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Workshop Manual B

Group 30 2(0)

D4/D6
Table of Content

General Information
00-0 General ............................................................................................. 2

Specifications
03-3 Specifications, Electrical ................................................................ 7
Electrical System ................................................................................. 7
Engine Protection Map ........................................................................ 9

Safety and Other Instructions


05-1 Safety Instructions ........................................................................ 10

Special tools
08-2 Special Service Tools ................................................................... 15

General, Complete Vehicle Software


30-0 General ........................................................................................... 16
Design and Function ......................................................................... 28
30-2 Fault Tracing ................................................................................. 33
Fault Codes ........................................................................................ 33
Measurements .................................................................................. 100
VODIA Log Parameters ................................................................... 106

Cables and fuses


37-0 Wiring Diagrams ......................................................................... 109

Miscellaneous
39-0 General ......................................................................................... 114
Index ......................................................................................................... 115
References to Service Bulletins ............................................................ 117

47704208 01-2019 © 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.

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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 holding fixture. Maintenance work is technical specification may dramatically increase the
often carried out on site, 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.
! DANGER! Some systems, e.g. fuel systems, often require
special expertise and test equipment. A number of
! WARNING! components are factory-sealed, for among other
things environmental reasons. Warranty-sealed
! CAUTION!
components may not be worked on without
authorization to perform such work.
IMPORTANT!, NOTICE!
are by no means comprehensive since not everything Remember that most chemical products, incorrectly
can be foreseen as service work is carried out in the used, are harmful to the environment. Volvo Penta
most varied of circumstances. We call attention to recommends the use of biodegradable degreasers
risks that may occur due to incorrect handling during whenever components are cleaned, unless otherwise
work in a well-equipped workshop using working specified in the Service Manual. When working
methods and tools tried and tested by us. outdoors, take especial care to ensure that oils and
wash residues etc. are correctly properly for
The service manual describes work operations
destruction.
carried out with the aid of Volvo Penta Special Tools,
where such have been developed. Volvo Penta
Special Tools are designed to ensure the safest and
Tightening torques
most rational working methods possible. It is Tightening torques for vital fasteners that must be
therefore the responsibility of anyone using tools or applied using a torque wrench are indicated in the
working methods other than those we recommend to Service Manual, chapter Tightening torques and in
ensure that no risk of personal injury or mechanical the Manual's work descriptions. All torque indications
damage is present, or that malfunction can result. apply to clean threads, bolt heads and mating faces.
Indicated torque data apply to lightly-oiled or dry
In some cases, special safety regulations and user threads. If lubricants, locking fluids or sealants are
instructions may be in force for the tools and required for fasteners, the correct type will be noted
chemicals mentioned in the Service Manual. These in the job description.
regulations must always be followed, and no special
instructions regarding this are to be found in the
Torque, angle tightening
Service Manual.
When torque/angle tightening, the fastener is
By taking these basic precautions and using common tightened to a specified torque, and tightening then
sense it will be possible to guard against most continues through a pre-determined angle.
elements of risk. A clean workplace and a clean
product will eliminate many risks of personal injury Example: For 90° angle tightening, the fastener is
and malfunction. turned a further 1/4 turn in one sequence, after 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.

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00-0 General

Lock nuts Anaerobic agents.


These agents cure (harden) in the absence of air.
Removed locknuts may not be re-used; they must be These preparations are used when two solid
replaced by new ones, as locking properties are components, e.g. two cast components, are fitted
impaired or lost with re-use. together without a gasket. Common uses are also to
In the case of lock nuts with plastic inserts the lock and seal plugs, stud threads, taps, oil pressure
tightening torque indicated must be reduced if the nut monitors etc.
has the same nut height as a standard, all-metal
hexagonal nut. Hardened anaerobic preparations are glassy and for
Reduce the torque by 25% for bolt sizes of 8 mm or this reason, the preparations are colored to make
larger. them visible. Hardened anaerobic preparations are
In the case of lock nuts with plastic inserts with a high highly resistant to solvents, and old compound
nut-height (where the all-metal thread is as high as a cannot be removed. On re-assembly, it is important
standard hexagonal nut), the indicated torque to carefully degrease and wipe dry components first,
applies. before applying new sealant in accordance with the
instructions.
Strength classes
Safety regulations for fluorocarbon
Nuts and bolts are subdivided into different strength
classes. The classification is shown by a marking on rubber
the bolt head. Markings of a higher number indicate Fluorocarbon rubber is a common material in sealing
stronger material. For example, a bolt marked 10-9 is rings for shafts, and in O-rings, for example.
stronger than one marked 8-8.
When fluorocarbon rubber is exposed to high
For this reason, it is important that when bolts are temperatures (above 300°C/572°F), hydrofluoric acid
removed they are returned to their original locations can form. This is highly corrosive. Contact with the
on re-assembly. When replacing bolts check the skin can result in severe chemical burns. Splashes in
applicable Spare parts catalogue to ensure the your eyes can result in chemical wounds. If you
correct bolt is used. breathe in the fumes, your lungs can be permanently
damaged.
Sealing compounds etc.
To ensure service work is correctly carried out it is WARNING!
important that the correct type of sealants and locking Seals must never be cut with a torch, or be burnt
fluids are used on joints where such are required. afterwards in an uncontrolled manner. Risk for
poisonous gases.
In each service manual section concerned, the
sealants used in product manufacture are indicated. WARNING!
The same sealants, or sealants with equivalent Always use chloroprene rubber gloves (gloves for
properties, must be used for maintenance work. chemicals handling) and goggles. Handle the
removed seal in the same way as corrosive acid. All
Make sure that mating surfaces are dry and free from residue, including ash, can be highly corrosive. Never
oil, grease, paint and anti-corrosion agent before use compressed air to blow clean.
applying sealant or locking fluid. Always follow the Put the remains in a plastic container, seal it and
manufacturer's instructions regarding applicable apply a warning label. Wash the gloves under running
temperatures, hardening times and such. water before removing them.
Two basic types of compound are used: The following seals are most probably made from
RTV preparations (Room Temperature fluorocarbon rubber:
Vulcanizing). Seal rings for the crankshaft, camshaft, idler shafts.
Used most often together with gaskets, e.g. sealing
gasket joints, or are brushed on gaskets. RTV O-rings, regardless of where they are installed. O-
sealants are completely visible when the part has rings for cylinder liner sealing are almost always
been removed. Old RTV sealant must be removed made of fluorocarbon rubber.
before the component is sealed again. Use
denatured alcohol. Please note that seals which have not been
exposed to high temperature can be handled
normally.

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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,
Tightening torque
where such have been developed. Volvo Penta
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 Torque, angle tightening
special instructions about this in the workshop
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.

47704208 01-2019 © AB VOLVO PENTA 5


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

03-3 Specifications, Electrical

Electrical System
Technical Data
Switch, water in fuel
Voltage 12 V / 24 V
Connector 3 pin
Max tightening tourque 2 Nm (1.5 lbf.ft.)

Sensor, oil pressure


Voltage 5V
Connector 3 pin
Working pressure range 0–700 kPa (0-7 bar) (0–101.5 kPa)
Type Linear
Max tightening tourque 30 Nm (22 lbf.ft.)

Sensor, rail pressure


Voltage 5V
Connector 3 pin
Working pressure range 0–180 MPa (0–26107 PSI)
Type Linear

Speed sensor, crankshaft / camshaft


Connector 2 pin
Type Inductive sensor

Combination sensor, air inlet pressure / inlet manifold temperature


Voltage 5V
Connector 4 pin
Working pressure range 50–400 kPa (0.5-4 bar) (7.3–58.0 PSI)
Working temperature range -40 °C to +130 °C (-40 °F to +262 °F)
Type Linear/NTC
Max. tightening torque 20 Nm (14.8 lbf.ft.)

Sensor, coolant / fuel temperature


Voltage 5V
Connector 2 pin
Temperature measurement range -40 °C to +150 °C (-40 °F to +302 °F)
Type NTC
Max. tightening torque 30 Nm (22 lbf.ft.)

Sensor, exhaust manifold water temperature


Connector 2 pin
Type Pt-200
Max. tightening torque 25 Nm (18.4 lbf.ft.)

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03-3 Specifications, Electrical

Switch, coolant level


Connector 2 pin
Type Reed switch

Alternator
Voltage 14 V / 28 V
Capacity 115 A / 80 A

Starter motor
Voltage 12 V / 24 V
Capacity 3.6 kW / 5.0 kW

Idling adjustment (low idle)


Idling speed can be adjusted to the following values:
D4: 700-750 rpm
D6: 600-650 rpm

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03-3 Specifications, Electrical

Engine Protection Map


Engine protection maps are not updated.
For the latest version, please refer to the Volvo Penta
Sales Support Tool, Technical data for concerned
engine type.

Sensors Alarm Alarm level (1) Derating level (2) Condition/delay Engine
switch derate
Air inlet pressure - 350 kPa - - No
(50.8 psi)
Coolant level When closed Low level - - No
Coolant temperature - 96 °C 96 °C - Soft derate
(204.8 °F) (204.8 °F)
Fuel temperature - 60 °C 60 °C 12 seconds delay System derate
(140 °F) (140 °F)
Intake manifold - 60 °C - - No
temperature (140 °F)
Exhaust manifold water - 90 °C - - No
temperature (194 °F)

Oil pressure 300 rpm 600 rpm 1200 rpm 2000 rpm 4000 rpm Condition/delay Engine derate
Alarm level 50 kPa 100 kPa 150 kPa 150 kPa 250 kPa - -
(7.3 psi) (14.5 psi) (21.8 psi) (21.8 psi) (36.3 psi)
Derating level 50 kPa 100 kPa 150 kPa 150 kPa 250 kPa 2 seconds delay System derate
(7.3 psi) (14.5 psi) (21.8 psi) (21.8 psi) (36.3 psi)

Soft derate 96 °C (204.8 °F) 105 °C (221 °F)


Remaining torque 100 % 50 %

System derate
When system derate is triggered only limited torque is available.

1. Yellow lamp
2. Red lamp

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05-1 Safety Instructions

05-1 Safety Instructions


Safety Information
This workshop manual contains repair instructions,
descriptions and technical data for products or product
drawings from Volvo Penta. Check that you have the
correct workshop manual.

Read the safety information below and the section About this Workshop manual and Repair instructions
carefully before beginning any work with repairs or service.

!
In the workshop manual and on the product, this symbol is used to call your attention to the fact that this is safety
information. Always read such information very carefully.
Warning 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 make you aware of something that may cause minor damage or a minor malfunction to the product or
property.

NOTICE! Is used to make you aware of important information that will facilitate the work or operation in progress.

This symbol is used on certain functions 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 informs you that supplemental information needs to be read. And where necessary information can
be found.

This symbol is used when a VODIA computer is needed, either for troubleshooting, testing or programming.

A compilation of safety precautions that must be taken and risks which you must be aware of is presented
in the following pages.

10 47704208 01-2019 © AB VOLVO PENTA


05-1 Safety Instructions

Immobilize the engine by turning off the power Avoid opening the coolant filling cap when the
! supply with the main switch(es) and lock it ! engine is hot. Steam or hot coolant may spray
(them) in the off position before starting work. out and the system can lose pressure. Open the
Place a warning notice at the main switch. filler cap slowly, and release the pressure in the
cooling system if the filler cap or valve has to be
opened, or if a plug or coolant hose has to be
removed while the engine is hot.

As a general rule, all service operations must be Hot oil can cause burn injuries. Avoid exposing
! carried out with the motor stopped. However, ! your skin to hot oil. Make sure that the
some work, such as adjustments, will require lubrication system is not under pressure before
the engine to be running. Approaching a any work is begun. Never start or run an engine
running engine is a safety risk. Remember that without the oil filler cap in place. Hot oil under
loose clothing and long hair can fasten in pressure can spray out.
rotating parts and cause serious personal
injury.

Be aware of hot surfaces (exhaust pipes, Never start the engine without the air filter in
! turbocharger, charge air pipe, starting heaters, ! place. The rotating compressor turbine in the
etc.) and hot liquids in supply lines and hoses turbocharger can cause severe injury. Foreign
on an engine that is running or has just stopped. objects entering the intake ducts can also cause
A careless movement or a dropped tool may, in mechanical damage. Install all protective
the worst case, result in personal injury when covers before starting the engine.
working in the vicinity of a running engine.

Make sure that all warning and information Only start the engine if the surrounding
! decals on the product are always visible. ! ventilation is satisfactory. When operating in a
Replace decals that have been damaged or confined space, exhaust fumes and crankcase
painted over. gases must be led away from the engine
compartment or workshop area.

Avoid getting oil on the 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. Used oil is such as degreasing agents, paints and
more dangerous than fresh oil from a health solvents, are health hazards. Carefully read the
aspect. Use protective gloves and avoid oil- instructions on the product packaging! Always
soaked clothes and rags. Wash regularly, follow the safety directions for a product, e.g.
especially before eating. Use suitable with regard to use of protective mask, glasses,
protective creams to counteract skin dryness gloves, etc. Make sure that other personnel are
and to aid dirt removal. not exposed to substances that are health
hazards. Ensure good ventilation. Handle used
and leftover chemicals in the prescribed
manner.

Turn off the engine and disconnect the power at Only make connection adjustments with the
! the main switch(es) before starting work on the ! engine switched off.
electrical system.

47704208 01-2019 © AB VOLVO PENTA 11


05-1 Safety Instructions

Always wear protective goggles if there is a risk Never start the engine with the valve cover
! of splinters, sparks and splashes from acid or ! removed. There is a risk of personal injury.
other chemicals. Your eyes are extremely
sensitive, injury to them could result in
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 seacock/cooling
water inlet valve before starting work on the
cooling system.

All fuels, and many chemicals, are flammable. Make sure that rags soaked in oil or fuel and
! Never allow open flames or electrical sparks in ! used fuel and oil filters are stored safely. Oil-
the their vicinity. Gasoline, certain solvents and soaked rags may ignite spontaneously in
hydrogen from batteries are extremely certain conditions. Used fuel and oil filters are
flammable and explosive in the right environmentally hazardous waste and must be
concentration in air. No smoking! Ensure the taken to an approved waste management
work area is well ventilated and take the facility for correct handling, as must any used
necessary safety precautions before welding or lubricating oil, contaminated fuel, paint residue,
grinding work is begun. Always ensure that solvents, degreasers and wash residue.
there are fire extinguishers close at hand in the
work area.

Batteries must never be exposed to open Never work alone when dismantling heavy
! flames or electrical sparks. Never smoke in the ! components, even when using lifting equipment
vicinity of the batteries. During charging they such as lifting devices with lockable blocks. Two
generate hydrogen gas, which is explosive people are usually required when using a lifting
when mixed with air. This gas mixture is easily device; one to operate the lifting device and the
ignited and highly explosive. A spark, which can other to make sure the components do not
be caused by incorrect battery connection, is collide with objects and suffer damage during
enough to cause the battery to explode and the hoist.
cause serious damage.

Do not touch the connections during a starting


attempt. Spark hazard! Do not lean over
batteries.

Never mistake the positive (+) for the negative Use the loops on the engine when lifting it.
! (-) battery pole when installing batteries. ! Always check that the hoisting equipment is in
Incorrect pole connections can result in serious good condition and has the capacity to lift the
damage to electrical equipment. Refer to the engine (engine weight including gearbox and
wiring diagram. any auxiliary equipment installed). The engine
Always wear protective goggles when charging must be lifted with a properly adjusted lifting
or handling the batteries. The battery electrolyte boom to ensure safe handling and avoid
contains sulfuric acid which is highly corrosive. damage to components fitted to the top of the
Rinse immediately with plenty of water and engine. All chains or wires must run parallel to
soap if battery electrolyte comes into contact each other and be as perpendicular to the
with unprotected skin. If you get battery acid in engine as possible. If the engine has equipment
your eyes, flush at once with a generous fitted that alters its center of gravity, special
amount of water, and get medical assistance at lifting devices may be required to achieve the
once. correct balance for safe handling. Never carry
out any work on an engine that is only
suspended by lifting equipment.

12 47704208 01-2019 © AB VOLVO PENTA


05-1 Safety Instructions

The components in the electrical and fuel Take extreme care when searching for fuel
! systems on Volvo Penta products are designed ! system leaks and testing fuel injector nozzles.
and manufactured to minimize the risk of fire Wear safety goggles. The jet from a nozzle is
and explosion. The engine must not be under very high pressure and has great
operated in areas where there are explosive penetration power. Fuel can penetrate deep
materials or gases. into body tissue and cause severe injury. There
is a risk of blood poisoning (septicemia).

Only use fuels and lubricating oils as Never use a high-pressure washer to clean the
! recommended by Volvo Penta. Refer to the ! engine.
operator's manual for the product concerned. Pay attention to the following when using a high-
Using 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 aim the water jet at seals,
injectors. In the case of diesel engines, low- rubber hoses or electrical components.
quality fuel may cause the control rod to stick
and the engine to overrev with the risk of engine
damage and personal injury as a result. Low-
quality fuel and oils may lead to higher service,
maintenance and repair costs.

Under no circumstances may fuel pipes be bent When overhauling an engine, perform leakage
! or straightened. Cracks may occur. Damaged ! and functional checks as necessary.
pipes must be replaced.

47704208 01-2019 © AB VOLVO PENTA 13


05-1 Safety Instructions

14 47704208 01-2019 © AB VOLVO PENTA


08-2 Special Service Tools

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


Adapter cable for sensor tool Used for taking readings.
testing. Complete tool.

9998699 Break-out box 88890117 Break-out cable


Used for taking readings. For use with 9998699 Break-
out box.

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30-0 General

30-0 General
General advice
The following must be done before fault General advice on working with EVC
tracing continues, to avoid changing engines:
functional sensors: The following advice must be followed to avoid
• If there is an active / inactive fault code damage to the engine ECU and other electronics.
Remove the connector from the sensor.Check
IMPORTANT!
that there is no oxidation and that the connector
pins are not damaged. If there is a fault, please The system must be disconnected from system
refer to the instructions in chapter Fault tracing voltage (by cutting the current with the main switch)
of cables and connectors, page 18. and the starter key(s) must be in the 0 position when
the engine control module connectors are
NOTICE! Some fault codes become inactive disconnected or connected.
when the engine is stopped. Start the engine to
check whether the fault code is still inactive with • Never disconnect the current with the main
the engine running. switches when an engine is running.

• After an action with the connector • Never undo a battery cable when the engine is
Put the connector(1) back. Check if the fault running.
code becomes inactive. Check faults that could • Turn the main switches off or disconnect the
be related to that specific sensor. If the fault battery cables during quick charging of the
remains, measure the cables and sensors to batteries.
check them, as instructed.
NOTICE! During normal trickle charging, it is not
necessary to turn the main switches off
• Only batteries may be used for start help. A help
start device can produce a very high voltage and
damage the control unit and other electronics
• If a connector is disconnected from a sensor, be
very careful to avoid allowing the contact pins to
come into contact with oil, water or dirt.

1. No grease in the connector.

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30-0 General

Erasing fault codes

Engine ECU
D4/D6 generation A/B/C/D/E
Inactive fault codes will be erased after ignition has
been turned on five times.

D4/D6 gen. F before W1319


D4/D6 (with engine generation F) delivered before
W1319 that still hasn’t been upgraded with “Data set
II” will have inactive fault codes erased after ignition
has been turned on five times.
When upgraded with “Data set II” it will have inactive
fault codes erased after ignition has been turned on 50
times.

D4/D6 engines from W1319


D4/D6 engines delivered from W1319 will have
inactive fault codes erased after ignition has been
turned on 50 times.

Network
The system has two types of communication buses.

CAN
A data link (CAN bus) links the nodes to each other.
CAN (“Controller Area Network”) is an industrial
standard for distributed systems.
The CAN bus consists of a pair of copper conductors
which are twisted 30 times per meter. The nodes
communicate via the CAN bus and they form a network
together, which exchanges information and benefits
from each other’s services.
The CAN bus is a serial bus and is the primary control
bus.

J1587
The communication bus, J1587, is also used for
accessories and for diagnostics.
This is a serial bus in accordance with standard SAE
J1708.

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30-0 General

Fault tracing of cables and


connectors
Tools:
88890074 Multimeter

Measuring the engine cables


Two types of measurement are done on the engine
cable harness, both resistance measurement and
voltage measurement.

The measurements are done to ensure that no open


circuits or short circuits occur.

If there is an open circuit, the resistance is infinite, and


if there is a short circuit, it is close to zero. The
resistance values given in the workshop manual are
approximate, and should be regarded as guidelines.

NOTICE! The engine must be shut off and the current


disconnected with the main switch, to ensure that the
measured values are correct during resistance
measurement.

All resistance measurements are done at +20°C (+68


°F) and with a cold engine.

Check all connectors visually


Check the following:
Look for oxidation which can impair contact in
connectors.

Check that terminals are undamaged, that they are


correctly inserted into their connectors, and that the
cable is correctly terminated in the terminal.

If possible, shake the cables and pull the connectors


during measurement to discover whether the cable
harness is damaged.

Check that the cables are not damaged. Avoid


clamping cables in tight bends close to the connector.

Contact problems
Intermittent contact or temporary recurring faults can
be difficult to fault trace, and are frequently caused by
oxidation, vibration or poorly terminated cables.

Wear can also cause faults. For this reason, avoid


disconnecting a connector unless it is necessary.

Other contact problems can be caused by damage to


pins, sockets and connectors etc.

Shake cables and pull connectors during


measurement, to find where the cable is damaged.

Contact resistance and oxidation


Resistance in connectors, cables and junctions should
be 0 Ω. A certain amount of resistance will occur,
however, because of oxidation in connectors.

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30-0 General

If this resistance is too great, malfunctions occur. The


amount of resistance that can be tolerated before
malfunctions occur varies, depending on the load in the
circuit.

Open circuit
Possible reasons for faults could be chafed or broken
cables, or connectors which have come undone.

Use the wiring schedule to check the cables which are


relevant to the function. Start off with the most probable
cable 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 ~ 0
Ω.
• If possible, shake the cables and pull the connectors
during measurement to discover whether the cable
harness is damaged. Look out for pushbacks in the
connector.
• Check the next cable system in the wiring schedule
if no fault has been found.

Short circuit
Possible reasons for faults could be short circuit
between cables.

Use the wiring schedule to check the cables which are


relevant to the function. Start off with the most probable
cable 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 all ends of the cable. Nominal value ~
infinite Ω.

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30-0 General

Manual fault tracing in bus cables


Tools:
88890074 Multimeter

IMPORTANT!
Cut the current with the main switch before the cables
are disconnected.

Use the multimeter to check the bus cables. The


conductors in the bus cables should not be in contact
with each other.
Disconnect a bus cable at each end and measure the
resistance between the pins to check this. The
multimeter should show infinite resistance between
each pin. If the resistance is less than infinite, there is
a fault.
It can be difficult to check whether there is a cable fault
in the bus cable when it is installed in the boat. For this
reason, always keep checked bus extension cables in
the fault-tracing equipment.
Connect the extension cable to one end of the boat’s
bus cable and run it back to the other end of the bus
cable, to allow each conductor to be checked
individually. After this, all the pins can be checked.
If the CAN bus cables between the engine ECU and
the PCU need to be checked, the resistance can also
be checked when the cables are connected to the
other end.

1 Disconnect the PCU.


2 Measure the resistance between pin XX (yellow/
white conductor and pin XX (grey/ yellow
conductor) against the engine ECU.
Measurement points Nominal value
CAN H – CAN L R ≈ 120 Ω

3 Repeat the measurement in the other direction.


Connect the PCU and disconnect the engine ECU.
4 Measure the resistance between pin XX (yellow/
white conductor and pin XX (grey/yellow
conductor) towards the PCU.
Measurement points Nominal value
CAN H – CAN L R ≈ 120 Ω

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30-0 General

Checking alternator brushes


Valid for alternator 3587218 and 3840182.

Alternator brush removal

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
8

P0008406

5 If the brush is worn beyond the wear limit line, 5


mm (0.2"), it must be replaced.

5mm
P0008407

Alternator brush installation


1 Take care to that the brushes are placed
according to the illustration when installing.

P0008408

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30-0 General

Checking the starter motor voltage


Tools:
88890074 Multimeter

General
If battery voltage falls below 12.4 V(1), 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 12.7 V. When the open circuit voltage drops to
12.5 V, the battery is half charged.

Voltage measurement, check


1 Check that the battery voltage is at least 12.4 V
when unloaded by using 88890074 Multimeter to
measure between the battery poles.
2 Turn on the main switch.
3 Check the voltage drop between the B+ terminal at
the starter motor and battery plus.
Check the voltage drop between the B- terminal at
the starter motor and battery minus.
P0008397
A maximum voltage drop of 0.2 V between the
alternator and the battery is allowed.

1. Measured on the batteries.

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30-0 General

Checking the charging system


Generally about alternators: Tools:
The voltage output from an alternator must be limited 88890074 Multimeter
to prevent the elecrolyte in the battery to evaporate.
The alternator output is regulated (limited) by the Fault tracing charging system
voltage regulator in the alternator. The maximum Battery check
current that the alternator can deliver at regulated
voltage output depends on the alternator revolution. 1 Check the water level in the battery.
To make the alternator charging more efficient a 2 Check that all connectors at the battery are
sense cable between the alternator and the battery+ correctly assembled.
can be added to compensate if there is a voltage drop Look for poor contact, bad crimping.
in the cable between the alternator and the battery+.
NOTICE! It is the consumers (batteries included) 3 Check the condition of the cables to the battery.
which decides the output current from the alternator. Look for oxidation.
4 Check, if possible, the specific gravity of all cells.
Measurements
when no charge
1 Engine off.
1 Check the alternator belt tension.
2 Use 88890074 Multimeter to do a voltage
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 are correctly assembled.
12.7 V / 25.4 V. Look for poor contact, bad crimping.
3 Engine on. Run at 1500 rpm. 3 Check the voltage drop between the alternator
and all the way to the battery. A maximum
4 Use 88890074 Multimeter to do a voltage
voltage drop of 0.2 V is allowed.
measurement over the battery and also over the
alternator. The nominal charging voltage over 4 Check the condition of all cables in the charging
the battery/alternator should be approx. system. Look for oxidation.
14.0-14.4 V / 28.0-28.8 V.
5 Check the brushes length and condition.
If the sense cable is disconnected the output
voltage will rise. when undercharge
5 If the voltage value is incorrect disconnect all 1 Check the alternator belt tension.
consumers except the battery. Disconnect any
charge distributors. Run the engine and redo the 2 Check that all connectors at the alternator and
measurement at stage 4. at the battery are correctly assembled.
Look for poor contact, bad crimping.
6 Use 88890074 Multimeter to do a current output
measurement from the alternator. 3 Check the voltage drop between the alternator
and all the way to the battery. A maximum
voltage drop of 0.2 V is allowed.
13.5 V
Alternator speed Current output at 20° C 4 Check the condition of all cables in the charging
1500 rpm min. 44 A system. Look for oxidation.
2500 rpm min. 81 A 5 Check the brushes length and condition.
5000 rpm min. 111 A
when overcharge
27.0 V 1 Regulator fault. Replace alternator.
Alternator speed Current output at 20° C
1500 rpm min. 12 A
2500 rpm min.46 A
5000 rpm min. 70 A

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30-0 General

Rail pressure measurement


Tools:
885675 Break-out cable
88890074 Multimeter

This measurement is used for measuring the rail


V pressure. For example if the engine doesn´t start this
measurement can show the rail pressure while the
engine is cranking. If it is air in the system the rail
pressure could be too low for the engine control unit to
activate injection.
1 NOTICE! Starter key in position 0.
2 Undo the connector from the sensor.
3 Connect 885675 Break-out cable between the
sensor and the engine ECU.
4 Use 88890074 Multimeter for voltage
measurement. Connect the COM from the
multimeter to measurement point 1. Connect V
from the multimeter to measurement point 2.
5 NOTICE! Starter key in position I. The multimeter
should now show 0.5 V which is equal to 0 Mpa.
6 When cranking the engine, read the voltage value
on the multimeter and look in the table which
75 pressure the voltage equals.
8856
5
4

NOTICE! To activate injection a rail pressure of at least


3

2
1

2 20 MPa (2900 psi) is demanded for the D4/D6 engines.


1

P0013317

Voltage 0.5 0.95 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7
MPa 0 20.3 22.5 27.0 31.5 36.0 40.5 45.0 49.5 54.0
PSI 0 2944 3263 3916 4568 5221 5874 6527 7179 7832
Voltage 1.8 1.9 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.7
MPa 58.5 63.0 67.5 72.0 76.5 81.0 85.5 90.0 94.5 99.0
PSI 8485 9137 9790 10443 11095 11748 12401 13053 13706 14359
Voltage 2.8 2.9 3.0 3.1 3.2 3.3 3.4 3.5 3.6 3.7
MPa 103.5 108.0 112.5 117.0 121.5 126.0 130.5 135.0 139.5 144.0
PSI 15011 15664 16317 16969 17622 18275 18927 19580 20233 20885
Voltage 3.8 3.9 4.0 4.1 4.2 4.3 4.4 4.5
MPa 148.5 153.0 157.5 162.0 166.5 171.0 175.5 180.0
PSI 21538 22191 22843 23496 24149 24801 25454 26107

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30-0 General

Electrical Welding
1 NOTICE! Cut the power with the main switch.

IMPORTANT!
The system must be disconnected from the
electrical supply and the ignition keys must be in
the 0 position when the engine control unit
connector is disconnected or connected.(1)
2 Disconnect the three connectors to the engine
control unit before welding is begun. Turn the
locking arm down at the same time as the
connector is pulled out.(2)
3 Disconnect all connections to the alternator.
Connect the welding ground clamp to the
component to be welded, or as close to the weld
site as possible. The clamp must never be
connected to the engine or in such a way that
current can pass through a bearing.

IMPORTANT!
When welding is completed, the disconnected
components (alternator cables and battery cables
etc.) must be connected in the correct sequence.
The battery cables must always be connected
last.

P0009923

1. NOTICE! Check that the seal is in the correct position when


connecting the connector.
2. NOTICE! Both of the small plastic pins must be pressed in (see
arrows) to allow the two smaller connectors to be disconnected.

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30-0 General

Malfunctions
Fault code information
• MID (“Message Identification Description”): • SID (“Subsystem Identification 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 Identification 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 low” 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

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30-0 General

Design and Function


Component description

Air inlet pressure / Intake manifold


temperature sensor
The air inlet pressure and the intake manifold
temperature are measured by a combined sensor
located in the inlet manifold on the left side of the
engine.
The sensor is supplied by a 5 V reference voltage from
the engine ECU.

The air inlet pressure sensor measures the absolute


pressure, which is the sum of the air inlet pressure and
atmospheric pressure (300 kPa (43.5 psi) thus
corresponds to an air inlet pressure of 200 kPa (29.0
psi) when atmospheric pressure is 100 kPa (14.5 psi)).
P0017489 The pressure signal is a voltage signal which is
proportional to the absolute pressure.

The intake manifold temperature sensor consists of a


nonlinear resistor, whose resistance varies with the
intake manifold temperature. The resistance falls as
the temperature rises.

Coolant water temperature sensor


The sensor is located on the exhaust manifold, on the
right side of the engine. The sensor consists of a non-
linear resistor, whose resistance varies with the
coolant temperature.

The resistance falls as the coolant temperature rises.


The engine ECU monitors an internal voltage drop that
changes when the resistance of the sensor changes.

P0017490

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30-0 General

Fuel temperature sensor


The sensor is mounted on the bracket for the
secondary fuel filter on the right side of the engine.
The sensor consists of a non-linear resistor, whose
resistance varies with the fuel temperature.

The resistance falls as the fuel temperature rises.


The engine ECU monitors an internal voltage drop that
changes when the resistance of the sensor changes.

P0017491

Cam sensor (engine position)


The camshaft position sensor is located at the rear on
the right side of the cylinder head and is identical with
the engine speed sensor. The sensor is inductive, and
reads off a toothed wheel on the exhaust camshaft.

The toothed wheel has one tooth per cylinder plus a


synchronisation tooth, i.e: five teeth on the D4 engines
(four of which are located inside one interval) and,
seven teeth on the D6 engines (six of which are located
inside one interval).

The impulses from the cam position sensor provide the


engine ECU with nformation about the cylinder which
is next in line for fuel injection.
P0017492

Flywheel sensor (engine speed)


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

It reads the crankshaft position and speed by means


of 58 small holes drilled on the outer radius of the
flywheel, plus a distance without holes.

The output signal from the sensor is a sinus wave


whose amplitude and frequency depends of the engine
revolution. Once a revolution the amplitude and
frequency drops momentarily to zero which gives the
engine ECU information of the crankshaft position.

The sinus waved signal is read by the engine ECU,


P0017493
which calculates the injection advance and the amount
of fuel to be injected.

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30-0 General

Oil pressure sensor


Oil pressure is measured by a pressure sensor
installed in the engine block on the left side of the
engine.

The sensor measures the oil pressure in the main oil


gallery. The sensor is supplied by a 5 V reference
voltage from the engine ECU.

The pressure signal is a voltage signal which is


proportional to the engine oil pressure.

P0017494

Water in fuel switch


The water in fuel switch consists of a measurement
probe containing two measurement points,
galvanically isolated by a layer of insulation. The
measurement probe is in contact with the fuel.

When there is no water in the fuel, the resistance


between the measurement points is very high. If there
is any water in the fuel, the resistance drops.

P0017495

Rail pressure sensor


The sensor is mounted on the left of the engine, at the
front of the distribution manifold (“rail”) which
distributes fuel to the injectors. The sensor is supplied
by a 5 V reference voltage from the engine ECU.

The rail pressure sensor senses the fuel pressure and


converts this to a voltage which is registered by the
engine ECU.

P0017496

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30-0 General

Coolant level switch


The coolant level in the engine is monitored by a level
switch and is a magnetic influenced switch.

The coolant level switch is installed in the bottom of the


expansion tank which is located at the front of the
engine. The level switch has two output states: open/
closed.

The level switch consists of two sections, the actual


switch and a magnetic float which is built into the
expansion tank. The switch senses the position of the
magnetic float. When the coolant level drops, the float
operates the monitor and a closed circuit is formed.
P0017500

Stop relay
The stop relay is located under the top cover. The stop
relay is used when an external stop button is used or
if a fire alarm system is used.

When the relay is pulled the voltage input to the engine


ECU pin 89 is cut and the engine will shut down.

If the relay is triggered, the PCU will set fault codes for
missing communication with MID 128.

P0017497

Voltage converter
An engine with a 12 V system is equipped with a
DC/DC converter. The DC/DC converter stabilize the
voltage supplied to the engine ECU during the cranking
sequence. The DC/DC converter also supplies the
EVC system.

Circuit breaker
The engine and the EVC system have a fully automatic
over-voltage protector built into the voltage converter.
If there is an intermittent fault, re-setting is done
automatically.

P0017498

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30-0 General

Magnetically controlled proportional


valve (MPROP)
The magnetically controlled proportional valve
(MPROP), which is located in the high pressure pump,
regulates the rail pressure.

The MPROP valve operates to ensure that the correct


rail pressure is retained despite varying engine speed
and loading. The MPROP regulates the fuel flow
through the high pressure pump. Higher flow through
the MPROP equals higher fuel pressure in the rail.

The control signal from the engine ECU to the MPROP


valve is a PWM (pulse width modulated) signal.
P0017499
The fuel flow through the valve is regulated by the
PWM signal.

The width of the signal decides the flow. A wider signal


gives less flow. The valve is currentless during the
cranking sequence which will give maximum pressure.

No current, open circuit, to the MPROP valve gives full


fuel flow and the high pressure pump generates
maximum pressure. In that case the pressure relief
valve will open and dump the fuel pressure in the rail.

Fuses
The engine has two over-voltage protection circuit
breakers.

The 50 A circuit breaker (1) is for the power trim pump


and the 20 A circuit breaker (2) is for the engine ECU.
These are reset by pressing the button on the over-
voltage protection circuit breaker.

P0017575

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30-2 Fault Tracing

30-2 Fault Tracing

Fault Codes
Coolant Level
Low coolant level
Fault code explanation: NOTICE! No fault code is generated for low coolant level.
Fault indication: Yellow alarm status
Symptom: None
Conditions for fault code: NOTICE! No fault code is generated for low coolant level.
Suitable action: 1 Check the coolant level.
NOTICE! The low coolant alarm can be activated if the boat is heeled
over to port, although the coolant level would appear to be correct. This
is because of the position of the monitor on the right side of the
expansion tank, whereas the filler opening is located on the left.
2 Check that no coolant leakage occurs.
3 Check the level switch cables.
4 Change the level switch.

Circuit description
Pin 44 on the engine ECU provides pin 1 on the level
switch with a voltage. Pin 2 on the level switch is
connected to battery negative via pin 19 on the engine
ECU.

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30-2 Fault Tracing

MID 128, PID 91 Accelerator pedal


position, %
FMI 9 – Abnormal update rate
Fault code explanation: The throttle control signal is missing on the J1939 bus between the engine
ECU and the PCU.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine speed limit
Possible concurrent displayed • MID 128, SID 231 SAE J1939 data link (FMI 9)
fault code:
• MID 128, PSID 216 Data Link, MID187 (FMI 4)
Conditions for fault code: The engine ECU is not receiving a valid throttle signal from the PCU.
DTL = 100 ms
Possible reason: • Auto configuration not performed
• CAN H signal between engine ECU and the PCU short circuited to
battery voltage.
• Short circuit between CAN H and the ignition signal in the cables
between the engine ECU and the PCU.
• Open circuit in both CAN L and CAN H between the HCU and the PCU.
The fault occurs when a gear is engaged.
• Faulty throttle control
Suitable action: 1 Perform a Vodia parameter log.
2 Perform an auto configuration.
3 Check if there are any other faultcodes that could be the root cause of
the problem.
4 Check all cables and connectors between the engine ECU and the
PCU.
5 Check the throttle control cables and connections.
Logging parameter: • Accelerator Pedal position, page 108 (MID 128)
• Throttle calibrated position, page 108 (MID 164 / MID 187)

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30-2 Fault Tracing

MID 128, PID 97 Water in fuel


indicator

MID 128: Engine control unit

FMI 0 – Data valid but above normal operational range


Fault code explanation: Water in fuel
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine could stop if there is a short circuit in the water in fuel switch power
supply cables.
Conditions for fault code: Water in the fuel trap has been detected.
Possible reason: • Water in the fuel filter.
• Short circuited monitor signal cable to battery voltage or 5 V voltage.
• Faulty water in fuel switch
• Intermittent contact in the power supply or negative cable to the switch.
The fault code is shown as being inactive.
Suitable action: 1 Empty the water tap under the fuel filter or secondary fuel filter.
2 Empty the fuel tank sludge trap.
3 If there is an inactive fault code:
Check the cables and connectors between the water in fuel switch and
the engine ECU.
4 Check the water in fuel switch.

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30-2 Fault Tracing

FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor/Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine could stop if there is a short circuit in the water in fuel switch power
supply cables.
Conditions for fault code: Abnormal update rate. Evaluated only during the engine ECU power up
sequence
Possible reason: • Open circuit in any of the cables to the switch (engine control unit sets
a fault code when the ignition is turned on, not if a fault occurs during
operation).
• Short circuited switch signal cable to battery negative.
• Short circuited switch power supply cable to battery negative.
• Poor battery status/capacity If the battery status/capacity is too low, the
supply voltage to the engine ECU could be, momentarily, too low and
set this DTC.
• Faulty water in fuel switch
Suitable action: 1 Check all cables and connectors between the water in fuel switch and
the engine ECU.
2 Check the battery status/capacity.
3 Check the water in fuel switch.

Circuit description
At a threshold resistance (water has been detected),
the switch, pin 1, will give a signal output which is
proportional to the switch supply voltage.

Pin 16 on the engine ECU provides pin 2 on the switch


with battery voltage. Pin 3 on the switch is connected
to battery negative via pin 3 on the engine ECU.

Sensor Engine ECU Signal type


Pin 1 13 U (high/low)
Pin 2 16 bat+
Pin 3 3 bat-

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MID 128, PID 100 Engine oil pressure


FMI 0 – Data valid but above normal operational range
Fault code explanation: The engine oil pressure is too high.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine derates according to the engine protection map.
Conditions for fault code: Oil pressure exceeds the set value in the engine protection map.
DTL = 2000 ms
Possible reason: • Engine oil contaminated or has too high viscosity.
• Faulty reduction valves
• Faulty sensor
Suitable action: 1 Log the oil pressure by using Vodia. P(norm at idle speed) = 200-300
kPa (29.0–43.5).
Notice at what oil pressure the fault code is set. If the logged oil pressure
value is static when the engine is running/revs up the oil pressure
sensor must be checked.
2 Check the oil level in the engine.
3 Check that the oil filters are not blocked. Change oil filters and engine
oil. Be sure not to overfill the engine.
4 Change the reduction valves. Please refer to Lubrication system in D4 /
D6 Workshop manual Group 20–26.
Logging parameter: • Engine oil pressure, page 106

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30-2 Fault Tracing

FMI 1 – Data valid but below operational range


Fault code explanation: The engine oil pressure is too low.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: The engine oil pressure is depending on the engine revolution. The engine
oil pressure is below the set value of the engine protection parameter. (For
parameters, see the engine protection map.)
DTL = 2000 ms
Possible reason: • Too low engine oil level
• Engine oil contaminated or too thin (low viscosity)
• Blocked oil filter
• Blocked oil suction pipe
• Faulty reduction valves
• Worn oil pump
• Fault in pressure relief valve.
• Faulty oil pressure sensor.
Suitable action: 1 Log the oil pressure by using Vodia. P(norm at idle speed) = 200-300
kPa (29.0–43.5).
Notice at what oil pressure the fault code is set. If the logged oil pressure
value is static when the engine is running/revs up the oil pressure
sensor must be checked.
2 Check the oil level in the engine.
3 Check that no oil leakage occurs.
4 Check the oil pressure with a manometer. Please refer to Lubrication
system in D4 /D6 Workshop manual Group 20–26.
5 Check that the oil filters are not blocked. Change oil filters and engine
oil. Be sure not to overfill the engine.
6 Change the reduction valves. Please refer to Lubrication system in D4 /
D6 Workshop manual Group 20–26.
7 Change the pressure relief valve and check the oil pump.
Logging parameter: Engine oil pressure, page 106

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FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 33 on engine ECU exceeds 4.95 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor signal cable to battery voltage or 5 V voltage.
• Open circuit in sensor signal cable.
• Open circuit in sensor negative cable.
• Open circuit, all cables missing.
• Faulty sensor
Suitable action: 1 Check all cables and connectors 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: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 33 on engine ECU is less than 0.37 V.
DTL = 2000 ms
Possible reason: • Open circuit in 5 V supply cable to sensor.
• Short circuited sensor signal cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 5 – Current below normal or open circuit


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 33 on engine ECU exceeds 5.05 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor supply cable to battery voltage.
• 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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FMI 6 – Current above normal or short circuit to battery negative


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 33 on engine ECU is less than 4.50 V.
DTL = 2000 ms
Possible reason: • Short circuited 5 V sensor supply cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Abnormal update rate.
DTL = 2000 ms
Possible reason: • Faulty sensor
• A/D conversion failed (fault in engine ECU).
Suitable action: 1 Check the sensor.
2 Change the engine ECU.

Circuit description
Pin 9 on the engine ECU provides pin 1 on the sensor
with an operating voltage of +5 V. Pin 4 on the sensor
is connected to battery negative via pin 19 on the
engine ECU.

The output signal from the pressure sensor (pin 2 on


sensor to pin 33 on the engine ECU) is a voltage signal
which is proportional to the oil pressure (after the oil
filters).

Sensor Engine ECU Signal type


Pin 1 9 +5 V
Pin 2 33 0.5-4.5 V
Pin 4 19 bat-

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MID 128, PID 105 Intake manifold


temperature

MID 128: Engine control unit

FMI 3– Voltage above normal or short circuit to higher voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 29 on engine ECU exceeds 4.80 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor signal cable to battery voltage or 5 V voltage.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the intake manifold temperature sensor.

FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 29 on engine ECU is less than 0.30 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor signal cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the intake manifold temperature sensor.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 29 on engine ECU exceeds 4.74 V.
DTL = 2000 ms
Possible reason: • Open circuit in sensor signal cable.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the intake manifold temperature sensor.

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Circuit description
The engine ECU pin 29 provides sensor pin 2 with a
reference voltage of +5 V. Pin 1 on the sensor is
connected to battery negative via pin 21 on the engine
ECU.

Sensor Engine ECU Signal type


Pin 1 21 bat-
Pin 2 29 0-5 V (temp.)
Pin 3 10 +5 V
Pin 4 28 0.5-4.5 V (pressure)

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MID 128, PID 106 Air inlet pressure

MID 128: Engine control unit

FMI 0 – Data valid but above normal operational range


Fault code explanation: Air inlet pressure is too high
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Air inlet pressure exceeds the set value of the engine protection parameter.
(For parameters, please refer to Administration, page 9)
DTL = 3000 ms
Possible reason: • Faulty air inlet pressure sensor
• Wrong turbocharger / supercharger installed.
• The magnetic coupling does not disengage the supercharger.
Suitable action: 1 Logg the air inlet pressure by using Vodia. Notice at what air inlet
pressure the fault code is set. If the logged air inlet pressure value is
static when the engine is running/revs up the air inlet pressure sensor
must be checked.
2 Check the sensor by checking the inlet air pressure with a manometer.
3 Check the compressor unit. The turbocharger must comply with the
specification for the engine.
4 On D4-260 and D6-350 engines only:
Check that the magnetic coupling disengages the supercharger at
engine speeds above:

D4-260 appr. 2350 rpm


D6-350 appr. 2200 rpm

If changing the magnetic coupling, please refer to the D4 / D6 Workshop


manual Group 20–26.
Logging parameter: • Air inlet pressure, page 106 (abs. pressure)
• Boost pressure, page 106 (relative pressure)

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FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: The voltage on pin 28 on engine ECU exceeds 4.90 V.
DTL = 3000 ms
Possible reason: • Short circuited sensor signal cable to 5 V voltage or battery voltage.
• Open circuit in sensor signal cable.
• Open circuit in sensor negative cable.
• Open circuit, all cables missing.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 4 – Voltage below normal or shorted to lower voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 28 on engine ECU is less than 0.2 V.
DTL = 3000 ms
Possible reason: • Open circuit in sensor 5 V supply cable.
• Short circuited sensor signal cable 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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FMI 5 – Current below normal or open circuit


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 10 on engine ECU exceeds 5.2 V.
DTL = 3000 ms
Possible reason: • Short circuited sensor 5 V supply cable to battery voltage.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

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


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 10 on engine ECU is less than 4.5 V.
DTL = 3000 ms
Possible reason: • Short circuited sensor 5 V supply cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Abnormal update rate
DTL = 3000 ms
Possible reason: • Faulty sensor
• A/D conversion failed (fault in engine ECU).
Suitable action: 1 Check the sensor.
2 Change the engine ECU.

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Circuit description
Sensor supply voltage (+5 V) is taken from pin 10 on
the engine ECU and battery negative from pin 21.

The output signal from the pressure sensor, pin 4 on


sensor to pin 28 on the engine ECU, is a voltage signal
which is proportional to the absolute pressure.

Sensor Engine ECU Signal type


Pin 1 21 bat-
Pin 2 29 0-5 V (temp.)
Pin 3 10 +5 V
Pin 4 28 0.5-4.5 V (pressure)

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MID 128, PID 108 Barometric


pressure

MID 128: Engine control unit

FMI 0 – Data valid but above normal operational range


Fault code explanation: Too high atmospheric pressure
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: The atmospheric pressure exceeds 200 kPa (29 psi).
DTL = 2000 ms
Possible reason: • The engine ECU has been exposed to extreme pressure.
• Fault in engine ECU.
Suitable action: 1 Log the barometric pressure.
2 Change the engine ECU.
Logging parameter: Barometric pressure, page 106

FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Atmospheric pressure sensor failure
DTL = 2000 ms
Possible reason: Fault in engine ECU.
Suitable action: 1 Change the engine ECU.

FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Atmospheric pressure sensor failure
DTL = 2000 ms
Possible reason: Fault in engine ECU.
Suitable action: 1 Change the engine ECU.

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FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Atmospheric pressure sensor failure
DTL = 2000 ms
Possible reason: Fault in engine ECU.
Suitable action: 1 Change the engine ECU.

Circuit description
The sensor that is measuring the atmospheric
pressure is installed inside the engine ECU.

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MID 128, PID 110 Engine coolant


temperature

MID 128: Engine control unit

FMI 0 – Data valid but above normal operational range


Fault code explanation: Coolant temperature too high
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine derates according to the engine protection map.
Conditions for fault code: Coolant water temperature exceeds the set value of the engine protection.
(For more parameters, please refer to Administration, page 9.)
DTL = 2000 ms
Possible reason: • Coolant level too low
• Crushed/leaking/blocked hose on the suction side (seawater)
• Damaged drive belt to the coolant pump
• Blocked seawater filter
• Worn impeller in seawater pump
• Faulty thermostat
• Poor flow through the sea water system
• Faulty temperature sensor
• Blocked heat exchanger
• Incorrect or faulty pressure cap on expansion tank
• Worn coolant pump
Suitable action: 1 Log the coolant temperature by using Vodia. Notice at what coolant
temperature the fault code is set. If the logged coolant temperature
value is static when the engine is running/revs up the coolant
temperature sensor must be checked.
2 Check coolant level.
3 Check the cooling system for leakage and squeezed hoses.
4 Check the drive belt to the coolant pump.
5 Check that the sea water filter is not blocked.
6 Check the impeller in the sea water pump.
7 Check the thermostat. Please refer to Coolant system in D4 / D6
Workshop Manual Group 20–26.
8 Check function of coolant temperature sensor.
9 Clean the heat exchanger in the cooling system.
10 Check and overhaul the coolant pump if necessary. Please refer to
Coolant system in D4 / D6 Workshop Manual Group 20–26.
Logging parameter: Engine coolant temperature, page 107

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FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 36 on engine ECU exceeds 4.80 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor signal cable to battery voltage or 5 V voltage.
• Faulty sensor
Suitable action: 1 Check all cables and connectors 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: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 36 on engine ECU is less than 0.25 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor signal cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 36 on engine ECU exceeds 4.74 V.
DTL = 2000 ms
Possible reason: • Open circuit in signal cable to temperature sensor.
• Open circuit in negative cable to temperature sensor.
• 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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Circuit description
The engine ECU pin 36 provides sensor pin 1 with a
reference voltage of +5 V. Pin 2 on the sensor is
connected to battery negative via pin 18 on the engine
ECU.

Sensor Engine ECU Signal type


Pin 1 36 0-5 V
Pin 2 18 bat-

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MID 128, PID 158 ECU battery


potential
FMI 0 – Data valid but above normal operational range
Fault code explanation: Fault in charging circuit.
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Battery voltage at engine ECU exceeds 16.0 V(1) alt. 32.0 V(2).
DTL = 2000 ms
Possible reason: • Faulty external charging device connected to the system
• Faulty regulator in the alternator
Suitable action: 1 Check the output voltage from the alternator. Please refer to Checking
the charging system.
Logging parameter: ECU battery potential, page 108

1. Engines with 12 V system voltage


2. Engines with 24 V system voltage.

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FMI 1 – Data valid but below operational range


Fault code explanation: Fault in charging circuit.
Fault indication: Warning is displayed in the tachometer/display.
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Battery voltage at engine ECU is less than 10.0 V(1) alt. 16.0 V(2).
DTL = 2000 ms
Possible reason: • Alternator belt
• Flat / poor batteries
• Fault in cables or connectors for battery / alternator
• Faulty regulator/alternator
• Fault in DC/DC converter.(1)
Suitable action: 1 Check batteries and alternator. Please refer to Checking the charging
system.
2 Check all cables and connectors for poor connection or faulty cables
from the:
- batteries
- main switch
- alternator
- starter motor
- 6-pin connector at the starter motor
- DC/DC converter
- main relay
- supply connections at the engine ECU.
3 Check the DC/DC converter.(1)
Measure the input and output voltages (please refer to the wiring
diagram).
Logging parameter: ECU battery potential, page 108

1. Engines with 12 V system voltage


2. Engines with 24 V system voltage.

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FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Fault in charging circuit.
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Battery voltage at engine ECU exceeds 19.0 V(1) alt. 38.0 V(2).
DTL = 2000 ms
Possible reason: • Faulty external charging device connected to the system
• Faulty regulator in the alternator
Suitable action: 1 Check the output voltage from the alternator. Please refer to Checking
the charging system.

FMI 4 – Voltage below normal or shorted to lower voltage


Fault code explanation: Fault in charging circuit.
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Battery voltage at engine ECU is less than 6.0 V(1) alt. 12.0 V(2).
DTL = 2000 ms
Possible reason: • Alternator belt
• Fault in battery, cables or connectors.
• Faulty alternator
• Fault in DC/DC converter.
Suitable action: 1 Check batteries and alternator.
2 Check all cables and connectors for poor connection or faulty cables
from the:
- batteries
- main switch
- alternator
- starter motor
- 6-pin connector at the starter motor
- DC/DC converter
- main relay
- supply connections at the engine ECU.
3 Check the DC/DC converter.(1)
Measure the input and output voltages (please refer to the wiring
diagram).

1. Engines with 12 V system voltage


2. Engines with 24 V system voltage.

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FMI 9 – Abnormal update rate


Fault code explanation: Fault in charging circuit.
Fault indication: None
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Abnormal update rate.
DTL = 2000 ms
Possible reason: • A/D conversion failed (fault in engine ECU).
• Faulty alternator
• Fault in engine ECU.
Suitable action: 1 Check the output voltage from the alternator. Please refer to Checking
the charging system.
2 Change the engine ECU.

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MID 128, PID 164 Injection Control


Pressure

MID 128: Engine control unit

FMI 0 – Data valid but above normal operational range


Fault code explanation: Too high rail pressure.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine derates according to the engine protection map.
• Engine is shut off if pressure relief valve does not open.
• Excessive pressure in the fuel system can damage the drive shaft
sealing at the high pressure pump.
Conditions for fault code: Fuel pressure exceeds the set value of the engine protection parameter.
DTL = 500 ms
Possible reason: • Low fuel level.
• Blocked fuel filter
• Fault in fuel pump proportional valve (MPROP).
• Air in the fuel system. Air leakage before the fuel feed pump.
• Faulty sensor
• Faulty pressure relief valve
• Faulty injectors, leakage in combustion chamber or injector does not
open.

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Suitable action: 1 Log the rail pressure by using Vodia. If the engine can be started, notice
at what rail pressure the fault code is set. If the logged rail pressure
value is static when the engine is running the rail pressure sensor must
be checked.
2 Check the fuel level. If air gets into the system, the high pressure pump
can start to compensate for fuel pressure drop. The result can be
oscillating fuel pressure.
3 Change the fuel filter. If the filter is blocked, the high pressure pump
can start to compensate for fuel pressure drop. The result can be
oscillating fuel pressure.
4 Check the MPROP cables and connectors. If there is an open circuit to
the MPROP valve the fault code MID 128, SID 57 will also be set.
5 Check for air by testing the negative pressure in the fuel pipes / fuel
filter. Please, refer to Fuel system in D4 / D6 Workshop manual Group
20-26.
6 Check the fuel pressure delivered from the high pressure pump. Please,
refer to Fuel system in D4 / D6 Workshop manual Group 20-26.
7 If the pressure relief valve does not open when the pressure is too high
the engine ECU will shut down the engine. The fault code MID128, PSID
53 will also be set. Change the pressure relief valve.
Please, refer to Fuel system in Workshop manual Group 20-26.
Logging parameter: Injection control pressure, page 107

In order for the engine to start: Minimum appr. 200 bar (2900 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 400 bar
(5800 psi).
At maximum throttle and full load: Approx 1,600 bar (23200 psi).

If the engine does not start because the pressure is below appr. 200 bar (2900
psi), the return flow from the injectors can be checked.

FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 27 on engine ECU exceeds 4.99 V.
DTL = 500 ms
Possible reason: • Short circuited sensor signal cable to battery voltage or 5 V voltage.
• Open circuit in sensor negative cable.
• Open circuit in signal cable.
• Open circuit, all cables missing.
• 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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FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 27 on engine ECU is less than 0.35 V.
DTL = 500 ms
Possible reason: • Open circuit in sensor 5 V supply cable.
• Short circuited sensor signal cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 5 – Current below normal or open circuit


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 12 on engine ECU exceeds 5.20 V.
DTL = 500 ms
Possible reason: • Short circuited sensor 5 V supply cable to battery voltage.
• 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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FMI 6 – Current above normal or short circuit to battery negative


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 12 on engine ECU is less than 4.50 V.
DTL = 500 ms
Possible reason: • Short circuited sensor 5 V supply cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Abnormal update rate.
DTL = 500 ms
Possible reason: • Faulty sensor
• A/D conversion failed (fault in engine ECU).
Suitable action: 1 Check the sensor.
2 Change the engine ECU.

Circuit description
Pin 12 on the engine ECU provides pin 3 on the sensor
with a voltage of +5 V. Pin 1 on the sensor is connected
via pin 20 on the engine ECU to battery negative.

Sensor Engine ECU Signal type


Pin 1 20 bat-
Pin 2 27 0-4.5 V
Pin 3 12 +5 V

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MID 128, PID 174 Fuel temperature


FMI 0 – Data valid but above normal operational range
Fault code explanation: Fuel temperature too high.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Derate according to the engine protection map.
Conditions for fault code: Fuel temperature exceeds the set value of the engine protection parameter.
(For more parameters, please refer to Administration, page 9.)
DTL = 2000 ms
Possible reason: • Low fuel level in tank.
• Blocked seawater filter
• Crushed/leaking/blocked seawater hose on suction side
• Blocked fuel cooler
• Blocked fuel filters
• Excessive heat transfer to fuel tank, sensor or fuel pipe
• Faulty sensor
• Worn impeller in seawater pump
Suitable action: 1 Check the fuel level/fill the tank up with fuel.
NOTICE! High temperature, caused by fast return flow of fuel to the
tank, is reduced when the fuel tank is more filled up.
2 Clean the seawater filter.
3 Check for crushed/leaking/blocked sea water hoses on suction side.
4 Check that the fuel cooler is not blocked.
5 Change the fuel filters (primary and secondary filter).
6 Check the installation of the fuel tank and fuel pipes. See if something
is radiating heat against the fuel system.
7 Check the fuel temperature sensor.
8 Check the impeller and the seawater pump.
Logging parameter: Fuel temperature, page 107

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FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 34 on engine ECU exceeds 4.80 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor signal cable to battery voltage or 5 V voltage.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 4 – Voltage below normal or shorted to lower voltage


Fault code explanation: Faulty sensor / Fault in sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 34 on engine ECU is less than 0.25 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor signal cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check the sensor.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor / Fault in sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 34 on engine ECU exceeds 4.74 V.
DTL = 2000 ms
Possible reason: • Open circuit in negative cable to sensor.
• Open circuit in signal cable to sensor.
• 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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Circuit description
The engine ECU pin 34 provides the sensor pin 1 with
a reference voltage of +5 V. Pin 2 on the sensor is
connected to battery negative via pin 17 on the engine
ECU.

Sensor EECU Signal type


pin 1 34 0-5 V
pin 2 17 bat-

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MID 128, PID 190 Engine speed


FMI 0 – Data valid but above normal operational range
Fault code explanation: Faulty sensor / Faulty sensor circuit / Engine speed calculation error
Fault indication: None
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Engine speed calculation error. Fault in signal from flywheel sensor
Possible reason: • Short circuited sensor supply cable to battery voltage.
• Short circuited sensor negative cable to battery voltage.
• Short circuited sensor supply cable to battery negative.
• Open circuit in sensor supply cable.
• Open circuit in sensor negative cable.
• Incorrectly installed sensor (wrong distance to flywheel)
• Electrical interference in the speed signal
• Damaged flywheel
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check that the flywheel sensor is correctly installed and that no swarf
has collected on the sensor.
3 Check the flywheel sensor.

FMI 2 – Data erratic, intermittent or incorrect


Fault code explanation: Faulty sensor / Faulty sensor circuit / Engine speed calculation error
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Engine derates according to the engine protection map.
Possible reason: The camshaft sprocket index does not come when it should.
Suitable action: 1 Check camshaft setting.

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FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Synchronization error
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Engine do not start.
Conditions for fault code: No synchronization between camshaft and crankshaft
Possible reason: Misalignment between the flywheel position and the camshaft position
Suitable action: 1 Check the alignment between the flywheel position and the camshaft
position.

FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Engine speed calculation error
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Engine derates according to the engine protection map.
Conditions for fault code: Software error
Suitable action: 1 Check that the correct engine ECU software is used.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty sensor / Faulty sensor circuit / Engine speed calculation error
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Engine speed calculation error. Fault in signal from camshaft sensor.
Possible reason: • Short circuited sensor supply cable to battery voltage.
• Short circuited sensor negative cable to battery voltage.
• Short circuited sensor supply cable to battery negative.
• Open circuit in sensor supply cable.
• Open circuit in sensor negative cable.
• Incorrectly installed sensor (wrong distance to flywheel)
• Electrical interference on position signal
• Damaged flywheel
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check that the flywheel sensor is correctly installed and that no swarf
has collected on the sensor.
3 Check the flywheel sensor.
4 Check the flywheel for damages.

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


FMI 2 – Data erratic, intermittent or incorrect
Fault code explanation: Fault in injector circuit.
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine does not run on all cylinders.
• Reduced engine performance
Conditions for fault code: Decay error. The activation time of the injector solenoid is too long, which
increases the volume of fuel.
Possible reason: • Fault in the wiring between the engine ECU and the injector.
• Faulty injector
• Faulty engine ECU
Suitable action: NOTICE! Identify the injector that the fault code applies to.
1 Check all wiring and the connectors between the engine ECU and the
injector.
2 Perform a Vodia run up test.
3 Change the engine ECU.

FMI 3 – Short to battery voltage, injector low voltage side


Fault code explanation: Fault in injector circuit.
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine does not run on all cylinders.
• Reduced engine performance
Conditions for fault code: Short circuit to battery voltage on injector low voltage side.
Possible reason: D4:
• Short circuit between battery voltage and one of the injector cables on
pins 12, 13 or 15, 16.
• Short circuit between the cables for one injector. Either to one of
injectors 1, 2 or to one of cylinders 3, 4.

D6:
• Short circuit between battery voltage and one of the injector cables on
pins 12, 13, 16 or 6, 14, 15.
• Short circuit between the cables for one injector. Either to one of
injectors 1, 2, 3 or to one of cylinders 4, 5, 6.
• Faulty injector
Suitable action: 1 Check all wiring and the connectors between the engine ECU and the
injector.
2 Perform a Vodia run up test.

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FMI 4 – Short to battery negative, injector high voltage side


Fault code explanation: Fault in injector circuit.
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine does not run on all cylinders.
• Reduced engine performance
Conditions for fault code: • Short circuit to battery negative on injector low voltage or high voltage
side.
• Short circuit to battery voltage, injector high voltage side.
Possible reason: • Short circuit to battery negative on one of the cables for the injector.
• D4
Short circuit between battery voltage and one of the injector cables on
pins 4, 9 or 10, 11.
• D6
Short circuit between battery voltage and one of the injector cables on
pins 4, 9, 11 or 3, 5, 10.
• Faulty injector
Suitable action: 1 Check all wiring and the connectors between the engine ECU and the
injector.
2 Perform a Vodia run up test.

FMI 9 – Abnormal update rate


Fault code explanation: Fault in injector circuit.
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine does not run on all cylinders.
• Reduced engine performance
Conditions for fault code: Open circuit in injector circuit.
Possible reason: • Open circuit in one or both of the cables for the injector.
• Faulty injector
Suitable action: 1 Check all wiring and the connectors between the engine ECU and the
injector.
2 Perform a Vodia run up test.

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Circuit description
The engine ECU is controlling the fuel injection phase
by controlling the injectors solenoids. The injection
phase consists of two injections, one pre-injection and
one main injection.
The electrical pulses from the engine ECU to the
injectors solenoids have a voltage of up to 80 V. The
output amplifier in the engine ECU can deliver up to 20
A.

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MID 128, SID 21 Engine position


FMI 0 – Data valid but above normal operational range
Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine can be difficult to start.
Conditions for fault code: No synchronization between camshaft and crankshaft (Time based.)
Possible reason: • Short circuited sensor supply cable to battery voltage.
• Short circuited sensor negative cable to battery voltage.
• Short circuited sensor supply cable to battery negative.
• Open circuit in sensor supply cable.
• Open circuit in sensor negative cable.
• Incorrectly mounted sensor (Incorrect distance between sensor and
toothed wheel, or loose sensor.)
• Electrical interference on camshaft position signal
• Damaged toothed wheel
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine ECU.
2 Check that the sensor is correctly installed and clean.
3 Check the sensor.

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FMI 2 – Data erratic, intermittent or incorrect


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine can be difficult to start.
Conditions for fault code: No synchronization between camshaft and crankshaft (Angle based.)
Possible reason: • Short circuited sensor supply cable to battery voltage.
• Short circuited sensor negative cable to battery voltage.
• Short circuited sensor supply cable to battery negative.
• Open circuit in sensor supply cable.
• Open circuit in sensor negative cable.
• Incorrectly mounted sensor (Incorrect distance between sensor and
toothed wheel, or loose sensor.)
• Electrical interference on camshaft position signal
• Damaged toothed wheel
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine ECU.
2 Check that the sensor is correctly installed and clean.
3 Check the sensor.

FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine can be difficult to start.
Conditions for fault code: The pulse detected from the sensor has the wrong polarity.
Possible reason: Reversed polarity in sensor
Suitable action: 1 Check that the sensor is connected as in the circuit description.

Circuit description
The camshaft sensor position sensor is an inductive
sensor.

Sensor Engine ECU Signal type


Pin 1 30 bat-
Pin 2 23 input

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MID 128, SID 22 Timing sensor,


crank
FMI 0 – Data valid but above normal operational range
Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine can be difficult to start.
Conditions for fault code: Too much electrical interference
Possible reason: Electrical interference on engine speed signal
Suitable action: 1 Attempt to localize the source of interference.

FMI 2 – Data erratic, intermittent or incorrect


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine can be difficult to start.
Conditions for fault code: • Pulse indication where there should be a gap.
• Pulse indication did not come in time.
• Pulse indication frequency is too high.
Possible reason: • Short circuited sensor supply cable to battery voltage.
• Short circuited sensor negative cable to battery voltage.
• Short circuited sensor supply cable to battery negative.
• Open circuit in sensor supply cable.
• Open circuit in sensor negative cable.
• Incorrectly mounted sensor (Incorrect distance between sensor and
flywheel, or loose sensor.)
• Electrical interference on engine speed signal
• Damaged flywheel
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
ECU.
2 Check that the sensor is correctly installed and clean.
3 Check the sensor.

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FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine can be difficult to start.
Conditions for fault code: Incorrect crankshaft sensor signal
Possible reason: Reversed polarity in sensor
Suitable action: 1 Check that the sensor is connected as in the circuit description.

Circuit description
The engine speed sensor is an inductive sensor.

Sensor Engine ECU Signal type


Pin 1 25 input
Pin 2 24 bat-

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MID 128, SID 26 Auxiliary output


device driver #1
FMI 3 – Voltage above normal or short circuit to higher voltage
Fault code explanation: Faulty component / Faulty circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: The supercharger is not engaged which results in less performance during
acceleration and when heavily loaded.
Conditions for fault code: Too much electrical interference
Possible reason: • Short circuit between engine ECU pin 8 and battery voltage.
• Short circuit between engine ECU pin 8 and 5 V.
• Open circuit in the solenoid wiring connected to the engine ECU pin 8
or 3.
• Faulty coupling
Suitable action: 1 Check all wiring and connectors between the engine ECU and the
supercharger.
2 Check the function of the supercharger coupling.

FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty component / Faulty circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: The supercharger is not engaged which results in less performance during
acceleration and when heavily loaded.
Conditions for fault code: NOTICE! This fault code is activated if fault occurs during supercharger
activation.

Abnormally low voltage or short circuit to battery negative has been detected.
Possible reason: • Short circuit between engine ECU pin 8 and battery negative.
• Faulty coupling
Suitable action: 1 Check all wiring and connectors between the engine ECU and the
supercharger.
2 Check the function of the supercharger coupling.

Circuit description
An electromagnetic clutch is used to engage and
disengage the mechanical supercharger.
The engine ECU activates the coupling by providing
the coupling solenoid with voltage (+12 V alt. +24 V)
from pin 8 on the engine ECU. Pin 2 on the coupling is
connected to battery negative via pin 3 on the engine
ECU.

Sensor Engine ECU Signal type


Pin 1 8 Supply (+)
Pin 2 3 bat-

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MID 128, SID 40 Aux output device


driver #2
FMI 3 – Voltage above normal or short circuit to higher voltage
Fault code explanation: Faulty component / Faulty circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: The starter motor does not rotate, or turns slowly.
Conditions for fault code: Abnormally high voltage, short circuit to higher voltage or open circuit has
been detected.
Possible reason: • Open circuit in the wiring between engine ECU pin 5 (89 pin connector)
and the starter relay.
• Short circuit between engine ECU pin 5 (89 pin connector) and battery
voltage.
• Short circuit between engine ECU pin 5 (89 pin connector) and 5 V.
• Faulty starter relay
Suitable action: 1 Check all wiring and connectors between the engine ECU and starter
relay.
2 Check all cables and connections to the starter motor.
3 Check the starter motor function.

FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty component / Faulty circuit
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: The starter motor does not rotate, or turns slowly.
Conditions for fault code: NOTICE! This fault code is activated if fault occurs during starter activation.

Abnormally low voltage or short circuit to battery negative has been detected.
Possible reason: • Short circuit between engine ECU pin 5 (89 pin connector) and battery
negative.
• Faulty starter relay
Suitable action: 1 Check all wiring and connectors between the engine ECU and starter
relay.
2 Check all cables and connections to the starter motor.
3 Check the starter motor function.

Circuit description
The starter motor is supplied with current from the
batteries, via the main switch. The starter relay
mounted on the starter motor is activated by a positive
signal from pin 5 (89 pin connector) on the engine ECU
when the starter switch or starter button is activated.

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MID 128, SID 57 Auxillary PWM


driver #1
FMI 3 – Voltage above normal or short circuit to higher voltage
Fault code explanation: Faulty component.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Engine power is limited.
Possible reason: • When the supply is connected to battery voltage, the MPROP closes
and the engine shuts down.
• When the supply is connected to 5 V, the MPROP opens a little and the
rail pressure builds up slowly and thereafter lies a little bit above setting
value.
Suitable action: 1 Check all wiring and the connections between the MPROP valve and
the engine ECU.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty component / Faulty circuit
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: • Engine is difficult to start.
• Reduced engine performance
• Engine could shut down.
Possible reason: • Open circuit in any of the MROP wiring connected to the engine ECU
pin 7 or 5.
• Short circuit between engine ECU pin 7 and battery negative.
• Short circuit between engine ECU pin 7 and battery voltage. If the
MPROP supply cable is connected to battery voltage, the MPROP valve
closes and the engine stops.
Suitable action: 1 Check all wiring and the connections between the MPROP valve and
the engine ECU.

Circuit description
The control signal from the engine ECU to the MPROP
valve is a PWM (Pulse Width Modulated) signal.

Sensor Engine ECU Signal type


Pin 1 7 PWM
Pin 2 5 bat-

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MID 128, SID 218 ECM Main Relay


FMI 2 – Data erratic, intermittent or incorrect
Fault code explanation: Faulty component.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Possible reason: Internal components in the engine ECU (main relay, transistors) are
defective.
Suitable action: 1 Change the engine ECU.

FMI 3 – Voltage above normal or shorted high


Fault code explanation: Faulty component.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Possible reason: Internal components in the engine ECU (main relay, transistors) are
defective.
Suitable action: 1 Change the engine ECU.

FMI 4 – Voltage below normal or shorted to lower voltage


Fault code explanation: Faulty component.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Possible reason: Internal components in the engine ECU (main relay, transistors) are
defective.
Suitable action: 1 Change the engine ECU.

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FMI 9 – Abnormal update rate


Fault code explanation: Faulty component.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Possible reason: • Short circuit in a sensor supply circuit.
• Internal components in the engine ECU (main relay, transistors) are
defective.
Suitable action: 1 Check if MID 128, SID 218 coincide with a sensor fault code which
describes a short circuit. Fault trace the sensor cables after the short
circuit.
2 Change the engine ECU.

FMI 11 – Unidentifiable error


Fault code explanation: Faulty component.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Possible reason: Internal components in the engine ECU (main relay, transistors) are
defective.
Suitable action: 1 Change the engine ECU.

Circuit description
The main relay is located inside the engine ECU and
is not replaceable.

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MID 128, SID 231 SAE J1939 data


link
FMI 9 – Abnormal update rate
Fault code explanation: Communication fault between the engine ECU and the PCU
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Possible concurrent displayed MID 128, PID 91, FMI 9
fault code:
Symptom: • Engine goes to "Limp home" mode.
• The engine cannot be stopped with the key switch or via the start/stop
panel.
• The engine cannot be started.
Conditions for fault code: Fault in CAN communication. The CAN interface has been shut off.
Possible reason: • CAN H short circuit to input voltage (pin 4 in connector, engine) between
engine ECU and the PCU.
• Short circuit between CAN H and ignition signal (pin 5 in connector,
engine) in cables between engine ECU and PCU.
Suitable action: 1 Turn off ignition and wait for 20 seconds, then turn ignition on and see
if the faultcode still is active.
2 Check all wiring between the engine ECU and the PCU. Please refer
to Fault tracing of cables and connectors, page 18.

Circuit description
The engine ECU is monitoring the CAN
communication with the PCU. If communication failure
occurs between the engine ECU and the PCU both
ECUs will set a communication failure fault code.

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MID 128, SID 251 Power supply


FMI 2 – Data erratic, intermittent or incorrect
Fault code explanation: Internal fault in the engine ECU
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Conditions for fault code: Monitored power stage and internal supply voltage are mismatched.
Possible reason: Internal components in the engine ECU are faulty.
Suitable action: 1 Change the engine ECU.

FMI 5 – Current below normal or open circuit


Fault code explanation: Internal fault in the engine ECU
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Conditions for fault code: Power stages supply voltage too high.
Possible reason: Internal components in the engine ECU are faulty.
Suitable action: 1 Change the engine ECU.

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


Fault code explanation: Internal fault in the engine ECU
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Conditions for fault code: Power stages supply voltage too low.
Possible reason: Internal components in the engine ECU are faulty.
Suitable action: 1 Change the engine ECU.

FMI 9 – Abnormal update rate


Fault code explanation: Internal fault in the engine ECU
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Conditions for fault code: Power stages switch off failure.
Possible reason: Internal components in the engine ECU are faulty.
Suitable action: 1 Change the engine ECU.

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MID 128, SID 254 Controller 1


FMI 3 – Voltage above normal or short circuit to higher voltage
Fault code explanation: Internal fault in the engine ECU
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine can temporarily run unevenly.
Possible reason: Internal fault in the engine ECU (Overflow)

NOTICE! Fault code is set because the engine ECU receives more
commands than it can execute. The engine ECU then shuts off for a few
seconds before doing a restart.
Suitable action: 1 Turn off ignition and wait for 20 seconds, then turn ignition on and see
if the faultcode still is active.
2 Change the engine ECU.

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MID 128, PSID 50 Fuel pressure


monitoring MPROP
FMI 0 – Data valid but above normal operational range
Fault code explanation: The engine ECU has detected that the rail pressure value deviates from
expected value.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine power is limited.
• The engine is shut down if the rail pressure rises too high and the
pressure relief valve does not open.
Conditions for fault code: Detected leakage, based on the quantity balance

This fault is set when the difference between the rail pressure value and the
set point value is higher than the allowed threshold value, within a time limit.
The variation of leakage in the injectors due to age is taken into consideration.
Possible reason: • Low fuel level.
• Air leakage.
• Faulty return flow
• Blocked fuel filter
• An injector does not open.
• Faulty sensor
• Faulty MPROP valve
• Faulty pressure relief valve
• Wear in the high-pressure pump.

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Suitable action: 1 Check the fuel pressure delivered from the high-pressure pump by
logging the injection control pressure.
2 Check fuel level, hoses and fuel filter for leakage. Check that the fuel
hoses are not blocked or squeezed. Change the fuel filter. Bleed the
fuel system. If air gets into the system or if the fuel filter or fuel hoses
are blocked the high pressure pump can start to compensate for fuel
pressure drop. The result can be oscillating fuel pressure.
3 Run the engine from a separate stand-alone fuel tank. Since the high
pressure pump is sucking the fuel from the tank, a search must be made
for air entry between the high pressure pump and the tank. Check for
air by testing the negative pressure in the fuel pipes / fuel filter. Please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
4 Check the flow in the return line.
5 Check the injectors return flow. Please refer to Fuel system in D4 / D6
Workshop Manual Group 20-26.
6 Change MPROP valve.
7 If the pressure relief valve does not open when the pressure is too high
the engine ECU will shut down the engine. The fault code MID 128,
PSID 53 will also be set. If to change the pressure relief valve, please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
Logging parameter: Injection control pressure, page 107

In order for the engine to start: Minimum appr. 200 bar (2900 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 400 bar
(5800 psi).
At maximum throttle and full load: Approx 1,600 bar (23200 psi).

If the engine does not start because the pressure is below appr. 200 bar (2900
psi), the return flow from the injectors can be checked.

FMI 1 – Data valid but below operational range


Fault code explanation: The engine ECU has detected that the rail pressure value deviates from
expected value.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine power is limited.
• The engine is shut down if the rail pressure rises too high and the
pressure relief valve does not open.
Conditions for fault code: Governor output monitoring at idling detects a deviation between actual rail
pressure and expected fuel pressure.

This fault is set when the engine is running in idle and the fuel governor output
is higher than a threshold value while the fuel quantity set point value is lower
than a threshold value, within a time limit.

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Possible reason: • Low fuel level.


• Air leakage.
• Blocked fuel filter
• Faulty return flow
• An injector does not open.
• Faulty sensor
• Faulty MPROP valve
• Faulty pressure relief valve
• Wear in the high-pressure pump.
Suitable action: 1 Check the fuel pressure delivered from the high-pressure pump by
logging the injection control pressure.
2 Check fuel level, hoses and fuel filter for leakage. Check that the fuel
hoses are not blocked or squeezed. Change the fuel filter. Bleed the
fuel system. If air gets into the system or if the fuel filter or fuel hoses
are blocked the high pressure pump can start to compensate for fuel
pressure drop. The result can be oscillating fuel pressure.
3 Run the engine from a separate stand-alone fuel tank. Since the high
pressure pump is sucking the fuel from the tank, a search must be made
for air entry between the high pressure pump and the tank. Check for
air by testing the negative pressure in the fuel pipes / fuel filter. Please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
4 Check the flow in the return line.
5 Check the injectors return flow. Please refer to Fuel system in D4 / D6
Workshop Manual Group 20-26.
6 Change MPROP valve.
7 If the pressure relief valve does not open when the pressure is too high
the engine ECU will shut down the engine. The fault code MID 128,
PSID 53 will also be set. If to change the pressure relief valve, please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
Logging parameter: Injection control pressure, page 107

In order for the engine to start: Minimum appr. 200 bar (2900 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 400 bar
(5800 psi).
At maximum throttle and full load: Approx 1,600 bar (23200 psi).

If the engine does not start because the pressure is below appr. 200 bar (2900
psi), the return flow from the injectors can be checked.

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FMI 2 – Data erratic, intermittent or incorrect


Fault code explanation: The engine ECU has detected that the rail pressure value deviates from
expected value.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine power is limited.
• The engine is shut down if the rail pressure rises too high and the
pressure relief valve does not open.
Conditions for fault code: Governor output monitoring at idling detects a deviation between actual rail
pressure and expected fuel pressure.

When the governor output is lower than a threshold value, which depends on
the engine speed, it indicates that the fuel flow throw the MPROP is low and
that there is a low fuel consumption. This fault is set if the rail pressure does
not decrease with respect to the set point value according to an engine speed
depended threshold value, within a time limit.
Possible reason: • Low fuel level.
• Air leakage.
• Blocked fuel filter
• Faulty return flow
• An injector does not open.
• Faulty sensor
• Faulty MPROP valve
• Faulty pressure relief valve
• Wear in the high-pressure pump.

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Suitable action: 1 Check the fuel pressure delivered from the high-pressure pump by
logging the injection control pressure.
2 Check fuel level, hoses and fuel filter for leakage. Check that the fuel
hoses are not blocked or squeezed. Change the fuel filter. Bleed the
fuel system. If air gets into the system or if the fuel filter or fuel hoses
are blocked the high pressure pump can start to compensate for fuel
pressure drop. The result can be oscillating fuel pressure.
3 Run the engine from a separate stand-alone fuel tank. Since the high
pressure pump is sucking the fuel from the tank, a search must be made
for air entry between the high pressure pump and the tank. Check for
air by testing the negative pressure in the fuel pipes / fuel filter. Please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
4 Check the flow in the return line.
5 Check the injectors return flow. Please refer to Fuel system in D4 / D6
Workshop Manual Group 20-26.
6 Check the wiring and the connectors between the MPROP valve and
the engine ECU.
7 Change MPROP valve.
8 If the pressure relief valve does not open when the pressure is too high
the engine ECU will shut down the engine. The fault code MID 128,
PSID 53 will also be set. If to change the pressure relief valve, please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
Logging parameter: Injection control pressure, page 107

In order for the engine to start: Minimum appr. 200 bar (2900 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 400 bar
(5800 psi).
At maximum throttle and full load: Approx 1,600 bar (23200 psi).

If the engine does not start because the pressure is below appr. 200 bar (2900
psi), the return flow from the injectors can be checked.

FMI 3 – Voltage above normal or shorted high


Fault code explanation: The engine ECU has detected that the rail pressure value deviates from
expected value.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine power is limited.
• The engine is shut down if the rail pressure rises too high and the
pressure relief valve does not open.
Conditions for fault code: Fuel pressure (rail pressure) too high.

If the rail pressure is higher than a threshold value, within a time limit, this
fault is set.

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Possible reason: • Low fuel level.


• Air leakage.
• Blocked fuel filter
• The MPROP valve is stucked open, fuel is leaking pass the MPROP.
The reason can be a mechanical fault or an electrical fault, open or short
circuit to battery negative in the cables for the MPROP valve.
• Faulty return flow
• An injector does not open.
• Faulty sensor
• Faulty pressure relief valve
Suitable action: 1 Check the fuel pressure delivered from the high-pressure pump by
logging the injection control pressure.
2 Check fuel level, hoses and fuel filter for leakage. Check that the fuel
hoses are not blocked or squeezed. Change the fuel filter. Bleed the
fuel system. If air gets into the system or if the fuel filter or fuel hoses
are blocked the high pressure pump can start to compensate for fuel
pressure drop. The result can be oscillating fuel pressure.
3 Run the engine from a separate stand-alone fuel tank. Since the high
pressure pump is sucking the fuel from the tank, a search must be made
for air entry between the high pressure pump and the tank. Check for
air by testing the negative pressure in the fuel pipes / fuel filter. Please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
4 Check the flow in the return line.
5 Check the injectors return flow. Please refer to Fuel system in D4 / D6
Workshop Manual Group 20-26.
6 Check the wiring and the connectors between the MPROP valve and
the engine ECU.
7 Change MPROP valve.
8 If the pressure relief valve does not open when the pressure is too high
the engine ECU will shut down the engine. The fault code MID 128,
PSID 53 will also be set. If to change the pressure relief valve, please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
Logging parameter: Injection control pressure, page 107

In order for the engine to start: Minimum appr. 200 bar (2900 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 400 bar
(5800 psi).
At maximum throttle and full load: Approx 1,600 bar (23200 psi).

If the engine does not start because the pressure is below appr. 200 bar (2900
psi), the return flow from the injectors can be checked.

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FMI 5 – Current below normal or open circuit


Fault code explanation: The engine ECU has detected that the rail pressure value deviates from
expected value.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine power is limited.
• The engine is shut down if the rail pressure rises too high and the
pressure relief valve does not open.
Conditions for fault code: Governor output monitoring detects a deviation between actual rail pressure
and expected fuel pressure.

When the governor output is higher than a threshold value, which depends
on the engine speed, it indicates that the fuel flow throw the MPROP is high
and that there is a high fuel consumption. If the rail pressure does not
increase with respect to the set point according to a engine speed depended
threshold value, within a time limit, this fault is set.
Possible reason: • Leakage in the fuel system:
- Leakage in the injectors
- Leakage in the return line
- Leakage in the combustion chamber
- Leakage in relief valve.
• Faulty sensor
• The MPROP valve is sticking. The reason can be a mechanical fault or
an electrical fault.
• Wear in the high-pressure pump.
Suitable action: 1 Check the fuel pressure delivered from the high-pressure pump by
logging the injection control pressure.
2 Check fuel level, hoses and fuel filter for leakage. Check that the fuel
hoses are not blocked or squeezed. Change the fuel filter. Bleed the
fuel system. If air gets into the system or if the fuel filter or fuel hoses
are blocked the high pressure pump can start to compensate for fuel
pressure drop. The result can be oscillating fuel pressure.
3 Run the engine from a separate stand-alone fuel tank. Since the high
pressure pump is sucking the fuel from the tank, a search must be made
for air entry between the high pressure pump and the tank. Check for
air by testing the negative pressure in the fuel pipes / fuel filter. Please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
4 Check the flow in the return line.
5 Check the injectors return flow. Please refer to Fuel system in D4 / D6
Workshop Manual Group 20-26.
6 Change MPROP valve.
7 Change the pressure relief valve. Please refer to Fuel system in D4 /
D6 Workshop Manual Group 20-26.
Logging parameter: Injection control pressure, page 107

In order for the engine to start: Minimum appr. 200 bar (2900 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 400 bar
(5800 psi).
At maximum throttle and full load: Approx 1,600 bar (23200 psi).

If the engine does not start because the pressure is below appr. 200 bar (2900
psi), the return flow from the injectors can be checked.

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


Fault code explanation: The engine ECU has detected that the rail pressure value deviates from
expected value.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine power is limited.
• The engine is shut down if the rail pressure rises too high and the
pressure relief valve does not open.
Conditions for fault code: Engine power is limited.

The engine is shut down if the rail pressure rises too high and the pressure
relief valve does not open.
Conditions for fault code: Leakage detected when the engine is not consuming any fuel.

There are two ways of detecting this defect:


1 Rail pressure used as reference - When the engine is not consuming
any fuel the expected governor output is zero but if the rail pressure is
decreasing at a faster rate than expected this fault is set.
2 Governor used as a reference - When the engine is not consuming any
fuel and the governor output is not zero and the output is higher than a
threshold value which is a function of the rail pressure.
Possible reason: Leakage in the fuel system:
- Leakage in the injectors
- Leakage in the return line
- Leakage in the combustion chamber
- Leakage in relief valve.
Suitable action: 1 Check the flow in the return line..
2 Check the injectors return flow. Please refer toFuel system in D4 / D6
Workshop Manual Group 20-26.
3 Change the pressure relief valve. Please refer toFuel system in D4 / D6
Workshop Manual Group 20-26.
Logging parameter: Injection control pressure, page 107

In order for the engine to start: Minimum appr. 200 bar (2900 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 400 bar
(5800 psi).
At maximum throttle and full load: Approx 1,600 bar (23200 psi).

If the engine does not start because the pressure is below appr. 200 bar (2900
psi), the return flow from the injectors can be checked.

FMI 9 – Abnormal update rate


Fault code explanation: The engine ECU has detected that the rail pressure value deviates from
expected value.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: • Engine power is limited.
• The engine is shut down if the rail pressure rises too high and the
pressure relief valve does not open.

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Conditions for fault code: Fuel pressure (rail pressure) too low.

If the rail pressure is lower than a threshold value which depends on the
engine speed all within a time limit this fault is set.
Possible reason: • Leakage in the fuel system:
- Leakage in the injectors
- Leakage in the return line
- Leakage in the combustion chamber
- Leakage in relief valve.
• Faulty sensor

• The MPROP valve has stuck close. The reason can be a mechanical
fault or an electrical fault.
• Wear in the high-pressure pump.
Suitable action: 1 Check the fuel pressure delivered from the high-pressure pump by
logging the injection control pressure.
2 Check fuel level, hoses and fuel filter for leakage. Check that the fuel
hoses are not blocked or squeezed. Change the fuel filter. Bleed the
fuel system. If air gets into the system or if the fuel filter or fuel hoses
are blocked the high pressure pump can start to compensate for fuel
pressure drop. The result can be oscillating fuel pressure.
3 Run the engine from a separate stand-alone fuel tank. Since the high
pressure pump is sucking the fuel from the tank, a search must be made
for air entry between the high pressure pump and the tank. Check for
air by testing the negative pressure in the fuel pipes / fuel filter. Please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
4 Check the flow in the return line.
5 Check the injectors return flow. Please refer to Fuel system in D4 / D6
Workshop Manual Group 20-26.
6 Change MPROP valve.
7 If the pressure relief valve does not open when the pressure is too high
the engine ECU will shut down the engine. The fault code MID 128,
PSID 53 will also be set. If to change the pressure relief valve, please
refer to Fuel system in D4 / D6 Workshop Manual Group 20-26.
Logging parameter: Injection control pressure, page 107

In order for the engine to start: Minimum appr. 200 bar (2900 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 400 bar
(5800 psi).
At maximum throttle and full load: Approx 1,600 bar (23200 psi).

If the engine does not start because the pressure is below appr. 200 bar (2900
psi), the return flow from the injectors can be checked.

Circuit description
The control signal from the engine ECU to the MPROP
valve is a PWM (Pulse Width Modulated) signal.

Sensor Engine ECU Signal type


Pin 1 7 PWM
Pin 2 5 bat-

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MID 128, PSID 51 Redundant shut-


off path
FMI 12 – Faulty device or component
Fault code explanation: Internal fault in the engine ECU
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Conditions for fault code: The fault is set if the ECU cannot detect a retardation in engine speed when
it has tried to shut of the engine by using its safety shut off path. This check
is done every time the engine is shut off, if the coolant temp is higher than
65 degrees.
Possible reason: Internal components in the engine ECU are defective.
Suitable action: 1 This fault code is non-erasable, to erase the fault code, start the engine
(it will run with power limited) warm the engine to over 65 degrees and
then shut off the engine.
2 Change the engine ECU.

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MID 128, PSID 53 Monitoring of PRV


FMI 0 – Data valid but above normal operational range
Fault code explanation: The pressure relief valve does not open.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine is shut down.
Conditions for fault code: The engine ECU detects a excessive rail pressure and interpreter this as that
the pressure relief valve should open if the high pressure remains.
If the rail pressure does not decrease the engine will be shut down.
Possible reason: • Excessive pressure in the rail Fuel leaking pass the MPROP.
• Blocked fuel return line
• If the reason for excessive rail pressure is that there is an open circuit
to the MPROP this fault code will appear together with MID 128, SID
57.
• Faulty/stuck pressure relief valve
Suitable action: NOTICE! Before changing the pressure relief valve, be sure to examine the
cause of the excessive rail pressure.
1 Check the fuel pressure delivered from the high-pressure pump by
logging the injection control pressure. If there is a excessive pressure
in the rail check the o-ring seal of the MPROP valve for damages.
2 Check the flow in the fuel return line so it is not blocked.
3 Change the pressure relief valve. Please refer to Fuel system in D4 /
D6 Workshop Manual Group 20-26.

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FMI 1 – Data valid but below operational range


Fault code explanation: The pressure relief valve is open.
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine power is limited.
Conditions for fault code: The engine ECU detects a fast rail pressure drop and interpreter this as that
the pressure relief valve has opened.
Possible reason: • Excessive pressure in the rail Fuel leaking pass the MPROP.
• Blocked fuel return line
• If the reason for excessive rail pressure is that there is an open circuit
to the MPROP this faultcode will appear together with MID 128, SID
57.
• Faulty/stuck pressure relief valve
Suitable action: NOTICE! Before changing the pressure relief valve, be sure to examine the
cause of the excessive rail pressure.
1 If fault code MID 128, SID 57 also exists:
Check the wiring and the connectors between the MPROP valve and
the engine ECU.
2 Check fuel level, hoses and fuel filter for leakage. Check that the fuel
hoses are not blocked or squeezed. Change the fuel filter. Bleed the
fuel system. Since the high pressure pump is sucking the fuel from the
tank, a search must be made for air entry between the high pressure
pump and the tank. Check for air by testing the negative pressure in the
fuel lines / fuel filter. Please refer to Fuel system in D4 / D6 Workshop
Manual Group 20-26. If air gets into the system or if the fuel filter or fuel
hoses are blocked the high pressure pump can start to compensate for
fuel pressure drop. The result can be oscillating fuel pressure which can
make the pressure relief valve to open.
3 If the pressure relief valve opens due to excessive rail pressure, check
the o-ring seal of the MPROP valve for damages.
4 Change the pressure relief valve. Please refer to Fuel system in D4 /
D6 Workshop Manual Group 20-26.

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Circuit description
The pressure relief valve (safety valve) protects the
system from excessive rail pressure. The valve opens
and reduces the rail pressure by releasing fuel to the
return pipe.

The valve is a two-stage valve. Stage one opens at


about 190 MPa (1900 bar / 27560 psi) and stage 2
maintains the pressure at about 60 MPa (600 bar /
8700 psi).

The engine ECU has a pressure relief valve monitoring


function that detects if the pressure relief valve has
opened or not. If an excessive pressure is maintained
in the system the engine ECU tries to force the
pressure relief valve to open by a pressure shock. If it
fails the engine is shutdown.

The pressure relief valve is located in the opposite end


of the rail as to the rail pressure sensor.

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MID 128, PSID 54 Booster voltage C1


FMI 3 – Voltage above normal or short circuit to higher voltage
Fault code explanation: Faulty component / Faulty circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine is difficult to start and runs roughly when it starts.
Conditions for fault code: Excessive voltage detected in engine ECUs internal power stage
Possible reason: Internal components in the engine ECU are faulty. Supply voltage is too high
in power amplifier for “bank 1” (injectors: 1, 4 (D4: 4 cyl.) or 1, 2, 3 (D6: 6
cyl.)).
Suitable action: 1 Check the power supply to the engine ECU.
2 Change the engine ECU.

FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty component / Faulty circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine is difficult to start and runs roughly when it starts.
Conditions for fault code: Too low voltage detected in engine ECUs internal power stage
Possible reason: Internal components in the engine ECU are faulty. Supply voltage is too low
to power amplifier for “bank 1” (injectors: 1, 4 (D4: 4 cyl.) or 1, 2, 3 (D6: 6
cyl.)).
Suitable action: 1 Check the power supply to the engine ECU.
2 Check the pin connections between injectors and injector cables.
3 Change the engine ECU.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty component / Faulty circuit
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine is difficult to start and runs roughly when it starts.
Conditions for fault code: Open circuit in engine ECUs internal power stage.
Possible reason: Internal components in the engine ECU are faulty. Open circuit in power
supply to power amplifier for “bank 1” (injectors: 1, 4 (D4: 4 cyl.) or 1, 2, 3
(D6: 6 cyl.)).
Suitable action: 1 Check the power supply to the engine ECU.
2 Check the pin connections between injectors and injector cables.
3 Change the engine ECU.

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MID 128, PSID 55 Booster Voltage


C2
FMI 3 – Voltage above normal or short circuit to higher voltage
Fault code explanation: Faulty components
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine is difficult to start and runs roughly when it starts.
Conditions for fault code: Excessive voltage detected in engine ECUs internal power stage
Possible reason: Internal components in the engine ECU are faulty. Supply voltage is too high
in power amplifier for “bank 2” (injectors: 2, 3 (D4: 4 cyl.) or 4, 5, 6 (D6: 6
cyl.)).
Suitable action: 1 Check the power supply to the engine ECU.
2 Change the engine ECU.

FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty components
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine is difficult to start and runs roughly when it starts.
Conditions for fault code: Too low voltage detected in engine ECUs internal power stage
Possible reason: Internal components in the engine ECU are faulty. Supply voltage is too low
to power amplifier for “bank 2” (injectors: 2, 3 (D4: 4 cyl.) or 4, 5, 6 (D6: 6
cyl.)).
Suitable action: 1 Check the power supply to the engine ECU.
2 Check the pin connections between injectors and injector cables.
3 Change the engine ECU.

FMI 9 – Abnormal update rate


Fault code explanation: Faulty components
Fault indication: Red alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: Engine is difficult to start and runs roughly when it starts.
Conditions for fault code: Open circuit in engine ECUs internal power stage.
Possible reason: Internal components in the engine ECU are faulty. Open circuit in power
supply to power amplifier for “bank 2” (injectors: 2, 3 (D4: 4 cyl.) or 4, 5, 6
(D6: 6 cyl.)).
Suitable action: 1 Check the power supply to the engine ECU.
2 Check the pin connections between injectors and injector cables.
3 Change the engine ECU.

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MID 128, PSID 56 System start-up


test of shut-off path
FMI 2 – Intermittent or faulty data
Fault code explanation: Internal failure in engine ECU
Fault indication: Red alarm status
Fault stored in memory: Yes
Symptom: Engine power is limited.
Conditions for fault code: The engine ECU detects an internal failure when performing shut off test of
the power stages. The test is performed at start-up.
Suitable action: 1 Change the engine ECU.

FMI 5 – Current below normal or open circuit


Fault code explanation: Internal failure in engine ECU
Fault indication: Red alarm status
Fault stored in memory: Yes
Symptom: Engine power is limited.
Conditions for fault code: The engine ECU detects an internal failure when performing shut off test of
the power stages. The test is performed at start-up.
Suitable action: 1 Change the engine ECU.

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


Fault code explanation: Internal failure in engine ECU
Fault indication: Red alarm status
Fault stored in memory: Yes
Symptom: Engine power is limited.
Conditions for fault code: The engine ECU detects an internal failure when performing shut off test of
the power stages. The test is performed at start-up.
Suitable action: 1 Change the engine ECU.

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MID 128, PSID 112 Exhaust Manifold


Water Temperature Sensor #1
FMI 0 – Data valid but above normal operational range
Fault code explanation: Excessive exhaust manifold water temperature
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: At poor sea water flow the exhaust manifold water temperature will rise.
Conditions for fault code: Exhaust manifold water temperature exceeds the set value of the engine
protection parameter. (For parameters, please refer to
Administration, page 9).
DTL = 2000 ms
Possible reason: • Crushed/leaking/blocked hose on the suction side (seawater)
• Blocked seawater filter
• 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 that the sea water filter is not blocked.
3 Check the impeller in the sea water pump.
4 Check the exhaust manifold water temperature sensor.
5 Check the flow in the sea water system.

FMI 3 – Voltage above normal or short circuit to higher voltage


Fault code explanation: Faulty components
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 89 on engine ECU exceeds 2.15 V.
DTL = 2000 ms
Possible reason: • Open circuit in sensor signal cable.
• Open circuit in sensor negative cable.
• Short circuited sensor signal cable to battery voltage or 5 V voltage.
• 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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FMI 4 – Voltage below normal or short circuit to lower voltage


Fault code explanation: Faulty components
Fault indication: Yellow alarm status
Fault stored in memory: Erasing fault codes, page 17
Symptom: None
Conditions for fault code: Voltage on pin 89 on engine ECU is less than 0.62 V.
DTL = 2000 ms
Possible reason: • Short circuited sensor supply cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the sensor and the engine
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.

Sensor Engine ECU Signal type


Pin 1 89 Temp output
Pin 2 32 bat-

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30-2 Fault Tracing

MID 128, PSID 216 Data Link, MID187


FMI 4 – Voltage below normal or short circuit to lower voltage
Fault code explanation: Communication fault between the engine ECU and the PCU
Fault indication: None
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Fault in CAN communication. The CAN interface has been shut off.
Possible reason: Fault in CAN communication. The CAN interface has been shut off.
Suitable action: 1 Turn off ignition and wait for 20 seconds, then turn ignition on and see
if the faultcode still is active.
2 Check all cables and connectors between the engine ECU and the
PCU. Please refer to Fault tracing of cables and connectors, page 18.

FMI 9 – Abnormal update rate


Fault code explanation: Communication fault between the engine ECU and the PCU
Fault indication: None
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Fault in CAN communication. The CAN interface has been shut off.
Possible reason: The engine ECU has lost or detected too many errors in the CAN
communication with the PCU and has shut down the interface.
Suitable action: 1 Turn off ignition and wait for 20 seconds, then turn ignition on and see
if the faultcode still is active.
2 Check all cables and connectors between the engine ECU and the
PCU. Please refer to Fault tracing of cables and connectors, page 18.

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30-2 Fault Tracing

MID 128, PPID 6 Key off input sensor


FMI 11 – Unidentifiable error
Fault code explanation: Faulty component.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Possible reason: Auxiliary button is stuck.
Suitable action: 1 Check the auxiliary button.

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30-2 Fault Tracing

Measurements
Connection of 88890117
Tools:
9998699 Break-out box
88890074 Multimeter
88890117 Break-out cable

1 Cut the current with the main switch.


2 Disconnect the engine ECU.
3 Connect 88890117 to the engine ECU, also
connect the engine cable harness to 88890117.
4 Connect 9998699 to 88890117.
5 Turn on the main switch.
6 Use 88890074 to measure voltage by using the
measurement points on 9998699.

NOTICE! If resistance measurements are to be


performed the main switch must be turned off and the
engine ECU must be disconnected.

Interpretation of measurement table


Column 1 “Component” shows different components that can be measured.
Column 2 “eECU #” shows the components pin numbers on the engine ECU.
Column 3 “Measurebox #” shows what measurement points on 9998699 that equals the pin numbers on
the engine ECU.
Column 4 “Sensor pin #” shows what pin numbers on the component equals the measurement points on
9998699.
Column 5 “Signal type” shows what kind of signal there is between the component and the engine ECU.
Column 6 “Ignition on” shows the expected voltage drop inbetween the component pins at ignition on.
Column 7 “Engine running” shows the expected voltage drop inbetween the component pin when engine
is running.
Column 8 “Note” shows information about the component.

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Component eECU# Measure box # Sensor Pin # Signal type Ignition on Engine running Note
Air inlet pressure/ Intake A21 21 1 (-) GND 1-bat(-) = 0 V 1-bat(-) = 0 V -
manifold temperature 29 29 2 Temp. output 1-2 = 0.3-4.7 V 1-2 = 0.3-4.7 V U is depended of the temp. Rtemp see table 1.
10 10 3 (+) Supply 1-3 = 5 V 1-3 = 5 V -
28 28 4 Pressure output 1-4 = 1.1 V 1-4 = 0.5-4.5 V U is depended of the pressure.
Camshaft 30 30 1 Sensor output - Sine wave Coil resistance: 1-2 = 0.9 kΩ at 20 °C (68 °F)
23 23 2 Sensor output - Sine wave -
Coolant Temperature 36 36 1 Temp. output 1-2 = 0.3–4.7 V 1-2 = 0.3–4.7 V U is depended of the temp. Rtemp see table 2.
18 18 2 (-) GND 2-bat(-) = 0 V 2-bat(-) = 0 V -
Crank 25 25 1 Sensor output - Sine wave Coil resistance: 1-2 = 0.9 kΩ at 20 °C (68 °F)
24 24 2 Sensor output - Sine wave -

47704208 01-2019 © AB VOLVO PENTA


Fuel Temperature 34 34 1 Temp. output 1-2 = 0.3-4.7 V 1-2 = 0.3-4.7 V U is depended of the temp. Rtemp see table 3.
17 17 2 (-) GND 2-bat(-) = 0 V 2-bat(-) = 0 V -
MPROP valve 7 7 1 PWM output 1-2 = 2.9 V (<18 sec) PWM (0-12 V) -
1-2 = 0 V (>18 sec) Coil resistance: 1-2 = 3 Ω (+/- 0.4 Ω at 20° C.
5 5 2 Bat. (-) 2-bat(-) = 0 V 2-bat(-) = 0 V -

101
30-2 Fault Tracing
102
Component eECU# Measure box # Sensor Pin # Signal type Ignition on Engine running Note
Oil Pressure 9 9 1 (+) Supply 1-4 = 5 V 1-4 = 5 V -
33 33 2 Pressure output 2-4 = 0.5 V 2-4 = 0.5-4.5 V U is depended of the pressure.
30-2 Fault Tracing

19 19 4 (-) GND 4-bat(-) = 0V 4-bat(-) = 0V -


Rail pressure 20 20 1 (-) GND 1-bat(-) = 0 V 1-bat(-) = 0 V -
27 27 2 pressure output 1-2 = 0.5 V 1-2 = 0.5-4.5 V U is depended of the pressure.
12 12 3 (+) Supply 1-3 = 5 V 1-3 = 5 V -
Water in Fuel 13 13 1 Switch output 1-3 = 0 V (no water) 1-3 = 0 V (no water) 1-3 = Ubat when water is detected.
16 16 2 Bat(+) 2-3 = Ubat 2-3 = Ubat -
3 3 3 (-) GND 3-bat(-) = 0 V 3-bat(-) = 0 V -
NOTICE!
To measure the exhaust manifold water temperature sensor, disconnect the sensor and measure the sensor resistance. Use Rtemp table 4.
Exhaust manifold water 89 1 1 Temp. output 1-2 = 0.6- V 1-2 = 0.6- V U is dependent of the temp. Rtemp see
temperature table 4.
32 2 2 (-) GND 2-bat(-) = 0 V 2-bat(-) = 0 V -

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30-2 Fault Tracing

Table 1: Intake manifold temperature Table 2: Coolant temperature


Measurement points Nominal value Measurement points Nominal value
1 – 2 (885675) R ≈ 5890 Ω ±280 Ω 1 – 2 (885675) R ≈ 4930 Ω ±440 Ω
21–29 (9998699) at 0 °C (+32 °F) 36 – 18 (9998699) at 0 °C (+32 °F)

R ≈ 2510 Ω ±110 Ω R ≈ 1870 Ω ±140 Ω


at 20 °C (+68 °F) at 20 °C (+68 °F)

R ≈ 1200 Ω ±46 Ω R ≈ 800Ω ±50 Ω


at +40 °C (+104 °F) at +40 °C (+104 °F)

R ≈ 610 Ω ±22 Ω R ≈ 375Ω ±20 Ω


at +60 °C (+140 °F) at +60 °C (+140 °F)

R ≈ 330 Ω ±11 Ω R ≈ 190Ω ±8 Ω


at +80 °C (+176 °F) at +80 °C (+176 °F)

R ≈ 186 Ω ±5 Ω R ≈ 104 Ω ±4 Ω
at +100 °C (+212 °F) at +100 °C (+212 °F)

Table 3: Fuel temperature Table 4: Exhaust manifold


Measurement points Nominal value Measurement points Nominal value
1 – 2 (885675) R ≈ 4930 Ω ±440 Ω 1–2 R ≈ 200Ω ±2 Ω
34 – 17 (9998699) at 0 °C (+32 °F) at 0 °C (+32 °F)

R ≈ 1870 Ω ±140 Ω R ≈ 276Ω ±2 Ω


at 20 °C (+68 °F) at 100°C (+212 °F)

R ≈ 800Ω ±50 Ω R ≈ 420Ω ±3 Ω


at +40 °C (+104 °F) at +300 °C (+572 °F)

R ≈ 375Ω ±20 Ω R ≈ 554Ω ±5 Ω


at +60 °C (+140 °F) at +500 °C (+932 °F)

R ≈ 190Ω ±8 Ω R ≈ 680Ω ±6 Ω
at +80 °C (+176 °F) at +700 °C (+1292 °F)

R ≈ 104 Ω ±4 Ω R ≈ 767 Ω ±7 Ω
at +100 °C (+212 °F) at +850 °C (+1562 °F)

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30-2 Fault Tracing

Checking the coolant level switch


Description: A magnetic influenced level switch is monitoring the engine coolant level.
Special tools: 88890074 Multimeter
Measurement procedure: NOTICE! The coolant level switch can be removed without having to drain the
coolant.
1 Turn the main switch off.
2 Undo the expansion tank and hang it up (without undoing any unions).
Undo the connector and remove the level switch from the expansion tank.
3 Use multimeter 88890074 to do resistance measurement against the
switch. Connect the multimeter to the two pins of the switch. The multimeter
should show OL.
4 Move a magnet along the switch and observe the resistance value. The
resistance should drop to approx. 0 Ohm.

Checking the camshaft sensor /


engine speed sensor
Description: The camshaft sensor / engine speed sensor is an inductive sensor.
Special tools: • 885675 Break-out cable
• 88890074 Multimeter
Measurement procedure: 1 Turn the main switch off.
2 Undo the connector from the sensor and remove the sensor from the
cylinder head or the flywheel housing.
NOTICE! Check that the sensor does not have any external damage, or
any swarf, which has got stuck on it.
3 Connect adapter cable 885675 to the sensor.
NOTICE! Do not connect the other end of the adapter cable to the engine
cable harness, since this can cause a measurement error.
4 Use multimeter 88890074 for resistance measurement.
5 Use multimeter 88890074 for an AC voltage measurement.
Move a metal object rapidly back and forwards not more than 1 mm in front
of the sensor. Check that the multimeter gives a reading.

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30-2 Fault Tracing

Checking the supercharger


solenoid winding
Description: There is a solenoid used for activation of the supercharger clutch.
Special tools: 88890074 Multimeter
Measurement procedure: 1 Turn the main switch off.
2 Disconnect the supercharger connector.
3 Use 88890074 Multimeter for resistance measurement towards the
magnetic clutch.
Measurement points:
1-2 R ≈ 2-12 Ω

Checking the function of the


supercharger magnetic clutch
Description: Function test of the magnetic clutch.
Test procedure: 1 Turn the main switch off.
2 Disconnect the supercharger connector.
3 Check that the magnetic coupling is not activated, by rotating the
component in front of the pulley. 4. NOTE!
4 NOTICE! Check the solenoid winding in the circuit before connecting it to
system current. Stop the test if there is a short circuit in the winding or
diode.

Connect +12 alt. +24 V as follows:


- Positive (+) to pin 1 (red cable) in the connector.
- Negative (–) to pin 2 (white cable) in the connector.

The magnetic coupling for the supercharger should now be activated.

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30-2 Fault Tracing

VODIA Log Parameters


Pressure

Engine oil pressure


Description: Indicates the oil pressure value measured at the oil gallery.
Parameter working range: 0-879 kPa (0-127.5 psi)
Normal sensor value: 0-700 kPa (0-101.5 psi)

Air inlet pressure


Description: Indicates the absolute, inlet manifold pressure + surrounding air pressure,
measured in the inlet manifold.
Parameter working range: 0-439 kPa (0-63.7 psi)
Normal sensor value: 50-450 kPa (7.3-65.3 psi)

Boost pressure
Description: Indicates the inlet manifold relative pressure measured in the inlet manifold. (can
only be used up to 219 kPa (31.8 psi))
Parameter working range: 0-219 kPa (0-31.8 psi)
Normal sensor value: 0-450 kPa (0-65.3 psi)

Extended boost pressure


Description: Indicates the inlet manifold relative pressure measured in the inlet manifold.
Parameter working range: 0-8191 kPa (0-1188 psi)
Normal sensor value: 0-450 kPa (0-65.3 psi)

Barometric pressure
Description: Indicates the atmospheric pressure sensed in the engine ECU.
Parameter working range: 0-109 kPa (15.8 psi)
Normal sensor value: 100 kPa (14.5 psi)(1)

1. At sea level

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30-2 Fault Tracing

Injection control pressure


Description: Indicates the fuel pressure measured in the rail.
Parameter working range: 0-256 MPa (0-37130 psi)
Normal sensor value: 0-200 kPa (0-29008 psi)

In order for the engine to start: Minimum approx. 20 MPa (2901 psi).
At low idle (D4 700 rpm, D6 600 rpm) and unloaded engine: Approx 40 MPa
(5802 psi).
At maximum throttle and full load: Approx 160 bar (23206 psi).

If the engine does not start because the pressure is below approx 20 MPa (2901
psi), the return flow from the injectors can be checked.

Temperature

Intake manifold temperature


Description: Indicates the air temperature measured in the inlet manifold.
Parameter working range: 0-123 °C (32-253.4 °F)
Normal sensor value: (-10)-80 °C (14-176 °F)

Engine coolant temperature


Description: Indicates the coolant temperature.
Parameter working range: 0-123 °C (32-253.4 °F)
Normal sensor value: (-10)-120 °C (14-248 °F)

Fuel temperature
Description: Indicates the fuel temperature.
Parameter working range: 0-100 °C (32-212 °F)
Normal sensor value: (-10)-80 °C (14-176 °F)

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30-2 Fault Tracing

Miscellaneous

ECU battery potential


Description: Indicates the battery potential sensed at the engine ECU.
Parameter working range: 0-32 V

Accelerator Pedal position


Description: Indicates the throttle position value received at the engine ECU.
Parameter working range: 0–100 %
Normal value: 0–100 %

Throttle calibrated position


Description: Indicates the requested throttle position from the HCU.
Applicable system: EVC generation C, D, E
Logging subparameter: Throttle calibrated position
Working range: 0–100 %

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GEARSIGNAL FEEDBACK

POWERTRIM FEEDBACK
37-0 Wiring Diagrams

109
POT.NEG SUPPLY
POT.NEG SUPPLY

POT.POS SUPPLY
POT.POS SUPPLY

GEARPRESSURE

HIGHSIDE (PWR)
LOWSIDE (PWR)
HIGH SIDE(HS1)

HIGH SIDE(HS2)

1708
LOW SIDE(LS1)
LOW SIDE(LS2)

CAN
GEARSUPPLY

BATT+ J1587
J1939
GEARTEMP

GEAR RPM

REF. GND

H L BATT- BATT+ A B 1708


SWITCHED J1587 24
BATT+ B A
22 A2 A3 A4 A5 A6 A7 A1 D1 A8 D8 B1 B2 B3 B4 B5 B6 B7 B8 D2 D3 D4 D5 D6 D7 C1 C2 C3 C4 C5 C6 C7 C8 BATT-
W/GN1,0
BN/SB1,0

GR/OR1,0

SB1,5
BN/R1,0

R1,0

SB1,5
W/SB1,0
SB1,5

SB1,5

R/SB1,5

W1,0
W/R1,0

W/SB1,0
R1,5

R1,5
Y/GR1,0

GR/Y1,0
BN/Y1,0

GR/SB1,0
GN/SB2,5

BL/OR1,0

Y/W1,0
BL/GN2,5

R/BL1,5
GR/BL1,0
BN/SB2,5
Y/W1,0

BL/BN2,5

BL/SB1,5

1 2 5 3 4 6

SB1,0
W1,0
W/SB1,0
R/SB1,0
21
31 18 9 10 19 13 21 1 20 4 29 22 25 12 3 2 26
CAN H
Y/W1,0
17
R2,5
1 1 J1939 GR/Y1,0
E+
L
PWR HS1-LS1

PWR HS2-LS2
GEAR PRESS

7
GEAR PNEG

GEAR TEMP
GEAR PPOS
GEAR PSIG

PWR PNEG
PWR PSUP
GEAR SUP

Y/GR1,0
GEAR HS1

GEAR HS2

PWR PSIG

2 2
GEAR LS1
GEAR LS2

CANL
3
SB2,5
3 E- 29
ENC

SB2,5
4 4 C- 1 2
Y/W1,0 + -
5 5 CANH
1708
B 5 W/SB1,0
R2,5
6 6 C+ 29 POLECONNECTOR J1587 A 15 W1,0
6 POLECONNECTOR

28
FRESHWATER LEVEL SENSOR

R/SB1,5
BATT+ 28 SB0,75 85
86
1
FUEL LEVEL SENSOR

BATT+ R/BL1,5 R/BL0,75


23 2
RUDDER SENSOR

SWITCHED 30
GN0,75 87a
5
R0,75
3
4
GND

SB1,5
BATT- 14
8 27 16 11
26 16 20
SB1,0

R/W2,5 R/W2,5
4 4
R/SB2,5 R/SB2,5
3 3
2 2
GN/SB1,0

24 V

R/BL1,0
BL/SB1,0

18 17
R/GN1,0

R2,5 R2,5
1
SB1,0

SB1,0

SB1,0

1 SYSTEM
1 2 23 1 2 3 4 5 6
32
R/W2,5
4 4 EDC7C+(OUT)
R/SB2,5
SB2,5
3 3 EVC+(OUT) 25
2 2 BAT.- DC/DC

GR/Y1,0

GR/Y1,0
VO0,75

GN0,75
SB0,75

Y/W1,0

Y/W1,0
BL0,75

R/Y1,5
R2,5

SB2,5

SB1,5
1 BAT.+(IN) 12 V
15 1 12V
37-0 Wiring Diagrams

SYSTEM
44 19 45 35 34 53 52 3 9 14 15 10 39 1 7 12 13 5
89 POLECONNECTOR

47704208 01-2019 © AB VOLVO PENTA


16 POLECONNECTOR 36 POLECONNECTOR

R/BL1,0
9 13 4 12 3 6 11 16 10 15 5 14 25 24 23 30 21 29 10 28 19 9 33 36 18 34 17 20 27 12 7 5 8 3 13 16
30

R1,0

W1,0
GN2,5

GN2,5

R0,75
SB2,5

SB2,5

BL2,5

BL2,5
W2,5

W2,5

Y2,5

Y2,5

R/W0,75
ABBREVIATIONS FOR CABLE COLOUR SEE

BN1,0
D4/D6 up to generation E

R/Y1,5
VOLVO STD 7623,01 POINT 2

SB2,5
4
D+
Y0,75
G S SW
TWISTED IN PAIRS
1 2 1 2 1 2 1 2 1 2 1 2

W1,0

W1,0
B+ B E
B-
M

FUELACTUATOR5

FUELACTUATOR4

FUELACTUATOR6
FUELACTUATOR1

FUELACTUATOR2
FUELACTUATOR3
1 2 3 4 4 3 1 2 1 2 1 2 1 2 3
1 2
1 2 3
3

W
27

R10
n n p p C° C° p
1 2
6 7 8 9 10 11 12 19

P0011287
CYL.X

CYL.X

CYL.X
CYL.X
CYL.X
CYL.1
TO TRIMPUMP
1. GROUND 1. +5V 1. GROUND 13 14 1. SIGNAL 2
2. SUPPLY
“HIGHBANK1” 5 “HIGHBANK2” 2. NTC
3. +5V
2. OUTPUT
3. NC
2. OUTPUT
3. +5V
12V/24V
3. GROUND
4. OUTPUT 4. GROUND
SIGNAL
1
SB16
37-0 Wiring Diagrams

D4/D6 up to generation E Cable colors


1 Battery BL = Blue R = Red
LBL = Light blue SB = Black
2 Battery main switch BN = Brown W = White
3 Starter motor LBN = Light brown Y = Yellow
GN = Green VO = Violet
4 Alternator GR = Grey P = Pink
5 Injector OR = Orange

6 Sensor, engine RPM


Cable areas in mm2 are specified after the color code
7 Sensor, camshaft RPM in the wiring schedule.
8 Boost air pressure / temperature When no cable area is specified, 0.75 mm2 (0.00116
in2) should be used.
9 Oil pressure, engine Broken cables (lines) are not connected by Volvo
10 Sensor, coolant temperature Penta.
11 Sensor, fuel temperature
NO = Normally open during operation.
12 Sensor, rail pressure
13 High pressure pump, fuel
14 Supercharger
15 Control unit, EDC7C1
16 Auto fuse, EDC7C1 (20 A)
17 Switch, engine stop
18 Switch, coolant
19 Switch, water in fuel
20 Auto fuse, EVC (20 A)
21 Control unit, PCU
22 Connector, customer interface
23 Connector, external sensors
24 Connector, diagnosis
25 Voltage converter
26 Connector, auto fuses (only D6)
27 Auto fuse, 50 A
28 Engine stop, relay
29 Connector, auto fire extenguisher
30 Resistor, 33 Ohm
31 Connector, HCU
32 Connector, DC/DC converter (12 V)

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37-0 Wiring Diagrams

D4/D6 from generation F


0.75 GR 0.75 BL

44
25 24
9

1
14 0.75 GR/SB 10

2
0.75 SB 2.5 R/W

1 2 3 4
19
0.75 VO

23 30
2.5 R/SB
Splice 1
15 n 11
1
0.75 P
0.75 VO 2.5 R

45
2 0.75 GN/SB Splice 10

21 29

12
1
3

0.75 GN/Y 0.75 W

¼
1

2
89
4

16

12
0.75 Y/W 0.75 GR 13

32
0.75 GN/OR 28 10
0.75 Y/W

35
0.75 BL/R 0.75 Y/GR

34
9
P

17 0.75 GN
1

19
4
2

0.75 OR/SB 0.75 Y/W


J 1939 H
53
33

1
Splice 2
52 0.75 Y/GR
0.75 GR/R J 1939 L

2
EDC7C
36

Splice 3
36 pin

89 pin

BAT. -

3
¼

18 0.75 SB
18

2.5 SB
1

BAT. + 8

4
0.75 Y 2.5 SB
34

BAT.

5
2.5 SB
¼

SWITCHED
19
14

0.75 BN/W
17

Splice 4
1

6
2.5 SB
15

0.75 BL
20

J 1587 A

7
1.5 SB
10
P

20 0.75 GN/R
1

12

J 1587 B

8
3
2

0.75 OR 0.75 GN
39
27

1.5 OR
7
1

2.5 R/W
21
1

1.5 BN 2.5 R/W


7
2

0.75 W
0.75 W/SB

2.5 R/W
12

R 1R
Splice 9
8
1

22 2.5 R/W
13

W 1W 1W
3

Splice 5
2

0.75 R/W
13 16

1W 1.5 Y/R
1
¼

0.75 R
3

23
2

4 BAT. +
B-

1
Splice 8
G B+
D+
S

J 1587 B
1 BN

24 25 7
16 R
0.75 Y
16 SB

1 SB
2 1 1 BL/R 1 BL/R BAT. -
3
1

Splice 6

2.5 SB J 1587 A
5

SB
Splice 7
-
-

1
6
M
S

2.5 R 1 2
+
+

0.75 R

27 28
R

3 26 2 3
2.5 R
2.5 SB
2.5 R/SB
2.5 R/W

86
1 2

1 2

30
R
87 6
1

87a 85
0.75 SB

1 2 3 4
2 4 5 1
BAT. +
BAT. -
EVC
EDC

P0017627
5

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37-0 Wiring Diagrams

D4/D6 from generation F Cable colors


BL = Blue
1 Battery
LBL = Light blue
2 Main switch BN = Brown
LBN = Light brown
3 Starter motor
GN = Green
4 Alternator GR = Gray
OR = Orange
5 Voltage converter (DC/DC)
P = Pink
6 Engine stop relay R = Red
SB = Black
7 Diagnosis connector
VO = Purple
8 Engine interface - EVC W = White
Y = Yellow
9 Connector fuse for 24 V system.
NOTICE! Replaces voltage converter (DC/DC). Cable cross section = 0.75 mm2 unless otherwise
stated.
10 Coolant level switch
11 Engine stop switch
12 Connector plug (ABYC)
Oil pressure sensor Rail pressure sensor
13 Exhaust temperature sensor(ABYC)
1 +5 V 1 Ground
14 Crankshaft sensor 2 Pressure signal 2 Pressure signal
15 Camshaft sensor 4 Ground 3 +5 V

16 Sensor for air inlet pressure / intake manifold


Water in fuel switch Sensor for air inlet
temperature.
1 Signal pressure / intake
17 Oil pressure sensor 2 +12 V / 24 V manifold temperature
18 Coolant temperature sensor 3 Ground 1 Ground
19 Fuel temperature sensor 2 NTC
3 +5 V
20 Rail pressure sensor
4 Pressure signal
21 High pressure pump
22 Supercharger
23 Water in fuel switch
24 Resistor connector
25 Connector to resistor
26 Fuse, 20 A
27 Engine stop connector
28 Engine stop connector plug

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37-0 Wiring Diagrams

Injectors
D4/D6 from generation F

Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6

1 2 2.5 GN 1 2 1 2 1 2 1 2 1 2

2.5 GN

2.5 SB

2.5 SB
2.5 BL

2.5 BL
2.5 W

2.5 W
2.5 R

2.5 R

2.5 Y

2.5 Y
9 13 3 6 4 12 5 14 11 16 10 15

EDC7C
16 pin

P0017630

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39-0 General

39-0 General
Index
MID 128: Engine control unit
Caption PID PPID SID PSID FMI
Coolant Level, page 33
MID 128, PID 91 Accelerator pedal position, %, page 34 91 9
MID 128, PID 97 Water in fuel indicator, page 35 97 0, 9
MID 128, PID 100 Engine oil pressure, page 37 100 0, 1, 3, 4, 5, 6,
9
MID 128, PID 105 Intake manifold temperature, page 41 105 3, 4, 9
MID 128, PID 106 Air inlet pressure, page 43 106 0, 3, 4, 5, 6, 9
MID 128, PID 108 Barometric pressure, page 47 108 0, 3, 4, 9
MID 128, PID 110 Engine coolant temperature, page 49 110 0, 3, 4, 9
MID 128, PID 158 ECU battery potential, page 52 158 0, 1, 3, 4, 9
MID 128, PID 164 Injection Control Pressure , page 56 164 0, 3, 4, 5, 6, 9
MID 128, PID 174 Fuel temperature, page 60 174 0, 3, 4, 9
MID 128, PID 190 Engine speed, page 63 190 0, 2, 3, 4, 9
MID 128, PPID 6 Key off input sensor, page 99 6 11
MID 128, SID 1/2/3/4/5/6 Injector # 1-6, page 65 1/2/3/4/5/6 2, 3, 4, 9
MID 128, SID 21 Engine position, page 68 21 0, 2, 4
MID 128, SID 22 Timing sensor, crank, page 70 22 0, 2, 4
MID 128, SID 26 Auxiliary output device driver #1, page 72 26 3, 4
MID 128, SID 40 Aux output device driver #2, page 73 40 3, 4
MID 128, SID 57 Auxillary PWM driver #1, page 74 57 9
MID 128, SID 218 ECM Main Relay, page 75 218 2, 3, 4, 9, 11
MID 128, SID 231 SAE J1939 data link, page 77 231 9
MID 128, SID 251 Power supply, page 78 251 2, 5, 6, 9
MID 128, SID 254 Controller 1, page 79 254 3
MID 128, PSID 50 Fuel pressure monitoring 50 0, 1, 2, 3, 5, 6,
MPROP, page 80 9
MID 128, PSID 51 Redundant shut-off path, page 89 51 12
MID 128, PSID 53 Monitoring of PRV, page 90 53 0, 1
MID 128, PSID 54 Booster voltage C1, page 93 54 3, 4, 9
MID 128, PSID 55 Booster Voltage C2, page 94 55 3, 4, 9
MID 128, PSID 56 System start-up test of shut-off 56 2, 5, 6
path, page 95
MID 128, PSID 112 Exhaust Manifold Water Temperature 112 0, 3, 4
Sensor #1, page 96
MID 128, PSID 216 Data Link, MID187, page 98 216 4, 9

114 47704208 01-2019 © AB VOLVO PENTA


Index
A MID 128, PID 190 Engine speed.............................. 63
About this Workshop manual..................................... 2 MID 128, PID 91 Accelerator pedal position, %....... 34
Accelerator Pedal position...................................... 108 MID 128, PID 97 Water in fuel indicator................... 35
Air inlet pressure.................................................... 106 MID 128, PPID 6 Key off input sensor...................... 99
MID 128, PSID 112 Exhaust Manifold Water
B Temperature Sensor #1........................................... 96
Barometric pressure............................................... 106 MID 128, PSID 216 Data Link, MID187.................... 98
Boost pressure....................................................... 106 MID 128, PSID 50 Fuel pressure monitoring
C MPROP.................................................................... 80
Checking alternator brushes.................................... 21 MID 128, PSID 51 Redundant shut-off path............. 89
Checking the camshaft sensor / engine speed MID 128, PSID 53 Monitoring of PRV...................... 90
sensor..................................................................... 104 MID 128, PSID 54 Booster voltage C1..................... 93
Checking the charging system................................. 24 MID 128, PSID 55 Booster Voltage C2.................... 94
Checking the coolant level switch.......................... 104 MID 128, PSID 56 System start-up test of shut-
Checking the function of the supercharger off path..................................................................... 95
magnetic clutch...................................................... 105 MID 128, SID 1/2/3/4/5/6 Injector # 1-6.................... 65
Checking the starter motor voltage.......................... 23 MID 128, SID 21 Engine position............................. 68
Checking the supercharger solenoid winding......... 105 MID 128, SID 218 ECM Main Relay......................... 75
Component description............................................ 28 MID 128, SID 22 Timing sensor, crank.................... 70
Connection of 88890117........................................ 100 MID 128, SID 231 SAE J1939 data link................... 77
Coolant Level........................................................... 33 MID 128, SID 251 Power supply.............................. 78
MID 128, SID 254 Controller 1................................. 79
D
MID 128, SID 26 Auxiliary output device driver #1... 72
Design and Function................................................ 28
MID 128, SID 40 Aux output device driver #2.......... 73
E MID 128, SID 57 Auxillary PWM driver #1............... 74
ECU battery potential............................................. 108 Miscellaneous................................................. 108, 114
Electrical System........................................................ 7
N
Electrical Welding..................................................... 26
Network.................................................................... 17
Engine coolant temperature................................... 107
Engine oil pressure................................................. 106 P
Engine Protection Map............................................... 9 Pressure................................................................. 106
Erasing fault codes................................................... 17 R
Extended boost pressure....................................... 106 Rail pressure measurement..................................... 25
F Repair instructions.................................................. 3, 5
Fault Codes.............................................................. 33 S
Fault Tracing............................................................ 33 Safety Information.................................................... 10
Fault tracing of cables and connectors..................... 18 Safety Instructions.................................................... 10
Fuel temperature.................................................... 107 Special Service Tools............................................... 15
G Specifications, Electrical............................................. 7
General......................................................... 2, 16, 114 T
General advice......................................................... 16 Technical Data........................................................... 7
I Temperature........................................................... 107
Index....................................................................... 114 Throttle calibrated position..................................... 108
Injection control pressure....................................... 107 V
Intake manifold temperature................................... 107 VODIA Log Parameters.......................................... 106
Interpretation of measurement table...................... 100
W
M Wiring Diagrams..................................................... 109
Malfunctions............................................................. 27
Manual fault tracing in bus cables............................ 20
Measurements........................................................ 100
MID 128, PID 100 Engine oil pressure..................... 37
MID 128, PID 105 Intake manifold temperature....... 41
MID 128, PID 106 Air inlet pressure......................... 43
MID 128, PID 108 Barometric pressure................... 47
MID 128, PID 110 Engine coolant temperature........ 49
MID 128, PID 158 ECU battery potential.................. 52
MID 128, PID 164 Injection Control Pressure ......... 56
MID 128, PID 174 Fuel temperature........................ 60

47704208 01-2019 © AB VOLVO PENTA 115


References to Service Bulletins

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AB Volvo Penta
Service Communication
Dept. CB22000
SE-405 08 Gothenburg
Sweden
47704208 English 01-2019