Broadcast 10 Reserved 11 Don’t Care/take no action (leave as is) |
| 5589 | Aftertreatment 1 Secondary Air Absolute Pressure | Absolute pressure of the secondary air for aftertreatment 1. Secondary air is air provided to the exhaust system (per SAE J2403). For gage pressure, see SPN 3837. |
| 5590 | Aftertreatment 2 Secondary Air Absolute Pressure | Absolute pressure of the secondary air for aftertreatment 2. Secondary air is air provided to the exhaust system (per SAE J2403). For gage pressure, see SPN 3838. |
| 5591 | Aftertreatment 1 Diesel Particulate Filter Air Control Module | The control module used to control the aftertreatment 1 diesel particulate filter air system. |
| 5592 | Network Message Control Byte | Identifies the function or service of an instance of the Network Message. A summary of the Network Message Control Bytes value assignments are defined within SAE J1939-31. |
| 5593 | NIECU Port | Identifies a specific port of the NIECU without context of messaging direction. The Port Number assignments are defined within SAE J1939-31. |
| 5594 | To Port | Identifies the destination port, or send port, of messages being moved through the NIECU. The Port Number assignments are defined within SAE J1939-31. |
| 5595 | From Port | Identifies the origination port, or receive port, of messages being moved through the NIECU. The Port Number assignments are defined within SAE J1939-31. |
| 5596 | Filter Mode | Identifies the mode of filtering operation applied for messages being passed from one specific port to another specific port. The Filter Mode value assignments are defined within SAE J1939-31. |
| 5597 | NIECU Parameter Number | Identifies a specific status or statistical parameter associated with an NIECU, a specific Port Pair of the NIECU, or both. The list of available parameters and the assigned Parameter Number are defined within SAE J1939-31. |
| 5598 | NIECU Parameter Data | An instance of the parameter data for an NIECU Parameter in a Network Message. The size and encoding of the parameter data for a Parameter Number is per the Parameter Number definitions define in SAE J1939-31. |
| 5599 | PGN (Network Message) | Instance of a PGN listed a Network Message data field. |
| 5600 | Source Address (Network Message) | Instance of a Source Address listed a Network Message data field. |
| 5601 | NAME (Network Message) | Instance of a J1939 NAME listed a Network Message data field. |
| 5602 | Number of SA/NAME Pairs | The number of instances of Source Addresses and associated NAMEs included in the associated data content. |
| 5603 | Cruise Control Disable Command | This parameter is used to disable cruise control from a source other than the driver controlled switch if cruise control is active. It is also used to inhibit cruise control from becoming active if it is not currently active. If this parameter is used to disable cruise control, then cruise control will need to be re-initialized and the previous set speed will not be retained. This parameter has priority over Cruise Control Resume Command (SPN 5604). See Figure PGN2560_A for an explanation of how this relates to other parameters. Use of this parameter is in addition to Cruise Control Enable Switch (SPN 596). The Cruise Control Enable Switch set to OFF has priority over the Cruise Control Disable Command set to allowed. This parameter is not the physical switch that enables cruise control. See SPN 596 for the physical switch. 00 - Cruise Control is allowed 01 - Cruise Control is not allowed 10 - Reserved 11 - Don't care/take no action |
| 5604 | Cruise Control Resume Command | This parameter is used to request the cruise control to resume operation from a source other than the driver controlled switch. Implementers may wish to restrict the conditions in which cruise control will be resumed due to this parameter. Possible restrictions include only honoring this request if it is received within a certain time period after cruise control has been disabled, a vehicle speed differential has been exceeded since cruise control has been cancelled, etc. This request will only be honored if it is received from the same device as the one that sent the Cruise Control Pause Command (SPN 5605). Cruise Control Disable Command (SPN 5603) and Cruise Control Pause Command (SPN 5605) both have a higher priority than this parameter. See Figure PGN2560_A for an explanation of how this relates to other parameters. This parameter is not the physical switch that is used to resume cruise control. See SPN 601 for the physical switch. 00 - Cruise Control Resume not Requested 01 - Cruise Control Resume Requested 10 - Reserved 11 - Don't Care/take no action |
| 5605 | Cruise Control Pause Command | This parameter is used to temporarily disable cruise control from a source other than the driver controlled switch if cruise control is active. If this parameter is used to disable cruise control, then cruise control will not need to be re-initialized and the previous set speed will be retained. In order for the cruise control system to resume to the previous set speed, a valid command must be received. Valid commands include (1) the Cruise Control Resume Switch (SPN 601), (2) the Cruise Control Set Switch (SPN 599), or (3) Cruise Control Resume Command (SPN 5604). This parameter has priority over Cruise Control Resume Command (SPN 5604). See Figure PGN2560_A for an explanation of how this relates to other parameters. This parameter is not the physical switch that is used to pause cruise control. See SPN 1633 for the physical switch. Receiving this parameter to disable cruise control has the same effect on cruise control as tapping the brake pedal. 00 - Cruise Control is allowed 01 - Cruise Control is not allowed 10 - Reserved 11 - Don't care/take no action |
| 5606 | Adaptive Cruise Control Readiness Status | This parameter is used to indicate an application's state of readiness for responding to commands from an adaptive cruise control system controller. 00 - Off -- Cruise Control System is not configured to accept commands from an adaptive cruise controller 01 - On -- Cruise Control System is configured to accept commands from an adaptive cruise controller. 10 - Error Condition -- Prevents system from responding to adaptive cruise controller commands even though it is configured. 11 - Not Available/Not Supported |
| 5607 | Cruise Control System Command State | Indicates the current state of the cruise control system due to the Cruise Control System Commands, which include Cruise Control Disable Command (SPN 5603), Cruise Control Resume Command (SPN 5604), and Cruise Control Pause Command (SPN 5605). 000 - No Cruise Control System Command 001 - Cruise control has been disabled by Cruise Control Disable Command (SPN 5603) 010 - Cruise control has been disabled by Cruise Control Pause Command (SPN 5605) 011 - Cruise control has been re-activated by Cruise Control Resume Command (SPN 5604) and Cruise Control States (SPN 527) is equal to Resume (100). Cruise Control System Command State will be equal to 011 as long as Cruise Control States is equal to Resume. Cruise Control System Command State will change to the appropriate value when Cruise Control States is no longer equal to Resume. 100 - Cruise control device has received a Cruise Control Resume Command (SPN 5604), but there is no previous set speed. 101 - 110 -- SAE Reserved 111 - Not Supported |
| 5608 | Source Address of Controlling Device for Disabling Cruise Control | The source address of the SAE J1939 device that is currently sending the Cruise Control Disable Command (SPN 5603). If there are multiple devices sending Cruise Control Disable Command with a value of 01, then the value transmitted for this parameter will be the source address of the device that first began sending 01 for the command. If the device that first sent 01 for Cruise Control Disable Command is no longer sending 01 for the command, then the value of the Source Address of Controlling Device for Disabling Cruise Control shall be set to the source address of a device that is still sending the Cruise Control Disable Command with a value of 01. See Figure PGN2560_A for an explanation of how this relates to other parameters. This parameter is supported by the device that has the capability to receive and process the Cruise Control Disable Command (SPN 5603). 254 (0xFE) is used to indicate that the Source Address of Controlling Device for Disabling Cruise Control parameter is supported, but no device is currently inhibiting cruise control with the Cruise Control Disable Command (SPN 5603). |
| 5609 | Source Address of Controlling Device for Pausing Cruise Control | The source address of the SAE J1939 device that is currently sending the Cruise Control Pause Command (SPN 5605). If there are multiple devices sending Cruise Control Pause Command with a value of 01, then the value transmitted for this parameter will be the source address of the device that first began sending 01 for the command. If the device that first sent 01 for Cruise Control Pause Command is no longer sending 01 for the command, then the value of the Source Address of Controlling Device for Pausing Cruise Control shall be set to the source address of a device that is still sending the Cruise Control Disable Command with a value of 01. This parameter is supported by the device that has the capability to receive and process the Cruise Control Pause Command (SPN 5605). 254 (0xFE) is used to indicate that the Source Address of Controlling Device for Pausing Cruise Control parameter is supported, but no device is currently inhibiting cruise control with the Cruise Control Pause Command (SPN 5605). |
| 5610 | Transmission input clutch calculated load | Identifies the calculated load on the clutch pressure plate of the transmission input clutch. |
| 5611 | Transmission shift cylinder #1 position sensor | Indicates the status of transmission shift cylinder #1 position sensor |
| 5612 | Transmission shift cylinder #2 position sensor | Indicates the status of transmission shift cylinder #2 position sensor. |
| 5613 | Vehicle attitude sensor | Identifies the status of the vehicle attitude sensor used to determine the grade of the road. |
| 5614 | Transmission Clutch Coarse Engagement Actuator | Identifies the status of the actuator that controls the coarse engagement of the transmission input clutch. |
| 5615 | Transmission Clutch Fine Engagement Actuator | Identifies the status of the actuator that controls the fine engagement of the tranmission input clutch. |
| 5616 | Transmission Clutch Coarse Disengagement Actuator | Identifies the status of the actuator that controls the coarse disengagement of the transmission input clutch. |
| 5617 | Transmission Clutch Fine Disengagement Actuator | Identifies the status of the actuator that controls the fine disengagement of the transmission input clutch. |
| 5618 | Transmission Gear Shift Cylinder 1 Actuator 1 | Identifies the status of Transmission gear shift cylinder 1 actuator 1 |
| 5619 | Transmission Gear Shift Cylinder 1 Actuator 2 | Identifies the status of Transmission gear shift cylinder 1 actuator 2 |
| 5620 | Transmission Gear Shift Cylinder 2 Actuator 1 | Identifies the status of Transmission gear shift cylinder 2 actuator 1 |
| 5621 | Transmission Gear Shift Cylinder 2 Actuator 2 | Identifies the status of Transmission gear shift cylinder 2 actuator 2 |
| 5622 | Transmission splitter engagement system | Used for the status of the system that controls the transmission splitter engagement. |
| 5623 | Transmission range engagement system | Used for the status of the transmission range engagement system. |
| 5624 | Trailer-VDC Active | The trailer-VDC (Vehicle Dynamic Control) is an electronic vehicle stability function within the (semi) trailer braking system. It acts to stabilize the (semi) trailer during dynamic maneuvers. VDC includes Roll Over Prevention (ROP) and/or Yaw Control (YC), However, the latter information is not individually available and the VDC active parameter will be set in both cases. This parameter maps the 6.4.2.2.36 VDC active parameter of the ISO 11992_2 bus (trailer-bus) to the SAE J1939 (vehicle bus). This makes it possible to warn the driver if one of the trailers activate the brakes because of an VDC function active in the trailer. 00 - VDC passive, but installed 01 - VDC active 10 - Reserved 11 - Not availble or not installed |
| 5625 | Engine Exhaust Back Pressure Regulator Position | The position of the Exhaust Back Pressure Regulator (EBPR) expressed as a percentage of full travel. One hundred 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. |
| 5626 | Engine Exhaust Back Pressure Regulator Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Exhaust Back Pressure Regulator (EBPR) by the manufacturers software. When there is no failure, FMI 31 is transmitted. When there are multiple failures, the most severe is transmitted. |
| 5627 | Engine Exhaust Back Pressure Regulator Temperature Status | Used to identify the status of the Engine Exhaust Back Pressure Regulator (EBPR) drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5628 | Engine Exhaust Back Pressure Regulator Control Operation Status | Used to identify the status of Engine Exhaust Back Pressure Regulator. 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (actuator current is off so it is limp) 0110 – 1101 Reserved for future assignment 1110 – Error 1111 – Not available |
| 5629 | Diesel Particulate Filter Active Regeneration Inhibited Due to Low Exhaust Pressure | Indicates the state of diesel particulate filter active regeneration inhibition due to low exhaust pressure. 00 not inhibited 01 inhibited 10 reserved for SAE assignment 11 not available This SPN indicates the reason for the diesel particulate filter regeneration not being initiated or being exited prior to completion. When this state becomes active the system will not initiate an active regeneration or will exit an active regeneration. The state provides information that may be provided to the driver/service technician as to why the regeneration did not initiate or was exited. |
| 5630 | Park Brake Command | Request by a secondary device to command the Park Brake. The Park Brake controller should treat this as a request and should apply the Park Brake as determined by the controller. Feedback of the park brake actuation may utilize SPN 70, SPN 619 or SPN 5275. 00 - Park Brake apply not requested 01 - Park Brake apply requested 10 - SAE Reserved 11 - Don't care/Take no action |
| 5631 | Engine Throttle Valve 1 Differential Pressure | The differential pressure between the intake and outlet of the throttle valve 1 (SPN 53). The differential pressure is measured from the intake with respect to the outlet of the throttle valve. |
| 5632 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Analysis Request Frequency 1 | First requested analysis frequency for the diesel particulate filter 1 soot sensor. |
| 5633 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Analysis Request Frequency 2 | Second requested analysis frequency for the diesel particulate filter 1 soot sensor. |
| 5634 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Analysis Request Frequency 3 | Third requested analysis frequency for the diesel particulate filter 1 soot sensor. |
| 5635 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Analysis Request Frequency 4 | Fourth requested analysis frequency for the diesel particulate filter 1 soot sensor. |
| 5636 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Analysis Frequency 1 | The analysis frequency associated with the frequency 1 soot signal for the diesel particulate filter 1 soot sensor. See SPN 5632. |
| 5637 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Frequency 1 Soot Signal | The soot signal attenuation measurement for analysis frequency 1 for the diesel particulate filter 1 soot sensor. See SPN 5632. |
| 5638 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Analysis Frequency 2 | The analysis frequency associated with the frequency 2 soot signal for the diesel particulate filter 1 soot sensor. See SPN 5633. |
| 5639 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Frequency 2 Soot Signal | The soot signal attenuation measurement for analysis frequency 2 for the diesel particulate filter 1 soot sensor. See SPN 5633. |
| 5640 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Analysis Frequency 3 | The analysis frequency associated with the frequency 3 soot signal for the diesel particulate filter 1 soot sensor. See SPN 5634. |
| 5641 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Frequency 3 Soot Signal | The soot signal attenuation measurement for analysis frequency 3 for the diesel particulate filter 1 soot sensor. See SPN 5634. |
| 5642 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Analysis Frequency 4 | The analysis frequency associated with the frequency 4 soot signal for the diesel particulate filter 1 soot sensor. See SPN 5635. |
| 5643 | Aftertreatment 1 Diesel Particulate Filter 1 Soot Sensor Frequency 4 Soot Signal | The soot signal attenuation measurement for analysis frequency 4 for the diesel particulate filter 1 soot sensor. See SPN 5635. |
| 5644 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Analysis Request Frequency 1 | First requested analysis frequency for the diesel particulate filter 2 soot sensor. |
| 5645 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Analysis Request Frequency 2 | Second requested analysis frequency for the diesel particulate filter 2 soot sensor. |
| 5646 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Analysis Request Frequency 3 | Third requested analysis frequency for the diesel particulate filter 2 soot sensor. |
| 5647 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Analysis Request Frequency 4 | Fourth requested analysis frequency for the diesel particulate filter 2 soot sensor. |
| 5648 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Analysis Frequency 1 | The analysis frequency associated with the frequency 1 soot signal for the diesel particulate filter 2 soot sensor. See SPN 5644. |
| 5649 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Frequency 1 Soot Signal | The soot signal attenuation measurement for analysis frequency 1 for the diesel particulate filter 2 soot sensor. See SPN 5644. |
| 5650 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Analysis Frequency 2 | The analysis frequency associated with the frequency 2 soot signal for the diesel particulate filter 2 soot sensor. See SPN 5645. |
| 5651 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Frequency 2 Soot Signal | The soot signal attenuation measurement for analysis frequency 2 for the diesel particulate filter 2 soot sensor. See SPN 5645. |
| 5652 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Analysis Frequency 3 | The analysis frequency associated with the frequency 3 soot signal for the diesel particulate filter 2 soot sensor. See SPN 5646. |
| 5653 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Frequency 3 Soot Signal | The soot signal attenuation measurement for analysis frequency 3 for the diesel particulate filter 2 soot sensor. See SPN 5646. |
| 5654 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Analysis Frequency 4 | The analysis frequency associated with the frequency 4 soot signal for the diesel particulate filter 2 soot sensor. See SPN 5647. |
| 5655 | Aftertreatment 1 Diesel Particulate Filter 2 Soot Sensor Frequency 4 Soot Signal | The soot signal attenuation measurement for analysis frequency 4 for the diesel particulate filter 2 soot sensor. See SPN 5647. |
| 5656 | Retarder Coolant Outlet Temperature | Temperature of liquid found in retarder cooling system. |
| 5657 | NAME Checksum / Error Code | This paraleter is used when the mode is “Set Pending NAME”. NAME checksum is used as a check to ensure the NM message has been sent to the correct CA. It is a guard against the possibility of the SA of the target CA having been claimed by another CA through the address arbitration process since the commanding CA started the NAME change process. The NAME checksum byte contains the arithmetic sum of the 8 bytes of the target CAs original NAME truncated to 8 least significant bits. This parameter is also used when the mode is “NAME NACK”. In this case it is used as an error code. Code values are as follows: 0 - Security not satisfied. Different SA for Adopt Pending than Set Pending 1 - Item(s) not allowed to change. Set qualifier flag of disallowed items. 2 - Item conflict. Cannot perform Function assigned, cannot perform as Arbitrary Address capable, etc. Qualifier flags of disallowed items are set. 3 - Checksum does not match 4 - Other 5 - 254 - Reserved 255 - Not Available |
| 5658 | Manufacturer Code Qualifier Flag | When this qualifier flag is set to “0” in the NM message, the Commanded Manufacturer Code field is used to replace the Manufacturer Code field currently being used by the CA. When the flag is set to “1”, the Manufacturer Code shall not be changed. 0 - Manufacturer Code is to be changed 1 - Manufacturer Code shall not be changed |
| 5659 | ECU Instance Qualifier Flag | When this qualifier flag is set to “0” in the NM message, the Commanded ECU Instance is used to replace the ECU Instance currently being used by the CA. When the flag is set to “1”, the ECU Instance shall not be changed. 0 - ECU Instance is to be changed 1 - ECU Instance shall not be changed |
| 5660 | Function Instance Qualifier Flag | When this qualifier flag is set to “0” in the NM message, the Commanded Function Instance is used to replace the Function Instance currently being used by the CA. When the flag is set to “1”, the Function Instance shall not be changed. 0 - Function Instance is to be changed 1 - Function Instance shall not be changed |
| 5661 | Function Qualifier Flag | When this qualifier flag is set to “0” in the NM message, the Commanded Function is used to replace the Function currently being used by the CA. When the flag is set to “1”, the Function shall not be changed. 0 - Function is to be changed 1 - Function shall not be changed |
| 5662 | Vehicle System Qualifier Flag | When this qualifier flag is set to “0” in the NM message, the Commanded Vehicle System is used to replace the Vehicle System currently being used by the CA. When the flag is set to “1”, the Vehicle System field shall not be changed. 0 - Vehicle System is to be changed 1 - Vehicle System shall not be changed |
| 5663 | Vehicle System Instance Qualifier Flag | When this qualifier flag is set to “0” in the NM message, the Commanded Vehicle System Instance is used to replace the Vehicle System Instance currently being used by the CA. When the flag is set to “1”, the Vehicle System shall not be changed. 0 - Vehicle System Instance is to be changed 1 - Vehicle System Instance shall not be changed |
| 5664 | Industry Group Qualifier Flag | When this qualifier flag is set to “0” in the NM message, the Commanded Industry Group is used to replace the Industry Group currently being used by the CA. When the flag is set to “1”, the Industry Group field shall not be changed. 0 - Industry Group is to be changed 1 - Industry Group shall not be changed |
| 5665 | Arbitrary Address Capable Qualifier Flag | When this qualifier flag is set to “0” in the NM message, the Commanded Arbitrary Address Capable field should be used to replace the Arbitrary Address Capable field currently being used by the CA. When the flag is set to “1”, the Arbitrary Address Capable field shall not be changed. 0 - Arbitrary Address Capable is to be changed 1 - Arbitrary Address Capable shall not be changed |
| 5666 | NM Control Mode Indicator | This four bit parameter is used to define the purpose of the NM message as follows: Mode 0 – Set Pending NAME This form of the message is the command to the target CA at the destination address in the CAN Identifier to change its pending NAME to the one contained in the message. All data fields of the message are required. The “Commanded” parameter fields are the new (i.e. commanded) NAME field values. These shall be qualified with the qualifier flags. A value of “0” in the qualifier flags indicates that the associated field should be changed to the value in the corresponding parameter field in the message. A value of “1” indicates that the associated field should remain unchanged. The NAME checksum byte contains the arithmetic sum of the 8 bytes of the target CAs original NAME truncated to 8 least significant bits. This is used as a security check to make sure the command message has been received by the correct CA. This check guards against the possibility of the SA having changed through the address arbitration process. Mode 1 – Pending NAME This form of the message is sent by the target CA and is a response to a request for “pending” NAME. The CA’s pending NAME is contained in the “Commanded” parameter fields. All “Commanded” parameter fields of the NAME are required. The qualifier flags and NAME checksum are not used and shall be set to all 1s. If the Pending NAME has not been set or is not valid, this form of the message shall not be sent. Rather, the NACK (mode 4) shall be sent. Mode 2 – Current NAME This form of the message is sent by the target CA and is a response to a request for “current” NAME. The CA’s current NAME is contained in the “Commanded” parameter fields. All fields of the NAME are required. The qualifier flags and NAME checksum are not used and shall be set to all 1s. Mode 3 – NAME ACK This form of the message is sent by the target CA indicating the most recently received “Set Pending NAME” command has been successfully fulfilled. The CA’s pending NAME is contained in the “Commanded” parameter fields. All “Commanded” parameter fields of the NAME are required. The qualifier flags and the NAME checksum are not used and shall be set to all 1s. Mode 4 – NAME NACK This form of the message is sent by the target CA indicating the most recently received “Set Pending NAME” command or “Request Pending NAME” command was not successful. The control mode parameter and the Error Code parameter are the only valid fields in this form of the message. All other fields shall be set to all 1s. Mode 5 – Request Pending NAME This form of the message is sent by the commanding CA and is a request for the target CA to respond with its “pending” NAME. The control mode parameter is the only valid field in this form of the message. All other fields shall be set to all 1s. Mode 6 – Request Current NAME This form of the message is sent by the commanding CA and is a request for the target CA to respond with its “current” NAME. The control mode parameter is the only valid field in this form of the message. All other fields shall be set to all 1s. Mode 7 – Adopt Pending NAME This form of the message is sent by the commanding CA and is a “trigger” command to the targeted CA, (or all CAs with pending NAMEs if sent to the global address) to adopt their pending NAME as its current NAME and to initiate the Address Claim procedure with this new NAME. The control mode parameter is the only valid field in this form of the message. All other fields are set to all 1s. This form of the message may be sent to a specific SA or to the global address. Mode 8 – Request NAME Address Claim This form of the message is used to request that a CA whose SA is unknown to the requester send the address claim message, thus allowing the requester to determine the CA’s SA. All or portions of the NAME may be specified in the request using the qualifier flags. This form of the message shall be sent to the global address. If a CA receives this request and the indicated qualifier fields match the current NAME, it shall send its address claim using its current NAME. If a CA receives this request but it doesn’t match the indicated fields of the current NAME, it shall not send an address claim and shall not send the NAME NACK form of the NM message. Modes 9-15 – reserved for future SAE use. |
| 5667 | Commanded Manufacturer Code | The target CA shall use this 11 bit value for the Manufacturer Code if the corresponding qualifier flag in Byte 2 is set to “0”. The least significant bit is in bit 6 of byte 3 and the most significant bit of the manufacturer Code is located in bit 8 of byte 4. |
| 5668 | Commanded ECU Instance | The target CA shall use this 3 bit value for its ECU Instance field if the corresponding qualifier flag in Byte 2 is set to “0”. |
| 5669 | Commanded Function Instance | The target CA shall use this 5 bit value for its Function Instance if the corresponding qualifier flag in Byte 2 is set to “0”. |
| 5670 | Commanded Function | The target CA shall use this 8 bit value for its Function field if the corresponding qualifier flag in Byte 2 is set to “0”. |
| 5671 | Commanded Vehicle System | The target CA shall use this 7 bit value for its Vehicle System field if the corresponding qualifier flag in Byte 2 is set to “0”. |
| 5672 | Commanded Vehicle System Instance | The target CA shall use this 4 bit value for its Vehicle System Instance field if the corresponding qualifier flag in Byte 2 is set to “0”. |
| 5673 | Commanded Industry Group | The target CA shall use this 3 bit value for its Industry Group field if the corresponding qualifier flag in Byte 2 is set to “0”. |
| 5674 | Commanded Arbitrary Address Capable | The target CA shall use this 1 bit value for its Arbitrary Address Capable field if the corresponding qualifier flag in Byte 2 is set to “0”. |
| 5675 | Operator Shift Prompt | Command to activate an indicator that advises the operator to shift to a different gear. Typically this would be used as part of a fuel economy improvement or drivability aid. 00 - indicator(s) inactive 01 - upshift indicator active 10 - downshift indicator active 11 - don't care/take no action |
| 5676 | Advanced emergency braking system state | Current operational state of advanced emergency braking system 0000 - system is not ready (initialization not finished) 0001 - system is temporarily not available (e.g. due to boundary conditions necessary for operation) 0010 - system is deactivated by driver 0011 - system is ready and activated (no warning and no braking active) 0100 - driver overrides system 0101 - collision warning active (e.g. acoustic signal, cruise control turned off, torque limitation) 0110 - collision warning with braking (e.g. brake jerk or partial braking) 0111 - emergency braking active 1000…1101 - reserved for future use 1110 - error indication 1111 - not available / not installed |
| 5677 | Collision warning level | To implement different HMI (human machine interface) concepts, e.g. visual only, visual/audible, different warning tones etc., the AEBS provides different levels of collision warning. 0000 - no warning 0001 - warning level 1 - lowest 0010 - warning level 2 0011 - warning level 3 0100 - warning level 4 0101 - warning level 5 0110 - warning level 6 0111 - warning level 7 - highest 1000…1110 - reserved 1111 - don’t care / take no action Values between 0001 (lowest warning level) and 0111 (highest warning level) are increasing. |
| 5678 | Relevant object detected for advanced emergency braking system | Indication if the advanced emergency braking system (AEBS) is monitoring a relevant object 000 - no relevant object monitored 001 - relevant object is being monitored 010 - relevant object is not being detected reliably 011..101 - reserved 110 - error indication 111 - signal not available / not installed |
| 5679 | Bend off probability of relevant object | Probabilty if monitored relevant object might start a turning maneuver, which could clear the travelling path of the host vehicle. 000 - no indication for a bend off maneuver of the relevant object 001 - low probability for a bend off maneuver of the relevant object 010 - medium probability for a bend off maneuver of the relevant object 011 - high probability for a bend off maneuver of the relevant object 100 - highest probability for a bend off maneuver of the relevant object 101 - relevant object is already in a turning maneuver 110 - error indication 111 - signal not available / not installed |
| 5680 | Time to collision with relevant object | The time to collision is the duration after which the predicted travelling paths of host vehicle and relevant object lead to a distance of 0m between both. Note: It is up to the system manufacturer to choose a suitable calculation method to predict the travelling paths of both host vehicle and relevant object. |
| 5681 | Driver activation demand for Advanced Emergency Braking System | According to the Vienna world convention on road traffic the driver must be provided with means to deactivate an Advanced Emergency Braking System. This command is to be transmitted from the respective HMI unit to the AEBS unit. 00 - the driver does not want the Advanced Emergency Braking System to warn or intervene at any time (deactivation of system) 01 - the driver wants the Advanced Emergency Braking System to warn or intervene if necessary (no deactivation of system) 10 - reserved 11 - don’t' care / take no action Note: The signal has to be transmitted permanently to the AEBS showing the state selected once by the driver. Typically there is a deactivation push button present in the host vehicle for the driver to choose this state. Example: After ignition-on the signal is being transmitted as 01b (this will be the default state in Europe) all the time. As soon as the driver depresses the push button the signal's value has to change to 00b for the remaining ignition cycle as long as the driver does not depress the push button again. |
| 5682 | AEBS2 message Counter | The message counter is increased with every transmitted AEBS2 message. After reaching a value of 0xF the next value will be 0. |
| 5683 | AEBS2 message checksum | Used to check the message checksum of the transmitting (HMI) unit within the AEBS2 system. Checksum = (Byte1 + Byte2 + Byte3 + Byte4 + Byte5 + Byte6 + Byte7 + (message counter & 0x0F) + message ID low byte + message ID mid low byte + message ID mid high byte + message ID high byte) Message Checksum = ((Checksum >> 4) + Checksum) & 0x0F |
| 5684 | Reference Engine Gas Mass Flow Rate | Configuration of the mass flow rate of gaseous fuel expected for 100% engine fuel valve control command. Note: The actuator will request this parameter from the ECU in order to determine what mass fuel flow to associate with a command of 100% from the ECU. This value does not change during operation. |
| 5685 | Barometric Absolute Pressure (High Resolution) | Barometric Absolute Pressure (High Resolution). See SPN 108 if high resolution is not needed. |
| 5686 | Engine Exhaust Gas Port 1 Difference from Average Temperature | The difference in temperature of exhaust port 1 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1137. |
| 5687 | Engine Exhaust Gas Port 2 Difference from Average Temperature | The difference in temperature of exhaust port 2 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1138. |
| 5688 | Engine Exhaust Gas Port 3 Difference from Average Temperature | The difference in temperature of exhaust port 3 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1139. |
| 5689 | Engine Exhaust Gas Port 4 Difference from Average Temperature | The difference in temperature of exhaust port 4 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1140. |
| 5690 | Engine Exhaust Gas Port 5 Difference from Average Temperature | The difference in temperature of exhaust port 5 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1141. |
| 5691 | Engine Exhaust Gas Port 6 Difference from Average Temperature | The difference in temperature of exhaust port 6 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1142. |
| 5692 | Engine Exhaust Gas Port 7 Difference from Average Temperature | The difference in temperature of exhaust port 7 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1143. |
| 5693 | Engine Exhaust Gas Port 8 Difference from Average Temperature | The difference in temperature of exhaust port 8 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1144. |
| 5694 | Engine Exhaust Gas Port 9 Difference from Average Temperature | The difference in temperature of exhaust port 9 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1145. |
| 5695 | Engine Exhaust Gas Port 10 Difference from Average Temperature | The difference in temperature of exhaust port 10 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1146. |
| 5696 | Engine Exhaust Gas Port 11 Difference from Average Temperature | The difference in temperature of exhaust port 11 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1147. |
| 5697 | Engine Exhaust Gas Port 12 Difference from Average Temperature | The difference in temperature of exhaust port 12 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1148. |
| 5698 | Engine Exhaust Gas Port 13 Difference from Average Temperature | The difference in temperature of exhaust port 13 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1149. |
| 5699 | Engine Exhaust Gas Port 14 Difference from Average Temperature | The difference in temperature of exhaust port 14 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1150. |
| 5700 | Engine Exhaust Gas Port 15 Difference from Average Temperature | The difference in temperature of exhaust port 16 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1152. |
| 5701 | Engine Exhaust Gas Port 16 Difference from Average Temperature | The difference in temperature of exhaust port 16 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1152. |
| 5702 | Engine Exhaust Gas Port 17 Difference from Average Temperature | The difference in temperature of exhaust port 17 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1153. |
| 5703 | Engine Exhaust Gas Port 18 Difference from Average Temperature | The difference in temperature of exhaust port 18 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1154. |
| 5704 | Engine Exhaust Gas Port 19 Difference from Average Temperature | The difference in temperature of exhaust port 19 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1155. |
| 5705 | Engine Exhaust Gas Port 20 Difference from Average Temperature | The difference in temperature of exhaust port 20 from the average of all exhaust ports on an engine. If the port temperature is above the average temperature, then the temperature would be interpreted as above normal. For systems with three or fewer thresholds in either extreme (FMI 0, 1, 15, 16, 17 or 18) use SPN 1156. |
| 5706 | Aftertreatment 1 Diesel Exhaust Fluid Pump Heater | Percentage of heating applied to the aftertreatment 1 diesel exhaust fluid pump heater. A value of 0% means no heating applied, a value of 100% means full heating applied. The diesel exhaust fluid pump heater warms the diesel exhaust fluid in the diesel exhaust fluid pump. See SPN 5707 for the command for this pump heater. |
| 5707 | Aftertreatment 1 Diesel Exhaust Fluid Pump Heater Command | Command for the Aftertreatment 1 Diesel Exhaust Fluid Pump Heater. A value of 0% means no heating commanded, a value of 100% means full heating commanded. See SPN 5706 for the measured value of the Aftertreatment 1 Diesel Exhaust Fluid Heater. |
| 5708 | Engine Coolant Pressure 2 | Gage pressure of liquid found in the engine coolant system - second instance |
| 5709 | Aftertreatment 1 Outlet NOx Sensor Self-diagnosis Trigger | Signal to trigger the self-diagnosis of NOx sensor ATO1 (Aftertreatment Outlet Bank 1) 0000 Diagnostic mode disabled 0001 NOx Sensor ATO1 Self Diagnosis Request at Lambda=1.0 0010 NOx Sensor ATO1 Self Diagnosis Request at partial load 0011 NOx Sensor ATO1 Self Diagnosis Request at fuel cut 0100 NOx Sensor ATO1 Self Diagnosis Request at After Run 0101 - 1110 Reserved 1111 Not supported |
| 5710 | Aftertreatment 1 Intake NOx Sensor Self-diagnosis Trigger | Signal to trigger the self-diagnosis of NOx sensor ATI1 (Aftertreatment Intake Bank 1) 0000 Diagnostic mode disabled 0001 NOx Sensor ATI1 Self Diagnosis Request at Lambda=1.0 0010 NOx Sensor ATI1 Self Diagnosis Request at partial load 0011 NOx Sensor ATI1 Self Diagnosis Request at fuel cut 0100 NOx Sensor ATI1 Self Diagnosis Request at After Run 0101 - 1110 Reserved 1111 Not supported |
| 5711 | Aftertreatment 2 Outlet NOx Sensor Self-diagnosis Trigger | Signal to trigger the self-diagnosis of NOx sensor ATO2 (Aftertreatment Outlet Bank 2) 0000 Diagnostic mode disabled 0001 NOx Sensor ATO2 Self Diagnosis Request at Lambda=1.0 0010 NOx Sensor ATO2 Self Diagnosis Request at partial load 0011 NOx Sensor ATO2 Self Diagnosis Request at fuel cut 0100 NOx Sensor ATO2 Self Diagnosis Request at After Run 0101 - 1110 Reserved 1111 Not supported |
| 5712 | Aftertreatment 2 Intake NOx Sensor Self-diagnosis Trigger | Signal to trigger the self-diagnosis of NOx sensor ATI2 (Aftertreatment Intake Bank 2) 0000 Diagnostic mode disabled 0001 NOx Sensor ATI2 Self Diagnosis Request at Lambda=1.0 0010 NOx Sensor ATI2 Self Diagnosis Request at partial load 0011 NOx Sensor ATI2 Self Diagnosis Request at fuel cut 0100 NOx Sensor ATI2 Self Diagnosis Request at After Run 0101 - 1110 Reserved 1111 Not supported |
| 5713 | Aftertreatment 1 Outlet NOx Sensor Self-diagnosis Status | Self-diagnosis result status for NOx sensor ATO1 (Aftertreatment Outlet Bank 1) 000 Diagnosis not active 001 NOx Sensor ATO1 Self Diagnosis active flag 010 NOx Sensor ATO1 Self Diagnosis Result Complete 011 NOx Sensor ATO1 Self Diagnosis aborted 100 NOx Sensor ATO1 Self Diagnosis not possible 101 - 110 Reserved 111 Not Supported |
| 5714 | Aftertreatment 1 Intake NOx Sensor Self-diagnosis Status | Self-diagnosis result status for NOx sensor ATI1 (Aftertreatment Intake Bank 1) 000 Diagnosis not active 001 NOx Sensor ATI1 Self Diagnosis active flag 010 NOx Sensor ATI1 Self Diagnosis Result Complete 011 NOx Sensor ATI1 Self Diagnosis aborted 100 NOx Sensor ATI1 Self Diagnosis not possible 101 - 110 Reserved 111 Not Supported |
| 5715 | Aftertreatment 2 Outlet NOx Sensor Self-diagnosis Status | Self-diagnosis result status for NOx sensor ATO2 (Aftertreatment Outlet Bank 2) 000 Diagnosis not active 001 NOx Sensor ATO2 Self Diagnosis active flag 010 NOx Sensor ATO2 Self Diagnosis Result Complete 011 NOx Sensor ATO2 Self Diagnosis aborted 100 NOx Sensor ATO2 Self Diagnosis not possible 101 - 110 Reserved 111 Not Supported |
| 5716 | Aftertreatment 2 Intake NOx Sensor Self-diagnosis Status | Self-diagnosis result status for NOx sensor ATI2 (Aftertreatment Intake Bank 2) 000 Diagnosis not active 001 NOx Sensor ATI2 Self Diagnosis active flag 010 NOx Sensor ATI2 Self Diagnosis Result Complete 011 NOx Sensor ATI2 Self Diagnosis aborted 100 NOx Sensor ATI2 Self Diagnosis not possible 101 - 110 Reserved 111 Not Supported |
| 5717 | Aftertreatment 1 Outlet NOx Sensor Self-diagnosis Final Result | Self-diagnosis result for NOx sensor ATO1 (Aftertreatment Outlet Bank 1) as a ratio of detected value to reference value defined by supplier. This result is used to determine if the signal resulting from the self-diagnosis test (as represented as a ratio to a reference value) is within an acceptable range. This will be determined by the receiver of the information and may differ depending on how the sensor is used and/or sensor application. This may mean that SPN 3226 may no longer be accurate as expected. This parameter is valid while the diagnosis feedback status of SPN 5713 = 010b (Diagnosis complete). It is broadcast as 0xFF at other times. |
| 5718 | Aftertreatment 1 Intake NOx Sensor Self-diagnosis Final Result | Self-diagnosis result for NOx sensor ATI1 (Aftertreatment Intake Bank 1) as a ratio of detected value to reference value defined by supplier. This result is used to determine if the signal resulting from the self-diagnosis test (as represented as a ratio to a reference value) is within an acceptable range. This will be determined by the receiver of the information and may differ depending on how the sensor is used and/or sensor application. This may mean that SPN 3216 may no longer be accurate as expected. This parameter is valid while the diagnosis feedback status of SPN 5714 = 010b (Diagnosis complete). It is broadcast as 0xFF at other times. |
| 5719 | Aftertreatment 2 Outlet NOx Sensor Self-diagnosis Final Result | Self-diagnosis result for NOx sensor ATO2 (Aftertreatment Outlet Bank 2) as a ratio of detected value to reference value defined by supplier. This result is used to determine if the signal resulting from the self-diagnosis test (as represented as a ratio to a reference value) is within an acceptable range. This will be determined by the receiver of the information and may differ depending on how the sensor is used and/or sensor application. This may mean that SPN 3265 may no longer be accurate as expected. This parameter is valid while the diagnosis feedback status of SPN 5715 = 010b (Diagnosis complete). It is broadcast as 0xFF at other times. |
| 5720 | Aftertreatment 2 Intake NOx Sensor Self-diagnosis Final Result | Self-diagnosis result for NOx sensor ATI2 (Aftertreatment Intake Bank 2) as a ratio of detected value to reference value defined by supplier. This result is used to determine if the signal resulting from the self-diagnosis test (as represented as a ratio to a reference value) is within an acceptable range. This will be determined by the receiver of the information and may differ depending on how the sensor is used and/or sensor application. This may mean that SPN 3255 may no longer be accurate as expected. This parameter is valid while the diagnosis feedback status of SPN 5716 = 010b (Diagnosis complete). It is broadcast as 0xFF at other times. |
| 5721 | Aftertreatment 1 Outlet NOx Sensor Operation Hours | Counted hours that the NOx-sensor was operated with status "dewpoint reached" |
| 5722 | Aftertreatment 1 Intake NOx Sensor Operation Hours | Counted hours that the NOx-sensor was operated with status "dewpoint reached" |
| 5723 | Aftertreatment 2 Outlet NOx Sensor Operation Hours | Counted hours that the NOx-sensor was operated with status "dewpoint reached" |
| 5724 | Aftertreatment 2 Intake NOx Sensor Operation Hours | Counted hours that the NOx-sensor was operated with status "dewpoint reached" |
| 5725 | Guidance system command exit/reason code | Indicates why the guidance system cannot currently accept remote commands or has most recently stopped accepting remote commands. See ISO 11783-7 for complete definition. |
| 5726 | Guidance Limit Status | Reports the Tractor ECU's present limit status associated with guidance commands that are persistent. See ISO 11783-7 for complete definition. |
| 5727 | Drive Strategy Priority 1 | Used to show the current Tractor drive strategy priority structure, which determines the balance between fuel economy/consumption and the torque reserve of the engine. This parameter shows the highest priority. Manufacturer specific modes are intended to allow an tractor to report a mode that is not mapped and allow an implement to synchronize to that mode. |
| 5728 | Drive Strategy Priority 2 | Used to show the current Tractor drive strategy priority structure, which determines the balance between fuel economy/consumption and the torque reserve of the engine. This parameter shows the second to highest priority. Manufacturer specific modes are intended to allow an tractor to report a mode that is not mapped and allow an implement to synchronize to that mode |
| 5729 | Drive Strategy Priority 3 | Used to show the current Tractor drive strategy priority structure, which determines the balance between fuel economy/consumption and the torque reserve of the engine. This parameter shows the third to highest priority. Manufacturer specific modes are intended to allow an tractor to report a mode that is not mapped and allow an implement to synchronize to that mode |
| 5730 | Drive Strategy Priority 4 | Used to show the current Tractor drive strategy priority structure, which determines the balance between fuel economy/consumption and the torque reserve of the engine. This parameter shows the lowest priority. Manufacturer specific modes are intended to allow an tractor to report a mode that is not mapped and allow an implement to synchronize to that mode |
| 5731 | Drive Strategy Request State | Used to report the tractor's state associated with Drive Strategy requests that are transient/temporary/one-shot. |
| 5732 | Drive Strategy Exit/Reason Code | Indicates why the drive strategy subsystem cannot accept remote commands or has most recently stopped accepting remote commands. |
| 5733 | Drive Strategy Priority 1 Request | used to request an alteration to the Tractor drive strategy priority structure, which determines the balance between fuel economy/consumption and the torque reserve of the engine. This parameter is the highest priority request. Manufacturer specific modes are intended to allow an tractor to report a mode that is not mapped and allow an implement to synchronize to that mode. |
| 5734 | Drive Strategy Priority 2 Request | used to request an alteration to the Tractor drive strategy priority structure, which determines the balance between fuel economy/consumption and the torque reserve of the engine. This parameter is the second to highest priority request. Manufacturer specific modes are intended to allow an tractor to report a mode that is not mapped and allow an implement to synchronize to that mode. |
| 5735 | Drive Strategy Priority 3 Request | used to request an alteration to the Tractor drive strategy priority structure, which determines the balance between fuel economy/consumption and the torque reserve of the engine. This parameter is the third to highest priority request. Manufacturer specific modes are intended to allow an tractor to report a mode that is not mapped and allow an implement to synchronize to that mode. |
| 5736 | Drive Strategy Priority 4 Request | used to request an alteration to the Tractor drive strategy priority structure, which determines the balance between fuel economy/consumption and the torque reserve of the engine. This parameter is the lowest priority request. Manufacturer specific modes are intended to allow an tractor to report a mode that is not mapped and allow an implement to synchronize to that mode. |
| 5737 | Restore Operator Drive Strategy Setting Request | Used to request that the drive strategy subsystem restores the settings for drive strategy to the state before automation was ended. |
| 5738 | Fuel System Water Drain Actuator | Fuel System Water Drain Actuator solenoid. This is the actuator which drains water which may be collected within the fuel system or fuel filter. |
| 5739 | Aftertreatment 2 Outlet Soot Sensor Heater | Internal heater of the Aftertreatment 2 Outlet Soot Sensor, exhaust bank 2. |
| 5740 | Aftertreatment 2 Outlet Soot | The soot measured at the outlet of the aftertreatment system in exhaust bank 2. |
| 5741 | Aftertreatment 1 Outlet Soot | The soot measured at the outlet of the aftertreatment system in exhaust bank 1. |
| 5742 | Aftertreatment Diesel Particulate Filter Temperature Sensor Module | Module will take temperature sensor inputs from the Aftertreatment Diesel Particulate Filter Temperature Sensors and multiplex the sensor values to the engine ECU via the J1939 network. |
| 5743 | Aftertreatment Selective Catalytic Reduction Temperature Sensor Module | Module will take temperature sensor inputs from the Aftertreatment Selective Catalytic Reduction Temperature Sensors and multiplex the sensor values to the engine ECU via the J1939 network. |
| 5744 | Aftertreatment 2 SCR System Missing | Indicates that the device is missing in exhaust bank 2, used with FMI 31 (Condition Exists). |
| 5745 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Unit Heater | Aftertreatment DEF heater internal to the Aftertreatment Dosing Unit. |
| 5746 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Unit Heater Relay | Relay used to provide power to the Aftertreatment DEF dosing unit heater. |
| 5747 | Aftertreatment 1 Outlet Soot Sensor Heater | Internal heater of the Aftertreatment 1 Outlet Soot Sensor, exhaust bank 1. |
| 5748 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Unit Loss of Prime | Indicates that the Aftertreatment 2 Diesel Exhaust Fluid Dosing Unit has lost prime. SPN will be used with FMI 31 (Condition Exists) to indicate that this device has lost prime in exhaust system 2. |
| 5749 | Engine Exhaust Pressure 2 | Gage pressure of the exhaust gasses as measured at the turbine intake of the turbocharger of exhaust bank 2. |
| 5750 | Wireless Rolling Message Counter | A counter incremented with each instance of the Wireless Status message. The counter shall increment from 0 to 64255, rolling over to 0 on the next increment after 64255. The enables recipients of the Wireless Status message to detect problems with the wireless transceiver if counter fails to increment or the counter prematurely resets to 0. |
| 5751 | Transmitter Command State | The command contained in the signal received by the wireless transceiver from an off-board transmitter. 0000b - Stop 0001b - Clear 0010b - Field Test 0011b - Transmitter Test 0100b - Standby 0101b to 1101b - Reserved 1110b - Error 1111b - Don't Care 0000b - Stop - Received an RF messsage from a transmitter requesting a machine level "Stop." 0001b - Clear - Received an RF message from a transmitter clearing a machine level "Stop" request. 0010b - Field Test - Used to request an acknowledgement of an RF signal from the onboard ECU, without adversely affecting the operation of the vehicle 0011b - Transmitter Test - A transmitter test RF message was requested by a transmitter, used to diagnose transmitter behaviors 0100b - Standby - No new Status message received at the time the message was communicated 1110b - Error - Device Error |
| 5752 | Transmitter ID 1 | The ID of the off-board transmitter that sent the incoming message received by the wireless transceiver. |
| 5753 | Wireless Signal Strength 1 | The absolute received signal strength of the signal received from the off-board transmitter. The signal strength is reported as a Received Signal Strength Indicator (RSSI) value calculated in dBm. |
| 5754 | Unique Beacon Message Identifier Number | The number is used to identify a wireless message originating from a device on a particular machine. Within a beacon request message (see SPN 5755 [Radio Beacon Direction]), this number is included in the transmitted beacon signal. Within a beacon request acknowledge (see SPN 5755 [Radio Beacon Direction]), this number is the number from the received beacon signal. |
| 5755 | Radio Beacon Direction | Indicates the function of a particular instance of the Radio Beacon Request message. The 'Beacon Request' state indicates the message is sent to a wireless transceiver to request a transmit of the special beacon message. The 'Beacon Received Acknowledgement' is sent from a wireless transceiver to report the reception of a special beacon message. 00b - Beacon Request - Beacon request coming from an ECU 01b - Beacon Received Acknowledgement - Acknowledgement from wireless device 10b - Reserved 11b - Don't Care 00b - Beacon Request - An ECU requests that a beacon message be transmitted from a wireless device on a machine. This status will always originate from the ECU, and be sent to a wireless device. The message associated with this state will not have an associated transmitter ID, or signal strength. 01b - Beacon Received Acknowledgement - Acknowledgement of a beacon transmission detected by an onboard wireless device. This status will always originate from the wireless device, and be sent to the ECU. The message associated with this state will have an associated transmitter ID and signal strength. |
| 5756 | Transmitter ID 2 | The ID of the off-board transmitter that sent the incoming special beacon message received by the wireless transceiver. |
| 5757 | Wireless Signal Strength 2 | The absolute received signal strength of the special beacon signal received from the off-board transmitter. The signal strength is reported as a Received Signal Strength Indicator (RSSI) value in dBm. This measurement method is identical to SPN 5753 [Wireless Signal Strength]. |
| 5758 | Aftertreatment 1 Intake Gas Sensor Power Supply | State signal which indicates when the Aftertreatment 1 Intake Gas Sensor driver output is being driven. On means the ECU is powering the Aftertreatment 1 Intake Gas Sensor. Note that the ECU is external to the sensor. 00 – Off 01 – On: The ECU is powering the Aftertreatment 1 Intake Gas Sensor 10 – Error 11 – Unavailable |
| 5759 | Aftertreatment 1 Outlet Gas Sensor Power Supply | State signal which indicates when the Aftertreatment 1 Outlet Gas Sensor driver output is being driven. On means the ECU is powering the Aftertreatment 1 Intake Gas Sensor. Note that the ECU is external to the sensor. 00 – Off 01 – On: The ECU is powering the Aftertreatment 1 Outlet Gas Sensor 10 – Error 11 – Unavailable |
| 5760 | Aftertreatment 2 Intake Gas Sensor Power Supply | State signal which indicates when the Aftertreatment 2 Intake Gas Sensor driver output is being driven. On means the ECU is powering the Aftertreatment 2 Intake Gas Sensor. Note that the ECU is external to the sensor. 00 – Off 01 – On: The ECU is powering the Aftertreatment 2 Intake Gas Sensor 10 – Error 11 – Unavailable |
| 5761 | Aftertreatment 2 Outlet Gas Sensor Power Supply | State signal which indicates when the Aftertreatment 2 Outlet Gas Sensor driver output is being driven. On means the ECU is powering the Aftertreatment 2 Intake Gas Sensor. Note that the ECU is external to the sensor. 00 – Off 01 – On: The ECU is powering the Aftertreatment 2 Outlet Gas Sensor 10 – Error 11 – Unavailable |
| 5762 | Transmission Load Reduction Inhibit Request | Request signal to the transmission to inhibit activation of load reduction functions. Automatic transmissions may incorporate functions designed to reduce engine load during certain operating conditions (vehicle standstill at bus stop, traffic stop, etc.) for improved fuel consumption. However, other vehicle systems may have an interest in regular (higher) engine load levels for comfort features or to assist with heat generation. This signal requests that the transmission inhibit initiation of such load reduction functions or terminates their operation if they are already active. The transmission may choose to ignore this request during certain operating conditions as defined by the transmission manufacturer. 00 = Allow or resume transmission load reduction functions 01 = Inhibit or abort transmission load reduction functions 10 = Reserved 11 = Don't care/take no action |
| 5763 | Engine Exhaust Gas Recirculation 1 Actuator 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Exhaust Gas Recirculation 1 Actuator 1 by the manufacturer’s software. When there is no failure FMI 31 is transmitted. When there are multiple failures, the most severe is transmitted. |
| 5764 | Engine Exhaust Gas Recirculation 1 Actuator 1 Temperature Status | Used to identify the status of the Engine Exhaust Gas Recirculation 1 Actuator 1 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High Most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5765 | Engine Exhaust Gas Recirculation 1 Actuator 1 Temperature | Temperature of the Engine Exhaust Gas Recirculation 1 Actuator 1 drive circuitry. Temperature excursions may affect the torque output. |
| 5766 | Engine Exhaust Gas Recirculation 1 Actuator 1 Desired Position | The requested position of the Engine Exhaust Gas Recirculation 1 Actuator 1 by the engine ECU, where 0% represents fully closed and 100% represents fully open. This is the position that the device is attempting to achieve. |
| 5767 | Engine Exhaust Gas Recirculation 1 Actuator 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Exhaust Gas Recirculation 1 Actuator 2 by the manufacturer’s software. When there is no failure FMI 31 is transmitted. When there are multiple failures, the most severe is transmitted. |
| 5768 | Engine Exhaust Gas Recirculation 1 Actuator 2 Temperature Status | Used to identify the status of the Engine Exhaust Gas Recirculation 1 Actuator 2 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High Most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5769 | Engine Exhaust Gas Recirculation 1 Actuator 2 Temperature | Temperature of the Engine Exhaust Gas Recirculation 1 Actuator 2 drive circuitry. Temperature excursions may affect the torque output. |
| 5770 | Engine Exhaust Gas Recirculation 1 Actuator 2 Desired Position | The requested position of the Engine Exhaust Gas Recirculation 1 Actuator 2 by the engine ECU, where 0% represents fully closed and 100% represents fully open. This is the position that the device is attempting to achieve. |
| 5771 | Engine Exhaust Gas Recirculation 1 Actuator 1 Operation Status | Used to identify the status of Exhaust Gas Recirculation 1 Actuator 1 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (no torque is being applied from the actuator) 0110 – 1101 Reserved for future assignment 1110 – Error 1111 – Not available |
| 5772 | Engine Exhaust Gas Recirculation 1 Actuator 2 Operation Status | Used to identify the status of Exhaust Gas Recirculation 1 Actuator 2 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (no torque is being applied from the actuator) 0110 – 1101 Reserved for future assignment 1110 – Error 1111 – Not available |
| 5773 | Engine Exhaust Gas Recirculation 2 Actuator 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Exhaust Gas Recirculation 2 Actuator 1 by the manufacturer’s software. When there is no failure FMI 31 is transmitted. When there are multiple failures, the most severe is transmitted. |
| 5774 | Engine Exhaust Gas Recirculation 2 Actuator 1 Temperature Status | Used to identify the status of the Engine Exhaust Gas Recirculation 2 Actuator 1 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High Most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5775 | Engine Exhaust Gas Recirculation 2 Actuator 1 Temperature | Temperature of the Engine Exhaust Gas Recirculation 2 Actuator 1 drive circuitry. Temperature excursions may affect the torque output. |
| 5776 | Engine Exhaust Gas Recirculation 2 Actuator 1 Desired Position | The requested position of the Engine Exhaust Gas Recirculation 2 Actuator 1 by the engine ECU, where 0% represents fully closed and 100% represents fully open. This is the position that the device is attempting to achieve. |
| 5777 | Engine Exhaust Gas Recirculation 2 Actuator 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Exhaust Gas Recirculation 2 Actuator 2 by the manufacturer’s software. When there is no failure FMI 31 is transmitted. When there are multiple failures, the most severe is transmitted. |
| 5778 | Engine Exhaust Gas Recirculation 2 Actuator 2 Temperature Status | Used to identify the status of the Engine Exhaust Gas Recirculation 2 Actuator 2 drive circuitry temperature. Temperature excursions may affect the torque output. 000 – High Most severe 001 – High Least severe 010 – In Range 011 – Low Least severe 100 – Low Most severe 101 – Not Defined 110 – Error 111 – Not available |
| 5779 | Engine Exhaust Gas Recirculation 2 Actuator 2 Temperature | Temperature of the Engine Exhaust Gas Recirculation 2 Actuator 2 drive circuitry. Temperature excursions may affect the torque output. |
| 5780 | Engine Exhaust Gas Recirculation 2 Actuator 2 Desired Position | The requested position of the Engine Exhaust Gas Recirculation 2 Actuator 2 by the engine ECU, where 0% represents fully closed and 100% represents fully open. This is the position that the device is attempting to achieve. |
| 5781 | Engine Exhaust Gas Recirculation 2 Actuator 1 Operation Status | Used to identify the status of Exhaust Gas Recirculation 2 Actuator 1 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (no torque is being applied from the actuator) 0110 – 1101 Reserved for future assignment 1110 – Error 1111 – Not available |
| 5782 | Engine Exhaust Gas Recirculation 2 Actuator 2 Operation Status | Used to identify the status of Exhaust Gas Recirculation 2 Actuator 2 0000 – Normal 0001 – Alarm (fully operational but needs service) 0010 – Alarm High Severity (functional but transient performance may be reduced) 0011 – Derate Active (torque output reduced due to environmental conditions) 0100 – Controlled Shutdown Active (driving to the default position – usually this means closed) 0101 – Uncontrolled Shutdown Active (no torque is being applied from the actuator) 0110 – 1101 Reserved for future assignment 1110 – Error 1111 – Not available |
| 5783 | Engine Throttle Valve 1 Temperature | Temperature of the engine throttle valve 1 drive circuitry (SPN 53). Temperature excursions may affect the torque output. |
| 5784 | Engine Throttle Valve 2 Temperature | Temperature of the engine throttle valve 2 drive circuitry (SPN 3783). Temperature excursions may affect the torque output. |
| 5785 | Engine Fuel Valve 1 Temperature | Temperature of the Engine Fuel Valve 1 drive circuitry. Temperature excursions may affect the torque output. |
| 5786 | Engine Fuel Valve 2 Temperature | Temperature of the Engine Fuel Valve 2 drive circuitry. Temperature excursions may affect the torque output. |
| 5787 | Engine Turbocharger Wastegate Actuator 2 Temperature | Temperature of the Engine Turbocharger Wastegate Actuator 2 drive circuitry. Temperature excursions may affect the torque output. |
| 5788 | Engine Turbocharger Wastegate Actuator 1 Temperature | Temperature of the Engine Turbocharger Wastegate Actuator 1 drive circuitry. Temperature excursions may affect the torque output. |
| 5789 | Engine Exhaust Back Pressure Actuator 1 Desired Position | The requested position of the Engine Exhaust Back Pressure Actuator 1 by the engine ECU, where 0% represents fully closed and 100% represents fully open. This is the position that the device is attempting to achieve. |
| 5790 | Engine Exhaust Back Pressure Actuator 1 Temperature | Temperature of the Engine Exhaust Back Pressure Actuator 1 drive circuitry. Temperature excursions may affect the torque output. |
| 5791 | Engine Turbocharger Compressor Bypass Actuator 1 Temperature | Temperature of the Engine Turbocharger Compressor Bypass Actuator 1 drive circuitry. Temperature excursions may affect the torque output. |
| 5792 | Engine Turbocharger Compressor Bypass Actuator 2 Temperature | Temperature of the Engine Turbocharger Compressor Bypass Actuator 2 drive circuitry. Temperature excursions may affect the torque output. |
| 5793 | Desired Engine Fueling State | Devices send this request to the engine controller to: (a) Shut off engine fueling, but remain prepared to re-start quickly by not shutting down the control system, or (b) Keep the engine running. 00 Fueling not desired (shut off engine fueling) 01 Fueling desired (keep engine running) 10 Parameter supported, but no request 11 Don't care / Take no action If the engine controller receives this parameter from multiple sources, then '01-Fueling desired' shall have priority over '00-Fueling not desired'. If this request can be honored by the receiving device as indicated by SPN 5795, then it shall be processed independently of other means to stop engine fueling (i.e., SPN 970 Engine Auxiliary Shutdown Switch or the Keyswitch). For example, if the engine is acting on SPN 5793 set to 01 (keep engine running) and the vehicle keyswitch is turned off, then the engine shall shut off. Use examples of this parameter include, but are not limited to: 1. In applications or situations where the engine can be physically disconnected from the hybrid powertrain, a command of 00 could be used to request the engine to stop running, and as a result, stop rotating. 2. In applications or situations where engine-driven accessories (power steering, etc.) must remain active while the engine is not running, a command of 00 could result in the engine no longer running even as it continues to be spun (motored) by the hybrid powertrain. 3. In applications or situations where components want to keep the engine running, such as an aftertreatment system, a command of 01 could be used to prevent the engine from honoring requests from other devices using this parameter to shut off fueling. |
| 5794 | Feedback Engine Fueling State | This parameter provides feedback to the network that SPN 5793 Desired Engine Fueling State was honored. SPN 5795 Engine Fueling Inhibit Allowed indicates the engine’s current ability to honor requests via SPN 5793 Desired Engine Fueling State. 00 = Fueling is or will be inhibited (SPN 5793 Desired Engine Fueling State = 00 from at least one network device and all other network devices have SPN 5793 Desired Engine Fueling State equal to something other than 01) 01 = Engine will be kept running (SPN 5793 Desired Engine Fueling State = 01 from at least one network device) 10 = No active request per SPN 5793 Desired Engine Fueling State or SPN 5795 Engine Fueling Inhibit Allowed = 00. When SPN 5795 = 00, then requests via SPN 5793 Desired Engine Fueling are ignored. 11 = Not Supported |
| 5795 | Engine Fueling Inhibit Allowed | This parameter is broadcast by the engine control system, and indicates to other devices on the network whether or not it will respond to requests to inhibit engine fueling via SPN 5793 Desired Engine Fueling State. With this information, devices that may wish to inhibit engine fueling at some time in the future can know whether or not their request will be honored before they issue a request. This parameter does not reflect the state of the engine controller due to requests received in SPN 5793 Desired Engine Fueling State. This parameter is intended to be used in conjunction with SPN 5793 Desired Engine Fueling State and SPN 5794 Feedback Engine Fueling State. 00 = Engine currently will not stop fueling in response to SPN 5793 Desired Engine Fueling State 01 = Engine will stop fueling in response to SPN 5793 Desired Engine Fueling State 10 = SAE Reserved 11 = Not Supported |
| 5796 | Aftertreatment 1 SCR Dosing Air Assist Pump | A stand alone air pump used to supply air to an air assisted dosing system, typically for systems not utilizing an air compressor as the source for the air. |
| 5797 | Aftertreatment Warm Up Diesel Oxidation Catalyst Temperature Sensor Module | A control module used to measure temperatures related to the aftertreatment warm up diesel oxidation (or close coupled) catalyst. |
| 5798 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Unit Heater Temperature | The temperature nearest the heater in the DEF dosing unit. |
| 5799 | Aftertreatment 1 SCR Dosing Air Assist Pump Relay | A relay used to power a stand alone air pump used to supply air to an air assisted dosing system, typically for systems not utilizing an air compressor as the source for the air. |
| 5800 | Auxiliary valve 0 exit/reason code | This parameter indicates why the Auxiliary Valve 0 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5801 | Auxiliary valve 1 exit/reason code | This parameter indicates why the Auxiliary Valve 1 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5802 | Auxiliary valve 2 exit/reason code | This parameter indicates why the Auxiliary Valve 2 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5803 | Auxiliary valve 3 exit/reason code | This parameter indicates why the Auxiliary Valve 3 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5804 | Auxiliary valve 4 exit/reason code | This parameter indicates why the Auxiliary Valve 4 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5805 | Auxiliary valve 5 exit/reason code | This parameter indicates why the Auxiliary Valve 5 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5806 | Auxiliary valve 6 exit/reason code | This parameter indicates why the Auxiliary Valve 6 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5807 | Auxiliary valve 7 exit/reason code | This parameter indicates why the Auxiliary Valve 7 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5808 | Auxiliary valve 8 exit/reason code | This parameter indicates why the Auxiliary Valve 8 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5809 | Auxiliary valve 9 exit/reason code | This parameter indicates why the Auxiliary Valve 9 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5810 | Auxiliary valve 10 exit/reason code | This parameter indicates why the Auxiliary Valve 10 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5811 | Auxiliary valve 11 exit/reason code | This parameter indicates why the Auxiliary Valve 11 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5812 | Auxiliary valve 12 exit/reason code | This parameter indicates why the Auxiliary Valve 12 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5813 | Auxiliary valve 13 exit/reason code | This parameter indicates why the Auxiliary Valve 13 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5814 | Auxiliary valve 14 exit/reason code | This parameter indicates why the Auxiliary Valve 14 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5815 | Auxiliary valve 15 exit/reason code | This parameter indicates why the Auxiliary Valve 15 cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5816 | Front hitch exit/reason code | This parameter indicates why the Front Hitch cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5817 | Front PTO exit/reason code | This parameter indicates why the Front PTO cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5818 | Machine selected speed exit/reason code | This parameter indicates why the Vehicle Speed control unit cannot currently accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5819 | Rear hitch exit/reason code | This parameter indicates why the Rear Hitch cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5820 | Rear PTO exit/reason code | This parameter indicates why the Rear PTO cannot accept remote commands or has most recently stopped accepting remote commands. 0-No reason/all clear 1-Operator presence not detected 2-Implement released control of function 3-Operator override of function 4-Operator control not in valid position 5-Remote command timeout 6-Remote command out of range/invalid 7-Function not calibrated 8-Operator control fault 9-Function fault 10:19-Reserved 20-Hydraulic oil level too low 21-Valve locked out 22:40-Reserved 41:61-Manufacturer Specific 62-Error 63-Not available/not installed |
| 5821 | Wand Angle | A wand sensor measures the angle of deflection of a wand from its null position. This parameter reports the measured angle of a wand sensor. |
| 5822 | Wand Sensor Figure of Merit | Figure of Merit sensor status for a wand sensor. 00 Sensor fully functional 01 Sensor degraded 10 Sensor failed 11 Sensor not available |
| 5823 | Measured Linear Displacement | Distance to target as measured by the Linear Displacement Sensor. |
| 5824 | Linear Displacement Sensor Sensor Figure of Merit | Figure of Merit sensor status of Linear Displacement Sensor. 00 Sensor fully functional 01 Sensor degraded 10 Sensor failed 11 Sensor not available |
| 5825 | Driver Warning System Indicator Status | The desired illumination of the Euro VI defined driver warning system indicator for relevant malfunctions and diesel exhaust fluid (reagent) tank low level. Used for Euro VI implementations. See Euro VI implementing regulation Annex XIII, Section 4 for usage requirements. 000 - Off - Used when driver warning system is non-active - which, by requirement, means the low-level and severe inducement systems are also non-active 001 - On – solid - Used when driver warning system is activated for any relevant malfunction 010 - reserved for SAE assignment 011 - reserved for SAE assignment 100 - On – fast blink (1 Hz) - Used for the second driver warning system detection threshold for diesel exhaust fluid level, where the visual alarm of the driver warning system is required to "escalate in intensity" 101 - reserved for SAE assignment 110 - reserved for SAE assignment 111 - not available Note: SPN 5825 is similar to SPN 5245. SPN 5825 is intended to be used in implementations where the warning indicator is used to convey diesel exhaust fluid tank low level and specific emission control malfunction information, whereas SPN 5245 is intended to be used in implementations where the warning indicator is used to convey diesel exhaust fluid tank low level information only. Thus, SPN 5825 is a superset of SPN 5245, and if both are utilized, will match only under certain conditions. |
| 5826 | Emission Control System Operator Inducement Severity | Severity status of the operator inducement system for anomalies with the emission control system, such as tampering, low diesel exhaust fluid (reagent) quality, diesel exhaust fluid (reagent) tank level, or EGR system errors. Higher numerical levels indicate more severe levels of inducement. Level 1 is the least severe. Used for Euro VI and Tier 4 implementations. 000 - Driver Warning, Low-Level Inducement, and Severe Inducement Non-Active 001 - Inducement Level 1... Euro VI defined Driver Warning System Active ............................ FMI 15 … Off Highway (Tier4) - DEF Warning …………………………….. FMI 15 010 - Inducement Level 2 ... Euro VI defined Low-Level Inducement Enabled ......................... FMI 15 … Off Highway (Tier4) - DEF Warning, second level .…………….. FMI 15 011 - Inducement Level 3 ... Euro VI defined Low-Level Inducement Active ............................ FMI 16 … Off Highway (Tier4) - Low-Level Inducement Active ……..…….. FMI 16 100 - Inducement Level 4 ... Euro VI defined Severe Inducement Enabled .............................. FMI 16 … Off Highway (Tier4) - Severe Inducement Active …….…..…….. FMI 16 101 - Inducement Level 5 ... Euro VI defined Severe Inducement Active ................................. FMI 0 … Off Highway (Tier4) - Final Inducement Active …….…….…….. FMI 0 110 - Temporary Override of Inducement 111 - Not Available / Not Supported When this SPN is used in a DTC the recommended FMI usage is as shown. Reference Euro VI implementing regulation Annex XIII, Appendix 5, section 3.1.(b), 3.1.(c), and 3.1.(d) for details. Reference EU directive 97/68/EC amendment (TBD), EPA webinar nrci-scr-web-conf.2011-07-25, and JMLIT "Technical Guidelines for Urea Selective Catalytic Reduction System" Kokujikan 132-3, Feb.16, 2012 for Off Highway (Tier4) implementations. Note: SPN 5826 is similar to SPN 5246. SPN 5826 is intended to be used to indicate the severity status of the operator inducement system for anomalies with the SCR and EGR systems, whereas SPN 5246 is intended to be used to indicate the severity status of the operator inducement system for anomalies with the SCR system only. Thus, SPN 5826 is a superset of SPN 5246, and if both are utilized, will match only under certain conditions. |
| 5827 | Aftertreatment 1 Average Distance Between Active DPF Regenerations | Indicates the average distance since last reset between active regenerations, that have not been forced to occur by manual request, for Aftertreatment device 1. If the manufacturer allows this parameter to be reset, this distance is the average since last reset. |
| 5828 | Aftertreatment 2 Average Distance Between Active DPF Regenerations | Indicates the average distance since last reset between active regenerations, that have not been forced to occur by manual request, for Aftertreatment device 2. If the manufacturer allows this parameter to be reset, this distance is the average since last reset. |
| 5829 | Engine Exhaust Gas Recirculation 1 Valve 1 Position Error | The position error of the Exhaust Gas Recirculation 1 valve, determined as the actual position (SPN 27) minus the commanded position (SPN 2791). |
| 5830 | Engine Exhaust Gas Recirculation 1 Valve 2 Position Error | The position error of the Exhaust Gas Recirculation 1 valve 2, determined as the actual position (SPN 3821) minus the commanded position (SPN 3822). |
| 5831 | Engine Exhaust Gas Recirculation 2 Valve 1 Position Error | The position error of the Exhaust Gas Recirculation 2 valve, determined as the actual position (SPN 5264) minus the commanded position (SPN 5262). |
| 5832 | Engine Exhaust Gas Recirculation 2 Valve 2 Position Error | The position error of the Exhaust Gas Recirculation 2 valve 2, determined as the actual position (SPN 5265) minus the commanded position (SPN 5263). |
| 5833 | Engine Fuel Mass Flow Rate | Mass of liquid fuel consumed by engine per unit of time. |
| 5834 | Aftertreatment 2 Fuel Mass Rate | Mass rate of total fuel being delivered to Atertreatment 2 for DPF regeneration. |
| 5835 | Aftertreatment 1 Particulate Sensor | The particulate sensor measures the mass concentration of particulate matter in the exhaust downstream of the DPF in exhaust bank 1. |
| 5836 | Aftertreatment 2 Particulate Sensor | The particulate sensor measures the mass concentration of particulate matter in the exhaust downstream of the DPF in exhaust bank 2. |
| 5837 | Fuel Type | Type of fuel currently being utilized by the vehicle Data Byte - Scaling - External Display 0x00 - Not available - NONE 0x01 - Gasoline/petrol - GAS 0x02 - Methanol - METH 0x03 - Ethanol - ETH 0x04 - Diesel - DSL 0x05 - Liquefied Petroleum Gas (LPG) - LPG 0x06 - Compressed Natural Gas (CNG) - CNG 0x07 - Propane - PROP 0x08 - Battery/electric - ELEC 0x09 - Bi-fuel vehicle using gasoline - BI_GAS 0x0A - Bi-fuel vehicle using methanol - BI_METH 0x0B - Bi-fuel vehicle using ethanol - BI_ETH 0x0C - Bi-fuel vehicle using LPG - BI_LPG 0x0D - Bi-fuel vehicle using CNG - BI_CNG 0x0E - Bi-fuel vehicle using propane - BI_PROP 0x0F - Bi-fuel vehicle using battery - BI_ELEC 0x10 - Bi-fuel vehicle using battery and combustion engine - BI_MIX 0x11 - Hybrid vehicle using gasoline engine - HYB_GAS 0x12 - Hybrid vehicle using gasoline engine on ethanol - HYB_ETH 0x13 - Hybrid vehicle using diesel engine - HYB_DSL 0x14 - Hybrid vehicle using battery - HYB_ELEC 0x15 - Hybrid vehicle using battery and combustion engine - HYB_MIX 0x16 - Hybrid vehicle in regeneration mode - HYB_REG 0x17 - Natural Gas (NG) - NG 0x18 - Bi-fuel vehicle using NG – BI_NG 0x19 - 0xFD SAE reserved 0xFE - Error 0xFF - Not available (Parameter not supported) EXAMPLE: If a Bi-fuel vehicle has less than 10% ethanol in the gasoline/petrol, then the external test equipment shall display state 0x09. In such a case, the system would be using gasoline/petrol (fuel) tables and OBD thresholds. SPN 5458 should either artificially display 0% or some number 10% or less if the system has such resolution. If the ethanol in the gasoline/petrol is above 10%, then the external test equipment shall display state 0x0B. SPN 5458 shall report the calculated ethanol/alcohol percentage. Note: "Not available" (Data 0x00) shall be used for the following conditions where no fuel is being utilized: • Ignition Key On/Engine Off, for example, for bi-fuel vehicles when the vehicle cannot identify which fuel is being used before engine start • Engine stopped for vehicle using Start/Stop strategy or for hybrid vehicle with engine stopped If FUEL_TYP is utilized on a single fuel vehicle, it can continue to indicate the previously utilized fuel type while the engine is in Decel Fuel Cut Off (DFCO) mode. It is not required to indicate 0x00 while in DFCO. Regarding fuel type 0x17 - Natural Gas - this applies to any type of natural gaseous fuel when the source (CNG, LPG, or other) is not relevant. Regarding fuel type 0x18 - Bi-fuel vehicle using NG; this applies to bi-fuel vehicles running Diesel and Natural Gas, where the source of the natural gaseous fuel is not relevant. See SPN 6317 for the requested fuel type. |
| 5838 | EGR Valve Malfunction | Indicates that the diagnostic system has determined that the engine has been operated with an EGR valve malfunction. This is a Parent SPN that shall be active when any relevant EGR valve DTC is active, per the requirements of Annex XIII, Appendix 2, section 4 of the Euro VI implementing regulation. The FMI 31, total active time, total previously active time, and time until derate information associated with this SPN shall be reported through DM32. |
| 5839 | Diesel Exhaust Fluid Consumption Malfunction | Indicates that the diagnostic system has determined that the engine has been operated with a diesel exhaust fluid (reagent) consumption malfunction. This is a Parent SPN that shall be active when any relevant diesel exhaust fluid (reagent) consumption DTC is potential or active, per the requirements of Annex XIII, Appendix 2, section 4 of the Euro VI implementing regulation. The FMI 31, total active time, total previously active time, and time until derate information associated with this SPN shall be reported through DM32. |
| 5840 | Diesel Exhaust Fluid Dosing Malfunction | Indicates that the diagnostic system has determined that the engine has been operated with a diesel exhaust fluid (reagent) dosing malfunction. This is a Parent SPN that shall be active when any relevant diesel exhaust fluid (reagent) dosing DTC is active, per the requirements of Annex XIII, Appendix 2, section 4 of the Euro VI implementing regulation. The FMI 31, total active time, total previously active time, and time until derate information associated with this SPN shall be reported through DM32. |
| 5841 | Diesel Exhaust Fluid Quality Malfunction | Indicates that the diagnostic system has determined that the engine has been operated with a diesel exhaust fluid (reagent) quality malfunction. This is a Parent SPN that shall be active when any relevant diesel exhaust fluid (reagent) quality DTC is active, per the requirements of Annex XIII, Appendix 2, section 4 of the Euro VI implementing regulation. The FMI 31, total active time, total previously active time, and time until derate information associated with this SPN shall be reported through DM32. |
| 5842 | SCR Monitoring System Malfunction | Indicates that the diagnostic system has determined that the engine has been operated with an SCR monitoring system malfunction. This is a Parent SPN that shall be active when any relevant SCR monitoring system DTC is active, per the requirements of Annex XIII, Appendix 2, section 4 of the Euro VI implementing regulation. The FMI 31, total active time, total previously active time, and time until derate information associated with this SPN shall be reported through DM32. |
| 5843 | Engine OBD Warm-up Sequence | Engine warm-up as defined by the applicable region's regulatory agency. In the US, "Engine OBD Warm-up" or “Warm-up cycle” means sufficient vehicle operation such that coolant temperature rises by at least 22.2 °C (40 °F) from engine starting and reaches a minimum temperature of 71.1 °C (160 °F) for gasoline engines, and 60 °C (140 °F) for diesel engines. 00 - A warm-up cycle has not occurred on this engine start 01 - A warm-up cycle has occurred on this engine start 10 - SAE reserved 11 - Not supported or not available |
| 5844 | Model Year | The compliance model year of the OBD system of the engine and or vehicle. For example in the US, this is associated with either a vehicle model year or an engine model year, depending on how the emissions and OBD are certified. This message shall be 8 bytes and formatted as ASCII. Bytes 1-4 = The applicable four-digit model year (e.g., 2011) Bytes 5 = The certification type; allowable values are either "E" for Engine, or "V" for Vehicle Bytes 6-8 = "-MY", to convey an abbreviation of "Model Year" in the data displayed to the end user For example, to represent an OBD system certified for the 2011 engine model year, the value shall be 2011E-MY. To represent an OBD system which certifies the emissions on a vehicle dynomometer for the 2011 vehicle model year, the value shall be 2011V-MY. For vehicles in the US above 14,000 pounds E shall be the only allowed certification type. |
| 5845 | Certification Engine Family Name | The regulated family name per the applicable region's certification agency. For engines certified in the US, this shall be the 12-character engine family name or test group as defined by EPA. Up to 200 characters may be used. The characters are to be terminated with a 0x00 which is the "null" character. |
| 5846 | OBD Test Results | This SPN is used in DM7 to request all of the OBD emission threshold monitor test results in one DM30 response. |
| 5847 | Emergency Braking Active | Signal which indicates an emergency braking situation (ref. ECE Regulation 13 paragraph 5.2.1.31) with high deceleration values. This signal can be used to activate the hazard lights (ref ECE Regulation 48 paragraph 6.23) to indicate other road users to the rear and front of the vehicle that a high retardation force has been applied to the vehicle relative to the prevailing road conditions. 00 inactive 01 active 10 reserved 11 not available |
| 5848 | Aftertreatment 1 SCR Intermediate NH3 | The amount of NH3 in the exhaust aftertreatment system measured by a NH3 sensor at an intermediate point in the SCR system, represented in NH3 molecule parts per million non-NH3 molecules in exhaust bank 1. |
| 5849 | Aftertreatment 1 SCR Intermediate NH3 Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment SCR intermediate NH3 sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 5850 | Aftertreatment 1 SCR Intermediate NH3 Reading Stable | Indicates that the NH3 reading of the aftertreatment SCR intermediate NH3 sensor is stable as determined by the manufacturer’s control software in exhaust bank 1. 00 - Reading is not stable 01 - Reading is stable 10 - Error 11 - Not available |
| 5851 | Aftertreatment 1 SCR Intermediate NH3 Gas Sensor Power In Range | Indicates that the power supplied to the aftertreatment SCR intermediate NH3 gas sensor is within the manufacturer’s specification in exhaust bank 1. 00 - Power is not in range 01 - Power is in range 10 - Error 11 - Not available |
| 5852 | Aftertreatment 1 SCR Intermediate NH3 Gas Sensor at Temperature | Indicates that the heater element of the aftertreatment SCR intermediate NH3 gas sensor is within the manufacturer’s specified range for accurate measurements in exhaust bank 1. 00 - Heater element is not in range 01 - Heater element is in range 10 - Error 11 - Not available |
| 5853 | Aftertreatment 1 SCR Intermediate NH3 Gas Sensor Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the heater of the outlet NH3 exhaust gas sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 5854 | Aftertreatment 1 SCR Intermediate NH3 Gas Sensor Heater Control | Indicates the heater status in the warm-up process. Upon receiving a power-up command, the NH3 gas sensor ramps up according to a manufacturer defined profile. The Preheat 1, Preheat 2, and Automatic messages are regions within this profile in exhaust bank 1. 00 - Automatic 01 - Preheat 2 10 - Preheat 1 11 - Heater off or not available |
| 5855 | Aftertreatment 2 SCR Intermediate NH3 | The amount of NH3 in the exhaust aftertreatment system measured by a NH3 sensor at an intermediate point in the SCR system, represented in NH3 molecule parts per million non-NH3 molecules in exhaust bank 2. |
| 5856 | Aftertreatment 2 SCR Intermediate NH3 Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment SCR intermediate NH3 sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 5857 | Aftertreatment 2 SCR Intermediate NH3 Reading Stable | Indicates that the NH3 reading of the aftertreatment SCR intermediate NH3 sensor is stable as determined by the manufacturer’s control software in exhaust bank 2. 00 - Reading is not stable 01 - Reading is stable 10 - Error 11 - Not available |
| 5858 | Aftertreatment 2 SCR Intermediate NH3 Gas Sensor Power In Range | Indicates that the power supplied to the aftertreatment SCR intermediate NH3 gas sensor is within the manufacturer’s specification in exhaust bank 2. 00 - Heater element is not in range 01 - Heater element is in range 10 - Error 11 - Not available |
| 5859 | Aftertreatment 2 SCR Intermediate NH3 Gas Sensor at Temperature | Indicates that the heater element of the aftertreatment SCR intermediate NH3 gas sensor is within the manufacturer’s specified range for accurate measurements in exhaust bank 2. 00 - Heater element is not in range 01 - Heater element is in range 10 - Error 11 - Not available |
| 5860 | Aftertreatment 2 SCR Intermediate NH3 Gas Sensor Heater Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the heater of the SCR intermediate NH3 exhaust gas sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 5861 | Aftertreatment 2 SCR Intermediate NH3 Gas Sensor Heater Control | Indicates the heater status in the warm-up process. Upon receiving a power-up command, the NH3 gas sensor ramps up according to a manufacturer defined profile. The Preheat 1, Preheat 2, and Automatic messages are regions within this profile in exhaust bank 1. 00 - Automatic 01 - Preheat 2 10 - Preheat 1 11 - Heater off or Not available |
| 5862 | Aftertreatment 1 SCR Intermediate Temperature | Temperature of engine combustion byproducts at an intermediate point in the SCR component in exhaust bank 1. |
| 5863 | Aftertreatment 1 SCR Intermediate Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment SCR intermediate temperature sensor by the manufacturer’s sensor control software in exhaust bank 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 5864 | Aftertreatment 2 SCR Intermediate Temperature | Temperature of engine combustion byproducts at an intermediate point in the SCR component in exhaust bank 2. |
| 5865 | Aftertreatment 2 SCR Intermediate Temperature Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the aftertreatment SCR intermediate temperature sensor by the manufacturer’s sensor control software in exhaust bank 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 5866 | Engine Fueling Inhibit Prevented Reason | this parameter will indicate the reason. If more than one reason exists at the same time, then it is up to the manufacturer to decide which one to select. 0 – Fueling inhibit allowed (SPN 5795 = 01) 1 – DPF regeneration is active or preparing to be active 2 – Oil Distribution in engine is incomplete 3 – Engine coolant temperature too low 4 – Service Override 5 to 14 – Reserved 15 – Not Supported |
| 5867 | Supply Gas Methane Percentage | The percentage of methane in the gas supplied to the engine. |
| 5868 | Spark Ignition Module Shutdown Relay Driver Control Circuit | Used to indicate faults with the spark ignition module shutdown relay driver control circuit. |
| 5869 | Auxiliary Device AC Power Supply Circuit Breaker Tripped | Used with FMI 31 (Condition Exists) to indicate that the circuit breaker that connects AC power to an auxiliary device has tripped. |
| 5870 | Alternator Heater Control Relay Driver Control Circuit | Used to indicate faults with the alternate heater relay driver control circuit. |
| 5871 | O2 Sensor Power Relay Driver Control Circuit | Used to indicate faults with the heated oxygen sensor (O2) relay driver control circuit. |
| 5872 | Hybrid System Warning Indicator | Signal from a hybrid system indicating that some aspect of its operation is not functioning correctly, and as a result, hybrid system operation may be altered or restricted. The indicator is typically a lamp. Distinctions in meaning between the continuous and flashing states are left to the hybrid system manufacturer. 00 - Hybrid System Warning Indicator is off 01 - Hybrid System Warning Indicator is on continuously 10 - Hybrid System Warning Indicator is flashing 11 - Not available |
| 5873 | Hybrid System Overheat Indicator | Signal from a hybrid system indicating that at least one of its monitored temperatures is above normal acceptable limits, and as a result, hybrid system operation may be altered or restricted. The indicator is typically a lamp. Distinctions in meaning between the continuous and flashing states are left to the hybrid system manufacturer. 00 - Hybrid System Temperature Indicator is off 01 - Hybrid System Temperature Indicator is on continuously 10 - Hybrid System Temperature Indicator is flashing 11 - Not available |
| 5874 | Hybrid System Stop Indicator | Signal from a hybrid system indicating that some aspect of its operation is not functioning correctly, and as a result, the vehicle must be stopped. The indicator is typically a lamp. Distinctions in meaning between the continuous and flashing states are left to the hybrid system manufacturer. 00 - Hybrid System Stop Indicator is off 01 - Hybrid System Stop Indicator is on continuously 10 - Hybrid System Stop Indicator is flashing 11 - Not available |
| 5875 | Transmission Ratio Neutral | The transmission's gear ratio in neutral. Intended to identify conditions related to gear ratio checks when neutral is expected. |
| 5876 | Transmission Ratio Forward Range Low | The transmission's gear ratio in low forward range. Intended to identify conditions related to gear ratio checks when low forward range is expected. |
| 5877 | Transmission Ratio Forward Range 1 | The transmission's gear ratio in 1st forward range. Intended to identify conditions related to gear ratio checks when 1st forward range is expected. |
| 5878 | Transmission Ratio Forward Range 2 | The transmission's gear ratio in 2nd forward range. Intended to identify conditions related to gear ratio checks when 2nd forward range is expected. |
| 5879 | Transmission Ratio Forward Range 3 | The transmission's gear ratio in 3rd forward range. Intended to identify conditions related to gear ratio checks when 3rd forward range is expected. |
| 5880 | Transmission Ratio Forward Range 4 | The transmission's gear ratio in 4th forward range. Intended to identify conditions related to gear ratio checks when 4th forward range is expected. |
| 5881 | Transmission Ratio Forward Range 5 | The transmission's gear ratio in 5th forward range. Intended to identify conditions related to gear ratio checks when 5th forward range is expected. |
| 5882 | Transmission Ratio Forward Range 6 | The transmission's gear ratio in 6th forward range. Intended to identify conditions related to gear ratio checks when 6th forward range is expected. |
| 5883 | Transmission Ratio Forward Range 7 | The transmission's gear ratio in 7th forward range. Intended to identify conditions related to gear ratio checks when 7th forward range is expected. |
| 5884 | Transmission Ratio Forward Range 8 | The transmission's gear ratio in 8th forward range. Intended to identify conditions related to gear ratio checks when 8th forward range is expected. |
| 5885 | Transmission Ratio Forward Range 9 | The transmission's gear ratio in 9th forward range. Intended to identify conditions related to gear ratio checks when 9th forward range is expected. |
| 5886 | Transmission Ratio Forward Range 10 | The transmission's gear ratio in 10th forward range. Intended to identify conditions related to gear ratio checks when 10th forward range is expected. |
| 5887 | Transmission Ratio Reverse Range 1 | The transmission's gear ratio in 1st reverse range. Intended to identify conditions related to gear ratio checks when 1st reverse range is expected. |
| 5888 | Transmission Ratio Reverse Range 2 | The transmission's gear ratio in 2nd reverse range. Intended to identify conditions related to gear ratio checks when 2nd reverse range is expected. |
| 5889 | Hybrid System Fault | General fault within a hybrid system. The intent for this parameter is to indicate general fault conditions within a hybrid system that may consist of multiple discrete devices in cases where knowledge of the exact component experiencing the issue is not important (i.e. driver notification via a dash display). |
| 5890 | Hybrid System Temperature | Temperature issue with one or more components in the hybrid system. The intent for this parameter is to indicate temperature-related fault conditions within a hybrid system that may consist of multiple discrete devices in cases where knowledge of the exact component experiencing the issue is not important (i.e. driver notification via a dash display). |
| 5891 | Transmission Pressure Switch 1 | First pressure switch of an automatic transmission. |
| 5892 | Transmission Pressure Switch 2 | Second pressure switch of an automatic transmission. |
| 5893 | Transmission Pressure Switch 3 | Third pressure switch of an automatic transmission. |
| 5894 | Transmission Pressure Switch 4 | Fourth pressure switch of an automatic transmission. |
| 5895 | Transmission Pressure Switch 5 | Fifth pressure switch of an automatic transmission. |
| 5896 | Transmission Pressure Switch 6 | Sixth pressure switch of an automatic transmission. |
| 5897 | Transmission Pressure Switch 7 | Seventh pressure switch of an automatic transmission. |
| 5898 | Transmission Pressure Switch 8 | Eighth pressure switch of an automatic transmission. |
| 5899 | Transmission Pressure Switch 9 | Ninth pressure switch of an automatic transmission. |
| 5900 | Transmission Pressure Control Solenoid 1 | First pressure control solenoid of an automatic transmission. |
| 5901 | Transmission Pressure Control Solenoid 2 | Second pressure control solenoid of an automatic transmission. |
| 5902 | Transmission Pressure Control Solenoid 3 | Third pressure control solenoid of an automatic transmission. |
| 5903 | Transmission Pressure Control Solenoid 4 | Fourth pressure control solenoid of an automatic transmission. |
| 5904 | Transmission Pressure Control Solenoid 5 | Fifth pressure control solenoid of an automatic transmission. |
| 5905 | Transmission Pressure Control Solenoid 6 | Sixth pressure control solenoid of an automatic transmission. |
| 5906 | Transmission Pressure Control Solenoid 7 | Seventh pressure control solenoid of an automatic transmission. |
| 5907 | Transmission Pressure Control Solenoid 8 | Eighth pressure control solenoid of an automatic transmission. |
| 5908 | Transmission Shift Solenoid 1 | First shift solenoid of an automatic transmission. |
| 5909 | Transmission Shift Solenoid 2 | Second shift solenoid of an automatic transmission. |
| 5910 | Transmission Shift Solenoid 3 | Third shift solenoid of an automatic transmission. |
| 5911 | Transmission Shift Solenoid 4 | Fourth shift solenoid of an automatic transmission. |
| 5912 | Transmission ECU Temperature | Internal temperature of the transmission control unit. |
| 5913 | Transmission Oil Temperature 2 | Second instance of transmission lubricant temperature. This parameter may reflect the temperature of a second sump or oil supply. If only one instance of transmission lubricant temperature measurement exists, SPN 177 Transmission Oil Temperature 1 should be used. |
| 5914 | Transmission Oil Level 2 High / Low | Second instance of a transmission oil level indicator. Conveys the current volume of transmission sump oil compared to recommended volume. Positive values indicate overfill. Zero means the transmission fluid is filled to the recommended level. If only a one instance of transmission oil level measurement exists, SPN 3027 Transmission Oil Level 1 High / Low should be used. Parameter Specific Indicator: A value of 0xFB indicates conditions are not acceptable for a valid fluid level measurement. |
| 5915 | Transmission Oil Level 2 Countdown Timer | Countdown timer for the second 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 5914 Transmission Oil Level 2 High / Low. If only a single oil level is measured, SPN 3028 Transmission Oil Level 1 Countdown Timer should be used. 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 |
| 5916 | Transmission Oil Level 2 Measurement Status | Measurement status for the second instance of a transmission oil level indicator. Indicates if conditions are acceptable to obtain a valid transmission oil level measurement as conveyed in SPN 5914 Transmission Oil Level 2 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. If only a single oil level is measured, use SPN 3026 Transmission Oil Level 1 Measurement Status. 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 |
| 5925 | Engine Oil Temperature 3 | 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 1135 for additional engine oil temperature measurements. |
| 5926 | Engine Charge Air Cooler Differential Pressure | Differential Pressure across the engine charge air cooler. |
| 5927 | Engine Coolant Pump | Engine pump that circulates coolant through engine coolant system |
| 5928 | Engine Exhaust Gas Recirculation 1 Valve 1 Control 2 | This is a second output used to command EGR valve 1 position for applications requiring 2 outputs to command EGR valve position (e.g. stepper motor). See SPN 2791 for the first output. |
| 5929 | Engine Exhaust Gas Recirculation 1 Catalyst 1 Performance Monitor | Monitors Engine Exhaust Gas Recirculation 1 Catalyst 1 performance. SPN 5929 may be used to report readiness, in-use ratio, test results and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the system. |
| 5930 | Engine Exhaust Gas Recirculation 1 Catalyst 2 Performance Monitor | Monitors Engine Exhaust Gas Recirculation 1 Catalyst 2 performance. SPN 5930 may be used to report readiness, in-use ratio, test results and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the system. |
| 5931 | Engine Exhaust Gas Recirculation 2 Catalyst 1 Performance Monitor | Monitors Engine Exhaust Gas Recirculation 2 Catalyst 1 performance. SPN 5931 may be used to report readiness, in-use ratio, test results and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the system. |
| 5932 | Engine Exhaust Gas Recirculation 2 Catalyst 2 Performance Monitor | Monitors Engine Exhaust Gas Recirculation 1 Catalyst 1 performance. SPN 5932 may be used to report readiness, in-use ratio, test results and DTC. Reported in-use ratio is the lowest numerical ratio of the in-use ratios that are tracked separately for each required monitor that detects malfunctions of the system. |
| 5933 | Rear Steer Axle Group Weight Available | Indicates if a second (or rear) steer axle group weight is available. 00 = Rear Steer axle group not present 01 = Rear Steer axle group present 10 = Reserved 11 = Not available / not applicable Note: If there is only one steer axle, use SPN 4059. |
| 5934 | Rear Drive Axle Group Weight Available | Indicates if a second (or rear) drive axle group weight is available. 00 = Rear drive axle group not present 01 = Rear drive axle group present 10 = Reserved 11 = Not available / not applicable Note: If there is only one drive axle, use SPN 4061. |
| 5935 | Additional Axle Group Location | Location of the axle group, listed from front of the vehicle to rear. If the value of SPN 4073 is 15, then this SPN is used to indicate the axle group referred to by this PGN. Otherwise, this SPN should be broadcast as 15. 0 = Reserved 1 = Rear Steer axle group 2 = Rear Drive axle group 3-15 = Reserved |
| 5936 | Additional Axle Group Location | Location of the axle group, listed from front of the vehicle to rear. If the value of SPN 4074 is 15, then this SPN is used to indicate the axle group referred to by this PGN. Otherwise, this SPN should be broadcast as 15. 0 = Reserved 1 = Rear Steer axle group 2 = Rear Drive axle group 3-15 = Reserved |
| 5937 | Transmission Clutch 2 Pressure | Gage pressure of hydraulic actuation fluid of transmission second clutch in a dual clutch application. |
| 5938 | Transmission Oil Transmission Cooler Outlet Temperature | Temperature of transmission lubricant after it exits from the transmission cooler. |
| 5939 | Transmission Clutch 1 Temperature | Temperature of transmission clutch 1. May be calculated or measured. |
| 5940 | Transmission Clutch 2 Temperature | Temperature of transmission clutch 2. May be calculated or measured. |
| 5941 | Transmission Shift Rail 4 Position | The current position of transmission shift rail identified as rail #4. |
| 5942 | Transmission Shift Rail 5 Position | The current position of transmission shift rail identified as rail #5. |
| 5943 | Transmission Shift Rail 6 Position | The current position of transmission shift rail identified as rail #6. |
| 5944 | Transmission Clutch 1 Actuator Percent | The current modulated value for the transmission clutch 1 actuator, where 0% = no hydraulic pressure and 100% = full hydraulic pressure. |
| 5945 | Transmission Clutch 2 Actuator Percent | The current modulated value for the transmission clutch 2 actuator, where 0% = no hydraulic pressure and 100% = full hydraulic pressure. |
| 5946 | Transmission Hydraulic Pump Actuator 1 Percent | The current modulated value for the actuator that controls the transmission hydraulic pump, where 0% = no hydraulic pressure and 100% = full hydraulic pressure. |
| 5947 | Transmission Shift Actuator 1 Percent | The current modulated value for the transmission shift 1 actuator, where 0% = no hydraulic pressure and 100% = full hydraulic pressure. |
| 5948 | Transmission Shift Actuator 2 Percent | The current modulated value for the transmission shift 2 actuator, where 0% = no hydraulic pressure and 100% = full hydraulic pressure. |
| 5949 | Transmission Clutch 1 Cooling Actuator Status | Identifies the status of the actuator that cools transmission clutch 1. 00 = off 01 = on 10 = error 11 = not available |
| 5950 | Transmission Clutch 2 Cooling Actuator Status | Identifies the status of the actuator that cools transmission clutch 2. 00 = off 01 = on 10 = error 11 = not available |
| 5951 | Transmission Shift Rail 1 Actuator Status | Identifies the status of the actuator that moves the transmission shift rail identified as rail #1. 00 = off 01 = on 10 = error 11 = not available |
| 5952 | Transmission Shift Rail 2 Actuator Status | Identifies the status of the actuator that moves the transmission shift rail identified as rail #2. 00 = off 01 = on 10 = error 11 = not available |
| 5953 | Transmission Shift Rail 3 Actuator Status | Identifies the status of the actuator that moves the transmission shift rail identified as rail #3. 00 = off 01 = on 10 = error 11 = not available |
| 5954 | Transmission Shift Rail 4 Actuator Status | Identifies the status of the actuator that moves the transmission shift rail identified as rail #4. 00 = off 01 = on 10 = error 11 = not available |
| 5955 | Transmission Shift Rail 5 Actuator Status | Identifies the status of the actuator that moves the transmission shift rail identified as rail #5. 00 = off 01 = on 10 = error 11 = not available |
| 5956 | Transmission Shift Rail 6 Actuator Status | Identifies the status of the actuator that moves the transmission shift rail identified as rail #6. 00 = off 01 = on 10 = error 11 = not available |
| 5957 | Dual Clutch Transmission Selected Pre-selection Gear | The gear that the transmission will attempt to achieve during the current pre-selection event (shifting to a new gear on the non-engaged clutch of a dual clutch transmission (DCT)). |
| 5958 | Dual Clutch Transmission Current Pre-selection Gear | The gear currently engaged on the non-engaged clutch of a dual clutch transmission (DCT) or the last gear engaged on the non-engaged clutch while the transmission is in the process of pre-selecting to the new or selected pre-selection gear on the non-engaged clutch. Transitions toward a destination gear will not be indicated. Once the selected pre-selected gear has been engaged then DCT Current Pre-Selection Gear (SPN 5958) will reflect that gear. |
| 5960 | Dual Clutch Transmission Input Shaft 1 Speed | Rotational velocity of the primary shaft transferring power through clutch 1 into the dual clutch transmission (DCT). |
| 5961 | Dual Clutch Transmission Input Shaft 2 Speed | Rotational velocity of the primary shaft transferring power through clutch 2 into the dual clutch transmission (DCT). |
| 5963 | Aftertreatment 1 Total Diesel Exhaust Fluid Used | Total amount of DEF used by aftertreatment device 1 over the lifetime of the device. |
| 5964 | Aftertreatment 2 Total Diesel Exhaust Fluid Used | Total amount of DEF used by aftertreatment device 2 over the lifetime of the device. |
| 5965 | Aftertreatment 1 Diesel Exhaust Fluid Control Module Relay Control | State signal which indicates when the DEF control module relay of aftertreatment 1 is being energized. On means the ECU is powering the Aftertreatment 1 DEF dosing unit relay. Note that the ECU is external to the relay. 00 – Off 01 – On: The ECU is powering the DEF dosing unit relay 10 – Error 11 – Unavailable |
| 5966 | Aftertreatment 1 Diesel Exhaust Fluid Control Module Power Supply | State signal which indicates when the DEF control module power supply of aftertreatment 1 is being driven. On means the ECU is powering the aftertreatment 1 DEF control module power supply. Note that the control module is external to the ECU. 00 – Off 01 – On: The ECU is powering the DEF dosing unit power supply 10 – Error 11 – Unavailable |
| 5967 | Aftertreatment 2 Diesel Exhaust Fluid Control Module Relay Control | State signal which indicates when the DEF control module relay of aftertreatment 2 is being energized. On means the ECU is powering the Aftertreatment 2 DEF dosing unit relay. Note that the ECU is external to the relay. 00 – Off 01 – On: The ECU is powering the DEF dosing unit relay 10 – Error 11 – Unavailable |
| 5968 | Aftertreatment 2 Diesel Exhaust Fluid Control Module Power Supply | al which indicates when the DEF control module power supply of aftertreatment 2 is being driven. On means the ECU is powering the aftertreatment 2 DEF control module power supply. Note that the control module is external to the ECU. 00 – Off 01 – On: The ECU is powering the DEF dosing unit power supply 10 – Error 11 – Unavailable |
| 5969 | Engine Exhaust Manifold Bank 2 Temperature 2 | Temperature of combustion byproducts measured by a second sensor in engine bank 2 (right bank) exhaust manifold. This should be used for the sensor toward the rear of the engine on the bank 2 manifold. |
| 5970 | Engine Exhaust Manifold Bank 1 Temperature 2 | Temperature of combustion byproducts measured by a second sensor in engine bank 1 (left bank) exhaust manifold. This should be used for the sensor toward the rear of the engine on the bank 1 manifold. |
| 5971 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Unit Heater | Aftertreatment DEF heater internal to the Aftertreatment Dosing Unit for the aftertreatment system 2. |
| 5972 | Aftertreatment 2 Diesel Exhaust Fluid Doser Absolute Pressure | The SCR dosing diesel exhaust fluid absolute pressure (measured closest to dosing valve) for aftertreatment system 2. |
| 5973 | Aftertreatment 2 Diesel Exhaust Fluid Line Heater Relay | The Aftertreatment 2 Diesel Exhaust Fluid Line Heater Relay is used to energize one or more DEF line heaters of aftertreatment system 2. |
| 5974 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Valve 1 | The aftertreatment diesel exhaust fluid doser used to inject diesel exhaust fluid |
| 5975 | Engine Fuel Pump Pressurizing Assembly 3 | Engine Fuel Pump Pressurizing Assembly 3 |
| 5976 | Engine Fuel Pump Pressurizing Assembly 4 | Engine Fuel Pump Pressurizing Assembly 4 |
| 5977 | Engine Fuel Injection Pump 2 Speed/Position Sensor | Speed/Position for engine fuel injection pump 2 |
| 5978 | Aftertreatment 1 Diesel Particulate Filter Time to Next Active Regeneration | Indicates the time to the next active regeneration event of diesel particulate filter 1. |
| 5979 | Aftertreatment 2 Diesel Particulate Filter Time to Next Active Regeneration | Indicates the time to the next active regeneration event of diesel particulate filter 2. |
| 5980 | Engine Turbocharger Differential Speed | The difference between turbocharger speeds on engine systems with 2 or more turbochargers. If there are are more than 2 turbochargers, it will be the difference between the fastest and the slowest turbocharger speed. |
| 5981 | Battery Pack State of Charge | Indicates the remaining charge of the battery pack used for starting the engine, for lighting, and for ignition. 0% means no charge remaining, 100% means full capacity at the battery pack's current state of health. See SPN 5464 for hybrid battery pack. |
| 5982 | Battery Pack Capacity | Original or rated total reserve capacity of the battery pack used for starting the engine, for lighting, and for ignition. |
| 5983 | Battery Pack Health | Capacity of the battery pack relative to its original specification for the battery pack used for starting the engine, for lighting, and for ignition. 0% means battery pack is not capable of holding any charge, 100% means battery pack is capable of holding its original full capacity. |
| 5984 | Switched Power Output #4 Command | Desired state of Switched Power Output #4. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5985 | Switched Power Output #3 Command | Desired state of Switched Power Output #3. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5986 | Switched Power Output #2 Command | Desired state of Switched Power Output #2. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5987 | Switched Power Output #1 Command | Desired state of Switched Power Output #1. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5988 | Switched Power Output #8 Command | Desired state of Switched Power Output #8. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5989 | Switched Power Output #7 Command | Desired state of Switched Power Output #7. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5990 | Switched Power Output #6 Command | Desired state of Switched Power Output #6. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5991 | Switched Power Output #5 Command | Desired state of Switched Power Output #5. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5992 | Switched Power Output #12 Command | Desired state of Switched Power Output #12. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5993 | Switched Power Output #11 Command | Desired state of Switched Power Output #11. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5994 | Switched Power Output #10 Command | Desired state of Switched Power Output #10. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5995 | Switched Power Output #9 Command | Desired state of Switched Power Output #9. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5996 | Switched Power Output #16 Command | Desired state of Switched Power Output #16. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5997 | Switched Power Output #15 Command | Desired state of Switched Power Output #15. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5998 | Switched Power Output #14 Command | Desired state of Switched Power Output #14. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 5999 | Switched Power Output #13 Command | Desired state of Switched Power Output #13. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6000 | Switched Power Output #20 Command | Desired state of Switched Power Output #20. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6001 | Switched Power Output #19 Command | Desired state of Switched Power Output #19. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6002 | Switched Power Output #18 Command | Desired state of Switched Power Output #18. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6003 | Switched Power Output #17 Command | Desired state of Switched Power Output #17. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6004 | Switched Power Output #24 Command | Desired state of Switched Power Output #24. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6005 | Switched Power Output #23 Command | Desired state of Switched Power Output #23. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6006 | Switched Power Output #22 Command | Desired state of Switched Power Output #22. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6007 | Switched Power Output #21 Command | Desired state of Switched Power Output #21. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6008 | Switched Power Output #28 Command | Desired state of Switched Power Output #28. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6009 | Switched Power Output #27 Command | Desired state of Switched Power Output #27. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6010 | Switched Power Output #26 Command | Desired state of Switched Power Output #26. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6011 | Switched Power Output #25 Command | Desired state of Switched Power Output #25. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6012 | Switched Power Output #32 Command | Desired state of Switched Power Output #32. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6013 | Switched Power Output #31 Command | Desired state of Switched Power Output #31. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6014 | Switched Power Output #30 Command | Desired state of Switched Power Output #30. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6015 | Switched Power Output #29 Command | Desired state of Switched Power Output #29. Used to set the desired state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6016 | Fused Output #4 | State of Fused Output #4. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6017 | Fused Output #3 | State of Fused Output #3. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6018 | Fused Output #2 | State of Fused Output #2. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6019 | Fused Output #1 | State of Fused Output #1. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6020 | Fused Output #8 | State of Fused Output #8. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6021 | Fused Output #7 | State of Fused Output #7. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6022 | Fused Output #6 | State of Fused Output #6. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6023 | Fused Output #5 | State of Fused Output #5. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6024 | Fused Output #12 | State of Fused Output #12. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6025 | Fused Output #11 | State of Fused Output #11. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6026 | Fused Output #10 | State of Fused Output #10. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6027 | Fused Output #9 | State of Fused Output #9. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6028 | Fused Output #16 | State of Fused Output #16. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6029 | Fused Output #15 | State of Fused Output #15. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6030 | Fused Output #14 | State of Fused Output #14. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6031 | Fused Output #13 | State of Fused Output #13. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6032 | Fused Output #20 | State of Fused Output #20. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6033 | Fused Output #19 | State of Fused Output #19. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6034 | Fused Output #18 | State of Fused Output #18. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6035 | Fused Output #17 | State of Fused Output #17. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6036 | Fused Output #24 | State of Fused Output #24. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6037 | Fused Output #23 | State of Fused Output #23. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6038 | Fused Output #22 | State of Fused Output #22. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6039 | Fused Output #21 | State of Fused Output #21. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6040 | Fused Output #28 | State of Fused Output #28. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6041 | Fused Output #27 | State of Fused Output #27. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6042 | Fused Output #26 | State of Fused Output #26. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6043 | Fused Output #25 | State of Fused Output #25. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6044 | Fused Output #32 | State of Fused Output #32. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6045 | Fused Output #31 | State of Fused Output #31. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6046 | Fused Output #30 | State of Fused Output #30. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6047 | Fused Output #29 | State of Fused Output #29. Used to indicate the output state. 00 - Output not powered 01 - Output powered 10 - Reserved 11 - Take no action |
| 6048 | Switched Output #4 | State of Switched Output #4. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6049 | Switched Output #3 | State of Switched Output #3. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6050 | Switched Output #2 | State of Switched Output #2. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6051 | Switched Output #1 | State of Switched Output #1. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6052 | Switched Output #8 | State of Switched Output #8. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6053 | Switched Output #7 | State of Switched Output #7. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6054 | Switched Output #6 | State of Switched Output #6. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6055 | Switched Output #5 | State of Switched Output #5. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6056 | Switched Output #12 | State of Switched Output #12. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6057 | Switched Output #11 | State of Switched Output #11. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6058 | Switched Output #10 | State of Switched Output #10. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6059 | Switched Output #9 | State of Switched Output #9. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6060 | Switched Output #16 | State of Switched Output #16. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6061 | Switched Output #15 | State of Switched Output #15. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6062 | Switched Output #14 | State of Switched Output #14. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6063 | Switched Output #13 | State of Switched Output #13. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6064 | Switched Output #20 | State of Switched Output #20. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6065 | Switched Output #19 | State of Switched Output #19. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6066 | Switched Output #18 | State of Switched Output #18. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6067 | Switched Output #17 | State of Switched Output #17. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6068 | Switched Output #24 | State of Switched Output #24. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6069 | Switched Output #23 | State of Switched Output #23. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6070 | Switched Output #22 | State of Switched Output #22. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6071 | Switched Output #21 | State of Switched Output #21. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6072 | Switched Output #28 | State of Switched Output #28. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6073 | Switched Output #27 | State of Switched Output #27. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6074 | Switched Output #26 | State of Switched Output #26. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6075 | Switched Output #25 | State of Switched Output #25. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6076 | Switched Output #32 | State of Switched Output #32. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6077 | Switched Output #31 | State of Switched Output #31. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6078 | Switched Output #30 | State of Switched Output #30. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6079 | Switched Output #29 | State of Switched Output #29. Used to indicate the output state. 00 - Output off 01 - Output on 10 - Reserved 11 - Take no action |
| 6080 | Fused Output #1 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #1. |
| 6081 | Fused Output #2 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #2. |
| 6082 | Fused Output #3 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #3. |
| 6083 | Fused Output #4 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #4. |
| 6084 | Fused Output #5 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #5. |
| 6085 | Fused Output #6 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #6. |
| 6086 | Fused Output #7 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #7. |
| 6087 | Fused Output #8 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #8. |
| 6088 | Fused Output #9 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #9. |
| 6089 | Fused Output #10 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #10. |
| 6090 | Fused Output #11 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #11. |
| 6091 | Fused Output #12 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #12. |
| 6092 | Fused Output #13 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #13. |
| 6093 | Fused Output #14 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #14. |
| 6094 | Fused Output #15 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #15. |
| 6095 | Fused Output #16 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #16. |
| 6096 | Fused Output #17 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #17. |
| 6097 | Fused Output #18 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #18. |
| 6098 | Fused Output #19 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #19. |
| 6099 | Fused Output #20 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #20. |
| 6100 | Fused Output #21 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #21. |
| 6101 | Fused Output #22 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #22. |
| 6102 | Fused Output #23 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #23. |
| 6103 | Fused Output #24 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #24. |
| 6104 | Fused Output #25 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #25. |
| 6105 | Fused Output #26 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #26. |
| 6106 | Fused Output #27 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #27. |
| 6107 | Fused Output #28 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #28. |
| 6108 | Fused Output #29 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #29. |
| 6109 | Fused Output #30 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #30. |
| 6110 | Fused Output #31 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #31. |
| 6111 | Fused Output #32 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Fused Output #32. |
| 6112 | Switched Output #1 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #1. |
| 6113 | Switched Output #2 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #2. |
| 6114 | Switched Output #3 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #3. |
| 6115 | Switched Output #4 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #4. |
| 6116 | Switched Output #5 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #5. |
| 6117 | Switched Output #6 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #6. |
| 6118 | Switched Output #7 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #7. |
| 6119 | Switched Output #8 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #8. |
| 6120 | Switched Output #9 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #9. |
| 6121 | Switched Output #10 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #10. |
| 6122 | Switched Output #11 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #11. |
| 6123 | Switched Output #12 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #12. |
| 6124 | Switched Output #13 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #13. |
| 6125 | Switched Output #14 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #14. |
| 6126 | Switched Output #15 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #15. |
| 6127 | Switched Output #16 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #16. |
| 6128 | Switched Output #17 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #17. |
| 6129 | Switched Output #18 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #18. |
| 6130 | Switched Output #19 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #19. |
| 6131 | Switched Output #20 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #20. |
| 6132 | Switched Output #21 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #21. |
| 6133 | Switched Output #22 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #22. |
| 6134 | Switched Output #23 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #23. |
| 6135 | Switched Output #24 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #24. |
| 6136 | Switched Output #25 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #25. |
| 6137 | Switched Output #26 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #26. |
| 6138 | Switched Output #27 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #27. |
| 6139 | Switched Output #28 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #28. |
| 6140 | Switched Output #29 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #29. |
| 6141 | Switched Output #30 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #30. |
| 6142 | Switched Output #31 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #31. |
| 6143 | Switched Output #32 Current | Measured electrical current flowing out of Power Distribution Module (PDM) Switched Output #32. |
| 6144 | Transmission Shift Rail 1 | A diagnostic SPN that indicates a failure of the Transmission Shift Rail 1 component. This is different than the Shift Rail Position sensor. |
| 6145 | Transmission Shift Rail 2 | A diagnostic SPN that indicates a failure of the Transmission Shift Rail 2 component. This is different than the Shift Rail Position sensor. |
| 6146 | Transmission Shift Rail 3 | A diagnostic SPN that indicates a failure of the Transmission Shift Rail 3 component. This is different than the Shift Rail Position sensor. |
| 6147 | Transmission Shift Rail 4 | A diagnostic SPN that indicates a failure of the Transmission Shift Rail 4 component. This is different than the Shift Rail Position sensor. |
| 6148 | Transmission Shift Rail 5 | A diagnostic SPN that indicates a failure of the Transmission Shift Rail 5 component. This is different than the Shift Rail Position sensor. |
| 6149 | Transmission Shift Rail 6 | A diagnostic SPN that indicates a failure of the Transmission Shift Rail 6 component. This is different than the Shift Rail Position sensor. |
| 6150 | Transmission Clutch 1 | A diagnostic SPN that indicates a failure of the Transmission Clutch 1 component. |
| 6151 | Transmission Clutch 2 | A diagnostic SPN that indicates a failure of the Transmission Clutch 2 component. |
| 6152 | Transmission Synchronizer 1 | A diagnostic SPN that indicates a failure of the Transmission Synchronizer 1 component. |
| 6153 | Transmission Synchronizer 2 | A diagnostic SPN that indicates a failure of the Transmission Synchronizer 2 component. |
| 6154 | Transmission Synchronizer 3 | A diagnostic SPN that indicates a failure of the Transmission Synchronizer 3 component. |
| 6155 | Transmission Synchronizer 4 | A diagnostic SPN that indicates a failure of the Transmission Synchronizer 4 component. |
| 6156 | Transmission Synchronizer 5 | A diagnostic SPN that indicates a failure of the Transmission Synchronizer 5 component. |
| 6157 | Transmission Synchronizer 6 | A diagnostic SPN that indicates a failure of the Transmission Synchronizer 6 component. |
| 6158 | Transmission Synchronizer 7 | A diagnostic SPN that indicates a failure of the Transmission Synchronizer 7 component. |
| 6159 | Transmission Neutral Selector 2 | A diagnostic SPN that indicates a failure of the Transmission Neutral Selector 2 component. |
| 6160 | Transmission Alternate Shift Schedule Selector | A diagnostic SPN that indicates a failure of the Transmission Alternate Shift Schedule Selector component. |
| 6161 | Engine Cylinder 1 Pressure | Engine Cylinder 1 Pressure |
| 6162 | Engine Cylinder 2 Pressure | Engine Cylinder 2 Pressure |
| 6163 | Engine Cylinder 3 Pressure | Engine Cylinder 3 Pressure |
| 6164 | Engine Cylinder 4 Pressure | Engine Cylinder 4 Pressure |
| 6165 | Engine Cylinder 5 Pressure | Engine Cylinder 5 Pressure |
| 6166 | Engine Cylinder 6 Pressure | Engine Cylinder 6 Pressure |
| 6167 | Engine Cylinder 7 Pressure | Engine Cylinder 7 Pressure |
| 6168 | Engine Cylinder 8 Pressure | Engine Cylinder 8 Pressure |
| 6169 | Engine Cylinder 9 Pressure | Engine Cylinder 9 Pressure |
| 6170 | Engine Cylinder 10 Pressure | Engine Cylinder 10 Pressure |
| 6171 | Engine Cylinder 11 Pressure | Engine Cylinder 11 Pressure |
| 6172 | Engine Cylinder 12 Pressure | Engine Cylinder 12 Pressure |
| 6173 | Engine Cylinder 13 Pressure | Engine Cylinder 13 Pressure |
| 6174 | Engine Cylinder 14 Pressure | Engine Cylinder 14 Pressure |
| 6175 | Engine Cylinder 15 Pressure | Engine Cylinder 15 Pressure |
| 6176 | Engine Cylinder 16 Pressure | Engine Cylinder 16 Pressure |
| 6177 | Engine Cylinder 17 Pressure | Engine Cylinder 17 Pressure |
| 6178 | Engine Cylinder 18 Pressure | Engine Cylinder 18 Pressure |
| 6179 | Engine Cylinder 19 Pressure | Engine Cylinder 19 Pressure |
| 6180 | Engine Cylinder 20 Pressure | Engine Cylinder 20 Pressure |
| 6181 | Engine Cylinder 1 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 1 |
| 6182 | Engine Cylinder 2 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 2 |
| 6183 | Engine Cylinder 3 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 3 |
| 6184 | Engine Cylinder 4 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 4 |
| 6185 | Engine Cylinder 5 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 5 |
| 6186 | Engine Cylinder 6 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 6 |
| 6187 | Engine Cylinder 7 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 7 |
| 6188 | Engine Cylinder 8 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 8 |
| 6189 | Engine Cylinder 9 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 9 |
| 6190 | Engine Cylinder 10 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 10 |
| 6191 | Engine Cylinder 11 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 11 |
| 6192 | Engine Cylinder 12 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 12 |
| 6193 | Engine Cylinder 13 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 13 |
| 6194 | Engine Cylinder 14 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 14 |
| 6195 | Engine Cylinder 15 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 15 |
| 6196 | Engine Cylinder 16 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 16 |
| 6197 | Engine Cylinder 17 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 17 |
| 6198 | Engine Cylinder 18 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 18 |
| 6199 | Engine Cylinder 19 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 19 |
| 6200 | Engine Cylinder 20 Gaseous Fuel Valve | Actuator that controls flow of gas into Engine Cylinder 20 |
| 6201 | Engine Turbocharger Compressor Blowoff Actuator 1 Command | The command to blow off actuator 1, normalized to percent, where 0% nominally represents fully closed (No Flow) and 100% represents fully open (Max Flow). The purpose of Blow-off value is similar to that of Compressor bypass valve, however the blow-off valve releases the air at the high pressure compressor outlet to the low pressure turbine outlet. [Figure to add] |
| 6202 | Engine Control Module 1 Ready for Use Lamp Data | This parameter provides measured data from the Engine Control Module 1 Ready for Use Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not Available |
| 6203 | Engine Control Module 2 Ready for Use Lamp Data | This parameter provides measured data from the Engine Control Module 2 Ready for Use Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not Available |
| 6204 | Engine Control Module 3 Ready for Use Lamp Data | This parameter provides measured data from the Engine Control Module 3 Ready for Use Lamp. 00 - Lamp deactivated (Off) 01 - Lamp activated (On) 10 - Error 11 - Not Available |
| 6205 | Engine Control Module 1 Ready for Use Lamp Command | Command signal directly controlling the Engine Control Module 1 Ready for use Lamp. This lamp is used to indicate whether ECM 1 can control the operation of the engine. In case of a failure in ECM 1, lamp will be turned OFF. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 6206 | Engine Control Module 2 Ready for Use Lamp Command | Command signal directly controlling the Engine Control Module 2 Ready for Use Lamp. This lamp is used to indicate whether ECM 2 can control the operation of the engine. In case of a failure in ECM 2, lamp will be turned OFF. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 6207 | Engine Control Module 3 Ready for Use Lamp Command | Command signal directly controlling the Engine Control Module 3 Ready for Use Lamp. This lamp is used to indicate whether ECM 3 can control the operation of the engine. In case of a failure in ECM 3, lamp will be turned OFF. 00 - Lamp Off 01 - Lamp On 10 - Reserved 11 - Not available |
| 6208 | AEBS readiness state | Advanced emergency braking systems (AEBS) will limit the engine torque via TSC1 during warning and braking phases. Therefore the engine controller gives a feedback to the AEBS if it is configured and able to obey these limitation commands. 00 - Off -- engine is not configured to accept commands from an AEBS 01 - On -- engine is configured to accept commands from an AEBS 10 - Condition exists that prevents system from responding to AEBS commands even though it is configured 11 - Not Available/Not Supported |
| 6209 | Engine Coolant Temperature 3 | Third temperature of liquid found in the engine cooling system. See also SPNs 110, 4076 and 4193. |
| 6210 | Aftertreatment 1 Burner | Source for heat that initiates active regeneration (bank 1) |
| 6211 | Aftertreatment 2 Burner | Source for heat that initiates active regeneration (bank 2). |
| 6212 | Aftertreatment 1 Burner Unit Spark Plug | Spark plug used for ignition in an aftertreatment burner unit (bank 1) |
| 6213 | Aftertreatment 2 Burner Unit Spark Plug | Spark plug used for ignition in an aftertreatment burner unit (bank 2) |
| 6214 | Engine Ignition Control Module 1 Temperature | Measured internal temperature of the Engine Ignition Control Module 1 circuitry. |
| 6215 | Engine Ignition Control Module 2 Temperature | Measured internal temperature of the Engine Ignition Control Module 2 circuitry. |
| 6216 | Engine Ignition Control Module 1 State | This parameter is used to indicate the current state of Engine Ignition Control Module 1. 000 - Disabled (by user) 001 - Shutdown (due to alarm) 010 - Stalled (waiting for timing signals) 011 - Firing Ignition in Test Mode 100 - Firing Ignition in Normal Mode 101 - Reserved 110 - Error 111 - Not available |
| 6217 | Engine Ignition Control Module 2 State | This parameter is used to indicate the current state of Engine Ignition Control Module 2. 000 - Disabled (by user) 001 - Shutdown (due to alarm) 010 - Stalled (waiting for timing signals) 011 - Firing Ignition in Test Mode 100 - Firing Ignition in Normal Mode 101 - Reserved 110 - Error 111 - Not available |
| 6218 | Engine Spark Plug Secondary Voltage Tracking Reset | Command signal used to reset the ignition controller average, maximum, and minimum level tracking of the spark plug secondary voltages and to reset the learned misfire rate. Average secondary voltage tracking is reported in PGNs 64882 - 64887. Minimum secondary voltage tracking is reported in PGNs 64682 - 64687. Maximum secondary voltage tracking is reported in PGNs 64676 - 64681. Misfire rates are reported in PGNs 64673 - 64675. 00 Do not reset 01 Reset 10 Reserved 11 Take no action |
| 6219 | Engine Ignition Control Maintenance Hours Reset | Used to reset the maintenance hour counter for an engine ignition control module. The hours remaining until required maintenance is performed are reported in PGN 64688. 00 Do not reset 01 Reset 10 Reserved 11 Take no action |
| 6220 | Engine Ignition Control Module 1 Time Remaining | This parameter reports the time remaining before maintenance should be performed on engine ignition control module instance 1. Upon maintenance, the time is reset to its starting value using Reset PGN 56832, Ignition Control Maintenance Hours Reset, SPN 6219. |
| 6221 | Engine Ignition Control Module 2 Time Remaining | This parameter reports the time remaining before maintenance should be performed on engine ignition control module instance 2. Upon maintenance, the time is reset to its starting value using Reset PGN 56832, Ignition Control Maintenance Hours Reset, SPN 6219. |
| 6222 | Engine Spark Plug 1 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #1 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6223 | Engine Spark Plug 2 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #2 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6224 | Engine Spark Plug 3 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #3 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6225 | Engine Spark Plug 4 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #4 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6226 | Engine Spark Plug 5 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #5 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6227 | Engine Spark Plug 6 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #6 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6228 | Engine Spark Plug 7 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #7 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6229 | Engine Spark Plug 8 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #8 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6230 | Engine Spark Plug 9 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #9 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6231 | Engine Spark Plug 10 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #10 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6232 | Engine Spark Plug 11 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #11 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6233 | Engine Spark Plug 12 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #12 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6234 | Engine Spark Plug 13 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #13 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6235 | Engine Spark Plug 14 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #14 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6236 | Engine Spark Plug 15 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #15 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6237 | Engine Spark Plug 16 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #16 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6238 | Engine Spark Plug 17 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #17 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6239 | Engine Spark Plug 18 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #18 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6240 | Engine Spark Plug 19 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #19 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6241 | Engine Spark Plug 20 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #20 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6242 | Engine Spark Plug 21 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #21 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6243 | Engine Spark Plug 22 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #22 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6244 | Engine Spark Plug 23 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #23 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6245 | Engine Spark Plug 24 Minimum Voltage | The smallest measured spark voltage of all measured spark events on Cylinder #24 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6246 | Engine Spark Plug 1 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #1 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6247 | Engine Spark Plug 2 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #2 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6248 | Engine Spark Plug 3 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #3 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6249 | Engine Spark Plug 4 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #4 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6250 | Engine Spark Plug 5 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #5 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6251 | Engine Spark Plug 6 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #6 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6252 | Engine Spark Plug 7 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #7 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6253 | Engine Spark Plug 8 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #8 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6254 | Engine Spark Plug 9 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #9 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6255 | Engine Spark Plug 10 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #10 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6256 | Engine Spark Plug 11 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #11 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6257 | Engine Spark Plug 12 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #12 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6258 | Engine Spark Plug 13 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #13 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6259 | Engine Spark Plug 14 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #14 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6260 | Engine Spark Plug 15 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #15 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6261 | Engine Spark Plug 16 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #16 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6262 | Engine Spark Plug 17 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #17 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6263 | Engine Spark Plug 18 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #18 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6264 | Engine Spark Plug 19 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #19 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6265 | Engine Spark Plug 20 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #20 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6266 | Engine Spark Plug 21 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #21 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6267 | Engine Spark Plug 22 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #22 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6268 | Engine Spark Plug 23 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #23 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6269 | Engine Spark Plug 24 Maximum Voltage | The largest measured spark voltage of all measured spark events on Cylinder #24 since the last time this tracking data was reset. It is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6270 | Engine Spark Plug 1 Misfire Rate | The spark misfire rate for Cylinder #1. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #1 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6271 | Engine Spark Plug 2 Misfire Rate | The spark misfire rate for Cylinder #2. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #2 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6272 | Engine Spark Plug 3 Misfire Rate | The spark misfire rate for Cylinder #3. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #3 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6273 | Engine Spark Plug 4 Misfire Rate | The spark misfire rate for Cylinder #4. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #4 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6274 | Engine Spark Plug 5 Misfire Rate | The spark misfire rate for Cylinder #5. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #5 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6275 | Engine Spark Plug 6 Misfire Rate | The spark misfire rate for Cylinder #6. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #6 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6276 | Engine Spark Plug 7 Misfire Rate | The spark misfire rate for Cylinder #7. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #7 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6277 | Engine Spark Plug 8 Misfire Rate | The spark misfire rate for Cylinder #8. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #8 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6278 | Engine Spark Plug 9 Misfire Rate | The spark misfire rate for Cylinder #9. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #9 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6279 | Engine Spark Plug 10 Misfire Rate | The spark misfire rate for Cylinder #10. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #10 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6280 | Engine Spark Plug 11 Misfire Rate | The spark misfire rate for Cylinder #11. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #11 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6281 | Engine Spark Plug 12 Misfire Rate | The spark misfire rate for Cylinder #12. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #12 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6282 | Engine Spark Plug 13 Misfire Rate | The spark misfire rate for Cylinder #13. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #13 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6283 | Engine Spark Plug 14 Misfire Rate | The spark misfire rate for Cylinder #14. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #14 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6284 | Engine Spark Plug 15 Misfire Rate | The spark misfire rate for Cylinder #15. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #15 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6285 | Engine Spark Plug 16 Misfire Rate | The spark misfire rate for Cylinder #16. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #16 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6286 | Engine Spark Plug 17 Misfire Rate | The spark misfire rate for Cylinder #17. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #17 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6287 | Engine Spark Plug 18 Misfire Rate | The spark misfire rate for Cylinder #18. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #18 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6288 | Engine Spark Plug 19 Misfire Rate | The spark misfire rate for Cylinder #19. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #19 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6289 | Engine Spark Plug 20 Misfire Rate | The spark misfire rate for Cylinder #20. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #20 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6290 | Engine Spark Plug 21 Misfire Rate | The spark misfire rate for Cylinder #21. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #21 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6291 | Engine Spark Plug 22 Misfire Rate | The spark misfire rate for Cylinder #22. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #22 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6292 | Engine Spark Plug 23 Misfire Rate | The spark misfire rate for Cylinder #23. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #23 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6293 | Engine Spark Plug 24 Misfire Rate | The spark misfire rate for Cylinder #24. The misfire rate is conveyed as the percentage of total cylinder spark misfires compared to the total number of ignition events on Cylinder #24 since the last time this tracking data was reset. Any averaging associated with this rate is reset using Reset PGN 56832, Engine Spark Plug Secondary Voltage Tracking Reset SPN 6218. |
| 6294 | Engine Turbocharger 1 Wastegate Actuator 2 | Secondary device used to control the wastegate on turbocharger 1. |
| 6295 | Engine Turbocharger 2 Wastegate Actuator 1 | Primary device used to control the wastegate on turbocharger 2. |
| 6296 | Engine Turbocharger 2 Wastegate Actuator 2 | Secondary device used to control the wastegate on turbocharger 2. |
| 6297 | Engine Turbocharger 3 Wastegate Actuator 1 | Primary device used to control the wastegate on turbocharger 3. |
| 6298 | Engine Turbocharger 3 Wastegate Actuator 2 | Secondary device used to control the wastegate on turbocharger 3. |
| 6299 | Engine Turbocharger 4 Wastegate Actuator 1 | Primary device used to control the wastegate on turbocharger 4. |
| 6300 | Engine Turbocharger 4 Wastegate Actuator 2 | Secondary device used to control the wastegate on turbocharger 4. |
| 6301 | Water in Fuel Indicator 2 | A second indicator of the presense of water in the fuel. See also SPN 97. 00 - No 01 - Yes 10 - Error 11 - Not available |
| 6302 | Engine Crankcase Pressure 2 | Second instance of the gage pressure inside engine crankcase. |
| 6303 | Engine Coolant Level 2 | Second sensor measuring volume of liquid found in engine cooling system to total cooling system volume. Typical monitoring location is in the coolant expansion tank. See also SPN 111. |
| 6304 | Brake Switch and Accelerator Pedal Position Incompatible | Used to indicate that both the Accelerator Pedal and the Brake Switch have been depressed at the same time. |
| 6305 | Powertrain Circuit Air Supply Pressure | Supply pressure to carry the pressure information for the powertrain circuit. This circuit typically would feed powertrain components such as throttles, gearbox actuators and aftertreatment actuators for EGR and SCR systems. |
| 6306 | Powertrain Circuit Air Supply Pressure Request | Command signal to influence the air pressure in the powertrain circuit. This parameter is the setpoint for the parameter SPN 6305. |
| 6307 | Source Address of Controlling Device for Fueling State | The J1939 source address of the device currently controlling the fueling state via SPN 5793. 254 (0xFE) is used to indicate that the Source Address of Controlling Device for Fueling State parameter is supported, but no device is currently controlling the fueling state via SPN 5793. |
| 6308 | Wheel Lockup Status | Indicates status of impending brake and/or wheel lockup situation. Used to allow powertrain controls to prepare for an impending brake and/or wheel lockup situation. An example of this would be to prepare the clutch control to open the clutch to prevent an engine stall condition. 00 - Brake and/or wheel lockup is NOT impending 01 - Brake and/or wheel lockup is impending 10 - Error 11 - Not available |
| 6309 | Aftertreatment 1 Diesel Exhaust Fluid Control Module Power Supply 2 | State signal which indicates when the DEF control module power supply 2 of aftertreatment 1 is being driven. On means the ECU is powering the aftertreatment 1 DEF control module power supply. Note that the control module is external to the ECU. 00 – Off 01 – On: The ECU is powering the DEF dosing unit power supply 10 – Error 11 – Unavailable |
| 6310 | Aftertreatment 2 Diesel Exhaust Fluid Control Module Power Supply 2 | State signal which indicates when the DEF control module power supply 2 of aftertreatment 2 is being driven. On means the ECU is powering the aftertreatment 2 DEF control module power supply. Note that the control module is external to the ECU. 00 – Off 01 – On: The ECU is powering the DEF dosing unit power supply 10 – Error 11 – Unavailable |
| 6311 | Engine Turbocharger Compressor Blowoff Actuator 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Turbocharger Blowoff Actuator 1 by the manufacturer's software. When there is no failure FMI 31 is transmitted. When there are multiple failures, the most severe is transmitted. |
| 6312 | Engine Turbocharger Compressor Blowoff Actuator 1 Temperature Status | Used to identify the status of the Engine Turbocharger Compresssor Blowoff Actuator 1 drive circuitry temperature. Temperature excursions may affect the torque output. 000 - High Most severe 001 - High Least severe 010 - In Range 011 - Low Least severe 100 - Low Most severe 101 - Not Defined 110 - Error 111 - Not available |
| 6313 | Engine Turbocharger Compressor Blowoff Actuator 1 Temperature | Temperature of the Engine Turbocharger Compressor Bypass Actuator 1 drive circuitry. Temperature excursions may affect the torque output. |
| 6314 | Engine Turbocharger Compressor Blowoff Actuator 1 Desired Position | The requested position of the Engine Turbocharger Compressor Blowoff actuator by the engine ECM, where 0% represents bypass fully closed and 100% represents fully open. This is the position that the device is attempting to achieve. |
| 6315 | Engine Turbocharger Compressor Blowoff Actuator 1 Position | Actual position of the turbocharger compressor blowoff actuator, where 0% represents fully closed and 100% represents fully open. |
| 6316 | Engine Turbocharger Compressor Blowoff Actuator 1 Operation Status | Used to identify the status of Engine Turbocharger Compressor Blowoff Actuator 1. 0000 - Normal 0001 - Alarm (fully operational but needs service) 0010 - Alarm High Severity (functional but transient performance may be reduced) 0011 - Derate Active (torque output reduced due to environmental conditions) 0100 - Controlled Shutdown Active (driving to the default position - usually this means closed) 0101 - Uncontrolled Shutdown Active (no torque is being applied from the actuator) 0110 - 1101 Reserved for future assignment 1110 - Error 1111 - Not available |
| 6317 | Requested Fuel Type | Engine controller receives this request from another control module to select the type of fuel to be used for engine operation. 0x00 - Not available - NONE 0x01 - Gasoline/petrol - GAS 0x02 - Methanol - METH 0x03 - Ethanol - ETH 0x04 - Diesel - DSL 0x05 - Liquefied Petroleum Gas (LPG) - LPG 0x06 - Compressed Natural Gas (CNG) - CNG 0x07 - Propane - PROP 0x08 - 0x16 - Reserved for use in SPN 5837 0x17 - Natural Gas (NG) - NG 0x18 - Reserved for use in SPN 5837 0x19 - 0xFD - SAE reserved 0xFE - Reserved for use in SPN 5837 0xFF - Not supported See SPN 5837 for fuel type. |
| 6318 | Emergency Fuel Limit Inhibit Switch | Switch that inhibits the fuel limit function in emergency situations. |
| 6319 | Engine Total Hours of Gaseous Fuel Operation | Accumulated time of operation of engine when gaseous fuel is used. This parameter should be used only in multi-fuel engines. See SPN 247 for single fuel engines and for total hours for multi-fuel engines. |
| 6320 | Engine Total Hours of Diesel Fuel Operation | Accumulated time of operation of engine when diesel fuel is used. This parameter should be used only in multi-fuel engines. See SPN 247 for single fuel engines and for total hours for multi-fuel engines. |
| 6321 | Engine Extended Range Oil Filter Differential Pressure | Change in engine oil differential pressure measured across the oil filter element. The differential pressure is the measured as the pressure at the filter intake with respect to the pressure at the filter outlet. This differential pressure measurement is used to assess the filter restriction as it accumulates solid or semisolid material on the filter element. This SPN provides an extended range to the existing SPN 99 which can be used for an alternate range and scaling. |
| 6322 | Aftertreatment 1 SCR Desulfation too Frequent | Indicates that an SCR desulfation event is occurring too frequently. SPN will be used with FMI 31 (Condition Exists) to indicate the SCR desulfation event is occurring too frequently. |
| 6323 | Engine Fuel Supply Pump | Diagnostic SPN for the Engine Fuel Supply Pump. |
| 6324 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Valve 2 | The second aftertreatment diesel exhaust fluid doser used to inject diesel exhaust fluid into the first aftertreatment exhaust bank. |
| 6325 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Valve 2 | The second aftertreatment diesel exhaust fluid doser used to inject diesel exhaust fluid into the second aftertreatment exhaust bank. |
| 6326 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Valve 1 Heater | The internal heater in the aftertreatment 1 diesel exhaust fluid dosing valve 1. |
| 6327 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Valve 2 Heater | The internal heater in the aftertreatment 1 diesel exhaust fluid dosing valve 2. |
| 6328 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Valve 1 Heater | The internal heater in the aftertreatment 2 diesel exhaust fluid dosing valve 1. |
| 6329 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Valve 2 Heater | The internal heater in the aftertreatment 2 diesel exhaust fluid dosing valve 2. |
| 6330 | Engine Intake Air Source Valve | Actuator/valve in the airbox used to source engine intake air from either the engine compartment or external to the vehicle. |
| 6331 | Engine Intake Air Source Valve Position | The position feedback of the actuator/valve in the airbox used to source engine intake air from either the engine compartment or external to the vehicle. |
| 6332 | Engine Intake Air Source Valve Power Supply | The power supply used to provide voltage to the actuator/valve in the airbox used to source engine intake air from either the engine compartment or external to the vehicle. |
| 6333 | Engine Gas Fuel Percentage | Percentage of Gaseous fuel used. 0% means no Gaseous fuel used and 100% means completely gaseous fuel is used. |
| 6334 | Engine Timing Actuator 1 Requested Position | The requested position of actuator 1 on the Engine Timing System, as determined by external system such as operator, monitoring, or protection system. Requested position is sent to the Control Module sending the command the Engine Timing System. Engine Timing system has different timing positions and the timing positions may be used to determine intake and outlet valve timings. 000 - Position Not Requested 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 |
| 6335 | Engine Timing Actuator 2 Requested Position | The requested position of actuator 2 on the Engine Timing System, as determined by external system such as operator, monitoring or protection system. Requested position is sent to the Control Module sending the command the Engine Timing System. Engine Timing system has different timing positions and the timing positions may be used to determine intake and outlet valve timings. 000 - Position Not Requested 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 |
| 6336 | Engine Timing Actuator 1 Position Command | The commanded position of actuator 1 on the engine timing system by Engine Control Module. The engine timing system has different timing positions and the timing positions may be used to determine intake and outlet valve timings. 000 - Reserved 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 |
| 6337 | Engine Timing Actuator 2 Position Command | The commanded position of actuator 2 on the engine timing system by Engine Control Module. The engine timing system has different timing positions and the timing positions may be used to determine intake and outlet valve timings. 000 - Reserved 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 |
| 6338 | Joystick 1 Lamp 1 Status | Report the actual value of Joystick 1 Lamp 1 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6339 | Joystick 1 Lamp 2 Status | Report the actual value of Joystick 1 Lamp 2 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6340 | Joystick 1 Lamp 3 Status | Report the actual value of Joystick 1 Lamp 3 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6341 | Joystick 1 Lamp 4 Status | Report the actual value of Joystick 1 Lamp 4 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6342 | Joystick 1 Lamp 5 Status | Report the actual value of Joystick 1 Lamp 5 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6343 | Joystick 1 Lamp 6 Status | Report the actual value of Joystick 1 Lamp 6 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6344 | Joystick 1 Lamp 7 Status | Report the actual value of Joystick 1 Lamp 7 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6345 | Joystick 1 Lamp 8 Status | Report the actual value of Joystick 1 Lamp 8 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6346 | Joystick 1 Lamp 9 Status | Report the actual value of Joystick 1 Lamp 9 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6347 | Joystick 1 Lamp 10 Status | Report the actual value of Joystick 1 Lamp 10 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6348 | Joystick 2 Lamp 1 Status | Report the actual value of Joystick 2 Lamp 1 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6349 | Joystick 2 Lamp 2 Status | Report the actual value of Joystick 2 Lamp 2 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6350 | Joystick 2 Lamp 3 Status | Report the actual value of Joystick 2 Lamp 3 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6351 | Joystick 2 Lamp 4 Status | Report the actual value of Joystick 2 Lamp 4 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6352 | Joystick 2 Lamp 5 Status | Report the actual value of Joystick 2 Lamp 5 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6353 | Joystick 2 Lamp 6 Status | Report the actual value of Joystick 2 Lamp 6 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6354 | Joystick 2 Lamp 7 Status | Report the actual value of Joystick 2 Lamp 7 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6355 | Joystick 2 Lamp 8 Status | Report the actual value of Joystick 2 Lamp 8 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6356 | Joystick 2 Lamp 9 Status | Report the actual value of Joystick 2 Lamp 9 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6357 | Joystick 2 Lamp 10 Status | Report the actual value of Joystick 2 Lamp 10 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6358 | Joystick 3 Lamp 1 Status | Report the actual value of Joystick 3 Lamp 1 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6359 | Joystick 3 Lamp 2 Status | Report the actual value of Joystick 3 Lamp 2 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6360 | Joystick 3 Lamp 3 Status | Report the actual value of Joystick 3 Lamp 3 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6361 | Joystick 3 Lamp 4 Status | Report the actual value of Joystick 3 Lamp 4 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6362 | Joystick 3 Lamp 5 Status | Report the actual value of Joystick 3 Lamp 5 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6363 | Joystick 3 Lamp 6 Status | Report the actual value of Joystick 3 Lamp 6 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6364 | Joystick 3 Lamp 7 Status | Report the actual value of Joystick 3 Lamp 7 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6365 | Joystick 3 Lamp 8 Status | Report the actual value of Joystick 3 Lamp 8 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6366 | Joystick 3 Lamp 9 Status | Report the actual value of Joystick 3 Lamp 9 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6367 | Joystick 3 Lamp 10 Status | Report the actual value of Joystick 3 Lamp 10 00 - Off 01 - On 10 - Flashing 11 - Not available |
| 6368 | Number of Assembly Unit Identification Fields | Number of Assembly Unit Identification designators represented in the Assembly Unit Identification parameter group. |
| 6369 | Assembly Unit Identification | A combination of alphanumeric characters representing the Identification number of an assembly unit installed on a component. Multiple assembly unit IDs can be transmitted by appropriately setting Number of Assembly Unit Identification Fields (SPN 6368) . The ASCII character “*” is reserved as a delimiter. |
| 6370 | Soft Top Speed Limit Active | Indicates that the current Maximum Vehicle Speed Limit (SPN 74) has been temporarily increased to the Soft Top Speed Limit. Under certain conditions, the legal speed limit allowed by the Greenhouse Gas Regulations can be increased to a speed referred to as the “Soft Top Speed Limit” for a specified distance within a larger distance traveled. The specified distance is the maximum/reset value for the Soft Top Speed Limit Remaining Distance (SPN 6372). The larger distance is the maximum/reset value for the Soft Top Speed Limit Reset Distance (SPN 6373). 00 – Soft Top Speed Limit is Inactive 01 – Soft Top Speed Limit is Active 10 – Reserved 11 – Not Available |
| 6371 | Soft Top Lifetime Limit Exceeded | Indicates that the Soft Top Speed Limit Active (SPN 6370) is no longer available due to reaching the expiration distance of this feature. At this point, this feature may no longer be available. The expiration distance is specified by the Greenhouse Gas Regulations. 00 – Soft top lifetime limit has not been exceeded 01 – Soft top lifetime limit has been exceeded 10 – Reserved 11 – Not Available |
| 6372 | Soft Top Speed Limit Remaining Distance | Indicates the remaining distance that the vehicle can travel at the Soft Top Speed Limit. This parameter will decrease as long the Soft Top Speed Limit Active (SPN 6370) is 1 and the vehicle is moving. When this parameter is 0, the Soft Top Speed Limit may no longer be activated. This parameter will remain at 0 until the Soft Top Speed Limit Reset Distance (SPN 6373) decrements to 0, at which time it will be reset to its maximum allowed distance. |
| 6373 | Soft Top Speed Limit Reset Distance | Indicates the distance that the vehicle must travel before the Soft Top Speed Limit Remaining Distance (SPN 6372) is reset. This parameter will decrease as long the vehicle is moving. When this parameter reaches 0, it will be reset to its maximum value and continue to decrement. The Soft Top Speed Limit Remaining Distance (SPN 6372) is also set to its maximum/reset values, enabling activation of the Soft Top Speed Limit. |
| 6374 | Steering Controller ECU Temperature | Temperature of the steering controller ECU |
| 6375 | Steering Mode Switch | Switch used as an input to the electronic steering controller to determine the operator's requested steering mode 000 - 2 Wheel Steer Mode 001 - Circle Steer Mode 011 - Crab Steer Mode 100-101 - Reserved for future use 110 - Error 111 - Not Available |
| 6376 | Front Steering Axle Centered Status | The status of the front steering axle being centered. The axle is centered if the axle's centerline is parallel to the vehicle's X-axis, where the vehicle's X-axis is as defined in SAE J670 00 - Front Axle Centered 01 - Front Axle Not Centered 10 - Error 11 - Not Available |
| 6377 | Rear Steering Axle Centered Status | The status of the rear steering axle being centered. The axle is centered if the axle's centerline is parallel to the vehicle's X-axis, where the vehicle's X-axis is as defined in SAE J670 00 - Rear Axle Centered 01 - Rear Axle Not Centered 10 - Error 11 - Not Available |
| 6378 | 2 Wheel Steer Actuator State | The current state of the actuator that control the 2 wheel steering mode 00 - 2 Wheel Steer actuator inactive 01 - 2 Wheel Steer actuator active 10 - Error 11 - Not Available |
| 6379 | 4 Wheel Steer Actuator State | Signal which indicates the current state of the actuator that control the 4 wheel steering mode 00 - 4 Wheel Steer actuator inactive 01 - 4 Wheel Steer actuator active 10 - Error 11 - Not Available |
| 6380 | Circle Steer Mode Actuator State | Signal which indicates the current state of the actuator that control the circle steering mode 00 - Circle Steer Mode actuator inactive 01 - Circle Steer Mode actuator active 10 - Error 11 - Not Available |
| 6381 | Crab Steer Mode Actuator State | Signal which indicates the current state of the actuator that control the crab steering mode 00 - Crab Steer Mode actuator inactive 01 - Crab Steer Mode actuator active 10 - Error 11 - Not Available |
| 6382 | Steer Actuator Common Return 1 | The first common return used by steering systems actuators. |
| 6383 | Steer Actuator Common Return 2 | The second common return used by steering systems actuators. |
| 6384 | Engine Exhaust Pressure 1 Extended Range | Gage pressure of the exhaust gasses 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 1209 for alternate SLOT. |
| 6385 | Engine Starter Motor Relay Control | Command signal used to energize or de-energize the engine starter motor relay. 00 Off 01 On 10 Reserved for SAE assignment 11 Don't care/take no action |
| 6386 | Engine Gas Fuel Percentage Command | Percentage of Gaseous fuel used, in terms of % mass of fuel. 0% means no Gaseous fuel used and 100 % means completely gaseous fuel is used. |
| 6387 | Engine Cylinder Gas Mass Flow Rate Command | Commanded Mass Flow rate of gaseous fuel delivered to the engine normalized per cylinder. |
| 6388 | Engine Cylinder Diesel Mass Flow Rate Command | Commanded Mass Flow rate of diesel fuel delivered to the engine normalized per cylinder. |
| 6389 | Engine Cylinder Torque | Calculated engine torque output per cylinder. |
| 6390 | Engine Cylinder Pressure Monitor 1 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Cylinder Pressure Monitor 1. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6391 | Engine Cylinder Pressure Monitor 2 Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the Engine Cylinder Pressure Monitor 2. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6392 | Engine Desired Air Fuel Ratio | Reports the desired Air Fuel ratio for the engine. Air Fuel Ratio specifies the amount of air required to completely burn one unit of fuel in the engine to meet the required engine performance and emission standards. |
| 6393 | Engine Total Intake Mass Air Flow Rate | Mass Flow rate of air entering the engine. This also includes the amount of exhaust gas recirculated, if any. |
| 6394 | Number of Combustion Cycles for Averaging | Defined number of combustion cycles used for calculating average parameters of combustion in each cylinder. |
| 6395 | Engine Configuration Identification | Used to identify the hardware configuration of engine family. Each number will have a reference to set of parameters such as, but not limited to, number of cylinders, piston displacement, bore size and firing angles. |
| 6396 | Engine Cylinder 1 Heat Release | The amount of heat produced during combustion in Engine cylinder 1. The negative range is to cover thermodynamic behavior during misfire. |
| 6397 | Engine Cylinder 1 Peak Pressure | Peak pressure in engine cylinder 1 in combustion cycle. |
| 6398 | Engine Cylinder 1 Synchronous 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. Similar to SPN 1352. SPN 6398 is combined with other combustion information in PGN 61498, so that the message is combustion synchronous. |
| 6399 | Engine Cylinder 1 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 1 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6400 | Engine Cylinder 2 Heat Release | The amount of heat produced during combustion in engine cylinder 2. The negative range is to cover thermodynamic behavior during misfire. |
| 6401 | Engine Cylinder 2 Peak Pressure | Peak pressure in engine cylinder 2 in combustion cycle. |
| 6402 | Engine Cylinder 2 Synchronous 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. Similar to SPN 1353. SPN 6402 is combined with other combustion information in PGN 61499, so that the message is combustion synchronous. |
| 6403 | Engine Cylinder 2 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 2 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6404 | Engine Cylinder 3 Heat Release | The amount of heat produced during combustion in engine cylinder 3. The negative range is to cover thermodynamic behavior during misfire. |
| 6405 | Engine Cylinder 3 Peak Pressure | Peak pressure in engine cylinder 3 in combustion cycle. |
| 6406 | Engine Cylinder 3 Synchronous 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. Similar to SPN 1354. SPN 6406 is combined with other combustion information in PGN 61500, so that the message is combustion synchronous. |
| 6407 | Engine Cylinder 3 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 3 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6408 | Engine Cylinder 4 Heat Release | The amount of heat produced during combustion in engine cylinder 4. The negative range is to cover thermodynamic behavior during misfire. |
| 6409 | Engine Cylinder 4 Peak Pressure | Peak pressure in engine cylinder 4 in combustion cycle. |
| 6410 | Engine Cylinder 4 Synchronous 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. Similar to SPN 1355. SPN 6410 is combined with other combustion information in PGN 61501, so that the message is combustion synchronous. |
| 6411 | Engine Cylinder 4 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 4 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6412 | Engine Cylinder 5 Heat Release | The amount of heat produced during combustion in engine cylinder 5. The negative range is to cover thermodynamic behavior during misfire. |
| 6413 | Engine Cylinder 5 Peak Pressure | Peak pressure in engine cylinder 5 in combustion cycle. |
| 6414 | Engine Cylinder 5 Synchronous 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. Similar to SPN 1356. SPN 6414 is combined with other combustion information in PGN 61502, so that the message is combustion synchronous. |
| 6415 | Engine Cylinder 5 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 5 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6416 | Engine Cylinder 6 Heat Release | The amount of heat produced during combustion in engine cylinder 6. The negative range is to cover thermodynamic behavior during misfire. |
| 6417 | Engine Cylinder 6 Peak Pressure | Peak pressure in engine cylinder 6 in combustion cycle. |
| 6418 | Engine Cylinder 6 Synchronous 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. Similar to SPN 1357. SPN 6418 is combined with other combustion information in PGN 61503, so that the message is combustion synchronous. |
| 6419 | Engine Cylinder 6 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 6 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6420 | Engine Cylinder 7 Heat Release | The amount of heat produced during combustion in engine cylinder 7. The negative range is to cover thermodynamic behavior during misfire. |
| 6421 | Engine Cylinder 7 Peak Pressure | Peak pressure in engine cylinder 7 in combustion cycle. |
| 6422 | Engine Cylinder 7 Synchronous 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. Similar to SPN 1358. SPN 6422 is combined with other combustion information in PGN 61504, so that the message is combustion synchronous. |
| 6423 | Engine Cylinder 7 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 7 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6424 | Engine Cylinder 8 Heat Release | The amount of heat produced during combustion in engine cylinder 8. The negative range is to cover thermodynamic behavior during misfire. |
| 6425 | Engine Cylinder 8 Peak Pressure | Peak pressure in engine cylinder 8 in combustion cycle. |
| 6426 | Engine Cylinder 8 Synchronous 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. Similar to SPN 1359. SPN 6426 is combined with other combustion information in PGN 61505, so that the message is combustion synchronous. |
| 6427 | Engine Cylinder 8 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 8 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6428 | Engine Cylinder 9 Heat Release | The amount of heat produced during combustion in engine cylinder 9. The negative range is to cover thermodynamic behavior during misfire. |
| 6429 | Engine Cylinder 9 Peak Pressure | Peak pressure in engine cylinder 9 in combustion cycle. |
| 6430 | Engine Cylinder 9 Synchronous 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. Similar to SPN 1360. SPN 6430 is combined with other combustion information in PGN 61506, so that the message is combustion synchronous. |
| 6431 | Engine Cylinder 9 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 9 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6432 | Engine Cylinder 10 Heat Release | The amount of heat produced during combustion in engine cylinder 10. The negative range is to cover thermodynamic behavior during misfire. |
| 6433 | Engine Cylinder 10 Peak Pressure | Peak pressure in engine cylinder 10 in combustion cycle. |
| 6434 | Engine Cylinder 10 Synchronous 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. Similar to SPN 1361. SPN 6434 is combined with other combustion information in PGN 61507, so that the message is combustion synchronous. |
| 6435 | Engine Cylinder 10 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 10 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6436 | Engine Cylinder 11 Heat Release | The amount of heat produced during combustion in engine cylinder 11. The negative range is to cover thermodynamic behavior during misfire. |
| 6437 | Engine Cylinder 11 Peak Pressure | Peak pressure in engine cylinder 11 in combustion cycle. |
| 6438 | Engine Cylinder 11 Synchronous 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. Similar to SPN 1362. SPN 6438 is combined with other combustion information in PGN 61508, so that the message is combustion synchronous. |
| 6439 | Engine Cylinder 11 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 11 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6440 | Engine Cylinder 12 Heat Release | The amount of heat produced during combustion in engine cylinder 12. The negative range is to cover thermodynamic behavior during misfire. |
| 6441 | Engine Cylinder 12 Peak Pressure | Peak pressure in engine cylinder 12 in combustion cycle. |
| 6442 | Engine Cylinder 12 Synchronous 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. Similar to SPN 1363. SPN 6442 is combined with other combustion information in PGN 61509, so that the message is combustion synchronous. |
| 6443 | Engine Cylinder 12 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 12 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6444 | Engine Cylinder 13 Heat Release | The amount of heat produced during combustion in engine cylinder 13. The negative range is to cover thermodynamic behavior during misfire. |
| 6445 | Engine Cylinder 13 Peak Pressure | Peak pressure in engine cylinder 13 in combustion cycle. |
| 6446 | Engine Cylinder 13 Synchronous 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. Similar to SPN 1364. SPN 6446 is combined with other combustion information in PGN 61510, so that the message is combustion synchronous. |
| 6447 | Engine Cylinder 13 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 13 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6448 | Engine Cylinder 14 Heat Release | The amount of heat produced during combustion in engine cylinder 14. The negative range is to cover thermodynamic behavior during misfire. |
| 6449 | Engine Cylinder 14 Peak Pressure | Peak pressure in engine cylinder 14 in combustion cycle. |
| 6450 | Engine Cylinder 14 Synchronous 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. Similar to SPN 1365. SPN 6450 is combined with other combustion information in PGN 61511, so that the message is combustion synchronous. |
| 6451 | Engine Cylinder 14 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 14 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6452 | Engine Cylinder 15 Heat Release | The amount of heat produced during combustion in engine cylinder 15. The negative range is to cover thermodynamic behavior during misfire. |
| 6453 | Engine Cylinder 15 Peak Pressure | Peak pressure in engine cylinder 15 in combustion cycle. |
| 6454 | Engine Cylinder 15 Synchronous 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. Similar to SPN 1366. SPN 6454 is combined with other combustion information in PGN 61512, so that the message is combustion synchronous. |
| 6455 | Engine Cylinder 15 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 15 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6456 | Engine Cylinder 16 Heat Release | The amount of heat produced during combustion in engine cylinder 16. The negative range is to cover thermodynamic behavior during misfire. |
| 6457 | Engine Cylinder 16 Peak Pressure | Peak pressure in engine cylinder 16 in combustion cycle. |
| 6458 | Engine Cylinder 16 Synchronous 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. Similar to SPN 1367. SPN 6458 is combined with other combustion information in PGN 61513, so that the message is combustion synchronous. |
| 6459 | Engine Cylinder 16 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 16 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6460 | Engine Cylinder 17 Heat Release | The amount of heat produced during combustion in engine cylinder 17. The negative range is to cover thermodynamic behavior during misfire. |
| 6461 | Engine Cylinder 17 Peak Pressure | Peak pressure in engine cylinder 17 in combustion cycle. |
| 6462 | Engine Cylinder 17 Synchronous 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. Similar to SPN 1368. SPN 6462 is combined with other combustion information in PGN 61514, so that the message is combustion synchronous. |
| 6463 | Engine Cylinder 17 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 17 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6464 | Engine Cylinder 18 Heat Release | The amount of heat produced during combustion in engine cylinder 18. The negative range is to cover thermodynamic behavior during misfire. |
| 6465 | Engine Cylinder 18 Peak Pressure | Peak pressure in engine cylinder 18 in combustion cycle. |
| 6466 | Engine Cylinder 18 Synchronous 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. Similar to SPN 1369. SPN 6466 is combined with other combustion information in PGN 61515, so that the message is combustion synchronous. |
| 6467 | Engine Cylinder 18 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 18 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6468 | Engine Cylinder 19 Heat Release | The amount of heat produced during combustion in engine cylinder 19. The negative range is to cover thermodynamic behavior during misfire. |
| 6469 | Engine Cylinder 19 Peak Pressure | Peak pressure in engine cylinder 19 in combustion cycle. |
| 6470 | Engine Cylinder 19 Synchronous 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. Similar to SPN 1370. SPN 6470 is combined with other combustion information in PGN 61516, so that the message is combustion synchronous. |
| 6471 | Engine Cylinder 19 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 19 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6472 | Engine Cylinder 20 Heat Release | The amount of heat produced during combustion in engine cylinder 20. The negative range is to cover thermodynamic behavior during misfire. |
| 6473 | Engine Cylinder 20 Peak Pressure | Peak pressure in engine cylinder 20 in combustion cycle. |
| 6474 | Engine Cylinder 20 Synchronous 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. Similar to SPN 1371. SPN 6474 is combined with other combustion information in PGN 61517, so that the message is combustion synchronous. |
| 6475 | Engine Cylinder 20 Pressure Sensor Preliminary FMI | Used to identify the applicable J1939-73 FMI detected in the engine cylinder 20 pressure sensor. When there is no failure FMI 31 is sent. In the case of multiple failures the most severe is communicated. |
| 6476 | Aftertreatment Diesel Exhaust Fluid Doser Cooldown Interrupt Count | Non-volatile record of the number of interrupted cooldown routines since the last clear event. The counter shall be reset by PGN 56832 request. [Ed note: Add to table 911A] |
| 6477 | Aftertreatment Diesel Exhaust Fluid Doser Purge Interrupt Count | Non-volatile record of the number of interrupted purge routines since the last clear event. The counter shall be reset by PGN 56832 request. [Ed note: Add to table 911A] |
| 6478 | Aftertreatment Diesel Exhaust Fluid Doser Cooldown Complete This Cycle | Indication of cooldown routine completion in the current power cycle. "Complete This Cycle" parameters are used to indicate to the engine controller that is powering the aftertreatment controller via relay that it is ok to remove power. 00 - Not complete 01 - Complete 01 - Error 11 - Not Supported |
| 6479 | Aftertreatment Diesel Exhaust Fluid Doser Cooldown Complete Last Cycle | Indication of cooldown routine completion in the previous power cycle. 00 - Not complete 01 - Complete 01 - Error 11 - Not Supported Note: One purpose for tracking the status of the Diesel Exhaust Fluid doser purge on the previous cycle is related to diagnostics. For instance, if the Diesel Exhaust Fluid dosing system determines thaw was unsuccessful or took longer than expected and the purge was interrupted on the previous cycle, this may be the suspected root cause. |
| 6480 | Aftertreatment Diesel Exhaust Fluid Doser Purge Complete This Cycle | Indication of purge routine completion in the current power cycle. "Complete This Cycle" parameters are used to indicate to the engine controller that is powering the aftertreatment controller via relay that it is ok to remove power. 00 - Not complete 01 - Complete 01 - Error 11 - Not Supported |
| 6481 | Aftertreatment Diesel Exhaust Fluid Doser Purge Complete Last Cycle | Indication of purge routine completion in the previous power cycle 00 - Not complete 01 - Complete 01 - Error 11 - Not Supported Note: One purpose for tracking the status of the Diesel Exhaust Fluid doser purge on the previous cycle is related to diagnostics. For instance, if the Diesel Exhaust Fluid dosing system determines thaw was unsuccessful or took longer than expected and the purge was interrupted on the previous cycle, this may be the suspected root cause. |
| 6482 | Afterrun Complete This Cycle | Indication of afterrun routine completion in the current power cycle. "Complete This Cycle" parameters are used to indicate to the engine controller that is powering the aftertreatment controller via relay that it is ok to remove power. [Ed note: Definition for Afterrun needed in J2403} 00 - Not complete 01 - Complete 01 - Error 11 - Not Supported |
| 6483 | Engine Cylinder 1 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 1. Negative range is to cover thermodynamic behavior during misfire. |
| 6484 | Engine Cylinder 1 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 1 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6485 | Engine Cylinder 1 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 1 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6486 | Engine Cylinder 1 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 1 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6487 | Engine Cylinder 2 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 2. Negative range is to cover thermodynamic behavior during misfire. |
| 6488 | Engine Cylinder 2 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 2 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6489 | Engine Cylinder 2 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 2 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6490 | Engine Cylinder 2 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 2 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6491 | Engine Cylinder 3 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 3. Negative range is to cover thermodynamic behavior during misfire. |
| 6492 | Engine Cylinder 3 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 3 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6493 | Engine Cylinder 3 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 3 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6494 | Engine Cylinder 3 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 3 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6495 | Engine Cylinder 4 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 4. Negative range is to cover thermodynamic behavior during misfire. |
| 6496 | Engine Cylinder 4 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 4 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6497 | Engine Cylinder 4 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 4 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6498 | Engine Cylinder 4 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 4 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6499 | Engine Cylinder 5 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 5. Negative range is to cover thermodynamic behavior during misfire. |
| 6500 | Engine Cylinder 5 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 5 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6501 | Engine Cylinder 5 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 5 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6502 | Engine Cylinder 5 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 5 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6503 | Engine Cylinder 6 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 6. Negative range is to cover thermodynamic behavior during misfire. |
| 6504 | Engine Cylinder 6 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 6 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6505 | Engine Cylinder 6 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 6 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6506 | Engine Cylinder 6 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 6 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6507 | Engine Cylinder 7 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 7. Negative range is to cover thermodynamic behavior during misfire. |
| 6508 | Engine Cylinder 7 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 7 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6509 | Engine Cylinder 7 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 7 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6510 | Engine Cylinder 7 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 7 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6511 | Engine Cylinder 8 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 8. Negative range is to cover thermodynamic behavior during misfire. |
| 6512 | Engine Cylinder 8 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 8 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6513 | Engine Cylinder 8 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 8 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6514 | Engine Cylinder 8 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 8 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6515 | Engine Cylinder 9 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 9. Negative range is to cover thermodynamic behavior during misfire. |
| 6516 | Engine Cylinder 9 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 9 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6517 | Engine Cylinder 9 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 9 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6518 | Engine Cylinder 9 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 9 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6519 | Engine Cylinder 10 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 10. Negative range is to cover thermodynamic behavior during misfire. |
| 6520 | Engine Cylinder 10 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 10 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6521 | Engine Cylinder 10 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 10 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6522 | Engine Cylinder 10 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 10 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6523 | Engine Cylinder 11 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 11. Negative range is to cover thermodynamic behavior during misfire. |
| 6524 | Engine Cylinder 11 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 11 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6525 | Engine Cylinder 11 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 11 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6526 | Engine Cylinder 11 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 11 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6527 | Engine Cylinder 12 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 12. Negative range is to cover thermodynamic behavior during misfire. |
| 6528 | Engine Cylinder 12 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 12 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6529 | Engine Cylinder 12 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 12 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6530 | Engine Cylinder 12 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 12 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6531 | Engine Cylinder 13 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 13. Negative range is to cover thermodynamic behavior during misfire. |
| 6532 | Engine Cylinder 13 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 13 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6533 | Engine Cylinder 13 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 13 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6534 | Engine Cylinder 13 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 13 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6535 | Engine Cylinder 14 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 14. Negative range is to cover thermodynamic behavior during misfire. |
| 6536 | Engine Cylinder 14 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 14 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6537 | Engine Cylinder 14 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 14 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6538 | Engine Cylinder 14 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 14 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6539 | Engine Cylinder 15 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 15. Negative range is to cover thermodynamic behavior during misfire. |
| 6540 | Engine Cylinder 15 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 15 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6541 | Engine Cylinder 15 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 15 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6542 | Engine Cylinder 15 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 15 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6543 | Engine Cylinder 16 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 16. Negative range is to cover thermodynamic behavior during misfire. |
| 6544 | Engine Cylinder 16 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 16 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6545 | Engine Cylinder 16 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 16 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6546 | Engine Cylinder 16 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 16 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6547 | Engine Cylinder 17 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 17. Negative range is to cover thermodynamic behavior during misfire. |
| 6548 | Engine Cylinder 17 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 17 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6549 | Engine Cylinder 17 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 17 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6550 | Engine Cylinder 17 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 17 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6551 | Engine Cylinder 18 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 18. Negative range is to cover thermodynamic behavior during misfire. |
| 6552 | Engine Cylinder 18 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 18 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6553 | Engine Cylinder 18 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 18 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6554 | Engine Cylinder 18 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 18 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6555 | Engine Cylinder 19 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 19. Negative range is to cover thermodynamic behavior during misfire. |
| 6556 | Engine Cylinder 19 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 19 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6557 | Engine Cylinder 19 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 19 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6558 | Engine Cylinder 19 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 19 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6559 | Engine Cylinder 20 Indicated Mean Effective Pressure | Average cylinder pressure calculated over defined number of combustion cycles for engine cylinder 20. Negative range is to cover thermodynamic behavior during misfire. |
| 6560 | Engine Cylinder 20 Average Start of Combustion Timing | Average start of combustion timing calculated over defined number of combustion cycles for engine cylinder 20 with reference to the crank angle. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6561 | Engine Cylinder 20 Average Center of Combustion Timing | Average timing calculated over defined number of combustion cycles for the center of combustion in engine cylinder 20 with reference to the crank angle. Center of Combustion is used to indicate the combustion efficiency. When the combustion happens after the TDC (Top Dead Center) of this cylinder, the timing is referred in terms of positive angle and if combustion happens before TDC, the timing is referred in terms of negative angle. |
| 6562 | Engine Cylinder 20 Average Combustion Duration | Average duration of combustion calculated over defined number of combustion cycles for engine cylinder 20 with reference to the crank angle. Combustion duration is the difference between end of combustion and start of combustion expressed, in this case, in terms of crank angle. |
| 6563 | Aftertreatment Trip Diesel Exhaust Fluid | DEF consumed during all or part of a journey. [Ed note: Need to add to table 988_A] |
| 6564 | Engine Cylinder Pressure Monitor 1 | Used to detect an issue with the first Engine Cylinder Pressure Monitor. This is an electronic module used to measure and calculate various parameters of the combustion in each cylinder. |
| 6565 | Engine Cylinder Pressure Monitor 2 | Used to detect an issue with the second Engine Cylinder Pressure Monitor. This is an electronic module used to measure and calculate various parameters of the combustion in each cylinder. |
| 6566 | Transmission Air Supply Pressure Indicator | Indicates whether transmission air supply is sufficient 000 Normal Pressure Range - The transmission supply air pressure is within the normal operational range. 001 Low pressure - The transmission supply air pressure is within a range that may reduce the transmission’s performance. 010 Very low pressure - The transmission supply air pressure is below a range that will reduce the transmission’s performance. 011 No pressure - The transmission supply air pressure is below a range that will stop the transmission from functioning. 100 Over pressure - The transmission supply air pressure is above a range that may reduce the transmission’s performance. 101 Not defined 110 Error indicator 111 Not available |
| 6567 | Transmission Mode 9 Indicator | Indicates that the transmission is operating under transmission mode 9 (SPN 6569) as commanded via the TC2 message (PGN 3328). The definition of the transmission mode is left to the discretion of the transmission manufacturer. 00 Transmission Mode 9 not active 01 Transmission Mode 9 active 10 Error indicator 11 Not available |
| 6568 | Transmission Mode 10 Indicator | Indicates that the transmission is operating under transmission mode 10 (SPN 6570) as commanded via the TC2 message (PGN 3328). The definition of the transmission mode is left to the discretion of the transmission manufacturer. 00 Transmission Mode 10 not active 01 Transmission Mode 10 active 10 Error indicator 11 Not available |
| 6569 | Transmission Mode 9 | Indicates whether transmission mode 9 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 6567. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 6570 | Transmission Mode 10 | Indicates whether transmission mode 10 is enabled. Modes are manufacturer specific and are not necessarily mutually exclusive. See also SPN 6568. 00 Disable 01 Enable 10 Reserved 11 Take no action |
| 6571 | Engine Main Chamber Fuel Absolute Pressure | Absolute pressure of the gaseous fuel for the main chamber of the cylinder. This parameter is intended for applications, which use a pre and main chamber fuel systems, which report the pressure of more than one type of fuel. |
| 6572 | Engine Main Chamber Fuel Desired Absolute Pressure | Desired absolute pressure of the gaseous fuel for the main chamber of the cylinder. This parameter is intended for applications with pre and main chamber fuel systems, which report the pressure of more than one type of fuel.Engine |
| 6573 | Engine Prechamber Fuel Absolute Pressure | Absolute pressure of the gaseous fuel for the separate cylinder pre-chamber rail. This parameter is intended for applications, which use a pre and main chamber fuel systems, which report the pressure of more than one type of fuel. |
| 6574 | Engine Prechamber Fuel Desired Absolute Pressure | Desired absolute pressure of the gaseous fuel in the separate cylinder pre-chamber rail. This parameter is intended for applications with pre and main chamber fuel systems, which report the pressure of more than one type of fuel. |
| 6575 | Engine Main Chamber Air Fuel Ratio | Actual air to fuel ratio of the charge entering the cylinder main chamber. |
| 6576 | Engine Main Chamber Desired Air Fuel Ratio | Desired air to fuel ratio of the charge entering the cylinder main chamber. |
| 6577 | Engine Prechamber Air Fuel Ratio | Actual air to fuel ratio of the charge entering the cylinder prechamber. |
| 6578 | Engine Prechamber Desired Air Fuel Ratio | Desired air to fuel ratio of the charge entering the cylinder prechamber. |
| 6579 | Engine Exhaust NOx | Sum total of all measured NOx concentration in the engine exhaust, measured before any aftertreatment device. [Ed note, SPN 6579 needs work. What is the proper name? Should the name include intake or outlet?. What about the definition. Some suggestions below. See also SPN 6580] Note: This parameter is intended for use by engines with multiple NOx sensors to report the sum total NOx of all measured NOx. The individual NOx measurements are reported using the Outlet NOx parameters, such as SPN 3216 and SPN 3255. This SPN should not be used with engines with only one NOx sensor; they should only use SPN 3216 for reporting the NOx level. SPN 3216 - Aftertreatment 1 Selective Catalytic Reduction Intake NOx SPN 3226 - Aftertreatment 1 Outlet NOx SPN 3255 - Aftertreatment 2 Selective Catalytic Reduction Intake NOx SPN 3265 - Aftertreatment 2 Outlet Nox |
| 6580 | Engine Exhaust Desired NOx | Desired level of NOx concentration in the engine exhaust, as measured before any aftertreatment device. [Ed note, SPN 6580 needs work. See also SPN 6579] |
| 6581 | Aftertreatment 1 Hydrocarbon Doser 2 | The second doser used to inject fuel into the aftertreatment system |
| 6582 | Transmission Hydraulic Pump Actuator 2 Percent | The current modulated value for actuator 2 that controls the transmission hydraulic pump, where 0% = no hydraulic pressure and 100% = full hydraulic pressure. |
| 6583 | Transmission Hydrostatic Loop 1 Pressure | Oil pressure in the transmission hydrostatic loop #1 between the pump and motor. |
| 6584 | Transmission Hydrostatic Loop 2 Pressure | Oil pressure in the transmission hydrostatic loop #2 between the pump and motor. |
| 6585 | Transmission Directional Output Shaft Speed | The rotational velocity and direction of the output shaft. Positive values are used for forward vehicle motion, negative values for reverse vehicle motion. SPN 191 should be used when direction is not used. |
| 6586 | Aftertreatment 1 SCR Intake Pressure | The gage pressure at the intake of the selective catalytic reduction system of Aftertreatment 1. |
| 6587 | Aftertreatment 2 SCR Intake Pressure | The gage pressure at the intake of the selective catalytic reduction system of Aftertreatment 2. |
| 6588 | Operator Shutdown With High Exhaust Temperature | Indicates that the operator previously performed a forced shutdown while the exhaust temperatures were high. |
| 6589 | Engine Injector Metering Rail 1 Pressure 1 | The pressure of fuel measured by first rail pressure sensor in the primary, or first, metering rail as delivered from the supply pump to the injector metering intake. Note: This is for the rail pressure from the 1st rail pressure sensor sensor. This may be different than SPN 157 when used in multiple rail pressure sensor configurations. In an application with only one rail pressure sensor, SPN 157 will be used. However, in an application with multiple rail pressure sensors, SPN 157 data will be arbitrated from rail pressure sensors 1 and 2 in metering rail 1. |
| 6590 | Engine Injector Metering Rail 1 Pressure 2 | The pressure of fuel measured by the second rail pressure sensor in the primary, or first, metering rail as delivered from the supply pump to the injector metering intake. Note: This is for the rail pressure from the 2nd rail pressure sensor sensor. This may be different than SPN 157 when used in multiple rail pressure sensor configurations. In an application with multiple rail pressure sensors, SPN 157 data will be arbitrated from rail pressure sensors 1 and 2 in metering rail 1. |
| 6591 | Engine Injector Metering Rail 2 Pressure 1 | The pressure of fuel measured by first rail pressure sensor in the metering rail 2 as delivered from the supply pump to the injector metering intake. Note: This is for the rail pressure from the 1st rail pressure sensor sensor. This may be different than SPN 1349 when used in multiple rail pressure sensor configurations. In an application with only one rail pressure sensor, SPN 1349 will be used. However, in an application with multiple rail pressure sensors, SPN 1349 data will be arbitrated from rail pressure sensors 1 and 2 in metering rail 2. |
| 6592 | Engine Injector Metering Rail 2 Pressure 2 | The pressure of fuel measured by second rail pressure sensor in the metering rail 2 as delivered from the supply pump to the injector metering intake. Note: This is for the rail pressure from the 2nd rail pressure sensor sensor. This may be different than SPN 1349 when used in multiple rail pressure sensor configurations. In an application with multiple rail pressure sensors, SPN 1349 data will be arbitrated from rail pressure sensors 1 and 2 in metering rail 2. |
| 6593 | Aftertreatment 1 Diesel Exhaust Fluid Dosing Requested Quantity (High Range) | Requested dosing quantity of diesel exhaust fluid. This SPN is a high range measurement. See SPN 4348 if high range is not needed. |
| 6594 | Aftertreatment 2 Diesel Exhaust Fluid Dosing Requested Quantity (High Range) | Requested dosing quantity of diesel exhaust fluid. This SPN is a high range measurement. See SPN 4401 if high range is not needed. |
| 6595 | Aftertreatment 1 Diesel Exhaust Fluid Actual Dosing Quantity (High Range) | Actual dosing quantity of diesel exhaust fluid. See SPN 4331 if high range measurement is not needed. |
| 6596 | Aftertreatment 2 Diesel Exhaust Fluid Actual Dosing Quantity (High Range) | Actual dosing quantity of diesel exhaust fluid. See SPN 4384 if high range measurement is not needed. |
| 6597 | Network Connection 1 | Indicates a controller has sensed an issue at its first network connection. |
| 6598 | Network Connection 2 | Indicates a controller has sensed an issue at its second network connection. |
| 6599 | Network Connection 3 | Indicates a controller has sensed an issue at its third network connection. |
| 6600 | Dampened CNG Temperature | The temperature of Compressed Natural Gas in the pressure damper. |
| 6601 | Hydraulically Driven Fuel Pump Hydraulic Flow Bypass Valve | Valve used to bypass all hydraulic pump flow back to the hydraulic reservoir effectively ensuring that none of the hydraulically driven pumps in the system are actuated and hydraulic system parasitic load is minimized |
| 6606 | Fuel 2 Tank 1 Level Signal Conditioner | Signal conditioning electronic module which packages and broadcasts the fuel 2 level in Tank 1 |
| 6607 | Fuel 2 Tank 2 Level Signal Conditioner | Signal conditioning electronic module which packages and broadcasts the fuel 2 level in Tank 2 |
| 6608 | Fuel 2 Tank 3 Level Signal Conditioner | Signal conditioning electronic module which packages and broadcasts the fuel 2 level in Tank 3. |
| 6609 | Fuel 2 Tank 4 Level Signal Conditioner | Signal conditioning electronic module which packages and broadcasts the fuel 2 level in Tank 4. |
| 6610 | Fuel Vaporizer 1 Discharge Temperature | The temperature of the fuel in its gaseous state at the outlet of the first fuel vaporizer |
| 6611 | Fuel Vaporizer 2 Discharge Temperature | The temperature of the fuel in its gaseous state at the outlet of the second fuel vaporizer |
| 6612 | Fuel Vaporizer 3 Discharge Temperature | The temperature of the fuel in its gaseous state at the outlet of the third fuel vaporizer |
| 6613 | Fuel Vaporizer 4 Discharge Temperature | The temperature of the fuel in its gaseous state at the outlet of the fourth fuel vaporizer |
| 6614 | Hydraulically Driven Fuel Pump 1 Hydraulic Circuit Flow Rate | Flow rate of hydraulic fluid going through hydraulically driven fuel pump 1 |
| 6615 | Hydraulically Driven Fuel Pump 2 Hydraulic Circuit Flow Rate | Flow rate of hydraulic fluid going through hydraulically driven fuel pump 2. |
| 6616 | Hydraulically Driven Fuel Pump 3 Hydraulic Circuit Flow Rate | Flow rate of hydraulic fluid going through hydraulically driven fuel pump 3. |
| 6617 | Hydraulically Driven Fuel Pump 4 Hydraulic Circuit Flow Rate | Flow rate of hydraulic fluid going through hydraulically driven fuel pump 4 |
| 6618 | Hydraulically Driven Fuel Pump 1 Hydraulic Work | Hydraulic work performed by hydraulically driven fuel pump 1 |
| 6619 | Hydraulically Driven Fuel Pump 2 Hydraulic Work | Hydraulic work performed by hydraulically driven fuel pump 2. |
| 6620 | Hydraulically Driven Fuel Pump 3 Hydraulic Work | Hydraulic work performed by hydraulically driven fuel pump 3. |
| 6621 | Hydraulically Driven Fuel Pump 4 Hydraulic Work | Hydraulic work performed by hydraulically driven fuel pump 4. |
| 6622 | Hydraulically Driven Fuel Pump 1 | Hydraulically-Driven Fuel Pump 1 |
| 6623 | Hydraulically Driven Fuel Pump 2 | Hydraulically Driven Fuel Pump 2 |
| 6624 | Hydraulically Driven Fuel Pump 3 | Hydraulically Driven Fuel Pump 3 |
| 6625 | Hydraulically Driven Fuel Pump 4 | Hydraulically Driven Fuel Pump 4 |
| 6626 | Hydraulically Driven Fuel Pump 1 Compression Stroke Valve | Valve used to direct hydraulic flow such that the hydraulically driven fuel pump 1 performs a compression stroke. |
| 6627 | Hydraulically Driven Fuel Pump 2 Compression Stroke Valve | Valve used to direct hydraulic flow such that the hydraulically driven fuel pump 2 performs a compression stroke. |
| 6628 | Hydraulically Driven Fuel Pump 3 Compression Stroke Valve | Valve used to direct hydraulic flow such that the hydraulically driven fuel pump 3 performs a compression stroke. |
| 6629 | Hydraulically Driven Fuel Pump 4 Compression Stroke Valve | Valve used to direct hydraulic flow such that the hydraulically driven fuel pump 4 performs a compression stroke. |
| 6630 | LNG Vaporizer 1 | Heat exchanger device which transforms Liquid Natural Gas into Compressed Natural Gas. |
| 6631 | LNG Vaporizer 2 | Second heat exchanger device which transforms Liquid Natural Gas into Compressed Natural Gas. |
| 6632 | LNG Vaporizer 3 | Third heat exchanger device which transforms Liquid Natural Gas into Compressed Natural Gas. |
| 6633 | LNG Vaporizer 4 | Fourth heat exchanger device which transforms Liquid Natural Gas into Compressed Natural Gas. |
| 6634 | Hydraulically Driven Fuel Pump 1 Selection Valve | Valve used to direct or block hydraulic flow to hydraulically driven fuel pump 1 in a multi-pump system |
| 6635 | Hydraulically Driven Fuel Pump 2 Selection Valve | Valve used to direct or block hydraulic flow to hydraulically driven fuel pump 2 in a multi-pump system |
| 6636 | Hydraulically Driven Fuel Pump 3 Selection Valve | Valve used to direct or block hydraulic flow to hydraulically driven fuel pump 3 in a multi-pump system |
| 6637 | Hydraulically Driven Fuel Pump 4 Selection Valve | Valve used to direct or block hydraulic flow to hydraulically driven fuel pump 4 in a multi-pump system |
| 6638 | Gaseous Fuel Tank 2 High Pressure Shutoff Valve | The gaseous fuel shutoff valve located at the tank. This valve blocks the flow of fuel away from tank 2. |
| 6639 | Gaseous Fuel Tank 3 High Pressure Shutoff Valve | The gaseous fuel shutoff valve located at the tank. This valve blocks the flow of fuel away from tank 3. |
| 6640 | Gaseous Fuel Tank 4 High Pressure Shutoff Valve | The gaseous fuel shutoff valve located at the tank. This valve blocks the flow of fuel away from tank 4. |
| 6641 | Gaseous Fuel Leakage | Reports diagnosed leakage in the gaseous fuel delivery system. |
| 6642 | Fuel 2 Tank 1 Level | Fuel level in tank 1 containing the second fuel type. . |
| 6643 | Fuel 2 Tank 2 Level | Fuel level in tank 2 containing the second fuel type. |
| 6644 | Fuel 2 Tank 3 Level | Fuel level in tank 3 containing the second fuel type. |
| 6645 | Fuel 2 Tank 4 Level | Fuel level in tank 4 containing the second fuel type. |
| 6646 | Engine Gas Supply Pressure (High Range) | Pressure of gas supply to fuel metering device in systems where the pressure range defined for SPN 159 is not sufficient. |
| 6647 | Gaseous Fuel High Pressure Shutoff Valve | The gaseous fuel shutoff valve located before the gas pressure regulator in a dual fuel engine. This valve isolates the engine from the gas supply by stopping the high pressure gas from entering the engine. |
| 6648 | Engine Dual Fuel Differential Rail Pressure | The rail pressure difference between the first fuel type and second fuel type in a dual fuel engine. |
| 6649 | Gaseous Fuel Injection Pulse Correction Factor | A correction to the gaseous fuel injection pulse (expressed in msec) represented as a percentage. 100% means no correction, higher values indicate increased pulse time, lower values indicate decreased pulse time. |
| 6650 | Engine Throttle Valve 1 Position 2 | The position of the valve used to regulate the supply of a fluid, usually air or fuel/air mixture, to an engine. This position is measured by a second sensor. |
| 6651 | Engine Knock 2 | Value of 2nd sensor used to detect engine knock |
| 6652 | Aftertreatment 1 Three Way Catalyst Conversion Efficiency | The aftertreatment 1 three way catalyst conversion efficiency percentage. The catalyst conversion efficiency number in itself does not imply emissions compliance or system function or system malfunction. |
| 6653 | Engine Injector Metering Rail 1 Cold Start Pressure | This diagnostic SPN is for injector metering rail 1 pressure when the engine is operating in the engine cold start emissions reduction strategy (SPN 3061). |
| 6654 | Engine Injector Metering Rail 2 Cold Start Pressure | This diagnostic SPN is for injector metering rail 2 pressure when the engine is operating in the engine cold start emissions reduction strategy (SPN 3061). |
| 6655 | Maintain ECU Power Lamp | This lamp is used to notify an operator when it is necessary to maintain power to the ECU. |
| 6656 | Engine Gaseous Fuel Valve Nominal Duration Command | Amount of time the gaseous fuel valves are activated. It's a nominal value used for all the gaseous fuel valves in the engine. Note: Please see SPNs 6658 - 6677 for duration command for each gaseous fuel valves |
| 6657 | Engine Gaseous Fuel Valve Nominal Start of Actuation Command | The angle, relative to the TDC of each cylinder, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valves are activated to open. It's a nominal value used for all the gaseous fuel valves in the engine. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. Note: Please see SPNs 6678 - 6697 for Start of injection command for each gaseous fuel valves |
| 6658 | Engine Gaseous Fuel Valve 1 Duration Command | Amount of time the gaseous fuel valve 1 is activated. |
| 6659 | Engine Gaseous Fuel Valve 2 Duration Command | Amount of time the gaseous fuel valve 2 is activated. |
| 6660 | Engine Gaseous Fuel Valve 3 Duration Command | Amount of time the gaseous fuel valve 3 is activated. |
| 6661 | Engine Gaseous Fuel Valve 4 Duration Command | Amount of time the gaseous fuel valve 4 is activated. |
| 6662 | Engine Gaseous Fuel Valve 5 Duration Command | Amount of time the gaseous fuel valve 5 is activated. |
| 6663 | Engine Gaseous Fuel Valve 6 Duration Command | Amount of time the gaseous fuel valve 6 is activated. |
| 6664 | Engine Gaseous Fuel Valve 7 Duration Command | Amount of time the gaseous fuel valve 7 is activated. |
| 6665 | Engine Gaseous Fuel Valve 8 Duration Command | Amount of time the gaseous fuel valve 8 is activated. |
| 6666 | Engine Gaseous Fuel Valve 9 Duration Command | Amount of time the gaseous fuel valve 9 is activated. |
| 6667 | Engine Gaseous Fuel Valve 10 Duration Command | Amount of time the gaseous fuel valve 10 is activated. |
| 6668 | Engine Gaseous Fuel Valve 11 Duration Command | Amount of time the gaseous fuel valve 11 is activated. |
| 6669 | Engine Gaseous Fuel Valve 12 Duration Command | Amount of time the gaseous fuel valve 12 is activated. |
| 6670 | Engine Gaseous Fuel Valve 13 Duration Command | Amount of time the gaseous fuel valve 13 is activated. |
| 6671 | Engine Gaseous Fuel Valve 14 Duration Command | Amount of time the gaseous fuel valve 14 is activated. |
| 6672 | Engine Gaseous Fuel Valve 15 Duration Command | Amount of time the gaseous fuel valve 15 is activated. |
| 6673 | Engine Gaseous Fuel Valve 16 Duration Command | Amount of time the gaseous fuel valve 16 is activated. |
| 6674 | Engine Gaseous Fuel Valve 17 Duration Command | Amount of time the gaseous fuel valve 17 is activated. |
| 6675 | Engine Gaseous Fuel Valve 18 Duration Command | Amount of time the gaseous fuel valve 18 is activated. |
| 6676 | Engine Gaseous Fuel Valve 19 Duration Command | Amount of time the gaseous fuel valve 19 is activated. |
| 6677 | Engine Gaseous Fuel Valve 20 Duration Command | Amount of time the gaseous fuel valve 20 is activated. |
| 6678 | Engine Gaseous Fuel Valve 1 Start of Actuation Command | The angle, relative to the TDC of cylinder 1, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 1 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1413 for the primary fuel injector timing. |
| 6679 | Engine Gaseous Fuel Valve 2 Start of Actuation Command | The angle, relative to the TDC of cylinder 2, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 2 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1414 for the primary fuel injector timing. |
| 6680 | Engine Gaseous Fuel Valve 3 Start of Actuation Command | The angle, relative to the TDC of cylinder 3, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 3 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1415 for the primary fuel injector timing. |
| 6681 | Engine Gaseous Fuel Valve 4 Start of Actuation Command | The angle, relative to the TDC of cylinder 4, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 4 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1416 for the primary fuel injector timing. |
| 6682 | Engine Gaseous Fuel Valve 5 Start of Actuation Command | The angle, relative to the TDC of cylinder 5, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 5 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1417 for the primary fuel injector timing. |
| 6683 | Engine Gaseous Fuel Valve 6 Start of Actuation Command | The angle, relative to the TDC of cylinder 6, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 6 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1418 for the primary fuel injector timing. |
| 6684 | Engine Gaseous Fuel Valve 7 Start of Actuation Command | The angle, relative to the TDC of cylinder 7, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 7 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1419 for the primary fuel injector timing. |
| 6685 | Engine Gaseous Fuel Valve 8 Start of Actuation Command | The angle, relative to the TDC of cylinder 8, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 8 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1420 for the primary fuel injector timing. |
| 6686 | Engine Gaseous Fuel Valve 9 Start of Actuation Command | The angle, relative to the TDC of cylinder 9, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 9 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1421 for the primary fuel injector timing. |
| 6687 | Engine Gaseous Fuel Valve 10 Start of Actuation Command | The angle, relative to the TDC of cylinder 10, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 10 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1422 for the primary fuel injector timing. |
| 6688 | Engine Gaseous Fuel Valve 11 Start of Actuation Command | The angle, relative to the TDC of cylinder 11, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 11 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1423 for the primary fuel injector timing. |
| 6689 | Engine Gaseous Fuel Valve 12 Start of Actuation Command | The angle, relative to the TDC of cylinder 12, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 12 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1424 for the primary fuel injector timing. |
| 6690 | Engine Gaseous Fuel Valve 13 Start of Actuation Command | The angle, relative to the TDC of cylinder 13, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 13 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1425 for the primary fuel injector timing. |
| 6691 | Engine Gaseous Fuel Valve 14 Start of Actuation Command | The angle, relative to the TDC of cylinder 14, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 14 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1426 for the primary fuel injector timing. |
| 6692 | Engine Gaseous Fuel Valve 15 Start of Actuation Command | The angle, relative to the TDC of cylinder 15, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 15 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1427 for the primary fuel injector timing. |
| 6693 | Engine Gaseous Fuel Valve 16 Start of Actuation Command | The angle, relative to the TDC of cylinder 16, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 16 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1428 for the primary fuel injector timing. |
| 6694 | Engine Gaseous Fuel Valve 17 Start of Actuation Command | The angle, relative to the TDC of cylinder 17, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 17 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1429 for the primary fuel injector timing. |
| 6695 | Engine Gaseous Fuel Valve 18 Start of Actuation Command | The angle, relative to the TDC of cylinder 18, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 18 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1420 for the primary fuel injector timing. |
| 6696 | Engine Gaseous Fuel Valve 19 Start of Actuation Command | The angle, relative to the TDC of cylinder 19, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 19 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1431 for the primary fuel injector timing. |
| 6697 | Engine Gaseous Fuel Valve 20 Start of Actuation Command | The angle, relative to the TDC of cylinder 20, with 0 being the TDC before the power stroke commences, at the which gaseous fuel valve 20 is activated to open. Timings after TDC are referred with positive values and timings before TDC are referred with negative values. This is the timing for the secondary fuel injector. See SPN 1432 for the primary fuel injector timing. |
| 6698 | Engine Fuel Supply Pump Temperature | Temperature of the engine fuel supply pump. See Figure SPN16_A and Figure SPN16_B. |
| 6699 | Product Identification Code | The Product Identification Code as assigned by the manufacturer corresponds with the identification number on the type plate of a product. For vehicles this number may be the same as the VIN (Vehicle Identification Number) . For stand alone systems such as VTs, this number may be the same as the ECU identification number. The combination of the Product Identification Code and the Product Identification Brand shall make the product unique in the world |
| 6700 | Product Identification Brand | The Product Identification Brand specifies the brand of a product. The combination of the Product Identification Code and the Product Identification Brand shall make the product unique in the world. |
| 6701 | Product Identification Model | The Product Identification Model specifies a unique product within a Brand. Examples of Models are: For Electronic components: SG2600, BT, ICC 230. For Balers: Big Baler 230AB, XC 130 CV. For Sprayers: 238i, 1962i, Explorer D. Etc. |