Installation SCR US 47701336

Installation I
1(1)
SCR
Content
SCR .............................................................................................................. 2
Safety Information .................................................................................... 2
General Information ................................................................................. 3
System Description .................................................................................. 4
Components ............................................................................................. 5
Vibration demands ................................................................................. 30
Installing the SCR system ..................................................................... 38
Electrical System ................................................................................... 62
Miscellaneous ....................................................................................... 100
Alphabetical index .................................................................................. 103
1
SCR
Safety Information
Important Installation Information Work methods
This installation manual contains the information These instructions are intended to be used by suitably
needed to install the exhaust aftertreatment system qualified personnel. In this installation manual, these
(EATS). person(s) is/are referred to as the installer(s).
Read the installation manual carefully before you start Also refer to the specific engine operators manual for
the installation. If the installation is done in a faulty relevant information when necessary and in particular
manner, this can cause personal injury or damage to for information relating to safety when engine opera-
property and machinery. tion take place.
Installation Work must be performed by Volvo Penta workshops

or other authorized, well equipped workshop by quali-
This installation manual is intended to be used fied and experienced personnel.
together with the operators manual for the chosen
engine. Volvo Penta declines all responsibility for per-
sonal injury or property damage which might occur as IMPORTANT !
a result of not following the installation manual or if the
Failing to follow these instructions when installing a
work is not done by professional personnel.
certified engine in a piece of non- road equipment for
The installer is responsible for ensuring that the sys- use in the United States violates U.S. federal and
tem operates in the manner described in this manual. Californian law (40 CFR 1068.105 (b)) is subject to
fines or other penalties as described in the Clean Air
Act.
IMPORTANT ! IMPORTANT !
This installation instruction publication and the corre- If you install the engine for use in the United States in
sponding technical data sheet provide important infor- a way that makes the engine’s emission control infor-
mation and instructions to ensure the installed engine mation label hard to read during normal engine main-
will operate according to the design specification in tenance, you must place a duplicate label on the
the Volvo Penta application for certification. equipment, as described in U.S 40 CRF 1068.105.
2 47701336 08-2011
SCR, General Information
General Information
Urea solution SCR technology

IMPORTANT! SCR technology (Selective Catalytic Reduction) is
Urea solution causes corrosion damage. Do not used to meet statutory exhaust requirements as the
remove urea hoses or wiring during normal service Tier 4 Interim / Stage 3B exhaust regulations.
without secure ambient pressure inside the system.
Diesel engines with efficient combustion in combina-
tion with exhaust gas aftertreatment results in consid-
CAUTION! erably reduced emissions of nitrogen oxides and par-
Tools that come into contact with the fluid must be ticulate matter.
cleaned.
SCR technology is based on treating the exhaust
CAUTION! gases with an additive before they pass through the
catalytic converter. This additive (urea solution)
Gloves must be changed. Take off contaminated
causes nitrogen oxides to be converted into nitrogen
clothes.
gas and steam, substance that occur naturally in our
environment.
WARNING!
In the case of any contact with eyes or skin the The additive is a water solution with 32,5% urea. The
affected area must be thoroughly rinsed with solution must fulfill the ISO-22241 standard. The addi-
lukewarm water. If you breathe in any fumes, make tiv for the SCR technology has different name on dif-
sure you breathe fresh air. ferent markets example; DEF or AdBlue. In this docu-
ment we are using urea solution in most cases. In the
chapter with fault codes and miscellaneous the urea
fluid is called “AdBlue”
AdBlue The entire SCR system is controlled by the MID128
control unit: EECU (engine electronic control unit)
which communicates via a separate SCR control unit
Keep Clean (MID233) for the urea solution dosing system.
NOTICE! Tier 4 interim/Stage 3B engines will need

low sulphur diesel, maximum limit of sulphur is 15
ppm. A label with the statement:
“ ULTRA LOW SULFUR FUEL ONLY” must be per-
manently attached to the equipment near the fuel
inlet.
P0011697 NOTICE! If you install the engine in a way that makes

the engine's certification (emission control informa-
tion) label on the engine cover, hard to read during
normal engine maintenance, you must place a dupli-
cate label on the machine. Duplicate labels are not
allowed to be delivered with the engine and must be
requested from the engine manufacturer.
47701336 08-2011 3
SCR, System Description
System Description
SCR operation Engine torque
At engine start, the control unit checks that the urea When the urea tank is empty or when certain NOx
tank level sensor indicates that there is a sufficient levels are exceeded, the maximum engine torque will
amount of urea in the tank. It also checks that the be reduced. The torque reduction is deactivated when
temperature sensors indicate that the urea solution the conditions for activation are no longer met.
has normal temperature (not frozen or over-heated).
Normal shut-down
The control unit continuously monitors the tempera-
ture in the urea solution. If the temperature in the urea When the engine is switched off, it sends a signal to
tank falls below 10°C (50°F) the control unit activates the control unit which in turn starts the shutdown
a solenoid valve which opens and allows hot engine sequence (after run) for the urea system (tank, hose,
coolant to pass through the urea tank heating loop SM and DM). This after run sequence takes place
and the urea hoses are being electrically heated. automatically and the system is drained of urea solu-
When the urea solution in the tank reaches a temper- tion and is depressurised.
ature of 15°C (59°F) the control unit sends a signal to
close the solenoid valve and shuts off the heating. The control unit opens the Dosing Module briefly to
empty the injector and any remaining urea solution is
The Supply Module (SM) builds up a pressure in the injected into the exhaust pipe.
urea hoses between the SM and the dosing module
(DM). The engine control unit sends a CAN message NOTICE! Do not operate (disconnect) the main switch
to the SCR control unit demanding a certain amount until the after run sequence have been able to finish.
of urea. The urea solution is then dosed into the NOTICE! Small amounts of urea solution may remain
exhaust gases upstream the SCR muffler. The urea in bends in the hoses which is important to remember
solution which is not injected, returns to the tank if the hoses are to be disconnected.
through the Supply Module.
In the exhaust gas urea solution decomposes to

ammonia, which reacts with NOx to form harmless
nitrogen gas and water. The NOx sensor measures
the nitrogen oxide (NOx) content in the exhaust gases
(outlet). If the approved emissions level is not main-
tained, a warning lamp ligths in the instrument panel
and a fault code is stored in the engine control unit.
4 47701336 08-2011
SCR, Components
Components
Main Components
5
3
10 7
1
8
P0011660 9
SCR Main system The entire SCR system is controlled by the engine
control unit (MID128) which communicates with the
1 Urea tank urea dosing system via a second control unit (SCR
control unit, MID 233).
2 Level/temperature unit
NOTICE! Position 3 and 5 are not used on
3 Heater valve
TWD1663GE
4 Supply module (SM)
5 Humidity sensor
6 Flexible hose (stainless steel)
7 Dosing module (DM)
8 Temperature sensor
9 SCR silencer
10 NOx sensor, exhaust pipe outlet.
47701336 08-2011 5
SCR, Components
1 2 6
7
8 5
P0011661
Component description
TAD136x / TAD166x NOTICE! Position 2 is not used on TWD1663GE
2 Heater valve (coolant from engine)
3 SCR silencer with catalytic converter
4 From engine
6 Temperature sensor
7 NOx sensor control unit
9 Urea tank
6 47701336 08-2011
SCR, Components
4
3
P0015159
P0015159
TWD1663GE
4 SCR silencer with catalytic converter
5 Urea tank
47701336 08-2011 7
SCR, Components
TAD56x / TAD76x
The components must be connected downstream as illustrated.
1 Pre-catalytic converter, turbo-mounted 6 Connection pipe

2 Flexible steel hose 7 SCR silencer
3 Temperature sensor 8 Attachment hole, NOx sensor
4 Dosing module (urea injection) 9 Attachment points (steel clamps)
5 Injection tube (129-210 kW only) 10 Support bracket required
NOTICE! Connection pipe length 6 between injection

tube 5 and the SCR silencer 7 must be at least: 200
mm (7.9") and max: 500 mm (19.7")
8 47701336 08-2011
SCR, Components
Proposal for pipe (6) between injector and

SCR silencer
220 mm TAD56x / TAD76x

NOTICE! The connection pipe (6) may be manufac-
tured according to the proposals (drawings) in this
R110 mm manual. It may not be a flexible hose. As far as possi-
ble, avoid bends to minimize the risk of crystallization.
101,9 mm
P0014479
150 -290 mm NOTICE! The pipe sections between the injector and
SCR silencer should IDEALLY be insulated to ensure
R110 mm that the temperature is maintained right up to the cat-
150 mm
alytic converter section in order to avoid the precipita-

tion of crystals in the bends.
101,9 mm
P0014480
NOTICE! Sharp angles in combination with welds are

not permitted.
P0014481
47701336 08-2011 9
SCR, Components
185 mm 735 / 525 mm

7.3” 29” / 21”
P0012067
1
1 Attachment points, steel clamps
TAD56x: 129-155 kW, TAD76x: 160-210 kW

SCR silencer TAD56x TAD76x
External diameter, cover: mm/in 298/11.7 298/11.7
Exhaust pipe external diameter: mm/in 89/3.5 108/4.2
Length: mm/in 952/37.5 1162/45.7
Weight, approx: kg/lbs 39/99.2 49/110
35
0
640
Inlet
540
Outlet
P0012084
TAD76x: 160-235 kW
SCR silencer TAD76x
External dimensions, cover: mm 540x350
Diameter, exhaust line outlet/inlet: mm/in 108/4.2
Length: mm/in 640/46
Weight, approx: kg/lbs 39/121
10 47701336 08-2011
SCR, Components
1
2
P0013638
Muffler (schematic view)

SCR muffler with catalytic converter
The exhaust gases are led into the SCR catalytic con-
verter built into the muffler (4). The catalytic converter
(5) consists of ceramic structures with many small
channels coated with an active substance. Urea sol-
ution from the tank (1) is injected into the exhaust pipe
(3) upstream the muffler and mixes with the hot
exhaust gases. The heat of the exhaust quickly
decomposes the urea solution into ammonia and car-
bon dioxide.
As the exhaust gases pass through the SCR catalytic

converter the ammonia reacts with nitrogen oxides
and the final products are harmless nitrogen and
water. In the rear part of the ceramic structure, there
is a section coated with a platinum coating (the clean-
up section) which handles non-reacted ammonia in
order to prevent a smell of ammonia in the exhaust
gases.
The ceramic structures cannot be renovated or

replaced as a separate item. The entire muffler
assembly has to be replaced if necessary. Externally
fitted components such as the NOx sensor, dosing
module (DM), pump unit (2) and temperature sensor
can be replaced separately.
47701336 08-2011 11
SCR, Components
Pre-catalyst
TAD56x / TAD76x
Dimensions:
TAD56x TAD76x
Exhaust line Outer diameter: mm/ 89/3.5 89/3.5
in
Length: mm/in 191/7.5 200/7.9
Weigth approximately: kg/pound 3.5/7.7 4/8.8
Bracket concept:
P0012066
- The pre-catalyst must be fixed to avoid strain on
turbo and pre-cat itself.
- Mount bracket with screws.
- The pre-cat have oval holes to allowed some adjust-
ments before final tightening.
Connections:
Mount as close as possible to the turbo, (due to that
maximum heat is required). The pre-catalyst inlet and
outlet are designed to fit V-clamp connections with
external diameters of 89 mm (3.5”).
NOTICE! The flow direction on the picture to connect

it right.
P0014024
Surface temperatures:
Pre-catalysts have an integrated heat insulation that
covers most areas of the pre-catalyst except on brack-
ets areas.
12 47701336 08-2011
SCR, Components
Dosing Module (DM)

The urea solution is dosed into the exhaust gases
upstream the SCR muffler with the Dosing Module
(DM). The urea solution which is not injected, returns
to the tank through the Supply Module (SM).
The location (angles) of the Dosing Module on the

exhaust line is of great importance with regards to urea
mixing performance. Mounting angles are described in
more detail in the next chapter.
Some mufflers has a fixed position for the DM and it is

then not possible to move it.
P0011672
Supply Module (SM)

The amount of urea solution to be injected is controlled
by the control unit and the supply module (SM).
Diagnostics and programming take place via the

engine diagnostic connector. Diagnostic tool can be
used for: reading out fault codes, for re-programming
the system and for running a number of tests on the
Supply Module. The system does not need calibration.
Connections (1)
• CAN
• Diagnosis via engine harness
• Electrical hose heating
• Urea tank heating
• Exhaust gas temperature
• Dosing Module actuation
• Urea solution level sensor
• Urea tank sensor
47701336 08-2011 13
SCR, Components
1 2 3 4 5 Supply Module (SM)

The Supply Module includes, a pump, a filter housing
and a control unit.
Supply Module connectors:

1 Inlet from urea solution tank to the Supply Module:
9.5 mm (0.37”).
2 Drain plug screw.
3 Inlet from urea solution Dosing Module to the Sup-
ply Module: 9.5 mm (0.37”), return flow.
4 Outlet from Supply Module to the Dosing Module:
8 mm (0.31”).
5 Outlet from the Supply Module to the urea tank: 8
mm (0.31”), return flow.
6 Equalizing element.
7 Connection, control unit MID233.
P0011668 6 7 8 8 External filter heater.
NOTICE! TWD1663GE are not using position 3 and 5.

The return flow goes directly to the urea tank.
Clearance for filter change, main filter

Underneath the main filter cap there is a need of clear-
ance of 160 mm (6.3”) to allow the filter to be
exchanged. The distance needed for a filter change is
defined from the lowest part of the filter cap.
Clearance for filter change, pre filter

Pre filter The pre filter is located inside the urea inlet connector
Min 200 mm on the pump unit. A free distance of 200 mm (7.78”)
(7.9”) counted from the connector top is needed in order to
Main filter get access and replace the pre filter.
Min 160 mm
P0011669
(6,3”)
14 47701336 08-2011
SCR, Components
P0012374
The urea hoses

A return line and a suction line are connected between
the urea tank and the Supply Module. The urea tank
head unit is connected to the control unit. The level of
urea solution in the tank can be read out from the
instrument panel. It is of great importance to protect
the hoses from scave and damage. The urea hoses
are electrically heated.
Clamping
It is important to clamp the urea hoses (and all cables)
in such a way they can not be damaged or damage
surrounding components. The distance from compo-
nent to the first clamp is 200 mm (7.9”). After that the
maximum free distance between the clamps are 400
mm (15.75”).
Bending
To avoid damaging the urea hoses when mounting, the
diameter of the loop needs to be considered. Bending
radius is minimum: 40 mm (1.57”).
Important
Urea hoses that are over-length must be wound up to
a loop and clamped or taped with assembly tape, cable
ties or equivalent into a horizontal position to prevent
ice plugs. The urea hoses withstand an ambient tem-
perature range of -40°C to +100°C (-40°F to 210°F).
The hoses withstand an urea temperature of: -40°C to
85°C (-40 to 185°F).
To prevent expansion damage of the hoses in case of
frozen urea fluid, the system is drained (after-run
sequence) every time the EMS (Engine Management
System) is switched off.
47701336 08-2011 15
SCR, Components
Handling of hoses and components

It is of great importance to prevent dirt or particles from
entering the hydraulic circuit of the system. If particles
are introduced there is a major risk that internal com-
ponents will be damage or a blockage in the hydraulic
circuit will occur. In the assembly factory it is not
allowed to remove the protective plugs on any
hydraulic interface of the urea system (tank, hoses,
pump unit or dosage valve) before the point where they
are being connected.
Electrical wires and components must be protected

from water intrusion (rain) when disconnected, moved
or changed.
At service, repair and replacement of components it is

also strongly recommended to be careful when dis-
connecting the hydraulic circuit of the urea system. If
the connectors are dirty they should be cleaned before
removal. Open inlets to the hydraulic circuit must be
protected during the service repair operation in order
to prevent unwanted contamination.
NOTICE! Do not mount the urea hoses (or electrical

cables) near a hot surface.
NOTICE! The maximum temperature of the urea fluid

is 70°C (158°F)
NOTICE! The way to connect the urea fluid between

engine, supply module and tank (turn and return line)
differs from engine to engine, please look at Operators
manual for each engine.
16 47701336 08-2011
SCR, Components
Solenoid control valve (for urea warm-up)

The control unit checks the temperature of the urea
solution using the tank temperature sensor. If the tem-
perature is < 10°C (50°F) the solenoid valve opens, the
pump starts and hot engine coolant flows through the
hoses heating up the urea solution.
When the temperature inside the urea tank reaches

15°C (59°F) the solenoid vale shuts-off and the heating
flow to the tank stops.
P0011694 Temperature range for the solenoid valve is for coolant

fluid: -40°C to +110°C (-40°F to 230°F) and for ambient
temperature: -40°C to +85°C (-40°F to 185°F)
NOTICE! The solenoid valve must be mounted verti-

cally with the solenoid on top, as the picture shows.
NOTICE! The system can thaw out urea fluid from

down to -40°C (-40°F). If the temperature is too low,
the pump will not start.
NOTICE! Note that the direction of flow is marked on

the solenoid valve by an arrow. If the flow is connected
in the wrong direction the contents of the urea tank will
be heated constantly. This may cause damage to the
SCR equipment and affect exhaust emissions.
NOTICE! For the TWD1663GE engine, this valve is not

used. The urea fluid must be kept liquid at low ambient
temperature by heating the tank, during engine at
stand-by.
47701336 08-2011 17
SCR, Components
Choosing the DEF solution tank size
P0014309
Choosing the DEF solution tank size

The operational time determined by the amount of usa-
ble DEF tank volume must be the same as, or longer
than, the operational time determined by the volume of
the diesel tank.
This means that the relationship between the volumes
of the DEF and diesel tanks based on consumption
(hours of operation) must be at least 1:1.
It is not permitted to use a DEF tank that will require
filling more often than the diesel tank.
NOTICE! DEF solution consumption depends on

engine load and varies between 2% and 6% of engine
fuel consumption.
Bear in mind that consumption may be higher under
constantly high loads.
IMPORTANT!
Failure to follow these instructions when installing an
emissions certified engine in a stationary application is
a violation of Federal and Californian legislation (40
CFR 1068.105 (b)). The penalty is a fine or other pun-
ishment according to the Clean Air Act.
18 47701336 08-2011
SCR, Components
Tank for TWD1663GE

The TWD1663GE engine only uses a 200 liter
stainless tank.
64 210
4x 12
212
477
300
4x 16
340
P0015163
47701336 08-2011 19
SCR, Components
Tank with a heating loop

1 Filter, level sensor, heating loop
1 2 Tank, (plastic/stainless)
3 Drain plug
P0011695 3
Urea tank Tank defrosting performance

Volvo Penta urea solution tank is made of plastic and The tank defrosting performance demands all tank
are available in different sizes. levels, down to a minimum level of 5 liter (1.3 gallon).
The tank is fitted with ventilation to equalize pressure The definition of a defrosted tank is:
changes, a level sensor, a filter on the suction pipe, a
• The tank contains a minimum quantity of 2 liter
magnetic insert and a heating circuit with fixing ele-
(0.53 gallon) liquid urea.
ments. Underneath there is a drain plug for cleaning
or other work (replacing the level sensor). • Urea pipes and connectors in/on the tank are
The tank is labeled with an AdBlue note and a blue completely defrosted, no ice plugs.
filler cap.
• The liquid urea is located at the urea outlet pipe
in the tank.
Urea reach low level • It must be possible to circulate liquid urea with a
IMPORTANT! mass flow of 12 kg/h (26.4 pound/h) from the
tank, both ways: (the system reverse the flow
For a proper function of the level sensor, this part has
back to the tank when engine ignition are turned
to stand vertically in the tank, ±10°
off).
IMPORTANT!
After the tank has been defrosted and the system
Instrument to show the urea level in the tank shall be starts to inject urea it must be possible to consume
mounted. urea with a flow rate of 2 kg/h (4.4 pound/h) until the
minimum tank level for injection is reached.
IMPORTANT!
When urea reaches low level, there must be an atten-
tion with a lamp, an audio sound or a text note in a IMPORTANT !
display. Failing to follow these instructions when installing a
certified engine in a piece of non- road equipment for
IMPORTANT! use in the United States violates U.S. federal and
If it is a California CARB engine, an audio alarm must Californian law (40 CFR 1068.105 (b)) is subject to
be connected. fines or other penalties as described in the Clean Air
Act.
IMPORTANT!
The alarm symbols in the display must be one
approved by EPA.
20 47701336 08-2011
SCR, Components
The level sensor needs a free distance of 10 mm The shape of the tank must be considered. A form
(0.4 in) (A) between the sensor and the bottom of that might disturb the linearity of the level sensor
the tank. is not allowed.
P0014004
A
P0013541
Construction demands for OEM-built urea tank
The urea solution is corrosive to steel and other mate- NOTICE! Regarding level sensor:
rials. Stainless steel is approved when building a tank. The engine will be de-rated if the level sensor indi-
Not using approved materials will lead to corrosion cates “empty-tank” even if there is more urea below
and leakage. Corroded particles will damage the the level sensor, (if the tank is larger than the scale of
pump module and injector. All material must manage the sensor).
the ISO 22241 demands.
NOTICE! The shape of the tank must be considered
Pickling of welding and heat treated areas must be so the linearity of the level signal will not be disturbed.
performed according to ASTM A967–05 and ASTM The signal from the level sensor can not be adjusted.
A380–99. Cleanliness requirement: STD 107–0002. The level sensor must be mounted vertically, ± 10°.
Cleaning the tank after production must be done so NOTICE! Regarding defrosting:
the cleanliness requirements are achieved. After the The heating element must manage to heat up the urea
tank has been cleaned all openings must be covered. solution when frozen. If a tank is larger than the stand-
Not meeting the cleanliness requirements will dam- ard heating element can handle, there has to be more
age the pump module and injector. heating elements added in the tank. See “Tank
defrosting performance” on the previous side.
NOTICE! There has to be 10 mm (0.4 in) of free space
below the level sensor: A , (picture above). NOTICE! The Volvo Penta tank fittings must be used
for all AdBlue tanks.
The tank consists of:
NOTICE! Regarding Volvo standard: STD 107–0002,
• Tank: plastic or stainless steel please look further at:
http://www.volvogroup.com/suppliers/global/en-gb/
• Level/temp unit
supplierapplication/standardsaccess/Pages/stand-
• Filler neck with a blue cap ards.aspx
• Filter on the suction tube NOTICE! If it is a California CARB engine, an OEM
built AdBlue/DEF tank is not allowed.
• Bottom plug
• An AdBlue/DEF label
47701336 08-2011 21
SCR, Components
Cleanliness requirements
Hoses
• circuit concerned: urea circuit for HDEP engine
• contaminant analysis principle: particle size
• cleanliness level required:
Cleanliness requirements STD 107–0002

Max number of particles/cm2 0.7 0.15 0.02 0
Particle sizes ≥ µm 30 100 500 2000
Wetted surface, cm2 The surfaces shall be clearly specified
Plastic tanks

Max number of particles/cm2 0.7 0.1 0.02
Particle sizes ≥ µm 30 100 500
Steel tanks

Max number of particles/cm2 40 5 0.2
Particle sizes ≥ µm 30 100 500
Regarding Volvo standard: STD 107-0002, please look further at:

http://www.volvogroup.com/suppliers/global/en-gb/supplierapplication/standardsaccess/Pages/standards.aspx
22 47701336 08-2011
SCR, Components
NOX sensor, general description

This part describes the smart NOx sensor (SNS) used
for catalyst management with diesel engines.
The smart NOx sensor measures the NOx concentra-

tion, air/fuel ration (A/F ratio) and equilibrium oxygen
partial pressure in the exhaust gas of combustion
engines (gasoline and diesel) and can be used for:
1 Lean burn engines (NOx trap)
2 Diesel engines (SCR catalyst)
3 On board diagnostics (gasoline and diesel engines)
NOx sensor
1 Operating temperature = -40°C to 105 °C (-40°F) to

221°F).
4
• Minimum ambient temperature for ecu = -40°C
(-40°F)
3
• Maximum ambient temperature for ecu = 105°C
2 (221°F)
P0011677
Within the operating temperature range, the function-
ality of the NOx sensor is guaranteed with its specified
1 Control unit, for sensor
tolerances.
2 Cable length: 608 mm (23.9”)
3 Measuring plane 2
4 Sensor tip
47701336 08-2011 23
SCR, Components
NOx sensor, control unit

The mounting position of the NOx sensor control unit
has no restrictions.
P0011681
Connector: Bosch Compact “BDK”

3: GND 2: CAN_low
4: Ubatt Amount of pins: 4 pcs
1: CAN_high Pin: flat
Type of counter connection: Bosch - Compact
Pin 1: CAN_high
32,3
Pin 2: CAN_low
24,3
Pin 3: GND
Pin 4: Ubatt
P0011682
24 47701336 08-2011
SCR, Components
Exhaust temperature sensor

Bending radius, flexible cable (1)
The bending radius of the flexible sensor cable is min-
R25 imum 25 mm (1”). The cable must not be bent more
R25 than 90° at the point where the cable ends (at the rear
90° of the sensor).
Fixing points for flexible cable

1
P0011684
Additional fixation points for the flexible cable should
be placed at:
- minimum 200 mm (7.9”) behind the fixation nut.
- maximum 150 mm (5.9”) before the connector to
SCR cable harness.
Overlength of the cable has to be secured to the chassi

frame (with for example, cable ties) to avoid friction or
abrasion of the cable against other parts.
Protection of the sensor cable

The sensor cable is protected with a ribbed sleeve.
Operation temperature: -40°C to 175°C (-40°F up to

347°F)
Media
Sensor and cable are resistant to gasoline, lubricant,
engine oil, brake fluid, antifreeze, battery fluid and
urea.
< 260°C
Different temperature demands
< 800°C < 625°C < 175°C < 140°C Look at the picture at the left side.
Vibrations
The TS-200 temperature sensor is designed to work at
P0011686
loads up to 60g and frequence temporary up to 2000
Hz.
Damage to sensor
Dropping a sensor on the floor during any handling
operation, should be avoided at all times, (this might
damage the function of the sensor).
47701336 08-2011 25
SCR, Components
Positioning of the sensor

The sensor should be placed in such a position that
possible water intrusion is reduced to a minimum.
2
Sensor positioning
1
Fixed position on SCR muffler inlet.
3 Tightening torque
The exhaust temp sensor hex nut should be fixed with
FLOW torque control. This is defined at 45 Nm +/- 5 Nm. (33
lbf.ft +/- 3,6 lbf.ft)
P0011685
1 Sensor tip
2 Screw socket
3 Center exhaust pipe
26 47701336 08-2011
SCR, Components
Humidity sensor for TAD136x / TAD166x

Mounting location
The following location is preferred:
- In the air tube inlet between air filter and turbo-
charger.
- As far as possible from heat sources.
- 85° + 85° - The part needs to be located away from the air com-
P0011689 pressor, (possible heat and oil vapors from the com-
pressor).
The humidity sensor tip

- The sensor tip shall be safely located within the inlet
air tube.
- The recommended mounting is with the sensor tip
vertical, pointing down, and maximum +/- 85° from
vertical axis.
- Installation depth in inlet air tube shall be done in
such manner that the sensor openings are located
in the air stream.
- The sensor should be oriented in a manner that fluid,
moister, soot, particles are not collected on the inter-
nal sensing element. If the sensor tip get clogged, it
P0011690 will disturb the signal.
NOTICE!
Select an installation site for the sensor before or after any bends to
avoid rotational flow. The sensor must be oriented to direct meas-
uring in the direction of the flowing stream.
Temperatures and Pressure

Max operating temperature and temperature zone
Continuous operating temperature:

-40 to +125°C (-40 to 255°F) at the connector side
-40 to +105°C (-40 to 221°F) at the tip of the sensor
P0011692
The sensor is fully functional over a surrounding pres-
sure range: -106kPa ≤ P ≤ +106kPa (-15 psi to +15
psi).
NOTICE! The TWD1663GE has a different type of

sensor and is located at the airfilter.
47701336 08-2011 27
SCR, Components
Mounting Interface of the humidity sensor
24 Min
17,85 ± 0,05 0,1 A
R 0,4 Max
0,2 A R 0,15 ± 0,05 3,2
2,6 ± 0,2
1,5 Max
3,2
±1
45°
Ø M 16 x 15 A
P0011691
15° ± 1
Drawing
The unit in the picture is: mm
Mounting torque and weight of the sensor

Mounting torque: 27 +/-3 Nm (20 lbf.ft +/-2,2lbf.ft)
Sensor weight: 45 g (1.6 oz)
In case of mounting the sensor on aluminium pipes, a

lubricant has to be applied on the thread to avoid any
galling (example of lubricant: Permatex: anti seize or
Bostik: never seize). The manually applied lubricant
must not come in contact with the sensor openings.
No special tool needed
28 47701336 08-2011
SCR, Components
Protection of the humidity sensor

- The wire harness needs to have a clamping design
that can be easily removed when the inlet air tube is
removed from the engine. The design also needs to
easily indicate what needs to be re-clamped when
the inlet air tube is re-installed. (Cable ties on the
inlet air tube are not recommended to be a part of
the design).
- The wire harness needs to be clamped 50 - 150 mm
(2 - 6”) from the back of the connector.
- The wire harness needs a service loop between the
chassis mounted inlet air tube and the engine for
movement in the engine mounts.
- The wire harness needs to be routed in a manner
that it is not damaged due to the airflow from the
engine fan.
- The integrated connector should always be pro-
tected from fluids, moisture, dust, mechanical dam-
age etc. The connector should not be filled with
grease.
- The sensor needs to be located in a manner that the
engine compartment cannot come into contact with
the sensor .
- To minimize the risk of intrusion of water, particles,
dust etc. The sensors should, as far as possible, be
located in a protected area.
Media
- Filtered ambient temperature and pressure com-
bustion air.
Handling
- The humidity & sensor have to be stored in their
original packing.
- Introduction of foreign substances into the humidity
sensor openings and connector must be prevented.
- Storage temperature between -40 to 105°C (-40 to
221° F)
- Sensor with mating connector is IP 69K.
- The sensor needs to be protected from Electrostatic
Discharge (EDC) during handling.
47701336 08-2011 29
SCR, Vibration demands
Vibration demands
Vibrations
When installation take place on a new application, the
SCR system has to be checked concerning vibrations.
Measurements with sensors placed at the Supply Mod-
ule, Dosing Module and the SCR muffler has to be
performed during the applications worst conditions.
Peak Hold acceleration spectrum shall be applied
using Hanning window and a frequency resolution of
approximately 2 Hz
The test object shall be mounted as in application and

should be in continuous operation during the test. And
the product requirement shall be maintained during the
test.
For further information concerning vibration tests

please contact Volvo Penta Sales Engineering.
NOTICE! For TWD1663GE road condition test is not

applicable
30 47701336 08-2011
Vibration measurement setup

Road condition
AET300, long distance rough condition or correspond-

ing test condition.
Full load test
Engine run-up measurement: Idle to N max duration >

180 s. File format Mathlab or LMS_TDF Sample fre-
quency: 12 kHz
Analys method
Analysis performed in GOT/LYS-site: Mission Synthe-

sis (MRS, FDS)
Max Response Spectrum (MRS) & Fatigue Damage
Spectrum (FDS) shall use following parameters:
Resonant gain factor Q = 10

Wöhler slope b=5
Wöhler constant A=1
Ratio stress/displacement K=1
Response calc method Duhamel
Cycle count method Range pair
Frequency resolution 6 points/octave
Full load analysis Time = 1000h
47701336 08-2011 31
Demands for NOx sensor: 4

Place accelerometers on the NOx Boss if possible, or
on the exhaust pipe very close to the NOx Boss.
4
The NOX sensor 4, must not be exposed to vibration
exceeding values listed in the table below.
Frequency PSD level

[Hz] [g2 Hz]
P0014005
11 1.5
25 0.2
45 0.5
120 0.2
200 0.4
650 0.2
1000 0.02
2000 0.02
3000 0.01
Demands for the NOx ECU unit: 1

Place an accelerometer on the bracket as close to the
NOx ECU unit fastening holes as possible.
1 The ECU must not be exposed to vibration exceeding
values listed in the table below.
Frequency PSD level

[Hz] [g2 Hz]
P0014006
11 1.5
25 0.2
45 0.5
120 0.2
200 0.4
650 0.2
1000 0.02
2000 0.02
3000 0.01
32 47701336 08-2011
Vibration demands of humidity sensor
The vibration test shall be performed as a simultane-

ous, sine-on-random test according to ISO 16750 test
VI with addition:
• Crest factor for random vibration: 3

P0011692
• Sweep rate: logarithmic, 1 octave/min

• Test duration: 45 h in each direction: X, Y and Z
The sensor must not be exposed to vibration exceed-
ing values listed in the tables below.
Random vibration component

Frequency Acceleration PSD
[Hz] [g2/Hz]
15 0.2
30 1
1000 0.01
Swept sine component

Frequency Acceleration
[Hz] [g peak]
10 8
13 12
20 2
< 260°C Exhaust temperature sensor

< 800°C < 625°C < 175°C < 140°C
Vibrations
The TS-200 temperature sensor is designed to work at
P0011686 loads up to 60 g and frequences temporary up to 2000
Hz.
47701336 08-2011 33
Vibration demands of Supply Module and

Dosing Module
Supply Module: ISO 16750-3 test VII. Only random.
Dosing Module: ISO 16750-3 test VI. Sine and Ran-
dom.
Safety Margin
The used method, involving MRS and FDS functions,

is the best analysis method available for comparison
of different vibrations, regarding damage potential for
a dynamically unknown structure. For the following
reasons, however, it is advisable to apply a safety mar-
gin to the tailored test spectra:
1 Resonant response in directions inclined relative to
the test direction may not be fully excited.
2 The uncertainty in testing a limited number of
objects.
3 The uncertainty in production of the object.
A worst-case scenario motivates a margin of 3 MRS

and almost 100 in FDS, due to uncertainties above.
However, since the worst-case scenario is connected
with a low probability, a margin of 2 in MRS and at least
8 in FDS is believed to be conservative enough.
34 47701336 08-2011
Main system TAD136x/166x

Acceleration shall be measured in three directions X,
Y and Z at the mounting points of the device during
worst case condition. Picure show the main system in
the X, Y, Z to explain the directions.
47701336 08-2011 35
Main system TWD1663GE
Acceleration shall be measured in three directions X,

Y and Z at the mounting points of the device during
worst case condition. Picure show the main system in
the X, Y, Z to explain the directions.
P0015166
36 47701336 08-2011
Dosing Module
Location of the vibration measurement point on the

Dosing Module: 1
(3-dimensional ICP)
P0013097
Supply Module
Location of the vibration measurement point on the

Supply Module: 1 and 2.
(3-dimensional ICP)
47701336 08-2011 37
SCR, Installing the SCR system
Installing the SCR system

Installation requirements
This chapter describes the requirements for SCR
silencer (Selective Catalytic Reduction) installation in
Volvo Penta exhaust gas cleaning systems. The SCR
silencer combines exhaust noise dampening with an
SCR catalytic cleaning function for the reduction of
oxides of nitrogen. It comprises a heat-insulated cas-
ing with an exhaust inlet located on the housing and
a catalyzer substrate installed internally in the
silencer.
Chassis attachments
P0011664 The SCR silencer is designed to be mounted with
brackets and two attachment clamps located on
The illustration shows a silencer for TAD136x marked positions on the silencer. The SCR silencer is
only reinforced internally at these places in order to
withstand fastening forces. Bracket and securing
clamp design is described in the following chapter.
Vibration
The SCR silencer must be installed on a frame or
chassis by means of its brackets. Special considera-
tion must be given to vibration when installing a new
SCR system.
Data plate
A data plate is fixed to the silencer casing stating the:
serial number and part number. The plate may not be
concealed.
IMPORTANT! IMPORTANT!
This installation manual and associated technical Failure to follow these instructions when installing an
data sheets provide important information and emissions certified engine in a stationary application
instructions in order to ensure that the installed engine is a violation of Federal and Californian legislation (40
will function according to the specifications in the CFR 1068.105 (b)). The penalty is a fine or other pun-
Volvo Penta application for emissions certification. ishment according to the Clean Air Act.
38 47701336 08-2011
SCR silencer for engine TAD136x/TAD166x
The SCR silencer is designed and tested to be instal-

led upright and horizontal in both directions as shown
by the angles in the illustration. Any other position must
0 be approved by Volvo Penta Sales Engineering.
0 Silencer and catalytic converter mechanical reliability,
sensor inclination and the dosing module are decisive
factors.
30 Flexible stainless steel bellow are required before and
after the SCR silencer.
1
+ 3 The exhaust pipe entering the flange/SCR shall be
m
m straight for a distance of 400mm (16”). The definition
4 00
of straight pipe in this case is: 0° angle pipe with toler-
15 ance ±3°.
15
P0011665
1 SCR silencer for engine TWD1663GE
1 1 Attachment points, (180 degree adjustable)

2 Exhaust inlet
3 Exhaust outlet
C
3
P0015162
47701336 08-2011 39
SCR silencer for engine TAD56x/TAD76x
The SCR silencer may either be installed horizontally

2 (parallel with the X axis), or vertically (parallel with the
Z axis). Any other position must be approved and con-
firmed by Volvo Penta Sales Engineering (reliability
issue), especially in regard to the location of sensors
z axis
and injectors.
Flexible stainless steel hoses are required before and

1 after the SCR silencer.
x axis
NOTICE! SCR silencer for TAD76x 160 - 240 kW
1 Attachment points
2 Exhaust inlet
3 3 Exhaust outlet
P0012083
40 47701336 08-2011
SCR silencer for TAD56x: 129-155 kW, TAD76x:

160-210 kW
1 Pre-catalytic converter, turbo-mounted 6 Connection pipe

2 Flexible steel hose 7 SCR silencer (129 - 210 kW)
3 Temperature sensor 8 Hole for NOx sensor
4 Dosing module, (DM) 9 Attachment points (steel clamps)
5 Injection tube, (129-210 kW only) 10 Support bracket required
Injector tube 5 may not be installed directly on the NOTICE! Approved material is stainless steel:
SCR silencer. A connection pipe 6 is required 304L (1.4307).
between the injector tube and the SCR silencer. Pipe
(6) length must be at least 200 mm (8") and max 500 NOTICE! Connection pipe 6 may be manufac-
mm (20"). Avoid sharp bends in the pipe (high risk of tured according to the enclosed proposal (draw-
crystallization in bent sections). ings). It may not be a flexible hose. As far as pos-
sible, avoid bends to minimize the risk of crystal-
lization. Proposals for approved designs are
NOTICE! The minimum length between the injector available in the component descriptions chapter
tube and the SCR silencer is: 200 mm (8"). The max earlier in this manual.
length between the injector tube and the SCR silencer
is: 500 mm (20").
NOTICE! Flexible hoses may not be installed

between the injector tube and SCR silencer (high risk
of crystallization).
NOTICE! The clamp between the injector tube and

SCR silencer must be fully tightened so that no leaks
occur, otherwise urea will crystallize on the outside.
47701336 08-2011 41
Dimensions for TWD1663GE, (mm)
1525 557 1159
749
1
2185
1800
300 4x 18
1405
419
709,5
P0015164 734
NOTICE! The mounting plate for the SCR muffler can

be mounted in opposite direction, from hanging to
standing (180 degree), marked: 1.
NOTICE! All distances are in millimeter
42 47701336 08-2011
Important system requirements Connections

All requirements must be fulfilled in order to fulfill Tier SCR silencer inlets and outlets for TAD56x/TAD76x
4 interim/stage 3b emission regulations. engines are designed to fit V clamp connections with
It is necessary to achieve the correct working temper- the following external diameters:
ature and not to exceed maximum exhaust system
- SCR silencer TAD56x: 89 mm (3.5")
pressure drop.
- SCR silencer TAD76x: 108 mm (4.25")
IMPORTANT!
Failure to follow these instructions when installing an Leaks
emissions certified engine in a stationary application
is a violation of Federal and Californian legislation (40 In order for the exhaust aftertreatment system to func-
CFR 1068.105 (b)). The penalty is a fine or other pun- tion a total leakage of max 0.5% between the turbine
ishment according to the Clean Air Act. outlet and SCR silencer inlet is permitted.
Location Installation of urea tank

The SCR silencer must be installed at the angles The urea tank is normally installed on brackets on the
described in the installation instructions on pages 23 chassis. Remember to follow the applicable temper-
and 24 of this document. Other alternatives must be ature limits: the maximum AdBlue temperatur is 70 °C
approved by Volvo Penta Sales Engineering, espe- (158 °F), but it is recommended to keept the average
cially in regard to the location of sensors and injectors. AdBlue temperature below 40°C (104°F). The maxi-
mum ambient temperature outside the tank is 140 °C
Fastening with brackets (284 °F). The level indicator must be in an upright
position with max 10° inclination.
The SCR silencer is designed to be installed on a
frame according to the following criteria: NOTICE! The low urea level warning must be a warn-
ing lamp, a warning text in a display or a warning buz-
- Silencers for TAD56x, 136x, 166x engines to be zer. Read more about this in the Component descrip-
secured by clamps. tion chapter, urea tank, page 15.
- The steel clamps are bolted onto plastic sup-
ports.
System de-icing performance
- The supports are bolted to the L brackets.
The dosing module (DM) requires active cooling when
- The customer is responsible for approving the the engine is running in order not to overheat. Circu-
brackets. lating urea acts as a cooling medium.
Vibration System de-icing performance requirements must be

fulfilled in accordance with the times and tempera-
When the SCR system is installed in a new application tures described below depending on engine/vehicle
the vibrations the system is exposed to must be specification.
checked. Measurements by sensors located at the
supply module, dosing module and SCR silencer An engine/vehicle intended for use in conditions
must be taken in the toughest possible conditions with colder than -25 °C (-13 °F) must fulfill both 30 and 60
the engine at full load. minute requirements. This means that: liquid urea
must be able to circulate with a mass flow of 12 kg/h
NOTICE! The SCR silencer must be installed on the (26 lbs/h) from the tank in both directions.
chassis and not the engine as the former has less
vibration. Flexible stainless steel hoses must be used Idle running may not be counted against the time
before and after the SCR silencer. requirement.
30 minutes at an outdoor T ≥ -25 °C (77 °F)
NOTICE! TWD1663GE, no flexible hose is required
air temperature of
after the SCR muffler.
60 minutes at an outdoor -40 °C (-40 °F) ≤ T <
air temperature of -25 °C (-13 °F)
NOTICE! For TWD1663GE the urea must be kept liq-

uid during standby.
47701336 08-2011 43
Pipe between the engine and SCR Pipe material

silencer Any corrosion particles from the exhaust pipe will
The function of the SCR catalytic converter is depend- lodge in the SCR catalytic converter and may cause
ent on exhaust temperature to a great degree. There- it to wear or become clogged. Therefore the exhaust
fore temperature losses between the engine and the pipe and flexible hose(s) upstream of the SCR
SCR silencer must be avoided. Make sure that tem- silencer must be made from stainless steel. Special
perature losses do not exceed Volvo Penta limits consideration must be given to welding debris.
described in the technical data for each individual
engine.
Outlet location and direction
NOTICE! A normal temperature loss is around 10 °C There are two “new” aspects to consider with SCR
(18 °F) for each additional meter. system compared to standard exhaust systems.
Forces transferred from the engine to the silencer inlet • Hotter exhaust gases at idle after running at high
must be kept to a minimum. loads. Because the catalytic converter and
silencer have greater thermal mass it takes lon-
1 Use a flexible bellow or similar (stainless steel). ger for exhaust temperature to drop when the
The flexible bellow must be located as close to engine switches from high to low load. This may
the SCR muffler inlet as possible or max 400 mm cause problems with hot surfaces on the
(15.75") from the inlet. The flexible bellow shall silencer, exhaust pipe, and hot exhaust from the
be mounted straight, at nominal length and not tail pipe. The fire hazard and risk of injury to per-
stretched out or compressed. Otherwise it will sonnel must be carefully considered when plan-
not function properly and there is a risk of dam- ning the exhaust line outlet.
age to the bellow or the SCR muffler inlet.
• More smoke from water vapor is formed during
cold starts and vapor formation occurs at higher
Pipe after the SCR silencer ambient temperatures. This is due to the greater
thermal mass of the catalytic converter and
Length silencer. When starting with a cold exhaust sys-
Bear in mind that the silencer's noise dampening tem exhaust gases are cooled for a longer
characteristics depend on the actual silencer and inlet period and water from combustion forms white
and outlet pipe dimensions (especially the length). smoke from water vapor.
The outlet pipe must normally be between 0.5 - 2
meters (19.7" - 78.74") long. NOTICE! Outgoing exhaust gas maximum tempera-
ture is: 400 - 550 °C (752 - 1 022 °F). Make sure that
Silencer outlet bending moment exhaust gases do not damage or affect components
Forces transferred from the silencer outlet to outlet in the vicinity of the gas flow.
pipe must be kept to a minimum. NOTICE! Exhaust gas direction may be governed by
1 Use a flexible bellow or similar (stainless steel). national legislation. Always check that current regu-
The flexible bellow must be located as close to lations are fulfilled before following this instruction.
the SCR muffler inlet as possible or max 400 mm
(15.75") from the inlet. The flexible bellow shall NOTICE! The NOx sensor is sensitive to water; make
be mounted straight, at nominal length and not sure that rain water cannot gain entry to the sensor.
stretched out or compressed. Otherwise it will NOTICE! For TWD1663GE the preffered outlet pipe
not function properly and there is a risk of dam- length is 0.5m (1.6ft) due to silencing performance.
age to the bellow or the SCR muffler inlet.
2 If it is not possible to install a flexible hose, make
sure that the relative movement between the
exhaust pipe and the silencer are kept to a min-
imum by attaching both to the same bracket.
3 Other design solutions may lead to excessively
high loads on the silencer and damage it. Such
designs must be checked by means of vibration
tests or vehicle reliability tests.
44 47701336 08-2011
SCR silencer external temperature, SCR exhaust pipe, TAD136x/TAD166x

TAD136x/TAD166x The general intention when designing an exhaust
The SCR silencer has integral heat insulation that cov- pipe is to make sure that the backpressure for the
ers most silencer surfaces. However, the surfaces entire exhaust system is lower than the maximum
where the brackets attach are uninsulated. We recom- permissible pressure for the engine in question. As
mend covering these surface with heat shields if there a major part of the complete exhaust system the
are heat sensitive parts in the vicinity. exhaust pipe must provide the lowest possible back-
pressure drop (minimal number of bends, etc.).
The following external temperatures were measured
on a freely installed silencer with a room temperature • Reduce strain on the manifold and turbo-
(no cooling or wind, self convection only). charger by supporting the system.
• Make sure that stainless steel of the minimum
NOTICE! The external temperature on a given instal- quality specified below is used between the
lation depends on how encapsulated the silencer is turbine and the silencer.
and on the airflow around it.
Requirements for pipes and V clamps,
SCR silencer external temperature, TAD136x/TAD166x engines
example - Material: Stainless steel. Minimum quality:
Location at an exhaust at an exhaust V2300-02 (ISO 683/13 1985 1 Ti)
temperature of temperature of - Pipe diameter: 127 mm (5")
350 °C (662 °F) 400°C (752°F)
at the SCR at the SCR - Pipe thickness: 2 mm (0.08")
silencer inlet silencer inlet Pipe requirements, TAD56x/TAD76x engines
Casing, side 100 °C (212 °F) 110 °C (230 °F)
- Material: Stainless steel. Minimum quality:
Casing, upper 110 °C (230 °F) 120 °C (248 °F) 304L (1.4307)
section
End plates, 130 °C (266 °F) 140 °C (284 °F) - Pipe diameter: 89 / 108 mm (3.5 / 4.25")
inlet/outlet - Pipe thickness: 2 mm (0.08")
End plate, other 80 °C (176 °F) 85 °C (185 °F)
side NOTICE! Approved material is stainless steel: 304L
(1.4307).
Clamp surface, 190 °C (374 °F) 200 °C (392 °F)
side
Requirements for V clamp, TAD56x/TAD76x
Clamp surface, 220 °C (428 °F) 230 °C (446 °F)
engines
upper section
Minimum material quality: stainless steel
SCR silencer external temperature

SCR silencer for TAD76x, 160 - 240 kW: external tem-
perature in insulated areas max 170 °C (338 °F).
SCR silencer for TAD56x: external temperature in insu-

lated areas max 130 °C (226 °F).
The pre-catalytic converter has integral heat insulation

that covers the major part of the surface except around
the bracket attachment.
47701336 08-2011 45
Water intrusion
Safeguard the exhaust system with a butterfly valve or

similar if there is a risk of water gaining entry when shut
down.
NOTICE! Exhaust system back-pressure must be

measured once this type of protection is installed.
NOTICE! Be aware of outlet direction for the exhaust

pipe. Water is not allowed to entry the exhaust pipe,
when the vehicle is standing still or drives. (When
reversing a vehicle in deep water, water may flow into
the exhaust tube and cause damage to the system)
P0013426
46 47701336 08-2011
Urea tank heating connections on TAD56x/TAD76x- engines

There are four possible alternatives shown in this manual. The best alternative depends on the application. Con-
tact Volvo Penta Sales Engineering Industrial for further information.
Alternative 1
1 engine coolant outlet
2 urea tank
1 (A) 3 coolant control valve
4 return flow connection to main cool-
ing system pipe
Max 12l /min
NOTICE! maximum flow is 12 l/m
2
4(D)
3 (F)
P0012077
The first alternative is often used for systems with separate cab heaters. Engine coolant to the tank heater is
connected at “connection A” on the thermostat housing. The return line is connected to the engine expansion line
which is now available as the expansion line is connected to the main cooling system pipe.
Alternative 2
1 (G)
2 coolant return, thermostat housing
2 (B)
3 coolant control valve
4 urea tank
(Max. 12l /min) NOTICE! Maximum flow is 12 l/m

3
P0012078
The second alternative is suitable for applications without cab heating or with separate heating. The engine coolant
supply line is connected in this case to the oil cooler housing. The return line is run back to “connection B” on the
thermostat housing. The pressure difference at the engine connection points is higher than in alternative 1. This
alternative is more efficient (higher coolant flow).
47701336 08-2011 47
Alternative 3
1(G)
2 coolant return, thermostat housing
2 (A)
4 4 cab heater
5 urea tank
3
NOTICE! Maximum flow is 30 l/m
Max. 30l /min
P0012079
In alternative 3 the urea tank heater is connected in parallel with the cab heating system. The engine connection
points are those normally used for cab heating. Engine coolant is taken from the oil cooler housing and returned
via the thermostat housing.
Alternative 4
1 engine coolant return, thermostat
7(G)
housing
1 (B) 2 engine coolant from oil cooler hous-
ing
Max 12l /min
4 urea tank
2(H)
3 5 cab heater
6 coolant inlet, connected via radiator
6 (F) 4 7 engine coolant outlet
5 NOTICE! Maximum flow to the urea tank

is 12 l/m
P0012080 Max 18l /min
Alternative 4 is a special variant that may only be used on the recommendation of Volvo Penta Sales Engineering
Industrial. Engine coolant from the urea tank heater and cab heater are connected separately to the engine. The
maximum coolant flow speed must be strictly adhered to.
Solenoid valve
As illustrated in the figures above there is always a solenoid valve present in the tank heater return line. The valve
is connected to the SCR control unit and governs when coolant flow is opened and closed. The urea tank heater
is only activated at low temperatures.
48 47701336 08-2011
Engine connection plugs, TAD56x/TAD76x

Engine coolant can be taken from different engine locations. The following figures showing the oil cooler and
thermostat housings illustrate where hoses are connected.
Oil cooler housing on TAD56x/TAD76x engines

• H, auxiliary engine coolant, urea
heater outlet. M18 x 1.5
• G, auxiliary engine coolant, cab
heater outlet. M26 x 1.5
H
P0012075
Thermostat housing on TAD56x/TAD76x engines

A B • F, engine coolant, main radiator
flow inlet.
• D, engine coolant, expansion tank
E C inlet.
• E, engine coolant, main radiator
flow outlet.
• A, engine coolant, thermostat hous-
ing inlet. M26 x 1.5 urea tank heater.
• B, engine coolant to expansion
tank.
D • C, alternative to A, cab heater/urea

tank heater.
F
P0012076
47701336 08-2011 49
Thermostat housing for TAD 56x/76x

A B
• Connection A to vehicle cab heater, M26x1.5
• Connection B urea tank heating return, M16x1.5
C • Connection C to vehicle cab heater, may
also be connected together with A
• E, engine coolant, main flow out
P0014476
50 47701336 08-2011
Urea tank heater connections for TAD136x/TAD166x engines
Urea tank heater connections for TAD136x

1 2
3 engine coolant inlet
3
4
P0012081
Urea tank heater connections for TAD166x
.
2
P0012088
47701336 08-2011 51
Urea tank heater connections for TWD1663GE

P0015317 1 2
52 47701336 08-2011
Schematic connection for a standby-heating system
3
8
5
6
P0015172 4
TWD1663, urea heating for a stand-by

engine
Urea must be kept liquid to allow sudden start and
immediate high engine load. If urea is frozen and urea
circulation is stopped, the nozzeltip at the dosing mod-
ule will be overheated.
Other concepts for heating the urea tank directly with

an electric pad, could be accepted. The urea should
not be heated above 30°C (86°f) during a longer
period.
1 24V feed at engine running

2 120/240V
3 Relay, normally closed
4 Power supply to heater and pump
5 Hose, 5m (16.4 ft) total length
6 Valve, normally open
7 Urea tank
8 Engine
47701336 08-2011 53
Dosing module installation height
0 0 F
B
A
C
0
P0011671
Sucction heights for TAD 56x and 76x The illustration shows dosing module installation posi-
engines tion: C and E and urea tank: A and D and their relation
to the supply module: B. The dosing module will leak,
1 Maximum suction height is 1 m (3.3 ft) if the tank is installed higher than the dosing module.
2 Maximum pressure height is 1 m (3.3 ft) NOTICE! It is possible to install A-B-E together with a
water lock at the same height as tank A.
The water lock is shown as F in the illustration.
Sucction heights for TAD 136x and 166x
engines • A-B-C is good
1 Maximum suction height is 1.5 m (4.9 ft) • D-B-C is good
2 Maximum pressure height is 1.5 m (4.9 ft) • D-B-E is good

• A-B-F-E is OK
Urea hose installation lengths and • A-B-E is not approved
heights NOTICE! For the TWD1663GE the return flow from
• The maximum distance between the tank and the dosing module goes directly to the tank, not con-
SM (pump) is 5 m (16.4 ft) nected to the supply module.
• The maximum distance between SM (pump)
and the DM injector is 5 m (16.4 ft)
54 47701336 08-2011
Supply module installation angles

0° 0° Maximum supply module inclinations are illustrated in
45 45 the figure below. Installation is also limited by temper-
45° ° °
ature and vibrations.
NOTICE! Supply module ambient temperature range

is between: -40°C to +85°C (-40°F to 185°F)
Urea system pressure

Urea tank and supply module
P0011670
Pressure range (relative) From: -20 to +20 kPa
between the urea tank and the (-2.9 to +2.9 psi)
supply module inlet
between the urea tank and the (-2.9 to +2.9 psi)
supply module outlet
Supply module and dosing module

between the supply module filter (-2.9 to +2.9 psi)
and the dosing module inlet
between the supply module (-2.9 to +2.9 psi)
return flow and the dosing mod-
ule outlet
NOTICE! If there is a risk of pressure drop in the hoses

a pressure drop messurement must be performed to
verify that the pressure drop limits above are not
exceeded.
47701336 08-2011 55
Handling of components
It is extremely important to prevent dirt and particles
from entering the system's fluid circuit. There is a great
risk that internal components will be damaged or that
the fluid system will become clogged if particles gain
entry. During installation, no protective plugs may be
removed from any of the urea system's fluid interfaces
(tank, hoses, pump or the dosing valve) until such are
connected.
We strongly recommend that the greatest of care be

taken when the urea system fluid circuit is discon-
nected during service, repairs or component replace-
ment. Dirty connections must be cleaned before they
are removed. Circuit inlets that are opened for service
or repair work must be protected in order to prevent
contaminants from gaining entry.
56 47701336 08-2011
0° Dosing module (DM) installation angles

315 - 45° • Between 315°- 45° heat rising from the exhaust pipe
can cause damage to the DM. Always check that the
injector is not overheated if it is installed at these
angles; a fan may be necessary.
• The bets installation angle is between 60° and
70°as the shut down procedure after running
60 - 70° works best with the injector in that position.
270 - 315° 45 - 90° NOTICE! The ambient temperature for the dosing
module is between -40 °C and +120 °C (-40 °F to 248
°F)
P0011674
90 - 270° NOTICE! Urea solution temperature in the dosing
module is from: -7°C to +70°C (19.4°F to 158°F)
NOTICE! The DM installation angle varies depending

on the engine the exhaust system is fitted to. Some
silencers have a fixed DM location. In such cases the
angle cannot be changed.
NOTICE! If there is a risk of damage to components

from grit or trash the components must be protected
from it.
NOTICE! For the TWD1663GE, the DM is mounted at

a fixed position, on the muffler inlet.
47701336 08-2011 57
NOx sensor installation
This section of the installation manual describes the smart NOx sensor (SNS) used for catalytic converter control
on diesel engines, and how such should be installed on vehicles to provide the best performance and reliability.
min. xx mm
180°arch
1
2
3
P0011683
Comments regarding installation Cables and conduits

The smart NOx sensor control unit must be installed Attachment points At least 2, 100 mm
close to the exhaust pipe so that the cable, length 608 (3.94") from the ECU
mm (23.94") can be installed with a safety loop. The (otherwise decided by
cable must be secured 100 mm (3.94") from the con- customer)
trol unit or be located in a conduit in an equivalent Type of attachment Decided by customer
manner. The safety loop between the last attachment Insulation material PTFE
point and the sensor must remain. In this way the
Wiring Copper with nickel coat-
exhaust pipe can move during operations without the
ing
cable being stretched and damaged.
Cable cross section 0.6 mm2
Tip! External diameter 1.68 +/- 0.05 mm
The length of the safety loop must be adapted by the Temperature range -40° to 200 °C (-40° to
customer according to how much the exhaust pipe 392 °F)
moves. Two holes in the NOx sensor control unit are Resistance 0.9 Ohm/m
used to fasten it to the vehicle. It is up to the customer White, black, orange, blue. yellow, gray, red, green
to decide where the control unit is installed.
Conduit Flexible fiber glass hose,
When the sensor is installed in the exhaust pipe the silicone hose
hexagonal nut must be tightened by hand. Final tight-
ening must be done using a torque wrench. Torque CE marking
50 Nm (37 lbf.ft). Hold the sensor still by hand to pre-
vent the wires from twisting. Allowed twisting angle of The smart NOx sensor is CE marked. CE marking is
the cable is 180° based on conformance with EU Directive 94/9/EG.
Avoid painting the sensor or the sensor control unit.
58 47701336 08-2011
Integral position NOx sensor location

2 The NOx sensor must be installed in such a way that
0° condensate cannot collect in the sensor element con-
duit.
NOTICE! The NOx sensor is not water resistant.

+80° -80°
P0011679
1 Exhaust pipe
2 Placed on top
Inclined in direction of gas flow Installation angle

90°
-10° +10° Recommended inclination is 90° +/- 10°. Other angles
are possible as long as other specifications are fulfilled:
D/E • reduction of response time

• delayed dew point transmission is necessary owing
to increased condensation.
• different gas sensitivity owing to a changed gas con-
P0011680
centration profile in comparison with exhaust pipe
diameter.
These items must be evaluated by the customer, espe-

cially considering system requirements.
47701336 08-2011 59
Boss drawing, NOx sensor
0,05
Ø M 20 x 1,5 - 6 H
0,5 x 45°
> 7,0
- 0,0
+ 0,1
12,0
Ry 12,5
T
Ø 15,75 ~ Ø 18,2
2,5 ± 0,1
Ø 15,75 ± 0,1
T
> Ø 18,2
> Ø 29,0
> Ø 30,0
P0015330
Drawing
The unit in the picture is: mm
Mounting torque and demands for the sensor

Mounting torque: 50 +/-10 Nm (37 lbf.ft +/-7lbf.ft)
Lubricant has to be applied on the thread to avoid any

galling (example of lubricant: Permatex: anti seize or
Bostik: never seize). The manually applied lubricant
must not come in contact with the sensor openings.
No special tool needed
Recommended boss-material: stainless steel.
60 47701336 08-2011
Installation instructions
Hold the sensor straight until it is firmly in place. It
must be inserted parallel with the fastener centerline.
OK NOT OK
P0011687
General remarks Removal instruction

• Do not use a wrong size wrench or a damaged Make sure when preparing installation of the sensor
wrench to tighten the nut. that there is sufficient room next to the vehicle chassis
• Do not use an air tool to tighten the nut. for removal.
• Do not strike the nut with any tool. The sensor must be withdrawn straight along its cen-
terline. It can only be moved sideways once it is
entirely out of the hole.
Pull the sensor out straight until the entire sensor probe can be seen.
OK NOT OK
P0011688
47701336 08-2011 61
SCR, Electrical System
Electrical System
Electrical Connections
7 8
5 6 4
3 9
10
1
P0012682
The picture shows the main cable harness for the NOTICE! Make sure that the locking mechanism
EATS system between the connectors closes with a click. This guar-
antees a tight, correct closure. There are different
1 Level/temp for urea tank sorts of connections; “press and turn” press until a
“click” sound and “push and slide”.
2 Solenoid valve for engine coolant
NOTICE! The cable harness between the main sys-
3 Heating connections (4 contacts)
tem and the engine (not shown in this picture) can be
4 Supply Module ordered in three different lengths.
5 Heating of filter for Supply Module NOTICE! The electrical connections on TWD1663GE
6 EATS to engine are slightly different. The urea hoses (3) and the sol-
enoid valve (2) is not used.
7 EATS to engine
8 NOx Control Unit
9 Exhaust temperature sensor
10 Dosing Module
62 47701336 08-2011
Closer view how to connect the system
2 Connection of the level and temperature sensor for

urea tank: 1
Connection of the heating valve for engine coolant to

the urea tank: 2
1
NOTICE! Engine TWD1663GE has no heating valve
(2) connected.
P0012683
Main connection for the Supply Module: 4
Connections for electrical heated hoses: 3, specified

on picture as A to D
A Pump to dosing valve (green)

B B To urea filter heater (black)
A
3 C Dosing valve, return to urea tank (blue)
D 3
C D Urea tank to pump (grey)
P0012684
47701336 08-2011 63
Other side of the heating connections
B A Pump to dosing valve (green)

B To urea filter heater (black)
C Dosing valve, return to urea tank (blue)
D Urea tank to pump (grey)
A
NOTICE! The cable connections are matched with four
different colors (to simplify).
D
C
P0012690
Extended cable 11 is the connection between engine

and EATS system.
11 Position 6 and 7 are connections from the EATS sys-

7 tem to the engine.
P0012685
64 47701336 08-2011
Extended cable 11 is the connection between engine

and EATS system. It can be ordered in three different
lengths.
11
P0012687
Connecting position on the engine side (11 is the

extended cable between EATS system and engine)
47701336 08-2011 65
Connection point for the NOx sensor control unit: B
P0012686
Connect the NOx sensor control unit: B to the NOx

exhaust sensor: A
A
B
P0012689
66 47701336 08-2011
SCR muffler for TWD1663GE
Connect the NOx sensor unit as follows:

A A NOx sensor
B B clamping point
C C control unit
P0015161
47701336 08-2011 67
Mount the temperature sensor at point B and connect

it to the cable harness at point A. Dosing Module con-
nects at point C
C
P0012693
Engine TWD1663GE
Mount the temperature sensor at point B

(Dosing Module A)
P0015160
68 47701336 08-2011
Engine cabel harness connect to humidity sensor 1 on

the air intake tube. Only for TAD136x and TAD166x.
(The TWD1663GE is not using this sensor).
If the Humidity sensor is not mounted, it has to be

mounted by the OEM builder.
1, Mounting torque for the sensor is: 27 +/- 3 Nm (20

+/-2.2 lbs.ft)
2, Connect the cable
1
P0012694
Connect the supply module, with wire A at the side of

the bottom plug.
P0012695
47701336 08-2011 69
Urea damage electrical components

AdBlue
Electrical components that have been in contact with
urea solution and if it is suspected that urea has come
Keep Clean through or under the protective cover (an open DIN
connection) should be exchanged. Criticality class 3
acc. to Volvo STD 105–0001.
The solution is highly corrosive to copper.
If there are questions regarding: Volvo STD 105–0001.

Further information can be found on:
P0011697 ards.aspx
70 47701336 08-2011
Length of the main cable harness
6 8 9 10
7
3 13
4
2
1 11
5
12
15 16
17
14
18
19
20
25
22
Pos. L mm
1 3111
21
2 307
3 470
4 64
5 142
6 30
7 92
8 174
9 236
10 283
23 24 11 203
12 123
13 3065
14 3028
15 129
16 119
17 181
18 829
19 25
20 46
21 167
22 318
23 328
24 286
25 30
P0012696
47701336 08-2011 71
Length of the cable harness for

TWD1663GE
23
3
22
18
4
1 16
2
5 20
19
9
10
6 17
11
Pos. L mm
21
1 62
12 2 163
3 72
4 108
5 126
13 6 99
7 123
8 4997
9 120
10 84
11 40
12 398
13 1607
14 703
14 15 15 700
16 3045
17 508
18 61
19 22
20 25
21 40
22 39
23 62
P0015000
72 47701336 08-2011
Wiring Diagram
1 Y/W
22
HEATER. FROM TANK
2
1 R/SB
SPLICE 1
1
1 R/SB
2
1 R/SB
HEATER. FROM VALVE
1
1 BL/W
2
32
1 P/W
34
SPLICE 2
HEATER. FROM DOS VALVE
2
1 R/W
1
1,5 R/W
1
1 R/W
HEATER. TO TANK
1
2
1 GN/W
35
1 R/W
HEATER. UREA FILTER
1
2
1 BN/SB
33 19 30
0,75 SB
0,75 R
1
4
LEVEL / TEMP SENSOR ¼

PUMP UNIT
SENSOR 2
EXHAUST TEMP
0,75 BN/OR
2
3
18 29
CODE 7
0,75 GN/GR
0,75 OR/SB
¼
28
0,75 GR/SB
17
CONNECTOR
0,75 Y/R 2-POLE EATS
12
DOSAGE VALVE
0,75 OR
SPLICE 3
2
11
2,5 SB
14
4 SB BAT -
2,5 SB
2
15
4R
BAT +
1
2,5 R
3
SPLICE 4
2,5 R
2
0,75 BL/W SPLICE 5 0,75 BL/W

5
CONNECTOR
6-POLE EATS
0,75 BL/GR SPLICE 6 0,75 BL/GR

6
1,5 BL/R
24
0,75 W
20
0,75 W/SB
31
J1939 H
1
0,75 BN
VALVE
TANK HEATING
0,75 BL/GR
0,75 BL/W
SENSOR
NOX
0,75 SB
0,75 R
23 7
J1939 L
2
0,75 Y
BAT. SWITCHED
3
8
4
4
1708 A
5
1708 B
6
1
1 2
3
Nox
0,75 R
P0012218
47701336 08-2011 73
Wiring diagram for TWD1663GE

1 Y/W
22
HEATER. FROM TANK
2
1 R/SB
SPLICE 1
1
1 R/SB
2
1 R/SB
HEATER. FROM VALVE
1
1 BL/W
2
32
1 P/W
34
SPLICE 2
HEATER. FROM DOS VALVE
2
1 R/W
1
1,5 R/W
1
AFTER CAT.
NOX SENSOR
1 R/W
HEATER. TO TANK
1 GN/W 1
2
35
1 R/W
HEATER. UREA FILTER
1
2
1 BN/SB
33 19 30
NOx
1 2
3
0,75 BL/GR
0,75 SB
4
0,75 BL/W
0,75 R
1
4
LEVEL / TEMP SENSOR ¼

0,75 R
PUMP UNIT
0,75 BN/OR
2
3
18 29
CODE 7
0,75 GN/GR
SENSOR
EXHAUST TEMP
0,75 OR/SB
¼
28
0,75 SB
1
0,75 GR/SB
17
0,75 Y/R
12
CONNECTOR
2-POLE EATS
1
DOSAGE VALVE
SPLICE 3
0,75 OR
2
11
2,5 SB
14
4 SB BAT -
2,5 SB
2
15
4R
BAT +
1
2,5 R
3
SPLICE 4
2,5 R
2
SPLICE 5
0,75 BL/W
5
CONNECTOR
6-POLE EATS
0,75 BL/GR
0,75 BL/W
6
SPLICE 6
1,5 BL/R
0,75 BL/GR
24
0,75 W
20
0,75 W/SB
31
J1939 H
1
0,75 BN
CONNEC. PLUG
VALVE
TANK HEATING
23 7
J1939 L
2
0,75 Y
1
BAT. SWITCHED
3
2
4
8
4
3
1708 A
5
1
1708 B
6
0,75 R
74 47701336 08-2011
CAN bus settings

Background
With new emission legislations the requirements on
customer panels increases and a document describing
what needs to be implemented in the OEM CAN panels
is needed.
Abbrevations
BAM Broadcast Announce Message
CAN Controller Area Network
DEF Diesel Emission Fluid
EATS Exhaust After Treatment System
EIC Engine Interface Connector
EECU Engine Electronic Control Unit
EMS Engine Management System
EMS1 EMS used on TAD/TWD124xVE, D13 and
D16 engines
EMS2 EMS used on TAD734GE, D9,
TAD125xVE, D13 and D16 engines
FMI Failure Mode Identifier
OEM Original Equipment Manufacturer
SPN Suspect Parameter Number
VP Volvo Penta
Relevant dokumentation
• 7748665
Electrical interface specification industrial engines
EMS and EMS2
• SAE J1939-73
• SAE J1939-71
47701336 08-2011 75
Requirements on OEM panels

There is one message that has to be sent to the VP
EECU and that is the VP status message. See section
VP STATUS MESSAGE: OC FF 46 11. Without this
message the EECU will set a fault code on the CAN
bus and disregard more communication.
Engine interface connector (EIC)

The EIC contains 8 pins with the following functions:
1 CAN High
2 CAN Low
3 Battery minus
4 Battery plus
5 Battery after key
6 Extra stop
7 J1587A
8 J1587B
This is where any CAN panel shall connect to battery

plus and battery minus in order to be powered. Battery
after key and extra stop shall get the positive voltage
from pin 4 (battery plus) when powered.
Battery after key - signal

The battery after key - signal is a “wake up” signal to
the EMS. When this pin get powered the main relay will
be activated which will power the EMS and the EMS
will start to communicate.
This pin should have power for as long as the EMS is

supposed to communicate. The EMS will hold this
relay even without getting power via this signal once
the software is up and running. However, in order to
avoid problems in the aftermarket, it shall always be
power on this pin when the EMS is supposed to com-
municate.
NOTICE! The battery after key signal can be config-

ured via VP aftermarket tool. So that the engine will
stop if power is removed from the pin. (Pin 5 in the 8-
pole Engine Interface Connector; EIC).
It shall also always be possible to power this pin with-

out having to start the engine in order to be able to work
on the engine with after market tools.
76 47701336 08-2011
Extra stop - signal

The stop input signal, stops the engine when voltage
is applied to this pin. (Pin 6 in the 8-pole Engine Inter-
face Connector; EIC)
Never have a stop signal being continuously sent to a

powered control unit. If there is a continuous active
stop signal over time, it could damage the engine con-
trol unit. Figure 1 shows that the stop signal should be
sent as a pulse signal.
The voltage to the stop signal should come from pin 4

in the engine interface connector.
Stop signal
A stop request
Active should be sent as
a pulse signal.
Inactive
Active
Inactive NOT OK
Time
P0013956
Figure 1: How the stop signal should and should not be sent to an EMS engine.
47701336 08-2011 77
Battery plus and minus

The battery plus and minus in the EIC is connected to
the battery via the starter motor. I.e. these pins in the
EIC are outputs that are intended to power other CAN
nodes connected to the engine CAN network. Failure
to do this can cause EECU damages.
Power down
When the EMS should be deactivated the power on
battery after key should be removed and a stop signal
should be sent. This will let the EMS save the data it
needs to save and perform a controlled power down.
The VP status message should be sent until the EMS

stops to communicate in order to avoid unnecessary
error codes.
NOTICE! The stop signal can be either the available

CAN stop or the extra stop in the EIC. In both cases
the stop signal should only be active for a limited period
of time.
78 47701336 08-2011
VP STATUS MESSAGE: OC FF 46 11
The VP status message is a VP proprietary J1939
message that the engine always needs to receive for
as long as it is awake. All necessary engine function-
ality can be controlled via this message.
ID: 0C FF 46 11
Byte: 1 bits 8-7 Idle speed select
bits 6-5 Governor mode request
bit 4-3 Stop request
bit 2-1 Start request
Byte: 2 bits 8-7 Engine protection override
bits 6-5 Preheat request
bit 4-3 Diagnosis request
bit 2-1 Frequency select
Byte: 3 all bits Accelerator pedal position
Byte: 4 all bits Accelerator pedal positon
Byte: 5 bits 2-1 Fuel disable request
Table1: The contents of the VP status message.
Power up
The EECU needs to receive the VP status message
within 500ms of power up. If this message is not sent
the EMS will set an error code on the CAN bus com-
munication.
It is recommended that the OEM CAN panel always

send this message when it is powered and that the
panel also controls when the engine should be ignited.
See battery after key - signal for more information
regarding the ignition function.
47701336 08-2011 79
Stop functionality
There are several ways of stopping a VP engine and
one or two of the following shall be used:
1 Stop request via VP status on CAN.
2 Extra stop signal in EIC.
None of these stop signal should be continuously

active when the engine is standing still with power to
the EMS. Sending a continuously active stop signal
with ignition on could damage the EMS. See VP status
message for more information about how to send the
CAN stop request.
Engine Speed
ERR
StopRequest_vPStatus 0
Active
Stop signal active < 0,5s
Inactive
P0013957
Figure 2: An example of stopping an engine with a short active stop signal.
80 47701336 08-2011
Start functionallety
There are two ways to start the engine and they are:
1 Sending a start request via the VP status message
on CAN.
2 Having the EMS powered and turn the engine.
For more information regarding the start request func-

tion see VP status message.
There are four things that will stop the engine from
cranking:
1 The start request signal is deactivated.
2 There is a stop signal activated.
3 The engine rpm is high (this means that the engine
has started)
4 The cranking time has been to long (The EMS will
protect the starter from overheating by not allowing
to crank to long).
ERR
StartRequest_vPStatus 0
Start request activated
Active
Starter motor
turning engine
Start cranking Engine accelerates
Inactive
P0013958
Figure 3: A succesfull start attempt.
47701336 08-2011 81
Accelerator Pedal Position

The accelerator pedal position part of the VP status
message is two bytes long and the range is 0 - 100%.
For VE engines 0% means idle speed and 100%

means maximum available speed at the current engine
load. If a mobile VE engine does not receive any speed
request it will got to idle speed.
For GE engines 0% means nominal speed -40 rpm and

100% means nominal speed +40 rpm. In order to
request the engine to run at nominal speed (1500 or
1800 rpm) the pedal position needs to be set to 50%.
If a GE engine does not receive any speed request it
will stay at the last requested speed.
Message Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 Byte 8

VP70_VP_Status 00 00 FF 01 00 00 00 00
Table 2: An example of the VP status message
In the table above there is an example of how the VP

status message can be sent. The pedal position part
is byte 3 and 4 and byte 4 is the most significant byte
which means that in this case the pedal position is
0x01FF.
Sins the resolution of this signal is 100/1023% / Bit, the

pedal position in percent is calculated as follows:
Pedal position = 511 x (100/1023) ≈50%
82 47701336 08-2011
Error code presentation

VP engines uses standard J1939 frames for sending
error codes. VP EMS engines uses conversion method
4 when sending error codes on the CAN bus.
The CAN panels always have to display SPN and FMI

numbers on any active error code. It can be completed
with a generic name for the error code but the SPN and
FMI must also be displayed.
Single active error code

For single active error codes the DM (Active Diagnostic
Trouble Codes) is used. Table 3 shows how a DM1
signal from an EMS engine is sent.
DM1 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 Byte 8

18FECA00x 04 FF 64 00 12 01 FF FF
Table 3: Example on how an EMS engine sends the

error codes.
Byte Value (Hex) Value (Dec) Description

1 0x04 4 Byte 1 includes lamp colour and 4 corresponds do “yellow” lamp.
2 0xFF 255 Not used.
3 0x64 100 First and least significant byte of SPN.
4 0x00 0 Second byte of SPN.
5 0x12 18 Bits 6-8 are the most significant bits of SPN. Bits 1-5 are the FMI value.
6 0x01 1 Bit 8 is the SPN conversion method. Bits 1-7 are the occurrence coun-
ter.
7 0xFF 255 Not used
8 0xFF 255 Not used
Table 4: How to interpret the VP DM1 message.
47701336 08-2011 83
Multiple active error codes

If there are multiple simultaneously active error codes
the broadcast announce (TP.CM_BAM) and the data
transfer messages (TP.DT) are used in order to send
all error codes.
The CAN panel shall be able to display up to 10 simul-

taneously active error codes. All of them do not need
to be displayed at the same time but it shall be possible
to scroll through them.
NOTICE! When the CAN diagnostics uses the trans-

port protocol, the standard polling is not supported,
meaning that no “request to send” is transmitted and
no “clear to send” is being received. No “end of mes-
sage ack” is received. The EMS will send a BAM and
directly there after follow by DM1 / DM2.
Engine protection functionality

VP engines are designed to protect themselves from
being damaged by e.g. overheating or low oil pressure
and will take action in order to avoid engine damage.
No action should be taken by the CAN panel to stop
the engine in case an engine protection error is sent.
NOTICE! The engine protects itself from being dam-

aged but it does not consider the surrounding it is
installed in.
84 47701336 08-2011
More available control functions

There are other possibilities than the VP status/pedal
position message in order to control the engine speed.
Torque speed control - TSC1 (0C 00 00 03/11/E6)

The TSC1 message has priority over the pedal position
that is sent with the VP status message. With the TSC1
message with source address 0x03, 0x11, 0xE6, the
engine speed and torque can be continuously control-
led.
With the TSC1 message with the source address 0x11

it is possible to limit the available torque or speed from
the engine.
Torque Limit
2000
1800
1600
1400
1200
Nm
1000
800
600
400
200
0
750 950 1150 1350 1550 1750 1950
P0013959 rpm
Figure 4: The yellow graph shows the available engine torque when the TSC1 signal sets to 80% in the torque limiting factor.
The picture shows an example on how an engine would react when limiting the torque via the TSC1 message.
Start battery test

Whit the fuel disable request in the VP status message,
it is possible to perform a start battery test.
47701336 08-2011 85
Special requirements with EATS

The engines equipped with exhaust after treatment
systems have some more requirements regarding
which messages that includes error code information.
DEF level
The DEF level is broadcasted on the J1939 bus via
SPN 1761. SPN 1761 will show a value between 0 -
100%
DEF level diagnostics

The DEF level diagnostics are sent via two different
SPN numbers. These SPN numbers are SPN 5245
and 5246 and they are included in the message AT1TI
(PGN 65110). See table 5 for location of these signals
in AT1TI.
SPN Start byte Start bit Length (bits)

5245 5 6 3
5246 6 6 3
Table 5: SPN 5245 and 5246 in PGN 65110 (AT1Ti).
If the DEF level is low SPN 5245 will be sent with a

value that shows how severe the low level is as descri-
bed in table 6.
SPN 5245 Value Severity Level

1 DEF/AdBlue level low. Solid signal.
4 DEF/AdBlue level empty. Flashing with 1Hz.
There are different inducement levels to motivate the

operator to not use the engine when the EATS does
not work properly. The inducement level active is com-
municated via SPN 5246 as described in table 7.
SPN 5246 Value Inducement Level

3 Engine derate
4 Pre severe inducement
5 Severe inducement
6 Temporary override of inducement
86 47701336 08-2011
DEF symbol
If a symbol is used in the display for any SCR related
SPN, the symbol shown in figure 5 has to be used.
P0013960
Figure 5: The symbol used for DEF functions.
47701336 08-2011 87
Appendix
This appendix gives some more information on func-
tions described in the main document.
Extra stop functionallity

The stop function in EMS1 and EMS2 works in two dif-
ferent ways, described as follows.
EMS-1 extra stop

On EMS1 engines the extra stop is flank triggered as
shown in figure 6. The default setting is “Energized to
run” which means that in order to stop the engine the
voltage has to drop from battery voltage to open circuit
in order to send a stop signal.
Engine
Running Running
Stopped STOP!
Energized to
stop Battery +
Open Circut
Energized to
run Battery +
Open Circuit
P0013961
Figure 6: The extra stop functionallety on EMS1 engines.
88 47701336 08-2011
EMS-2 extra stop

On EMS2 engines the extra stop is level triggered as
shown in figure 7. The default setting is “Energized to
stop” which means that when there is power on this pin
the engine will stop and it will not be able to start until
the stop signal is deactivated.
If the parameter “Stop function EMS, energized to” is

set to run, there needs to be battery power on this pin
in order for the engine to be able to run.
Running
Engine
Running Stopped
Battery +
Energized to
stop Open Circut
No stop STOP!
Battery +
Energized to
run Open Circuit
P0013962
Figure 7: The extra stop functionallety on EMS2 engines.
47701336 08-2011 89
TWD1663GE
Tank level: triggers and warnings, EU / US
DEF/AdBlue tank level, EU/ US (EPA/CARB)

Triggers DCU Display Message Level Indicator Amber Inducement
Warning
Lamp
>23% Tank Level None None None None
<8–23% Tank Level DEF/AdBlue level low None None
<8% Tank Level DEF/AdBlue level empty The engine is shutdown 3

(alternately) hours after the warning lamp
The engine is shutdown P0002361 is illuminated.
after 3 hours
<8% Tank Level, after DEF/AdBlue level empty The engine is shutdown 3
restart (alternately) hours after tampering initinal
Severe inducement P0002361 was detected.
The engine will NOT start
until level is above 14% of
urea. Only cranking is pos-
sible.
SCR tampering, US (EPA/CARB)

Possible reason:
1. Disconnected DEF/AdBlue tank level sensor 4. Disconnected DEF/AdBlue pump
2. Blocked DEF/AdBlue line or dosing unit 5. Disconnected SCR wiring harness
3. Disconnected DEF/AdBlue dosing unit 6. Disconnected NOx Sensor
Triggers DCU Display Message Amber Inducement

Warning
Lamp
No Tampering None None None
Tampering detected AdBlue/DEF System Warning The engine is shutdown 3 hours
(alternately) after the warning lamp is illumi-
The engine is shutdown after 3 nated.
P0002361
hours
Tampering detected AdBlue/DEF System Warning The engine is shutdown 3 hours
after restart (alternately) after tampering initinal was
Severe inducement detected. The engine will NOT start
P0002361 until tampering fault is heald. Only
cranking possible.
90 47701336 08-2011
DEF/AdBlue quality, US (EPA/CARB)

Warning
Lamp
Good Quality None None None
Poor quality initial AdBlue/DEF System Warning None
detected
P0002361
Poor quality detected AdBlue/DEF System Warning The engine is shutdown 3 hours
after restart (alternately) after poor AdBlue/DEF quality ini-
Severe inducement P0002361 tial was detected.
Temporary exit from AdBlue/DEF System Warning See below, "Exit conditions for
severe inducement (alternately) AdBlue Quality severe induce-
Temporary Override of Inducement P0002361 ment".
Exit conditions for DEF/AdBlue Quality severe inducement:

First restart: With service tool clearing
Return to 0% torque reduction in exit condition, until Invoke 0% torque reduction with service tool clearing,
proper DEF/AdBlue quality evaluation. If poor DEF/ until proper DEF/AdBlue quality evaluation. If poor
AdBlue quality is detected during the next monitoring DEF/AdBlue Quality is detected during the next mon-
cycle then severe inducement will be active after next itoring cycle then severe inducement will be active
restart. after next restart.
After the second restart a Service Tool is required to
exit the severe inducement.
47701336 08-2011 91
TAD1360VE, TAD1361VE, TAD1362VE,

TAD1363VE, TAD1364VE, TAD1365VE,
TAD1660VE, TAD1661VE, TAD1662VE, TAD560VE,
TAD561VE, TAD760VE, TAD761VE, TAD762VE,
TAD763VE, TAD764VE, TAD765VE
Tank level: triggers and warnings, EU
AdBlue Tank Level

Triggers DCU Display Message Level Indicator Amber Inducement
Warning
Lamp
>23% Tank Level None None None None
<8–23% Tank Level DEF/AdBlue level low None None
<8% Tank Level DEF/AdBlue level empty None Ramped torque reduction
(alternately) from 0% to 25% at a rate of
Engine derate 1% per minute.
<8% Tank Level after DEF/AdBlue level empty None Severe inducement from
restart (alternately) start.
Severe inducement Torque reduction 80%.
SCR tampering, EU
Possible reasons:
1. Disconnected DEF/AdBlue tank level sensor 4. Disconnected DEF/AdBlue pump
2. Blocked DEF/AdBlue line or dosing unit 5. Disconnected SCR wiring harness
3. Disconnected DEF/AdBlue dosing unit 6. Disconnected NOx Sensor
Triggers DCU Display MessageD Amber Inducement

Warning
Lamp
No Tampering None None None
Tampering initial AdBlue/DEF System Warning None
detected
P0002361
Tampering detected 10 h AdBlue/DEF System Warning Ramped torque reduction from 0%

after initial detection (alternately) to 25% at a rate of 1% per minute.
Engine derate P0002361
Tampering detected 20 h AdBlue/DEF System Warning 25% torque reduction

after initial detection (alternately)
Pre severe inducement P0002361
Tampering detected 20 h AdBlue/DEF System Warning Severe inducement from start.

after initial detection and (alternately) Torque reduction 80%.
engine restart Severe inducement P0002361
92 47701336 08-2011
DEF/AdBlue quality, EU
Warning
Lamp
Good Quality None None None
Poor Quality Initial AdBlue/DEF System Warning None
Detected
P0002361
Poor Quality Detected AdBlue/DEF System Warning Ramped torquereduction from

10 h after initial detection (alternately) 0%to 25% at a rate of1% per
Engine derate P0002361 minute.
Poor Quality Detected AdBlue/DEF System Warning Severe inducementfrom start.
20 h after initial detection (alternately) Exact torque reduction is 25%.
Pre severe inducement P0002361
Poor Quality Detected AdBlue/DEF System Warning Severe inducement from start.
20 h efter initial detection (alternatey) Torque reduction 80%.
and engine restart Severe inducement P0002361
Temporary exit from AdBlue/DEF System Warning See below, ”Exit conditions for
severe inducement (alternately) AdBlue Quality severe induce-
Temporary Override of Inducement P0002361 ment”
Exit conditions for AdBlue Quality severe inducement:

First Restart: With Service Tool clearing
Return to 0% torque reduction in exit condition, until Invoke 0% torque reduction with service tool clearing,
proper AdBlue quality evaluation. If poor AdBlue until proper AdBlue quality evaluation.
quality is detected during the next monitoring cycle If poor AdBlue Quality is detected during the next
then severe inducement will be active after next monitoring cycle then severe inducement will be
restart. active after next restart.
After the second restart a Service Tool is required to
exit the severe inducement.
47701336 08-2011 93
Electrical consumption
Normal operation without heating
System start up 2.5 A

Normal operation 2.3 A
After-run 3.7 A
Defrosting
The total current consumption during defrosting mode
depends on how long hoses the installation has and
how the electrical feeding of the hoses is applicated.
Internal pump and external filter heater 3.5 A

Hose heating 10 A
Tank heating valve 0.5 A
NOTICE! TWD1663GE is not using defrosting.
External hose heating, tank valve relay

Maximum average currents from each available PU
power stage at 28.5 Volt.
Heater output 1 2A
Heater output 2 3A
Heater output 3 3A
Heater output 4 2A
Tank heating valve 2A
Maximum allowed over currents, switching off thresh-

old, for each PU power stage at 32 Volt.
Heater output 1 2.6 A

Tank heating valve 2.6 A
94 47701336 08-2011
“After-run”
After-run is a sequence that starts when the user turns
off the ignition. The purpose is to empty the hoses from
urea solution and prevent damage (freezing) during
cold conditions .
Heating strategies
If the heating power from the PWM controlled PU
heater output power stages is not sufficient, the power
stages can also control external relays in order to
increase the current output. Three different heating
strategies for the heater output power stages are sup-
ported by the software.
1 All four power stages are controlled by PWM signal.
2 Heater output 1 and heater output 4 controlled by
PWM signal. Heater output 2 and heater output 3
controls extrenal relays, one relay for each heater
output.
3 All four heater outputs controls external relays, one
relay for each heater output.
The engine EMS controls which one of the three heat-

ing strategy to be used based on the vehicle type
selection parameter.
47701336 08-2011 95
Fault codes
With the VODIA diagnostic tool the error memory of engine electronic device can be read out. Errors created by
the SCR system will also be monitored. In case of a malfunction of the system the error code given by the Vodia
tool can be analyzed with the help of the below shown table which includes a code for the main system parts.
Component/System PID/SID J1587 FMI J1587 SPN J1939 FMI J1939 Error Messages
AdBlue hose heater 1 PPID273 14 4354 14 Heating failure
Aftertreatment reagent pres- PPID273 1 4334 1 Leakage
sure
Aftertreatment reagent pres- PPID273 2 4334 13 Plausibility
sure
Aftertreatment reagent pres- PPID273 4 4334 4 Short to ground
sure
Aftertreatment reagent pres- PPID273 5 4334 5 Disconnected DEF
sure pump
Aftertreatment reagent pres- PPID273 7 4334 7 Built up pressure fail-
sure ure
Aftertreatment reagent pres- PPID273 13 3512 13 Electrical error in UDS
sure pump unit
Aftertreatment reagent pres- PPID273 14 4355 14 Heating failure
sure
Aftertreatment reagent pres- PPID273 14 4356 14 Heating failure
sure
Aftertreatment reagent pres- PPID273 14 2061 8 Heating failure in UDS
sure filter heater
Aftertreatment reagent tank PPID274 0 3031 0 Temperature too high
temperature
Aftertreatment reagent tank PPID274 1 3031 1 Temperature too low
temperature
Aftertreatment reagent tank PPID274 4 3031 4 Short to ground
temperature
Aftertreatment reagent tank PPID274 5 3031 5 Open circuit
temperature
Reagent filter temperature PPID275 0 4337 0 Temperature too high
in pump module
Reagent filter temperature PPID275 1 4337 1 Temperature too low,
electrical heat not pos-
sible
Reagent filter temperature PPID275 2 4337 2 Out of operating range
Reagent filter temperature PPID275 4 4337 4 Short to ground
Reagent filter temperature PPID275 5 4337 5 Open circuit
96 47701336 08-2011
Aftertreatment reagent level PPID278 3 1761 3 Short circuit high
Aftertreatment reagent level PPID278 5 1761 5 Disconnected tank
level sensor
Aftertreatment reagent level PPID278 11 1761 11 Level low warning
Aftertreatment reagent level PPID278 14 1761 18 Level empty warning
Aftertreatment reagent level PPID278 13 2061 13 Sensor supply voltage
out of range
AdBlue/DEF ECU voltage PPID385 3 158 16 Too high
AdBlue/DEF ECU voltage PPID385 4 158 18 Too low
AdBlue/DEF ECU voltage PPID385 12 158 12 Internal supply error
AdBlue/DEF ECU voltage PPID385 14 2061 14 Internal supply critical
error
Exhaust gas temperature sen- PPID386 4 3241 4 Short to ground
sor
Exhaust gas temperature sen- PPID386 5 3241 5 Open circuit
sor
AdBlue/DEF tank heating PSID75 3 3363 3 Short to battery
valve
AdBlue/DEF tank heating PSID75 4 3363 4 Short to ground
valve
AdBlue/DEF tank heating PSID75 5 3363 5 Open circuit
valve
AdBlue/DEF ECU EEPROM PSID77 3 3511 3 ECU internal supply
high
AdBlue/DEF ECU EEPROM PSID77 4 3511 4 ECU internal supply
low
AdBlue/DEF ECU EEPROM PSID77 12 2061 12 Checksum, communi-
cation
AdBlue/DEF internal filter PSID82 3 858 3 Short to battery
heater
AdBlue/DEF internal filter PSID82 4 858 4 Short to ground
heater
AdBlue/DEF internal filter PSID82 5 858 5 Open circuit
heater
AdBlue/DEF hose heater C PSID84 3 4355 3 Short to battery
AdBlue/DEF hose heater C PSID84 4 4355 4 Short to ground
AdBlue/DEF hose heater C PSID84 5 4355 5 Open circuit
AdBlue/DEF ECU main relay PSID85 3 520223 3 Short to battery
AdBlue/DEF ECU main relay PSID85 4 520223 4 Short to ground
AdBlue/DEF ECU main relay PSID85 5 520223 5 Open circuit
AdBlue/DEF ECU main relay PSID85 6 520223 6 Shut off to late
AdBlue/DEF pump motor PSID87 0 4374 0 Over speed
speed
AdBlue/DEF pump motor PSID87 1 4374 1 Under speed
speed
47701336 08-2011 97
Component/System PID/SID J1587 FMI SPN J1939 FMI Error Messages

J1587 J1939
AdBlue/DEF pump motor PSID87 10 4374 10 No signal from pump
speed
AdBlue/DEF dosage valve PSID89 3 3361 3 Short to battery
AdBlue/DEF dosage valve PSID89 4 3361 4 Short to ground
AdBlue/DEF dosage valve PSID89 5 3361 5 Disconnected DEF
dosing unit
AdBlue/DEF dosage valve PSID89 7 3361 7 Blocked DEF line or
dosing unit
AdBlue/DEF dosage valve PSID89 10 3361 10 Valve stuck
AdBlue/DEF dosage valve PSID89 14 3361 14 Frozen to many times
AdBlue/DEF cooling control PSID101 7 2061 7 Mechanical problem
valve
AdBlue/DEF hose heater D PSID102 3 4356 3 Short to battery
AdBlue/DEF hose heater D PSID102 4 4356 4 Short to ground
AdBlue/DEF hose heater D PSID102 5 4356 5 Open circuit
AdBlue/DEF hose heater B PSID103 3 4354 3 Short to battery
AdBlue/DEF hose heater B PSID103 4 4354 4 Short to ground
AdBlue/DEF hose heater B PSID103 5 4354 5 Open circuit
AdBlue/DEF hose heater A PSID104 3 4357 3 Short to battery
AdBlue/DEF hose heater A PSID104 4 4357 4 Short to ground
AdBlue/DEF hose heater A PSID104 5 4357 5 Open circuit
AdBlue/DEF direction valve PSID105 3 4376 3 Short to battery
AdBlue/DEF direction valve PSID105 4 4376 4 Short to ground
AdBlue/DEF direction valve PSID105 5 4376 5 Open circuit
AdBlue/DEF direction valve PSID105 7 4376 7 Mechanical problem
AdBlue/DEF external filter PSID107 3 859 3 Short to battery
heater
AdBlue/DEF external filter PSID107 4 859 4 Short to ground
heater
AdBlue/DEF external filter PSID107 5 859 5 Open circuit
heater
CAN frames from UDS/ACM PSID229 9 1231 9 Disconnected SCR wir-
ing harness
CAN2 J1939 communication PSID232 2 1231 2 SC+, SC- or OC on
link either line
CAN3 communication link PSID248 2 1231 2 SC+, SC- or OC on
either line
NOx sensor gas outlet PPID270 2 3226 2 Plausibility
NOx sensor gas outlet PPID270 2 3226 7 Removed from exhaust
flow
NOx sensor gas outlet PPID270 3 3226 3 SC NOx signal
98 47701336 08-2011
NOx sensor gas outlet PPID270 3 3226 3 SC NOx signal
NOx sensor gas outlet PPID270 5 3226 5 OC NOx signal
NOx sensor gas outlet PPID270 9 3226 9 Abnormal update
NOx sensor gas outlet PPID270 12 3226 12 Incorrect value
NOx sensor gas outlet PPID270 13 3226 13 Range check
NOx sensor gas outlet PPID270 14 3226 14 MS from sensor due to
Vbatt
SCR system performance PSID90 1 5394 17 Dosing failure
Inducement level PSID46 0 5246 16 Inducement level 3 or 4
Inducement level PSID46 0 5246 0 Inducement level 5
Inducement level PSID46 15 5246 15 Inducement level 1or 2
47701336 08-2011 99
SCR, Miscellaneous
Miscellaneous
Filling urea solution Urea solution
To prevent other liquids than urea from being filled IMPORTANT!
into the tank by mistake, the tankmount and tank hole Urea solution causes corrosion damage. Do not
are designed so they will not accept any other filling remove urea hoses or wiring during normal service
equipment. without sequre zero pressure inside the system.
The urea solution are very harmful to electrical com-
To avoid confusion when filling with diesel or urea
ponents and cables.
solution the urea tank has a blue cap and a special
AdBlue label is fixed to the urea tank.
The urea tank filler pipe is also fitted with a magnetic

CAUTION!
loop (see 1 on figure bellow). This means that the fill- Tools that come into contact with the fluid must be
ing nozzle only opens when it detects the magnetic cleaned.
loop in the tank intake.
CAUTION!
When filling urea solution directly from an open con-
Gloves must be changed. Take off contaminated
tainer, be careful not to spill as urea solution will cor-
clothes.
rode many materials.
WARNING!
IMPORTANT! In the case of any contact with eyes or skin the
Filling other urea solutions than Volvo specified (con- affected area must be thoroughly rinsed with
forming to ISO 22241-1) in the urea tank will damage lukewarm water. If you breathe in any fumes, make
the exhaust aftertreatment system permanently. sure you breathe fresh air.
Engine output will be negatively affected and other
engine components also risk beeing damaged. Never
start the engine if you have filled anything other than
pure AdBlue solution into the tank! AdBlue
Keep Clean
P0011697
P0011696
100 47701336 08-2011

SCR, Miscellaneous
General handling rules of AdBlue hoses
1 The AdBlue hoses have four colours (black, white,

red and yellow). It is very important to connect the
right colour and carry out the routing according to
this document.
2 Connect the quick connectors manually by applying
a pushing force in the direction of the centreline of
the male end piece until the mechanical thrust and
a specific noise is heard (“click”). In order to check
the connection, apply a pulling force on the con-
nectors. Do not use any tools for assembly. Always
pull or push on the quick connector itself, never pull
or push on the hose or the manifold ! High side
loads could damage the quick connectors. Critical-
ity class 3 acc. to Volvo STD 105–0001.
3 Remove protection cap just before connecting the
quick connectors to secure a high level of cleanli-
ness. Criticality class 3 acc. to Volvo STD 105–
0001.
4 Disassembly, if needed, has to be done manually.
Do not use tools, hold the quick connector with your
fingers and pull in the direction of the centerline of
the male end piece. Do not apply a torque. Do not
pull or push on the hose or manifold. Criticality class
3 acc. to Volvo STD 105–0001.
5 If a hose is removed after mounting, it shall imme-
diately be protected with a plug or a protective cap.
If a hose is removed after there has been AdBlue
in the system the sealing is very important. The
AdBlue destroys open electrical components
(highly corrosive on copper). Electrical compo-
nents that have been in contact with AdBlue
and it is suspected that the AdBlue has come
through or under the protective cover (an open
DIN connection) should be exchanged. Critical-
ity class 3 acc. to Volvo STD 105–0001.
NOTICE! Regarding Volvo standard (STD 105-0001 /

STD 107–0002) please look further at:
ards.aspx
Action with spillage

IMPORTANT!
If spilled – absorb with dry sand or other non-combus-
tible material. Use a tool to scoop up solid or absorbed
material and place into appropriate labelled waste con-
tainer and dispose of it in accordance with all applica-
ble local and national regulations. Avoid contact of
spilled material with soil and waterways.
47701336 08-2011 101

Alphabetical index
CAN bus settings.................................................. 75
Components.............................................................. 5
Electrical Connections.......................................... 62
Electrical consumption............................................ 94
Electrical System..................................................... 62
Fault codes............................................................ 96
General Information................................................ 3
Installing the SCR system.................................... 38
Main Components................................................... 5
Miscellaneous........................................................ 100
Safety Information................................................... 2
SCR........................................................................... 2
System Description................................................... 4
Vibration demands................................................ 30
Wiring Diagram...................................................... 73
47701336 08-2011 103

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AB Volvo Penta
Market Communication
SE-405 08 Göteborg
Sweden
47701336 English 07-2011

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Installation I

Installation Work must be performed by Volvo Penta workshops

Urea solution SCR technology

NOTICE! Tier 4 interim/Stage 3B engines will need

P0011697 NOTICE! If you install the engine in a way that makes

In the exhaust gas urea solution decomposes to

TAD136x / TAD166x NOTICE! Position 2 is not used on TWD1663GE

1 Pre-catalytic converter, turbo-mounted 6 Connection pipe

NOTICE! Connection pipe length 6 between injection

Proposal for pipe (6) between injector and

220 mm TAD56x / TAD76x

alytic converter section in order to avoid the precipita-

NOTICE! Sharp angles in combination with welds are

185 mm 735 / 525 mm

1 Attachment points, steel clamps

TAD56x: 129-155 kW, TAD76x: 160-210 kW

Muffler (schematic view)

As the exhaust gases pass through the SCR catalytic

The ceramic structures cannot be renovated or

NOTICE! The flow direction on the picture to connect

Dosing Module (DM)

The location (angles) of the Dosing Module on the

Some mufflers has a fixed position for the DM and it is

Supply Module (SM)

Diagnostics and programming take place via the

1 2 3 4 5 Supply Module (SM)

Supply Module connectors:

NOTICE! TWD1663GE are not using position 3 and 5.

Clearance for filter change, main filter

Clearance for filter change, pre filter

The urea hoses

Handling of hoses and components

Electrical wires and components must be protected

At service, repair and replacement of components it is

NOTICE! Do not mount the urea hoses (or electrical

NOTICE! The maximum temperature of the urea fluid

NOTICE! The way to connect the urea fluid between

Solenoid control valve (for urea warm-up)

When the temperature inside the urea tank reaches

P0011694 Temperature range for the solenoid valve is for coolant

NOTICE! The solenoid valve must be mounted verti-

NOTICE! The system can thaw out urea fluid from

NOTICE! Note that the direction of flow is marked on

NOTICE! For the TWD1663GE engine, this valve is not

Choosing the DEF solution tank size

Choosing the DEF solution tank size

NOTICE! DEF solution consumption depends on

Tank for TWD1663GE

Tank with a heating loop

Urea tank Tank defrosting performance

Construction demands for OEM-built urea tank

Cleanliness requirements STD 107–0002

Cleanliness requirements STD 107–0002

Cleanliness requirements STD 107–0002

Regarding Volvo standard: STD 107-0002, please look further at:

NOX sensor, general description

The smart NOx sensor measures the NOx concentra-

1 Operating temperature = -40°C to 105 °C (-40°F) to