Volvo Penta

Workshop Manual
(Group 23) EMS 2
TAD940GE, TAD941GE
TAD940VE, TAD941VE, TAD942VE, TAD943VE
EMS 2
TAD940GE, TAD941GE
TAD940VE, TAD941VE, TAD942VE, TAD943VE
Contents
Safety Precautions ................................................. 2
Introduction ......................................................... 2
General information .............................................
About this Workshop Manual ..............................
Spare parts .........................................................
Certified engines .................................................
5
5
5
5
Service procedures ..............................................

Our joint responsibility .........................................
Tightening torques ..............................................
Torque-angle tightening .......................................
Lock nuts ............................................................
Strength classes .................................................
Sealant ...............................................................
6
6
6
7
7
7
7
General ................................................................. 8
Location of engine signs ..................................... 8
Tools ..................................................................... 9
Special tools ....................................................... 9
Technical data ..................................................... 10
Design and function ............................................
System description EMS 2 ................................
Component description, sensors and monitors ...
Control module (EMS 2) .....................................
Control Interface Unit (CIU) ................................
Unit injector ........................................................
Alternator ...........................................................
Starter ................................................................
Component location ...........................................
12
12
15
18
18
19
19
19
20
Limit values .........................................................

Limit values control unit (EMS 2)
TAD940941GE .................................................
Limit values control unit (EMS 2)
TAD940943VE .................................................
Limp-Home function ...........................................
21
21
Service procedures ............................................. 27

When working with EMS 2 ................................. 27
Control module (EMS 2), replace ....................... 28
Unit injector, replacing ......................................... 29
Starting with auxiliary batteries .......................... 30
Function check .................................................... 31
Diagnostic function for VODIA ........................... 31
Fault tracing ........................................................ 32
Symptoms and possible causes ........................ 32
Diagnostic function .............................................. 33
Diagnostic function ............................................ 33
Malfunction message ......................................... 33
Effect on engine .................................................. 33
Operation ............................................................ 33
Reading fault codes ........................................... 34
Erasing fault codes ............................................ 34
Fault codes (EMS 2) ............................................ 35
Electrical fault tracing .........................................
General .................................................................
Functional check of wiring and
connector blocks ................................................
Functional check of wiring and connector blocks ...
Splicing cables for cable connectors ..................
Checking/fault tracing components ....................
Electrical system .................................................
Important information - electrical system ...........
Electrical system, overview ...............................
Wiring diagram EMS 2 .......................................
Wiring diagram, control Interface Unit (CIU) .......
Wiring diagram, control interface unit (CIU)
Power pack ........................................................
45
45
45
46
47
48
63
63
64
66
67
68
23
26
Group 23 EMS 2
Safety information
Safety information
Introduction
This workshop manual contains descriptions and repair instructions for the Volvo Penta products or product versions noted in the table of contents. This
workshop manual should be used together with the
workshop manual Technical data for the engine in
question. Check that you have the correct Workshop
Manual for your engine.
Read the appropriate safety precautions with care as well
as General information and Service procedures before starting work.
Important
In this book and on the engine you will find the following special warning symbols.
WARNING! Possible danger of personal injury,
extensive damage to property or serious mechanical malfunction if the instructions are not followed.
IMPORTANT! Used to draw your attention to something that can cause damage or malfunctions
on a product or damage to property.
NOTE: Used to draw your attention to important information that will facilitate the work or operation in progress.
To give you a perspective on the risks which always
need to be observed and precautions which always
have to be taken, we have noted them below.
Immobilize the engine by turning off the power
supply to the engine at the main switch (switches)
and lock it (them) turned off before starting work.
Set up a warning notice at the engine control point.
All service work should normally be done on a stationary engine. Some tasks, such as adjustments,
need the engine running, however. Approaching an
engine which is operating is a safety hazard. Remember that loose clothing or long hair can fasten in rotating parts and cause serious personal
injury.
If work is done adjacent to a running engine, a

careless movement or a dropped tool can lead
to personal injury in the worst case. Be careful
with hot surfaces (exhaust pipes, turbos, charge
air pipes, starting heaters etc.) and hot fluids in
pipes and hoses on an engine which is running
or which has just stopped.. Reinstall all guards
removed during service operations before starting the engine.
Check that the warning or information labels on
the product are always clearly visible. Replace
labels which have been damaged or painted
over.
Never start the engine without installing the air
cleaner filter. The rotating compressor turbine in
the turbocharger can cause severe injury. Foreign objects entering the intake ducts can also
cause mechanical damage.
Never use start spray or similar products as a
starting aid. They may cause an explosion in
the inlet manifold. Danger of personal injury.
Only start the engine in a well- ventilated area.
When operated in a confined space, exhaust fumes and crankcase gases must be ventilated
from the engine bay or workshop area.
Avoid opening the coolant filling cap when the
engine is hot. Steam or hot coolant can spray
out and the system pressure will be lost. When
needed, open the filler cap slowly and release
the pressure in the system. Be very careful if a
stopcock or plug or engine coolant hose must
be removed when the engine is hot. It is difficult
to anticipate in which direction steam or hot coolant can spray out.
Hot oil can cause burns. Avoid skin contact with
hot oil. Ensure that the lubrication system is not
under pressure before carrying out any work.
Never start or operate the engine with the oil filler cap removed, otherwise oil could be ejected.
Stop the engine before carrying out operations
on the engine cooling system.
Group 23 EMS 2
If extra equipment is installed on the engine
which alters its centre of gravity a special lifting
device is required to obtain the correct balance
for safe handling.
Never carry out work on an engine that is only
suspended in ahoist.
Never work alone when heavy components are
to be dismantled, even when safe lifting devises
such as lockable blocks & tackle are used.
When using a lifting device two people are usually required to do the work, one to take care of
the lifting device and another to ensure that
components are lifted clear and not damaged
during the lifting operations.
Always check before starting work if there is
enough room to carry out removal work without
risking personal injury or damage to the engine
or parts.
WARNING! The components in the electrical
system and in the fuel system on Volvo Penta
products are designed and manufactured to minimise the risk of fire and explosion. The engine
must not be run in areas where there are explosive materials.
Only use the fuels recommended by Volvo Penta. Refer to the Instruction Book. Use of fuels
that are of a lower quality can damage the engine. On a diesel engine poor quality fuel can cause the engine to over-rev with resulting risk of
damage to the engine and personal injury. Poor
fuel can also lead to higher service costs.
Remember the following when washing with a
high pressure washer: Never direct the water jet
at seals, rubber hoses, electrical components or
the radiator.
Always use protective glasses or goggles when
carrying out work where there is a risk of splinters, grinding sparks, acid splashes or where other chemicals are used. Your eyes are extremely
sensitive, injury could cause blindness!
Avoid getting oil on your skin! Repeated exposure to oil or exposure over a long period can result in the skin being damaged. Irritation, dryness and eczema and other skin problems can
then occur. Used oil is more dangerous than
fresh oil from a health aspect. Use protective
gloves and avoid oil soaked clothes and shop
rags. Wash regularly, especially before eating.
There are special skin creams which counteract
drying out of the skin and make it easier to clean off dirt after work is completed.
Safety information
Most chemicals intended for the product e.g.
engine and transmission oils, glycol, petrol (gasoline) and diesel oil, or chemicals for workshop
use e.g. degreasers, paints and solvents are hazardous. Read the instructions on the product
packaging with care! Always follow the safety
precautions for the product, i.e. use of protective mask, glasses, gloves etc. Make sure that
other personnel are not inadvertently exposed to
hazardous chemicals, for example in the air. Ensure good ventilation in the work place. Follow
the instructions provided when disposing of
used or leftover chemicals.
Exercise extreme care when leak detecting on
the fuel system and testing the fuel injector
nozzles. Use eye protection. The jet which comes from a fuel injector has very high pressure
and considerable penetration power. Fuel can
force its way deep into body tissue and cause
severe injury. Danger of blood poisoning (septicemia).
All fuels and many chemical substances are
flammable. Do not allow naked flame or sparks
in the vicinity. Petrol (gasoline), some thinners
and hydrogen gas from batteries are extremely
flammable and explosive when mixed with air in
the correct ratio. No Smoking! Ensure that the
work area is well ventilated and take the necessary safety precautions before starting welding
or grinding work. Always ensure that there are
fire extinguishers at hand when work is being
carried out.
Ensure that rags soaked in oil or fuel and used
fuel or oil filters are properly taken care of. Rags
soaked in oil can spontaneously ignite under
certain circumstances. Used fuel and oil filters
are polluting waste and must be handed to an
approved waste management facility for destruction, together with used lubrication oil, contaminated fuel, paint residue, solvents, degreasers and wash residue.
Never expose a battery to naked flame or electrical sparks. Never smoke close to the batteries. The batteries generate hydrogen gas when
charged, which forms an explosive gas when
mixed with air. This gas is easily ignited and
highly volatile. A spark, which can be formed if
the batteries are wrongly connected, is enough
to make a battery explode and cause damage.
Do not shift the connections when attempting to
start the engine (spark risk) and do not lean over
any of the batteries.
Group 23 EMS 2
Safety information
Always ensure that the Plus (positive) and Minus (negative) battery cables are correctly installed on the corresponding terminal posts on
the batteries. Incorrect installation can result in
serious damage to the electrical equipment. Refer to the wiring diagram.
Always use protective goggles when charging
and handling the batteries. Battery electrolyte
contains sulfuric acid which is highly corrosive.
Should the battery electrolyte come into contact
with unprotected skin wash off immediately
using plenty of water and soap. If battery acid
comes in contact with the eyes, immediately
flush with plenty of water and obtain medical assistance at once.
The clutch must be adjusted with the engine

shut off.
Use the lifting eyes fitted on the engine when
lifting the drive unit. Always check that the
lifting equipment used is in good condition and
has the load capacity to lift the engine (engine
weight including gearbox, if fitted, and any extra
equipment installed).
Use an adjustable lifting beam or lifting beam
specifically for the engine to raise the engine to
ensure safe handling and to avoid damaging
engine parts installed on the top of the engine.
All chains and cables should run parallel to each
other and as perpendicular as possible in relation to the top of the engine.
Turn the engine off and turn off the power at the
main switch(es) before carrying out work on the
electrical system.
2004 AB VOLVO PENTA

We reserve the right to make modifications without prior notice.
Printed on environmentally-friendly paper.
Group 23 EMS 2
General
General information
About this Workshop Manual
Certified engines
This Workshop Manual contains descriptions and instructions for the repair of standard versions of engines: TAD940GE, TAD941GE, TAD940VE,TAD941VE,
TAD942VE, TAD943VE.
The manufacturer warrants that both new and currently operating engines that are certified to national and
regional environmental regulations meet environmental
requirements. The product must correspond to the
engine that was approved during certification. The following requirements for service and spare parts must
be complied with, for Volvo Penta as a manufacturer
to be responsible for ensuring that engines in use
comply with the stipulated environmental requirements:
The workshop manual can illustrate tasks done on

any of the engines noted above. This means that the
illustrations and photographs which clarify certain details might, in some cases, not correspond with other
engines. Repair methods are similar in all important
respects, however. The Engine Designation and Engine Numbers can be found on the product plate. See
Technical data TAD940GE, TAD941GE,
TAD940VE,TAD941VE, TAD942VE, TAD943VE.
Please always include both the engine designation
and the engine number in all correspondence.
The Workshop Manual is produced primarily for the
use of Volvo Penta workshops and service technicians. For this reason the manual presupposes a certain basic knowledge and that the user can carry out
the mechanical/electrical work described to a general
standard of engineering competence.
Volvo Penta constantly improves its products, so we
reserve the right to make modifications without prior
notification. All information in this manual is based on
product data which was available up to the date on
which the manual was printed. Any material changes
introduced into the product or service methods after
this date are notified by means of Service Bulletins.
Spare parts
Spare parts for the electrical and fuel systems are
subject to various national safety requirements. Volvo
Penta Original Spare Parts meet these specifications.
Any type of damage which is the result of using spare
parts that are not original Volvo Penta parts for the
product in question will not be covered under any warranty or guarantee provided by AB Volvo Penta.
Service and maintenance intervals recommended

by Volvo Penta must be followed.
Only Volvo Penta Original Spare Parts intended

for the certified engine version may be used.
Service work that covers injection pumps, pump

settings, and injectors must always be carried out
by an authorized Volvo Penta workshop.
The engine must not be converted or modified in

any way, except for the accessories and service
kits which Volvo Penta has approved for the engine.
Installation changes to the exhaust pipe and the

engine bay air inlet ducts (ventilation ducts) must
not be done without further discussion, since this
could affect exhaust emissions. No tamper-seals
may be broken by unauthorized personnel.
IMPORTANT! When spare parts are needed,
use only Volvo Penta Original Spares.
Use of non-original parts will result in AB
Volvo Penta being unable to warrant that
the engine corresponds to the certificated
engine version.
Any damage, injury and/or costs which arise
due to the use of non-original Volvo Penta spares for the product in question will not be compensated by Volvo Penta.
Group 23 EMS 2
Repair instructions
Repair instructions
The working methods described in the Workshop Manual apply to work carried out in a workshop. The engine has been removed and is installed in an engine fixture. Unless otherwise stated reconditioning work
which can be carried out with the engine in place follows the same working method.
See chapter Safety information where the meaning
of the warning signs used in the manual are explained
in detail.
WARNING!
IMPORTANT!
NOTE!
are not comprehensive in any way, since we can not
of course foresee everything, because service work is
done in highly varying circumstances. For this reason,
all we can do is to point out the risks which we believe
could occur due to incorrect work in a well-equipped
workshop, using work methods and tools tested by
us.
All operations described in the Workshop Manual for
which there are Volvo Penta Special Tools available
assume that these tools are used when carrying out
the repair. Volvo Penta Special Tools have been specifically developed to ensure the most safe and rational working methods possible. It is therefore the responsibility of anyone using other tools or other working methods than we recommend to determine that
there is no risk of personal injury or mechanical damage or malfunction as a result.
In some cases special safety precautions and user instructions may be required in order to use the tools and
chemicals mentioned in the Workshop Manual. These
rules must always be observed, so there are no special
instructions about this in the workshop manual.
By following these basic recommendations and using
common sense it is possible to avoid most of the
risks involved in the work. A clean work place and a
clean engine will eliminate many risks of personal injury and engine malfunction.
Especially when working on the fuel system, engine
lubrication system, air intake system, turbocharger
unit, bearing seals and seals, it is extremely important
to avoid dirt or foreign objects entering the parts or
systems, since this can result in reduced service life
or malfunctions.
Our common responsibility

Each engine consists of a large number of collaborating systems and components. Any deviation of a
component from its technical specification can dramatically increase the environmental impact of an otherwise good engine. For this reason, it is extremely important that specified wear tolerances are maintained,
that systems with adjustment facilities are correctly
adjusted and that Volvo Penta Original Spares are
used for the engine. The stated service intervals in
the Maintenance Schedule must be observed.
Some systems, such as the components in the fuel
system, require special expertise and special testing
equipment for service and maintenance. Some components are sealed at the factory, for environmental reasons etc. Under no circumstances attempt to service
or repair a sealed component unless the service technician carrying out the work is authorized to do so.
Remember that most chemical products,
incorrectly used, damage the environment. Volvo Penta recommends the use of bio-degradable degreasing
agents for all cleaning of engine components unless
otherwise stated in the Workshop Manual. Pay special
attention to make sure that oils and washing residue
etc are handled correctly for destruction, and do not
unintentionally end up in nature.
Torque
The tightening torques for critical joints, which should
be tightened with a torque wrench, are listed in Technical data,Tightening Torques, and are noted in the
task descriptions in the manual. All torque specifications apply to clean screws, screw heads and mating
faces. Torque data stated apply to lightly oiled or dry
threads. Where grease, locking or sealing agents are
required for screwed joints this is stated in both the
operation description and in Tightening Torques.
Where no torque is stated for a joint use the general
torque shown in the following table. The torques stated are a guide and the joint does not have to be
tightened using a torque wrench.
Dimension Tightening torque

Nm
lbf.ft.
M5
4,4
M6
10
7,4
M8
25
18,4
M10
50
36,9
M12
80
59,0
M14
140
103,3
Group 23 EMS 2
Repair instructions
Torque-angle tightening
Sealant
In torque/angle tightening, the fastener is tightened to

the specified torque, and tightening then continues through a pre-determined angle. Example: for 90 angle
tightening, the joint is turned a further 1/4 turn in one
sequence, after the specified tightening torque has
been achieved.
Several types of sealant and locking liquid are used

on the engines. The properties of the sealants differ
as they are intended for different strengths of fastenings, temperature, resistance to oil and other chemicals, and also for different materials and gap thicknesses found in the engine.
To ensure service work is correctly carried out it is important that the correct sealant and locking fluid type
is used on the joint where the agents are required.
Lock nuts
Disassembled locknuts shall not be re-used, they
shall be replaced by new ones, since the locking properties are impaired or lost when the nut is used several times. For lock nuts with a plastic insert such as
Nylock the torque stated in the table is reduced if the
Nylock nut has the same head height as a standard
hexagonal nut without plastic insert. Reduce the torque by 25% for screw size 8 mm or larger. Where Nylock nuts are higher, where the metallic thread is of
the same height as a standard hexagonal nut, the torques given in the as shown in table apply.
In this Volvo Penta Workshop Manual the user will find

that each section where these agents are applied in
production states which type was used on the engine.
For service work, an similar product from the same
manufacturer, or corresponding product with the same
characteristics from another manufacturer, can be
used.
When using sealants and locking fluids, make sure
that mating surfaces are dry and free from oil, grease,
paint, anti-corrosion agent and old sealant. Always follow the manufacturers instructions for use regarding
temperature range, curing time and any other instructions for the product
Two different basic types of agent are used on the
engine. These are:
Strength classes
Screws and nuts are sub-divided into different
strength classes. The classification is shown by a
marking on the screw head. Markings of a higher number indicate stronger material. For example, a screw
marked 10-9 is stronger than one marked 8-8. For this
reason, it is important when fasteners are dismantled,
that the screws are put back in the correct places
when they are re-installed. If a bolt must be replaced
check in the spare parts catalogue to make sure the
correct type is used.
1. RTV agent (Room Temperature Vulcanizing). Used

for gaskets, sealing gasket joints or coating gaskets.
RTV is visible when a part has been disassembled;
old RTV must be removed before resealing the joint.
The following agents are of RTV-type: Loctite 574,
Volvo Penta 840879-1, Permatex No. 3, Volvo Penta 1161099-5, Permatex Nr 77. Old sealant can be
removed using denatured alcohol in all cases.
2. Anaerobic agents. These agents cure in the
absence of air. These agents are used when two solid
components, i.e. cast components, are fitted together
without a gasket. Common uses are also to lock and
seal plugs, stud threads, taps, oil pressure monitors
etc. Hardened anaerobic preparations are glassy and
for this reason, the preparations are coloured to make
them visible. Cured anaerobic agents are extremely
resistant to solvents and the old agent cannot be
removed. When reinstalling the part, degrease it carefully and then apply new sealant.
The following agents are anaerobic: Loctite 572
(white), Loctite 241 (blue).
Notice: Loctite is a registered trademark for the Loctite Corporation.
Permatex is a registered trademark for the Permatex Corporation.
Group 23 EMS 2
General
General
Location of engine signs
The sign above shows

examples of:
-
Engine designation
Serial number
The sign above shows examples

of:
Specification number
Engine designation
Engine power, net, (without fan)
Max. engine speed
Main software
Data set 1
Data set 2
Product number
Explanation of engine designation:

E.g. TAD940GE/TAD940VE
Turbo
Air to air intercooler
Diesel engine
Cylinder volume, litre
Generation
Version
Generator unit engine
Stationary and mobile operation
Emission certified
Group 23 EMS 2
Tools
Tools
Special tools
The following special tools are used when working on the engine. The special tools can be ordered from AB Volvo
Penta by specifying the number shown.
951 2636
999 8482
999 8567
999 8699
999 8534
999 9324
951 0060
Tool
951 2636
999 8482
999 8534
999 8567
999 8699
Designation use
Pin tool, connector block
Gauge, connector block
999 9324
951 0060
Cable lug crimper, repair

Multimeter, fault tracing/checking
1078054
Repair kit (not shown in figure)
4-pin adapter, diagnostics

Group 23 EMS 2
Technical data
Technical data
Control unit
Voltage .................................................................. 24 V
Connector .............................................................. 2 x 62-pin
Working temperature range: ................................... -40C to +90C
Cooling ................................................................... External fuel cooling
Sensor, water in fuel

Voltage .................................................................. 24 V
Connector .............................................................. 2-pin
Connector type ....................................................... Closing in presence of water
Sensor, fuel pressure

Voltage .................................................................. 5 V
Connector .............................................................. 3-pin
Working pressure range: ........................................ 0700 kPa
Pressure signal ...................................................... 0,54.5 V
Type ...................................................................... Linear
Max tightening torque ............................................. 30 5 Nm
Camshaft sensor/flywheel sensor

Inductive sensor
Connector .............................................................. 2-pin
Type ...................................................................... Inductive sensor
Combination sensor, oil pressure/oil temperature

Voltage .................................................................. 5 V
Connector .............................................................. 4-pin
Working temperature range: ................................... -40C till +140C
Type ...................................................................... Linear/NTC
Sensor, oil level

Connector .............................................................. 4-pin
Contact type .......................................................... Resistive
Max tightening torque ............................................. 7 Nm
10
Group 23 EMS 2
Technical data
Combination sensor, charge air pressure/charge air temperature

Voltage .................................................................. 5 V
Connector .............................................................. 4-pin
Working pressure range: ........................................ 40400 Pa
Pressure signal ...................................................... 0.54.5 V
Working temperature range: ................................... -40C till +125C
Type ...................................................................... Linear/NTC
Sensor, coolant temperature

Voltage .................................................................. 5 V
Connector .............................................................. 2-pin
Type ...................................................................... NTC
Sensor, coolant level

Connector .............................................................. 2-pin
Contact type .......................................................... Closing with low coolant level
Sensor, crankcase pressure

Voltage .................................................................. 5 V
Connector .............................................................. 3-pin
Type ...................................................................... Linear
Unit injector
Voltage .................................................................. 90 V
Connector .............................................................. 2-pin
Injection pressure ................................................... 180 kPa (18.8 psi)
Alternator
Voltage .................................................................. 24 V
Connector .............................................................. 2-pin
Capacity ................................................................ 80 A (110 A and 140 A optional)
Starter
Voltage .................................................................. 24 V
Connector .............................................................. 2-pin
Capacity ................................................................ 6 kW
11
Group 23 EMS 2
Design and function
Design and function

The EMS 2-system
EMS 2 stands for Engine Management System and is an electronic system with CAN communications (Controller Area Network) for control of diesel engines. The system has been developed by Volvo Penta and includes fuel
control and diagnostic function. The system consists of a control module, six unit injectors, a number of sensors
that supply the control module with measurements, sockets for diagnosis and functional checks. The engine can
be connected to a communication interface that consists of a CAN link and a serial link and to a Control Interface
Unit (CIU) that interfaces with the drivers position.
CAN (Controller Area Network)
CIU (Control Interface Unit)
The CAN J1939 link handles all

communication between the engine control module
EMS 2 and the CIU, in addition to the diagnostics that
are handled by the so called J1708/J1587 link. The
CAN link is much faster than the J1708/J1587 link.
The CAN link has been prepared to connect to other
components with SAE J1939 protocol such as instrument panels and transmissions.
The CIU is a translator between the CAN bus and

the customers own control panel. This unit has two
serial communication links, one fast and one slow.
The fast one is a CAN link that features a bus speed
of 250 Kbit/s. All data regarding instruments, indicator
lamps, contacts and potentiometers are controlled by
this bus. The slower J1708/J1587 link handles diagnostic information for, among other things, the flashing code. The diagnosis tool VODIA also uses the
J1708/J1587 link to communicate with the system.
If, for some reason, a fault develops on the CAN link,

signals for the rpm-potentiometer and the start and
stop knobs are taken over by the J1708/J1587 link.
However, instrument and indicator lamps are completely turned off. If faults develop on both links, the GE
and Power Pack engines maintain the same rpm while
VE engines slow to idle. The only way to shut off the
engine in this case is to use the auxiliary stop (AUXSTOP) placed on the engines left side.
12
Group 23 EMS 2
Design and function
Input signals
Output signals
The control module receives input signals about the

engines operating conditions and other things from the
following components:
Based on the input signals the control module controls

the following components:
coolant temperature sensor
charge pressure / charge temperature sensor
crankcase pressure sensor
position sensor, camshaft
speed sensor, flywheel
coolant level sensor
oil level sensor
oil pressure and oil temperature sensor
fuel pressure sensor
water in fuel indicator
the unit injectors
starter motor
main relay
pre-heating relay
The information from the sensors give exact data

about prevailing operating conditions and allows the
processor in the control module to, among other
things, calculate correct injection amount, injection timing and check the engines condition.
Diagnosis
Engine speed
Accelerator setting
Water in fuel
Camshaft position
Cooling water temperature

Boost air temperature
Electronic
control
module
Boost air pressure:

Oil pressure
Oil temperature
Fuel feed pressure
Coolant level
Fuel
quantity
Injection
timing
13
Group 23 EMS 2
Design and function
Fuel control
Cylinder balancing
The engines fuel requirement is analyzed up to 100

times per second (depending on engine rpm). The
engines injection amount and injection timing is controlled electronically via fuel valves on the unit injectors.
When idling, the control module can supply the cylinder with different amounts of fuel. This so the engine
will have a more even idle. At higher rpm, this problem
does not exist, and the cylinders receive the same
amount of fuel.
This means that the engine always receives the correct volume of fuel in all operating conditions, which
offers lower fuel consumption, minimal exhaust emissions etc.
Altitude correction
The control module checks and controls the unit injectors so that the correct amount of fuel is injected into
each cylinder. It calculates and sets the injection angle. The control is primarily performed using the speed
sensors and the combined sensor for boost pressure/
charge air temperature.
The control module is equipped with an atmospheric

air pressure sensor and altitude correction function for
engines that operate above 3900 ft (1,200 m) above
sea level. This function limits amount of fuel depending on ambient air pressure. This is to prevent smoke, high exhaust temperature and to protect the turbocharger from over-speeding.
The control module affects the unit injectors via an

electronic signal to the unit injectors electromagnetic
fuel valve, which can open and close.
Diagnostic function
When the fuel valve is open, fuel flows past, through

the unit injectors holes and continuing out through the
fuel channel. Fuel is not sprayed into the cylinder in
this position.
The task of the diagnosis function is to detect and locate disturbances within the EMS 2 system, to protect the engine, and to provide information about problems that have developed.
When the fuel valve closes, pressure starts to build

from the unit injectors mechanically operated pump
plunger. When sufficient pressure has developed, fuel
is injected into the cylinder via the unit injectors injector section.
If a malfunction is discovered, this is announced by

warning lamps, a flashing diagnostic lamp or in plain
language on the instrument panel, depending on the
equipment used. If a fault code is obtained as a flashing code or in plain language, this is used for guidance in any troubleshooting. Fault codes can also be
read by Volvos VODIA tool at authorized Volvo Penta
workshops.
The fuel valve is re-opened and pressure in the unit

injector decreases at the same time as the fuel injection to the cylinder stops.
In order to determine when the fuel valve shall open or
close, the control module has access to signals from
sensors and switch contacts.
Calculating amount of fuel

The amount of fuel that is sprayed into a cylinder is
calculated by the control module. The calculation determines the time that the fuel valve is closed (when
the fuel valve is closed fuel is sprayed into the cylinder). The parameters controlling injected amount of
fuel are:
Rpm requested
Engine protector functions
Temperature
Charge air pressure
14
In case of serious disturbances, the engine is shut

down completely or the control module decreases the
power output (depending on the application). Once
again, a fault code is set for guidance in any troubleshooting.
Group 23 EMS 2
Design and function
Component description
The numbers after the heading refer to component list
and location.
Sensor, water in fuel (10)

The sensor is located in the lower part of the fuel prefilter.
Its purpose is to detect water in the fuel system. The
sensor comprises two copper electrodes, between
which the resistance is measured. When the resistance drops below a certain limit, which indicates that
there is water in the fuel, a warning message is sent
to the control unit.
Position sensor, camshaft (14)

The position sensor is located in the upper timing gear
cover. The camshaft position sensor is of the inductive-sensor type. The sensor reads off a cogged wheel
with 7 cogs. The impulses from the camshaft sensor
give the control unit information about which cylinder
is in turn for injection and when it is performed.
Oil pressure/oil temperature

sensor (15)
The oil pressure and temperature are measured by a
combined sensor located on the left side of the engine, next to the control unit.
The sensor is fitted in the engine block so that measurements are performed in the lubrication systems
main oil galley. The sensor comprises a non-linear resistor, where the resistance is dependant on the temperature of the resistor body. The resistance drops as
temperature rises. The pressure signal is a voltage
signal proportional to the pressure. The sensor reference voltage is 5 Volts.
15
Group 23 EMS 2
Speed sensor, flywheel (16)

The sensor is located in the left side of the flywheel
housing.
The flywheel speed sensor is of the inductive type. It
reads off the crankshaft position and speed from grooves in the flywheel. The signal is sent to the control
unit, which calculates injection timing and fuel quantity.
Charge air pressure/charge air

sensor (5)
The charge air pressure and temperature are measured via a combined sensor positioned on the inlet
pipe.
The charge air pressure sensor measures absolute
pressure, which is the sum of charge air pressure and
atmospheric pressure. The sensor supplies the control
unit with a voltage signal proportional to the absolute
pressure. The sensor receives a reference signal of 5
Volts from the control unit.
The charge air temperature sensor comprises a nonlinear resistor, where the resistance is dependant on
the temperature of the resistor body. The resistance
drops as temperature rises.
Coolant temperature sensor (6)

The sensor is located in the left rear part of the cylinder head.
The sensor senses the coolant temperature and
sends the information to the control unit. The sensor
comprises a non-linear resistor, where the resistance
is dependant on the temperature of the resistor body.
The resistance drops as temperature rises.
Fuel pressure sensor (9)

The sensor is located on the left side of the engine,
mounted on the fuel filter bracket.
The pressure signal is a voltage signal proportional to
the pressure. The sensor reference voltage is 5 Volts.
16
Design and function
Group 23 EMS 2
Design and function
Coolant level sensor (1)

The sensor is located in the expansion tank.
Its purpose is to detect if the coolant level in the cooling system (expansion tank) becomes too low. The
sensor is a magnetically sensitive switch. A float located around the sensor affects the switch differently
depending on the coolant level. A alarm signal is sent
when the coolant level is too low.
Oil level sensor (11)

The sensor is located in the oil sump.
Its purpose is to detect if the oil level becomes too
low. A current is passed through the sensor and the
voltage measured across it is then proportional to the
oil level. A alarm signal is sent when the oil level is
too low.
Crankcase pressure sensor (2)

The sensor is located on top of the engine in the
middle of the valve cover on the engines left side.
The pressure signal is a voltage signal proportional to
the pressure. The sensor reference voltage is 5 Volts.
17
Group 23 EMS 2
Control module (EMS 2)

The control module checks and controls the unit injectors so that the correct amount of fuel is injected into
each cylinder. It calculates and sets the injection angle. The control is primarily performed using the speed
sensors and the combined sensor for boost pressure/
The EMS 2 system processor is located in the control
unit, where it is protected from moisture and vibration.
The processor receives information continuously
about:
engine speed
camshaft position
charge air pressure
charge air temperature
coolant temperature
oil pressure
oil temperature
oil level
crankcase pressure
water in fuel
fuel pressure
coolant level
Information from the sensors provides exact information about current operation conditions and allows the
processor to calculate the correct fuel volume, check
engine status etc.
Control Interface Unit (CIU)

CIU is a control unit that handles all interactions with
the operator.
It communicates with the engine via two serial communication buses. J1939 is used for control and monitoring of the engine. J1587 is used for diagnostics and
backup.
The CIU unit reads in the status of a number of switches as well as the engine speed request and forwards them to the engine. It also controls the four
analogue instruments and up to nine
warning lamps. By using the diagnostic button and a
diagnostic lamp, the driver can read off fault codes
from the system.
18
Design and function
Group 23 EMS 2
Design and function
Unit injector
The unit injectors are located under the valve cover,
mounted in the cylinder head.
The engines fuel requirement is analyzed up to 100
times per second (depending on engine rpm). The
amount of fuel injected into the engine and the injection timing are electronically controlled via the unit
injectors solenoid controlled fuel valves. This means
that the engine always receives the correct volume of
fuel in all operating conditions, which offers lower fuel
consumption, minimal exhaust emissions etc.
Alternator
The alternator is belt driven and is located at the left
front of the engine.
The alternators voltage regulator is equipped with a
sensor system. The sensor system compares the
charging voltage between the alternators B+ and Bterminals, with the voltage between the batterys positive and negative poles. The voltage regulator then
compensates the voltage drop in the cables between
the alternator and battery by increasing the charging
voltage at the alternator, if necessary.
Starter
The starter is mounted on the flywheel housing on the
engines right side.
During starting, a gear on the starter rotor shaft is moved axially so that it engages with the ring gear on the
engines flywheel. The axial movement as well as the
activation of the starter is controlled by a solenoid on
the starter motor.
The starter solenoid in turn is connected via the starter relay, which is activated when the starter key is
turned to position III/the starter button is pressed.
19
Group 23 EMS 2
Design and function
Component location
1. Coolant level sensor
10. Sensor, water in fuel
2. Crankcase pressure sensor
10a. Solenoid valve, drainage, water trap (optional),

not shown in illustration
3. Electric feed pump switch

4. Extra stop
5. Charge pressure / charge temperature sensor
6. Coolant temperature sensor
7. Main relay
8. Diagnostic output
9. Fuel pressure sensor
20
11. Oil level sensor (mounted inside the oil pan)

12. Main circuit breaker 10 A
13. Air pre-heater with pre-heating relay
14. Camshaft position sensor
15. Oil pressure and oil temperature sensor
16. Flywheel position and speed sensor
Group 23 EMS 2
Limit values
Limit values
Limit values control unit (EMS 2) TAD940941GE
Oil temperature
NOTE: The engine protection can be turned off.
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
125 C
120 - 130 C
at alarm limit
+3 C
Oil pressure
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
idle: 160 kPa
not adjustable
at alarm limit
130 kPa
1500 rpm: 250 kPa
not adjustable
at alarm limit
220 kPa
1800 rpm: 300 kPa
not adjustable
at alarm limit
270 kPa
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
low oil level
not adjustable
low oil level
no
Oil level
Coolant temperature
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
98 C
95 -103 C
at alarm limit
+5 C
Coolant level
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
low coolant level
not adjustable
low coolant level
low coolant level
21
Group 23 EMS 2
Limit values
Fuel pressure
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
idle: 150 kPa
not adjustable
at alarm limit
no
>1400 rpm: 300 kPa
not adjustable
at alarm limit
no
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
water in fuel
not adjustable
water in fuel
no
Water in fuel
Crankcase pressure
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
increasing pressure
not adjustable
increasing pressure
increasing pressure

Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
87C
not adjustable
at alarm limit
+5 C
Boost air pressure:

Preset alarm limit
Adjustable between
Alarm lamp is lit.
Engine cut off
380 kPa
not adjustable
at alarm limit
at alarm limit
Alarm lamp is lit.
Engine cut off
at alarm limit
at alarm limit
RPM
Preset alarm limit
Adjustable between
20 % above normal rpm 0 - 20 %
22
Group 23 EMS 2
Limit values
Limit values control unit (EMS 2) TAD940943VE

Oil temperature
Preset alarm limit
Adjustable between
Alarm lamp is lit.
Torque limitation Engine cut off
125 C
120 - 130 C
at alarm limit
25 % at +5 C
75 % at +10 C
below1000 rpm
the torque
limitation is lower.
Alarm lamp is lit.

at alarm limit

70 %
no
below1000 rpm
the torque
no
Oil pressure
Preset alarm limit
See diagram oil
pressure below.
Adjustable between
not adjustable
Oil pressure
Oil level.
Preset alarm limit
Adjustable between
Alarm lamp is lit.
low oil level
not adjustable
low oil level
no
no
Coolant temperature
Preset alarm limit
Adjustable between
Alarm lamp is lit.
98 C
95 -103 C
at alarm limit
25 % at +5 C
50 % at +8 C
below1000 rpm
the torque
no
23
Group 23 EMS 2
Limit values
Coolant level
Preset alarm limit
low coolant level
Adjustable between
not adjustable
Alarm lamp is lit.

low coolant level

50 %
no
below1000 rpm
the torque
Preset alarm limit
Adjustable between
Alarm lamp is lit.
See diagram fuel

pressure below.
not adjustable
at alarm limit
no
Fuel pressure
no
Fuel pressure
Water in fuel
Preset alarm limit
Adjustable between
Alarm lamp is lit.
water in fuel
not adjustable
water in fuel
no
no
Crankcase pressure
Preset alarm limit
Adjustable between
Alarm lamp is lit.
increasing pressure
not adjustable
increasing pressure
no
24
with increasing
pressure
Group 23 EMS 2
Limit values

Preset alarm limit
Adjustable between
Alarm lamp is lit.
80C
not adjustable
at alarm limit
0 % at +10 C
50 % at +15 C
70 % at +25 C
below 1000 rpm
the torque
no
Boost air pressure:

Preset alarm limit
Adjustable between
Alarm lamp is lit.
325 kPa
not adjustable
at alarm limit
75 % at +25 kPa
no
25
Group 23 EMS 2
Limit values
Limp-home value
(emergency regulation value)
The basic value is used by the control unit in order to
continue running the engine when a technical fault occurs in the system or its peripherals, sensors etc.
The following value (Limp home-value) is stored in the
control unit:
+45 C
Coolant temperature
-15 C
Boost air pressure
See diagram below
Engine speed:
TAD940943GE
rpm is frozen
TAD940943VE
Idle
Boost air pressure
26
Group 23 EMS 2
Repair instructions
Repair instructions
When working with EMS 2 system
Follow the instructions below so as not to damage the EMS 2-system control unit:
Never switch off main power while the engine is running.
Never disconnect a battery cable while the engine is running.
When fast charging the batteries, turn off the main switch or disconnect one of the battery cables.
The main switch does not need to be turned off during normal charging.
Only batteries may be used for starting assistance. Starting boosters can generate excessive voltages and
damage the control units.
Disconnect power to the EMS 2-system before removing the two 62-pin connectors from the control unit.
If damage to the cable harness is detected, the 62-pin connectors on the control unit must be removed.
IMPORTANT! Disconnect the 62-pin connectors from the control unit if you are about to perform welding.
Make sure that the connector pins are not contaminated with oil or other liquids while disconnected.
Otherwise a contact problem may arise or the oil may run down inside to the pressure sensitive membrane
and cause a misreading.
27
Group 23 EMS 2
Control module (EMS 2),

replace
WARNING! Exchange of control units between
engines, during fault tracing or repair, must never be performed under any circumstances..
1.
Clean thoroughly around the control module fuel

connections.
2.
Remove electricity from the engine by

disconnecting the negative battery terminal.
3.
Remove the lower part of the crankcase ventilation pipe.
4.
Remove upper and lower cable harnesses

clamps.
5.
Remove the control modules cable harness by

moving the connector blocks retaining clips
outwards.
6.
Remove upper and lower fuel connections with

the cooling element, plug the fuel lines.
7.
Remove the screws that hold the control

module and remove the control module.
8.
Transfer the cooling element to the new control

module. Make sure that the surface between
the cooling element and the control module is
clean.
9.
Install the new control module. Torque as

specified in Technical data.
10.
Install upper and lower fuel connections to the

cooling element with new sealing washers.
11.
Install the cable harness and clamps.
12.
Install the lower crankcase ventilation pipe.
13.
Vent the fuel system, see Fuel System,

bleeding. Start the engine and check for error
codes.
28
Repair instructions
Group 23 EMS 2
Repair instructions
Unit injector, replacing

For replacement of unit injectors see:
Workshop manual Group 21-26 Industrial engine
TAD940VE, TAD941VE, TAD942VE, TAD943VE,
TAD940GE, TAD941GE
When a unit injector has been replaced, a new injector
code must be programmed into the EMS 2-control
unit. This is done with the VODIA tool.
Each unit injector has a unique code. The injector
code, which comprises six characters, is stamped on
the unit injector as a hexadecimal code.
In the illustration to the right, the injector code is
5D008A.
29
Group 23 EMS 2
Starting with auxiliary

batteries
WARNING! Ventilate well. Batteries can generate oxy-hydrogen, which is very imflammable and
highly explosive. A short circuit, open flame or
spark could cause a violent explosion.
WARNING! Never mix up the battery cables positions on the battery. Mixing up the battery terminals when applying starting assistance can
cause a short circuit and sparks, which could
cause an explosion and also damage the
engines electrical components.
1. Check that the auxiliary batterys voltage is the
same as the engines system voltage.
2. First connect the red (+) jump lead to the
discharged batterys positive terminal (+) and
then to the auxiliary batterys positive terminal
(+).
3. Then connect the black (-) jump lead to the
auxiliary batterys negative terminal (-) and to a
suitable ground somewhere away from the
discharged batterys negative terminal (-) e.g.
to the negative cable on the starter motor.
WARNING! The black (-) jump lead must under
no circumstances come in contact with the positive cable connection on the starter motor.
4. Start the engine and run at high idle for about 10
minutes to charge the batteries.
WARNING! Working with, or going close to a
running engine is a safety risk.
Watch out for rotating components and hot surfaces.
Do not touch the connections during the starting
attempt.
Sparking hazard.
Do not lean over any of the batteries.
5. Turn off engine.
Remove the jump leads in reverse order to
installation. One lead at a time!
30
Repair instructions
Group 23 EMS 2
Function check
Function check
Diagnostic function for VODIA
The program can read off fault codes that are stored in the engines control unit, check input/output signals
and read off current values from the engines sensors and then print out the test results.
The program allows service and workshop personnel the rapidly detect and correct faults in the
EMS 2-system.
Connection to the engines control unit is via the diagnostic outlet, see chapter Electrical diagrams.
If a malfunction is detected, this is indicated by the diagnostic lamp in the control panel blinking.
By pressing the diagnostic switch, the operator will receive a fault code as a guide to any fault-tracing.
User information is included with the program.

To order the program, contact your Volvo Penta retailer.
The task of the diagnostic function is to discover and localise any malfunctions in the EMS 2 system, to
protect the engine and to ensure operation in the event of serious malfunction.
For more handling information, see VODIA Users Guide.
31
Group 23 EMS 2
Fault tracing
Fault tracing
A number of symptoms and possible causes of engine malfunctions are described in the table below. Always contact your Volvo Penta dealer if any problems occur which you can not solve by yourself.
WARNING! Read the safety instructions for handling and service in the chapter Safetyinformation before
starting work.
Symptoms and possible causes

The diagnostic indicator is blinking
Please refer to the Diagnostic information chapter
Engine can not be stopped.
2, 5
Starter motor does not rotate
1, 2, 3, 4, 5, 6, 7, 24
Starter motor rotates slowly
1, 2
Starter motor rotates normally but engine does not start
8, 9, 10, 11,
Engine starts but stops again
8, 9, 10, 11, 13
Engine does not reach correct operating speed at full throttle
9, 10, 11, 12, 13, 21, 25, 26
Engine runs roughly
10, 11
High fuel consumption
12, 13, 15, 25
Black exhaust smoke
12, 13
Blue or white exhaust smoke
14, 15, 22
Too low lubrication oil pressure
16
Excessive coolant temperature
17, 18, 19, 20
Too low coolant temperature
20
No, or poor charge
2, 23
1.
Flat batteries
11. Water/contamination in fuel
20. Defective thermostat
2.
Poor contact/open circuit in

electrical cable
12. Faulty unit injector
21. Blocked intercooler
Main switch turned off
4.
Main circuit breaker faulty
5.
Faulty ignition lock
6.
Faulty main relay
7.
Faulty starter motor/solenoid
8.
No fuel:
fuel cocks closed
fuel tank empty/wrong tank
connected
13. Insufficient air supply to

the engine:
clogged air filter
air leakage between the turbo
and the engines inlet pipe
dirty compressor part
in the turbocharger
faulty turbocharger
poor engine room ventilation
22. Too high oil level
3.
9.
Blocked secondary fuel filter/

primary filter (because of
contamination, or stratification
of the fuel at low temperature)
10. Air in the fuel system
32
14. Excessive coolant temperature

15. Too low coolant temperature
16. Too low oil level
17. Coolant level too low
18. Air in the coolant system
19. Faulty circulation pump
23. Alternator drive belt slips

24. Water entry into engine
25. High back pressure in the
exhaust system
26. Break in Pot+ cable to
pedal
Group 23 EMS 2
Diagnostic function
Diagnostic function
Diagnostic function
The diagnostic function monitors and checks that the
EMS 2 system functions normally.
The diagnostic function has the following tasks:
To detect and locate disturbances.

To report that disturbances have been detected.
To guide when troubleshooting.
Effect on the engine

The engine is affected in different ways, depending on
the seriousness of the fault detected by the diagnostic
function.
A fault message in the form of a fault code is always
generated when the diagnostic function discovers a
fault.
The engine is affected by different degrees (see below) depending on the seriousness of the fault:
The engine is not affected.
Message regarding disturbance
Engine goes to idle speed (VE engines).
If the diagnosis function detects a disturbance in

the EMS 2 system this is reported by:
Engine torque is limited to different levels (VE

engine)
Engine is shut off.
the diagnostic lamp starts to flash
or
information is shown in plain language on the instrument panel
(depending on the equipment used).

All fault codes are found in the fault code list with information about cause, reaction and actions. See
chapter on Fault codes.
NOTE! The indicated flashing codes apply only if the
Volvo Penta CIU is used.
Simultaneously, the fault will be stored in the control
module memory. As soon as the fault has been attended to and the ignition is turned off and on, the fault
code lamp goes out. Both rectified (passive) and unrectified (active) faults are stored in the control unit
and can be read by an authorized workshop.
Operation
If the system indicates that a fault code has been set:
1. Reduce engine speed to idling.
2. Press the diagnosis knob to acknowledge the mes
sage. Release the diagnostic button and make a
note of the diagnostic trouble code (DTC) that is
flashed out. See Reading fault codes.
or
3. Read the fault code which is set directly on the instrument panel.
4. Look up the fault code in the fault code list and
take the necessary measures.
NOTE! If the warning lamps and other instrumentation
show normal function while operating controls are working normally, the operator can choose to continue the
operation and remedy the disturbance at a later time.
If the engine is shut off, some fault codes may disappear.
33
Group 23 EMS 2
Diagnostic function
Reading fault codes
Erasing fault codes
Fault codes can either be read via:
The diagnosis function fault code memory is set to

zero when the voltage to the engine is disconnected.
Plain language on the instrument panel via the

CAN link.
Diagnosis lamp on instrument panel.
For how to handle the VODIA-tool, see VODIA

Users Guide
If the diagnosis knob is depressed and then released,

a fault code will flash.
The fault code consists of two groups of flashes, separated by a pause of two seconds. A fault code is
obtained by counting the number of flashes in each
group.
Example:
pause
= Fault code 2.4
The fault code is stored and can be read as long as

the malfunction remains. You can find information
about cause, reaction and actions in the fault code
list.
Read as follows:
1. Press the diagnostic button.
2. Release the diagnostic button and make a note of
the fault that is flashed out.
3. Repeat items 1-2. A new fault code is flashed out
if more are stored. Repeat until the first fault code
is repeated.
NOTE! When the first fault code returns, all fault codes have been read.
34
NOTE! Voltage must be fully disconnected.

When voltage is turned on again, the diagnosis function will check if there are any disturbances in the
EMS 2 system. If this is the case, new fault codes
are set.
This means that:
1. Fault codes for malfunctions that have been
rectified or disappeared are set as inactive (the
inactive fault code can then be erased with the
VODIA tool).
2. Fault codes for malfunctions which have not been
attended to must be acknowledged every time the
system voltage is switched on.
If the diagnosis knob is depressed after the faults
have been corrected, and stored fault codes have
been deleted, code 1.1 (No fault) will flash, see
chapter on Fault codes.
Group 23 EMS 2
Diagnostic function
Fault codes EMS 2

WARNING! Read the safety instructions for handling and service in chapter Safety information before starting work.
NOTE: Reading the fault codes below, such as PID 97, Code 2.1 means that PID 97 is read using the diagnostic
tool VODIA. 2.1 is the flashing code that is displayed by the instrument box diagnosis lamp. See Reading fault
codes.
NOTE: For reference to sockets in the cable harness connectors on the engine control module EMS 2, see wiring
diagram page 66.
Code 1.1
PID 111, Code 2.3 Coolant level sensor
No faults
No active faults exist.
Reason:
PID 97, Code 2.1 Water in fuel

Reason:
Water in fuel.
Reaction:
Warning lamp turns on.
Measures:
Drain fuel pre-filter.
Sensor faulty.
Reaction:
None.
Measures:
Check that the cable harness to coolant level sensor has not been damaged.
Check coolant level sensor function.
Check contact pressure in socket 23 and 10 in

the upper cable connector (A) to the engine control module.
PID 111, Code 2.2 Coolant level

Reason:
Low coolant level.
Reaction:
Shorted to plus (+).
SID21, Code 2.4 Speed sensor, flywheel

Reason:
No signal.
VE engines: Engine control module reduces

engine power (unless the protection has been shut
off with the parameter setting tool).
Abnormal frequency.
Intermittent signal from the sensor.
GE engines: Engine is shut off (unless the

protection has been shut off with the parameter
setting tool).
Sensor faulty.
Reaction:
Measures:
Check coolant level.
Check the coolant temperature sensor function.
The engine is very hard to start and runs unevenly

if it starts.
Measures:
Check that the sensor contact has been installed

correctly.
Check that the cable harness to the speed sensor

has not been damaged.
Check that the speed sensor was installed correctly in the flywheel casing.
Check speed sensor function.

35
Group 23 EMS 2
Diagnostic function
PPID 132, Code 2.8 RPM-potentiometer
connected to CIU
SID22, Code 2.5 Speed sensor, camshaft wheel

Cause:
No signal.
Abnormal frequency.
Sensor faulty.
Reaction:
The engine takes longer than normal to start.
Engine runs normally when is running.
Measures:
Reason:
Shorted to plus (+) or minus (-).
Potentiometer faulty.
Reaction:
VE engines: Engine goes to idle.

GE engines: Engine speed is maintained.
If you release the accelerator first, and the press

it down again, the engine can be forced to run
using the idle contact.
Check that the speed sensor contact has been installed correctly.
Check that the cable harness to the speed sensor

Check that the speed sensor was installed correctly in the upper timing gear cover.
Check that the potentiometer has been connected

correctly.
Check that the cable harness to the potentiometer

Check the potentiometer function.
Check speed sensor function.

PID 190, Code 2.6 Engine rpm
Measures:
PID 97, Code 2.9 Indicator for water in fuel

Reason:
Reason:
Short.
Rpm too high.

Reaction:
Break.
VE engines: None.

setting tool).
Dial indicator faulty.

Reaction:
None.
Measures:
Check the cable harness to dial indicator with

regard to short and break.
Check dial indicator function. Change indicator as

necessary.
Measures:
36
When the motor stops, look for the cause of high

rpm.
Group 23 EMS 2
Diagnostic function
PID 100, Code 3.1 Oil pressure sensor

Reason:
PID 110, Code 3.3 Coolant temperature sensor

Reason:
Break.
Reaction:
Break.
Reaction:
None.
Measures:
Check that the cable harness to the oil pressure

sensor has not been damaged.
Check that the oil pressure sensor has been connected correctly.
Check contact pressure in socket 11 in the lower

cable connector (B) to the engine control module.
Measures:
Check that the coolant temperature sensor contact has been installed correctly.
Check that the cable harness to the coolant temperature sensor has not been damaged.
Check that the coolant temperature sensor was

installed correctly.
PID 105, Code 3.2 Charge air temperature sensor

Reason:
Pre-heating is also activated when the engine is

hot.
PID106/102, Code 3.4 Boost pressure sensor
Reason:
Break.
Reaction:
None.
Measures:
Break.
Reaction:
The engine smokes more than normal when

accelerating or being loaded.
Check that the charge air temperature sensor contact has been installed correctly.
Check that the cable harness to the charge air

temperature sensor has not been damaged.
Measures:
Check that the charge air temperature sensor was

Check the charge air temperature sensor function.
Check contact pressure in socket 47 in the upper

cable connector (A) to the engine control module.
Check that the charge air pressure sensor contact

has been installed correctly.
Check that the cable harness to the charge air

pressure sensor has not been damaged.
Check that the charge air pressure sensor was installed correctly.
Check the charge air pressure sensor function.

37
Group 23 EMS 2
Diagnostic function
PID106/102, Code 3.5 Boost pressure
PID175, Code 3.7 Oil temperature sensor
Reason:
Reason:
Boost pressure too high

Reaction:


setting tool).
Measures:
Check turbocharger function.
Check the charge air pressure sensor function.
Check amount of fuel/unit injector.

PID 94, Code 3.6 Fuel pressure sensor
Reason:
Break.
Reaction:
None.
Measures:
Check that the cable harness to the oil temperature sensor has not been damaged.
Check that the oil temperature sensor has been

connected correctly.

PID 94, Code 3.8 Fuel pressure
Reason:
Low feed pressure.
Reaction:
Break.
Reaction:

Measures:
None.
Measures:
Check if it is possible to increase pressure using

the hand pump.
Check fuel filter.
Check fuel pre-filter.
Check that fuel pressure sensor contact has been

Check that the wiring to the fuel pressure sensor

Check that fuel pressure sensor is correctly installed.
Check fuel pressure sensor function.

PID 158, Code 3.9 Battery voltage

Reason:
Battery, battery cables faulty.

Reaction:
Measures:
38
Alternator faulty.
Check feed voltage from the control module.
Group 23 EMS 2
Diagnostic function
PPID 5, Code 5.1 Main relay
PID 45, Code 5.4 Pre-heating relay
Reason:
Reason:
Shorted to plus (+).

Reaction:
The instrument panel receives no power when the

ignition key is turned to start position. Engine can
not be started.
Measures:
Check that the cable harness to the relay has not

been damaged.
Break.
Reaction:
Check that the cable harness to the relay input

Check relay function.

Reason:
Pre-heating cannot be activated.
Pre-heating is constantly connected.

Measures:
Check relay function.

PPID 4, Code 5.2 Start input, CIU
Shorted to minus (-).
PID 98, Code 5.7 Oil level
Activated for too long.
Reason:
The engine cannot be started.
The oil level is too low.

Reaction:
The engine starts immediately when ignition is turned on.
Reaction:
Measures:
Check that connections to the ignition key have

not been damaged.
Check that the cable harness to the ignition key
PPID 6, Code 5.3 Stop input, CIU
Reason:
Break.

Measures:
PID 175, Code 5.8 Oil temperature

Reason:
The oil temperature is too high
Reaction:


Reaction:
The engine can only be stopped with the auxiliary

stop (AUX STOP) on the engine.
Engine stops. A fault code is displayed for 40
seconds and the engine can not be started during
this time. When a fault code is displayed on the
diagnosis lamp, the engine can be started but not
stopped.
Check the oil level.

setting tool).
Measures:
Check oil temperature.
Check the oil temperature sensor function.
Measures:

not been damaged.

39
Group 23 EMS 2
Diagnostic function
PID 98, Code 5.9 Oil level sensor

Reason:
Break.
Reaction:
PID 105, Code 6.2 Charge air temperature

Reason:
Charge air temperature too high.
Reaction:
None.
Measures:

setting tool).
Check that the cable harness to the oil level sensor has not been damaged.
Check the oil level sensor function.
Measures:
Check contact pressure in socket 3 and 4 in the

lower cable connector (B) to the engine control
module.
Check the intercooler (cleanliness).
Check the charge air temperature sensor function.
Check the thermostat function.
PID 110, Code 6.1 Coolant temperature

Reason:
Coolant temperature too high.
Reaction:

setting tool).
PPID 3, Code 6.3 Start output EMS 2

Reason:

Reaction:
The engine cannot be started.
The engine starts immediately when ignition is turned on.
Measures:
Measures:
Check the charge air cooler (cleanliness).
Check for air in the coolant system.
Check the pressure cap on the expansion tank.
Check the thermostat function.
40

not been damaged.

Group 23 EMS 2
Diagnostic function
SID 231, Code 6.4 Data link (CAN), CIU
PID 100, Code 6.6 Oil pressure
Reason:
Reason:
Data link faulty (CAN), CIU.

Reaction:
The oil pressure is too low.

Reaction:
Instrument and warning lamps no longer work.

Measures:

Check that the 8-pin contact has not been damaged.
Check that the cable harness between CIU and

the engine control module has not been damaged.
Check that socket 11 and 12 in contacts on CIU

have not been damaged.

the lower cable connector (B) to the engine control
module.

setting tool).
Measures:
Check that oil filters are not blocked.
Check system pressure valves and the safety

valve in oil system.
Check the oil pressure sensor function.
SID 231, Code 6.5 Data link (CAN), EMS 2

Reason:
Internal fault in the control module.
Reaction:
Engine not operating: engine can not be started.

Engine running: engine idles and can only be
stopped with the emergency stop.
Measures:
PID 158, Code 3.9 Battery voltage, CIU

Reason:
Faulty alternator
Battery, battery cables faulty.

Reaction:

Problem when starting motor.

Measures:

Check feed voltage from the control module.

the lower cable connector (B) to the engine control
module.
Check the battery.
Check alternator.
41
Group 23 EMS 2
Diagnostic function
SID 1, Code 7.1 Unit injector cylinder #1

Reason:
Electrical fault.
Compression or unit injector faulty.

Reaction:

Reason:
Electrical fault.

Reaction:
The engine runs on 5 cylinders.
Abnormal sound.
Abnormal sound.
Deteriorating performance.
Cylinder balancing interrupted -> Uneven operation

at low rpms and low load.

Measures:
Measures:


Check that the cable harness to the unit injectors


Check that connections to the unit injector have

not been damaged.

not been damaged.
Check fuel feed pressure.
Check the valve clearance.
Run a compression test and check cylinder #1.

Reason:
Electrical fault.

Reaction:

Reason:
Electrical fault.

Reaction:
Abnormal sound.
Abnormal sound.


Measures:
Measures:





not been damaged.

not been damaged.
42
Group 23 EMS 2
Diagnostic function

Reason:
Electrical fault.

Reaction:
PID 153, Code 7.7 Crankcase ventilation pressure

Reason:
Crankcase ventilation pressure too high.
Reaction:

Buzzer sound.
Abnormal sound.
The engine is shut down.

Measures:

Measures:



not been damaged.

Reason:
Electrical fault.
Check whether the crankcase ventilation is

clogged.
Check whether cylinder liner, piston or piston rings

are worn or damaged.
PID 153, Code 7.8 Crankcase ventilation pressure
sensor
Reason:
Break.
Reaction:
None.
Measures:
Check that the crankcase ventilation pressure

sensor contact has been installed correctly.
Check that the cable harness to the crankcase

ventilation pressure sensor has not been damaged.
Check that the crankcase ventilation pressure

sensor was installed correctly.
Check crankcase ventilation pressure sensor

function.

Reaction:
Abnormal sound.

Measures:



not been damaged.
43
Group 23 EMS 2
Diagnostic function
SID250, Code 9.2 Data link faulty (J1708/J1587)
SID 254, Code 9.8 Control module fault, CIU
Reason:
Reason:
Data link faulty.

Reaction:
EEPROM, CIU, faulty
Flash memory, CIU faulty.

Measures:
Fault in control module, CIU

Reaction:


SID232, Code 9.3 Voltage feed to sensor

Reason:
Short.
Fault in oil pressure and/or charge air pressure

sensor.
CIU reverts to factory settings.
The engine runs at idle.
Engine cannot be started.

Measures:
SID 240, Code 9.9 Memory fault in EMS 2

Reason:
Engine control module memory fault.
Reaction:
Engine may not start.
Measures:
Reaction:
Incorrect values from oil pressure- and charge air

pressure sensor.
Fault code for oil pressure- and charge air

pressure sensor.
Low engine output.
The instrument shows zero oil pressure and boost

pressure.
Measures:
Check that the cable harness to oil pressure- and

charge air pressure sensor has not been
damaged.
Check oil pressure and charge air pressure
sensors.
Replace CIU-unit.
Replace the engine control module.

SID 253, Code 9.9 Data set memory EEPROM
Reason:
Internal fault in the control module
Programming faulty.
Reaction:
Engine does not start.
Measures:
Re-program the control module. If the fault

remains, change the control module.
SID 254, Code 9.9 Control module EMS 2
Reason:
Internal fault in the control module.
Reaction:
Engine misfires.
Engine does not start.

Measures:
44
Replace the engine control module.
Group 23 EMS 2
Electrical fault tracing

General
Before performing electrical fault tracing, the following
should be checked:

connector blocks
Connection problems
Fault codes
Fuel level and fuel filter
Air filter
Battery
Wiring (visual)
Main switch, fuses, connectors
Relay connections
Loose connectors or occasionally recurring faults can

be difficult to fault trace and often occur due to oxidation, vibration or poorly connected leads.
Wear can be another reason for faults. Therefore avoid
disconnecting connector blocks if it is not necessary.
Other connector problems can arise due to pins, sockets and connector blocks being damaged.
Shake the lead and pull on the connector while measuring to help find damaged wiring.
The resistance in connectors, wiring and connections
should be 0 Ohm.
A certain resistance is always present however, due
to oxidation of connections.
If this resistance increases too much, it can lead to
malfunctions. The size of the resistance before it
starts causing malfunctions varies depending on how
large a load the circuit is carrying.
Check the following:
Look for oxidation that can worsen connector contact in the connections.
Check that the connector pins/sockets are undamaged, that they are properly inserted in the connector blocks and that the wires are properly connected to the pins.
Test the connector blocks for good mechanical

contact. Use a loose pin for the test.
Important! The control units (EMS 2) cable
connector must only be checked with gauge
9998482.
Push gauge 9998482 carefully into the connector

sockets. Pull/push the gauge back and forth several times, check that the socket grips around
the gauge. If the connector socket has insufficient
gripping power, the socket must be replaced. See
Splicing cables for cable connectors.
Fill connector sockets that have been checked

with low temperature grease 1161417-9.
Important! DIN connectors for the pressure
sensor must not be filled with grease.
Check that the wires are properly crimped. Avoid

short crimps on wires to the connector pins/sockets.
45
Group 23 EMS 2

connector blocks
Check connections visually
Open circuit
Chafed or torn wiring as well as loose contacts can be

possible fault causes.

Shake the lead and pull on the connector while

measuring to help find damaged wiring.
Check, using the wiring diagram, which cable harness

is used by the function. Start with the most likely cable harness in the circuit.
Disconnect the connector blocks at both ends of

the cable harness.
Measure the resistance with multimeter 9510060

between the ends of the cable. Expected value
~ 0 .
Shake the lead and pull on the connector while

measuring to help find damaged wiring.
If the fault cannot be found, check the next cable

harness according to the wiring diagram..
Connector resistance and oxidation.

The resistance in connectors, wiring and connections
should be 0 .
A certain resistance is always present however, due
to oxidation of connections.
If this resistance increases too much, it can lead to
malfunctions. The size of the resistance before it
starts causing malfunctions varies depending on how
large a load the circuit is carrying.

Important! DIN connectors for the pressure
sensor must not be filled with grease.
46
Group 23 EMS 2
Splicing cables for cable

connectors
Special tools: 951 2636, 9999324
Repair kit: 1078054
1. Disconnect the connector block from the control
unit, see Control unit, replace. Dismantle the
connector block so that the pin/socket to be
replaced is accessible.
2. Remove the pin/socket with tool 9992636 or with a
very small jewelers screwdriver.
NOTE: Only remove one pin at a time.
3. Cut off the wire with the pin that is to be replaced.
Splice in the new part from repair kit 1078054.
Use crimping tool 9999324.
4. Carefully heat the splice with a hot air gun, so that
the insulation shrinks around the wire.
5. Replace the pin in the correct position in the
connector block before removing the next pin, if
several pins are to be replaced. Check that the
locking tab engages and locks the pin in the
connector block.
6. Reassemble the wiring with insulation and cable
ties in the connector block, in the reverse order to
dismantling.
7. Reassemble the connector block in the reverse order to dismantling.
8. Ensure that the cable connector and connector on
the control unit are clean and dry.
9. Fit the cable connector block onto the control unit,
see Control unit, replacement.
10. Start the engine and check for error codes.
47
Group 23 EMS 2
Check of combination sensor,

charge air pressure/charge air
temperature
Check of sensor, coolant

temperature
Check, charge air pressure

1.
Turn off engine
2.
Disconnect connector A on the control unit and

connect the 62-pin adapter 9998699 between the
control unit and cable harness. Then connect multimeter 9510060 between measurement points 711.
1.
Disconnect the connector and remove the sensor

from the engine.
2.
3.
Turn on the control voltage.
Measure with multimeter 9510060 between the

sensors connector pins. The multimeter should
show the following values at:
4.
Measure with the multimeter set to voltage measurement. Check that the multimeter shows 5.0 volt.
4930 440
0 C
1870 140
20 C
800 50
40 C
190 8
80 C
104 4
100 C
5.
Now connect the multimeter between measurement points 1122. The voltage should be approx
1.2 V at normal atmospheric pressure.
Check, charge air temperature

1.
Detach the connector to the charge pressure sensor.
2.
Disconnect connector A on the control unit and

connect the 62-pin adapter 9998699 to the cable
harness, control unit disconnected.
3.
Measure with multimeter 9510060 set to resistance measurement between the adapters measurement points 1147.
The multimeter should show the following values:
6200 280
20 C
1240 170
60 C
340 16
100 C
NOTE: Even if the resistance values in the table above are met, this is no guarantee that the sensor is not
faulty.
48
NOTE: The sensor is very sensitive to temperature

changes. When measuring in the lower temperature
ranges 040C, it is sufficient to hold the sensor in
your hand for the value to rapidly drop in resistance.
Group 23 EMS 2
Check of sensor, water in fuel
Check of sensors, camshaft

and flywheel
1.
Disconnect the connector (1) to the water in fuel

sensor.
2.
Measure with multimeter 9510060 set to resistance, between the pins of the connector to the sensor.
3.
The multimeter should show:

- open circuit when the sensor is immersed in fuel
The speed sensors for the camshaft and flywheel are

identical. For visual checking, first remove the sensor
from the engine. Then remove the connection block
and check that the sensor is not damaged and that no
swarf/filings have stuck to the sensor.
The induction test is performed as follows:
1.
Set multimeter 9510060 to resistance

measurement. Measure with the multimeter on the
connection pins. The resistance should be within
775945 .
2.
Pass a metal object quickly and closely by the

sensor. Check that the multimeter reacts. When
replacing or refitting the sensors, make sure that
any spacing shims are refitted.
- short circuit when the sensor is immersed in water.
49
Group 23 EMS 2
Check of combination sensor,

oil pressure/oil temperature
Check of sensor, coolant level
Check of oil pressure function
1.
1.
Turn off engine
2.
Disconnect the oil pressure sensor connector

block and connect the 4-pin adapter 9998534 between the oil pressure sensors connector unit and
the engine cable harness. Then connect multimeter 9510060 between measurement points 14.
3.
4.
5.
Check of oil temperature function

1.
Detach the connector to the oil pressure sensor.
2.
Connect the 4-pin adapter 9998534 between

the oil pressure sensors connector block and multimeter
9510060.
3.
Measure with multimeter 9510060 set to resistance measurement between the adapters measurement points 34.
The multimeter should show the following value:
~3000
10 C
~1900
20 C
~1200
30 C
~100
100 C
NOTE: Even if the resistance values in the table above are met, this is no guarantee that the sensor is not
faulty.
50
Empty the expansion tank from coolant.

Warning! NEVER open the expansion tank
pressure cap when the engine is hot, hot coolant
can be sprayed out and cause severe burns.
2.
Release the connector block from the coolant

level sensor.
3.
Check that the switch is activated and that it

sends a signal when the expansion tank is
empty.
4.
Then fill the expansion tank with coolant

and check that the resistance is infinite.
Group 23 EMS 2
Check of sensor, oil level
Check of sensor, fuel pressure
1.
Remove connector block from the oil level sensor.
1.
Turn off engine
2.
Measure with multimeter 9510060 between the

sensors two connector pins.
The multimeter should show 11.7 - 12.9
at 22 C.
2.
Disconnect the oil pressure sensor connector

block and connect the 7-pin adapter 9998567 between the oil pressure sensors connector unit and
the engine cable harness. Then connect multimeter 9510060 between measurement points 14.
3.
4.
5.
51
Group 23 EMS 2
Check of sensor,
crankcase pressure
1.
Turn off engine
2.
Disconnect the charge air pressure sensor connector block and connect the 4-pin adapter
9998534 between the charge air pressure sensors
connector block and the engine cable harness.
Then connect multimeter 9510060 between measurement points 14.
3.
4.
5.
Then connect the multimeter between measurement points 24. The voltage should be approx
3 V at normal atmospheric pressure.
52
Group 23 EMS 2
Fault tracing unit injectors

Fault symptom
Engine runs unevenly or has reduce performance.
Cause
The fault symptom above can have several
causes:
Faulty sensor signals

Worn piston rings
Blocked air filter
Poor fuel
Water in fuel
Air in fuel
Exhaust pressure too high
Blocked fuel system
Low fuel pressure
Incorrect valve clearances
Defective unit injector
Start of piston seizure (engine failure)
For replacement of unit injectors see: Unit injectors,

replace page. 29.
53
Group 23 EMS 2
Fault tracing starter motor and

cabling
General
If the voltage level measured across the battery is
less than 24.7V, the starter motor will not be able to
crank the engine at normal speed.
Voltage measurement check

1.
Check that the voltage across the battery is at

least 24.7V unloaded, by measuring across the
battery terminals with multimeter 9510060.
2.
Turn on the main circuit breaker.
3.
check that the voltage between terminals 30 and

31 on the starter motor is the same as the
batterys.
Brushes
The specification for the starter motor brushes is given below.
Brush condition
New = 23 mm
Replace at = 13 mm
54
Group 23 EMS 2
Functional check of relay

Multimeter 9510060 is used during the fault tracing
procedure.
Two different symbols visualize conductor status.
Symbol 1 indicates open circuit or very high resistance (~). The multimeter does not sound.
Symbol 2 indicates connection or very low resistance.
The multimeter sounds.
Perform a functional check of the relay as follows:
NOTE! Remove the main relay from the engine before
fault tracing.
1.
Use the multimeter set to buzzer signal. Measure

between relay pins 87a and 30. The multimeter
should sound.
2.
Use the multimeter set to buzzer signal. Measure

between relay pins 87a and 30. The multimeter
should sound.
3.
Use the multimeter set to resistance measurement. Measure between relay pins 85 and 86. The
multimeter should show 240270 ..
4.
Connect 24V between pins 85 and 86. Use the

multimeter set to buzzer signal. Measure between
relay pins 87 and 30. The multimeter should
sound.
5.
Connect 24V between pins 85 and 86. Use the

multimeter set to buzzer signal. Measure between
relay pins 87a and 30. The multimeter should not
sound.
Replace the relay if the above test is not completed satisfactorily.
55
Group 23 EMS 2
Fault tracing alternator

First remove the alternator to make the measurement
points accessible.
1.
Lever off the plastic cover from the alternator with

a screwdriver.
2.
Undo the four regulator screws.
3.
Undo the two brush-holder screws and remove the

brush holders and regulator.
56
Group 23 EMS 2
Brushes
The length of the brushes is measured between the
contact surface and the brush holder. If the exposed
part is less than 5 mm, or if the brushes are damaged,
they should be replaced.
NOTE! When soldering, ensure that solder does not
penetrate too far along the wire to the brushes. The
wire will otherwise become stiff, which limits the movement of the brushes.
Regulator
Checking the regulator:
1.
Measure with the multimeter set for diode measurement.
2.
Connect the test probes between the brushes.
3.
Reverse the test probes.
4.
Check that there is no short circuit in either direction.
NOTE! If a regulator fault is suspected, it is simplest

to fit a new regulator and test-run the charging system.
57
Group 23 EMS 2
Check of positive power diodes

1.
Set the multimeter to diode measurement.
2.
Connect the negative test probe to B+ and the positive probe to each of the three stator windings in
turn.
3.
Perform measurement on each of the three stator

windings.
4.
Reverse the test probes and repeat the measurements.
5.
ln the one case the instrument should show 400

1200mV (conduction) and in the other, OL.
The diodes blocks.
NOTE! The entire diode bridge is insulated from the

alternator body.
58
Group 23 EMS 2
Check of negative power diodes

1.
2.
Connect the negative test probe to B- and the positive probe to each of the three stator windings in
turn.
3.

windings.
4.
5.

1200mV (conduction) and in the other, OL.
The diodes block.
NOTE! The entire diode bridge is insulated from the

alternator body.
59
Group 23 EMS 2
Check of magnetisation diodes

1.
2.
Connect the negative test probe to D+ and the positive probe to each of the three stator windings in
turn.
3.

windings.
4.
5.

1200mV (conduction) and in the other OL.
60
Group 23 EMS 2
Check of stator windings

1.
2.
Connect the test probes between the phase connections.
3.
Perform three measurements.
4.
The instrument should show the same reading in

all three measurements.
Short-circuit test of stator

1.
2.
Connect the test probes between the stator body

and one of the three stator windings.
3.
The instrument should show OL.

If any other value is shown, the stator is short-circuited.
61
Group 23 EMS 2
Check of rotor
1
Connect the test probes to the slip-rings.
The instrument reading should be non-existent or

very weak.
Check at the same time that the slip-rings are not

burned or damaged.
Short-circuit test of rotor

1.
2.
Connect the test probes between the stator body

and one of the three stator windings.
3.
The instrument should show OL.

If any other value is shown, the stator is short-circuited.
62
Group 23 EMS 2
Electrical system
Electrical system
Important information electrical system
Important! Turn the engine off and turn off the
power at the main switch(es) before carrying out
work on the electrical system.
1.
2.
Battery main switch

Never break the circuit between the alternator and
the battery while the engine is running.
The main switches must never be disconnected
before the engine has been stopped.
If the circuit is broken while the engine is running,
the voltage regulator can be destroyed and the alternator badly damaged.
Dis-/reconnection of the charging circuit should,
for the same reason, never be performed while the
engine is running. For simultaneous charging of
two independent battery circuits, a Volvo Penta
charging separator can be fitted to the standard
alternator (accessory).
Batteries
Never mix up the batterys positive and negative
terminals when fitting batteries.
Incorrect installation can result in serious damage
to the electrical equipment.
Refer to the wiring diagram. The battery terminals
should be well cleaned and the terminal clamps
greased and properly tightened.
Fast charging of the batteries should be avoided.
If fast charging must be performed, the ordinary
battery cables must be removed first.
NOTE: Follow the appropriate safety regulations

when charging batteries.
During charging, the cell covers should be loosened
but not removed. Ventilate well, especially if the batteries are charged in an enclosed space.
Always discontinue the charging current before disconnecting the charging clips.
3.
If starting with the help of auxiliary batteries, see

Starting with auxiliary batteries.
4.
Connecting extra equipment

All extra equipment shall be connected to a separate connection box and correctly fused.
Extra power take-off directly from the instrument
panel should be avoided. The permitted extra take
off is however totally max. 5A (applies to all instrument panels to
gether).
Electric welding
Remove the positive and negative cables from the
batteries.
Then disconnect all cables connected to the alternator.
Then remove the cable connection from the control
unit, see instructions in Control unit (EMS 2), replace.
Always connect the welder ground clamp to the component to be welded, and as close as possible to the
weld site. The clamp must never be connected to the
engine or in such a way that current can pass through
a bearing.
Important! After welding is finished, the disconnected components such as cable connectors,
alternator cables and battery cables must be refitted in the correct order.
Warning! Never expose the battery area to

naked flame or electrical sparks. Never smoke
close to the batteries. The batteries generate
oxy-hydrogen gas when charged, which forms
an explosive gas when mixed with air. This gas
is easily ignited and highly explosive.
Always use protective goggles when charging and
handling the batteries.
Battery electrolyte contains sulfuric acid which is
highly corrosive.
Should the battery electrolyte come into contact with
unprotected skin wash off immediately using plenty of
water. If battery acid comes in contact with the eyes,
immediately flush with plenty of water and obtain medical assistance at once.
63
Group 23 EMS 2
Electrical system
Electrical system, overview

TAD940-943VE with CIU, CAN based SAE J1939
64
Group 23 EMS 2
Electrical system
TAD940-941GE with CIU, CAN based SAE J1939
TAD941-943VE Powerpack
65
BL =
LBL =
BN =
LBN =
GN =
GR =
OR =
P =
R =
SB =
VO =
W =
Y =
66
Blue
Light blue
Brown
Light brown
Green
Grey
Orange
Pink
Red
Black
Purple
White
Yellow
Cable cross section = 0.75 mm2

unless otherwise stated.
29.
30.
31.
32.
33.
34.
24.
25.
26.
27.
28.
Electrical diagram EMS2

Sensor, fuel pressure
Water in fuel pump
Sensor, coolant level
Sensor, water in fuel
J1587 (bus)
J1939 CAN (bus)
Connection for stop button
Battery plus
Voltage after key
Battery minus
Connector block data bus
Connector block
Switch for electric feed pump switch
Extra stop
Sensor, oil level
Sensor, coolant temperature
Sensor, crankcase pressure
Relay socket
Main relay
Connector block B
Connector block A
Control module EMS 2
Sensor, charge air pressure /
Sensor, camshaft
Sensor, flywheel
Unit injector (Cyl. 1-6)
Main circuit breaker 10 A
Sensor, oil temperature and oil
pressure
Relay pre-heating
Pre-heating
Diagnostic outlet
Alternator
Starter
Battery (24 V)
Cable colours
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
TAD940-943VE/GE
(24 V system voltage,
2-pin)
Group 23 EMS 2
Electrical system
Group 23 EMS 2
Electrical system
Wiring diagram, control interface unit (CIU)
Cable colours
BL
LBL
BN
LBN
GN
GR
OR
=
=
=
=
=
=
=
Blue
Light blue
Brown
Light brown
Green
Grey
Orange
P =
R =
SB =
VO =
W =
Y =
Pink
Red
Black
Purple
White
Yellow
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
Key switch running power

(15+)
RPM-potentiometer
Tachometer (code 14)
Oil pressure, instrument
Oil temperature, instrument
Coolant temperature,
instrument
Instrument illumination
Idle switch, two-position
1500/1800 switch, two-position
Start switch, spring return
Stop switch, spring return
Diagnostic switch, spring return
Alarm, low oil pressure
Alarm, high oil temperature
Alarm, high coolant temperature
Alarm, low coolant level
Fuel alarm
Diagnostic lamp
Over speed indication
(GE-en gines)
Operation indicator
Pre-heating indication
Pre-heating contact
8-pin Deutsch connecting plug
Regulator contact
Charge indication
Termination resistance 120 Ohm
8-pin Deutsch connecting
socket
Contact, engine protector
disconnect (not connected
on GE-engines)
Easy Link connector block
67
Group 23 EMS 2
Electrical system
Wiring diagram, control interface

unit (CIU) Power pack
Cable colours
BL
LBL
BN
LBN
GN
GR
OR
68
=
=
=
=
=
=
=
Blue
Light blue
Brown
Light brown
Green
Grey
Orange
P =
R =
SB =
VO =
W =
Y =
Pink
Red
Black
Purple
White
Yellow
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Activation, running current contact (15+)

RPM-potentiometer
Tachometer code 14
Oil pressure, instrument
Coolant temperature, instrument
Instrument illumination
Start switch, spring return
Stop switch, spring return
Diagnosis contact, spring return
Charge indication
Alarm, high oil temperature
Alarm, high coolant temperature
Alarm, low coolant level
Fuel alarm
Diagnostic lamp
Pre-heating indication
8-pin Deutsch connecting plug
8-pin Deutsch connecting socket
Horn signal
Pre-heating switch, spring return (option)
42-pin connector block
Termination 120 W
Auxiliary outlet for 24 V and stop
Notes
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70
Report form
Do you have any complaints or other comments about this manual? Please make
a copy of this page, write your comments down and post it to us. The address is at
the bottom of the page. We would prefer you to write in English or Swedish.
From: ............................................................................
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Refers to publication: .............................................................................................................................................

Publication no.: ..................................................................... Issued: ....................................................................
Suggestion/reasons: ..............................................................................................................................................
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Date: ...........................................................
Name: .........................................................
AB Volvo Penta
Customer Support
Dept. 42200
SE-405 08 Gothenburg
Sweden
7745032
English 09-2004

Volvo Penta

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Workshop Manual

(Group 23) EMS 2

Service procedures ..............................................

Limit values .........................................................

Service procedures ............................................. 27

If work is done adjacent to a running engine, a

The clutch must be adjusted with the engine

2004 AB VOLVO PENTA

The workshop manual can illustrate tasks done on

Service and maintenance intervals recommended

Only Volvo Penta Original Spare Parts intended

Service work that covers injection pumps, pump

The engine must not be converted or modified in

Installation changes to the exhaust pipe and the

Our common responsibility

Dimension Tightening torque

In torque/angle tightening, the fastener is tightened to

Several types of sealant and locking liquid are used

In this Volvo Penta Workshop Manual the user will find

1. RTV agent (Room Temperature Vulcanizing). Used

The sign above shows

The sign above shows examples

Engine power, net, (without fan)

Max. engine speed

Explanation of engine designation:

Air to air intercooler

Cylinder volume, litre

Generator unit engine

Stationary and mobile operation

Cable lug crimper, repair

Repair kit (not shown in figure)

4-pin adapter, diagnostics

Sensor, water in fuel

Sensor, fuel pressure

Camshaft sensor/flywheel sensor

Combination sensor, oil pressure/oil temperature

Sensor, oil level

Combination sensor, charge air pressure/charge air temperature

Sensor, coolant temperature

Sensor, coolant level

Sensor, crankcase pressure

Design and function

Design and function

CAN (Controller Area Network)

CIU (Control Interface Unit)

The CAN J1939 link handles all

The CIU is a translator between the CAN bus and

If, for some reason, a fault develops on the CAN link,

Design and function

The control module receives input signals about the

Based on the input signals the control module controls

coolant temperature sensor

charge pressure / charge temperature sensor

crankcase pressure sensor

position sensor, camshaft

speed sensor, flywheel

coolant level sensor