Workshop Manual D9, D11, D12, D13, D16 Marine Engine

Workshop Manual E
Group 30 Electrical system

2(0)
D9, D11, D12, D13, D16

Marine Engines (EMS 2)
Table of Content
General Information
00-0 General ............................................................................................. 2
Specifications
03-3 Specifications, Electrical ................................................................ 5
Switches and Senders ......................................................................... 5
Engine Protection Map ........................................................................ 9
Safety and Other Instructions

05-1 Safety Instructions ........................................................................ 26
Special tools
08-2 Special Service Tools ................................................................... 30
General, Complete Vehicle Software

30-0 General ........................................................................................... 32
Design and Function ......................................................................... 32
30-2 Fault Tracing ................................................................................. 74
Fault Codes ........................................................................................ 74
Measurements .................................................................................. 155
Cables and fuses

37-0 Wiring Diagrams ......................................................................... 196
Miscellaneous
39-0 General ......................................................................................... 197
Index ......................................................................................................... 201
References to Service Bulletins ............................................................ 203
47700583 08-2017 © AB VOLVO PENTA 1

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

costs arising as a result of failure to follow the above
mentioned standards.
2 47700583 08-2017 © AB VOLVO PENTA

00-0 General
Repair instructions
Introduction Our Mutual Responsibility
The working methods described in this manual are Each product comprises a large number of interacting
based on a workshop scenario where the product is systems and components. A deviation from the
mounted in a workholding fixture. Maintenance work technical specification may dramatically increase the
is often carried out in situ, in which case - if nothing environmental impact of an otherwise reliable
else is indicated - using the same working methods system. It is therefore critical that the stated wear
as the workshop. tolerances be adhered to, that systems which can be
adjusted be correctly set up and that only Volvo Penta
Warning symbols that occur in the service manual. Original Parts are used. The intervals in the care and
For significance, refer to Safety Information. maintenance schedule must be followed.
Some systems, e.g. fuel systems, often require
DANGER! special expertise and test equipment. A number of
components are factory-sealed, for among other
WARNING! things environmental reasons. Warranty-sealed
components may not be worked on without
CAUTION! authorization to perform such work.
IMPORTANT!, NOTE! Remember that most chemical products, incorrectly
are by no means comprehensive since not everything used, are harmful to the environment. Volvo Penta
can be foreseen as service work is carried out in the recommends the use of biodegradable degreasers
most varied of circumstances. We call attention to whenever components are cleaned, unless otherwise
risks that may occur due to incorrect handling during specified in the Service Manual. When working
work in a well-equipped workshop using working outdoors, take especial care to ensure that oils and
methods and tools tried and tested by us. wash residues etc. are correctly properly for
destruction.
The service manual describes work operations
carried out with the aid of Volvo Penta Special Tools,
where such have been developed. Volvo Penta Tightening torque
Special Tools are designed to ensure the safest and Tightening torques for vital fasteners that must be
most rational working methods possible. It is applied using a torque wrench are indicated in the
therefore the responsibility of anyone using tools or Service Manual, chapter Tightening torques and in
working methods other than those we recommend to the Manual's work descriptions. All torque indications
ensure that no risk of personal injury or mechanical apply to clean threads, bolt heads and mating faces.
damage is present, or that malfunction can result. Indicated torque data apply to lightly-oiled or dry
threads. If lubricants, locking fluids or sealants are
In some cases, special safety regulations and user
required for fasteners, the correct type will be
instructions may be in force for the tools and
indicated in the job description.
chemicals mentioned in the Service Manual. These
rules must always be observed, so there are no
special instructions about this in the workshop
Torque, angle tightening
manual. When torque/angle tightening, the fastener is
tightened to a specified torque, and tightening then
By following these basic recommendations and using continues through a pre-determined angle.
common sense it is possible to avoid most of the risks
involved in the work. A clean workplace and a clean Example: For 90° angle tightening, the fastener is
product will eliminate many risks of personal injury turned an additional 1/4 turn in one sequence, after
and malfunction. the specified tightening torque has been achieved.
Above all, when working on fuel systems, hydraulic
systems, lubrication systems, turbochargers, inlet
systems, bearings and seals, it is of the utmost
importance that dirt and foreign objects are kept
away, as malfunctions or shortened service intervals
may otherwise result.
47700583 08-2017 © AB VOLVO PENTA 3

00-0 General
Lock nuts Anaerobic agents.

These agents cure in the absence of air. These
Removed lock nuts may not be re-used; they must be preparations are used when two solid components,
replaced by new ones, as locking properties are e.g. two cast components, are fitted together without
impaired or lost with re-use. a gasket. Common uses are also to lock and seal
In the case of lock nuts with plastic inserts, the plugs, stud threads, taps, oil pressure monitors etc.
tightening torque indicated must be reduced if the nut
has the same nut height as a standard, all-metal Hardened anaerobic preparations are vitreous and
hexagonal nut. for this reason, the preparations are colored to make
Reduce the torque by 25% for bolt sizes of 8 mm or them visible. Hardened anaerobic preparations are
larger. highly resistant to solvents, and old compound
In the case of lock nuts with plastic inserts with a high cannot be removed. On re-assembly, it is important
nut-height (where the all-metal thread is as high as a to carefully degrease and wipe dry components first,
standard hexagonal nut), the indicated torque before applying new sealant in accordance with the
applies. instructions.
Strength Classes Safety regulations for fluorocarbon

Nuts and bolts are grouped into different strength rubber
classes. Their classification is shown by a marking on Fluorocarbon rubber is a common material in seal
the bolt head. Markings of a higher number indicate rings for shafts, and in O-rings, for example.
stronger material. For example, a bolt marked 10-9 is
stronger than one marked 8-8. When fluorocarbon rubber is exposed to high
temperatures (above 300°C/572°F), hydrofluoric acid
For this reason, it is important that when bolted joints can form. This is highly corrosive. Contact with the
are removed they are returned to their original skin can result in severe chemical burns. Splashes in
locations on re-assembly. When replacing bolts, your eyes can result in corrosive wounds. If you
check the applicable Spare parts catalog to ensure breathe in the fumes, your lungs can be permanently
the correct bolt is used. damaged.
Sealing compounds etc. WARNING!

To ensure service work is correctly carried out, it is Seals must never be cut with a torch, or be burnt
important that the correct type of sealants and locking afterwards in an uncontrolled manner. Risk for
fluids are used on joints where such are required. poisonous gases.
In each service manual section concerned, the WARNING!

sealants used in product manufacture are indicated. Always use chloroprene rubber gloves (gloves for
The same sealants, or sealants with equivalent chemicals handling) and goggles. Handle the
properties, must be used for maintenance work. removed seal in the same way as corrosive acid. All
A service technician should have a basic knowledge residue, including ash, can be highly corrosive. Never
of how sealing compounds are handled, and are able use compressed air to blow clean.
to assess the condition of existing seals. Put the remains in a plastic container, seal it and
apply a warning label. Wash the gloves under running
Make sure that mating surfaces are dry and free from water before removing them.
oil, grease, paint and anti-corrosion agent before
applying sealant or locking fluid. Always follow the The following seals are most probably made from
manufacturer's instructions regarding applicable fluorocarbon rubber:
temperatures, hardening times and such.
Seal rings for the crankshaft, camshaft, idler shafts.
Two basic types of compound are used:
O-rings, regardless of where they are installed. O-
RTV preparations (Room Temperature rings for cylinder liner sealing are almost always
Vulcanizing). made of fluorocarbon rubber.
Used most often together with gaskets, e.g. sealing
gasket joints, or are brushed on gaskets. RTV Please note that seals which have not been
sealants are completely visible when the part has exposed to high temperature can be handled
been removed. Old RTV sealant must be removed normally.
before the component is sealed again. Use
denatured alcohol.
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03-3 Specifications, Electrical
Switches and Senders

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

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

Connector 2 pin
Type Inductive sensor
Combined sensor (D9, D11, D12), oil pressure / oil temperature (engine)
Voltage 5V
Connector 4 pin
Type Linear/NTC
Combined sensor (D13, D16), oil level / oil temperature (engine)

Voltage 5V
Connector 4 pin
Type NTC
47700583 08-2017 © AB VOLVO PENTA 5

Combined sensor, oil pressure / oil temperature (transmission)

Voltage 5V
Connector 4 pin
Working range, pressure 0–3 MPa (0–30 bar / 0–435 PSI)
Type Linear/NTC
Combined sensor (D9, D11, D12, D16), inlet air pressure / intake manifold temperature
Voltage 5V
Connector 4 pin
Working range, pressure 40–400 kPa (0.4–4 bar / 5.8–58 PSI)
Type Linear/NTC
Combined sensor (D13), inlet air pressure / intake manifold temperature

Voltage 5V
Connector 4 pin
Working range, pressure 50–600 kPa (0.5–6 bar / 7.3–87 PSI)
Type Linear/NTC
Sensor, coolant temperature

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

Voltage 5V
Connector 3 pin
Working range, pressure 40–140 kPa (0.4-1.4 bar / 5.8-20.3 PSI)
Type Linear
6 47700583 08-2017 © AB VOLVO PENTA

Sensor, seawater pressure

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

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

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

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

Connector 2 pin
Contact type Closing for low piston cooling pressure
47700583 08-2017 © AB VOLVO PENTA 7

Switch, oil level (D9, D12)

Connector 2 pin
Contact type Closing for low oil level
Wastegate valve
Operational voltage 20–32 V
Connector 2 pin
Coil resistance 90 ± 4.5 Ω at 20 °C (68 °F)
Alternator
Voltage 14 / 28 V
Connector 2 pin
Capacity 115 A at 14 V / 80 A at 28 V
Starter motor
Voltage 12 / 24 V
Connector 2 pin
Capacity (applies to D9) 5.5 kW at 12/24 V
Capacity (applies to D11) 5.5 kW at 24 V
Capacity (applies to D12, D13) 6.0 kW at 24 V
Capacity (applies to D16) 7.0 kW at 24 V
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Engine Protection Map

Engine protection maps are not updated.
For the latest version, please refer to the Volvo Penta
Sales Support Tool.
D9 Propulsion
Sensors Switches
Control and monitoring system Engine Shutdown
System
Sensors Signal Range Warning Warning Derating Shutd. Shutdow
Initial Delay / level level Initial n level
Warning Delay / (Toleranc
Delay Shutd. e)
Delay
Air inlet 0.5-4.5 50-400 kPa 30 sec from 325 kPa (425 335 kPa NA NA
pressure V (7-58 psi) start / 3 sec kPa absolute) (49 psi)
(47 psi (62 psi 50%
abs.)) derating.
Intake manifold 50-0 Ω -40 - 130 °C 90 sec from 80 °C 90 °C NA NA
temperature ±4% start / 2 sec (176 °F) (194 °F)
(-40 - 266 °F Soft
±4%) derate.
Coolant level Digital ON/OFF 30 sec from Low (On / NA NA NA
switch start / 10 sec Closed)
Coolant 50-0 Ω -40 - 140 °C 30 sec from 98 °C 101 °C 1 sec 105 ±2 °C
temperature ±1.5% start / 3 sec (208.4 °F) (213.8 °F) SDU Ch.
(-40 - 284 °F Soft S1
±1.5%) derate. (221 ±3.6
°F SDU
Ch. S1)
Crankcase NA NA NA Rapid 75% NA NA
pressure pressure derating,
increase 100 rpm
Engine speed, Freque - Instant Lost signal NA NA NA
camshaft ncy
crankshaft ncy
Eng. overspeed Freque 54 puls./rev. Instant Lost signal NA Instant 2070 /
SDU 1800+15% ncy 1863 Hz
(-1 to 0%)
SDU 2200+15% ncy 2277 Hz
(-1 to 0%)
Exhaust gas PT200 0-850 °C 30 sec from 600 °C 620 °C NA NA
temperature ±2.5% start / 1.5 sec (1112 °F) (1148 °F)
after turbine (0-1562 °F Soft
±2.5%) derate.
Oil level sensor Digital ON/OFF 30 sec from Low level NA NA NA
start / 5 sec
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Sensors Switches
System
Sensors Signal Range Warning Warning Derating Shutd. Shutdow
Initial Delay / level level Initial n level
Warning Delay / (Toleranc
Delay Shutd. e)
Delay
Oil temperature 50-0 Ω -40 - 140 °C 30 sec from 125 °C 128 °C NA NA
(-40 - 284 °F start / 2 sec (257 °F) (262.4 °F)
Soft
derate.
Piston cooling Digital ON/OFF Instant after 120 ±20 kPa 120 kPa NA NA
switch 1000 rpm (17.4 ±2.9 psi) (17.4 psi)
70%
derating
(20% per
sec)
Water in fuel Digital ON/OFF Always Water in fuel NA NA NA
switch
D9 Propulsion
Sensors (rpm Signal Range Initial Delay / Warning Level / Derating Level / Switches
dependent) Delay Shutdown Level Shutdown
Rpm map, kPa (psi) System
Coolant 0.5-4.5 0-300 kPa - 0 rpm 500 1000 1800 2200 -
Pressure V ±3% rpm rpm rpm rpm
(0-43.5 psi
±3%)
Warning level - - 30 sec from 0 0 20 50 70 -
start / 2 sec (2.9) (7.3) (10.2)
Derating level - - 10% trq. 0 0 10 40 60 -
decr./sec (1.5) (5.8) (8.7)
Differential oil NA NA - 0 rpm 500 1000 1500 1800 -
pressure rpm rpm rpm rpm
Warning level - - NA NA NA NA NA NA -
Derating level - - NA NA NA NA NA NA -
Fuel pressure 0.5-4.5 0-700 kPa - 0 rpm 600 1000 1800 2200 -
V ±1.5% rpm rpm rpm rpm
(0-102 psi
±1.5%)
start / 5 sec (14.5) (14.5) (21.8) (36.3) (36.3)
10 47700583 08-2017 © AB VOLVO PENTA

Oil pressure 0.5-4.5 0-700 kPa - 0 rpm 500 1000 1800 2300 -
(0-102 psi
±1.5%)
Warning level - - 30 sec from -100 170 200 225 250 -
start / 1 sec (-14.5) (24.7) (29.0) (32.6) (36.3)
Derating level - - 10% trq. -120 150 180 205 205 -
decr./sec (-17.4) (21.8) (26.1) (29.7) (29.7)
Shutdown Digital ON/OFF 11 sec ±20% NA NA 120 120 120 Shutdown
level from start / 1 +20 +20 +20 Unit Setting
(Shutd. Unit sec (17.4 (17.4 (17.4 Run detect.
Ch. S3) +2.9) +2.9) +2.9) S2, S3: 510
rpm ±2%
459 Hz ±2%,
54 puls./rev.
Seawater 0.5-4.5 0-300 kPa - 0 rpm 600 1400 1700 1900 -
pressure V ±3% rpm rpm rpm rpm
(0-44 psi
±3%)
Warning level - - 30 sec from 0 5 (0.7) 10 15 20 -
start / 2 sec (1.4) (2.2) (2.9)
Rev. gear - - - 0 rpm 600 1300 1500 1800 -
Warning level NA NA NA NA NA NA NA NA -
Derating level NA NA NA NA NA NA NA NA -
Shutdown Digital ON/OFF 11 sec ±20% NA 400 400 400 400 Shutdown
level from start / 1 +20 +20 +20 +20 Unit Setting
(Shutd. Unit sec (58.0 (58.0 (58.0 (58.0 Run detect.
Ch. S2) +2.9) +2.9) +2.9) +2.9) S2, S3: 510
rpm ±2%
459 Hz ±2%,
54 puls./rev.
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D9 MG
Sensors Switches
System
Sensors Signal Range Warning Warning Derati Shutd. Shutdow
Initial Delay / level ng Initial n level
Warning level Delay / (Toleranc
Delay Shutd. e)
Delay
Air inlet 0.5-4.5 50-400 ±4.2 kPa 30 sec from 325 kPa (425 NA NA NA
pressure V (7-58 ±0.6 psi) start / 3 sec kPa absolute)
(47 psi (62 psi
abs.))
Intake manifold 50-0 Ω -40 - 130 °C ±4% 90 sec from 80 °C NA NA NA
temperature (-40 - 266 °F ±4%) start / 2 sec (176 °F)
switch start / 10 sec Closed)
Coolant 50-0 Ω -40 - 140 °C 30 sec from 98 °C NA 1 sec 105 ±2 °C
temperature ±1.5% start / 3 sec (208.4 °F) SDU Ch.
(-40 - 284 °F S1
±1.5%) (221 ±3.6
°F SDU
Ch. S1)
camshaft ncy
crankshaft ncy
SDU 1500+15% ncy 1553 Hz
(-1 to 0%)
SDU 1800+15% ncy 1863 Hz
(-1 to 0%)
Exhaust gas PT200 0-850 °C ±2.5% 30 sec from 600 °C NA NA NA
temperature (0-1562 °F ±2.5%) start / 1.5 sec (1112 °F)
after turbine
Oil level sensor Digital ON/OFF 30 sec from Low level NA NA NA
start / 5 sec
Oil temperature 50-0 Ω -40 - 140 °C 30 sec from 125 °C NA NA NA
(-40 - 284 °F start / 2 sec (257 °F)
Piston cooling Digital ON/OFF Instant after 120 ±20 kPa NA NA NA
switch 1000 rpm (17.4 ±2.9 psi)
switch
12 47700583 08-2017 © AB VOLVO PENTA

D9 MG
Coolant 0.5-4.5 0-300 kPa - 0 rpm 500 1000 1500 1800 -
(0-43.5 psi
±3%)
start / 2 sec (2.9) (7.3) (10.2)
(0-102 psi
±1.5%)
start / 5 sec (14.5) (29.0) (43.5) (43.5)
(0-102 psi
±1.5%)
start / 1 sec (23.2) (29.0) (32.6) (36.3)
Shutdown Digital ON/OFF 11 sec ±20% NA NA 120 120 120 Shutdown
level from start / 1 +20 +20 +20 Unit Setting
(Shutd. Unit sec (17.4 (17.4 (17.4 Run detect.
Ch. S3) +2.9) +2.9) +2.9) S2, S3: 800
rpm ±2%
720 Hz ±2%,
54 puls./rev.
Seawater 0.5-4.5 0-300 kPa - 0 rpm 600 1400 1700 1900 Only HE and
pressure V ±3% rpm rpm rpm rpm KC
(0-44 psi
±3%)
start / 2 sec (1.4) (2.2) (2.9)
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D11 Propulsion
Derate to engine protection map
Parameter “Yellow lamp” “Red lamp” Derating
High coolant temperature 98 °C (208 °F) 101 °C (213.8 °F) 101 °C (213.8 °F) –0%
103 °C (217.4 °F) –25%
106 °C (222.8 °F) –50%
High oil temperature 120 °C (248 °F) 122 °C (251.6 °F) 122 °C (251.6 °F) –0%
124 °C (255.2 °F) –50%
126° (258.8 °F) –70%
High intake manifold 75 °C (167 °F) 80 °C (176 °F) 80 °C (176 °F) –0%
temperature 85 °C (185 °F) –50%
90 °C (194 °F) –70%
High air inlet pressure 270 kPa (39.2 PSI) 280 kPa (40.6 PSI) >280 kPa (40.6 PSI) –50%
Low coolant level Switch - -
Low lube oil pressure

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

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

Alarm
Air inlet pressure 1700 rpm 1900 rpm 2100 rpm 2300 rpm 2360 rpm -
Alarm level 450 kPa 440 kPa 430 kPa 395 kPa 390 kPa -
(65.3 PSI) (63.8 PSI) (62.4 PSI) (57.3 PSI) (56.6 PSI)
Derating limit 460 kPa 450 kPa 440 kPa 405 kPa 400 kPa Yes, 50%
Fuel pressure 500 rpm 1800 rpm 2300 rpm - - -
Alarm level 50 kPa 200 kPa 200 kPa - - -
(7.3 PSI) (29.0 PSI) (29.0 PSI)
Oil pressure 500 rpm 1000 rpm 1800 rpm 2300 rpm - -
Alarm level 150 kPa 200 kPa 225 kPa 250 kPa - -
(21.8 PSI) (29.0 PSI) (32.6 PSI) (36.3 PSI)
Derating limit 130 kPa 170 kPa 205 kPa 230 kPa - Yes, 70%
(18.9 PSI) (24.7 PSI) (29.7 PSI) (33.4 PSI)
47700583 08-2017 © AB VOLVO PENTA 15

D13 Propulsion
Sensors Warning / Alarm Alarm level Derating level Derating
Coolant level Low (ON / closed) - -

Coolant temperature 98 °C (218.4 °F) 101 °C (213.8 °F) See soft derate 1
Coolant temperature, SDU N/A N/A N/A
Engine speed, camshaft Lost signal N/A N/A
Engine speed, crank Lost signal N/A N/A
Engine overspeed SDU 2300 + 15% Lost signal N/A N/A
Exhaust wet gas temperature 175 °C (347 °F) 200 °C (392 °F) See soft derate 2
Exhaust gas temperature (D13B-C/ 560 °C (1040 °F) 585 °C (1085 °F) See soft derate 2
G)
Exhaust gas temperature (D13B-D) 645 °C (1193 °F) 670 °C (1238 °F) See soft derate 3
Oil level Low level N/A N/A
Oil temperature 130 °C (266 °F) 135 °C (275 °F) D13B-C/G: soft derate 3
D13B-D: soft derate 4
Piston cooling pressure N/A N/A N/A
Gear oil temperature, EVC (D13B- 95 °C (203 °F) N/A N/A
C/G)
Gear oil temperature, EVC (D13B- N/A N/A N/A
D)
Gear oil pressure, EVC 700 kPa (101.5 PSI) N/A N/A
Gear oil pressure, SDU N/A N/A N/A
Intake manifold temperature 80 °C (176 °F) 85 °C (185 °F) See soft derate 2
(D13B-D MP)
Crankcase pressure N/A N/A N/A
Water in fuel Water In fuel N/A N/A
Switches Engine Shutdown System

Switches Range Shutd.. Initial Delay / Shutdown Level
Shutd. Delay (Tolerance)
Coolant temperature, SDU ON/OFF 1 sec from start / 1 sec SDU S1: 105 ±2 °C (221
±3.6 °F)
Engine overspeed SDU 2300 + 15% 153 puls./rev. Instant 2645 / 6745 Hz (-1 to 0%)
Gear oil pressure, SDU ON/OFF 11 sec ±20% from start / 1 400 ±20 kPa (58 ±2.9 psi)
sec Shutdown Unit Setting
S2, S3: 510 rpm ±2%
1300 Hz ±2%
153 puls./rev. ±2%
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D13 Propulsion
Sensors Warning / Rpm map Condition

Alarm / Derating
Air inlet pressure 600 rpm 1000 rpm 1500 rpm 2000 rpm 2300 rpm
(D13B-C/G R4 800 hp)
Warning level 420 kPa 420 kPa 420 kPa 420 kPa 420 kPa -
0 % load (60.9 PSI) (60.9 PSI) (60.9 PSI) (60.9 PSI) (60.9 PSI)
Derating level 430 kPa 278 kPa 305 kPa 343 kPa 355 kPa 50% diff. between
100 % load (62.4 PSI) (40.3 PSI) (44.2 PSI) (49.7 PSI) (51.5 PSI) max torque and
engine prot. map
(D13B-G R5 900 hp)
100 % load (60.9 PSI) (611.6 (635.0 (672.8 (690.8
PSI) PSI) PSI) PSI)
100 % load (62.4 PSI) (629.6 (653 PSI) (690.8 (708.8 max torque and
PSI) PSI) PSI) engine prot. map
(D13B-D R3 700hp)
(45.7 PSI) (45.7 PSI) (45.7 PSI) (44.2 PSI) (39.0 PSI) max torque and
engine prot. map
Intake manifold 600 rpm 1000 rpm 1500 rpm 2000 rpm 2300 rpm
temperature
(D13B-C/G)
Warning level 80 °C (176 80 °C (176 80 °C (176 65 °C (149 65 °C (149 -
°F) °F) °F) °F) °F)
Derating level 85 °C (185 85 °C (185 85 °C (185 70 °C (158 70 °C (158 See soft derate 4
°F) °F) °F) °F) °F)
Fuel pressure 600 rpm 1000 rpm 1200 rpm 1400 rpm 2300 rpm
47700583 08-2017 © AB VOLVO PENTA 17

Oil pressure 500 rpm 1000 rpm 1500 rpm 2300 rpm
(D13B-C/G)
Warning level 120 kPa 200 kPa 265 kPa 265 kPa -
(17.4 PSI) (29.0 PSI) (38.4 PSI) (38.4 PSI)
Derating level 90 kPa 170 kPa 235 kPa 235 kPa -
(13.1 PSI) (24.7 PSI) (34.1 PSI) (34.1 PSI)
Shutdown level (Shutdown N/A N/A 150 ±20 150 ±20 150 ±20 Shutdown Unit
Unit Channel S3) kPa (21.8 kPa (21.8 kPa (21.8 Setting
±2.9 PSI) ±2.9 PSI) ±2.9 PSI) S2, S3: 510 rpm
±2%
1300 Hz ±2%
153 pulses / rev.
Oil pressure 0 rpm 600 rpm 1000 rpm 1500 rpm 2300 rpm
(D13B-D)
Warning level -100 kPa 120 kPa 200 kPa 265 kPa 265 kPa -
(-14.5 PSI) (17.4 PSI) (29.0 PSI) (38.4 PSI) (38.4 PSI)
Derating level -130 kPa 90 kPa 170 kPa 235 kPa 235 kPa -
Shutdown level (Shutdown N/A N/A 150 ±20 150 ±20 150 ±20 Shutdown Unit
Unit Channel S3) kPa (21.8 kPa (21.8 kPa (21.8 Setting
±2.9 PSI) ±2.9 PSI) ±2.9 PSI) S2, S3: 510 rpm
±2%
1300 Hz ±2%
153 pulses / rev.
Coolant pressure 0 rpm 600 rpm 1000 rpm 1500 rpm 2300 rpm
(D13B-C/D)
Warning level 0 kPa (0.0 5 kPa (0.7 30 kPa 55 kPa 125 kPa -
PSI) PSI) (4.4 PSI) (8.0 PSI) (18.1 PSI)
Derating level -10 kPa -5 kPa 20 kPa 45 kPa 115 kPa -
(-1.5 PSI) (-0.7 PSI) (2.9 PSI) (6.5 PSI) (16.7 PSI)
Seawater pressure 600 rpm 1000 rpm 1500 rpm 1900 rpm 2300 rpm
(D13B-C/D)
Warning level 5 kPa (0.7 20 kPa 40 kPa 60 kPa 60 kPa -
PSI) (2.9 PSI) (5.8 PSI) (8.7 PSI) (8.7 PSI)
Derating level -5 kPa 10 kPa 30 kPa 50 kPa 50 kPa -
18 47700583 08-2017 © AB VOLVO PENTA

Soft derate, D13

1) Soft derate, Speed / °C 101 °C (213.8 °F) 103 °C (217.4 °F) 106 °C (222.8 °F)
coolant temp
Remaining torque 1200 rpm 100 % 100 % 100 %
1800 rpm 100 % 75 % 50 %
2300 rpm 100 % 75 % 50 %
2) Soft derate, Speed / °C 585°C (1085 °F) 590°C (1094 °F) 595°C (1103 °F) 600°C (1112 °F)
exhaust gas temp
D13B-C/G 1200 rpm 100 % 100 % 100 % 100 %
Remaining torque 1800 rpm 100 % 70 % 60 % 50 %
2300 rpm 100 % 70 % 60 % 50 %
2) Soft derate, Speed / °C 85 °C (185 °F) 90 °C (194 °F) 95 °C (203 °F)
intake manifold
temp
D13B-D 1200 rpm 100 % 96 % 94 %
2300 rpm 100 % 50 % 30 %
3) Soft derate, oil Speed / °C 135 °C (275 °F) 137 °C (278.6 °F) 139 °C (282.2 °F)
temp
D13B-C/G 600 rpm 100 % 100 % 100 %
1800 rpm 100 % 50 % 30 %
3) Soft derate, Speed / °C 670 °C (1238 °F) 675 °C (1247 °F) 680 °C (1256 °F) 685 °C (1265 °F)
exhaust temp
D13B-D 1200 rpm 100 % 98 % 97 % 96 %
Remaining torque 1800 rpm 100 % 70 % 60 % 50 %
2300 rpm 100 % 70 % 60 % 50 %
4) Soft derate, Speed / °C 70 °C (158 °F) 75 °C (167 °F) 80 °C (176 °F) 85 °C (185 °F)
intake manifold Varvtal
temp
D13B-C/G 1200 rpm 100% 100% 100% 100%
Remaining torque 1500 rpm 100% 100% 100% 100%
1800 rpm 100% 100% 60 % 34 %
2000 rpm 100% 50 % 30 % 30 %
2300 rpm 100% 50 % 30 % 30 %
90 °C (194 °F) 95 °C (203 °F)
1200 rpm 100% 100%
1500 rpm 50 % 30 %
1800 rpm 30 % 30 %
2000 rpm 30 % 30 %
2300 rpm 30 % 30 %
4) Soft derate, oil Speed / °C 135 °C (275 °F) 137 °C (278.6 °F) 139 °C (282.2 °F)
temp
D13B-D 1200 rpm 100 % 100 % 100 %
2300 rpm 100 % 50 % 30 %
47700583 08-2017 © AB VOLVO PENTA 19

D16 Propulsion
Sensors Switches
System
Sensors Signal Range Warning Warning Derating Shutd. Shutdo
Initial Delay / level level Initial wn level
Warning Delay / (Toleran
Delay Shutd. ce)
Delay
Air inlet 0.5-4.5 50-400 kPa 30 sec from 300 kPa (400 310 kPa (45 NA NA
pressure V (7-58 psi) start / 2.25 sec kPa absolute) psi)
(44 psi (58 psi 50% derating.
abs.))
Air inlet 50-0 Ω -40 - 130 °C 90 sec from 80 °C 90 °C NA NA
pressure ±4% start / 2.25 sec (176 °F) (194 °F)
after turbine (-40 - 266 °F See soft
±4%) derate 3.
switch start / 7.5 sec Closed)
Coolant 50-0 Ω -40 - 140 °C 30 sec from 98 °C 101°C 1 sec 105 ±2
temperature ±1.5% start / 2.25 sec (208.4 °F) (213.8 °F) °C SDU
(-40 - 284 °F See soft Ch. S1
±1.5%) derate 1. (221 ±3.6
°F SDU
Ch. S1)
Engine Freque - Instant Lost signal NA NA NA
speed, ncy
camshaft
Engine Freque - Instant Lost signal NA NA NA
speed, ncy
crankshaft
Eng. Freque 153 puls./rev. Instant Lost signal NA Instant 2070 /
overspeed ncy 5279 Hz
SDU (-1 to
1800+15% 0%)
Eng. Freque 153 puls./rev. Instant Lost signal NA Instant 2185 /
overspeed ncy 5572 Hz
SDU (-1 to
1900+15% 0%)
Exhaust PT200 0-850 °C 30 sec from 650 °C 665 °C NA NA
Temperature (0-1562 °F) start / 1 sec (1202 °F) (1229 °F)
See soft
derate 4.
Oil level Digital ON/OFF 30 sec from Low level NA NA NA
sensor start / 5 sec
20 47700583 08-2017 © AB VOLVO PENTA

Sensors Switches
System
Sensors Signal Range Warning Warning Derating Shutd. Shutdo
Initial Delay / level level Initial wn level
Warning Delay / (Toleran
Delay Shutd. ce)
Delay
Oil 50-0 Ω -40 - 140 °C 30 sec from 125 °C 128 °C NA NA
temperature (-40 - 284 °F start / 1.5 sec (257 °F) (262.4 °F)
See soft
derate 2.
Piston Digital ON/OFF 30 sec from 120 ±20 kPa 120 kPa NA NA
cooling start / 4 sec (17.4 ±2.9 psi) (17.4 psi)
switch 70% derating.
Rev. gear NA NA NA NA NA NA NA
temperature
switch
D16 Propulsion
Coolant 0.5-4.5 0-300 kPa - 0 rpm 600 1000 1500 1800 -
(0-43.5 psi
±3%)
start / 1.5 sec (8.0) (14.5) (18.9)
Derating level - - 10% trq. -50 -45 5 (0.7) 50 80 -
(50% decr./sec (-7.3) (-6.5) (7.3) (11.6)
remaining trq.)
Shutd. Level Digital ON/OFF 11 sec ±20% NA NA NA NA NA Shutdown
(Shutd. Unit from start / 1 Unit Setting
Ch. S4) sec S4: 510 rpm
±2%
1300 Hz ±2%,
153 puls./rev.
V (0-102 psi) rpm rpm rpm rpm
start / 10 sec (-7.3) (7.3) (10.9) (29.0) (29.0)
47700583 08-2017 © AB VOLVO PENTA 21

start / 0.75 sec (-14.5) (23.2) (29.0) (36.3) (36.3)
Derating level - - 10% trq. -10 140 180 230 230 -
(30% decr./sec (-1.5) (20.3) (26.1) (33.4) (33.4)
remaining trq.)
±2%
1300 Hz ±2%,
153 puls./rev.
pressure V (0-44 psi) rpm rpm rpm rpm KC
Warning level - - 30 sec from -20 5 (0.7) 25 35 40 Only HE and
start / 4 sec (-2.9) (3.6) (5.1) (5.8) KC
Rev. gear - - - 0 rpm 600 1000 1500 1800 -
Warning level NA NA NA NA NA NA NA NA -
Derating level NA NA NA NA NA NA NA NA -
Shutd. Level Digital ON/OFF 4 sec from NA 400 400 400 400 Shutdown
(Shutd. Unit start / 1 sec ±20 ±20 ±20 ±20 Unit Setting
Ch. S2) (58 (58 (58 (58 S2, S3: 510
±2.9) ±2.9) ±2.9) ±2.9) rpm ±2%
1300 Hz ±2%,
153 puls./rev.
22 47700583 08-2017 © AB VOLVO PENTA

D16
1) Soft derate, Speed 101 °C (213.8 °F) 103 °C (217.4 °F) 106 °C (222.8 °F)
coolant temp
Remaining torque 600 rpm 100% 100% 100%
1200 rpm 100% 91% 82%
1800 rpm 100% 83% 66%
2) Soft derate, oil Speed 128 °C (262.4 °F) 130 °C (266 °F) 135 °C (275 °F)
temp
1200 rpm 100% 91% 74%
1800 rpm 100% 83% 52%
3) Soft derate, Speed 90 °C (194 °F) 95 °C (203 °F) 105 °C (221 °F)
intake manifold
temp.
1200 rpm 100% 82% 74%
1800 rpm 100% 66% 52%
4) Soft derate, Speed 665 °C (1229 °F) 675°C (1247 °F) 680°C (1256 °F) 685°C (1265 °F)
exhaust temp
Remaining torque 600 rpm 100% 100% 100% 100%
1200 rpm 100% 96% 93% 89%
1800 rpm 100% 93% 86% 80%
47700583 08-2017 © AB VOLVO PENTA 23

D16 MG
Sensors Switches
System
Sensors Signal Range Warning Initial Warning Deratin Shutd. Shutdo
Delay / Warning level g level Initial wn level
Delay Delay / (Toleran
Shutd. ce)
Delay
Air inlet 0.5-4.5 50-400 kPa 30 sec from start / 300 kPa (400 NA NA NA
pressure V (7-58 psi) 2.25 sec kPa absolute)
(44 psi (58 psi
abs.))
Air inlet 50-0 Ω -40 - 130 °C 90 sec from start / 80 °C NA NA NA
pressure after ±4% 2.25 sec (176 °F)
turbine (-40 - 266 °F
±4%)
Coolant level Digital ON/OFF 30 sec from start / Low (On / NA NA NA
switch 7.5 sec Closed)
Coolant 50-0 Ω -40 - 140 °C 30 sec from start / 98 °C NA 1 sec 105 ±2
temperature ±1.5% 2.25 sec (208.4 °F) °C SDU
(-40 - 284 °F Ch. S1
±1.5%) 221 ±3.6
°F SDU
Ch. S1
camshaft ncy
crankshaft ncy
SDU 1500+15% ncy 4399 Hz
(-1 to
0%)
SDU 1800+15% ncy 5279 Hz
(-1 to
0%)
Exhaust PT200 0-850 °C 30 sec from start / 650 °C NA NA NA
Temperature (0-1562 °F) 5 sec (1202 °F)
Oil level sensor Digital ON/OFF 30 sec from start / Low level NA NA NA
5 sec
Oil temperature 50-0 Ω -40 - 140 °C 30 sec from start / 125 °C NA NA NA
(-40 - 284 °F 2.25 sec (257 °F)
Piston cooling Digital ON/OFF 20 sec from start / 120 ±20 kPa NA NA NA
switch 2.25 sec (17.4 ±2.9 psi)
Water in fuel Digital ON/OFF NA Water in fuel NA NA NA
switch
24 47700583 08-2017 © AB VOLVO PENTA

D16 MG
Coolant 0.5-4.5 0-300 kPa - 0 rpm 500 1000 1500 1800 -
(0-43.5 psi
±3%)
±2%
2040 Hz ±2%,
153 puls./rev.
start / 5 sec (-7.3) (7.3) (10.9) (25.4) (29.0)
start / 2.25 sec (-14.5) (21.8) (36.3) (36.3) (36.3)
±2%
2040 Hz ±2%,
153 puls./rev.
pressure V (0-44 psi) rpm rpm rpm rpm KC
Warning level - - 30 sec from -20 5 (0.7) 25 35 40 Only HE and
start / 3.75 sec (-2.9) (3.6) (5.1) (5.8) KC
47700583 08-2017 © AB VOLVO PENTA 25

05-1 Safety Instructions

Safety Information
This Service Manual contains repair instructions,
descriptions and technical data for products or product
designs from Volvo Penta. Ensure that you are using
the correct service manual.
Read the safety information below and the service manual section About this Workshop manual and Repair
instructions carefully before repair and service work is begun.
!
This symbol is used in the service manual and on the product, to call attention to the fact that this is safety
information. Always read such information very carefully.
Safety texts in the manual have the following order of priority:
DANGER!
Indicates a hazardous situation, which, if not avoided, result in death or serious injury.
WARNING!
Indicates a hazardous situation, which, if not avoided, could result in death or serious personal injury.
CAUTION!
Indicates a hazardous situation, which, if not avoided, could result in minor or moderate personal injury.
IMPORTANT!
Is used to draw your attention to something that may cause minor damage or a minor malfunction to the product
or property.
NOTICE! Is used to draw your attention to important information that will facilitate the work or operation in
progress.
This symbol is used on certain operations to indicate the following:

This operation requires prior theoretical and/or instructor led training before attempting. Contact your local training
organization for further information.
This symbol is used to inform that added information needs to be read. And where to find needed information.
This symbol is used where VODIA computer is needed,. either for fault tracing, testing or for programming.
A compilation of safety precautions that must be taken and risks which must be paid attention to is
presented in the following pages.
26 47700583 08-2017 © AB VOLVO PENTA

Immobilize the engine by turning off the power Avoid opening the coolant filling cap when the
! supply to the engine at the main switch ! engine is hot. Steam or hot coolant can spray
(switches) and lock it (them) in the off position out and system pressure will be lost. Open the
before starting work. Post a warning notice at filler cap slowly, and release the pressure in the
the main circuit breaker. cooling system if the filler cap or valve has to be
opened, or if a plug or coolant hose has to be
removed when the engine is hot.
As a rule, all service operations must be carried Hot oil can cause burns. Avoid skin contact with
! out with the engine stopped. However, some ! hot oil. Ensure that the lubrication system is not
work, such as adjustments, will require the under pressure before any work is begun.
engine to be running. Approaching an engine Never start or operate the engine with the oil
which is running is a safety risk. Bear in mind filler cap removed, because of the risk of oil
that loose clothing or long hair can fasten in ejection.
rotating parts and cause serious personal
injury.
Be aware of hot surfaces (exhaust pipes, Never start the engine without installing the air
! turbos, charge air pipes, starting heaters etc.) ! filter. The rotating compressor turbine in the
and hot fluids in pipes and hoses on an engine turbocharger can cause severe injury. Foreign
that is running or has just stopped. objects entering the intake ducts can also cause
If work is done adjacent to a running engine, a mechanical damage. Install all protective
careless movement or a dropped tool may in the covers before the engine is started.
worst case lead to personal injury.
Ensure that the warning symbols or information Only start the engine in a well-ventilated space.
! decals on the product are always clearly visible. ! When running in a confined space, exhaust
Replace decals which have been damaged or fumes and crankcase gases must be led away
painted over. from the engine bay or workshop area.
Avoid getting oil on your skin! Protracted or The majority of chemicals e.g. engine and
! repeated exposure to oil can cause skin to ! transmission oils, glycol, gasoline, and diesel
become dry. Irritation, dryness, eczema and oil, together with chemicals for workshop use
other skin problems may then result. From a such as degreasing agents, paints and
health standpoint, used oil is more dangerous solvents, are injurious to health. Carefully read
than new. Use protective gloves and avoid oil- the instructions on the product packaging!
soaked clothes and rags. Wash regularly, Always follow a product's safety directions, e.g.
especially before eating. Use suitable barrier use of protective mask, glasses, gloves etc.
creams to counteract drying out of the skin and Ensure that other personnel are not exposed to
to aid dirt removal. substances that are injurious to health. Ensure
good ventilation. Handle used and leftover
chemicals in the prescribed manner.
Stop the engine and turn off the electrical supply Clutch adjustments must be carried out with the
! at the main switch(es) before carrying out work ! engine stopped.
on the electrical system.
47700583 08-2017 © AB VOLVO PENTA 27

Always use protective glasses or goggles when Never start the engine with the valve cover
! carrying out work where a risk of splinters, ! removed. There is a risk of personal injury.
grinding sparks, splashes from acid or other
chemicals is present. Your eyes are extremely
sensitive; injury may cause blindness!
Never use start gas or similar products as a Stop the engine before working on the cooling
! starting aid. They may cause an explosion in the ! system.
inlet manifold. Danger of personal injury. Marine engines: Close the sea cock / cooling
water inlet valve before work on the cooling
system is begun.
All fuels, as well as many chemicals, are Make sure that oil, fuel-soaked rags, and used
! flammable. Do not allow open flames or sparks ! fuel and oil filters are stored in a safe manner.
in their vicinity. Gasoline, some thinners, and Rags soaked in oil can spontaneously ignite
hydrogen gas from batteries are extremely under certain circumstances. Used fuel and oil
flammable and explosive when mixed with air in filters are environmentally hazardous waste
the correct proportions. No Smoking! Ensure and must be handed to an approved waste
that the work area is well ventilated and take the management facility for destruction, as must
necessary safety precautions before welding or any used lubrication oil, contaminated fuel,
grinding work is begun. Always ensure that paint residue, solvents, degreasers and wash
there are fire extinguishers close at hand in the residue.
work area.
Batteries must never be exposed to open Never work alone when removing heavy
! flames or electric sparks. Never smoke in the ! components, even when using lifting devices
vicinity of the batteries; they generate hydrogen such as locking tackle lifts. When using a lifting
gas when charged, which is explosive when device, two people are usually required to do
mixed with air. This gas is easily ignited and the work - one to take care of the lifting device
highly explosive. A spark, which can be caused and the other to ensure that components are
by incorrect battery connection, is sufficient to lifted clear and not damaged during the lifting
cause a battery to explode and cause damage. operations.
Do not touch the connections during start

attempts. Sparking hazard! Do not lean over
batteries.
Never transpose the positive (+) and negative The existing lugs on the engine should be used
! (-) battery posts when installing batteries. Such ! for lifting. Always check that the lifting
a transposition can result in serious damage to equipment used is in good condition and has the
electrical equipment. Refer to the wiring load capacity to lift the engine (engine weight
diagram. including gearbox or extra equipment). For safe
Always use protective goggles when charging handling and to avoid damaging components
and handling the batteries. Battery electrolyte fitted to the top of the engine, the engine must
contains sulfuric acid which is highly corrosive. be lifted with a correctly adjusted lifting boom.
Should the battery electrolyte come into contact All chains or wires must run parallel to each
with unprotected skin, wash it off immediately other and as perpendicular to the engine as
using soap and copious amounts of water. If you possible. If other equipment attached to the
get battery acid in your eyes, flush at once with engine has altered its center of gravity, special
copious amounts of water and seek medical lifting devices may be needed to obtain the
assistance immediately. correct balance for safe handling. Never
perform any work on an engine that is only
suspended from the lifting equipment.
28 47700583 08-2017 © AB VOLVO PENTA

The components in the electrical and fuel Exercise extreme caution when leak-detecting
! systems on Volvo Penta products are designed ! on the fuel system and testing the fuel injector
and manufactured to minimize the risk of fire nozzles. Use eye protection. The jet from a fuel
and explosion. The engine must not be run in nozzle has very high pressure and great
areas where there are explosive materials. penetration power. Fuel can force its way deep
into body tissue and cause severe injury. There
is a risk of blood poisoning (septicemia).
Only use fuels and lubricating oils Never use a high-pressure washer for cleaning
! recommended by Volvo Penta. Refer to the ! the engine.
Operator's Manual for the product in question. Pay attention to the following when using a high-
Use of fuels that are of a lower grade may pressure washer on components other than the
damage the engine, the injection pump and the actual engine: Never direct the water jet at
injectors. On a diesel engine, low grade fuel can seals, rubber hoses or electrical components.
cause the control rod to bind and the engine to
over-rev, with the risk of engine damage and
personal injury as a result. Low fuel and oil
grades may result in high service, maintenance
and repair costs.
Fuel delivery pipes must not be bent or When working on the engine; perform leakage
! straightened under any circumstances. Cracks ! and function test as necessary.
may occur. Damaged pipes must be replaced.
47700583 08-2017 © AB VOLVO PENTA 29

08-2 Special Service Tools

The following special tools are used when working on
the engine. The tools may be ordered from AB Volvo
Penta by specifying the number indicated.
VODIA
75
8856
5
4
3
2
1
P0006701 p0008375 p0005125
885675 Break-out cable 88820047 VODIA, diagnostic 88890074 Multimeter

tool
Adapter cable for sensor Complete tool. Used for taking readings.
testing.
P0008793
9990014 Break-out cable 9998482 Measuring tool 9998534 Break-out cable

Used for EMS2. Measuring tool for control unit 4-pole adapter cable for sensor
connector. testing.
p0005128
9998699 Break-out box 88890016 Break-out cable

Used for taking readings. For use with 9998699 Break-
out box.
30 47700583 08-2017 © AB VOLVO PENTA

47700583 08-2017 © AB VOLVO PENTA 31

30-0 General
30-0 General
Design and Function

Component location
Location of sensors, D9 non-classified
4 5
3
11
8
9
10
P0007164
12 13
32 47700583 08-2017 © AB VOLVO PENTA

30-0 General
Location of sensors, D9 non-classified

1 Sensor, coolant level
2 Sensor, crankcase pressure
3 Stop button and fuses
4 Sensor, combined air inlet pressure and intake manifold temperature
5 Sensor, combined oil pressure and oil temperature (engine)
6 DC/DC-converter
7 Sensor, fuel pressure
8 Sensor, water in fuel
9 Sensor, coolant temperature
10 Switch, oil level (optional)
11 Engine control unit (EMS2)
12 Sensor, camshaft position
13 Sensor, flywheel position
47700583 08-2017 © AB VOLVO PENTA 33

08-2017 © AB VOLVO PENTA
17
16
15
6
8
5
47700583
9
18
4
1 28
2 28
3 2
2 NWODTUHS 24
RO LS
2 TINU 2
RS 6638183 2
1T ETAD .TCAFUNAM
FS
AS 2
2 612 060 BS
66 2
56 DEEPSREVO SO
2 2
6S .PMET TSUAHXE 21
2 2
5S .PMET LIO .GNE 11
2 2
4S .SSERP TNALOOC 01
2 2
3S .SSERP LIO .GNE 9
10
2 2
2S .SSERP LIO RAEG 8
2 2
1S .PMET TNALOOC 7
REWOP NRG
TESER ERIW NEKORB
MRALA DEEPSREVO DER
VF
4S ROF TCETED NUR WLY
SS 3S,2S ROF TCETED NUR NRG
WIRE
6S
5S 6S
SHUTDOWN
BROKEN
5S
ALARMS
4S
4S
3S 3S
2S !LOOT CITSALP ESU 2S
1S 1S
TSET DEEPSREVO
3
Location of sensors, D9 classified
2
30-0 General
13 14
P0017067
12
11
1
34
30-0 General
Location of sensors, D9 classified

3 Aux stop button
4 Sensor, combined air inlet pressure and intake manifold temperature
5 Sensor, combined oil pressure and oil temperature (engine)
6 Power Module
10 Switch, oil level (optional)
12 SDU (Shutdown Unit)
15 Sensor, freshwater pressure
16 Sensor, piston cooling pressure
17 Sensor, seawater pressure
18 Sensor, exhaust temperature
47700583 08-2017 © AB VOLVO PENTA 35

30-0 General
Location of sensors, D11
P0018112
36 47700583 08-2017 © AB VOLVO PENTA

30-0 General
Location of Sensors, D11

3 Sensor, piston cooling pressure
5 Sensor, combined oil pressure / oil temperature
7 Sensor, air inlet pressure / intake manifold temperature
8 Sensor, seawater pressure (D11B3-A MP, D11B4-A MP)
10 Sensor, freshwater pressure (D11B3-A MP, D11B4-A MP)
12 Sensor, engine oil level
47700583 08-2017 © AB VOLVO PENTA 37

30-0 General
P0019225
38 47700583 08-2017 © AB VOLVO PENTA

30-0 General

1 Seawater pressure sensor (D13B-C/D/E/F/L/M/N, D13C3-A, D13C4-A only)
2 Fuel pressure sensor
3 Charge pressure sensor / Charge air temperature sensor
4 a Auxiliary stop (D13B-A/B/G/H/J/K, D13C1-A, D13C2-A only)
b Emergency stop (D13B-C/D/E/F/L/M/N, D13C3-A, D13C4-A only)
5 a Exhaust temperature sensor(1) (D13B-C/D/E/F/L/M/N, D13C3-A, D13C4-A only)
b Exhaust temperature alarm(2) (D13B-A/B/G/H/J/K, D13C1-A, D13C2-A only)
6 Level sensor for water separator (D13B-A/B/G/H/J/K, D13C1-A, D13C2-A only)
8 Oil level and oil temperature sensor
9 Crankcase sensor
10 Oil pressure sensor
11 Coolant level monitor
12 Tachometer sensor, flywheel
13 Rpm sensor, camshaft
14 Coolant temperature sensor
15 Freshwater pressure sensor (D13B-C/D/E/F/L/M/N, D13C3-A, D13C4-A only)
1. Reads exhaust temperatures.

2. Warns if the temperature rises severely, which it will if water is not
supplied.
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30-0 General
P0019215
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30-0 General

1 Switch, coolant level
2 Power Module
3 Sensor, boost pressure and boost temperature
8 Sensor, oil temperature and oil level
9 Sensor, oil pressure
10 Sensor, seawater pressure
11 Emergency stop button
12 Tachometer sensor, flywheel
13 Rpm sensor, camshaft
14 Switch, piston cooling
15 Sensor, freshwater pressure
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30-0 General
Component description
AUX stop button
There are two different kinds of AUX stop buttons.
When the AUX stop button is pressed the power supply
to the engine control unit (EMS2) is switched off and
the engine will shut down.
Non-classified system
The aux stop breaks a circuit from the main relay to the
EMS2.
Classified system
The aux stop breaks two circuits from the power
module to the EMS2.
On D13 engines a circuit will also close which indicates
that the aux stop is pressed.
Starter motor
The starter motor is installed in the flywheel housing,
on the right-hand side of the engine. The starter motor
relay is connected between battery positive and EMS2.
When the relay is to be activated during the starting
sequence EMS2 alter the potential of the output.
The starter motor solenoid is engaged via the starter
relay, which is activated when the starter key is turned
to position III.
P0007169 1 The starter relay (1) is installed on the side of the
starter motor solenoid.
If there is no power module installed, a first-start relay
is also included in the starter motor circuit. This is
located underneath the plastic housing beside the stop
button bracket.
Overheating protection
The starter motor circuit is automatically cut for 30
seconds to protect the starter motor against
overheating. Leave the starter motor to cool for at least
five minutes (if possible) before making a new start
attempt.
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30-0 General
Alternator 24 V – 80 A, 12 V – 115 A
The alternator is belt driven and mounted on the front
of the engine, on the left.
Wastegate valve (D12, D13 single turbo)

The engine is equipped with a turbocharger with a
wastegate. The wastegate controls the amount of
exhaust gas flow that passes through the exhaust
turbine. Air pressure taken from the inlet manifold is
used to control the amount that the wastegate opens.
The wastegate valve is controlled by the EMS2. The
EMS2 uses a pulse width modulated signal to control
the wastegate valve position.
Wastegate valve (D13 twin turbo)

The engine is equipped with two turbochargers with a
wastegate valve. The wastegate valve controls the
amount of exhaust gas flow that passes through the
exhaust turbine. Oil pressure is used to control the
amount that the wastegate valve opens. The
wastegate valve position is controlled by a solenoid
that is controlled by the EMS2 The EMS2 uses a pulse
width modulated signal to control the wastegate valve
position.
P0010639
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30-0 General
Unit injector
The unit injectors are installed on the cylinder head,
underneath the valve cover.
The amount of fuel injected and injection duration is
controlled by the control unit, via electromagnetically
controlled fuel valves in the unit injectors. This means
that the engine always receives the correct volume of
fuel in all operating conditions, which offers lower fuel
consumption, minimal exhaust emissions etc.
The unit injectors are made and classified by tolerance.
Each unit injector is marked with a code on the top side

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

A valve is installed in the oil filter bracket which opens
or closes the oil supply for piston cooling, depending
on oil pressure. If the oil pressure is below 240 kPa (35
PSI), the valve closes the oil supply for piston cooling.
The piston cooling pressure is monitored by a pressure
monitor. The output signal from the pressure monitor
can only have two distinct positions, on/off, in the same
way as a relay output. The monitor is supplied with
current from the EMS2. A preset pressure limit of 150
kPa (22 PSI) determines when the monitor switches
on. The monitor opens if the pressure exceeds this
value.
At idle, the monitor can be closed without a fault code
being set.
Sensor, piston cooling (D11)

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

The sensor measures fuel pressure and is located on
the fuel filter bracket. The sensor is an active sensor,
i.e. the sensor requires a supply voltage of +5 Volt. The
sensor provides an output signal whose voltage is
proportional to the pressure that the sensor measures.
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30-0 General
Sensor, coolant temperature

D9, D12, D16 The sensor is located on the left-hand side of the
cylinder head.
The sensor consists of a non-linear resistor, whose
resistance varies with coolant temperature. The
resistance falls as the coolant temperature rises.
D11, D13
p0004941
D9, D12 Sensor, air inlet pressure / intake

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

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

absolute pressure, which is the sum of the air inlet
pressure and atmospheric pressure. 300 kPa (44 PSI)
corresponds with a charge pressure of 200 kPa (29
D11, D13, D16 PSI) when atmospheric pressure is 100 kPa (15 PSI)).
The sensor provides a voltage signal which is

proportional to absolute pressure.
The intake manifold temperature sensor consists

of a non-linear resistor, whose resistance varies with
charge air temperature. The resistance falls as the
temperature rises.
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30-0 General
Sensor, oil pressure / oil temperature,

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

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

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

voltage is proportional to the pressure that the sensor
measures.
D9, D12, D16 Sensor, camshaft position

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

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

The sensor is located on top of the flywheel housing
D11, D13 and is identical with the camshaft position sensor.
The sensor is inductive. This reads the crankshaft

angle and speed by means of grooves in the flywheel.
The signal is sent to the control unit, which calculates
the injection advance and the amount of fuel to be
injected.
P0008694
External stop relay

The engine is equipped with a relay that can be
remotely controlled by third part equipment, e.g. a fire
extinguishing system. The engine individually shuts
down when the relay is energized.
NOTICE! Leave the external stop connector

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

relay is activated:
MID 128, PPID 6, FMI 11
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30-0 General
Engine control unit (EMS2)

The control unit checks and controls the unit injectors,
to ensure that the correct volume of fuel is injected into
each cylinder. It also calculates and adjusts the
injection advance. Regulation is mainly done with the
aid of the engine speed sensors and the combined
sensor for air inlet pressure / intake manifold
temperature.
The EMS2 system processor is located in the control
unit, unit, protected from water and vibration.
The processor receives continuous information about:

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

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

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

control module.
Switch, lube oil level (optional) (D9, D11,

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

oil level is correct, the monitor is on, i.e. a current flows
to the EMS2.
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30-0 General
Oil level/temperature sensor (D9CC, D13,

D16)
The sensor is located in the oil sump. The purpose of
the level sensor is to detect if the oil level becomes too
low. A current is passed through the sensor and the
voltage measured across it is then proportional to the
oil level. A alarm signal is sent when the oil level is too
low. The temperature sensor consists of a non-linear
resistor, where the resistance is dependent on the
temperature of the resistor body. The resistance drops
as temperature rises.
Switch, coolant level

The switch is located under the coolant expansion
tank.
The level monitor comprises two parts, the actual

monitor and a magnetic float built into the expansion
tank. The monitor senses the position of the magnetic
float. When coolant level drops, the float acts on the
level monitor whose resistance drops to zero
whereupon a circuit either closes (old model) or opens
(new model).
1
NOTICE! When changing from a normally open (NO)
switch to a normally closed (NC) switch, make sure that
it is programmed in a correct manner. The EMS2
software must be upgraded.
The old switch has a black label and is NO. The new
P0017174 switch has a blue label and is NC.
1 New model: Blue label (NC)

Old model: Black label (NO)
Water switch, secondary fuel filter

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

resistance is measured. When the resistance falls
below a limit value (which happens when water gets
into the fuel), the control module receives an alarm
signal.
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30-0 General
Power Module
The Power Module is used on classified installations
with a backup battery.
An electronic relay function on the Power Module
regulates the power supply from the batteries onto the
rest of the system. The Power Module also ensures
that both batteries are connected and monitors the
battery voltage.
The Power Module has a J1708/J1587 data link to

communicate with the EMS2 and EVC/MCC. The
Power Module monitors that the EMS2 and EVC/MCC
PM 15A
AUX stop is active.
B1 The Power Module has auto fuses to prevent too high
EMS2 current from reaching the EMS2 (EMS supply),
B2 EVC/MCC (30 supply) and EasyLink (Extra supply).
7A EVC/MCC
7A EasyLink
P0016541
DC/DC converter (only D9)

The DC/DC converter is used on engines with 12 V
system voltage.
The DC/DC converter retains sufficient power to the
electrical system at crank. It also power supplies the
system at normal operation.
P0016555
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30-0 General
SDU (Shutdown Unit)

The shutdown unit is an independent safety system to
stop the engine in case of serious malfunction. The
SDU is designed to fulfill all classification societies
demands on safety system for propulsion engines and
generator sets.
On D9 and D16 engines the SDU controls a fuel cut-
off valve which activates in case of shutdown. D13
engines have a power relay that opens and cuts power
to EMS2 in case of shutdown.
P0011559
The sensors to the SDU are type approved switches
for oil pressure, gear oil pressure and coolant
temperature.
The switch level is designed to be activated after the
EMS2 normal alarm and derate operation.
The SDU can be overridden and will therefore
temporarily not shut down the engine if the operator
activates this function. Over speed shut down is not
affected and is always active. Overspeed pickup
(unique sensor) is placed on the flywheel to measure
over speeding of engine, 15% over nominal speed.
When replacing the SDU it must be configured

manually. The SDU only consists of hardware, no
software.
The SDU indicates status on its outputs. In an MCC
system the SDU is connected to an MCU panel. In an
EVC system the SDU is connected to an SDU panel.
SDU Control Panel Marine Control Unit (MCU)
P0011560
P0017109
IMPORTANT!
• MCU prop engines emulates PCU (MID 187)
• MCU aux engines emulates DCU (MID 144)
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30-0 General
SDU shutdown channels
Coolant temperature switch (S1)

(D9 CC, D13 CC, D16 CC)
Coolant temperature is monitored by a temperature

switch. The temperature switch’s output signal can
only indicate one of two positions, on/off, just like a
relay output. A preset temperature limit determines
when the switch switches from one distinct position to
another.
The switch’s purpose is to detect if coolant temperature
P0017121
becomes too high.
Oil pressure switch, reverse gear (S2)

(D9 MH, D13 MH, D16 MH)
The oil pressure in the reverse gear is monitored by a

pressure switch. The pressure switch’s output signal
can only indicate one of two positions, on/off, just like
a relay output. A preset pressure limit determines when
the switch switches from one distinct position to
another.
The switch’s purpose is to detect if the oil pressure in
P0017122
the reverse gear becomes too low.
Oil pressure switch, engine (S3)

(D9 CC, D13 CC, D16 CC)
The oil pressure in the engine is monitored by a

pressure switch. The pressure switch’s output signal
can only indicate one of two positions, on/off, just like
a relay output. A preset pressure limit determines when
the switch switches from one distinct position to
another.
The switch’s purpose is to detect if the oil pressure in
the engine becomes too low.
P0017123
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30-0 General
Coolant pressure switch (S4)

(not standard)
Coolant pressure is monitored by a pressure switch.

The pressure switch’s output signal can only indicate
one of two positions, on/off, just like a relay output. A
preset pressure limit determines when the switch
switches from one distinct position to another.
The switch’s purpose is to detect if the coolant
pressure becomes too low.
P0017124
Oil temperature switch (S5)

(not standard)
Oil temperature in the engine is monitored by a

temperature switch. The temperature switch’s output
signal can only indicate one of two positions, on/off,
just like a relay output. A preset temperature limit
determines when the switch switches from one distinct
position to another.
The switch’s purpose is to detect if the oil temperature
P0017121
in the engine becomes too high.
This channel could also be used as an extra

emergency stop.
Exhaust temperature sensor (S6)

(not standard)
The sensor is placed in the exhaust bend after the

turbocharger. Exhaust temperature sensor consists of
a Pt-200 sensor. Its resistance changes depending on
the temperature (the resistance increases with rising
temperature).
The sensor’s purpose is to detect if the exhaust
temperature is too high.
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Sensor, engine rpm

The speed sensor is an inductive sensor, placed in the
transmission gear casing.
The sensor’s purpose is to detect overspeed.
P0016347
Fuel shut off valve

The valve is an electrical two directional valve. The
valve position is controlled by a signal from the SDU.
When no signal is present, fuel feed operates normally.
If as signal is received from the SDU, an electromagnet
is engaged, changing the valve position, thus stopping
the fuel feed and shutting down the engine.
When the valve is in normal operation mode the flow
in the valve is P-T and F-I. When the valve is in shut
down mode the flow alters to P-I and F-T.
Connections in valve body, marking:
T. Inlet from fuel tank (Tank)

P. Outlet to feed pump (Pump)
F. Inlet from fuel filters (Filters)
P0017140
I. Outlet to unit Injectors (Injectors)
A. Cable harness
(Signal from engine protection unit)
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30-0 General
SDU adjustments
1 = Channel On / Off jumpers

P0018655
Channel set-up Switches/sensors, engine protection system

1 Locate the channel on/off jumper pins (1) on the The respective switch or sensor shuts down the
SDU card. engine at the preset values found at section
Administration, page 9.
2 Disable all the S1–S6 channels before
configuring run detection and overspeed.
Channel Switch
S1. Coolant temperature
= Channel disabled S2. Oil pressure, reverse gear(1)
S3. Oil pressure, engine(1)
ON OFF S4. Coolant Pressure(2)
S5. Oil temperature, engine
= Channel enabled
S6. Exhaust temperature
ON OFF
P0018656
1. ”Run detection S2, S3”

2. ”Run detection S4”
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30-0 General
P0018657
Run detection configuration

Special tool: 88890074 Multimeter NOTICE! Frequency (Hz) = rpm x pulses/revolution /
Other special equipment: Frequency generator 60
These values are found at section
The first configuration is for S2, S3 run detection. Administration, page 9.
1 Connect terminal 1 to 24 V and terminal 2 to 0 V. 6 If the green LED (4) is not lit: Turn “A” counter-
clockwise (–), until the green LED is lit. The run
2 Switch on the supply and make sure the green detection limit is now configured.
LED (POWER) is lit on the SDU. Some alarms can
If the green LED is lit: Turn “A” slightly clockwise
be activated, ignore these.
(+) to switch off the LED. Then turn “A” counter-
clockwise (–) until the green LED is lit. The run
3 Connect a sinusoidal frequency generator (G) to detection limit is now configured.
the 65, 66 inputs.
4 Connect 88890074 Multimeter in parallel with the 7 Ramp the frequency from 0 Hz to the run detection
frequency generator to measure the frequency. level to make sure that correct limit is configured.
5 Set the frequency generator to the run detection 8 Make the same procedure for the S4 run detection
frequency. (configure “B”). The S4 LED (3) color is yellow.
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30-0 General
P0018658
Overspeed configuration If the red LED is lit: Keep the shutdown reset
Special tool: 88890074 Multimeter button (R) pushed and turn "C" slightly clockwise
Other special equipment: Frequency generator to switch off the LED. Release the shutdown reset
button. Turn "C" counter-clockwise until the red
LED is lit.
1 Connect the sinusoidal frequency generator to the 5 Set the frequency generator to 0 Hz and then push
65, 66 inputs. the shutdown reset button (R).
2 Connect 88890074 Multimeter in parallel with the 6 Ramp the frequency from 0 Hz to the overspeed
frequency generator (G) to measure the limit to make sure that correct limit is configured.
frequency.
7 If the S6 channel is used, proceed with the
3 Set the frequency generator to the overspeed exhaust temperature configuration.
frequency seen in the table on the next page.
8 Enable the channels S1–S6 according to the
4 If the red LED (2) is not lit: Turn “C” counter- engine specification (refer to section “Channel
clockwise until the red LED is lit. set-up”). Fit the SDU cover.
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30-0 General
P0018659
Exhaust temperature configuration Temperature PT200 resistance

Factory default setting for S6 is 650°C (~ 659 Ω) 500 °C / 932 °F 562 Ω
shutdown limit. 550 °C / 1022 °F 595 Ω
1 Calibrate a variable resistor to a shutdown 600 °C / 1112 °F 628 Ω
temperature value according to the table. 650 °C / 1202 °F 659 Ω
2 Connect the configured resistor to the S6, 2 700 °C / 1292 °F 690 Ω
inputs.
3 Locate the variable resistor “D” and calibrate it
until the S6 LED (5) is lit. – Turn counter-
clockwise to increase the shutdown limit. – Turn
clockwise to decrease the limit.
4 Reset with the shutdown reset button (R).
Calibrate once more and then reset.
5 Enable the channels S1–S6 according to the
engine specification. Fit the SDU cover.
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30-0 General
Design and Function

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

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

holes in the unit injectors and out through the fuel duct.
Fuel is not injected into the cylinders in this phase.
When the fuel valve is closed, pressure is built up by
the mechanically driven pump piston in the unit
injector. When enough pressure has been built up, fuel
is injected into the cylinder via the nozzle part of the
unit injector.
The fuel valve is re-opened and pressure in the unit

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

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

injected are:
• Demanded engine speed
• Engine protection functions
• Intake manifold temperature
• Air inlet pressure
Normal start
Both the camshaft sensor and flywheel sensor function
normally. The engine is cranked until the engine
control unit discovers that cylinder 1 is next in line for
injection. Fuel is injected and the engine starts.
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30-0 General
Starting without the camshaft sensor

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

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

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

disconnect all connections to the alternator.
Undo the connector from the engine control unit and

from the power supply unit.
Please refer to more detailed instructions in

the ”Workshop manual group 21–26, ”Control unit,
changing”.
Connect the welder earth clamp to the component to

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

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

which are relevant to the function. Start off with the
most probable cable harness in the circuit.
Check the following:
• Disconnect the relevant connector at each end
of the cable harness.
• Use multimeter 9812519 to measure the
resistance between the ends of the cable.
Nominal value close to 0 Ω.
• If possible, shake the cables and pull the
• If possible, shake the cables and pull the connectors during measurement to discover
connectors during measurement to discover whether the cable harness is damaged.
whether the cable harness is damaged.
• Check the next cable harness in the wiring
• Check that the cables are not damaged. Avoid schedule if no fault has been found.
clamping cables in tight bends close to the
connector.
• Check the function of the secondary locking.
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30-0 General
Connection of 9998699 Break-out box to

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

what to measure, by lifting the yellow locking
handle.
P0008530
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30-0 General
4 Connect the engine control unit connector to the

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

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

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

Special Tools: 9812519. Battery
Generally about alternators: 1 Check that all connectors at the battery is

correctly assembled.
The voltage output from an alternator must be limited
to prevent the elecrolyte in the battery to evaporate. 2 Check the conditions of the cables to the battery.
The alternator output is regulated (limited) by the
3 Check the water level in the battery.
voltage regulator in the alternator. The maximum
current that the alternator can deliver at regulated 4 Check, if possible, the specific gravity of all cells.
voltage output depends on the alternator revolution.
To make the alternator charging more efficient a when no charge
sense cable between the alternator and the battery+ 1 Check the alternator belt tension.
can be added to compensate if there is a voltage drop
in the cable between the alternator and the battery+. 2 Check that all connectors at the alternator and
at the battery is correctly assembled.
When the engine is started an excitation current is
needed to “wake up” the alternator. 3 Check the condition of all cables in the charging
NOTICE! It is the consumers (batteries included) system.
which decides the output current from the alternator. 4 Check the brushes length and condition.
5 Change, if possible, the regulator.
Measurements
1 Engine off. when undercharge
2 Use multimeter 9812519 to do a voltage 1 Check the alternator belt tension.

measurement over the battery. The nominal 2 Check that all connectors at the alternator and
voltage over a full loaded battery is approx. at the battery is correctly assembled.
12.6V or 25.2V.
3 Check the condition of all cables in the charging
3 Engine on. Run at 1500 rpm. system.
4 Use multimeter 9812519 to do a voltage 4 Check the brushes length and condition.
measurement over the battery. The nominal
charging voltage over the battery should be 5 Change, if possible, the regulator.
approx. 13.6–14.4 V or 27.8–28.6 V (if the sense
when overcharge
cable is connected).
1 Change, if possible, the regulator.
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30-0 General
Checking alternator brushes
Alternator brush removal
Valid for alternator 3587218 and 3840182.

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

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

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

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

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

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

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

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

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

IMPORTANT!
The system must be disconnected from system
voltage when the engine control unit connectors are
disconnected or connected.
2 Remove the two connectors from the engine control
unit. Turn the locking arm down at the same time
as the connector is pulled outwards.
3 If the new engine control unit has recently been
programmed:
Start the engine and check if there are any faults.
P0008530
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30-0 General
Changing control unit

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

10 Programming must be reported back to Volvo within 28 days. Log in to Volvo Penta Partner Networks web
site, http://www.vppn.com
12 Choose ” Report software” in the left-hand menu.
13 Follow the instructions for ”Report software/parameter”. Click ”Report software/parameter”.
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30-0 General
Programming an empty control unit

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

2 Log in to Volvo Penta Partner Networks web site, http://www.vppn.com
4 Choose ”Conversion kit” in the left-hand menu. A new page, ”Conversion kit / Accessory kit”, opens up.
5 Click the text ”Available conversions kits” which is shown in bold face. Follow the instructions described in
the window.
6 Return to the ”Conversion kit / Accessory kit” page and follow the instructions to order a new ”Conversion
kit”.
7 Volvo Penta’s computer system is now updated. This may take a minute or so before a confirmation is sent
back.
8 Programming of the control unit can now be done, please refer to “Programming the Control Unit”.
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30-0 General
Function fault
Fault code information
• MID (“Message Indication Description”): • SID (“Subsystem Indication Description”):
The MID consists of a number which designates The SID consists of a number that designates a
the control unit that sent the fault code message. component to which the fault code relates
(e.g. the engine control unit). (tachometer, for example).
• PID (“Parameter Indication Description”): • PSID (“Proprietary SID”)
The PID consists of a number that designates a The same as the SID, but this is a Volvo-specific
parameter (value) to which the fault code relates component.
(oil pressure, for example).
• FMI (“Failure Mode Identifier”):
• PPID (“Proprietary PID”): FMI indicates the type of fault (please refer to
The same as the PID, but this is a Volvo-specific the FMI table below).
parameter.
FMI table – SAE-standard

FMI Display text SAE text
0 ”Value too high” Data valid but above normal operational range.
1 ”Value too high” Data valid but below operational range.
2 ”Faulty data” Data erratic, intermittent or incorrect
3 ”Electrical fault” Voltage above normal or shorted high
4 ”Electrical fault” Voltage below normal or shorted to lower voltage
5 ”Electrical fault” Current below normal or open circuit.
6 ”Electrical fault” Current above normal or short circuit to battery negative
7 ”Mechanical fault” Mechanical system not responding properly
8 ”Mechanical or electrical fault” Abnormal frequency, pulse width or period
9 ”Communication fault” Abnormal update rate
10 ”Mechanical or electrical fault” Abnormally large variations
11 ”Unknown fault” Unidentifiable error
12 ”Component fault” Faulty device or component
13 ”Faulty calibration” Calibration value out of range
14 ”Unknown fault” Special instructions
15 ”Unknown fault” Reserved for future use.
Volvo-specific for injectors (MID 128, SID 1-6)

FMI Help
2 Short circuit to battery voltage, unit injector high voltage side.
3 Short circuit to battery voltage, unit injector low voltage side.
4 Short circuit to battery negative, unit injector low voltage or high voltage side.
5 Open circuit in unit injector circuit.
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30-0 General
NOTICE! The following must be done before fault tracing continues, to avoid changing functional sensors:
• If there is an active / inactive fault code

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

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

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

Fault code explanation: Coolant pressure too low
Fault indication: • Warning is displayed in the tachometer/display.
• A red lamp flashes in the alarm display + audible warning.
Symptom: Engine performance is reduced.
Preconditions: Coolant pressure too low
Conditions for fault code: Coolant pressure lower than the value specified in the engine protection
parameter. For parameters, refer to the engine protection folder.
Suitable action: 1 Check the coolant level and the quality of the coolant.
2 Check that no leakage occurs.
3 Check the coolant circulation pump.
4 Check the sensor by control measuring the coolant pressure.
FMI 3 – Voltage above normal or shorted high

Fault code explanation: Faulty sensor/Fault in sensor circuit
• An orange lamp flashes in the alarm display.
Symptom: None
Preconditions: Abnormally high voltage or short circuit to higher voltage has been detected.
Conditions for fault code: Voltage on engine control unit pin B20 exceeds 4.95 volts.
Possible reason: • Open circuit in the sensor negative cable.
• Short circuit between sensor signal cable and 5 V supply or battery
voltage to coolant pressure sensor.
• Faulty sensor
Suitable action: 1 Check the cable harness between the sensor and the EMS 2.
2 Check contact pressure in socket 18 in engine connector B.
3 Check the sensor.
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30-2 Fault Tracing
FMI 5 – Current below normal or open circuit

Symptom: None
Preconditions: Current below normal or open circuit.
Conditions for fault code: Voltage on engine control unit pin B20 lower than 0.07 volts.
Possible reason: • Open circuit in the sensor 5 V supply cable.
• Open circuit in sensor signal cable.
• Short circuit between sensor signal cable and battery negative to
coolant pressure sensor.
• Faulty sensor.
3 Check the sensor.
Circuit description
The sensor is of active type, i.e. it must be supplied
with operating voltage. Pin 17 on engine control unit
(EMS2) connector B supplies operating power of +5
volts to sensor pin 1. Sensor pin 4 is connected to
battery negative via EMS2 pin 18.
The coolant pressure sensor output signal – sensor pin
2 to EMS2 pin 20 – is a voltage signal proportional to
20 GN/SB 2
coolant pressure. The output signal is linear within
sensor working range.
(+)17 R 1
SB
(-)18 4
b a
EMS 2
P0007184
a Coolant Pressure
b Connector B
(Gray)
Measurements
Checking supply cable, coolant pressure
sensor, page 155
Checking negative cable, coolant pressure
sensor, page 155
Checking signal cable, coolant pressure
sensor, page 156
Checking the coolant pressure sensor, page 156
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30-2 Fault Tracing
MID 128, PID 94 Fuel Delivery

Pressure

Fault code explanation: Fuel pressure too low.
Symptom: None
Preconditions: Fuel pressure is too low. Fuel pressure depends on engine revolution speed.
Conditions for fault code: Fuel pressure lower than the value specified in the engine protection
Suitable action: 1 Check fuel level.
2 Open the fuel taps and check that no leakage occurs.
3 Check the fuel hoses to ensure that none have been crushed or kinked.
4 Change the fuel filters (primary and secondary filter).
5 Check the sensor by checking the fuel pressure.
6 Check the overflow valve and change it if necessary.
7 Check the feed pump.

Fault code explanation: Faulty sensor/Fault in sensor circuit.
Symptom: None
Possible reason: • Short circuit between the sensor signal cable and the sensor 5 V supply
cable or battery voltage.
• Open circuit in the sensor negative cable.
Suitable action: 1 Check cables and connectors between the sensor and engine control
unit.
3 Check sensor.
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30-2 Fault Tracing

Symptom: None
Conditions for fault code: Voltage on engine control unit pin 16 lower than 0.07 volts.
Possible reason: • Open circuit in 5 V supply cable.
• Open circuit in signal cable.
• Short circuit between the sensor signal cable and the sensor negative
cable.
• Faulty sensor.
unit.
2 Check contact pressure in sockets 16 and 17 in engine connector B.
3 Check the sensor.
FMI 7 – Mechanical system not responding properly

Fault code explanation: Fuel pressure too low.
Symptom: None
Preconditions: Fuel pressure is too low. Fuel pressure depends on engine revolution speed.
Conditions for fault code: Fuel pressure lower than the value specified in the engine protection
Suitable action: 1 Check fuel level.
2 Open the fuel taps and check that no leakage occurs.
3 Check the fuel hoses to ensure that none have been crushed or kinked.
4 Change the fuel filters (primary and secondary filter).
5 Check the sensor by checking the fuel pressure.
6 Check the overflow valve and change it if necessary.
7 Check the feed pump.
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30-2 Fault Tracing
a
Circuit description
The fuel pressure sensor is of active type, i.e. it must
be supplied with operating power.
Engine control unit connector B, pin 17, supplies
GN / BL sensor pin 1 with +5 volts. Sensor pin 4 is connected
to the battery negative terminal via engine control unit
P0007189 pin 18. The pressure sensor output signal – sensor pin
2 to control unit pin 16 – is a voltage signal proportional
a Connector B to fuel pressure measured by the sensor. The output
Color: GrAy signal is linear within sensor working range.
V Component specification
Working range 0–700 kPa (0–7 bar)
Power supply 5.00 ± 0.25 VDC
Nominal output voltage at 25 °C (77 °F) and supply

voltage 5.00 VDC:
0.5 VDC at 0 kPa (0 bar)
P0007192 kPa NOTICE! At normal atmospheric pressure
V Output voltage
kPa Fuel pressure
Measurements
Checking supply cable, fuel pressure
sensor, page 157
Checking negative cable, fuel pressure
sensor, page 157
Checking signal cable, fuel pressure
sensor, page 158
Checking the fuel pressure sensor, page 158
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30-2 Fault Tracing
MID 128, PID 97 Water in fuel

indicator
FMI 0 – Data valid but above normal operational range

Fault code explanation: Water in Fuel.
• Water-in-fuel warning flashes in the alarm panel.
Symptom: None
Preconditions: Water in Fuel
Conditions for fault code: Water in the fuel trap has been detected.
Possible reason: • Water in fuel trap.
• Short circuit between the yellow cable of the water in fuel switch and
battery negative.
Suitable action: 1 Empty the water in the fuel trap.
2 Check the cables to the water in fuel switch.
3 Check the water in fuel switch.

Fault code explanation: Faulty sensor/Faulty switch circuit
Symptom: None
Preconditions: Faulty sensor/Faulty switch circuit.
Conditions for fault code: Abnormally high voltage or short circuit to higher voltage has been detected.
Possible reason: Short circuit between the signal cable and the supply cable to the water in
fuel switch.
Suitable action: 1 Check the cable harness between water in fuel switch and EMS 2.
P0007193
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30-2 Fault Tracing
D9, D12 Circuit description

A water-in-fuel monitor is located in the water
separator beneath the fuel filter. The monitor senses
R/BL SB Y the resistance between two copper pins. The copper
pins are in contact with the fuel. When there is no water
B A C
in the fuel the resistance between the pins is very high.
If any water is present in the fuel, the resistance falls.
a At a threshold resistance (water detected) the monitor
output signal (yellow cable) to engine control unit pin 8
R/BL is reduced to zero by a transistor.
(+) 57
R/BL Engine control unit pins 57 and 60 supply the 3-pin
(+) 60
monitor with battery voltage. The monitor is connected
(-) 10
SB to the battery negative terminal via engine control unit
pin 10.
8
Y
EMS2
P0007194
a Connector B
Color: GrAy
D9 CC D11, D13
a
R SB Y Y SB R
B AC C AB
a SB
Y Y R /BL
SB
(D13) (D11)
10 R /BL 4(+)
SB R /BL 10 A 2
R /BL 5(+) SB
B
8
Y
EMS2 b 8 C 3
Y
P0007195
EMS2
a Connector B P0008540
Color: GrAy
b Power Module
a Connector B
Measurements
Checking supply cable, water switch, fuel
filter, page 160
Checking negative cable, water switch, fuel
filter, page 161
Checking signal cable, water switch, fuel
filter, page 161
Checking the water in fuel switch, fuel
filter, page 162
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30-2 Fault Tracing
MID 128, SID 211 Sensor Supply

Voltage #2 (+5 V DC)
FMI 3 – Voltage above normal or short circuit to higher voltage

Fault code explanation: Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory Yes
Symptom: None
Conditions for fault code: Voltage on pin B17 on engíne ECU is to high
Possible reason: • B17 short circuited to battery voltage
• Faulty sensor
Suitable action: 1 Check the cables between the sensor and the engine ECU
2 Check the sensor
FMI 4 – Voltage below normal or short circuit to lower voltage

Fault code explanation: Fault in circuit.
Fault stored in memory Yes
Symptom: None
Possible reason: • B17 short circuited to battery negative
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU
2 Check the sensor
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30-2 Fault Tracing
MID 128, SID 253 Calibration

memory EEPROM
FMI 2 – Data erratic, intermittent or incorrect
Fault code explanation: Dataset checksum fault
Fault stored in memory: Yes
Symptom: The engine cannot be started.
Suitable action: 1 Reprogram engine ECU.
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30-2 Fault Tracing
MID 128, PID 98 Engine oil level


Fault code explanation: Oil level too low.
• Oil level warning flashes in alarm panel + audible warning.
Symptom: None
Preconditions: Oil level too low.
Suitable action: 1 Check the oil level in the engine.
3 Check the sensor.

Symptom: None
• Faulty sensor.
2 Level sensor: Check contact pressure in sockets 3 and 4 in engine
connector B.
3 Check the sensor.
D9, D11, D12 D9CC, D13, D16
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30-2 Fault Tracing
Circuit description
D9CC D9CC, D13, D16

The oil temperature and oil level sensor is a combined
sensor. The oil level sensor is supplied by a pulse of
approximately 250 mA for approx 600 ms, and the
voltage drop over the sensor is read off three times
during this interval.
In order to obtain oil level, oil temperature must be
used as a reference because oil level sensor output
changes depending on oil temperature.
P0010640
D16
b
GN/SB 4 1
3
SB c
10 2 3
4 GN/W
a
a Connector A
b Connector B
c Oil temperature and level sensor
GR/OR
31
EMS2
P0008588
D13
P0010638
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30-2 Fault Tracing
D9, D12 D9, D11, D12

Engine lubricating oil level is overseen by a level
monitor. The level monitor output signal – monitor pin
3 to engine control unit pin 7 (pin 26 on D11) – is at
one of two voltage levels, high or low.
The output signal has a potential of zero if an

acceptable oil level is detected. Engine control unit pin
57 (or pin 60 on D11) supplies monitor pin 1 with
EMS2
power. Monitor pin 2 is connected to battery negative
via engine control unit pin 10.
a Oil level monitor
b Connector B
D11
a
(-)10 SB
(+)57,60 R/BL
a ConnectorA
2
b Connector B
1 c
b 3 c Oil level monitor
GN/W
26
P0008587
Measurements
Checking supply cable, oil level switch, page 164
Checking negative cable, oil level switch, page 164
Checking the oil level switch, page 165
Checking the oil level sensor, page 166
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30-2 Fault Tracing
MID 128, PID 100 Engine oil pressure


Fault code explanation: Oil pressure too low.
• Oil pressure warning flashes in alarm panel + audible warning.
Symptom: Engine is derated.
Preconditions: Oil pressure too low.
Conditions for fault code: Oil pressure depends on engine speed.
Oil pressure lower than the value specified in the engine protection
Suitable action: 1 Check the oil level in the engine and the oil quality.
3 Check that the oil filters are not blocked. Change oil filters and engine
oil.
4 Check the sensor by checking the engine oil pressure.
5 Check if the safety valve or the pressure relief valve is stuck open.

Symptom: None
Conditions for fault code: Voltage on engine control unit pin B 11 exceeds 4.95 volts.
• Faulty sensor.
unit.
2 Check the sensor.
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30-2 Fault Tracing

Symptom: None
Conditions for fault code: Voltage on engine control unit pin B 11 lower than 0.07 volts.
• Short circuit between the sensor signal cable and the sensor 5 V supply
cable.
• Faulty sensor.
unit.
2 Check contact pressure in socket 11, engine connector B, and socket
7 in engine connector A.
3 Check the sensor.
D9, D11, D12 Circuit description

a c
The oil pressure sensor is a combined sensor that also
(+)7 R 4 1
measures oil temperature. There are combined
(-)11 SB
3 P2 sensors on D9, D11 and D12 engines; D13 and D16
GR / OR engines have a separate oil temperature sensor.
31
EMS2 b with operating voltage.
BL / OR
11 Engine control unit connector A, pin 7, supplies sensor
P0007206 pin 1 with +5 volts. Sensor pin 4 is connected to batter
negative via engine control unit connector A, pin 11.
a Connector A The pressure sensor output signal – sensor pin 2 to
b Connector B engine control unit connector B, pin 11 – is a voltage
signal proportional to the oil pressure measured by the
c Oil pressure/temperature sensor
sensor. The output signal is linear within sensor
working range.
D13 D16
b a
(+)7 R 4 1
17 R 4 1
(-)11 SB
SB P2
18 P2
a EMS2 b c
BL / OR
11 11 BL / OR
EMS2 P0017176
P0017175
P0017175
a Connector A
a Oil pressure sensor
b Connector B
b Connector B
c Oil pressure sensor
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30-2 Fault Tracing
Component specification
V Working range 0–700 kPa (0–7 bar)


voltage 5.00 VDC:
NOTICE! At normal atmospheric pressure

P0007192 kPa
V Output voltage
kPa Oil Pressure
Measurements
Checking supply cable, oil pressure
sensor, page 172
Checking negative cable, coolant pressure
sensor, page 155
Checking signal cable, oil pressure
sensor, page 172
Checking the oil pressure sensor, page 173
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30-2 Fault Tracing
MID 128, PID 105 Intake manifold

temperature

Fault code explanation: Excessive intake manifold temperature.
Symptom: Engine is derated
Preconditions: Intake manifold temperature is too high
Conditions for fault code: Intake manifold temperature exceeds the value specified in the engine
protection parameter. For parameters, refer to the engine protection folder.
Suitable action: 1 Check that engine temperature and coolant temperature are normal.
2 Check the sensor.
FMI 4 – Voltage below normal or shorted to lower voltage

Symptom: None
Preconditions: The voltage is less than the normal value or is short circuited to battery
negative.
Conditions for fault code: Voltage on engine control unit pin A47 lower than 0.07 volts.
Possible reason: • Short circuit between the sensor signal cable and the sensor negative
cable.
• Faulty sensor
unit.
2 Check the sensor.
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30-2 Fault Tracing

Symptom: None
Conditions for fault code: Voltage on engine control unit pin A47 exceeds 4.95 volts.
• Faulty sensor
unit.
2 Check contact pressure in socket 47 in engine connector A.
3 Check the sensor.
D9, D12 D11, D13, D16
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30-2 Fault Tracing
D9, D12
Circuit description
The intake manifold temperature sensor comprises a
thermistor that forms a closed circuit with an internal
resistor in the engine control unit (EMS2). Thermistor
resistance changes non-linearly depending on intake
manifold temperature. EMS2 supplies the circuit with
a reference voltage of +5 volts. EMS2 measures the
voltage drop across the thermistor via EMS2 pins 47
and 11. Sensor pin 1 is connected to battery negative
a ConnectorA via EMS2 pin 11. When intake manifold temperature is
b Air inlet pressure/intake manifold temperature cold thermistor resistance is high and EMS2 detects a
high voltage drop. As intake manifold temperature
rises thermistor resistance falls and voltage drop is
reduced. Refer to the Resistance/temperature table in
D11, D13, D16 this fault code chapter.
a
P0007209
a ConnectorA
b Air inlet pressure/intake manifold temperature
Measurements
Checking negative cable, intake manifold temperature
sensor, page 170
Checking signal cable, intake manifold temperature
sensor, page 170
Checking the intake manifold temperature
sensor, page 171
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30-2 Fault Tracing
MID 128, PID 106 Air inlet pressure


Fault code explanation: Air inlet pressure too high.
Preconditions: Air inlet pressure too high.
Conditions for fault code: Charge air pressure exceeds the value specified in the engine protection
Suitable action: 1 Check the compressor unit. The turbocharger must comply with the
specification for the engine.
2 Check the sensor by checking the air inlet pressure.
3 Check the wastegate valve function.
NOTICE! Only applicable to D12.

Symptom: None
Preconditions: Voltage above normal or shorted high
Possible reason: • Short circuit between sensor signal cable and sensor supply cable or
battery voltage
• Faulty sensor.
unit.
3 Check the sensor.
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30-2 Fault Tracing

Symptom: None
Preconditions: Current below normal or open circuit
• Short circuit between the sensor power 5 V supply cable and the sensor
negative cable.
• Faulty sensor.
unit.
2 Check contact pressure in sockets 22 and 7 in engine connector A.
3 Check the sensor.
D9. D12 D11, D13, D16
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30-2 Fault Tracing
D9, D12
Circuit description
The charge air pressure sensor is a combined sensor
that also measures intake manifold air temperature.
with operating voltage.
Engine control unit pin 7 supplies sensor pin 1 with +5
volts. Sensor pin 4 is connected to battery negative via
engine control unit connector pin 11.
The pressure sensor output signal – sensor pin 2 to
a ConnectorA engine control unit connector A, pin 22 – is a voltage
Color: Black signal proportional to the pressure measured by the
b Air inlet pressure/intake manifold temperature sensor. The output signal is linear within sensor
working range.
D11, D13, D16
D9, D12
Working range 40–400 kPa (0.4–4.0 bar)

voltage 5.00 VDC:
0.5 VDC at 40 kPa (0.4 bar)
a ConnectorA 4.5 VDC at 400 kPa (4 bar)
b Air inlet pressure/intake manifold temperature
c Joint D11, D16

voltage 5.00 VDC:
D13

voltage 5.00 VDC:
Measurements
Checking negative cable, air inlet pressure
sensor, page 178
Checking signal cable, air inlet pressure
sensor, page 178
Checking the air inlet pressure sensor, page 179
Checking supply cable, air inlet pressure
sensor, page 179
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MID 128, PID 110 Engine coolant

temperature

Fault code explanation: Coolant temperature too high
• The warning symbol in the alarm panel flashes red. The coolant
temperature symbol in the alarm panel flashes red. Audible warning.
Preconditions: Coolant temperature too high
Conditions for fault code: Coolant temperature exceeds the value specified in the engine protection
Possible reason: • Low coolant level.
• Blocked seawater filter
• Worn impeller in seawater pump
• Pinched, leaking or blocked hose on the suction side (seawater).
• Defective thermostat
• Blocked heat exchanger
• Poor flow in the cooling system
• Worn coolant pump
• Defective pressure cap, expansion tank.
• Defective temperature sensor, coolant.
Suitable action: 1 Check the coolant level.
2 Check that the system does not leak.
3 Check that the seawater filter is not blocked.
4 Remove the reverse gear oil cooler end plate and check whether the
oil cooler is clogged.
5 Check the impeller in the seawater pump.
6 Check the coolant temperature sensor.
7 Clean the heat exchanger in the cooling system.
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• Orange lamp flashing in alarm panel.
Symptom: None
Preconditions: The voltage is less than the normal value or is short circuited to battery
negative.
cable.
• Faulty sensor.
unit.
2 Check the sensor.

• Orange lamp flashing in alarm panel.
Symptom: None
Possible reason: • Open circuit in signal cable.
• Faulty sensor.
unit.
3 Check the sensor.
D9, D12, D16 D11, D13
p0004941
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b Circuit description
a
The coolant temperature sensor consists of a
thermistor that forms a closed circuit with the engine
control unit. A thermistor characteristic is that its
resistance changes non-linearly in relation to the
GR / W
temperature of the medium it measures. Engine
control unit B, pin 27, supplies sensor pin 1 with a
P0007217
reference voltage of +5 volts. Sensor pin 2 is
connected to battery negative via engine control unit
a Coolant temperature sensor connector pin 18.
b Connector B
When the coolant is cold thermistor resistance is high
and the control unit senses a voltage close to the
reference level. As coolant temperature rises
thermistor resistance falls and the voltage drop is
reduced. Refer to the resistance/temperature table.
Measurements
Checking negative cable, coolant temperature
sensor, page 180
Checking signal cable, coolant temperature
sensor, page 181
Checking the coolant temperature sensor, page 182
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MID 128, PID 111 Coolant level


Fault code explanation: Coolant level too low
• Coolant indicator lamp flashing in alarm panel.
Symptom: None
Conditions for fault code: Coolant level too low
Possible reason: • Low coolant level.
• Coolant leakage
• Short circuit between pin B23 and battery negative.
• Faulty coolant level switch
Suitable action: 1 Check the coolant level.
3 Check the wiring to the coolant level switch.
4 Check the level switch.

Fault indication: None
Symptom: None
Conditions for fault code: Excessive voltage on engine control unit pin B23.
Possible reason: Short circuit to battery voltage on pin B23.
Suitable action: 1 Check the cable harness between the coolant level switch and the EMS
2.
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30-2 Fault Tracing
a
Engine coolant level is overseen by a level monitor.
Engine control unit connector B, pin 23, supplies

sensor pin 1 with power at approximately 0.8 x battery
voltage. Level monitor pin 2 is connected to battery
negative via engine control unit pin 10. The level
P0007222
monitor has two states: infinite resistance or zero
resistance.
a Coolant level monitor
The level monitor comprises two parts, the actual
b Connector B monitor and a magnetic float built into the expansion
Color: GrAy
tank. The monitor senses the position of the magnetic
float. When coolant level drops, the float acts on the
level monitor whose resistance drops to zero
whereupon a closed circuit is formed.
Measurements
Checking supply cable, coolant switch, page 182
Checking negative cable, coolant switch, page 183
Checking the coolant switch, page 183
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MID 128, PID 153 Crankcase

pressure

Fault code explanation: Crankcase pressure too high
Symptom: Engine is derated and limited to 1200 rpm.
Preconditions: Crankcase pressure too high
Conditions for fault code: Rapid increase in crankcase pressure (For power loss, refer to the engine
protection folder for parameters.)
Possible reason: • Fault in sensor cables.
• Worn or damaged cylinder liners, pistons or piston rings
• Blocked crankcase ventilation
• Faulty sensor.
unit.
2 Check and clean the crankcase ventilation system.
3 Check the sensor by checking the fuel crankcase pressure.

Symptom: None
• Faulty sensor.
unit.
3 Check the sensor.
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Symptom: None
cable.
• Faulty sensor.
unit.
3 Check sensor.
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a
The crankcase pressure sensor is of active type, i.e. it
must be supplied with operating voltage.
Engine control unit pin 17 supplies sensor pin 1 with

GN / R
+5 volts. Sensor pin 4 is connected to battery negative
via engine control unit connector pin 18.
P0007226 The pressure sensor output signal – sensor pin 2 to

control unit B, pin 28 – is a voltage signal that is
a Crankcase pressure sensor proportional to crankcase pressure. The output signal
b Connector B is linear within sensor working range.
The alarm is triggered depending on how quickly

crankcase pressure rises.


voltage 5.00 VDC:
4.5 VDC at 140 kPa (1.4 bar)
V Output voltage
kPa Crankcase pressure
Measurements
Checking supply cable, crankcase pressure
sensor, page 184
Checking negative cable, crankcase pressure
sensor, page 184
Checking signal cable, crankcase pressure
sensor, page 185
Checking the crankcase pressure sensor, page 185
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30-2 Fault Tracing
MID 128, PID 158 ECU battery

potential
NOTICE! This fault code might be set due to incorrect
voltage value settings, depending on the installation.
This value can be adjusted in VODIA.

Fault code explanation: Value too low.
• Battery indicator lamp flashing in alarm panel.
Symptom: None
Preconditions: Data valid but below operational range.
Conditions for fault code: • Battery voltage lower than 13.2 V while engine running.
(Applies to 12 V system).
• Battery voltage lower than 25.5 V while engine running.
(Applies to 24 V system).
Possible reason: • Alternator drive belt, alternator not charging.
• Fault in battery, cables or connectors.
• Faulty alternator
• Faulty sensor cable
Suitable action: 1 Check that the alternator charges.
2 Check the sensor cable.
3 Check the battery cables and the battery connections.
4 Check/charge the batteries.
Circuit description
EMS2 monitors voltage supply at pins B57 and B60.
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30-2 Fault Tracing
MID 128, PID 163, Transmission

range attained
FMI 9 – Abnormal update rate

Fault code explanation: Communication fault
Fault indication: An orange lamp flashes in the alarm panel.
Symptom: None
Conditions for fault code: Timeout in communication on the secondary bus J1587.
Possible reason: • Break in communication from the PCU.
• Faulty PCU
Suitable action: 1 Check the communication cables between the engine and the PCU.
2 Check that the PCU is programmed for the correct engine type.
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MID 128, PID 173 Exhaust gas

temperature
D11, D13, D16, D9

Fault code explanation: Exhaust temperature too high
Symptom: None
Preconditions: Exhaust temperature too high
Conditions for fault code: Exhaust temperature exceeds the value specified in the engine protection
Suitable action: 1 Check that the exhaust pipe has not been damaged and that there are
no restrictions.
2 Check the sensor.
3 Check the exhaust back pressure.

Symptom: None
Preconditions: Voltage below normal or shorted to lower voltage
cable.
• Faulty sensor.
2 Check the sensor.
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30-2 Fault Tracing

Symptom: None
Possible reason: • Open circuit in sensor signal cable.
• Open circuit in sensor negative cable.
• Faulty sensor.
3 Check the sensor.
D9 CC, D16 Circuit description

Conn. B
The exhaust temperature sensor is a Pt 200 sensor
1
1
SB 1
(-) 18 whose resistance changes depending on exhaust
VO 2 temperature. Resistance increases as exhaust
(+) 44 temperature rises.
2
2
EMS2 Engine control unit (EMS2) connector B, pin 44,

supplies operating power of +5 volts to sensor pin 2
D11 (D11; pin 1). Sensor pin 1 (D11; pin 2) is connected to
Conn. B battery negative via EMS2 pin 18. The voltage drop
2
2
SB 2 across the sensor changes as exhaust temperature

(-) 18 changes.
BN 1
(+) 44
1
1
EMS2
D13
Conn. B
1
1
SB 1
(-) 18
GR 2
(+) 44
2
2
EMS2
P0007230
Measurements
Checking signal cable, exhaust temperature
sensor, page 186
Checking negative cable, exhaust temperature
sensor, page 186
Checking exhaust temperature sensor, page 187
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30-2 Fault Tracing
MID 128, PID 175 Engine oil

temperature
D11, D12, D9

Fault code explanation: Engine oil temperature too high
Preconditions: Engine oil temperature too high
Conditions for fault code: Oil temperature exceeds the value specified in the engine protection
2 Check the coolant level and the engine temperature.
4 Check the sensor.
5 Clean the oil cooler system and check the bypass valve for the oil
cooler.
For more detailed instructions, refer to Workshop manual group 22,

Lubrication system.

Symptom: None
cable.
• Faulty sensor
unit.
2 Check sensor.
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30-2 Fault Tracing

Symptom: None
• Open circuit in sensor negative cable
• Faulty sensor.
unit.
2 Check contact pressure in socket 11, engine connector A, and socket
11 in engine connector B.
3 Check the sensor.
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30-2 Fault Tracing
a c Circuit description
(+)7 R 4 1
SB The oil temperature sensor is a combined sensor that
(-)11
3 P2 also measures oil pressure.
GR / OR A thermistor characteristic is that its resistance
31
changes non-linearly in relation to the temperature of
EMS2 b the medium it measures. If the oil in the engine is cold,
BL / OR thermistor resistance is high. If the oil temperature
11
rises, thermistor resistance drops. The voltage drop
P0007206 across the thermistor changes as oil temperature
changes.
a ConnectorA
Color: Black The voltage drop is detected via pin 31 on the engine
b Connector B control unit. Engine control unit pin 7 supplies sensor
Color: GrAy pin 1 with +5 volts. Sensor pin 4 is connected to battery
c Oil temperature sensor negative via engine control unit connector pin 11.
Refer to the "resistance/temperature, engine" table.
Measurements
Checking negative cable, oil temperature
sensor, page 188
Checking power supply cable, oil temperature
sensor, page 189
Checking the oil temperature sensor, page 190
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30-2 Fault Tracing
MID 128, PID 175 Engine oil

temperature
D13, D16

Fault code explanation: Engine oil temperature too high
Preconditions: Engine oil temperature too high
Conditions for fault code: Engine oil temperature exceeds the value specified in the engine protection
2 Check the coolant level and the engine temperature.
4 Check the sensor.
5 Clean the oil cooler system and check the bypass valve for the oil
cooler.
For more detailed instructions, refer to Workshop manual group 22,

Lubrication system.

Symptom: None
Possible reason: • Short circuit between the oil temperature signal cable to the sensor
negative cable.
• Short circuit between oil temperature signal cable and the sensor 5 V
supply cable.
• Short circuit between oil temperature signal cable and oil level signal
cable.
• Faulty sensor
2 Check the sensor.
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30-2 Fault Tracing

Symptom: None
Possible reason: • Open circuit in the oil temperature signal cable.
• Faulty sensor.
2 Check contact pressure in socket 10, engine connector B, and socket
31 in engine connector A.
3 Check the sensor.
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30-2 Fault Tracing
Circuit description
D13 The oil temperature and oil level sensor is a combined

sensor.
The oil temperature sensor comprises a thermistor
that forms a closed circuit with an internal resistor in
the EMS. Thermistor resistance changes according to
a non-linear characteristic depending on oil
temperature.
The EMS supplies the circuit with a reference voltage

of +5 V via pin A31. The EMS measures the voltage
drop across the thermistor via pin B10 and A31 for
D16 and pin A11 and A31 for D13. Sensor pin 4 is
connected to battery negative via the EMS. When oil
temperature is cold thermistor resistance is high and
the EMS detects a high voltage drop. As coolant
P0010638 temperature rises thermistor resistance falls and the
voltage drop is reduced.
D16
b
c
P0007204
a Connector B
b ConnectorA
c Oil temperature and level
Measurements
Checking negative cable, oil temperature
sensor, page 191
Checking signal cable, oil temperature
sensor, page 192
Checking the oil temperature sensor, page 193
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30-2 Fault Tracing
MID 128, PID 190 Engine speed


Fault code explanation: The engine control unit has detected that engine speed is above the specified
threshold value.
Symptom: None
Preconditions: The engine control unit has detected that engine speed is above the specified
threshold value.
Conditions for fault code: The engine is overspeeding.
Suitable action: 1 After the engine has stopped, search for the reason for the high speed.
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30-2 Fault Tracing
MID 128, PPID 3 Starter Output


Fault code explanation: Faulty relay/Faulty relay circuit.
Symptom: The starter motor is not activated.
Preconditions: General checks for starter motor problems:
• Check the starter motor cables and connections.
• Check that the pre-start and start relay pull during a start attempt.
Conditions for fault code: Faulty pre-start or start relay
Suitable action: NOTICE! See correct wiring diagram for prestart / start relay wiring.
1 Check that the pre-start and start relay pull during a start attempt.
2 Check the cables between the engine control unit and the start relay.
3 Check contact pressure in socket B29 in engine connector.
4 Check that socket B29 in the engine connector is not pushed in.
Circuit description
When ignition is on the potential on pin B29 is
approximately 10 V. When cranking is requested B29
is connected, via the EMS, to battery negative and the
starter motor is engaged.
NOTICE! See correct wiring diagram for prestart / start

relay wiring.
Measurements
Checking the starter motor solenoid, page 194
Checking the pre-start relay, page 194
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30-2 Fault Tracing
MID 128, PPID 6 Key off input sensor


Fault code explanation: Faulty relay/Faulty relay circuit
Symptom: Engine stops or cannot be started.
Possible reason: Short circuit to battery negative in cable from EMS2 pin A27 to the external
stop relay.
Suitable action: 1 Check the cable between EMS2 pin A27 to the external stop relay
connector.
FMI 11 – Unidentifiable error

Fault code explanation: Stop input is activated.
Preconditions: Stop input is activated.
Conditions for fault code: Voltage on engine control unit pin A27 higher than 23.2 volts.
Possible reason: • The stop relay is activated.
• Faulty stop relay
• Faulty relay cables
• Short circuit between the signal cable to battery positive.
Suitable action: 1 Check what triggered activation of the stop relay, fire alarm.
2 Check the connector that activates the stop relay.
3 Check the stop relay.
4 Check cables and connectors between the control unit and the relay
socket.
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30-2 Fault Tracing
Circuit description
A classified electrical system has no external stop relay
as standard, just a connector for use by an external
stop relay. An external stop relay must be connected
to the system.
A non-classified electrical system has an external stop

relay as standard.
While the stop relay is not activated the voltage

potential on engine control unit connector A pin 27 is
approx 0.8 x battery voltage. When the stop relay is
activated pin 27 is connected to battery voltage from a
terminal. When the stop relay is activated the engine
control unit shuts off fuel injection. When the stop relay
is activated the system must be switched off before a
new start attempt can be made.
Measurements
Checking the external stop voltage
potential, page 195
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30-2 Fault Tracing
MID 128, PPID 8 Piston Cooling Oil

Pressure
D11

Fault code explanation: Piston cooling pressure is too low.
Conditions for fault code: Piston cooling pressure is too low.
Suitable action: 1 Check the sensor by checking the piston cooling oil pressure with a
manometer. Be sure not to load the engine while doing this.
Please refer to Administration, page 9 to see at what rpm a piston
cooling pressure should be expected.

Fault code explanation: Defective sensor/Defect in sensor circuit
• Faulty sensor.
unit.
3 Check the sensor.
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30-2 Fault Tracing

Fault code explanation: Defective sensor/Defect in sensor circuit
Conditions for fault code: Engine control unit pin A23 voltage lower than 0.30 volts.
cable.
• Faulty sensor.
unit.
3 Check the sensor.
Circuit description
23 GR/R
2 The sensor is of active type, i.e. it must be supplied
(+)7 R with operating voltage.
1
Engine control unit connector A, pin 7, supplies sensor
(-)11 SB
4 pin 1 with +5 volts. Sensor pin 4 is connected to battery
a negative via engine control unit connector A, pin 11.
EMS2 The pressure sensor pin 2 output signal to engine
P0008475 control unit pin 23 is a voltage signal proportional to
piston cooling oil pressure.
a Piston cooling pressure The output signal is linear within sensor working range.
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V Component specification
Working range 0–700 kPa (101.5 PSI)


voltage 5.00 VDC:
0.5 VDC at 0 kPa (0 PSI)*
4.5 VDC at 700 kPa (101.5 PSI)*
P0007192 kPa
NOTICE! * At normal atmospheric pressure.
V: Output voltage
kPa: Piston cooling pressure
Measurements
Checking negative cable, piston cooling pressure
sensor, page 176
Checking power supply cable, piston cooling pressure
sensor, page 177
Checking the piston cooling pressure
sensor, page 177
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30-2 Fault Tracing
MID 128, PPID 8 Piston Cooling Oil

Pressure
D12, D16

Fault code explanation: Piston cooling pressure is too low.
Symptom: Engine power is reduced.
Preconditions: Piston cooling pressure is too low.
Suitable action: 1 Check the sensor by checking the piston cooling oil pressure with a
manometer. Be sure not to load the engine while doing this.
Please refer to Administration, page 9 to see what rpm a piston cooling
pressure should be expected.
SB
a Circuit description
2
There is a valve in the oil filter bracket that opens and
10 SB P1
closes piston cooling oil supply depending on oil
pressure. If oil pressure is below 240 kPa (D12) or 300
kPa (D16) the valve closes piston cooling oil supply.
14 GR / R
EMS Piston cooling pressure is overseen by a pressure
P0007245 monitor. The monitor output signal – engine control unit
pin 1 – can only have one of two distinct potentials, high
a Piston cooling pressure switch
or low. The monitor is supplied with power by engine
control unit pin 10. A specified pressure limit of 150 kPa
determines when the monitor switches potential.
Monitor potential is low when piston cooling pressure
exceeds this value.
At idle the monitor may have high potential without any

fault code being triggered.
Measurements
Checking negative cable, piston cooling pressure
sensor, page 175
Checking power supply cable, piston cooling pressure
sensor, page 176
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30-2 Fault Tracing
MID 128, PPID 98 Engine sync

acknowledge

Symptom: None
Conditions for fault code: Timeout on J1587 of the secondary bus. The EMS does not receive any
engine sync data from the PCU.
Possible reason: • Throttle signal not found. (A fault code is obtained together with MID
164, PPID 392 and MID 164, PPID 390).
• Fault in the communication between the EMS and the PCU.
• Open circuit in the power supply cable between the engine control unit
and the PCU.
• Faulty PCU
Suitable action: 1 If an HCU fault code exists regarding the throttle lever:
Check that there is a signal between the throttle linkage and the HCU.
2 Check all connectors and wires between the EMS and the PCU.
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30-2 Fault Tracing
MID 128, PPID 117 Engine protection

status
Fault code explanation: Engine protection mode is activated.
Fault indication: Red alarm status
Suitable action: 1 Check which engine protection criteria that set this DTC. Check for
other active DTC.:
Logging parameter: Engine protection status
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30-2 Fault Tracing
MID 128, PPID 132 Throttle

Calibrated Position

Fault code explanation: Communication failure
Symptom: Engine goes to idle.
Conditions for fault code: Timeout on J1587 of the secondary bus. The EMS does not receive any
engine sync data from the PCU.
Possible reason: • Throttle signal not found. (A fault code is obtained together with MID
164, PPID 392 and MID 164, PPID 390).
• Fault in the communication between the EMS and the PCU.
and the PCU.
• Faulty PCU
Suitable action: 1 If an HCU fault code exists regarding the throttle lever:
Check that there is a signal between the throttle linkage and the HCU.
2 Check all connectors and wires between the EMS and the PCU.
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30-2 Fault Tracing
MID 128, PPID 267, Sea water

pressure
D13, D16, D9

Fault code explanation: Seawater pressure too low
Preconditions: Seawater pressure too low
Conditions for fault code: Seawater pressure is dependent on engine rpm. Seawater pressure is lower
than the value specified in the engine protection parameter. For parameters,
refer to the engine protection folder.
Suitable action: 1 Check that the seawater intake is not blocked.
2 Check that the seawater filter is not blocked..
4 Check the impeller in the seawater pump..
5 Check the sensor by checking the seawater pressure.

Fault code explanation: Defective sensor/Defect in sensor circuit.
Symptom: None
Possible reason: • Open circuit in the sensor negative cable.
• Short circuit between the sensor signal cable and the sensor 5 V supply
• Faulty sensor.
2 Check contact pressure in socket 11 in engine connector A.
3 Check the sensor.
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30-2 Fault Tracing

Fault code explanation: Defective sensor/Defect in sensor circuit.
Symptom: None
Preconditions: Abnormally low current or open circuit.
• Open circuit in sensor signal cable.
cable.
• Faulty sensor.
3 Check the sensor.
a
Circuit description
(-) 11 The sensor is of active type, i.e. it must be supplied
SB b
with operating voltage. Pin 7 on engine control unit
(+ ) 7 1 4
(EMS2) connector A supplies operating power of +5
R P2 volts to sensor pin 1. Sensor pin 4 is connected to
19 battery negative via EMS2 pin 11. The seawater
GR pressure sensor output signal – sensor pin 2 to EMS2
P0007246
pin 19 – is a voltage signal proportional to seawater
a Connector A
pressure.
b Seawater pressure sensor

Voltage Supply 5.00 ± 0.25 VDC

voltage 5.00 VDC:
Measurements
Checking negative cable, seawater pressure
sensor, page 173
Checking supply cable, seawater pressure
sensor, page 174
Checking signal cable, seawater pressure
sensor, page 174
Checking the seawater pressure sensor, page 175
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30-2 Fault Tracing
MID 128, SID 1/2/3/4/5/6 Injector # 1-6

Fault code Concerns

SID 1 Unit injector 1
Volvo specific for injectors, FMI 3, 4, 5, 7, 12
FMI 3 – Short circuit to battery voltage, unit injector low voltage side
Fault code explanation: Fault in injection system.
Symptom: • Engine performance is reduced.
• The engine can run on three or five cylinders.
Preconditions: NOTICE! Identify the cylinder by using the SID number in the fault code.
Conditions for fault code: • Injector activated
• Short circuit to battery voltage on the pin on every injector low voltage
side.*
NOTICE! * Engine control unit: Pins 16, 24, 32, 48, 56.
Possible reason: • Short circuit between high voltage and low voltage sides.
• Short circuit to battery voltage, low voltage side, injection cable.
Suitable action: 1 Check the cables between the injector and the engine control unit.
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30-2 Fault Tracing
FMI 4 – Short circuit to battery negative, unit injector low voltage or high voltage side.
• Short circuit to battery voltage on the pin on every injector low voltage*
or high voltage side**.
NOTICE! * Pins 16, 24, 32, 40, 48 and 56 on the engine control unit.
** Pins 59 and 60 on the engine control unit.
Possible reason: Short circuit between the cables on every injector low voltage or high voltage
side and battery negative.
FMI 5 – Open circuit in the unit injector circuit

• Open circuit in the injector circuit.
Possible reason: • Open circuit in the cables on the low voltage or high voltage side.
• If three fault codes are triggered (a bank), the open circuit is on that
bank's high voltage side.
• If only one fault code is triggered, the open circuit is on the injector's
low voltage side.
2 Check the contact pressure in all sockets to unit injectors in engine
connector A.
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30-2 Fault Tracing

• Too high cylinder balancing data
Possible reason: • Poor compression.
• Fault in injector.
• Asymmetric engine load*.
* If the engine is asymmetrically loaded and a fault code is triggered it is not

possible to remedy the fault code as there is no mechanical fault.
At idle the engine control unit will attempt to compensate for the uneven
running by supplying more or less fuel to the injectors, so-called cylinder
balancing. If the asymmetric load is too great engine control unit
compensation will be insufficient. The engine will run unevenly and a fault
code will be triggered.
Suitable action: 1 Do a compression test and a cylinder balance test, using VODIA, to
localize the fault source.
2 Check the injector by changing it. The injectors are manufactured with
tolerance specifications. When an injector is changed an injector
trimming procedure must be carried out. The trim value is specified as
a 6-character code on the injector's electrical connector. The trim value
is entered in VODIA only for the cylinder that has the replacement unit
injector.
FMI 12 – Faulty device or component

Conditions for fault code: Injector activated
Possible reason: Intermittent fault
2 Check the contact pressure in all sockets to unit injectors in engine
connector A.
3 Check the cable connection to the injector.
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30-2 Fault Tracing
a
D9, D12, D16
The engine's unit injectors have electronically
controlled solenoid valves. The solenoid valve is
controlled by the engine control unit.
The injectors receive voltage from pin 59 or 60 on the

engine control unit. In order to activate a unit injector
solenoid valve the engine control unit connects the unit
injector low side to battery negative. Each unit injector
is marked with a code on top of the electrical
connection. If a unit injector is replaced the new code
must be entered into VODIA for the cylinder
concerned.
P0007257
a Connector A
b Unit injector, cylinders 1-6
a
Y
b D11, D13
20
24 Y
1 The unit injectors used on D11 and D13 engines have
59 Y two electronically controlled solenoid valves. Each
12
Y solenoid valve is individually controlled by the engine
16 Y
2 control unit.
Y
62
Y The unit injectors receive voltage from pin 59, 60, 61
28 3
32 Y or 62 on the engine control unit. In order to activate a
unit injector solenoid valve the engine control unit
connects the unit injector low side to battery negative.
52 Y
4 Each unit injector is marked with a code on top of the
56 Y
60 Y electrical connection. If a unit injector is replaced the
44 Y new code must be entered into VODIA for the cylinder
48 Y 5 concerned.
61 Y
Y
36
40 Y 6
P0008674
a Connector A
b Unit injector, cylinders 1-6
Measurements
Injector trim, page 167
Checking the injector coils, page 168
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30-2 Fault Tracing
MID 128, SID 21 Engine position

Fault code explanation: Faulty sensor / Faulty sensor circuit
Symptom: None
Conditions for fault code: • Monitoring cam speed sensor voltage waveform (clean Vout signal
without peaks and variations) and set fault when not according to
specification
• Faulty synchronization between camshaft and crankshaft
Possible reason: • Incorrectly mounted sensor (incorrect distance between sensor and
toothed wheel, or loose sensor).
• Intermittent contact or electrical interference on camshaft position
signal.
• Faulty correlation between crank and cam signals, bad timing.
• Polarity fault, the cables to the sensor are shifted.
• Faulty sensor.
• Damaged toothed wheel
Suitable action: 1 Check the signal. Use an oscilloscope.
2 Check cables and connectors between the sensor and engine control
unit.
3 Check that the sensor is correctly installed and that the distance
between the toothed wheel and the sensor is correct. Refer to workshop
manual (group 21–26).
5 Check the engine timing. Refer to workshop manual (group 21–26).
6 Check the sensor.
7 Check that the toothed wheel is not damaged.

Symptom: The engine start time will increase. Starting engine by using flywheel sensor.
Conditions for fault code: No cam signal.
Possible reason: • Open circuit or short circuited sensor cables.
• Faulty sensor.
unit.
3 Check the sensor.
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30-2 Fault Tracing
FMI 8 – Abnormal frequency, pulse width or period

Symptom: The engine start time will increase. Starting engine by using flywheel sensor.
Conditions for fault code: Disturbances resulting in too many pulses. Monitoring cam speed sensor
voltage waveform (clean Vout signal without peaks and variations) and set
fault when not according to specification.
toothed wheel, or loose sensor).
• Intermittent contact or electrical interference on camshaft position
signal.
• Faulty sensor
unit.
between the toothed wheel and the sensor is correct. Refer to the
workshop manual.
5 Check the sensor.
D9, D12, D16 D11, D13
P0008694
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30-2 Fault Tracing

Conn. A
b
The camshaft sensor is an inductive sensor. The
camshaft sensor is used in the first instance to
determine which cylinder is next in line for injection. A
reluctor wheel installed on the camshaft is used to
determine which cylinder is next in line for injection.
The reluctor wheel has 7 teeth, one for each cylinder
plus an extra tooth for cylinder 1.
D9, D12 When the camshaft and reluctor wheel rotates,
Conn. A impulses are generated in the sensor. The impulses
b
generate a pulsed signal in the sensor which the
engine control unit uses to determine which cylinder is
next in line for injection.
Measurements
P0007250 Checking camshaft sensor, page 163
a Connector A
b Tachometer sensor (camshaft)
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30-2 Fault Tracing
MID 128, SID 22 Timing sensor,

crank

Symptom: • The engine start time will increase.
• Engine is running with imprecise timing causing risk of high fuel
consumption and smoke.
• Cylinder balancing not working with risk of uneven running.
Conditions for fault code: Monitoring crank speed sensor voltage waveform (clean Vout signal without
peaks and variations) and set fault when not according to specification.
flywheel, or loose sensor).
• Intermittent contact or electrical interference on crankshaft position
signal.
• Polarity fault, the cables to the sensor are shifted.
• Faulty sensor.
• Damaged flywheel
unit.
between the flywheel and the sensor is correct. Refer to the workshop
manual.
5 Check the sensor.
6 Check that the flywheel is not damaged.
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30-2 Fault Tracing

Conditions for fault code: No crank signal.
Possible reason: • Open circuit or short circuited sensor cables.
• Faulty sensor.
unit.
3 Check the sensor.
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30-2 Fault Tracing
FMI 8 – Abnormal frequency, pulse width or period

Conditions for fault code: Disturbances resulting in too many pulses. Monitoring crank speed sensor
voltage waveform (clean Vout signal without peaks and variations) and set
fault when not according to specification.
flywheel, or loose sensor).
• Intermittent contact or electrical interference on crankshaft position
signal.
• Faulty sensor
unit.
between the toothed wheel and the sensor is correct. Refer to the
workshop manual.
5 Check the sensor.
D9, D12, D16 D11, D13
P0008694
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30-2 Fault Tracing

a
b The flywheel sensor is an inductive sensor. The
flywheel sensor is used for monitoring engine rpm It is
also used to measure cylinder acceleration. The
VO (D13) flywheel has 3 x 18 depressions per revolution.
These depressions are detected by the flywheel
sensor which generates a pulsed signal. The engine
control unit uses the pulsed signal to determine
D9, D12 flywheel rpm.
a Two cylinders each share one flywheel depression
b sector (cylinders 1 and 6, 2 and 5, 3 and 4). This means
that it is not possible to know which cylinder is in line
for injection, without the camshaft sensor.
P0016316
a Connector A
b Tachometer sensor (flywheel)
Measurements
Checking flywheel sensor, page 160
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30-2 Fault Tracing
MID 128, SID 32, Wastegate output

driver
D12, D13

Fault code explanation: Fault in wastegate valve or fault in circuit.
Conditions for fault code: Excessive voltage on engine control unit pin B 38.
Possible reason: • Short circuited control valve signal to battery positive.
• Fault in the wastegate valve.
Suitable action: 1 Check cables and connectors between the control unit and the control
valve.
2 Check the wastegate valve.

Conditions for fault code: Voltage too low on engine control unit pin B 38.
Possible reason: • Short circuited control valve signal to battery negative.
valve.
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30-2 Fault Tracing

Preconditions: Abnormally low current or open circuit.
Conditions for fault code: Wrong voltage on engine control unit pin B 38.
Possible reason: • Open circuit in control valve signal.
valve.
Circuit description
D12, D13 single turbo (not classified) D12, D13 single turbo
b The engine is equipped with a turbocharger with
waste gate valve. The valve is located beneath the
a protective cover for the relays. The wastegate valve
(+) 57 R / BL controls the amount of exhaust flow that passes
2
(+) 60 R / BL through the exhaust turbine. Air pressure measured
1
in the inlet manifold is used to determine how far the
D12: GN
38
D13: GN / OR wastegate valve will be opened.
EMS2
P0016318 An electronically governed control valve is used by the
engine control unit to control the level of air pressure
a Wastegate Valve supplied to the wastegate valve. When air pressure
supplied to the wastegate valve by the control valve
b Connector B
increases, the valve opens more. When the
wastegate valve is fully open, exhaust gas flow to the
exhaust turbine is at its lowest.
D13CC single turbo The control valve is controlled by current from the
a +15 engine control unit with the aid of a PWM signal. The
58 BL/R greater the current supplied to the control valve, the
greater the inlet pressure increase. Inlet pressure is
2 PM
EMS2 b constantly monitored by a sensor installed in the inlet
manifold.
c 1
38 GN/OR
P0017178
P0017178
a Connector A
b Connector B
c Wastegate Valve
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30-2 Fault Tracing
D13 twin turbo

The engine is equipped with two turbochargers with a
wastegate valve. The wastegate valve controls the
amount of exhaust gas flow that passes through the
exhaust turbine. Oil pressure is used to control the
amount that the wastegate opens.
The wastegate valve is controlled by the EMS. The
EMS uses a pulse width modulated signal to control
the wastegate valve.
P0010641
P0010639
Measurements
Checking the wastegate valve, page 159
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30-2 Fault Tracing
MID 128, SID 89 Air Compressor

Actuator Circuit
D11

Fault code explanation: Faulty supercharger circuit
Fault indication: An orange lamp flashes in the alarm display.
Symptom: The engine gives less power, which results in less performance during
acceleration and when heavily loaded.
Conditions for fault code: The voltage at EECU pin B 2 is higher than normal.
Possible reason: • Short circuited solenoid supply cable to battery voltage.
• Short circuit in solenoid negative cable or supply cable.
• Faulty clutch
Suitable action: 1 Check cables and connectors between the control unit and the
supercharger.
2 Magnetic clutch

Conditions for fault code: The voltage at EECU pin B 2 is lower than normal.
Possible reason: • Short circuited solenoid power supply cable to battery negative.
• Faulty clutch
Suitable action: 1 Check cables and connectors between the control unit and the
supercharger.
2 Magnetic clutch

Conditions for fault code: Incorrect voltage in the engine control unit, pin B 2.
Possible reason: • Open circuit in control valve signal.
• Faulty wastegate valve
valve.
2 Check the contact pressure in socket 38 in the engine connector B.
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30-2 Fault Tracing
Circuit description
An electromagnetic clutch is used to engage and
disengage the mechanical supercharger. The EECU
activates the coupling by providing the coupling
solenoid with voltage from pin B2. Pin 2 from the
coupling is connected to battery negative.
P0010642
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30-2 Fault Tracing
MID 128, SID 232 5 V supply


Fault code explanation: Fault in sensor supply circuit.
• An orange lamp flashes in the alarm panel or some display values show
- - -.
Symptom: None
Conditions for fault code: Voltage above normal or shorted high
Possible reason: Short circuit to battery voltage on the output.
Suitable action: 1 Check the supply voltage to the sensors which have set the fault codes.
2 Check the sensor cables.

Fault code explanation: Fault in sensor supply circuit.
• An orange lamp flashes in the alarm panel or some display values show
- - -.
Symptom: None
Conditions for fault code: Voltage below normal or shorted to lower voltage
Possible reason: • Coolant temperature sensor, sensor signal cable short circuit to 5 V
power.
• Oil pressure sensor, sensor signal cable short circuit to 5 V power.
• Charge air pressure sensor, sensor signal cable short circuit to 5 V
power.
• Fuel pressure sensor, sensor signal cable short circuit to 5 V power.
• Coolant pressure sensor, sensor signal cable short circuit to 5 V power.
• Crankcase pressure sensor, sensor signal cable short circuit to 5 V
power.
• Seawater pressure sensor, sensor signal cable short circuit to 5 V
power.
• Short circuited power cable to battery negative.
• Short circuited signal cable to battery negative.
Suitable action: 1 Check the supply voltage to the above-mentioned sensors.
2 Check the sensor cables.
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30-2 Fault Tracing
MID 128, SID 240 Program memory


Symptom: None
Conditions for fault code: Software checksum error
Possible reason: Failed download
Suitable action: 1 Try to reload the software.
2 Try another EECU.
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30-2 Fault Tracing
MID 128, SID 254 Controller 1

FMI 12 – Faulty device or component

Fault code explanation: Defective component.
Symptom: None
Conditions for fault code: Internal fault in engine control unit
Suitable action: 1 Change the engine ECU.
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30-2 Fault Tracing
MID 128, SID 231 SAE J1939 data

link

Fault code explanation: Communication fault J1939
Symptom: None
Conditions for fault code: Data bus, CAN, communication not found.
Possible reason: • CAN H short circuited to battery negative on pin 3.
• Conductors in control link CAN H and CAN L short circuited to each
other.
• CAN L short circuited to supply voltage on pin 4.
Suitable action: 1 Check the data bus cables and terminals between the engine control
unit and PCU. Refer to ”Functional disruptions, checking bus cables”.

Symptom: None
Conditions for fault code: Abnormal update rate
Suitable action: 1 Check the data bus cables and terminals between the engine control
unit and PCU. Refer to ”Functional disruptions, checking bus cables”.
Circuit description
A CAN H – Data link to engine

A A
B B B CAN L – Data link to engine
C C
D C Input voltage, 0 V
D
E H D Input voltage, 24 V
F F
G G E J1708B – Data link to engine
H E F Not used
a b
P0007123 G J1708A – Data link to engine
a PCU connector X3 H Ignition signal

Color: Pink
b Engine connector
“BUS INTERFACE”
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30-2 Fault Tracing
MID 128, PSID 112 Exhaust Manifold

Water Temperature Sensor #1

Fault code explanation: Excessive exhaust manifold water temperature
Symptom: At poor sea water flow the exhaust manifold water temperature rises.
Conditions for fault code: Exhaust manifold water temperature exceeds the set value of the engine
protection parameter. Refer to Administration, page 9.
Possible reason: • Crushed/leaking/blocked hose on the suction side (seawater)
• Worn impeller in seawater pump
• Poor flow through the sea water system
• Faulty sensor
Suitable action: 1 Check the sea water system for leakage and for squeezed hoses.
2 Check the impeller in the sea water pump.
3 Check the flow in the sea water system.
4 Check the exhaust manifold water temperature sensor.
FMI 3 – Voltage above normal or short circuit to higher voltage

Fault code explanation: Faulty sensor / Fault in sensor circuit.
Symptom: None
Conditions for fault code: Voltage on pin 43 on engine ECU is too high.
Possible reason: • Short circuited sensor 5 V supply cable to battery voltage.
• Short circuited sensor signal cable to battery voltage or 5 V voltage.
• Faulty sensor
ECU.
2 Check the sensor.
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30-2 Fault Tracing

Symptom: None
Conditions for fault code: Voltage on pin 43 on engine ECU is too low.
Possible reason: • Short circuited sensor signal cable to battery negative.
• Faulty sensor
ECU.
2 Check the sensor.

Symptom: None
Conditions for fault code: Voltage on pin 43 on engine ECU is too high.
Possible reason: • Open circuit in sensor signal cable.
• Open circuit in sensor battery negative cable.
• Faulty sensor
ECU.
2 Check the sensor.
Circuit description
The exhaust manifold water temperature sensor is a
Pt-200 sensor which means that the resistance output
from the sensor is 200 ohm at 0 °C (32 °F). The
resistance will rise with the temperature.
Sensor Engine ECU Signal type

Pin 1 B18 bat-
Pin 2 B43 Temp input
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30-2 Fault Tracing
MID 128, PSID 216 Data Link, MID187


Symptom: None
Conditions for fault code: Abnormal updating rate on the J1939 data bus between the EMS and the
PCU
Possible reason: • AUX stop button is activated.
• Open circuit in CAN L or CAN H.
• One or two conductors in CAN short circuited to battery negative, pin
3.
• Conductors in control link CAN H and CAN L short circuited to each
other.
• CAN H short circuited to the power supply, pin 4.
• CAN short circuited to ”ignition signal”.
• Intermittent contact in power supply to data bus
and the PCU.
Suitable action: 1 Check that the AUX stop button is not activated.
2 Check the databus cables and the connections between the engine
control unit and the PCU. Refer to ”Functional disruptions, checking bus
cables”.
3 Check the power supply cable between the engine control unit and the
PCU.
Circuit description
A CAN H – Data link to engine

A A
B B B CAN L – Data link to engine
C C
D C Input voltage, 0 V
D
E H D Input voltage, 24 V
F F
G G E J1708B – Data link to engine
H E F Not used
a b
P0007123 G J1708A – Data link to engine
a PCU connector X3 H Ignition signal

Color: Pink
b Engine connector
“BUS INTERFACE”
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30-2 Fault Tracing
MID 158, PSID 1, Primary battery

circuit
MID 158: Power module

Fault code explanation: Poor batteries or charging
Fault indication: 1 A warning is shown in the tachometer/display.
2 At low charging: Battery indicator lamp flashing in alarm panel.
3 A red lamp flashes in the alarm display + audible warning.
Symptom: None
Conditions for fault code: • FMI 3: Voltage exceeds 29 V (old power module(1)) or 32 V (newer
power module) for more than 30 seconds.
• FMI 4: Voltage is less than 24,3 V (old power module(1)) or 23,6 V
(newer power module) for more than 30 seconds.
Preconditions: Poor batteries or charging
General checking
1 Check the battery electrolyte level.
2 Check the density in all of the batteries' cells.
Possible reason: • Battery voltage too low
• Poor charging
Suitable action: 1 Check that the cable harness between the battery and the power
module is undamaged.
2 Check the batteries condition.
3 Check that the alternator charges.
e
PM Circuit description
1 15 29 67 8 14 28 42 As soon as the power module receives power from the
R primary battery or the secondary battery, with main
R battery switches on, the 30 supply output is powered
d
(connected to key switch and MCC / EVC). If the power
SB SB module receives a +15 ignition signal it will activate
c c
EMS2 and extra power outputs (engine mounted
instruments such as EasyLink, External stop and
a b Water in fuel).
P0017212 The power module internal relay function switches
between primary battery and secondary battery
a Primary Battery depending on highest voltage. The two battery groups
b Secondary Battery are never active at the same time. The power module
c Main battery switch monitors the battery voltage level and if it is too low/
high >30 seconds FMI 3/4 is set.
d Starter motor / junction box
e Power Module
1. Part no. 3809645, 21114790, 21312264 and 21350893.
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30-2 Fault Tracing
MID 158, PSID 2, Secondary battery

circuit

Fault code explanation: Poor batteries or charging
Fault indication: 1 Warning is displayed in the tachometer/display.
2 At low charging: Battery indicator lamp flashing in alarm panel.
3 A red lamp flashes in the alarm display + audible warning.
Symptom: None
Conditions for fault code: • FMI 3: Voltage exceeds 29 V (old power module(1)) or 32 V (newer
power module) for more than 30 seconds.
• FMI 4: Voltage is less than 24,3 V (old power module(1)) or 23,6 V
(newer power module) for more than 30 seconds.
Preconditions: Poor batteries or charging
General checking
1 Check the battery electrolyte level.
2 Check the density in all of the batteries' cells.
Possible reason: • Battery voltage too low
• Poor charging
Suitable action: 1 Check that the cable harness between the battery and the power
module is undamaged.
2 Check the batteries condition.
3 Check that the alternator charges.
e
PM Circuit description
1 15 29 67 8 14 28 42 As soon as the power module receives power from the
R primary battery or the secondary battery, with main
R battery switches on, the 30 supply output is powered
d
(connected to key switch and MCC / EVC). If the power
SB SB module receives a +15 ignition signal it will activate
c c
a b Water in fuel).
P0017212 The power module internal relay function switches
a Primary Battery depending on highest voltage. The two battery groups
b Secondary Battery are never active at the same time. The power module
c Main battery switch monitors the battery voltage level and if it is too low/
high >30 seconds FMI 3/4 is set.
d Starter motor / junction box
e Power Module
1. Part no. 3809645, 21114790, 21312264 and 21350893.
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30-2 Fault Tracing
MID 158, PSID 4, 30 supply fuse

FMI 6 – Current above normal or short circuit to battery negative

Fault code explanation: Too high current output
Symptom: None
Conditions for fault code: Excessive power supply. (Power supply to other systems, pin 4 in the 8-pole
engine connector).
Possible reason: • Short circuit in the system.
• Too high load
Suitable action: 1 Check for short circuits in the cable harness from the supply module to
the 8-pole engine connector.
2 Reduce load.
Circuit description
EVC As soon as the power module receives power from the
primary battery or the secondary battery, with main
HCU
MCC PCU
battery switches on, the 30 supply output is powered
b (connected to key switch and MCC / EVC). If the power
5 4 3
module receives a +15 ignition signal it will activate
R/BL EMS2 and extra power outputs (engine mounted
R
a instruments such as EasyLink, External stop and
10 11
Water in fuel).
EMS2 2 PM The power module internal relay function switches
A58 3
P0017216
depending on highest voltage. The two battery groups
a Power Module are never active at the same time. The power module
monitors the battery voltage level.
b 8-pole connector
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30-2 Fault Tracing
MID 158, PSID 5, EMS supply fuse


Fault code explanation: Open circuit in wires to emergency stop / shutdown relay / EMS2 during start
up of power module.
• Warning is removed only after new startup sequence.
Symptom: • Receiving warnings but fully functional (if one wire is broken).
Redundant wiring.
• No power to EMS, not able to start engine (if two wires are broken).
Conditions for fault code: Open circuit in at least one of the supply voltage wires to the EMS2.
Possible reason: • Emergency stop button may be activated during power up (button
locked in depressed position).
• Open circuit in one of the cables to the emergency stop button.
• Open circuit in one or two wires from emergency stop button to EMS.
Suitable action: 1 Reset the emergency stop button (pull the button up until a click is
heard). Reset system with main switches for primary and secondary
batteries.
2 Check that the EMS2 has supply voltage on both pin B57 and B60.
3 Check the emergency stop button internal switches / wiring.
4 This fault code might be wrongly set if power module is of older model
(part no. 3812846, 3809645, 21114790, 21312264 or 21350893).
Change power module.

Fault code explanation: Faulty supply voltage to the engine control unit
Preconditions: Faulty supply voltage to the engine control unit
Conditions for fault code: Too high current output
Possible reason: • Short circuit in the system.
• Too high load
Suitable action: 1 Check the cable harness from the power module for short circuit.
2 Reduce load.
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30-2 Fault Tracing
(D13)
Circuit description
1 3 BL/R
BL/R 5 2
2 4 BL/R As soon as the power module receives power from the
c b a 13 12 primary battery or the secondary battery, with main
57 60 battery switches on, the 30 supply output is powered
PM
EMS2 (B) (connected to key switch and MCC / EVC). If the power
P0017218 module receives a +15 ignition signal it will activate
a Power Module instruments such as EasyLink, External stop and
b Emergency Stop Water in fuel).
The power module internal relay function switches
c Shutdown relay (only D13)
depending on highest voltage. The two battery groups
are never active at the same time. The power module
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30-2 Fault Tracing
MID 158, PSID 6, Extra supply fuse


Fault code explanation: Too high current output
Symptom: None
Preconditions: Faulty supply voltage to the engine control unit
Conditions for fault code: Excessive power in the 24 V supply from the power module.
- Water monitor, fuel filter
- ”Easy Link”
- External stop
Possible reason: • Short circuit on pin 4 and pin 5 on power module.
• Too high load Continuously more than 7A.
Suitable action: 1 Check the cable harness from the power module for short circuit.
2 Reduce load.
Circuit description
BL/R 1 b As soon as the power module receives power from the
2 1 primary battery or the secondary battery, with main
c GN
battery switches on, the 30 supply output is powered
4 5 A27 (connected to key switch and MCC / EVC). If the power
a PM EMS2 module receives a +15 ignition signal it will activate
P0017253
a Power Module Water in fuel).
The power module internal relay function switches
b Easy Link connector
c External stop depending on highest voltage. The two battery groups
are never active at the same time. The power module
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30-2 Fault Tracing
Measurements
Checking supply cable, coolant
pressure sensor
Tools:
88890074 Multimeter
9998534 Break-out cable
1 NOTICE! Turn off ignition.

(If MCC, turn main battery switches off.)
2 Disconnect the connector from the sensor Connect
break-out cable 9998534 or 885675 between the
sensor and engine control unit.
3 Use multimeter 88890074 for voltage
measurement.
4 Turn on ignition.
Measurement points Nominal value

1-4 U≈5V
Checking negative cable, coolant

pressure sensor
Tools:
88890074 Multimeter

2 Disconnect the connector from the sensor
3 Connect break-out cable 9998534 or 885675 to the
cable harness connector to the engine control unit.
4 Use multimeter 88890074 to do resistance
4 measurement towards the engine control unit.

4 - Battery negative R≈0Ω
9998534
NOTICE! Battery negative (–) on alternator or starter
P0007186 motor.
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30-2 Fault Tracing
Checking signal cable, coolant

pressure sensor
Tools:
88890074 Multimeter

measurement towards the engine control unit.

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

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

sensor
Tools:
88890074 Multimeter
1 Turn off ignition.

3 Connect break-out cable 9998534 or 885675
between the sensor and engine control unit.
measurement.
5 Turn on ignition.

2-4 U ≈ 0,5 V
Power supply 5,00 ± 0,25 VDC

voltage 5.00 VDC:
0,5 VDC at 0 kPa (0 bar)
4,5 VDC at 300 kPa (3 bar)
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30-2 Fault Tracing
Checking supply cable, fuel

pressure sensor
Tools:
88890074 Multimeter
1 NOTICE! Turn the starter key to position 0.

3 Turn the starter key to position 1.
measurement.

1-4 U≈5V
Checking negative cable, fuel

pressure sensor
Tools:
88890074 Multimeter
1 Cut the current with the main switch.

break-out cable 9998534 or 885675 to the cable
harness connector to the engine control unit.
4
4 - Battery negative* R≈0Ω
9998534
motor.
P0007190
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30-2 Fault Tracing
Checking signal cable, fuel

pressure sensor
Tools:
88890074 Multimeter


2 - Battery negative* R ≈ 80 - 120 kΩ

unit.

motor.
Checking the fuel pressure sensor

Tools:
88890074 Multimeter

measurement.

2-4 U ≈ 0,5 V
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30-2 Fault Tracing
Checking the wastegate valve

Tools:
88890074 Multimeter

2 Remove the connector from the wastegate valve.
Connect break-out cable 9998534 or 885675 to the
valve. Do not connect the other end of the adapter
cable.
measurements.
circuiting or breaks in the wastegate valve.

1–2 R = 90 ± 4.5 Ω at 20 °C
(68 °F)
885 675
P0008932
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30-2 Fault Tracing
Checking flywheel sensor

Tools:
88890074 Multimeter

2 Remove the connector from the sensor and remove
the sensor from the flywheel housing.
Check that the sensor has no external damage or
swarf adhering to it.
sensor. Do not connect the other end of the adapter
1 cable.
measurements.
2 Measurement points Nominal value
P0007251 1–2 R ≈ 0.9 kΩ*
NOTICE! * ±10% at 20 °C (68 °F).

5 Use multimeter 9812519 for voltage measurement.
Move a metal object rapidly back and forth at a
distance of no more than 1 mm (0.039") in front of
the sensor. Check that the multimeter gives a
reading.
6 Install the sensor.
Checking supply cable, water

switch, fuel filter
Tools:
88890074 Multimeter

2 Disconnect the connector from the water in fuel
switch.
measurement.

Red/Blue conductor - U ≈ Battery voltage
Black conductor
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30-2 Fault Tracing
Checking negative cable, water

switch, fuel filter
Tools:
88890074 Multimeter

switch.

Black conductor - Battery R≈0Ω
negative
Checking signal cable, water

switch, fuel filter
Tools:
88890074 Multimeter

switch.
measurement.

Yellow conductor - Black U ≈ Battery voltage x 0,8
conductor
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30-2 Fault Tracing
Checking the water in fuel switch,

fuel filter
2
1 D9, D12, D16
1 Remove the connector. Remove the water switch
from the fuel fine filters.
+24V 3 Make sure that a collection vessel is available as
+24V some fuel may run out of the filter.
2 Connect the red wire (2) to a +24 V power source.
Use multimeter 88890074 for voltage
measurement.
Connect the multimeter between the yellow wire (1)
in the connector and the red wire (2).
H2 O
Connect the connector's black wire (3) to ground
P0007196 (-).
The multimeter should display 0 V.
1 Red conductor in connector.
3 Dip the monitor contact pins into a dish of water.
2 Yellow conductor in connector.
The multimeter must show 23-24 V when there is
3 Black conductor in connector. water between the contact pins.
4 The multimeter should display 0 V when the switch
is lifted out of the water.
D11
1 Remove the switch.
switch.
measurements.

Monitor dipped in water. R≈0Ω
Monitor dipped in fuel. R≈∞Ω
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30-2 Fault Tracing
Checking camshaft sensor

Tools:
88890074 Multimeter

2 Undo the connector from the sensor and remove
the sensor from the cylinder head.
Check that the sensor has no external damage or
swarf adhering to it.
3 Connect adapter cable 9998534 or 885675 to the
sensor. Do not connect the other end of the cable.
4 Use multimeter 9812519 to measure resistances.
1–2 R ≈ 0.9 kΩ*
8856
75
NOTICE! * ±10% at 20 °C (68 °F).
5
4
3
2
V 5 Use multimeter 88890074 for voltage
1
2
1 measurement. Move a metal object rapidly back
885 675
and forth at a distance of no more than 1 mm in front
of the sensor. Check that the multimeter gives a
reading.
6 Install the sensor.
75
8856
5
4
3
2
1
2
1
885 675
P0008931
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30-2 Fault Tracing
Checking supply cable, oil level

switch
Tools:
88890074 Multimeter

measurement.

1-2 U ≈ Battery voltage
Checking negative cable, oil level

switch
Tools:
88890074 Multimeter



motor.
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30-2 Fault Tracing
Checking the oil level switch

D11, D9
Tools:
1 Put a suitable vessel underneath the oil pan.

2 Release the connector and remove the monitor
from the engine.
NOTICE! Temporarily install a bottom plug (M18 x
1.5) with gasket (part # 960632 and 11998) in the
oil sump to prevent oil running out.
WARNING!
Hot oil and hot surfaces can cause burns.

oil level switch.
Connect a +12/24 V power source to cable 1.
A Oil
Connect a +12/24 V (1 W) supply between cable 3
and a +12/24 V power source. Connect cable 2 to
battery negative (-).
4 Put the switch vertically into a vessel containing
engine oil. The bulb should light up.
5 Lift the sensor up out of the oil bath and check that
the bulb goes out.
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30-2 Fault Tracing
Checking the oil level sensor

D12, D13, D16
Tools:
88890074 Multimeter

cable.
3 Use multimeter 88890074 for resistance
measurement.

1-2 R ≈ 10–14 Ω
NOTICE! Even if the nominal value is correct the

sensor could be faulty.
P0007205
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30-2 Fault Tracing
Injector trim
The electronic trimming strategy is used to ensure that
all injectors work with nominal injection times and fuel
quantities. This is achieved by adjusting the beginning
and end of the electronic wave pattern for every
actuator. In this way compensation is made for the
spread of activation and deactivation times of the two
actuators in each injector, and deviations in fuel
delivery due to variations between the different nozzle
flows are also corrected.
NOTICE! Write down the new injector codes before

installation. The codes comprise 6 characters on 2-pin
injectors and are located on the injector's electrical
connector below the SN number.
On 4 pin injectors the code comprises 9 characters

P0001354 located on the injector's electrical connector below the
SN number.
2 pin injector
1 Connect the VODIA tool.
2 Go into the “Service and maintenance” menu in
VODIA.
3 Select “Parameter, programming”.
4 Click “Run”.
5 Select the cylinder number corresponding to the
injector that has been changed.
6 Enter the new injector code. Click “OK”.
7 Close “Parameter, programming”.
8 VODIA will instruct you to “Turn off the main switch”;
follow subsequent instructions.
9 Report parameters according to items 10-13 in
"Program the control unit".
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30-2 Fault Tracing
Checking the injector coils

Tools:
9998699 Break-out box
88890074 Multimeter

IMPORTANT!
The system must be disconnected from the
electrical supply and the ignition key must be in the
0 position when the engine control unit connector is
disconnected or connected.
3 Connect 9998699 Break-out box and
9990014 Break-out cable as described in section
Connection of 9998699 Break-out box to EMS 2 in
chapter Repair Instructions, page 61.
measurements.
D9, D12, D16

Measurement points* Nominal value
Pin no. at 20 °C (68 °F)
24 – 59 R ≈ 3.5-4.5 Ω
16 – 59 R ≈ 3.5-4.5 Ω
32 – 59 R ≈ 3.5-4.5 Ω
56 – 60 R ≈ 3.5-4.5 Ω
48 – 60 R ≈ 3.5-4.5 Ω
40 – 60 R ≈ 3.5-4.5 Ω
24 – Battery negative Open circuit
terminal**
terminal**
terminal**
terminal**
terminal**
terminal**
NOTICE! The measurement should exclude short

circuiting or open circuit in the cable to the injector.
* Black connector A.
** Battery negative (–) on alternator or starter motor.
IMPORTANT!
Take great care when measuring inside the connector
to ensure that no pins are damaged.
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30-2 Fault Tracing
D11
Measuring points in Nominal value
connector A at 20 °C (68 °F)
Pin no.
20 – 62 R ≈ 1.4-3 Ω
12 – 62 R ≈ 1.4-3 Ω
28 – 62 R ≈ 1.4-3 Ω
24 – 59 R ≈ 1.4-3 Ω
16 – 59 R ≈ 1.4-3 Ω
32 – 59 R ≈ 1.4-3 Ω
52 - 61 R ≈ 1.4-3 Ω
44 - 61 R ≈ 1.4-3 Ω
36 - 61 R ≈ 1.4-3 Ω
56 - 60 R ≈ 1.4-3 Ω
48 - 60 R ≈ 1.4-3 Ω
40 - 60 R ≈ 1.4-3 Ω
20 - 57 Open circuit
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30-2 Fault Tracing
Checking negative cable, intake

manifold temperature sensor
Tools:
88890074 Multimeter


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

motor.
Checking signal cable, intake

manifold temperature sensor
Tools:
88890074 Multimeter

measurement.
D9, D12 3-4 U≈5V
D11, D16 1-2 U≈5V

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

temperature sensor
Tools:
88890074 Multimeter

NOTICE! Do not connect the other end of the
adapter cable to the engine cable harness, as this
may cause incorrect measurements.
3 Use multimeter 88890074 to measure the
resistance of the sensor.
D9, D12 D11, D16

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

sensor
Tools:
88890074 Multimeter

measurement.

1-4 U≈5V
Checking signal cable, oil pressure

sensor
Tools:
88890074 Multimeter


NOTICE! * The measurement should exclude short

circuiting or open circuit in the cable to the engine
control unit.
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30-2 Fault Tracing
Checking the oil pressure sensor

NOTICE! Combined sensor, oil pressure and oil
temperature (engine).
Tools:
88890074 Multimeter

measurement.

2-4 U ≈ 0,5 V*
NOTICE! * At normal atmospheric pressure
Checking negative cable, seawater

pressure sensor
Tools:
88890074 Multimeter


terminal
9998534
P0007190
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30-2 Fault Tracing
Checking supply cable, seawater

pressure sensor
Tools:
88890074 Multimeter
measurement.
4 NOTICE! Turn on ignition.

1–4 U≈5V
Checking signal cable, seawater

pressure sensor
Tools:
88890074 Multimeter

2 - Battery negative R ≈ 80 - 120 kΩ
terminal

unit.
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30-2 Fault Tracing
Checking the seawater pressure

sensor
Tools:
88890074 Multimeter

measurement.
4 Turn on ignition.

2–4 U ≈ 0,5 V
Checking negative cable, piston

cooling pressure sensor
D12, D16
Tools:
88890074 Multimeter


terminal
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30-2 Fault Tracing
Checking power supply cable,

piston cooling pressure sensor
D12, D16
Tools:
88890074 Multimeter

measurement.

1–2 U ≈ Battery voltage
Checking negative cable, piston

cooling pressure sensor
D11, D9
Tools:
88890074 Multimeter

4
terminal
9998534
P0007186
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30-2 Fault Tracing
Checking power supply cable,

piston cooling pressure sensor
D11, D9
Tools:
88890074 Multimeter

4 measurement.
9998534 Measurement points Nominal value

1–4 U≈5V
P0007186
Checking the piston cooling

pressure sensor
D11
Tools:
88890074 Multimeter

measurement.

2–4 U ≈ 0,5 V
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30-2 Fault Tracing
Checking negative cable, air inlet

pressure sensor
Tools:
88890074 Multimeter


negative*
negative*

motor.
Checking signal cable, air inlet

pressure sensor
Tools:
88890074 Multimeter


D9, D12 2 - 4* R ≈ 80 - 120 kΩ
D11, D16 4 - 1* R ≈ 80 - 120 kΩ
NOTICE! * measurements are taken to eliminate a

short circuit or open circuit in the engine control unit
cable.
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30-2 Fault Tracing
Checking the air inlet pressure

sensor
NOTICE! Combined sensor, charge air pressure/
charge air temperature
Tools:
88890074 Multimeter

4 Use multimeter 88890074 to do voltage

D9, D12 2-4 U ≈ 1,2 V*
D11, D16 1-4 U ≈ 1,1 V*
Checking supply cable, air inlet

pressure sensor
Tools:
88890074 Multimeter

measurement.

D9, D12 1-4 U≈5V
D11, D16 1-3 U≈5V
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30-2 Fault Tracing

temperature sensor
Tools:
88890074 Multimeter



motor.
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30-2 Fault Tracing
Checking signal cable, coolant

temperature sensor
Tools:
88890074 Multimeter

3 Use multimeter 88890074 to do voltage
1-2 U≈5V

7 Turn on ignition.
1-2 U ≈ 0,5 - 4,5V*
NOTICE! * Depending on temperature.
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30-2 Fault Tracing
Checking the coolant temperature

sensor
Tools:
88890074 Multimeter

break-out cable 9998534 or 885675 to the sensor.
Do not connect the other end of the adapter cable.
Set point at (Measurement points 1-2):

100 °C (212 °F) R ≈ 104 Ω ±4 Ω
80 °C (176 °F) R ≈ 190 Ω ±8 Ω
60 °C (140 °F) R ≈ 375 Ω ±20 Ω
40 °C (104 °F) R ≈ 800 Ω ±50 Ω
20 °C (68 °F) R ≈ 1870 Ω ±140 Ω
0 °C (32 °F) R ≈ 4930 Ω ±440 Ω
P0005119
°C Coolant Temperature
Ω Resistance
Checking supply cable, coolant

switch
Tools:
88890074 Multimeter
1 NOTICE! Turn off ignition

measurement.
4 Turn on ignition.
1-2 Battery voltage x 0.8
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30-2 Fault Tracing

switch
Tools:
88890074 Multimeter


Checking the coolant switch

Tools:
88890074 Multimeter
1 Undo the connector and remove the switch from the

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

resistance value.
Blue conductor - Black R≈0Ω
conductor (Coolant level too low)
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30-2 Fault Tracing
Checking supply cable, crankcase

pressure sensor
Tools:
88890074 Multimeter

measurement.
1-4 U≈5V
Checking negative cable, crankcase

pressure sensor
Tools:
88890074 Multimeter

4
9998534
motor.
P0007186
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30-2 Fault Tracing
Checking signal cable, crankcase

pressure sensor
Tools:
88890074 Multimeter

NOTICE! Measurements are taken to eliminate a short

circuit or open circuit in the engine control unit cable.


motor.
Checking the crankcase pressure

sensor
Tools:
88890074 Multimeter

measurement.
2-4 U ≈ 2,9 V*
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30-2 Fault Tracing
Checking signal cable, exhaust

temperature sensor
Tools:
88890074 Multimeter

measurement.
4 NOTICE! Turn on ignition.

1-2 U≈5V
Checking negative cable, exhaust

temperature sensor
Tools:
88890074 Multimeter


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30-2 Fault Tracing
Checking exhaust temperature

sensor
Tools:
88890074 Multimeter

2 Undo the connector from the sensor and remove
the sensor from the exhaust elbow. Check that the
sensor has no visible damage.
3 Use multimeter 9812519 to measure the resistance
between the two sensor contact pins. The
resistance must correspond to the values in the
table.
°C Exhaust Temperature
Ω Resistance
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30-2 Fault Tracing
Measuremen Nominal resistance value Nominal voltage value measured across the
t points sensor
1-2 R ≈ 185 Ω at -20° C U ≈ 0.78 V at -20° C
at
1-2 R ≈ 200 Ω at 0° C U ≈ 0.84 V at 0° C
1-2 R ≈ 220 Ω at 25° C U ≈ 0.90 V at 25° C
1-2 R ≈ 238 Ω at 50° C U ≈ 0.96 V at 50° C
1-2 R ≈ 276 Ω at 100° C U ≈ 1.08 V at 100° C
1-2 R ≈ 313 Ω at 150° C U ≈ 1.19 V at 150° C
1-2 R ≈ 349 Ω at 200° C U ≈ 1.29 V at 200° C
1-2 R ≈ 385 Ω at 250° C U ≈ 1.39 V at 250° C
1-2 R ≈ 420 Ω at 300° C U ≈ 1.48 V at 300° C
1-2 R ≈ 454 Ω at 350° C U ≈ 1.56 V at 350° C
1-2 R ≈ 488 Ω at 400° C U ≈ 1.64 V at 400° C
1-2 R ≈ 521 Ω at 450° C U ≈ 1.71 V at 450° C
1-2 R ≈ 554 Ω at 500° C U ≈ 1.78 V at 500° C
1-2 R ≈ 618 Ω at 600° C U ≈ 1.91 V at 600° C
1-2 R ≈ 679 Ω at 700° C U ≈ 2.02 V at 700° C
1-2 R ≈ 738 Ω at 800° C U ≈ 2.12 V at 800° C
1-2 R ≈ 795 Ω at 900° C U ≈ 2.21 V at 900° C
1-2 R ≈ 849 Ω at 1000° C U ≈ 2.30 V at 1000° C
Checking negative cable, oil

temperature sensor
D11, D12, D9
Tools:
88890074 Multimeter

4
9998534
motor.
P0007186
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30-2 Fault Tracing
Checking power supply cable, oil

temperature sensor
D11, D12, D9
Tools:
88890074 Multimeter

measurement.
3-4 U≈5V

7 Turn on ignition.
3-4 U ≈ 0.5 - 4.5 V
(depending on the
temperature)
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30-2 Fault Tracing
Checking the oil temperature

sensor
D11, D12, D9
NOTICE! * Combined sensor, oil pressure and oil

temperature (engine).
Tools:
88890074 Multimeter

break-out cable 9998534 or 885675 to the sensor.
Do not connect the other end of the adapter cable.
Measuremen Nominal value

kΩ t points
3-4 R ≈ 4981Ω +/- 503Ω
(at 0° C (32° F))
3-4 R ≈ 1900Ω +/- 163Ω
(at 20° C (68° F))
3-4 R ≈ 809Ω +/- 59Ω
(at 40° C (104° F))
3-4 R ≈ 378Ω +/- 24Ω
(at 60° C (140° F))
P0007238 C
3-4 R ≈ 191Ω +/- 10Ω
(at 80° C (176° F))
kΩ Resistance
°C Engine Oil Temperature
3-4 R ≈ 104Ω +/- 5Ω
(at 100° C (212° F))
3-4 R ≈ 60Ω +/- 3Ω
(at 120° C (248° F))
190 47700583 08-2017 © AB VOLVO PENTA

30-2 Fault Tracing
Checking negative cable, oil

temperature sensor
D13, D16
Tools:
88890074 Multimeter

NOTICE! * Battery negative (–) on alternator or

starter motor.
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30-2 Fault Tracing
Checking signal cable, oil

temperature sensor
D13, D16
Tools:
88890074 Multimeter

measurement.
3-4 U≈5V

6 Turn on ignition.
3-4 U ≈ 0,5 - 4,5 V
(depending on the
temperature)
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30-2 Fault Tracing
Checking the oil temperature

sensor
D13, D16
Tools:
88890074 Multimeter

cable.
measurements.
Measuremen Nominal value

t points
3-4 R ≈ 4981Ω +/- 503Ω
(at 0° C (32° F))
3-4 R ≈ 1900Ω +/- 163Ω
(at 20° C (68° F))
3-4 R ≈ 809Ω +/- 59Ω
kΩ (at 40° C (104° F))
3-4 R ≈ 378Ω +/- 24Ω
(at 60° C (140° F))
3-4 R ≈ 191Ω +/- 10Ω
(at 80° C (176° F))
3-4 R ≈ 104Ω +/- 5Ω
(at 100° C (212° F))
3-4 R ≈ 60Ω +/- 3Ω
(at 120° C (248° F))
P0007238 C
kΩ Resistance
°C Engine Oil Temperature
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30-2 Fault Tracing
Checking the starter motor solenoid

Tools:
88890074 Multimeter

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

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

2 Access the fuses by removing the cover.
3 Identify the pre-start relay.
4 Remove the relay from its protective box.
5 Undo the relay from the relay socket.
6 Measure the resistance between pins 85 and 86 on
the relay. Check that there is no short circuit or open
circuit.
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30-2 Fault Tracing
Checking the external stop voltage

potential
Tools:
9998699 Break-out box
88890074 Multimeter
1 Turn off ignition

3 Connect 9998699 Break-out box and
9990014 Break-out cable as described in section
Connection of 9998699 Break-out box to EMS 2 in
chapter Repair Instructions, page 61.
4 Turn on main switch.
5 Turn on ignition
measurement.

Pin A27 for the EMS2 (color: green) - Battery negative terminal U ≈ 0.8 x Battery voltage
(stop not activated)
Pin A27 for the EMS2 (color: green) - Battery negative terminal U ≈ Battery voltage
(stop activated)
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37-0 Wiring Diagrams
37-0 Wiring Diagrams
NOTICE! Please refer to publ. no. 47702819.
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39-0 General
39-0 General
Adjustment parameters for low-
speed or trolling function
The lowspeed or trolling function can be fine-tuned
using VODIA. Go into “parameter programming” and
adjust the parameters given below.
For Volvo Penta Lowspeed

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

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

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

HAZ (Maximum slip factor for VP Trolling - specifies
the value for maximum speed reduction). Enter a value
within the range specified for the parameter.
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39-0 General
Checking propeller rotation

ZF311 and ZF325 The connectors for the gear shift solenoids are
connected at the factory for left-hand rotation
1 with ”Forwards” gear. The cables are
marked ”PRIMARY” and ”SECONDARY”.
Check that the connectors are correctly joined up,

since there is no corresponding marking on the
reversing gear. Please refer to the adjacent
illustrations which show the cable connections for left-
hand rotation. Shift the connectors on the solenoid
valves over to obtain right-hand rotation.
6 2
IMPORTANT!
5
3 Check that the trolling valve cable is correctly
4 connected to the trolling valve*.
NOTICE! * Only reversing gear ZF311 and ZF325 can

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

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

1 Primary solenoid valve
2 Cable marking “PRIMARY”
4 3 Cable marking ”SECONDARY”
4 Secondary solenoid valve
1 3
2
P0008762
The illustration shows the cables connected for left-hand rotation.
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39-0 General
Index
Caption PID PPID SID PSID FMI
MID 128, PID 20, Extended Range Engine Coolant 20 1, 3, 5
Pressure, page 74
MID 128, PID 94 Fuel Delivery Pressure, page 76 94 1, 3, 5, 7
MID 128, PID 97 Water in fuel indicator, page 79 97 0, 3
MID 128, PID 98 Engine oil level, page 83 98 1, 3
MID 128, PID 100 Engine oil pressure, page 86 100 1, 3, 5
MID 128, PID 105 Intake manifold temperature, page 89 105 0, 4, 5
MID 128, PID 106 Air inlet pressure, page 92 106 0, 3, 5
MID 128, PID 110 Engine coolant temperature, page 95 110 0, 4, 5
MID 128, PID 111 Coolant level, page 98 111 1, 3
MID 128, PID 153 Crankcase pressure, page 100 153 0, 3, 5
MID 128, PID 158 ECU battery potential, page 103 158 1
MID 128, PID 163, Transmission range attained, page 104 163 9
MID 128, PID 173 Exhaust gas temperature, page 105 173 0, 4, 5
MID 128, PID 175 Engine oil temperature, page 107 (D9, D11, 175 0, 4, 5
D12)
Engine Oil Temperature (D16) 175 0, 4, 5
MID 128, PID 190 Engine speed, page 113 190 0
MID 128, PPID 3 Starter Output, page 114 3 3, 4, 5
MID 128, PPID 6 Key off input sensor, page 115 6 4, 11
MID 128, PPID 8 Piston Cooling Oil Pressure, page 117 (D9, 8 1
D12, D16)
Piston cooling oil pressure (D11) 8 1, 3, 5
MID 128, PPID 98 Engine sync acknowledge, page 121 98 9
MID 128, PPID 117 Engine protection status, page 122 117 7
MID 128, PPID 132 Throttle Calibrated Position, page 123 132 9
MID 128, PPID 267, Sea water pressure, page 124 267 1, 3, 5
MID 128, SID 1/2/3/4/5/6 Injector # 1-6, page 126 1/2/3/4/5/6 3, 4, 5, 7, 12
MID 128, SID 21 Engine position, page 130 21 2, 3, 8
MID 128, SID 22 Timing sensor, crank, page 133 22 2, 3, 8
MID 128, SID 32, Wastegate output driver, page 137 32 3, 4, 5
MID 128, SID 89 Air Compressor Actuator Circuit, page 140 89 3, 4, 5
MID 128, SID 232 5 V supply, page 142 232 3, 4
MID 128, SID 240 Program memory, page 143 240 2
MID 128, SID 254 Controller 1, page 144 254 3, 12
MID 128, SID 231 SAE J1939 data link, page 145 231 2, 9
MID 128, PSID 112 Exhaust Manifold Water Temperature 112 0, 3, 4, 5
Sensor #1, page 146
MID 128, PSID 216 Data Link, MID187, page 148 216 9
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39-0 General

Caption PSID FMI
MID 158, PSID 1, Primary battery circuit, page 149 1 3, 4
MID 158, PSID 2, Secondary battery circuit, page 150 2 3, 4
MID 158, PSID 4, 30 supply fuse, page 151 4 6
MID 158, PSID 5, EMS supply fuse, page 152 5 5, 6
MID 158, PSID 6, Extra supply fuse, page 154 6 6
200 47700583 08-2017 © AB VOLVO PENTA

Index
A Checking the coolant temperature sensor.............. 182
About this Workshop manual..................................... 2 Checking the crankcase pressure sensor.............. 185
Adjustment parameters for low-speed or trolling Checking the external stop voltage potential.......... 195
function................................................................... 197 Checking the fuel pressure sensor......................... 158
Checking the injector coils...................................... 168
C Checking the intake manifold temperature sensor. 171
Checking camshaft sensor..................................... 163 Checking the oil level sensor.................................. 166
Checking exhaust temperature sensor................... 187 Checking the oil level switch.................................. 165
Checking flywheel sensor....................................... 160 Checking the oil pressure sensor........................... 173
Checking negative cable, air inlet pressure sensor 178 Checking the oil temperature sensor.............. 190, 193
Checking negative cable, coolant pressure sensor 155 Checking the piston cooling pressure sensor......... 177
Checking negative cable, coolant switch................ 183 Checking the pre-start relay................................... 194
Checking negative cable, coolant temperature Checking the seawater pressure sensor................ 175
sensor..................................................................... 180 Checking the starter motor solenoid....................... 194
Checking negative cable, crankcase pressure Checking the wastegate valve................................ 159
sensor..................................................................... 184 Checking the water in fuel switch, fuel filter........... 162
Checking negative cable, exhaust temperature Component description............................................ 42
sensor..................................................................... 186 Component location................................................. 32
Checking negative cable, fuel pressure sensor...... 157
Checking negative cable, intake manifold D
temperature sensor................................................ 170 Design and Function.......................................... 32, 58
Checking negative cable, oil level switch............... 164 E
Checking negative cable, oil temperature Engine Protection Map............................................... 9
sensor............................................................. 188, 191 F
Checking negative cable, piston cooling Fault Codes.............................................................. 74
pressure sensor.............................................. 175, 176 Fault Tracing............................................................ 74
Checking negative cable, seawater pressure Function fault............................................................ 72
sensor..................................................................... 173
Checking negative cable, water switch, fuel filter... 161 G
Checking power supply cable, oil temperature General......................................................... 2, 32, 197
sensor..................................................................... 189 I
Checking power supply cable, piston cooling Index....................................................................... 199
pressure sensor.............................................. 176, 177 Injector trim............................................................. 167
Checking propeller rotation.................................... 198
M
Checking signal cable, air inlet pressure sensor.... 178
Measurements........................................................ 155
Checking signal cable, coolant pressure sensor.... 156
MID 128, PID 100 Engine oil pressure..................... 86
Checking signal cable, coolant temperature sensor 181
MID 128, PID 105 Intake manifold temperature....... 89
Checking signal cable, crankcase pressure sensor 185
MID 128, PID 106 Air inlet pressure......................... 92
Checking signal cable, exhaust temperature
MID 128, PID 110 Engine coolant temperature........ 95
sensor..................................................................... 186
MID 128, PID 111 Coolant level............................... 98
Checking signal cable, fuel pressure sensor.......... 158
MID 128, PID 153 Crankcase pressure.................. 100
Checking signal cable, intake manifold
MID 128, PID 158 ECU battery potential................ 103
temperature sensor................................................ 170
MID 128, PID 163, Transmission range attained... 104
Checking signal cable, oil pressure sensor............ 172
MID 128, PID 173 Exhaust gas temperature.......... 105
Checking signal cable, oil temperature sensor....... 192
MID 128, PID 175 Engine oil temperature...... 107, 110
Checking signal cable, seawater pressure sensor. 174
MID 128, PID 190 Engine speed............................ 113
Checking signal cable, water switch, fuel filter....... 161
MID 128, PID 20, Extended Range Engine
Checking supply cable, air inlet pressure sensor... 179
Coolant Pressure...................................................... 74
Checking supply cable, coolant pressure sensor... 155
MID 128, PID 94 Fuel Delivery Pressure................. 76
Checking supply cable, coolant switch................... 182
MID 128, PID 97 Water in fuel indicator................... 79
Checking supply cable, crankcase pressure
MID 128, PID 98 Engine oil level.............................. 83
sensor..................................................................... 184
MID 128, PPID 117 Engine protection status......... 122
Checking supply cable, fuel pressure sensor......... 157
MID 128, PPID 132 Throttle Calibrated Position.... 123
Checking supply cable, oil level switch.................. 164
MID 128, PPID 267, Sea water pressure............... 124
Checking supply cable, oil pressure sensor........... 172
MID 128, PPID 3 Starter Output............................. 114
Checking supply cable, seawater pressure sensor 174
MID 128, PPID 6 Key off input sensor.................... 115
Checking supply cable, water switch, fuel filter...... 160
MID 128, PPID 8 Piston Cooling Oil Pressure 117, 120
Checking the air inlet pressure sensor................... 179
MID 128, PPID 98 Engine sync acknowledge........ 121
Checking the coolant pressure sensor................... 156
Checking the coolant switch................................... 183
47700583 08-2017 © AB VOLVO PENTA 201

MID 128, PSID 112 Exhaust Manifold Water
Temperature Sensor #1......................................... 146
MID 128, PSID 216 Data Link, MID187.................. 148
MID 128, SID 1/2/3/4/5/6 Injector # 1-6.................. 126
MID 128, SID 21 Engine position........................... 130
MID 128, SID 211 Sensor Supply Voltage #2
(+5 V DC)................................................................. 81
MID 128, SID 22 Timing sensor, crank.................. 133
MID 128, SID 231 SAE J1939 data link................. 145
MID 128, SID 232 5 V supply................................. 142
MID 128, SID 240 Program memory...................... 143
MID 128, SID 253 Calibration memory EEPROM ... 82
MID 128, SID 254 Controller 1............................... 144
MID 128, SID 32, Wastegate output driver............. 137
MID 128, SID 89 Air Compressor Actuator Circuit. 140
MID 158, PSID 1, Primary battery circuit................ 149
MID 158, PSID 2, Secondary battery circuit........... 150
MID 158, PSID 4, 30 supply fuse........................... 151
MID 158, PSID 5, EMS supply fuse....................... 152
MID 158, PSID 6, Extra supply fuse....................... 154
R
Repair Instructions................................................... 61
Repair instructions...................................................... 3
S
Safety Information.................................................... 26
Safety Instructions.................................................... 26
Special Service Tools............................................... 30
Specifications, Electrical............................................. 5
Switches and Senders................................................ 5
W
Wiring Diagrams..................................................... 196
202
References to Service Bulletins
Group No. Date Refers to
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Date:...................................................................
Name:.................................................................
AB Volvo Penta
Service Communication
Dept. CB22000
SE-405 08 Gothenburg
Sweden
47700583 English 08--2017

Workshop Manual D9, D11, D12, D13, D16 Marine Engine

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Workshop Manual D9, D11, D12, D13, D16 Marine Engine

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Workshop Manual E

Group 30 Electrical system

D9, D11, D12, D13, D16

Safety and Other Instructions

General, Complete Vehicle Software

Cables and fuses

47700583 08-2017 © AB VOLVO PENTA 1

Volvo Penta accepts no responsibility for damage or

2 47700583 08-2017 © AB VOLVO PENTA

47700583 08-2017 © AB VOLVO PENTA 3

Lock nuts Anaerobic agents.

Strength Classes Safety regulations for fluorocarbon

Sealing compounds etc. WARNING!

In each service manual section concerned, the WARNING!

4 47700583 08-2017 © AB VOLVO PENTA

03-3 Specifications, Electrical

Switches and Senders

Sensor, fuel pressure

Camshaft sensor / flywheel sensor

Combined sensor (D13, D16), oil level / oil temperature (engine)

47700583 08-2017 © AB VOLVO PENTA 5

Combined sensor, oil pressure / oil temperature (transmission)

Combined sensor (D13), inlet air pressure / intake manifold temperature

Sensor, coolant temperature

Sensor, crankcase pressure

6 47700583 08-2017 © AB VOLVO PENTA

Sensor, seawater pressure

Sensor, coolant pressure

Sensor, piston cooling pressure

Switch, coolant level

Switch, piston cooling pressure

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Switch, oil level (D9, D12)

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Engine Protection Map

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Low lube oil pressure

Piston cooling pressure

Detection: Very rapid and high crankcase pressure increasings.

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Sensors Warning / Rpm map Derating

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Sensors Warning / Alarm Alarm level Derating level Derating

Coolant level Low (ON / closed) - -

Switches Engine Shutdown System

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Sensors Warning / Rpm map Condition

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Soft derate, D13

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05-1 Safety Instructions

This symbol is used on certain operations to indicate the following:

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47700583 08-2017 © AB VOLVO PENTA 27

Do not touch the connections during start