Genesis Edge FM13 and FH13 LNG DF System Diagnostic Manual

GENESIS EDGE VOLVO FM13 and FH13
LNG DUAL-FUELTM SYSTEM

DIAGNOSTIC MANUAL
200516
Approval
Date Originator Check Approval Date Part Number
21/11/2011 AH Various SoK 13/06/2012 200516
Contents Issue list
Section Document Rev Title

200516 A Genesis Edge Volvo FM13 and FH13 LNG Dual-
Fuel System Diagnostic Manual
0.0 Introduction
Liquified Natural Gas (LNG)
Safety Instructions
Gas Disposal
Product Variants
1.0 200274 A System Description
2.0 Fault Finding
2.1 200297 A Fault Finding
2.2 200296 A Fault Code List
3.0 Diagnostic Guides
3.1 200298 A Electrical Power Supply Diagnostic Guide
3.2 200299 A DF Datalink diagnostic guide. Timing control
diagnostic guide
3.3 200287 A Shut Off Valve (SOV) Diagnostic Guide
3.4 200288 A Gas Injector Diagnostic Guide
3.5 200289 A TAB Diagnostic Guide
3.6.1 200290 A 5v Sensor Diagnostic Guide
3.7 200291 A Knock Diagnostic Guide
3.8 200292 A Lambda Sensor Diagnostic Guide
3.9 200293 A LNG System Leak Detection and Repair
3.10 200284 A LNG Gas Pressure Diagnostic Guide
3.11 200294 A LNG Gauge Diagnostic Guide
3.12 200295 A Engine Speed Signal Diagnostic Guide
4.0 Schematics
200286 A Pin-out Diagram
Introduction
The purpose of this manual is to guide the technicians in the diagnosis and repair of the Dual-Fuel system on
the FM13 or FH13 Genesis Edge Dual Fuel conversion. The system is described in detail in section 1 with the
location and function of its components explained.
Section 2. Contains information on fault finding.
Section 3. Contains diagnostic guides for system components.
Section 4. Contains electrical wiring schemes.
Liquified Natural Gas ( LNG )

The Genesis Edge Dual Fuel conversion system requires a supply of Natural Gas or Bio-methane. This is stored
as LNG (Liquefied Natural Gas). This gas which has been frozen to make it into a liquid to enable a greater
amount of gas to be carried on the vehicle . LNG is 600 times more dense than Natural Gas in its gaseous form.
Both LNG and Natural Gas have characteristic properties that the technician working on the Genesis Edge Dual
Fuel conversion vehicle should be aware of.
The LNG Tank contains both and Natural Gas Vapour at pressure of up to 16 bar (230psi)
i) Weathering or Ageing of LNG Fuel.

Unlike diesel fuel, LNG will alter its properties if left unused for a prolonged period of time in the LNG tank. Since
LNG is a cryogenic liquid and stored at -130C there is always heat gain to the fuel because of the large
temperature difference between ambient temperature and the temperature of the fuel.
The heat gain causes a rise in the pressure of the LNG tank. Once the tank pressure exceeds 16bar natural gas
is vented to the atmosphere.
The main component of the venting gas is pure methane, which reduces the purity of the remaining LNG, leaving
a greater concentration of heavier hydro- carbons, mainly ethane and propane. This process is called
weathering or ageing.
High methane content LNG reduces the concern about the effects of weathering. LNG manufactured from Bio-
methane has a very high methane content. The methane content of LNG manufactured from Fossil natural gas
can vary between sources of supply.
The quality of the LNG fuel in the tank is largely dependent on the rate at which it is used. Weathered LNG can
pose problems with pre-ignition and detonation (knock). Vehicles that use the LNG regularly and consequently
re-fuel frequently do not suffer from weathered LNG. (See box for details)
The quality of the LNG in the tank cannot be assured once a vehicle has been venting gas from the LNG tank for
some time. The simple act of re fuelling will not necessarily return the fuel in the tank to a quality sufficient for
correct operation of the Dual-Fuel system.
The only way to guarantee the quality of the LNG, once the vehicle has been venting for sometime, is to dispose
of the gas in the tank and re-fill with high purity LNG. (see Gas Disposal section)
Normal operating pressure of LNG Tank is around 7 bar.

Normal pressure rise of LNG tank is when gas is not being used is up to 1 to 2 bar per day.
Venting can start to occur within 5 days of gas not being used ( less if the vehicle had not been
using gas prior to being parked)
Partially weathered LNG may cause knock to occur which will be detected and dealt with
dynamically by the Dual-Fuel system.
If the knock cannot be dealt with by the Dual-Fuel system, the engine will not run in Dual-Fuel
mode. ( ref Knock Diagnostic Guide 200291)
If the LNG level has fallen due to excess venting a fault is set which prevents Dual-Fuel operation
ii) LNG Composition
until the gas in the tank is disposed of and it is refilled ( Ref LNG Gauge Diagnostic Guide 200294)
If LNG has been left un-used in the LNG Tank for more than 2 weeks, it should be safely dispersed
of and the LNG tank refilled
Engine damage may occur if this is not done

The major constituents of natural gas are methane, ethane and propane. The proportions of these gasses vary
accordingly to source of natural gas from which the LNG is manufactured.
In order to enable the Dual-Fuel system to cope with as wide a range of gas compositions as possible, these are
3 dealer settable fuel indexes which can be changed using diagnostic tool. (See Figure 1)
The valves for indexes are calculated form a gas analysis. If a customer changes his gas supply they should be
re calculated from an analysis of the new gas supply and change using the Diagnostic Tool.
The index values can be calculated by Clean Air Power.
Select Calibration-General.
From Calibration drop down
SAFR Index menu)
(controls Air-Fuel Ratio)
HV Index (relates to
heating values of gas)
Methane Number Index.

(Compensates for low
Methane Number)
Figure 1
iii) LNG Properties
The LNG in the LNG Tank is stored in a saturated sate. That means it is on the point of boiling off. At
atmospheric conditions LNG will boil off completely. When this happens the natural gas will disperse upwards.
LNG is itself not flammable. However, the natural gas formed when it boils off is. When LNG boils off to form
Natural Gas it expands in volume by 600x so 1litre of LNG will produce 600 litres of Natural Gas.
A spill of LNG will disperse of its own accord. It is non polluting and non-toxic.
LNG is very cold. It is stored in the LNG tank at a working temperature of -130C. Contact with exposed skin will
cause frostbite.
CAUTION
Wear thermally insulated gloves, while operating the hand valves on LNG tanks.
Important Please Read This Section
Natural Gas Safety
Natural Gas is flammable in a 5% to 15% fuel / air ratio.
Natural Gas is lighter than gas and will disperse upwards.
Normally natural gas produced from LNG is odorless. (An odor may indicate aged gas with a high
propane/ethane content)
In high concentration, natural gas can be an asphyxiant.
General Safety Precautions.
DO NOT let gas vent in the workshop
Check LNG tank pressures. The tank will vent if pressure exceeds 16bar (230psi). Pressure build is between 1
and 2 bar per day. Ensure that gas does not vent in the workshop. It may be necessary to vent some gas from
the tank before bringing the vehicle into the workshop. On vehicles that do not have a vent gas recovery
connection on the LNG tank this can be done simply by opening the Vent Hand Valve ). If the tank is equipped
with a Vent Gas Recovering Connector, vent gas disposal equipment should be used.
Pressure Gauge
Gas/ Liquid Hand Valve
Vent Hand Valve
Figure 2
DO NOT bring a vehicle with a gas leak into the workshop
Refer to 200293 Leak Detection and Repair Diagnostic guide to determine severity of leak.
An audible leak is a large leak and should be dealt with outdoors
A leak site downstream of the Gas/Liquid Hand Valve can be isolated by closing the valve.
Isolate LNG Tanks before bringing a vehicle into the workshop
It is good practice to close the Gas/Liquid Hand Valve on the LNG Tank( Figure 2 - Gas Liquid Hand Valve)
before bringing the vehicle into the workshop. The valve can be opened to perform diagnostic tests
Precautions if vehicle is to be in workshop for an extended period of time.
If the vehicle is to be in the workshop for an extended period of time, advise the customer to use the LNG in the
tank. If the repair / maintenance is unplanned, either
a) Empty the tank of LNG using a gas disposal method. or
b) Remove LNG tank and place out doors on a pallet in a well ventilated area.
Accident Damage to the LNG tank
The LNG tank is of a very strong construction and is designed to be safe in an accident. If a Genesis Edge Dual
Fuel conversion vehicle is involved in an accident which causes damage to the LNG fuel system:
Check that the LNG Tank has not been ruptured or dented. If the double skins of the tank have been
pushed together or the outer skin broken, the tank will have lost its vacuum and must be replaced.
Replace any tube assemblies which have been damaged. Dont attempt to repair.
Leak test the LNG/ Natural Gas pipe work (Ref 200293 Leak Detection and Repair Diagnostic Guide)
If the vehicle has to visit the body shop or if welding has to be done on the chassis, remove the LNG
Tank and store outdoors in a well ventilated area.
In Case of Fire or Fire Risk
If safe turn off the ignition

If safe close the Fuel Shutoff Hand Valve
Contact the emergency services
Evacuate immediate area and stay a safe distance away from the vehicle.
Gas Disposal
LNG and Natural Gas vapor can be safely removed from the LNG tank using a gas disposal Flare Stack.
To vent natural Gas to drop the pressure in the LNG tank, a connection is made to the vent recovery quick
release connector on the tank shroud.
To remove LNG, the hose connects to the tube assembly at the back of the vaporizer.
The Flare Stack operating instructions must be adhered to for safe usage.
Personnel using the stack must have received training in its safe operation from Clean Air Power.
If a flare stack is not available for gas disposal, the gas supply should be turned off. The gas will vent off, leaving
the tank empty of LNG in around 6 weeks. If this is being done keep the vehicle outdoors, or keep the LNG tank
away from the vehicle on a pallet in a well ventilated area. The vehicle can still be used with a reduced range of
diesel only.
Commissioning
Commissioning of the Dual-Fuel system needs to take place when the vehicle arrives at a dealership new, and
after an extended period of not running in Dual-Fuel mode. Follow these guidelines:-
If the tank pressure is < 6bar and the LNG gauge is showing that the tank is empty; the tank needs to be
filled. The tank is likely to be warm, this may mean the fill process will be extended because of the
amount of filling and venting that will be needed to cool the metal of the tank down to the temperature of
the LNG. Refer to filling station instructions.
Check that the gas indexes set in the Hawk ECU are suitable for the gas supply the customer will be
using. Change if necessary.
Check that the Inertia Switch is not tripped, that all fuses and relays are in place and that the gas supply
is turned on at the tank.
Clear fault codes using the Diagnostic Tool.
Start the engine. Observe the Diagnostic Tool that there are no faults set and that the SOV test has
passed.
Test drive and get into Dual-Fuel Mode with a loaded trailer. Be vigilant for unusual engine noise. If this
occurs, stop and turn off gas supply at the earliest opportunity and carry out investigation.
Check for faults after test drive and rectify as required.
Product Variants
Initial production of the Genesis Edge Dual Fuel conversion will differ from final design intent in the following
way.
There will only be one switched power supply from the fuse 08 in the Fuse and Relay Centre. Later variants will
have supplies from Fuse 06 and Fuse 08
Product variants for Australian and Spanish markets are fitted with a different CAN Gateway to enable the
cooling fan to be controlled in response to high change air temperature.
SECTION 1.0
SYSTEM DESCRIPTION
Genesis Edge Dual-FuelTM System Description
200274 on Volvo FM13 and FH13 Tractor Units Page 1 of 32
Volvo FM13 (Euro V) LNG Dual-FuelTM System Overview
Introduction
An engine fitted with the Genesis Edge Dual-FuelTM system has the ability to operate on a
combination of natural gas and diesel fuel simultaneously. The system retains all of the
standard Volvo diesel engine hardware including the engine management system. The
Genesis Dual-FuelTM system uses its own ECU, the HawkTM, to control the diesel and gas
quantities fed to the engine, to produce the same power and driving behaviour as the base
diesel engine.
TM
The Dual-Fuel System combines the benefit of operation on natural gas with the fall back
capability of full diesel operation should the gas run out. Switching between full diesel and
Dual-FuelTM operation is fully automatic, requiring no driver input or action.
Contents
System Components
I. Engine
II. Chassis
III. LNG Tank
IV. Cab
Operation of LNG Fuel System
Electronic Control
Approval
28/10/2011 AH PB SOK 11/11/2011 200274
Genesis Edge Dual-FuelTM System Description on
200274 Volvo FM13 and FH13 Tractor Units Page 2 of 32
System Components
I. Under-Cab and Engine-Mounted Dual-FuelTM system hardware consists of the
following (see Figure 1 for location)
L
M
K
F
I
G D
E
A
N
C
FIGURE 1. LOCATION OF UNDER-CAB DUAL-FUELTM COMPONENTS
A GAS INJECTOR BLOCK Figure 2.

B GAS MIXER Figure 3.
C MODIFIED CHARGE AIR PIPE Figure 3.
D NATURAL GAS SHUT OFF VALVE (SOV) Figure 4.
E TURBO AIR BYPASS (TAB) VALVE AND PIPEWORK Figure 5.
F DUAL-FUELTM HAWKTM ECU Figure 6.
G ENGINE KNOCK SENSORS Figure 7.
H ENGINE HARNESS Figure 8.
I CONNECTIONS INTO THE ENGINE COOLANT PIPES Figure 9.
J LAMBDA SENSOR Figure 10.
K CONNECTION TO THE ENGINE CAM POSITION SENSOR Figure 11.
L CONNECTION TO THE ENGINE CRANK POSITION SENSOR Figure 11.
M DTEC (DIESEL TIMING EVENT CONTROL) MODULE Figure 11.
N FLEXIBLE GAS PIPE Figure 12.
A. Gas Injector Block (Figure 2.)
This contains 6 Gas Injectors and sensors for natural gas pressure (NGP) and
temperature (NGT).
3
4
FIGURE 2. GAS INJECTOR BLOCK
1 GAS INJECTORS (x6)

2 GAS PRESSURE (NGP) SENSOR
3 GAS TEMPERATURE (NGT) SENSOR
4 INJECTOR BLOCK
B. Gas Mixer (see Figure 3.)

This is fitted upstream of the Engine Intake Manifold. It contains the TMAP Sensor to
measure charge air temperature (ACT) and pressure (MAP)
C. Charge Air Pipe

This is modified with a spur and flange face added to allow attachment of the Turbo Air
Bypass (TAB) Valve (see Figure 3.)
FIGURE 3. GAS MIXER AND CHARGE AIR PIPE
1 MODIFIED CHARGE AIR PIPE

2 GAS MIXER
3 TMAP SENSOR
4 TURBO AIR BYPASS (TAB) VALVE
D. Natural Gas Shut Off Valve (SOV) (see Figure 4.)
FIGURE 4. SHUT OFF VALVE (SOV)
E. Turbo Air Bypass (TAB) Valve and Pipework (see Figure 5.)
3
2
FIGURE 5. TAB VALVE AND PIPEWORK
1 TURBO AIR BYPASS (TAB) VALVE

2 TAB EXHAUST PIPE
3 AIR INTAKE (MODIFIED WITH TEE)
F. Dual-FuelTM HawkTM ECU
FIGURE 6. HAWKTM ECU
1 HAWKTM ECU
2 ECU MOUNTING PLATE
G. Engine Knock Sensors (see Figure 7.)
FIGURE 7. KNOCK SENSORS

1 FRONT KNOCK SENSOR
2 REAR KNOCK SENSOR
H. Engine Harness
This connects the HawkTM ECU to the engine-mounted components and to the Cab
Harness and Chassis Harness (see Figure 8.)
P1
P2
FIGURE 8. ENGINE HARNESS
P1 BULKHEAD CONNECTOR TO CAB HARNESS

P2 CONNECTOR TO CHASSIS HARNESS
I. Connections into the Engine Coolant Pipes

These supply coolant to warm the chassis-mounted Vaporiser (see Figure 9.)
FIGURE 9. COOLANT PIPE CONNECTIONS
1 COOLANT RETURN PIPE FROM VAPORISER

2 COOLANT FEED PIPE TO VAPORISER
J. Lambda Sensor
This is mounted in the exhaust pipe to the silencer at the rear of the LHS of the
engine. It measures the exhaust gas oxygen content.(see Figure 10.)
FIGURE 10. LAMBDA SENSOR

K. Connection to the Engine Cam Position

Engine Harness connector P34. This allows the HawkTM ECU to read the Cam Sensor
Engine Speed and Timing Signal (see Figure 11.)
L. Connection to the Engine Crank Position Sensor

Engine Harness connector P32. This allows the HawkTM ECU to read the Crank
Sensor Engine Speed and Timing Signal (see Figure 11.)
M. A DTEC (Diesel Timing Event Control) Module

This device can modify the Cam and Crank signals being sent back to the EMS
(Engine ECU) on receipt of a digital signal from the HawkTM ECU. This allows diesel
injection timing to be advanced or retarded for optimised gas injection (see Figure 11.)
P31
1
P34
2
P32
P35
FIGURE 11. CRANK AND CAM SENSOR BREAKOUTS
1 HAWKTM ECU
2 DTEC
ENGINE HARNESS CONNECTOR CRANK SIGNAL TO VOLVO
P31
HARNESS
P32 ENGINE HARNESS CONNECTOR TO CRANK SENSOR
P34 ENGINE HARNESS CONNECTOR TO CAM SENSOR
ENGINE HARNESS CONNECTOR CAM SIGNAL TO VOLVO
P35
HARNESS
N. Flexible Gas Pipes (see Figure 12.)

This delivers a regulated gas supply from the SOV to the Gas Injector Block. The
connection to the elbow on the Gas Injector Block contains the Last Chance Filter
which is a service item.
FIGURE 12. FLEXIBLE GAS PIPES
1 FLEXIBLE PIPE
2 SECONDARY FILTER
II. Chassis-Mounted Dual-FuelTM hardware consists of the following (see Figure 13

for location):
E
B
FIGURE 13A. LOCATION OF CHASSIS-MOUNTED COMPONENTS

A LNG TANK
B LNG TANK SUPPORTING BRACKETS
C VENT STACK
D METHANE CATALYST
E CATWALK
F STEP
L M
N
G
K
I
FIGURE 13B. LOCATION OF CHASSIS-MOUNTED COMPONENTS

(CHASSIS MEMBER REMOVED FROM VIEW)
G GAS PIPE-WORK
H VENT STACK WATER TRAP
I VAPORISER
J LOCK OFF VALVE (LOV)
K 350PSI PRESSURE RELIEF VALVE
L FUEL MANAGEMENT MODULE
M 5/8 SOLID GAS PIPE
N COOLANT PIPES FOR THE VAPORISER
A. LNG Tank.
The LNG Tank is a Cryogenic container designed to keep the natural gas in liquid form
at a temperature as low as -160oC. The insulation is provided by a vacuum contained
between two stainless steel skins). See Figures 13 and 14.
B. LNG Tank supporting brackets / structure

Standard Volvo Diesel Tank brackets and straps are used to secure the LNG Tank.
Additionally an Anti-Rotation Bracket ties the tank to the chassis.
C. Vent Stack
This allows gas to vent safely via the 230psi Pressure Relief Valve or when the Vent
Hand Valve is used (if the LNG Tank is not configured for vent gas recovery. (See
Figures 13 and 15.)
D. Methane Catalyst
Installed in exhaust pipe-work between turbocharger and SCR muffler. Removes
unburned Methane from the exhaust gasses. See figures 13 and 15.
These are two positions for the Methane Catalyst, high mounted (figures 13 and 15 )
and low mounted ( figure 19 ). The low mounted option is designed to give adequate
swing clearance for fridge units on trailers. With this solution the SCR Catalyst is
moved rearwards on the chassis and the Adblue tank is incorporated as part of the
diesel tank.
E. Catwalk
Fitted above LNG Tank and brackets to facilitate access behind the cab. See Figure
13A.
F. Steps
To allow access to catwalk. Attached to LNG Tank by the Tank Straps. The lower step
folds up when not in use. See Figure 13A.
G. Gas Pipe-work
Stainless steel tubing connecting the tank gas supply to the Vaporiser, the tank Vent
Hand Valve to the Vent Gas Return Connector (or Vent Stack) and the primary
Pressure Relief Valve to the Vent Stack. (See Figure 13 and 14)
Note: When the LNG Tank is configured for vent recovery the Vent Pipe is connected
in position B and the Vent Return fitting is fitted in position C.
1 4
A
B
C 2
FIGURE 14. LNG TANK

1 LNG TANK
2 GAS PIPES (A. FUEL PIPE C. VENT PIPE)
3 TANK BRACKET
4 ANTI-ROTATION BRACKET
H. Vent Stack Water Trap

Rain water which gets into the open end of the Vent Stack collects in this. It is drained
at regular service intervals. (See Figure 15)
FIGURE 15. VENT STACK AND METHANE CATALYST

1 VENT STACK
2 VENT STACK WATER TRAP
3 METHANE CATALYST
I. Vaporiser
The Vaporiser heats the liquid gas to turn it into a vapour. It is heated by engine
coolant. (See Figure 16)
FIGURE 16. VAPORISER
J. Lock Off Valve (LOV)

This valve is switched on by the HawkTM ECU when the engine is running, allowing
gas flow to the engine. (See Figure 17.)
K. 350psi Pressure Relief Valve

Fitted in the pipework between the Vaporiser and the Chassis Shut off Valve, this
valve will relieve excess pressure.
L. Fuel Management Module (FMM)
This is made up of a Pressure Regulator for the gas supply (set at 115psi) and the
Primary (coalescing) Filter (to remove any moisture from gas supplied to the engine).
See Figure 17. A Bleed Valve in the pressure regulator allows the gas pressure in the
FMM to be dropped to enable the filter to be charged. When a pre-heater is fitted to a
regulator to measure gas pressure between LOV and SOV.
M. 5/8 Solid Gas Pipe

This pipe delivers the gas supply at regulated pressure to the engine
4
5
6
FIGURE 17. FMM (FUEL MANAGEMENT MODULE)

1 PRIMARY FILTER
2 PRESSURE REGULATOR
3 5/8 SOLID GAS PIPE GAS PIPE
4 BLEED VALVE
N. Coolant pipes for the Vaporiser

These are plumbed into the engine cooling system to allow engine coolant to heat the
Vaporiser. See Figure 13B.
O. Anti-Rotation Bracket
Ties LNG Tank to Chassis to prevent its rotation within the Tank Straps. See Figure
14.
P. Tank Harness
This is connected to the Chassis Harness via the Connector P2, delivering power
supply for the Chassis Solenoid Valve, the LNG Tank Fuel Level Sender Unit and the
Fill Point Door Microswitch. The Harness also carries the signal from the Fuel Level
Sender and the Ground for the Sender Unit. See Figure 18
FIGURE 18. TANK HARNESS CONNECTORS

T1 CONNECTION TO LNG TANK HARNESS
P2 CONNECTION TO CHASSIS HARNESS
SOL CONNECTIONS TO LOCK OFF VALVE
Q. Diesel Tank.
On some installations a smaller diesel tank than the original is fitted.
With Low Mounted Catalyst Assembly the Adblue Tank is incorporated in the Diesel
Tank Assembly figure 19
2 1
FIGURE 19. METHANE CATALYST

1 CATALYST AND HEATSHIELD
2 ADBLUE TANKS AND DEISEL TANKS
III. LNG Tankmounted hardware (see Figure 22.)
K M E D O C
A
J
B F
L Q
FIGURE 20. LNG TANKMOUNTED HARDWARE
A FUEL SHUTOFF HAND VALVE

B VENT HAND VALVE
C EXCESS FLOW VALVE
D PRIMARY PRESSURE RELIEF VALVE
E SECONDARY PRESSURE RELIEF VALVE
F NON-RETURN VALVE
G EVACUATION PORT (ON REAR OF TANK - NOT ILLUSTRATED)
H PRESSURE CONTROL REGULATOR
I 2PSI CHECK VALVE (NOT ILLUSTRATED BEHIND ELBOW I )
J FILL RECEPTACLE
K PRESSURE GAUGE
L GAS FILL POINT DOOR
M GAS FILL POINT DOOR MICROSWITCH
N TANK LEVEL SENDER UNIT
O SECONDARY PRESSURE GAUGE
P PLASTIC VENT PIPE
Q TANK SHROUD HARNESS CONNECTOR T1
A. Fuel Shut-Off Hand Valve,

This valve is fully opened (anti-clockwise) to allow gas flow out of the LNG Tank. And
fully closed (clockwise) to stop the flow of gas from the LNG Tank. This valve is
labeled LIQUID
B. Vent Hand Valve

to allow the gas pressure in the Tank to be manually vented (Vapour Shutoff Valve).
This valve is labeled VENT
C. Excess Flow Valve

The Excess Flow Valve prevents loss of Tank contents in the event of a pipe fracture
D. Primary Pressure Relief Valve

(350psi / 24 bar 230psi / 16bar. If the gas pressure in the LNG Tank exceeds 230psi
it will vent gas through the Vent Stack. On later tanks this valve is set at 217psi (15
bar)
E. Secondary Pressure Relief Valve

This relief valve has a set point of 350psi / 24 bar and protects the Tank from over-
pressurising in the event of failure of the 230psi PRV. On later tanks this valve is set at
319psi (22 bar). It is covered by a red plastic cap.
F. Non-Return Valve
Located in the fill pipe from the fill receptacle, this valve prevents backflow through the
fill line in the event of a fill receptacle failure or vehicle accident.
G. Evacuation Port
Located on the non-plumbing end of the Tank, this provides a re-sealable connection
for re-vacuuming the Tank.
H. Pressure Control Regulator

Also known as the Economiser, this is a pressure controlled valve with a set point of
105psi. Above 105psi it allows vapour to flow into the fuel line to reduce the Tank
pressure. At pressures below 105psi the valve closes so only liquid flows into the fuel
line.
I. 2psi Check Valve

This is located in the liquid pick up line in the Tank Hub. It provides a bias between the
pressure in the liquid and vapour pick up lines out of the Tank so that vapour flows
Tank in preference top liquid when the Economiser is open.
J. Fill Receptacle
For connection to LNG fuel station.
K. Tank Pressure Gauge

Indicates the vapour pressure in the LNG Tank.
L. Gas Fill Point Door

This covers the Fill Receptacle and Pressure Gauge.
M. Gas Fill Point Door Microswitch

If the Fill Point Door is left open the Microswitch activates the Gas Door Open Light
and Buzzer in the cab as well as inhibiting the Starter Motor. This is a safety feature
designed to prevent the vehicle being driven away while connected to the LNG filling
station.
N. Tank Level Sender Unit

The Level Sensor is mounted within the Tank and cannot be repaired or replaced. The
Sender receives a signal from this Sensor and sends a voltage to a Fuel Level Gauge
in the cab.
O. Secondary Pressure Gauge

Secondary indication of tank pressure.
P. Plastic Vent Pipe

Connects the Secondary Pressure Relief Valve to the Vent Stack.
On vehicles fitted with vent gas recovery, this is a direct connection via the central port
on the Tank Shroud.
On vehicles without vent gas recovery this pipe is teed into the pipe from the Vent
Hand Valve and both connect to the Vent Stack via the rear port on the Tank Shroud
Q. Tank Shroud Harness

Connects the Level Sender Unit and Door Switch to an electrical bulkhead connector
on the Tank Shroud (T1) to which the Tank Harness connects
IV. Cab/Dashboard-mounted hardware consists of the following (see Figure 20.)
E
D
P1 Cab Inlets
Fuse and Relay Center
E
C
H C
A
B
Figure 21 Cab Mounted Hardware.

FIGURE 21. CAB MOUNTED HARDWARE
A REAR ELECTRICAL CENTRE

B CAB FLOOR HARNESS
C GENESIS EDGE FLOOR HARNESS
D INSTRUMENT HARNESS
E CONNECTIONS TO FUSE AND RELAY CENTRE (XL-8/FUSE08 AND F34)
F BREAK OUT AT XM FOR START INHIBIT
G MODE LAMP / LNG LEVEL GUAGE ASSEMBLY
H CONNECTION TO SIDELIGHT POWER SUPPLY AND GROUND RING
TERMINAL.
A. Rear Electrical Centre

This is located in the right hand cab locker. It contains the bulk of the Dual-FuelTM Cab
electrics. These include:
1. A Voltage Dropper which has feeds from battery and ignition volts and supplies 13
volt permanent and switched supplies for the Dual-FuelTM system.
2. Fuses for the Dual-FuelTM system power supplies.
3. A 12 volt relay, the Solenoid Power (SOLPWR) Relay, that enables the HawkTM ECU
to switch on the power supply to other Dual-FuelTM system components.
4. A 12 volt relay, Mode Lamp Relay, that switches control of the Mode Light to the
TM
Hawk ECU when the vehicle ignition is turned on.
5. A 24 volt relay, Gas Power Relay, which is controlled by the Volvo EECU and
switches on the 12v supply (from the SOLPWR Relay) to the Gas Injectors and Shut
Off Valve (SOV).
6. A J1939 connector to allow connection the CAP Diagnostic Tool
7. A re-settable Inertia Switch which withdraws power from the Chassis Solenoid Valve
in the event of a collision and prevents gas getting to the engine.
8. A wiring harness (REC Harness), connecting the components at connector RE.
9. RE Connector connects REC Harness to the Genesis Edge REC Harness
10. A Control Module Assembly comprising the CAN Gateway module, SCR Overwrite
Module and configurable relay board (CRB). These components handle the J1939-1
and J1939-7 datalinks.
11. Genesis Edge REC Harness, connecting the components on the control Module
Assembly to the REC Harness.
10
12
2
6
1
3 11
5
4
13
14
Figure 22 Rear Electrical Centre

FIGURE 22. REAR ELECTRICAL CENTRE
1 VOLTAGE DROPPER
2 DUAL-FUELTM SYSTEM FUSES
3 12V SOLPWR RELAY
4 12V MODE RELAY
5 24V GAS POWER RELAY
6 J-1939 DIAGNOSTIC CONNECTOR
7 INERTIA SWITCH
8 REC HARNESS
9 RE CONNECTOR
10 CONTROL MODULE ASSEMBLY
11 GENESIS EDGE REC HARNESS
12 CONFIGURABLE RELAY BOARD
13 CAN GATEWAY
14 SCR OVERWRITER
12. Configurable Relay Board ( CRB ). This contains twin-pole relays K2 and K2 that are
powered when the vehicle ignition is turned on. They switch the J1939-1 data link
through the CAN Gateway. When not powered , direct connection between engine
and vehicle is restored.
It also contains 2 single pole relays , K3 and K4. K3 converts the start inhibit function
if the Gas Fill front door is opened.
13. The CAN Gateway is connected in the J1939-1 datalink and modifies messages from
the EECU that indicate total fuel delivered to be equal to diesel and gas when
reduced diesel injection are being commanded by the Hawk ECU.
14. The SCR overwriter modifies a message on the J1939-7 datalink to reduce Adblue
injection quantities when gas is being used.
B. Cab Floor Harness

Provides electrical connections between the Chassis Harness at the bulkhead
connector P1, the Rear Electrical Centre at connector RE, and the Instrument Harness
(via connectors CRL and CLP). There are also connections to a 24v sidelight supply at
connector FA and a ground ring terminal. The CAB Floor Harness is handed for RHD
and LHD variants
3 5
2 1
4 6
FIGURE 23 CAB FLOOR HARNESS
1 CONNECTOR P1 (BULKHEAD)
2 CONNECTOR RE (REAR ELECTRICAL CENTRE)
3 CONNECTOR CLR (INSTRUMENT HARNESS)
4 CONNECTOR CLP (INSTRUMENT HARNESS)
5 CONNECTOR FA PIN 8 (24V SIDELIGHT SUPPLY)
6 GROUND RING TERMINAL
C. Genesis Edge Floor

Provides Electrical connections between bulkhead connector ( in Cab Inlets ) P1 and
Cab Floor Harness. Also provides datalink connections between J1939-1 and J1939-7
datalinks and rear electrical centre control Assembly.
1 4
2
3
FIGURE 24 - GENESIS EDGE FLOOR
1 CONNECTOR PI (CAB INLETS)

2 CONNECTOR MA (FORMS HALF OF MA PLUG AT CAB INLET)
3 CONNECTOR XP (CONNECTS TO PI ON FLOOR HARNESS)
4 CONNECTOR ERE (CONNECTS TO ERE ON GENESIS EDGEREC
HARNESS)
5 CONNECTOR XM-1 (CONNECTS TO XM ON VOLVO HARNESS)
6 CONNECTOR XM (FUSE AND RELAY CENTRE)
D. Instrument Harness
The Instrument Harness connects the battery and ignition 24v supplies for the dropper
to the Floor Harness from the Fuse and Relay Centre via connector CLP to the Cab
Floor Harness. It also connects the Cab Floor Harness to the LED gauge via
connector CLR.
3 5
FIGURE 25. INSTRUMENT HARNESS
1 CONNECTION TO BATTERY VOLTS (FUSE 34)

2 CONNECTION TO IGNITION SWITCH VOLTS (XL-8)
3 CONNECTOR CLP (POWER TO CAB FLOOR HARNESS)
4 CONNECTOR CLR (CAB FLOOR HARNESS TO INSTRUMENTS)
5 CONNECTOR FG ( POWER & SIGNAL TO THE LED GAUGE)
E. Connection to Fuse and Relay Centre

The Instrument Harness connects to 24v Battery voltage at the fuse holder for fuse
F34 in the fuse and relay centre. It connects to a switched 24v power supply via prm 8
on connector XL on the base of the Fuse and Relay Centre.
F. Breakout at XM connector for Start Inhibits.

The Genesis edge floor Harness forms a break out between the 2 halves of the XM
connector on the base of the fuse and relay centre to enable the starter motor to inhibit
when the Gas Fill Point is opened.
G. LED Gauge Assembly

Mounted on the dashboard (See Figure 26.) this contains:
A blue Diesel Light. This illuminates when the engine is operating in diesel
only mode.
A Gas Door Open warning light which is illuminated when the Gas Fill Point
Door is left open.
A series of green lights indicates the liquid level in the LNG Tank
A Buzzer provides an alarm when the gas fill point is left open
3
4
FIGURE 26. DASHBOARD INSTRUMENTS
1 DIESEL LIGHT
2 GAS DOOR OPEN LIGHT
3 LNG FUEL LEVEL GAUGE
4 BUZZER
H. Connection to Sidelight power supply and ground terminal.

The Cab Floor Harness makes these connections at the bodybuilder Electrical
Centre. The 24v sidelight voltage is used to dim the LED on the Mode Lamp/ LNG
Gauge.
Operation of LNG Fuel System

Liquefied Natural Gas (LNG) is stored at between 95 and 230psi in the vacuum-insulated
LNG Tank at temperatures down to -160oC. The LNG in the Tank is always slowly warming
up and evaporating, forming a vapour layer above the liquid gas in the Tank. As evaporation
continues, the pressure in the Tank rises. This pressure is used to deliver gas to the engine.
During normal operation, the pressure of the vapour layer is moderated by the Economiser.
This ensures that at pressures above 105psi, both vapour and liquid are drawn from the Tank.
Below 105psi, only liquid is used, preserving enough Tank pressure to deliver the fuel. Should
the pressure of the vapour layer exceeds 230psi, some of the gas vapour is vented to
atmosphere via the 230psi Pressure Relief Valve and the Vent Stack.
The LNG (and vapour) passes out of the Tank through the Excess Flow Valve and flows
through the Vaporiser, which uses heat from engine coolant to vapourise the liquid gas. From
the Vaporiser, the gas passes through the Lock Off Valve ( LOV )(opened when the vehicle
ignition is on) and the Coalescing Filter.
The gas pressure is then reduced by the Pressure Regulator (set point of 115psi) and
delivered to the Shut Off Valve via a ridged stainless steel tube.
The Shut Off Valve (SOV) (located on the chassis rail adjacent to the engine) opens to allow
gas (at regulated pressure) to reach the Gas Injector Block via the short Flexible Pipe. The
Last Chance filter is located in the end of the short Flexible Gas Pipe where it connects to the
Gas Injector Block. The SOV opened by the HawkTM ECU, briefly when the engine is started
(to perform system checks); and opened again when the engine goes into Dual-FuelTM mode.
TM TM
The Gas Injectors are opened in Dual-Fuel mode by the Hawk ECU to supply metered
amounts of gas. The Gas Injectors fire in sequence so 1 Injector supplies gas into the inlet air
for each cylinder. Gas passes down the Mixer Hose to the Mixer Ring. The Mixer Ring mixes
the gas into the intake air being drawn into the cylinders.
The engine starts and warms up on diesel only, and goes into Dual-FuelTM mode when the
o
coolant temperature reaches 60 C.
When the engine goes out of Dual-FuelTM mode, the SOV is closed and the Gas Injectors
stop operating.
The line between the Tank and the Solenoid Valve is protected by a 350psi Pressure Relief
Valve. This relieves pressure caused by liquid gas evaporating and building pressure in the
pipe when both the Fuel Shutoff Hand Valve and Solenoid Valve are closed.
A Gas System schematic is shown in Figure 27.

Figure 27 System Schematic

Electronic Control
The Dual-FuelTM system is controlled by the HawkTM Electronic Control Unit (ECU). This has
the following functions:
Control of Diesel and Gas Injection Quantities
Communication between the Volvo vehicle controller (VECU), Volvo engine controller (EMS)
and the HawkTM is via the vehicle CAN (Controller Area network). The CAN uses high
frequency binary messages which are formatted according to an industry standard protocol,
J1939, and are transmitted via a twisted pair of cables, the CANbus, as high and low
voltages.
In a normal diesel vehicle, the EMS receives a Vehicle Speed Requests via the CAN from the
VECU in response to accelerator pedal position or cruise control setting. The EMS calculates
the engine torque required to fulfil this request and writes a Requested Torque message to
the CAN which is read by the controllers on the ABS, EBS and I-Shift systems. These
systems can write messages to the CAN to modify the engines response, for example, when
an automatic gear change is being made by the I-shift system. An Actual Torque message
(percentage torque proportional to actual fuel delivered to the engine) is written to the CAN by
the EMS. To inform the other controllers what torque the engine is actually making.
The Dual-FuelTM system controls diesel fuelling by making a connection into the CANbus
between the VECU and EMS and using a device called a CAN Gateway to control diesel
fuelling in Dual-FuelTM mode. The Requested Torque message from the EMS is read by the
HawkTM from the CAN. From this message the HawkTM calculates total fuel demand.
In Dual-FuelTM mode, the HawkTM calculates what proportion of total fuel needs to be provided
by gas and what proportion by diesel.
The HawkTM simultaneously writes a modified Fuel request onto the CAN which is read by the
EMS. This modified value instructs the EMS to produce the smaller diesel injection quantities
needed in Dual-FuelTM mode. This message will modify the fuelling of the engine.
TM
The Hawk delivers the required gas injection quantities by sending sequential injector dwell
signals to the six Gas Injectors. These are synchronised with the engine firing cycle. The
injector dwell time is larger for larger gas injection quantities. It is also modified in response to
changes in gas temperature and pressure.
The CAN Gateway blocks the Actual Torque message from the EMS to the CAN.. The
TM
Hawk writes to the CAN a new Actual Toque message in response to the original
Requested Torque message so that as far as the other controllers on the CANbus are
concerned, the engine is receiving the correct fuelling.
The HawkTM ECU also reads coolant temperature, charge air temperature, engine speed and
accelerator pedal position from the CAN.
When the vehicle ignition is switched on, the four relays in the Configurable Relay Board
(CRB) are pulled in. Two of these change the CANbus routing between the VECU and EMS
so that it is connected through the CAN Gateway. The ground for the CRB relays is controlled
by the HawkTM ECU. It is withdrawn in the event of a problem occurring with the Gateway,
restoring direct communication between the VECU and the EMS.
Until the Engine Coolant Temperature reaches 60oC, the engine runs on 100% diesel and the
HawkTM ECU does not write a modified fuel request to the CAN. At 60oC the engine
TM TM
transitions into Dual-Fuel mode. At this point, the Hawk switches off the Diesel Mode light
on the dashboard. Once in Dual-FuelTM mode, the HawkTM will introduce gas to fulfil part of
the total fuel requirement of the engine provided that the magnitude of Torque request is
sufficient and that an Air to Fuel ratio suitable for gas combustion can be maintained.
Control of Fuel to Air Ratio

The HawkTM controls the air to fuel ratio in Dual-FuelTM mode. The HawkTM calculates the air
to fuel ratio and compares this with a desired value. If there is not enough air (too rich) then
the amount of fuel used is reduced to match the air available. If there is too much air then
boost air is bled back to the inlet manifold using the Turbo Air Bypass (TAB) Valve. The
HawkTM adjusts the position of the TAB valve to optimise the air to fuel ratio.
Control of Diesel Injection Timing

The HawkTM ECU is able to make small adjustments to the diesel injection timing. This is
achieved by passing the outputs of the Cam and Crank sensors through a device called a
DTEC (Digital Timing Electronic Control) Module. Digital signals from the HawkTM ECU to the
DTEC cause the speed and timing signals from the Cam and Crank sensors to be advanced
or retarded before they are sent on to the Engine ECU. Diesel Injection timing control enables
more efficient gas combustion to be achieved.
Engine Knock Detection

Two Knock Sensors are mounted on the engine block. They monitors the engine block for
TM
frequencies of vibration associated with pre-ignition. If Knock is detected then the Hawk will
attempt to alter the diesel injection timing and air/fuel ratio to stop it from occurring. Repeat
occurrences cause the engine to revert to diesel operation and a fault code to be set.
Fan Control
For the Australian and Spanish markets, the Gateway module allows the Hawk ECU to switch
on the cooling fan at ACT ( Change Air Temperature ) of > 42 C. This increases the Knock
margin of the engine at higher ambient temperatures.
System Protection
Before the HawkTM allows the engine to enter Dual-FuelTM mode, the following checks are
made:
1) The engine coolant temperature must be greater than 60oC.

o
2) The air charge temperature must be below 50 C.
3) The natural gas temperature must be above -15oC.
4) The rpm measured by the cam sensor must be within acceptable limits.
5) The air intake manifold pressure must be within acceptable limits.
In addition to the normal functions associated with running the engine, the HawkTM performs
diagnostic checks on the system. These are as follows:
1. Test of SOV function

2. Test of Gas Injector Leakage
3. Screening all the analogue sensors for shorted or open circuits.
4. Monitoring of TAB function
5. Check for Low Voltage to the solenoid valves.
6. Limit checks for the various sensor outputs.
7. Checks exhaust oxygen content with Lambda sensor to detect gross fuelling errors.
1 and 2 are carried out before attempting to go into Dual-FuelTM Mode. The rest are carried
out continuously in Diesel and Dual-FuelTM Mode.
If one of these checks should fail then a fault code is recorded and the engine switches
automatically to Diesel Mode with the green Mode Light in the cab illuminating. If the fault is
classed as Critical, the engine will remain in Diesel Mode and the HawkTM will not allow a
return to Dual-FuelTM Mode until the engine has been stopped and started again. If the fault is
Non Critical, the HawkTM will return the engine to Dual-FuelTM Mode when the fault has
cleared. If a Non Critical Fault occurs three times during the same period of running then the
third time the fault is treated as Critical and the engine will revert to Diesel Mode until it is re-
started.
Diagnostic Blink Codes

The Diesel Mode Lamp will display stored Diagnostic Codes as a series of three digit blink
codes when the ignition is switched on but the engine has not been started.
Diagnostic Tool
A Diagnostic Tool can be connected to the HawkTM via a J1939 CAN Connector located in the
cab. This enables system parameters to be viewed, current and stored Diagnostic Codes to
be interrogated and functionality checks to be performed on system components. The
Diagnostic Tool also has the facility for high speed data collection.
Adjustment for Gas Quality

There are 3 parameters that can be set in the Hawks non volatile memory (NMV) to adjust
gas fuelling to suit the composition of natural gas or biomethane being used.
HV Index
This is an index relating to the heating valve of the gas.
SAFR Index
This is an index relating to the stoichiometric Air/Fuel valves
MN Index
This is a index to the CARB Methane number of the gas.
The values for these are calculated from an analysis of the gas being used for fuel. If they are
incorrectly set, the engine may experience problems with Knock.
Other Functions
The HawkTM records the total engine hours run and the hours spent in Dual-FuelTM mode. It
also records the amount of diesel and gas burned in Dual-FuelTM mode and calculates the
gas substitution achieved. This data can be used for performance analysis.
SECTION 2.0
FAULT FINDING
GENESIS EDGE DUAL-FUEL SYSTEM
200296 Fault Code List Page 1 of 18
Genesis Edge Fault Code list
Dual-Fuel Fault codes
Fault information is read from the Hawk ECU in 3 components :
SPN (SUSPECT PARAMETER NUMBER )

Identifies the system where the fault is occurring.
FMI ( FAILURE MODE IDENTIFIER )

Indicates the mode of failure
OCCURRENCE COUNT.
Indicates the number of times the fault has occurred
These three components are listed in the fault screens on the diagnostic tool as illustrated in
Figure 1.
Figure 1
The fault codes are tabulated below.
Approval
04/01/2012 AH SoK RO 07/06/2012 200296
Table 1.
Blink Appropriate Action

SPN FMI Fault Type Conditions to set
Code or Diagnostic Check:
Wrong number of
teeth on Cam or 200295 Genesis
Crank sensor seen Edge Dual-Fuel
by ECU twice in Speed Signal
succession. Diagnostic Guide
Resettable
or
Prevent
SPN 190 FMI 8 Failed Cam or Crank
entry into or
Engine speed from Sensor.
111 exit DF
Engine Speed Abnormal Cam or Crank sensor
Mode until
Encoder (1) Frequency or and CAN based Wiring fault in Engine
fault
Pulse Width or engine speed differ Harness
condition
Period by 100rpm Fault with DTEC
clears
Fault can be set in J1-A connector
Dual-Fuel or Diesel disconnected or
mode if engine speed damaged
>400rpm
Resettable
200299 Genesis
Prevent
Edge Dual-Fuel
entry into or
Data Link Diagnostic
exit DF
Guide
Mode until
condition
FMI 8 CRB power supply
clears Fault is set if
SPN 2 failure
EEC1(0) message is
Abnormal
113 CRB is de- not received by the
ECM (No Pulse Sent) Frequency or Gateway power supply
powered if hawk ECU for more
(3) Pulse Width or failure
this fault is than 200ms
Period
set ,
Failed Gateway
restoring
J1939-1
Open or short circuit in
Data Link
J1939-1 Data Link
connection
wiring.
as original
Volvo.
Modified Actual
Critical Torque % message
from Hawk exceeds 200299 Genesis
FMI 8 Edge Dual-Fuel
SPN 4 Prevent % Torque requested
entry into or message by more Data Link Diagnostic
Abnormal Guide
ECM Bad Duration 116 exit DF than 50mm per firing
Frequency or
Fault Mode until cycle for more than Faulty CAN Gateway
Pulse Width or
(5) engine is 0.5 seconds. Only set
Period
stopped and in DF mode above Faulty Hawk
TM
ECU
restarted 700rpm

200290 Genesis
Resettable
CNGP sensor voltage Edge Dual-Fuel
FMI 4
less than 0.2v for at 5v Sensor Diagnostic
SPN159 Prevent
least 0.5 seconds Guide
Voltage Below entry into or
123 Continuity/Insulation
Natural Gas Normal or exit DF
Fault can be set in checks on sensor
Pressure (8) Shorted to Low Mode until
Dual-Fuel or Diesel wiring.
Source fault
mode Check CNGP sensor
condition
operation.
clears
200290 Genesis
Resettable
Edge Dual-Fuel
CNGP sensor voltage
FMI 3 5v Sensor Diagnostic
Prevent greater than 4.8v for
SPN159 Guide
entry into or at least 0.5 seconds
Voltage Above
124 exit DF
Natural Gas Normal or Continuity/Insulation
Mode until Fault can be set in
Pressure (8) Shorted to checks on sensor
fault Dual-Fuel or Diesel
High Source wiring.
condition mode
Check CNGP sensor
clears
operation.
200290 Genesis
Resettable
Edge Dual-Fuel
CNGT sensor voltage
5v Sensor Diagnostic
FMI 4 Prevent less than 0.2v for at
SPN 174 Guide
entry into or least 0.5 seconds
Continuity/Insulation
Voltage Below 125 exit DF
Gas Temperature checks on sensor
Normal or Mode until Fault can be set in
(11) wiring.
Shorted to Low fault Dual-Fuel or Diesel
Check CNGT sensor
Source condition mode
operation.
clears
Resettable
200290 Genesis
Edge Dual-Fuel
Prevent CNGT sensor voltage
FMI 3 5v Sensor Diagnostic
entry into or greater than 4.8v for
SPN 174 Guide
exit DF at least 0.5 seconds
Voltage Above
131 Mode until
Gas Temperature Normal or Continuity/Insulation
fault Fault can be set in
(11) Shorted to checks on sensor
condition Dual-Fuel or Diesel
High Source wiring.
clears mode
Check CNGT sensor
operation.
200290 Genesis
FMI 1 Edge Dual-Fuel
Resettable 5v Sensor Diagnostic
Data Valid but Gas temperature is Guide
SPN 174 o
Below Normal Exit DF below -15 C
Operational 132 Mode until Check CNGT sensor
Gas Temperature
Range - Most fault Fault can only be set operation.
(11)
Severe Level condition in Dual-Fuel mode Check coolant supply
clears to vapouriser (LNG) or
pressure regulator
(CNG)

Resettable 200290 Genesis

ACT sensor voltage Edge Dual-Fuel
FMI 4
Prevent less than 0.2v for at 5v Sensor Diagnostic
SPN 105
entry into or least 0.5 seconds Guide
Voltage Below
133 exit DF
Air Charge Normal or
Mode until Fault can be set in Continuity/Insulation
Temperature (13) Shorted to Low
fault Dual-Fuel or Diesel checks on sensor
Source
condition mode wiring.
clears Check TMAP sensor
operation.

ACT sensor voltage Edge Dual-Fuel
FMI 3
Prevent greater than 4.8v for 5v Sensor Diagnostic
SPN 105
entry into or at least 0.5 seconds Guide
Voltage Above
134 exit DF
Air Charge Normal or
Mode until Fault can be set in Continuity/Insulation
Temperature (13) Shorted to
fault Dual-Fuel or Diesel checks on sensor
High Source
condition mode wiring.
clears Check TMAP sensor
operation.
200299 Data Link

Diagnostic Guide
Resettable
If accompanied by
FMI 4 SPN2 FMI 8 it
Prevent ECT > -60C for more
SPN 102 indicates that the CRB
entry into or than 5 seconds.
Voltage Below has been de-powered
135 exit DF
Coolant Temperature Normal or in response to a Data
Mode until Can be set in DF or
Low Fault Shorted to Low Link fault.
fault Diesel Mode
Source
condition
Could also indicate a
clears
possible fault with
Volvo Coolant
Temperature Sensor.
Resettable
200299 Data Link
FMI 3 Diagnostic Guide
Prevent
SPN 102 ECT < -150C for Indicates possible fault
entry into or
Voltage Above more than 5 seconds. with Volvo Coolant
141 exit DF
Coolant temperature Normal or Temperature Sensor.
Mode until
High Fault Shorted to DF or Diesel Mode (Coolant Temperature
fault
High Source is read from the
condition
J1939-1 Data Link )
clears

MAP less than Edge Dual-Fuel
FMI 4
Prevent 30kPa for at least 3 5v Sensor Diagnostic
SPN 10020 entry into or seconds Guide
Voltage Below
142 exit DF Continuity/Insulation
Normal or
MAP Filtered (17) Mode until Fault can be set in checks on sensor
Shorted to Low
fault Dual-Fuel or Diesel wiring.
Source
condition mode Check TMAP sensor
clears operation.


MAP greater than Edge Dual-Fuel
FMI 3
Prevent 330kPa for at least 5v Sensor Diagnostic
SPN 10020 entry into or 0.3 seconds Guide (Relay 1 )
Voltage Above
143 exit DF Continuity/Insulation
Normal or
MAP Filtered (17) Mode until Fault can be set in checks on sensor
Shorted to
fault Dual-Fuel or Diesel wiring.
High Source
condition mode Check TMAP sensor
clears operation.
Resettable Voltage supply from 200298 Genesis

SOLPWR relay to Edge Dual- Fuel
FMI 4
Prevent gas injectors is zero Power Supply
SPN 10007
entry into or for at least 0.5 Diagnostic Guide
Voltage Below
144 exit DF seconds
Solenoid Voltage Normal or
Mode until Check supply to and
Raw (19) Shorted to Low
fault Fault can be set in function of SOLPWR
Source
condition Dual-Fuel or Diesel Relay
clears mode Check harnesses for
short circuits to ground
200298 Genesis
Resettable Voltage from Edge Dual- Fuel
FMI 4 SOLPWR relay to Power Supply
Prevent gas injectors less Diagnostic Guide
SPN 10008
Voltage Below entry into than 10.5v for at least
145
Normal or DF Mode 0.4 seconds. Check supply to
Solenoid Voltage (20)
Shorted to Low until fault Voltage Converter
Source condition Fault set in Diesel Check Voltage
clears mode only Converter Output
Voltage supply from 200298 Genesis

Resettable
FMI 3 SOLPWR relay to Edge Dual- Fuel
gas injectors exceeds Power Supply
SPN 10008 Exit DF
Voltage Above 15.9531v for at least Diagnostic Guide
151 Mode until
Normal or 10 seconds
Solenoid Voltage (20) fault
Shorted to Change Voltage
condition
High Source Fault set in Dual-Fuel Converter
clears
mode only
Voltage from
200298 Genesis
SOLPWR relay to
Edge Dual- Fuel
gas injectors less
Power Supply
Resettable than 10.5v for at least
FMI 4 Diagnostic Guide
0.4 seconds.
SPN 10021
Exit DF
Voltage Below Check Dual-Fuel
152 Mode until Fault set in Dual-Fuel
Voltage (Filtered) Normal or components for
fault mode only
(22) Shorted to Low excessive current
condition
Source draw if fault
clears If fault persists in
SPN10008 FMI 4 is
Diesel Mode Fault
not also set.
SPN10008 FMI 4 will
Otherwise investigate
be set.
as SPN10008 FMI 4.

This fault is set if the

Some occurrences of
inlet temperature for
Critical this fault are to be
the SCR catalyst
expected.
(read from the J1939-
FMI 3 Prevent
7 datalink) exceeds
entry into or o If there is a high
SPN 10023 591` C. The fault is
Voltage Above exit DF number of
211 set to prevent to
Normal or Mode until occurrences in a short
Cat Outlet Temp (25) excessive catalyst
Shorted to engine is period then investigate
temperature.
High Source stopped and for a failed SCR inlet
SOLPWR voltage to
restarted temperature sensor or
SOV and injectors is
a blockage restricting
turned off when this
exhaust gas flow.
fault is set
.
Resettable
200292 Genesis
Prevent
Edge Dual- Fuel
SPN 1119 FMI 2 entry into or
Sensor voltage is Lambda Sensor
exit DF
212 above or below Diagnostic Guide
Lambda Data Erratic or Mode until
expected range.
Signal/Heater (27) Intermittent or fault
Wiring fault or faulty
Incorrect condition
Lambda Sensor
clears
Resettable
200292 Genesis
Prevent
SPN 1119 Current drawn by Edge Dual- Fuel
FMI 31 entry into or
Lambda Sensor Lambda Sensor
214 exit DF
Lambda heating element is Diagnostic Guide
Condition Mode until
Signal/Heater (27) too high.
Exists fault
Faulty Lambda Sensor
condition
clears
200288 Genesis
Edge Dual-Fuel Gas
Injector Diagnostic
Guide
Resettable
Check the connection
No current is drawn
Prevent to the Engine
FMI 5 by Gas Injector 1
SPN 10028 entry into or Harness.
223 exit DF
Current Below Fault set only when
Gas Injector 1a Fault Mode until Check for broken wire
Normal or injectors are firing
fault in injector flying lead
Open Circuit (including Click Test)
condition
clears Check wiring for open
circuit or short circuit
of 12v supply to
ground

200288 Genesis
Edge Dual- Fuel Gas
Injector Diagnostic
Guide
Resettable
No current is drawn Check the connection
Prevent
FMI 5 by Gas Injector 2 to the Engine
SPN 10029 entry into or
Harness.
224 exit DF
Gas Injector 2a Fault Mode until
Normal or injectors are firing Check for broken wire
fault
Open Circuit (including Click Test) in injector flying lead
condition
clears
Check wiring for open
of 12v supply to
ground
200288 Genesis
Edge Dual-Fuel Gas
Injector Diagnostic
Guide
Resettable
Prevent
Harness.
225 exit DF
fault
condition
clears
of 12v supply to
ground
200288 Genesis
Edge Gas Dual-Fuel
Injector Diagnostic
Guide
Resettable
Check the connection
No current is drawn
Prevent to the Engine
FMI 5 by Gas Injector 4
SPN 10031 entry into or Harness.
231 exit DF
Gas Injector 4a Fault Mode until Check for broken wire
Normal or injectors are firing
fault in injector flying lead
condition
clears Check wiring for open
of 12v supply to
ground

200288 Genesis
Edge Dual-Fuel Gas
Injector Diagnostic
Guide
Resettable
Prevent
Harness.
232 exit DF
fault
condition
clears
of 12v supply to
ground
200288 Genesis
Edge Dual-Fuel Gas
Injector Diagnostic
Guide
Resettable
Prevent
Harness.
233 exit DF
Current Below Fault set only when Check for broken wire
Normal or injectors are firing in injector flying lead
fault
condition
clears
circuit Check wiring for
open circuit or short
circuit of 12v supply to
ground
Resettable
/De-power
200288 Genesis
Relay 1
Edge Dual-Fuel Gas
(SOLPWR
Injector Diagnostic
Relay) is
Guide
turned off by
the Hawk
Too much current is Check for degraded
FMI 6 ECU when
drawn by Gas insulation on flying
this fault is
SPN 10028 Injector 1 leads.
Current Above set,
234
Normal or withdrawing
Gas Injector 1a Fault Fault set only when Check insulation of
Grounded the power
injectors are firing injector wires in wiring
Circuit supply to
(including Click Test) harnesses.
the gas
injectors.
Check for short circuit
DF Mode
of wire from injector to
will resume
Hawk to 12v source
if fault
condition
clears

Resettable
/De-power
Relay 1
200288 Genesis
(SOLPWR
Edge Duel-Fuel Gas
Relay) is
Injector Diagnostic
turned off by
Guide
the Hawk
ECU when Too much current is
FMI 6 Check for degraded
this fault is drawn by Gas
insulation on flying
SPN 10029 set, Injector 2
Current Above leads.
235 withdrawing
Normal or
Gas Injector 2a Fault the power Fault set only when
Grounded Check insulation of
supply to injectors are firing
Circuit injector wires in wiring
the gas (including Click Test)
harnesses.
injectors.
DF Mode
will resume
Hawk to 12v source
if fault
condition
clears
Resettable
/De-power
Relay 1
200288 Genesis
(SOLPWR
Edge Dual-Fuel Gas
Relay) is
Injector Diagnostic
turned off by
Guide
the Hawk
ECU when Too much current is
FMI 6 Check for degraded
this fault is drawn by Gas
insulation on flying
SPN 10030 set, Injector 3
Current Above leads.
241 withdrawing
Normal or
Gas Injector 3a Fault the power Fault set only when
Grounded Check insulation of
supply to injectors are firing
Circuit injector wires in wiring
the gas (including Click Test)
harnesses.
injectors.
DF Mode
will resume
Hawk to 12v source
if fault
condition
clears

Resettable
/De-power
Relay 1
(SOLPWR 200288 Genesis
Relay) is Edge Dual-Fuel Gas
turned off by Injector Diagnostic
the Hawk Guide
ECU when
this fault is Too much current is Check for degraded
FMI 6
set, drawn by Gas insulation on flying
SPN 10031 withdrawing Injector 4 leads.
Current Above
242 the power
Normal or
Gas Injector 4a Fault supply to Fault set only when Check insulation of
Grounded
the gas injectors are firing injector wires in wiring
Circuit
injectors. (including Click Test) harnesses.
DF Mode Check for short circuit

will resume of wire from injector to
if fault Hawk to 12v source
condition .
clears
Resettable
/De-power
Relay 1 200288 Genesis

(SOLPWR Edge Dual-Fuel Gas
Relay) is Injector Diagnostic
turned off by Guide
the Hawk
ECU when Too much current is Check for degraded
FMI 6
this fault is drawn by Gas insulation on flying
SPN 10032 set, Injector 5 leads.
Current Above
243 withdrawing
Normal or
Gas Injector 5a Fault the power Fault set only when Check insulation of
Grounded
supply to injectors are firing injector wires in wiring
Circuit
the gas (including Click Test) harnesses.
injectors.
DF Mode of wire from injector to
will resume Hawk to 12v source
if fault .
condition
clears

Resettable
/De-power
Relay 1 200288 Genesis

(SOLPWR Edge Dual-Fuel Gas
Relay) is Injector Diagnostic
turned off by Guide
the Hawk
Too much current is
FMI 6 ECU when Check for degraded
drawn by Gas
this fault is insulation on flying
SPN 10033 Injector 6
Current Above set, leads.
244
Normal or withdrawing
Gas Injector 6a Fault Fault set only when
Grounded the power Check insulation of
injectors are firing
Circuit supply to injector wires in wiring
(including Click Test)
the gas harnesses.
injectors.
DF Mode of wire from injector to
will resume Hawk to 12v source.
if fault
condition
clears
Shut Off Valve coil

not drawing current
Resettable
or Lock Off Valve not
200278 Genesis
drawing current
Prevent Edge Dual-Fuel
FMI 31 entry into or SOV Diagnostic
SPN 10034 Fault can be set
exit DF Guide
245 whenever either the
Condition Mode until
SOV Drive Fault (45) SOV or the LOV is
Exists fault Check wiring
commanded to open
condition connections to SOV
by the Hawk ECU
clears and LOV.
Current greater than

4A drawn by TAB
Resettable
valve when actuated 200289 Genesis
by the ECU Edge Dual-Fuel TAB
Prevent
Diagnostic Guide
entry into or
FMI 31 Fault can be set
SPN 10035 exit DF
during TAB self test Reset Endstop Values
251 Mode until
Condition when ignition is using Diagnostic Tool.
TAB Drive Fault (46) fault
Exists switched on or in If unsuccessful,
condition
Dual-Fuel mode. replace TAB Valve.
clears

Resettable
Short circuit in Mode 200298 Genesis
Lamp circuit Edge Dual-Fuel
SPN 10036 FMI 31 This fault
Power Supply
alone will
252 Fault can be set Diagnostic Guide
Mode Lamp Drive Condition not cause
whenever Mode
Fault (47) Exists out of Dual-
Lamp is powered by Check electrical
Fuel mode
the Hawk ECU connectors
operation.
200298 Genesis
Critical
Edge Dual-Fuel
Power Supply
Prevent
SPN 1188 FMI 31 Diagnostic Guide
entry into or Short or open circuit
253 exit DF on power supply to
Wastegate Drive Condition Short or open circuit in
Mode until DTEC relay coil
Fault Exists power supply to
engine is
DTEC.
stopped and
restarted
Failed DTEC module.
200298 Genesis
Resettable Short circuit across
Edge Dual-Fuel
SOLPWR Relay coil
Power Supply
SPN 10037 FMI 31 Prevent
Diagnostic Guide
entry into or Fault can be set
254
Relay Drive Fault Condition exit DF whenever SOLPWR
Check electrical
(49) Exists Mode until Relay coil is
connectors to, and
fault grounded by the
function of Relay 1
condition Hawk ECU
clears
FMI 0
Check correct
Resettable operation of cooling
Data Valid but Charge Air
SPN 10040 fan. Check Intercooler
Above Normal Temperature
Exit DF o for obstruction/
Operational exceeds 60 C
ACT High Emode 312 Mode until blockage.
Range - Most
Fault (52) fault
Severe Level Fault can be set in
condition Dual-Fuel will not be
Dual-Fuel mode only rd
clears resumed after 3
occurrence.
Gas pressure less 200284 Genesis
than 515 kPa for at Edge Dual-Fuel
Resettable least 0.9 seconds Gas Pressure
SPN 10041 FMI 1 when in DF mode. Diagnostic Guide
Exit DF
Gas Pressure Emode Data Valid but Mode until Gas pressure less Fault set when Vehicle
Fault (53) Below Normal 313 fault than 635 kPa when runs out of gas.
Operational condition SOV opens in Can also be set by a
Range - Most clears transition into DF restriction in the gas
Severe Level mode. In this case it supply.
becomes a critical
fault on the third Dual-Fuel will not be
rd
occurrence. resumed after 3
occurrence.

200284 Genesis
FMI 0 Resettable Edge Dual-Fuel
Gas pressure greater
Gas Pressure
SPN 10041 than 1000 kPa for at
Data Valid but Exit DF Diagnostic Guide
least 3 seconds
Above Normal 314 Mode until Failed regulator
Gas Pressure Emode
Operational fault
Fault (53) Fault set in Dual-Fuel
Range - Most condition Dual-Fuel will not be
mode only rd
Severe Level clears resumed after 3
occurrence
Check correct coolant

flow to vapouriser
Resettable
FMI 1
Gas temperature Dual-Fuel will not be
SPN 10042 Prevent o rd
Data Valid but below -15 C resumed after 3
entry into
Below Normal 315 occurrence.
Gas Temp Emode DF Mode
Operational Fault set on entry into
Fault (55) until fault
Range - Most Dual-Fuel mode only Dual-Fuel will not be
condition rd
Severe Level resumed after 3
clears
occurrence.
Check correct
operation of vehicle
FMI 0 Resettable
cooling system :
Gas temperature
SPN 10042 o coolant level/ fan
Data Valid but Exit DF exceeds 80 C
operation.
Above Normal 321 Mode until
Gas Temp Emode
Operational fault Fault set in Dual-Fuel
Fault (55)) Dual-Fuel will not be
Range - Most condition mode only rd
resumed after 3
Severe Level clears
occurrence.
Gas pressure fails to

Critical hold with SOV closed
indicating leaking gas
FMI 7
Transition to injector(s) during 200288 Genesis
SPN 10043 DF Mode SOV test. Pressure Edge Gas Injector
Mechanical
will not be falls by >17.5 Diagnostic Guide
System not 322
SOV Gas Leaky attempted kPa/second
Responding or
Valve (57) until engine Test injectors for
Out of
has been Fault set during leakage.
Adjustment
stopped and automatic SOV test
re-started on start-up or during
Leak Test using
Diagnostic Tool

Check correct
FMI 0 Resettable
operation of vehicle
Gas temperature
SPN 10042 o cooling system :
Data Valid but Exit DF exceeds 80 C
coolant level/ fan
Above Normal 321 Mode until
Gas Temp Emode operation.
Operational fault Fault set in Dual-Fuel
Fault (55))
Range - Most condition mode only
Dual-Fuel will not be
Severe Level clears rd
resumed after 3
occurrence.
Gas pressure fails to

hold with SOV closed
Critical
indicating leaking gas
FMI 7 injector(s) during
Transition to 200288 Genesis
SOV test. Pressure
SPN 10043 DF Mode Edge Gas Injector
Mechanical falls by >17.5
will not be Diagnostic Guide
System not 322 kPa/second
SOV Gas Leaky attempted
Responding or
Valve (57) until engine Test injectors for
Out of Fault set during
has been leakage.
Adjustment automatic SOV test
stopped and
on start-up or during
re-started
Leak Test using
Diagnostic Tool
200284 Genesis
Edge Dual-Fuel
Gas Pressure
Diagnostic Guide
Gas pressure does Check Gas/ Liquid
not rise above Hand Valve is turned
500kPa when SOV on.
commanded to open Check Inertia switch is
during SOV test. not tripped.
Critical
Check that there is
FMI 7 This fault can be set LNG in the tank.
Transition to
for reasons unrelated
SPN 10044 DF Mode
Mechanical to the SOV: 200278 Genesis
will not be
System not 323 a) Gas tank turned off Edge Dual- Fuel
SOV Gas Pressure attempted
Responding or b) No gas in tank SOV Diagnostic
Does Not Rise (58) until engine
Out of c) Tripped Inertia Guide
has been
Adjustment Switch Check that the SOV
stopped and
d) Failed Lock Off and LOV opens
re-started
Valve correctly.
Fault set during 200288 Genesis

automatic SOV test Edge Gas Injector
on start-up. Diagnostic Guide
Very badly leaking
/stuck open gas
injector not allowing
pressure to rise

Pressure in injector
block stays high with
Critical
SOV closed and gas
FMI 7 injectors firing during 200278 Genesis
Transition to
SOV test indicating Edge Dual- Fuel
SPN 10045 DF Mode
Mechanical that SOV has not SOV Diagnostic
will not be
System not 324 closed or that the Guide
SOV Gas Pressure attempted
Responding or Gas Injectors have
Stays High (59) until engine
Out of not fired. Check that the SOV
has been
Adjustment closes correctly.
stopped and
Fault set during
re-started
automatic SOV test
on start-up.
200291 Genesis
Resettable
FMI 4 Output from Knock Edge Dual-Fuel
Sensor below Knock Diagnostic
SPN 10046 Exit DF
Voltage Below expected range. Guide
325 Mode until
Normal or
Knock Input (60) fault
Shorted to Low Fault set in Dual-Fuel Check wiring
condition
Source mode only connections to Knock
clears
Sensors
200291 Genesis
Resettable
FMI 3 Output from Knock Edge Dual-Fuel
Sensor above Knock Diagnostic
SPN 10046 Exit DF
Voltage Above expected range. Guide
331 Mode until
Normal or
Knock Input (60) fault
Shorted to Fault set in Dual-Fuel Check wiring
condition
High Source mode only. connections to Knock
clears
Sensors
Resettable
Engine Knock 200291 Genesis
FMI 31 Sensors have Edge Dual-Fuel
SPN 10048 Exit DF
detected knock. Knock Diagnostic
332 Mode until
Condition Guide
Knock Detected (62) fault
Exists Fault set in Dual-Fuel
condition
mode only Check causes of
clears
knock
Critical
Fault code SPN
Transition to 200291 Genesis
10048 FMI 31 Knock
DF Mode Edge Dual-Fuel
SPN 10049 FMI 31 Detected has
will not be Knock Diagnostic
repeated 3 times
333 attempted Guide
Knock Repeat Fault Condition while engine has
until engine
(63) Exists been running
has been Check causes of
Fault set in Dual-Fuel
stopped and knock
mode only
re-started
De-rate to maximum
Resettable
fuelling of engine due
SPN 10050 FMI 31 to high charge air
This fault
temperature.
334 will not Info only
ACT Derate Low Condition
cause exit
Fault (64) Exists Fault is set in Dual-
from Dual-
Fuel mode only
Fuel mode.

This fault is set if

commanded TAB
position is less than
Resettable
50% and indicated
FMI 7 position is greater 200289 Genesis
This fault
than 90% or set if Edge Dual-Fuel TAB
will cause
SPN 10051 Mechanical commanded TAB Diagnostic Guide
exit from
System not 335 position is greater
Dual-Fuel
TAB Stuck Fault (65) Responding or than 50% and Physically inspect
mode until
Out of indicated position is valve to see if it is
fault
Adjustment greater than 10% sticking
condition
clears
Fault is set in Dual-
Fuel mode only
Resettable
Fault is set if very
200288 Genesis
lean or very rich
FMI 7 This fault Edge Dual-Fuel
combustion is
will cause Gas injector
detected by the
SPN 10053 Mechanical exit from Diagnostic Guide
Lambda Sensor.
System not 342 Dual-Fuel
TAB O2 Fault (67) Responding or mode until Check that all injectors
Out of fault pass click test check
Fuel mode only
Adjustment condition for stuck open gas
clears injectors
Fault set if un-

Resettable
switched (battery)
power is lost before
This fault
SPN 10059 FMI 11 ignition is turned off.
alone will
353 not prevent No action
Framework NVM Root Cause Fault should clear
entry into, or
Fault (73) Not Known next time ignition is
cause exit
switched on if fault
from Dual-
condition has
Fuel mode.
cleared.
Resettable
This fault
alone will
not prevent
SPN 10060 FMI 11 Indicates that the
entry into, or
ECU has been re-
354 cause exit No action
Framework ECU Root Cause booted during
from Dual-
Reset Fault (74) Not Known operation
Fuel mode

Fault is set if
Resettable
readings from the two
200289 Genesis
position sensors do
FMI 2 This fault Edge Dual-Fuel TAB
SPN 10061 not agree when a
alone will Diagnostic Guide
change in TAB
Data Erratic or 441 not prevent
TAB feedback fault - position is
Intermittent or entry into, or Check wiring
inconsistent (75) commanded
Incorrect cause exit connecting to TAB
from Dual- Valve
Fuel mode
Fuel mode only
Feedback from TAB

FMI 7 Resettable position sensor is 200289 Genesis
different from Edge Dual-Fuel TAB
SPN 10061
Mechanical Exit DF commanded position Diagnostic Guide
System not 442 Mode until when a change in
No feedback from
Responding or fault position is Check wiring
TAB (76)
Out of condition commanded. connecting to TAB
Adjustment clears Fault is set in Dual- Valve
Fuel mode only
Critical
200289 Genesis
Edge Dual-Fuel TAB
FMI 3 Transition to The current drawn by
Diagnostic Guide
SPN 10063 DF Mode the TAB Valve motor
Voltage Above will not be is too high (indicating
443 Reset Endstop valves
ETC High Current Normal or attempted that the valve is being
using diagnostic tool.
Fault (77) Shorted to until engine driven against its
If this is not successful
High Source has been mechanical stop).
replace valve.
stopped and
re-started
Resettable
200294-1 LNG Gauge
Prevent
Diagnostic Guide
FMI 3 entry into or
SPN 10081
exit DF Voltage output from
Check wiring
Voltage Above mode until LNG level sender unit
LNG Level Sender 451 connections to sender
Normal or Fault is above 4.8v for 0.5
Signal (79) unit
Shorted to condition seconds
High Source clears

Resettable
FMI 4 200294-1 LNG Gauge
Prevent
SPN 10081 Voltage output from Diagnostic Guide
entry into or
Voltage Below LNG level sender unit
445 exit DF
LNG Level Sender Normal or is below 0.2v for 0.5 Check wiring
mode until
Signal (79) Shorted to seconds. connections to sender
Fault
Low Source unit
condition
clears
Resettable Fault set on entry into

FMI 1 Dual- Fuel mode
Prevent only.
SPN 10081
Data Valid but entry into or
Below Normal 527 exit DF This fault is set if the Re-fill LNG Tank
LNG Level Sender
Operational mode until LNG Level in the tank
Signal (79)
Range - Most Fault is zero. It is only reset
Severe Level condition when the level in the
clears tank is full.
Critical
Fault set if LNG level
Transition See 200294-1
has fallen by and
into Dual- LNG Gauge
SPN 10081 no gas has been
Fuel mode Diagnostic Guide.
used by the engine.
FMI 14 525 will be
LNG Level Sender To reset it requires
prevented Refill LNG Tank or use
Signal (79) the LNG tank to be
until engine Dealer-Reset on
refilled or a Dealer-
has been Diagnostic Tool.
Reset
stopped and
re-started
GENESIS EDGE DUAL-FUEL
200297 Basic Fault Finding Page 1 of 13
Introduction
If there is a fault with the Dual-Fuel system it is usually detected by the HawkTM ECU in the
form of a Fault Code. The Fault Code List explains what conditions set each Fault Code and
references the relevant Diagnostic Guide. The Fault Codes can be read and cleared using the
Clean Air Power Diagnostic Tool.
Additionally, stored fault codes are displayed as a series of 3 digit blink codes by the Diesel
Mode Light with the ignition on. These are explained in Section 1.
Section 2 explains how the CAP Diagnostic Tool can be used to view and clear Dual-Fuel
Fault Codes
It often saves diagnostic time when investigating a reported defect to go through some basic
checks that are relevant to that defect. Section 3. Contains step by step tables to aid in the
diagnosis of reported defects.
Use section 4 to determine if a problem with the vehicle is related to the Dual Fuel system
or not if in doubt.
1. Reading Blink Codes

Turn on the vehicle ignition. The blue Diesel Mode light will illuminate for 6 seconds and then
go out for 30 seconds. If there are any fault codes stored by the ECU, these will now be
displayed as a series of blink codes. For example if the light goes on and off once followed by
a pause, then goes on and off twice, followed by a pause then goes on and off once again,
this is blink code 121. The 3 digit codes for all the stored fault s are blinked out by the Diesel
Mode light in this manner. The sequence then repeats itself. The 3 digit blink codes are listed
in the Fault Code List.
The faults displayed by the blink codes are not necessarily current faults.
Fault codes stored in the ECU cannot be cleared without the CAP Diagnostic Tool.
Retrieving Diagnostic Blink Codes
Turn on vehicle ignition

Fuel Mode light (blue LED) will illuminate for about 6 seconds and then go out
After 30 seconds, it will start to flash diagnostic blink codes (if there are any
stored)
These are 3 digit codes
(for example: 1 blink, pause, 3 blinks, pause, 2 blinks is code 132)
There is a longer pause between each set of 3 digits

Once all the stored codes have been flashed the sequence will repeat itself.
The first blink code in the sequence is the most recently set fault.
This information may be useful to a dealer or repairer for diagnostic purposes.
Approval
27/02/12 AH SP SoK 05/03/12 2002297
2. Reading, Saving and Clearing Fault Codes using the Cap Diagnostic
Tool.
Fault code information can be accessed by the Faults drop-down menu (Figure 1.1).
Figure 1.1 Faults menu
The Current Faults screen shows currently active fault codes. (Figure 1.2)
Figure 1.2 Current Faults Screen
Previously set (inactive) Fault Codes are displayed on the Freezeframe Data screen along
with other information about when the most recent occurrence of the fault occurred. (Figure
1.3). The most recent fault is at the top of the list. When the engine is stopped, it is possible to
print this information to file.
To do this edit the file name to read (for example) the registration and odometer reading of
the vehicle but leave the .csv at the end. Then click on the Save to File button. The file is
written onto the C:/ drive of the computer. To access the file, open it using Microsoft Excel.
This is the best way to keep a record of fault codes before they are cleared.
Figure 1.3 Freezeframe Data
Previously set ( inactive ) Fault Codes can also be viewed on the Previous Faults screen. As
with the Freezeframe Data screen, the most recent event is at the top of the table and for
each stored fault code there is a record of the number of times it has occurred. (See Figure
1.4)
This screen is used to clear Fault Codes from the HawkTM. To do this, click on the Clear
Faults button. The Fault Codes will go and be replaced by a message saying No Trouble
Code. The Freezeframe data is also cleared when this is done.
The Re-Read Faults button is used to refresh the list of Fault Codes.
.
Figure 1.4 Previous Faults Screen

3. Diagnostic Tables
SYMPTOM: Engine will not transition into Dual-Fuel mode
Possible Cause Check Remedy

Engine Coolant Coolant temperature on Allow engine to warm up
Temperature less dashboard display.
than 60oC
No gas in tank Does LNG Fuel Level Gauge If Yes
reads empty and Tank Refill Tank
Pressure Gauge reads
<80psi ? Y/N
Cold gas fill Has LNG Tank been recently If Yes
filled & LNG Fuel Level Pressure in tank will rise over time at a
Gauge indicates full tank and rate of around 15psi per day. No action
Tank Pressure Gauge reads required
<80psi ? Y/N
Gas turned off at Check that Gas/Liquid valve If No
tank on Tank is turned anti- Fully turn on Gas/Liquid valve at LNG
clockwise to its full extent of tank (turn valve anti-clockwise to full
travel Y/N extent of travel).
Inertia Switch Is the button on Inertia switch If No
Tripped pushed down (if there is a Push button down to re-set
click when you press down
on the yellow cap it has been
tripped) Y/N
None of the Use HawkTM Diagnostic Tool Refer to Diagnostic Guide(s) relevant to
above to clear previous Fault the Fault Code(s) set.
Codes. Start engine and
check that coolant
o
temperature is >60 C. See
what fault code(s) is set on
start up.
SYMPTOM: Engine will not start (assuming batteries, starter motor and charge
alternator are all in good condition and functioning correctly.)

Moisture in Cam Remove connectors and Inspect Engine Harness connectors for
Sensor and spray with de-watering agent. damage and replace if damaged. Spray
Crank Sensor Reconnect and try to start with silicone grease spray before re-
connectors on engine again. assembly. Do not power wash or steam
engine harness. clean in this area.
I-Shift lever not in Position of I-Shift Lever Put in N position and try to start.
Neutral position
(Volvos with I-
Shift only.)
Dirt under Cam or Remove sensors and check Clean and refit sensors
Crank sensors for dirt
LNG Tank Fill Check that door is pushing Close Fill point door and latch securely
Point Door not down on micro switch
closed properly
SYMPTOM: Engine lacks power in Dual-Fuel mode

(NB. If a condition occurs which causes the engine to de-rate then Dual-Fuel operation
will cease and the engine will return to Diesel Only mode

No boost build Check if there are any leaks If Yes
from Intercooler or Charge Repair Charge Air leak.
Air Pipes. Y/N
TM
No boost build Use Hawk Diagnostic Tool If No
to verify that TAB valve is Replace TAB valve
operating correctly and not
sticking open. Y/N
(see TAB Valve Diagnostic
Guide)
Not all Gas Use HawkTM Diagnostic Tool If No
Injectors are firing to perform Click Test on each Replace faulty Gas Injector or repair
gas injector. Do they all pass faulty wiring as appropriate
click test Y/N
(see Gas Injector
Diagnostic Guide)
Incorrect Injector Use HawkTM Diagnostic Tool If No
Flow to check that IFC value is Change IFC value to correct value using
Compensation correct for the colour code of HawkTM Diagnostic tool.
(IFC) value the Gas Injectors fitted. Y/N
(see Gas Injector
Diagnostic Guide)
One or more Gas Carry out Gas Injector Coil If No
Injectors not Insulation Check. Do all Replace Gas Injectors that Fail Test
opening properly injectors pass test? Y/N
(see Gas Injector
Diagnostic Guide)
Exhaust brake Check that exhaust break is Free up the exhaust break or replace
stuck in free to move and it returns tp
closed/par closed mechanical stop when
position released
Excess back Check for high back pressure Investigate methane catalyst and SCR
pressure in faults on engine (MID128) silencer for signs of blockage and rectify.
exhaust faults
None of the Use HawkTM Diagnostic Refer to Diagnostic Guide(s) relevant to
above Tool to check previous the Fault Code(s) set.
Fault Codes.
Note any which have a
high number of
occurrences.
Clear previous Fault
Codes.
Start engine and check
that coolant temperature
is >60oC.
Test drive until fault
occurs. See what fault
code(s) have been set.
SYMPTOM: Engine goes into Dual-Fuel mode when warm but reverts to diesel mode
and does not return to Dual-Fuel operation for rest of journey.

Run out of Gas LNG Fuel Level Gauge reads If Yes
empty and Tank Pressure Refill Tank
Gauge reads <80psi Y/N
Gas Hand Valve Check that Gas/Liquid valve If No
not fully open on on Tank is turned anti- Fully turn on Gas/Liquid valve at LNG
LNG tank clockwise to its full extent of tank (turn valve anti-clockwise to full
travel Y/N extent of travel).
Fault Codes.
high number of
occurrences.
Codes.
is >60oC.
SYMPTOM: Engine runs intermittently in Dual-Fuel Mode (Diesel Light coming on and
going off again)

Running out of If the LNG level in the LNG tank is If Yes
Gas very low (and the LNG tank Fill LNG Tank
pressure is also low) engine can
transition out of and into Dual-
Fuel mode due to low gas
pressure. Is this the case Y/N
None of the Use HawkTM Diagnostic Tool to Refer to Diagnostic Guide(s)
above check previous Fault Codes. Note relevant to the Fault Code(s) set.
any which have a high number of
occurrences. Either investigate
these or:
Start engine and check that
coolant temperature is >60oC.
Test drive until fault occurs. See
what fault code(s) have been set.
SYMPTOM: Diesel Mode Light does not come on when engine starts

Bulb failure Is there communication If Yes
with the Diagnostic Tool? Investigate for faulty Diesel Mode Light
Do all the Engine
Parameters read normally
and observe that the SOV
test is completed when
the engine starts? Y/N
Loss of power Is there communication If No
supply to ECU with the Diagnostic Tool? Check for 12v at ECU plug J1B pin 8
(permanent supply) and pin 2 (with ignition
on). If not investigate using Power Supply
Diagnostic Guide.
If Yes then the ECU is getting power
Loss of CAN Is engine speed displayed If No

based Engine on Diagnostic Tool Engine Investigate (J1939-1) data link connection to
Speed signal to Parameters screen with Hawk ECU (See Dual-Fuel System
HawkTM ECU the engine running Y/N Interface Diagnostic Guide)
If Yes then Hawk is receiving speed signal

SYMPTOM: Engine running roughly / misfiring

TAB Valve not Use Motohawk Diagnostic If No
opening. Tool to verify that TAB valve Check TAB Valve electrical connections.
is operating correctly and not -If OK replace TAB valve.
sticking in closed position. -If faulty, repair.
Y/N
(see TAB Valve diagnostic
guide)
Leaking Gas Carry out click test with See Gas Injector Diagnostic Guide
injector(s) Diagnostic Tool All - Replace Faulty Injectors.
Gas injector(s) injectors should click.
sticking open Leak test injectors
One or more Gas Carry out Gas Injector Coil If No
Injectors not Insulation Check. Do all Replace Gas Injectors that Fail Test
opening properly injectors pass test? Y/N
(see Gas Injector
Diagnostic Guide)
Damaged Diesel Turn off Gas at Gas/Liquid Black smoke under free acceleration
Injector hand valve and run as a indicates one or more defective diesel
diesel. Rev engine hard injectors. Investigate and repair as
can black smoke be seen required. Verify correct operation as a
coming from the exhaust diesel engine before turning LNG supply
pipe back on.
Fault Codes.
high number of
occurrences.
Codes.
is >60oC.
4. Steps to Investigate if there is a doubt as to whether a vehicle problem

is due to the Dual- Fuel system or not.
These checks will eliminate the Dual-Fuel system as a root cause of the defect and can be
carried out without a detailed knowledge of the Dual-Fuel system.
I. Force the engine into diesel mode by disabling the Dual-Fuel

system.
Turn off the gas supply by fully closing the red hand valve on the LNG tank (Figure 2 ).
Remove the power supply from the Dual-Fuel system by taking out Fuses 8 and 34 from the
Fuse and Relay Centre ( Figure 3 )
Figure 2
Red Hand
Valve
Fuse 8
24v SW
Figure 3
Fuse 34
24v Batt
Does this solve the problem ?
Y. Investigate the Dual -Fuel system for root cause
N. See 2.
II. 2. If there is a active MID128 Fault to do with datalink.
Restore original vehicle data-link connection by re-assembling the MA connector in the Cab
Inlets as shown by figure 4.
Figure 4
N. Investigate MID128 datalink fault as normal with standard FM/FH13.

III. If there is an active MID128 fault to do with the crank or cam speed
sensors.
The Duel-Fuel Engine Harness connects between the MD13 Engine Harness and the Cam
and Crank sensors to break out the signals.
Reconnect D13 engine harness connectors to Cam and Crank sensors. ( on Dual-Fuel
engines, the Dual-Fuel engine harness ) (Figure 5)
Figure 5
N. Investigate MID128 fault as normal with standard FM/FH13.

IV. If engine will not build boost pressure with Dual-Fuel systems
disabled.
Visually inspect Turbo Air Bypass Valve ( Figure 6 ) after removing outlet pipe.
Turbo Air
Bypass Valve Figure 6
Remove
this pipe
Figure 6
Is the butterfly valve stuck in open position?
N. The fault is unrelated to the Dual-Fuel system Investigate as normal.

If the starter motor will not turn.

A start inhibit is activated if the fill point door on the LNG tank is not closed. Disable this by
removing breakout at XM connection on the back of the fuse and relay centre ( Figure 7 )
Figure 7
Does this resolve the problem?
Y. Test as before
N. Investigate as normal defect.

SECTION 3.0
DIAGNOSTIC GUIDES
ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE
200298 Page 1 of 20
Power Supply Diagnostic Guide

Ensure gas system is sound and leak-free before attempting diagnostics on vehicle.
Use proper wiring schematic for application. Verify repairs with a road test.
Functional Description
TM
The Hawk ECU utilises a nominal 12v supply. This is provided by a Voltage Converter that
is permanently fed by the vehicle battery voltage.
In all, 7 power supplies are utilised to power and control the Dual-Fuel system.
1. 24v Battery Voltage (24v Batt+)

Permanent feed to the Voltage Converter from Fuse F34 in the Fuse and Relay
Center.
2. 24v Ignition Voltage (24v SW)
(i) Switched power supply to the Voltage Converter from Fuse 08 in the Fuse
and Relay Center. Switched on when vehicle ignition is on. Connection is
made at XL connector pin 8
(ii) Switched power supply to the coil of Relay 2 from Fuse 06 in the Fuse and
Relay Centre. Switched on when vehicle ignition is on. Connection is made at
XL connector pin 6 . Relay 2 switches on 12v supply to Lock Off Valve and
DTEC .
3. Unswitched 12v Supply (12v Batt+)

This is the permanent 12v output from the Voltage Converter. This supplies the
TM
Hawk ECU, the Diagnostic Connector (D1) and both the coil and terminal 87 on the
Relay 1 (SOLPWR Relay), the Can Gateway and SCR overwriter
4. Switched 12v (Ignition) Voltage

This is switched on when the Voltage Converter receives 24v Ignition voltage. This
goes to the Hawk ECU, the cab instruments (via connector CLR), the coil of the Mode
Lamp Relay (R3), the LNG Tank Sender Unit, the CRB relay coils, the Can Gateway
and SCR overwriter.
5. SOLPWR (Solenoid Power) 12v Supply

TM
This power supply is switched on by the Hawk ECU which grounds the coil of the
Relay 1 (SOLPWR Relay) when it the engine starts. It remains turned on unless the
ECU detects a fault; in which case it withdraws the ground from the relay to switch it
off. This power supply feeds the gas injectors, the SOV (Shut-off Valve), the Lambda
Sensor and the Lock Off Valve (LOV). This voltage is monitored by the Hawk ECU. If
the voltage of this supply falls too low the ECU will bring the engine out of Dual-Fuel
Mode and set a fault code.
The SOLPWR supply to the DTEC and LOV (Lock Off Valve) is interlocked by Relay
2 (Gas Power Relay) which is switched on by 24v ignition voltage. The SOV and LOV
coils receive their power supply from terminal 87 of this relay.
The supply to the Lock Off Valve is routed through an Inertia Switch which is
designed to trip if the vehicle is involved in a collision, withdrawing the power supply
(LOV Power) from the Lock Off Valve.
Approval
06/01/2012 AH SP RO 07/06/2012 200298
200298 ELECTRICAL POWER SUPPLY DIAGNOSTIC GUIDE Page 2 of 20
6. Sidelight voltage (24v)

This activates the dimmer function of the mode lamp and LNG fuel gauge when the
sidelights are turned on. This supply is taken from connector FA pin 8 in the Body
Builder Electrical Center. There is 24v at p/n8 when the lights are on
7. Power Supplies from the Hawk ECU

The Hawk provides a 5v reference voltage supply to the 5v sensors (NGP1, TMAP
and NGT) it also provides a reversible polarity supply to the Tab Valve.
Connection to Vehicle Electrics

The Cab Harness attaches to the vehicle electrics at the following locations:
1. Fuse and Relay Center (See Figure 1.)
Fuse A01 (34) 24v Battery Voltage

Fuse A01 (8) 24v Ignition Voltage to voltage converter
Fuse A01 (6) 24v Ignition Voltage to Coil of Relay 2
The connection to fuses A01 6 and 8 is via terminals 6 and 8 of the XL connector. The
connection to fuse 34 is made directly into the fuse holder
NOTE : On conversions built before January 2012, the 24v switch supply is from Fuse 8 only
and supplies the Voltage Converter and the coil of Relay 2.
Fuse 6
24v SW
Fuse 8
24v SW
Fuse 34
24v Batt
Figure 1.
2. Body Builder Electrical Connections (see Figure 2.)

FA Connector pin 8 24v sidelight voltage for LNG Level Gauge dimmer circuit
FA Pin 8
Location of Dual-Fuel Fuses and Relays

The Voltage Converter and Dual-Fuel system Relays and Fuses are located in the Rear
Electrical Centre. This is located on the RHS of the Cab in the stowage area (see Figure 3.)
Fuses
1 to 5
1 4
D1 2
5
3
R1 R3
R2
Figure 3.
IMPORTANT
Both 12v and 24v supplies and Relays are used in the Rear Electrical Centre. Care
must be taken that the Relays are not mixed or swapped for the incorrect voltage type.
Table 1. Dual-Fuel System Fuses (see Figure 1 and 3)

Amp
Fuse Supply From When? Supply To
Rating
24v permanent supply to:
A01 Voltage Converter
24v Battery Voltage Permanent 15A
(34) (Terminals 7 and 10) via CLP (2)
and RE (2)
A01 24v Key Switch
Ignition On Coil of Relay 2 15A
(6) Voltage
24v Key Switch supply to:
A01 24v Key Switch Voltage Converter
Ignition on 15A
(8) Voltage (Terminal 3) via CLP (3)
and RE (3)
12v permanent supply to:
a) Motohawk ECU (J1-B8) via
Fuse 1 12v Batt from RE (5) and P1 (20)
Permanent 15A
Converter b) Diagnostic Connector D1 (B)
c) CAN Gateway and SCR
overwriter, P5 (13) and P6 (13)
12v supply to:
a) Motohawk ECU J2-A18and J2-
A19 via RE (7) and P1 (4)
Fuse 2 SOLPWR (12v) from Engine
b) Lambda Sensor P23 (5) via RE 15A
R1 (30) Running
(7) and P1 (4)
c) Gas Injectors
d) SOV P5(A)
Gas Solenoid Injector 12v supply to:
Fuse 3 Engine
Power (12v) from R2 a) DTEC J3 (8) 15A
Running
(87) b) LOV Via Inertia Switch
12v supply to:
a) Motohawk ECU J1-B2 via RE (6)
and P1 (21)
b) LNG Tank Harness P2 (3) for
Sender Unit via RE (6)
Ignition on.
Fuse 4 and P1 (21)
12v Ignition No fault 5A
c) CAN Gateway and SCR
condition.
overwriter, P5 (2) and P6 (2)
d) CRB Relay Coils J1(7) and
J12(12)
12v supply to
a) Instrument Harness CLR (2) for
Ignition on. LNG Level Gauge and Lamps
Fuse 5 12v Ignition No fault via RE (20) 5A
condition. b) Mode Lamp Relay (R3) coil (86)
Table 2. Dual-Fuel system Relays (see Figure 3)

Relay Voltage Energised by Unswitched State Switched State
Rating
Hawk ECU terminal 12v to Terminal 87 12v SOLPWR output
J1-B18 provides supply from Voltage from Terminal 30
ground to coil (85) Converter (VC 5)
when ECU powers up
R1
Connected to Voltage
SOLPWR 12v
12v supply from Converter Ground (VC
Relay
Voltage Converter (VC pins 11 and 12) via
pins 4 and 5) to coil relay terminal 87a
(86)
No output
Permanent ground to
coil (85) 12v voltage at terminal 12v Solenoid Power
87a supply from terminal
R2 24v supply from 87 through Fuse 3
Gas Fuse A01 06 to to, LOV and DTEC
24v
Power coil (86) via CLP pin 3
Relay and RE pin 3
SOLPWR 12v supply

to terminal 30
Hawk ECU terminal Diesel Mode Lamp is Diesel Mode Lamp
J1-B18 provides grounded at Voltage ground is switched
ground to coil (85) Converter 12v GND to ECU pin J2-B15
when ECU powers up through 87a through relay
R3 (about 30 seconds Mode Lamp power is terminal 87
Mode after ignition is 12v Ignition Voltage
12v
Lamp switched on) from Fuse 5.
Relay
12v Ignition Voltage
from Voltage
Converter through
Fuse 5 and Diode
Motohawk ECU Twin Pole relays Twin Pole relays
terminal J2-B17 connect J1939-1 divert J1939-1
provides ground to CANbus directly from CANbus via CAN
CRB Coils (J1 pin 60 when VECU to EMS Gateway and
Relays ECU powers up. ECU connection to Hawk
12v
K1 and removes ground if ECU
K2 (CAN) CAN fault detected
12v supply from Fuse

2 J1 pin 7.
Release of Gas Door Starter circuit through Starter circuit
Switch so it returns XM plug pin 3 made through XM plug pin
to closed position through 87a (J2 pin) 3 broken when relay
CRB
and provides a and 30 (J1 pin 11) is powered.
Relay K3
12v ground to coil (J2 pin
(Start
1)
inhibit)
12v supply from Fuse
2 to coil (J1 pin 12)
NOTE: Relays 1 to 3 are not standard relays, they incorporate diodes. Make sure correct
spare part is used when replacing.
NOTE: Relays K1,K2 and K3 are located in the CRB (Configurable Relay Board)
See Figure 5
Location of Ground Ring Terminal

Floor Harness Ring Terminal 1:4 (see Figure 4.) in Body Builder Electrical Centre
Figure 4.
Location of REC Components

In Rear Electrical Centre (see Figure 5.)
Voltage CRB
converter
SCR
Overwriter
CAN Gateway
ERE
ERE
RZ
RE RE
REC Harness RE
Edge REC
Harness
Figure 5.
Wiring Harnesses and Connectors

Figure 6 shows a schematic view of the electrical harness layout in the Dual-Fuel system and
identifies the main connectors.
Fault Codes
Solenoid voltage raw low fault (19)
This fault is set if the SOLPWR voltage drops below 4v
Solenoid voltage low fault (20)
This fault is set if the SOLPWR voltage drops below 10.5v in Dual-Fuel Mode
Solenoid voltage high fault (21)
This fault is set logged if the SOLPWR voltage exceeds 15.95v
Voltage filtered low fault (22)
This fault is set if the SOLPWR voltage drops below 10.5v in Diesel Mode
Relay drive fault (49)
This fault is set if there is a short circuit across the SOLPWR Relay coil.
All these faults will prevent entry into or cause exit from Dual-Fuel mode. They are all re-
settable faults.
Diagnostic Tests
SOLPWR Relay Test
TM
It is possible to test the correct function of the SOLPWR Relay using the Hawk Diagnostic
Tool. With the ignition on select Power Relay from the Tests drop down menu and proceed
with the test (see figure 7.)
Check the box as shown
Click the Run Test button to start

the test.
The relay will click when

activated.
This message indicates the test is

complete
Figure 7.
Electrical Connections.
Figure 8 (a and b ) shows the electrical connections to the engine and chassis mounted
components.
Figure 8a pre January 2012
Figure 8b after January 2012
Figure 8a.
Figure 8b.
Figure 9 shows the electrical connections to the dashboard components.
Figure 9.
Fault Finding Table for Switched Power Supply to Hawk ECU

Use in conjunction with wiring schematics if Diesel Mode lamp does not come on when
engine first started (from cold).
Carry out the following checks if any of the following occur:

Diesel Mode Light does not behave as expected when ignition is turned on (illuminate
for 6 seconds then go off for 30 seconds before beginning to flash blink codes if any
previous faults are stored).
Diesel Mode Light does not illuminate when engine is started
There is no communication with Diagnostic Tool
Expected Result Achieved

Test Conditions
Result Y N
1 Is fuse 4 Ignition off Fuse not Check Go to 14
blown blown security of
fuse in fuse
holder then
go to 3
2 Is fuse 5 Ignition off Fuse not Check Go to 16
fuse in fuse
holder then
go to 3
3 Measure Ignition on. Fuses 4 and 5 13v +/- Go to 17 Go to 4
voltage at removed 0.5v
terminal 1 of
fuse holders
4 and 5
4 Is fuse F34 Ignition off Fuse not Check Go to 8
fuse in fuse
holder, then
go to 5.
5 Is fuse F08 Ignition off Fuse not Check Go to 8
fuse in fuse
holder, then
go to 6.
6 Check RE Connector un-plugged 13v +/- Go to 9 Go to 7
voltages at from RZ on REC. 0.5v
RE connector Measure voltage at pin 2 with
on Cab Floor ignition off.
Harness Measure voltage at pin 3 with
ignition on.
7 Check power Ignition off 0 Check Locate and
supply wires RE connector voltage at repair open
to REC for disconnected. terminal 1 of circuit.
open circuit Fuses F34 and F08 Fuse holders
removed. F34 and F08
(ignition on) if
Resistance check:- not 24v,
investigate
F34 pin 2 to RE pin 2 Volvo wiring
F08 pin 2 to RE pin 3 for O/C

Test Conditions
Result Y N
8 Check power Ignition off Open Go to 11 Locate and
supply wires RE connector circuit repair short
to REC for disconnected. circuit
short circuit Fuses F34 and F08
removed.
Resistance check:-
RE pin 2 to ground
RE pin 3 to ground.
RE pins 2 and 3 to each other
RE pin 2 to all other RE pins
RE pin 3 to all other RE pins
9 Check ground Ignition off 0 Go to 10 Repair
connection to RE connector ground
REC disconnected. connection
Resistance check:-
RE connector pin 1 to ground
10 Check power Ignition off 0 Go to 12 Locate and
supply wires REC removed repair open
in REC circuit
harness for Resistance check:-
open circuit RZ pin 2 to VC pins 7 and 10
RZ pin 3 to VC pin 3
11 Check power Ignition off Open Suspect Locate and
supply wires REC removed circuit Failed repair short
in REC VC disconnected Voltage circuit
harness for Converter
short circuit Resistance check:- Change
VC 7 to all other VC pins Voltage
except VC 10 Converter
VC 10 to all other VC pins
except VC 7
12 Check ground Ignition off 0 Go to 13 Locate and

connection in REC removed repair open
REC harness VC disconnected circuit
Resistance check:-
VC pins 6, 8 and 9 to RZ pin 4
13 Check Ignition off 0 Suspect Locate and
connections REC removed Failed repair open
in REC VC disconnected Voltage circuit
Harness from Converter
Voltage Resistance check:- Change
Converter to VC pin 1 to Fuse 4 pin 1 Voltage
Fuses VC pin 2 to Fuse 5 pin 1 Converter

Test Conditions
Result Y N
14 Investigate Ignition off Open Locate and
power supply RE connector Circuit Go to 15 repair short
for short unplugged ( from RZ) circuit
circuits. P2 connector
unplugged
J1B connector
unplugged
Resistance check:-
RE pin 6 (CAB Floor Harness)
to ground and to all other pins
on RE connector
15 Investigate Chassis Harness Open Eliminate the Locate and

REC Edge Connection RE Circuit following repair short
Harness for unplugged from RZ on components circuit
short circuit REC as cause of
short circuit
RE connection on
REC Edge Harness Hawk ECU
unplugged from RE Sender Unit
within REC Overwriter
Gateway
J1 and J2 removed CRB
from CRB
P5 and P6 removed
gateway and
overwriter
Resistance check:-
pin 6 on RZ to all other pins
on RZ
16 Investigate Ignition off Open Suspect Locate and
power RE connector Circuit failed Mode repair short
supplies to unplugged ( from RZ ) Lamp / Fuel circuit
Mode Lamp/ FG connector Gauge
Fuel Gauge unplugged assembly
assembly for
short circuits Resistance check:-
RE pin 20 to ground and all
other pins on RE Connector
17 Investigate Ignition off 0 The fault is Locate and

switched RE connector not related to repair open
power unplugged J1B the switched circuits.
supplies for connector unplugged power supply
open circuits FG connector
unplugged
Resistance check:-
RE pin 6 to J1B pin 2
RE pin 20 to FG pin 5
Fault Finding Table for SOLPWR and Gas Solenoid Power

Supplies
Use in conjunction with wiring schematic (Figure 8.)
Use Steps 1-9 to Investigate Faults to do with SOLPWR supply to Hawk, Injectors and SOV
Use steps 10 to 18 to investigate switched power supply to DTEC and LOV from RZ
Test Conditions
Result Y N
1 Test that Relay 1
SOLPWR clicks
Relay is Ignition On. when test
Go to 2 Go to 3
working using Carry out Power Relay Test is carried
Diagnostic out.
Tool
2 Test that Solenoid
SOLPWR Voltage
Relay is Ignition On. field reads
Go to 10 Go to 7
working using Carry out Power Relay Test 12v when
Diagnostic test is
Tool carried out
3 Check
voltage at
Relay R1
Ignition off 13v Go to 5 Go to 4
relay base
terminals 86
and 87
4 Check
continuity
between Suspect
Locate and
relay base failure of
repair open
terminals 86 Ignition off power
0 circuit in
and 87 and REC removed supply from
REC
Voltage Voltage
Harness
Converter Converter
terminals 4
and 5
5 Ignition off
Check
continuity of Locate and
Resistance check:-
coil ground 0 Go to 6 repair open
Relay base terminal 85 to
connection to circuit
Hawk ECU connector J1B pin
Hawk ECU
18
6 Engine
Engine running
Check for Running Suspect
Relay 1 removed
ground from 0 Replace R1 failed Hawk
Hawk ECU with a new ECU (or
Resistance check:-
with engine Engine 12v Relay ECU ground
relay base terminal 85 to
running stopped connection)
ground
O/C
7 Check
security of
Is fuse 2
Ignition off No fuse in fuse Go to 8
blown?
holder then
go to 9

Test Conditions
Result Y N
8 Ignition off
Relay R1 removed
Suspect
ECU connector J2A
failed Hawk
removed
ECU or
Lambda Sensor
Lambda
Insulation connector P23
Sensor
check disconnected Locate and
Open Or short to
between All gas injector repair short
Circuit ground on
Relay R1 and disconnected circuit
gas injector
Hawk ECU SOV disconnected connection.
(P5) Or short
circuit at
Resistance check:- SOV
J2A pins 18 and 19 to ground
and to all other pins on J2A
9 Ignition off
Check Relay R1 removed
continuity Repeat Locate and
between Resistance check:- 0 checks from repair open
Relay R1 and J2A pins 18 and 19 to relay 1 circuit
Hawk ECU base pin 30
10 Check Relay R1 removed

continuity Relay R2 removed
Locate and
between
0 Go to 11 repair open
SOLPWR Resistance check:-
circuit
(R1) relay 1 base terminal 30 to
and Relay R2 relay 2 base terminal 30
11 Wire Link in place
between 30 and 87 on
Check for Relay R2 Base
Repair open
voltage at Ignition on 13v Go to 12
circuit
Fuse 3
Measure voltage at Fuse 3
terminal 1
12 Is Fuse 3
Ignition off No Go to 16 Go to 13
blown?
13 Ignition off
Fuse replaced
Relay R2 removed
Insulation LOV disconnected
checks to J3 disconnected Locate and
Open
Cab and (DTEC) Go to 14 repair short
circuit
Chassis circuit
wiring Resistance check:-
Relay base (Relay R2)

terminal 87 to ground
Test Conditions Expected Result Achieved

Result Y N
14 Ignition off.
Fuse replaced
Locate short Replace
circuit Open LOV or
Reconnect LOV and J3 in turn. Go to 15
causing fuse circuit DTEC as
After each connection check
to blow appropriate
resistance to ground at relay
base terminal 87
15 Eliminate
Fuse replaced
Identify failed LOV or
Connectors Repeat
component Fuse does DTEC as
reconnected checks from
causing short not blow cause of
Engine running 12
circuit failure and
replace
16 Ignition off
LOV and J 3
Check for
disconnected
open circuit Locate and
in Cab and 0 Go to 17 repair open
Resistance check:-
Chassis circuit
Gas Power Relay (Relay R2)
Wiring
terminal 87 to LOV pin A and
J3 pin 8
17 Check
Check power Measure volts at
supply from
supply to terminal 86 13v Go to 18
Fuse 06 to
Relay R2 Ignition on
relay base
18 Power
Check Resistance check:- Locate and
supply OK
ground at Relay R2 terminal 85 to 0 repair open
to DTEC
relay base ground circuit
and LOV
GENESIS EDGE DIAGNOSTIC MANUAL
200299 DATA LINK COMMUNICATION DIAGNOSTIC GUIDE Page 1 of 11
DATA LINK DIAGNOSTIC GUIDE

Two Volvo Data-Links are used by the Genesis Edge Dual-Fuel System. These are J1939-1
and J1939-7.
J1939-1 Data Link

Background.
On the Volvo FM13 and FH13, the vehicle controller (VECU) sends a VECU Requested %
Torque in message CCVS via the J1939-1 Data-Link to the engine controller (EMS). The
VECU controller calculates this in response to inputs from the Accelerator Pedal, Speed
Limiter and Cruise Control. The VECU Requested % Torque is read off the Data-Link by the
EMS. Other systems on the truck write Requested % Torque messages to the Data-Link (for
example, the I-Shift gearbox when it executes a gear change). These messages have a
higher priority than VECU Requested % Torque. The EMS writes a message, EEC1(0) to the
Data- Link that contains the % Requested Torque it has been asked to produce (by
whichever request has highest priority) and Actual % Torque, reflecting the % of maximum
engine torque being produced from the actual fuelling of the engine.
Control of Dual-Fueling by Modified Torque Request (TSCI)

TM
The Dual-Fuel system relies on being able to take control of the diesel injection quantities.
TM
To achieve this, the Hawk ECU is connected to a node on the J1939-1 Data-Link. The
TM
Hawk ECU reads the % Requested Torque and engine speed from the EEC1(0) message
and translates this into a total fuel demand for the engine. It reads from a map in the software,
how much of this fuel should be gas and how much diesel. The diesel quantity is translated
within the ECU to a Modified Torque Request (TSC1) which is written to the Data-Link. This
is read by the EMS and determines the diesel injection quantities.It has a higher priority than
the VECU Requested % Torque.
Function of Gateway Modified Actual % Torque Message

When Modified Torque Request (TSC1) has priority, Actual % Torque reflects the fuelling
TM
demanded by the Dual-Fuel system. This value is read off the Data-Link by the VECU, I-
Shift, ABS, EBS etc. If these were to see a much smaller Actual % Torque value than the
real torque being produced by gas and diesel fuelling they would react to it accordingly. To
stop this, a device called a CAN Gateway is used. This device is installed in series in the
J1939-1 Data-Link between the EMS and VECU. It modifies the EEC1(0) message from the
EMS so that the Actual % Torque value is replaced by Modified Actual % Torque (which
equals the % Requested Torque value) and writes this modified message EEC1(1) to the
Data-Link, from which it is read by the other system ECUs. In this way, they see the % torque
TM
being produced by Dual-Fuel fueling.
Requested % Torque messages from other systems (Gearbox, ABS, EBS) have higher
TM
priority than TSC1. When one of these is being sent, the engine will remain in Dual-Fuel
mode but will receive full diesel fueling while they are being transmitted (for example, during
an I-Shift gear change).
Other information From J1939-1 Data-Link

The Hawk ECU additionally reads engine speed, Vehicle Speed, Engine coolant temperature
and Engine Torque Mode from the data link. The Gateway can also be used to modify the
cooling fan control message.
Approval
19/03/2012 AH SP SOK 08/05/2012 200299
200299 DATA-LINK COMMUNICATION DIAGNOSTIC GUIDE Page 2 of 11
J1939-7 Data-Link
When gas is being burned, the amount of SCR injected into the exhaust is reduced. Another
Gateway device called the Overwriter is used in the J1939-7 Data-Link on the vehicle
between the EMS and VECU. This device also alters EEC1(0) so that the Actual % Torque
value = % Requested Torque and additionally overwrites the SCR injection message from
the EMS to the VECU with a reduced SCR request. The Hawk also reads SCR inlet
temperature from the J1939-7 Data-Link.
A schematic of the Data-Link communications is shown in Figure 1.
EC1(0)
ECT, ACT
EEC1(0)
RPM
Actual % Torque
EEC1(0)
Requested
% Torque
HAWK
EMS
CCVS
Km
Vehicle Speed
VECU Requested Torque
SCR
EEC1(1)
Modified Actual % Torque (QNET)
TSC1
Modified Torque Request (QDIESEL)
GATEWAY
OVERWRITER
ABS
J1939-1
ISHIFT
SCR - modified
EEC1(0) - modified
Modified Actual % Torque(QNET)
J1939-7
EBS
EEC1(0) - modified
Modified Actual % Torque(QNET)
VECU
Figure 1 Dual-Fuel Volvo FM/FH13 Data-Link Schematic

Function of CRB
The CAN Gateway and Overwriter have both switched and un-switched 12v power supplies.
Because the Gateway breaks the Data-Link between the VECU and EMS, any failure of the
Gateway or Gateway power supply would lead to Data-Link faults with the VECU and EMS.
To protect against this, the Dual-Fuel system uses a series of 4 relays in a device called the
Configurable Relay Board or CRB. The relay coils receive a permanent 12v supply. They are
TM TM
grounded by the Hawk ECU when it powers up. If the Hawk does not receive one of the
messages it should from the Data-Link (Vehicle Speed, % Requested Torque, Engine Speed
or Actual % Torque) it withdraws the ground from the CRB, causing the four relays to close
and restoring the Data-Link between VECU and EMS. Figure 2 shows the Data-Link
TM
connections to the CRB in the powered state. The node linking the Hawk to the J1939-1 is
made within the CRB as illustrated. If the CRB is disconnected, it will trigger faults on the
TM
truck and communication between the J1939-1 Data-Link and the Hawk will be lost. If the
power supply to the CRB is lost, the truck will operate as a standard Volvo diesel but
TM
communication between the J1939-1 Data-Link and the Hawk will be lost.
If the power supply to the Overwriter fails, too much Adblue will be injected for the NOx levels
TM
in Dual-Fuel mode. This will not create an emissions issue.
CRB
EMS VECU
HAWK CAN J1939-1

GATEWAY
CANbus
Figure 2. J1939-1 Data-Link connections to CRB
Diagnostic Connector
TM
There is an additional Data-Link connecting the Hawk to a J1939 connector D1 located in
TM
the Rear Electrical Centre. This is used to connect the Hawk Diagnostic Tool. There is also
a connection from the J1939 Data-Link to the Diagnostic connector.
Fitting a New CAN Gateway or Overwriter
If a new CAN Gateway or Overwriter is fitted care must be taken to order the correct
part number as this is determined by the software flashed to the module and this is
vehicle specific. A different Gateway module is used if Fan Control is utilised by Dual
Fuel system.
Diagnostic Tests
Restoring Volvo Data-Links to eliminate Dual-Fuel System
It is possible to restore the Data-Link wiring back to the original Volvo standard. To do this
access the MA bulkhead connector.
Remove MA connector and the adjacent CAP Engine Harness connector P1.
Remove back-shells from both connectors.
Split the halves of connectors apart.
Assemble black half out of P1 connector with white half from MA connector, replace back-
shell and plug in to Volvo MA socket.
This completely restores Volvo Data- Links.
If the vehicle is run in this configuration it will not go into Dual-Fuel mode. Re-assemble as per
Figure 3. to restore Dual-Fuel system CAN wiring.
CRB
TO
10 8
VECU
CAP Cab
Harness
Bulkhead
Connector
P1
4
3
CAP Engine Volvo
Harness Bulkhead
Connector Connector
P1 MA
TO
OVERWRITER
11 3
26
10
27 CAP Cab
TO Harness
HAWK Volvo Connector
Connector MA
TO MA
EMS
Figure 3. Dual-Fuel CAN connections (back-shells omitted for clarity)
If a Data-Link error on the vehicle system goes away when this is done, it indicates that the
root cause is with the Dual-Fuel system. If it does not then the root cause is with the vehicle
system.
Blue Values on Engine Parameters Screen

The values that appear in blue on the engine parameters screen of the Diagnostic Tool are
read from the J1939-1 Data-Link directly. If they do not display it indicates loss of
communication between the Diagnostic Tool and the Data Link ( or a possible Data-Link
error).
If the engine speed is not displayed on the system when the engine is running, this indicates
a loss of communication between the Hawk and the J1939-1 datalink.
Fault Codes
The following Fault Codes are relevant
SPN 2 FMI 8 ECM ( No Pulse Set )(3)

TM
This fault is set if message EEC1(0) from the EMS is not seen by the Hawk ECU for 200ms.
This can occur if:
1. The switched or un-switched power supply to the Gateway or Overwriter is missing.

2. The CRB relays fail to actuate when the engine is running.
3. The Gateway is faulty.
4. The Overwriter is faulty
5. One of the Data-Link wires between the Gateway and CRB, the CRB and Hawk, the
EMS and CRB or the VECU and CRB are broken.
6. Corrupt signals on the J1939-1 Data-Link caused by a faults control module
This is a Re-settable Fault and will be re-set when the fault conditions clears.
This fault can be set with Ignition On and in both Diesel and Dual-Fuel mode.
TM
When this fault is set the Hawk withdraws ground from the CRB. This restores direct Data-
Link connection between EMS and VECU controllers (provided the fault is not in the CAN
connections between the VECU and CRB or EMS and CRB). If the fault clears the ground to
the CRB is restored.
SPN 4 FMI 8 ECM Bad Duration Fault (5)

TM
Modified Actual Torque % value in EEC1(1) CAN message sent by Hawk ECU exceeds
value of % Requested Torque value in EEC1(0) CAN message by more than 50mm3 per
firing cycle for 500ms. This would indicate that the engine is receiving too much fuel.
TM
Fault can be set in Dual-Fuel mode only and only at engine speeds of above 700rpm.
This is a Critical Fault and cannot be cleared until the engine has been stopped and re-
started.
Electrical Connections
TM
Figure 4 is a schematic showing the CANbus wiring on the Dual-Fuel Volvo Genesis
Figure 4.
Fault Finding Tables

Use in conjunction with wiring schematics.
Table 1 No Communication with Hawk Diagnostic Tool (CAN-1)

Test Conditions
Result Y N
1 Check that Diesel Switch vehicle Yes Go to 2. Investigate power
Mode light ignition on. supply to ECU. See
illuminates for a Power Supply
short period when Diagnostic Guide.
ignition is switched
on.
2 Check continuity of Ignition off. 0 +/- 3 Go to 3. Locate and repair
Data-Link wires Remove ECU open circuit
from Hawk ECU to plug J1-C.
J1939 connector. Bridge together
pins J1-C17 and
J1-C18
Measure
resistance
between J1939
connector pins J
and H on D1
3 Check insulation of Ignition off. Open Vehicle Locate and repair
CANbus wires from Remove bridge circuit in wiring is short circuit.
ECU to J1939 between J1-C17 all 3 OK.
connector. and J1-C18. cases. Check if
Leave ECU plug computer
J1-C and tool
disconnected. works on
Measure another
resistance vehicle.
between D1
connector pins J
and H and
between each pin
separately and
ground.
Table 2 J1939 Data-Link Diagnostic Table

(refer to schematic in Figure 4)
Note : When investigating an open circuit check connections for pushed-back pins and do a
pull test on the wires to test the crimping in the terminals

Test Conditions
Result Y N
1. Check for active Both with ignition on and Data-link Go to 2 Go to 4
data-link faults on with engine running faults are
Cluster Diagnostics or present
VCADS
2. De-power CRB and Remove fuse 4 and repeat Data-link Go to 3 Go to 5
repeat checks in 1. checks in 1. faults are
present
3. Reconnect Volvo MA connector re connected Data-link Investigate Go to 5
wiring at MA as normal FM/FH otherwise faults are as normal
connector at Cab Inlet as 1. present. truck
and repeat checks in problem.
1.
4. Check Data-Links Disconnect RE connector

in Floor harness and from REC. Disconnect
Engine harness to connector J1B from Hawk
Hawk ECU ECU
Test (i) Bridge together pins 10 and 0 Do test (ii) Investigate

11 on RE connection on engine
Floor Harness. Continuity harness
check between pins 9 and and floor
harness for
10 on J1B. open circuit
on J-1939-1
data-link.
Repair or
replace
harness as
appropriate
Test (ii) Remove bridge from RE Open circuit Go to 6 Investigate

connectors. Continuity engine
check between pins 10 and harness
11 on RE connector and and floor
harness for
between each pin and the short circuit
other pins on the connector. on J-1939-1
data-link .
Repair and
replace
harness as
appropriate

Test Conditions
Result Y N
5. Check data-links Disconnect ERE connect
between REC and from REC Disconnect MA
P1/MA connectors in connector from Cab Inlets
floor harness Disconnect P1 connector
from Cab inlets
Test (i) Bridge together pins 4 and 5 0 Do test (ii) Investigate

on ERE connector. Edge Floor
Continuity check between Harness for
pins 3 and 4 in P1 socket in open circuit
in Data-Link
Cab Inlets repair or
replace as
appropriate
Test (ii) Bridge together pins 6 and 7 0 Do test (iii) Investigate

in ERE connector. Edge Floor
Continuity check between Harness
pins 3 and 4 on MA plug for open
circuit in
(CAP connector ) Data-Link
repair or
replace as
appropriate
Test (iii) Bridge together pins 1 and 2 0 Do test (iv) Investigate

on ERE connector. Edge Floor
Continuity check between Harness for
pins 10 and 11 on P1 socket open circuit
in Data-Link
and pins 10 and 11 MA plug repair or
replace as
appropriate
Test (iv) Continuity check Data-Link O/C Go to 6 Investigate

pins on P1 socket and MA Edge Floor
plug to each other and to Harness for
other pins on the connectors short circuit
on Data-link
P1 pins 3+4 wires.
P1 pins 10+11 Repair and
MA pins 3+4 replace
MA pins 10+11 harness as
required
6. Check connectors REC removed. VC J1 , P5

inside REC and P6 connectors removed
from CRB, Gateway and
overwriter.
Test (i) Switched Continuity check between 0 Do Test (ii) Repair or

power supply to CRB, fuse holder 4 and : replace
Gateway and J1 pin 7 harness to
overwriter P5 pin 2 eliminate
P6 pin 2 open or
short
These 3 pins to all the other O/C circuit.
pins on their connectors

Test Conditions
Result Y Y
Test (ii) Unswitched Continuity check between 0 Do test (iii) Repair or
power supply to fuse holder 1 and : replace
Gateway and P5 pin 13 harness to
overwriter P6 pin 13 eliminate
open or
These 2 pins to all the other O/C short
pins on their connectors. circuit.
Test (iii) Ground Continuity check between 0 Do test (iv) Repair or
circuit to Gateway and VC pins 6,8 + 9 and : replace
overwriter P5 pin 14 harness to
P6 pin 14 eliminate
open or
These pins to all the other O/C short
pins on their connectors circuit.
Test (iv) Switch signal Continuity check J1 pin 6 to 0 Do test (v) Repair or
to CRB ( in REC ) ERE pin 3 replace
harness to
Continuity check J1 pin 6 to All O/C eliminate
all other pins on open or
J1 connector and to RZ short
connector pin 4 (ground) circuit.
Test (v) Data-links Continuity check: All 0 Do test (vi) Repair or
between ERE J1 pin 8 to ERE pin 5 replace
connector and J1 J1 pin 3 to ERE pin 4 harness to
connector J1 pin 10 to ERE pin 7 eliminate
J1 pin 1 to ERE pin 6 open or
short
These pins to each other All O/C Do test (vi) circuit.
and other pins on the 2
connectors.
Also to RZ connector pin 4
(ground)
Test (vi) data-link Continuity check All 0 Do test Repair or
between CRB and J1 pin 9 to P5 pin6 (vii) replace
Gateway and J1 pin12 to P5 pin 7 harness to
Overwriter J1 pin11 to P5 pin 9 eliminate
and P6 pin 9 open or
J1 pin 5 to P5 pin 8 short
And P6 pin 8 circuit.
The pins on each connector All O/C

to each other and the rest of
the pins on the connector.
Test (vii) Data-links to Continuity Check All O/C
Diagnostic Connector J1 pin 5 to D1 pin D
D1 J1 pin 11 to D1 pin C
D 1 and D and C to each

other and the other pins on
the D1 connector.
Test (viii) J1939-7 Continuity check P6 pin 6 to All 0 Go to 7
Data-link wires ERE pin 2
P6 pin 7 to
ERE pin 1
All O/C
P6 pins 6 and 7 to other
pins on P6 connector

Test Conditions
Result Y Y
7. Check Alive signal REC still removed as for 6 Go to 8 Repair or
connection ( Switched replace
ground for CRB) to Continuity check between 0 harness
Hawk ECU pin 3 of Edge Floor Harness (Edge
connector ERE and Hawk Floor
ECU connector J2B pin 17 Harness
on Engine
Continuity check between O/C Harness)
J2B pin 17 and other pins to rectify
on J2B connector. open or
short
circuit as
required
8. Eliminate Disconnect Overwriter Replace Go to 9
Overwriter as root connector P6 but plug in Overwriter
cause other connectors in REC
and reconnect REC and
ERE and RE connectors on No faults
floor harnesses present on
either
Check Volvo cluster for system.
active Data-link faults with
ignition on and engine
running
Check Hawk for No Pulses

Sort Fault
9 Eliminate gateway Reconnect P6 Go to 10

as root cause Disconnect P5 ( Gateway)
No faults on Fit new
Either : either Gateway
Join pins 6 to 8 system
And 7 to 9 on P5 (CAP or
Volvo)
Or: relating to
Fit new gateway to P5 Data-links
Repeat checks in 8
10 Remove pins 9 and 10 from No If there Reconnect

ECU connector J1B and Data-link were everything
replace connector in the faults on previous as normal,
Hawk ECU Volvo faults on clear faults
system Volvo and road
Connect all connections in System test to see
REC normally from steps if faults re-
1-3 then occur, If
Check for Data-link faults on replace they do re
Volvo systems with ignition Hawk ECU test.
on and with engine running
200287 Shut Off Valve (SOV) Diagnostic Guide Page 1 of 9
Shut Off Valve (SOV) Diagnostic Guide

The Shut Off valve (SOV) controls the flow of gas into the Gas Injector Block.
The Lock Off Valve (LOV) controls the flow of gas from the LNG containment on the chassis
to the engine.
Both Valves are normally closed solenoid valves. They are identical parts.
The power supply to the valves is 13v +/- 1v from Relay 1 (SOLPWR relay) and is activated
when Hawk ECU receives on engine speed signal and switches on the relay.
Relay 2 (Gas Power Relay) provides an interlock on the power supply to the LOV. This relay
is switched on by the vehicle ignition.
The power supply to the Lock Off Valve is additionally routed through the Inertia Switch in the
Rear Electrical Centre. If this is tripped, the power supply to the LOV is stopped until the
switch is re-set.
Both valves rely on up stream gas pressure to hold them in the closed position. The coil is not
strong enough to withdraw the plunger from the seat against this gas pressure. Opening is a 2
stage operation. Firstly, the upper part of the plunger lifts, breaking a face seal on the top of
the bore through the lower part of the plunger. Gas pressure equalises across the plunger
seat when this happens, and the plunger fully withdrawn.
The LOV is opened when the Hawk ECU provides a ground to the solenoid coil when the
engine is running. It is closed when the engine stops.
The SOV is opened when the Hawk ECU grounds the solenoid coil when the engine goes into
Dual-Fuel mode. It is closed on exit from Dual-Fuel mode.
The SOV is additionally used in the system self-test procedure which takes place when the
TM
engine is started, and must be passed before the Hawk ECU allows Dual-Fuel Mode
operation as described below.
See System Description for location of SOV and LOV
Automatic Check of SOV and Gas Injectors.

STEP 1 - Pressurise the Gas Injector Block
The Natural Gas Pressure (CNGP) value is checked by the HawkTM ECU.
If CNGP < 500kPa then SOV is opened to allow gas pressure into gas Injector Block.
If CNGP > 500kPa there is already sufficient gas pressure in the gas Injector Block and the
SOV remains closed for the next step.
Approval
08//12/2011 AH SP SoK 19/04/2012 200287
STEP 2 Verify That the SOV Closes
The SOV remains closed, trapping the gas pressure in the Injector Block; then the gas
injectors are cycled to bleed down the pressure.
The HawkTM ECU monitors how long it takes for CNGP to decrease to a pressure equal to the
Manifold Air Pressure +10kPa. If this is not achieved in 10 seconds then a critical fault is set.
STEP 3 Verify That the SOV Opens
The injectors stop firing and the SOV is opened again to let gas into the Injector Block. The
HawkTM ECU monitors CNGP. If CNGP does not increase a value greater than 500kPa in
less than 10 seconds then a critical fault is set.
STEP 4 Verify That the Gas Injectors Dont Leak
The SOV is closed again to trap some gas in the Gas Injector Block. The injectors are not
fired. The HawkTM ECU monitors the decrease in CNGP over a period of 10 seconds. If
CNGP decreases by more than 175 kPa in this period then a critical fault is set.
Fault Codes
SPN 10034 FMI 31 SOV Drive Fault (45) is set if the SOV coil or the LOV coil is not drawing
current when the valves are is commanded open. It indicates a short or open circuit in the
engine harness wiring to the coil. This fault will not alone cause causes exit from Dual-Fuel
mode.
SPN 10043 FMI 7 SOV Gas Leaky Valve (57) is set if the pressure in the Gas Injector Block
decays by more than 175 kPa in 10 seconds(leak rate of >17.5 kPa/second during step 4 of
the SOV test. The fault generally indicates that one or more gas injectors are leaking (see
Gas Injector Diagnostic Guide). This is a Critical Fault. Once it is set the engine will not
attempt to go into Dual-Fuel mode until it has been stopped and re-started.
SPN 1004 FMI 7 SOV Gas Pressure Does Not Rise (58) is set if the gas pressure in the
Injector Block does not increase to a value >500 kPa in 10 seconds after the valve is opened
in step 3 of the SOV Test. It can indicate that the SOV has failed to open.
This fault code can also be set for reasons un-related to the SOV:
a) Gas tank(s) turned off
b) No gas in tank(s)
c) Tripped Inertia Switch
d) Failed Lock Off valve. LOV
This is a Critical Fault. Once it is set the engine will not attempt to go into Dual-Fuel mode
until it has been stopped and re-started.
SPN 10045 FMI 7 SOV Gas Pressure Stays High (59) is set if the gas pressure in the
Injector Block does not fall to <MAP +10kPa within 10 seconds of the injectors firing in step 2
of the SOV Test. This fault indicates that either the SOV is not closing properly or that the
injectors are failing to open.
This is a Critical Fault. Once it is set the engine will not attempt to go into Dual-Fuel mode
until it has been stopped and re-started.
Note:
Be aware that the valve plunger has two parts. In the case of severe wear to the bore of the
plunger housing, it may be possible that the bottom half of the plunger pulls back in to the
upper half enough to allow gas through the valve, but the upper part of the plunger sticks in
the bore and the valve does not fully open. This causes a flow restriction. An SOV or LOV in
this condition will not cause the SOV test to fail but the flow restriction would cause a low gas
pressure fault to be set whenever the engine demands a substantial quantity of gas. In this
case replace the SOV or LOV is appropriate.
Diagnostic Tests
The function of the LOV and SOV can be tested with the diagnostic tool.
LOV Test
Clicking on the Run Test button powers open the LOV for 30 seconds.
(See Figure 1a)
A click should be heard from the Solenoid when the test is carried out.
Current faults are displayed at the bottom of the test screen. If the fault code
SPN 10034 FMI 31 SOV Drive Fault appears when commanded then there is a
failure of the electrical connections to the LOV.
SOV Test
Can be used to test SOV alone on both LOV and SOV in service (if check box is
ticked).(see Figure 1b)
CNGP (Gas Manifold Pressure ) is displayed numerically and graphically on the test
screen.
If both LOV and SOV test are commanded CNGP should reflect LNG tank pressure
or Regulator set point in kPa (absolute pressure) see gas pressure diagnostic guide
for expected values.
A click (clicks) should be heard from the solenoid valve(s) when activated.
If SOV (only) test is performed, an occurrence of SPI 10034 FMI 31 SOV Drive Fault
indicates a failure of electrical connectors to the SOV. This will appear in the current
faults field at the bottom of the test screen.
Figure 1a. LOV Test
Figure 1b. SOV Test

Figure 2. shows a schematic of the electrical connections to the SOV
Figure 2. Electrical Connections.

Face Seal
Bore in
lower
point of
plunger
Flow
Direction
Valve
al Seat
Figure 3. Shut Off Valve Assembly.

Installation Information.
To remove, hold the spring housing using a hex key while removing the flange nut and
spacer. Withdraw the coil from the body and unscrew the body/spring housing assembly.
Installation is a reverse of this procedure. Cleaning and inspection of the SOV and LOV are
included in the Dual-Fuel service schedule with an interval of 200,000km. Torque settings for
installation are tabulated in Table 1.
If the valve block is removed re-install on the correct orientation.

Higher port - gas in.
Lower port -gas out.
FLANGE NUT
SPACER
SPRING
HOUSING
COIL BODY
SPRING
O-RING PLUNGER / PISTON
Figure 4. SOV Dismantled for Cleaning or Inspection
lbft Nm inft
Valve Body 29 2 39 3 348 24
Spring Housing Nut 11 1 15 1 132 12
Table 1.
Fault Finding Table

Basic Checks :
LNG Tank Gas/Liquid valve is open.
Inertia switch is not tripped

Test Conditions
Result Y N
1 Carry out LOV Ignition On - Click from Go to 2 Investigate LOV
Test valve electrical connections
- SOV Drive
Fault not
set
2 Carry out SOV Ignition On - Click from Go to 3 Investigate SOV
Test valve electrical connectors
- SOV Drive
Fault not
set
3 Carry out Injector Ignition On CNGP Go to 4 - If pressure does not
Click Test should fall to fall SOV and LOV are
100kPa +/- not closing.
10kPa - If pressure starts to
and stay at rise again SOV is not
that closing.
pressure - Inspect valves
internals, clean and
re-test.
- Replace if necessary
4 Carry out SOV Ignition On CNGP Valves SOV or LOV not
and LOV Test should rise actuate opening.
to reflect correctly
LNG Tank Go to 5
pressure or
regulator
pressure
See Gas
Pressure
Diagnostic
Guide for
values.
5 Remove plunger Ignition On CNGP LOV LOV does not actuate
from SOV and re- should rise actuates correctly
assemble valve to reflect Physically Physically inspect and
body to block. LNG Tank inspect clean LOV. Replace if
pressure or and clear needed.
Do LOV Test regulator SOV.
pressure. Replace if
See Gas needed
Pressure
Diagnostic
Guide for
values.
GENESIS EDGE
200288 Gas Injector Diagnostic Guide Page 1 of 11
Gas Injector Diagnostic Guide

The Dual-Fuel system Gas Injector is a fast acting solenoid valve which delivers a metered
rate of gas flow into the air being drawn into the inlet ports of the cylinders. Six Gas Injectors,
are mounted in a Gas Injector Block which is attached to the Gas Mixer. The Gas Mixer is
located at the inlet to the air inlet manifold in the position normally taken by the engine pre-
heater.
The gas injectors are supplied with a 12v dropped voltage supply to pin A of their connectors
via the Solenoid Power circuit which is energised when the engine is running (the ECU
grounds the coil of the Relay 1 ( Solenoid Power )relay when it detects an engine speed
signal). The injectors are fired by a pulse width modulated (PWM) ground signal provided by
the ECU to pin B on the connector. The frequency of the signal corresponds to the firing
frequency of the injector.
The current flow through the injector coils is of a pull and hold type with 3 amps to open the
injector and 1 amp to hold it open. A current probe on an oscilloscope on one of the injector
wires should measure the pattern in Figure 1. The dwell time that the gas injector is held open
is varied to vary gas flow.
Gas Injector Coil Current
4.5
4
Period = 60/rpm
3.5
2.5
Amps
1.5
0.5
0 Dwell
-0.5
Time
Figure 1.
The actual firing of the injectors is timed so that the gas will be drawn into the relevant
cylinder on the pistons induction stroke.
Approval
9/12/10 AH SP SoK 24/04/2012 200288
GENESIS EDGE
Specifications
Coil resistance: 1.6 +/- 0.4
Coil M resistance: less than 100 M is faulty
Gas Injector hold down screw: 20 lb. in. +/- 1 (2.4 Nm)
Injector Flow Rates

The Gas Injectors are graded in production into 3 flow ratings. They are colour coded red,
black and blue to distinguish between the different flow ratings. If one or more injectors of a
different flow rate (colour) are fitted then the Gas Injector Flow Compensation (IFC) number
needs to be changed by selecting Injectors from the Calibration drop down menu on the
Clean Air Power Diagnostic Tool. This can only be done when the engine is not running.
Check the circle beneath the desired colour and click on the SET button on the screen (see
figure 2.) For simplicity it is recommended that injectors are replaced with ones of the same
flow rate if possible. The Gas Injector Flow Compensation values can be found in Table 1.
Figure 2. - Injector Flow Compensation Screen
Flow Rate
Colour Code
Compensation
Red 1.025
Black 1.00
Blue 0.975
Table 1.
GENESIS EDGE
Fault Codes
There is a fault code set for each individual Gas Injector if the Hawk ECU detects a short
circuit or an open circuit when it attempts to fire that injector.
SPN 10028 Gas Injector 1a Fault - Indicates a fault with Injector 1

FMI 5 Current Below Normal or Open Circuit

FMI 6 Current Above Normal or Grounded Circuit
These faults can be set any time the injectors are being fired (including during a Click Test or
during the automatic SOV Test sequence on startup.)
SPN 10043 FMI 7 Gas Leaky Valve (57) fault is set during the automatic SOV Test
sequence performed when the engine is started and indicates that gas is leaking past one or
more injectors when they are not being fired.
This SOV Test introduces gas pressure into the Injector Block and then closes the Shut Off
Valve (SOV); if the gas pressure falls more than 175 kPa in 10 seconds then the Gas Leaky
Valve fault is set
If fault SPN 10045 FMI 7 SOV Gas Pressure Does Not Rise (58) is set, it could possibly
indicate a gas injector that is stuck in the open position or is leaking so badly that the Gas
Pressure doesnt exceed 500kPa, during the SOV test.
GENESIS EDGE
Diagnostic Tests
There are a number of diagnostic tests that can be used to check the correct function of the
Gas Injectors.
Gas Injector Click Test

The click test supplies a PWM signal to an individual Gas Injector when the engine is not
running. The test is performed using the CAP Diagnostic Tool. With vehicle ignition on select
Injectors from the Tests drop down menu (see Figure 3.) and proceed with test as described
in Figure 4. The Pulse Width can be altered to give a longer or shorter opening time using a
slide (bigger Pulse Width = longer opening time per cycle). The field at the bottom of the
screen displays any current fault information during the click test (ie short or open circuit
faults)
Figure 3.
Set Pulse Width (opening

time) with slider
Click the Run Test

button to start the test.
Click the Stop Test

button to end the test.
Pulse width selected
Any faults current

during the test are
displayed here
Figure 4.
Once the test has started a rapid clicking should be heard from the selected injector. The
Diagnostic Tool screen additionally shows a graph of Gas manifold pressure (see Figure 5a.).
If the gas pressure is high to start with it should fall to 100 +/-10 during the click test. If the
pressure is already low before commencing the test it can be raised if required by manually
opening the Shut Off Valve (SOV) see Shut Off Valve Diagnostic Guide (200287).
GENESIS EDGE
Figure 5a.
It is possible to use this diagnostic function to test multiple injectors with one pressurisation of
the gas manifold. Set the Pulse Width low (approx 0.01) and in turn click on the start and stop
buttons in quick succession. The result is shown in Figure 5b where the 6 steps in the graph
show when the 6 injectors have been sequentially fired.
Figure 5b.
Note: If using the click test as an audible indicator only, set the Pulse Width to a higher
value.
Note: If there is no pressure in the gas manifold, low pulse widths may not manage to
actuate injections. For this reason and to avoid false diagnosis the pulse width is set to
0.1 by default when the test screen is opened.
GENESIS EDGE
Manual Leak Test using Diagnostic Tool

It is possible to manually replicate the leak test that is carried out when the engine is started
using the HawkTM Diagnostic Tool. With the engine stopped and ignition on, select Leak from
the Tests drop down menu and click the Run Test button.
Go to the Leak test.

Click on the Run Test button
If the Gas Pressure is less than 500kPa before the test starts the SOV will open briefly to
allow the pressure to rise. The leak test calculates the leak rate in kPa per second over a 10
second period. If the pressure rise is negative because the pressure was rising when the SOV
opened, the result will be displayed as Invalid. Click on the Run Test button again and a valid
test should be performed.
During the SOV test when the engine is started, if the leak rate exceeds 17.5kPa/second then
the Gas Leaky Valve fault will be set. The diagnostic test will display a Pass if the leak rate is
less than 17.5kPa/second and a Fail if it is greater. A failed test should be followed up by a
Vacuum Leak test of the injectors.
The fault field at the bottom of the screen displays any current faults set during the test. If Gas
Pressure fails to exceed 500kPa when the SOV is opened, fault code SOV Gas Pressure
Does Not Rise (58) will be displayed. This could indicate a stuck open gas injector. Verify this
with the SOV test function. The pressure will rise to a value approaching 500kPa then fall
back to 100kPa again. A stuck open injector will also fail the click test but it will not set a Gas
Leaky Valve (57) fault.
Start time
and pressure
End time and

pressure
Gas pressure
Leak Rate
Test Result
Current
Faults
Figure 6.
GENESIS EDGE
Gas Injector Vacuum Leak Test

The injectors can be tested for leakage using a vacuum. A vacuum block can be obtained
from Clean Air Power for this purpose - P/N 619647-1. This is used in conjunction with a Mity-
Vac type vacuum pump (also available from Clean Air Power). See figure 7.
Vacuum Vacuum
Pump Block
909209-1 619647-1
Figure 7.
Use the following procedure to test the Gas Injectors:
1. Verify that the vacuum pump, hose/s, and gauge hold a vacuum.
2. Ensure that the vacuum block tester is free of debris.
3. Ensure that the Gas Injector o-rings are undamaged and free of debris replace if required.
4. Install the Gas Injector into the injector vacuum block tester and pull a vacuum of 25 inches
of Hg on the top port (valve outlet).
5. If the vacuum decrease is 5 inches of Hg or greater after 30 seconds then replace the Gas
Injector.
Note: The rate of vacuum decay can vary depending on the length of vacuum hose
used. As a rule, if a Gas Leaky Valve Fault is being set, or the Diag Tool leak test fails
then one or more injectors show rapid vacuum decay when tested: these should be
replaced.
Gas Injector Coil M test.

With a Megohm meter (Mega-Tester or insulation tester) connect the ground lead to the coil
body and the power lead to one of the coil leads. At 500V, if the resistance is less than 100
M the coil has a short to ground and is faulty; replace the gas injector.
Note: The results of this test can vary with the temperature of the gas injector a hot
gas injector will have poorer insulation than a cold one so if a problem is suspected
test on a hot engine.
GENESIS EDGE
Checking Correct Gas injector Firing Order
When Gas injectors are removed or replaced They should be installed and Connected in the
correct order.
Engine harness connectors P13, P14, P15, P16, P17, and P18 should be connected to
injectors 1 to 6 in order (see Figure 8.)
To verify that the injectors are connected in the correct order use the click test on the
diagnostic tool.
Either :
Use a clamp meter on one of the pair of injectors wires to measure a current when the correct
injector is clicked.
Or:
Connect and disconnect the connector on the injector during the click test to confirm that it is
the one being tested. (Clicking should stop when the connector is disconnected)
Injector # 1 Injector # 2 Injector #3
Injector # 5
P14
Injector # 4 P13 P15 Injector # 6
P16 P17 P18
Figure 8
GENESIS EDGE
The 12v power supply to all 6 Gas Injectors is routed from Relay1 SOLPWR Relay)via Fuse
2. The PWM ground signals for Gas Injectors are from ECU Plugs J2-A and J2-B. See
schematics in Figure 9.
13V from
Fuse 2
Figure 9
GENESIS EDGE
Related Fault Conditions

The Gas Injectors should be investigated in response to the following fault conditions:
1. Lack of power in Dual-Fuel mode
2. Rough running in Dual-Fuel mode
3. White smoke from exhaust in Dual-Fuel mode
4. Gas Leaky Valve faults set.
5. Excessive black smoke at start up
6. Exhaust back- fire
Use Table 2. below as a guide to investigation.
Note: Before changing a single gas injector, check service records to see if the set of
injectors has exceeded the service interval for changing. If it has, change all 6 injectors.

Test Conditions
Result
Y N
Select Injectors from
the Calibration drop
down menu on the Injector Flow
Set Injector Flow
Diagnostic Tool. Compensation
Compensation (IFC)
1 Check that the Injector Ignition on correctly set Go to 2
correctly for all 6 Gas
Flow Compensation for all 6 Gas
Injectors.
rate (IFC) is correct for Injectors.
the Injector type fitted
(see Table 1.)
Injector
Perform click test on clicking.
2 each Gas Injector in Ignition on Pressure seen Go to 3. Go to 4.
turn to drop (see
figure 5.)
Perform Leak Test Ignition on Leakage rate
with Diagnostic Tool. after having of less than
3 Go to 10 Go to 5.
Observe leakage rate opened 17.5kPa
when test complete. SOV /second
Connect suspect
Injector to Harness
Connector for another
Injector (that has
passed its Click Test).
4 Ignition on Injector clicks Go to 6 Replace Injector
Repeat click test for
the correct Injector
number for the
Harness connector
used. (see Figure 8)
Remove Gas Injectors Loss of

and perform Vacuum Injectors vacuum of less Replace leaking
5 Go to 10
Leak test on each removed. than 1.5 in HG Injector(s)
Injector. in 30 seconds
Pins should be
Inspect pins on Ignition off
not be bent or Repair connector
6 Injector Deutsch Injector Go to 7
pushed back pins.
connector. plug off.
into connector.
GENESIS EDGE

Test Conditions
Result
Y N
Open circuit in
Engine Harness.
Repair or Replace
Engine
Measure voltage at pin
running
7 2 on Engine Harness 12.5v +/- 1v Go to 8 (If applicable to all
Injector
Connector. 6 Injectors
plug off.
investigate
Solenoid Power
supply first.)
Resistance check pin Ignition off.
1 on Engine Harness Injector
Open circuit in
Connector to plug off.
8 0 +/-3 Go to 9 Engine Harness.
appropriate pin on ECU plug
Repair or replace.
ECU plug (see off.
schematic)
Intermittent
Resistance check Ignition off. wiring fault
Injector pin on ECU Injector or failed
Short circuit in
plug (see schematic) plug off. ECU
9 Open Circuit Engine Harness.
to ground and to all ECU plug
Repair or replace.
other pins on the same off. Investigate
ECU plug. accordingly
.
Check Injector Coil
Injector
Insulation on each <100M Replace faulty
10 plug off. Go to 11
Injector with a Mega- at 500 volts Injectors
Tester
Fit new or known good
set of Gas Injectors set
Road test Leave in (or Investigate
IFC correctly and carry Problem
11 in Dual- fit) new set elsewhere for
out a road test to try resolved
Fuel Mode of Injectors problem.
and recreate the fault
condition.
SYSTEM
200289 TAB Diagnostic Guide Page 1 of 10
TAB (Turbo Air Bypass) Valve Diagnostic Guide

See System Description for location of TAB Valve.
The function of the TAB valve is to control the Air to Fuel ratio in Dual-Fuel mode in order to
achieve a desired Lambda value for gas combustion.
D/F Operation
Figure 1.
For emissions, the Lambda value needs to be controlled to be between 1.4 and 1.7 as
illustrated in Figure 1.
A Lambda value of 1 represents an Air to Fuel ratio that will result in the Stoichiometric
combustion of gas.
The HawkTM ECU compares the boost pressure needed to achieve the desired Lambda value
(RMAP) with the actual boost pressure (MAP) and expresses this in terms of a parameter
called MAPERR. If this value is positive then the TAB valve will open until the boost pressure
falls to the desired level. Boost air that is bled off through the TAB Valve is dumped into the
air intake and returned through the intercooler. If MAPERR is negative then more air is
required to burn gas than is being delivered and the TAB valve remains closed.
When the engine is in Diesel mode the TAB valve is closed. In Dual-Fuel mode the TAB valve
is active in controlling the boost pressure all the time irrespective of whether the engine is
running full diesel or using gas.
The Dual-Fuel system uses a Bosch DV-E5 Throttle Body as the TAB Valve.
The throttle body contains an actuator, throttle plate (butterfly valve) and two position
sensors.
Approval
18/12/2011 AH SP SoK 20/04/2012 200289
SYSTEM
The actuator contains a DC motor with a 2 stage gear. The motor has a 2 wire connection to
the ECU which can reverse polarity in order to drive the throttle plate both open and closed.
The driving signal is a 12v 440Hz PWM. The duty cycle is varied to control position and speed
of response. As a consequence a greater current is used to move the throttle plate position
than to hold it in position.
The position sensor has twin counter-rotating potentiometer tracks. These are supplied with a
5v reference voltage and a common ground by the ECU. The reference voltage supply and
ground are shared with the Gas Pressure and Gas Temperature sensors. Track 1 is used by
the ECU to indicate throttle plate position. Track 2 is used to check the output of track 1.
In the case of an electrical disconnection the throttle plate is pushed back by a return spring
into an idle default position of around 6% open. The HawkTM ECU controls the travel of the
throttle plate so that it is never driven into the mechanical stops in its fully open and fully
closed positions.
The HawkTM carries out a calibration for throttle plate position the first time the engine ignition
is turned on after the ECU is flashed. The throttle plate is slowly cycled closed and the current
drawn by the motor measured. If the current exceeds 1.5A then it is deemed that the throttle
plate has hit the mechanical stop and the ECU calibrates itself to stop rotation of the valve
short of this position, thus defining the lower end-stop value. The first time the throttle plate is
fully opened the ECU uses a similar procedure to define an upper end stop value. These end
stop values are defined in terms of % of rotation as detected by the position sensor (0% =
fully closed, 100% = fully open). This calibration is stored in the non volatile memory (NVM) of
the ECU. The ECU cycles the throttle plate to the lower end stop value each time the ignition
is turned on to check this calibration. When a new TAB Valve is fitted the NVM must be re-set
so that the ECU recalibrates for the new Valve.
Fitting a New TAB Valve

If the TAB Valve is replaced, the Non Volatile Memory (NVM) of the ECU needs to be re-set
to enable the ECU to learn the end stop positions of the butterfly valve. Failure to do this
could result in the motor trying to drive the butterfly valve past the mechanical stops, causing
burn-out of the motor.
This process can be carried out using the HawkTM Diagnostic Tool. After fitting new valve,
switch on ignition and select Reset TAB Stops from the Reset NVM drop down menu and
click on Reset button. See figure 2. Four values will be displayed. These represent the upper
and lower end stop values in terms of displacement of the two potentiometers. (1024 is equal
to 100% displacement).
Click on the Reset button and the four numbers will assume default values. The next time the
HawkTM ECU cycles the throttle plate, new end stop values will be set and stored in the
NVM. These values will then be displayed on this screen.
SYSTEM
Select
Reset TAB Stops
from Reset NVM
drop-down menu
Click on
Reset
Button
4 End Stop Values will

revert to default values
as shown. The next time
the throttle plate is
cycled new end stop
values will be set.
Figure 2. Reset TAB End Stops Screen

SYSTEM
Diagnostic Tests
Checking TAB Valve Operation using Hawk Diagnostic Tool Self-Test
With the vehicle ignition on and the engine stopped select TAB Valve from the Tests drop
down menu (see Figure 3a
When the TAB Valve is unpowered, the throttle plate sits in a neutral, almost closed position
this is indicated by a value of 6% +/-2.5% in the Actual TAB Position field. See Figure 3a.
Click on the upper slider and drag fully to the right and then click on the Run Test button. The
lower slider should be seen to move to the right and the Actual TAB Position should read
95%+/-5% (fully open) and then return to 6% +/-2.5% (which is the neutral position). See
Figure 3b.
Next with the upper slider in its default position, fully to the left, click on the Run Test button.
The lower slider should be seen to move to the left and the Actual TAB Position should read
2% +/-2% fully closed) and then return to the neutral position of 6% +/-2.5% again. Closed
position should be 2% less than returned position See Figure 3c.
This test demonstrates that the TAB valve is functional and that the end stop values are set
correctly. During the test, any currently active fault codes will be displayed in the panel at the
bottom of the test screen (see figure 3a)
N.B Once the TAB valve is > 50% open it is fully opened as far as airflow control is
concerened. Therefore if the test shows a fully opened position that is less than desired but
>50%, note as an early indication of failure but do not change unless valve fails physical
inspection or there is a high count of TAB stuck on TAB Drive Faults.
Select
TAB Valve Test
from Tests drop-
down menu
Neutral position =
6% +/- 2.5%
Solenoid Voltage
Current Faults field
Figure 3a TAB Valve Screen Before Test

SYSTEM
Slider moved to
fully open position,
Run Test button
clicked
Fully open position

= 95% +/-5%
Figure 3b TAB Valve Screen During Test Commanded Fully Open
Slider in default,
fully closed
position, Run Test
button clicked
Fully closed
position =
2% +/- 2%
Figure 3c - TAB Valve Screen During Test Valve Commanded Fully Closed
SYSTEM
Fault Codes
The following Fault Codes are relevant to the operation of the TAB Valve:
SPN 10035 FMI 31 TAB drive fault (46)

This fault is set when the TAB Valve motor draws a current of more than 4 Amps. It can
indicate a failed motor or wrongly learned end-stop values causing the motor to drive the
valve against its physical end-stops.
This fault is will not cause the engine to exit from Dual-Fuel mode and will clear if the situation
is resolved.
SPN 10051 FMI 7 TAB stuck open fault (65)

This fault is set if the required position of the throttle plate is less than 50% open and the
position indicated by the position sensor is more than 90% open.
Or
If the required position of the throttle plate is greater than 50% open and the position indicated
by the position sensor is less than 10% open.
This fault is will not cause the engine to exit from Dual-Fuel mode and will clear if the situation
is resolved.
If the throttle plate is physically stuck open then there will be severe lack of power in both
Dual-Fuel and Diesel modes of operation because the engine will not build the required boost
pressure.
If the throttle plate is physically stuck closed then this will impact on gas substitution because
when the air/fuel ratio is too lean for Dual-Fuel operation (high Lambda value) no gas will be
burned in Dual-Fuel mode and this will be the case at high engine loads when most gas is
usually burned.
SPN 10061 FMI 2 TAB feedback signals inconsistent (75)

This fault code is set if the ECU detects that the throttle plate position feedback from the twin
potentiometer tracks of the position sensor are inconsistent with one another by more than
10%. It indicates a problem with one of the potentiometer signal wires from the TAB valve to
the ECU or a malfunction of the position sensor on the TAB Valve. The fault is only set when
the TAB valve is commanded by the ECU to change position.
This fault code is for information only and will not cause exit from Dual-Fuel mode.
SPN 10061 FMI 7 No feedback from TAB (75)

This fault is set if the feedback from the TAB position sensors indicates a difference from the
commanded position when a change of position is commanded by the Hawk ECU. The fault
can only be set in Dual-Fuel mode when a change of valve position is commanded. If the fault
is set the engine will exit from Dual Fuel mode until the fault condition clears.
SPN 160063 FMI 3 ETC High current Fault (77)

This fault is set if the current being drawn by the TAB Valve motor is too high. It is a critical
fault and will cause exit from Dual-Fuel Mode. Dual-Fuel mode will not be resumed until the
engine has been stopped and re started
SYSTEM
Figure 4.shows a schematic of the sensor electrical connections.
J1B
SYSTEM
Fault Finding Table

Use in conjunction with wiring schematics (figure 4).

Test Conditions
Result Y N
Select Reset TAB

End Stops from
Reset NVM drop
Select TAB Valve Test down menu, click on
from Tests drop down Reset button and wait
menu on the Diagnostic Engine OFF for the four values to
1 6%+/-25% Go to 2.
Tool. Check Actual Ignition ON change to default
TAB Position when values. Then switch
Solenoid Voltage = 0 ignition off and on
again and repeat test
1.
If test still fails go to 4.
On TAB Valve Test

95%+/-5%
screen, move upper
(then return to
slider to extreme right Engine OFF
2 6%+/-2.5% Go to 3. Go to 4.
and click on Run Test. Ignition ON
when test is
Note Actual TAB
completed)
Position value
On TAB Valve Test 2% +/-2%

screen, with upper (then return to TAB
Engine OFF
3 slider to extreme left 6%+/-2.5% Valve is Go to 4.
Ignition ON
click on Run Test. when test is OK
Note Actual TAB completed)
Position value
Common 5v power
supply to CNGP
sensor, CNGT sensor
and TAB valve
potentiometers is not
present. Check for 5v
at ECU on connector
Select Current Faults
J1-B pin 11 with
screen from Faults
ignition on.
drop down menu.
Engine OFF
4 No Go to 5. If not present
Are faults Ignition ON
Go to 8
SPN 159 FM1 4 and
SPN 174 FM1 4
If present check
present?
engine harness wiring
between ECU Plug
J1-B11 and sensors
and TAB valve for
short or open circuits
and repair as required
refer Figure 4 for
details.
SYSTEM

Test Conditions
Result Y N
Ignition OFF.
Resistance
Check power supply to
check
TAB position sensor for
between
continuity
ECU Plug J1-
5 Resistance check 0 +/3 Go to 6. Repair open circuit.
B pin 11 and
between ECU Plug J1-
TAB Valve
B pin 11 and TAB
connector
Valve.
P20 pin 2
Check ground of TAB

position sensor.
a) Measure
resistance to
ground at TAB
Valve a) 0 +/
Engine OFF
connector P20 3
Ignition ON
pin 3. Repair open or short
6 Go to 7.
b) Measure circuit as required.
P20
voltage b) 0v +/-
Disconnected
between TAB 0.1v
Valve
connector P20
pin 3 and
ground.
Check continuity and

insulation of reversible
polarity power supply to
TAB Valve Motor.
a) Resistance
check between Engine OFF
ECU Plug J2-B Ignition OFF a) 0 +/
pin 22 and TAB
3
Connector P20 Connectors
Repair open or short
7 pin 4 and J2-B (ECU) Go to 8.
circuit.
between J2-B and P20
pin 23 and P20 (TAB) b) Open
pin 1. disconnected Circuit
b) Measure .
resistance
between TAB
connector P20
pin 4 to ground
and to other
pins on P20
connector.
SYSTEM

Test Conditions
Result Y N
Physically inspect TAB

Valve.
Remove hose from
TAB valve to access
throttle plate.
Throttle plate should
be:
a) Not quite fully
closed
b) Able to be Engine OFF a, b and c all
8 End Replace TAB Valve
rotated to fully Ignition OFF true
open position
or fully closed
position by
hand without
undue force.
c) Rotate back to
nearly closed
position on
release.
5v Sensor Diagnostic Guide
200290 Page 1 of 8

The NGP Sensor and NGT Sensor are located on the Gas Injector Block . The TMAP Sensor
is located on the Gas Mixer in front of the Inlet manifold.
The Gas Pressure and Temperature sensors used on the Dual-Fuel system are of a 3 wire
type. They are supplied by the HawkTM ECU with a reference voltage of 5v and are grounded
via the ECU. A signal wire returns the sensor signal to the ECU. The signal voltage is
between 0v and 5v and is proportional to the magnitude of the pressure or temperature being
measured. The signal voltage should be in the range of 0.5v to 4.5v.
The TMAP sensor contains a combined boost pressure (MAP) and Change Air Temperature
(ACT) sensors. The pressure sensor is of a 3 wire type as described above. The temperature
sensor is a 2 wire resistive type sensor. It forms half a potential divider which is supplied with
a 5v reference voltage (internally) by Hawk ECU. The signal voltage is measured across a
33k resister in the hawk ( which forms the other half of the potential divider.)
Expected reading on cold

Sensor Pin A Pin B Pin C
engine
NGT
Vref
Gas Ground Signal Ambient Temperature
(5v)
Temperature
Vref Ambient Pressure

NGP 1
(5v) Ground Signal 100kPa
Gas Pressure
(After Click Test)
Expected reading
Sensor Pin 1 Pin 2 Pin 3 Pin 4
on cold engine
TMAP Ground Temperature V ref Pressure ACT =

Signal (5v) Signal Ambient
Temperature
MAP =
100kPa
( engine stopped)
Table 1.
Sensor Reading Plausibility Checks

It is advisable to carry out a simple plausibility check on the sensor readings, (this comprises
part of the Dual-Fuel system Service Inspection). With the vehicle ignition on, the sensor
readings can be viewed on the Real Time Monitoring screen using the HawkTM Diagnostic
Tool.
Gas Temperature
Should read ambient temperature on a cold engine
Gas Pressure (NGP)

After a Gas Injector Click Test ( to release gas pressure from the Gas Injector
manifold) this should be 100kPa +/- 10kPa.
When the SOV and LOV are opened using the SOV test on the Diagnostic Tool the
Gas pressure should initially correspond to the LNG tank pressure (see Table 2)
Approval
08/12/2011 AH SP SoK 20/04/2012 200290
200290 Page 2 of 8
LNG Tank Pressure Gas Pressure CNGP

90 psi 6.205 bar 720.5 kPa +/- 20kPa
95 psi 6.55 bar 755 kPa +/- 20kPa
100 psi 6.895 bar 789.5 kPa +/- 20kPa
105 psi 7.239 bar 823.9 kPa +/- 20kPa
110 psi 7.584 bar 858.4 kPa +/- 20kPa
115 psi and above 7.929 bar 892.9 kPa +/- 20kPa
Table 2.
Manifold Pressure (MAP)
On a static or idling engine this should read 100kPa +/- 10kPa
On a road test this should rise to 200 kPa plus during hand acceleration in the 7th or
8th gear.
Fault Codes
High /Low range faults indicate a problem with the sensors or sensor wiring. The faults will
cause exit from Dual-Fuel mode. These faults are resettable and Dual- Fuel mode will resume
if the fault condition clears
SPN 159 FMI 4 Natural Gas Pressure (8)

Voltage below normal or shorted to low source. Signal voltage of less than 0.2v, indicating
open circuit on NGP1 signal wire.
SPN 159 FMI 3 Natural Gas Pressure (8)

Voltage above normal or shorted to high source. Signal voltage of more than 4.8v, indicating
short circuit of NGP1 signal wire.
SPN 174 FMI 4 Gas Temperature (11)

open circuit on NGT signal wire.
SPN 174 FMI 3 Gas Temperature (11)

short circuit of NGT signal wire.
SPN 105 FMI 4 Air Charge Temperature (13)

open circuit on temperature signal wire
SPN 105 FMI 3 Air Charge Temperature (13)

short circuit of temperature signal wire
SPN 105 FMI 4 MAP Filtered (17)

open circuit on pressure signal wire
SPN 105 FMI 3 MAP Filtered (17)

short circuit of pressure signal wire
200290 Page 3 of 8
Emode fault codes are associated with the measured parameter going outside system limits.
As a rule, if an emode fault is logged the root cause of the fault should be investigated first
rather than the sensor treated as suspect, unless the sensor reading is obviously implausible.
These are re-settable faults. The engine will revert back to Dual-Fuel mode when the fault
condition clears.
SPN 10040 FMI 0 Act High Emode Fault (52)

Fault is set if Air Change Temperature ACT > 60C when the engine is in Dual-Fuel mode
SPN 10041 FMI 1 Gas Pressure Emode Fault ( 53 )

Fault is set if gas pressure measured by CNGP sensor is <515kPa in Dual-Fuel Mode or
< 635kPa on transition into Dual-Fuel mode.
SPN 10041 FMI 0 Gas Pressure Emode Fault ( 53 )

Fault is set if gas pressure measured by CNGP sensor is >1000kPa for 3 seconds. This fault
is only set in Dual-Fuel mode.
SPN 10042 FMI 1 Gas Temperature Emode Fault ( 55 )

Fault is set if gas pressure measured by NGT sensor is <-15oC on transition to Dual-Fuel
Mode.
SPN 10041 FMI 0 Gas Temperature Emode Fault ( 55 )

Fault is set if gas pressure measured by NGT sensor is >80oC when the engine is in Dual-
Fuel mode.
NOTE
Other High / Low range and emode faults can be set by Dual-Fuel systems. These will be set
in response to parameters read by the Hawk ECU from the J1939-1 datalink. These faults will
still prevent Dual-Fuel running but the root cause will be with a sensor on the D13 engine.
Check MID128 fault codes in this case
200290 Page 4 of 8
Figure 1. shows a schematic of the sensor electrical connections.
FIGURE 1
200290 Page 5 of 8
Fault Finding Table (3 Wire Sensors CNGT, CNGP, MAP)


Test Conditions
Result Y N
1 Plausibility Check See Sensor Sensor Go to 2. Test drive in Dual-Fuel
Reading reading is mode to try to replicate
Plausibility not fault condition. If no fault
Check (page plausible. then end investigation. If
2 of Guide). fault persists go to 2.
2 Change Sensor. Ignition on Temperature The wiring Continue to 3. for wiring
Connect a sensor is OK. checks.
replacement sensor records
to the harness but ambient Replace
do not install the temperature. original
sensor onto the sensor.
engine. Pressure
sensor Go to 7.
reads
100kPa +/-
10kPa
3 Check Vref at Ignition on. Check security of wire in
sensor connector. sensor connector pin
Measure voltage at Sensor and appropriate on ECU
pin A on engine disconnected. connector pin.
harness Check continuity
between pin A / on
5v +/- 0.2v Go to 4.
sensor connector and
appropriate ECU
connector pin.
Repair wiring fault in

engine harness.
4 Check ground at Ignition off. Check security of wire in
sensor connector sensor connector pin
Resistance check Sensor and appropriate pin
pin B on engine disconnected. ECU connector.
harness connector Check continuity
to ground. between pin B on
0 +/- 3 Go to 5.
sensor connector and
appropriate ECU
connector pin.
Repair wiring fault in

engine harness.
5 Check continuity Ignition off. Check security of wire in
of signal wire sensor connector pin
Resistance check Sensor and appropriate ECU
appropriate signal disconnected. connector pin.
wire from sensor
connector to ECU ECU plug 0 +/- 3 Go to 6. If OK locate and repair
connector disconnected. open circuit in Engine
Harness signal wire or
replace Engine Harness
.
200290 Page 6 of 8

Test Conditions
Result Y N
6 Check insulation Ignition off Repair short circuit in
of signal wire Engine Harness or
Resistance check Sensor replace Engine Harness.
appropriate signal disconnected.
0 +/- 3 Go to 7.
pin on ECU
connector to all ECU plug
other pins on ECU disconnected.
connector.
8 Check Sensor 1. Sensor 1. Sensor
Calibration removed from calibration
Check calibration of vehicle. OK.
sensor with relevant
Look
chart below.
elsewhere
Fit replacement sensor.
for
Alternatively fit a 2. Test drive 2. Fault
problem.
new sensor and in Dual-Fuel condition
test to see if mode to persists
problem is replicate fault
resolved. condition.
Sensor Calibration
The plots below gives the calibration information for 5v sensors used on the Dual Fuel
system. Note that pressure sensors read absolute pressure (gauge pressure + 100kPa).
Gas Temperature Sensor

Gas Temperature vs Voltage
Operating Range: -15 to 90 C
120
110
100
90
80
70
60
Temperature C
50
40
30
20
10
-10
-20
-30
-40
0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00 4.50
Voltage +/- 0.22
200290 Page 7 of 8
Gas Pressure Sensor

Gas Pressure Sensor Calibration
Typical Operating Range 600 to 1000kPa
2200
2100
2000
1900
1800
1700
1600
1500
Absolute Pressure (kPa)
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
0.00 0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00 4.50 5.00
Voltage +/-0.22
Manifold Absolute Pressure Sensor (TMAP Sensor)
TMAP Sensor - Manifold Absolute Pressure vs Voltage

Typical Range: 50 - 400 kPa
450
425
400
375
350
325
Absolute Pressure (kPa)
300
275
250
225
200
175
150
125
100
75
50
25
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Voltage +/- 0.22
200290 Page 8 of 8
Air Charge Temperature Sensor (TMAP Sensor)
Air Charge Temperature vs Resistance

Operating range: - 40 to 130 C
140
120
100
80
Air Temperature C
60
40
20
-20
-40
0 5000 10000 15000 20000 25000 30000 35000 40000
Resistance (Pin 2 to Pin 1)
200291 Knock Diagnostic Guide Page 1 of 6
Knock Sensor Diagnostic Guide

Two Knock Sensors are used on the D13 engine. See System Description for location of
Knock Sensors.
The Knock Sensors are fitted as part of the Dual-FuelTM system to detect detonation or
uncontrolled ignition of the gas and air mixture in the cylinders which is known as knock.
Severe or prolonged knock can lead to engine damage due to the high pressures generated.
For this reason the Dual-FuelTM system employs a strategy to detect knock as soon as it
starts to occur, take steps to eliminate it, and if this fails to revert to Diesel operation. Knock
generates vibration in the engine block within a characteristic frequency band.
A Knock Sensor is an accelerometer which is bolted to the engine block. The HawkTM ECU
filters the (mV per g) output from the Knock Sensors so that it only looks at vibration in the
frequency band associated with knock. Sampling occurs twice during each firing cycle for
every cylinder, firstly in a reference window before TDC on the compression stroke to get
background amplitude of vibration and then in a knock window at diesel injection where
Knock would occur. The forward sensor monitors cylinders 1 to 3, and the rear sensor
cylinders 4 to 6.
If the amplitude of vibration in the knock window exceeds the amplitude in the reference
window by more than a specified amount then the ECU will take the following actions in
sequence to try and reduce the difference in amplitudes to an acceptable level:
1. Retard the diesel injection timing

2. Make the Air to Fuel ratio leaner
If the difference in amplitudes of vibration remains too high then the ECU increments a Knock
Counter. If the difference in amplitudes of vibration subsequently falls to an acceptable level
then the Knock Counter will be decremented. Once the Knock Count reaches a high
threshold, a Knock Detected SPN 10048 FMI 31 Knock Detected (62) fault will be set and the
engine will revert to diesel only operation until fuel demand is zero (e.g. the accelerator pedal
is released) when it will return to Dual-Fuel operation. If this fault is set 3 times, the 3rd time a
Knock Repeat Fault SPN 10049 FMI 31 Knock Repeat Fault (63) is also set. This is a critical
fault which prevents the engine reverting to Dual-Fuel mode until it has been switched off and
re-started.
Installation
Tighten retaining bolt to torque of 20+/-4Nm
IMPORTANT
If Audible Knock occurs on the engine in Dual-Fuel mode take the vehicle out of
service until the problem has been resolved to minimise the risk of engine damage
Approval
19/12/2011 AH SP SoK 24/04/2012 200291
Fault Codes
SPN 10046 FMI 4 Knock Input Low (60)
This fault is set if the voltage output from a Knock Sensor is lower than the expected minimum
value. It can indicate a disconnected Knock Sensor, an open circuit in the wiring or a failed
Knock Sensor. When this fault is set the engine will revert to diesel only operation until the
fault condition is cleared, when it will revert to Dual-Fuel mode.
SPN 10046 FMI 3 Knock Input Noisy (61)

This fault is set if the voltage output from a Knock Sensor is higher than the expected
maximum value. It can indicate a loose Knock Sensor, a short circuit in the wiring to another
voltage source or a failed Knock Sensor or very high levels of vibration. When this fault is set
the engine will revert to diesel only operation until the fault condition is cleared, when it will
revert to Dual-Fuel mode.
SPN 10048 FMI 31 Knock Detected (62)

This fault is set when the Knock Counter in the ECU exceeds its maximum value. It indicates
a knock fault which the ECU has failed to stop using its fuelling strategy. When this fault is set
the engine will revert to diesel only operation until the fuel demand falls to zero (for example
when the accelerator pedal is released).
SPN 10049 FMI 31 Knock Repeat Fault (63)

This fault is set when three Knock Detected (62) faults have been set (without the engine
being stopped). This is a Critical fault and will prevent Dual-Fuel operation until the engine
has been stopped and re-started.
Figure 1 shows a schematic of the Knock Sensors electrical connections.
Figure 1.
Fault Finding Tables

If knock faults are accompanied by audible knock then follow investigation in Table 2.
If Knock is not audible, first go through checks in Table 1. If these fail to resolve the issue also
carry out the checks in Table 2.
Table 1. Check Knock Detection System

Use in conjunction with wiring schematics (bracketed instructions relevant when 2 Knock
Sensors are fitted.
Result Achieved
Test Conditions Expected Result
Y N
1 Check security
The Knock Sensor Re-tighten bolt
of mounting of
should not be free Go through the Knock
Knock Sensor Ignition off
to move relative to to 2. Sensor to 20+/-4
to engine
the block. Nm.
block.
2 Check Connectors should
condition of be free of damp or
connection corrosion. Pins
Ignition off.
between Knock should not be bent
Disconnect Go Rectify or replace as
Sensor plug or pushed back.
connector and to 3. required.
and Engine Wires into the back
inspect both halves.
Harness of the connectors
connectors P25 should be secure
and P26 when pulled.
3 Check ground
connection Inspect ECU plug
through ECU J1-C pin 20 (or pin
from pin B on Ignition off. Measure 22 as appropriate) to
Engine resistance between make sure it is not
Go
Harness P25 pin B and P26 0 +/ 3 pushed back.
to 4.
connector P25 pin B and a good If OK then locate
and pin B on earth. and repair open
Engine circuit in Engine
Harness Harness.
connector P26
4 Ignition off. Measure
resistance between
Check signal Locate and repair
P25 pin A and ECU Go
wire for 0 +/ 3 open circuit in
plug J1-C pin 21 and to 5.
continuity. Engine Harness.
between P26 pin A
and J1-C pin 19
5 Ignition off.
Disconnect P25
Check (and P26) and ECU
Locate and repair
insulation of plug J1-C. Measure Go
Open Circuit short circuit in
Knock Sensor resistance from pins to 6
Engine Harness
wires on P25 (and P26) to
ground and to each
other.
6. Fit a replacement Carry out
Change Knock Knock faults no
Knock Sensor and End investigation in
Sensor longer setting
carry out a test drive Table 2.
Table 2. Investigation for Audible Knock

Possible
Cause of Knock Possible Cause Diagnostic Action
Problem
Run engine to warm it up and
Cooling fan not
Charge air check fan cuts in when
working
temperature too expected
high. Blocked or damaged
Visual Inspection
aftercooler
Check correct operation of
Boost pressure TAB valve using Tab test on
High temperature Poor control of boost
too high Diagnostic Tool. See
and pressure in
Diagnostic Guide
the engines
Blockage in Damage to exhaust Visual Inspection
cylinders.
exhaust system system
Contact Clean Air Power for
Wrong value entered correct value from gas
Wrong HV index analysis
for gas Provide gas analysis to Clean
Change of gas supply Air Power to calculate correct
value.
TM
Hawk ECU not CNGP, CNGT, MAP, Check plausibility of sensor
receiving correct ACT or TMAP sensor readings. See Diagnostic
control feedback out of calibration. Guide.
Engine airflow is Blockage in air inlet Check inlet air cleaner for
restricted system blockage
Carry out vacuum leak test on
Leaking or stuck
injectors see Diagnostic Gas
open gas injectors
Injector Guide
Too much gas
Check the correct IFC number
being burned.
Gas injectors flowing is entered for the colour code
Over-rich
too high of injectors fitted. See
combustion
Diagnostic Guide.
mixture
Check for black smoke from
Diesel injectors Damaged diesel the exhaust under free
flowing too high injector(s) acceleration. (In Diesel only
mode)
Wrong SAFR Wrong value entered correct value from gas
index for gas analysis.
Provide gas analysis to Clean
value.
Wrong value entered correct value from gas
Wrong Methane
analysis.
Number Index for
Provide gas analysis to Clean
gas
Poor Quality Gas
value.
LNG has been in
Dispose of gas from LNG
Tank too long and
Aged LNG Tank and re-fill with fresh
venting has reduced
LNG.
methane content.
Check for record of excessive
oil consumption and blue
Engine oil getting Worn piston rings
Oil burning smoke from exhaust. Test for
into cylinders and/or valve guides
exhaust smoke running Diesel
only mode.
200292 Lambda Sensor Diagnostic Guide Page 1 of 6
Lambda Sensor Diagnostic Guide

See System Description for location of Lambda Sensor.
The Lambda Sensor is fitted as part of the Dual-Fuel system to monitor the O2 fraction of the
exhaust gasses to determine if combustion is too rich or too lean. The ECU does not use this
information to modify fuelling, but it does set fault codes for lean and rich combustion which
are indicative of problems with either the TAB valve or the fuel injection (gas or diesel).
Too lean combustion (too much air) can be caused by the TAB valve not opening or by
inadequate fuel injection (one or more injectors not firing or injectors under-flowing).
Too rich combustion can be caused by stuck open or leaking gas injectors, broken diesel
injectors or a stuck open TAB valve.
The Lambda Sensor needs to be heated to operate and contains its own heating element.
The Lambda Sensor heater is supplied by 13v SOLPWR voltage.
TM
The control circuits for the sensor cell and pump cell are contained within the Hawk ECU.
Figure 1.shows a schematic of the sensor. IPump is the output from the Lambda Sensor and
is proportional to the O2 fraction of the exhaust gas and consequently to the Lambda value of
combustion in the engine.
Figure 2. shows the relationship between Pump Current Ip and combustion Lambda.
Exhaust Gas
Exhaust Gas Pump Cell

Reservoir
Reference Air Sensor Cell
Heater
Figure 1. Lambda Sensor Schematic
Approval
19/12/2011 AH RO SoK 30/04/12 200292
Figure 2. Lambda Sensor Characteristic (Ip vs Combustion Lambda)

Figure 3 shows a schematic of the Lambda Sensors electrical connections.
Lambda Sensor
Figure 3
Fault Codes
Sensor Faults
SPN1119 FMI 2 Lambda Signal/Heater (27)

This fault is set if the sensor output (Ip) is too high or low. This could indicate a faulty sensor
but can also be caused by:
A short circuit to ground of the pump current wire (J1-B14 to P23-1)
A short circuit to ground of the reference voltage wire (J1-B21 to P23-2)
A short circuit to ground of the heater ground wire (J1-B20 to P23-4)
An open circuit in the reference voltage wire (J1-B21 to P23-2)
Note: if the pump current wire is disconnected this fault will not set since a pump current of
zero will be interpreted by the ECU as a Lambda value of 1.
SPN1119 FMI 31 Lambda Signal/Heater (27)

This fault is set if the current drawn by the heater element is too high. This could indicate a
faulty sensor but can also be caused by:
A short circuit of the heater ve wire (J1-B20 to P23-4) a +ve voltage source
These faults are non critical and will cause the engine to exit from Dual-Fuel mode until the
fault condition has cleared.
O2 Fraction Faults
SPN10053 FMI 7 TAB 02 Fault (67)
This fault is set if the Lambda Sensor detects extremely over rich or extremely over-lean
combustion. If this fault is set check that all the Gas Injectors are firing and that the TAB Valve
is not opening or sticking closed (refer to Gas Injector Diagnostic Guide and TAB Valve
Diagnostic Guide).
Those faults are set as indication only and will not cause the engine to drop out of Dual-Fuel
mode.
Common Sensor Faults
A: Antifreeze Contamination
Antifreeze in the exhaust will attack and destroy the sensing

element. A leaking head gasket commonly causes antifreeze
contamination.
B: Rich Fuel Mixture
This will cause a heavy black carbon layer to form on the sensor
element. Rich fuel mixture is usually caused by a failure in the
air/fuel metering system
C: High Oil Consumption
This will coat the sensing element with a crusty, brown layer.
Worn piston rings and valve guides, or other internal engine
problems can cause high oil consumption.
D: Silicone Poisoning
Residue from silicone lubricants will rapidly destroy the sensors

element. Care should be exercised not to get silicone lubricants
on the oxygen sensor when it is being installed
Installation Information
Thread size M18 x 1.5
Tightening Torque 40Nm to 60Nm
Fault Finding Table

Notes:
To make a temporary repair in the case of a faulty Lambda Sensor, leave sensor
disconnected. This will not affect Dual-Fuel operation.
Result Achieved
Test Conditions Expected Result
Y N
1 Remove,
inspect and if
Attempt to
Disconnect Fault is no longer required
replicate fault Go to 2.
Lambda Sensor set replace
condition
Lambda
Sensor
2 Measure
resistance
between: Repair or
P23-1 to J1B-14 replace engine
Resistance
P23-2 to J1B-21 0 +/-3 Go to 3. harness to
Check
P23-3 to J1B-1 correct open
P23-4 to J1B-20 circuit.
P23-5 to P1-22
P23-6 to J1B-15
3 P23, P1 and J1B
Repair or
all disconnected
replace engine
Measure
Insulation check harness to
resistance Open circuit Go to 4.
(to ground) correct short
between:
circuit to
P23 pins 1 to 6
ground.
to ground
4 P23, P1 and J1B
all disconnected
Repair or
Measure
replace engine
Insulation check resistance
harness to
(to other between each Open circuit Repeat checks
correct short
harness wires) pin in connector
circuit between
P23 and the
harness wires.
other 5 pins.
200293 LNG System Leak Detection & Repair Page 1of 12
LNG SYSTEM LEAK DETECTION AND REPAIR
Leak Detection
It is important to be able to recognise, assess the severity of, and repair leaks on the LNG fuel
system. Leaks have 3 main unwanted consequences:
Safety
Risk of fire or explosion in confined spaces
Risk of cryogenic burns (if LNG comes into contact with exposed skin)
Operational
Gas leaks will cause the system to loose pressure. This can stop the engine from
running in Dual-Fuel mode.
Economic
A gas leak looses fuel in the same way as a hole in the diesel tank!
Natural gas will disperse into the atmosphere outdoors but will accumulate in confined
spaces. If the local gas concentration reaches 5% in air the mixture will be flammable. This
means that large leaks are more hazardous than are small leaks. Always keep vehicles with a
gas leak outdoors. The types of gas leak are listed below in order of decreasing severity, as
described in the LNG Tank manufacturers operation manual, along with diagnostic advice.
Liquid Leaks
Liquid leaks are doubly hazardous because apart from flammability risks, the liquid is at
around -130C and presents freeze hazards to components and personnel. Even small leaks
release 600 times more gas per unit volume than do gaseous leaks through the same size
opening. They are always flammable. All liquid leaks should be immediately repaired. They
are the easiest type of leak to detect since they are both visible and audible, requiring no
specialised equipment to find. Leaking LNG will cause cryogenic burns if it comes into contact
with exposed skin. Wear insulated gloves and goggles when investigating a suspected leak
site.
Look for liquid dripping to the floor and immediately evaporating. Vapour clouds may be
present around where the liquid is pooling caused by condensation of water vapour in the air.
Listen for hissing, crackling sound.
Caution : Liquid drops can spit on contact with warm surfaces. Wear PPE.
Gaseous Leaks
Gaseous leaks are by nature less hazardous than liquid leaks since they release less natural
gas than liquid leaks. The gas can still be very cold at the leak site, so freeze burn hazard
may still be present. The difficulty in dealing with small gaseous leaks is that they may be
invisible, and require special techniques and equipment to locate. Gaseous leaks fall into the
following categories.
Audible Leaks
Gaseous leaks become audible, in a quiet environment, at a flow rate of about 1 litre per
minute. Audible leaks are large leaks and always flammable. These leaks should be
immediately repaired. They may also be detected by frosting around the leak site.
Listen for the hiss of escaping gas.
Approval
19/12/2011 AH AW SoK 30/04/12 200293
200293 LNG System Leak Detection & Repair Page 2 of 12
Inaudible Leaks
Inaudible leaks can also be flammable. Because they are inaudible and invisible leak
detection equipment must be used to locate leaks smaller than 1 litre per minute. Most
inaudible leaks are not the result of parts failures, but rather are the result of improper
assembly techniques or small defects in parts. Leaks that spiral through a pipe thread or past
a damaged O ring, follow porosity through a casting, or seep past a particle trapped in a
compression fitting are typical examples. These leaks typically dont grow any larger with age.
Leaks of between 100cc/min and 1000cc/min will cause a noticeable pressure drop and can
be spotted by frosting of the pipework leading to the leak site.
Methods used to detect inaudible Leaks

Ultrasonic Leak Detection
Even though we cant hear leaks much smaller that 1 litre / minute they are still making
sound. The sound is in the ultrasonic frequency range and can be heard by the use of an
ultrasonic leak detector. An ultrasonic leak detector will rapidly find and pinpoint leaks down to
about 100 cc/min. Ultrasonic size leaks, while flammable, pose little threat to moving vehicles
or to maintenance facilities. The main threat would be accumulation of gas in a poorly
ventilated building where the vehicle is parked. They should be repaired when discovered.
Bubble Testing
Leaks smaller than 100 cc/min. are most easily pinpointed via commercially available bubble
test solutions. Bubble testing will not only pinpoint the source of small leaks, but it will also
classify them by size. One caution on the use of bubble test solutions; leaks larger than 100
cc/min blow out the bubbles so fast and dry themselves out so quickly that they might be
missed in a piping check relying only on bubble testing.
NOTE : There are leak detectors which find flammable gasses, but they can be triggered by
oils or workshop solvents, aerosols etc and are difficult to interpret correctly.
Classifying Severity of Leak using Bubble Testing

Small Flammable Leaks
Leaks between 25 cc/min and 100 cc/min are flammable in still air. If ignited the flame ranges
in size from less than 1/16th of an inch tall, sustainable only in still air to a flame the size of a
normal cigarette lighter flame. This size of leak is recognised by bubbles that grow and burst
at the site of the leak before they can flow away from it.
These leaks pose no hazard in moving air, or in well ventilated buildings, but could
accumulate inside of small, poorly ventilated enclosed spaces.
Non Flammable Leaks

Leaks smaller than 25 cc/min. are not flammable in air. They are characterised by a stream of
bubbles that grow in size and flow away from the leak and burst downstream as they dry out.
In a ventilated environment,even in still air they pose no flammability hazard and are mainly
an economic nuisance through loss of fuel and loss of LNG Tank pressure over a period of
time. Figure 1. illustrates a non-flammable leak detected by bubble testing.
Figure 1.
Insignificant Leaks
Leaks smaller than 1/2 cc/min. are so small and diffuse so rapidly that they can be ignored.
They are recognised by a series of uniform size tiny (smaller than a pinhead) bubbles that
emerge from the leak. This might show up immediately as a chain of tiny bubbles on leaks
near the 1/2 cc/min size or appear as foam around the fitting up to 5 minutes after the fitting is
sprayed with bubble test solution for the smallest leaks. In either case the leaks are not
flammable and will not accumulate inside of vehicle compartments or cause any significant
fuel or pressure loss. Figure 2. shows an insignificant leak detected by bubble testing.
Figure 2.
Frosting of Pipework /LNG Tank Components

During normal operation of the LNG system there will be frost / ice build up on the pipework
from the LNG Tank Hub to the vaporiser. This is normal due to the freezing of water vapor
from the atmosphere by the cold gas going through the pipes. Ice build up round the LNG
Tank Hub can be quite server. This does not indicate a leak.
Figure 3 shows typical ice buildup in damp, cold weather
Figure 3.
When the vehicle is parked for a time at ambient conditions this ice will melt away and the
speed of the ice melting will depend on current weather conditions. Frosting on pipework on a
vehicle that has been parked for some time may indicate the presence of a leak.
Removal of Ice Build Up to assist Leak Detection
It may be necessary at times to rapidly remove ice build up from the LNG Tank Hub in order
to carry out leak detection or to replace a component. The best way to do this is to use a
container of warm water and a piece of plastic tube ( such as air brake pipe ). Siphon the
warm water through the pipe and direct it at the ice that needs to be removed. It will quickly
disperse ( see figure 4)
A slow steady stream of warm

water is much more effective at
removing ice than pouring on a
large quantity of hot water, for
example from a kettle.
Figure 4
Repairing Leaks on the LNG Fuel System

Before attempting to repair a leak on the LNG pipework:
Make sure the leaking line, component or fitting is not under pressure or containing
LNG before disassembly.
To Bleed Down Pressure in the gas pipework.

(This process should be carried out outdoors or in a well ventilated area.)
Close the Gas/Liquid hand Valve on the LNG Tank.

Open Bleed Point on Pressure Regulator.
Run the engine for a short time to open the LOV and release gas trapped between it and the
LNG Tank.
Ensure the Bleed Point is closed before re-pressurising the system.
Figure 5.
LNG Tank Mounted Components
Refer to Chart LNG Tank operations manual.

(available online https://www.chart-ind.com/litfiles/3835849.pdf ).
Prior to starting any work on tank mounted plumbing components that cannot be isolated by
closing the Gas/Liquid hand valve, ensure the LNG Tank is empty and de-pressurised.
LNG can be removed from the LNG tank using a gas disposal device (flare stack)
attached to the outlet from the vaporiser. The engine must be warmed up to the
operating temperature when this is used and care taken not to loose too much
pressure from the tank. Instructions for the gas disposal device should be closely
followed.
Vent the pressure in the tank to zero. On tanks with a vent recovery connector
either connect gas disposal device to this or temporarily remove the connector
from the elbow on the tank to vent pressure and open vent hand valve. Do not
leave the tank open to atmosphere (with fittings removed) for any longer than it
takes to rectify the defect.
This should only be done safely BY TRAINED PERSONNEL
Compression Fitting Leaks
Two types of compression fitting are used in the LNG pipe work.
a)Double Ferrules Type

Stainless steel hose fittings with double ferrules swaged onto the tube. See figure 6
b) Fared Type
Flared copper tubes which locate on conical fittings are also utilised in the LNG Tank
Plumbing.
To tighten, screw the tube nut finger tight onto the fitting to the extent of its travel and then,
holding the fitting with another spanner to stop it rotating, tighten the tube nut by another of
a turn.
Figure 6. Double Ferrule Swaged Fittings
If a leak is detected at a compression fitting, first check if the fitting is loose. If it is re-tighten,
re-pressurise the system and check again for the leak.
If the leak persists, de-pressurise the system again, disassemble the joint and inspect the
mating surfaces of the joint for contamination or damage. Check for crossed threads which
can prevent the fitting being tightened properly.
If contamination is present, clean off and re-assemble. If tube fittings are damaged, replace. If
there is damage to the ferrules or flared tube ends then the tubes need to be replaced.
Stainless Steel Tubes

These are available as pre-swaged assemblies as spare parts.
Copper Tubes on LNG Tank Plumbing.

These are available pre-swaged or pre-flared as ready made spare parts.
Never use thread sealant or PTFE tape on compression fittings

Always use two spanners to loosen or tighten fittings
Always fully check for leaks after repairs and repeat leak check after a test
drive incase new leaks have been caused by vibration.
Leaks from Pipe Threaded Fittings

First de-pressurise the pipe work and, if appropriate, empty the LNG tank of liquid.
Disassemble the joint and clean off old thread sealant. Check both mating parts for damaged
threads or cracks. If these are found replace the fitting.
Apply a small amount of thread sealant to the male thread. Keep the first 2 threads free of
sealant and do not use an excessive quantity as this could lead to sealant entering the piping
and causing failures of valves and regulators.
Use either an anaerobic sealant such as Loctite PST 567 (SWAK) or PTFE tape. Figure 7
shows sealant correctly applied to a fitting.
NOTE : Tapered pipe threads on tanks and other components are U.S. NPT series.
DO NOT substitute UK BSP components, they are not interchangeable even if they appear to
be .
Figure 7. Correct thread sealant application to pipe threads
On reassembly, use 2 spanners where necessary to prevent the female fitting from turning.
Screw the fitting in firmly but do not over-tighten. With elbows, first tighten so that the elbow is
pointing just short of its required position and then carefully tighten more so that it is in the
correct position. If the elbow has been screwed past its desired position, do not slacken it off
so that it is in the right place: remove the fitting, clean it, re-apply sealant and install again
using one further turn to align and seal.
Re-pressurise pipes and verify that the leak has been fixed.
Leaks from LNG Tank Hand Valves
Use bubble test to verify where the leak is coming from. If the leak is directly under the handle
the upper seal can be changed without depressurising the tank ( close valve ) for other leaks ,
then depressurise the tank and, in the case of the Gas/Liquid hand valve, ensure tank is
empty of LNG.
Install a Hand Valve repair kit. Follow the instructions that come with the Repair Kit which will
contain the components
shown in Figure 8.
These parts
can be
replaced with De-pressurise
the tank the tank before
pressurised replacing
and valve these parts
closed
Figure 8 Hand valve components

Pressure Relief Valve Leaks.
If the leak is at the base of the Relief Valve, then empty Tank contents and depressurise, then
remove the valve, clean the threads, apply new thread sealant and re-assemble. Re-
pressurise the system and verify the leak has gone.
In the case of a leak through the PRV, first check the LNG Tank pressure. If it exceeds the set
pressure of the PRV (230psi Primary PRV, 350psi Secondary PRV) then the valve is doing its
job. If the pressure is less than the PRV set pressure then the valve is stuck open. This could
be because of debris or ice build up in the valve. If the Secondary PRV is flowing then its red
cap will be missing.
Note :
If the Tank vents due to pressure build, the primary PRV may not completely seal. This will
result in a small weep of gas out of the vent stack. The valve should be completely sealed
once the LNG Tank pressure is below 190psi. Therefore, manually vent the tank to below this
pressure before continuing with investigation.
To repair, first try tapping the valve body with moderate force to see if it will seat and stop
flowing. Failing this, try directing warm water onto the outside of the valve. A slow continuous
flow from a bore tube used as a siphon is ideal. This procedure may take several minutes.
If these methods are unsuccessful, empty the LNG Tank and de-pressurise, then fit a new
PRV.
( See figure 9 for valve indicators)
230 psi relief

valve.
350 psi relief

valve.
Figure 9 Pressure Relief Valves (PRVs)

Leaks from the LNG Tank Economiser (Pressure Control Regulator)
First locate the source of the leak using a Bubble test. Is it from the fittings used in the
Economiser or from the joint between its upper and lower parts? (See Figure 10.) Then
ensure tank is empty and de-pressurised before commencing repair.
If the Economiser is leaking from any of the pipe fittings repair using the pipe thread
procedure.
If the Economiser is leaking where the lower part connects onto the upper part, then
tighten the lower part onto the upper. Hold the upper body while doing this to avoid
disturbing the sealing of the pipe fittings.
On completion, re-pressurise and verify that the repair was successful.
UPPER PART
Leak site between

PIPE upper and lower part.
FITTINGS
LOWER PART
Figure 10 Pressure Control Regulator Installed

GENESIS EDGE DUAL-FUEL SYSTEM Page 10 of
200293 LNG System Leak Detection & Repair 12
Leaks from Pressure Regulator
First locate the source of the leak using a Bubble Test, then de-pressurise the pipe work
before carrying out a repair.
If there is a leak from the vent hole in the dome of the regulator, replace the regulator
as the diaphragm has failed. ( See Figure 11.)
If the fittings screwed into the regulator body leak, then try tightening them. If this
does not work then the fittings may have to be replaced. These fittings rely on an o-
ring seal with the Regulator body and do not need thread sealant.
If the leak is occurring from between the lower and upper halves, replace the
regulator.
Re-pressurise and verify that the leak has been fixed.
O-ring Groove
Drain Hole
Figure 11 Pressure Regulator

Leaks from Sender Cable Tee
If tightening the tube fittings doesnt stop the leak then the tank must be de-pressurised and
emptied of LNG. Dis-assemble the fitting and replace the flaretite seals. ( see figure 12 )
Tube Fitting -Sender Cable

Flaretite Seal
Flaretite Seal
Flaretite Seal
Sender Tee
Tube Fitting End Cap
Figure 12 - Sender Tee
Leaks from Plastic Vent Pipe
If clouds of vapour can be seen coming from the LNG Tank shroud when the Tank is being
vented, it is likely that the plastic pipe between the 230psi pressure Relief Valve and the Vent
Port on the Tank Shroud has become disengaged from one of its plastic end fittings.
If this has happened, repair by replacing the plastic fitting.
The end of the plastic pipe will have been shaved of a thin layer of plastic when it came out of
the fitting so it will not make a good seal if re-used. Before assembly, squarely cut off the last
inch of the pipe and remove any burrs from the cut end.
Mark a line 20mm from the newly cut end of the tube. (Figure 13.)
Figure 13.
Install the new fitting. Refer to Figure 14 for how parts should be assembled.
Figure 14.
Moisten the end of the tube and insert into the fitting until the tube bottoms on the fittings
shoulder. Hold in tubing in place inside the fitting while tightening the nut hand tight and then
tighten an additional of a turn. (Do not over-tighten the nut as this could strip the threads).
If the assembly is correct, the mark made on the tube should not be visible. If it is, re-make
the joint.
Pull on the tube to test it is secure in the fitting after assembly.

Genesis Edge Dual- Fuel System
200284 LNG Gas Pressure Diagnostic Guide Page 1 of 13
Gas Pressure Diagnostic Guide (LNG)

Liquefied Natural Gas (LNG) is stored at between 95 and 230psi in the vacuum-insulated
o
LNG Tank at temperatures down to -160 C. The LNG in the Tank is always slowly warming
up and evaporating, forming a vapour layer above the liquid gas in the Tank (see Figure 1.).
As evaporation continues, the pressure in the Tank rises. This pressure is used to deliver gas
to the engine. Once the pressure of the vapour layer exceeds 230psi, some of the gas vapour
is vented to atmosphere via the 230psi (16bar) Pressure Relief Valve and the Vent Stack.
During normal operation, the pressure of the vapour layer is moderated by the Economiser.
This ensures that at pressures above 105psi (7.2 bar), both vapour and liquid are drawn from
the Tank. If the pressure is below 105psi (7.2 bar), only liquid is used; preserving enough
pressure to deliver the fuel.
The LNG (and vapour) pass out of the Tank through the Excess Flow Valve and flow through
the Vaporiser, which uses heat from engine coolant to vaporise the LNG. From the Vaporiser,
the gas passes through the Lock Off Valve (LOV),Coalescing Filter and Pressure Regulator.
The LOV is opened when the Engine is started
The Pressure Regulator has a set point of 115psi (8bar) and controls the maximum pressure
of the gas supply to the engine.
Gas is delivered to the Engine compartment by a rigid tube assembly that links the Regulator
and Shut Off Valve (SOV).The Shut Off Valve (SOV) is located in a block on the chassis rail,
adjacent to the engine. A Flexible gas pipe connects the outlet from the SOV to the Gas
Injector Block / Mixer Assembly. The SOV opens to allow gas to reach the Injector Block on
the Mixer Assembly when the engine is in Dual-Fuel Mode. The Last Chance Filter is located
in a short tube assembly at the end of the flexible pipe where it attaches to the elbow on the
Injector Block on the Mixer Assembly.
A pressure sensor monitors Gas pressure in the system. The CNGP sensor is located in the
Gas Injector Block.
A Gas system schematic is included in the System Description section of the manual.
Approval
10/11/2011 AH AW SoK 30/04/12 200284
Fill tube
Vapour
Insulation
in vacuum
space
Liquid
Level
Vapour
pick up
tube
Tank Hub
Liquid
Liquid
pick up
tube
Figure 1. Inside the LNG Tank
Control of LNG Tank Pressure

The temperature of LNG in the tank will gradually rise with a corresponding rise in tank
pressure caused by more liquid boiling off. The temperature and pressure of the tank contents
o o
vary from -131 C, 105psi (7.2 bar) to -113 C, 230psi (16 bar). Above 230psi (16 bar), the
vapour is vented to atmosphere through the Vent Stack via the Primary Pressure Relief Valve
on the LNG tank to prevent over-pressurisation of the tank. As a back up, a Secondary
Pressure Relief Valve is also fitted to the tank. This is set at 350psi (24 bar) and is covered by
a red plastic cap. If the Primary Valve fails, or the Vent pipe is blocked this will relieve tank
pressure directly into the tank shroud.
Pressure
Gauges
Excess Flow
Valve
230 psi (16bar)
Primary Relief Valve
350 psi (24bar)

secondary relief
Valve
Vent Hand Valve
Gas / Liquid
Hand Valve
Economiser Tank Hub
Economiser
U-Tube
2psi Check Valve
Tank depressurised
and Elbow removed
Figure 2. Gas Pipework on LNG Tank

As there is no pump to deliver gas to the engine, the pressure in the tank is used to do this.
The Dual-Fuel system requires gas pressure to be regulated between lower and upper limits
TM
between which the dwell time of the Gas Injectors can be adjusted by the Hawk ECU to
provide accurate fuelling.
In operation, the pressure of the tank is controlled by a device called the Economiser. See
Figure 2. for location. This is a pressure actuated valve controlling the gas flow from the tank
vapour space. It is open above 105psi (7.2 bar) and closed below 105psi (7.2 bar). The pick
up pipe from the bottom of the tank through which the liquid flows is fitted with a 2psi check
valve (see Figure 2.). Therefore, when the vapour and liquid flows meet in the tank hub the
vapour is at 2psi higher pressure than the liquid and flows out through the fuel pipe in
preference to the liquid. Below 105psi (7.2 bar)the Economiser valve is closed so that no
vapour is drawn from the tank, only liquid, preserving the pressure of the vapour layer.
Because vapour is used preferentially at tank pressures of over 105psi (7.2 bar), the tank
should not build pressure and vent on a vehicle that is in regular use. The gas pressure may
go below 105psi (7.2 bar) during normal operation due to LNG being drawn from the tank
faster than the boil off rate can maintain the pressure. However, as long as the tank pressure
is above 80psi (5.5 bar), Dual-Fuel operation is possible.
Gas Delivery to Engine

The gas from the tank (in either liquid or vapour states) leaves the tank through a hand valve,
the Gas/Liquid Valve. This has a red handle to distinguish it from the Vent Valve (grey
handle). It first passes through a Vaporiser which is a heat exchanger heated by engine
coolant that turns liquid LNG into vapour.
Downstream of the Vaporiser, the Lock Off Valve (LOV) is fitted. This is opened by the Hawk
ECU when the engine is running and is supplied by 13v Solenoid Power supply from Fuse 3.
The power supply is routed via a re-settable Inertia Switch located in the Rear Electrical
Centre. This will trip if the vehicle is in a collision and close the LOV. (See Figure 4 for
electrical connections)
The gas then passes through the Fuel Management Module (FMM) comprising a Coalescing
( Primary ) Filter and Pressure Regulator to reach the Shut Off Valve (SOV). All the gas
pipework is thick walled stainless steel tube rigidly mounted to the vehicle chassis. (See
Figure 3.) There is a bleed point on the Pressure Regulator that allows the pipework between
the LOV and engine to be de-pressurised.
9
6
Figure 3. LNG Gas Supply
1 VENT PIPE AT TANK SHROUD

2 GAS PIPE CONNECTION AT TANK SHROUD
3 LOCK OFF VALVE
4 PIPE TO ENGINE SOV
5 FMM
6 PRESSURE REGULATOR
7 PRIMARY FILTER HOUSING
8 VAPOURISER
9 BLEED POINT
Figure 3. LNG Gas Supply

The Shut Off Valve (SOV) on the Chassis rail adjacent to the engine opens during the SOV
test when the engine is started and again when the engine goes into Dual-Fuel mode. The
gas supply pressure (CNGP) is measured in the Injector Black by the CNGP sensor. This can
be viewed on the Engine Parameters Screen of the Diagnostic Tool. It is an absolute pressure
in kPa. Table 1 shows the expected states of the LOV and SOV. Table 2 shows how the
CNGP should relate to the pressure displayed on the Pressure Gauge of the LNG Tank. Both
the SOV and LOV can be powered open with the Diagnostic Tool when the engine is stopped
for diagnostic purposes. The CNGP will be lower when the engine is using gas due to
pressure losses across the regulator and filters.
LOV SOV
Engine stopped Closed Closed
Engine Running (Diesel Mode) Open Closed
Dual-Fuel Mode Open Open
Table 1. State of Solenoid Valves
Table 2 shows the expected state of the SOV and LOV valves in normal use
CNGP CNGP
Tank Tank
(kPa) (kPa)
Pressure Pressure
No Flow Flow
(psig) (bar)
(+/- 50kPa) (+/- 50kPa)
50 3.5 445 307
55 3.8 479 341
60 4.1 514 376
65 4.5 548 410
70 4.8 583 445
75 5.1 617 479
80 5.5 652 514
85 5.8 686 548
90 6.2 721 583
95 6.5 755 617
100 6.9 790 652
105 7.2 824 686
110 7.6 858 721
115 7.9 893 755
>115 7.9 893 755
Table 2. Tank Gauge Pressure vs CNGP

POWER 13v
INJECTOR
F3
INERTIA SWITCH
19 14
18 12 P1
J2B J1A
21 23
C1 10 P5 B A 2 7 P2
HAWKTM ECU
SOV
POWER 13v
INJECTOR
B A
LOV
Figure 4
Fault Codes
The following Fault Codes are relevant to gas pressure: Table 3. lists possible causes. The
most likely causes are in Bold.
SPN 10041 FMI0 Gas pressure high emode fault (53)

Fault is set if Natural Gas Pressure (CNGP) exceeds 1000kPa in Dual-Fuel mode or if it
exceeds 1050kPa on transition into Dual-Fuel mode. If the fault is set the ECU will exit Dual-
Fuel mode. This is a Re-settable fault so if the fault condition is resolved then Dual-Fuel
operation will automatically resume. If the fault occurs 3 times, the fault becomes Critical and
the engine will remain in Diesel mode until the engine is stopped and re-started, even if the
fault condition is resolved.
SPN 10041 FMI10 Gas pressure low emode fault (53)

Fault is set if Natural Gas Pressure (CNGP) falls below 515kPa while in Dual-Fuel mode or if
CNGP is below 635kPa on transition into Dual-Fuel mode. If the fault is set the ECU will exit
Dual-Fuel mode. This is a Re-settable fault so if the fault condition is resolved then Dual-Fuel
operation will resume. If the fault occurs 3 times, the fault becomes Critical and the engine will
remain in Diesel mode until the engine is stopped and re-started, even if the fault condition is
resolved.
.
SPN 10045 FMI7 SOV Gas Pressure Does Not Rise (58)
Fault is set if Natural Gas Pressure (CNGP) does not rise above 500kPa when the SOV
opens as part of its self-test procedure after engine start up (see SOV Diagnostic Guide). If
this fault is set the engine will not transition into Dual-Fuel mode. This is a Critical fault so the
engine will remain in Diesel mode until the engine is stopped and re-started, even if the fault
condition is resolved.
Fault Code Symptom Possible Cause

Gas pressure No transition to Failed Pressure Regulator
high emode fault Dual-Fuel mode CNGP sensor out of calibration
(54) or drops out of
mode
SOV Gas No transition to No LNG in Tank
Pressure Does Dual-Fuel mode Gas turned off at LNG Tank
Not Rise (58) Tripped Inertia Switch
Gas pressure in LNG Tank too low
o Gas pressure in LNG Tank too low
(<80psi)due to fill with very cold LNG
o Gas pressure in LNG Tank too low
(<80psi) due to failed Economiser
Failed Lock Off Valve
Failed Electrical Connection to Lock Off
Valve
Failure of SOV to open
Blockage in LNG Tank
Gas Injector stuck open
Gas pressure low No transition to Run out of LNG

emode fault (53) Dual-Fuel mode Gas/Liquid Hand Valve not fully open
or drops out of Pressure Regulator set point too low
mode Lock Off Valve (LOV) not fully opening
Blockage in Primary Filter Element
Blockage in Secondary Filter
Blockage in LNG Tank
CNGP sensor out of calibration
Table 3.
These tests should be used to investigate the possible causes for the various fault conditions
identified in Table 3.
CAUTION
SOME OF THESE TESTS INVOLVE RELEASING GAS TO ATMOSPHERE. DO THIS IN A
WELL VENTILATED AREA OR OUTDOORS AND KEEP THE AMOUNT OF GAS
RELEASED TO A MINIMUM. ENSURE THERE IS NO IGNITION SOURCE WITHIN 3M IN
ANY DIRECTION AND NO CUTTING, WELDING OR GRINDING TAKING PLACE
AROUND THE VEHICLE.
a) Check the Pressure in the LNG Tank

If the Pressure Gauge on the LNG tank indicates a gas pressure of between 80psi (5.5 bar)
and 230psi (16 bar) then there should be enough gas pressure for the engine to go into Dual-
Fuel mode.
If the Pressure Gauge indicates a gas pressure of less than 80psi (5.5 bar) and the LNG fuel
level gauge on the dashboard reads empty (with ignition on) then the LNG tank is empty and
needs to be re-filled.
If the LNG fuel level gauge indicates there is LNG the tank and the gas pressure is lower than
80psi, there could be three possible causes.
1. The LNG Tank has been filled with very cold LNG
If the temperature of the LNG in the filling station is too low, the saturated pressure in the
vehicle tank will not be sufficient to transition to Dual-Fuel mode. Immediately after the fill
there will be a higher pressure in the tank from the pressure build device in the
dispensing station, but this will not be a saturated pressure, and vapour will be absorbed
into the cold liquid in the vehicle tank until the saturated pressure is reached. This
process is accelerated when the vehicle is driven, causing the contents of the tank to
slosh around. The solution to this problem is to leave the Gas/Liquid hand valve open
and run the vehicle on diesel (or leave it parked). The LNG tank pressure will rise over
time at around 15psi a day and when it is > 80psi (5.5 bar), Dual-Fuel operation will
automatically be resumed on start up. If this problem occurs it will be following a fresh
delivery of LNG to a fuel station and will affect most of the vehicles that have filled from
that station that day.
2. The LNG Tank has been over-filled (Ullaged)

This is a rare problem caused by inexperience with the fill process. When the LNG tank
is filled, an ullage space within the tank remains filled with vapour. After the fill, liquid fills
the ullage space through a small hole, with the displaced vapour going to the top of the
tank to provide the vapour layer, the pressure of which is used to deliver gas to the
engine. If the tank is filled, and then filled again with venting, the ullage space is full and
the extra LNG displaces the vapour from the vapour space out through the vent stack. If
the vapour space is depleted in this way, pressure will build sufficient for the vehicle to
go into mode but will be immediately depleted when gas is used causing exit from Dual-
Fuel mode. Pressure in an ullaged tank will drop very quickly if the Vent hand valve is
opened. This problem needs to be addressed by removing some LNG from the tank to
create a bigger vapour space.
LNG can be removed from the tank using a gas disposal device (flare stack) attached to
the outlet from the vaporiser. The engine must be warmed up to the operating
temperature when this is used and care taken not to loose too much pressure from the
tank. Instructions for the gas disposal device should be closely followed.

3. The Economiser has failed or the set point has moved.

If the Economiser fails so that it is stuck open, vapour will continue to be drawn from the
LNG Tank in preference to liquid below the Economiser set point of 105lb/in2 (7.2bar).
The Tank pressure will continue to fall until the Engine goes out of Dual-Fuel mode.
Dual-Fuel mode will not be resumed on start up until the Tank pressure has naturally
built up sufficiently and it will drop out of mode again soon afterwards as the pressure
depletes again. Consequently the truck will spend little time in Dual-Fuel and the ECU
will record a high number of fault codes for low gas pressure. Similarly if the set point
has drifted lower there may be a large number of low gas pressure fault codes.
To diagnose this condition locate the economiser adjusting screw, slacken the lock nut,
turn the adjusting screw one full turn clockwise, then retighten the locknut. Run the truck
with sufficient Tank pressure to allow it to go into Dual-Fuel mode and check if the
problem recurs. The settled pressure in the tank immediately after running in dual fuel
mode for at least one hour should be close to the economiser setting. After adjusting the
screw the settled pressure should be approximately 30lb/in2 (2bar) higher. If the tank
pressure is still well below 105lb/in2 (7.2bar), the economiser has most likely stuck open
rather than drifted and should be replaced.
If the settled pressure after adjustment rises above 105lb/in2 (7.2bar), it can be reduced
by adjusting pro rata. Refuelling may require extra venting if the economiser pressure is
set too high.
Replacing the economiser requires tank to be emptied and de pressurised
Economiser
Adjusting
screw
Figure 5 Economiser
b) Check the Inertia Switch

Locate the inertia switch in the Rear Electrical Centre. Press the yellow button. If it clicks it
has been tripped. Once it has clicked it has been re-set. If this switch is tripped, the Lock Off
Valve will get no power supply and will not open.
To check, press
down on yellow
button. If it moves
down and clicks
into place the
switch has been
tripped
Figure 6 Inertia Switch (In Rear Electrical Centre)
c) Check Last Chance Filter for Blockage
The Filter can be removed and checked for blockages. First depressurise the pipe vent by
using the bleed point on the Pressure Regulator. If the filter cannot be blown through easily it
should be replaced. Debris in the filter can be indicative of wear in an upstream component
such as the pressure regulator
d) Test that Gas is getting to the Engine
The easiest way to do this is to depressurise pipe work using Bleed Point then ,disconnect the
flexible pipe from the SOV and to remove the plunger assembly from the SOV, Then to carry
out a Lock Off Valve (LOV) test with the Diagnostic tool. This will power open the LOV for 30
seconds. A strong stream of gas should issue from the SOV block outlet port. If There is no
gas flow or poor gas flow check that :
1. The Gas/Liquid hand valve on the LNG Tank is turned on. (Open fully then close
turn to ensure valve not damaged by shrinkage.)
2. The Inertia Switch is not tripped (see test b)
3. There is a power supply to the Lock Off Valve with the vehicle engine running.
4. An SOV Drive Fault is not set when the LOV test is performed. ( this would indicate a
loss of power supply to the LOV )
Take care not to lose SOV internal parts or spring

If there is a flow of gas from the pipe with the valve un-powered then it is likely that the LOV
has failed and is stuck either open or partially open and will need to be replaced.
If the gas flow from the pipe is weak or gradually decreases to nothing then there is a flow
restriction in the gas supply. Follow the next section to check the Primary Filter, Pressure
regulator and LNG Tank.
If result is OK, re-assemble the SOV and select SOV Test and LOV test from the SOV test
screen on the Diagnostic Tool. The SOV should open for 30 seconds and gas should flow
from the SOV block. If it does not, the SOV has failed to open. Check for SOV drive fault
which could indicate a problem with the power supply to the SOV ( see SOV Diagnostic
Guide).
e) Check Primary Filter for Blockage

This filter is located in the filter housing on the FMM. With gas vented from the system using
the bleed point (Gas/Liquid hand valve turned off ), unscrew the filter housing and unscrew
the knurled disc that retains the filter element. Inspect the inside surface of the filter element.
Heavy soiling of the inside surface can be a cause of flow restriction. If the element is found to
be the cause of the flow restriction it should be replaced.
f) Test Lock Off Valve

When the Lock Off Valve is energised and should open to pass gas. A definite click can be
heard from the valve body when this happens. Test by energising valve with Bleed Point
open. Gas should issue from the Bleed Point when it is actuated. If gas issues from the Valve
when it is not energised it is either stuck open or partially open. A Solenoid Valve stuck in a
partially open position will cause a flow restriction which could cause a low gas pressure fault
when gas is being used.
NOTE: THE SOV AND LOV ARE DIRECTIONAL. AN ARROW ON THE VALVE BLOCK
INDICATES THE DIRECTION OF GAS FLOW.
g) Test Pressure Regulator

If a problem is suspected, test the Regulator statically as in 1. below. To simulate a gas
flowing condition test as in 2. below.
1. No Flow Condition
The set point of the Pressure Regulator is 115psi (7.9 bar ). Carry out an SOV test with the
Diagnostic Tool and note the CNGP pressure. If the LNG Tank Pressure Gauge reads more
than 115psi, the CNGP pressure should be 893kPa +/- 10kPa. If the LNG Tank Pressure
<115psi, CNGP reading should correspond to No Flow value in Table 2.
A CNGP of more than 1000kPa will set Gas pressure high emode fault (54) this indicates a
failed Pressure Regulator.
2. Gas Flowing
Note LNG Tank Pressure. Use Diagnostic Tool to observe CNGP when the truck is being
driven and using gas. When gas is being used (Instant substitution >0) CNGP should not be
lower than the flow value in Table 2 for the observed LNG tank pressure
h) Identifying Ice Blockage in the LNG Tank (or a failed Check

Valve)
These problems have a common symptom: the flow of liquid from the liquid pick up tube out
of the LNG tank is impeded. Commonly a vehicle with this problem will run in Dual-Fuel mode
when the tank pressure in above the Economiser set point (105psi) but once it falls below will
drop out of Dual-Fuel mode for Gas pressure low emode fault (53).
If this condition is identified, the tank should be emptied of gas so that the Fuel Level and
Pressure gauges both read zero. The tank will then need to be exchanged for a replacement

200294 LNG Gauge Diagnostic Guide Page 1 of 8
FUNCTIONAL DESCRIPTION
The level of LNG in the LNG Tank is measured using a Capacitance Tube. This is a double
skinned tube across the vertical diameter of the Tank. The capacitance between the skins of
the tube changes as the liquid level in the tank rises and falls.
An insulated wire joined to the outer skin of the tube leads to the tank hub via the vapour pick
up in the tank. Here a connection is made to a co-axial cable which leads to the Level Sender
Unit on the tank shroud.
The level sender unit converts the capacitance value of the capacitance tube to a voltage in
the 0-5V range. The Sender Unit receives a 12V power supply from the Voltage Converter via
Fuse 4 when the vehicle ignition is ON . The signal is routed to the Hawk ECU or
connector J1A pin 27.
The Hawk ECU converts the signal voltage from the Level Sender to a PWM signal which is
sent to the LNG level gauge in the cab. The LNG Level Gauge is powered by a 12V switched
supply from the Voltage Converter via Fuse 5. The gauge contains 10 green LEDs. If the
signal received by the gauge indicates the LNG tank is full, all 10 LEDs are illuminated. If the
signal received by the gauge indicates that the LNG Tank is empty , none of the green LEDs
are illuminated
Coaxial Cable
Sender Unit
Weather Pack
Connector
LNG SENDER INSTALLATION.

Figure 1
Approval
19/12/2011 AH RO SoK 27/04/2012 200294
ELECTRICAL CONNECTIONS.
Figure 2
DIAGNOSTICS
Diagnostic Tests
LNG Level Gauge Test ( See Figure 3 )
The function of the LNG level gauge can be tested with diagnostic tool.
Click on the Full button to make the gauge read full

Click on the Empty button to make the gauge read empty
The Gauge should display the commanded level for 30 seconds. If the test fails, carry out
diagnostic checks in Table 1.
Figure 3
Table 1 LNG Fuel Level Gauge.

Test/ Expected
Condition Test Pass Fail
Component Result
2 LEDs
illuminate
briefly
Check
LNG Level (even if
1 Key ON. Gauge Gauge OK Go to 2
Gauge. empty) then
reading.
gauge
shows tank
contents
Comes on
for 10
seconds
Check Mode Observe blue when
2 Key ON Go to 9 Go to 3
Lamp Mode Lamp ignition is
switched on
then goes
out.
Key ON
Fuel gauge Check Volts
Check Power
3 connector at connector 13V +/- 0.5 Go to 7 Go to 4
supply
FG FG pin 5
disconnected
Check Fuse 5 Is Fuse 5
4 No Go to 5 Go to 6
Fuse 5 removed blown?
Check 12v supply
Check Volts Check Volts from voltage
5 at fuse Key ON at fuse 5 13V+/- 0.5 Go to 7 converter to Fuse 5
holder fuse holder Power Supply
Diagnostic Guide
Resistance
Key OFF
pin 5 to
Fuse 5 Replace LNG
Insulation ground and Open
6 removed FG Fuel Level Repair short circuit
Check other pins in Circuit
connector Gauge
FG
disconnected
connector
Key OFF
Resistance
Fuse 5
Continuity pin 5 to
7 removed FG 0 Go to 8 Repair open circuit
Check Fuse 5
connector
holder
disconnected
Key OFF
Resistance
Check FG Go to 9 Repair open circuit
8 check FG pin 0
Ground connector to resolve ground
6 to Ground
removed
Measure
Key ON Replace
signal at FG Signal Go to 10
9 connector LNG Fuel
Signal Check connector pin present
FG removed Gauge
3
Key OFF Resistance
FG check
connector Check Repair Open or
Check signal
disconnected 1) FG pin 3 1) 0 sender start Circuit
10 connection
ECU To J2B pin19 2) O/C output
from ECU
connector Table 2
J2B 2) FG pin 2 to
disconnected ground
Table 2 LNG Fuel Level Sender Unit.

Test/ Expected
Condition Test Pass Fail
Component Result
Key ON
Voltage
Disconnect
Check Power Check at pin
1 SU (Weather 13V+/- 0.5V Go to 6 Go to 2
supply A on SU
pack
connector
connector)
Check Fuse 4 Is Fuse 4

2 No Go to 3 Go to 4
Fuse 4 removed Blown?
Check 12V supply

Check volts Check volts
from Voltage
3 at Fuse Key ON at Fuse 4 13V+/- 0.5V Go to 5
Converter to
holder Fuse Holder
Fuse 4
Key OFF
Resistance Replace
Insulation Fuse 4
4 check SU pin O/C Failed Repair Short Circuit
Check removed SU
A to ground Sender Unit
disconnected
Key OFF Resistance
Continuity Fuse 4 check SU pin
5 0 Go to 6 Repair Open Circuit
Check removed SU A to Fuse 4
disconnected Fuse Holder.
Key OFF
Resistance
Check Connector Repair Open Circuit
6 check SU pin 0 Go to 7
Ground SU to restore ground
C to ground
disconnected
Back probe
pin B on
Connector Go to 8 Go to Table 3
7. Check Signal Key ON 1-5 Volts
SU and
measure
voltage
Key OFF Resistance
Disconnect checks Check Repair short on
Check Signal
SU a) JIA pin 27 a) 0 Gauge circuit in signal wire
8 connector to
connector to SU pin B b) O/C function
ECU
and JIA b) SU pin B (Table 1)
connector to Ground
Table 3 Capacitance Signal Diagnostic Table.
Voltage at Pin B of Connector SU Condition
A 0V Failed Sender Unit
Open Circuit in Co-axial Cable or

B <1V capacitance wire in Tank
Short Circuit between inner and outer of

C >5V Co- axial cable or capacitance wire and
tank
To Investigate conditions B or C it will be necessary to dismantle the tee on the tank hub
where the Co-axial Cable is soldered to the capacitance wire. The tank must be empty of
LNG and de-pressurised when this is done. Check soldered joint for breaks in the heatshrink
allowing a short circuit with the inside of the Tee. (see figure 4 )
Tee
Soldered
Joint
LNG SENDER CONNECTION

Figure 4
Repair Kit
A waterproof BNC connector is available to allow the sender unit to be changed without
draining the tank. This is available from CAP Kit no 700268-1 (Figure 5)
When using this to join the cable, first measure the cable length of the sender unit and ensure
the overall length between the sender unit and the tee, including the connector, is the same
as the uncut cable.
Figure 5
If the cable is cut measure capacitance value between core and braid on cut end of the cable
coming out of the LNG tank. See table 4 for expected values.
With soldered joint between co-axial cable and capacitance wire dismantled, check
capacitance at the capacitance wire.
Table 4 Capacitance values for 74 US Gallon LNG Tank

74 US Gallon Tank Capacitance
Empty Tank 420pF
Full Tank 558pF
Table 5 Sender Unit Calibration
Tank % Fill Signal Voltage

(SU pin B )
0 1.55
10 1.76
20 1.97
30 2.17
40 2.38
50 2.59
60 2.80
70 3.00
80 3.21
90 3.42
100 3.63
PROTECTION AGAINST WEATHERED LNG.

If this strategy is enabled in the software the following will apply. This section is not
applicable to all vehicles.
The Hawk ECU uses data from the Level Sender to protect the engine from using weathered
or aged LNG. LNG that has been left unused in the LNG Tank will start to vent off after a
number of days. Prolonged venting will eventually lead to a depletion of Methane content of
the LNG in the tank. This will change the combustion properties of the LNG and may cause
pre- ignition and possibly engine damage.
1. If the Hawk ECU detects that the LNG level in the tank has fallen by since the
engine was last run then a critical fault is set preventing DF operation.
2. A second strategy is employed to set a re-settable fault if the LNG Liquid level is
empty. This is to protect against complete boil off of liquid LNG in a truck parked for
an extended time period, leaving a lower methane content gas vapour in the tank.
FAULT CODES
SPN 10081 FMI 1 LNG Level Sender Signal (79).

Data Valid but below normal operating range
This fault is set if the LNG level in the LNG Tank is zero. It is a resettable fault. If the fault is
set the Vehicle will not run in Duel-Fuel Mode until the LNG level is full in.

Voltage below normal or shorted to low source
This fault is set if the signal voltage from the sender <0.2V. It is a re settable fault and will
prevent Dual-Fuel Operation.

Voltage above normal or shorted to high source
This fault is set if the signal voltage from the sender <4.8V. It is a resettable fault and will
prevent Dual-Fuel Operation.

Aged LNG Empty and Refill Tank
This Fault is set if the LNG level; in the tank has fallen by and no gas has been used by the
engine. This is a critical fault. To reset, it requires the LNG tank to be filled. A dealer reset
function on the Diagnostic Tool can be used to re-set the fault if an incomplete fill has been
carried out. See figure 6.
Figure 6.
200295 Engine Speed Signal Diagnostic Guide Page 1 of 7
Engine Speed Signal Diagnostic Guide

TM
The Dual-Fuel system uses the speed and timing signals from the Cam and Crank Sensors
TM TM
on the engine. The signals are fed into the Hawk ECU. The signals are used by the Hawk
to:
1. Time the gas injections in Dual-Fuel mode.

2. Validate the Knock sensor signals.
The signals are routed via the CAP Engine Harness through the DTEC (Diesel Timing Event
Controller) and back to the Sensor connections on the Volvo Engine Harness. The CAP
TM
Engine Harness also connects the sensors to the Hawk ECU. The DTEC enables the Hawk
ECU to retard or advance the timing signals before they are fed back into the Volvo Harness,
enabling diesel injection timing to be retarded or advanced. This is used to:
1. Modify diesel injection timing to optimise gas substitution across the engine fuelling
map and reduce quantities of unburned methane.
2. Retard diesel injection timing as part of the anti-knock strategy.
TM
The DTEC contains transformers which receive digital signals from the Hawk ECU and
convert them to synthesised Cam and Crank speed and timing signals. It also contains a twin
pole relay which switches the output to the Volvo engine harness between the actual Cam
and Crank signals from the sensors and the synthesised signal. The relay coil receives
TM
SOLPWR voltage through fuse 3 and is pulled in by a ground from the Hawk ECU. In diesel
only mode, the relay is unpowered and the sensor signals are routed straight through to the
TM
Volvo harness. On transition to Dual-Fuel mode, the Hawk ECU grounds the relay coil and
TM
switches the synthesised signals to the Volvo harness. The Hawk can then advance or
retard the signals as required. Engine speed must be >1000rpm for the transition to take
place.
TM TM
On transition out of Dual-Fuel mode, the ground from the Hawk is removed, and the
sensor output signals are switched back into the Volvo harness.
See System Description for location of DTEC and Harness connections.

TM
Note. The engine speed displayed on the Hawk Diagnostic Tool screens is not taken from
the Cam and Crank Sensor signals. This speed is the CAN based engine speed read by the
TM
Hawk . CAN based engine speed is used by the Hawk to identify the engine is running for
the purpose of turning on the SOLPWR power supply.
Noise Suppression
Diodes are fitted in the reference voltage connections into the Hawk ECU. These are to stop
noise from the ECU from getting onto the speed signals that are being read by the Volvo
EECU. On earlier builds these diodes are retro fitted. Later builds have them incorporated in
the CAP engine harness
Approval
03/01/2012 AH JS SoK 26/04/2012 200295
Fault Codes
SPN190 FMI8 Engine Speed Encoder Fault (1)
This fault code is set if either:
1. Wrong number of teeth on Cam or Crank sensor seen by ECU twice in succession.
2. Engine speed from Cam or Crank sensor and CAN based engine speed differ by
100rpm
TM
Fault can be set in Dual-Fuel or Diesel mode. This is a re-settable fault and will clear if the
fault condition is resolved.
SPN1188 FMI31 Wastegate drive fault (48)
Short or open circuit in power supply to DTEC relay coil.
This is a Critical Fault and cannot be re-set until the engine is stopped and re-started.
Figure 1 shows a schematic of the Cam and Crank Sensor wiring
Figure 1.
Fault Finding Table

SPN190 FMI8 Engine Speed Encoder Fault (1)
In most cases this is a harmless fault code which can be set if the CAM or Crank sensors
sees the wrong number of teeth on the timing gear twice in succession. In these instances the
TM
fault clears almost immediately and no appreciable time is spent out of Dual-Fuel mode.
The fault can however indicate a more serious problem. In these cases, the engine will spend
a lot of time out of Dual-Fuel mode and there will be a high count of Engine Speed Encoder
faults in a short number of engine hours.
Use this diagnostic table in the latter case.

Test Conditions
Result Y N
Run the Are any Volvo faults set
1 vehicle that are to do with Cam No Go to 2. Go to 4.
Diesel Only or Crank sensor?
Ignition OFF
Unplug connectors P31,

P32, P34 and P35 and
also ECU connector
Determine if
J1A.
open circuit is in
Check
Engine Harness
continuity of Carry out resistance
or DTEC.
signal wires checks: Resistance
2 from sensor P31 pin 1 to P32 pin 1 values should Go to 3
Repair if Engine
connectors P31 pin 1 to J1A pin 13 be <3
Harness
to Volvo P31 pin 2 to P32 pin 2
Harness P31 pin 2 to J1A pin 2
Replace DTEC if
P35 pin 1 to P34 pin 1
DTEC
P35 pin 1 to J1A pin 31
P35 pin 2 to J1A pin 20
Ignition OFF
With same connectors

unplugged as in 2.
Determine if
short circuit is in
Carry out resistance
Engine Harness
checks:
Continue or DTEC.
P31 pin 1 to P31 pin 2 Should be
Check for investigation
3 P32 pin 1 to P32 pin 2 open circuit in
short circuits on Volvo Repair if Engine
P34 pin 1 to P34 pin 2 all cases
Hardware Harness
P31 pin 1 to ground
Replace DTEC if
P31 pin 2 to ground
DTEC
P35 pin 1 to ground
P35 pin 2 to ground

Test Conditions
Result Y N
Remove ECU connector
J2B and DTEC
connector J3.
Check
continuity of Resistance
Carry out resistance Repair open
4 signal wires values should Go to 5
checks: circuit.
from ECU to be <3
J2B pin 14 to J3 pin 10
DTEC
With J3 and J2B still

disconnected
Check
insulation of Should be
Resistance check J3 Repair short
5 signal wires open circuit in Go to 6.
pins 10 and 11 to each circuit.
from ECU to all cases
other and to ground.
DTEC
Fit
Reconnect all Problem
replacement
6 connectors. Verify with should be End Repeat checks.
DTEC
test drive. resolved
module
2 Fault Finding Table

SPN1188 FMI31 Wastegate Drive Fault (48)
Test Conditions
Result Y N
Remove connector J3
from the DTEC
Check that
voltage to
1 Ignition ON 13v +/- 1v Go to 2 Go to 3
relay coil is
OK
Measure voltage at J3
pin 8
Investigate
Check ground
DTEC Resistance check Replace connection to J3
2 <3
ground J3 pin 9 to J2B pin 18 DTEC pin 9 for open
continuity circuit and
repair.
Investigate
Check if wiring between
3 fuse 3 is Ignition OFF No Go to 4 Fuse 3 and J3
blown pin 8 for short
circuit and repair
Investigate
wiring Refer to Power
Measure Remove Fuse 3 and between Supply
4 voltage at measure voltage at Fuse 13v +/- 1v Fuse 3 and Diagnostic
Fuse 3. Holder J3 pin 8 for Guide to
open circuit troubleshoot.
and repair
3 Fault Finding Table Additional Checks.
Checks to be carried out if there is a suspicion that
a) The timing control is not working engine noise / knock

b) The checks in table 1 and 2 are inconclusive

Test Conditions
Result Y N
J2B unplugged
Check J3 unplugged
continuity of Ignition off
Repair open
1 control <3 Go to 2
circuit
signals to Resistance Check
DTEC J2B pin 14 to J3 pin 10
J2B unplugged
J3 unplugged
Check
Insulation of
Resistance Check
control Repair Short
2 J3 pin 10 to ground O/C Go to 3
signals to Circuit
J3 pin 11 to ground
DTEC
J3 pin 10 to pin 11
To other pins on J 3
Connector
Check J3 disconnected
Repair Ground
3 ground Resistance check <3 Go to 4
Connection
J3pin to ground
J1A disconnected
Check
Measure on hawk ECU
resistance
Resistance between 163k Replace Replace Hawk
4 across input
J1A pins 2 and 13 +/- 1k DTEC ECU
pins in ECU
J1a pins 20 and 31
4 Fault Finding Table Investigating Engine Starting

Problems.
Engine starting problems can sometimes be caused by defects with the timing control system
and wiring fitted as part of CAP systems. Follow steps in table to fault trace. Ensure batteries
are fully charged and the condition at which the problem is occurring is recreated i.e. cold
engine , hot engine.
Also check that battery terminals are clean and secure and that earth points on the vehicle
are all free of corrosion and correctly tightened.

Test Conditions
Result Y N
Re
connect
Volvo Investigate
Repeat engine starts a Fault still
1 Engine as a Volvo Go to 2
number of times. occurs
Harness Fault
connectors
to Sensors.
Remove
J1A Carry out
Fault still
2 connector Repeat Check. checks t as Go to 3
occurs
from Hawk per table 1
ECU.
Diode check.
Test Diodes
<3 in stated Replace Diodes
in signal
direction O/C or Engine
3 reference J3 pin3(+) to Go to 4
in opposite Harness as
voltage J1A pin2(-).
direction required.
wires.
J3 pin 12(+)to
J1A pin 31 (-).
Check for
voltage Investigate
between Integrity of
1. Engine stopped.
Cab ground No current ground
4 Go to 5
terminal 5.3 flow connection to
2. During crank.
and Battery cab in Volvo
(-ve) wiring
terminal.
Fit new
Eliminate
No change speed
Hawk ECU Swap out one or the Replace
5 Fault still sensors
and Voltage other and re-test. defective unit.
occurring repeat
Converter.
checks
SECTION 4.0
SCHEMATICS
Name of document Page
Clean Air Power Specification 1(15)
Issuer (dept., name, phone, sign) Date Issue No Insert Drg. no.
Sean O'Kane 2/3/2012. 1.0 200286
Subject
Genesis Edge Dual- Fuel System PIN OUT
Diagram
8 Revision History
Rev Change Description Date By
1.0 - Initial Issue 2/3/2012 SOK
Approval
1/12/2011 AH JS SoK 30/04/12 200286
Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
9 Table of Contents
1. Revision History
2. Table of Contents
3. Purpose
4. Scope
5. Responsibility
6. Glossary
7. CAP ECU Pinout
8. Subsystems
8.1. Power Supply

8.1.1 Conversion dates of January 2012 and after
8.1.2 Conversion dates before January 2012
8.2. Data Links
8.3. Gas Injectors
8.4. Sensors
8.5. LNG Tank
8.6. Mode Lamp
8.7. Speed and Timing
8.8. Airflow Control
8.9. Gas Supply
9. Sensors and actuators

10. CAN interface communication
Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
10 Purpose
An electrical pinout of a CAP Genesis Edge Dual-FuelTM system on the
MD13 engine in the Volvo FM13 and FH13. The specification includes
sensors, actuators, and peripheral units that interface with the HawkTM
ECU.
11 Scope
This version of the pinout covers the CAP Dual-FuelTM System on the
Genesis Edge product at P-Release of Dual-FuelTM system BOM
12 Responsibility
It is the responsibility of Clean Air Power to develop and maintain the
pinout document, and to see to it that the document is reviewed and
released asrequired.
13 Glossary
Abbreviation Explanation
TM
HAWK ECU Clean Air Power Electrical Control Unit
NGP Natural Gas Pressure
NGT Natural Gas Temperature
TAB Turbo Air Bypass
TMAP Temperature Manifold Air Pressure
SOV Shut Off Valve
LOV Lock Off Valve
MPRD Main Power Relay Drive
XDRP Transducer Power Supply (5v)
XDRG Transducer Ground
Signal 0-5v signal from NGP, NGT and TMAP Pressure Sensors
Resistive output from TMAP Temperature Sensor
Pot 1 0-5v signal from TAB Position Transducer 1
Pot 2 0-5v signal from TAB Position Transducer 2
TAB M +/- Reversible polarity drive signal to TAB actuator
TAB M -/+ Reversible polarity drive signal to TAB actuator
Door Open Grounded by door switch when gas door is open
Mode Light Switched ground to turn on Mode Light
LOV Drive Switched ground to actuate Lock Off Valve
SOV Drive Switched ground to actuate Shut Off Valve
TT-Signal Tell-tale signal (12v) that Injector Power Relay is powered
Sender Signal Signal voltage from LNG Tank Level Sender
TM
Level Signal Variable voltage output from Hawk to Level Gauge
Connection to diagnostic connector to supply boot signal to
Hawk Boot Up TM
Hawk
Inj Drive Switched ground to drive gas injectors
TM
SOLPWR 12v power supply turned on by Hawk via Relay 1
DTEC Diesel Timing Event Controller
CRB Configurable Relay Board
Table 1- Glossary
Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
14 CAP ECU Pinout

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
Subsystems
8.1.1 Power Supply (January 2012 onwards)

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.1.2 Power Supply (pre - January 2012)

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.2 Data Links

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.3 Gas Injectors

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.4 Sensors
Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.5 LNG Tank

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.6 Mode Lamp

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.7 Speed and Timing

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.8 Airflow Control

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
8.9 Gas Supply

Sean O'Kane 2/3/2012 1.0 200248
Subject
Diagram
9 Sensors and actuators
Sensors & Actuators Part Part number Connected to Connector N

number CAP
( * = un flashed) Volvo
Hawk ECU * 904008-2 Engine Harness J1A, J1B,J1C, J2A, J2B
Gateway 400906-2 Edge REC Harness P5
Gateway (Fan Control) 400906-6 Edge REC Harness P5
Overwriter 400906-3 Edge REC Harness P6
CRB 401017-1 Edge REC Harness J1, J2
DTEC 621197-1 Engine Harness J3
Crank speed 20513343 NA Engine Harness P32
Cam speed 20513343 NA Engine Harness P34
NGP 901386-1 Engine Harness P3
NGT 901384-1 Engine Harness P4
TMAP Sensor 901382 Engine Harness J12
TAB 904912-1 Engine Harness P20
Lambda 901379-1 Chassis Harness P23
Knock 1 901380-1 Engine Harness P25
Knock 2 901380-1 Engine Harness P26
Gas Injectors 619625-1,-2,-3 Engine Harness P13-P18
SOV 619260-3 Chassis Harness P5
LOV 619260-3 Tank Harness P21
LNG Level Gauge 621186-1 Instrument Harness FG
Sender Unit 906571-1 Tank Shroud Harness SU
10 CAN interface communication
CAN link Comment

CCP Diagnostic Datalink
J1939-1 Volvo Datalink
J1939-7 Volvo Datalink

Genesis Edge FM13 and FH13 LNG DF System Diagnostic Manual

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GENESIS EDGE VOLVO FM13 and FH13

LNG DUAL-FUELTM SYSTEM

Section Document Rev Title

Liquified Natural Gas ( LNG )

i) Weathering or Ageing of LNG Fuel.

Normal operating pressure of LNG Tank is around 7 bar.

Engine damage may occur if this is not done

Methane Number Index.

iii) LNG Properties

In high concentration, natural gas can be an asphyxiant.

General Safety Precautions.

DO NOT let gas vent in the workshop

Vent Hand Valve

DO NOT bring a vehicle with a gas leak into the workshop

Precautions if vehicle is to be in workshop for an extended period of time.

Accident Damage to the LNG tank

In Case of Fire or Fire Risk

If safe turn off the ignition

Clear fault codes using the Diagnostic Tool.

Check for faults after test drive and rectify as required.

Volvo FM13 (Euro V) LNG Dual-FuelTM System Overview

Operation of LNG Fuel System

FIGURE 1. LOCATION OF UNDER-CAB DUAL-FUELTM COMPONENTS

A GAS INJECTOR BLOCK Figure 2.

A. Gas Injector Block (Figure 2.)

FIGURE 2. GAS INJECTOR BLOCK

1 GAS INJECTORS (x6)

B. Gas Mixer (see Figure 3.)

C. Charge Air Pipe

FIGURE 3. GAS MIXER AND CHARGE AIR PIPE

1 MODIFIED CHARGE AIR PIPE

D. Natural Gas Shut Off Valve (SOV) (see Figure 4.)

FIGURE 4. SHUT OFF VALVE (SOV)

FIGURE 5. TAB VALVE AND PIPEWORK

1 TURBO AIR BYPASS (TAB) VALVE

F. Dual-FuelTM HawkTM ECU

FIGURE 6. HAWKTM ECU

G. Engine Knock Sensors (see Figure 7.)

FIGURE 7. KNOCK SENSORS

FIGURE 8. ENGINE HARNESS

P1 BULKHEAD CONNECTOR TO CAB HARNESS

I. Connections into the Engine Coolant Pipes

FIGURE 9. COOLANT PIPE CONNECTIONS

1 COOLANT RETURN PIPE FROM VAPORISER

FIGURE 10. LAMBDA SENSOR

K. Connection to the Engine Cam Position

L. Connection to the Engine Crank Position Sensor

M. A DTEC (Diesel Timing Event Control) Module

FIGURE 11. CRANK AND CAM SENSOR BREAKOUTS

N. Flexible Gas Pipes (see Figure 12.)

FIGURE 12. FLEXIBLE GAS PIPES

II. Chassis-Mounted Dual-FuelTM hardware consists of the following (see Figure 13

FIGURE 13A. LOCATION OF CHASSIS-MOUNTED COMPONENTS

FIGURE 13B. LOCATION OF CHASSIS-MOUNTED COMPONENTS

B. LNG Tank supporting brackets / structure

FIGURE 14. LNG TANK

H. Vent Stack Water Trap

FIGURE 15. VENT STACK AND METHANE CATALYST

FIGURE 16. VAPORISER

J. Lock Off Valve (LOV)

K. 350psi Pressure Relief Valve

M. 5/8 Solid Gas Pipe

FIGURE 17. FMM (FUEL MANAGEMENT MODULE)