BigRigFaults logo
BigRigFaults
Fault codes & diagnostics
☰
Fault Codes
Browse
Branding & menu can be changed from Admin → Settings.
Jump to
Share ↓
FitmentsMeaningHow it worksImagesDetailed guideOEM/Engine notesLocation hintScan tool checksStep-by-step diagnosticDecision guideMisdiagnosisDerate/inducementChecklistToolsPreventionCommunity notesShare
Level: Warning

MID 128 PID 102 FMI 0: Intake Manifold Pressure - Too High (Volvo Turbo Overboost)

MID 128 PID 102 FMI 0: Intake Manifold Pressure - Too High (Volvo Turbo Overboost). Symptoms (5), causes (6), and fixes (5). What to check first to prevent derate and downtime.

CodeMID 128 PID 102 FMI 0
SeverityWarning
Applies toVaries by OEM configuration (confirm your exact calibration)
Can I drive?Usually yes for a short distance, but fix it soon. Warning faults like MID 128 PID 102 FMI 0 commonly escalate into torque derate if ignored. The scan-tool checks below help determine urgency.
Symptoms
5
Likely causes
6
Fixes
5
Advertisement

Ad - helps keep this content free

What does MID 128 PID 102 FMI 0 mean?

Back to top ↑

When MID 128 PID 102 FMI 0 sets, the ECM is indicating a fault condition that affects performance, protection strategy, or emissions (depending on calibration).

OEM definitions can vary slightly, so confirm your exact meaning with your service manual or diagnostic tool.

Treat repeat faults as ACTIVE and diagnose using a scan tool and basic inspections before replacing parts.

How this system works (why MID 128 PID 102 FMI 0 happens)

Back to top ↑

Most modern fault logic is based on expected vs actual sensor readings, timing windows, and plausibility checks.

A single event might store a code, but repeated events across drive cycles are what typically trigger warnings, derate strategies, or inducement (emissions systems).

Your goal is to identify the failure mode (electrical, mechanical, sensor drift, or upstream cause) rather than “parts cannon” replacement.

Detailed guide for MID 128 PID 102 FMI 0

Back to top ↑

MID 128 PID 102 FMI 0 - Intake Manifold Pressure Too High

**Technical Background**: This fault triggers when boost pressure exceeds 400 kPa (4.0 bar / about 58 PSI) [citation:2]. On Volvo D13 engines, the ECM monitors boost pressure via the Intake Manifold Pressure Sensor (combined pressure/temperature sensor in intake manifold).

⚠️ Why This Matters

Overboost can cause:

  • Engine mechanical damage (higher cylinder pressures)
  • Turbocharger overspeed (catastrophic failure)
  • Exhaust gas temperature spikes

🔧 Common Root Causes

**1. VGT Actuator Stuck Closed**

The Variable Geometry Turbocharger (VGT) uses vanes to control boost. If vanes stick in the "closed" position (smallest flow area), boost builds too quickly [citation:4]. This is often caused by carbon/soot buildup from incomplete regeneration or excessive idling.

**2. VGT Control Valve Failure**

On air-controlled VGT systems, a failed control valve can send full air pressure to the actuator, forcing vanes closed.

**3. Faulty Boost Sensor Reading**

If the sensor reads low, the ECM commands more turbo, but actual boost may be normal—creating a control loop error.

🛠️ Diagnostic Steps

**Visual Inspection:**

  • Check VGT actuator rod movement with engine off (should move freely)
  • Look for carbon buildup on turbo nozzle (if accessible)
  • Inspect vacuum/air lines to actuator for leaks

**With Diagnostic Tool (PTT/INSITE):**

  • Monitor desired vs actual boost pressure
  • Check commanded VGT position
  • Run VGT actuator calibration (requires special procedure)

**The "Boost Leak" Paradox:**

Sometimes a leak AFTER the turbo (intercooler boots) causes the turbo to work harder to maintain boost, but the sensor reads atmospheric—not this fault. FMI 0 specifically means sensor reads TOO HIGH.

📸 Free Images

  • "VGT turbocharger cutaway" (educational fair use)
  • "Carbon buildup turbo vanes" (search on Wikimedia Commons)

💬 Field Experience

*"On CM870 engines with delete programming, FMI 0 can happen from bad tuning. The ECM commands full boost but the delete tune messes with the expected values."* — Rawze.com forum [citation:9]

*"After 500k miles, pull the EGR cooler and clean the turbo vanes. It's preventative maintenance on these engines."* — Volvo specialist

Location hint for MID 128 PID 102 FMI 0

Back to top ↑

Component location varies by OEM and chassis. Use your engine’s service manual to confirm the sensor/valve location before replacing parts.

Tip: Inspect connectors and harness routing before replacing parts.

Scan tool checks for MID 128 PID 102 FMI 0

Back to top ↑
  • Check status: ACTIVE vs INACTIVE / stored. If it’s not active, look at last occurrence conditions (freeze-frame if available).
  • Record companion codes. Fixing the “first” code often makes others disappear.
  • Clear and re-test under similar conditions. If it returns quickly, you have a repeatable fault (good for diagnosis).

If your tool can’t run actuator tests, you can still diagnose a lot with careful inspection + repeatability testing.

Step-by-step diagnostic for MID 128 PID 102 FMI 0

Back to top ↑
  1. Visual inspection (fast wins). Harness routing, connector pins, hoses/lines (if applicable), and obvious damage.
  2. Check fluid sanity. Not applicable unless your fault is fluid-related. Focus on inspections + repeatability.
  3. Confirm the fault is ACTIVE. Stored-only faults can be old events.
  4. Run actuator tests (if supported). Use OEM diagnostic software (examples: Cummins INSITE, Detroit DDDL, PACCAR DAVIE4) (or a capable J1939 tool) to command tests when available.
  5. Verify after repair. Clear codes, road test, confirm it stays inactive.

Decision guide (fast path) for MID 128 PID 102 FMI 0

Back to top ↑
  • If the fault is STORED only → inspect, clear, and monitor. If it returns, treat it as active.
  • If ACTIVE → check connector/harness first → then confirm sensor values and plausibility → then consider component testing.
  • If you have multiple codes → diagnose the earliest/most upstream code first.

Common misdiagnosis mistakes for MID 128 PID 102 FMI 0

Back to top ↑
  • Replacing sensors without checking wiring, grounds, and connector pin fitment.
  • Clearing codes repeatedly without confirming whether the fault is ACTIVE and repeatable.
  • Missing companion codes that point to the real upstream problem.

Will MID 128 PID 102 FMI 0 cause derate or inducement?

Back to top ↑

Warning aftertreatment faults often start as an emissions warning, then progress to torque derate if the fault remains active over multiple drive cycles. If ignored, many platforms can eventually enter inducement and severe speed limiting.

Exact behavior depends on ECM calibration and which companion faults are active.

“Do this first” checklist for MID 128 PID 102 FMI 0

Back to top ↑
  • Scan for companion/derate codes and record freeze-frame data (if available).
  • Inspect connectors, harness rub points, and pins for corrosion.
  • Check for other active faults that may be upstream causes (communications, sensors, air/fuel issues).
  • After repair, clear codes and confirm the fault stays inactive after a drive cycle.

Tools needed to diagnose MID 128 PID 102 FMI 0

Back to top ↑
  • Basic hand tools + good lighting for inspection
  • Multimeter for connector/power/ground checks (if wiring suspected)
  • OEM diagnostic software (examples: Cummins INSITE, Detroit DDDL, PACCAR DAVIE4) (or equivalent scan tool) for actuator tests and live data

Prevention tips to avoid repeat MID 128 PID 102 FMI 0

Back to top ↑
  • Fix small wiring/connector issues early before they become repeat faults.
  • During service, inspect harness routing and clamp points near heat/vibration.
  • Don’t ignore intermittent faults. “Erratic” usually gets worse.

What to check first for MID 128 PID 102 FMI 0

  1. Inspect connectors and harness near the affected component for corrosion, rubbing, or loose pins.
  2. Check for upstream causes (communications, sensors, air/fuel issues).
  3. Check for other active faults that may be upstream causes (communications, sensors, air/fuel issues).

If the fault repeats after clearing, diagnose it as ACTIVE. Many faults escalate into derate when ignored.

Related fault codes

No related faults found yet. Commonly seen with: SPN 5246, SPN 1569, SPN 4364, SPN 3719.

Mechanic community notes for MID 128 PID 102 FMI 0

Back to top ↑

Real-world tips from technicians. Submissions are moderated to keep spam and “my cousin fixed it with duct tape” content out.

No community notes yet. Be the first to add a practical fix that actually works in real life.

Share your fix / advice

Keep it useful: symptoms, what you checked, what fixed it, and whether the code stayed inactive after a drive cycle.

By submitting, you agree it may be edited for clarity and posted publicly after moderation. No spam links.

Share this fault code guide

Help other technicians diagnose MID 128 PID 102 FMI 0

WhatsAppFacebookX (Twitter)LinkedInEmailText (SMS)
🔗 https://bigrigfaults.com/faults/mid-128-pid-102-fmi-0
Back to top ↑