Workshop Manual: Group 30 Electrical System E

Workshop Manual E
Group 30 Electrical system 2(0)
D9, D11, D12, D16

Content
General Information
00-0 General ................................................................................................ 2
Specifications
03-3 Specifications, Electrical ................................................................... 6
Safety and Other Instructions

05-1 Safety Instructions ........................................................................... 16
Special tools
08-2 Special Service Tools ....................................................................... 20
General, Complete Vehicle Software

30-0 General .............................................................................................. 21
30-2 Fault Tracing ..................................................................................... 53
Cables and fuses

37-0 Wiring Diagrams ............................................................................. 178
Miscellaneous
39-0 General ............................................................................................ 190
Alphabetical index .................................................................................. 193
References to Service Bulletins ............................................................ 195
00-0 General
About this Workshop manual
General information Certified engines
This Service Manual contains technical data, descrip- When carrying out service and repair on emis-
tions and maintenance and repair instructions for sion-certified engines, it is important to be aware
standard model Volvo Penta products. A list of these of the following:
products may be found in the section Technical
Data. Certification means that an engine type has been
inspected and approved by the relevant authority.
The product designation and the serial number and The engine manufacturer guarantees that all engines
specification is indicated on the engine decal or type of the same type are manufactured to correspond to
plate. This information must be included in all corre- the certified engine.
spondence regarding the product. This places special demands on service and repair
work, namely:
The service manual is produced primarily for the use
of Volvo Penta workshops and their qualified person- • Maintenance and service intervals recom-
nel. It is assumed that any person using the Service mended by Volvo Penta must be complied with.
Manual has a fundamental knowledge of the product • Only spare parts approved by Volvo Penta may
and is able to carry out mechanical and electrical be used.
work to trade standard.
• Service on injection pumps, pump settings and
Volvo Penta continually develops its products; we injectors must always be carried out by an
therefore reserve the right to make changes. All infor- authorized Volvo Penta workshop.
mation in this manual is based on product data which
• The engine must not be converted or modified,
was available up to the date on which the manual was
except with accessories and service kits which
printed. New working methods and significant
Volvo Penta has approved for the engine.
changes introduced to the product after this date are
communicated in the form of Service bulletins. • No changes to the exhaust pipe and engine air
inlet duct installations may be made.
Spare Parts
• No warranty seals (where present on the prod-
Spare parts for the electrical and fuel systems are uct) may be broken by unauthorized persons.
subject to various national safety standards. Volvo
Penta Original Spare Parts meet these standards. No The general instructions in the Operator's Manual
damage of any kind caused by the use of spare parts concerning operation, service and maintenance
not approved by Volvo Penta will be compensated by apply.
any warranty undertaking.
IMPORTANT!
Neglected or poorly-performed care/service and the
use of spare parts not approved by Volvo Penta, will
mean that AB Volvo Penta no longer guarantees that
the engine conforms to the certified model.
Volvo Penta accepts no responsibility for damage or

costs arising as a result of failure to follow the above
mentioned standards.
2 47700583 04-2009
00-0 General
Repair instructions
Introduction Our mutual responsibility
The working methods described in this manual are Each product comprises a large number of interacting
based on a workshop scenario where the product is systems and components. A deviation from the tech-
mounted in a holding fixture. Maintenance work is nical specification may dramatically increase the
often carried out in situ, in which case – if nothing else environmental impact of an otherwise reliable sys-
is indicated – using the same working methods as the tem. It is therefore critical that the stated wear toler-
workshop. ances be adhered to, that systems which can be
adjusted be correctly set up and that only Volvo Penta
Warning symbols that occur in the service manual. Original Parts are used. The intervals in the care and
For significance, refer to Safety Information . maintenance schedule must be followed.
! DANGER! Some systems, e.g. fuel systems, often require spe-
cial expertise and test equipment. A number of com-
! WARNING! ponents are factory-sealed, for among other things
environmental reasons. Warranty-sealed compo-
! CAUTION!
nents may not be worked on without authorization to
perform such work.
IMPORTANT!, NOTICE!
are by no means comprehensive since not everything Remember that most chemical products, incorrectly
can be foreseen as service work is carried out in the used, are harmful to the environment. Volvo Penta
most varied of circumstances. We call attention to recommends the use of biodegradable degreasers
risks that may occur due to incorrect handling during whenever components are cleaned, unless otherwise
work in a well-equipped workshop using working specified in the Service Manual. When working out-
methods and tools tried and tested by us. doors, take especial care to ensure that oils and wash
residues etc. are correctly properly for destruction.
The service manual describes work operations car-
ried out with the aid of Volvo Penta Special Tools,
where such have been developed. Volvo Penta Spe-
Tightening torques
cial Tools are designed to ensure the safest and most Tightening torques for vital fasteners that must be
rational working methods possible. It is therefore the applied using a torque wrench are indicated in the
responsibility of anyone using tools or working meth- Service Manual, chapter Tightening torques and in
ods other than those we recommend to ensure that the Manual's work descriptions. All torque indications
no risk of personal injury or mechanical damage is apply to clean threads, bolt heads and mating faces.
present, or that malfunction can result. Indicated torque data apply to lightly-oiled or dry
threads. If lubricants, locking fluids or sealants are
In some cases, special safety regulations and user required for fasteners, the correct type will be noted
instructions may be in force for the tools and chemi- in the job description.
cals mentioned in the Service Manual. These regu-
lations must always be followed, and no special
instructions regarding this are to be found in the Serv-
ice Manual.
By taking these basic precautions and using common

sense it will be possible to guard against most ele-
ments of risk. A clean workplace and a clean product
will eliminate many risks of personal injury and mal-
function.
Above all, when working on fuel systems, hydraulic

systems, lubrication systems, turbochargers, inlet
systems, bearings and seals, it is of the utmost impor-
tance that dirt and foreign objects are kept away, as
malfunctions or shortened service intervals may oth-
erwise result.
47700583 04-2009 3
00-0 General
Torque, angle tightening Sealing compounds etc.

When torque/angle tightening, the fastener is tight- To ensure service work is correctly carried out it is
ened to a specified torque, and tightening then con- important that the correct type of sealants and locking
tinues through a pre-determined angle. fluids are used on joints where such are required.
Example: For 90° angle tightening, the fastener is In each service manual section concerned, the seal-
turned a further 1/4 turn in one sequence, after the ants used in product manufacture are indicated. The
specified tightening torque has been achieved. same sealants, or sealants with equivalent proper-
ties, must be used for maintenance work.
Lock nuts
Make sure that mating surfaces are dry and free from
Removed locknuts may not be re-used; they must be oil, grease, paint and anti-corrosion agent before
replaced by new ones, as locking properties are applying sealant or locking fluid. Always follow the
impaired or lost with re-use. manufacturer's instructions regarding applicable
In the case of lock nuts with plastic inserts the tight- temperatures, hardening times and such.
ening torque indicated must be reduced if the nut has
the same nut height as a standard, all-metal hexag- Two basic types of compound are used:
onal nut.
RTV preparations (Room Temperature Vulcaniz-
Reduce the torque by 25% for bolt sizes of 8 mm or
ing).
larger.
Used most often together with gaskets, e.g. sealing
In the case of lock nuts with plastic inserts with a high
gasket joints, or are brushed on gaskets. RTV seal-
nut-height (where the all-metal thread is as high as a
ants are completely visible when the part has been
standard hexagonal nut), the indicated torque
removed. Old RTV sealant must be removed before
applies.
the component is sealed again. Use denatured alco-
hol.
Strength classes
Nuts and bolts are subdivided into different strength Anaerobic agents.
classes. The classification is shown by a marking on These agents cure (harden) in the absence of air.
the bolt head. Markings of a higher number indicate These preparations are used when two solid compo-
stronger material. For example, a bolt marked 10-9 is nents, e.g. two cast components, are fitted together
stronger than one marked 8-8. without a gasket. Common uses are also to lock and
seal plugs, stud threads, taps, oil pressure monitors
For this reason, it is important that when bolts are etc.
removed they are returned to their original locations
on re-assembly. When replacing bolts check the Hardened anaerobic preparations are glassy and for
applicable Spare parts catalogue to ensure the cor- this reason, the preparations are colored to make
rect bolt is used. them visible. Hardened anaerobic preparations are
highly resistant to solvents, and old compound can-
not be removed. On re-assembly, it is important to
carefully degrease and wipe dry components first,
before applying new sealant in accordance with the
instructions.
4 47700583 04-2009
00-0 General
Safety regulations for fluorocarbon The following seals are most probably made from flu-
rubber orocarbon rubber:
Fluorocarbon rubber is a common material in sealing Seal rings for the crankshaft, camshaft, idler shafts.
rings for shafts, and in O-rings, for example.
O-rings, regardless of where they are installed. O-
When fluorocarbon rubber is exposed to high tem- rings for cylinder liner sealing are almost always
peratures (above 300°C/572°F), hydrofluoric acid made of fluorocarbon rubber.
can form. This is highly corrosive. Contact with the
Please note that seals which have not been
skin can result in severe chemical burns. Splashes in
exposed to high temperature can be handled nor-
your eyes can result in chemical wounds. If you
mally.
breathe in the fumes, your lungs can be permanently
damaged.
WARNING!
Seals must never be cut with a torch, or be burnt
afterwards in an uncontrolled manner. Risk for
poisonous gases.
WARNING!
Always use chloroprene rubber gloves (gloves for
chemicals handling) and goggles. Handle the
removed seal in the same way as corrosive acid. All
residue, including ash, can be highly corrosive. Never
use compressed air to blow clean.
Put the remains in a plastic container, seal it and
apply a warning label. Wash the gloves under running
water before removing them.
47700583 04-2009 5
03-3 Specifications, Electrical
Switches and Senders

Switch, water in fuel
Voltage 12 / 24 V
Connector 3 pin or 2 pin
Contact type Closes when water is detected
Sensor, fuel pressure

Voltage 5V
Connector 3 pin
Working range, pressure 0–700 kPa (0–7 bar / 0–102 PSI)
Pressure signal 0.5–4.5 V
Working range, temperature -40 °C to +140 °C (-40 °F to +284 °F)
Type Linear
Max. tightening torque 30 ±5 Nm (22.1 ±3.7 lbf.ft.)
Camshaft sensor / flywheel sensor

Connector 2 pin
Type Inductive sensor
Combined sensor (D9, D11, D12), oil pressure / oil temperature (engine)
Voltage 5V
Connector 4 pin
Type Linear/NTC
Combined sensor (D16), oil level / oil temperature (engine)

Voltage 5V
Connector 4 pin
Type NTC
6 47700583 04-2009
Combined sensor, oil pressure / oil temperature (transmission)

Voltage 5V
Connector 4 pin
Working range, pressure 0–3 MPa (0–30 bar / 0–435 PSI)
Type Linear/NTC
Combined sensor (D9, D12), inlet air pressure / intake manifold temperature
Voltage 5V
Connector 4 pin
Working range, pressure 40–400 kPa (0.4–4 bar / 5.8–58 PSI)
Type Linear/NTC
Combined sensor (D16), inlet air pressure / intake manifold temperature

Voltage 5V
Connector 4 pin
Working range, pressure 50–400 kPa (0.5–4 bar / 7.3–58 PSI)
Type Linear/NTC
Sensor, coolant temperature

Voltage 5V
Connector 2 pin
Type NTC
Max. tightening torque 28 Nm (20.7 lbf.ft)
Sensor, crankcase pressure

Voltage 5V
Connector 3 pin
Working range, pressure 40–140 kPa (0.4-1.4 bar / 5.8-20.3 PSI)
Type Linear
47700583 04-2009 7
Sensor, seawater pressure

Voltage 5V
Connector 3 pin
Working range, pressure 0–300 kPa (0-3 bar / 0-43.5 PSI)
Type Linear
Sensor, coolant pressure

Voltage 5V
Connector 3 pin
Type Linear
Sensor, piston cooling pressure

Voltage 5V
Connector 3 pin
Type Linear
Switch, coolant level

Connector 2 pin
Contact type Closing for low coolant level
Switch, piston cooling pressure

Connector 2 pin
Contact type Closing for low piston cooling pressure
8 47700583 04-2009
Switch, oil level (D9, D12)

Connector 2 pin
Contact type Closing for low oil level
Wastegate valve
Operational voltage 20–32 V
Connector 2 pin
Coil resistance 90 ± 4.5 Ω at 20 °C (68 °F)
Alternator
Voltage 14 / 28 V
Connector 2 pin
Capacity 115 A at V / 80 A at 28V
Starter motor
Voltage 12 / 24 V
Connector 2 pin
Capacity (applies to D9) 5.5 kW at 12/24 V
Capacity (applies to D11) 5.5 kW at 24 V
47700583 04-2009 9
Engine Protection Map

D9 Genset
Sensors Warning / Alarm Alarm Level Condition / Delay
Boost pressure 325 kPa (47 PSI) 5 sec delay
Boost temperature 80 °C (176 °F) 5 sec delay
Coolant Level Low 5 sec delay
Coolant temperature 98 °C (208.4 °F) 5 sec delay
Exhaust temperature 600 °C (1112 °F) 5 sec delay
Oil level sensor <29.5 liters (7.8 US gallon) Measurement only on stopped
engine
Oil temperature 125 °C (257 °F) 5 sec delay
Piston cooling pressure 150 ±20 kPa Above 1300 rpm
Water in fuel Water in fuel Immediately
Sensors Warning / Alarm Rpm map Condition
Coolant pressure 500 rpm 1000 rpm 1500 rpm 1800 rpm 5 sec delay
Alarm level 0 kPa 20 kPa 50 kPa 70 kPa -
(0 PSI) (2.9 PSI) (7.3 PSI) (10.2 PSI)
Fuel pressure 500 rpm 1000 rpm 1500 rpm 1800 rpm 10 sec delay
(14.5 PSI) (29.0 PSI) (43.5 PSI) (43.5 PSI)
Oil pressure 500 rpm 1000 rpm 1800 rpm 2300 rpm 5 sec delay
(21.8 PSI) (29.0 PSI) (32.6 PSI) (36.3 PSI)
Seawater pressure 600 rpm 1400 rpm 1700 rpm 1900 rpm 5 sec delay
(0.7 PSI) (1.5 PSI) (2.2 PSI) (2.9 PSI)
10 47700583 04-2009
D9 Propulsion
Sensors Warning / Alarm level Derating level Condition/delay Derating
Alarm
Boost pressure 325 kPa (48.6 PSI) 335 kPa (48.6 PSI) - Yes, 50%
Boost temperature 80 °C (176 °F) 90 °C (194 °F) - See soft derate 3
Coolant temperature 98 °C (208.4 °F) 101 °C (213.8 °F) - See soft derate 1
Crankcase pressure Rapid pressure - - Yes, 75%
increase 100 rpm
Exhaust temperature 600 °C (1112 °F) 620 °C (1148 °F) - See soft derate 4
Oil level sensor <29.5 liters - - -
Oil temperature 125°C (257 °F) - - See soft derate 2
Piston cooling pres- 150 ±20 kPa (21.8 150 ±20 kPa (21.8 Above 1000 rpm Yes, 70%
sure ±2.9 PSI) ±2.9 PSI) Instant
Water in fuel Water in fuel - - -
Sensors Warning / Rpm map Condition Derating

Alarm
Coolant pressure 500 rpm 1000 rpm 1500 rpm 1800 rpm Without -
pressure
Alarm level 0 kPa 20 kPa 50 kPa 70 kPa - -
(0 PSI) (2.9 PSI) (7.3 PSI) (10.2 PSI)
Derating limit -10 kPa 10 kPa 40 kPa 60 kPa - Yes, 50%
(-1.5 PSI) (1.5 PSI) (5.8 PSI) (8.7 PSI)
Fuel pressure 500 rpm 1000 rpm 1800 rpm 2300 rpm 10 sec -
(14.5 PSI) (21.8 PSI) (36.3 PSI) (36.3 PSI)
Oil pressure 500 rpm 1000 rpm 1800 rpm 2300 rpm 5 sec -
(21.8 PSI) (29.0 PSI) (32.6 PSI) (36.3 PSI)
Derating limit 130 kPa 180 kPa 205 kPa 230 kPa - 70 % in step
(18.9 PSI) (26.1 PSI) (29.7 PSI) (33.4 PSI) of 10 %
Seawater pressure 600 rpm 1400 rpm 1700 rpm 1900 rpm 5 sec -
(0.7 PSI) (1.5 PSI) (2.2 PSI) (2.9 PSI)
47700583 04-2009 11
D11 Propulsion
Derate to engine protection map
Parameter “Yellow lamp” “Red lamp” Derating
High coolant temperature 98 °C (208 °F) 101 °C (213.8 °F) 101 °C (213.8 °F) –0%
103 °C (217.4 °F) –25%
106 °C (222.8 °F) –50%
High oil temperature 120 °C (248 °F) 122 °C (251.6 °F) 122 °C (251.6 °F) –0%
124 °C (255.2 °F) –50%
126° (258.8 °F) –70%
High charge air temperature 75 °C (167 °F) 80 °C (176 °F) 80 °C (176 °F) –0%
85 °C (185 °F) –50%
90 °C (194 °F) –70%
High charge air pressure 270 kPa (39.2 PSI) 280 kPa (40.6 PSI) >280 kPa (40.6 PSI) –50%
Low coolant level Switch - -
Low lube oil pressure

Yellow lamp acc. to following:
0 rpm 0 kPa (0 PSI)
500 rpm 160 kPa (23.2 PSI)
1 000 rpm 280 kPa (40.6 PSI)
1500 rpm 320 kPa (46.4 PSI)
2300 rpm 330 kPa (47.9 PSI)
Derate 70% and red lamp on pressures 20 kPa (2.9 PSI) lower than the map value.
Piston cooling pressure

Only red lamp acc. to following:
0 rpm 0 kPa (0 PSI)
800 rpm 0 kPa (0 PSI)
1000 rpm 75 kPa (10.9 PSI)
1500 rpm 230 kPa (33.4 PSI)
2300 rpm 250 kPa (36.3 PSI)
Derate 75% on pressures lower than the map value.
Crankcase pressure
Red lamp and max. 1200 rpm and 75% derate.
Detection: Very rapid and high crankcase pressure increasings.
12 47700583 04-2009
D12 Propulsion
Sensors Warning / Alarm level Derating level Condition/delay Derating
Alarm
Boost temperature 80 °C (176 °F) 85 °C (185 °F) - Soft derate
Coolant tempera- 95 °C (203 °F) 98 °C (208.4 °F) - -
ture
Crankcase pres- Rapid pressure - - 1000 rpm
sure increase
Oil temperature 125°C (257 °) 128°C (262,4 °F) - -
128°C (262.4 °F)
Piston cooling 150 ±20 kPa (21.8 150 ±20 kPa (21.8 Above 1300 rpm Yes, 70%
pressure ±2.9 PSI) ±2.9 PSI) instant
Water in fuel Water in fuel - - -
Sensors Warning / Rpm map Derating

Alarm
Boost pressure 1700 rpm 1900 rpm 2100 rpm 2300 rpm 2360 rpm -
Alarm level 450 kPa 440 kPa 430 kPa 395 kPa 390 kPa -
(65.3 PSI) (63.8 PSI) (62.4 PSI) (57.3 PSI) (56.6 PSI)
Derating limit 460 kPa 450 kPa 440 kPa 405 kPa 400 kPa Yes, 50%
(66.7 PSI) (65.3 PSI) (63.8 PSI) (58.7 PSI) (58.0 PSI)
Fuel pressure 500 rpm 1800 rpm 2300 rpm - - -
Alarm level 50 kPa 200 kPa 200 kPa - - -
(7.3 PSI) (29.0 PSI) (29.0 PSI)
Oil pressure 500 rpm 1000 rpm 1800 rpm 2300 rpm - -
(21.8 PSI) (29.0 PSI) (32.6 PSI) (36.3 PSI)
Derating limit 130 kPa 170 kPa 205 kPa 230 kPa - Yes, 70%
(18.9 PSI) (24.7 PSI) (29.7 PSI) (33.4 PSI)
47700583 04-2009 13
D16 Propulsion
Sensors Warning / Alarm Alarm level Derating level Derating
Boost pressure 400 kPa (58.0 PSI) 410 kPa (59.5 PSI) Yes, 50% of engine prot. map
Boost temperature 80 °C (176 °F) 90 °C (194 °F) See soft derate 3
Coolant level Low - -
Coolant temperature 98 °C (218.4 °F) 101 °C (213.8 °F) See soft derate 1
Crankcase pressure Rapid pressure Rapid pressure Yes, max rpm=1000
increase increase
Exhaust temperature 650 °C (1202 °F) 665 °C (1229 °F) See soft derate 4
Oil temperature 125 °C (257 °F) 128 °C (262.4 °F) See soft derate 2
Piston cooling pressure 150 ±20 kPa (21.8 150 ±20 kPa (21.8 Yes, 70%
±2.9 PSI) ±2.9 PSI)
Water In fuel Water In fuel - -
Sensors Warning / Alarm Rpm map Condition
Coolant pressure 600 rpm 1000 rpm 1500 rpm 1900 rpm 5 sec delay
Warning Level 5 kPa 55 kPa 100 kPa 130 kPa -
(0.7 PSI) (8.0 PSI) (14.5 PSI) (18.9 PSI)
Alarm level -45 kPa 5 kPa 50 kPa 80 kPa Yes, 50% of engine
(-6.5 PSI) (0.7 PSI) (7.3 PSI) (11.6 PSI) prot. map
Fuel pressure 600 rpm 1000 rpm 1800 rpm 1900 rpm -
(7.3 PSI) (10.9 PSI) (29.0 PSI) (29.0 PSI)
Oil pressure 500 rpm 1000 rpm 1500 rpm 1900 rpm -
(21.8 PSI) (29.0 PSI) (36.3 PSI) (36.3 PSI)
Alarm level 130 kPa 180 kPa 230 kPa 230 kPa Yes, 70% of engine
(18.9 PSI) (26.1 PSI) (33.4 PSI) (33.4 PSI) prot. map in step of
10%/s
Seawater pressure 600 rpm 1400 rpm 1700 rpm 1900 rpm 5 sec delay
(0.7 PSI) (3.6 PSI) (5.1 PSI) (5.8 PSI)
14 47700583 04-2009
1) Soft derate, cool- Speed 101 °C (213.8 °F) 103 °C (217.4 °F) 106 °C (222.8 °F)
ant temp
Remaining torque 600 rpm 100% 100% 100%
1200 rpm 100% 91% 82%
1800 rpm 100% 83% 66%
2) Soft derate, oil Speed 128 °C (262.4 °F) 130 °C (266 °F) 135 °C (275 °F)
temp
1200 rpm 100% 91% 74%
1800 rpm 100% 83% 52%
3) Soft derate, Speed 90 °C (194 °F) 95 °C (203 °F) 105 °C (221 °F)
boost Temp Varvtal
1200 rpm 100% 82% 74%
1800 rpm 100% 66% 52%
4) Soft derate, Speed 665 °C (1229 °F) 675°C (1247 °F) 680°C (1256 °F) 685°C (1265 °F)
exhaust temp
Remaining torque 600 rpm 100% 100% 100% 100%
1200 rpm 100% 96% 93% 89%
1800 rpm 100% 93% 86% 80%
47700583 04-2009 15
05-1 Safety Instructions

Safety Information
This Service Manual contains repair instructions,
descriptions and technical data for products or product
designs from Volvo Penta. Ensure that you are using
the correct service manual.
Read the safety information below and the service manual section About this Workshop manual and Repair
instructions carefully before repair and service work is begun.
!
This symbol is used in the service manual and on the product, to call attention to the
fact that this is safety information. Always read such information very carefully.
Safety texts in the manual have the following order of priority:
DANGER!
Indicates a hazardous situation which, if not avoided, will result in death or serious
injury.
WARNING!
Indicates a hazardous situation which, if not avoided, could result in death or serious
personal injury.
CAUTION!
Indicates a hazardous situation which, if not avoided, could result in minor or moderate
personal injury.
IMPORTANT! Is used to draw your attention to something that may cause minor dam-
age or a minor malfunction to the product or property.
NOTICE! Is used to draw your attention to important information that will facilitate the
work or operation in progress.
This symbol is used on our products in certain cases and refers to important information
in the instruction book. Make sure that warning and information symbols on the engine
are clearly visible and legible. Replace symbols which have been damaged or painted
over.
A compilation of safety precautions that must be taken and risks which must be paid attention to is
presented in the following pages.
16 47700583 04-2009
Immobilize the engine by turning off the power Avoid opening the coolant filling cap when the
! supply to the engine at the main switch ! engine is hot. Steam or hot coolant can spray
(switches) and lock it (them) in the off position out and system pressure will be lost. Open the
before starting work. Post a warning notice at filler cap slowly, and release the pressure in the
the main circuit breaker. cooling system if the filler cap or valve has to be
opened, or if a plug or coolant hose has to be
removed when the engine is hot.
As a rule, all service operations must be carried Hot oil can cause burns. Avoid skin contact with
! out with the engine stopped. However, some ! hot oil. Ensure that the lubrication system is not
work, such as adjustments, will require the under pressure before any work is begun.
engine to be running. Approaching an engine Never start or operate the engine with the oil
which is running is a safety risk. Bear in mind filler cap removed, because of the risk of oil
that loose clothing or long hair can fasten in ejection.
rotating parts and cause serious personal
injury.
Be aware of hot surfaces (exhaust pipes, tur- Never start the engine without installing the air
! bos, charge air pipes, starting heaters etc.) and ! filter. The rotating compressor turbine in the tur-
hot fluids in pipes and hoses on an engine that bocharger can cause severe injury. Foreign
is running or has just stopped. objects entering the intake ducts can also cause
If work is done adjacent to a running engine, a mechanical damage. Install all protective cov-
careless movement or a dropped tool may in the ers before the engine is started.
worst case lead to personal injury.
Ensure that the warning symbols or information Only start the engine in a well-ventilated space.
! decals on the product are always clearly visible. ! When running in a confined space, exhaust
Replace decals which have been damaged or fumes and crankcase gases must be led away
painted over. from the engine bay or workshop area.
Avoid getting oil on your skin! Protracted or The majority of chemicals e.g. engine and trans-
! repeated exposure to oil can cause skin to ! mission oils, glycol, gasoline, and diesel oil,
become dry. Irritation, dryness, eczema and together with chemicals for workshop use such
other skin problems may then result. From a as degreasing agents, paints and solvents, are
health standpoint, used oil is more dangerous injurious to health. Carefully read the instruc-
than new. Use protective gloves and avoid oil- tions on the product packaging! Always follow a
soaked clothes and rags. Wash regularly, espe- product's safety directions, e.g. use of protec-
cially before eating. Use suitable barrier creams tive mask, glasses, gloves etc. Ensure that
to counteract drying out of the skin and to aid other personnel are not exposed to substances
dirt removal. that are injurious to health. Ensure good venti-
lation. Handle used and leftover chemicals in
the prescribed manner.
Stop the engine and turn off the electrical supply Clutch adjustments must be carried out with the
! at the main switch(es) before carrying out work ! engine stopped.
on the electrical system.
47700583 04-2009 17
Always use protective glasses or goggles when Never start the engine with the valve cover
! carrying out work where a risk of splinters, ! removed. There is a risk of personal injury.
grinding sparks, splashes from acid or other
chemicals is present. Your eyes are extremely
sensitive; injury may cause blindness!
Never use start gas or similar products as a Stop the engine before working on the cooling
! starting aid. They may cause an explosion in the ! system.
inlet manifold. Danger of personal injury. Marine engines: Close the sea cock / cooling
water inlet valve before work on the cooling sys-
tem is begun.
All fuels, as well as many chemicals, are flam- Make sure that oil, fuel-soaked rags, and used
! mable. Do not allow open flames or sparks in ! fuel and oil filters are stored in a safe manner.
their vicinity. Gasoline, some thinners, and Rags soaked in oil can spontaneously ignite
hydrogen gas from batteries are extremely under certain circumstances. Used fuel and oil
flammable and explosive when mixed with air in filters are environmentally hazardous waste
the correct proportions. No Smoking! Ensure and must be handed to an approved waste
that the work area is well ventilated and take the management facility for destruction, as must
necessary safety precautions before welding or any used lubrication oil, contaminated fuel,
grinding work is begun. Always ensure that paint residue, solvents, degreasers and wash
there are fire extinguishers close at hand in the residue.
work area.
Batteries must never be exposed to open Never work alone when removing heavy com-
! flames or electric sparks. Never smoke in the ! ponents, even when using lifting devices such
vicinity of the batteries; they generate hydrogen as locking tackle lifts. When using a lifting
gas when charged, which is explosive when device, two people are usually required to do
mixed with air. This gas is easily ignited and the work - one to take care of the lifting device
highly explosive. A spark, which can be caused and the other to ensure that components are
by incorrect battery connection, is sufficient to lifted clear and not damaged during the lifting
cause a battery to explode and cause damage. operations.
Do not touch the connections during start

attempts. Sparking hazard! Do not lean over
batteries.
Never transpose the positive (+) and negative The existing lugs on the engine should be used
! (-) battery posts when installing batteries. Such ! for lifting. Always check that the lifting equip-
a transposition can result in serious damage to ment used is in good condition and has the load
electrical equipment. Refer to the wiring dia- capacity to lift the engine (engine weight includ-
gram. ing gearbox or extra equipment). For safe han-
Always use protective goggles when charging dling and to avoid damaging components fitted
and handling the batteries. Battery electrolyte to the top of the engine, the engine must be
contains sulfuric acid which is highly corrosive. lifted with a correctly adjusted lifting boom. All
Should the battery electrolyte come into contact chains or wires must run parallel to each other
with unprotected skin, wash it off immediately and as perpendicular to the engine as possible.
using soap and copious amounts of water. If you If other equipment attached to the engine has
get battery acid in your eyes, flush at once with altered its center of gravity, special lifting devi-
copious amounts of water and seek medical ces may be needed to obtain the correct bal-
assistance immediately. ance for safe handling. Never perform any work
on an engine that is only suspended from the
lifting equipment.
18 47700583 04-2009
The components in the electrical and fuel sys- Exercise extreme caution when leak-detecting
! tems on Volvo Penta products are designed and ! on the fuel system and testing the fuel injector
manufactured to minimize the risk of fire and nozzles. Use eye protection. The jet from a fuel
explosion. The engine must not be run in areas nozzle has very high pressure and great pene-
where there are explosive materials. tration power. Fuel can force its way deep into
body tissue and cause severe injury. There is a
risk of blood poisoning (septicemia).
Only use fuels and lubricating oils recom- Never use a high-pressure washer for cleaning
! mended by Volvo Penta. Refer to the Operator's ! the engine.
Manual for the product in question. Use of fuels Pay attention to the following when using a high-
that are of a lower grade may damage the pressure washer on components other than the
engine, the injection pump and the injectors. On actual engine: Never direct the water jet at
a diesel engine, low grade fuel can cause the seals, rubber hoses or electrical components.
control rod to bind and the engine to over-rev,
with the risk of engine damage and personal
injury as a result. Low fuel and oil grades may
result in high service, maintenance and repair
costs.
Fuel delivery pipes must not be bent or straight-

! ened under any circumstances. Cracks may
occur. Damaged pipes must be replaced.
47700583 04-2009 19
08-2 Special Service Tools
08-2 Special Service Tools

Följande specialverktyg används vid arbeten med
motorn. Verktygen kan beställas från AB Volvo Penta,
under angivet nummer.
75
8856
5
4
3
2
1
P0006701
885675 Break-out box 3838619 VODIA, diagnostic 9808648 Pin tool

tool
Adapter cable for sensor test. Complete tool. Used when joining electrical
cables for connectors.
p0005125 P0008793
9812519 Multimeter 9990014 Break out cable 9998482 Measuring tool

Used for measurements. Used for EMS2. Gauge for connector on control
unit.
9998534 Break out cable 9998699 Break-out box 9999324 Press tool
4-pin adapter cable for sensor Used for measurements. Used when joining electrical
test. cables for connectors.
p0005128
88890016 Break out cable

Used with 9998699 Break-out
box.
20 47700583 04-2009
30-0 General
30-0 General
Design and Function
47700583 04-2009 21
30-0 General
Component location
Location of switches and sensors, D9
4 5
3
11
8
9
10
P0007164
12 13
22 47700583 04-2009
30-0 General
1 Sensor, coolant level

2 Sensor, crankcase pressure
3 Stop button and fuses
4 Sensor, combined boost air pressure and boost air temperature
5 Sensor, combined oil pressure and oil temperature (engine)
6 DC/DC Converter
7 Sensor, fuel pressure
8 Sensor, water in fuel
9 Sensor, coolant temperature
10 Sensor, lube oil level (optional)
11 Engine control unit
12 Sensor, camshaft position
13 Sensor, flywheel position
47700583 04-2009 23
30-0 General
2 3
P
STO
10
8
P0008538
24 47700583 04-2009
30-0 General

3 Sensor, boost air temperature and pressure
4 Sensor, lube oil level
5 Sensor, piston cooling pressure
7 Sensor, combined oil pressure and oil temperature (engine)
9 Sensor, camshaft position
10 Sensor, flywheel position
47700583 04-2009 25
30-0 General

1 2 3 4 5
12
6
-800
D12
11
10 8
9
P0007165

2 Relays
3 Wastegate Valve
7 Speed sensor, flywheel
9 Sensor, oil temp and pressure
10 Switch, coolant level
11 Speed sensor, camshaft
12 Sensor, piston cooling
26 47700583 04-2009
30-0 General

3 4 5
1 2
15
14
8
13 10 9
12 11
P0007166
1 Switch, piston cooling

2 Power Module
3 Speed sensor, camshaft
4 AUX stop button
6 Speed sensor, flywheel
8 Sensor, seawater pressure
10 Sensor, oil temperature and level
11 Sensor, oil pressure
14 Sensor, coolant pressure
47700583 04-2009 27
30-0 General
Component description
AUX stop button
There are two different kinds of AUX stop buttons.
When the AUX stop button is pressed the power supply
to the engine control unit is switched off and the engine
will shut down.
Starter motor
Starter motor The starter motor is installed in the fly-
wheel housing, on the right-hand side of the engine.
The starter motor relay is connected between battery
positive and the engine control unit. When the relay is
to be activated during the starting sequence the engine
control unit alter the potential of the output.
The starter motor solenoid is engaged via the starter
relay, which is activated when the starter key is turned
to position III.
The starter relay (1) is installed on the side of the
starter motor solenoid.
If there is no power module installed, a first-start relay
is also included in the starter motor circuit. This is
located underneath the plastic housing beside the stop
button bracket.
Overheating protection
The starter motor circuit is automatically cut for 30 sec-
onds to protect the starter motor against overheating.
Leave the starter motor to cool for at least five minutes
(if possible) before making a new start attempt.
28 47700583 04-2009
30-0 General
Alternator 24 V – 80 A, 12 V – 115 A
The alternator is belt driven and mounted on the front
of the engine, on the left.
Wastegate valve (D12)

The engine is equipped with a turbocharger with a
wastegate. The wastegate controls the amount of
exhaust gas flow that passes through the exhaust tur-
bine. Air pressure taken from the inlet manifold is used
to control the amount that the wastegate opens. A
wastegate valve that is controlled by the EMS controls
the amount of air pressure to the wastegate. The EMS
uses a pulse width modulated signal to control the
wastegate valve.
Unit injector
The unit injectors are installed on the cylinder head,
underneath the valve cover.
The amount of fuel injected and injection duration is
controlled by the control unit, via electromagnetically
controlled fuel valves in the unit injectors. This means
that the engine always receives the correct volume of
fuel in all operating conditions, which offers lower fuel
consumption, minimal exhaust emissions etc.
The unit injectors are made and classified by tolerance.
Each unit injector is marked with a code on the top side

of the electric connection. If an injector is replaced, the
new code must be programmed for the cylinder con-
cerned using VODIA.
Piston cooling switch (D12, D16)

A valve is installed in the oil filter bracket which opens
or closes the oil supply for piston cooling, depending
on oil pressure. If the oil pressure is below 240 kPa (35
PSI), the valve closes the oil supply for piston cooling.
The piston cooling pressure is monitored by a pressure
monitor. The output signal from the pressure monitor
can only have two distinct positions, on/off, in the same
way as a relay output. The monitor is supplied with
current from the engine control unit. A preset pressure
limit of 150 kPa (22 PSI) determines when the monitor
switches on. The monitor opens if the pressure
exceeds this value.
At idle, the monitor can be closed without a fault code
being set.
47700583 04-2009 29
30-0 General
Sensor, piston cooling (D11)

The sensor measures piston cooling pressure and is
located in front of the engine. The sensor is an active
sensor, i.e. the sensor requires a supply voltage of +5
Volt. The sensor provides an output signal whose volt-
age is proportional to the pressure that the sensor
measures.
Sensor, fuel pressure

The sensor measures fuel pressure and is located on
the 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 is pro-
portional to the pressure that the sensor measures.
Sensor, coolant temperature

D9, D12, D16 The sensor is located on the left-hand side of the cyl-
inder head.
The sensor consists of a non-linear resistor, whose
resistance varies with coolant temperature. The resist-
ance falls as the coolant temperature rises.
D11
p0004941
30 47700583 04-2009
30-0 General
D9, D12 Sensor, air inlet pressure / intake

manifold temperature
The air inlet pressure and intake manifold tempera-
ture are measured by a combined sensor, which is
located in the inlet manifold.
The sensor is supplied by a 5 Volt reference voltage

from the engine control module.
The air inlet pressure sensor measures the abso-

lute pressure, which is the sum of the air inlet pressure
and atmospheric pressure. 300 kPa (44 PSI) corre-
sponds with a charge pressure of 200 kPa (29 PSI)
D11, D16 when atmospheric pressure is 100 kPa (15 PSI)).
The sensor provides a voltage signal which is propor-

tional to absolute pressure.
The intake manifold temperature sensor consists

of a non-linear resistor, whose resistance varies with
charge air temperature. The resistance falls as the
temperature rises.
Sensor, oil pressure/oil temperature,

engine
Oil temperature and oil pressure are measured by a
combined sensor.
The sensor is supplied with 5 Volt from the engine con-
trol module.
The sensor is installed on the oil filter bracket and

measures the pressure in the main oil gallery.
The oil temperature sensor consists of a non-linear

resistor, whose resistance varies with engine oil tem-
perature.
The resistance falls as the oil temperature rises.
The pressure signal gives an output signal whose

voltage is proportional to the pressure that the sensor
measures.
47700583 04-2009 31
30-0 General
D9, D12, D16 Sensor, camshaft position

The camshaft position sensor is located furthest back
on the right side of the engine and is identical with the
engine speed sensor.
The sensor is inductive. The sensor reads a toothed

wheel with seven teeth (six of which have the same
spacing) on the camshaft. The impulses from the cam
position sensor provide the control unit with informa-
tion about the cylinder which is next in line for fuel
injection.
D11
P0008694
Sensor, engine speed (flywheel)

The sensor is located on top of the flywheel housing
and is identical with the camshaft position sensor.
The sensor is inductive. This reads the crankshaft

angle and speed by means of grooves in the flywheel.
The signal is sent to the control unit, which calculates
the injection advance and the amount of fuel to be
injected.
External stop relay

The D9, D11, D12D-B MP and D16 engines are equi-
ped with a relay that can be remotely controlled by third
part equipment, e.g. a fire extinguishing system. The
engines individually shuts down when the relay is ener-
gized.
NOTICE! Leave the external stop connector uncon-

nected if the functionality is not to be used.
Fault codes presented on Vodia when external stop

relay is activated:
MID 128, PPID 6, FMI 11
32 47700583 04-2009
30-0 General
Engine control unit

The control unit checks and controls the unit injectors,
to ensure that the correct volume of fuel is injected into
each cylinder. It also calculates and adjusts the injec-
tion advance. Regulation is mainly done with the aid of
the engine speed sensors and the combined sensor
for boost air pressure/boost air temperature.
The EMS system processor is located in the control
unit, unit, protected from water and vibration.
The processor receives continuous information about:

• Engine Speed
• Throttle opening
• Oil pressure
• Oil temperature
• Crankcase pressure
• Boost air pressure/temperature
• Fuel pressure
• Fuel alarm, water in fuel
• Camshaft position
• Coolant level/oil level
• Coolant temperature
• Piston cooling pressure
The information provides information about current
operation conditions and allows the processor to cal-
culate the correct fuel volume, monitor engine status
etc.
Sensor, crankcase pressure

The sensor that is measuring the crankcase pressure
is located on the valve housing.
The sensor provides an output signal whose voltage is

proportional to the pressure that the sensor measures.
The sensor is supplied with 5 Volt from the engine con-

trol module.
47700583 04-2009 33
30-0 General
Switch, lube oil level (optional) (D9, D11,

D12)
The switch is located on the left-hand side of the oil
pan.
The switch can assume two states, on/off. When the

oil level is correct, the monitor is on, i.e. a current flows
to the engine control unit.
Oil level/temperature sensor (D9CC, D16)

The sensor is located in the oil sump. The purpose of
the level sensor is to detect if the oil level becomes too
low. A current is passed through the sensor and the
voltage measured across it is then proportional to the
oil level. A alarm signal is sent when the oil level is too
low. The temperature sensor consists of a non-linear
resistor, where the resistance is dependent on the
temperature of the resistor body. The resistance drops
as temperature rises.
Switch, coolant level

The switch is located under the coolant expansion
tank.
The switch can assume two states, on/off. When the

coolant level is correct, the monitor is on, i.e. a current
flows to the engine control unit.
Water switch, secondary fuel filter

A switch is located underneath the secondary fuel filter
in the water trap. Its task is to discover water in the fuel
system.
The switch consists of two copper pins, between which

resistance is measured. When the resistance falls
below a limit value (which happens when water gets
into the fuel), the control module receives an alarm
signal.
34 47700583 04-2009
30-0 General
Design and function

G System Description EMS2
EMS2* is a system for electronic diesel engine control.
The system has been developed by Volvo Penta and
A H includes fuel control and diagnostic function.
B I * EMS= ”Electronic Management System”.
C
ECU J Control unit
D
The EMS system processor is located in the control
E K
unit, protected from water and vibration.
F L The processor receives continuous information about:
• Engine speed
O
• Throttle opening
P0007162 N M
• Oil pressure
Engine Control Unit (ECU)
• Oil temperature
A Engine speed
B Throttle opening • Crankcase pressure
C Oil pressure/-temperature • Boost air pressure/temperature
D Boost air pressure/-temperature
• Fuel pressure
E Crankcase pressure
F Coolant temperature • Fuel alarm, ”water in fuel”
G Diagnostics • Camshaft position
H Camshaft position
• Coolant level/oil level
I Fuel alarm, water in fuel
J Fuel pressure
• Piston cooling pressure
K Coolant level/oil level The information provides information about current
L Piston cooling pressure operation conditions and allows the processor to cal-
culate the correct fuel volume, monitor engine status
M Checking the wastegate control (D12)
etc.
N Fuel volume
O Injection advance
47700583 04-2009 35
30-0 General
Fuel control
The amount of fuel injected into the engine and the
injection advance are fully electronically controlled, via
fuel valves and the unit injectors, once the control unit
has analyzed the engine’s fuel requirements.
This means that the engine always receives the correct
volume of fuel in all operating conditions, which offers
lower fuel consumption, minimal exhaust emissions
etc.
The control unit checks and monitors the unit injectors

to ensure that the correct volume of fuel is injected into
each cylinder, and it calculates and adjusts the injec-
tion advance. Regulation is mainly done with the aid of
the engine speed sensors and the combined sensor
for boost air pressure/boost air temperature.
The control unit controls the unit injectors via a signal
to the electromagnetically operated fuel valve in each
injector, which can be opened and closed.
When the fuel valve is open, fuel flows through the

holes 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 by
the mechanically driven pump piston in the unit injec-
tor. When enough pressure has been built up, fuel is
injected into the cylinder via the nozzle part of the unit
injector.
The fuel valve is re-opened and pressure in the unit

injector falls at the same time as fuel injection to the
cylinder ceases.
The control unit receives signals from various sensors
on the engine, which allow it to decide when the fuel
valve should be opened and closed.
Calculation of fuel quantity

The quantity of fuel to be injected into the cylinder is
calculated by the control unit. The calculation gives the
time when the fuel valve is closed (fuel is injected into
the cylinder when the fuel valve is closed).
The parameters which govern the amount of fuel

injected are:
• Demanded engine speed
• Engine protection functions
• Boost air temperature
• Boost air pressure
Normal start
Both the camshaft sensor and flywheel sensor function
normally. The engine is cranked until the engine con-
trol unit discovers that cylinder 1 is next in line for injec-
tion. Fuel is injected and the engine starts.
36 47700583 04-2009
30-0 General
Starting without the camshaft sensor

If the engine control unit discovers that the camshaft
signal is not available, the engine control unit will still
attempt to start the engine. When the engine control
unit detects a break in the pulse train from the flywheel
sensor, one of the cylinders is in the position for injec-
tion, but the engine control unit does not know which
one. The engine control unit guesses which cylinder is
next in line, and injects fuel at the same time as it mon-
itors engine speed to see if it increases.
If engine speed does not increase, the guess was
wrong and the engine control unit tries again. It will take
a bit longer time to start the engine, but it will start with
no problems apart from setting a fault code.
Starting without the flywheel sensor

If the engine control unit discovers that the flywheel
signal is not available, the engine control unit will still
attempt to start the engine. Injection will be monitored
using information from the camshaft sensor. Injection
will not be as exact as normal, and the engine will have
reduced power.
If the engine starts, idling speed will be unstable. The
engine control unit will not be able to do any cylinder
balancing.
Cylinder balancing
During idling, the control unit can provide the cylinders
with different amounts of fuel. This is to give the engine
more even idling. At higher engine speeds, all cylinders
receive the same amount of fuel.
Diagnostic Function
The EMS system has a built-in diagnostic function
which can discover any faults in the engine and sen-
sors.
The function of the diagnostic function is to discover
and localize any function faults in the EMS system, to
protect the engine and guarantee continued operation
if a serious function fault should occur.
Idling adjustment (low idle)

Idling speed can be adjusted to a value between 500–
750 rpm.
47700583 04-2009 37
30-0 General
Repair Instructions
General advice on working with EMS engines
The following advice must be followed to avoid damage to the engine control unit and other electronics.
IMPORTANT!
The system must be switched off and the system cur-
rent disconnected when any of the connectors on the
engine control unit is connected or disconnected.
• Only batteries may be used for start help. A help
• Never disconnect the current with the main
start device can produce a very high voltage and
switches when an engine is running.
damage the control unit and other electronics.
• Never undo a battery cable when the engine is
• If damage is discovered in a cable harness the
running.
two 36-pin connectors for the enginecontrol unit
• Turn the main switches off or disconnect the and the 8-pin connector between the engine and
battery cables during quick charging of the bat- the EVC system must be disconnected.
teries.
• If a connector is disconnected from a sensor, be
NOTICE! During normal trickle charging, it is not very careful to avoid allowing the contact pins to
necessary to turn the main switches off. come into contact with oil, water or dirt.
Electrical Welding
IMPORTANT!
Undo all connectors from the engine control unit before
you start electric welding.
IMPORTANT!
Cut the engine current before the control unit connec-
tor 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 and

from 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 to

be welded, or as close as possible to the weld site. The
clamp must never be connected to the engine or in
such a way that current can pass through a bearing.
IMPORTANT!
After welding is completed, the disconnected compo-
nents, such as alternator cables and battery cables
must be connected in the correct order.
38 47700583 04-2009
30-0 General
Fault tracing of cables and connectors

Special Tools: 9812519, 9998482. Contact problems
Intermittent contact or temporary recurring faults can
Check all connectors visually be difficult to fault trace, and are frequently caused by
Check the following: oxidation, vibration or poorly terminated cables.
• Look for oxidation which can impair contact in Wear can also cause faults. For this reason, avoid
connectors. disconnecting a connector unless it is necessary.
• Check that terminals are undamaged, that they Other contact problems can be caused by damage to
are correctly inserted into their connectors, and pins, sockets and connectors etc.
that the cable is correctly terminated in the ter-
minal. Shake cables and pull connectors during measure-
ment, to find where the cable is damaged.
• Check that there is good mechanical contact in
the connector. Use a loose pin to check this. Contact resistance and oxidation
IMPORTANT! Resistance in connectors, cables and junctions
The multi-pin connectors for the engine control should be close to 0 Ω. A certain amount of resistance
unit must only be checked with gauge 9998482. will occur, however, because of oxidation in connec-
• Carefully insert gauge 9998482 into the multipin tors.
connector. Pull and push the connector in and If this resistance is too great, malfunctions occur. The
out a few times and feel whether the terminal amount of resistance that can be tolerated before
socket grasps the tool. If the terminal socket malfunctions occur varies, depending on the load in
does not grasp, or if it feels slack, the connection the circuit.
pins should be changed. Please refer to ”Joining
electrical cables for multi-connector” Check the Open circuit
secondary locking in the connector. Possible reasons for faults could be chafed or broken
cables, or connectors which have come undone.
Use the wiring schedule to check the cable harnesses

which are relevant to the function. Start off with the
most 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 resist-
ance between the ends of the cable. Nominal
value close to 0 Ω.
• If possible, shake the cables and pull the con-
• If possible, shake the cables and pull the connectors during measurement to discover
nectors during measurement to discover whether the cable harness is damaged.
whether the cable harness is damaged.
• Check the next cable harness in the wiring
• Check that the cables are not damaged. Avoid schedule if no fault has been found.
clamping cables in tight bends close to the con-
nector.
• Check the function of the secondary locking.
47700583 04-2009 39
30-0 General
Connection of 9998699 Break-out box to

EMS2
Special Tools: 9990014, 9998699.
1 Dismount the engine control unit by loosen the 4
bolts.
P0008528
2 Loosen the clamps to the connectors.
P0008529
3 Remove engine connector A or B, depending on

what to measure, by lifting the yellow locking han-
dle.
P0008530
40 47700583 04-2009
30-0 General
4 Connect the engine control unit connector to the

2 brakeout cable 9990014 (1). Connect the brake-
1 out cable 9990014 to the engine control unit (2).
All pins from the engine control unit is accessible
in the measurebox 9998699.
9
869
999 7
6
14
5
13
4 21
12
3 20
11 28
2 19
10 27
1 18 35
9 26
17 34
8 25 42
16 33
24 41
15 32 49
23 40
31 48
22 39 56
30 47
38 55
29 46
37 54
45 62
36 53
44 61
52
43 60
51
59
50
58
57
P0008531
47700583 04-2009 41
30-0 General
Joining electrical cables for connectors

Special Tools: 9808648, 88890003, 88890058.
Repair kit: 1078054.
1 Disconnect the connector from the engine control
unit or from the power supply unit, please refer
to ”Control unit, changing”.
Undo the connector, to gain access to the cable
leading to the pin which is to be changed.
2 Undo the pin catch.
3 Remove the pin with tool no. 9808648.
NOTICE! Only remove one pin at a time.
4 Cut off the cable and the pin which is to be

changed. Join the cable with the new one, using
repair kit 1078054. Use cable crimping tool no.
88890003 with jaw 88890058.
P0007180
5 Carefully heat the joint with a hot air gun, to make

the insulation shrink and seal tightly.
42 47700583 04-2009
30-0 General
6 Put the pin back in the right place in the connector

before removing the next pin, if several pins are
to be changed. Check that the locking tongue
locks the pin in the connector.
7 Install the cables with insulation and tie wraps in
the connector, in the reverse order to disassem-
bly.
8 Install the connector in the reverse order to dis-
assembly.
9 Check that the connector and the matting con-
nector on the engine control unit or power supply
unit are clean and dry.
10 Join up the multi-pin connector. Please refer
to ”Control unit, changing” for advice on joining up
the connector.
11 Start the engine and check carefully that no fault
codes occur.
Fault tracing of the starter motor and

windings
Special Tools: Multimeter 9812519.
General
If battery voltage falls below 24.7 V (measured at the
battery), the starter motor will not be able to crank the
engine at normal speed. A fully charged battery has an
open circuit voltage of about 25.4 V.
Checking the power supply

1 Check that the battery voltage is at least 24.7 V
unloaded, by measuring the battery terminals
with multimeter 9812519.
2 Turn the main switch on.
3 Check that the voltage between positions 30 and
31 on the starter motor is the same as the battery
voltage.
47700583 04-2009 43
30-0 General
Checking the charging system Fault tracing the charging system

Special Tools: 9812519. Battery
Generally about alternators: 1 Check that all connectors at the battery is cor-
rectly assembled.
The voltage output from an alternator must be limited
to prevent the elecrolyte in the battery to evaporate. 2 Check the conditions of the cables to the battery.
The alternator output is regulated (limited) by the volt-
3 Check the water level in the battery.
age regulator in the alternator. The maximum current
that the alternator can deliver at regulated voltage 4 Check, if possible, the specific gravity of all cells.
output depends on the alternator revolution. To make
the alternator charging more efficient a sense cable when no charge
between the alternator and the battery+ can be added 1 Check the alternator belt tension.
to compensate if there is a voltage drop in the cable
between the alternator and the battery+. 2 Check that all connectors at the alternator and
at the battery is correctly assembled.
When the engine is started an excitation current is
needed to “wake up” the alternator. 3 Check the condition of all cables in the charging
NOTICE! It is the consumers (batteries included) system.
which decides the output current from the alternator. 4 Check the brushes length and condition.
5 Change, if possible, the regulator.
Measurements
1 Engine off. when undercharge
2 Use multimeter 9812519 to do a voltage meas- 1 Check the alternator belt tension.
urement over the battery. The nominal voltage 2 Check that all connectors at the alternator and
over a full loaded battery is approx. 12.6V or at the battery is correctly assembled.
25.2V.
3 Check the condition of all cables in the charging
3 Engine on. Run at 1500 rpm. system.
4 Use multimeter 9812519 to do a voltage meas- 4 Check the brushes length and condition.
urement over the battery. The nominal charging
voltage over the battery should be approx. 13.6– 5 Change, if possible, the regulator.
14.4 V or 27.8–28.6 V (if the sense cable is con-
when overcharge
nected).
1 Change, if possible, the regulator.
44 47700583 04-2009
30-0 General
Checking alternator brushes
Alternator brush removal
Valid for alternator 3587218 and 3840182.

1 Pull out the black plastic lid.
P0008398
2 Use a screwdriver to snap of the plastic lid over

the brush holders.
P0008399
3 Disassemble the two torx screws that holds the

two brush holders.
P0008405
47700583 04-2009 45
30-0 General
4 Pull out the brushes.
04
8
P0008406
5 If the brush is worn beyond the wear limit line, 5

mm (0.2"), it must be replaced.
5mm
P0008407
Alternator brush installation

1 Take care to that the brushes are placed accord-
ing to the illustration when installing.
P0008408
46 47700583 04-2009
30-0 General
Alternator faulttracing
Valid for alternator 20409228.
• NOTICE! Cut the current with the main switch.
• Remove all connectors on the alternator. B+, B–,
etc.
• Remove the plastic cover over the diods. The plastic
cover is fixed with two nuts on B1+, B2+, and a pozi-
drive screw.
• Loosen the three screws that holds the brushes and
the regulator.
Checking the brushes

Measure the length of the brushes between the brush
mating surface and the brush holder. If any brush is
damaged the brushes should be replaced.
Checking the regulator

• Set the multimeter 9812519 to diode measurement.
• Connect the probes between the brushes. Check
that there is no short circuit.
• Switch the probe points and check that there is no
short circuit.
• NOTICE! If a regulator fault is suspected install a
new regulator and test run the charge system.
Checking the rotor

• Connect one probe to each slip ring. The multimeter
should show low resistance but not 0 ohm (short
circuit) or infinity (open circuit).
• Check that the slip rings do not have any burn marks
or other damage.
Short circuit test the rotor

• Connect the probes between one of the slip rings
and the stator body. The multimeter should indicate
OL otherwise the rotor has a short circuit.
47700583 04-2009 47
30-0 General
Energizing sequence
1 When the main switch is closed, the engine con-
trol unit pin A8 (main relay hold) gets battery
potential. Main relay is not activated.
The PCU and HCU are energized (via the engine
connector pin 4).
2 When the starter key is turned to position I (ter-
minal 15a on the starter switch is connected to pin
30), the engine control unit pin A58 receives an
activation signal from the PCU via pin 5 in the
engine connector. Pin A8 alter its potential to
approx. 0.8 V and the main relay activates.
When the ignition is switched, the EVC equip-
ment such as the control panels and instruments
are activated. All relays connected to the starter
switch and start / stop panels are activated to
supply current to equipment which does not
belong to the EVC.
Changing the engine control unit

1 NOTICE! Cut the current with the main switch.
IMPORTANT!
The system must be disconnected from system volt-
age when the engine control unit connectors are dis-
connected or connected.
2 Remove the two connectors from the engine control
unit. Turn the locking arm down at the same time
as the connector is pulled outwards.
3 If the new engine control unit has recently been
programmed:
Start the engine and check if there are any faults.
P0008530
48 47700583 04-2009
30-0 General
Changing control unit

Programming the control unit
IMPORTANT!
The chassis number or engine serial number must be available to allow the software to be downloaded.
Action:
1 Log in to Volvo Penta Partner Networks web site, http://www.vppn.com
2 Choose ”Vodia” in the left-hand menu.
3 Choose ”ECU Programming” in the left-hand menu.
4 Follow the instructions under ”Download software”. Choose the control units to be re-programmed and click
the ”Download” button. The software for the selected control units is now downloaded to the PDA (Personal
Digital Assistant).
5 Take a look under ”Settings”, ”Software information” in Vodia to check that the software has been down-
loaded.
6 Connect the Vodia to the engine to be programmed.
7 Start with the engine control unit. Select ”Engine with mounting and equipment” in the Vodia menu.
Select ”MID 128 Control unit, programming”. Vodia will guide you through the entire programming process.
8 The next control unit is the vehicle control unit, PCU (Powertrain Control Unit). Select ”Electrical system and
instruments” in the Vodia menu. Select ”MID 187 Control unit, programming”. Vodia will guide you through
the entire programming process.
9 The next control unit to be programmed is the HCU (helm station control unit). Select ”Electrical system and
instruments” in the Vodia menu. Select ”MID 164 Control unit, programming”. Vodia will guide you through
the entire programming process.
NOTICE! All helm station control units on the same drive line should be programmed in one sequence.
NOTICE! Auto-configuration must be done when programming is finished.

10 Programming must be reported back to Volvo within 28 days. Log in to Volvo Penta Partner Networks web
site, http://www.vppn.com
12 Choose ” Report software” in the left-hand menu.
13 Follow the instructions for ”Report software/parameter”. Click ”Report software/parameter”.
47700583 04-2009 49
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Programming an empty control unit

When an ”empty” engine control unit is installed, where no software is programmed, the control unit must be
programmed. If the new control unit is to replace an existing control unit, the control units must have the same
part number. If the control units do not have the same part number, it will not be possible to program the new
control unit until a ”Conversion kit” has been ordered from Volvo Penta. If the control units have the same part
number, the new control unit can be programmed as usual, please refer to “Programming the Control Unit”.
If the part numbers are not the same, do as follows:
1 Have both part numbers available.

2 Log in to Volvo Penta Partner Networks web site, http://www.vppn.com
4 Choose ”Conversion kit” in the left-hand menu. A new page, ”Conversion kit / Accessory kit”, opens up.
5 Click the text ”Available conversions kits” which is shown in bold face. Follow the instructions described in
the window.
6 Return to the ”Conversion kit / Accessory kit” page and follow the instructions to order a new ”Conversion
kit”.
7 Volvo Penta’s computer system is now updated. This may take a minute or so before a confirmation is sent
back.
8 Programming of the control unit can now be done, please refer to “Programming the Control Unit”.
50 47700583 04-2009
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Function fault
Fault code information
• MID (“Message Indication Description”): • SID (“Subsystem Indication Description”):
The MID consists of a number which designates The SID consists of a number that designates a
the control unit that sent the fault code message. component to which the fault code relates (tach-
(e.g. the engine control unit). ometer, for example).
• PID (“Parameter Indication Description”): • PSID (“Proprietary SID”)
The PID consists of a number that designates a The same as the SID, but this is a Volvo-specific
parameter (value) to which the fault code relates component.
(oil pressure, for example).
• FMI (“Failure Mode Identifier”):
• PPID (“Proprietary PID”): FMI indicates the type of fault (please refer to
The same as the PID, but this is a Volvo-specific the FMI table below).
parameter.
FMI table – SAE-standard

FMI Display text SAE text
0 ”Value too high” Data valid but above normal operational range.
1 ”Value too high” Data valid but below operational range.
2 ”Faulty data” Data erratic, intermittent, or incorrect.
3 ”Electrical fault” Voltage above normal or shorted high.
4 ”Electrical fault” Voltage below normal or shorted to lower voltage.
5 ”Electrical fault” Current below normal or open circuit.
6 ”Electrical fault” Current above normal or grounded circuit.
7 ”Mechanical fault” Mechanical system not responding properly.
8 ”Mechanical or electrical fault” Abnormal frequency, pulse width, or period.
9 ”Communication fault” Abnormal update rate.
10 ”Mechanical or electrical fault” Abnormally large variations.
11 ”Unknown fault” Unidentifiable error.
12 ”Component fault” Faulty device or component.
13 ”Faulty calibration” Calibration value out of range.
14 ”Unknown fault” Special instructions.
15 ”Unknown fault” Reserved for future use.
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.
47700583 04-2009 51
30-0 General
NOTICE! The following must be done before fault tracing continues, to avoid changing functional sensors:
• If there is an active / inactive fault code

Remove the connector from the sensor. Check that there is no oxidation and that the connector pins are not
damaged. If there is a fault, please refer to ”Fault Tracing the Cables and Connectors”.
NOTICE! Some fault codes become inactive when the engine is stopped. Start the engine to check whether
the fault code is still inactive with the engine running.
• After an action with the connector
Put the connector* back. Check if the fault code becomes inactive. If the fault remains, measure the cables
and sensors to check them, as instructed.
NOTICE! * No grease in the connector.
Problems in identifying the engine Stop

control unit (MID 128) The system can not be shut down although the
In normal cases, VODIA identifies the engine control starter key is turned to position 0.
unit (MID 128) and the PCU (MID 187) automatically This can be caused by a short circuit in the cables
when the choice of engine installation is done. between the HCU and the key switch, by a short circuit
in the key switch or a fault in the stop/start panel.
The HCU must be in service mode to allow it to be
identified. Shut the system off with the AUX stop button.
If VODIA is not able to identify the engine control unit The starter motor is activated with the ignition on.
(MID 128), this will not be visible under ”Vehicle infor- If the starter motor is activated as soon as the switch
mation”. is turned, the diode in the key switch cable harness
might be short circuited. Fault trace the diode in
NOTICE! If the engine control unit has not been iden- accordance with the ”Checking the key switch diode”
tified, it can not be programmed. section.
One reason why identification can not be done is that

the PCU contains the wrong engine software or that
the J1708A and J1708B data buses between the
engine control unit and the PCU are short circuited to
each other. In this case, Vodia can not identify a con-
trol unit.
52 47700583 04-2009
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30-2 Fault Tracing
Fault Codes
MID 128, PID 20, Extended Range
Engine Coolant Pressure
MID 128: Engine control unit
FMI 1: Data valid but below operational range.

FMI 3: Voltage above normal or shorted high.
FMI 5: Current below normal or open circuit.
FMI Fault code explanation

1 Coolant pressure too low.
3, 5 Faulty sensor/Fault in sensor circuit.
Fault indication
Warning is displayed in the tachometer/display.
FMI 1: A red lamp flashes in the alarm display +

audible warning.
FMI 3, 5: An orange lamp flashes in the alarm dis-
play.
Symptom
FMI 1: Engine is derated.
FMI 3, 5: None.
Cable description
The sensor is an active sensor, i.e. the sensor must
receive operating voltage. Pin 17 on the engine control
20 GN/SB 2 unit (EMS2) connector B provides pin 1 on the sensor
(+)17 R 1 with an operating voltage of +5 Volt. Pin 4 on the sen-
SB sor is connected to battery negative via pin 18 on the
(-)18 4
b a EMS2.
EMS 2 The output signal from the coolant pressure sensor, pin
P0007184 2 on the sensor to pin 20 on the EMS2, is a voltage
signal that is proportional to the coolant pressure. The
a Coolant Pressure output signal is linear within the sensors working
b Connector B range.
(Grey)
47700583 04-2009 53
30-2 Fault Tracing
Fault tracing
FMI 1
Preconditions
Coolant pressure too low.
Conditions for fault code

The coolant pressure is below the set value of the
engine protection parameter. (For parameters, see the
engine protection map.)
Suitable action
1 Check the coolant level and the quality of the cool-
ant.
2 Check that no leakage occurs.
3 Check the coolant circulation pump.
4 Check the sensor by control measuring the coolant
pressure.
FMI 3
Preconditions
Abnormally high voltage or short circuit to higher volt-
age has been detected.

The voltage on pin B20 in the engine control unit
exceeds 4.95 Volt.
Possible reason
• Open circuit in the sensor negative cable.
• Short circuit between sensor signal cable and 5V
supply or battery voltage to coolant pressure sensor.
• Faulty sensor.
Suitable action
1 Check the cable harness between the sensor and
the EMS2.
2 Check the contact pressure in socket 18 in the
engine connector B.
3 Check the sensor.
54 47700583 04-2009
30-2 Fault Tracing
FMI 5
Preconditions
Current below normal or open circuit.

The voltage on pin B20 in the engine control unit is less
than 0.07 Volt.
Possible reason
• Open circuit in the sensor 5V supply cable.
• Open circuit in sensor signal cable.
• Short circuit between sensor signal cable and bat-
tery negative to coolant pressure sensor.
• Faulty sensor.
Suitable action
the EMS2.
engine connector B.
3 Check the sensor.
Measurements
Special Tools: 9812519, 9998534/885675.
Supply cable
1 NOTICE! Turn ignition off.
2 Disconnect the connector from the sensor. Connect
adapter cable 9998534 or 885675 between the
sensor and engine control unit.
3 Use multimeter 9812519 for voltage measurement.
4 Turn ignition on.
Measurement points Nominal value

1-4 U≈5V
47700583 04-2009 55
30-2 Fault Tracing
Negative cable
1 Cut the current with the main switch.
adapter cable 9998534 or 885675 to the cable har-
ness connector to the engine control unit.
3 Use multimeter 9812519 to do resistance meas-
urement towards the engine control unit.

4 - Battery negative R≈0Ω
9998534
P0007186
Signal cable

2-4 R ≈ 80 - 120 kΩ
NOTICE! Measurement is done to eliminate short cir-

cuiting or breaks in the cable to the engine control unit.
56 47700583 04-2009
30-2 Fault Tracing
Checking the coolant pressure sensor

1 Turn ignition off.
2 Disconnect the connector from the sensor.
3 Connect adapter cable 9998534 or 885675
between the sensor and engine control unit.
5 Turn ignition on.

2-4 U ≈ 0.5 V
Component specification
Working range 0–300 kPa (0–3 bar)
Power supply 5.00 ± 0.25 VDC
Nominal output voltage at 25 °C (77 °F) and supply volt-

age 5.00 V DC:
0.5 VDC at 0 kPa (0 bar)
4.5 V DC at 300 kPa (3 bar)
47700583 04-2009 57
30-2 Fault Tracing
MID 128, PID 94, Fuel Delivery

Pressure


1 Fuel pressure too low.
Fault indication
FMI 1: A red lamp flashes in the alarm display
+ audible warning.
play.
Symptom
None.
Cable description
a The sensor which measures fuel pressure is an active
sensor, which means that the sensor must have oper-
ating current.
The engine control unit, Connector B, pin 17, supplies
the sensor, pin 1 with +5 Volt. The sensor, pin 4, is
connected to battery negative via the engine control
unit, pin 18.
P0007189 The output signal from the pressure sensor (pin 2 on
sensor to pin 16 on the control unit) is a voltage signal
a Connector B which is proportional to the pressure measured by the
Color: Grey sensor. The output signal is linear within the sensors
working range.
58 47700583 04-2009
30-2 Fault Tracing
Fault tracing
FMI 1
Preconditions
Fuel pressure is too low. Fuel pressure depends on
engine revolution speed.

The fuel pressure is below the set value of the engine
protection parameter. (For parameters, see the engine
protection map.)
Suitable action
1 Check fuel level.
2 Open the fuel taps and check that no leakage
occurs.
3 Check the fuel hoses to ensure that none have
been crushed or kinked.
4 Change the fuel filters (primary and secondary fil-
ter).
5 Check the sensor by checking the fuel pressure.
6 Check the overflow valve and change it if neces-
sary.
7 Check the feed pump.
FMI 3
Preconditions

exceeds 4.95 Volt.
Possible reason
• Short circuit between the sensor signal cable and
the sensor 5 Volt supply cable or battery voltage.
Suitable action
1 Check cables and connectors between the sensor
and engine control unit.
engine connector B.
3 Check the sensor.
47700583 04-2009 59
30-2 Fault Tracing
FMI 5
Preconditions

The voltage on pin 16 in the engine control unit is less
than 0.07 Volt.
Possible reason
• Open circuit in 5V supply cable.
• Open circuit in signal cable.
the sensor negative cable.
• Faulty sensor.
Suitable action
2 Check the contact pressure in socket 16 and 17 in
the engine connector B.
3 Check the sensor.
Measurements
Special Tools: 9812519, 9998534/885675.
Supply cable
1 NOTICE! Turn the starter key to position 0.
3 Turn the starter key to position 1.

1-4 U≈5V
60 47700583 04-2009
30-2 Fault Tracing
Negative cable

4 - Battery negative* R≈0Ω
NOTICE! Battery negative (-) on alternator or starter

motor.
Signal cable

2 - Battery negative* R ≈ 80 - 120 kΩ
NOTICE! Measurement is done to eliminate short cir-

cuiting or breaks in the cable to the engine control unit.
NOTICE! Battery negative (-) on alternator or starter

motor.
47700583 04-2009 61
30-2 Fault Tracing
Checking the fuel pressure sensor


2-4 U ≈ 0. V
V Component specification

age 5.00 V DC:
P0007192 kPa NOTICE! At normal atmospheric pressure.
V Output voltage
kPa Fuel Pressure
62 47700583 04-2009
30-2 Fault Tracing
MID 128, PID 97, Water in fuel

indicator
FMI 0: Data valid but above normal operational range.


0 Water in Fuel.
3 Faulty sensor/Faulty switch circuit.
Fault indication
FMI 0: Indikeringen för ”vatten i bränsle” blin-

kar i larmpanelen.
FMI 3: An orange lamp flashes in the alarm dis-
play.
Symptom
None.
47700583 04-2009 63
30-2 Fault Tracing
Cable description
D9, D12 A water in fuel switch is located in the water trap under
the fuel filter. The switch senses the resistance
between two copper pins. The copper pins are in con-
tact with the fuel. When there is no water in the fuel,
R/BL SB Y the resistance is very high. If there is any water in the
fuel, the resistance falls.
B A C
At a threshold resistance (water has been detected),
the switch output signal (yellow cable) to the engine
a control unit pin 8 will be pulled down to zero by a tran-
sistor.
R/BL The engine control unit, pins 57 and 60 provides the
(+) 57
R/BL three pin switch with battery voltage. The switch is
(+) 60
(-) 10 connected via pin 10 on the engine control unit to bat-
SB tery negative.
8
Y
EMS
P0007194
a Connector B
Color: Grey
D9 CC, D16 D11
a
R SB Y Y SB R
B AC C AB
a SB
Y Y R /BL
SB
10 R /BL 4(+)
SB R /BL
R /BL 5(+) 10 2
SB
8
Y
EMS2 b 8 3
P0007195 Y
EMS2
a Connector B P0008540
Color: Grey
b Power Module
a Connector B
64 47700583 04-2009
30-2 Fault Tracing
Fault tracing
FMI 0
Preconditions
Water in Fuel

Water in the fuel trap has been detected.
Possible reason
• Water in fuel trap.
• Short circuit between the yellow cable of the water
in fuel switch and battery negative.
Suitable action
1 Empty the water in the fuel trap.
2 Check the cables to the water in fuel switch.
3 Check the water in fuel switch.
FMI 3
Preconditions
Faulty sensor/Faulty switch circuit.

Possible reason
Short circuit between the signal cable and the supply
cable to the water in fuel switch.
Suitable action
1 Check the cable harness between water in fuel
switch and EMS2.
47700583 04-2009 65
30-2 Fault Tracing
Measurements
Supply cable
2 Disconnect the connector from the water in fuel
switch.

Red/Blue conductor - U ≈ Battery voltage
Black conductor
Negative cable
switch.

Black conductor - Battery R≈0Ω
negative
Signal cable
switch.

Yellow conductor - Black U ≈ Battery voltage x 0,8
conductor
66 47700583 04-2009
30-2 Fault Tracing
Checking the water switch, fuel filter
D9, D12, D16

2 1 Remove the connector and remove the water
1 switch from the fuel fine filter(s).
Make sure that you have a collection vessel avail-
able, since some fuel will run out of the filter.
+24V 2 Connect the red wire (2) to a voltage source of

3
+24V.
+24V Use multimeter 9812519 for voltage measurement.
Connect the multimeter between the yellow wire
(1) in the connector and the red wire (2).
Connect the black wire (3) in the connector to
ground (–).
H2O The multimeter should display 0 V.
P0007196 3 Dip the switch contact pins in a bowl of water.

The multimeter should read 23–24 V when there is
1 Red conductor i kontaktdon.
water between the switch contact pins.
2 Yellow conductor i kontaktdon. 4 The multimeter should display 0 V when the switch
is lifted out of the water.
3 Black conductor i kontaktdon.
D11
1 Remove the switch.
2 Disconnect the connector to the water in fuel
switch.
urements.

Switch immersed in fuel R≈0Ω
Switch immersed in fuel R≈∞Ω
47700583 04-2009 67
30-2 Fault Tracing
MID 128, PID 98, Engine oil level

D9, D11, D12

1 Oil level too low.
3 Faulty sensor/Fault in sensor circuit.
Fault indication
D9CC, D16 FMI 1: Oil level indication flashes in the alarm

panel + audible warning.
FMI 3: An orange lamp flashes in the alarm dis-
play.
Symptom
None.
68 47700583 04-2009
30-2 Fault Tracing
Cable description
D9, D12: D9, D11, D12

The lube oil level in the engine is monitored by a level
switch. The level switch output signal, pin 3 on the
switch to pin 7 (pin 26 on D11) on the engine control
unit, is one of two voltage levels: High/Low.
The output has zero potential if a satisfactory oil level

has been detected. The engine control unit, pin 57
(alt. pin 60 on D11), provides the level switch, pin with
EMS2
current. The level switch, pin 2, is connected to battery
negative via the engine control unit, pin 10.
a Oil level switch

b Connector B
D11
a
(-)10 SB
(+)57,60 R/BL
a Connector A
2
1 c b Connector B
b 3 c Oil level switch
GN/W
26
P0008587
D9CC, D16 D9CC, D16

b The oil temperature and the oil level sensor is a com-
bined sensor. The oil level sensor, pin 1, is fed a cur-
rent pulse of approx. 250 mA during approx. 600 ms
GN/SB 4 1 and the voltage output will be sampled three times
3
c during this time.
SB
10 2 3 To obtain the oil level the oil temperature has to be
used as a reference due to that the oil level output
4 GN/W voltage will alter depending on the oil temperature.
a Connector A
a b Connector B
c Oil temperature and oil level sensor
GR/OR
31
EMS2
P0008588
47700583 04-2009 69
30-2 Fault Tracing
Fault tracing
FMI 1
Preconditions
Oil level too low.
Suitable action
1 Check the oil level in the engine.
3 Check the sensor.
FMI 3
Preconditions
Possible reason
• Faulty sensor.
Suitable action
the EMS2.
2 Level sensor: Check the contact pressure in socket
3 and 4 in the engine connector B.
3 Check the sensor.
70 47700583 04-2009
30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Supply cable

1-2 U ≈ Battery voltage
Negative cable

NOTICE! Battery negative (–) on alternator or starter

motor.
47700583 04-2009 71
30-2 Fault Tracing
Checking the oil switch
Engine stopped
1 Put a suitable vessel underneath the oil pan.
2 Undo the connector and remove the switch from the
engine.
NOTICE! Temporarily install a plug (M18 x 1.5) with
gasket (part no. 960632 and 11998) in the oil pan
to prevent oil from running out.
WARNING!
Hot oil and hot surfaces can cause burns.
3 Connect adapter cable 9998534 or 885675 to the

oil level switch.
Connect power supply that provides +12/24V to
cable 1. Connect a 24 V (W) bulb between cable 3
and a power supply that provides +24V. Connect
cable 2 to battery negative (–).
4 Put the switch vertically into a vessel containing
engine oil. The bulb should light up.
A Oil
5 Lift the sensor up out of the oil bath and check that
the bulb goes out.
72 47700583 04-2009
30-2 Fault Tracing
MID 128, PID 100, Engine oil

pressure


1 Oil pressure too low.
Fault indication
FMI 1: Oil pressure indication flashes in the

alarm panel + Audible warning.
play.
Symptom
D9, D11, D12 FMI 1: Engine is derated.
a c FMI 3, 5: None.
(+)7 R 4 1 Cable description

(-)11 SB
3 P2 The sensor which measures oil pressure, is a com-
GR / OR bined sensor which also measures oil temperature.
31
(Combined sensor on D9, D11 and D12. D16 has a
separate oil temperature sensor).
The sensor is an active sensor, i.e. it must have oper-
ating voltage.
BL / OR The engine control unit, connector A, pin 7, supplies
11
the sensor, pin 1 with +5 Volt. The sensor, pin 4, is
connected to battery negative via the engine control
unit, connector A, pin 11.
b The output signal from the pressure sensor, pin 2, to
P0007206
the engine control unit, connector B, pin 11, is a voltage
signal which is proportional to the oil pressure (after
a Connector A
the oil filters).
Color: Black
b Connector B
Color: Grey
c Oil pressure sensor
47700583 04-2009 73
30-2 Fault Tracing
Fault tracing
FMI 1
Preconditions
Oil pressure too low.

Oil pressure depends on engine speed.
The oil pressure is below the set value of the engine
protection map.)
Suitable action
1 Check the oil level in the engine and the oil quality.
3 Check that the oil filters are not blocked. Change oil
filters and engine oil.
4 Check the sensor by checking the engine oil pres-
sure.
5 Check if the safety valve or the pressure relief valve
is stucked open.
FMI 3
Preconditions

The voltage on pin B 11 in the engine control unit
exceeds 4.95 Volt.
Possible reason
• Faulty sensor.
Suitable action
2 Check the sensor.
74 47700583 04-2009
30-2 Fault Tracing
FMI 5
Preconditions

The voltage on pin B 11 in the engine control unit is
less than 0.07 Volt.
Possible reason
• Faulty sensor.
Suitable action
engine connector B and in the socket 7 in the
engine connector A.
3 Check the sensor.
47700583 04-2009 75
30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Supply cable

1-4 U≈5V
Negative cable

NOTICE! * Battery negative (-) on alternator or starter

motor.
4
9998534
P0007186
76 47700583 04-2009
30-2 Fault Tracing
Signal cable

NOTICE! * The measurement should exclude short

circuiting or open circuit in the cable to the engine con-
trol unit.
47700583 04-2009 77
30-2 Fault Tracing
Checking the oil pressure sensor*

NOTICE! * Combined sensor, oil pressure and oil tem-
perature (engine).
Special Tools: 9812519, 9998534/885675.


2-4 U ≈ 0,5 V*
NOTICE! * At normal atmospheric pressure.
Power supply 5.00 ± 0,25 VDC

age 5.00 V DC:
P0007192 kPa NOTICE! At normal atmospheric pressure.
V Output voltage
kPa Oil pressure
78 47700583 04-2009
30-2 Fault Tracing
MID 128, PID 105, Intake manifold

temperature
D9, D12
FMI 0: Data valid but above normal operational range
FMI 4: Voltage below normal or shorted to lower volt-
age.

0 Excessive intake manifold air temperature.
Fault indication
D11, D16 FMI 0: A red lamp flashes in the alarm display

+ audible warning.
play.
Symptom
FMI 4, 5: None.
47700583 04-2009 79
30-2 Fault Tracing
D9, D12 Cable description

The intake manifold temperature sensor consists of a
thermistor which forms a closed circuit with an internal
resistor in the engine control unit (EMS2). The ther-
mistor resistor changes in a non-linear manner,
depending on the intake manifold temperature. The
EMS2 provides the circuit with a reference voltage of
+5 Volt. The EMS2 measures the voltage drop over the
thermistor via pin 47 and pin 11 on the EMS2. Pin 1 on
the sensor is connected to battery negative via pin on
a Connector A the EMS2. When the intake manifold air is cold, the
Color: Black thermistor resistance is high and the EMS2 senses a
b Air inlet pressure/intake manifold temperature
high voltage drop. As the intake manifold air warms up,
the resistance in the thermistor falls and the voltage
drop across it falls.
D11, D16 Please refer to the table, “Resistance/temperature” in

a this fault code chapter.
P0007209
a Connector A
Fault tracing
FMI 0
Preconditions
Boost air temperature too high.

The intake manifold air temperature exceeds the set
value of the engine protection parameter. (For param-
eters, see the engine protection map).
Suitable action
1 Check that the engine temperature, coolant tem-
perature, has a normal value.
2 Check the sensor.
80 47700583 04-2009
30-2 Fault Tracing
FMI 4
Preconditions
The voltage is less than the normal value or is short
circuited to battery negative.

The voltage on pin A47 in the engine control unit is less
than 0.07 Volt.
Possible reason
• Faulty sensor.
Suitable action
2 Check the sensor.
FMI 5
Preconditions

The voltage on pin A47 in the engine control unit
exceeds 4.95 Volt.
Possible reason
• Faulty sensor.
Suitable action
engine connector A.
3 Check the sensor.
47700583 04-2009 81
30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Negative cable

D9, D12 4 - Battery R≈0Ω
negative*
negative*
NOTICE! * Battery negative (–) on alternator or starter

motor.
Signal cable
D9, D12 3-4 U≈5V
D11, D16 1-2 U≈5V

7 Turn ignition on.
D9, D12 3-4 U ≈ 0.5 - 4.5 V*
D11, D16 1-2 U ≈ 0.5 - 4.5 V*
NOTICE! * Depending on the temperature.
82 47700583 04-2009
30-2 Fault Tracing
Checking the intake manifold temperature

sensor
Special Tools: 9812519, 9998534/885675.
NOTICE! Do not connect the other end of the
adapter cable to the engine cable harness, since
this can cause a measurement error.
3 Use multimeter 9812519 to measure the resistance
of the sensor.
D9, D12 D11, D16

Measurement points Nominal value Measurement points Nominal value
3-4 R ≈ 48401 Ω +/- 3088 Ω 1-2 R ≈ 9426 Ω +/- 470 Ω
(at –20° C (–4° F)) (at –10° C (14° F))
3-4 R ≈ 16233 Ω +/- 895 Ω 1-2 R ≈ 5896 Ω +/- 332 Ω
(at 0° C (32° F)) (at 0° C (32° F))
3-4 R ≈ 6201 Ω +/- 283 Ω 1-2 R ≈ 2511 Ω +/- 109 Ω
(at 20° C (68° F)) (at 20° C (68° F))
3-4 R ≈ 2648 Ω +/- 97 Ω 1-2 R ≈ 1200 Ω +/- 47 Ω
(at 40° C (104° F)) (at 40° C (104° F))
3-4 R ≈ 1240 Ω +/- 42 Ω 1-2 R ≈ 612 Ω +/- 22 Ω
(at 60° C (140° F)) (at 60° C (140° F))
3-4 R ≈ 627 Ω +/- 26 Ω 1-2 R ≈ 329 Ω +/- 11 Ω
(at 80° C (176° F)) (at 80° C (176° F))
3-4 R ≈ 339 Ω +/- 15 Ω 1-2 R ≈ 186 Ω +/- 5 Ω
(at 100° C (212° F)) (at 100° C (212° F))
3-4 R ≈ 195 Ω +/- 10 Ω 1-2 R ≈ 110 Ω +/- 4 Ω
(at 120° C (248° F)) (at 120° C (248° F))
47700583 04-2009 83
30-2 Fault Tracing
MID 128, PID 106, Air inlet pressure

D9, D12

0 Air inlet pressure too high.
Fault indication

D11, D16 + audible warning.
play.
Symptom
FMI 3, 5: None.
84 47700583 04-2009
30-2 Fault Tracing
Cable description
D9, D12 The sensor, which measures air inlet pressure is a
combined sensor, which means that it also measures
intake manifold air temperature. The sensor is an
active sensor, i.e. the sensor must have operating volt-
age.
The engine control unit, pin 7, supplies the sensor, pin
1 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 on
sensor to connector A pin 22 on the engine control unit)
is a voltage signal which is proportional to the pressure
a Connector A measured by the sensor. The output signal is linear
Color: Black within the sensors working range.
D11, D16
a Connector A
Fault tracing
FMI 0
Preconditions
Air inlet pressure too high.

The boost air pressure exceeds the set value of the
Suitable action
1 Check the compressor unit. The turbocharger must
comply with the specification for the engine.
2 Check the sensor by checking the air inlet pressure.
3 Check the wastegate valve function.
NOTICE! Only applies to D12.
47700583 04-2009 85
30-2 Fault Tracing
FMI 3
Preconditions

exceeds 4.95 Volt.
Possible reason
• Faulty sensor.
Suitable action
engine connector B.
3 Check the sensor.
FMI 5
Preconditions

than 0.07 Volt.
Possible reason
• Short circuit between the sensor power 5V supply
cable and the sensor negative cable.
• Faulty sensor.
Suitable action
the engine connector A.
3 Check the sensor.
86 47700583 04-2009
30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Negative cable

negative*
negative*

motor.
Signal cable

D9, D12 2 - 4* R ≈ 80 - 120 kΩ
D11, D16 4 - 1* R ≈ 80 - 120 kΩ
NOTICE! * The measurement must eliminate short cir-

cuiting or open circuit in the cable to the engine control
unit.
47700583 04-2009 87
30-2 Fault Tracing
Supply cable

D9, D12 1-4 U≈5V
D11, D16 1-3 U≈5V
88 47700583 04-2009
30-2 Fault Tracing
Checking the air inlet pressure sensor

NOTICE! Combined sensor, boost pressure and boost
temperature.
Special Tools: 9812519, 9998534/885675.

4 Use multimeter 9812519 to do voltage measure-
ment towards the engine control unit.

D9, D12 2-4 U ≈ 1.2 V*
D11, D16 1-4 U ≈ 1.1 V*
D9, D12
Working range 40–400 kPa (0.4–4.0 bar)

age 5.00 V DC:
0.5 VDC at 40 kPa (0.4 bar)
D11, D16

age 5.00 V DC:
47700583 04-2009 89
30-2 Fault Tracing
MID 128, PID 110, Engine coolant

temperature
D9, D12, D16
age.

0 Coolant temperature too high.
Fault indication
D11
FMI 0: The warning symbol in the alarm panel
flashes red. The coolant temperature
symbol in the alarm panel flashes red.
Audible warning.
play.
Symptom
FMI 4, 5: None.
p0004941
Cable description
b The coolant temperature sensor consists of a thermis-
tor which forms a closed circuit with the engine control
a
unit. The property of a thermistor is that its resistance
changes non-linearly with temperature in the medium
it measures. The engine control unit connector B pin
27, supplies the sensor, pin 2 with a reference voltage
of +5 Volt. The sensor, pin 1, is connected to battery
P0007217 When the coolant is cold, the thermistor resistance is
high and the engine control unit senses a voltage close
a Coolant temperature sensor to the reference level. When the coolant heats up, the
resistance in the thermistor falls and the voltage drop
b Connector B
across it falls.
Please refer to the ”Resistance/temperature” table.
90 47700583 04-2009
30-2 Fault Tracing
Fault tracing
FMI 0
Preconditions
Coolant temperature too high.

Coolant temperature exceeds the set value of the
engine protection map).
Possible reason
• Low coolant level.
• Blocked seawater 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
1 Check the coolant level.
2 Check that the system does not leak.
3 Check that the seawater filter is not blocked.
4 Remove the end wall from the reverse gear oil
cooler and check if the oil cooler is blocked.
5 Check the impeller in the seawater pump.
6 Check the coolant temperature sensor.
7 Clean the heat exchanger in the cooling system.
47700583 04-2009 91
30-2 Fault Tracing
FMI 4
Preconditions
The voltage is less than the normal value or is short
circuited to battery negative.

Voltage at the engine control unit, pin B27, is less than
0.07 Volt.
Possible reason
• Faulty sensor.
Suitable action
2 Check the sensor.
FMI 5
Preconditions

Voltage at the engine control unit, pin B27, is more than
4.95 Volt.
Possible reason
• Faulty sensor.
Suitable action
3 Check the sensor.
92 47700583 04-2009
30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Negative cable


motor.
Signal cable
cable harness connector to the engine control unit.
3 Use multimeter 9812519 to do voltage measure-
ment towards the engine control unit.
1-2 U≈5V
47700583 04-2009 93
30-2 Fault Tracing

7 Turn ignition on.
1-2 U ≈ 0.5 - 4.5V*
NOTICE! * Depending on the temperature.
Checking the coolant temperature sensor

Special Tools: 9812519, 9998534/885675.
adapter cable 9998534 or 885675 to the sensor. Do
not connect the other end of the adapter cable.
of the sensor.
Set point at (Measurement points 1-2):

100 °C (212 °F) R ≈ 104 Ω ±4 Ω
80 °C (176 °F) R ≈ 190 Ω ±8 Ω
60 °C (140 °F) R ≈ 375 Ω ±20 Ω
40 °C (104 °F) R ≈ 800 Ω ±50 Ω
20 °C (68 °F) R ≈ 1870 Ω ±140 Ω
0 °C (32 °F) R ≈ 4930 Ω ±440 Ω
P0005119
°C Coolant Temperature
Ω Resistance
94 47700583 04-2009
30-2 Fault Tracing
MID 128, PID 111, Coolant level

FMI 1: Data valid but below operational range


1 Coolant level too low.
3 Faulty sensor/Fault in sensor circuit.
Fault indication
FMI 1: Coolant indication flashes in the alarm panel.

FMI 3: None.
Symptom
None.
Cable description
b The coolant level in the engine is monitored by a level
switch.
a
Connector B pin 23 on the engine control unit provides
pin 1 on the level switch with a voltage of approx.
0.8*battery voltage. Pin 2 on the level switch is con-
nected to battery negative via pin 10 on the engine
control unit. The level switch has two states: infinite
P0007222 resistance or zero resistance.
The level switch consists of two sections, the actual

a Coolant level monitor
switch and a magnetic float which is built into the
b Connector B expansion tank. The switch senses the position of the
Color: Grey magnetic float. When the coolant level falls, the float
operates the switch and the level switch resistance
falls to zero and a closed circuit is formed.
47700583 04-2009 95
30-2 Fault Tracing
Fault tracing
FMI 1
Coolant level too low.
Possible reason
• Low coolant level.
• Coolant leakage.
• Short circuit between pin B23 and battery negative.
• Faulty coolant level switch.
Suitable action
1 Check the coolant level.
3 Check the wiring to the coolant level switch.
4 Check the level switch.
FMI 3
Preconditions

The voltage on pin B23 in the engine control unit is too
high.
Possible reason
Short circuit to battery voltage on pin B23.
Suitable action
1 Check the cable harness between the coolant level
switch and the EMS2.
96 47700583 04-2009
30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Supply cable
1 NOTICE! Turn ignition off
4 Turn ignition on.
1-2 U ≈ Battery voltage x 0.8
Negative cable

47700583 04-2009 97
30-2 Fault Tracing
Checking the coolant switch

1 Undo the connector and remove the switch from the
expansion tank.
WARNING!
Stop the engine and let it cool before starting work
on the cooling system. Hot fluids and hot surfaces
can cause burns.
urement against the switch.
Blue conductor - Black R≈∞Ω
conductor (Coolant level is ok.)
3 Move a magnet along the switch and observe the

resistance value.
Blue conductor - Black R≈0Ω
conductor (Coolant level too low.)
98 47700583 04-2009
30-2 Fault Tracing
MID 128, PID 153, Crankcase

pressure


0 Crankcase pressure too high.
Fault indication

+ audible warning.
play.
Symptom
FMI 0: Engine is derated and limited to 1200
rpm.
FMI 3, 5: None.
Cable description
b The sensor which measures crankcase pressure is an
active sensor, which means that the sensor must have
a
operating current.
The engine control unit, pin 17, supplies the sensor,

pin 1 with +5 Volt. The sensor, pin 4, is connected to
battery negative via the engine control unit, pin 18.
The output signal from the pressure sensor (pin 2 on

P0007226 sensor to connector B pin 28 on the control unit) is a
voltage signal which is proportional to the crankhouse
a Crankcase pressure sensor pressure. The output signal is linear within the sensors
b Connector B working range.
It is the velocity of a rising crankcase pressure that

trigger the alarm.
47700583 04-2009 99
30-2 Fault Tracing
Fault tracing
FMI 0
Preconditions
Crankcase pressure too high.

Rapid increase of the crankcase pressure. (For derat-
ing, see the engine protection map.)
Possible reason
• Fault in sensor cables.
• Worn or damaged cylinder liners, pistons or piston
rings.
• Blocked crankcase ventilation.
• Faulty sensor.
Suitable action
2 Check and clean the crankcase ventilation system.
3 Check the sensor by checking the fuel crankcase
pressure.
FMI 3
Preconditions

exceeds 4.78 Volt.
Possible reason
1 Short circuit between the sensor signal cable and
2 Open circuit in the sensor negative cable.
3 Faulty sensor.
Suitable action
engine connector B.
3 Check the sensor.
100 47700583 04-2009

30-2 Fault Tracing
FMI 5
Preconditions
Current below normal or open circuit

than 0.30 Volt.
Possible reason
• Faulty sensor.
Suitable action
3 Check the sensor.
Measurements
Special Tools: 9812519, 9998534/885675.
Supply cable
1-4 U≈5V
47700583 04-2009 101

30-2 Fault Tracing
Negative cable


motor.
4
9998534
P0007186
Signal cable
NOTICE! The measurement should exclude short cir-

cuiting or open circuit in the cable to the engine control
unit.


motor.
102 47700583 04-2009

30-2 Fault Tracing
Checking the crankcase pressure sensor

2-4 U ≈ 2.9 V*

age 5.00 V DC:
4.5 VDC at 140 kPa (1.4 bar)
V Output voltage
kPa Crankcase Pressure
47700583 04-2009 103

30-2 Fault Tracing
MID 128, PID 158, ECU battery

potential

1 Value too low.
Fault indication
• Warning is displayed in the tachometer/display.
• An orange lamp flashes in the alarm display.
• Battery indication flashes in the alarm panel.
Symptom
None.
Cable description
The EMS2 monitors the supply voltage at pin B57 and
pin B60.
104 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 1
Preconditions
Data valid but below operational range.

• Battery voltage is less than 13.2 Volt when the
engine is running.
(Applies to a 12 Volt system).
• Battery voltage is less than 25.5 Volt when the
engine is running.
(Applies to a 24 Volt system).
Possible reason
• Alternator drive belt, alternator does not charge.
• Fault in battery, cables or connectors.
• Faulty alternator.
• Faulty sensor cable.
Suitable action
1 Check that the alternator charges.
2 Check the sensor cable.
3 Check the battery cables and the battery connec-
tions.
4 Check/charge the batteries.
47700583 04-2009 105

30-2 Fault Tracing
MID 128, PID 173, Exhaust gas

temperature

age.

0 Exhaust temperature too high
Fault indication

+ audible warning.
play.
Symptom
None.
Cable description
Exhaust temperature sensor consists of a Pt-200 sen-
sor where the resistance changes depending on
exhaust temperature. The resistance increases with
rising exhaust temperature.
Pin 44 on the engine control unit (EMS2) connector B

provides pin 2 on the sensor with an operating voltage
of +5 Volt. Pin 1 on the sensor is connected to battery
negative via pin 18 on the EMS2. The voltage drop
across the sensor changes as exhaust temperature
changes.
106 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 0
Preconditions
Exhaust temperature too high

Exhaust temperature exceeds the set value of the
Suitable action
1 Check that the exhaust pipe has not been damaged
and that there are no restrictions.
2 Check the sensor.
3 Check the exhaust back pressure.
FMI 4
Preconditions
Voltage below normal or shorted to lower voltage.

than 0.07 Volt.
Possible reason
• Faulty sensor.
Suitable action
the EMS2.
2 Check the sensor.
47700583 04-2009 107

30-2 Fault Tracing
FMI 5
Preconditions

exceeds 4.95 Volt.
Possible reason
• Open circuit in sensor negative cable.
• Faulty sensor.
Suitable action
the EMS2.
3 Check the sensor.
108 47700583 04-2009

30-2 Fault Tracing
Measurements
Signal cable
4 NOTICE! Turn ignition on.

1-2 U≈5V
Negative cable

47700583 04-2009 109

30-2 Fault Tracing
Checking exhaust temperature sensor

2 Remove the connector from the sensor and
remove the sensor from exhaust bend to check
that the sensor has no visible damage.
3 Use multimeter 9812519 to measure resistance
between the two contact pins on the sensor. The
resistance shall agree with the values in the
chart.
°C Exhaust Temperature
Ω Resistance
Measure- Nominal resistance value Nominal voltage value measured over the
ment points sensor
1-2 R ≈ 185 Ω at -20° C U ≈ 0.78 V at -20° C
vid vid
1-2 R ≈ 200 Ω at 0° C U ≈ 0.84 V at 0° C
1-2 R ≈ 220 Ω at 25° C U ≈ 0.90 V at 25° C
1-2 R ≈ 238 Ω at 50° C U ≈ 0.96 V at 50° C
1-2 R ≈ 276 Ω at 100° C U ≈ 1.08 V at 100° C
1-2 R ≈ 313 Ω at 150° C U ≈ 1.19 V at 150° C
1-2 R ≈ 349 Ω at 200° C U ≈ 1.29 V at 200° C
1-2 R ≈ 385 Ω at 250° C U ≈ 1.39 V at 250° C
1-2 R ≈ 420 Ω at 300° C U ≈ 1.48 V at 300° C
1-2 R ≈ 454 Ω at 350° C U ≈ 1.56 V at 350° C
1-2 R ≈ 488 Ω at 400° C U ≈ 1.64 V at 400° C
1-2 R ≈ 521 Ω at 450° C U ≈ 1.71 V at 450° C
1-2 R ≈ 554 Ω at 500° C U ≈ 1.78 V at 500° C
1-2 R ≈ 618 Ω at 600° C U ≈ 1.91 V at 600° C
1-2 R ≈ 679 Ω at 700° C U ≈ 2.02 V at 700° C
1-2 R ≈ 738 Ω at 800° C U ≈ 2.12 V at 800° C
1-2 R ≈ 795 Ω at 900° C U ≈ 2.21 V at 900° C
1-2 R ≈ 849 Ω at 1000° C U ≈ 2.30 V at 1000° C
110 47700583 04-2009

30-2 Fault Tracing
MID 128, PID 175, Engine oil

temperature
(D9, D11, D12)

age.

0 Engine oil temperature too high.
Fault indication

+ audible warning.
play.
Symptom
a c FMI 0: Engine is derated.
FMI 4, 5: None.
(+)7 R 4 1
(-)11 SB Cable description
3 P2
GR / OR The sensor which measures oil temperature, is a com-
31
bined sensor which also measures oil pressure.
The property of a thermistor is that its resistance
changes non-linearly with temperature in the medium
it measures. When the oil in the engine is cold, the
thermistor resistance is high. When the oil warms up,
BL / OR
11 the thermistor resistance falls.
The voltage drop across the thermistor changes as the

oil temperature changes. The voltage drop is detected
b via connector A pin 31 on the engine control unit. The
P0007206
engine control unit, pin 7, supplies the sensor, pin 1
with +5 Volt. The sensor, pin 4, is connected to battery
a Connector A
Color: Black
Please refer to the table, ”resistance/oil temperature,
b Connector B engine”.
Color: Grey
c Oil temperature sensor
47700583 04-2009 111

30-2 Fault Tracing
Fault tracing
FMI 0
Preconditions
Engine oil temperature too high.

Oil temperature exceeds the set value of the engine
protection map.)
Suitable action
2 Check the coolant level and the engine tempera-
ture.
4 Check the sensor.
5 Clean the oil cooler system and check the bypass
valve for the oil cooler.

shop manual group 22, Lubrication system”.
FMI 4
Preconditions

than 0.07 Volt.
Possible reason
• Faulty sensor.
Suitable action
2 Check the sensor.
112 47700583 04-2009

30-2 Fault Tracing
FMI 5
Preconditions

exceeds 4.95 Volt.
Possible reason
• Open circuit in sensor negative cable.
• Faulty sensor.
Suitable action
engine connector A and in socket 11 in the engine
connector B.
3 Check the sensor.
47700583 04-2009 113

30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Negative cable


motor.
4
9998534
P0007186
114 47700583 04-2009

30-2 Fault Tracing
Supply cable
3-4 U≈5V

7 Turn ignition on.
3-4 U ≈ 0.5 - 4.5 V
(depending on the temper-
ature)
47700583 04-2009 115

30-2 Fault Tracing
Checking the oil temperature sensor*

NOTICE! * Combined sensor, oil pressure and oil tem-
perature (engine).
Special Tools: 9812519, 9998534/885675

adapter cable 9998534 or 885675 to the sensor. Do
not connect the other end of the adapter cable.
of the sensor.
kΩ Measure- Nominal value

ment points
3-4 R ≈ 4981Ω +/- 503Ω
(at 0° C (32 °F))
3-4 R ≈ 1900Ω +/- 163Ω
(at 20° C (68 °F))
3-4 R ≈ 809Ω +/- 59Ω
(at 40° C (104 °F))
3-4 R ≈ 378Ω +/- 24Ω
P0007238 C
(at 60° C (140 °F))
3-4 R ≈ 191Ω +/- 10Ω
kΩ Resistance (at 80° C (176 °F))
°C Engine Oil Temperature
3-4 R ≈ 104Ω +/- 5Ω
(at 100° C (212 °F))
3-4 R ≈ 60Ω +/- 3Ω
(at 120° C (248 °F))
116 47700583 04-2009

30-2 Fault Tracing
MID 128, PID 175, Engine oil temperature
(D16)

age.

0 Engine oil temperature too high.
Fault indication

+ audible warning.
play.
Symptom
b FMI 0: Engine is derated.
c FMI 4, 5: None.
Cable description
The oil temperature and the oil level sensor is a com-
bined sensor.
The oil temperature sensor consists of a thermistor
which forms a closed circuit with an internal resistor in
the engine control unit (EMS2). The thermistor resistor
a changes in a non-linear manner, depending on the oil
temperature.
The EMS2 provides the circuit with a reference voltage

of +5 Volt via pin 31 in connector A. The EMS2 meas-
ures the voltage drop over the thermistor via pin 10 and
P0007204 pin 31 on the EMS2. Pin 4 on the sensor is connected
to battery negative via pin 10 in connector B on the
a Connector A EMS2. When the oil is cold, the thermistor resistance
is high and the EMS2 senses a high voltage drop. As
b Connector B
the oil warms up, the resistance in the thermistor falls
c Oil temperature and level and the voltage drop across it falls.
Please refer to the table, “resistance/temperature” in

this fault code chapter.
47700583 04-2009 117

30-2 Fault Tracing
Fault tracing
FMI 0
Preconditions
Engine oil temperature too high.

The engine oil temperature exceeds the set value of
the engine protection parameter. (For parameters, see
the engine protection map.)
Suitable action
2 Check the coolant level and the engine tempera-
ture.
4 Check the sensor.
5 Clean the oil cooler system and check the bypass
valve for the oil cooler.

shop manual group 22, Lubrication system”.
FMI 4
Preconditions

than 0.07 Volt.
Possible reason
• Short circuit between the oil temperature signal
cable to the sensor negative cable.
• Short circuit between oil temperature signal cable
and the sensor 5V supply cable.
• Short circuit between oil temperature signal cable
and oil level signal cable.
• Faulty sensor.
Suitable action
the EMS2.
2 Check the sensor.
118 47700583 04-2009

30-2 Fault Tracing
FMI 5
Preconditions

exceeds 4.95 Volt.
Possible reason
• Open circuit in the oil temperature signal cable.
• Faulty sensor.
Suitable action
the EMS2.
engine connector B and in the socket 31 in engine
connector A.
3 Check the sensor.
47700583 04-2009 119

30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Negative cable
NOTICE! * Battery negative (–) on alternator or

starter motor.
Signal cable
3-4 U≈5V

6 Turn ignition on.
3-4 U ≈ 0.5 - 4.5 V
(depending on the temper-
ature)
120 47700583 04-2009

30-2 Fault Tracing
Checking the oil temperature sensor

Special Tools: 9812519, 885675.
sensor. Do not connect the other end of the adapter
cable.
urements.
kΩ Measure- Nominal value

ment points
3-4 R ≈ 4981Ω +/- 503Ω
(at 0° C (32 °F))
3-4 R ≈ 1900Ω +/- 163Ω
(at 20° C (68 °F))
3-4 R ≈ 809Ω +/- 59Ω
(at 40° C (104 °F))
3-4 R ≈ 378Ω +/- 24Ω
P0007238 C
(at 60° C (140 °F))
3-4 R ≈ 191Ω +/- 10Ω
kΩ Resistance (at 80° C (176 °F))
°C Engine Oil Temperature
3-4 R ≈ 104Ω +/- 5Ω
(at 100° C (212 °F))
3-4 R ≈ 60Ω +/- 3Ω
(at 120° C (248 °F))
47700583 04-2009 121

30-2 Fault Tracing
MID 128, PID 190, Engine speed


0 The engine control unit has detected that
engine speed exceeds the specified threshold
value.
Fault indication
• A red lamp flashes in the alarm display + audible
warning.
Symptom
None.
Fault tracing
FMI 0
Preconditions
The engine control unit has detected that engine speed
exceeds the specified threshold value.

The engine is overspeeding.
Suitable action
1 After the engine has stopped, search for the reason
for the high speed.
122 47700583 04-2009

30-2 Fault Tracing
MID 128, PPID 3, Starter Output


age.
D9, D12: FMI Fault code explanation

a
3, 4, 5 Faulty relay/Faulty relay circuit.
b
Fault indication
e
c • Warning is displayed in the tachometer/display.
P0007243
a Battery negative
b Connector B
c Power supply
d Start relay on starter motor
e Pre-start relay
Symptom
The starter motor is not activated.
Cable description
D9 CC, D11, D16: When ignition on the voltage potential on pin B29 is
approx. 10 V. When the starter is activated the voltage
potential on pin B29 drops to 0 V.
D9, D12:
The engine control unit pin B29 senses when switched
on that the pre-start relay coil is intact by pulling a small
current through it.
D9 CC, D11, D16:

On engines with no pre-start relay the EMS2 senses
that the start relay on the starter motor is not faulty.
a Auxiliary stop
b Connector B
c Power Module
d Start relay on starter motor
47700583 04-2009 123

30-2 Fault Tracing
Fault tracing
FMI 3, 4, 5
Preconditions
General check for starter motor problems:
• Check the starter motor cables and connections.
• Check that the pre-start and start relay pull during a
start attempt.

Faulty pre-start or start relay.
Suitable action
1 Check that the pre-start and start relay pull during
a start attempt.
2 Check the cables between the engine control unit
and the start relay.
3 Check the contact pressure in socket B29 in the
engine connector.
4 Look for push-back in socket B29 in the engine
connector.
124 47700583 04-2009

30-2 Fault Tracing
Measurements
Checking the starter motor solenoid

2 Undo the red/yellow cable.
urement towards the relay.
Nominal value
R ≈ 2-12 Ω*
NOTICE! * Depending on whether the engine is equip-

ped with 12 V or 24 V.
A Measurement points
Checking the pre-start relay

2 Remove the cover to access the fuses.
3 Identify the pre-start relay.
4 Remove the relay from its protective box.
5 Undo the relay from the relay socket.
6 Measure the resistance between pins 85 and 86 on
the relay. Check that there is no open/short circuit.
47700583 04-2009 125

30-2 Fault Tracing
MID 128, PPID 6, Key off input

sensor

age.
FMI 11: Unidentifiable error.

4 Faulty relay/Faulty relay circuit.
11 Stop input is activated.
Fault indication
FMI 4: An orange lamp flashes in the alarm display.

FMI 11: A red lamp flashes in the alarm display + audi-
ble warning.
Symptom
Engine stops or can not be started.
Cable description
A classified electrical system has no external stop relay
as standard, just a connector to use for an external
stop relay. An external stop relay has to be added to
the system.
While a nonclassified electrical system has an external

stop relay as standard.
When the stop relay is unactivated the voltage poten-

tial on the engine control unit connector A pin 27 is
approx. 0.8 x battery voltage. When the stop relay is
activated pin 27 connects to battery voltage taken from
a junction point. When the stop relay has been acti-
vated, the engine control unit shuts off the fuel injec-
tion. Once the stop relay has been activated, the sys-
tem must be shut off before a re-start can be done.
126 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 4
Preconditions

The voltage on the engine control unit, pin A27 is less
than 0.375 Volt.
Possible reason
Short circuit to battery negative in the cable from pin
A27 on the EMS2 to the external stop.
Suitable action
1 Check the cable between the EMS2 pin A27 and
the external stop connector.
FMI 11
Preconditions
Stop input is activated.

The voltage on the engine control unit, pin A27
exceeds 23.2 Volt.
Possible reason
• The stop relay is activated.
• Faulty stop relay.
• Faulty relay cables.
• Short circuit between the signal cable to battery
positive.
Suitable action
1 Check what triggered activation of the stop relay,
fire alarm.
2 Check the connector that activates the stop relay.
3 Check the stop relay.
4 Check cables and connectors between the control
unit and the relay socket.
47700583 04-2009 127

30-2 Fault Tracing
Measurements
Checking the external stop voltage

potential

Pin 1 in external stop connector (Color: Green) - Battery negative U ≈ 0.8 x Battery Voltage
(stop not activated)
Pin 1 in external stop connector (Color: Green) - Battery negative U ≈ Battery voltage
(stop activated)
128 47700583 04-2009

30-2 Fault Tracing
MID 128, PPID 8, Piston Cooling Oil

Pressure
(D12, D16)

1 Piston cooling pressure is too low.
Fault indication
warning.
Symptom
Engine power is reduced.
SB
a Cable description
2
A valve is installed in the oil filter bracket which opens
10 SB P1
or closes the oil supply for piston cooling, depending
on oil pressure. If the oil pressure is below 240 kPa
(D12) or 300 kPa (D16), the valve closes the oil supply
14 GR / R for piston cooling.
EMS
P0007245 The piston cooling pressure is monitored by a pressure
switch. The output signal from the pressure switch, pin
a Piston cooling pressure switch to the engine control unit, can have two distinct poten-
tials, high/low. The switch is supplied with current from
the engine control unit pin 10. A pre-set pressure limit
of 150 kPa determines when it switches potential. The
switch potential is low when the piston cooling pres-
sure exceeds this value.
At idle, the switch can have high potential without a

fault code being set.
Fault tracing
FMI 1
Preconditions
Piston cooling pressure is too low.
Suitable action
1 Re-check the piston cooling pressure. If measure-
ment shows that the piston cooling pressure is cor-
rect, change the piston cooling pressure switch.
47700583 04-2009 129

30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Negative cable
Supply cable
1-2 U ≈ Battery voltage
130 47700583 04-2009

30-2 Fault Tracing
MID 128, PPID 8, Piston Cooling Oil

Pressure
(D11)


1 Piston cooling pressure is too low.
3, 5 Faulty sensor/Fault in sensor circuit
Fault indication
warning.
Symptom
Engine is derated.
Cable description
23 GR/R
2 The sensor is an active sensor, i.e. it must have oper-
(+)7 R ating voltage.
1
The engine control unit, connector A, pin 7, supplies
(-)11 SB
4 the sensor, pin with +5 Volt. The sensor, pin 4, is con-
a nected to battery negative via the engine control unit,
EMS2 connector A, pin 11.
P0008475 The output signal from the pressure sensor, pin 2, to
the engine control unit, connector A, pin 23, is a voltage
a Piston cooling pressure signal which is proportional to the piston cooling oil
pressure.
The output signal is linear within the sensors working
range.
Fault tracing
FMI 1
Piston cooling pressure is too low.
Suitable action
1 Check the sensor by checking the piston cooling oil
pressure with a manometer.
47700583 04-2009 131

30-2 Fault Tracing
FMI 3
exceeds 4.78 Volt.
Possible reason
• Faulty sensor
Suitable action
engine connector B.
3 Check the sensor.
FMI 5
than 0.30 Volt.
Possible reason
• Faulty sensor
Suitable action
3 Check the sensor.
132 47700583 04-2009

30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Negative cable
9998534
P0007186
Supply cable
1-4 U≈5V
47700583 04-2009 133

30-2 Fault Tracing
Checking the piston cooling oil pressure

sensor
Special Tools: 9812519.
2-4 U ≈ 0.5 V
Working range 0–700 kPa (101.5 PSI)
Power supply 5,00 ± 0,25 VDC

age 5.00 VDC:
0,5 VDC at 0 kPa (0 PSI)*
4,5 VDC at 700 kPa (101.5 PSI)*
P0007192 kPa NOTICE! * At normal atmospheric pressure.
V Output voltage
kPa Piston cooling oil pressure
134 47700583 04-2009

30-2 Fault Tracing
MID 128, PPID 98, Engine sync

acknowledge
FMI 9: Abnormal update rate.

9 Communication fault.
Fault indication
Symptom
None.
Fault tracing
FMI 9
Time out on J1587 of the secondary bus.
Possible reason
• Fault in the communication with the PCU.
• Open circuit in the power supply cable between the
engine control unit and the PCU.
• Faulty PCU.
Suitable action
1 Check the communication cables to the PCU.
2 Check the power supply cable between the engine
control unit and the PCU.
3 Check that the PCU is programmed for the correct
engine type.
47700583 04-2009 135

30-2 Fault Tracing
MID 128, PPID 132, Throttle

Calibrated Position

Fault indication
Symptom
Engine goes to idle.
Fault tracing
FMI 9
Time out on J1587 of the secondary bus.
Possible reason
• Throttle signal not found. (A fault code is obtained
together with MID 164, PPID 392 and MID 164,
PPID 390).
• Fault in the communication with the PCU.
• Faulty PCU.
Suitable action
1 Check that there is a signal between the throttle
linkage and the HCU.
2 Check the communication cables to the PCU.
4 Check that the PCU is programmed for the correct
engine type.
136 47700583 04-2009

30-2 Fault Tracing
MID 128, PPID 267, Sea water

pressure


1 Seawater pressure too low.
Fault indication

+ audible warning.
play.
Symptom
FMI 3, 5: None.
a
Cable description
(-) 11 The sensor is an active sensor, i.e. the sensor must
SB b
receive operating voltage. Pin 7 on the engine control
(+ ) 7 1 4
unit (EMS2) connector A provides pin 1 on the sensor
R P2 with an operating voltage of +5 Volt. Pin 4 on the sen-
19 sor is connected to battery negative via pin 11 on the
GR EMS2. The output signal from the seawater pressure
P0007246
sensor, pin 2 on the sensor to pin 19 on the EMS2, is
a voltage signal that is proportional to the seawater
a Connector A pressure.
b Seawater pressure sensor
47700583 04-2009 137

30-2 Fault Tracing
Fault tracing
FMI 1
Preconditions
Seawater pressure too high.

The seawater pressure is depended by the engine rev-
olution. The seawater pressure is below the set value
of the engine protection parameter. (For parameters,
see the engine protection map.)
Suitable action
1 Check that the seawater intake is not blocked.
2 Check that the seawater filter is not blocked.
4 Check the impeller in the seawater pump.
5 Check the sensor by control measuring the seawa-
ter pressure.
FMI 3
Preconditions
Voltage above normal or shorted high.

exceeds 4.95 Volt.
Possible reason
• Faulty sensor.
Suitable action
the EMS2.
engine connector A.
3 Check the sensor.
138 47700583 04-2009

30-2 Fault Tracing
FMI 5
Preconditions

than 0.07 Volt.
Possible reason
• Faulty sensor.
Suitable action
the EMS2.
3 Check the sensor.
47700583 04-2009 139

30-2 Fault Tracing
Measurements
Special Tools: 9812519, 9998534/885675.
Negative cable
Supply cable
4 NOTICE! Turn ignition on.
1-4 U≈5V
140 47700583 04-2009

30-2 Fault Tracing
Signal cable
2 - Battery negative R ≈ 80 - 120 kΩ
NOTICE! Measurement is done to eliminate short

circuiting or breaks in the cable to the engine control
unit.
Checking the seawater pressure sensor

4 Turn ignition on.
2-4 U ≈ 0.5 V
Power supply 5,00 ± 0,25 VDC
5.00 ± 0.25 VDC

age 5.00 V DC:
47700583 04-2009 141

30-2 Fault Tracing
MID 128, SID 1/2/3/4/5/6, Injector #

1-6
Fault code Refers to

SID 1 Unit injector 1
Volvo-specific for injectors, FMI 3, 4, 5, 7,

12
FMI 3: Short circuit to battery voltage, unit injector low
voltage side.
FMI 4: Short circuit to battery negative, unit injector
low voltage or high voltage side.
FMI 5: Open circuit in unit injector circuit.
FMI 7: Mechanical system not responding properly.
FMI 12: Faulty device or component.

3, 4, 5, 7, 12 Fault in injection system.
Fault indication
Symptom
Engine is derated.
142 47700583 04-2009

30-2 Fault Tracing
Cable description
D9, D12, D16 D9, D12, D16
b The unit injectors used on the engine has an electron-
a ically controlled solenoid. The solenoid is controlled by
the engine control unit.
The injectors receive voltage from pin 59 or 60 on the

engine control unit. To activate a unit injector solenoid
the engine control unit connects the unit injectors low
side to battery negative. Each unit injector is marked
with a code on the top side of the electric connection.
If an injector is replaced, the new code must be pro-
grammed for the cylinder concerned using VODIA.
P0007257
a Connector A
b Unit injectors, cylinder 1–6
D11 D11
a
The unit injectors used on the D11 engines have two
b
electronically controlled solenoids. Each solenoid is
1 individual controlled by the engine control unit.
The unit injectors receive voltage from pin 59, 60, 61

2 or 62 on the engine control unit. To activate a unit
injector solenoid the engine control unit connects the
3 unit injectors low side to battery negative. Each unit
injector is marked with a code on the top side of the
electric connection. If an injector is replaced, the new
code must be programmed for the cylinder concerned
4
using VODIA.
P0008674
a Connector A
b Unit injectors, cylinder 1–6
47700583 04-2009 143

30-2 Fault Tracing
Fault tracing
NOTICE! Identify the cylinder by using the SID number
in the fault code.
FMI 3

• Injector activated.
• Short circuit to battery voltage on the pin on each
injector’s low voltage side.*
NOTICE! * Engine control unit: Pins 16, 24, 32, 48,
56.
Symptom
The engine can run on 3 or 5 cylinders.
Possible reason
• Short circuit between high voltage and low voltage
sides.
• Short circuit to battery voltage in low voltage, injec-
tion cable.
Suitable action
1 Check the cables between the injector and the
engine control unit.
144 47700583 04-2009

30-2 Fault Tracing
FMI 4

• Short circuit to battery negative on the pin for each
injector’s low voltage* or high voltage side**.
NOTICE! * Pins 16, 24, 32, 40, 48 and 56 on the
** Pins 59 and 60 on the engine control unit.
Symptom
Possible reason
Short circuit between the cables on each injector’s low
voltage or high voltage side and battery negative.
Suitable action
FMI 5

• Open circuit in the injector circuit.
Symptom
Possible reason
• Open circuit in the cables on the low voltage or high
voltage side.
• If three fault codes are set (one bank), the open cir-
cuit is in that bank’s high voltage side.
• If there is only one fault code, the open circuit is on
that injector’s low voltage side.
Suitable action
2 Check the contact pressure in all sockets regarding
the unit injectors in the engine connector A.
47700583 04-2009 145

30-2 Fault Tracing
FMI 7

• 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 mechanical fault.
When the engine idles, the engine control unit attempts
to compensate for uneven running by supplying more
or less fuel to the injectors, so-called cylinder balanc-
ing. If the asymmetric loading is to large, the engine
control unit’s attempts at compensation will not be
enough, the engine will run unevenly and a fault code
will be set.
Suitable action
1 Do a compression test and a cylinder acceleration
test, using Vodia, to localize the fault source.
2 Check the injector by changing the injector.
The injectors are manufactured with tolerance clas-
sification. When an injector is changed, a task
called ”Injector Trim” must be done. The trim value
is noted as a code on the injector’s electric conec-
tor, consisting of up to 6 characters. The trim value
is programmed by Vodia and is only done for the
cylinder whose unit injector has been changed.
FMI 12
Injector activated.
Possible reason
Intermittent fault.
Suitable action
2 Check the contact pressure in all sockets regarding
the unit injectors in the engine connector A.
3 Check the cable connection to the injector.
146 47700583 04-2009

30-2 Fault Tracing
Injector trim
The electronic trim strategy is used to ensure that all
injectors run with nominal timing and fuel delivery.
This is achieved by adjusting the beginning and end of
the electronic drive waveform for each actuator to com-
pensate for spread in actuation and deactuation times
of the two actuators in each injectors and to correct for
variations in fuelling due to nozzle flow variations.
NOTICE! Write down the new injector’s code before

installation. The code consists of up to 6 characters on
the 2 pin injectors and is on the injector’s electric con-
nector.
The code consists of 9 characters on the 4 pin injectors
and is on the injector’s electric connector under the SN
number.
1 Connect the Vodia tool.
2 pin injector 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
injector which has been changed.
6 Ange den nya insprutarens kod. Klicka på ”OK”.
7 Close ”Parameter, programming”.
8 Vodia will ask you to ”Turn off the main switch”, then
follow the instructions.
9 Report the parameters back as in items 10-13
in ”Programming the control unit”.
47700583 04-2009 147

30-2 Fault Tracing
Measurements
Checking the injector coils

IMPORTANT!
The system must be disconnected from system
voltage and the starter key must be in position 0
when the engine control unit connector is discon-
nected or connected.
3 Connect measurebox 9998699 and 9990014 as
described in “Connection of measurebox 9998699
to EMS2”.
urements.
D9, D12, D16

Measurement points* Nominal value at 20 °C
Pin no. (68 °F)
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
NOTICE! The measurement should exclude short cir-

cuiting or open circuit in the cable to the injector.
* Black connector A.
** Battery negative (–) on alternator or starter motor.
IMPORTANT!
Be very careful when measuring inside the connector,
to ensure that no pin is damaged.
148 47700583 04-2009

30-2 Fault Tracing
D11
Measurement points in Nominal value at 20° C
connector A (68° F)
Pin no.
20 – 62 R ≈ 1,4-3 Ω
12 – 62 R ≈ 1,4-3 Ω
28 – 62 R ≈ 1,4-3 Ω
24 – 59 R ≈ 1,4-3 Ω
16 – 59 R ≈ 1,4-3 Ω
32 – 59 R ≈ 1,4-3 Ω
52 - 61 R ≈ 1,4-3 Ω
44 - 61 R ≈ 1,4-3 Ω
36 - 61 R ≈ 1,4-3 Ω
56 - 60 R ≈ 1,4-3 Ω
48 - 60 R ≈ 1,4-3 Ω
40 - 60 R ≈ 1,4-3 Ω
20 - 57 Open circuit
47700583 04-2009 149

30-2 Fault Tracing
MID 128, SID 21, Engine position

D9, D12, D16
FMI 2: Data erratic, intermittent, or incorrect.

2, 3, 9 Faulty sensor/Fault in sensor circuit.
Fault indication
Symptom
• Engine runs unevenly.
D11 • Engine is difficult to start or does not start.
P0008694
Cable description
The camshaft sensor is an inductive sensor. The cam-
shaft sensor is used in the first instance to determine
the cylinder which is next in line for injection. A toothed
wheel installed on the camshaft is used to determine
the cylinder which is next in line for injection. The
toothed wheel has 7 teeth, one for each cylinder plus
an extra tooth for cylinder 1.
When the camshaft with toothed wheel rotates,
a Connector A impulses are generated in the sensor. The impulses
b Speed sensor (camshaft) generated a pulsed signal in the sensor which the
engine control unit uses to determine the cylinder
which is next in line for injection.
150 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 2
Signal value is irregular, intermittent or incorrect.
Possible reason
• Polarity fault, reversed cables.
• Incorrectly assembled camshaft.
• Intermittent contact.
• Incorrectly installed sensor (incorrect distance
between sensor and toothed wheel).
• Damaged toothed wheel.
• Faulty sensor.
Suitable action
2 Check the camshaft position. Please refer to the
workshop manual.
3 Check that the sensor is correctly installed and that
the distance between the toothed wheel and the
sensor is correct. Please refer to the workshop
manual.
5 Check the sensor.
6 Check that the toothed wheel is not damaged.
FMI 3
Permanent loss of sensor signal.
Possible reason
• Open circuit in one of the cables.
• Short circuited cables.
• Faulty sensor.
Suitable action
3 Check the sensor.
47700583 04-2009 151

30-2 Fault Tracing
FMI 9
Abnormal update rate.
Possible reason
• Electrical malfunctions.
between sensor and toothed wheel).
Suitable action
manual.
4 Check the sensor.
152 47700583 04-2009

30-2 Fault Tracing
Measurements
Checking the camshaft position sensor

(speed sensor, camshaft)
Special Tools: 9812519, 9998534/885675.
2 Undo the connector from the sensor and remove
the sensor from the cylinder head.
Check that the sensor does not have any external
damage or swarf which has caught on it.
cable.
urements.
1-2 R ≈ 0,9 kΩ*
NOTICE! * ±10 % at 20 °C (68 °F).

Move a metal object quickly back and forwards at
a distance of not more than 1 mm in front of the
sensor. Check that the multimeter gives a reading.
6 Install the sensor.
75
8856
5
4
3
2
V
1
2
1
885 675
75
8856
5
4
3
2
1
2
1
885 675
P0008931
47700583 04-2009 153

30-2 Fault Tracing
MID 128, SID 22, Timing sensor,

crank
D9, D12, D16

2, 3, 9 Faulty sensor/Fault in sensor circuit/Engine
speed calculation error.
Fault indication
Symptom
D11
• Engine runs unevenly.
• Engine is difficult to start or does not start.
P0008694
Cable description
The flywheel sensor is an inductive sensor. The fly-
wheel sensor is used to monitor engine speed. It is also
used to measure the cylinder acceleration. The fly-
wheel has three times eighteen depressions for one
rotation.
These depressions are detected by the flywheel sen-
sor and generate a pulsed signal which the engine
control unit uses to detect flywheel rotation speed.
a Connector A Two cylinders share one sector of the depressions
(cylinders 1 and 6, 2 and 5, 3 and 4) on the flywheel.
b Speed sensor (flywheel)
This means that it is not possible to know which cylin-
der is in line for injection, without the camshaft sensor.
154 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 2
Signal value is irregular, intermittent or incorrect.
Possible reason
• Polarity fault, reversed cables.
between sensor and flywheel).
• Intermittent contact.
• Damaged flywheel.
• Faulty sensor
Suitable action
the distance between the flywheel and the sensor
is correct. Please refer to the workshop manual.
4 Check the sensor.
5 Check that the flywheel is not damaged.
FMI 3
Permanent loss of sensor signal.
Possible reason
• Short circuit between the cables or inside the sen-
sor.
• Open circuit in one of the cables.
• Faulty sensor.
Suitable action
3 Check the sensor.
47700583 04-2009 155

30-2 Fault Tracing
FMI 9
Possible reason
• Electrical malfunctions.
between sensor and flywheel).
Suitable action
manual.
4 Check the sensor.
Measurements
Checking the speed sensor (flywheel)

Special Tools: 9812519, 9998534/885675.
2 Undo the connector from the sensor and remove
the sensor from the flywheel housing.
Check that the sensor does not have any external
damage or swarf which has caught on it.
cable.
urements.
1-2 R ≈ 0.9 kΩ*
1 NOTICE! * ±10 % at 20 °C (68 °F).

Move a metal object quickly back and forwards at
a distance of not more than 1 mm (0.039") in front
2 of the sensor. Check that the multimeter gives a
reading.
P0007251
6 Install the sensor.
156 47700583 04-2009

30-2 Fault Tracing
MID 128, SID 32, Wastegate output

driver
(D12)

age.

3, 4, 5 Fault in wastegate valve or fault in circuit.
Fault indication
Symptom
Engine power is reduced.
b Cable description
The engine is equipped with a turbocharger with
a
(+) 57 R / BL wastegate valve. The valve is located under the relay
2
(+) 60 R / BL protection hood. The wastegate valve controls the
1
amount of exhaust gas flow which should pass through
GN the exhaust turbine. Air pressure taken from the inlet
38
EMS manifold is used to control the amount that the waste-
P0007253 gate opens.
An electronically controlled regulation valve which is
a Wastegate Valve controlled by the engine control unit controls the air
pressure supplied to the wastegate valve. As the air
b Connector B
pressure supplied by the control valve to the wastegate
valve increases, the valve opens wider. When the
wastegate valve is fully open, the exhaust gas flow to
the exhaust turbine is at its lowest.
The control valve is current controlled by the engine
control valve, using a PWM signal. As the current sup-
plied to the control valve increases, the air inlet pres-
sure increases. The air inlet pressure is constantly
monitored by a sensor installed in the inlet manifold.
47700583 04-2009 157

30-2 Fault Tracing
Fault tracing
FMI 3
Preconditions

The voltage from the engine control unit, pin B 38 is
too high.
Possible reason
• Short circuited control valve signal to battery posi-
tive.
• Fault in the wastegate valve.
Suitable action
unit and the control valve.
2 Check the wastegate valve.
FMI 4
Preconditions

The voltage from the engine control unit, pin B 38 is
too low.
Possible reason
• Short circuited control valve signal to battery nega-
tive.
Suitable action
158 47700583 04-2009

30-2 Fault Tracing
FMI 5
Preconditions

Incorrect voltage in the engine control unit, pin B 38.
Possible reason
• Open circuit in control valve signal.
Suitable action
engine connector B.
Measurements
Checking the wastegate valve

Special Tools: 9812519, 9998534/885675.
2 Remove the connector from the wastegate valve.
Connect adapter cable 9998534 or 885675 to the
valve. Do not connect the other end of the adapter
cable.
urements.
NOTICE! Measurement is done to eliminate short
circuiting or breaks in the wastegate valve.
1-2 R = 90 ± 4.5 Ω vid 20 °C
(68 °F)
885 675
P0008932
47700583 04-2009 159

30-2 Fault Tracing
MID 128, SID 232, 5 V supply


age.

3, 4 Fault in circuit.
Fault indication
• An orange lamp flashes in the alarm panel or some
values on the display show ---.
Symptom
None.
160 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 3
Possible reason
Short circuit to battery voltage on the output.
Suitable action
1 Check the supply voltage to the sensors which have
set the fault codes.
2 Check the sensor cables.
FMI 4
Possible reason
• Coolant temperature sensor, short circuited signal
cable to 5 V voltage.
• Oil pressure sensor, short circuited signal cable to
5 V voltage.
• Charge air pressure sensor, short circuited signal
• Fuel pressure sensor, short circuited signal cable to
5 V voltage.
• Coolant pressure sensor, short circuited signal
• Crankhouse pressure sensor, short circuited signal
• Seawater pressure sensor, short circuited signal
• Short circuited power cable to battery negative.
• Short circuited signal cable to battery negative.
Suitable action
1 Check the supply voltage to the above-mentioned
sensors.
2 Check the sensor cables.
47700583 04-2009 161

30-2 Fault Tracing
MID 128, SID 240 Program memory


Fault indication
Symptom
None.
Fault tracing
FMI 2
Software checksum error.
Possible reason
Failed download.
Suitable action
1 Try to re-load the software.
162 47700583 04-2009

30-2 Fault Tracing
MID 128, SID 254, Controller 1


FMI 12: Faulty device or component.

3, 12 Faulty component.
Fault indication
Symptom
None.
Fault tracing
FMI 3, 12
Internal fault in engine control unit.
Suitable action
1 Change engine control unit.
47700583 04-2009 163

30-2 Fault Tracing
MID 128, SID 231, SAE J1939 data

link


2, 9 Communication fault J1939.
Fault indication
Symptom
None.
Cable description
A CAN H – Data Link to Engine
A A
B B B CAN L – Data Link to Engine
C C
C Input voltage, 0 V
D D
E H D Input voltage, 24 V
F F
G G E J1708B – Data Link to Engine
H E F Not used
a b
P0007123 G J1708A – Data Link to Engine
H Ignition signal
a PCU connector X3
Color: Pink
b Engine connector
“BUS INTERFACE”
164 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 2
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 short
circuited to each other.
• CAN L short circuited to supply voltage, pin 4.
Suitable action
1 Check the data bus cables and terminals between
the engine control unit and PCU. Please refer
to ”Malfunctions, Checking the bus cables”.
FMI 9
Suitable action
47700583 04-2009 165

30-2 Fault Tracing
MID 128, PSID 216, Data Link,

MID187

9 Communication fault J1939.
Fault indication
Symptom
None.
Cable description
A CAN H – Data Link to Engine
A A
B B B CAN L – Data Link to Engine
C C
C Input voltage, 0 V
D D
E H D Input voltage, 24 V
F F
G G E J1708B – Data Link to Engine
H E F Not used
a b
P0007123 G J1708A – Data Link to Engine
H Ignition signal
a PCU connector X3
Color: Pink
b Engine connector
“BUS INTERFACE”
166 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 9
Possible reason
• AUX stop button is activated.
• Open circuit in CAN L or CAN H.
• One or both CAN conductors short circuited to bat-
tery negative, pin 3.
• Conductors in control link CAN H and CAN L short
circuited 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 that the AUX stop button is not activated.
47700583 04-2009 167

30-2 Fault Tracing
MID 158, PSID 1, Primary battery

circuit
MID 158: Power module

age.

3, 4 Poor batteries or charging.
Fault indication
At low charg- Battery indication in the alarm panel

ing: flashes.
FMI 3, 4: A red lamp flashes in the alarm display
+ audible warning.
Symptom
None.
Cable description
As soon as the power module is powered up (main
switch on) it will supply power the engine connector pin
4. The only way to completely shut down the power unit
is to turn the main switch off. The power unit is moni-
toring the voltage from main battery and it will auto-
matically switch power source if the voltage is to low.
It’s designed only to take power from one source at the
time.The engine has a fully automatic over-voltage
protector built into the power module. If there is an
intermittent fault, re-setting is done automatically.
When “Battery Switched" is set high the signal is

a Power Module
detected by the power module which starts to supply
b Connector B the EMS 2 with power. Power will also be supplied to
c Main battery switch the “Easy link” instruments, “Water in fuel” sensors and
d Starter motor
the external stop. Via an internal circuit in the power
module the generator will receive power for excitation.
The EMS 2 unit will also receive the “battery switched”-
signal.
Power module input 1, 15 and 29 is sensing the con-
dition of the main battery.
168 47700583 04-2009

30-2 Fault Tracing
Fault tracing
General checking
1 Check the batteries fluid level.
2 Check the density in all cells of the batteries.
FMI 3, 4
Preconditions
Poor batteries or charging.
Possible reason
• Battery voltage too low.
• Poor charging.
Suitable action
1 Check that the cable harness between the battery
and the power module is undamaged.
2 Check the batteries condition.
47700583 04-2009 169

30-2 Fault Tracing
MID 158, PSID 2, Secondary battery

circuit

age.

3, 4 Poor batteries or charging.
Fault indication
At low charg- Battery indication in the alarm panel

ing: flashes.
FMI 3, 4: A red lamp flashes in the alarm display
+ audible warning.
Symptom
None.
Cable description
toring the voltage from secondary battery and it will
automatically switch power source if the voltage is to
low. It’s designed only to take power from one source
at the time.The engine has a fully automatic over-volt-
age protector built into the power module. If there is an

a Power Module
the EMS 2 with power. Power will also be supplied to
b Connector B the “Easy link” instruments, “Water in fuel” sensors and
c Main battery switch the external stop. Via an internal circuit in the power
signal.
Power module input 14, 28 and 42 is sensing the con-
dition of the secondary battery.
170 47700583 04-2009

30-2 Fault Tracing
Fault tracing
General checking
1 Check the batteries fluid level.
2 Check the density in all cells of the batteries.
FMI 3, 4
Preconditions
Poor batteries or charging.
Possible reason
• Battery voltage too low.
• Poor charging.
Suitable action
1 Check that the cable harness between the battery
and the power module is undamaged.
2 Check the batteries condition.
47700583 04-2009 171

30-2 Fault Tracing
MID 158, PSID 4, 30 supply fuse

FMI 6: Current above normal or grounded circuit.

6 Too high current output.
Fault indication
warning.
Symptom
None.
Cable description

the “Easy link” instruments, “Water in fuel” sensors and
signal.
172 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 6
Too high current output. (Current feed to other sys-
tems, pin 4 in the 8 pin engine connector).
Possible reason
• Short circuit in the system.
• Too high load.
Suitable action
1 Check the cable harness from the power module to
the 8 pin engine connector for short circuit.
2 Reduce load.
47700583 04-2009 173

30-2 Fault Tracing
MID 158, PSID 5, EMS supply fuse



5, 6 Faulty supply voltage to the engine control
unit.
Fault indication
warning.
Symptom
Engine stops or can not be started.
Cable description

signal.
174 47700583 04-2009

30-2 Fault Tracing
Fault tracing
FMI 5
Preconditions
Faulty supply voltage to the engine control unit.

Open circuit in at least one of the supply voltage wires
to the EMS2.
Possible reason
• The aux stop button may be activated (button locked
in the down position).
• Open circuit in one of the cables to the aux stop but-
ton.
Suitable action
1 Reset the aux stop button to its original position
(pull the button upwards until you hear a click).
2 If installed check the fire alarm installation.
3 Check that the engine control unit has supply volt-
age.
FMI 6
Preconditions

Too high current output.
Possible reason
• Too high load.
Suitable action
1 Check the cable harness from the power module for
short circuit.
2 Reduce load.
47700583 04-2009 175

30-2 Fault Tracing
MID 158, PSID 6, Extra supply fuse


6 Too high current output.
Fault indication
warning.
Symptom
None.
Cable description

signal.
176 47700583 04-2009

30-2 Fault Tracing
FMI 6
Preconditions

Too high current output in the 24 supply voltage from
the power module:
- Water switch, fuel filter
- ”Easy Link”
- External stop
Possible reason
• Too high load.
Suitable action
1 Check the cable harness from the power module for
short circuit.
2 Reduce load.
47700583 04-2009 177

37-0 Wiring Diagrams

D9 engines
(24 Volt system voltage)
178 47700583 04-2009

1 Starting batteries Cable colors

2 Starter motor BL = Blue R = Red
LBL = Light blue SB = Black
3 Alternator BN = Brown W = White
4 Main relay LBN = Light brown Y = Yellow
GN = Green VO = Violet
5 AUX stop button GR = Grey P = Pink
6 Engine control unit (EMS2) OR = Orange

Cable areas in mm2 are specified after the color code
8 Sensor, coolant temperature in the wiring schedule.
9 Sensor, boost air pressure / temperature When no cable area is specified, 0.75 mm2
(0.00116 in2) should be used.
10 Sensor, oil pressure / temperature Broken cables (lines) are not connected by Volvo
11 Switch, oil level (optional) Penta.

NO = Normally open during operation.
13 Sensor, camshaft speed
14 Sensor, flywheel speed
15 Unit injector (cylinders 1–6)
16 Connector (Deutsch DT04-08P)
17 Connector, CAN 2
18 Circuit breaker
19 Switch, water in fuel
21 Pre-start relay
22 Power resistor
23 DC/DC converter for 12 Volt electrical system
24 External stopping relay
25 Connector for external stop function
47700583 04-2009 179

D11 engines
180 47700583 04-2009


4 Main relay LBN = Light brown Y = Yellow

9 Sensor, boost air pressure / temperature When no cable area is specified, 0.75 mm2 (0.00116
in2) should be used.
10 Sensor, oil pressure / temperature Broken cables (lines) are not connected by Volvo
11 Switch, oil level Penta.

13 Sensor, camshaft speed
14 Sensor, crankshaft/flywheel speed
15 Sensor, piston cooling pressure
16 Connector
17 Connector
18 Unit injectors (cylinders 1–6)
19 Semi-automatic fuses (10 A)
22 D+ signal resistor (17 W / 68 Ohm)
24 Connector for external stop function
47700583 04-2009 181

D12 engines
182 47700583 04-2009


4 Relay LBN = Light brown Y = Yellow
7 Connector (Deutsch DT04-08P)

10 Sensor, crankcase pressure Broken cables (lines) are not connected by Volvo
11 Sensor, camshaft speed Penta.

14 Circuit breaker
16 Sensor, oil level
18 Sensor, oil pressure / temperature
20 Switch, piston cooling pressure
21 External stop button
23 Wastegate valve
47700583 04-2009 183

D16 engines – Starter motor electrical

184 47700583 04-2009


2 Main Switch BL = Blue R = Red
3 Starter motor BN = Brown W = White
4 Alternator LBN = Light brown Y = Yellow
7 Engine connector

15 Sensor, exhaust temperature
17 Sensor, oil level / temperature
18 Switch, fuel pressure
19 Connector, power module
21 Sensor, freshwater pressure
22 Connector development tool
24 Easylink bus
25 External stop
26 Connector, optional starter
27 Connector, backup battery
47700583 04-2009 185

D16 engines – Starter motor air

186 47700583 04-2009


3 Starter motor – air BN = Brown W = White
7 Engine connector

24 Easylink bus
25 External stop
28 Junction box
47700583 04-2009 187

D16 engines – Starter motor electrical / air

188 47700583 04-2009


3 Starter motor – electrical BN = Brown W = White
7 Engine connector

24 Easylink bus
25 External stop
28 Starter motor – air
29 Rotary switch
47700583 04-2009 189

39-0 General
39-0 General
Adjustment parameters for
lowspeed or trolling function
The lowspeed or trolling function can be fine-tuned
using VODIA. Go into “parameter programming” and
adjust the parameters given below.
For Volvo Penta Lowspeed

FYE (Maximum slip factor for VP Lowspeed - gives the
value for maximum speed reduction). Enter a value
within the range specified for the parameter.
FYF (Upper lever limit for slip function at forward -

specifies within how large a part of the lever movement
the function will be active when forward gear has been
selected). Enter a value within the range specified for
the parameter.
FYG (Upper lever limit for slip function at reverse -

specifies the amount of lever travel in which the low
speed function is active, when reverse gear has been
selected). Enter a value within the range specified for
the parameter.
For Volvo Penta Trolling

HAZ (Maximum slip factor for VP Trolling - specifies
the value for maximum speed reduction). Enter a value
within the range specified for the parameter.
190 47700583 04-2009

39-0 General
Checking propeller rotation

ZF311 and ZF325 The connectors for the gear shift solenoids are con-
nected at the factory for left-hand rotation with ”For-
1 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 illustrations
which show the cable connections for left-hand rota-
tion. Shift the connectors on the solenoid valves over
to obtain right-hand rotation.
6 2
IMPORTANT!
5
3 Check that the trolling valve cable is correctly con-
4 nected to the trolling valve*.
NOTICE! * Only reversing gear ZF311 and ZF325 can

be equipped with an electrically controlled trolling valve
for the low speed or trolling function (optional).
1 Oil pressure- /oil temperature sensor

2 Primary solenoid valve
P0008761
3 Slip valve
4 Secondary solenoid valve
5 Cable marking ”SECONDARY”
The illustration shows the reversing gear with trolling valve and
cables connected for left-hand rotation. 6 Cable marking “PRIMARY”
Twin Disc MG5114DC

1 Primary solenoid valve
2 Cable marking “PRIMARY”
4 3 Cable marking ”SECONDARY”
4 Secondary solenoid valve
1 3
2
P0008762
The illustration shows the cables connected for left-hand rotation.
47700583 04-2009 191

39-0 General
Index
Caption PID PPID SID PSID FMI See page:
Extended Range Engine Coolant 20 1, 3, 5 53
Pressure
Fuel Delivery Pressure 94 1, 3, 5 58
Water in fuel indicator 97 0, 3 63
Engine oil level 98 1, 3 68
Engine oil pressure 100 1, 3, 5 73
Intake manifold temperature 105 0, 4, 5 79
Air inlet pressure 106 0, 3, 5 84
Engine coolant temperature 110 0, 4, 5 90
Coolant level 111 1, 3 95
Crankcase pressure 153 0, 3, 5 99
ECU battery potential 158 1 104
Exhaust gas temperature 173 0, 4, 5 106
Engine oil temperature (D9, D11, 175 0, 4, 5 111
D12)
Engine oil temperature (D16) 175 0, 4, 5 117
Engine speed 190 0 122
Starter Output 3 3, 4, 5 123
Key off input sensor 6 4, 11 126
Piston Cooling Oil Pressure (D9, D12, 8 1 129
D16)
Piston Cooling Oil Pressure (D11) 8 1, 3, 5 131
Engine sync acknowledge 98 9 135
Throttle Calibrated Position 132 9 136
Sea water pressure 267 1, 3, 5 137
Injector # 1-6 1/2/3/4/5/6 3, 4, 5, 7, 12 142
Engine position 21 2, 3, 9 150
Timing sensor, crank 22 2, 3, 9 154
Wastegate output driver 32 3, 4, 5 157
5 V supply 232 3, 4 160
Program memory 240 2 162
Controller 1 254 3, 12 163
SAE J1939 data link 231 2, 9 164
Data Link, MID187 216 9 166

Caption PSID FMI See page:
Primary battery circuit 1 3, 4 168
Secondary battery circuit 2 3, 4 170
30 supply fuse 4 6 172
EMS supply fuse 5 5, 6 174
Extra supply fuse 6 6 176
192 47700583 04-2009

Alphabetical index
About this Workshop manual................................ 2 Specifications, Electrical............................................ 6
Adjustment parameters for lowspeed or trolling Switches and Senders............................................... 6
function.................................................................. 190 Wiring Diagrams.................................................. 178
Checking propeller rotation............................... 191
Component description........................................... 28
Component location................................................ 22
Design and Function............................................. 21
Design and function................................................. 35
Engine Protection Map......................................... 10
Fault Codes............................................................ 53
Fault Tracing........................................................... 53
Function fault........................................................... 51
General....................................................... 2, 21, 190
Index..................................................................... 192
MID 128, PID 100, Engine oil pressure................ 73
MID 128, PID 105, Intake manifold temperature..... 79
MID 128, PID 106, Air inlet pressure....................... 84
MID 128, PID 110, Engine coolant temperature...... 90
MID 128, PID 111, Coolant level............................. 95
MID 128, PID 153, Crankcase pressure.................. 99
MID 128, PID 158, ECU battery potential.............. 104
MID 128, PID 173, Exhaust gas temperature........ 106
MID 128, PID 175, Engine oil temperature............ 111
MID 128, PID 190, Engine speed.......................... 122
MID 128, PID 20, Extended Range Engine
Coolant Pressure..................................................... 53
MID 128, PID 94, Fuel Delivery Pressure............... 58
MID 128, PID 97, Water in fuel indicator................. 63
MID 128, PID 98, Engine oil level............................ 68
MID 128, PPID 132, Throttle Calibrated Posi-
tion......................................................................... 136
MID 128, PPID 267, Sea water pressure.............. 137
MID 128, PPID 3, Starter Output........................... 123
MID 128, PPID 6, Key off input sensor.................. 126
MID 128, PPID 8, Piston Cooling Oil Pressure..... 129
MID 128, PPID 98, Engine sync acknowledge...... 135
MID 128, PSID 216, Data Link, MID187................ 166
MID 128, SID 1/2/3/4/5/6, Injector # 1-6................ 142
MID 128, SID 21, Engine position......................... 150
MID 128, SID 22, Timing sensor, crank................ 154
MID 128, SID 231, SAE J1939 data link............... 164
MID 128, SID 232, 5 V supply............................... 160
MID 128, SID 240 Program memory..................... 162
MID 128, SID 254, Controller 1............................. 163
MID 128, SID 32, Wastegate output driver............ 157
MID 158, PSID 1, Primary battery circuit............... 168
MID 158, PSID 2, Secondary battery circuit.......... 170
MID 158, PSID 4, 30 supply fuse.......................... 172
MID 158, PSID 5, EMS supply fuse...................... 174
MID 158, PSID 6, Extra supply fuse...................... 176
Repair Instructions................................................ 38
Repair instructions..................................................... 3
Safety Instructions................................................ 16
Special Service Tools.............................................. 20
47700583 04-2009 193

References to Service Bulletins
Group No. Date Refers to
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195
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Date: ................................................................
Name: ..............................................................
AB Volvo Penta
Technical Information
Dept. 42200
SE-405 08 Gothenburg
Sweden
47700583 English 04–2009

Workshop Manual: Group 30 Electrical System E

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Workshop Manual E

Group 30 Electrical system 2(0)

D9, D11, D12, D16

Safety and Other Instructions

General, Complete Vehicle Software

Cables and fuses

Volvo Penta accepts no responsibility for damage or

By taking these basic precautions and using common

Above all, when working on fuel systems, hydraulic

Torque, angle tightening Sealing compounds etc.

03-3 Specifications, Electrical

Switches and Senders

Sensor, fuel pressure

Camshaft sensor / flywheel sensor

Combined sensor (D16), oil level / oil temperature (engine)

Combined sensor, oil pressure / oil temperature (transmission)

Combined sensor (D16), inlet air pressure / intake manifold temperature

Sensor, coolant temperature

Sensor, crankcase pressure

Sensor, seawater pressure

Sensor, coolant pressure

Sensor, piston cooling pressure

Switch, coolant level

Switch, piston cooling pressure

Switch, oil level (D9, D12)

Engine Protection Map

Sensors Warning / Alarm Rpm map Condition

Sensors Warning / Rpm map Condition Derating

Low lube oil pressure

Piston cooling pressure

Detection: Very rapid and high crankcase pressure increasings.

Sensors Warning / Rpm map Derating

Sensors Warning / Alarm Alarm level Derating level Derating

Sensors Warning / Alarm Rpm map Condition

05-1 Safety Instructions

Do not touch the connections during start

Fuel delivery pipes must not be bent or straight-

08-2 Special Service Tools

885675 Break-out box 3838619 VODIA, diagnostic 9808648 Pin tool

9812519 Multimeter 9990014 Break out cable 9998482 Measuring tool

88890016 Break out cable

Design and Function

1 Sensor, coolant level

Location of switches and sensors, D11

1 Sensor, coolant level

Location of switches and sensors, D12

1 Sensor, fuel pressure

Location of switches and sensors, D16

1 Switch, piston cooling

Wastegate valve (D12)

Each unit injector is marked with a code on the top side

Piston cooling switch (D12, D16)

Sensor, piston cooling (D11)

Sensor, fuel pressure

Sensor, coolant temperature

D9, D12 Sensor, air inlet pressure / intake

The sensor is supplied by a 5 Volt reference voltage

The air inlet pressure sensor measures the abso-

The sensor provides a voltage signal which is propor-

The intake manifold temperature sensor consists

Sensor, oil pressure/oil temperature,

The sensor is installed on the oil filter bracket and

The oil temperature sensor consists of a non-linear