D3 Work Shop Manual

Workshop Manual A
Group 30 2(0)

D3-D/E/F/G/H
Table of Content
General Information
00-0 General ............................................................................................. 2
Specifications
03-3 Specifications, Electrical ................................................................ 5
Electrical System ................................................................................. 5
Safety and Other Instructions

05-1 Safety Instructions .......................................................................... 8
Special tools
08-2 Special Service Tools ................................................................... 13
General, Complete Vehicle Software

30-0 General ........................................................................................... 14
30-2 Fault Tracing ................................................................................. 38
General ................................................................................................ 38
Fault Codes ........................................................................................ 39
Measurements .................................................................................. 122
Cables and fuses

37-0 Wiring Diagrams ......................................................................... 142
Miscellaneous
39-0 General ......................................................................................... 144
Index ......................................................................................................... 153
References to Service Bulletins ............................................................ 155
47701609 09-2019 © 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 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.
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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
Electrical System
Technical Data
Air inlet pressure/ inlet manifold temperature
Supply voltage 5V
Connector 4 pin
Pressure measurement range 50–400 kPa (0.5-4.0 bar)
Temperature measurement range -40 °C to +130 °C (-40 °F to +262 °F)
Type Linear/NTC
Max. tightening torque 20 Nm (14.8 lbf.ft.)
Camshaft
Supply voltage 5V
Connector 3 pin
Type Hall effect sensor
Max. tightening torque 8 ± 0.5 Nm (5.9 ± 0.37 lbf.ft.)
Coolant temperature
Voltage 3.3 V
Connector 2 pin
Type NTC
Fuel temperature
Voltage 3.3 V
Connector 2 pin
Type NTC
Flywheel (crankshaft)
Connector 2 pin
Type Inductive sensor
Oil level / oil temperature

Supply voltage 12 V
Connector 3 pin
Max. tightening torque 8.4 Nm (6.2 lbf.ft.)
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Oil pressure
Supply voltage 5V
Connector 3 pin
Pressure measurement range 0–700 kPa (0-7 bar) (0–101.5 kPa)
Type Linear
Rail pressure
Supply voltage 5V
Connector 3 pin
Pressure measurement range 0–200 MPa (0-2000 bar) (0–29008 PSI)
Type Linear
Max. tightening torque 20 ± 2 Nm (14.8 ± 1.48 lbf.ft.)
Water in fuel
Supply voltage 12 V
Connector 2 pin
Contact type Closes when water is detected
Alternator
Voltage 14 V
Capacity 150 A
Starter motor
Voltage 12 V
Capacity 2.2 kW
Fuses
Protects EECU, EVC system
Type Circuit breaker
Ampere 20 A
Protects Trim pump

Type Circuit breaker
Ampere 50 A
Protects Fuel pump

Type Blade fuse
Ampere 15 A
Electric fuel pump

Voltage, U Pressure Current, I Flow rate
8.0 ± 0.1 V 50 + 10 kPa < 2.8 A > 130 l/h
(7.3 + 1.5 psi) (28.6 US gals/h)
13.0 ± 0.1 V 50 + 10 kPa < 5.2 A > 235 l/h
(7.3 + 1.5 psi) (51.7 US gals/h)
8.0 ± 0.1 V 450 + 10 kPa < 7.5 A > 40 l/h
(65.2 + 1.5 psi) (8.8 US gals/h)
13.0 ± 0.1 V 450 + 10 kPa < 8.0 A > 165 l/h
(65.2 + 1.5 psi) (36.3 US gals/h)
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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.
8 47701609 09-2019 © AB VOLVO PENTA

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.
47701609 09-2019 © AB VOLVO PENTA 9

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.
10 47701609 09-2019 © AB VOLVO PENTA

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.
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08-2 Special Service Tools
08-2 Special Service Tools

The following special tools are used when working on
the engine. The tools can be ordered from AB Volvo
Penta by specifying the number indicated.
VODIA
P0013444
P0012145
p0008375
88890122 Break-out cable 88820047 VODIA, diagnostic 3849613 Pressure testing kit
tool
p0005125
p0005128
88890016 Break-out cable 9998699 Break-out box 88890074 Multimeter
75
8856
5
4
3
2
1
P0006701
885675 Break-out cable
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30-0 General
30-0 General
Abbreviations
CAN Controller Area Network
EECU Engine Electronic Control Unit
FMI Failure Mode Identifier
HCU Helm Control Unit
LIN Local Interconnect Network
MID Message Identification Description
MPROP Magnetically Proportional valve
PID Parameter Identification Description
PCU Powertrain Control Unit
PCV Pressure Control Valve
PPID Proprietary PID
PSID Proprietary SID
SAE Society of Automotive Engineers
SID Subsystem Identification Description
VGT Variable Geometry Turbo
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30-0 General
Component location
P0013279
1 Injector
2 Rail with Rail pressure sensor and Pressure Control Valve
3 High pressure pump with MPROP valve and Fuel temperature sensor
4 Coolant temperature sensor
5 Combined Air inlet pressure and Intake manifold temperature sensor
6 Oil pressure sensor
7 Electrical fuel feed pump
8 Water in fuel switch
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30-0 General
P0013280
1 VGT valve
2 Engine position sensor (camshaft position)
3 Coolant level switch
4 Oil level and temperature sensor
5 Engine speed sensor (crankshaft position)
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30-0 General
Component description
Engine control unit, EDC17

The engine electronic control unit (EECU) is installed
on a bracket near the engine. It controls and monitors
the injectors to ensure that the correct amount of fuel
is injected into each cylinder at the correct point in time.
It controls the proportional valve (MPROP) to ensure
that the system always has the correct fuel flow in the
high pressure pump. The rail pressure is regulated by
the MPROP and the PCV.
The EECU receives continuous information about:

• Engine speed
• Throttle opening
P0013281
• Fuel temperature
• Air inlet pressure/manifold air temperature
• Rail pressure
• Fuel alarm, “water in fuel”
• Camshaft position
• Coolant temperature
The information provides information about current
operation conditions and allows the processor to
calculate the correct fuel volume, monitor engine
status etc.
The EECU controls:

• The fuel flow to the rail (MPROP)
• Fuel pressure in the rail (MPROP & PCV)
• Turbo pressure (VGT)
• Charging (alternator)
• Idle speed
The EECU has a built-in diagnostic function. The
function of the diagnostic function is to discover and
localize any function faults within the system, to protect
the engine and to guarantee continued operation if a
serious function fault should occur.
If a malfunction is discovered, a faultcode is set.
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30-0 General
Injector
The injectors are installed in the cylinder head,
underneath the protective cover.
The amount of fuel injected and injection duration is
controlled by the EECU. The engine always receives
the correct volume of fuel in all operating conditions,
which offers lower fuel consumption, minimal exhaust
emissions.
P0013283
Rail pressure sensor

The sensor is mounted on the left side of the engine at
the front of the distribution manifold (“rail”) which
distributes fuel to the injectors.
The rail pressure sensor senses the fuel pressure in
the rail and converts this to a voltage signal which is
registered by the EECU.
P0013284
Fuel temperature sensor

The fuel temperature sensor consists of a thermistor
which forms a closed circuit with the EECU. The
property of a thermistor is that its resistance changes
non-linearly with temperature in the medium it
measures.
P0013282
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30-0 General
Magnetically controlled proportional

valve (MPROP)
A magnetically controlled proportional valve (MPROP)
controls the fuel flow through the high pressure pump
to ensure that the correct rail pressure is retained
despite varying engine speed and loading.
The valve is located in the high pressure pump at the
rear of the engine on the left.
The input signal to the valve is a PWM signal whose
pulse width is controlled by the EECU.
When the current through the valve is changed, this
affects the fuel flow, which results in changed rail
pressure.
The valve gives full flow when current less.
P0013285
Pressure control valve (PCV)

The pressure control valve is located on the rail and
controls the pressure in the rail by opening the rail to
the fuel return line.
The input signal to the valve is a PWM signal whose
pulse width is controlled by the EECU.
P0013286
When the current through the valve is changed, this
affects the fuel flow, which results in changed rail
pressure.
The valve is fully open when current less.
Fuel pump
An electrically controlled fuel feed pump is located
beneath left front engine mounting. The fuel feed pump
is managed by the EECU via a relay.
P0013287
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30-0 General
Air inlet pressure / Intake manifold

temperature sensor
The intake manifold temperature and the air inlet
pressure are measured by a combined sensor located
in the charge air pipe.
The sensor is supplied by a 5 Volt reference voltage
from the EECU.
The air inlet pressure sensor measures the absolute

pressure, which is the sum of the air inlet pressure and
atmospheric pressure (300 kPa thus corresponds to a
air inlet pressure of 200 kPa when atmospheric
pressure is 100 kPa).
The pressure signal is a voltage signal which is
P0013288
proportional to absolute pressure.
The inlet manifold temperature sensor consists

consists of a thermistor which forms a closed circuit
with the EECU. The property of a thermistor is that its
resistance changes non-linearly with temperature in
the medium it measures.
VGT valve
The VGT valve is an on/off valve and is located on the
engine right side. The valve is electronically controlled
by a PWM signal from the EECU.
The VGT controls the amount of vacuum pressure
supplied to the vacuum box which in turn controls the
lever that effects the guide rails inside the turbo.
P0013289
Coolant temperature sensor

The coolant temperature sensor consists of a
thermistor which forms a closed circuit with the EECU.
The property of a thermistor is that its resistance
changes non-linearly with temperature in the medium
it measures.
P0013290
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30-0 General
Oil pressure sensor

The sensor is mounted in the main oil gallery.
The oil pressure sensor senses the oil pressure and
converts this to a voltage signal which is registered by
the EECU.
P0013292
Engine speed (flywheel)

The sensor is located on top of the flywheel
housing.The sensor is inductive. 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 EECU information
of the crankshaft position.
P0013293
Engine position (camshaft)

The camshaft position sensor is located at the rear of
the valve housing on the right. The sensor is a Hall
effect generator. The sensor reacts to changes in the
internally generated magnetic field which occurs when
the camshaft rotates.
The impulses from the camshaft position sensor
provide the EECU with information about the cylinder
which is next in turn for fuel injection when the engine
is being started.
P0013294
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30-0 General
Coolant level switch

The coolant level in the engine is monitored by a level
switch. The level switch has two states: On/Off.
The level monitor consists of two sections, the actual
monitor and a magnetic float which is built into the
expansion tank. The monitor senses the position of the
magnetic float.
P0013937
Oil temperature sensor

The sensor which measures the oil temperature in the
engine uses an PTC resistor. The PTC resistor’s value
is then transformed in a built in integrated circuit. The
output from the sensor to the EECU is a PWM signal
that contains the temperature information.
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.
P0013297
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30-0 General
Aux stop button (1)

A auxilary stop button is located on the left side of the
engine. When the button is pressed it cuts a signal to
the EECU and the engine shuts down. The EECU will
not be powerless when the button is activated.
P0013298
Fuel prime button (2)

The fuel prime button is used when priming the fuel
system. Priming can be done with ignition off.
Fuel pump fuse (3)

A 15A fuse is located beside the aux stop button. The
fuse protects the fuel pump from over current.
System fuse (4)

The engine is provided with over-voltage protection,
which cuts the current if the electrical system is
overloaded. The fuse is reset by pressing the button
on the over-voltage protection circuit breaker.
IMPORTANT!
Always investigate the reason for the overload.
Starter motor
The starter motor is installed in the flywheel housing,
on the left-hand side of the engine.
The starter motor solenoid is engaged via the starter
relay, which is activated when the starter key is turned
to position III.
P0013299
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30-0 General
Alternator
The alternator is belt driven and mounted on the front
of the engine, on the left. The alternator communicates
with the EECU via a LIN communication wire.
P0013300
PCU
The node is located at the engine. It communicates
with the EECU and transmission and helm station
control unit, HCU, via the standard bus.
There is a decal containing the serial number and
CHASSIS ID on the PCU. The CHASSIS ID number
must coincide with the CHASSIS ID number on the
decals on the engine.
P0013301
Voltage converter
The engine is equipped with a DC/DC converter. The
DC/DC converter stabilize the voltage supplied to the
EECU during cranking sequence.
Circuit breaker
The engines have a fully automatic over-voltage
protector built into the voltage converter. If there is an
intermittent fault, re-setting is done automatically.
P0013302
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30-0 General
Interface bracket
The engine mounted interface bracket contains of
three connectors. The transmission interface where
the transmission cable is connected. The data link
interface where the HCU is connected. The senders
interface where the fuel, fresh water and rudder cable
is connected.
P0013303
Repair instructions
General advice on working with engines

The following advice must be followed to avoid
damage to the EECU and other electronics.
The system must be disconnected from system

voltage (by cutting the current with the main switch)
and the starter key(s) must be in the 0 position when
the engine control module connectors are
disconnected or connected.
Never disconnect the current with the main switches

when an engine is running.
Never undo a battery cable when the engine is running.
Turn the main switches off or disconnect the battery

cables during quick charging of the batteries.
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.
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30-0 General
Electrical Welding
1 NOTICE! Cut the current with the main switch.
Disconnect the battery cables.
2 Undo the connectors from the EECU before any
electric welding starts.
NOTICE! The connectors locking pin must be
pressed in to allow the connectors to be undone.
3 Disconnect all connections to the alternator.
Connect the welder earth clamp to the component
to be welded, or as close as possible to the weld site.
The clamp must never be connected to the engine
or in such a way that current can pass through a
bearing.
After welding is completed, the disconnected
components, such as alternator cables and battery
cables must be connected in the correct order.
The battery cables must always be connected last.
P0013315
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30-0 General
Fault tracing the EECU/PCU bus

cable
Tools:
88890074 Multimeter
IMPORTANT!Cut the current with the main switch

before the cables are disconnected
Use multimeter 9812519 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 engine. 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 EECU and the PCU
need to be checked, the resistance can also be
checked when the cables are connected to the other
end.
1 Undo the connector from the PCU.
2 Measure the resistance between pin 17 (yellow/
white cable) and pin 7 (yellow/grey cable) against
the EECU.
Measurement points Nominal value
7 – 17 R ≈ 120 Ω ± 10%
3 Repeat the measurement in the other direction.

Connect the PCU and undo the connector from the
EECU.
4 Measure the resistance between pin B54 (yellow/
white conductor) and pin B41 (yellow/grey cable)
against the PCU.

B54– B41 R ≈ 120 Ω ± 10%
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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.

• 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.

• 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
Checking the starter motor voltage

Tools:
88890074 Multimeter
General
If battery voltage falls below 12.4 V*, 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.
NOTICE! * Measured on the batteries.
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 that the voltage between terminals B+ and
B– on the starter motor. A maximum voltage drop
of 0.2 volt between the alternator and the battery is
P0008397
allowed.
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30-0 General
Checking the charging system

Tools:
88890074 Multimeter
Generally about alternators:

The voltage output from an alternator must be limited
to prevent the elecrolyte in the battery to evaporate.
The alternator output is regulated (limited) by the
voltage regulator in the alternator. The maximum
current that the alternator can deliver at regulated
voltage output depends on the alternator revolution.
When the engine is started an excitation current is
needed to “wake up” the alternator.
NOTICE! It is the consumers (batteries included)

which decides the output current from the alternator.
Measurements
1 Engine off.
2 Use 88890074 Multimeter to do a voltage
measurement over the battery. The nominal
voltage over a full loaded battery is approx. 12.7 V.
3 Engine on. Run at 1500 rpm. If the regulator has a
malfunction the excitation of the alternator will not
occur. How ever the alternator will be forced to
selfmagnetization at enginespeed over 2100 rpm.
4 Use multimeter 9812519 to do a voltage
measurement over the battery and also over the
alternator. The nominal charging voltage over the
battery/alternator should be approx. 13.8-14.6 V.
5 If the voltage value is incorrect disconnect all
consumers except the battery. Disconnect any
charge distributers. Run the engine and redo the
measurement at stage 4.
Fault tracing charging system
Battery check
1 Check the water level in the battery.
2 Check that all connectors at the battery are
correctly assembled.
Look for poor contact, bad crimping.
3 Check the condition of the cables to the battery.
Look for oxidation.
4 Check, if possible, the specific gravity of all cells.
when no charge
1 Check the alternator belt tension.
2 Check that all connectors at the alternator and at
the battery are correctly assembled.
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30-0 General
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.
4 Check the condition of all cables in the charging
system.
Look for oxidation.
5 Regulator fault. Replace regulator. After regulator
replacement measure both current output and
voltage output from the alternator to verify a correct
function.
when undercharge
1 Check the alternator belt tension.
2 Check that all connectors at the alternator and at
the battery are correctly assembled.
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.
4 Check the condition of all cables in the charging
system.
Look for oxidation.
function.
when overcharge
function.
Check that batteries has not been damaged by the
over charge.
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30-0 General
Replace the alternator regulator

1 Dismount the cover.
P0013318
2 Dismount the regulator.
P0013319
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30-0 General
3 Check that the brushes are undamaged.

Check the wear of the brushes.
P0013320
4 Check that the surface of the sliprings are not

damaged.
P0013321
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30-0 General
Rail pressure measurement

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 adapter cable (885675) between the
sensor and the EECU.
4 Use multimeter (88890074) 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 0.3 Volt which is equal to 0 Mpa
(0bar).
6 When cranking the engine, read the voltage value
75 on the multimeter and look in the table which
8856
pressure the voltage equals.
5
4
3
2
1
2 NOTICE! To activate injection a rail pressure of at least

1 12MPa (120 bar), equal to 0.46V, is demanded. If the
P0013317 rail pressure drops under 12MPa (120 bar) on a
running engine the engine will be shut down.
Voltage 0.3 0.5 0.75 1.0 1.2 1.3 1.4 1.5 1.6 1.7
MPa 0 14.8 33.3 51.8 66.6 74.1 81.5 88.8 96.3 104
Bar 0 148 333 518 666 741 815 888 963 1040
PSI 0 2147 4830 7513 9660 10747 11821 12879 13967 15084
Voltage 1.8 1.9 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.7
MPa 111.1 118.5 125.9 133.3 140.7 148.1 155.5 163.0 170.4 177.8
Bar 1111 1185 1259 1333 1407 1481 1555 1630 1704 1778
PSI 16114 17187 18260 19334 20407 21480 22553 23641 24714 25787
Voltage 2.8 2.9 3.0
MPa 185.2 192.6 200.0
Bar 1852 1926 2000
PSI 26861 27934 29008
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30-0 General
Programming the EECU

IMPORTANT!
In order to download the software, the CHASSIS ID
number or the engine number must be available.
NOTICE! The information on this page only includes

the English commands and expressions on the Volvo
Penta Partner Networks web site. Since the web site
is continually updated, it is entirely possible that you
will find information in more languages than just
English.
Action
1 Log in to Volvo Penta Partner Networks web site:
www.vppn.com
2 Choose ”Service and warranty” in the top menu.
3 Choose ”VODIA” in the left-hand menu.
4 Choose ”ECU Programming” in the left-hand menu.
5 Follow the instructions. Choose the control units to
be re-programmed and click the “Download” button.
The software for the control units is now
downloaded to the Vodia tool.
6 Take a look under “Settings”, “Software
information” in the VODIA tool to check that the
software has been downloaded.
7 Connect the VODIA tool to the engine that is to be
programmed.
8 Select “Engine with mounting and equipment” in the
VODIA menu.
Select “MID 128 Control unit, programming”.
VODIA will guide you through the entire
programming process.
9
NOTICE! Programming must be reported back to
Volvo Penta within 28 days. Log in to Volvo Penta
Partner Network’s web site:
www.vppn.com
10 Choose ”VODIA” in the left-hand menu.
11 Choose ” Report software” in the left-hand menu.
12 Follow the instructions for ”Report software/
parameter”. Click ”Report software/parameter”.
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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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30-2 Fault Tracing
30-2 Fault Tracing
General
General advice
NOTICE! The following must be done before fault
tracing continues, to avoid changing functional
sensors:
If there is an active / inactive fault code

Remove the connector from the sensor. Check that
there is no oxidation and that the connector pins are
not damaged.
NOTICE! Some fault codes become inactive when the

engine is stopped. Start the engine to check whether
the fault code is still inactive with the engine running.
After an action with the connector

Put the connector back. Check if the fault code
becomes inactive.
If the fault remains, check the cables and sensors.
NOTICE! No grease in the connector.
When the ignition is turned on, the EECU checks the

diagnostic status and presents the information in
VODIA.
Fault codes in VODIA can be presented as active or

inactive.
Inactive fault codes

Inactive fault codes are fault codes that have occurred
during one operation cycle and have then been
rectified or have corrected themselves. If a fault
occurred during the previous cycle, which was then
corrected during that cycle, such as if the coolant
temperature was too high for some time, the fault code
will be displayed as inactive.
NOTICE! This applies to many codes.
Active fault codes

It shows both fault codes as active if they are still
significant, i.e. if the fault has not been corrected.
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30-2 Fault Tracing
Fault Codes
MID 128, PID 45 Inlet air heater
status
FMI 2 – Data erratic, intermittent or incorrect
Fault code explanation: Communication error between the engine ECU and the glow control unit.
Fault indication: Yellow alarm status
Suitable action: 1 Check all cables and connectors between the glow control unit and the
engine ECU.
2 Change the glow control unit.
FMI 3 – Voltage above normal or short circuit to higher voltage

Fault code explanation: The glow control unit has detected a short circuit to battery error.
engine ECU.
FMI 4 – Voltage below normal or short circuit to lower voltage

Fault code explanation: The glow control unit has detected a short circuit to battery negative error.
engine ECU.
FMI 5 – Current below normal or open circuit

Fault code explanation: Open load error of low voltage glow system power stage. Glow control unit
power stage is shut-off.
engine ECU.
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30-2 Fault Tracing
FMI 12 – Faulty device or component

Fault code explanation: Over temperature is detected in the glow control unit. Unit is temporarily shut
down.
Suitable action: 1 Check that the unit is not exposed for heat radiation.
FMI 13 – Calibration value out of range

Fault code explanation: The engine ECU has detected that the glow control unit is not compatible.
Suitable action: 1 Check that the glow control unit is of right type, check part number.
FMI 15 – Data valid but out of normal operational range

Fault code explanation: The engine ECU has detected that the glow control unit is not compatible.
Suitable action: 1 Check that the glow control unit is of right type, check part number.
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30-2 Fault Tracing
MID 128, PID 91 Accelerator pedal

position, %

Fault code explanation: The engine ECU is not receiving a valid throttle signal from the PCU..
Fault indication: A red lamp flashes in the alarm panel + audible warning.
Symptom: Engine speed limitation.
Conditions for fault code: The engine ECU is not receiving a valid throttle signal from the PCU.
Possible reason: • Auto-configuration not done with new HCU. Fault code occurs together
with MID 128, PSID 216.
• CAN H signal between engine control unit and the PCU short circuited
to battery voltage. Fault code occurs together with MID 128, SID 231.
• 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
• Faulty PCU
• Faulty HCU.
Suitable action: 1 Do an auto-configuration.
2 Check if there are any other faultcodes that could be the root cause of
the problem.
3 Perform a Vodia logg on the throttle value.
Description
All throttle lever movements are transferred from the
lever control to the HCU. In the HCU the signals are
converted to a data message. The data message is
sent from the HCU to the PCU and from the PCU to
the EECU. If the EECU is missing this message this
fault code will be set.
Measurements
Three different loggings can be made to verify that
there is a throttle signal from the HCU to the EECU.
Vodia logging the lever position in HCU
Vodia logging the lever position in PCU
Vodia logging the lever position in EECU
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30-2 Fault Tracing
MID 128, PID 97 Water in fuel

indicator
FMI 0 – Data valid but above normal operational range
Fault code explanation: Water in Fuel
Fault indication: Water in fuel indication flashes in the alarm panel.
Symptom: None
Conditions for fault code: Water in fuel
Possible reason: • Water in the fuel fine filter.
• Short circuited monitor signal cable to battery voltage or 5 V voltage.
• Intermittent contact in the power supply or negative cable to the switch.
The fault code is shown as being inactive.
• Faulty water in fuel switch
Suitable action: 1 Drain the fuel fine filter from water. Check the prefilter for water.
2 Replace the fuel fine filter.
3 Check all cables and connectors between the switch and the EECU.
Please refer to Fault tracing of cables and connectors.
4 Empty the fuel tank sludge trap.
5 If there is an inactive fault code: Check the switch power supply and
negative cables.
P0013297
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30-2 Fault Tracing
Circuit description
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.
At a threshold resistance (water has been detected),

P0013307
pin 1 at the switch will give an output signal to B29 at
the EECU. The signal is proportional to the switch
supply voltage on pin 2.
The EECU provides pin 2 on the water in fuel switch

with battery voltage. Pin 3 on the water in fuel switch
is connected to battery negative via pin B7 on the
EECU.
Sensor EECU Signal type

pin 1 B29 U (high/low)
pin 2 (B1) ≈ bat+ (via junction point)
pin 3 B7 bat-
Component location
The water in fuel switch is located underneath the fuel
fine filter.
P0013309
Measurements
Checking the water in fuel switch
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30-2 Fault Tracing
MID 128, PID 98 Engine oil level
FMI 1 – Data valid but below operational range

Fault code explanation: Oil level is too low
Fault indication: An orange lamp flashes in the alarm panel.
Symptom: None
Conditions for fault code: Engine oil level is too low. The engine oil level is only checked at ignition on.
Possible reason: • Too low engine oil level
• Short circuited sensor supply cable to sensor negative cable. Might
occur together with MID 128 PID 175 FMI 2
• Faulty sensor
Suitable action: 1 Check the oil level in the engine.
Be sure not to overfill the engine.
2 Do a Vodia log of the engine oil temperature. If the logged value is -272
it is a failure in the sensor circuit.
Check all the cables and connectors between the sensor and the
EECU. Please refer to Fault tracing of cables and connectors.
3 Replace the sensor.

Fault code explanation: Faulty sensor / Fault in sensor circuit
Symptom: None
Conditions for fault code: Engine oil level is too low.
Possible reason: • Open circuit in sensor supply cable. Might occur together with MID 128
PID 175 FMI 2
• Open circuit in sensor signal cable. Might occur together with MID 128
PID 175 FMI 2
• Open circuit in sensor negative cable. Might occur together with MID
128 PID 175 FMI 2
• Might occur together with MID 128 PID 175 FMI 2 Short circuited sensor
signal cable to battery negative.
• Might occur together with MID 128 PID 175 FMI 2 Short circuited sensor
signal cable to sensor supply cable.
• Faulty sensor
Suitable action: 1 Do a Vodia log of the engine oil temperature. If the logged value is -272
it is a failure in the sensor circuit.
Check all the cables and connectors between the sensor and the
2 Replace the sensor.
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30-2 Fault Tracing
Circuit description
The sensor which measures the oil level in the engine
is a combined sensor which also measures the engine
oil temperature. The sensor is using ultrasonics to
determine the oil level. The sensor sends out ultrasonic
waves which reflects back to the sensor when hitting
the oil surface. The time it takes for the waves to return
to the sensor is measured and sent to the EECU
together with information about the oil temperature.
The EECU then calculates the oil level and the oil
temperature.
P0013291

pin 2 A28 bat-
pin 3 A13 PWM
P0013311
Component location
The oil level/temp sensor is located in the oil pan.
P0013312
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30-2 Fault Tracing
MID 128, PID 100 Engine oil pressure

Fault code explanation: Oil pressure is too low
Fault indication: Oil pressure indication lamp flashes in the alarm panel + audible warning.
Symptom: Reduced engine power
Conditions for fault code: The engine oil pressure is too low.
The engine oil pressure is depended by the engine revolution. The engine oil
pressure is below the set value of the engine protection parameter. For
parameters, please refer to Engine Protection Map.)
Possible reason: • Too low engine oil level
• Blocked oil filter
• Engine oil contaminated or too thin (low viscosity)
• Faulty sensor
• Faulty pressure reduction valve
• Blocked oil suction pipe
• Worn oil pump. Faulty pressure relief valve in the oil pump.
Suitable action: 1 Check the oil level in the engine.
2 Check that no oil leakage occurs.
3 Check that the oil filter is not blocked by changing the oil filter. Change
the oil.
4 Check the oil pressure with a manometer to verify the function of the
sensor. Please, refer to “Lubrication system, Workshop manual Grp
20-26” where to connect the manometer.
5 Replace the pressure reduction valve located after the oil cooler.
Please, refer to “Lubrication system, Workshop manual Grp 20-26”.
6 Check that the oil suction pipe isn’t blocked. Replace the oil pump.
Please, refer to “Lubrication system, Workshop manual Grp 20-26”.
FMI 4 – Voltage below normal or shorted to lower voltage

Symptom: None
NOTICE! If the oil pressure value is frozen in the gauge there could be a fault
in the power supply to the sensor.
Conditions for fault code: Voltage on pin A93 on EECU is less than 0.15 Volt.
Possible reason: • Short circuited sensor signal cable to battery negative.
• Faulty sensor
Suitable action: 1 Check all the cables and connectors between the sensor and the
2 Check the sensor.
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Symptom: None
NOTICE! If the oil pressure value is frozen in the gauge there could be a fault
in the power supply to the sensor.
Conditions for fault code: Voltage on pin A93 on EECU exceeds 4.85 Volt.
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
2 Check the contact pressure in sensor connector and in socket A56 and
socket A93 in the EECU connector.
3 Check the sensor.
Circuit description
The sensor is an active sensor, i.e. the sensor must
have operating voltage.
Pin A46 on the EECU provides pin 1 on the sensor with

an operating voltage of +5 Volt. Pin 4 on the sensor is
connected to battery negative via pin A56 on the
EECU.
P0013292
The output signal from the oil pressure sensor, pin 2
on sensor to pin A93 on the EECU, is a voltage signal
which is proportional to the oil pressure after the oil
filter.

pin 1 A46 +5V
pin 2 A93 0.5-4.5V
pin 3 A56 bat-
P0013322
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Component location
The oil pressure sensor is located in the engine block
at the lower left side of the engine near the heat
exchanger.
P0013323
Output voltage, V
5 Component specification
4
Working range 0–700 kPa (0–7 bar, 0–101 Psi)
3
Supply voltage 5.00 ± 0,25 V DC
2
1 Nominal output voltage at 25°C and power supply
voltage 5.00V DC:
0
0 100 200 300 400 500 600 700 0.5 V DC at 0 kPa (0 bar, 0 Psi)*
Engine oil pressure, kPa 4.5 VDC at 700 kPa (7 bar, 101 Psi)*
P0013457
NOTICE! * At normal atmospheric pressure.
Measurements
Checking the oil pressure sensor
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MID 128, PID 105 Intake manifold

temperature

Fault code explanation: Intake manifold temperature is too high
Symptom: Derate according to the engine protection map.
Conditions for fault code: Excessive inlet manifold temperature. The intake manifold air temperature
exceeds the set value of the engine protection parameter. For parameters,
please refer to Engine Protection Map.
Possible reason: • Engine temperature is too high.
- Low coolant level.
- Faulty thermostat
- Blocked seawater filter
- Damaged seawater pump or impeller
• High surrounding temperature
• Blocked aftercooler.
• Faulty intake manifold temperature sensor
Suitable action: 1 Check that the engine temperature is normal.
- Check the coolant level.
- Check the thermostat.
- Clean the seawater filter.
- Check the impeller and the seawater pump.
2 Check that the engine room temperature is not too high. Also check that
the engine room ventilation functions correctly.
3 Check the intake manifold temperature sensor.

Symptom: None
Possible reason: • Short circuited signal cable to battery negative.
• Faulty sensor
2 Check the sensor.
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Symptom: None
Possible reason: • Open circuit in signal cable to sensor.
• Open circuit in negative cable to sensor.
• Short circuited signal cable to battery voltage or 5 V voltage.
• Faulty sensor
3 Check the sensor.
Circuit description
The sensor, which measures inlet manifold
temperature, is a combined sensor which also
measures air inlet pressure. The inlet manifold
temperature sensor consists of a thermistor. The
property of a thermistor is that its resistance changes
non-linearly with temperature in the medium it
measures. When the air entering the engine is cold the
thermistor resistance is high. When the air warms up
the thermistor resistance falls.
P0013288

pin 1 A82 bat-
pin 2 A55 0-5V (temp)
pin 3 A18 +5V
pin 4 A78 0.5-4.5V (pressure)
P0013374
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Component location
The inlet air pressure/intake manifold temperature
sensor is located on the charge air pipe that runs
bellow the engine.
P0013375
Measurements
Checking the intake manifold temperature sensor
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MID 128, PID 106 Air inlet pressure

Fault code explanation: Air inlet pressure is too high
Symptom: Engine speed limitation.
Conditions for fault code: The air inlet pressure exceeds the set value of the engine protection
parameter. For parameters, please refer to Engine Protection Map.
Possible reason: • Faulty sensor
• The lever that controls the guide rail’s positions can bind and stick.
• Squeezed vacuum hoses between the vacuum pump, VGT valve and
vacuum capsule.
• Wrong turbocharger installed.
• Faulty VGT
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
the air inlet pressure sensor must be checked.
2 Check the sensor by checking the air inlet pressure with a manometer.
Please refer to “Workshop manual Grp 20-26” where to connect the
manometer.
3 Check the lever movement according to Checking the lever
movement.
4 Check all vacuum hoses between the vacuum pump, VGT valve and
the vacuum capsule.
5 Check the compressor unit. The turbocharger must comply with the
specification for the engine.
6 Replace the VGT valve.
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Fault code explanation: Air inlet pressure is too low
Symptom: Low engine performance
Conditions for fault code: The air inlet pressure is too low.
NOTICE! If there is a fault code coexisting that shows that there is a problem
in the fuel system examine the possible reason for that fault code first. A fuel
related fault could cause a low air inlet pressure.
Possible reason: • Dirty air filter.
• Air leakage in the inlet system.
Damaged charge air pipe.
Leakage in the intake manifold.
Leakage between the turbo and the after cooler.
Leakage between the after cooler and the intake manifold.
• Damaged/squeezed vacuum hoses between the vacuum pump, VGT
valve and vacuum capsule.
• The lever that controls the guide rail’s positions can bind and stick.
• Faulty sensor
• Faulty VGT valve
Suitable action: 1 Check if there are any fuel related fault codes.
2 Logg the air inlet pressure by using Vodia.
If the logged air inlet pressure value is static when the engine is running
the air inlet pressure sensor must be checked.
3 Remove the airfilter and check that the compressor wheel in the turbo
turns without touching the walls.
4 Run the engine without airfilter. If engine runs normal (no fault code),
replace the air filter and check if there is a leakage in the exhaust system
that caused a dirty air filter.
5 Check for air leakage in the inlet system.
Check all hoses ang hose clamps between the turbo and the
aftercooler. Also check all hoses and hose clamps between the
aftercooler and the inlet manifold.
6 Check all vacuum hoses between the vacuum pump, VGT valve and
the vacuum capsule.
7 Check the lever movement according to Checking the lever
movement.
8 Check the sensor by checking the inlet air pressure with a manometer.
Please, refer to “Workshop manual Grp 20-26”.
9 Replace the VGT valve.
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FMI 3 – Voltage above normal or shorted high

Symptom: None
Possible reason: • Short circuited signal cable to battery voltage or 5 V voltage.
• Faulty sensor
2 Check the sensor.

Symptom: None
Possible reason: • Open circuit in signal cable.
• Open circuit in 5 V supply cable to sensor.
• Short circuited sensor signal cable to sensor negative cable.
• Short circuited 5 V sensor supply cable to sensor negative cable.
Occurs together with MID 128, SID 211, FMI 11 and MID 128, PID 164,
FMI 5.
• Faulty sensor
3 Check the sensor.
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Circuit description
The air inlet pressure that is produced by the turbo
compressor is a result of the exhaust gases passes
through the turbine. The turbine has a variable
geometry. The geometry is regulated by the VGT valve
which is controlled by the EECU. The EECU compares
the actual air inlet pressure value to the desired air inlet
pressure value before managing the VGT valve.
The sensor which measures the air inlet pressure, is a
combined sensor which also measures inlet manifold
temperature. The sensor is an active sensor which
means that it requires an operating voltage. The
engine control unit pin A18 supplies pin 3 at the sensor
P0013288
with +5 Volt. Pin 1 at the sensor is connected to battery
negative via the engine control unit pin A82.
Pin 4 at the sensor is connected to the engine control
unit pin A78. The output signal from the sensor is a
linear voltage signal which is proportional to the
pressure measured by the sensor.

pin 1 A82 bat-
pin 2 A55 0-5V (temp)
pin 3 A18 +5V
pin 4 A78 0.5-4.5V (pressure)
P0013374
Component location
The air inlet pressure/intake manifold temperature
sensor is located on the charge air pipe that runs below
the engine.
P0013375
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5 Component specification
4
Output voltage, V
Working range 50–400 kPa

(0.5 - 4.0 bar / 7.3 - 58 psi)
3 Supply voltage: 5.00 (±0.25 VDC).
2
1 Nominal output voltage at +25 °C (+77 °F) and supply

voltage 5.00 VDC:
0 0.5 VDC at 50 kPa (0.5 bar / 7.3 psi)
50 100 200 300 400 4.5 VDC at 400 kPa (4.0 bar / 58 psi)
Absolute pressure, kPa
(air inlet pressure + atmospheric pressure)
P0013377
Measurements
Checking the air inlet pressure sensor
Checking the lever movement
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MID 128, PID 108 Barometric

pressure

Fault code explanation: Faulty sensor / Faulty sensor circuit
Symptom: None
Conditions for fault code: Internal pressure sensor is short circuited.
Suitable action: 1 Replace the EECU.

Symptom: None
Conditions for fault code: Internal pressure sensor is short circuited.
Circuit description
The sensor that is measuring the atmospheric
pressure is installed inside the EECU.
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MID 128, PID 110 Engine coolant

temperature
Fault code explanation: Coolant temperature too high
Fault indication: The coolant temperature indication flashes in the alarm panel + audible
warning.
Conditions for fault code: Coolant temperature exceeds the set value of the engine protection
parameter. For parameters, please refer to Engine Protection Map.
Possible reason: • Low coolant level.
• Leakage in the cooling system.
• Blocked seawater filter
• Squeezed/leaking/blocked hoses in the cooling system.
• Worn or broken impeller in seawater pump
• Faulty thermostat
• Incorrect or faulty pressure cap on expansion tank
• Faulty coolant temperature sensor.
• Blocked heat exchanger
• Worn coolant pump. Poor flow through the cooling system.
• Poor flow through the sea water system
Suitable action: 1 Check the coolant level.
Only use Volvo Penta recommended coolant.
2 Check that there is no leakage in the cooling system.
3 If used, check that shut off valves for the seawater system are opened.
4 Check that the sea water filter is not blocked.
5 Check all hoses in the cooling system for leakage or if any hose is
squeezed.
6 Check the impeller in the sea water pump. If impeller is broken check
that no pieces has got stuck in the sea water system.
7 Replace the thermostat.
8 Check that a correct pressure cap is used, 75 kPa, on the expansion
tank.
9 Check the coolant temperature sensor.
10 Clean the heat exchanger in the cooling system. See service bulletin
26-0-29.
11 Check and replace the coolant pump if necessary. Please, refer to
“Workshop manual Grp 20-26”.
12 Clean the aftercooler in the sea water system.
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Symptom: None
Conditions for fault code: Voltage on pin A5 on the EECU is less than 0.12 Volt.
Possible reason: • Short circuited sensor signal cable to sensor negative cable.
• Faulty sensor
2 Check the sensor.

Symptom: None
Conditions for fault code: Voltage on pin A5 on engine control unit exceeds 3.2 Volt.
Possible reason: • Open circuit in negative cable to sensor.
• Open circuit in signal cable to sensor.
• Short circuited signal cable to battery voltage or 5 V voltage.
• Faulty sensor
2 Check the contact pressure in the sensor connector and in socket A5
and socket A64 in the EECU connector.
3 Check the sensor.
P0013290
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Circuit description
The coolant temperature sensor consists of a
thermistor which forms a closed circuit with the engine
control unit. The property of a thermistor is that its
resistance changes non-linearly with temperature in
the medium it measures. The engine control unit pin
A5 supplies the sensor pin 1 with a reference voltage
of +5 Volt. Pin 2 at the sensor is connected to battery
negative via the engine control unit pin A64. When the
engine coolant is cold the sensor resistance is high and
the engine control unit senses a voltage close to the
P0013388
reference level.
When the coolant heats up the resistance in the
thermistor drops and the voltage drop across the
thermistor changes.

pin 1 A5 +5V
pin 2 A64 0-5V
Component location
The coolant temperature sensor is located behind the
heat exchanger on the engines left side.
P0013389
Measurements
Checking the coolant temperature sensor
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MID 128, PID 111 Coolant level

Fault code explanation: Coolant water level is too low.
Fault indication: The coolant level indication flashes in the alarm panel.
Symptom: None
Conditions for fault code: Coolant level is too low or electrical fault.
Possible reason: • Coolant level is too low.
• Short circuited signal cable to battery negative.
• Faulty sensor
Suitable action: 1 Check the coolant level.The indication in the alarm panel should go out
when coolant is added.
2 Check that no coolant leakage occurs.
3 Check all cables and connectors between the level switch and the
4 Change the level switch.
Circuit description
The coolant level in the engine is monitored by a level
switch.
Pin A40 on the engine control unit provides pin 1 on

the level switch with a voltage. Pin 2 on the level switch
is connected to battery negative.
The level switch has two states: On/Off.
The level monitor consists of two sections, the actual

monitor and a magnetic float which is built into the
expansion tank. The monitor senses the position of the
magnetic float. When the coolant level drops, the float
P0013937
operates the monitor and a closed circuit is formed.
When the coolant level is normal the voltage drop over
the switch is approx. 10.5 V. If the coolant level drops
under its minimum the voltage drop is 0 V over the
switch.

pin 1 A40 U (high/low)
pin 2 B2 bat- (via junction
point)
P0013391
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Component location
The coolant level switch is located behind the air filter
in the bottom of the expansion tank.
P0013392
Measurements
Checking the coolant level switch
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MID 128, PID 158 ECU battery

potential
Fault code explanation: EECU voltage supply too high.
Symptom: None
Conditions for fault code: Battery voltage exceeds 17.0 Volt for more than 2 seconds.
Possible reason: • Faulty external charging device connected to the system
• Faulty regulator in the alternator
Suitable action: 1 If external charging device is used, disconnect it.
2 Check voltage at alternator terminals. The voltage at the alternator
terminals should be between 14.2-14.4 Volt. If the voltage differs, a fault
could have occurred in the charge regulator. Please refer to Checking
the charging system.

Fault code explanation: EECU voltage supply too low.
Symptom: None
Conditions for fault code: Battery voltage drops below 10.0 Volt for more than 2 seconds. Engine speed
must be at least 700 rpm.
Possible reason: 1 Poor connection or faulty cables or connectors for batteries / alternator.
2 Alternator belt
3 Flat / poor batteries. Faulty acid level.
4 Faulty regulator/alternator
5 Faulty DC/DC converter.
Suitable action: 1 Check battery voltage. Please refer to Checking the charging system.
3 Check all cables and connections for poor connection or faulty cables
from:
- the batteries
- the main switch
- the alternator
- the starter motor
- the 6-pin connector at the starter motor
- the DC/DC converter
- the main relay
- the supply connections at the EECU
4 Check the DC/DC converter by measuring the input and output
voltages. Please refer Wiring Diagram.
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Fault code explanation: Faulty EECU power circuit.
Symptom: None
Conditions for fault code: The power supply inputs at the EECU senses too high voltage input.
Possible reason: • Faulty external charging device connected to the system
• Faulty regulator in the alternator
Suitable action: 1 If external charging device is used, disconnect it.

Fault code explanation: Faulty EECU power circuit.
Symptom: None
Conditions for fault code: The power supply inputs at the EECU senses too low voltage input.
Possible reason: • Poor connection or faulty cables or connectors for batteries / alternator.
• Alternator belt
• Flat / poor batteries. Faulty acid level.
• Faulty regulator/alternator
• Faulty DC/DC converter.
Suitable action: 1 Check battery voltage. Please refer to Checking the charging system.
3 Check all cables and connections for poor connection or faulty cables
from:
- the batteries
- the main switch
- the alternator
- the starter motor
- the 6-pin connector at the starter motor
- the DC/DC converter
- the main relay
- the supply connections at the EECU
4 Check the DC/DC converter by measuring the input and output
voltages. Please refer to Wiring Diagram.
Circuit description
The EECU senses the voltage supply connected to the
EECU power supply inputs.
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MID 128, PID 164 Injection Control

Pressure
Fault code explanation: Too high rail pressure
Preconditions: After a visual check of the fuel system for leakage perform the three fuel
pressure measurements described in the “Workshop manual Grp 20-26”.
These will give valuable information when fault tracing the fuel system.
Conditions for fault code: • The fuel pressure in the rail is too high.
• Excessive pressure in the fuel system can damage the drive shaft
sealing at the high-pressure pump.
Possible reason: • Faulty sensor
• Faulty pressure control valve (PCV).
Suitable action: 1 Logg the rail pressure by using Vodia. P(norm at idle speed)=300-400 bar
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 replaced.
If it shows that there is a rail pressure when the engine is not running
the rail pressure sensor must be replaced.
2 the pressure control valve (PCV) is stucked closed the fuel pressure in
the rail can’t be regulated.
Disconnect the fuel return hose from the PCV and plug it with a bolt and
a hose clamp. Connect a transparent hose at the PCV and let it end in
a fuel can. Check that fuel is coming from the PCV when engine is
running at different rpm. If not any fuel is coming from the PCV it must
be replaced.
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Fault code explanation: Too low rail pressure
Conditions for fault code: The fuel pressure in the rail is too low.
Possible reason: • Low fuel level.
• Closed fuel inlet valve.
• Deformed or squeezed fuel line pipe/hose. Fuel leakage after the fuel
feed pump.
• Faulty fuel pump relay/faulty fuel pump/broken fuel pump fuse.
• Poor fuel quality, debris in fuel, dirt in fuel.
• Blocked fuel pre and/or fine filter or blocked fuel suction pipe in the tank.
• Air in the fuel system. Air leakage before the fuel feed pump. Broken
hoses or hose clamps. Broken prefilter cap.
• Faulty pressure control valve (PCV).
• Faulty pressure regulating valve (MPROP).
• Faulty rail pressure sensor
• Clogged strainers in the high-pressure pump.
• Faulty injectors, leakage in combustion chamber
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30-2 Fault Tracing
Suitable action: 1 Check the fuel level.

2 Check that the fuel inlet valve is open and that the fuel lines are correctly
connected.
3 Do a visual check of the fuel system for squeezed hoses and for
leakage. If fault has occured after changing any fuel pipe the fuel pipe
can be over tightened and therefore deformed.
4 Check that the fuel pump is running as normal if not check the function
of the fuel pump relay and that the fuel pump fuse is undamaged. Check
that the electrical connections at the fuel pump are correctly mounted.
5 Logg the rail pressure by using Vodia. P(norm at idle speed)=300-400 bar
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 replaced.
If it shows that there is a rail pressure when the engine is not running
the rail pressure sensor must be replaced.
If the engine can’t be started, notice the rail pressure during cranking.
The rail pressure must exceed 120 bar otherwise the injectors will not
be activated.
6 To clear any doubts about the fuel quality, run the engine by using a
separate can of fresh fuel.
7 Measure the vaccum of the inlet fuel, fuel feed pressure, fuel return
pressure.
Please refer to “Workshop manual Grp 20-26”. By comparing measured
values with normal values the fuel system can be fault traced in a
structured way.
8 If the fuel pressure after the fine filter is too low, replace the fuel filter.
If the filter is clogged the fuel pressure into the high pressure pump
could drop under the minimum requried fuel pressure. P(norm into high
pressure pump)=380-420kPa (3.8-4.2 bar) P(min-max into high pressure
pump)=350-600kPa (3.5-6.0 bar)
9 If the pressure control valve (PCV) is stucked open or has a leakage

the fuel pressure in the rail drops to zero.
If there is an electrical malfunction with the PCV faultcode MID 128
PSID 97 will be set.
10 If the MPROP valve is stucked the rail pressure could be affected.
Disconnect the MPROP valve and run the engine and notice if the fault
still occurs. When MPROP valve is disconnected the rail pressure is
regulated by the PCV.
A faultcode for the MPROP valve, MID 128 PSID 96, will be set.
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Symptom: Derate
Conditions for fault code: Voltage on pin A61 on the EECU is less than 0.13 Volt.
• Faulty sensor
2 Check the sensor.

Symptom: Derate
Conditions for fault code: Voltage on pin A61 on the EECU exceeds 3.17 Volt.
Possible reason: • Open circuit in sensor 5 V supply cable.
• Open circuit in sensor signal cable.
• Short circuited 5 V sensor supply cable to sensor negative cable.
Occurs together with MID 128 SID 211 FMI 11 and MID 128 PID 106
FMI 5.
• Short circuited sensor 5 V supply cable to sensor signal cable.
• Faulty sensor
2 Check the contact pressure in sensor connector and in socket A61, A62
3 Check the sensor.
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FMI 11 – Unidentifiable error

Fault code explanation: Offset fault in sensor
Symptom: Derate
Conditions for fault code: 1 Output signal offset value is too large.
The EECU does a plausibility check of the output signal of the rail
pressure sensor when ignition is turned on.
Possible reason: Faulty sensor
Suitable action: 1 Replace the rail pressure sensor.
Description
The sensor is an active sensor, i.e. the sensor must
have operating voltage.
Pin A21 on the EECU provides pin 3 on the sensor with

an operating voltage of +5 Volt. Pin 1 on the sensor is
connected to battery negative via pin A62 on the
EECU.
P0013939
The output signal from the oil pressure sensor, pin 2
on sensor to pin A61 on the EECU, is a voltage signal
which is proportional to the rail pressure measured by
the sensor.
NOTICE! This sensor has a different characteristic

than previous used rail pressure sensors on D3, D4,
D6.

pin 1 A62 bat-
pin 2 A61 0.3-3.0V
pin 3 A21 +5V
P0013394
Component location
The rail pressure sensor is located at the front end of
the rail.
P0013395
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Component specification
Working range 0 - 200 MPa
(0 - 2000 bar / 0 - 29000 psi)
Supply voltage: 5.00 ±0.25 VDC.
Nominal output voltage at +25 °C (+77 °F) and supply

voltage 5.00 VDC:
0.3 VDC @ 0 kPa (0 bar / 0 psi)
3.0 VDC @ 200 MPa (2000 bar / 29000 psi)
Measurements
Checking the injection pressure sensor
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MID 128, PID 174 Fuel temperature

Fault code explanation: Fuel temperature too high.
Conditions for fault code: Fuel temperature exceeds the set value of the engine protection parameter.
For parameters, please refer to Engine Protection Map.
Possible reason: • Closed/squeezed/clogged fuel return line.
• Low fuel level in tank.
• Blocked fuel filters
• Excessive heat transfer to fuel tank, sensor or fuel pipe
• Extreme ambient temperature.
• Faulty MPROP valve
• Faulty sensor
• Intermittent PCV failure.
Suitable action: 1 Check that the fuel retun line is not closed.
Check that the fuel inlet and fuel outlet hoses has not been mixed up.
Check that the fuel return line is not clogged or restrained.
If the fuel return line is closed or restrained the relief valve in the fuel
feed pump will open and the fuel in the feed pump will be recirculating
and the fuel will heat up quickly.
2 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.
3 Replace the fuel filters (prefilter and fine filter).

4 Check the installation of the fuel tank and fuel pipes. See if something
is radiating heat against the fuel system.
5 Check the MPROP valve. Faultcode MID 128 PSID 96 could be set.
If the MPROP valve can not regulate the rail pressure the EECU will
use the PCV to regulate the rail pressure. When the PCV is used as a
single regulator of the rail pressure the PCV will get very hot.
6 Check the fuel temperature sensor.
7 Check the PCV for intermittent failure. Faultcode MID 128 PSID 97
could be set.
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Symptom: None
• Faulty sensor
2 Check the sensor.

Symptom: None
Conditions for fault code: Voltage on pin A83 on EECU exceeds 3.25Volt.
Possible reason: • Open circuit in negative cable to sensor.
• Open circuit in signal cable to sensor.
• Short circuited sensor signal cable to battery voltage or 5 V voltage.
• Faulty sensor
3 Check the sensor.
P0013397
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Circuit description
The fuel temperature sensor consists of a thermistor
which forms a closed circuit with the engine control
unit. The property of a thermistor is that its resistance
changes non-linearly with temperature in the medium
it measures. The EECU pin A87 supplies the sensor
pin 1 with a reference voltage of +5 Volt. Pin 2 at the
sensor is connected to battery negative via the EECU
pin A83. When the fuel is cold the sensor resistance is
high and the EECU senses a voltage close to the
reference level. When the fuel heats up the resistance
P0013398
in the thermistor drops and the voltage drop across the
thermistor changes.

pin 1 A87 +5V
pin 2 A83 0–5V
Component location
The fuel temperature sensor is located in the high-
pressure pump which is mounted at the rear end of the
engine.
P0013399
Measurements
Checking the fuel temperature sensor
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MID 128, PID 175 Engine oil

temperature
Fault code explanation: Engine oil temperature too high
Conditions for fault code: Engine oil temperature exceeds the set value of the engine protection
parameter (for parameters, see Engine Protection Map).
Possible reason: • Engine oil level low
• Low coolant level.
• Clogged oil cooler
Suitable action: 1 Check the oil level in the engine. Check that no leakage occurs.
2 Check the coolant level and the engine temperature. Check that no
leakage occurs.
3 Clean the oil cooler system.
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Circuit description
The sensor which measures the oil temperature in the
engine uses an PTC resistor. The PTC resistor’s value
is than transformed in a built in integrated circuit. The
output from the sensor to the EECU is a PWM signal
that contains the temperature information.
P0013291

pin 2 A28 bat-
pin 3 A13 PWM
P0013402
Component location
The oil level/temp sensor is located in the oil pan.
P0013403
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MID 128, SID 1/2/3/4/5 Injector # 1-5
Fault code Refers to

SID 1 Injector 1
SID 2 Injector 2
SID 3 Injector 3
SID 4 Injector 4
SID 5 Injector 5

Fault code explanation: Fault in injector circuit
Fault indication: An orange lamp flashes in the alarm display.
Symptom: Engine does not run on all cylinders.
Conditions for fault code: Short circuit to battery voltage on the low voltage side of the injector
(evaluated during cranking).
Possible reason: Short circuit between battery voltage and one of the injector cables on pins
A1, A2, A25, A26, A27.
Suitable action: 1 Check all wiring and the connectors between the EECU and the injector.

Conditions for fault code: Short circuit between the low voltage sides of injectors that are connected to
the same distribution bank on the EECU.
Possible reason: • Short circuit between one of the injector cables on pins A1, A25, A27.
• Short circuit between one of the injector cables on pins A2, A26.

Conditions for fault code: Open circuit in injector circuit.
Possible reason: Open circuit in one or both of the cables between the EECU and the injector.
Also check the contact pressure for the faultsetting injector both at the
injector connecor and in the EECU connector.
2 Check the injector coil.
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FMI 6 – Current above normal or short circuit to battery negative

Conditions for fault code: Short circuit between between the injectors high-side and low side cable.
Possible reason: Short circuit between the cables to the injector.
FMI 13 – Calibration value out of range

Fault code explanation: Trimcode failure
Conditions for fault code: Trimcode failure.
Possible reason: • Incorrect readout of trimcode from EECU.
• Missing or incorrect injector trimcode.
Suitable action: 1 Redo parameter readout of injector trimcode. If readout can’t be done
there is a problem with the EECU.
2 Redo parameter programming of injector trimcode. If trimcode can’t be
set there is a problem with the EECU.
Description
The injectors, that are located in the cylinder head, are
of electro/mechanical type. These injectors are so
called piezo injectors. The benefit of piezo injectors
compared to solenoid injectors is that the opening and
closing time is much shorter. Therefore it is possible to
use more injections per injection phase. The EECU
controls the opening of the injectors. Internal
powerstages in the EECU energizes the injectors. On
top of each injector there is a trimcode that has to be
parameter progammed with Vodia if an injector has
been changed.
The pulses to the injectors have a voltage of up to 22

V.
P0013283
Measurements
Checking the injector coil
Trimming the injector
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MID 128, SID 21 Engine position

Fault code explanation: Implausible camsensor signal
Symptom: The engine could be difficult to start.
Conditions for fault code: Numbers and/or positions of the indication wheel edges are implausible.
Possible reason: • Incorrectly mounted sensor (incorrect distance to indication wheel, or
loose sensor) or dirt on the sensor.
• Electrical interference on position signal
• Damaged indication wheel.
• Indication wheel in wrong position.
• Faulty sensor
Suitable action: 1 Check that the sensor is correctly installed and clean.
2 Check the cables and the connectors between the sensor and the
3 Check for electrical appliances near the sensor that could cause
interferrence.
4 Check the indication wheel position and appearance . Please refer to
“Workshop manual Grp 20-26”.
5 Check the sensor.

Conditions for fault code: Signal loss.
Possible reason: • Open circuit in sensor supply cable.
• Open circuit in sensor signal cable.
• Short circuited sensor signal cable to sensor negative cable.
• Short circuited sensor supply cable to sensor signal cable.
• Short circuited sensor supply cable to sensor negative cable.
• Faulty sensor
2 Check the contact pressure in the sensor connector and in socket A4,
A35 and socket A43 in the EECU connector.
3 Check the sensor.
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Fault code explanation: Timing fault between cam sensor and crank sensor
Fault indication: Timing fault between cam sensor and crank sensor
Symptom: Engine does not start.
Conditions for fault code: No synchronization between camshaft and crankshaft
Possible reason: Camshaft and crankshaft timing incorrectly set.
Suitable action: 1 Check camshaft and crankshaft timing. Please refer to “Workshop
manual Grp 20-26”
Circuit description
The camshaft position sensor is a Hall effect generator.
On the camshaft there is an indication wheel mounted.
The indication wheel indicates the camshaft position.
When the camshaft rotates, the sensor receive an
impulse each time there is an airgap in the indication
wheel. The output from the sensor is a square wave
which frequency is proportionell to the engine rpm. The
engine control unit uses the sensor signal to calculate
the cylinder which is next in turn for injection.
NOTICE! A Hall effect sensor senses the change in the

magnetic field that it generates.
P0013294
pin 1 A4 bat-
pin 2 A35 square wave
pin 3 A43 +5V
P0013406
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Component location
The camshaft position sensor is located on the engines
right side under the top cover.
P0013407
Measurements
Checking the camshaft sensor
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MID 128, SID 22 Timing sensor,

crank
Symptom: Engine can be difficult to start or shut down.
Conditions for fault code: The engine control unit does not sense a signal or receives an implausible
value from the flywheel sensor.
Possible reason: • Open circuit in any or both of the flywheel sensor.
• Short circuit between the cables to the sensor.
• Incorrectly mounted sensor (incorrect distance to flywheel, or loose
sensor) or dirty sensor.
• Electrical interference on flywheel signal.
• Damaged flywheel
• Faulty sensor
Suitable action: 1 Check the cables and the connectors between the sensor and the
2 Check that the sensor is correctly installed and clean.
3 Check the contact pressure in the sensor connector and in socket A7
interferrence.
5 Check the sensor.
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FMI 8 – Abnormal frequency, pulse width or period

Fault code explanation: Signal disturbance.
Symptom: Engine can be difficult to start or shut down.
Conditions for fault code: Disturbance on the flywheel signal.
Possible reason: • Incorrectly mounted sensor (incorrect distance to flywheel, or loose
sensor) or dirty sensor.
• Electrical interference on flywheel signal.
• Faulty sensor
• Damaged/incorrect flywheel.
Suitable action: 1 Check the cables and the connectors between the sensor and the
2 Check that the sensor is correctly installed and clean.
interferrence.
4 Check the sensor.
5 Check that the flywheel is undamaged and that the correct flywheel is
used.
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Circuit description
The sensor is an inductive sensor. When the flywheel
rotates, the sensor receives impulses from 58 holes
plus a wider space on the outer radius of the flywheel.
The impulses generates a sinus wave whose
amplitude and frequency depends on the flywheel
speed. The EECU uses the sensor signal to calculate
the flywheel position and speed.

pin 1 A39 sine wave
pin 2 A7 sine wave
P0013293
P0013409
Component location
The crankshaft position sensor is located at the rear of
the engine on the top of the flywheel housing.
P0013410
Measurements
Checking speed sensor, flywheel
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MID 128, SID 27 Variable Geometry

Turbocharger Actuator #1

Fault code explanation: Faulty valve / Fault in valve circuit
Symptom: None
Conditions for fault code: Too high voltage at pin A71 at the EECU.
Possible reason: • Short circuit between the cables to the VGT control valve.
• Short circuit to battery voltage in VGT cable harness.
Suitable action: 1 Check the cables and the connectors between the VGT control valve
and the EECU. Please refer to Fault tracing of cables and connectors.

Symptom: None
Conditions for fault code: Too low voltage at pin A71 at the EECU.
Possible reason: Short circuit to battery negative in VGT cable harness.

Symptom: None
Conditions for fault code: No voltage detected on pin A71 at the EECU.
Possible reason: • Open circuit in one or both of the cables to the VGT control valve.
• Faulty VGT control valve.
2 Check the contact pressure in the VGT connector and in socket A71in
the EECU connector.
3 Check the VGT control valve coil and the VGT control valve signal.
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Fault code explanation: Over temperature in the power stage in the EECU
Symptom: None
Conditions for fault code: Over temperature in the power stage for the VGT in the EECU.
Possible reason: EECU failure.
Suitable action: 1 Check the temperature where the EECU is mounted. Check for heat
radiation. Check the engine room temperature.
2 Replace the EECU.
NOTICE! The vacuum hoses are easy to mix up and

then connect wrongly.
1 Hose connection towards the turbocharger.

2 Hose connection towards the vacuum pump.
P0013462
Circuit description
The turbocharger is equipped with a Variable
Geometry Turbine, VGT, which means that the flow
area in the turbo can be changed. The VGT control
valve, which is located together with the
vacuumregulator controls the amount of
vacuumpressure supplied to the vacuum capsule
which operates a lever in its turn, to regulate the flow
area in the turbo. The VGT control valve is current
controlled and is operated by a PWM signal from the
EECU.

P0013461
pin 1 (B1) ≈ bat + (via junction point)
pin 2 A71 PWM
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Component location
The VGT control valve is located at the rear end at the
right side of the engine.
P0013453
Measurements
Checking the VGT control valve coil
Checking the VGT control valve signal
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MID 128, SID 38 Glow Plug Relay

FMI 14 – Special instructions
Fault code explanation: No power at the glow control unit power supply input.
Fault indication: None
Suitable action: 1 Check the fuse and all cables and connectors of the power supply to
the glow control unit.
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MID 128, SID 39 Engine Starter

Motor Relay

Fault code explanation: Faulty relay / Fault in relay circuit
Symptom: The engine will not crank.
Conditions for fault code: Too high voltage detected at pin B31 and/or pin B52 at the EECU.
Possible reason: Short circuit to battery voltage in the starter relay circuit.
Suitable action: 1 Check the cables and the connectors between the starter relay and the

Conditions for fault code: Too low voltage detected at pin B31 and/or pin B52 at the EECU.
Possible reason: Short circuit to battery negative in the starter relay circuit.

Conditions for fault code: No voltage detected on pin B31 and/or pin B52 at the EECU.
Possible reason: • Open circuit in one or both of the cables to the starter relay.
• Faulty relay
2 Replace the relay.
3 Check that there is the correct clamping pressure in the relay socket
terminals.
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Fault code explanation: Over temperature in the power stage in the EECU.
Conditions for fault code: Over temperature in the power stage for the starter relay in the EECU.
2 Replace the EECU.
Circuit description
The starter motor is power supplied by the battery, via
the main switch. The starter motor solenoid is
managed by the EECU via the starter relay which is
connected to pin B31 and to pin B52 at the EECU. The
starter relay is activated by a positive signal from pin
B31 when the starter key/ button is activated.
Component location
All relays are located at the front of the engine under
the top cover.
P0013417
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MID 128, SID 78 Fuel supply pump

actuator

Symptom: The engine will not crank or will shut down.
Conditions for fault code: Too high voltage detected at pin A76 at the EECU.
Possible reason: Short circuit to battery voltage in the fuel pump relay circuit.
Suitable action: 1 Check the cables and the connectors between the fuel pump relay and
the EECU. Please refer to Fault tracing of cables and connectors.

Conditions for fault code: Too low voltage detected at pin A76 at the EECU.
Possible reason: Short circuit to battery negative in the fuel pump relay circuit.

Possible reason: • Open circuit in one or both of the cables to the fuel pump relay.
• Faulty relay
2 Replace the relay.
terminals.
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Fault code explanation: Over temperature in the power stage in the EECU.
Conditions for fault code: Over temperature in the power stage for the fuel pump relay in the EECU.
2 Replace the EECU.
Circuit description
The electrical fuel feed pump is power supplied by the
battery, via a 15A fuse that is located near the aux stop
button. The fuel pump is managed by the EECU via the
fuel pump relay. The fuel pump relay coil is connected
to positive supply at pin B3 and to pin A76 at the EECU.
The fuel pump relay is activated, pin A76 change
potential, when ignition is turned on or if the prime
button is used.
P0013414
1 Battery
2 Main switch
3 15A fuse
4 Prime button
5 Fuel pump
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Component location
the top cover.
P0013417
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MID 128, SID 211 Sensor Supply

Voltage #2 (+5 V DC)

Fault code explanation: 5V power supply fault in EECU
Symptom: None
Conditions for fault code: Too low voltage detected at pin A18 at the EECU. This fault code is produced
together with sensor fault codes. A short circuit can have occurred between
the 5 Volt supply from the EECU and battery negative.
Could be set together with:

MID 128 PID 106 FMI 5
Possible reason: • Short circuit between sensor positive and negative supply. Affected
sensors are rail pressure sensor and air inlet pressure sensor.
• Internal fault in the EECU.
Suitable action: 1 Check the cables and the connectors between affected sensors and
2 If fault remains after a careful investigation of the sensors and after
several EECU restarts, replace the EECU.
Circuit description
The EECU has two internal 5V power supply circuits.
These circuits are used for power supply to all the
sensors that are connected to the EECU.
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MID 128, SID 212 Sensor Supply

Voltage #1 (+5 V DC)

Fault code explanation: 5V power supply fault in EECU.
Symptom: None
together with a sensor fault code. A short circuit can have occurred between
the 5 Volt supply from the EECU and battery negative.

sensor is oil pressure sensor.
Suitable action: 1 Check the cables and the connectors between affected sensor and the
2 If fault remains after a careful investigation of the sensor and after
Circuit description
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MID 128, SID 218 ECM Main Relay

Symptom: EECU cannot be activated.
Conditions for fault code: Voltage detected at pin B27 at the EECU when not expected. A time limit for
the relay release is exceeded while the EECU was powering down.
Possible reason: • Faulty relay
• Short circuit in the main relay circuit.
Suitable action: 1 Replace the main relay.
2 Check the cables and the connectors between the main relay and the

Symptom: EECU cannot be activated.
Conditions for fault code: No voltage detected at pin B27 at the EECU when expected. The relay was
released to early while the EECU was powering down.
Possible reason: • Faulty relay
• Relay not properly connected.
Suitable action: 1 Replace the main relay.
terminals.
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Circuit description
The EECU is supplied by the voltage converter. The
main relay is managed by the EECU and is connected
to pin B27 and to the voltage converter. The main relay
is activated by a positive signal in to pin B15 when
ignition is turned on. When the main relay is activated
a holding circuit for the EECU supply is established.
P0013417
Component location
the top cover.
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MID 128, SID 231 SAE J1939 data

link

Fault code explanation: Fault in the communication between the EECU and the PCU.
Symptom: Limphome.
Conditions for fault code: 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 the data bus cables and the connections between the EECU and
the PCU. Please refer to Fault tracing of cables and connectors.
3 Check the cables between the EECU and the PCU.
4 Replace the EECU.
Circuit description
The EECU is monitoring the CAN communication with
the PCU. If communication failure occurs between the
EECU and the PCU both ECUs will set a
communication failure faultcode.
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30-2 Fault Tracing
MID 128, SID 232 5 V supply

Fault code explanation: 5V power supply fault in EECU
together with sensor fault codes, a short circuit can have occurred between
the 5 Volt supply from the engine control unit and battery negative.

MID 128 SID 21 FMI 3
sensor is cam position sensor.
Suitable action: 1 Check the cables and the connectors between affected sensor and the
2 If fault persists after a thoroughly investigation of the sensor and after
Circuit description
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MID 128, SID 254 Controller 1

Fault code explanation: Internal fault in the EECU.
Fault indication: Red alarm status
Symptom: Engine is shut down or will not start.
Conditions for fault code: Internal fault in the EECU.
Suitable action: 1 Turn the ignition and main switch off and wait for 10 seconds.
2 Turn main switch on and wait for 30 seconds.
3 Turn the ignition on and see if the fault code still is active.
4 If fault persists after several restarts, replace the EECU.

Symptom: It is possible that the reading of following parameters might not work correctly.
• Rail pressure
• Fuel temperature
• Coolant temperature
FMI 14 – Special instructions

Symptom: Engine is shut down or will not start.
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MID 128, PSID 54 Booster voltage C1

Fault code explanation: Fault in injector amplifier circuit
Symptom: Engine is shut off or will not start.
Conditions for fault code: At the EECU start-up sequence a failure in the amplifier for the injectors
connected to bank 1 was discovered. Injectors 1, 3 and 4 are connected to
the same bank.
2 Replace the EECU.

Conditions for fault code: • Short circuit to battery negative on the low or high voltage side of the
injector.
• Short circuit to battery voltage on the high voltage side of the injector.
• Short circuit to battery voltage on the low voltage side of the injector
(evaluated during running).
Suitable action: 1 Check all wiring and the connectors between the EECU and the
injectors connected to bank 1. Please refer to Fault tracing of cables
and connectors.
2 Replace the EECU.
Circuit description
The EECU uses two amplifiers to energize the
injectors. Amplifier number 1 energizes injector 1, 3
and 4. Amplifier number 2 energizes injector 2 and 5.
The EECU can detect if there is a fault in any of the
amplifer circuits either at the EECU start-up sequence
or when the engine is running.
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MID 128, PSID 55 Booster Voltage

C2

Conditions for fault code: At the EECU start-up sequence a failure in the amplifier for the injectors
connected to bank 2 was discovered. Injectors 2 and 5 are connected to the
same bank.
2 Replace the EECU.

Conditions for fault code: Amplifier failure for the injectors connected to bank 2. Injectors 2 and 5 are
connected to the same bank.
Possible reason: • Short circuit to battery negative on the low or high voltage side of the
injector.
• Short circuit to battery voltage on the high voltage side of the injector.
• Short circuit to battery voltage on the low voltage side of the injector
(evaluated during running).
Suitable action: 1 Check all wiring and the connectors between the EECU and the
injectors connected to bank 2. Please refer to Fault tracing of cables
and connectors.
2 Replace the EECU.
Circuit description
The EECU uses two amplifiers to energize the
injectors. Amplifier number 1 energizes injector 1, 3
and 4. Amplifier number 2 energizes injector 2 and 5.
The EECU can detect if there is a fault in any of the
amplifer circuits either at the EECU start-up sequence
or when the engine is running
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MID 128, PSID 96 Rail pressure

system
Symptom: None. PCV mode is activated in the EECU and the PCV regulates the
railpressure.
Possible reason: • Short circuit between the cables to the MPROP valve.
• Short circuit to battery voltage in MPROP valve cable harness.
Suitable action: 1 Check the cables and the connectors between the MPROP valve and

railpressure.
Conditions for fault code: Too low voltage detected at pin A95 at the EECU
Possible reason: Short circuit to battery negative in MPROP valve cable harness.

railpressure.
Possible reason: • Open circuit in one or both of the cables to the MPROP valve.
2 Check the contact pressure in the MPROP valve connector and in
3 Check the MPROP valve coil and the MPROP valve signal.
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railpressure.
Conditions for fault code: Over temperature in the power stage for the MPROP valve in the EECU.
2 Replace the EECU.

Fault code explanation: MPROP error
railpressure.
Conditions for fault code: The EECU is monitoring if there is a problem to regulate the rail pressure with
the MPROP valve. If there is a problem the EECU will switch to use the PCV
to regulate the rail pressure. I f there has been to many switches under a
drive cycle this faultcode will be set.
Possible reason: • Intermittent failure in the MPROP valve cable harness.
the EECU. Please refer to Fault tracing of cables and connectors
2 Check the contact pressure in the MPROP valve connector and in
3 Check the MPROP valve coil and the MPROP valve signal.
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Circuit description
The magnetically controlled proportional valve
(MPROP), which is located in the high pressure pump,
regulates the rail pressure in conjunction with the
pressure control valve (PCV), which is located in the
end of the fuel rail. The MPROP and the PCV valves
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 more fuel into the rail.
The control signal from the EECU to the MPROP valve
is a PWM (pulse width modulated) signal. The fuel flow
P0013285
through the valve is regulated by the PWM signal. The
width of the signal decides the flow. A wider signal
gives less flow.
No current, open circuit, to the MPROP valve gives full

fuel flow and the high pressure pump generates
maximum pressure 2000 bar. In that case the PCV
regulates the fuel pressure in the rail.

pin 2 A95 PWM
P0013420
Component location
The MPROP valve is located at the rear of the engine
in the high-pressure pump.
P0013421
Measurements
Checking the MPROP valve coil
Checking the MPROP valve signal
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MID 128, PSID 97 Pressure Release

Valve

Fault code explanation: PCV regulation error
Symptom: Engine will not start, be difficult to start or will be shut down.
Conditions for fault code: The EECU cannot adapt to PCV mode within a timelimit.
Possible reason: • Intermittent failure in the PCV cable harness.
• Faulty PCV.
• Faulty EECU.
Suitable action: 1 Check the cables and the connectors between the PCV and the EECU.
The cable to the PCV shall be routed above the fuel return line. Please
refer to Fault tracing of cables and connectors.
2 Check the contact pressure in the PCV connector and in socket A42 in
the EECU connector.
3 Check the PCV for internal leakage.
4 Check the PCV coil and the PCV signal.
5 Replace EECU.

Possible reason: • Short circuit between the cables to the PCV.
• Short circuit to battery voltage in PCV cable harness.

Conditions for fault code: Too low voltage detected at pin A42 at the EECU.
Possible reason: Short circuit to battery negative in PCV cable harness.
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Possible reason: • Open circuit in one or both of the cables to the PCV.
• Faulty PCV.
the EECU connector.

Conditions for fault code: Over temperature in the power stage for the PCV in the EECU.
2 Replace the EECU.

Fault code explanation: PCV error
Conditions for fault code: Delayed engine start due to a faulty PCV. The EECU is monitoring if there is
a problem to regulate the rail pressure with the PCV.
Possible reason: • Intermittent failure in the PCV cable harness.
• Faulty PCV.
the EECU connector.
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Circuit description
The magnetically controlled proportional valve
(MPROP), which is located in the high pressure pump,
regulates the rail pressure in conjunction with the
pressure control valve (PCV), which is located in the
end of the fuel rail. The MPROP and the PCV valves
P0013286
operates to ensure that the correct rail pressure is
retained despite varying engine speed and loading.
The PCV is mounted inbetween the fuel rail and the

fuel return line. The PCV regulates the rail pressure by
controlling the amount of fuel in the rail.
The control signal from the EECU to the PCV is a PWM

(pulse width modulated) signal. The fuel flow through
the valve is controlled by the PWM signal. The pulse
width of the signal decides the flow. A wider pulse gives
less fuel flow through the PCV which equals a higher
rail pressure.
P0013423 No current, open circuit, to the PCV gives full fuel flow
from the fuel rail to the fuel return line which equals a
zero rail pressure and the engine will shut down. This
is done as a safety precaution to prevent excessive
railpressure if the PCV is broken.

pin 2 A42 PWM
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Component location
The PCV is located at the end of the rail opposite to
the rail pressure sensor.
P0013424
Measurements
Checking the PCV coil
Checking the PCV signal
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30-2 Fault Tracing
MID 128, PSID 112 Exhaust Manifold

Water Temperature Sensor #1
Fault code explanation: Excessive exhaust manifold water temperature
Fault stored in memory: Yes
Symptom: At poor sea water flow the exhaust manifold water temperature will rise.
Conditions for fault code: Exhaust manifold water temperature is higher than normal.
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 4 – Abnormally low voltage or short circuit to lower voltage

Symptom: None
Conditions for fault code: Voltage on pin A53 on engine ECU is less than normal.
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.
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30-2 Fault Tracing
FMI 5 – Abnormally low current or open circuit

Symptom: None
Conditions for fault code: Voltage on pin A53 on engine ECU is less than normal.
Possible reason: • Open circuit in sensor signal cable.
• Short circuited sensor signal cable to battery voltage or 5V voltage.
• 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 A53 Temp output
Pin 2 A89 bat-
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30-2 Fault Tracing
MID 128, PSID 129 Alternator 1

Fault code explanation: Alternator is too hot.
Symptom: Regulated voltage will be ramped down.
Conditions for fault code: Too high temperature in the alternator.
Possible reason: • Too high engine room temperature.
• Faulty temperature sensor
Suitable action: 1 Check the temperature where the alternator is mounted. Check for heat
2 Change the temperature sensor in the alternator by changing the
regulator. Please refer to Checking the charging system.

Fault code explanation: Electrical fault in alternator.
Symptom: Alternator voltage less than normal.
Conditions for fault code: Electrical fault in the alternator. Low phase voltage or short circuit detected.
Possible reason: • Interruption of excitation field.
• Short circuit of excitation field.
• Defect phase evaluation circuit.
Suitable action: 1 Check the charging voltage from the alternator and replace the
regulator if necessary. Please refer to Checking the charging system.
2 Replace the alternator.
FMI 7 – Mechanical system not responding properly

Fault code explanation: Mechanical fault in alternator.
Conditions for fault code: Mechanical fault in the alternator. Low alternator rpm detected.
Possible reason: • Faulty alternator belt tension.
• Interruption of excitation field.
• Short circuit of excitation field.
Suitable action: 1 Check the alternator belt tension.
2 Check the charging voltage from the alternator and replace the
regulator if necessary. Please refer to Checking the charging system.
3 Replace the alternator.
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30-2 Fault Tracing
FMI 9 – Abnormal update rate

Fault code explanation: Communication error with alternator..
Conditions for fault code: EECU has lost communication with the alternator.
Possible reason: Open circuit in the LIN wiring between the alternator and the EECU.
Suitable action: 1 Restart the system.
2 Check the cables and the connectors between the alternator and the
3 Check the contact pressure in the alternator connector and in socket
B9 in the EECU connector.

Fault code explanation: Communication error in alternator.
Conditions for fault code: The alternator is reporting communication fault.
Possible reason: Intermittent fault in LIN wiring.
Suitable action: 1 Restart the system.
2 Check the cables and the connectors between the alternator and the
3 Check the contact pressure in the alternator connector and in socket
B9 in the EECU connector.
4 Replace the regulator. Please refer to Checking the charging system.
Circuit description
The regulator in the alternator used on this engine is
communicating via a LIN bus with the EECU. A LIN bus
is a simple serial data bus that is used where it is low
safety requirements. The excitation current and
charging voltage are are regulated by the EECU
through the LIN wire. If excitation current is missing the
alternator will self magnetize it self when running over
approx. 2100rpm.
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30-2 Fault Tracing
MID 128, PSID 143 Glow Plug 1

FMI 6 – Current above normal or grounded circuit
Fault code explanation: Short circuit or over current in the 1st glow plug circuit.
glow plug.
2 Change the glow plug.

Fault code explanation: Glow plug or glow plug circuit error.
glow plug.
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30-2 Fault Tracing

Fault code explanation: Short circuit or over current in the 2nd glow plug circuit.
glow plug.

glow plug.
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30-2 Fault Tracing

Fault code explanation: Short circuit or over current in the 3rd glow plug circuit.
glow plug.

glow plug.
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30-2 Fault Tracing

Fault code explanation: Short circuit or over current in the 4th glow plug circuit.
glow plug.

glow plug.
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30-2 Fault Tracing

Fault code explanation: Short circuit or over current in the 5th glow plug circuit.
glow plug.

glow plug.
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30-2 Fault Tracing
MID 128, PSID 216 Data Link, MID187
FMI 9 – Abnormal update rate

Fault code explanation: Communication fault between EECU and PCU.
Symptom: Limphome.
Conditions for fault code: Abnormal updating rate on the CAN bus between the EECU and the PCU.
Possible reason: • Open circuit in CAN L or CAN H.
• One or both CAN conductors short circuited to battery negative.
• Short circuit between CAN H and CAN L
• CAN H short circuited to supply voltage.
• Intermittent contact in power supply to data bus
• Open circuit in the power supply cable between the DC/DC converter
and the PCU.
Suitable action: 1 Check the data bus cables and terminals between the EECU and PCU.
2 Check the power supply cable between the DC/DC converter and the
PCU.
3 Check the contact pressure in socket B41 and B54 in the EECU
connector.
Circuit description
The CAN bus is used for communication between the
EECU and the PCU. Also the Vodia tool is connected
to the bus. It is a 2 wire, non-fault tolerant twisted pair
bus with a baud rate of 250kps. It is a differential bus
and the 2 wires ,CAN H and CAN L, are biased to
approximately 2.5 volts each.
Communication occurs when the CAN H is toggled to
a voltage higher than 2.5 volts and the CAN L is
simultaneously toggled to a voltage lower than 2.5
volts and then both are returned to their idle state.
Connection: see the wirng diagram.
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30-2 Fault Tracing
MID 128, PPID 6 Key off input sensor
FMI 11 – Unidentifiable fault

Fault code explanation: Stop input at EECU is activated.
Symptom: Engine stops or cannot be started.
Conditions for fault code: Stop input is activated.
Possible reason: • The aux stop button has been activated.
• The external stop relay has been activated.
• Faulty external stop relay.
• Open circuit in external stop relay cables.
• Faulty aux stop button.
Suitable action: 1 Check what triggered activation of the external stop relay, fire alarm.
2 Check the external stop relay.
3 Check cables and connectors to and from the external stop relay
socket.
4 Check the contact pressure in socket A12 in the engine connector.
5 Check that the auxstop button is not stuck or broken.
Circuit description
The electrical system has an external stop relay as
standard.
When the stop relay is unactivated the voltage

potential on pin A12 is 0V. When the stop relay is
activated the voltage potential on pin A12 is approx.
0.8 x battery voltage . When the stop relay has been
activated, the engine control unit shuts off the fuel
injection. Once the stop relay has been activated, the
system must be shut off before a re-start can be done.
Component location
the top cover.
P0013417
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30-2 Fault Tracing
MID 128, PPID 55 ECU temperature

Fault code explanation: Too high temperature in the EECU.
Symptom: None
Conditions for fault code: Too high temperature inside the EECU.
Possible reason: • Too high temperature inside the EECU.
• Faulty sensor
2 Replace the EECU.

Fault code explanation: Faulty sensor / Fault in sensor circuit.
Symptom: None
Conditions for fault code: Short circuit in the sensor circuit.

Fault code explanation: Faulty sensor / Fault in sensor circuit.
Symptom: None
Conditions for fault code: Short circuit in the sensor circuit.
Circuit description
The temperature sensor is installed inside the EECU.
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30-2 Fault Tracing
MID 128, PPID 168 Heating control

Fault code explanation: Glow control unit error.
Suitable action: 1 Change the glow control unit.
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30-2 Fault Tracing
Measurements
Vodia logging the lever position in
HCU
Check if there is a throttle signal to the HCU.
1 Put HCU in service mode.
2 Choose log test, Main data list.
3 Choose MID 164, Lever1 position relative to …
4 Move the throttle lever. Verify the lever movement
in Vodia.
If throttle signal is missing in HCU, check all throttle

control cables and connections between the HCU and
the throttle control.

PCU
Check if there is a throttle signal from the HCU to the
PCU.
2 Choose MID 187, Throttle calibrated position.
in Vodia.
If throttle signal is missing in PCU, check all wiring and

connectors between the PCU and the HCU.

EECU
Check if there is a throttle signal from the PCU to the
EECU.
2 Choose MID 128, Accelerator pedal position...
in Vodia.
If throttle signal is missing in EECU, check all wiring

and connectors between the EECU and the PCU.
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30-2 Fault Tracing
Checking the coolant level switch

Tools:
88890074 Multimeter
NOTICE! The coolant level switch can be removed

without having to drain the coolant.
1 Undo the expansion tank and hang it up (without

undoing any unions).
WARNING!
Hot surfaces and hot coolant in the pipes and hose
can cause burns (scalds).
SB
2 Undo the connector and remove the level switch
BL from the expansion tank.
3 Use multimeter 88890074 to do resistance
P0013393
measurement against the switch.
Blue – Black R≈∞Ω
4 Move a magnet along the switch and observe the

resistance value. The resistance should drop to
approx. 0 Ohm.

Blue – Black R≈0Ω
Checking the water in fuel switch

V Tools:
88890074 Multimeter
1 Undo the connector and remove the water in fuel

switch from the fuel fine filter.
2 Connect the switch to break-out cable 885675.
885675
3 Connect a +12 V power supply to measurement
connection 2 on the adapter cable. Connect
measurement connection 3 to the power supply
negative terminal.
4 Use multimeter 88890074 to measure the voltage
between measurement connection 1 and
measurement connection 3 on the adapter cable.
+12V 5 The multimeter should indicate 0 Volt when the
switch is not in contact with water.
H 2O 6 Lower the switch into a vessel containing water.
The multimeter should indicate 12 Volt.
75
8856
5
4
3
2
1
3
2
1
P0013314
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30-2 Fault Tracing
Checking the injection pressure

sensor
V Tools:
88890074 Multimeter
The measurement can also be performed using

brakeout cable 88890122 with measuring box
9998699.
2
a Connect adapter cable 885675 between sensor
and EECU.
or
b Disconnect the EECU and connect 88890122.
Connect the EECU to 88890122.
3 Use multimeter 88890074 for voltage
measurement.
4 Turn on main switch.
75
8856
5
4
3
2
1 – 2 (888675) U ≈ 0,3 V(ignition on)
1
2 A61 – A62 (88890122)

1
P0013317 If the nominal value deviates there is faulty sensor.
Checking the oil pressure sensor

Tools:
88890074 Multimeter

9998699.
1 Cut the current with the main switch.
2
a Connect break-out cable 885675 between sensor
and EECU.
or
measurement.
4 Turn on main switch.

2 – 4 (888675) U ≈ 0,5 V (ignition on)
A93 – A56 (88890122)
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30-2 Fault Tracing
Checking the fuel temperature

sensor
Tools:
88890074 Multimeter

9998699.
2
a Connect the adapter cable (885675) to the
sensor. Do not connect the other end to the
EECU.
or
NOTICE! Do not connect the EECU to 88890122.
885675
3 Use the multimeter (9812519) to do resistance
measurement on the sensor.
75
8856
5
4

3
2
1
1 – 2 (885675) R ≈ 5900 Ω ±400°C

A87 – A83 (88890122) at 0 °C (+32 °F)
P0013400
R ≈ 2500 Ω ±150°C
16
Resistance, kΩ
at 20 °C (+68 °F)
14
12
10 R ≈ 1200 Ω ±60°C
8 at +40 °C (+104 °F)
6
4
2 R ≈ 600 Ω ±20°C
0 at +60 °C (+140 °F)
-20 0 20 40 60 80 100 120
Fuel temperature, °C R ≈ 300 Ω ±10°C
P0013401
at +80 °C (+176 °F)
R ≈ 190 Ω ±5°C
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30-2 Fault Tracing
Checking the intake manifold

temperature sensor
Tools:
88890074 Multimeter

9998699.
2
a Connect the break-out cable (885675) to the
sensor.
Do not connect the other end to the EECU.
or

1 – 2 (885675) R ≈ 5890 Ω ±280 Ω
75 A82 – A55 (88890122) at 0 °C (+32 °F)
8856
5
4
3
2
5 R ≈ 2510 Ω ±110 Ω
4
1
3 at 20 °C (+68 °F)
2
1
R ≈ 1200 Ω ±46 Ω
P0013372 at +40 °C (+104 °F)
6 R ≈ 610 Ω ±22 Ω
Resistance, kΩ
5 at +60 °C (+140 °F)
4 R ≈ 330 Ω ±11 Ω
at +80 °C (+176 °F)
3
2 R ≈ 186 Ω ±5 Ω
at +100 °C (+212 °F)
1
0
0 20 40 60 80 100
Intake manifold temperature, °C
P0013373
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30-2 Fault Tracing
Checking the air inlet pressure

sensor
V Tools:
88890074 Multimeter

9998699.
2
a Connect break-out cable 885675 between sensor
and EECU.
or
measurement.
4 Turn main switch on.

1 – 4 (888675) U ≈ 1.1 V* (ignition on)
A22 – A78 (88890122)
75
8856
5
NOTICE! * At normal atmospheric pressure.

4
3
2
5
4
1
3
2
1
P0013378

Tools:
3849613 Pressure testing kit
There are two tests that shall be performed to check if

the lever movement is the problem.
Test 1
1 Have the engine running at idle. The lever (2) is now
affected by the vacuum capsule rod (8). The lever
position depends on the vacuum provided by the
vacuum circuit.
2 Watch the lever return motion and check the time it
takes for the lever to reach its initial position (the
position it has when not affected by vaccum) when
the engine is shut down. The return time should be
approx. 1-1.5 seconds. If the return time is longer it
could be long enough for the engine control unit to
diagnosis a fault.
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30-2 Fault Tracing
Test 2
1 The engine shall not be running.
2 Connect the standard Volvo Penta vacuum
pump(3849613) to the vacuum capsule (3) located
at the turbo charger.
3 Pump until the lever (2) has moved to its end
position.
4 Release the vacuum and watch the lever
returnmotion and check the time it takes for the
lever to reach its initial position (the position it has
when not affected by vaccum). The return time
should be approx. 1-1.5 seconds. If the return time
is longer it could be long enough for the engine
control unit to diagnosis a fault.
Suitable action
1 If a lever movement problem is suspected after both
tests has been performed the turbocharger must be
replaced.
2
6
1 Ring
2 Lever
3
5 3 Vacuum capsule
4 Vacuum circuit
5 Vacuum regulator
6 Guide rail
4
P0013379
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30-2 Fault Tracing
Checking the coolant temperature

sensor
Tools:
88890074 Multimeter
The measurement can also be performed using break-

out cable 88890122 with break-out box 9998699.
2
sensor.
Do not connect the other end to the EECU.
or
6 Measurement points Nominal value

1 – 2 (885675) R ≈ 5740 Ω ±1 °C
Resistance, kΩ
5
A64 – A5 (88890122) at 0 °C (+32 °F)
4
3 R ≈ 2450 Ω ±1 °C
at 20 °C (+68 °F)
2
R ≈ 1150 Ω ±1 °C
1
at +40 °C (+104 °F)
0
0 20 40 60 80 100 R ≈ 580 Ω ±0.9 °C
Coolant temperature, °C at +60 °C (+140 °F)
P0013387
R ≈ 320 Ω ±0.8 °C
at +80 °C (+176 °F)
R ≈ 180 Ω ±0.7 °C
at +100 °C (+212 °F)
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30-2 Fault Tracing
Checking the injector coil

Tools:
88890074 Multimeter
The measurement can also be performed using break-

out cable 88890122 with break-out box 9998699.
2
injector. Do not connect the other end to the
EECU.
or

1 – 2 (885675) R ≈ 180 kΩ
injector 1 A49-A25 R ≈ 180 kΩ
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30-2 Fault Tracing
Trimming the injector

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

installation. The code consists of up to 8 characters
and is located on the top of the injector.
e.g: 6ATA05IG
Due to the font that is used some characters are easy
to mix up are: 1 and L, 0 and o, 5 and S.
If mixed up Vodia will set show an error note. If so redo
the parameter programming.
1 Connect the VODIA tool.
2 Go into the ”Service and maintenance” menu in
Vodia.
P0013404 3 Select ”Parameter, programming”.
4 Press ”Play”.
5 Select the cylinder number corresponding to the
injector, which has been changed.
6 Enter the new injector’s code. Click ”OK”.
7 Close ”Parameter, programming”.
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30-2 Fault Tracing
Checking speed sensor, flywheel
Tools:
88890074 Multimeter
1 NOTICE! Turn the ignition key to position 0.

2 Remove the connector from the sensor and remove
the sensor from the flywheel casing. Check that the
sensor has no external damage and that no metal
chips are stuck on the sensor.
3 Use multimeter 88890074 to measure resistance.
1–2 R ≈ 125 Ω ±17 Ω
at +20 °C (+68 °F)
4 Use multimeter 88890074 for an AC voltage

measurement.
P0013411
5 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.
V
P0013412
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30-2 Fault Tracing
Checking the camshaft sensor

Tools:
V 88890074 Multimeter

2 Remove the connector from the sensor and remove
the sensor. Check that the sensor has no external
damage and that no metal chips are stuck on the
sensor.
3 Connect the break-out cable (885675) to the
sensor. Do not connect the other end of the adapter
cable.
4 Supply power to the sensor (pin 3 = +5 Volt, pin 1
= negative connection).
+5V
5 Use multimeter (9812519) for an AC voltage
measurement.
6 Connect the multimeter between pin 2 and pin 1.
7 Move a metal object rapidly back and forwards not
more than 1 mm in front of the sensor. Check that
75
the multimeter gives a reading.
8856
5
4
3
2
5
4
1
3
2
1
P0013408
Checking the VGT control valve coil

Tools:
88890074 Multimeter

2 Undo the connector from the VGT control valve
valve.
3 Connect the break-out cable (885675) to the VGT
control valve.
4 Use the multimeter (88890074) to check the
resistance in the VGT control valve.
This measurement should eliminate a short circuit or

open circuit in the coil.

1–2 R ≈ 17 Ω ±3 Ω
at +20 °C (+68 °F)
75
8856
5
4
3
2
5
4
1
3
2
1
P0013316
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30-2 Fault Tracing
Checking the VGT control valve

signal
Tools:
88890074 Multimeter

2 Undo the connector from the VGT control valve.
3 Connect the break-out cable (885675) between the
VGT control valve and the EECU.
measurement.
NOTICE! The VGT control valve signal is a PWM
signal. An oscilloscope is needed for correct
analysis of the signal.
5 NOTICE! Starter key in position I.

1–2 V ≈ 1.5 V
7 5
8856
5
4
3
2
5
4
1
3
2
1
P0013396
Checking the MPROP valve coil

Tools:
88890074 Multimeter

2 Undo the connector from the MPROP valve valve.
3 Connect the break-out cable (885675) to the
MPROP valve.
resistance in the MPROP valve.


1–2 R ≈ 3 Ω ±0.4 Ω
at +20 °C (+68 °F)
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30-2 Fault Tracing
Checking the MPROP valve signal

Tools:
88890074 Multimeter
Tools:

2 Undo the connector from the MPROP valve.
MPROP valve and the EECU.
measurement.
NOTICE! The MPROP valve signal is a PWM
signal. An oscilloscope is needed for correct
analysis of the signal.

1–2 V ≈ 3.6 V (<10sec.)
V ≈ 1.1 V (>10sec.)
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30-2 Fault Tracing
Checking the PCV coil

Tools:
88890074 Multimeter

2 Undo the connector from the PCV.
3 Connect the break-out cable (885675) to the PCV.
resistance in the PCV.


1–2 R ≈ 3.7 Ω ±0.3 Ω
at +20 °C (+68 °F)
Checking the PCV signal

Tools:
88890074 Multimeter

2 Undo the connector from the PCV.
PCV and the EECU.
measurement.
NOTICE! The PCV signal is a PWM signal. An
oscilloscope is needed for correct analysis of the
signal.

1–2 V ≈ 1.4 V (<10 sec.)
V ≈ 0.4 V (>10 sec.)
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30-2 Fault Tracing
Connection of 88890122
Tools:
9998699 Break-out box
88890074 Multimeter
1 Cut the current with the main switch.

2 Disconnect the EECU.
3 Connect 88890122 to the EECU, also connect the
engine cable harness to 88890122.
4 Connect 9998699 to 88890122. Three possibilities
depended of which EECU pin to measure.
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
EECU must be disconnected.
P0013782
1 88890122
2 EECU
3 9998699
4 Engine harness
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30-2 Fault Tracing
Interpretation of measurement table

Column 1 “Component” shows different components that can be measured.
Column 2 “EECU #” shows the components pin numbers on the EECU.
Column 3 “Measurebox #” shows what measurement points on 9998699 that equals the pin numbers on
the EECU.
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 EECU.
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.
Component EECU Measur Sensor Signal type Ignition on Engine Note

# e box # Pin # running
Air inlet A82 22 1 (-) GND 1-bat(-) = 0V 1-bat(-) = 0V -
pressure/ A55 55 2 temp. output 1-2 = 0-5V 1-2 = 0-5V U is depended of the
Intake temp. Rtemp see table
manifold 1.
temperature
A18 18 3 (+) Supply 1-3 = 5V 1-3 = 5V -
A78 18 4 pressure 1-4 = 1.1V 1-4 = U is depended of the
output 0.5-4.5V pressure.
Camshaft A4 4 1 (-) GND 1-bat(-) = 0V 1-bat(-) = 0V -
A35 35 2 sensor 1-2 = 5V square wave -
output
A43 43 3 (+) Supply 1-3 = 5V 1-3 = 5V -
Coolant A40 40 1 switch output 1-2 = 0.75 x 1-2 = 0.75 x 1-2 = Infinitive
Level Ubat Ubat resistance when level
is ok.
- - 2 bat(-) 2-bat(-) = 0V 2-bat(-) = 0V -
Coolant A64 4 1 temp. output 1-2 = 0-3.3V 1-2 = 0-3.3V U is depended of the
Temperatur temp. Rtemp see table
e 2.
A5 5 2 (-) GND 2-bat(-) = 0V 2-bat(-) = 0V -
Crank A39 39 1 sensor - sine wave Coil resistance: 1-2 =
output 125 Ω (+/- 17 Ω at 20°
C.
A7 7 2 sensor - sine wave -
output
Fuel A87 27 1 temp. output 1-2 = 0-3.3V 1-2 = 0-3.3V U is depended of the
Temperatur temp. Rtemp see table
e 3.
A83 23 2 (-) GND 2-bat(-) = 0V 2-bat(-) = 0V -
MPROP B5 5 1 bat(+) 1-bat(-) = 1-bat(-) = -
valve Ubat Ubat
A95 35 2 INPUT 1-2 = 3.6V PWM Coil resistance: 1-2 =
(<10sec) (0-12V) 3 Ω (+/- 0.4 Ω at 20° C.
1-2 = 1.1V
(>10sec)
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30-2 Fault Tracing
Oil Pressure A46 46 1 (+) Supply 1-4 = 5V 1-4 = 5V -

A93 33 2 pressure 2-4 = 0.5V 2-4 = U is depended of the
A56 56 4 (-) GND 4-bat(-) = 0V 4-bat(-) = 0V -
PCV B5 5 1 bat(+) 1-bat(-) = 1-bat(-) = -
Ubat Ubat
3 (<10sec) (0-12V) 3.7 Ω (+/- 0.3 Ω at 20°
1-2 = 0.4V C.
(>10sec)
Rail A62 2 1 (-) GND 1-bat(-) = 0V 1-bat(-) = 0V -
pressure A61 1 2 pressure 1-2 = 0.3V 1-2 = U is depended of the
A21 21 3 (+) Supply 1-3 = 5V 1-3 = 5V -
VGT valve B5 5 1 bat(+) 1-bat(-) = 1-bat(-) = -
Ubat Ubat
(0-12V) 17 Ω (+/- 3 Ω at 20° C.
Water in B29 29 1 switch output 1-3 = 0V (no 1-3 = 0V (no 1-3 = Ubat when water
Fuel water) water) is detected.
B5 5 2 bat(+) 2-3 = Ubat 2-3 = Ubat -
B7 7 3 (-) GND 3-bat(-) = 0V 3-bat(-) = 0V -
Exhaust A53 53 1 temp. output 0-5V 1-2 = 0-5 V U is depended of the
manifold A89 29 2 (-) GND - - temp. Rtemp see table
water -
temperature
47701609 09-2019 © AB VOLVO PENTA 139

30-2 Fault Tracing
Table 1: Intake manifold temperature

1 – 2 (885675) R ≈ 5890 Ω ±280 Ω
A82 – A55 (88890122) at 0 °C (+32 °F)
R ≈ 2510 Ω ±110 Ω
at 20 °C (+68 °F)
R ≈ 1200 Ω ±46 Ω
at +40 °C (+104 °F)
R ≈ 610 Ω ±22 Ω
at +60 °C (+140 °F)
R ≈ 330 Ω ±11 Ω
at +80 °C (+176 °F)
R ≈ 186 Ω ±5 Ω
at +100 °C (+212 °F)
Table 2: Coolant temperature

1 – 2 (885675) R ≈ 5740 Ω ±1°C
A64 – A5 (88890122) at 0 °C (+32 °F)
R ≈ 2450 Ω ±1°C
at 20 °C (+68 °F)
R ≈ 1150 Ω ±1°C
at +40 °C (+104 °F)
R ≈ 580 Ω ±0.9°C
at +60 °C (+140 °F)
R ≈ 320 Ω ±0.8°C
at +80 °C (+176 °F)
R ≈ 180 Ω ±0.7°C
at +100 °C (+212 °F)
140 47701609 09-2019 © AB VOLVO PENTA

30-2 Fault Tracing
Table 3: Fuel temperature

1 – 2 (885675) R ≈ 5900 Ω ±400°C
A87 – A83 (88890122) at 0 °C (+32 °F)
R ≈ 2500 Ω ±150°C
at 20 °C (+68 °F)
R ≈ 1200 Ω ±60°C
at +40 °C (+104 °F)
R ≈ 600 Ω ±20°C
at +60 °C (+140 °F)
R ≈ 300 Ω ±10°C
at +80 °C (+176 °F)
R ≈ 190 Ω ±5°C
Table 4: Exhaust manifold water

temperature
1 – 2 (885675) R ≈ 200 Ω ±2 Ω
A53 – A29 (9998699) at 0 °C (+32 °F)
R ≈ 276 Ω ±2 Ω
at 100 °C (+ °F)
Ρ ≈ 420 Ω ±3 Ω
at +300 °C (+ °F)
Ρ ≈ 554 Ω ±5 Ω
at +500 °C (+ °F)
R ≈ 680 Ω ±6 Ω
at +700 °C (+ °F)
Ρ ≈ 767 Ω ±7 Ω
at +850 °C (+ °F)
47701609 09-2019 © AB VOLVO PENTA 141

37-0 Wiring Diagrams

Glow plugs
P0022165
NOTICE! Wiring diagrams for the engines are found as A3 sized foldouts at the end of this workshop manual.
142 47701609 09-2019 © AB VOLVO PENTA

1.5 pole system

1 Start battery
2 Main switch
3 Starter motor
4 Alternator
5 Engine ground
6 Connector, starter motor
7 To connector, starter motor
8 Extended nut, ground relay
9 Ground relay
10 Starter relay 2
11 To connector, main harness
12 Connector, main harness
13 Starter relay 1
14 Main harness
P0022684
NOTICE! Wiring diagrams for the engines are found as A3 sized foldouts at the end of this workshop manual.
47701609 09-2019 © AB VOLVO PENTA 143

39-0 General
39-0 General
Index
MID 128
Caption FMI
MID 128, PID 91 Accelerator pedal position, % 2
MID 128, PID 97 Water in fuel indicator 0
MID 128, PID 98 Engine oil level 1, 2
MID 128, PID 100 Engine oil pressure 1, 4, 5
MID 128, PID 105 Intake manifold temperature 0, 4, 5
MID 128, PID 106 Air inlet pressure 0, 1, 3, 5
MID 128, PID 108 Barometric pressure 3, 4
MID 128, PID 110 Engine coolant temperature 0, 4, 5
MID 128, PID 111 Coolant level 1
MID 128, PID 158 ECU battery potential 0, 1, 3, 4
MID 128, PID 164 Injection Control Pressure 0, 1, 4, 5, 11
MID 128, PID 174 Fuel temperature 0, 4, 5
MID 128, PID 175 Engine oil temperature 0
MID 128, SID 1/2/3/4/5 Injector # 1-5 3, 4, 5, 6, 13
MID 128, SID 21 Engine position 2, 3, 11
MID 128, SID 22 Timing sensor, crank 3, 8
MID 128, SID 27 Variable Geometry Turbocharger Actuator #1 3, 4, 5, 11
MID 128, SID 39 Engine Starter Motor Relay 3, 4, 5, 11
MID 128, SID 78 Fuel supply pump actuator 3, 4, 5, 11
MID 128, SID 211 Sensor Supply Voltage #2 (+5 V DC) 11
MID 128, SID 212 Sensor Supply Voltage #1 (+5 V DC) 11
MID 128, SID 218 ECM Main Relay 3, 4
MID 128, SID 231 SAE J1939 data link 11
MID 128, SID 232 5 V supply 11
MID 128, SID 254 Controller 1 11
MID 128, PSID 54 Booster voltage C1 6, 11
MID 128, PSID 55 Booster Voltage C2 6, 11
MID 128, PSID 96 Rail pressure system 3, 4, 5, 11, 12
MID 128, PSID 97 Pressure Release Valve 2, 3, 4, 5, 11, 12
MID 128, PSID 129 Alternator 1 0, 4, 7, 9, 12
MID 128, PSID 216 Data Link, MID187 9
MID 128, PPID 6 Key off input sensor 11
MID 128, PPID 55 ECU temperature 0, 3, 4
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39-0 General
47701609 09-2019 © AB VOLVO PENTA 145

D3-D/E/F
1 Battery Cable colors
2 Main switch BL = Blue P = Pink
BN = Brown R = Red
3 Starter motor GN = Green SB = Black
4 Alternator GR = Gray VO = Violet
OR = Orange W = White
5 Main relay LBL = Light blue Y = Yellow
6 Starter relay LBN = Light brown
7 Voltage converter (DC/DC)

8 Diagnosis connector
9 PCU
10 External stop relay
11 Injectors
13 Rail pressure sensor
14 Sensor, air inlet pressure / intake manifold
temperature
15 Crankshaft sensor
16 Camshaft sensor
17 MPROP
18 Pressure regulating valve
19 Oil level sensor (Not used)
20 Exhaust temperature sensor
23 Fuel temperature sensor
24 Fuel pump
25 Fuel pump relay
27 VGT control valve
28 SOLAS connector
29 32 pin interface
146 47701609 09-2019 © AB VOLVO PENTA

P0013924
D3-D/E/F
1,5 BN
A49
1
CYL 1
2
1,5 BN/SB
A25
1,5 BL
A73
1
CYL 5
2
1,5 BL/SB
A2
1,5 Y
A51
1
CONNECTOR DATALINK
11
CYL 4
2
1,5 Y/SB 1 2 3 4 5 6
A27
1,5 R
A50
1
1P
27
A76
CYL 3
2
47701609 09-2019 © AB VOLVO PENTA

1,5R /SB
A1 0,75 VO
1,5 GN 2,5 R
2,5 R
A74 A71
1 Y/W
1
2
1
2,5 SB
2,5 SB
1 Y/GR
29
10
CONNECTOR PLUG
CYL 2
CONNECTOR - EXTERNAL STOP
STOP BUTTON
2
1,5 GN/SB
A26 1R
0,75 SB 0,75 SB
¼
1 BN/SB A12
2
1
SPLICE 12
A5 2 3 1,5 R E+
1
2
12
86
1
SPLICE 13
30 1 Y/GR CAN L
0,75 GR/R
1 2
A64 87
2
SPLICE 14
1,5 SB E-
0,75 GN/Y 87a 85
A62 1,5 SB
SPLICE 15
4 5 1 1 SB C-
P
0,75 R/W
1
0,75 GN/W 1 Y/W
SPLICE 16
A21 CAN L
13
0,75 BL/W
2
1,5 R
SPLICE 17
0,75 GN/SB B50 C+

A61
0,75 Y/GR 0,75 BL/GR 2,5 BL/GN HIGH SIDE(HS1)
A82 B51
3
P¼
2,5 BL/BN
2,5 R
2,5 R
HIGH SIDE(HS2)
1 Y/W
0,75 Y/SB
14
2,5 SB
2,5 SB
1 Y/GR
A55 0,75 Y/W
4
2
B54 2,5 GN/SB LOW SIDE(LS1)
0,75 Y/W
A78 1 2 3 4 5 6
SENDERS
0,75 GN/OR 0,75 Y/GR 2,5 BN/SB LOW SIDE(LS2)

A18 B41 0,75 R/BN
0,75 GR/SB
n
A7 POT.POS.SYPPLY
2
0,75 BN 0,75 Y/BN
0,75 GR B9
15
GEAR SIGN.F-BACK
ECU
A39
1
9
1 BL/Y 0,75 BL/R 0,75 BN/SB

POT.NEG.SYPPLY
n
A4 B15
1
0,75 BL/SB GEAR PRESSURE
CONNECTOR, EXTERNAL
A35
2
2,5 R/W
16
0,75 BL/GN B5 1 GN/SB GEAR TEMP
A43
8
3
FUEL LEVEL SENSOR
0,75 OR 2,5 R/W 1 SB GEAR SUPPLY
2 A95 B3
0,75 Y/BN 1 BL/SB FRESH WATER
27
A42 LEVEL SENSOR 0,75 BL/OR LOW SIDE(PWR)

2,5 R/W 1 SB
17
1 SB B1 0,75 GR/OR HIGH SIDE(PWR)
1 A28 1 GN/R RUDDER SENSOR
16
0,75 W 0,75 W/SB 1 SB 1R

1 2 3 4 5 6
A13 POT.POS.SYPPLY
B52 1,5 BL/SB
2 1Y P-TRIM FEEDBACK
A53 0,75 Y/R 0,75 BL/GR
GND
11
0,75 SB B31 POT.NEG.SYPPLY

A89
18
0,75 R/W
1 0,75 BL 0,75 Y/SB GEAR RPM
1 SB
0,75 SB
A40 B27 0,75 GN/W

SPLICE 4
0,75 W/SB REF. GND

A46
B6
A2 A3 A4 A5 A6 A7 A1 D1 A8 D8 B1 B2 B3 B4 B5 B6 B7 B8 D2 D3 D4 D5 D6 D7
0,75 GR/SB
18 9 10 19 13 21 1 20 4 29 22 25 12 3 2 26
A56
SPLICE 11
1
B4 14 28 23 15 5 7 17
3
A93
19
B2
2,5SB
A87 0,75 BL/R 0,75 BL/R

J1939 LOW
1
2,5SB
SPLICE 6
¼
A83 J1939 HIGH
2
2,5SB
0,75 Y/W
1
1,5 SB
0,75 Y/GR
2,5 SB 0,75 Y/GR BAT. -
20
BAT. +
SPLICE 20
CONN.PLUG (ABYC)
BAT. SWITCHED
0,75 R/W
0,75 R/W
0,75 R/W
SPLICE 1
SPLICE 2
0,75 Y/W
1 2
J1587 A
21
0,75 BL/R 0,75 SB 1708 B
0,75 W
1,5 R/SB
B7
P
C2 C1 C3 C4 C5 C6 C7 C8
SPLICE 21
26
1
0,75 GN 0,75 Y
0,75 W/SB
4
3 1 2
B29 1,5 SB
22
2
0,75 OR/SB
0,75 BN/OR
¼
2,5 R/W
0,75 BN/W
0,75 SB
2
23
SPLICE 10
0,75 R/W
SPLICE 5
0,75 R/W
0,75 W/SB
1,5 R/SB
0,75 BL/R
24
4 SB
0,75 W
1,5 SB
SPLICE 22
1,5 R/W
1,5 R/W
2:1
1,5 SB
0,75 BN
SPLICE 9
-
1:1
1
4 SB
SPLICE 8
SPLICE 18
1,5 R/W 87
1,5 R/W
G
4
4
2
30
0,75 BL/R
87a
PUSH BUTTON-FUEL PUMP

2
1
1
SPLICE 19
5 1
1 SB
85
86
0,75 R/W
2
2
1P
28
25
HARNESS
1 R/SB
2,5 SB
0,75 Y/R
CONNECTOR-
6
STARTER MOTOR
CONNECTOR-MAIN
1,5 R/W
2,5 R
0,75 W
1
1
2,5 R/SB
CONNECTOR PLUG
35 R
2,5 R 2,5 R 2 3
2
2
0,75 W/SB
SPLICE 25
4R
4R 86
2,5 R 2,5 R 30
3
3
ENGINE BODY
BAT +
0,75 W/SB
2,5 Y/R 2,5 Y/R 87

R
4
4
87a
1708 B
85
2,5 Y/R 2,5 Y/R BAT -
5
5
SPLICE 24
8
4 5 1
SB
-
CAN 2 HIGH
2 1
6
6
J1587 A
4 Y/R
1
4 Y/R
FUSE 15A
1 2 3 4 5 6
CAN 2 LOW
M+
SPLICE 26
SPLICE 23
-
2,5 R
R
+
2,5 R/W
1
2
SPLICE 7
2
2,5 R
BAT +
1
1
1
1,5 R BAT -
2
EVC
3
DC DC
EDC
2,5 R/W
4
SPLICE 3
5
0,75 R/W
0,75 Y/SB
2,5 R/W
3
1
85
86
5
2
87a
30
87
4
147
D3-G
BN = Brown R = Red

9 Engine interface - EVC
11 Injectors
temperature
16 Camshaft sensor
17 MPROP
24 Fuel pump
25 Fuel pump relay
28 SOLAS connector
29 Connector, glow plugs
148 47701609 09-2019 © AB VOLVO PENTA

D3-G
P0017815
1,5 BN 0.75 GN/OR
29
1
1
A49 A10
1
0,75 Y/VO
2
2
A34
CYL 1
2
1,5 BN/SB
A25
1,5 BL 0,75 SB
3
3
A73 A6
1
0,75 R/W
4
4
CYL 5
2
1,5 BL/SB
CONNECTOR PLUG
A2
1,5 Y
A51
CONNECTOR GLOW PLUGS
11
CYL 4
2
1,5 Y/SB 1R
47701609 09-2019 © AB VOLVO PENTA

A27 0,75 SB
1,5 R 2 3
A50
1
86
30
1P
27
1 2
1 2
A76 87
1 STOP
CYL 3
2
1,5 R /SB 87a 85
A1
2 BUTTON
1,5 GN 0,75 VO
A74 A71 4 5 1 1 SB
1
2
1
CYL 2
2
1,5 GN/SB
10
A26
0,75 SB
¼
A12
CONNECTOR -
1 BN/SB
A5
1
2
12
EXTERNAL STOP
0,75 GR/R
A64
0,75 GN/Y 1 R/SB
8
A62 BAT +
P
1587 B
1
0,75 GN/W 1 SB
A21 BAT -
13
0,75 BL/W
2
0,75 GN/SB B50 CAN 2 HIGH
A61 J1587 A
0,75 Y/GR 0,75 BL/GR
1 2 3 4 5 6
A82 B51 CAN 2 LOW
3
P¼
0,75 Y/SB
14
A55 0,75 Y/W
4
0,75 Y/W B54
A78 J1939 H
0,75 GR/OR 0,75 Y/GR
2
A18 B41 J1939 L

0,75 GR/SB SPLICE 12 2,5 SB
n
3
A7 BAT. -
2
0,75 BN
0,75 GR B9
15
2,5 R/SB
4
A39 SPLICE 13 BAT. +
1
1 BL/Y ECU 0,75 BL/R 0,75 BL/R
5
n
A4 B15 BAT. SWITCHED
1
0,75 BL/SB SPLICE 2
6
A35
2
2,5 R/W
16
0,75 BL/GN B5 0,75 W
7
A43 J1587 A
3
0,75 OR 2,5 R/W 0,75 W/SB
9
2 A95 B3 1587 B
0,75 Y/BN
A42 2,5 R/W
17
1 SB B1
1 A28
0,75 W 0,75 W/SB
A13 B52
2 1Y
A53 0,75 Y/R
0,75 SB B31
A89
18
1 0,75 BL 0,75 Y/SB
0,75 SB
A40 B27
0,75 BL/R
SPLICE 3
1
1
A46
B6
2
2
A56
2
1
B4
2,5 SB
19
A93
28
B2
2,5SB
A87
2,5SB
1
¼
A83
2,5SB
2
2
20
1
CONNECTOR PLUG
CONN.PLUG (ABYC)
0,75 R/W
0,75 R/W
¼
SPLICE 11
2 1
21
0,75 BL/R 0,75 SB

B7
WIF SWITCH
P
3 1
0,75 GN 0,75 Y
22
4
2
B29
0,75 R/W
2
0,75 OR/SB
CONNECTOR PLUG
0,75 BN/OR
¼
2,5 R/W
0,75 BN/W
0,75 SB
2
SPLICE 1
SPLICE 1
0,75 R/W
APPLIES TO
23
0,75 R/W
D
24
4 SB
SPLICE 9
1,5 R/W
1,5 R/W
1
SPLICE 15
2
1,5 SB
0,75 BN
-
0,75 R/W
1
4 SB
SPLICE 14
1,5 R/W
87
1,5 R/W
4
G
4
2
30
+
87a
PUSH BUTTON-FUEL PUMP

2
3
2,5 R/SB
5 1
85
86
1P
25
HARNESS
2,5 SB
0,75 Y/R
CONNECTOR-
6
STARTER MOTOR
CONNECTOR-MAIN
1,5 R/W
2,5 R
1
1
35 R
SPLICE 6
2,5 R 2,5 R 2 3
2
2
4R
4R 2,5 R 2,5 R 86
30
3
3
ENGINE BODY
0,75 W/SB
2,5 Y/R 2,5 Y/R 87

R
4
4
87a 85
2
2,5 Y/R 2,5 Y/R

SPLICE 5
5
5
4 5 1
SB
-
1
6
6
4 Y/R
S
4 Y/R
FUSE 15A
M+
SPLICE 7
SPLICE 4
-
2,5 R
R
+
2,5 R/W
1
2
SPLICE 8
2
2,5 R
BAT + FUSE 15A
1
1
1
1,5 R BAT -
2
EVC
3
DC DC
EDC
2,5 R/W
4
VOLTAGE CONVERTER
SPLICE 10
5
0,75 R/W
0,75 Y/SB
2,5 R/W
3
1
86
85
5
2
87a
30
87
4
149
D3-H
BN = Brown R = Red

9 Engine interface - EVC
11 Injectors
temperature
16 Camshaft sensor
17 MPROP
24 Fuel pump
25 Fuel pump relay
28 SOLAS connector
29 Connector, glow plugs
150 47701609 09-2019 © AB VOLVO PENTA

D3-H
47701609 09-2019 © AB VOLVO PENTA 151

Index
A MID 128, PID 98 Engine oil level.............................. 44
Abbreviations............................................................ 14 MID 128, PPID 168 Heating control....................... 121
About this Workshop manual..................................... 2 MID 128, PPID 55 ECU temperature..................... 120
MID 128, PPID 6 Key off input sensor.................... 119
C MID 128, PSID 112 Exhaust Manifold Water
Checking speed sensor, flywheel........................... 132 Temperature Sensor #1......................................... 109
Checking the air inlet pressure sensor................... 127 MID 128, PSID 129 Alternator 1............................. 111
Checking the camshaft sensor............................... 133 MID 128, PSID 143 Glow Plug 1............................ 113
Checking the charging system................................. 31 MID 128, PSID 144 Glow Plug 2............................ 114
Checking the coolant level switch.......................... 123 MID 128, PSID 145 Glow Plug 3............................ 115
Checking the coolant temperature sensor.............. 129 MID 128, PSID 146 Glow Plug 4............................ 116
Checking the fuel temperature sensor................... 125 MID 128, PSID 148 Glow Plug 5............................ 117
Checking the injection pressure sensor................. 124 MID 128, PSID 216 Data Link, MID187.................. 118
Checking the injector coil....................................... 130 MID 128, PSID 54 Booster voltage C1................... 100
Checking the intake manifold temperature sensor. 126 MID 128, PSID 55 Booster Voltage C2.................. 101
Checking the lever movement................................ 127 MID 128, PSID 96 Rail pressure system................ 102
Checking the MPROP valve coil............................ 134 MID 128, PSID 97 Pressure Release Valve........... 105
Checking the MPROP valve signal........................ 135 MID 128, SID 1/2/3/4/5 Injector # 1-5....................... 76
Checking the oil pressure sensor........................... 124 MID 128, SID 21 Engine position............................. 78
Checking the PCV coil............................................ 136 MID 128, SID 211 Sensor Supply Voltage #2
Checking the PCV signal........................................ 136 (+5 V DC)................................................................. 93
Checking the starter motor voltage.......................... 30 MID 128, SID 212 Sensor Supply Voltage #1
Checking the VGT control valve coil...................... 133 (+5 V DC)................................................................. 94
Checking the VGT control valve signal.................. 134 MID 128, SID 218 ECM Main Relay......................... 95
Checking the water in fuel switch........................... 123 MID 128, SID 22 Timing sensor, crank.................... 81
Component description............................................ 17 MID 128, SID 231 SAE J1939 data link................... 97
Component location................................................. 15 MID 128, SID 232 5 V supply................................... 98
Connection of 88890122........................................ 137 MID 128, SID 254 Controller 1................................. 99
E MID 128, SID 27 Variable Geometry
Electrical System........................................................ 5 Turbocharger Actuator #1........................................ 84
Electrical Welding..................................................... 26 MID 128, SID 38 Glow Plug Relay........................... 87
MID 128, SID 39 Engine Starter Motor Relay ......... 88
F
MID 128, SID 78 Fuel supply pump actuator........... 90
Fault Codes.............................................................. 39
Fault Tracing............................................................ 38 P
Fault tracing of cables and connectors..................... 28 Programming the EECU........................................... 36
Fault tracing the EECU/PCU bus cable.................... 27 R
G Rail pressure measurement..................................... 35
General................................................... 2, 14, 38, 144 Repair instructions................................................ 3, 25
General advice......................................................... 38 Replace the alternator regulator............................... 33
I S
Index....................................................................... 144 Safety Information...................................................... 8
Interpretation of measurement table...................... 138 Safety Instructions...................................................... 8
Special Service Tools............................................... 13
M
Specifications, Electrical............................................. 5
Malfunctions............................................................. 37
Measurements........................................................ 122 T
MID 128, PID 100 Engine oil pressure..................... 46 Technical Data........................................................... 5
MID 128, PID 105 Intake manifold temperature....... 49 Trimming the injector.............................................. 131
MID 128, PID 106 Air inlet pressure......................... 52 V
MID 128, PID 108 Barometric pressure................... 57 Vodia logging the lever position in EECU............... 122
MID 128, PID 110 Engine coolant temperature........ 58 Vodia logging the lever position in HCU................. 122
MID 128, PID 111 Coolant level............................... 61 Vodia logging the lever position in PCU................. 122
MID 128, PID 158 ECU battery potential.................. 63
MID 128, PID 164 Injection Control Pressure ......... 65 W
MID 128, PID 174 Fuel temperature........................ 71 Wiring Diagrams..................................................... 142
MID 128, PID 175 Engine oil temperature................ 74
MID 128, PID 45 Inlet air heater status.................... 39
MID 128, PID 91 Accelerator pedal position, %....... 41
MID 128, PID 97 Water in fuel indicator................... 42
47701609 09-2019 © AB VOLVO PENTA 153

References to Service Bulletins
Group No. Date Refers to
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AB Volvo Penta
Service Communication
Dept. CB22000
SE-405 08 Gothenburg
Sweden
47701609 English 09-2019

D3 Work Shop Manual

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D3 Work Shop Manual

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Workshop Manual A

Safety and Other Instructions

General, Complete Vehicle Software

Cables and fuses

47701609 09-2019 © AB VOLVO PENTA 1

Volvo Penta accepts no responsibility for damage or

2 47701609 09-2019 © AB VOLVO PENTA

Above all, when working on fuel systems, hydraulic

47701609 09-2019 © AB VOLVO PENTA 3

Lock nuts Anaerobic agents.

Strength Classes Safety regulations for fluorocarbon

Sealing compounds etc. WARNING!

In each service manual section concerned, the WARNING!

4 47701609 09-2019 © AB VOLVO PENTA

03-3 Specifications, Electrical

Oil level / oil temperature

47701609 09-2019 © AB VOLVO PENTA 5

Protects Trim pump

Protects Fuel pump

Electric fuel pump

6 47701609 09-2019 © AB VOLVO PENTA

47701609 09-2019 © AB VOLVO PENTA 7

05-1 Safety Instructions

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

8 47701609 09-2019 © AB VOLVO PENTA

47701609 09-2019 © AB VOLVO PENTA 9

Do not touch the connections during a starting

10 47701609 09-2019 © AB VOLVO PENTA

47701609 09-2019 © AB VOLVO PENTA 11

12 47701609 09-2019 © AB VOLVO PENTA

08-2 Special Service Tools

88890016 Break-out cable 9998699 Break-out box 88890074 Multimeter

885675 Break-out cable

47701609 09-2019 © AB VOLVO PENTA 13

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47701609 09-2019 © AB VOLVO PENTA 15

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Engine control unit, EDC17

The EECU receives continuous information about:

The EECU controls:

47701609 09-2019 © AB VOLVO PENTA 17

Rail pressure sensor

Fuel temperature sensor

18 47701609 09-2019 © AB VOLVO PENTA

Magnetically controlled proportional

Pressure control valve (PCV)

47701609 09-2019 © AB VOLVO PENTA 19

Air inlet pressure / Intake manifold

The air inlet pressure sensor measures the absolute

The inlet manifold temperature sensor consists

Coolant temperature sensor

20 47701609 09-2019 © AB VOLVO PENTA

Oil pressure sensor

Engine speed (flywheel)

Engine position (camshaft)

47701609 09-2019 © AB VOLVO PENTA 21

Coolant level switch

Oil temperature sensor

Water in fuel switch

22 47701609 09-2019 © AB VOLVO PENTA

Aux stop button (1)

Fuel prime button (2)

Fuel pump fuse (3)

System fuse (4)