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Workshop ManualGroup 30 Electrical system

D9A2A MP, D9A2A MH, D12D-B MP

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Group 30 Electrical system

Marine Diesel engines

D9A2A MP • D9A2A MHD12D-B MP

Sensor, fuel pressure .......................................... 19Sensor, coolant temperature ............................... 20Sensor, air pressuree/charge air temperature ..... 20Sensor, oil pressurek/oil temperature, engine ..... 21Sensor, camshaft position .................................. 21Sensor, engine speed (flywheel) .......................... 21Engine control unit .............................................. 22Sensor, crankcase pressure ............................... 22Monitor, lubrication oil level ................................. 23Monitor, coolant level .......................................... 23Water monitor, secondary fuel filter ..................... 23

Repair instructions. ............................................. 24General advice on working with EVC engines ........ 24Electric welding ...................................................... 24Fault tracing of cables and connectors ................... 25Joining electrical cables for connectors .................. 26Fault tracing of the starter motor and windings ....... 27When you change a control unit: ............................ 28Programming the control unit ................................. 28Programming an empty control unit ........................ 29Malfunctions ......................................................... 30

Fault code information ......................................... 30FMI table ............................................................ 30General advice .................................................... 31System introduction, EVC ................................... 32Starting sequence ............................................... 32Network............................................................... 33Manual fault tracing in bus cables ....................... 33Fault tracing the EVC system ............................ 34Checking the instruments ................................... 35

Contents

Safety information. ............................................... 4Introduction ......................................................... 4Important ............................................................ 4

General information. ............................................ 7About this Workshop Manual .............................. 7Spare parts ......................................................... 7Certified engines ................................................. 7

Repair instructions ............................................... 8Our common responsibility .................................. 8Torque ................................................................ 8

Special tools ........................................................ 9

Design and function ............................................. 10System Description EMS2 ..................................... 10EVC system .......................................................... 11Component location ............................................... 13

Location of monitors and sensors ....................... 14Component description........................................... 15

PCU .................................................................... 15HCU .................................................................... 15Identification of PCUs and HCUs ........................ 15Controls .............................................................. 16AUX stop button ................................................. 16Solenoid valves, forwardsm – reverse.................. 17Solenoid valve, low speed ................................... 17Sensor, oil pressuree/oil temperature,reversing gear ..................................................... 17Starter motor ....................................................... 18Alternator ............................................................ 18Unit injector ......................................................... 19Piston cooling monitor (D12-800) ........................ 19

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Contents Group 30: Electrical system

Fault codesMID 128, PID 94 Fuel pressure....................... 36MID 128, PID 97 Water in fuel ........................ 41MID 128, PID 98 Oil level (engine) .................. 44MID 128, PID 100 Oil pressure, (engine) .......... 47MID 128, PID 105 Charge air temperature ........ 52MID 128, PID 106 Charge air pressure ............... 56MID 128, PID 110 Coolant temperature ............ 61MID 128, PID 111 Coolant level ........................ 65MID 128, PID 153 Crankcase pressure ............. 68MID 128, PID 158 Battery voltage .................... 73MID 128, PID 163 Selected gear ...................... 74MID 128, PID 175 Oil temperature, engine........ 75MID 128, PPID 3 Starting relay fault ............... 79MID 128, PPID 6 External stopping relay ........ 82MID 128, PPID 8 Piston cooling pressure

(D12-800) ............................. 84MID 128, PPID 98 Engine synchronisation........ 86MID 128, PPID 132 Throttle position ................... 87MID 128, SID 1-6 Unit injectors 1-6 ................. 88MID 128, SID 21 Sensor for camshaft

position (speed sensor,camshaft) ............................ 94

MID 128, SID 22 Speed sensor (flywheel) ...... 97MID 128, SID 32 Waste gate (D12-800) ........ 100MID 128, SID 232 5 Volt DC Supply current ... 102MID 128, SID 240 Program memory fault ....... 104MID 128, SID 254 Engine control unit ............. 105MID 128, PSID 216 Communication fault

J1939 ................................ 106MID 128, SID 231 Communication fault

J1939 ................................ 108

MID 164, PPID 390 Voltagesupplyfaultcontrol 1 in relation topotentiometer ..................... 110Checking potentiometer inelectronic controls ............. 112Changing potentiometer inelectronic controls ............. 114

MID 164, PPID 391 Voltagesupplyfaultcontrol 2 in relation topotentiometer ..................... 115

MID 164, PPID 392 Voltagesupply controlpotentiometer ..................... 117

MID 164, PPID 393 /MID 187, PPID 393 Power supply

data bus ............................ 119MID 164, PPID 394 Power supply

starter switch ..................... 121Checking the starterswitch ................................ 122

MID 164, PPID 397 Main panel lostcommunication .................. 123

MID 164, SID 226 Mismatch betweenneutral switch andthrottle control ................... 125

MID 164, SID 231 Communication fault,synchronization bus ........... 127

MID 164, SID 240 /MID 187, SID 240 Program memory fault ....... 129MID 164, SID 250 SAE J1708 / J1587

data line ............................... 13MID 164, SID 253 /MID 187, SID 253 Node configuration fault /

memory fault, calibration ... 131MID 164, SID 254 /MID 187, SID 254 Internal CPU fault .............. 133MID 164, PSID 95 Control detection ............... 134MID 164, PSID 96 Too short lever movement

calibrated ........................... 136MID 164, PSID 97 Control calibration

procedure .......................... 137MID 164, PSID 98 Control(s) is/are not

calibrated ........................... 138MID 164, PSID 105 Activation button,

control station .................... 139MID 164, PSID 106 Start .................................. 141MID 164, PSID 107 Stop .................................. 143MID 164, PSID 218 Communication fault,

data bus, passive /active control station ......... 145

MID 164, PSID 226 HCU communication faultto another control station ... 147

MID 164, PSID 231 Incompatible EVC nodes ... 149

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Group 30: Electrical system Contents

MID 187, PID 96 Fuel level ........................... 150MID 187, PID 127 Oil pressure

(reversing gear) .................. 152MID 187, PID 177 Oil temperature

(reversing gear) .................. 155MID 187, PID 191 Low speed with feedback ... 158MID 187, PPID 400 Power supply, reversing

gear sensor ....................... 160MID 187, SID 231 J1939 Communications

warning / fault .................... 162MID 187, SID 250 J1587 / J1708 Communica-

tion warning / fault ............. 164MID 187, PSID 10 Incompatible engine type ... 166MIS 187, PSID 16 /MID 164, PSID 94 Incompatible software,

EVC .................................. 167MID 187, PSID 17 /MID 164, PSID 99 Configuration fault, data

bus network ....................... 168MID 187, PSID 18 Data bus supply voltage .... 170MID 187, PSID 20 Primary solenoid valve ...... 172MID 187, PSID 22 Secondary solenoid valve .. 176MID 187, PSID 32 Data bus, communication

fault with active controlstation ............................... 178

MID 187, PSID 200 No data on the motor bus .. 180MID 187, PSID 226 Data bus, communica-

tion fault with passive /active helm station ............ 182

MID 187, PSID 231 Incompatible EVC nodes ... 184MID 187, PSID 232 /MID 164, PSID 232 Communication warning

data bus ............................ 185

© 2005 AB VOLVO PENTAWe reserve the right to make modifications without prior notice. Printed on environmentally compatible paper.

Wiring diagram ................................................... 188D9-500, D9-575 .................................................. 188D12-800 ............................................................. 190Twin engine installation ...................................... 192Controls ............................................................. 193Pin configuration, PCU ....................................... 194Pin configuration, HCU ....................................... 195

Automatic configuration and calibrationbefore starting ..................................................... 196

Calibration procedure, example of workflow ........ 196Combinations of control levers for EVC.Overview, calibration .......................................... 197Preparations ....................................................... 198Auto configuration .............................................. 198Calibration. Electronic single lever control .......... 199Calibration. Alternative control station(without starter switch) ....................................... 200Calibration. Idling ............................................... 201Calibration. Mechanical twin lever control,single / twin. Electronically shiftedreversing gear. ................................................... 202Calibration. Mechanical twin lever control,single / twin. Mechanically shiftedreversing gear .................................................... 203Checking propeller rotation ................................. 204

References to Service Bulletins ......................... 205

Technical data ..................................................... 206

Index .................................................................... 208

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Safety information Group 30: Electrical system

Safety information

IntroductionThis workshop manual contains technical data, de-scriptions and repair instructions for the Volvo Pentaproducts or product versions noted in the table of con-tents. Check that you have the correct WorkshopManual for your engine.

Read the available safety information, ”General infor-mation” and ”Repair instructions” in the workshopmanual before you start to do any service work.

ImportantIn this book and on the product you will find the follow-ing special warning symbols.

WARNING! Warns for the risk of personal injury,major damage to product or property, or seriousmalfunctions if the instruction is ignored.

IMPORTANT! Is used to call attention to thingswhich could cause damage or malfunctions toproduct or property.

NOTE! Is used to call attention to important informa-tion, to facilitate work processes or operation.

Below is a summary of the risks involved and safetyprecautions you should always observe or carry outwhen operating or servicing the engine.

Make it impossible to start the engine by cuttingsystem current with the main switch(es)and lockit (them) in the off position before starting ser-vice work. Set up a warning notice by the helmstation.

As a general rule all service operations must becarried out with the engine stopped. Sometasks, such as adjustments, need the engine tobe running, however. Approaching an enginewhich is operating is a safety hazard. Remem-ber that loose clothing or long hair can fasten inrotating parts and cause serious personal injury.If work is done adjacent to a running engine, acareless movement or a dropped tool can leadto personal injury in the worst case.

Take care to avoid contact with hot surfaces(exhaust pipes, Turbocharger, air intake pipe,starter heater etc.) andfluids in pipes and hosesin an engine which is running or has just beenstopped. Reinstall all protective parts removedduring servicework before starting the engine.

Never start the engine with the valve cover re-moved. Apart from the risk of spilling oil, thereis a risk of personal injury. The voltage suppliedto the unit injectors can be as high as 100 V.

Check that the warning or information labels onthe product are always clearly visible. Replacelabels which have been damaged or painted over.

Never start the engine without installing the aircleaner filter. The rotating compressor turbine inthe turbocharger can cause severe injury. For-eign objects entering the intake ducts can alsocause mechanical damage.

Never use start spray or similar products as astarting aid. They may cause an explosion inthe inlet manifold. Danger of personal injury.

Avoid opening the coolant filling cap when theengine is hot. Steam or hot coolant can sprayout and the system pressure will be lost. Openthe filler cap slowly, and release the pressure inthe cooling system if the filling cap or tap has tobe opened, or if a plug or coolant hose has to beremoved when the engine is hot. It is difficult toanticipate in which direction steam or hot cool-ant can spray out.

Hot oil can cause burns. Avoid skin contact withhot oil. Ensure that the lubrication system is notunder pressure before carrying out any work.Never start or operate the engine with the oil fill-er cap removed, otherwise oil could be ejected.

Stop the engine and close the sea cocks beforedoing any work on the cooling system.

Only start the engine in a wellventilated area.When operated in a confined space, exhaustfumes and crankcase gases must be ventilatedfrom the engine bay or workshop area.

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Group 30: Electrical system Safety information

Always use protective glasses or goggles whencarrying out work where there is a risk of splin-ters, grinding sparks, acid splashes or whereother chemicals are used. Your eyes are ex-tremely sensitive, injury could cause blindness!

Avoid getting oil on your skin! Repeated exposureto oil or exposure over a long period can result inthe skin becoming dry. Irritation, dryness and ec-zema and other skin problems can then occur.

Used oil is more dangerous than fresh oil from ahealth aspect. Use protective gloves and avoid oil-soaked clothes and rags. Wash regularly, espe-cially before eating. There are special skin creamswhich counteract drying out of the skin and makeit easier to clean off dirt after work is completed.

Most chemicals intended for the product (e.g.engine and transmission oils, glycol, petrol (gas-oline) and diesel oil) or chemicals for workshopuse (e.g. degreasers, paints and solvents) arehazardous. Read the instructions on the productpackaging with care! Always follow the safetyprecautions for the product (for example use ofprotective mask, glasses, gloves etc.). Makesure that other personnel are not inadvertentlyexposed to hazardous chemicals, for example inthe air. Ensure good ventilation in the workplace. Follow the instructions provided when dis-posing of used or leftover chemicals.

Exercise extreme care when leak detecting onthe fuel system and testing the fuel injector noz-zles. Use eye protection. The jet which comesfrom a fuel injector has very high pressure andconsiderable penetrationability. Fuel can force itsway deep into body tissue and cause severe inju-ry. Danger of blood poisoning (septicemia).

All fuels, and many chemicals, are flammable.Do not allow naked flame or sparks in the vicini-ty. Petrol (gasoline), some thinners and hydrogengas from batteries are extremely flammable andexplosive when mixed with air in the correct ratio.No Smoking! Ensure that the work area is wellventilated and take the necessary safety precau-tions before starting welding or grinding work. Al-ways ensure that there are fire extinguishers athand when work is being carried out.

Make sure that oil and fuel soaked rags, andused fuel and oil filters are stored in a safeplace. Rags soaked in oil can spontaneously ig-nite under certain circumstances.

Used fuel and oil filters are polluting waste andmust be handed to an approved waste manage-ment facility for destruction, together with usedlubrication oil, contaminated fuel, paint residue,solvents, degreasers and wash residue.

Batteries must never be exposed to openflames or electric sparks. Never smoke close tothe batteries. The batteries generate hydrogengas when charged, which forms an explosivegas when mixed with air. This gas is easily ignit-ed and highly volatile. A spark, which can becaused by incorrect battery connection, cancause a single spark which is sufficient tocause an explosion with resulting damage. Donot move the connections when you attempt tostart the engine (risk of arcing), and do notstand and lean over one of the batteries.

Always ensure that the Plus (positive) and Mi-nus (negative) battery cables are correctly in-stalled on the corresponding terminal posts onthe batteries. Incorrect installation can result inserious damage to the electrical equipment. Re-fer to the wiring diagram.

Always use protective goggles when charging andhandling the batteries. Battery electrolyte containssulfuric acid which is highly corrosive. Should thebattery electrolyte come into contact with unpro-tected skin wash off immediately using plenty ofwater and soap. If you get battery acid in youreyes, flush at once with a generous amount of wa-ter, and get medical assistance at once.

Turn the engine off and turn off the power at themain switch(es) before carrying out work on theelectrical system.

Clutch adjustments must be carried out with theengine stopped.

The existing lugs on the engine/reversing gearshould be used for lifting the assembly.Always check that the lifting devices are in goodcondition and that they have the correct capaci-ty for the lift (the weight of the engine plus thereversing gear and extra equipment).The engine should be lifted with a customized oradjustable lifting boom for safe handling and toavoid damaging components on top of the en-gine. All chains or cables should be parallel toeach other and should be as square as possibleto the top of the engine.If other equipment connected to the engine hasaltered its center of gravity, special lifting devic-es may be needed to obtain the correct balanceand safe handling.Never do any work on an engine which justhangs from a liftingdevice.

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Safety information Group 30: Electrical system

Never work alone when removing heavy enginecomponents, even when using lifting devicessuch as locking tackle lifts. When using a liftingdevice two people are usually required to do thework, one to take care of the lifting device andanother to ensure that components are liftedclear and not damaged during the lifting opera-tions.When you work aboard a boat, always makesure that there is enough space for disassemblywhere you are working, with no risk of personalinjury or material damage.

Components in the electrical and fuel systemson Volvo Penta products have been designed tominimize the risks of explosion and fire. The en-gine must not be run in areas where there areexplosive materials.

Remember the following when washing with ahigh pressure washer: Never aim the water jet atseals, rubber hoses or electrical components.Never use a high pressure washer for enginecleaning.

Only use the fuels recommended by Volvo Pen-ta. Refer to the Instruction Book. Use of fuelsthat are of a lower quality can damage the en-gine. Poor fuel can also lead to higher-maintenance costs.

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General information

About this Workshop ManualThis Workshop Manual contains descriptions and in-structions for the repair of marine diesel enginesD9A2A MP, D9A2A MH and D12D-B MP.

The engine designation and number are noted on thenumber plate and engine decal. The engine designa-tion and number must always be given in all corre-spondence about any product.

The Workshop Manual is produced primarily for theuse of Volvo Penta workshops and service techni-cians. This assumes that people who use the Manualhave basic knowledge of marine drive systems andcan do the tasks of a mechanical or electrical natureassociated with the trade.

Volvo Penta constantly improves its products, so wereserve the right to make modifications without priornotification. All information in this manual is based onproduct data which was available up to the date onwhich the manual was printed. Any material changesintroduced into the product or service methods afterthis date are notified by means of Service Bulletins.

Spare partsSpare parts for electrical- and fuel systems are sub-ject to various national safety requirements, such asU.S. Coast Guard Safety Regulations. Volvo PentaOriginal Spare Parts meet these specifications. Anydamage, occasioned by use of non--original VolvoPenta spares for the product, will be not be compen-sated by the warranty offered by Volvo Penta.

Certified enginesWhen doing service and repair on emission certi-fied engines, it is important to be aware of the fol-lowing:

Certification means that an engine type has beenchecked and approved by the relevant authority. Theengine manufacturer guarantees that all engines madeof the same type are equivalent to the certified engine.

This makes special demands on service and repairwork, as follows:

Maintenance and service intervals recommendedby Volvo Penta mustbe complied with.

Only Volvo Penta original spares may be used.

Service to injection pumps, pump settings and in-jectors must always be done by an authorizedVolvo Penta workshop.

The engine must not be converted or modified,except for the accessories and service kits whichVolvo Penta has approved for the engine.

No installation changes to the exhaust pipe andengine air inlet ducts may be done.

No seals may be broken by unauthorized personnel.

The general advice in the instruction book about oper-ation, care and maintenance applies.

IMPORTANT! Delayed or inferior care/mainte-nance, and the use of non-original spares,partsmeans that AB Volvo Penta can no longer be re-sponsible for guaranteeing that the engine com-plies with the certified version.

Damage andd /or costs which arise from this willnot be compensated by Volvo Penta.

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Repair instructions Group 30: Electrical system

Repair instructions

The working methods described in the Workshop Man-ual apply to work carried out in a workshop. For thisreason, the engine is lifted out of the boat and mount-ed on an equipment support. Renovationwork whichdoes not need the engine to be lifted out can be donein situ, with the same work methods, unless otherwisespecified.

The warning signs which occur in the workshop manu-al (please refer to ”Safety information” for their mean-ings).

WARNING!

IMPORTANT!

NOTE!

are not comprehensive in any way, since we can not ofcourse foresee everything, because service work isdone in highly varying circumstances. For this reason,all we can do is to point out the risks which we believecould occur due to incorrect work in a well-equippedworkshop, using work methods and tools tested by us.

All operations described in the Workshop Manual forwhich there are Volvo Penta Special Tools availableassume that these tools are used when carrying outthe repair. Volvo Penta Special Tools have been de-veloped to ensure the most safe and rational workingmethods possible. It is therefore the responsibility ofanyone using other tools or other working methodsthan we recommend to determine that there is no riskof personal injury or mechanical damage or malfunc-tion as a result.

In some cases special safety precautions and user in-structions may be required in order to use the tools andchemicals mentioned in the Workshop Manual. Theserules must always be observed, so there are no specialinstructions about this in the workshop manual.

By following these basic recommendations and using-using common sense it is possible to avoid most ofthe risks involved in the work. A clean work place anda clean engine will eliminate many risks of personalinjury and engine malfunction.

Above all, when work on fuel systems, lubricationsystems, induction systems, turbocharger, bearingcaps and seals is done, it is extremely important thatno dirt or other kinds of foreign particles are able toget in, since this would otherwise cause malfunctionsor shortened repair life.

Our common responsibilityEach engine consists of a large number of collaborat-ing systems and components. Any deviation of acomponent from its technical specification can dra-matically increase the environmental impact of an oth-erwise good engine. For this reason, it is importantthat the specified wear tolerances are observed, thatsystems which are adjustable are correctly adjustedand that Volvo Penta Original Spares are used for theengine. The stated service intervals in the Mainte-nance Schedule must be observed.

Some systems, such as the components in the fuelsystem, require special expertise and special testingequipment for service and maintenance. For environ-mental reasons etc., some components are sealed atthe factory. It is only permissible to work on sealedcomponents if you are authorized to do such work.

Remember that most chemical products, incorrectlyused, damage the environment. Volvo Penta recom-mends the use of biodegradable degreasers wheneverengine components are de-greased, unless otherwisespecified in the workshop manual. When workingaboard a boat, be careful to ensure that oils, washresidue etc. are processed for destruction, and are notinadvertently discharged with bilge water into the envi-ronment.

TorqueThe tightening torque for vital fasteners, which shouldbe tightened with a torque wrench, are listed in ”Tech-nical Data: Special tightening torques” and noted inthe job descriptions in the book. All torque specifica-tions apply to clean screws, screw heads and matingfaces. Torque data stated apply to lightly oiled or drythreads. Iflubricants, locking fluids or sealants areneeded on a fastener, the type of preparation to beused will be noted in the job description. For fastenerswhere specific torque values are not given, please re-fer to ”Technical data: General tightening torques”.General torque specifications are target values andthe fastener does not need to be tightened with atorque wrench.

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Group 30: Electrical system Repair instructions

Special tools

3838619 VODIA complete diagnostic tool.Components:

3838620 VODIA – palmtop computer (PDA)with SD card.

3838621 VODIA – docking station. Used withVODIA PDA (3838620).

3838622 VODIA – cable with connector. Usedwith docking station (3838621) on theengine’s communication connector.

3838623 VODIA – EDC Adapter with externalpower supply. Used with docking sta-tion 3838621 and cable 38.38622connected to the engine’s 2-pin con-nector.

9812519 Multimeter

9808648 Pin tool, connector

9998482 Gauge for connector on control unit

9998534 4-pin adapter cable for sensor test

9999324 Terminal crimping tool

9808648 9998482 9998534 9999324

98125193838619

3838620 3838621 3838622 3838623

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Design and function Group 30: Electrical system

Design and function

System Description EMS2EMS2* is a system for electronic diesel engine control. The system has been developed by Volvo Pentaand includes fuel control and diagnostic function

* EMS= ”Electronic Management System”.

Control unitThe EMS system processor is located in the control-unit, protected from water and vibration.

The processor receives continuous information about:

• Engine speed

• Throttle opening

• Oil pressure

• Oil temperature

• Crankcase pressure

• Charge air pressuree/temperature

• Fuel pressure

• Fuel alarm, ”water in fuel”

• Camshaft position

• Coolant level/oil level

• Piston cooling pressure (D12-800)

The information provides information about current op-eration conditions and allows the processor to calculatethe correct fuel volume, monitor engine status etc.

Fuel controlThe amount of fuel injected into the engine and the in-jection advance are fully electronically controlled, viafuel valves and the unit injectors, once the control unithas analyzed the engine’s fuel requirements.

This means that the engine always receives the cor-rect volume of fuel in all operating conditions, whichoffers lower fuel consumption, minimal exhaust emis-sions etc.

The control unit checks and monitors the unitinjectors-to ensure that the correct volume of fuel is injectedinto each cylinder, and it calculates and adjusts theinjection advance. Regulation is mainly done with theaid of the engine speed sensors and the combinedsensor for charge air pressure/charge air temperature.

The control unit controls the unit injectors via a signalto the electromagnetically operated fuel valve in eachinjector, which can be opened and closed.

When the fuel valve is open, fuel flows through theholes in the unit injectors and out through the fuel duct.Fuel is not injected into the cylinders in this phase.

When the fuel valve is closed, pressure is built up bythe mechanically driven pump piston in the unit injec-tor. When enough pressure has been built up, fuel isinjected into the cylinder via the nozzle part of the unitinjector.

The fuel valve is re-opened and pressure in the unitinjector falls at the same time as fuel injection to thecylinder ceases.

The control unit receives signals from various sensorson the engine, which allow it to decide when the fuelvalve should be opened and closed.

Diagnostics

Engine speed

Throttle opening

Oil pressuree/temperature

Charge air pressuree/temperature

Crankcase pressure

Coolant temperature

Camshaft position

Fuel alarm, “water in fuel”

Fuel pressure

Coolant level/oil level

Piston cooling pressure

Injection-advance

Fuelvolume

Checking thewaste gate(D12-800)

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Group 30: Electrical system Design and function

Calculation of fuel quantityThe quantity of fuel to be injected into the cylinder iscalculated by the control unit. The calculation givesthe time when the fuel valve is closed (fuel is injectedinto the cylinder when the fuel valve is closed).

The parameters which govern the amount of fuel in-jected are:

• Demanded engine speed

• Engine protection functions

• Charge air temperature

• Charge air pressure

Normal startBoth the camshaft sensor and flywheel sensor func-tion normally. The engine is cranked until the enginecontrol unit discovers that cylinder 1 is next in line forinjection. Fuel is injected and the engine starts.

Starting without the camshaft sensorIf the engine control unit discovers that the camshaftsignal is not available, the engine control unit will stillattempt to start the engine. When the engine controlunit detects a break in the pulse train from the fly-wheel sensor, one of the cylinders is in the positionfor injection, but the engine control unit does not knowwhich one. The engine control unit guesses which cyl-inder is next in line, and injects fuel at the same timeas it monitors engine speed to see if it increases. Ifengine speed does not increase, the guess was wrongand the engine control unit tries again. It will take a bitlonger time to start the engine, but it will start with noproblems apart from setting a fault code.

Starting without the flywheel sensorIf the engine control unit discovers that the flywheelsignal is not available, the engine control unit will stillattempt to start the engine. Injection will be monitoredusing information from the camshaft sensor. Injectionwill not be as exact as normal, and the engine willhave reduced power.

If the engine starts, idling speed will be unstable. Theengine control unit will not be able to do any cylinderbalancing.

Cylinder balancingDuring idling, the control unit can provide the cylinderswith different amounts of fuel. This is to give the en-gine more even idling. At higher engine speeds, allcylinders receive the same amount of fuel.

Diagnostic functionThe EMS system has a built-in diagnostic functionwhich can discover any faults in the engine and sensors.

The function of the diagnostic function is to discoverand localize any function faults in the EMS system, toprotect the engine and guarantee continued operationif a serious function fault should occur.

If a function fault is discovered, the diagnostic lamp inthe control panel starts to flash. By pressing the diag-nostic button ”D” for at least 5 seconds, you can readoff a fault code as a guide to fault tracing.

Idling adjustment (low idle)Idling speed can be adjusted to a value between500–750 rpm.

EVC systemThe EVC system (Electronic Vessel Control) is a so-called distributed system. Distributed systems consistof many smaller electronic units (nodes) located atsuitable places in the boat.

The EVC nodes are the PCU (Powertrain Control Unit)and the HCU (Helm station Control Unit). The nodesare located close to their external components. Thecontrol station control unit is located close to the con-trol station. The driveline control unit is located in theengine room.

Each node is connected to a number of external com-ponents such as sensors, controls, instruments andcontrol levers.

Each PCU and HCU is programmed for a specific en-gine. There is a decal on each PCU and HCU, con-taining a serial number and CHASSIS ID number. TheCHASSIS ID number must coincide with the CHAS-SIS ID number on the decals on the engine.

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Design and function Group 30: Electrical system

A data link (a CAN bus) links the nodes to each other.They combine to form a data network and the nodesexchange information and benefit from each othersservices. The principle of using a network of nodes towhich all components are connected means that theamount of cable installation is radically reduced.

A distributed system allows the system architectureto be extended by adding extra equipment. New nodescan be connected to the network with minimal chang-es to the cables. Functionality becomes more effec-tive since the nodes are allowed to collaborate andcombine their resources, which creates a more usefuland safer product.

Low speedBoats with powerful engines can be difficult to maneu-ver in restricted spaces, since the boat runs at highspeed even when idling. This problem is eliminatedthanks to the low speed function. The EVC allows thetransmission to slip, in the same way as the clutch ina car, to make it possible to maintain low speed.

Display (optional)The EVC display is used is used as a complement to,or as a replacement for the instruments. The EVC dis-play functionality is similar to the EDC display, butgives more information. The display is connected tothe multi-link cable from the HCU.

Fuel levelEVC makes it easy to install fuel level indication. Allthat is needed is a fuel level sensor in the tank and afuel gauge or display on the instrument panel. If a fuellevel gauge is used, it should be connected to the in-strument ”Easy Link” in the HCU. The cable harnessbetween the PCU and the engine has a connector forthe fuel level sensor. No new cable installation needsto be done.

Boat speedThe EVC can indicate boat speed if you have a GPSwhich is compatible with NMEA 0183 and an NMEAunit. Boat speed can be shown on a display and in a log.

FunctionsEngine speed and gear shiftingEngine speed and gear shifting is controlled electroni-cally. The reversing gear drive is always protectedagainst excess speed. The EVC system can haveboth dual-function electronic controls and mechanicalcontrols with control adapters.

Engine synchronizingEngine synchronizing gives greater comfort, good fueleconomy and minimized wear, thanks to reduced vi-bration and reduced sound levels. The master system(port) and slave system (starboard) must be able tocommunicate, to make synchronization possible. Forthis reason, a multi-link cable must be installed at themain helm station and all alternative helm stations.

InstrumentsThe instruments use a serial communication buscalled ”Easy Link”. Easy Link in combination with therest of the EVC system radically reduces the need forcable installation, and simplifies installation.

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Group 30: Electrical system Component location

Component location

D9-500, D9-575, D12-800A. PCU (Power train Control Unit),

powertrain control unit

B. HCU (Control station Control Unit)control station control unit

C. Relay for external accessories

D. Ignition lock

E. Controls

F. Alternative helm station

G. Alarm panel

H. Instruments:– Voltmeter– Oil pressure gauge– Coolant temperature gauge

I. Tachometer

J. EVC display

K. EVC control panel

L. Connector, diagnostic tool

M. Buzzer

N. Multilink

O. Fresh water level sensor

P. Fuel level sensor

Q. Rudder indicator

A

B

C

D

E

F

HG I

K

L

M

M

OP

J

Q

N

14

Component location Group 30: Electrical system

Location of monitors and sensors

1. Sensor, coolant level2. Sensor, crankcase pressure3. Stop button and fuses4. Sensor, combined charge air pressure and charge air temperature5. Sensor combined, oil pressure and oil temperature (engine)6. Sensor, fuel pressure7. Sensor, water in fuel8. Sensor, coolant temperature9. Sensor, lube oil level (optional)10. Engine control unit11. Sensor, camshaft position12. Sensor, flywheel position

10.1111, 12

Group 30: Electrical system Component description

15

Component description

NOTE! The figure in brackets refers to the position number on the wiring schedule (Please refer to page 228).

PCU* (A)The node is located in the engine room. It communi-cates with the engine and transmission and helm sta-tion control unit, HCU, via the standard bus.

* PCU = ”Powertrain Control Unit” – drivline control unit.There is a decal containing the serial number and CHASSIS IDon the PCU. The CHASSIS ID number must coincide with theCHASSIS ID number on the decals on the engine.

HCU* (B)The node is located close to the helm station and itscomponents. Communicates with the PCU via thestandard bus.

* HCU = ”Helm station Control Unit” – control station control unit.There is a decal containing the serial number and CHASSIS IDon the HCU. The CHASSIS ID number must coincide with theCHASSIS ID number on the decals on the engine.

Identification of chassis IDEach PCU and HCU (node) in the EVC system is pro-grammed to communicate with a particular engine.The software can vary, depending on the engine type,equipment, parameter setting etc. For this reason, it isimportant to identify each node before installation.This is done by decals placed on the end walls of thenodes, on the engine management system (EMS) andon top of the valve cover.

Identification is done by means of the CHASSIS.number.

IMPORTANT! The CHASSIS-ID number on thenode decals must coincide with the CHASSIS-ID number on the engine decals.

The CHASSIS-ID number is also intended to identifythe system in the VODIA diagnostic tool.

The CHASSIS ID number can also be shown on theEVC display.

CHASSIS ID: VVXXXXXXXXX

* V V 0 0 0 0 0 0 0 0 0 0 *

ENGINE S/N: 0000000000

Component description Group 30: Electrical system

16

Control (E)Both electronic and mechanical controls can be usedon the engines. If mechanical controls are used, theyare connected to a separate control adapter with a po-tentiometer.

NOTE! If a control has been changed, the new onemust be calibrated (please refer to the section entitled”Auto-configuration and calibration before starting”).

PotentiometerThe potentiometer registers the movements of thecontrol lever and gives the control module informationabout engine speed and gear shift demanded. The po-tentiometer is installed inside the control (or in a sepa-rate control adapter if a mechanical control is used).

NOTE! When a potentiometer is changed, the newcontrol unit must first be calibrated (please refer to thesection entitled ”Auto-configuration and calibration be-fore starting”).

AUX stop button (5)The AUX stop button is located highest up on the leftside of the engine. When the AUX stop button ispressed, the engine will stop because the power sup-ply to the engine control unit has been shut off.


17

Solenoid valves, Forwards –Reverse (T)The solenoid valves for gear shifting are located onthe reversing gear.

The valves are ordinary OFF –ON valves which allowoil to pass to the correct clutch when ON.

When sufficient oil pressure has been built up, theclutch is activated (the oil pressure is raised graduallyto give gentle engagement).

In the OFF position, the oil in the clutch is emptiedand the reversing gear goes into neutral.

Solenoid valve, trolling (U)The solenoid valve is installed on the reversing gear.The valve opens successively and releases oil to thetrolling valve in proportion to the control position.

Sensor, oil pressure/ oiltemperature, reversing gear (V)Oil pressure and oil temperature are measured by acombined sensor located on the reversing gear.

The temperature sensor consists of a non-linear resis-tor, whose resistance varies with reversing gear tem-perature. The resistance falls as the oil temperaturerises.

The output signal from the pressure sensor is a volt-age signal which is proportional to the oil pressure inthe reversing gear.

The sensor is supplied by a 5 Volt reference voltagefrom the PCU.


18

Starter motorThe starter motor is installed in the flywheel housing,on the right-hand side of the engine. The starter motorrelay is ”negative connected”, which means that therelay receives a negative signal (–) during the startingsequence.

The starter motor solenoid is engaged via the starterrelay, which is activated when the starter key isturned to position III.

The starter relay (1) is installed on the side of thestarter motor solenoid.

A first-start relay is also included in the starter motorcircuit. This is located underneath the plastic housingbeside the stop button bracket.

Overheating protectionThe starter motor circuit is automatically cut for 30seconds to protect the starter motor against overheat-ing. Leave the starter motor to cool for at least fiveminutes (if possible) before making a new start at-tempt.

Alternator 24 V - 80 A, 12 V - 115 AThe alternator is belt driven and mounted on the frontof the engine, on the left.

1


19

Unit injectorThe unit injectors are installed on the cylinder head,underneath the valve cover.

The amount of fuel injected and injection duration iscontrolled by the control unit, via electromagneticallycontrolled fuel valves in the unit injectors. This meansthat the engine always receives the correct volume offuel in all operating conditions, which offers lower fuelconsumption, minimal exhaust emissions etc.

Sensor, fuel pressure (6)The sensor measures fuel pressure and is located onthe fuel filter bracket. The sensor is an active sensor,i.e. the sensor requires a supply voltage of +5 Volt.The sensor provides an output signal whose voltage isproportional to the pressure that the sensor measures.

Piston cooling monitor (D12-800)A valve is installed in the oil filter bracket which opensor closes the oil supply for piston cooling, dependingon oil pressure. If the oil pressure is below 240 kPa,the valve closes the oil supply for piston cooling.

The piston cooling pressure is monitored by a pres-sure monitor. The output signal from the pressuremonitor can only have two distinct positions, on/off, inthe same way as a relay output. The monitor is sup-plied with current from the engine control unit. A pre-set pressure limit of 150 kPa determines when themonitor switches on. The monitor opens if the pres-sure exceeds this value.

At idle, the monitor can be closed without a fault codebeing set.


20

Coolant temperature sensor (5)The sensor is located on the left-hand side of the cyl-inder head.

The sensor consists of a non-linear resistor, whose re-sistance varies with coolant temperature. The resis-tance falls as the coolant temperature rises.

Sensor, charge air pressure /charge air temperature (3)The charge air pressure and charge air temperatureare measured by a combined sensor, which is locatedin the inlet manifold.

The sensor is supplied by a 5 Volt reference voltagefrom the engine control module.

The charge air pressure sensor measures the abso-lute pressure, which is the sum of the charge air pres-sure and atmospheric pressure. (300 kPa correspondswith a charge pressure of 200 kPa when atmosphericpressure is 100 kPa).

The sensor provides a voltage signal which is propor-tional to absolute pressure.

The charge air temperature sensor consists of anon-linear resistor, whose resistance varies withcharge air temperature. The resistance falls as thetemperature rises.


21

Sensor, oil pressure/oiltemperature, engine (4)Oil temperature and oil pressure are measured by acombined sensor.

The sensor is supplied with 5 Volt from the enginecontrol module.

The sensor is installed on the oil filter bracket andmeasures the pressure in the main oil gallery.

The oil temperature sensor consists of a non-linearresistor, whose resistance varies with engine oil tem-perature.

The resistance falls as the oil temperature rises.

The pressure signal gives an output signal whosevoltage is proportional to the pressure that the sensormeasures.

Sensor, camshaft position (10)The camshaft position sensor is located furthest backon the right side of the engine and is identical with theengine speed sensor.

The sensor is inductive. The sensor reads a toothedwheel with seven teeth (six of which have the samespacing) on the camshaft. The impulses from the camposition sensor provide the control unit with informa-tion about the cylinder which is next in line for fuel in-jection.

Sensor, engine speed (flywheel)(10)The sensor is located on top of the flywheel housingand is identical with the camshaft position sensor.

The sensor is inductive. This reads the crankcase an-gle and speed by means of grooves in the flywheel.The signal is sent to the control unit, which calculatesthe injection advance and the amount of fuel to be in-jected.


22

Engine control unit (9)The control unit checks and controls the unit injectors,to ensure that the correct volume of fuel is injected intoeach cylinder. It also calculates and adjusts the injec-tion advance. Regulation is mainly done with the aid ofthe engine speed sensors and the combined sensor forcharge air pressurek/charge air temperature.

The EMS system processor is located in the controlunit, unit, protected from water and vibration.

The processor receives continuous information about:

Engine speed Throttle opening Oil pressure Oil temperature Crankcase pressure Charge air pressuree/temperature Fuel pressure Fuel alarm, ”water in fuel” Camshaft position Coolant level/oil level Coolant temperature

The information provides information about current op-eration conditions and allows the processor to calculatethe correct fuel volume, monitor engine status etc.

Sensor, crankcase pressure (2)The sensor is located on the valve housing.

The sensor provides an output signal whose voltage isproportional to the pressure that the sensor measures.

The sensor is supplied with 5 Volt from the enginecontrol module.


23

Monitor , lube oil level (optional) (7)The monitor is located on the left-hand side of the oilpan.

The monitor can assume two states, on/off. When theoil level is correct, the monitor is on, i.e. a currentflows to the engine control unit.

Water monitor, secondary fuelfilter (8)A monitor is located underneath the secondary fuel fil-ter in the water trap. Its task is to discover water inthe fuel system.

The monitor consists of two copper pins, betweenwhich resistance is measured. When the resistancefalls below a limit value (which happens when watergets into the fuel), the control module receives analarm signal.

Monitor, coolant level (1)The monitor is located under the coolant expansiontank.

The monitor can assume two states, on/off. When thecoolant level is correct, the monitor is on, i.e. a cur-rent flows to the engine control unit.

24


Repair instructions

General advice on workingwith EVC enginesThe following advice must be followed to avoiddamage to the engine control unit and other elec-tronics.

IMPORTANT! The system must be switched offand the system current disconnected when anyof the connectors on the engine control unit isconnected or disconnected.

Never disconnect the current with the main switch-es when an engine is running.

Never undo a battery cable when the engine is run-ning.

Turn the main switches off or disconnect the bat-tery cables during quick charging of the batteries.

NOTE! During normal trickle charging, it is not nec-essary to turn the main switches off.

Only batteries may be used for start help. A helpstart device can produce a very high voltage anddamage the control unit and other electronics.

If damage is discovered in a cable harness thetwo 36-pin connectors for the enginecontrol unitand the 8-pin connector between the engine andthe EVC system must be disconnected.

If a connector is disconnected from a sensor, bevery careful to avoid allowing the contact pins tocome into contact with oil, water or dirt.

Electric welding

IMPORTANT! Undo all connectors from theenginecontrol unit before you start electric welding.

IMPORTANT! Cut the engine current before thecontrol unit connector is disconnected.

Cut the current with the main switches. Then discon-nect all connections to the alternator.

Undo the connector from the engine control unit andfrom the power supply unit.

Please refer to more detailed instructions in the ”Work-shop manual group 21–26, ”Control unit, changing”.

Connect the welder earth clamp to the component tobe welded, or as close as possible to the weld site.The clamp must never be connected to the engine orin such a way that current can pass through a bearing.

IMPORTANT! After welding is completed, thedisconnected components, such as alternatorcables and battery cables must be connected inthe correct order.

25


Fault tracing of cables andconnectorsSpecial tools: 9812519, 9998482

Check all connectors visuallyCheck the following:! Look for oxidation which can impair contact in con-

nectors.

! Check that terminals are undamaged, that they arecorrectly inserted into their connectors, and thatthe cable is correctly terminated in the terminal.

Check that there is good mechanical contact in theconnector. Use a loose pin to check this.

IMPORTANT! The multi-pin connectors forthe engine control unit must only be checkedwith gauge 9998482.

Carefully insert gauge 9998482 into the multi-pinconnector. Pull and push the connector in and outa few times and feel whether the terminal socketgrasps the tool. If the terminal socket does notgrasp, or if it feels slack, the connection pinsshould be changed. Please refer to ”Joining electri-cal cables for multi-connector” Check the second-ary locking in the connector.

If possible, shake the cables and pull the connec-tors during measurement to discover whether thecable harness is damaged.

Check that the cables are not damaged. Avoidclamping cables in tight bends close to the con-nector.

Check the function of the secondary locking.

Contact problemsIntermittent contact or temporary recurring faults canbe difficult to fault trace, and are frequently caused byoxidation, vibration or poorly terminated cables.

Wear can also cause faults. For this reason, avoiddisconnecting a connector unless it is necessary.

Other contact problems can be caused by damage topins, sockets and connectors etc.

Shake cables and pull connectors during measure-ment, to find where the cable is damaged.

Contact resistance and oxidationResistance in connectors, cables and junctionsshould be close to 0 Ω. A certain amount of resis-tance will occur, however, because of oxidation inconnectors.

If this resistance is too great, malfunctions occur. Theamount of resistance that can be tolerated before mal-functions occur varies, depending on the load in thecircuit.

Open circuitPossible reasons for faults could be chafed or brokencables, or connectors which have come undone.

Use the wiring schedule to check the cable harnesseswhich are relevant to the function. Start off with themost probable cable harness in the circuit.

Check the following: Disconnect the relevant connector at each end of

the cable harness.

Use multimeter 9812519 to measure the resis-tance between the ends of the cable.Nominal value close to 0 Ω.

If possible, shake the cables and pull the connec-tors during measurement to discover whether thecable harness is damaged.

Check the next cable harness in the wiring sched-ule if no fault has been found.

26


Joining electrical cables forconnectorsSpecial tools: 9808648, 9999324

Repair kit: 1078054

1Disconnect the connector from the engine control unitor from the power supply unit, please refer to ”Controlunit, changing”.

Undo the connector, to gain access to the cable lead-ing to the pin which is to be changed.

2Undo the pin catch.

3

Remove the pin with tool no. 9808648.

NOTE! Only remove one pin at a time.

4Cut off the cable and the pin which is to be changed.Join the cable with the new one, using repair kit10.78054. Use cable crimping tool no. 9999324.

5Carefully heat the joint with a hot air gun, to make theinsulation shrink and seal tightly.

27


6Put the pin back in the right place in the connector be-fore removing the next pin, if several pins are to bechanged. Check that the locking tongue locks the pinin the connector.

7Install the cables with insulation and tie wraps in theconnector, in the reverse order to disassembly.

8Install the connector in the reverse order to disassembly.

9Check that the connector and the mating connector onthe engine control unit or power supply unit are cleanand dry.

10Join up the multi-pin connector. Please refer to ”Con-trol unit, changing” for advice on joining up the con-nector.

11Start the engine and check carefully that no faultcodes occur.

Fault tracing of the startermotor and windingsSpecial tools: Multimeter 9812519

GeneralIf battery voltage falls below 24.7 V (measured at thebattery), the starter motor will not be able to crank theengine at normal speed.

Checking the power supply1Check that the battery voltage is at least 24.7V un-loaded, by measuring the battery terminals with multi-meter 9812519.

2Turn the main switch on.

3Check that the voltage between positions 30 and 31 onthe starter motor is the same as the battery voltage.

30

31

28


When you change a control unit:

Programming the control unit

Important!The chassis number or engine serial number must beavailable to allow the software to be downloaded.Action:

1.Log in to Volvo Penta Partner Networks web site,http://www.vppn.com

2Choose ”Vodia” in the left-hand menu.

3Choose ”ECU Programming” in the left-hand menu.

4Follow the instructions under ”Download software”.Choose the control units to be re-programmed andclick the ”Download” button. The software for theselected control units is now downloaded to the PDA(Personal Digital Assistant).

5Take a look under ”Settings”, ”Software information” inVodia to check that the software has been down-loaded.

6Connect the Vodia to the engine to be programmed.

7Start with the engine control unit. Select ”Engine withmounting and equipment” in the Vodia menu. Select”MID 128 Control unit, programming”. Vodia will guideyou through the entire programming process.

8The next control unit is the vehicle control unit, PCU(Powertrain Control Unit). Select ”Electrical systemand instruments” in the Vodia menu. Select ”MID 187Control unit, programming”. Vodia will guide youthrough the entire programming process.

9The next control unit to be programmed is the HCU(helm station control unit). Select ”Electrical systemand instruments” in the Vodia menu. Select ”MID 164Control unit, programming”. Vodia will guide youthrough the entire programming process.

NOTE! All helm station control units on the samedrive line should be programmed in one sequence.

NOTE! Auto-configuration must be done when pro-gramming is finished.

10Programming must be reported back to Volvo within28 days. Log in to Volvo Penta Partner Networksweb site, http://www.vppn.com

11Choose ”Vodia” in the left-hand menu.

12Choose ” Report software” in the left-hand menu.

13Follow the instructions for ”Report software/param-eter”. Click ”Report software/parameter”.

29


Programming an emptycontrol unit

When an ”empty” engine control unit is installed,where no software is programmed, the control unitmust be programmed. If the new control unit is to re-place an existing control unit, the control units musthave the same part number. If the control units do nothave the same part number, it will not be possible toprogram the new control unit until a ”Conversion kit”has been ordered from Volvo Penta. If the controlunits have the same part number, the new control unitcan be programmed as usual, please refer to Pro-gramming the Control Unit. If the part numbers are notthe same, do as follows:

1

Have both part numbers available.

2

Log in to Volvo Penta Networks web site,

http://www.vppn.com

3

Choose ”Vodia” in the left-hand menu.

4

Choose ”Conversion kit” in the left-hand menu. A newpage, ”Conversion kit / Accessory kit”, opens up.

5

Click the text ”Available conversions kits” which isshown in bold face. Follow the instructions describedin the window.

7

Return to the ”Conversion kit / Accessory kit” page andfollow the instructions to order a new ”conversion kit”.

8

Volvo Penta’s computer system is now updated. Thismay take a minute or so before a confirmation is sentback.

9

Programming of the control unit can now be done,please refer to Programming the Control Unit.

30

Malfunctions Group 30: Electrical system

Malfunctions

Fault code information MID (”Message Identification Description”):

The MID consists of a number which designatesthe control unit that sent the fault code message.(e.g. the engine control unit).

PID (”Parameter Identification Description”):The PID consists of a number that designates aparameter (value) to which the fault code relates(oil pressure, for example).

PPID (”Proprietary PID”):The same as the PID, but this is a Volvo-specificparameter.

SID (”Subsystem Identification Description”):The SID consists of a number that designates acomponent to which the fault code relates (ta-chometer, for example).

PSID (”Proprietary SID”):The same as the SID, but this is a Volvo-specificcomponent.

FMI (”Failure Mode Identifier”):FMI indicates the type of fault (please refer to theFMI table below).

FMI tableSAE standardFMI Display text SAE text

0 ”Value too high” Valid data, but above the normal working range.

1 ”Value too low” Valid data, but below the normal working range.

2 ”Faulty data” Intermittent or faulty data

3 ”Electrical fault” Abnormally high voltage or short circuit to higher voltage

4 ”Electrical fault” Abnormally low voltage or short circuit to lower voltage

5 ”Electrical fault” Abnormally low current or open circuit

6 ”Electrical fault” Abnormally high current or short circuit to battery negative

7 ”Mechanical fault” Faulty response from mechanical system

8 ”Mechanical or electrical fault” Abnormal frequency

9 ”Communication fault” Abnormal updating rate

10 ”Mechanical or electrical fault” Abnormally large variations

11 ”Unknown fault” Unidentified fault

12 ”Component fault” Faulty unit or component

13 ”Faulty calibration” Calibration values outside the limits

14 ”Unknown fault” Special instructions

15 ”Unknown fault” Reserved for future use

31

Group 30: Electrical system Malfunctions

Volvo-specific for injectors(MID 128, SID 1–6)

FMI Help

2 Short circuit to battery voltage, unit injector high voltage side

3 Short circuit to battery voltage, unit injector low voltage side

4 Short circuit to battery negative, unit injector low voltage or high voltage side

5 Open circuit in unit injector circuit

NOTE!

The following must be done before fault trac-ing continues, to avoid changing functionalsensors:

If there is an active / inactive fault code.Remove the connector from the sensor. Checkthat there is no oxidation and that the connec-tor pins are not damaged.If there is a fault, please refer to ”Fault Tracingthe Cables and Connectors”.

Note. Some fault codes become inactive whenthe engine is stopped. Start the engine tocheck whether the fault code is still inactivewith the engine running.

After an action with the connectorPut the connector* back. Check if the faultcode becomes inactive.If the fault remains, measure the cables andsensors to check them, as instructed.

* NOTE! No grease in the connector.

32


EVC system summary

Starting sequence1When the main switch is closed, the engine controlunit pin 8 in connector A is supplied with current viathe main relay. The PCU and HCU are supplied withcurrent via connector pins 3 and 4.

2When the starter key is turned to position ”I* (terminal15a on the starter switch is connected to pin 30), theengine control unit pin 58 receives an activation signalfrom the PCU via pin 5 in the engine connector.

When the ignition is switched, the EVC equipmentsuch as the control panels and instruments are acti-vated. All relays connected to the starter switch andstart / stop panels are activated to supply current toequipment which does not belong to the EVC.

3Check that all controls are in the neutral position andthat the AUX button is not depressed.

4Turn the starter key to position III (pin 50 in the starterswitch is connected to pin 30) and the pre-start relay isactivated by earthing the output, pin 29 connector B onthe engine control unit, to activate the starter motor.

Controls

EVC control panel

Main switch

Main relay

Fuses

AUX stop

Connector A

Connector B

Key switch

Connector, engine

BA

T -

BA

T+

data

bus

data

bus

data

bus

data

bus

star

ter

switc

h

Pre-start relay

33


NetworkThe system has two types of communication buses.

CANA data link, a CAN bus, links the nodes to each other.CAN means ”Controller Area Network” and is an indus-trial standard for distributed systems. The CAN busconsists of a pair of copper conductors which aretwisted 30 times per meter. The nodescommunicatevia the CAN bus and they form a network together,which exchanges information and benefits from eachother’s services.

The CAN bus is a serial bus and is the primary controlbus.

J1587The J1587 communication bus is used as a reservebus and is also used for accessories and diagnostics.

This is a serial bus in accordance with standard SAEJ1708.

Measuring the engine cablesTwo types of measurement are done on the enginecable harness, both resistance measurement and volt-age measurement.

The measurements are done to ensure that no opencircuits or short circuits occur.

If there is an open circuit, the resistance is infinite,and if there is a short circuit, it is close to zero. Theresistance values given in the workshop manual areapproximate, and should be regarded as guidelines.

If you want to check the CAN bus cables between theengine control unit and the PCU, you can also mea-sure the resistance when the cables are connected atone end.

1Disconnect the PCU.

2Measure the resistance between pin 17 (cable colors:yellow/white) and pin 7 (cable colors: gray/yellow)against the engine control unit. The measurement val-ue should be 120 Ω.

3Repeat the measurement in the other direction. Con-nect the PCU and disconnect the engine control unit.

4Measure the resistance between pin 1 (cable colors:yellow/white) and pin 2 (cable colors: gray/yellow)against the PCU.The measurement value should be 120 Ω.

Manual fault tracing in buscablesSpecial tools: Multimeter 9812519

IMPORTANT! Disconnect system power beforedisconnecting the cables.

Use multimeter 9812519 to check the bus cables. Theconductors in the bus cables should not be in contactwith each other. To check this, disconnect a bus ca-ble at both ends and measure the resistance betweenthe pins. The multimeter should show infinite resis-tance between each pin. If the resistance is less thaninfinite, you have found a fault.

It can be difficult to check whether there is a cablefault in the bus cable when it is installed in the engine.For this reason, always include checked bus exten-sion cables in the fault-tracing equipment.

Connect the extension cable to one end of the boat’sbus cable and run it back to the other end of the buscable, so that you can check each conductor individu-ally. You can now check all the pins.

NOTE!During resistance measurement, the engine mustbe stopped and the main switch be in position 0,the system must be disconnected from systemvoltage. In other cases, the wrong resistance valuecan be measured.

All resistance measurement is done at +20 °C (68 °F)and with a cold engine.

34


Problems in identifying the enginecontrolunit (MID 128)In normal cases, VODIA identifies the engine controlunit (MID 128) and the PCU (MID 187) automaticallywhen the choice of engine installation is done.

The HCU must be in service mode to allow it to beidentified.

If VODIA is not able to identify the engine control unit(MID 128), this will not be visible under ”Vehicle-information”.

NOTE! If the engine control unit has not been identi-fied, it can not be programmed.

One reason why identification can not be done is thatthe PCU contains the wrong engine software or thatthe J1708A and J1708B data buses between the en-gine control unit and the PCU are short circuited toeach other. In this case, Vodia can not identify a con-trol unit.

StopThe system can not be shut down although thestarter key is turned to position 0.

This can be caused by a short circuit in the cables be-tween the HCU and the key switch, by a short circuitin the key switch or a fault in the stop/start panel.

Shut the system off with the AUX stop button.

The starter motor is activated with the ignition on.

If the starter motor is activated as soon as the switchis turned, the diode in the key switch cable harnessmight be short circuited. Fault trace the diode in ac-cordance with the ”Checking the key switch diode”section.

Fault tracing the EVC systemSpecial tools: VODIA 3838619

Check that the system has the correct power supply.

The best way to retrieve diagnostic information fromthe EVC is to use the VODIA tool (3838619). The VO-DIA tool shows the fault codes as text, and you canretrieve information about each fault code.

When you set an HCU in service mode, VODIA cancommunicate with the HCU to read fault codes and logits parameters. Since all HCUs have the same ECU(MID) number, only one HCU can be put into servicemode at any one time. It would not otherwise be possi-ble to identify the HCU which issued a fault code.

In a twin installation, the codes can only be read fromthe network in which the node is located.

When VODIA is connected to the port network,VODIA can only show fault codes from the port drive-line, and vice versa for the starboard side.

35


Checking the instrumentsSpecial tools: Multimeter 9812519

The instruments are ”Easy Link” types and receivetheir signals from a serial bus consisting of a total of 3conductors.

If a fault occurs in the ”Easy Link” bus for the instru-ments, this can be discovered when the needles stopin the same positions on the instrument(s) (”frozen”).If no instruments work, make a check with multimeter9812519 that there is +12 Volt between the red andblue cables in the Easy Link cable harness.

Since common signals for various types of instru-ments pass through the same cable, it is difficult todetermine whether information is missing from the se-rial bus, or if an individual instrument is faulty.

If you suspect an instrument fault, you can use thefollowing procedure to determine whether the instru-ment is fault or not.

1Start the engine and let it idle, with the control lever inthe neutral position.

2Disconnect the instrument that is suspected of beingfaulty.

3The fault disappears:

- Check that there is no oxide or moisture in the rele-vant instrument’s connector.

- Change the removed instrument and see if the faultis still gone when the new instrument is re-connected.

The fault remains:

Continue to disconnect instruments until instrumentdisplay is correct. Then try to connect the instrumentsagain. Start with the instrument that was disconnectedfirst, and continue to connect the instruments thatwere removed until indication no longer functions.Change the instrument that was connected last.

36

Malfunctions, MID 128 Group 30: Electrical system

MID 128, PID 94

Fuel pressure

MID 128: Engine control unit

Fault codeFMI 1: The sensor value is valid but is less than the

normal working range.

FMI 3: The voltage exceeds the normal value or isshort circuited to higher voltage.

FMI 5: The current is less than the normal value or isopen circuited.

FMI Fault code explanation

1 Too low fuel pressure

3, 5 Faulty sensor / Faulty sensor circuit

Fault indicationFMI 1: A red lamp flashes in the alarm panel +

audible warning.

FMI 3, 5: An orange lamp flashes in the alarm panel.

SymptomNone

Circuit descriptionThe sensor which measures fuel pressure is an activesensor, which means that the sensor must have oper-ating current.

The engine control unit, pin 17, supplies the sensor,pin 1 with +5 Volt. The sensor, pin 4, is connected tobattery negative via the engine control unit, pin 18.

The output signal from the pressure sensor (pin 2 onsensor to pin 16 on the control unit) is a voltage signalwhich is proportional to the pressure measured by thesensor.

Connector B

(Gray)

37

Group 30: Electrical system Malfunctions, MID 128

Fault tracingThe fuel gauge shows full travel although no alarmhas been activated.

Possible reason

Open circuit in battery negative.

Suitable action

Check cables between the sensor and engine controlunit.

FMI 1: Too low fuel pressure

Fault code conditions

Fuel pressure depends on engine speed.

D9Engine speed 600 800 1000 1200 1400 rpm.

Alarm 100 100 150 200 250 kPa(1.00) (1.00) (1.50) (2.00) (2.50 Bar)(14.5) (14.5) (21.8) (29.0) (36.3 psi)

Engine speed 1600 1800 2000 2200 2300 r/min.

Alarm 250 250 250 250 250 kPa(2.50) (2.50) (2.50) (2.50) (2.50 Bar)(36.3) (36.3) (36.3) (36.3) (36.3 psi)

D12-800Engine speed 500 1800 2300 rpm.Alarm 50 200 200 kPa

(0.50) (0.20) (0.20 Bar)(7.25) (29.0) (29.0 psi)

6Check the bypass valve and change it if necessary.

7Check the feed pump.

FMI 3: Abnormally high voltage or shortcircuit to higher voltage has beendetected.


The voltage on pin 16 in the engine control unit ex-ceeds 4.95 Volt.

Possible reason

Short circuited signal cable to battery voltage or5 V voltage.

Fault in sensor.

Suitable action

1Check cables between the sensor and engine controlunit.

2Check sensor.

FMI 5: The current is less than the normalvalue or there is an open circuit.


The voltage on pin 16 in the engine control unit is lessthan 0.07 Volt.

Possible reason

Open circuit in 5 V supply cable

Open circuit in signal cable.

Short circuited signal cable to battery negative.

Fault in sensor.

Suitable action


2Check sensor.

Suitable action

1Check the fuel level.

2Open the fuel taps and check carefully that no leak-age occurs.

3Change the fuel filters (primary filter and secondary fil-ter).

4Check the fuel hoses to ensure that none have beencrushed or kinked.

5Check the sensor by checking the fuel pressure.

38


MeasurementsSpecial tools: 9812519, 9998534

Negative cable1NOTE! Cut the current with the main switch.

2Remove the connector from the sensor. Connectadapter cable 9998534 to cable harness connector toengine control unit.

3Use multimeter 9812519 to do resistance measure-ment against the engine control unit.

Measurement points Nominal value

4 – Battery negative* R ≈ 0 Ω

* Note. Battery negative (–) on alternator or starter motor.

Signal cable1NOTE! Cut the current with the main switch.




2 – Battery negative* R ≈ 80 - 120 kΩ

The measurement should exclude short circuiting oropen circuit in the cable to the engine control unit.


39


Supply cable1NOTE! Turn the starter key to the stop position.

2Remove the connector from the sensor. Connectadapter cable 9998534 between sensor and enginecontrol unit.

3Turn the starter key to position I (driving position).

4Use multimeter 9812519 for voltage measurement.


1 – 4 U ≈ 5 V

40


Checking the fuel pressure sensorSpecial tools: 9812519, 9998534

1NOTE! Turn the starter key to the stop position.





2 – 4 U ≈ 0,5 V

Component specificationWorking range ....... 0–700 kPa (0–7 bar / 0-101.5 Psi)

Supply voltage .................................. 5.00 ±0.25 V DC

Nominal output voltage at 25 °C (77 °F) and supplyvoltage 5.00 V DC:

0,5 V DC at ................................ 0 kPa (0 bar / 0 Psi)*

4,5 V DC at ......................700 kPa (7 bar / 101.5 Psi)*

* Note. At normal atmospheric pressure.

Out

put v

olta

ge, V

Fuel pressure, kPa

41


MID 128, PID 97

Water in fuel


Fault codeFMI 0: The value is valid but exceeds the normal

working range.


0 Water in fuel

Fault indicationIndication for ”water in fuel” flashes in the alarm panel.

SymptomNone.

Circuit descriptionA monitor is located in the water trap under the fuel fil-ter. Its task is to detect whether there is water in thefuel. The monitor senses the resistance between twocopper pins. The copper pins are in contact with thewater. When there is no water in the fuel, the resis-tance is very high. If there is any water in the fuel, theresistance falls.

At a threshold resistance (water has been detected), themonitor’s output signal (yellow cable) to the engine con-trol unit pin 8 will be pulled down to zero by a transistor.

The engine control unit, pins 57 and 60 provides themonitor with battery voltage. The sensor is connectedvia pin 10 on the engine control unit to battery negative.

Connector B(gray)

EMS

42


Fault tracing

FMI 0: Water in fuel

Suitable action

1Empty the water traps underneath the fuel filters.

2Empty the sludge trap under the fuel tank.

3Check the water monitor.


2Disconnect the connector from the monitor.


4NOTE! Turn the starter key to position I (driving posi-tion).


Red conductor –Black conductor U ≈ Battery voltage

MeasurementsSpecial tools: 9812519


2Disconnect the connector from the monitor.



Black cable – Battery negative R ≈ 0 Ω

43


Checking the water monitor,fuel filter

1Put a suitable vessel underneath the fuel filter. Undothe connector and remove the water sensor from theprimary fuel filter/s. Make sure that you have a collec-tion vessel available, since some fuel will run out ofthe filter.

2Connect the red conductor (1) to a power supply thatgives +24V.

Connect a 24 V bulb (1W) between the yellow conduc-tor (2) in the connector and a power supply of +24V.

Connect the black conductor (3) in the connector tobattery negative (–).

3Dip the sensor contact pins into a dish of water. Thebulb should light up when there is water between thesensor contact pins.

4The bulb should go out when the sensor is lifted out ofthe water.

1. Red conductor in connector2. Yellow conductor in connector3. Black conductor in connector

44


MID 128, PID 98

Oil level (engine)


Fault codeFMI 1: The sensor value is valid but is less than nor-

mal working range.


1 Too low oil level

Fault indicationOil level indication flashes in the alarm panel.

SymptomNone.

Circuit descriptionThe lube oil level in the engine is monitored by a levelmonitor.The level monitor output signal (pin 3 on the monitorto pin 7 on the engine control unit) is one of two volt-age levels: High/Low.

The output has zero potential if a satisfactory oil levelhas been detected. The engine control unit, pin 57,provides the level monitor, pin 1 with current. The lev-el monitor, pin 2, is connected to battery negative viathe engine control unit, pin 10.

Oil level monitor

Connector B(Gray)

45


Fault tracing

FMI 1: Too low oil level

Suitable action

1Check the oil level in the engine.

2Check that no leakage occurs.

3Check the level monitor.



2Remove the connector from the monitor. Connectadapter cable 9998534 to cable harness connector toengine control unit.





46


Checking the oil monitorSpecial tools: 9998534

Engine stopped

1Put a suitable vessel underneath the oil pan.

2Undo the connector and remove the monitor from theengine.

NOTE! Temporarily install a plug (M18 x 1.5) with gas-ket (part no. 960632 and 11998) in the oil pan to pre-vent oil from running out.

WARNING! Hot oil can cause burns.

3Connect adapter cable 9998534 to the oil level monitor.

Connect power supply that provides +24V to cable 1.Connect a 24 V bulb between (1 W) between cable 3and a power supply that provides +24V. Connect ca-ble 2 to battery negative (–).

4Put the monitor sensor tube vertically into a vesselcontaining engine oil. The bulb should light up.

5Lift the sensor up out of the oil bath and check thatthe bulb goes out.

Supply cable1Turn the starter key to the stop position.

2Remove the connector from the monitor. Connectadapter cable 9998534 between cable harness andengine control unit.


4NOTE! Turn the starter key to drive position.


1 – 2 U ≈ Battery voltage

1 2

47


MID 128, PID 100

Oil pressure, (engine)





FMI 5: The voltage is less than the normal value or isthere is an open circuit.


1 Too low oil pressure


Fault indicationFMI 1: Oil pressure indication flashes red in the

alarm panel. Audible warning.

FMI 3, 5: An orange lamp flashes in the alarm panel.The oil pressure gauge shows 0. The dis-play shows – – –.

SymptomFMI 1: Engine power is cut.

FMI 3, 5: None

Circuit descriptionThe sensor which measures oil pressure, is a com-bined sensor which also measures oil temperature.Sensor is an active sensor, i.e. it must have operatingvoltage.

The engine control unit, connector A, pin 7, suppliesthe sensor, pin 1 with +5 Volt. The sensor, pin 4, isconnected to battery negative via the engine controlunit, connector A, pin 11.

The output signal from the pressure sensor, pin 2, tothe engine control unit, connector B, pin 11, is a volt-age signal which is proportional to the oil pressure (af-ter the oil filters).

Oil pressuresensor

Connector B(gray)

Connector A(black)

48


Fault tracing

FMI 1: Too low lubrication oil pressure


Oil pressure depends on engine speed.

Engine speed 500 1000 1800 2300 rpm.

Alarm 150 200 225 250 kPa

Power 130 180 (D9) 205 230 kPareduction (D9, D12) 170 (D12) (D9, D12) (D9, D12)

Suitable action

1Check the oil level in the engine and the oil quality.

2Check that the oil filters are not blocked. Change oilfilters and engine oil.


4Check the sensor by checking the engine oil pressure.

FMI 3: Abnormally high voltage or shortcircuit to higher voltage has beendetected



Possible reason


Fault in sensor.

Suitable action


2Check sensor.

FMI 5: The current is less than the normalvalue or there is an open circuit



Possible reason

Open circuit in 5 V supply cable.


Short circuited power cable to battery negative.


Fault in sensor.

Suitable action


2Check sensor.

49














* Note. The measurement should exclude short circuiting or opencircuit in the cable to the engine control unit.

50


Supply cable1Turn the starter key to the stop position and removethe connector from the sensor.

2

Connect adapter cable 9998534 between the cableharness connector and the engine control unit.


4NOTE! Turn the starter key to drive position.


1 – 4 U ≈ 5 V

51


Component specificationWorking range ....... 0–700 kPa (0–7 bar / 0-101.5 Psi)



0,5 V DC at ................................ 0 kPa (0 bar / 0 Psi)*

4,5 V DC at ......................700 kPa (7 bar / 101.5 Psi)*


Out

put v

olta

ge, V

Oil pressure, kPa

Checking the oil pressure sensor** Note. Combined sensor, oil pressure and oil temperature (engine).

Special tools: 9812519, 9998534




4

Turn the starter key to the start position.


2 – 4 U ≈ 0.5 V*


52


MID 128, PID 105

Charge air temperature


Fault codeFMI 0: The sensor value is valid but exceeds the nor-

mal working range.




0 Excesive charge air temperature


Fault indicationFMI 0: A red lamp flashes in the alarm panel.

Audible warning.



FMI 4, 5: None

Circuit descriptionThe sensor, which measures charge air temperature,is a combined sensor which also measures charge airpressure. The charge air temperature sensor consistsof a thermistor. The thermistor resistance changesnon-linearly, depending on the temperature of the me-dium it measures.

When the air entering the engine is cold, the ther-mistor resistance is high. When the air warms up, thethermistor resistance falls. The voltage drop acrossthe thermistor changes as the temperature changes.The voltage drop is detected via pin 47 on the enginecontrol unit. The engine control unit, pin 7, suppliesthe sensor, pin 1 with +5 Volt. The sensor, pin 4, isconnected to battery negative via the engine controlunit, pin 11. Please refer to the table, ”resistance/tem-perature”.

Connector A(black)

53


Fault tracingIf the charge pressure gauge shows that there ischarge pressure when the engine is stopped, this canbe caused by an open circuit to battery negative, be-tween the charge pressure/temperature sensor andthe engine control unit.

FMI 0: Excesive charge air temperature.


D9

Charge air temperature exceeds 125 °C (257 °F).

D12

Charge air temperature exceeds 80 °C (orange lamp).Charge air temperature exceeds 85 °C (185 °F) (redlamp).

Suitable action

1Check that the engine temperature has a normal value.

2Check sensor.

FMI 4: Abnormally high voltage or shortcircuit to earth (ground) has beendetected

Fault code conditions:


Possible reason


Fault in sensor.

Suitable action


2Check sensor.

FMI 5: The current is less than the normalvalue or there is an open circuit.



Possible reason

Short circuited signal cable to battery voltage or 5 Vvoltage.


Fault in sensor.

Suitable action


2Check sensor.

54













3 – Battery negative* R ≈ 4.5 - 6.7 kΩ


55



2

Remove the connector from the sensor. Connectadapter cable 9998534 to cable harness connector toengine control unit.




3 – 4 U ≈ 5V

Checking the charge airtemperature sensor

Special tools: 9812519, 9998534


2Remove the connector from the sensor. Connectadapter cable 9998534 to sensor*.

* NOTE! Connect not the other end of the adapter cable to the en-gine cable harness, since this can cause a measurement error.

3Use multimeter 9812519 to measure the resistance ofthe sensor.

Measurement points: 3 – 4Nominal values at:

20 °C (68 °F) ........................... R ≈ 6.2 kΩ40 °C (104 °F) ......................... R ≈ 2.5 kΩ

Charge air temperature, °C

Resistance,kΩ

56


MID 128, PID 106

Charge air pressure



mal working range.




0 Too high charge air pressure



Audible warning.

FMI 3, 5: An orange lamp flashes in the alarm panel.The charge air pressure gauge shows 0.The display shows – – –.


FMI 3, 5: Engine power is cut.

Circuit descriptionThe sensor, which measures charge air pressure is acombined sensor, which means that it also measurescharge air temperature. The sensor is an active sen-sor, i.e. the sensor must have operating voltage.

The engine control unit, pin 7, supplies the sensor, pin1 with +5 Volt. The sensor, pin 4, is connected to bat-tery negative via the engine control unit, pin 11.

The output signal from the pressure sensor (pin 2 onsensor to pin 22 on the engine control unit) is a volt-age signal which is proportional to the pressure mea-sured by the sensor.

Connector A(black)

57


Fault tracingIf the charge pressure gauge shows that there ischarge pressure when the engine is stopped, this canbe caused by an open circuit to battery negative, be-tween the charge pressure/temperature sensor andthe engine control unit.

FMI 0: Too high charge air pressure


The charge air pressure exceeds:

D9370 kPa (3.70 bar / 53.7 psi).

D12-800Engine speed 1700 1900 2100 2300 2360 r/min.

Alarm, orange 100 100 150 200 250 kPa(1.00) (1.00) (1.50) (2.00) (2.50 Bar)(14.5) (14.5) (21.8) (29.0) (36.3 psi)

Alarm, red 100 100 150 200 250 kPa(1.00) (1.00) (1.50) (2.00) (2.50 bar)(14.5) (14.5) (21.8) (29.0) (36.3 psi)

Suitable action

1Check the compressor unit. The turbocharger mustcomply with the specification for the engine.

2Check the sensor by checking the charge air pres-sure.

3Check the wastegate valve function.NOTE! Only applies to D12-800




Possible reason

Short circuited signal cable to battery voltage or5V voltage.

Fault in sensor.

Suitable action


2Check sensor.




Possible reason

Open circuit in 5V supply cable.



Fault in sensor.

Suitable action


2Check sensor.

58














The measurement must eliminate short circuiting or open circuitin the cable to the engine control unit.

59



2Remove the connector from the sensor. Connectadapter cable 9998534 between the cable harnessconnector and the engine control unit.

3Turn the starter key to drive position.



1 – 4 U ≈ 5V

60


Checking the charge airpressure sensor** Combined sensor, charge pressure and charge temperature.

Special tools: 9812519, 9998534




4Use multimeter 9812519 to do voltage measurementagainst the engine control unit.


2 – 4 U ≈ 1.2V*


Component specificationWorking range . 40–400 kPa (0.4–4.0 bar / 5.8-58 Psi)



0,5 V DC at ..........................40 kPa (0.4 bar / 5.8 Psi)

4,5 V DC at ............................ 400 kPa (4 bar / 58 Psi)

Out

put v

olta

ge, V

Charge air pressure (absolute pressure), kPa

61


MID 128, PID 110

Coolant temperature



mal working range.

FMI 4: The voltage is less than the normal value or isshort circuited to battery negative.



0 Excessive coolant temperature

4.5 Faulty sensor / Faulty sensor circuit

Fault indicationFMI 0: The warning symbol in the alarm panel

flashes red. The coolant temperature sym-bol in the alarm panel flashes red. Audiblewarning.

FMI 4, 5: Orange lamp flashes in the alarm panel.The coolant temperature gauge shows 0.The display shows – – –.


FMI 4, 5: None

Circuit descriptionThe coolant temperature sensor consists of a ther-mistor which forms a closed circuit with the enginecontrol unit. The property of a thermistor is that its re-sistance changes non-linearly with temperature in themedium it measures. The engine control unit, pin 27,supplies the sensor, pin 2 with a reference voltage of+5 Volt. The sensor, pin 1, is connected to batterynegative via the engine control unit, pin 18.

When the coolant is cold, the thermistor resistance ishigh and the engine control unit senses a voltageclose to the reference level. When the coolant heatsup, the resistance in the thermistor falls and the volt-age drop across it falls.

Please refer to the table, ”resistance/temperature”.

Coolant temperature sensorConnector B

62


Fault tracing

FMI 0: Excessive coolant temperature


Coolant temperature exceeds 98 °C (208.4 °F).

Possible reason

Low coolant level.

Blocked sea water filter.

Worn impeller in seawater pump.

Clamped/leaking/blocked hose on the suction side(sea water).

Defective thermostat.

Blocked heat exchanger.

Poor flow in the cooling system.

Worn coolant pump.

Faulty pressure cap, expansion tank.

Faulty temperature sensor, coolant.

Suitable action

1Check the coolant level.

2Check that the system does not leak.

3Check that the sea water filter is not blocked.

4Remove the end wall from the reversing gear oil coolerand check if the oil cooler is blocked.

5Check the impeller in the sea water pump.

6Check the coolant temperature sensor.

7Clean the heat exchanger in the cooling system.



Voltage at the engine control unit, pin 27, is more than4.95 Volt.

Possible reason



Fault in sensor.

Suitable action


2Check sensor.

FMI 4: The voltage is less than the normalvalue or is short circuited to earth(ground)


Voltage at the engine control unit, pin 27, is less than0.07 Volt.

Possible reason


Fault in sensor.

Suitable action


2Check sensor.

63




2Disconnect the connector from the sensor.

3

Connect adapter cable 9998534 to cable harnessconnector to engine control unit.






2Disconnect the connector from the sensor.

3

Connect adapter cable 9998534 to cable harnessconnector to engine control unit.





64


Res

ista

nce,

kΩ

Coolant temperature, °C

Signal cable1NOTE! Turn the starter key to the stop position.

2Connect adapter cable 9998534 to cable harnessconnector to engine control unit.

3Use multimeter 9812519 to do voltage measurementagainst the engine control unit.

4

Turn the starter key to drive position.


1 – 2 U ≈ 5V

Checking the coolant temperaturesensor

Special tools: 9812519, 9998534



* NOTE! Connect not connect the other end of the adapter cableto the engine cable harness, since this can cause a measure-ment error.


Measurement points: 1 – 2Nominal values at:

0 °C (32 °F) ............................. R ≈ 4930 Ω ±440 Ω20 °C (68 °F) ........................... R ≈ 1870 Ω ±140 Ω40 °C (104 °F) ......................... R ≈ 800 Ω ±50 Ω60 °C (140 °F) ......................... R ≈ 375 Ω ±20 Ω80 °C (176 °F) ......................... R ≈ 190 Ω ±8 Ω100 °C (212 °F) ....................... R ≈ 104 Ω ±4 Ω

65


MID 128, PID 111

Coolant level


Fault codeFMI 1: The value is valid but is less than the normal

working range.


1 Coolant level too low

Fault indicationCoolant indication flashes in the alarm panel.

SymptomNone.

Circuit descriptionThe coolant level in the engine is monitored by a levelmonitor.

The engine control unit, pin 23, provides the levelmonitor, pin 1 with a reference voltage. The level mon-itor, pin 2, is connected to battery negative via the en-gine control unit, pin 10.

The level monitor has two states, on and off. The lev-el monitor consists of two sections, the actual monitorand a magnetic float which is built into the expansiontank. The monitor senses the position of the magneticfloat. When the coolant level falls, the float operatesthe monitor and a closed circuit is formed.

Coolant level monitorConnector B

(Gray)

66


Fault tracing

FMI 1: Coolant level too low

Suitable action

1Check the coolant level.

2Check that no coolant leakage occurs.

3Check the level monitor.



2Remove the connector from the monitor.





2

67



2

Remove the connector from the monitor.




1 – 2 U ≈ 0.8 * Battery voltage

Checking the coolant monitorSpecial tools: 9812519

NOTE! The coolant temperature sensor can be re-moved without having to empty the cooling system.

1Undo the connector and remove the monitor from theexpansion tank.

Hot coolant and hot surfaces can cause burns.

2Use the multimeter (9812519) to do resistance mea-surement on the monitor.


Blue – Black R ≈ ∞ Ω

3Move a magnet along the monitor and observe the re-sistance value.


Blue – Black R ≈ 0 Ω

68


MID 128, PID 153

Crankcase pressure



mal working range.




0 Too high crankcase pressure



Audible warning.


SymptomFMI 0: Power reduction.

FMI 3.5: None.

Circuit descriptionThe sensor which measures crankcase pressure is anactive sensor, which means that the sensor musthave operating current.

The engine control unit, pin 17, supplies the sensor,pin 1 with +5 Volt. The sensor, pin 4, is connected tobattery negative via the engine control unit, pin 18.

The output signal from the pressure sensor (pin 2 onsensor to pin 28 on the control unit) is a voltage signalwhich is proportional to the crankcase pressure.

Crankcasepressure sensorConnector B

69


Fault tracing

FMI 0: Too high crankcase pressure


Too high crankcase pressure.

Possible reason

Worn or damaged cylinder liners, pistons or pistonrings.

Blocked crankcase ventilation.

Fault in sensor.

Suitable action


2Check and clean the crankcase ventilation system.

3Check the sensor by checking the fuel crankcasepressure.




Possible reason



Fault in sensor.

Suitable action


2Check sensor.




Possible reason

Open circuit in 5 V supply cable.



Fault in sensor.

Suitable action


2Check sensor.

70







4 – Battery negative* R ≈ 0 Ω* Note. Battery negative (–) on alternator or starter motor.




NOTE! The measurement should exclude short cir-cuiting or open circuit in the cable to the engine con-trol unit.




71







1 – 4 U ≈ 5V

72


Checking the crankcase pressuresensor

Special tools: Multimeter 9812519






2 – 4 U ≈ 2,9 V*


Component specificationWorking range40–140 kPa (0.4–1.4 bar / 5.8-20.3 Psi)



0,5 V DC at ..........................40 kPa (0.4 bar / 5.8 Psi)

4,5 V DC at ...................... 140 kPa (1.4 bar / 20.3 Psi)

Out

put v

olta

ge, V

Crankcase pressure, kPa

73


MID 128, PID 158

Battery voltage





1 Value too low

Fault indicationAn orange lamp flashes in the alarm panel.

Battery indication flashes in the alarm panel.

SymptomNone.

Fault tracing

FMI 0: Less than normal working range.


Battery voltage is less than 13.2 Volt.(Applies to a 12 Volt system).

Battery voltage is less than 25.5 Volt.(Applies to a 24 Volt system).

Possible reason

Alternator drive belt, alternator does not charge

Fault in battery, cables, connectors.

Faulty alternator.

Suitable action

1Check that the alternator charges.

2

Checkthe alternator

3Check/charge the batteries.

4Check the battery cables.

74


MID 128, PID 163

Selected gear

MID 128: Engine control unit.Fault codeFMI 9: Abnormal updating frequency.


9 Communication fault.

Fault indicationAn orange lamp flashes on the alarm panel.

SymptomNone

Fault tracing

FMI 9 Checking the circuitFault code conditions:

Timeout in communication on the secondary busJ1587.

Possible reason:

Break in communication from the PCU.

Faulty PCU.

Suitable action:

1

Check the communication cables between the engineand the PCU.

2

Check that the PCU is programmed for the correct en-gine type.

75


MID 128, PID 175

Oil temperature, engine



mal working range.




0 Too high oil temperature


Fault indicationFMI 0: Warning symbol in alarm display flashes

red. Audible warning.

FMI 4, 5: An orange lamp flashes in the alarm dis-play. Oil temperature gauge shows 0.The display shows – – –.


FMI 4, 5: None.

Circuit descriptionThe sensor which measures oil temperature, is a com-bined sensor which also measures oil pressure.

The property of a thermistor is that its resistancechanges non-linearly with temperature in the mediumit measures. When the oil in the engine is cold, thethermistor resistance is high. When the oil warms up,the thermistor resistance falls.

The voltage drop across the thermistor changes asthe oil temperature changes. The voltage drop is de-tected via pin 31 on the engine control unit. The en-gine control unit, pin 7, supplies the sensor, pin 1 with+5 Volt. The sensor, pin 4, is connected to batterynegative via the engine control unit, pin 11.

Please refer to the table, ”resistance/oil temperature,engine”.

Oil temperature sensor.

Connector B(Gray)

Connector A(black)

76


Fault tracing

FMI 0: Too high oil temperature


Oil temperature exceeds 125 °C (257 °F).

Suitable action

1Check the oil level in the engine.

2

Check the coolant level and the engine temperature.


4Check sensor.

5Clean the oil cooler system and check the bypassvalve for the oil cooler.

Please refer to more detailed instructions in the”Workshop manual group 22, Lubrication system”.




Possible reason




Fault in sensor.

Suitable action


2Check sensor.

FMI 4: The voltage is less than the normalvalue or is short circuited to earth(ground)



Possible reason

Short circuited signal cable to earth (ground).

Fault in sensor.

Suitable action


2Check sensor.

77















78


Checking the oil temperaturesensor** Note. Combined sensor, oil pressure and oil temperature (engine).

Special tools: 9812519, 9998534


2Remove the connector from the sensor. Connectadapter cable 9998534 to sensor.*

* NOTE! Do not connect the other end of the adapter cable to theengine cable harness, since this can cause a measurement error.


Measurementpoints Nominal value

3 – 4 R ≈ 1.9 kΩ (at 20 °C (68 °F))

3 – 4 R ≈ 0.1 kΩ (at 100 °C (212 °F))

Res

ista

nce,

kΩ

Oil temperature, engine, °C

Supply cable1NOTE! Turn the starter key to the stop position

2

Remove the connector from the sensor. Connectadapter cable 9998534 to cable harness connector toengine control unit.




3 – 4 U ≈ 5 V

79


MID 128, PPID 3

Starting relay fault


Fault codeFMI 5: The voltage is less than the normal value or is

there is an open circuit.


5 Faulty relay / Faulty relay circuit

Fault indicationAn orange lamp flashes in the alarm display.

SymptomThe starter motor is not activated.

DescriptionThe engine control unit, pin 29 connector B, senseswhen switched on that the pre-relay coil is intact bypulling a small current through it.

80


Fault tracingGeneral check for starter motor problems:

Check the starter motor cables.

Check that the starter relay and pre-starter relay pullduring the start attempt.

Suitable action

1

Check the cables between the engine control unit andthe starter relay.

FMI 5

Possible reason

Faulty pre-starter relay

Suitable action

1

Check that the pre-starter relay pulls during a start at-tempt.

2

Check cables.

81


Checking the starter motorsolenoid

Special tools: 9510060, 9812519


2Undo the red/yellow cable.

3Use multimeter 9812519 to do resistance measure-ment against the relay.

Nominal value

R ≈ 2 - 12 Ω*

*Depending on whether the engine is equipped with 12 V or 24 V.

Checking the pre-start relay


2Remove the cover to access the fuses.

3Identify the pre-start relay.

4Remove the relay from its protective box.

5Undo the relay from the relay socket.

6Measure the resistance between pins 85 and 86 onthe relay. Check that there is no open/short circuit.

82


MID 128, PPID 6

External stopping relay

MID 128: Engine control unit.Fault codeFMI 4: The voltage is less than the normal value or is

short circuited to battery negative.

FMI 11:Un-identifiable fault.


4 Fault in signal circuit to control unit.

11 Stop input is activated


SymptomEngine stops or can not be started.

Circuit description

When the stop relay is activated, the engine controlunit receives a voltage signal on pin 27. The voltageis taken from a junction point with battery voltage.When the stop relay has been activated, the enginecontrol unit shuts off the fuel injection. Once the stoprelay has been activated, the system must be shut offbefore a re-start can be done.

83


Fault tracing

FMI 4. The voltage is less than the normalvalue or is short circuited to batterynegativeFault code conditions:

The voltage on the engine control unit, pin A27is less than 0.375 Volt.

Possible reason:

Short circuited signal to battery negative.

Suitable action:

1

Check cables between the control unit and the relaysocket.

FMI 11Fault code conditions:

The voltage on the engine control unit, pin A27exceeds 23.2 Volt.

Possible reason:

The stop relay is activated.

Faulty relay.

Faulty cables.

Short circuited signal to battery positive.

Suitable action:

1

Check what triggered activation of the stop relay, firealarm.

2

Check the connector that activates the stop relay.

3

Check the stop relay.

4

Check cables between the control unit and the relaysocket.

84


MID 128, PPID 8

Piston cooling pressure (D12-800)

MID 128: Engine control unit.Fault code

FMI 1: The sensor value is valid but is less than thenormal working range.


1 Piston cooling pressure is too low.

Fault indicationA red lamp flashes on the alarm panel + Audiblewarning.

SymptomReduced engine power.

Fault tracing

FMI 1. Piston cooling pressure is too lowSuitable action:

1

Re-check the piston cooling pressure. If measurementshows that the piston cooling pressure is correct,change the piston cooling pressure monitor.

Circuit descriptionA valve is installed in the oil filter bracket which opensor closes the oil supply for piston cooling, dependingon oil pressure. If the oil pressure is below 240 kPa,the valve closes the oil supply for piston cooling.

The piston cooling pressure is monitored by a pres-sure monitor. The output signal from the pressuremonitor, pin 1 to the engine control unit, can only havetwo distinct positions, on/off. The monitor is suppliedwith current from the engine control unit pin 10. A pre-set pressure limit of 150 kPa determines when themonitor switches on. The monitor opens if the pres-sure exceeds this value.

At idle, the monitor can be closed without a fault codebeing set.

Joint

Piston cooling-pressure

85



Negative cable:1

NOTE! Cut the current with the main switch.

2

Undo the connector from the sensor. Connect theadapter cable (99998534) to the cable harness con-nector that is connected to the engine control unit.

3

Use the multimeter (9812519) to do resistance mea-surement against the engine control unit.


2 – Battery negative R ≈ 0Ω

Supply cable:1

NOTE! Turn the starter key to the stop position.

2

Undo the connector from the sensor. Connect theadapter cable (99998534) to the cable harness con-nector that is connected to the engine control unit.

3

Use multimeter (9510060) for voltage measurement.

4

Turn the starter key to position I (drive position).


1 – 2 U ≈ Battery voltage

86


MID 128, PPID 98

Engine synchronisation


Fault codeFMI 9: Abnormal updating frequency on the second-

ary bus.


9 Communication fault


SymptomNone.

Fault tracing

FMI 9: Checking the circuitFault code conditions

”Time-out” on J 1587 of the secondary bus.

Possible reason


Faulty PCU.

Suitable action

1

Check the communication cables to the PCU.

2

Check that the PCU is programmed for the correct en-gine type.

87


MID 128, PPID 132

Throttle position


Fault codeFMI 9: Abnormal updating frequency on the second-

ary bus.


9 Communication fault


SymptomNone.

Fault tracing

FMI 9: Checking the circuit


”Time-out” on J1587 secondary bus.

Possible reason

Throttle signal not found. (A fault code is obtainedtogether with MID 164, PPID 392 and MID 164,PPID 390).


Faulty PCU.

Suitable action

1Check that there is a signal between the throttle link-age and the HCU.

2Check the communication cables to the PCU.

3Check that the PCU is programmed for the correct en-gine type.

88


MID 128, SID 1/2/3/4/5/6

Unit injector 1–6


Fault code

Fault code Refers to

SID 1 Unit injector 1






Volvo-specific for injectors,FMI 2, 3, 4, 5, 7, 11

FMI 2: Short circuit to battery voltage, unit injectorhigh voltage side.

FMI 3: Short circuit to battery voltage, unit injectorlow voltage side.

FMI 4: Short circuit to battery negative, unit injectorlow voltage or high voltage side.

FMI 5: Open circuit in unit injector circuit.

FMI 7: Mechanical faults. System gives incorrectanswers.

FMI 11: Un-identifiable fault.


2, 3, 4, 5, 7, 11 Fault in injection system


SymptomEngine power is cut.

89


Circuit descriptionThe unit injectors receive current from pins 59 or 60on the engine control unit. When injection is to takeplace, the engine control unit earths the relevant unitinjector.

Unit injectors 1-6

Connector A

90


Fault tracingNOTE! Identify the cylinder by using the SID numberin the fault code.

FMI 2: Checking the injector circuitFault code conditions

Injector activated.

Short circuit to battery voltage on the pin on each in-jector’s high voltage side.*

* Engine control unit: Pin 59 or 60.

Symptom

The engine can run on 3 or 5 cylinders.

Possible reason

Short circuit to battery voltage in higher voltage,injection cable.

Suitable action

1

Check the cables between the injector and the enginecontrol unit.


Injector activated.

Short circuit to battery voltage on the pin on each in-jector’s low voltage side.*

* Engine control unit: Pins 16, 24, 32, 48, 56.

Symptom


Possible reason

Short circuit between high voltage and low voltagesides.

Short circuit to battery voltage in low voltage, in-jection cable.

Suitable action

1



Injector activated.

Short circuit to battery negative on the pin for each in-jector’s low voltage* or high voltage side.**

* Pins 16, 24, 32, 40, 48 and 56 on the engine control unit.** Pins 59 and 60 on the engine control unit.

Symptom


Possible reason

Short circuit to earth (ground) in the cables oneach injector’s low voltage or high voltage side.

Suitable action

1


91



Injector activated.

Open circuit in the injector circuit.

Symptom


Possible reason

Open circuit in the cables on the low voltage orhigh voltage side.

If three fault codes are set (one bank), the opencircuit is in that bank’s high voltage side.

If there is only one fault code, the open circuit ison that injector’s low voltage side.

Suitable action

1



Injector activated.

Too high cylinder balancing data.

Possible reason

Poor compression.

Fault in injector.

Asymmetric engine loading*.

* If the engine is asymmetrically loaded and a fault code occurs,it is not possible to rectify the fault code since there is no me-chanical fault.When the engine idles, the engine control unit attempts to com-pensate for uneven running by supplying more or less fuel tothe injectors, so-called cylinder balancing. If the asymmetricloading is to large, the engine control unit’s attempts at compen-sation will not be enough, the engine will run unevenly and afault code will be set.

Suitable action

1Do a compression test and a cylinder accelerationtest, using Vodia, to localize the fault source.

2Check the injector by changing the injector.

The injectors are manufactured with tolerance classifi-cation. When an injector is changed, a task called ”In-jector Trim” must be done. The trim value is noted asa code on the injector’s electric conector, consistingof up to 6 characters. The trim value is programmedby Vodia and is only done for the cylinder whose unitinjector has been changed.

92



Injector activated.

Possible reason

Intermittent fault.

Suitable action

1


Injector TrimNOTE! Write down the new injector’s code before in-stallation. The code consists of up to 6 charactersand is on the injector’s electric connector.

1

Connect Vodia and switch on the current for the en-gine.

2

Go into the ”Service and maintenance” menu in Vodia.

3

Select ”Parameter, programming”.

4

Press ”Play”.

5

Select the cylinder number corresponding to the injec-tor which has been changed.

6

Enter the new injector’s code. Click ”OK”.

7

Close ”Parameter, programming”.

8

Vodia will ask you to ”Turn off the main switch”, thenfollow the instructions.

9

Report the parameters back as in items 10 - 13 in”Programming the control unit”.

93




2Turn the main switch off.

IMPORTANT! The system must be disconnect-ed from system voltage and the starter keymust be in position 0 when the engine controlunit connector is disconnected or connected.

3Remove the connector from the engine control unit.

Move the lock catch (1) upwards and pull the connec-tor (2) out.

4Use multimeter 9812519 to measure the resistance inthe engine cable’s black (upper) connector for the in-jectors.

Measurement points* Nominal value (at 20 °C (68.0 °F))

Pin no.

24 – 59 R ≈ 3.5 - 4.5 Ω

16 – 59 R ≈ 3.5 - 4.5 Ω

32 – 59 R ≈ 3.5 - 4.5 Ω

56 – 60 R ≈ 3.5 - 4.5 Ω

48 – 60 R ≈ 3.5 - 4.5 Ω

40 – 60 R ≈ 3.5 - 4.5 Ω

24 – Battery negative*** Open circuit






The measurement should exclude short circuiting or open cir-cuit in the cable to the injector.* Black connector A.*** Battery negative (–) on alternator or starter motor.

IMPORTANT! Be very careful when measuringinside the connector, to ensure that no pin isdamaged.

2

1

94


MID 128, SID 21

Sensor for camshaft position


Fault codeFMI 2: Signal value is irregular, intermittent or incor-

rect.

FMI 3: Permanent loss of sensor signal.

FMI 9: Abnormal updating rate.


2, 3, 9 Faulty sensor / Faulty sensor circuit


SymptomEngine runs unevenly.

Engine is difficult to start or does not start.

Circuit descriptionThe camshaft sensor is an inductive sensor. Thecamshaft sensor is used in the first instance to deter-mine the cylinder which is next in line for injection. Atoothed wheel installed on the camshaft is used to de-termine the cylinder which is next in line for injection.The toothed wheel has 7 teeth, one for each cylinderplus an extra tooth for cylinder 1.

When the camshaft with toothed wheel rotates, im-pulses are generated in the sensor. The impulses gen-erated a pulsed signal in the sensor which the enginecontrol unit uses to determine the cylinder which isnext in line for injection.

Speed sensor(camshaft)

Connector A

95


Fault tracing

FMI 2: Checking the sensor circuit,sensorFault code conditions

Signal value is irregular, intermittent or incorrect.

Possible reason

Polarity fault, reversed cables.

Intermittent contact.

Incorrectly installed sensor(incorrect distance between sensor and toothedheel).

Damaged toothed wheel.

Fault in sensor.

Suitable action


2Check that the sensor is correctly installed and thatthe distance between the toothed wheel and the sen-sor is correct (please refer to the workshop manual).

3Check sensor.

4Check that the toothed wheel is not damaged.

FMI 3: Checking the sensor circuitFault code conditions

Permanent loss of sensor signal.

Possible reason

Open circuit in one of the cables.

Short circuited cables.

Fault in sensor.

Suitable action


2Check sensor.

FMI 9: Checking the sensorsFault code conditions

Abnormal updating rate.

Possible reason

Electrical malfunctions.

Incorrectly installed sensor(incorrect distance between sensor and toothedheel).

Suitable action


2Check that the sensor is correctly installed and thatthe distance between the toothed wheel and the sen-sor is correct (please refer to the workshop manual).

3Check sensor.

96


Checking the camshaft positionsensor (speed sensor, camshaft)

Special tools: 9812519, 885675

1NOTE! Cut the current with the main switch.

2Undo the connector from the sensor and remove thesensor from the cylinder head.

Check that the sensor does not have any externaldamage or swarf which has caught on it.

3Connect adapter cable 999 8534 to the sensor.*

* NOTE! Connect not the other end of the adapter cable to the en-gine cable harness, since this can cause a measurement fault.

4Use multimeter 9812519 to do resistance measure-ments.


1 – 2 R ≈ 0.9 kΩ*

* Note! ±10 % at 20 °C (68 °F).

5Use multimeter 9812519 to do voltage measurements.

Move a metal object quickly back and forwards at adistance of not more than 1 mm in front of the sensor.Check that the multimeter gives a reading.

6Install the sensor.

1

2

97


MID 128, SID 22

Speed sensor (flywheel)


Fault codeFMI 2: Signal value is irregular, intermittent or incor-

rect.

FMI 3: Permanent loss of sensor signal.

FMI 9: Abnormal updating rate.


2, 3, 9 Faulty sensor / Faulty sensor circuit /Engine speed calculation error


SymptomEngine runs unevenly.

Engine is difficult to start or does not start.

Circuit descriptionThe flywheel sensor is an inductive sensor. The fly-wheel sensor is used to monitor engine speed. It isalso used to measure the cylinder acceleration. Theflywheel has three times eighteen depressions for onerotation.

These depressions are detected by the flywheel sen-sor and generate a pulsed signal which the enginecontrol unit uses to detect flywheel rotation speed.

Two cylinders share one sector of the depressions (cyl-inders 1 and 6, 2 and 5, 3 and 4) on the flywheel. Thismeans that it is not possible to know which cylinder isin line for injection, without the camshaft sensor.

Speed sensor (flywheel)Connector A

98


Fault tracing


Signal value is irregular, intermittent or incorrect.

Possible reason

Polarity fault, reversed cables.

Incorrectly installed sensor(incorrect distance between sensor and flywheel).

Intermittent contact.

Damaged flywheel.

Fault in sensor.

Suitable action


2

Check that the sensor is correctly installed and thatthe distance between the flywheel and the sensor iscorrect (please refer to the workshop manual).

3Check sensor.

4

Check that the flywheel is not damaged.

FMI 3: Checking the sensor circuitFault code conditions

Permanent loss of sensor signal.

Possible reason

Short circuit between the cables or inside the sensor.

Open circuit in one of the cables.

Fault in sensor.

Suitable action


2Check sensor.



Possible reason

Electrical malfunctions.

Incorrectly installed sensor.(incorrect distance between sensor and flywheel).

Suitable action


2Check that the sensor is correctly installed and thatthe distance between the flywheel and the sensor iscorrect (please refer to the workshop manual).

3Check sensor.

99


Checking the speed sensor(flywheel)

Special tools: 9812519, 885675


2Undo the connector from the sensor and remove thesensor from the flywheel housing.

Check that the sensor does not have any externaldamage or swarf which has caught on it.

3Connect adapter cable 999 8534 to the sensor.*

* NOTE! Connect not the other end of the adapter cable to the en-gine cable harness, since this can cause a measurement fault.

4Use multimeter 9812519 to do resistance measure-ments.


1 – 2 R ≈ 0.9 kΩ*

* Note! ±10 % at 20 °C (68 °F).

5Use multimeter 9812519 to do voltage measurements.

Move a metal object quickly back and forwards at adistance of not more than 1 mm in front of the sensor.Check that the multimeter gives a reading.

6Install the sensor.

1

2

100


MID 128, SID 32

Waste gate (D12-800)

MID 128: Engine control unit.Fault code



FMI 5: The current is less than the normal value orthere is an open circuit.


3, 4, 5 Fault in wastegate valve or fault in cables

Fault indicationOrange lamp flashes in the alarm panel.

SymptomReduced power.

Circuit description

The engine is equipped with a turbocharger with wastegate valve. The waste gate valve controls the amountof exhaust gas flow which should pass through the ex-haust turbine. Air pressure taken from the inductionmanifold is used to control the amount that the wastegate opens. An electronically controlled regulationvalve which is controlled by the engine control unitcontrols the air pressure supplied to the waste gatevalve. As the air pressure supplied by the controlvalve to the waste gate valve increases, the valveopens wider. When the waste gate valve is fully open,the exhaust gas flow to the exhaust turbine is at itslowest.

The control valve is current controlled by the enginecontrol valve, using a PWM signal. As the currentsupplied to the control valve increases, the charge airpressure increases. The charge air pressure is con-stantly monitored by a sensor installed in the induc-tion manifold.

Waste gate valveConnection B

101


Fault tracing

FMI 3: Abnormally high voltage or shortcircuit to higher voltage has beendetected.Fault code conditions:

The voltage from the engine control unit, pin B 38 istoo high.

Possible reason:

Short circuited control valve signal to battery posi-tive.

Fault in the wastegate valve.

Suitable action:

1

Check cables between the control unit and the controlvalve.

2

Check the wastegate valve.

FMI 4: The voltage is less than the normalvalue or is short circuited to batterynegative.Fault code conditions:

The voltage from the engine control unit, pin B 38 istoo low.

Possible reason:

Short circuited control valve signal to battery nega-tive.


Suitable action:

1


2


FMI 5: The current is less than the normalvalue or is open circuited.Fault code conditions:

Incorrect voltage in the engine control unit,pin B 38.

Possible reason:

Open circuit in control valve signal.


Suitable action:

1


2


102


MID 128, SID 232

5 Volt DC supply current

MID 128 Engine control unit

Fault codeFMI 3: The voltage exceeds the normal value or is

short circuited to higher voltage.



3, 4 Fault in circuit

Fault indication

An orange lamp flashes in the alarm panel or somevalues on the display show ---.

Symptom

None.

103


Fault tracing


Abnormally high voltage or short circuit to higher volt-age has been detected.

Possible reason

Short circuit to battery voltage on the output.

Suitable action

1Check the supply voltage to the sensors which haveset fault codes.

2Check sensor cables.


Abnormally low voltage or short circuit to battery neg-ative has been detected.

Possible reason

Short circuited signal cable to 5 V voltage, coolanttemperature sensor.

Short circuited battery negative to 5 V voltage, oilpressure sensor.

Short circuited battery negative to 5 V voltage,charge air pressure sensor.

Short circuited battery negative to 5 V voltage, fuelpressure sensor.

Short circuited battery negative to 5 V voltage,crankcase sensor.



Suitable action

1Check the supply voltage to the above-mentionedsensors.

2Check sensor cables.

104


MID 128, SID 240

Program memory fault


Fault codeFMI 2: Signal value is irregular, intermittent or in-

correct.

FMI 12: Data communication interrupted by anintelligent unit or component.


2, 12 Communication fault


SymptomNone.

Fault tracing

FMI 2, 12 Checking the circuitFault code conditions

Signal value is irregular, intermittent or incorrect. Datacommunication interrupted.

Possible reason

Failed download.

Suitable action

1

Try to re-load the software.

105


MID 128, SID 254

Engine control unit



correct.

FMI 8: Abnormal frequency.

FMI 11: Unidentifiable fault.

FMI 12: Faulty unit or component.

FMI 13: Calibration values outside the limits.


2, 8, 11, 12, 13 Faulty component


SymptomNone.

Fault tracing

FMI 2, 8, 11, 12, 13: Checking the circuitFault code conditions

Fault in engine control unit.

Suitable action

1

Change engine control unit.

106


MID 128, PSID 216

Communication fault J1939


Fault codeFMI 9: Abnormal updating frequency.


9 Communication fault in J 1939


SymptomNone.

Cable descriptionA CAN H – data link to engine

B. CAN H – data link to engine

C. Input voltage, 0 V

D. Input voltage, 24V

H. Ignition signal

F Not used

G J1708A – Data link to engine

E J1708B – Data link to engine

Connector, PCUConnector X3 (pink)

Connector, engine”BUS INTERFACE”

A

B

C

D

E

F

G

H

A

B

C

D

H

F

G

E

107


Fault tracing


Abnormal updating rate on data bus.

Possible reason

Open circuit in CAN L or CAN H or both of them.

One or both CAN conductors short circuited to bat-tery negative, pin 3.

Conductors in control link CAN H and CAN L shortcircuited to each other.

CAN H short circuited to supply voltage, pin 4.

CAN short circuited to ”ignition signal”.

Intermittent contact in power supply to data bus.

Suitable action

1

Check the data bus cables and terminals between theengine control unit and PCU, please refer to ”Malfunc-tions, Checking the bus cables”.

108


MID 128, SID 231

Communication fault J1939



correct.

FMI 9: Abnormal updating frequency.


2, 9 Communication fault J1939


SymptomNone



A

B

C

D

E

F

G

H

A

B

C

D

H

F

G

E





H. Ignition signal

F Not used



109


Fault tracing


Data bus, CAN, communication not found.

Possible reason

CAN H short circuited to battery negative, pin 3.

Conductors in control link CAN h and CAN L shortcircuited to each other.

CAN L short circuited to supply voltage, pin 4.

Suitable action

1

Check the data bus cables and terminals between theengine control unit and PCU, please refer to ”Malfunc-tions, Checking the bus cables”.

FMI 9Fault code conditions


Suitable action

1Check the data bus cables and terminals between theengine control unit and PCU, please refer to ”Malfunc-tions, Checking the bus cables”.

110


MID 164, PPID 390

Power supply fault in control 1, in relation to potentiometer

MID 164: HCU





3, 4 The signal from control 1 is not inside thenormal range.

Fault indicationA red lamp flashes in the alarm panel + audiblewarning.

SymptomNot possible to activate this helm station.

If the helm station is already active, the engine willswitch to emergency mode and the reversing gear willbe put into neutral.

Supply (–)

Supply (+)

Connector X7 (blue)

Pot. signal

Circuit description

111


Fault tracingBackground

Lever calibration done.

Lever calibration has caused the fault code.

There is no fault in the potentiometer power supply.


The voltage exceeds the normal value or is short cir-cuited to higher voltage.

Possible reason

Open circuit in 5 V supply cable to control.

Open circuit in battery negative to control.

Short circuit between potentiometer signal and 5 Vsupply cable to control.

Faulty potentiometer in control.

Suitable action

1Check if there is any short circuit or open circuit incontrol 1.

2Check the potentiometer.


The voltage is less than the normal value or is shortcircuited to battery negative.

Possible reason


Open circuit in potentiometer signal to control.

Short circuit between potentiometer signal and bat-tery negative.



Suitable action



112


Checking the potentiometer inelectronic controls

Special tools: Multimeter 9812519, Adapter cable885675

1Electronic controls:Cut the current with the main switches. Undo the ca-ble between the HCU and the control. If necessary, re-move the control unit from the helm station.

Mechanical controls with control adapter:Cut the current with the main switches. Undo the ca-ble between the HCU and the control adapter.

Remove the control cable from the potentiometer con-trol arm. Then remove the potentiometer from the con-trol adapter.

2Check that there is no oxide or damp in the connec-tors.

3Remove the connector from the potentiometer. Con-nect adapter cable 885675 to the potentiometer.

4Use multimeter 9812519 to measure the resistance ofthe potentiometer.


1 – 2 R ≈ 2.0 kΩ ±10%

5

Use multimeter 9812519 to do resistance measure-ment against the potentiometer. Move the control le-ver between its two end positions.

Measurement points:Pins 1 – 3 or. 2 – 3.

Nominal value:The multimeter should indicate a value over 0.90 kΩat one end position and a value below 2.9 kΩ at theother end position.

113


6Change the potentiometer if the fault remains.

7Erase any fault codes for the HCU by cutting the cur-rent with the ignition key.

8Check the engine speed/shift function.

Suitable action if a faulty voltage level is suspected.

1Check the electronic control as in ”Checking the po-tentiometer in electronic controls”.

2If the fault remains, try using a different HCU.

Voltage measurement of HCU voltage topotentiometer in throttle control1Remove the connector from the throttle control poten-tiometer. Connect adapter cable 885675 between thethrottle control cable’s connector and the throttle con-trol potentiometer.


3

Turn the starter key to start position.

Gear shift control Measurement Nominalpoints value

Neutral 1 - 2 U ≈ 3.0 Volt

Neutral 1 - 3 U ≈ 1.5 Volt

Forwards, idle 1 - 3 U ≈ 1.3 Volt

Forwards, max.throttle 1 - 3 U ≈ 0.3 Volt

Reverse, idle 1 - 3 U ≈ 1.8 Volt

Reverse, maximumspeed reverse 1 - 3 U ≈ 2.8 Volt

114


Changing the potentiometer inelectronic controls

1Cut the current with the ignition switch or main switch.

2Remove the control from the instrument panel. Undothe connector and remove the defective potentiometer.

3Install the new potentiometer. Check that the markingson the teeth line up before the potentiometer is screwedinto place. Put a drop of thread locking fluid* on thescrew that holds the control lever, and tighten thescrew until the control lever has the correct friction.

* Volvo Penta part no. 1161053-2.

4Connect the connector and screw the control down onthe instrument panel.

5Turn the main switch on.

6Calibrate the controls.

7Erase any fault codes by cutting the current with thestarter switch.

8Check the engine speeds-/shift function.

115


MID 164, PPID 391

Power supply fault in control 2, in relation to potentiometer

MID 164: HCU





3, 4 Signal from control 2 is not in the validworking range.

Fault indicationA red lamp flashes in the alarm panel + audible warning.



Circuit description

Supply (–)

Supply (+)

Connector X7 (blue)

Pot. signal

116




Lever calibration has caused the fault code.

There is no fault in the potentiometer power supply.



Possible reason





Suitable action


2Check the potentiometer. Potentiometer test

Please refer to the section entitled ”Checking the po-tentiometer in electronic controls” (under fault codeMID 164, PPID 390).

Power supply to the HCUPlease refer to the section entitled ”Checking the po-tentiometer in electronic controls” (under fault codeMID 164, PPID 390).

Changing the potentiometerPlease refer to the section entitled ”Checking the po-tentiometer in electronic controls” (under fault codeMID 164, PPID 390).



Possible reason


Open circuit in potentiometer signal to control.

Short circuit between potentiometer signal and bat-tery negative to control.


Suitable action



117


MID 164, PPID 392

Power supply, control potentiometer

MID 164: HCU





3, 4 Fault in power supply to potentiometer




Circuit description

Supply (–)

Supply (+)

Connector X7 (blue)

Pot. signal

118






Possible reason




Suitable action

1Check the cable between the HCU and the control.




Possible reason



Short circuit between 5 V supply cable and battery-negative cable to control.


Suitable action

1Check if there is any short circuit or open circuit in thecircuit(s) for the control(s).


Potentiometer testPlease refer to the section entitled ”Checking the po-tentiometer in electronic controls” (under fault codeMID 164, PPID 390).

119

Group 30: Electrical system Malfunctions, MID 164, MID 187

MID 164 / MID 187, PPID 393

Power supply, data bus

MID 164: HCUMID 187: PCU

Fault codeFMI 4: The voltage is less than the normal value or

is short circuited to battery negative.Too low voltage detected during driving.

FMI 11: Unidentified fault mode. Other fault than lowvoltage, such as high signal earth (ground)voltage or overloaded bus.


4, 11 There is a problem with the power supply inthe data bus. Only issued from units sup-plied via the data bus. In most installations,this is the HCU


SymptomNone.

Cable descriptionBackup voltage, 12 V / 24 V

CAN H

CAN L

Backup voltage, 0 V

Input voltage, 12 V / 24 V

Input voltage, 0 V

HCU PCU

Conn. X2

Green

120

Malfunctions, MID 164, MID 187 Group 30: Electrical system

Fault tracingFault code conditions

This segment has been configured earlier.

FMI 4, 11Possible reason

Open circuit in power supply to bus.

Too low voltage detected during driving.

Unidentified fault mode.

Other fault than low voltage, such as high negativevoltage or overloaded bus.

Suitable action

1Check that the input voltage 12/24 Volt, pin 1 on thebus is correct.

2Check that the input voltage 0 Volt, pin 3 on the busis correct.

3

Check the data bus in this network segment, and itsconnectors and cables.

121


MID 164, PPID 394

Power supply, starter switch

MID 164: HCU





3, 4 Fault in power supply to starter switch


SymptomImpossible to start the engine.

No lighting in start/stop panel (if one is installed).

Cable description

Marking sleeve(gray)”CONN. X4”

Marking sleeve”START/STOP KEY”

STARTER MO-TOR

15+

STOP

POWER SUPPLY (30)

122



Time from starting more than 1 second.


The system indicates a short circuit to system voltage.

Suitable action

Check the starter switch cables. Check if

there is a short circuit in the starter switch.


The system indicates a short circuit to battery negativewhen the system attempts to activate power supply.

Suitable action

Check the starter switch cables. Check if there is ashort circuit in the starter switch.

Checking the starter switch


1Cut the current with the main switches. Remove thestarter switch.

2Check that all connections are clean and free from ox-ide, both in the cable connectors and in the keyswitch.

3Connect multimeter 9812519 to terminal 30. Turn thestarter switch and, at the same time, to a function-check on the other connections.*

* NOTE! Position II (”glowplug position”) in the starter switch isnot used.

4Install the starter switch and check the function.

Checking the starter switch diode

The diode in the starter switch is intended to maintainthe activation signal to the engine control unit evenwhen the starter motor is cranking. The diode is to en-sure that the starter motor does not crank when theignition is switched on.

1Cut the current with the main switches.

2Undo the starter switch connector.

3Use multimeter 9812519, set for diode checking. Con-nect the COM terminal on the multimeter to pin no. 2in the connector and the positive terminal on the multi-meter to pin no. 4. The multimeter should indicate OL,the diode blocks the current.

4Now switch over and connect the COM terminal onthe multimeter to pin no. 4 in the connector and thepositive terminal on the multimeter to pin no. 2. Themultimeter should now show about 0.5 V, the diodeconducts electricity.

5If the multimeter shows that the diode is faulty,change the key switch cable harness.

123


MID 164, PPID 397

Main panel, lost communication

MID 164: HCU

Fault codeFMI 9: Abnormal updating rate.


9 A fault has occurred in the main panel,which does not answer the AUX bus, or themain panel does not send data.


SymptomButtons on main panel do not work.

Background lighting does not work.

Cable descriptionBattery voltage

J1708B

Battery negative

Battery negative

J1708A

Battery voltage

EVC control panel Auxiliary bus The EVC control panel is supplied with current fromthe HCU and communicates on the J1708 data buswith the HCU by using the auxiliary bus cable con-nected to connector X3 on the HCU.

124



None.


Communication fault in main panel.

Possible reason

Open circuit in J1708 data bus cable to HCU, con-nector x3, pin 2, 5 or both pins.

Short circuit between J1708A and J1708B, be-tween pins 2 and 5.

Short circuit between J1708A, pin 5 and earth(ground), pins 3 or 4.

Short circuit between one or both J1708, to batteryvoltage pins 1 or 6.

Faulty panel

Suitable action

1Check the cables between the main panel and theHCU.

2

Change panel.

125


MID 164, SID 226

Throttle position does not coincide with neutral position switch

MID 164: HCUFault code

FMI 5: Abnormally low current or open circuitFMI 7: Faulty response from mechanical system


5, 7 Fault in neutral position switch or throttle posi-tion does not coincide with neutral position switch.


Symptom

Engine can not be cranked.


Cable descriptionPin 1 and pin 3 are connected when the throttle con-trol is in neutral.

Fault tracing

FMI 5


The neutral switch indicates the neutral position whenthe throttle control indicates a gear position.

Suitable action:

1

Check the throttle control(s) for internal short circuitsor internal open circuits, or if the neutral switch is notworking.

Check the neutral switch contact with the throttle con-trol to see whether the neutral switch opens/closeswhen the throttle control is operated.

Neutral switch

126



The neutral switch does not indicate neutral posi-tion when the throttle control is calibrated in theneutral position.

Suitable action:

1

Check the throttle control(s) for internal short circuitsor internal open circuits, or if the neutral switch is notworking.

2

Check the neutral switch contact with the throttle con-trol to see whether the neutral switch opens/closeswhen the throttle control is operated.

3

Check if there is an open circuit in the neutral switch.


Testing the neutral switch1


2

Undo the connector from the neutral switch.

Use multimeter 9812519 for resistance measurement.


1 – 3 (switch off) R ≈ 0 Ω

1 – 3 (switch on) R ≈ ∞∞∞∞∞ Ω

127


MID 164, SID 231

Communication fault, synchronization bus

MID 164: HCU

Fault codeFMI 2: Data irregular, intermittent or faulty.

FMI 12:Defective control unit or component.


2, 12 The unit has detected too many faults inCAN communication and has switched offthe interface or taken a ”time out” from theother driveline.


SymptomLost engine synchronization.

Display information from another drivline is lost in thesingle display / double installation.

No data from the multi-sensor.

Cable description

Synchronization cable

The synchronization cable consists of power supplyon pins 4 and 6. Two data bus pairs are included inthe synchronization cable. One pair is on pins 1 and3. The other pair is on pins 2 and 5.

CAN HCAN HCAN LBattery negativeCAN L

Battery positive

128



The node is the HCU.


CAN bus fault in synchronization cable.

Suitable action

1

Check that the other driveline’s HCU is connected tosystem voltage by putting it into diagnostic mode.

2

Check the synchronization cable between the HCUs.


Communication fault with the multi-sensor if the unithas been connected during auto-configuration.

Suitable action

1

Check that the other driveline’s HCU is connected tosystem voltage by putting it into diagnostic mode.

2

Check the synchronization cable between the HCUs.

129


MID 164, SID 240 / MID 187, SID 240

Program memory fault




2 No software loaded, or program contains anerror which makes the unit remain in startmode.

Fault indicationNone.

SymptomCan not be activated.


None.

The PCU has been changed.


Software problem.

Possible reason

Check sum error in flash memory.

Changed PCU (no software downloaded).

Suitable action

1

Re-install the software.

130


MID 164, SID 250

SAE J1708 / J1587 data link

MID 164: HCU

Fault codeFMI 12: Defective control unit or component.


12 Communication across the J1708 interfaceto the instruments is monitored. A faultcode is set if the helm station can nottransmit data on the bus


SymptomInstruments connected to J1587 do not work.

The display may indicate that it has lost communication.


Power supply to instrument bus is OK.

The node is the HCU.


There is no echo on the J1708 bus.

Suitable action

1

Check the cables between the main panel and theHCU.

131


MID 164 / MID 187, SID 253

Emergency configuration fault / Memory fault, calibration

MID 164: HCUMID 187: PCUFault codeFMI 2: Data irregular, intermittent or faulty.

FMI 12: Defective control unit or component.


2, 12 Check sum error in data set(s). Unit usesdefault calibration data

Fault indicationHCU

FMI 2: An orange lamp flashes in the alarm panel.

FMI 12: A red lamp flashes in the alarm panel+ audible warning.

PCU

FMI 2: None.

FMI 12: None.

SymptomDepending on type of node.

Parameter setting done by user does not affect thesystem. Will operate with default parameters.

The calibration will not be correct.

132


Fault tracing


Check sum error in data set 1 or 2.

Suitable action

1Total reset by switching off the main switches.

2

Do an auto-configuration.

3Check that the correct external components are con-nected.

4

Re-program the unit which has set a fault code.

5

Change the unit which set a fault code.


No configuration data in the EEPROM or the storedconfiguration does not agree with the current configu-ration.

Suitable action

1Total reset by switching off the main switches.

2Do an auto-configuration.

3Check that the correct external components are con-nected.

4

Re-program the unit which has set a fault code.

5

Change the unit which set a fault code.

133


MID 164, SID 254 / MID 187, SID 254

Internal CPU fault


Fault codeFMI 11: Un-identifiable fault.



11, 12 A node has shut down because of toomany internal zeroings or a fault in the unitthat means it has to be changed.

Fault indicationHCU FMI 12: An orange lamp flashes in the alarmpanel.

PCU FMI 12: None.

SymptomHelm station can not be activated.


None.

FMI 11, 12Fault code conditions

Defective control unit or component.

Possible reason

Internal fault.

EEPROM fault.

Other internal faults.

Suitable action

1Re-program the unit.

2Change the unit if re-programming does not help.

134


MID 164, PSID 95

Control detection

Circuit description

MID 164: HCU

Fault codeFMI 7: Faulty response from mechanical system.



7 Neutral switch fault

12 Helm station can not determine the type ornumber of controls. The error was trippedwhen lever calibration started


SymptomThe HCU leaves the lever calibration mode and indi-cates a fault.

It is not possible to calibrate the controls.

Supply (–)

Supply (+)

Connector X7 (blue)

Pot. signal

135



The system is in lever calibration mode.


No neutral switch is detected in calibration mode.

Suitable action

1Check that the lever is in neutral when calibrationstarts.

2Check whether the neutral switch has been operated.


All types of fault related to the control(s).

Possible reason

Wrong type of control.

Fault in connections between control and HCU.

Suitable action

1Check that it is the correct type of control.

2Check the connection between control and HCU.

136


MID 164, PSID 96

Too small lever movement calibrated.

MID 164: HCU

Fault codeFMI 13: Not calibrated.


13 Too small lever movement between cali-brated points



It is not possible to calibrate the controls.




Lever calibration fault.

Possible reason

Too small distance between calibration points forany lever.

Suitable action

1Check that there is enough space to move the lever.

2Turn the ignition off and start calibration mode again.

3Follow the points in the calibration section, please referto ”Auto-configuration and calibration before starting”.

137


MID 164, PSID 97

Control calibration procedure

MID 164: HCU



13 Some kind of error occurred when the con-trols were calibrated (for example, the neutralbutton was pressed on the wrong occasion)







Possible reason

No communication with the PCU during calibration.

Suitable action

1Check that there is enough space to move the lever.

2Turn the ignition off and start calibration mode again.

3Follow the points in the calibration section, please referto ”Auto-configuration and calibration before starting”.

138


MID 164: HCU



13 The control settings are not calibrated in theHCU and can not execute PCU control datawithout calibration being done


SymptomNot possible to choose active helm station.


Current ON.

The HCU is in lever calibration mode.



Possible reason

No calibrated lever setting has been detectedduring start-up.

Suitable action

1

Do an auto-configuration and a lever calibration.

2Check that a control is connected.

3Check the data bus cable run and the power supply tothe PCU.

MID 164, PSID 98

The control(s) is/are not calibrated.

139


MID 164, PSID 105

Activation button, helm station

MID 164: HCU


short circuited to earth (ground).


3, 4 Fault in button for ”active helm station”. Ei-ther short circuit to signal earth (ground) orvoltage in HCU, cable or button fault, or thebutton has got stuck mechanically


SymptomLamp for ”active helm station” can either be lit or ex-tinguished, irrespective of helm station status.

It is not possible to activate the helm station if it waspassive before the fault occurred.

Cable descriptionThe EVC control panel is supplied with current fromthe HCU and communicates with the HCU on data busJ1708 by means of the auxiliary bus cable. The ca-bles are connected to the HCU via terminal X3.

EVC Control Panel Auxiliary bus

140



Positive power supply to control panel is OK.

FMI 4Conditions for fault code

No voltage indication for more than two minutes.

Possible reason

Cable short circuited to battery negative.

Defective control panel.

Suitable action

1

Check the cables between the main panel and theHCU.

2

Change the main panel.

141


MID 164, PSID 106

Start

MID 164: HCU




3 The start signal is high for more than 1minute


SymptomThe starter motor cranks the engine without a start be-ing demanded from the starter switch or starter button(with the ignition on).

Cable descriptionBattery voltage remains on terminal 30 at the starterswitch after the main switch has been switched on.When the key is turned to position 1, ignition on, pin 4in the starter switch receives battery voltage. During astart attempt, position 3, pin 2 in the starter switch re-ceives battery voltage. If the starter switch is turnedto position S, stop, pin 5 receives battery voltage.

Marking sleeve (gray)”Connector X4”


STARTER MOTOR

15+

STOP

POWER SUPPLY (30)

142



None.


”Start” activated for more than 1 minute.

Suitable action

1

Check the starter switch cables.

2

Check if there is a short circuit in the starter switch.

Checking the starter switchPlease refer to ”Checking the starter switch”, de-scribed under fault code MID 164, PPID 394.

Checking the starter switch diodePlease refer to ”Checking the starter switch diode” de-scribed under fault code MID 164, PPID 394.

143


MID 164, PSID 107

Stop

MID 164: HCU




3 Stop signal is high for more than 1 minute


SymptomNot possible to start the engine for the first minutewith ”ignition on”.

It is possible to start the engine after the fault codehas been confirmed by the diagnostic button.

If the engine has been started, it can not be stoppedfrom the helm station.

NOTE! Stop the engine by pressing the AUX stop button.

Cable descriptionBattery voltage remains on terminal 30 at the starterswitch after the main switch has been switched on.When the key is turned to position 1, ignition on, pin 4in the starter switch receives battery voltage. During astart attempt, position 3, pin 2 in the starter switch re-ceives battery voltage. If the starter switch is turnedto position S, stop, pin 5 receives battery voltage.

Marking sleeve (gray)”Connector X4”


STARTER MOTOR

15+

STOP

POWER SUPPLY (30)

144



None.

FMI 3Conditions for fault code

”Stop” activated for more than 1 minute. (If there is ashort circuit to higher voltage, it takes up to 60 sec-onds before all instruments have been activated.No fault indication is displayed).

Suitable action

1

Check the starter switch cables. Check if there is ashort circuit in the starter switch.

Checking the starter switchPlease refer to ”Checking the starter switch” describedunder fault code MID 164, PPID 394.

Checking the starter switch diodePlease refer to ”Checking the starter switch diode” de-scribed under fault code MID 164, PPID 394.

145


MID 164, PSID 218

Communication fault, data bus, passive / active control station

MID 164: HCU

Fault codeFMI 8: Abnormal frequency, pulse width or period.



8, 9 Passive helm station: Communication lostbetween this HCU and PCU. Each HCUwhich detects it has set the fault code.

Active helm station: This HCU has lostcommunication with the PCU whilst it wasactivated.

Fault indicationPassive helm station:An orange lamp flashes in the alarm panel.

Active helm station:A red lamp flashes in the alarm panel + audible warning.

SymptomPassive helm station:The synchronization function is lost if the fault occursin the master HCU.

Monitoring not possible in this HCU.

Active helm station:The engine switches over to emergency mode.

Gear is disengaged.

Impossible to start the engine with the key / start-stoppanel connected to this HCU.

146



Passive helm station:This HCU has been configured in the network.

Active helm station:Auto-configuration completed.

The helm station is active.


The HCU does not receive any data from the PCU for5 seconds.

Possible reason

Open circuit in both CAN cables to the HCU.

Suitable action

1Check the cables between the HCU(s) and the PCU.

2It will probably be necessary to change the data buscable between the PCU and the first helm station.

Cable descriptionBackup voltage, 24 V

CAN H

CAN L

Backup voltage, 0 V

Operating voltage, 24 V


Connector, HCU Connector, PCUConnector X2 (green)

147


MID 164, PSID 226

HCU communication fault to other helm station

MID 164: HCUFault code



9 The HCU has lost communication with ahelm station, which has previously beenconfigured in the network


Symptom

Not possible to demand ”active helm station”from one or more helm stations.


CAN H

CAN L

Backup voltage, 0 V




148


Fault tracing

Background

The network is configured.

FMI9Fault code conditions:

Data not found from a specific, passive HCU for morethan 5 seconds.

Possible reason:

Open circuit in both CAN L and CAN H betweenthe HCU and the PCU.

Suitable action:

1

Check the bus cable between the PCU and HCU.

149


MID 164, PSID 231

Incompatible EVC nodes

MID 164: HCUFault codeFMI 2: ”Faulty data”.


2 The HCU checks the VIN (Vehicle Indica-tion Number) in all control units connectedto the EVC bus.

Fault indicationAn orange lamp flashes on the alarm panel.

SymptomNot possible to engage a gear.Not possible to calibrate units before the VIN is correct.

Fault tracing

Background:

Auto-configuration must be done.


The HCU discovers that the VIN is different in thePCU and HCU.

Suitable action:

1

Check the part numbers of all EVC nodes to discoverwhich is the wrong one. Re-program the faulty unit.

150


MID 187, PID 96

Fuel level

MID 187: PCU





3, 4 There is a fuel level sensor connected tothe system.


SymptomFaulty indication of fuel level.

Connector X3(Pink)

Connector,fuel level sensor

Earth (ground)connectionSignal from sensor

Cable description

151



None.



Possible reason

Open circuit in fuel sensor cable.

Suitable action

1Check the cables from the fuel level sensor to theconnector (”LEVEL CONN.”) for the EVC system.

2Check the fuel level sensor.



Suitable action

1Check the cables from the fuel level sensor to theconnector (”LEVEL CONN.”) for the EVC system.

2Check the fuel level sensor.

Checking the fuel level sensor(part no. 873772)


1NOTE! Turn the starter key to position 0.

2Remove the connector from the sensor.

3Use multimeter 9812519 to measure the resistancebetween the two terminal pins on the level sensor.

Nominal values:

Empty tank (A) R ≈ 3 ±2 Ω

Full tank (B) R ≈ 180 ±15 Ω

A

B

152


MID 187, PID 127

Oil pressure (reversing gear)

MID 187: PCUFault codeFMI 3: The voltage exceeds the normal value or is




3, 4 Faulty oil pressure sensor in reversing gear


SymptomInstrument for reversing gear oil pressure showswrong value.

Circuit descriptionThe oil pressure sensor receives power (+5 Volt) fromthe PCU (pin 29 and pin 11).

The output signal from the oil pressure sensor is avoltage signal which is proportional to the oil pressurein the reversing gear.

A. Power supply positive (+) sensor, reversing gearB. Power supply negative (–) sensor, reversing gearC. Output signal, oil pressure sensor, reversing gearD. Output signal, oil temperature sensor, reversing gearE. Connector, reversing gear

Connector X3(Pink)

E

A

B

C

D

153



Auto-configuration completed.



Possible reason


Open circuit in power supply to sensor.

Pressure sensor output signal short circuited to 5 Vsupply cable.

Suitable action

1Check if there is a short circuit or open circuit in thecables for the reversing gear.

2Undo and check connector X3 (pink) at the PCU. Putthe connector back.

3Check the oil pressure sensor.



Possible reason

Pressure sensor output signal short circuited tobattery negative.

Suitable action



154


Component specificationWorking range ........... 0–3 MPa (0–30 bar / 0-435 Psi)


Nominal output voltage at 25 °C and supply voltage5.00 V DC:

0.5 V DC at ................................ 0 kPa (0 bar / 0 Psi)*

4.5 V DC at ......................... 3 MPa (30 bar / 435 Psi)*


Out

put v

olta

ge, V

Oil pressure, MPa

Checking the oil pressure sensor,reversing gear** Note. Combined sensor, oil pressure and oil temperature.

Special tools: 9812519, 9998534


2Remove the connector from the sensor. Connectadapter cable 9998534 between sensor and PCU.




2 – 4 U ≈ 0.5 V*

1 – 4 U ≈ 5 V


155


MID 187, PID 177

Oil temperature (reversing gear)

MID 187: PCU





3, 4 Faulty oil temperature sensor in reversinggear


SymptomInstrument for reversing gear oil temperature showswrong value.

Circuit descriptionThe oil temperature sensor consists of a thermistor.The thermistor resistor changes in a non-linear manner,depending on the oil temperature in the reversing gear.

When the oil in the reversing gear is cold, the ther-mistor resistance is high. As the oil warms up, the re-sistance in the thermistor falls.

The oil pressure sensor receives power from the PCU(pin 29 and pin 11).

The voltage drop across the thermistor changes asthe oil temperature changes. Please refer to the table,”resistances/oil temperature, reversing gear”.


Connector X3(Pink)

E

A

B

C

D

156






Possible reason

Open circuit in sensor output signal.

Sensor output signal short circuited to 5 V supplycable.

Open circuit in power supply to sensor.

Suitable action1Check if there is a short circuit or open circuit in thecables for the reversing gear.


3Check sensor.



Possible reason

Sensor output signal short circuited to battery neg-ative.

Suitable action1Check if there is a short circuit or open circuit in thecables for the reversing gear.


157


Checking the oil temperaturesensor, reversing gear** Note. Combined sensor, oil pressure and oil temperature.

Special tools: 9812519, 9998534



* NOTE! Do not connect the other end of the adapter cable tothe engine cable harness, since this can cause a measurementerror.

3Use multimeter 9812519 to measure the resistance ofthe sensor.Measurement points: 3 – 4

Nominal values at:

100 °C (212 °F) ....................... R ≈ 104 Ω ±4 Ω80 °C (176 °F) ......................... R ≈ 191 Ω ±8 Ω60 °C (140 °F) ......................... R ≈ 376 Ω ±20 Ω40 °C (104 °F) ......................... R ≈ 798 Ω ±50 Ω20 °C (68 °F) ........................... R ≈ 1868 Ω ±140 Ω10 °C (50 °F) ........................... R ≈ 2987 Ω ±140 Ω0 °C (32 °F) ............................. R ≈ 4930 Ω ±440 Ω

Res

ista

nce,

Ω

Oil temperature (reversing gear, °C

158


MID 187, PID 191

Low speed with feedback

MID 187: PCUFault code

FMI 7: Faulty response from mechanical system.


7 Fault in low speed function. There might bea fault in a component in use.


SymptomNo low speed function possible.

Low speed function is unstable.

Cable descriptionCable colors for pin 22 and pin 25 in connector X3 inthe PCU and for pin 5 and pin 6 in the gearbox con-nector depend on the gearbox used.

1. Primary solenoid valve, ”High side”

2. Primary solenoid valve, ”Low side”

3. Secondary solenoid valve, ”High side”

4. Secondary solenoid valve, ”Low side”

5. Low speed valve ”High side” PWM

6. Low speed valve ”Low side” PWM

7. Power supply, reversing gear sensor

8. Signal, oil pressure sensor

9. Signal, oil temperature sensor, reversing gear

10. Negative connection

11. Engine speed sensor

Connector X3(Pink)

Connectorreversing gear


6. Low speed valve ”Low side” PWMType: Twin disc

159


Fault tracingBackground:

The fault can only occur when the system has activat-ed the low speed function.


Faulty response from mechanical system.

Possible reason:

Fault in cables for low speed solenoid.

Distance between low speed engine speed sensorand gear teeth is incorrect.

Fault in low speed solenoid.

Fault in low speed sensor.

Fault in low speed sensor output amplifier in thePCU.

Suitable action:

1

Check cables for low speed solenoid.

2

Undo and check connector X3 (pink) at the PCU Putthe connector back.

3

Check the low speed solenoid.

4

Check the low speed engine speed sensor.

5

Check that the low speed sensor from the PCU func-tions by testing with another PCU.


Testing the low speed engine speedsensor.1


2

Disconnect the low speed engine speed connector.

3

Use multimeter 9812519 for resistance measurement.


1 – 2 R ≈ 860 Ω +/- 10%

160


MID 187: PCUFault codeFMI 3: The voltage exceeds the normal value or is




3, 4 Fault in power supply cable to reversinggear oil temperature sensor


SymptomThe instruments for reversing gear oil temperature andoil pressure do not show correct values.

MID 187, PPID 400

Power supply, reversing gear sensor

Circuit descriptionReversing gear oil temperature and oil pressure aremeasured by a combined sensor.

The sensor is supplied with power (+5 V) from thePCU via pin 29 and pin 11.


Connector X3(Pink)

E

A

B

C

D

161





The system reports a fault in the sensor power supply.

The measured voltage is not inside the sensor’s work-ing range.

Suitable action

1Check the power supply to the reversing gear sensor.


3Undo and then join up connector X3 (pink) at the PCUagain.


The system reports a fault in the sensor power supply.

The measured voltage is not inside the sensor’s work-ing range.

Possible reason

Short circuit in the sensor power supply.

Suitable action

1Check the power supply to the reversing gear sensor.


3Undo and then join up connector X3 (pink) at the PCUagain.

162


MID 187, SID 231

J1939 Communication warning / fault

MID 187: PCU

Fault codeFMI 2: Irregular data.

FMI 9: High fault frequency on bus.



2, 12 The unit has detected too many faults inCAN communication and has shut off theinterface from the motor.

9 The fault code has been set if there is anytiming problem on the bus, which is indi-cated by high fault frequency on the bus.


SymptomThe engine still runs, but there is an increased risk ofserious faults.

Some instruments will probably stop working.



A

B

C

D

E

F

G

H

A

B

C

D

H

F

G

E





H. Ignition signal

F Not used



163



None.

FMI 2, 9, 12


JThe 1587 interface has been re-started four timeswithout being able to establish communication.

Possible reason

The AUX stop button has been activated or hasgot stuck, or there is an open circuit in the cablesfor the button.

If a fire alarm is installed, it might have tripped.

Open circuit in main relay.

Open circuit in CAN H.

Open circuit in CAN L.

CAN H and CAN L are short circuited together,short circuited to earth, short circuited to the powersupply or short circuited to the ignition signal.

Software problem in the engine control unit.

Battery voltage too low for the main relay to pull.

Suitable action

1

Check that the AUX stop button has not been activat-ed or got stuck. Check the cables for the button bymeasuring the voltage across the cables with the but-ton disconnected. The voltage should be the same asbattery voltage. Connect the cables together to checkbutton function.

2If a fire alarm is installed, check if it has tripped.

3

Check main relay.

4Check whether the cables between the PCU and themotor are damaged.

5Check the battery voltage.

6Re-program the engine control unit.

7Re-program the PCU.

164


MID 187, SID 250

J1587 /J1708 communication warning / fault

MID 187: PCU



12 A time-out fault has occurred on the J1708bus. Communication and interface havebeen shut off


SymptomNone. The engine still runs, but there is an increasedrisk of serious faults.



A

B

C

D

E

F

G

H

A

B

C

D

H

F

G

E





H. Ignition signal

F Not used



165



Engine running.

No faults in J1939 communication.


JThe 1708 interface has been re-started four timeswithout being able to establish communication.

Possible reason

Open circuit on the J1708 data bus between theengine control unit and the PCU.

Suitable action


2Check whether the cables between the PCU and themotor are damaged.

166


MID 187, PSID 10

Incompatible engine type

MID 187: PCU



12 Engine type is not compatible with thisPCU unit


SymptomIt is not possible to start and run the engine.


The network has been configured and the engine datahas been stored in the PCU.

PCU is connected to system voltage.


The software in the PCU is not compatible with theengine.

The PCU receives faulty information about the enginetype.

Suitable action

Re-program the PCU.

Try another PCU.

NOTE! When new software has been installed, autocon-figuration must be done or this fault code will be set.

167


MID 187, PSID 16 / MID 164, PSID 94

Incompatible software, EVC




12 One or more nodes detect that the installedsoftware is not compatible with the soft-ware in other nodes


SymptomIt is not possible to run the system at all.

It is not possible to calibrate the units.


The system is in configuration mode.


The node detects that its software is not compatiblewith at least one other node in the network.

Suitable action

Re-program all EVC nodes.

168


MID 187, PSID 17 / MID 164, PSID 99

Configuration fault, data bus




12 A unit which is not known to the ECU com-municates with the network, i.e. the un-known node has a signature fault or invalidaddress. The fault can occur both duringauto-configuration and in normal operation.If the fault occurs during auto-configuration,the network has an invalid configuration.During normal operation, the fault can occurif the saved configuration is changed.


SymptomSystem warnings.

Some functions can not be activated.

Can cause communication-related faults in other nodes.

169



The system has been configured.


A unit which is not known to the ECU communicateswith the network, i.e. the unknown node has a signa-ture fault or invalid address.

Possible reason

During auto-configuration: More than one unit withthe same signature or ID>8

Timeout from one or more units during auto-config-uration.

There are more than 4 HCU or 1 PCU in the network.

Suitable action

1

Do an auto-configuration as in the manual.

2

Check that the installed nodes are of the correct type,according to the configuration.

3

Remove nodes which are not certified.

NOTE!After new software has been programmed, an auto-configuration must be done.

170


MID 187, PSID 18

Data bus supply voltage

MID 187: PCU



12 Wrong power supply to the CAN bus fromthis node. Usually the PCU.

Fault indicationA red lamp flashes in the alarm display.

SymptomNone.



CAN H

CAN L

Backup voltage, 0 V



171



None.


Voltage fault to CAN bus.

Possible reason

The PCU detects an overload or open circuit in the12/24 Volt power supply.

The PCU detects a voltage on pin 3 (power supply0 V).

Suitable action

1

Check if there is a short or open circuit in the CAN bus.

172


MID 187, PSID 20

Primary solenoid valve

MID 187: PCU



FMI 5: Voltage is less than normal value or open circuit.

FMI 6: The voltage is more than the normal value oris short circuited to battery negative.


4, 5, 6 Fault in primary solenoid valve (”high sideswitch”). This output signal is normally highwhen ”Forwards” gear is engaged


SymptomIt is not possible to engage a gear.

Cable description












Connector X3(Pink)




173



Current density in power amplifier is less than the nor-mal value.

Possible reason

The cables have an internal break.

Open circuit in both the cables between the PCUand reversing gear.


Auto-configuration completed: The EVC configurationfile has activated the reversing gear.


The solenoid valve indicates the wrong status.

Possible reason

The solenoid valve cable has an internal short.

Short circuit in the cables between the PCUand reversing gear.

Short circuit in solenoid valve.

Suitable action

1Check the cable for the reversing gear solenoids.


3Check the solenoid valves. With the engine stopped:Switch connectors between the primary and secondarysolenoid valves and check if the fault is transferred tothe secondary valve. If this does not happen, it is prob-able that the fault is in the primary solenoid valve.

Suitable action





Current density in power amplifier is more than thenormal value.

Suitable action




174


Checking the solenoid valves inthe reversing gear

Special tools: 9812519, 9998534


2Remove the connector from the solenoid valve.

3Use multimeter 9812519 to measure the resistance inthe solenoid valve (winding).

Nominal value: R ≈ 20–55 Ω* at +20 °C (+68 °F)

* Note. Depending on type of reversing gear/solenoid valve.

Twin Disc MG5114

Secondarysolenoidvalve


ZF311, ZF325


Slip valve

Secondarysolenoid valve

175


Testing the PCU output signalsand transmission cables

Special tools 98 12519, 9998534

1Check that the EVC system provides the correct pow-er signal to the solenoid valve by connecting a bulb(12V/10W) to the connector.

2Turn the main switches on. Turn the starter key to po-sition 1 (drive position).

3Activate the check mode by pressing the activationbutton (at least 1 second).

4Engage the reversing gear (”Forwards” or ”Reverse”).

NOTE! Engine stopped.

The lamp should light up when a gear is engaged.

Does the lamp light up?

YES: No brake from the PCU unit to the reversinggear. Try to move the connector between the primaryand secondary solenoid valve, and see if the faultalso moves. If the fault does not move, the fault isprobably in the solenoid valve.

NO: Go to step 5.

5If the lamp does not light up, fault trace between thePCU unit and the reversing gear.

– Turn the current off at the main switches.

– Undo the connector from the PCU and the connectoron the reversing gear.

– Check the resistance between the PCU and the re-versing gear. Please refer to the cable descriptions forthe correct values.

– The resistance should be close to 0 Ohm.

Is the resistance close to 0 Ohm?

YES: Go to step 6.

NO: Change the cable between the PCU unit and thereversing gear, and re-do the checks from point 1.

6If resistance measurements show that the cable isOK, the fault is probably in the PCU signals. Changethe PCU unit and re-do the checks from point 1.

176













Connector X3(Pink)




MID 187, PSID 22

Secondary solenoid valve

MID 187: PCU



FMI 5: Voltage is less than normal value or open cir-cuit.

FMI 6: The voltage is more than the normal value oris short circuited to battery negative.


4, 5, 6 Fault in secondary solenoid valve (”highside switch”). This output signal is normallyhigh when ”Reverse” gear is engaged


SymptomIt is not possible to engage a gear.

Cable description

177



Auto-configuration completed: The EVC configurationfile has activated the reversing gear.


The solenoid valve indicates the wrong status.

Possible reason

The solenoid valve cable has an internal shortcircuit.

Short circuit in one or both the cables between thePCU and reversing gear.

Short circuit in solenoid valve.

Suitable action





Current density in power amplifier is less than the nor-mal value.

Possible reason

Open circuit in one or both the cables between thePCU and reversing gear.

Suitable action



3

Check the solenoid valves. With the engine stopped:Switch connectors between the primary and secondarysolenoid valves and check if the fault is transferred tothe secondary valve. If this does not happen, it is prob-able that the fault is in the primary solenoid valve.


Current density in power amplifier is more than thenormal value.

Suitable action



3

Check the solenoid valves. With the engine stopped:Switch connectors between the primary and secondarysolenoid valves and check if the fault is transferred tothe secondary valve. If this does not happen, it is prob-able that the fault is in the primary solenoid valve.

Testing the solenoid valves.Please refer to the section ”Checking the reversing gearsolenoid valves” under fault code MID 187, PSID 20.

178


MID 187, PSID 32

Communication fault in data bus with active helm station


FMI 9: Abnormal updating rate


9 The PCU has lost communication with anactive helm station.


SymptomEngine switches to emergency mode, ”limp home”.

Gear is disengaged.

Impossible to start the engine via the starter key /start/stop panel connected to an HCU.



CAN H

CAN L

Backup voltage, 0 V



179



Auto-configuration completed.No active helm station has been activated.


No communication with an active helm station.

Possible reason:

Open circuit in both CAN L and CAN H betweenthe HCU and the PCU.

Suitable action:

1

Check the CAN bus cables between the PCU andHCU.

Check all cable installation for the data bus.

180


MID 187, PSID 200

No data on the motor bus.

MID 187: PCU

Fault codeFMI 9: Data communication fault.


9 The unit has not detected any communica-tion on the J1939, KWP2000 CAN interfaceor J1587 engine interface from the engine. Nocommunication with the engine is possible.

Fault indicationA red lamp flashes in the alarm display. Audible warning.

SymptomThe PCU can not detect the that engine is running orread diagnostic data.

Cable descriptionA. CAN H – data link to engine




H. Ignition signal

F. Not used

G. J1708A – Data link to engine

E. J1708B – Data link to engine



A

B

C

D

E

F

G

H

A

B

C

D

H

F

G

E

181



Engine running (engine control unit is activated)


JThe 1939 interface has been re-started four timeswithout being able to establish communication withthe motor.

Possible reason

The AUX stop button can be activated or can havegot stuck or there could be an open circuit in thecables for the button.

Open circuit in main relay.

If a fire alarm is installed, it might have tripped.

The battery voltage is too low for the main relay topull.

Suitable action

1Check that the AUX stop button has not been activat-ed or got stuck. Check the cables for the button bymeasuring the voltage across the cables with the but-ton disconnected. The voltage should be the same asbattery voltage. Join the cables together to check thebutton functions.

2If a fire alarm is installed, check if it has tripped.

3Check main relay.


5Check that the cables between the PCU and the mo-tor are not damaged.

6Check the battery voltage.

182


MID 187: PCU

Fault code



9 The HCU has lost communication with ahelm station, which has previously beenconfigured in the network


SymptomNot possible to demand ”active helm station” from oneor more helm stations.

Cable description

MID 187, PSID 226

Communication fault on data bus with passive helm station


Backup voltage, 24 V

CAN H

CAN L

Backup voltage, 0 V



183




FMI9


Data not found from a specific, passive HCU for morethan 5 seconds.

Possible reason:

Open circuit in both CAN L and CAN H buses betweenthe HCU and the PCU.

Suitable action:

Check the bus cable between the PCU and HCU.

184


MID 187, PSID 231

Incompatible EVC nodes


FMI 2: ”Faulty data”.


2 The PCU checks whether the VIN, VehicleIdentification Number coincides betweenthe PCU and EMS.


SymptomNone


Auto-configuration must be done.


The PCU compares its own VIN with the engine con-trol unit VIN.

Suitable action:

1

Check the part numbers of all EVC nodes to discoverwhich is the wrong one. Re-program the faulty unit.

185



MID 187 / MID 164, PSID 232

Communication warning, data bus



FMI 5: Open circuit



2, 5, 9 The fault code indicates that the com-munication is suffering from some kindof interference. The fault can be be-tween the HCU and PCU


SymptomNone.

Cable descriptionBackup voltage, 12 / 24 V

CAN H

CAN L

Backup voltage, 0 V

Operating voltage, 12 / 24 V


186



None. The fault code is set irrespective of whether thesystem is configured or not.


Data communication interrupted. The communicationunit has received too many fault messages.

Possible reason

Poor contact in bus cables or other problems withthe bus power supply.

External interference.

The bus cables are too long. They must not bemore than 40 meter (131 ft) long.

Suitable action

1

Check the CAN cables between the PCU and HCU.


The CAN bus is operating in fault mode (single con-ductor communication mode).

Possible reason

Open circuit in one of the CAN signals.

A CAN communication cable is short circuited tobattery negative or battery voltage.

The CAN cables are short circuited to each other.

Poor contact in the CAN bus cable or other prob-lems with power supply.

Suitable action

1

Check the CAN cables between the PCU and HCU,short circuit or open circuit.

2

Check the power supply between the PCU and HCU.

188


Wir

ing

dia

gra

m

D9-

500,

D9-

575

eng

ines

(24

Vo

lt s

yste

m v

olt

age)

189

Group 30: Electrical system Wiring diagram

1.S

tart

ing

batte

ries

2.S

tart

er m

otor

3.A

ltern

ator

4.M

ain

rela

y5.

AU

X s

top

butto

n6.

Eng

ine

cont

rol u

nit (

EM

S2)

7.M

onito

r, c

oola

nt le

vel

8.S

enso

r, c

oola

nt te

mpe

ratu

re9.

Sen

sor,

cha

rge

air p

ress

ure

/ tem

pera

ture

10.

Sen

sor,

oil

pres

sure

/ te

mpe

ratu

re11

.M

onito

r, o

il le

vel (

optio

nal)

12.

Sen

sor,

cra

nkca

se p

ress

ure

13.

Sen

sor,

cam

shaf

t spe

ed14

.S

enso

r, fl

ywhe

el s

peed

16.

Uni

t inj

ecto

r (cy

linde

rs 1

-6)

17.

Con

nect

or (D

euts

ch D

T04

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)18

.C

onne

ctor

, CA

N 2

22.

Circ

uit b

reak

er24

.M

onito

r, w

ater

in fu

el28

.S

enso

r, fu

el p

ress

ure

29.

Pre

-sta

rt re

lay

30.

Pow

er re

sist

or31

.D

C/D

C c

onve

rter

for 1

2 V

olt e

lect

rical

sys

tem

32.

Ext

erna

l sto

ppin

g re

lay

33.

conn

ecto

r for

ext

erna

l sto

p fu

nctio

n

NO

= N

orm

ally

ope

n du

ring

oper

atio

n.

Bro

ken

cabl

es (l

ines

) are

not

con

nect

ed b

y V

olvo

Pen

ta.

Cab

le c

olo

rs

BL

=B

lue

P=

Pin

kB

N=

Bro

wn

R=

Red

GN

=G

reen

SB

=B

lack

GR

=G

ray

VO

=V

iole

tO

R=

Ora

nge

W=

Whi

teLB

L=

Ligh

t blu

eY

=Y

ello

wLB

N=

Ligh

t bro

wn

Cab

le a

reas

in m

m2 a

re s

pec

ifie

d a

fter

the

colo

r co

de

in th

e w

irin

g s

ched

ule

.

Wh

en n

o c

able

are

a is

sp

ecif

ied

, 0.7

5 m

m s

ho

uld

be

use

d.2 .

190

Wiring diagram Group 30: Electrical system

Wir

ing

dia

gra

m

D12

-800

en

gin

es(2

4 V

olt

sys

tem

vo

ltag

e)

191


1.S

tart

ing

batte

ries

2.S

tart

er m

otor

3.A

ltern

ator

4.R

elay

5.A

UX

sto

p bu

tton

6.E

ngin

e co

ntro

l uni

t (E

MS

2)7.

Con

nect

or (D

euts

ch D

T04

-08P

)8.

Sen

sor,

coo

lant

tem

pera

ture

9.S

enso

r, c

harg

e ai

r pre

ssur

e / t

empe

ratu

re12

.S

enso

r, c

rank

case

pre

ssur

e13

.S

enso

r, c

amsh

aft s

peed

14.

Sen

sor,

flyw

heel

spe

ed16

.U

nit i

njec

tor (

cylin

ders

1-6

)19

.C

ircui

t bre

aker

21.

Sen

sor,

coo

lant

leve

l22

.S

enso

r, o

il le

vel

24.

Mon

itor,

wat

er in

fuel

26.

Sen

sor,

oil

tem

pera

ture

/oil

pres

sure

27.

Sen

sor,

fuel

pre

ssur

e29

.M

onito

r, p

isto

n co

olin

g pr

essu

re30

.E

xter

n st

op b

utto

n31

.E

xter

nal s

topp

ing

rela

y32

.W

aste

gat

e

NO

= N

orm

ally

ope

n du

ring

oper

atio

n.

Bro

ken

cabl

es (l

ines

) are

not

con

nect

ed b

y V

olvo

Pen

ta.

Cab

le c

olo

rs

BL

=B

lue

P=

Pin

kB

N=

Bro

wn

R=

Red

GN

=G

reen

SB

=B

lack

GR

=G

ray

VO

=V

iole

tO

R=

Ora

nge

W=

Whi

teLB

L=

Ligh

t blu

eY

=Y

ello

wLB

N=

Ligh

t bro

wn

Cab

le a

reas

in m

m2 a

re s

pec

ifie

d a

fter

the

colo

r co

de

in th

e w

irin

g s

ched

ule

.

Wh

en n

o c

able

are

a is

sp

ecif

ied

, 0.7

5 m

m s

ho

uld

be

use

d.2 .

192


Sec

on

dar

y st

atio

n

Twin

en

gin

e in

stal

lati

on

. Sec

on

dar

y h

elm

sta

tio

ns

Mai

n s

tati

on

PC

UP

CU

HC

U

HC

UH

CU

HC

UB

uzz

er

Bu

zzer

Inst

rum

ents

Inst

rum

ents

Mu

ltil

ink

Dia

gn

osi

sD

iag

no

sis

En

gin

e

stb

.E

ng

ine

po

rt

NM

EA

EV

Cd

isp

lay

Syn

c.ca

ble

Y-c

on

nec

tor

Key

swit

ch

Fu

elle

ver

Ru

dd

erin

dic

ato

rEV

Cd

isp

lay

EV

Cco

ntr

ol

pan

el

Rel

ay

Sta

rt/s

top

pan

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Syn

c.ca

ble

Gea

r p

ot.

cab

le

Cor

rect

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NO

TE

! Th

is e

nd

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on

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tor

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e in

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led

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ectl

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t ext

ensi

on

, to

the

PC

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HC

U

Y-c

on

nec

tor

Fre

shw

ater

leve

r

193


Electronic single lever control and cables for HCU

Position schedule1. 6-pin moisture-proof connector (socket)

(”CONN. X7” – blue)2. Potentiometer, throttle opening3. Connector (”THROTTLE POT.”)5. Connector (”GEAR POT.”)*6. Connector (”NEUTRAL SWITCH”)

* NOTE! Not used.

Cable colorsBL = BlueGN = GreenR = RedSB = BlackY = Yellow

Twin lever control with control adapter and cables for HCU

Position schedule1. 6-pin moisture-proof connector (socket)

(”CONN. X7” – blue)2. Potentiometer, throttle opening3. Connector (”THROTTLE POT.”)4. Potentiometer, gear shift5. Connector (”GEAR POT.”)*6. Connector (”NEUTRAL SWITCH”)

* NOTE! Not used.

Controls

194


X2 X3

Pin configuration, PCU

1. System voltage 12 / 24 V

2. CAN L

3. System voltage, 0 V

4. Back-up, power supply, 0 V

5. CAN H

6. Back-up, power supply, 12 / 24 V

X2 (green) Data link – EVC bus cable

X3 (pink) Engine and transmission

1. Not used

2. Not used

3. Not used

4. Input signal, oil temperature sensor, reversing gear

5. J1708B – Data link to engine

6. Not used

7. CAN L – Data link to engine

8. Input signal, fuel level sensor

9. Gearshift control, secondary (”high side switch”)

10. Gearshift control, primary (”low side switch”)

11. Negative connection, fuel sensor, pressure sensor,reversing gear

12. Not used

13. Not used

14. Input voltage, 0 V

15. J1708A – data link to engine

16. Not used

17. CAN H – Data link to engine

18. Gearshift control, primary (”high side switch”),

19. Gearshift control, secondary (”low side switch”)

20. Input signal, oil pressure sensor, reversing gear

21. Not used

22. Trolling control (”low-side switch”)

23. Ignition signal

24. Not used

25. Trolling control (”high side switch”)

26. Not used

27. Not used


29. Reversing gear sensor, power supply, positive (+)

195


X2 X5

X3

X7

X4

Pin configuration, HCU


2. CAN L

3. System voltage, 0 V

4. Back-up, power supply, 0 V

5. CAN H

6. Back-up, power supply, 12 / 24 V

1. Output signal, warning siren (”high-side switch”)

2. J1708B to EVC control panel

3. ”Easy link” bus to instruments

4. Output voltage negative (–)

5. J1708A to EVC control panel

6. Output voltage (+), max 1 A

1. Input signal, stop

2. Input signal, ignition

3. Input signal, start

4. Not used

5. Output voltage negative (–) to start /stop panel

6. Output voltage positive (+)

X2 (green) Data link – EVC bus cable

X3 (pink) Auxiliary bus – Instruments, audible warning,EVC control panel

X4 (gray) Key switch or start /stop panel

X5 (yellow) Multi-link – EVC display, synchronization of twininstallation

X7 (blue) Controls

1. CAN H

2. CAN H

3. CAN L

4. Output voltage negative (–)

5. CAN L

6. Output voltage, positive (+)

1. Throttle control potentiometer, input signal

2. Neutral position switch, input signal

3. Not used

4. Potentiometer output voltage negative (–)

5. Gear shift potentiometer, input signal

6. Potentiometer, output voltage positive (+)

Calibration Group 30: Electrical system

196

Automatic configuration and calibration before starting

GeneralAuto configuration and calibration must be done af-ter the installation is completed.

Auto-configuration means that the system discoversand defines all components connected to the systemand generates a data file.

NOTE! Auto-configuration must always be done afterany changes have been made to the EVC system,such as if the system has been extended or repaired.

The calibration routine is used to define the helm sta-tions and idling speed for the EVC system. If a controlis changed, the new control must be calibrated.

NOTE! The engine can not be started until auto-con-figuration and control calibration has been done. Faultcode MID 164, PSID 98 is displayed. This means:”The control(s) is/are not calibrated.”

Calibration procedure, example of workflow

Main helm station

CALIBRATION MODE

AUTO-CONFIGURATION

IGNITION OFF

CALIBRATION MODE

LEVER CALIBRATION

IGNITION OFF

CALIBRATION MODE

IDLING CALIBRATION(AS NECESSARY)

IGNITION OFF

Alternative helm station (flying bridge)

CALIBRATION MODE

LEVER CALIBRATION

IGNITION OFF

IMPORTANT! Always press the buttons firmly,and for at least one second each time.

Group 30: Electrical system Calibration

197

Co

mb

inat

ion

s o

f co

ntr

ol l

ever

s fo

r E

VC

. Su

mm

ary,

cal

ibra

tio

n

2.1

2.2

2.3

2.5

2.4

1.2

1.1

1.5

1.3

1.4

1.2

1.1

Co

ntr

ols

No

tes

Sin

gle

leve

rC

onne

ctor

mar

ked

Co

mb

ine

dT

HR

OT

TLE

PO

T. to

leve

r 1.

thro

ttle

Con

nect

or m

arke

d G

EA

Rpo

sitio

n an

dP

OT.

is n

ot u

sed.

gear

shi

fting

.

Sin

gle

leve

rM

echa

nica

l re

vers

ing

gear

.O

ne n

eutr

alO

nly

thro

ttle

cont

rol.

posi

tion

Neu

tral

sw

itch

to p

reve

nt t

he e

ngin

e fr

omsw

itch

bein

g st

arte

d w

ith a

gea

r en

gage

d.

Con

nect

or m

arke

d T

HR

OT

TLE

PO

T. fo

rle

ver

1.C

onne

ctor

mar

ked

GE

AR

PO

T. is

not

use

d

Two

leve

rsT

hrot

tle c

ontr

ol a

nd g

ear

shift

in s

epar

ate

leve

rs.

Con

nect

or m

arke

d T

HR

OT

TLE

PO

T. to

leve

r 1

and

conn

ecto

r G

EA

R P

OT.

to

leve

r2.

Nu

mb

er o

f le

vers

an

dca

libra

tio

n p

osi

tio

ns

dis

pla

yed

in th

eh

ou

rs c

ou

nte

r

1.5

1.2

2.5

Cal

ibra

tio

n o

rder

Leve

r 1

(thr

ottle

con

trol

and

gear

shi

ft)

Leve

r 1

(thr

ottle

con

trol

)

FR

ON

T

N

RE

VE

RS

E

Mec

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198

PreparationsStart calibration mode

1Move the control lever(s) to neutral position/idling po-sition. Turn the main switches on.

2Press the neutral button N, and keep it depressed andat the same time turn the starter key to position I(driving position). Keep the neutral button depresseduntil the yellow indication lamp gives constant light.Release the neutral button.

3The neutral button indication now flashes to confirmthat the EVC system is in calibration mode.

4Repeat the procedure for the second engine in a twininstallation.

NOTE! The system returns from calibration mode af-ter about 45 seconds if no other activities are done.

Auto configurationAuto-configuration is the system’s self-identification.Auto-configuration should always be done when theEVC system is started for the first time and before thesystem is calibrated.

1Start calibration mode. Please refer to ”Preparations”above.

2Press the neutral button N and diagnostic button D atthe same time. Keep the buttons depressed until alllamps on the control panel light up. This takes about 5seconds.

3Release the N and D buttons. The system respondsby switching off and then lighting up all the lampsagain.

Auto-configuration is no complete. The EVC systemhas no identified the components.

4Switch off the ignition.


199

CalibrationElectronic single lever control

NOTE! The following description applies to Volvo Pen-ta’s electronic controls. Please refer to the chapter en-titled ”Calibration – Mechanical two-lever control, sin-gle/double”.

NOTE! If the controls for two engines are calibrated,both levers should be calibrated at the same time, togive the same lever travel for both engines.

1Put the EVC system in calibration mode as instructedin ”Preparations”.

2Move the lever to the forwards idle position (1).

Release the lever and confirm the position by pressingthe neutral button N.

Calibration mode: 1.1 is shown on the hourscounter.

3Move the lever to the position for full throttle forwards (2).



4Move the lever to the reverse idle position (3).



5Move the lever to the reverse full throttle position (4).



6Move the control lever to neutral position (5).



7Press the neutral button N to leave calibration mode.The green indication by the neutral button should stopflashing and the hours counter should return to dis-playing hours after about 2 seconds.

FORWARDSMax. speed

FORWARDSIdling

NIdling

BACKWARDSIdling

BACKWARDSMax. speed

Calibration mode*


200

CalibrationAlternative helm station (without starterswitch)NOTE! If the controls for two engines are calibrated,both levers should be calibrated at the same time, togive the same lever travel for both engines.

Before the control lever is calibrated, the EVC systemmust be put in calibration mode as follows:

1Move the control lever(s) to neutral position/idling po-sition.Turn the main switches on.

2Turn the starter key at the main helm station to posi-tion I.

3Press the neutral button and the button on the al-ternative helm station until the control lamp by thediagnostic button lights up.

Release the buttons. The indication lamp by the neu-tral button now flashes to confirm that the EVC sys-tem is in calibration mode.

4Repeat the calibration in accordance with the pointsunder the heading ”Calibration, electronic single levercontrol (and trolling function if installed)”.


201

500 –700 r/min.

CalibrationIdling


2Control lever in neutral position. Start the engine.

3Adjust idling speed with the control level (enginespeed range for idling: 500 – 700 rpm).

Confirm the position by pressing the Neutral button N.

4Move the control lever to the neutral position to con-firm the calibration position.

5Stop the engine.


202

FORWARDS REVERSE

FULLSPEED

NEUTRAL

IDLING

CalibrationMechanical twin lever control,single / twinElectronically shifted reversing gearNOTE! If the controls for two engines are calibrated,both levers should be calibrated at the same time, togive the same lever travel for both engines.


2Move the engine speed lever to the full speed for-wards position (1). Release the lever and confirm theposition by pressing the neutral button N.

Calibration mode2.1 is shown on the hours counter.

3Move the lever to the idling position (2). Release thelever and confirm the position by pressing the neutralbutton N.


4Move the lever for gear shift operation to forwards-posi-tion (3). Release the lever and confirm the position bypressing the neutral button N.


5Move the lever for gear shift operation to the reversingposition (4). Release the lever and confirm the posi-tion by pressing the neutral button N.


6Move the lever for gear shift operation to the neutralposition (N).Release the lever and confirm the position by pressingthe neutral button N.


7Press the neutral button N to leave calibration mode.The green indication by the neutral button should stopflashing and the hours counter should return to dis-playing hours after about 2 seconds.

Calibration mode


203

FULL SPEED IDLING

Calibration mode

CalibrationMechanical twin lever control,single/double.Mechanically shifted reversing gearNOTE! If the controls for two engines are calibrated,both levers should be calibrated at the same time, togive the same lever travel for both engines.


2Move the engine speed lever to the full speed for-wards position (1). Release the lever and confirm theposition by pressing the neutral button N.


3Move the lever to the idling position (2). Release thelever and confirm the position by pressing the neutralbutton N.


4.Press the neutral button N to leave calibration mode.The green indication by the neutral button should stopflashing and the hours counter should return to dis-playing hours after about 2 seconds.


204

Twin Disc MG5114DC

The illustration shows the cables connected for left-hand rotation.

Checking propeller rotationThe connectors for the gear shift solenoids are con-nected at the factory for left-hand rotation with ”For-wards” gear. The cables are marked ”PRIMARY” and”SECONDARY”

Check that the connectors are correctly joined up,since there is no corresponding marking on the revers-ing gear. Please refer to the adjacent illustrationswhich show the cable connections for left-hand rota-tion. Shift the connectors on the solenoid valves overto obtain right-hand rotation.

IMPORTANT! Check that the trolling valve ca-ble is correctly connected to the trolling valve*.

* NOTE! Only reversing gear ZF311 and ZF325 can beequipped with an electrically controlled trolling valve for thelow speed or trolling function (optional).

Oil pressure- /oiltemperature sensor

Cable marking”PRIMARY”

Cable marking”SECONDARY”

Secondarysolenoid valve

Primarysolenoid valve

Slip valve

ZF 311 and ZF 325

The illustration shows the reversing gear with trollingvalve and cables connected for left-hand rotation.

Secondarysolenoidvalve

Cable marking”SECONDARY”

Cable marking”PRIMARY”


205

References to Service Bulletins

Group No. Date Refers to

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206

Technical data Group 30: Electrical system

Technical data

Monitor, water in fuelVoltage ........................................................................................12 / 24 VConnector ....................................................................................3 pinContact type ................................................................................Closes when water is detected

Sensor, fuel pressureVoltage ........................................................................................5 VConnector ....................................................................................3 pinWorking range, pressure ..............................................................0–700 kPa (0-7 bar / 0-102 Psi)Pressure signal ............................................................................0.5–4.5 VWorking range, temperature: ........................................................ -40 °C to +140 °C (-40 °F to +284 °F)Type ............................................................................................LinearMax. tightening torque ..................................................................30 ±5 Nm

Camshaft sensor / flywheel sensorConnector ....................................................................................2 pinWorking range, temperature: ........................................................ -40 °C to +130 °C (-40 °F to +266 °F)Type ............................................................................................ Inductive sensorMax. tightening torque ..................................................................8 ±2 Nm

Combined sensor, oil pressure / oil temperature (engine).Voltage ........................................................................................5 VConnector ....................................................................................4 pinWorking range, pressure ..............................................................0–700 kPa (0-7 bar / 0-102 Psi)Pressure signal ............................................................................0.5–4.5 VWorking range, temperature: ........................................................ -40 °C to +140 °C (-40 °F to +284 °F)Type ............................................................................................Linear/NTCMax. tightening torque ..................................................................30 ±5 Nm

Combined sensor, oil pressure / oil temperature (transmission).Voltage ........................................................................................5 VConnector ....................................................................................4 pinWorking range, pressure ..............................................................0–3 MPa (0-30 bar / 0-435 Psi)Pressure signal ............................................................................0.5–4.5 VWorking range, temperature: ........................................................ -40 °C to +140 °C (-40 °F to +284 °F)Type ............................................................................................Linear/NTC

Combined sensor, charge pressure/charge temperatureVoltage ........................................................................................5 VConnector ....................................................................................4 pinWorking range, pressure: .............................................................40–400 kPa (0.4-4 bar / 5.8-58 Psi)Pressure signal ............................................................................0.5–4.5 VWorking range, temperature: ........................................................ -40 °C to +125 °C (-40 °F to +257 °F)Type ............................................................................................Linear/NTC

207

Group 30: Electrical system Technical data

Sensor, coolant temperatureVoltage ........................................................................................ 5 VConnector .................................................................................... 2 pinWorking range, temperature: ........................................................ -40 °C to +150 °C (-40 °F to +302 °F)Type ............................................................................................NTCMax. tightening torque .................................................................. 28 Nm

Sensor, crankcase pressureVoltage ........................................................................................ 5 VConnector .................................................................................... 3 pinWorking range, pressure: ............................................................. 40–140 kPa (0.4-1.4 bar / 5.8-20.3 Psi))Pressure signal ............................................................................ 0.5–4.5 VWorking range, temperature: ........................................................ -40 °C to +140 °C (-40 °F to +284 °F)Type ............................................................................................ Linear

Monitor, coolant levelConnector .................................................................................... 2 pinContact type ................................................................................Closing for low coolant level

Monitor, piston cooling pressureConnector .................................................................................... 2 pinContact type ................................................................................Closing for low piston cooling pressure

Monitor, oil levelConnector .................................................................................... 2 pinContact type ................................................................................Closing for low oil level

AlternatorVoltage ........................................................................................ 14 / 28 VConnection ................................................................................... 2 polesCapacity ...................................................................................... 115 A at 14 V / 80 A at 28V

Starter motorVoltage ........................................................................................ 12 / 24 VConnection ................................................................................... 2 polesCapacity (applies to D9 ................................................................ 5.5 kW at 12/24 VCapacity (applies to D12) ............................................................. 6.0 kW at 24 V

208

Index Group 30: Electrical system

Index

MID128 (engine control unit EDC):

PID PPID SID PSID Please referto page:

Fuel pressure sensor 94 36

Water monitor, fuel filter 97 41

Oil level monitor, engine 98 44

Oil pressure sensor*, engine 100 47

Charge air temperature sensor** 105 52

Charge air pressure sensor** 106 56

Coolant temperature sensor 110 61

Coolant level monitor 111 65

Crankcase pressure sensor 153 68

Battery voltage 158 73

Selected gear 163 74

Oil temperature sensor*, engine 175 75

Starting relay fault 3 79

External stopping relay 6 82

Piston cooling pressure (D12-800) 8 84

Engine synchronization 98 86

Throttle position 132 87

Unit injector 1–6 1– 6 88

Speed sensor, camshaft 21 94

Speed sensor, flywheel 22 97

Waste gate (D12-800) 32 100

5 Volt DC supply current 232 102

Program memory fault 240 104

Engine control unit 254 105

Communication fault J1939 216 106

Communication fault J1939 231 108

* Combined sensor, oil pressure and oil temperature.** Combined sensor, charge pressure and charge temperature

209

Group 30: Electrical system Index

MID164 (HCU):


Power supply fault in control 1, in relation to potentiometer 390 110

Power supply fault in control 2, in relation to potentiometer 391 115

Power supply controlpotentiometer 392 117

Power supply, data bus 393 119

Power supply, starter switch 394 121

Main panel, lost communication 397 123

Throttle position does not coincide with neutral position switch 226 125

Communication fault, synchronization bus 231 127


SAE J1708 / J1587 data link 250 130

Emergency configuration fault / memory fault, calibration 253 131

Internal CPU fault 254 133

Incompatible software, EVC 94 167

Control detection 95 134

Too small lever movement calibrated. 96 136

Control calibration procedure 97 137

The control(s) is/are not calibrated. 98 138

Configuration fault, data bus 99 168

Activation button, helm station 105 139

Start 106 141

Stop 107 143

Communication fault, data bus, passive / active control station 218 145

HCU communication fault to other helm station 226 147

Incompatible EVC nodes 231 149

Communication warning, data bus 232 185

210

Index Group 30: Electrical system

MID187 (PCU):


Fuel level sensor 96 150

Oil pressure sensor, reversing gear 127 152

Oil temperature sensor, reversing gear 177 155

Low speed with feedback 191 158

Power supply, data bus 393 119

Power supply, reversing gear sensor 400 160

J1939 Communication warning / fault 231 162


J1587 / J1708 Communication warning / fault 250 164

Emergency configuration fault / memory fault, calibration 253 131

Internal CPU fault 254 133

Incompatible engine type 10 166

Incompatible EVC software 16 167

Configuration fault, data bus network 17 168

Data bus supply voltage 18 170

Primary solenoid valve (”high side switch”) 20 172

Secondary solenoid valve (”high side switch”) 22 176

Data bus, communication fault with active control station 32 178

No data on the motor bus. 200 180

Data bus, communication fault with passive control station 226 182

Incompatible EVC nodes 231 184

Communication warning, data bus 232 185

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