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It is broken down by MID, which this list gives you:

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We have compiled a PDF that contains all the SIDs for J1708. However, SID 6 on a Mid 136 (Transmission) is for the C6 Solenoid Valve. For example, MID 128 (Engine) could have SID 6 for Injector number 6. Now that we understand that a MID is a component, such as an engine, it can be further broken down into subsystems.

21 = Data Drifted Low (rationality low).

20 = Data Drifted High (rationality high).

19 = Received Network Data in Error: (Multiplexed Data).

18 = Data Valid but Below Normal Range: Moderately Severe Level.

17 = Data Valid but Below Normal Range: Least Severe Level.

16 = Data Valid but Above Normal Range: Moderately Severe Level.

15 = Data Valid but Above Normal Range: Least Severe Level.

12 = Bad Intelligent Device or Component.

8 = Abnormal Frequency or Pulse Width or Period.

7 = Mechanical System not Responding or Out of Adjustment.

6 = Current Above Normal, or Grounded Circuit.

5 = Current Below Normal, or Open Circuit.

4 = Voltage Below Normal, or Shorted to High Source.

3 = Voltage Above Normal, or Shorted to High Source.

2 = Data Erratic, Intermittent or Incorrect (rationality).

1 = Data Valid but Below Normal Operational Range, Most Severe Level.

0 = Data Valid but Above Normal Operational Range, Most Severe Level.

So here is the list of possible FMI values:

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This code is set by the ECM detecting a variety of problems, such as too much voltage, not enough voltage, resistance is incorrect, and so on.

Every diagnostic trouble code (DTC) that you find will have an FMI. Now that we have defined MID (The component) and PID (types of data), we can talk about Failure Mode Identifiers (FMI). The entire PID list can be downloaded by filling out the form at the top of the page. PID is a J1708 term and PIDs go from 0 to 511. So think if PIDs in terms of “readings” such as oil temperature, coolant level, miles driven, engine RPMs, and so on. Parameters Identifiers, or PIDs, are numbers and names used to identify data being displayed. Please use the link at the top of this page to receive them. We have also compiled a list of all MIDs that are created. There are hundreds of MIDs that are defined, but only a handful are commonly used. Each component on a truck (Engine, transmission, ABS, etc…) all have a MID that is used. The MID tells which system it is coming from.

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If you have ever used some diagnostic software or a generic code reader, these acronyms will look familiar. This is where we first saw this new system. Now that a standard had been set for both the physical connections and the software language, the manufacturers need a logical way to read and display this data. This was great because instead of having to purchase tools that only dealers could have, hardware and software were made available to the general public. This would be used for the next 10-15 years, and we now saw computerized diagnostic tools enter the market. In the early to mid-1990s is when we first saw the standard 6-pin plug placed in commercial trucks. To have this list emailed to you, please fill out the form below. This includes lists of MIDs, PIDs, SPNs, SIDs, and a lot more.

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Download the PDFsĭuring this blog post, you will see references to certain PDF files that contain master lists of common SAE standards that we will be covering. This is where the SAE and the ATA stepped in and started developing some standardization. The problem with this solution was that the truck and engine manufacturers were not talking and communicating well with each other, and since certain vendors such as CAT, Cummins, Bendix, Meritor, and others are used in a variety of different truck manufacturers, they needed to get standardized. These were handheld devices, and in some cases, you could purchase additional cartridges to get the software you needed. This is where the Cummins QuickCheck, ProLink 9000, and other tools started to emerge. When the first generations of these trucks started to come on the market, each truck maker was using their own special plugs and their own proprietary tools. Without making this too complicated, the short version is this: commercial trucks started to go away from mechanical systems to electronic systems in the early 1990s. Please note: this article was originally published on Octoon the old Diesel Laptops blog. The Society of Automotive Engineers (SAE) and the American Trucking Association (ATA)