autoepccatalog, Author at Auto Machine Diagnosis EPC Download Installation Service

Posted on August 15, 2026August 11, 2026 by autoepccatalog

Doosan Bobcat Machine Rail Pressure Fault Troubleshooting Guide

This instruction show you guide on how to solve Doosan and Bobcat rail pressure fault can occur due to failures in both the LPC(Low-pressure circuit:Fuel tank to HP pump) and HPC(High-pressure circuit : HP pump to injector). Therefore, it is usually necessary to check the following items.

Fault

Fault code

Detection description

Detection

Remark

Maximum positive deviation of rail

pressure exceeded (DFC_RailMeUn0)

P0002

SPN : 157

FMI : 11

If the rail pressure governor

deviation exceeds the limiting

value(Normally 70~150bar)

based on the engine speed and

the set value of the Fuel Metering unit volume is greater than the

upper limit, an error will be detected.

Cranking Engine

running

2.5

sec

Estimated Root

cause

– This fault could be detected when there is a lot of air in the fuel or the fuel is not supplied well.

1) When engine is continuously operated with very low fuel level.(or empty)

2) Fuel LPC(Low pressure circuit – Fuel tank, Fuel filter, Electric fuel feed pump) leakage

3) Fuel filter plugged

4) Electric fuel feed pump failure

Fuel Leakage is

detected based on

fuel quantity balance (DFC_RailMeUn10)

P0087

SPN : 157

FMI : 10

If the high pressure pump

delivery quantity exceeds the

plausibility limit of the volume flow balance (evaluated over the

product life and supplemented to include tolerances), an error will be detected.

Cranking Engine

running

2.5

sec

Estimated Root

cause

– This fault could be detected when there is a lot of air in the fuel or the fuel is not supplied well.

1) When engine is continuously operated with very low fuel level.(or empty)

2) Fuel LPC(Low pressure circuit – Fuel tank, Fuel filter, Electric fuel feed pump) leakage

3) Fuel HPC(High pressure circuit – HP pump, common rail, injector) leakage (almost 10~25L/h high leakage)

3) Fuel filter plugged

4) Electric fuel feed pump failure

Maximum negative

rail pressure deviation with metering unit on lower limit is

exceeded

(DFC_RailMeUn2)

P0254

SPN :

1076

FMI : 16

If the rail pressure governor

deviation falls below the limiting value(Normally -200~-117bar) and the high pressure pump

delivery quantity falls to the threshold, an error will be detected.

Cranking Engine

running

5.0

sec

– Mainly occurs when

pump

return is

blocked

Estimated Root

cause

– This fault could be detected when the fuel LPC issue.

1) HP pump return line plugged

2) HP pump inlet pressure is too high (Electric fuel feed pump failure)

Rail pressure too low fault

(DFC_RailMeUn3)

P190C

SPN : 157

FMI : 26

If the rail pressure falls below the limiting value(Normally 120bar) based on the engine speed, an

error will be detected.

Cranking Engine

running

2.5

sec

Estimated Root

cause

– This fault could be detected when there is a lot of air in the fuel or the fuel is not supplied well.

1) When engine is continuously operated with very low fuel level. (or empty)

2) Fuel LPC(Low pressure circuit – Fuel tank, Fuel filter, Electric fuel feed pump) leakage

3) Fuel filter plugged

4) Electric fuel feed pump failure

Maximum rail

pressure exceeded (DFC_RailMeUn4)

P190B

SPN : 157

FMI : 27

If the rail pressure exceeds the

limiting value (Normally 1950bar), an error will be detected.

Cranking Engine

running

1.0

sec

Estimated Root

cause

– This fault could be detected when the rail pressure control is not performed properly due to a lot of air in the fuel.

1) When engine is continuously operated with very low fuel level.(or empty)

2) Fuel LPC(Low pressure circuit – Fuel tank, Fuel filter, Electric fuel feed pump) leakage

3) Fuel filter plugged

4) Electric fuel feed pump failure

5) HP pump metering unit failure

6) Rail pressure sensor failure

Fuel Metering unit plausibility error in overrun mode

(DFC_RailMeUn7)

P0004

SPN :

1076

FMI : 03

If the high pressure pump

delivery quantity exceeds the

threshold based on the pressure at overrun mode, an error will be detected.

Engine running at

Overrun

condition only

2.5

sec

– Very unlikely

to occur

because

there is little

overrun in

machine

operatio n

conditio n.

Estimated Root

cause

– This fault could be detected when there is a lot of air in the fuel or the fuel is not supplied well.

1) When engine is continuously operated with very low fuel level.(or empty)

2) Fuel LPC(Low pressure circuit – Fuel tank, Fuel filter, Electric fuel feed pump) leakage

3) Fuel filter plugged

4) Electric fuel feed pump failure

Fuel Metering unit plausibility error in idle mode

(DFC_RailMeUn8)

P0003

SPN :

1076

FMI : 04

If the high pressure pump

delivery quantity exceeds the

threshold based on the pressure at idle mode, an error will be

detected.

Engine

running at Low

idle

condition only

2.5

sec

– Low

idle only

Estimated Root

cause

– This fault could be detected when there is a lot of air in the fuel or the fuel is not supplied well.

1) When engine is continuously operated with very low fuel level.(or empty)

2) Fuel LPC(Low pressure circuit – Fuel tank, Fuel filter, Electric fuel feed pump) leakage

3) Fuel filter plugged

4) Electric fuel feed pump failure

Rail pressure too low for injection

(DFC_RailMonInjRls)

P0252

SPN :

1076

FMI : 20

The rail pressure falls below the minimum threshold for injection. (100bar)

Cranking Engine

running

0.5

sec

Estimated Root

cause

– This fault could be detected when there is a lot of air in the fuel or the fuel is not supplied well.

1) When engine is continuously operated with very low fuel level.(or empty)

2) Fuel LPC(Low pressure circuit – Fuel tank, Fuel filter, Electric fuel feed pump) leakage

3) Fuel HPC(High pressure circuit – HP pump, common rail, injector) leakage (almost 10~25L/h high leakage)

4) Fuel filter plugged

5) Electric fuel feed pump failure

Pressure relief

valve(PRV) failure (DFC_RailPRV4)

P1934

SPN : 157

FMI : 28

The fault is occurred when If

PRV(Pressure relief valve) open fault (P000F) occurs but rail

pressure does not decrease.

There can be a problem with PRV itself.

Cranking Engine

running

1.2

sec

– Very unlikely

to occur

Estimated Root

cause

– PRV(Common rail pressure regulating valve) failure

Posted on August 10, 2026August 3, 2026 by autoepccatalog

How to Setup JCB ServiceMaster 4 work with JCB DLA 2.0?

Here is the instruction show you guide on how to setup/configuration JCB ServiceMaster 4 work with JCB DLA 2.0 diagnostic kit.

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JCB DLA Diagnostic Kit

Procedures:

1 Right click on Servicemaster on desktop and select “Run as Administrator” as shown in the image.

Note: This procedure is required only if you have installed DLA 2.0 drivers and going to use the DLA 2.0 kit.

2 In Servicemaster go to “Other->General->DLA”

3 Left Click on “USB DLA Chooser”. See image top right corner.

4 New window will open as shown in image bottom right corner.

5 Select the “DLA20R32” item & move it to the top of the box with the highlighted arrow on the right

6 Click “Apply” & then click on “Ok”.

7 You are ready to use DLA 2.0 now

Posted on July 30, 2026 by autoepccatalog

How to Solve Deutz EMR3 91 / 94 / FlPSCDSysReac?

This instruction show you guide on how to solve Deutz EMR3 engine fault code 91 / 94 / FlPSCDSysReac fuel pre press.

Error description FUEL PRE PRESS.

Low fuel pressure: the low fuel pressure calculated by ECU is underneath the target range; the ECU activates a system reaction.

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Error codes

DEUTZ-Errorcode: 91

Blink Code (short-long-short): 2 – 1 – 6

SPN: 94

Possible FMI:

2: data stream is defective

Errormode not identifiable
Errormode not identifiable

Error Detection

Error lamp shows permanent light. Entry in error memory.

Possible reason for error

Below target range with system reaction, interruption in cycling process of low fuel pressure (for example, fuel pump defective),sensor defective, connection cable demaged

Take actions for error repair

Check low fuel pressure loop system, Check fuel pump, inspect fuel system and if necessary repair it, check sensor and if necessary replace it, check connection cable and if necessary repair or replace it other error properties

System reaction: Advice: FLPSCD_stSysReacReq

Behaviour error lamp: permanent light

Selfhealing: yes

Signal Priority: 3

Posted on July 24, 2026 by autoepccatalog

How to Use AGCO EDT to Update Flash ECM/ACM Model?

This instruction show you guide on how to use AGCO 2×4 CANUSB diagnostic kit and AGCO EDT software to do software update flash on ECM/ACM…

What you need?

AGCO 2×4 CANUSB 930203400

2026 AGCO EDT Diagnostic Software

Connect AGCO 2×4 CANUSB diagnostic kit to your vehicle,and run AGCO EDT software.

Select your vehicle machine models correctly.

And the connection and communication build,then go to software flash function

ECUs are updated using Flash downloads. This helps fix issues as well as roll out new or enhanced features

Available software packages are listed under the Software Flash tab.

NOTE: Before flash download, make sure the diagnostic terminal is plugged into an AC power source.

IMPORTANT: Do not interrupt software download activity by unplugging or losing power to the USB connector.

Software Package Flash (Multiple Files)

Select a Software Package (1) to be flashed. Select the Start icon (3) to start batch flashing. The Flash Scripts in each flash file will guide the flash process through instructions.

Individual File Flash

Individual Flash files (2) are shown in a tree structure. Select a file to be flashed and select the Start icon (3). The Flash Script of the selected file from the Package will guide the Flashing through a sequence of steps.

See the programming procedure for the information on how to update the tractor software from Valtra Info

Posted on July 20, 2026June 25, 2026 by autoepccatalog

How to Remove and Replace Section Pump for JCB 3CX,4CX Backhoe Loader

The following Procedure describes JCB 3CX, 4CX, 214e, 214, 215,217 & VARIANTS Backhoe Loader removal and replacement of a double section pump, follow the same procedure for single section pumps.

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JCB Diagnostic Kit

Removal

! WARNING

Make the machine safe before getting beneath it. Ensure that any fitments on the machine are secure; engage the parking brake, remove the starter key, disconnect the battery.

1 Remove the propshaft, refer to Section F Propshafts -Removal and Replacement.

2 Drain the hydraulic fluid from the hydraulic tank.

3 Remove flange bolts B (4 off) and disconnect the pump inlet hose flange from the pump body. Blank off all exposed connections to prevent ingress of dirt.

4 Disconnect the pump outlet hoses C and D from the elbow fittings. Blank off all exposed connections to prevent ingress of dirt.

! CAUTION

The hydraulic pump is heavy. Do not attempt to remove the pump unless its weight is held by a sling. Make sure that the sling is attached to a suitable lifting appliance.

5 Secure the pump using a sling around the pump body,remove the pump mounting bolts E and carefully withdraw the pump clear of the gearbox.

Replacement

Replacement is the reverse of the removal procedure.

1 Clean off all traces of gasket compound from the pump and gearbox mounting faces. Apply a thin bead of JCB Multigasket to the gearbox mounting face.

2 Locate the splined shaft of the pump into the gearbox.

Apply JCB Threadlocker and Sealer to bolts E and secure the pump flange to the gearbox mounting face.

3 Reconnect the pump outlet hoses C and D to the elbow fittings.

Note: All hydraulic adapters that are installed together with a bonded sealing washer must also have sealant JCB Threadseal applied to the threads of the adapter.

4 Reconnect the pump inlet hose flange to the pump body with bolts B (4 off).

5 Fit the propshaft, refer to Section F Propshafts -Removal and Replacement.

6 Fill the system to the correct level with recommended hydraulic fluid, refer to Section 3 Fluids, Lubricants, Capacities and Specifications.

Note: Replace the suction strainer and return line filter after fitting a new or serviced pump.

7 After fitting a new or serviced pump and before starting the engine screw the main relief valve out. Run the engine and check for leaks, also check the main relief valve (M.R.V.) operating pressure. Refer to Section E Service Procedures, Pressure Testing – MRV.

Posted on July 15, 2026June 25, 2026 by autoepccatalog

PowerCommand PCC2300 Code 144 – Engine Coolant Temperature OOR High

Here is a how to guide on PowerCommand PCC2300 fault code 144 engine coolant temperature OOR high.Engine coolant temperature signal voltage is out of range – shorted high.

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Possible Causes:

1 Fault simulation feature is enabled.

2 Faulty coolant temperature sensor connections.

3 Faulty coolant temperature sensor.

4 Faulty engine harness.

5 Faulty extension harness.

Diagnosis and Repair:

1 Verify that the fault simulation feature is not enabled

Connect InPower.

Verify that the fault simulation is NOT enabled for the intake manifold temperature sensor by

connecting to the PCC via InPower. If fault simulation is disabled, there is no problem.

2 Coolant temperature sensor connections

Inspect the coolant temperature sensor and the harness connector pins.

Disconnect the engine harness connector from the coolant temperature sensor.

Inspect for corroded pins, bent pins, broken pins, pushed-back pins or expanded pins.

Inspect for evidence of moisture in or on the connector.

Inspect for missing or damaged connector seals.

Inspect for dirt or debris in or on the connector pins.

3 Faulty sensor.

Check the resistance of the sensor.

Disconnect the engine harness connector from the coolant temperature sensor.

Measure the resistance between the coolant temperature signal pin and the coolant

temperature return pin.

Refer to the troubleshooting and repair manual for the specific engine platform for coolant

temperature ranges.

4 Faulty engine harness

Inspect the engine harness and the extension harness connector pins.

Disconnect the engine harness connector from the extension harness.

Inspect for corroded pins, bent pins, broken pins, pushed-back pins or expanded pins.

Inspect for evidence of moisture in or on the connector.

Inspect for missing or damaged connector seals.

Inspect for dirt or debris in or on the connector pins.

Check for a short circuit from pin-to-pin.

Disconnect the engine harness connector from the extension harness.

Disconnect the engine harness from the coolant temperature sensor.

Disconnect the engine harness from all sensors that have a shared return with the coolant

temperature sensor.

Measure the resistance from the coolant temperature return pin on the engine harness inline

connector to all other pins in the engine harness inline connector.

Measure the resistance from the coolant temperature signal pin on the engine harness inline

connector to all other pins in the engine harness inline connector.

If all measurements are greater than 100K ohms, then the resistance is correct.

Check for an open circuit.

Disconnect the engine harness connector from the extension harness.

Disconnect the engine harness from the coolant temperature sensor.

Measure the resistance from the coolant temperature return pin on the engine harness inline

connector to the coolant temperature return pin on the engine harness sensor connector.

Measure the resistance from the coolant temperature signal pin on the engine harness inline

connector to the coolant temperature signal pin on the engine harness sensor connector.

If the measurements are less than 10 ohms, then the resistance is correct.

5 Faulty extension harness

Inspect the extension harness and the AUX105 connector pins.

a Disconnect the engine harness connector from the AUX105.

b Inspect for corroded pins, bent pins, broken pins, pushed-back pins or expanded pins.

c Inspect for evidence of moisture in or on the connector.

d Inspect for missing or damaged connector seals.

e Inspect for dirt or debris in or on the connector pins.

Check for an open circuit.

Disconnect the extension harness from the AUX105.

Disconnect the extension harness from the engine harness.

Measure the resistance from the coolant temperature return pin on the extension harness

connector to the coolant temperature return pin on the extension harness inline connector.

Measure the resistance from the coolant temperature signal pin on the extension harness to

the coolant temperature signal pin on the extension harness inline connector.

If the measurements are less than 10 ohms, then the resistance is correct.

Check for a short circuit from pin-to-pin.

Disconnect the extension harness from the AUX105.

Disconnect the extension harness from the engine harness.

Measure the resistance from the coolant temperature return pin on the extension harness

connector to all other pins in the extension harness connector.

Measure the resistance from the coolant temperature signal pin on the extension harness

connector to all other pins in the engine harness connector.

Posted on July 10, 2026June 24, 2026 by autoepccatalog

AGCO EEM5 Stage V CORE 75-80 Supply Module Electrical Waste Gate

The electrical waste gate actuator enables the electrical interaction between the engine and the turbocharger. The electrical waste gate actuator allows very high actuation speeds and accurate boost pressure management.

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ECU connection

The electrical waste gate uses the CAN bus to communicate with the engine ECU. The power feed is on the vehicle manufacturer’s responsibility.

The pin numbers at the ECU:

MD1CE100 1.20 CAN LOW

MD1CE100 1.19 CAN high

The waste gate connection is shown in figure ECU connection MD1CE100, Electrical Waste Gate.

The waste gate connector is shown in figure Connector, Electrical Waste Gate.

Posted on July 5, 2026June 18, 2026 by autoepccatalog

Yale G807 ERP18VT Lift Truck Linkage Adjustment Guide

Here show you guide on how to perform linkage adjustment for Yale G807 ERP18VT Forklift truck.

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To adjust the master cylinder linkage:

1 Check that the pedal is adjusted properly before adjusting the master cylinder linkage. Refer to Brake Pedal Assembly Repair section for procedures.

2 Loosen the lock nut on the push rod.

NOTE: Do not allow the boot to be twisted while adjusting the push rod length.

3 Turn the push rod to counterclockwise (as viewed from rear of truck) to remove all slack between the master cylinder and the brake pedal.

4 Turn the push rod 1/8 clockwise (as viewed from rear of truck) to allow the master cylinder to fully return when the brake pedal is released.

5 Hold the push rod in position, and tighten the locknut on the push rod against the clevis to secure in place

WARNING

Always wear the proper protective equipment including eye protection and petroleum-resistant

gloves when handling oil. Thoroughly wash oil from exposed areas of skin as soon as possible.

Never check for leaks by putting hands on pressurized lines or components under pressure. Pressurized oil can be injected into the skin.

Pressure is transferred from the master cylinder to the transaxles through brake lines. These are metal tubes filled with oil connected by hydraulic fittings. Brake lines run below the floor plates, from the master cylinder to a tee fitting located near the front of the frame. They continue from there as separate left-hand (LH) and righthand (RH) lines through the frame to a fitting on each

transaxle. The drive wheel may be removed to access this connection.

Posted on June 30, 2026June 18, 2026 by autoepccatalog

How to Solve Bobcat Stage V Engine P00AC Intake Sensor Low Fault

Here is the instruction show you guide on how to solve Bobcat G2 Stage V engine P00AC intake manifold temperature sensor low fault.

What you need?

Doosan uVIM Diagnostic Kit

Bobcat V2 Engine Analyzer

Bobcat Diagnostic Kit

Fault Code:

P00AC:Intake manifold temperature sensor Low fault

Overview:

“E” SPNFMI:E00010504

Reason:1. Electrical problem (Intake manifold temperature sensor connector)

2 Electrical problem (Wiring harness Intake manifold temperature sensor to ECU, Faulty Intake manifold temperature sensor)

3 Electrical problem (Faulty ECU, ECU connector)

Effect:CE lamp ON Inducement Group1 (EGR Block) – with EGR only DPF regeneration inhibit by Active and Forced

Component Location:

Condition for Running Diagnostic

Key on or Engine running or Key off(ECU on)

Condition for Setting the Fault Code

Intake manifold temperature signal is less than minimum threshold (0.151V)

Condition for Clearing the Fault Code

Intake manifold temperature signal is in operation range.

Check List

Posted on June 25, 2026June 16, 2026 by autoepccatalog

How to Measure and Test Fuel Return System for Fendt 900 Vario

Here is the instruction show you guide on how to measure and test fuel return system for Fendt 900 Vario with Deutz engine.

What your need?

AGCO 2×4 CANUSB Diagnostic Tool

Fendt Fendias 2024v2

Deutz HSlight II Diagnostic Kit

2026 AGCO EDT Diagnostic Software

If the pressure in the return line is too high, the pressure in the dispensing unit also rises. This causes too much fuel to be delivered to the high pressure pumps, which means that the pressure in the rail is above the value set by the engine control unit (A051).

Therefore, if this error occurs, the return pressure must be measured and the target and actual rail pressures must be compared using SERDIA at the same time.

Remove the banjo bolt from the return pipe, screw in banjo bolt with measuring connection 199.110.620.010 and connect a pressure gauge (-1 bar to +1.5 bar)

Target pressure: 0.2-0.5 bar

Connect SERDIA adapter (level 3) to X810 diagnostics socket and launch the program

In the list, find the two values for rail pressure target value and max. rail pressure (see arrows), and compare these two values.If the return pressure is greater than 0.5 bar and the max. rail pressure is greater than the rail pressure target value, the fuel return system must be checked.

First check whether the return lines are kinked. If nothing is observed there, the components must be removed from the return system one after the other. First disconnect the return line from the engine control unit (A051) and connect it directly to the tank, then repeat the measurement. If the pressure is correct now, the problem lies in the cooler duct of the engine control unit. If the pressure is still incorrect, proceed as described above with the next component.