Workshop Manual E

30 Electrical system 2(0)

TMD102A, TAMD102A/D, TAMD103A-A

TMD122A, TAMD122A/C/D
TAMD122P-A/P-B/P-C
Group 30 Electrical system
Marine Diesel Engines
TMD102A • TAMD102A/D
TAMD103A-A
TMD122A • TAMD122A/C/D
TAMD122P-A/P-B/P-C

Contents
Safety information ............................................................. 2
Introduction ...................................................................... 2
Important .......................................................................... 2
General information .......................................................... 5
About the Workshop Manual ............................................. 5
Spare parts ....................................................................... 5
Certified engines ............................................................... 5
Repair instructions ............................................................ 6
Our joint responsibility ...................................................... 6
Tightening torques ............................................................ 6
Torque-tightening angle .................................................... 7
Lock nuts ......................................................................... 7
Tensile strength classes ................................................... 7
Sealants ........................................................................... 7
Safety instructions for Fluorocarbon rubber ...................... 8
Design and function .......................................................... 9
General description ........................................................... 9
Important .......................................................................... 9
Electric welding ................................................................ 10
Starting with auxiliary batteries ......................................... 11
Electrical components ...................................................... 12
Wiring diagrams ................................................................ 20
References to Service Bulletins ........................................ 30
 Safety information
Introduction
This workshop manual contains technical data,
descriptions and repair instructions for the Volvo
Penta products or product variants listed in the table
of contents. Make sure you are using the correct
workshop manual.
Read this safety information and the “General informa-
tion” and “Repair instructions” in the workshop manual
thoroughly before starting any servicing.
Important
The following special warning symbols are used in this
workshop manual and on the product:
WARNING! Warns of a risk of injury, serious
damage to the product or property, or that seri-
ous malfunctions could occur if the instruction is
not followed.
IMPORTANT: Is used to draw attention to
things that could cause damage to or malfunc-
tion of the product or property.
NB: Is used to draw attention to important information
to facilitate procedures or handling.
In order to give you an overview of the risks that are
always present and the safety measures that should
always be performed, we have listed them here:
Prevent the engine from being started by switch-
ing off the electrical supply using the main
switch(es) and locking it (them) in the off posi-
tion before carrying out servicing. Put up a warn-
ing sign at the driving position.
All servicing should normally be carried out with
the engine stationary. However, some jobs, for
example certain adjustments, require the engine
to be running. Approaching a running engine is a
safety risk. Bear in mind that loose, dangling
clothes or long hair can get caught in rotating
parts and lead to serious injury.
2
If you are working near an engine that is run-
ning, a careless movement or dropped tool
could result, in the worst case, in injury. Be
careful of hot surfaces (exhaust pipe, turbo,
charge air pipe, start element etc.) and hot fluids
in pipes and hoses of an engine that is running
or has just been stopped. Refit all protective
devices that were removed during servicing, be-
fore you start the engine.
Ensure that the warning and information stickers
on the product are always visible. Replace any
stickers that have been damaged or painted
over.
Never start the engine without the air filter fitted.
The rotating compressor wheel in the turbo
could cause serious injury, and foreign objects
entering the inlet pipe could cause damage.
Never use start spray or similar substances to
help start the engine. There could be an explo-
sion in the inlet pipe, which could cause injury.
Avoid opening the coolant filler cap when the en-
gine is hot. Steam or hot coolant could spurt out
as the pressure is released. . If you have to
open the filler cap, open a cock, or remove a
plug or coolant hose when the engine is hot,
open the filler cap slowly and release the pres-
sure in the cooling system. Steam and hot cool-
ant can spurt out in unexpected directions.
Hot oil can cause burns. Avoid skin contact with
hot oil. Ensure that the oil system is unpressur-
ized before opening it up. Never start or run the
engine with the oil filler cap removed, due to the
risk of oil being thrown out.
Stop the engine and close the sea cock before
opening up the cooling system.
Start the engine only in a well-ventilated area.
When running in an enclosed area, exhaust gas-
ses should be led out of the engine room or
workshop area.

Always use protective goggles when there is a
risk of splinters, grinding sparks, acid splashes
or other chemicals. The eyes are particularly
sensitive; an accident could cause you to lose
your sight.
Avoid skin contact with oil. Long-term or repeat-
ed skin contact with oil can lead to the skin los-
ing its natural oils, resulting in irritation, drying,
eczema and other skin problems.
From a health point of view, used oil is more
hazardous than new oil. Use protective gloves
and avoid oil-soaked clothes and rags. Wash
regularly, especially before meals. Use barrier
cream to counteract drying and make it easier to
get your skin clean.
Most of the chemicals intended for use with the
product (e.g. engine and transmission oils, glycol,
gasoline and diesel) and chemicals for workshop
use (e.g. degreaser, lacquers and solvents) are
dangerous to health. Read the instructions on the
packaging carefully. Always follow the safety in-
structions (e.g. the use of respiratory protective
equipment, protective goggles, gloves etc.). En-
sure that other personnel are not inadvertently ex-
posed to substances that are dangerous to
health, for example by inhalation. Provide good
ventilation. Handle used and leftover chemicals
in the prescribed manner.
Take the utmost care when searching for leaks in
fuel systems and testing fuel injectors. Wear
goggles. The jet from a fuel injector is at ex-
tremely high pressure and has a very high pene-
trative force. The fuel can penetrate deep into
body tissues and cause serious injury. There is a
danger of blood poisoning.
Like many chemicals, all fuels are highly flamma-
ble. Ensure that open flames or sparks are not
able to start a fire. Gasoline, certain thinners and
hydrogen gas from batteries are, in the correct
mixture with air, extremely flammable and explo-
sive. No smoking! Provide adequate ventilation
and take the necessary safety precautions before
doing any welding or grinding nearby. Always
have a fire extinguisher handy.
Ensure that rags that are soaked with oil or fuel,
and used fuel and oil filters, are stored safely. In
certain conditions, oil-soaked rags can spontane-
ously combust. Used fuel and oil filters are envi-
ronmentally hazardous waste and should be tak-
en to a waste disposal center to be destroyed,
along with used lubricating oil, contaminated fuel,
paint residues, solvents, degreaser and washing
residues.
Safety Information
Batteries should never be exposed to an open
flame or electric spark. Never smoke near the
batteries. The batteries produce hydrogen gas
during charging, which forms oxyhydrogen gas
when it mixes with air. This gas is highly flamma-
ble and very explosive. A spark, which can be
created if the batteries are connected incorrectly,
is sufficient to cause a battery to explode, caus-
ing injury and damage. Do not disturb the con-
nections when trying to start the engine (it could
cause sparks) and do not lean over any of the
batteries.
Always make sure you connect the positive and
negative leads to the correct terminals when you
are fitting the batteries. If you get them mixed
up, it could cause serious damage to the electri-
cal equipment. Check the wiring diagram.
Always use protective goggles when charging
and handling batteries. The battery electrolyte
contains highly corrosive sulfuric acid. If the
electrolyte comes into contact with the skin,
wash with soap and plenty of water. If battery
acid gets into your eyes, rinse straight away
with water and contact a doctor immediately.
Stop the engine and switch off the electrical
supply using the main switch(es) before working
on the electrical system.
Adjustments and connections should be done
with the engine stationary.
Use the lifting eyes that are fitted to the engine/
reverse gear when lifting the drive unit. Always
check that all lifting devices are in good condition
and that they have the right capacity for the lift
(the weight of the engine with any reverse gear
and extra equipment).
For safe handling and to avoid damaging com-
ponents fitted to the top of the engine, the en-
gine should be lifted using a lifting beam that is
either specially designed for the engine or is ad-
justable. All chains or cables should run parallel
with one another, and as perpendicular as possi-
ble to the top of the engine.
If extra equipment that is fitted to the engine al-
ters its center of gravity, special lifting devices
might be required to obtain the right balance and
safe handling. Never work on an engine that is
supported only by the lifting device.
Never work alone when removing heavy parts,
even when using a safe lifting device like a lock-
able block and tackle. Even when using a lifting
device, two people are usually needed, one to op-
erate the lifting device and the other to make sure
the parts are not jammed and do not get dam-
aged in the lift.
3
Safety Information

When you work aboard a boat, always make Never use a high-pressure washer to clean the
sure that there is enough space for disassembly engine. When cleaning other parts with a high-
where you are working, with no risk of personal pressure washer, never direct the jet at seals,
injury or material damage. rubber hoses or electrical components.

Components in the electrical and fuel systems

of Volvo Penta products are designed and man-
ufactured to minimize the risk of explosion and
fire. The engine should not be used in explosive
environments.
WARNING! The pressure pipes should never be
bent or reformed. Damaged pipes should be
changed.
Always use Volvo Penta recommended fuel
(see the instruction manual). Using lower quality
fuel can damage the engine. In a diesel engine,
poor fuel can lead to the control rod seizing and
the engine running too fast, with a danger of
both mechanical damage and injury. Poor quali-
ty fuel can also lead to higher maintenance
costs.

© 2003 AB VOLVO PENTA

All rights to changes or modifications reserved.
Printed on environmentally-friendly paper

4
 General information
About the workshop manual
This workshop manual contains wiring diagrams, de-
scriptions and repair instructions for the electrical
system used in the following engine units: TMD102A,
TAMD102A, TAMD102D, TAMD103A-A, TMD122A,
TAMD122A, TAMD122C, TAMD122D, TAMD122P-A,
TAMD122P-B and TAMD122P-C.
However, electrical components in the EDC system
for TAMD122P-B and TAMD122P-C engines are cov-
ered in a separate workshop manual, see “Fuel sys-
tem EDC I”.
The engine model and number are shown on the iden-
tification plate and engine sticker. Always quote the
engine model and number in all correspondence about
any of the products.
This workshop manual is primarily intended for Volvo
Penta workshops and their trained personnel. It is as-
sumed, therefore, that anyone using the manual pos-
ses basic knowledge of marine drive systems and can
carry out the necessary mechanical and electrical
work.
Volvo Penta is continually developing its products,
which is why it reserves the right to make changes.
All of the information in this handbook is based on
product data available at the time of going to press.
Information about any important changes that are
made to the product or servicing methods after the
manual went to press will be made available in the
form of Service Bulletins.
Spare parts
Spare parts for the electrical and fuel systems con-
form to various national safety regulations, for exam-
ple U.S. Coast Guard Safety Regulations.
Volvo Penta Original Spare Parts conform to these
regulations. Any damage resulting from the use of
non-original Volvo Penta spare parts in the product will
not be covered by the warranty provided by Volvo
Penta.
Certified engines
When servicing or repairing an emission certified
engine, it is important to be aware of the follow-
ing:
Certification means that an engine type has been
checked and approved by the relevant body. The en-
gine manufacturer guarantees that all engines of the
same type that are manufactured will be equivalent to
the certified engine.
This places special demands on servicing and re-
pair work, as follows:
● Maintenance and service intervals recommended
by Volvo Penta must be followed.
● Only Volvo Penta original spare parts may be
used.
● Servicing of injector pumps, pump settings and in-
jectors should always be carried out by an autho-
rized Volvo Penta workshop.
● The engine should not be rebuilt or modified, ex-
cept for accessories and service kits that Volvo
Penta has approved for the engine.
● No changes may be made to the installation of the
engine’s exhaust pipe or air intake channels.
● Seals should not be broken by anyone other than
authorized service personnel.
In other respects, the general instructions in the in-
struction manual about operating, care and mainte-
nance apply.
IMPORTANT! Neglected or poor quality mainte-
nance/servicing, such as using non-original
spare parts, will result in AB Volvo Penta no
longer being able to be responsible for the en-
gine corresponding to the certified specification.
Volvo Penta will not cover damage and/or costs
arising from this.
5
 Repair instructions
The working methods described in this workshop man-
ual are applicable in a workshop; that is to say, the
engine has been removed from the boat and is mount-
ed on an engine stand. Overhauling that does not re-
quire the engine to be lifted out is done in situ, using
the same procedures unless stated otherwise.
The warning symbols that are used in the workshop
manual (see “Safety Information” for meaning)
WARNING!
IMPORTANT:
NB:
are not totally comprehensive, as it is obviously im-
possible to foresee every eventually when servicing is
carried out in very varied conditions. Consequently,
we can only point out the risks that we think could
arise if the wrong procedures are used in a well-
equipped workshop, using working methods and tools
that we have tried and tested.
The procedures in this workshop manual are de-
scribed using special Volvo Penta tools, whenever
they exist. The special tools are designed to make the
procedures as safe and efficient as possible. For this
reason, anyone using tools or working methods other
than those that we recommend, must make certain
that there is no risk of injury or damage, and that it
could not result in incorrect operation.
In certain cases, there are special safety regulations
and instructions for use for the tools and chemicals
specified in the workshop manual. These regulations
and instructions should always be followed, and there
are no special instructions regarding them in the work-
shop manual.
Most risks can be avoided by taking certain elementa-
ry precautions and using common sense. A clean
workplace and a clean engine eliminate many risks of
both injury and incorrect operation.
It is of the outmost importance that dirt and foreign
particles do not get into the engine, especially when
working on the fuel system, lubrication system, inlet
system, turbo unit, bearings and seals, otherwise it
could lead to malfunctions or more frequent repairs.
6
Our joint responsibility
Every engine is made up of many systems and com-
ponents working together. A component that differs
from the technical specification can dramatically in-
crease the environmental impact from an otherwise
satisfactory engine. Consequently, it is of the utmost
importance that the specified wear tolerances are ad-
hered to, that systems that are adjustable are kept
correctly set and that Volvo Penta Original Parts are
used for the engine. The times specified in the main-
tenance schedule for the engine must be followed.
Certain systems, for example components in the fuel
system, can require special knowledge and special
test equipment. For various reasons, including envi-
ronmental regulations, certain components are sealed
at the factory. Do not tamper with components that
are sealed, unless you are authorized to carry out the
particular type of work.
Remember that most chemical products, if used incor-
rectly, can damage the environment. Volvo Penta rec-
ommends using biodegradable degreaser for all clean-
ing of engine components, unless stated otherwise in
the workshop manual. When working onboard a boat,
take particular care to ensure that oil, washing resi-
dues etc. are taken for destruction and do not acci-
dentally end up in the environment, along with the
bilge water for example.
Tightening torques
The tightening torques for critical fixings that have to
be tightened using a torque wrench are listed in “Tech-
nical data: Tightening torque” and are given in the de-
scriptions of the procedures. All of the torque settings
given apply to clean threads, bolt heads and mating
surfaces. The torque settings apply to lightly oiled or
dry threads. If lubricant, locking compound or sealant
is required for the threads, the type is specified in the
description of the procedure. For fixings for which no
particular torque is specified, refer to “Technical data:
General tightening torques.” The general tightening
torque is a standard value, and the fixing does not
have to be tightened with a torque wrench.

Torque-tightening angle
With torque-tightening angle, the
screw fixing is tightened to a speci-
fied torque and then turned further
through a specified angle. For ex-
ample, for a 90° tightening angle,
the fixing is tightened an additional
¼ turn after the specified torque
has been reached.
Locknuts
Locknuts that have been removed should not be re-
used. New locknuts should always be used, as the
locking ability is reduced or lost with repeated use.
For locknuts with a plastic insert, such as Nylock®,
the specified tightening torque should be reduced if
the Nylock® nut is the same height as a standard, sol-
id metal, hexagonal nut. The torque is reduced by
25% for bolts 8 mm or larger. For Nylock® nuts that
are higher (where the metal thread is the same height
as a standard hex nut), the torque specified in the ta-
ble applies.
Tensile strength classes
Bolts and nuts are divided into different tensile
strength classes. The class is shown by a number on
the head of the bolt, the higher the number, the higher
the tensile strength of the material. For example, a
bolt that is marked “10-9” is stronger than a bolt
marked “8-8.” Because of this, it is important to re-
place bolts in their original locations. When fitting new
bolts, refer to the spare parts catalogue to ensure that
you get the same type.
Repair Instructions
Sealants
The sealants and locking compounds specified below
are used for the engines covered in this workshop
manual.
For satisfactory servicing, it is important to use the
correct type of sealant or locking compound for the
fixings and joints that need them.
In the relevant sections of the workshop manual, we
have specified the products that are used in our en-
gine production.
When servicing the engine, the same products should
be used, or another brand that has the same proper-
ties.
When using sealants and locking compounds, it is im-
portant that the surfaces are free of oil, grease, paint
and anti-rust compound, and are dry. Always follow
the manufacturer’s instructions regarding permitted
temperature range, hardening time etc. for the prod-
uct.
Two basic types of compound are used for the engine,
and characteristic of these are:
RTV compound (Room Temperature Vulcanizing).
Usually used in combination with gaskets, for exam-
ple, sealing gasket joints or spread on gaskets. RTV
compound can easily be seen when the part has been
removed. Old RTV compound must be removed be-
fore the joint is resealed.
The following RTV compounds are used in the engine:
Volvo Penta sealant (silicone, 0.31 l cartridge, P/N
1161231, or 20 g tube, P/N 1161277) and P/N 840879
(25 g tube).
Old sealant can be removed with denatured alcohol.
Anaerobic compounds. These compounds harden
(cure) in the absence of air. The compounds are used
when two solid parts, such as castings, are fitted to-
gether without a gasket. Other common uses are for
securing and sealing plugs, stud threads, cocks, oil
pressure switches etc.
Cured anaerobic compound is like glass, so a color is
added to make it visible. Cured anaerobic compound
is highly resistant to solvents, and old compound can
not be removed. When refitting parts, it is important to
first degrease them thoroughly, wipe the surfaces
clean and then apply new sealant as specified.
The following anaerobic compounds are used in the
engine:
Volvo Penta locking compound (P/N 116 1053).
7
Repair Instructions

Handle a seal that has been removed in the same

Safety instructions for
fluorocarbon rubber
Fluorocarbon rubber is a common material, for exam-
ple in shaft sealing rings and O-rings.
When fluorocarbon rubber is subjected to high temper-
atures (over 300°C (572°F)), hydrofluoric acid can be
produced, which is highly corrosive. Splashes in the
eyes can cause burns. Inhaling fumes can damage
the airways.
WARNING! Take great care when working on
engines that might have been subjected to high
temperatures, for example overheating due to
seizing or in a fire. Seals should never be
burned off during dismantling, or burned later in
an uncontrolled manner.
● Always use neoprene gloves (gloves for handling
chemicals) and goggles.
●
way as corrosive acid. All residues, even ash, can
be highly corrosive. Never use compressed air for
cleaning.
● Put the remains in a plastic container, seal it and
apply a warning label. Wash the gloves under run-
ning water before taking them off.
The following seals will almost certainly be made of
fluorocarbon rubber:
Seals for the crankshaft, camshaft and counter
shafts.
O-rings, wherever they are fitted. O-rings for sealing
cylinder liners are almost always fluorocarbon rubber.
Note that seals that have not been subjected to
high temperatures can be handled normally.

NB: Because the illustrations in the workshop manual cov-

er several engine variants, certain parts might differ from
the actual configuration. However, the essential information
in the illustration is always correct.

8
 Design and function
General description
The engines have a 2-pole electrical system with an
alternator. The system voltage is 24 V.
The electrical system includes devices for monitoring
the coolant temperature and oil pressure in the engine.
Classifiable engines have a comprehensive monitoring
system. This section does not cover classifiable en-
gines. See instead the manual entitled “Installation –
Electrical System, TMD102 –TAMD102”.
Electrolytic corrosion
Your boat and its engine/reverse gear are fitted with
sacrificial zinc anodes to provide protection from gal-
vanic corrosion. This protection can cease to function
is so-called leakage currents from the electrical sys-
tem occur as a result of defective equipment or incor-
rectly connected electrical components on the minus
side (earthing, protective earth).
The following should always be taken
into consideration:
The main switches for the engine should be fitted on
both the positive (+) and negative (–) battery leads.
The main switches should disconnect all power con-
suming units. Electrical cables should be drawn so
that they are not exposed to moisture or risk being ex-
pose to bilge-water in the keelson.
If there more than one battery circuit is used there
should be separate switches for the extra equipment.
There should also be a main switch between the extra
battery’s plus terminal (+) and the fuse block for the
boat’s electrical equipment. The main switch for the
extra battery circuit should disconnect all power con-
suming units connected to this circuit and be switched
off when extra power is no longer required. The main
switches for the engine should be switched off as
soon as it is not used.
The drive package must not be electrically connected
with other equipment, e.g. flaps or ladders etc. Neither
should be drive package be used as an earth tier for
radio or navigation equipment, or other electrical
equipment where separate earth cables are used. All
separate earth connections should be collected to a
joint earth connection separated from the drive pack-
age.
If land based power is connected the protective earth
must not be connected to the engine or any other
earth point on the boat.
Transformers connected to land based power should
be designed so that the protective earth on the input
side (120/220V) and minus connection on the output
side (12/24V) are not connected.
WARNING! Electrolytic corrosion as a result of
leakage currents can in a short period of time re-
sult in severe and expensive damage to the
boat’s equipment. Work on the boat’s low volt-
age circuit should only be conducted by persons
with electrical engineering training or knowledge
in this field. Installation or work with land based
power equipment must only be conducted by
electricians authorised for high tension installa-
tions.
Important information on the
electrical system
Stop the engine and switch off the power
with the main switches before working on
the electrical system.
1. Main switches
Never disconnect the power circuit between the
alternator and batteries when the engine is run-
ning. The main switches must never be switched
off until the engine has stopped. If the power cir-
cuit is disconnected while the engine is running
the voltage regulator can be ruined and the alter-
nator severely damaged.
For the same reason charging circuits must never
be switched when the engine is running. A Volvo
Penta charge distributor can be fitted to a stand-
ard alternator (accessory) for simultaneous charg-
ing of two separate battery circuits.
2. Batteries
Never interchange the plus and minus battery ter-
minals when installing batteries. This can serious-
ly damage the electrical equipment. Compare with
the wiring diagram. The battery terminals should
be well cleaned and the cable lugs should always
be well tightened and well greased to avoid inter-
ruption.
The rapid charging of batteries should be avoided.
If rapid charging must be applied then both bat-
tery cables should be removed first.
9
Design and function

NOTE! Follow the appropriate safety regulations Important!

when charging batteries. The battery cell plugs
should be unscrewed but left in their sockets dur-
ing charging. Ensure adequate ventilation, espe-
cially if batteries are charged in an enclosed
room. Always switch off the charge current
before releasing the charge clamps.
System voltage must be disconnected when the 42-
pin connector on the control module is disconnected
or connected, or the control module will be damaged.
Pull down the red locking piece (A) under the connec-
tor while pulling out the connector.

WARNING! The battery compartment must

never be exposed to naked flames or elec-
trical sparks. Never smoke in the vicinity of
batteries. Batteries develop oxyhydrogen
gas during charging which is inflammable
and highly explosive.

Always use protective glasses when charg-

ing and handling batteries.
The battery electrolyte contains strongly corro-
sive sulphuric acid. On contact with the skin
wash with soap and plenty of water. If battery
acid gets in the eyes, rinse immediately with
plenty of water and contact a doctor immediate-
ly. Removing connector from control unit
3. When starting with auxiliary batteries, see A. Locking piece
“Starting with auxiliary batteries” on the next
page.
4. Connection of extra equipment Insulate the alternator cables then reconnect the bat-
All extra equipment should be connected to a tery cables.
separate junction box and fused. Extra power Always connect the welding clamp to the component
points direct from instrument panels should be
to be welded and as close to the weld as possible.
avoided: total of max. 5A* (for all instrument
The clamp must never be connected to the engine, or
panels together).
so that the current can pass through a bearing.
* Note. For the TAMD122P-B and TAMD122P-C max. 2A applies.

After welding
Disconnect the battery cables again.
TAMD122P-B, TAMD122P-C: Push the connector in
the control unit for the EDC system while pushing the
locking piece (A) up.
All engines: Reconnect the cables to the alternator
Electric welding and then reconnect the battery cables.

When electric welding on engines or parts of the in- Always connect the cables to the alternator be-
stallation, the following measures should be taken. fore replacing the battery cables.
Remove the positive and negative cables from the
batteries. Then disconnect all cables connected to the
alternator.

TAMD122P-B, TAMD122P-C
Remove the connector from the control unit to the
EDC system (placed behind the fuel filters).

10
 Design and function

Starting with auxiliary

batteries
WARNING! Ventilate well. Batteries contain and
give off oxyhydrogen gas which is highly flam-
mable and explosive. A short circuit, open flame
or spark could cause a violent explosion.
WARNING! Never confuse the positive and neg-
ative terminals on the batteries. Risk of arcing
and explosion.
If the batteries have frozen, they must first be thawed
out before an attempt is made to start the engine us-
ing auxiliary batteries.

1. Check that the auxiliary batteries are connected

(series or parallel connected) such that the volt-
age matches the system voltage of the engine.
2. Connect the red jumper cable to the positive ter-
minal (+) of the auxiliary battery, and then to the
positive terminal (+) of the discharged battery,
where the positive cable to the engine is connect-
ed.
Always make sure the clips are secure, so that
there are no sparks while trying to start the en-
gine.
3. Connect the black jumper cable to the negative
terminal (–) of the auxiliary battery, and then to a
point that is a little way away from the dis-
charged batteries, for example at the main
switch on the minus cable or the point at which
the minus cable is connected to the starter motor.

WARNING! Under no circumstances may

the black jumper cable (–) come into con-
tact with the positive connection on the
starter motor.

4. Start the engine.

WARNING! Do not touch the connections
during the start attempt: Risk of arcing. Do
not stand bending over any of the batteries
either.
5. Remove the jumper cables in exactly the reverse
order that they were attached.
NB: The normal cables to the standard batteries
should NOT be disconnected.

11
Design and function

Positioning of electrical components on engine,

TMD102A, TAMD102A/D, TAMD103A-A, TMD122A, TAMD122A/C/D,
TAMD122P-A

1. Coolant temperature transducer (ECT)

2. Coolant temperature sensor (ECT)*
3. Stop solenoid**
4. Alternator
5. Tachometer
6. Fuel shut-off valve (solenoid valve)**
7. Terminal box with 2 semi-automatic fuses (8 A)
8. Oil pressure transducer, engine
9a. TAMD102, TAMD103A-A, TAMD122, keel
cooled engine:
Transducer, charge air temperature
9b. TAMD122P-A, keel cooled engine:
Transducer, charge air temperature
10a. TAMD122P: Sensor, charge air pressure
(accessory)
10b. Other engines: Sensor, charge air pressure
(accessory)
11. Oil pressure sensor, engine
12. Starter motor

* The sensor has larger thread than the transducer.

** TAMD103A-A and TAMD122P-A has fuel shut-off valve
instead of stop solenoid. On other engines the stop solenoid
is replaced with fuel shut-off valve from engine number
1101052438/xxxx.

12
 Design and function

Positioning of electrical components on engine and reverse gear,

TAMD122P-B/P-C (EDC)

NOTE! The components in the diagrams have the

same number as on the engine’s wiring diagrams.
See section “Wiring diagrams”.

3. Alternator
4. Starter motor
5. Starter relay
6. Main relay
7. EDC control unit, incl. fuel temperature sensor (EDC)
and pressure sensor, charge air pressure (EDC)
8. Stop relay
9. Semi-automatic fuses (8 A)
10. Oil pressure sensor, reverse gear
11. Sensor, charge air pressure (instrument)
12. Oil pressure transducer, engine
13. Oil pressure sensor, engine
14. Coolant temperature sensor (instrument)
19. Temperature sensor, charge air
20. Coolant temperature sensor (EDC)
21. Position sensor, control rod
22. Engine speed sensor
23. Control solenoid (EDC)
24. Diagnostic outlet, 2-pole connection
28. TAMD122P-C: Fuse (7.5 A) for the EDC system
29. TAMD122P-C: Diodes

13
Design and function

Electrical components
Terminal box Terminal box, TAMD122P-B/P-C (EDC)

1
5
2

1. Starter relay (red/yellow cable) 1. Starter relay

2. Stop relay (violet cable) 2. Stop relay
Only on engines with stop solenoid. 3. Main relay
3. Porcelain fuse for stop solenoid (8A) 4. Diagnostic outlet (2-pole)
4. Earth 5. Semi-automatic fuses (8 A)
5. Semi-automatic fuses (8A)

NOTE! The stop relay (2) and porcelain fuse (3) in the
diagram above are only used on engines with stop so-
lenoid. The fuel shut-off valve (later engine versions)
is fused via the semi-automatic fuses (5).

Fuses
The engines have two 8 A semi-automatic fuses (5),
placed on the right-hand side of the terminal box. The
fuses are reset by pressing in the button on the fuse.

Engines with stop solenoid: An 8 A replaceable fuse

for the stop solenoid (3) in the diagram above is A. Fuse (7.5 A) for the EDC system (TAMD122P-C)
placed in the terminal box.

TAMD122P-C: Fuse for the EDC system.

The fuse (7.5 A) can be replaced after removing the
cover of the terminal box.

14

Starter motor
The starter motor is mounted on the flywheel casing
on the right-hand side of the engine.
On connection, a gear on the starter motor’s rotor
shaft is displaced in an axial direction so that it mesh-
es in a gear ring on the engine’s flywheel. The axial
movement of the gear and the connection of the start-
er motor is controlled by a solenoid on the starter mo-
tor.
The starter motor’s solenoid is in turn connected via
the starter relay when the starter key is turned to posi-
tion III.
Alternator
The alternator is belt driven and placed on the front
edge of the engine.
As extra equipment the engine’s standard alternator
can be fitted with a charge distributor. Two separate
battery circuits can thereby be charged at the same
time. The charge distributor separates the two groups
from each other so that the engine’s start batteries are
maintained fully charged even if the “accessory batter-
ies” are weak or almost flat.
NOTE! The charge voltage from the alternator of 28 V/
60 A is temperature compensated. The voltage in-
creases at low temperature and reduces at higher
temperatures.
Charging control lamp, extra alternator
A separate charging control lamp (3 W) can be con-
nected to the extra alternator of 28 V/100 A.
A resistance (3), part No. 863 400-8 (47 Ω/25 W) must
therefore be connected as per the wiring diagram
“Extra alternator 28 V/100 A”.
Voltage regulator with sensor system,
TAMD122P-B/P-C
The voltage regulator to the standard alternator (28 V/
60 A) is provided with a sensor system.
The sensor system compares the charging voltage
between the alternator connections B + and B – with
voltage between the plus and minus poles on the bat-
teries. The voltage regulator then compensates for
voltage drops in the cables between alternator and
batteries by increasing the charging voltage from the
alternator when necessary.
Design and function
Relays
The relays are placed in the terminal box. This is
mounted above the starter motor on the right hand
side of the engine (TAMD103A, TAMD122A/P), or on
the exhaust manifold on the left-hand side of the en-
gine (TAMD122P-B, TAMD122P-C).
All relays are identical and therefore interchangeable if
necessary.
EDC system, TAMD122P-B/P-C
The injection pump is fitted with an electric regulator.
The regulator contains an electromagnet which actu-
ates the injection pump’s control rod and therefore the
volume of injected fuel (engine output).
The EDC system measures the charge air pressure
and charge air temperature and calculates the avail-
able air mass. This in turn determines the volume of
injected fuel (smoke limiter function). To achieve mini-
mum emissions when starting, the system measures
the coolant temperature and adjusts the volume of
fuel accordingly.
The system also determines which maximum torque
can be taken out at each number of revs without risk-
ing engine damage. To protect the engine at high cool-
ant temperature, high charge air temperature or high
charge air pressure, the EDC system temporarily re-
duces the fuel volume (reduces the engine output) un-
til the values are normalised.
The control unit also has a diagnostic function which
via a diagnostic lamp (or a diagnostic instrument)
helps users/service personnel to quickly find any
faults in the system.
15
Design and function

Transducers Sensors
Coolant temperature transducer: Coolant temperature sensor:

Adjustment temperature (with rising temp.): 94 –100°C

(201– 212° F)
Tightening torque: max. 30 Nm (22 lbf-ft) Tightening torque: max. 20 Nm (14.76 lbf-ft)
Resistance tolerances, with sensor submerged to hex
socket screw in circulating fluid for at least 3 minutes
with operating current switched on:
Temp. 60°C (140°F) ....................... 120.5–147.5 Ohm
90°C (194°F) ....................... 47–55.5 Ohm
100°C (212°F) ..................... 35.5–41.5 Ohm

Oil pressure transducer: Sensor, charge air pressure:

Adjustment pressure: 0.48 –0.90 Bar (6.96 –13.05 psi)
Working pressure: 10 Bar (145.0 psi)
Measuring range: 0–2 bar (0–29 psi)
Tightening torque: max. 30 Nm (22.14 lbf-ft)
Resistance tolerance, with falling pressure and con-
nected instrument, measured with ohmmeter class 1,
at 20°C (68°F).
Pressure 0 Bar (0 psi) ......................... 4–16 Ohm
0.5 Bar (7.3 psi) .................... 48–62 Ohm
1.0 Bar (14.5 psi) .................. 92–108 Ohm
1.5 Bar (21.8 psi) .................. 136–152 Ohm

16

Oil pressure sensor (engine):
Measuring range: 0–10 Bar (0–145 psi)
Tightening torque: max. 30 Nm (22 lbf-ft)
Resistance tolerance, with falling pressure and con-
nected instrument, measured with ohmmeter class 1,
at 20°C (68°F).
Pressure 0 Bar (0 psi) ..........................
2 Bar (29.0 psi) .....................
4 Bar (58.0 psi) .....................
6 Bar (87.0 psi) .....................
Oil pressure sensor (reverse gear):
Measuring range: 0–30 Bar (0–435 psi)
Tightening torque: max. 30 Nm (22 lbf-ft)
Resistance tolerance, with falling pressure and con-
nected instrument, measured with ohmmeter class 1,
at 20°C (68°F).
Pressure 0 Bar (0 psi) .........................
5 Bar (72.5 psi) .....................
10 Bar (145.0 psi) .................
15 Bar (217.6 psi) .................
Engine speed sensor
Tightening torque: Max. 50 Nm (37 lbf-ft)
Resistance, measured over pins: Approx. 1000 Ohm
Design and function
Stop solenoid
(T(A)MD102A, TMD122A, TAMD122A/C/D
to and including engine number 1101052437/xxxx)
The stop solenoid receives current via the stop relay
when the key switch is turned to position “S”. When
the solenoid is actuated the injection pump’s regulator
arm is pushed to zero position. The fuel supply is
choked and the engine stops.
5–13 Ohm
48–56 Ohm
84–92 Ohm
119–129 Ohm
If the stop solenoid is released or replaced it should
be adjusted as follows before being used:
1. Fit the stop solenoid loosely on the bracket.
2. Switch on the current. Check that the stop sole-
noid pulls to its bottom position when the current
is switched on. The pin in the back end of the
stop solenoid protrudes 1–2 mm (0.04–0.08") see
figure.
3. Fit the pull rod with the stop solenoid switched
on. Adjust the pull rod so that the distance be-
tween the control arm and its stop is 1–2 mm
(0.04–0.08").
4. Switch off the current. Check the adjustment by
switching on the current again so that the sole-
noid pulls to the bottom position. Note the move-
5–13 Ohm ment of the control arm.
49–57 Ohm
87–97 Ohm WARNING! If the stop solenoid does not
120–130 Ohm pull to the bottom position there is a risk it
will burn up within 30 seconds. Switch off
the current immediately, and investigate the
reason.
17
Design and function

Fuel shut-off valve

(solenoid valve) A
(T(A)MD102A/D, TAMD103A-A, TMD122A, 2
6 4 5
TAMD122A/C/D, TAMD122P–A from and including
engine number 1101052438/xxxx)
The engine is stopped via a solenoid valve (fuel shut-
off valve) which is actuated when the key switch is
3
turned to position “S”. The valve is placed on a brack-
et below and just to one side of the injection pump
NOTE! TAMD122P-B/P-C is stopped via the EDC
system. 1
7

Flow diagram, fuel shut-off valve

A. Engine in operation (solenoid valve not actuated)

B. During stop process

When the key switch is turned to stop position (S) the
solenoid valve (2) is activated. The valve changes the
direction of flow of the fuel to and from the feed pump,
whereby a negative pressure of approx. – 0.3 to – 0.4
bar (– 4.35 to – 5.80 psi) is built up in the injection
pump’s fuel chamber. This prevents the filling of the
1 pump element and the engine stops (the pump ele-
ment requires overpressure for filling).
1. Solenoid valve
The overflow valve (7) prevents the fuel flowing into
Connections in valve housing, markings: the injection pump via the return line.
T. Inlet from fuel tank (Tank)
P. Outlet to feed pump (Pump)
F. Inlet from fuel filter (Filter)
I. Outlet to injection pump (Injection pump)
B
6 2 4 5

Function 3
The solenoid valve changes the direction of flow in the
fuel system during the stop process.
1
A. During operation
7
The valve is not connected and the fuel has its normal
direction of flow. The feed pump (4) induces the fuel
from the tank (3) via the primary filter (6) after which
the fuel is forced through the fine filter (5) to the injec- Flow diagram, fuel shut-off valve
tion pump (1). B. Stop function actuated (solenoid valve switched on)

18
 Design and function

Fault finding
Engine does not stop
● Check that the solenoid valve’s connector has
voltage when the key switch is in stop position.
The violet cable should supply voltage during
stop.
The solenoid valve has a 21 W coil. The current
consumption is therefore approx. 1 A.
● Have a colleague turn the key switch to the stop
position (S) and listen to the sound. Does the
valve click when stop is activated? If necessary,
check the plunger function.
● Check that the overflow valve on the injection
pump seals in the return direction so that the fuel
cannot reach the pump via the return line.

19
 Wiring diagrams

Block diagram

A. Main panel
B. Extra panel
C. Panel for Flying Bridge*
D. Alarm panel (only used when there is no main panel A)
E. Y-connection
F. Junction box with fuses

* The main panel (A) can also be used on the flying bridge. The
sensors for temperature and oil pressure must then be replaced.

Conversion mm2 /AWG*

* American Wiring Gauge

mm2 1.0 1.5 2.5 10 16

AWG 16 (17) 15 (16) 13 7 5

20
 Wiring diagrams

T(A)MD102A/D, TAMD103A-A, TMD122A, TAMD122A/C/D,

TAMD122P-A/P-B/P-C
Instrument panel (main panel)

1. Instrument lighting 11. Switch, instrument lighting

2. Voltmeter 12. Switch – alarm test/acknowledge Cable colors
3. Oil pressure gauge 13. Tachometer with built-in timer
4. Coolant temperature gauge (ECT) 14. Key switch BL = Blue
5. Connector for extra warning display 15. Alarm LBL = Light-blue
(extra equip.) 16. Connector for neutral pos. switch
6. Electronic unit (alarm) (accessory) BN = Brown
7. Warning lamp, coolant temperature 17. 16-pole connection LBN = Light-brown
8. Warning lamp, oil pressure 18. 2-pole connection (for flying bridge)
9. Warning lamp, charging 19. Adapter cable (cable kit) GN = Green
10. Control lamp, preheating
(starter element is accessory to
GR = Grey
TMD102A) OR = Orange
R = Red
SB = Black
Key switch Spring return VO = Violet
W = White
Y = Yellow

Cable areas in mm2 are indicated

Spring return after color code in the wiring
diagram. 1.0 mm2 is applicable
where no area is given.

21
Wiring diagrams

T(A)MD102A/D, TAMD103A-A, TMD122A, TAMD122A/C/D,

TAMD122P-A/P-B/P-C
Instrument panel for Flying Bridge

Flying bridge Instrument panel Cable colors

1. Instrument lighting BL = Blue
2. Voltmeter
3. Oil pressure gauge LBL = Light-blue
4. Coolant temperature gauge (ECT) BN = Brown
5. Connector for extra warning display
(extra equip.) LBN = Light-brown
6. Electronic unit (alarm)
7. Warning lamp, coolant temperature
GN = Green
8. Warning lamp, oil pressure GR = Grey
9. Warning lamp, charging
10. Control lamp, preheating OR = Orange
(starter element is accessory to R = Red
TMD102A)
11. Switch, instrument lighting SB = Black
12. Switch – alarm test/acknowledge VO = Violet
13. Tachometer with built-in timer
14. Key switch W = White
15. Alarm
Y = Yellow
16. Connector for neutral pos. switch
(accessory)
17. 16-pole connection Cable areas in mm2 are indicated
after color code in the wiring
diagram. 1.0 mm2 is applicable
where no area is given.
1. Instrument lighting
2. Oil pressure gauge – reverse gear
3. Gauge for charge air pressure
4. Connection to instr. lighting on main panel
5. Connection to circuit board on main panel
6. Connection to connector (15) on main panel

22
 Wiring diagrams

T(A)MD102A/D, TAMD103A-A, TMD122A, TAMD122A/C/D,

TAMD122P-A/P-B/P-C
Instrument kit for wheel house

Cable colors
BL = Blue
1. Electronic unit (alarm) R = Red
2. Warning lamp, coolant temperature
3. Warning lamp, oil pressure LBL = Light-blue
4. Warning lamp, charging
SB = Black
5. Control lamp (not used)
(the starter element is extra equipment BN = Brown
for TMD102A)
6. Connector for extra warning display (extra equipment) LBN = Light-brown
7. Instrument lighting GN = Green
8. Connection point (not removable)
9. Coolant temperature gauge VO = Violet
10. Oil pressure gauge GR = Grey
11. Voltmeter
12. Gauge for charge air pressure W = White
13. Oil pressure gauge, reverse gear OR = Orange
14. Alarm
15. Switch – alarm test/acknowledge Y = Yellow
16. Switch, instrument lighting
17. Key switch Cable areas in mm2 are indicated after color code
18. Connector for neutral position switch (extra equipment)
in the wiring diagram.
19. Tachometer with built-in timer
20 16-pole connection 1.0 mm2 is applicable where no area is given.

23
Wiring diagrams

T(A)MD102A/D, TAMD103A-A, TMD122A, TAMD122A/C/D,

TAMD122P-A/P-B/P-C
Instrument kit for Flying Bridge

Cable colors
BL = Blue
R = Red
1. Electronic unit (alarm)
LBL = Light-blue
2. Connector for extra warning display (extra equipment) SB = Black
3. Warning lamp, coolant temperature
4. Warning lamp, oil pressure BN = Brown
5. Warning lamp, charging LBN = Light-brown
6. Control lamp, preheating
(starter element is extra equipment on TMD102A) GN = Green
7. Alarm VO = Violet
8. Switch – alarm test/acknowledge
9. Switch, instrument lighting GR = Grey
10. Connection point (not removable)
W = White
11. Instrument lighting
12. Tachometer with built-in timer OR = Orange
13. Start button
14. Stop button
Y = Yellow
15. Connector for neutral position switch (extra equipment)
16. 16-pole connection Cable areas in mm2 are indicated after color code
in the wiring diagram.
1.0 mm2 is applicable where no area is given.

24
 Wiring diagrams

T(A)MD102A/D, TAMD103A-A, TMD122A, TAMD122A/C/D,

TAMD122P-A/P-B/P-C
Starter element Extra alternator 28V/100A
(extra equipment, TMD102A)

Wiring diagram,
starter element
1. Starter element
2. Relay
3. Terminal block Extra alternator 28 V/100 A
4. Starter motor
A. Key switch
5. Junction box
B. Charging control lamp
C. Resistor (47 Ω/25 W)
D. Alternator

Connection, charge distributor to Oil-bilge pump

standard alternator

Proposed connection of oil-bilge

pump (pumping and filling)
Cable area: 1.5 mm2
A. Fuse (8A)

1. Sensor cable (yellow 1.5 mm2) 6. Starter motor

2. Charge distributor (extra equip.) 7. Main switch
3. Voltage regulator 8. Auxiliary batteries (for
4. Alternator extra equipment)
5. Fuse panel (extra equip.) 9. Start batteries (engine)

25
Wiring diagrams

T(A)MD102A/D, TMD122A, TAMD122A/C/D

Engines to and including engine number 1101052437/xxxx.

Cable colors
BL = Blue R = Red
1. Battery
LBL = Ligth-blue SB = Black 2. Main switch
BN = Brown VO = Violet 3. Starter motor
4. Semi-automatic fuses (8A)*
LBN = Light-brown W = White 5. Alternator
GR = Grey Y = Yellow 6. Starter relay (16MS)*
7A. Stop relay (16S)*
OR = Orange PU = Purple
7B. Fuse for stop solenoid, 8A
8. Stop solenoid
Cable areas in mm2 are indicated after color code 9. Earth terminal*
in wiring diagram. 1.0 mm2 is applicable where no 10. Connector, 16-pole*
11. Coolant temperature sensor
area is given.
12. Coolant temperature transducer (normally open,
closes with fault)
13. Sensor, charge air pressure (extra equipment)
2 14. Oil pressure sensor, engine
Conversion mm /AWG*
15. Oil pressure transducer, engine
* American Wiring Gauge 16. Oil pressure sensor, reverse gear
(extra equipment)
mm2 1.0 1.5 2.5 10 16
17. Tachometer
AWG 16 (17) 15 (16) 13 7 5
* Note. Placed in terminal box.

26
 Wiring diagrams

TAMD103A-A, TAMD122P-A
T(A)MD102A/D*, TMD122A*, TAMD122A/C/D*
* Engines from and including engine number 1101052438/xxxx.

1. Battery
2. Main switch
3. Starter motor Cable colors
4. Alternator BL = Blue R = Red
5. Starter relay (16MS)*
6. Semi-automatic fuses (8 A)* LBL = Light-blue SB = Black
7. Oil pressure sensor, reverse gear (0–30 bar), (0–435 psi). BN = Brown VO = Violet
Extra equipment.
8. Sensor, charge air pressure (0–3 bar), (0–43.5 psi). LBN = Light-brown W = White
Extra equipment. GR = Grey Y = Yellow
9. Fuel shut-off valve
10. Coolant temperature transducer (97°C), (206.6°F),
normally open – closes with fault Cable areas in mm2 are indicated after color
11. Coolant temperature sensor (40–120°C), (104–248°F) code in wiring diagram. 1.0 mm2 is applicable
12. Oil pressure transducer, engine (0.7 bar), (10.15 psi), where no area is given.
normally open – closes with fault
13. Oil pressure sensor, engine (0–10 bar), (0–145 psi)
14. Tachometer
15. Earth terminal* Conversion mm2 /AWG*
16. Connector, 16-pole*
17. TAMD102, TAMD103A-A, TAMD122 in keel cooled version: * American Wiring Gauge
Temperature transducer, charge air temperature (86°C),
(186.8°F), normally open – closes with fault mm2 1.0 1.5 2.5 10 16
18. Splice AWG 16 (17) 15 (16) 13 7 5

* Note. Placed in terminal box.

27
 TAMD122P-B

Wiring diagrams
28

1A. Start battery

1B. Emergency/auxiliary battery
2A. Main switch
2B. Main switch for backup system
3. Alternator
4. Starter motor
5. Starter relay*
6. Main relay*
7. EDC Control module box (control
unit)
8. Stop relay*
9. Semi-automatic fuses (8A)*
10. Oil pressure sensor, reverse gear
11. Pressure sensor, charge air
pressure
12. Oil pressure transducer, engine
13. Oil pressure sensor, engine
14. Coolant temperature sensor
15. Splice
16. 16-pin connector* (instrument
cabling)
17. 4-pin connector (reverse gear)
18. Solenoid valve (reverse gear with
electronic shifting)
19. Sensor, charge air temperature
20. Coolant temperature sensor, EDC
21. Position sensor,** control rod
22. Tachometer**
23. Actuation solenoid, EDC**
24. 2-pin connector (diagnostic
Cable colors output)*
BL = Blue P = Pink 25. 16-pin connector (controls)
LBL = Light-blue R = Red
* Placed in junction box
BN = Brown SB = Black ** Placed on injection pump
LBN = Light-brown VO = Violet
GN = Green W = White NO = Normally open during operation.
GR = Grey Y = Yellow
OR = Orange
Cable areas in mm2 are indicated after color code in wiring diagram. 0.5 mm2 is applicable where no area is given.
 TAMD122P-C
1A. Start battery
1B. Emergency/auxiliary battery
2A. Main switch
2B. Main switch for backup system
3. Alternator
4. Starter motor
5. Starter relay*
6. Main relay*
7. EDC Control module box
(control unit)
8. Stop relay*
9. Semi-automatic fuses (8A)*
10. Oil pressure sensor, reverse gear
11. Sensor, charge air pressure
12. Oil pressure transducer, engine
13. Oil pressure sensor, engine
14. Coolant temperature sensor
15. Splice
16. 16-pin connector* (instrument
cabling)
17. 4-pin connector (reverse gear)
18. Solenoid valve (reverse gear with
electronic shifting)
19. Temperature sensor, charge air
20. Coolant temperature sensor, EDC
21. Position sensor,** control rod
22. Engine speed sensor**
23. Actuation solenoid, EDC**
24. 2-pin connector (diagnostic
output)*
25A. 8-pin connector, male (control)
Cable colors 25B. 8-pin connector, female (control)
28. Fuse (7.5 A)*
BL = Blue P = Pink 29. Diodes*

Wiring diagrams
LBL = Light-blue R = Red
BN = Brown SB = Black * Placed in junction box
LBN = Light-brown VO = Violet ** Placed on injection pump

GN = Green W = White NO = Normally open during operation.

GR = Grey Y = Yellow
29

OR = Orange
Cable areas in mm2 are indicated after color code in wiring diagram. 0.5 mm2 is applicable where no area is given.
 References to Service Bulletins

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 Notes

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