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EVC-E Codes

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88% found this document useful (24 votes)

44K views388 pages

EVC-E Codes

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Amr Helal

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Workshop Manual ABCE

Group 30 Electrical system 2(0)

EVC-E
Content

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

Safety and Other Instructions

05-1 Safety Instructions ............................................................................. 4

Special tools
08-2 Special Service Tools ......................................................................... 6

General, Complete Vehicle Software

30-0 General ................................................................................................ 7
Design and Function .................................................................................. 7
30-2 Fault Tracing ..................................................................................... 25
General ....................................................................................................... 25
Fault Codes ............................................................................................... 32
MID 164: HCU ................................................................................. 32
MID 130: MGX .............................................................................. 104
MID 187: PCU ............................................................................... 115
MID 194: ICM ................................................................................ 173
MID 200: CPM ............................................................................... 197
MID 250: SUS ............................................................................... 220
MID 250: SCU ............................................................................... 246
Measurements ......................................................................................... 285
VODIA Log Parameters .......................................................................... 319
Circuit / Component Descriptions ......................................................... 335

Cables and fuses

37-0 Wiring Diagrams ............................................................................. 350

Miscellaneous
39-0 General ............................................................................................ 372
Alphabetical index .................................................................................. 379
References to Service Bulletins ............................................................ 383

47703793 09-2015 © AB VOLVO PENTA 1

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

Volvo Penta accepts no responsibility for damage or

costs arising as a result of failure to follow the above
mentioned standards.

2 47703793 09-2015 © AB VOLVO PENTA

00-0 General

Repair instructions
Introduction Our mutual responsibility
The working methods described in this manual are Each product comprises a large number of interacting
based on a workshop scenario where the product is systems and components. A deviation from the tech-
mounted in a holding fixture. Maintenance work is nical specification may dramatically increase the
often carried out in situ, in which case - if nothing else environmental impact of an otherwise reliable sys-
is indicated - using the same working methods as the tem. It is therefore critical that the stated wear toler-
workshop. ances be adhered to, that systems which can be
adjusted be correctly set up and that only Volvo Penta
Warning symbols that occur in the service manual. Original Parts are used. The intervals in the care and
For significance, refer to Safety Information. maintenance schedule must be followed.
! DANGER! Some systems, e.g. fuel systems, often require spe-
cial expertise and test equipment. A number of com-
! WARNING! ponents are factory-sealed, for among other things
environmental reasons. Warranty-sealed compo-
! CAUTION!
nents may not be worked on without authorization to
perform such work.
IMPORTANT!, NOTICE!
are by no means comprehensive since not everything Remember that most chemical products, incorrectly
can be foreseen as service work is carried out in the used, are harmful to the environment. Volvo Penta
most varied of circumstances. We call attention to recommends the use of biodegradable degreasers
risks that may occur due to incorrect handling during whenever components are cleaned, unless otherwise
work in a well-equipped workshop using working specified in the Service Manual. When working out-
methods and tools tried and tested by us. doors, take especial care to ensure that oils and wash
residues etc. are correctly properly for destruction.
The service manual describes work operations car-
ried out with the aid of Volvo Penta Special Tools,
where such have been developed. Volvo Penta Spe-
cial Tools are designed to ensure the safest and most
rational working methods possible. It is therefore the
responsibility of anyone using tools or working meth-
ods other than those we recommend to ensure that
no risk of personal injury or mechanical damage is
present, or that malfunction can result.

In some cases, special safety regulations and user

instructions may be in force for the tools and chemi-
cals mentioned in the Service Manual. These regu-
lations must always be followed, and no special
instructions regarding this are to be found in the Serv-
ice Manual.

By taking these basic precautions and using common

sense it will be possible to guard against most ele-
ments of risk. A clean workplace and a clean product
will eliminate many risks of personal injury and mal-
function.

Above all, when working on fuel systems, hydraulic

systems, lubrication systems, turbochargers, inlet
systems, bearings and seals, it is of the utmost impor-
tance that dirt and foreign objects are kept away, as
malfunctions or shortened service intervals may oth-
erwise result.

47703793 09-2015 © AB VOLVO PENTA 3

05-1 Safety Instructions

Safety Information
This Service Manual contains repair instructions,
descriptions and technical data for products or product
designs from Volvo Penta. Ensure that you are using
the correct service manual.

Read the safety information below and the service manual section About this Workshop manual and Repair
instructions carefully before repair and service work is begun.

!
This symbol is used in the service manual and on the product, to call attention to the
fact that this is safety information. Always read such information very carefully.
Safety texts in the manual have the following order of priority:

DANGER!
Indicates a hazardous situation which, if not avoided, will result in death or serious
injury.

WARNING!
Indicates a hazardous situation which, if not avoided, could result in death or serious
personal injury.

CAUTION!
Indicates a hazardous situation which, if not avoided, could result in minor or moderate
personal injury.

VIKTIGT!
Is used to draw your attention to something that may cause minor damage or a minor
malfunction to the product or property.

NOTICE! Is used to draw your attention to important information that will facilitate the
work or operation in progress.

This symbol is used on our products in certain cases and refers to important information
in the instruction book. Make sure that warning and information symbols on the engine
are clearly visible and legible. Replace symbols which have been damaged or painted
over.

A compilation of safety precautions that must be taken and risks which must be paid attention to is
presented in the following page:

4 47703793 09-2015 © AB VOLVO PENTA

05-1 Safety Instructions

Immobilize the engine by turning off the power Stop the engine and turn off the electrical supply
! supply to the engine at the main switch ! at the main switch(es) before carrying out work
(switches) and lock it (them) in the off position on the electrical system.
before starting work. Post a warning notice at
the main circuit breaker.

Batteries must never be exposed to open Never transpose the positive (+) and negative
! flames or electric sparks. Never smoke in the ! (-) battery posts when installing batteries. Such
vicinity of the batteries; they generate hydrogen a transposition can result in serious damage to
gas when charged, which is explosive when electrical equipment. Refer to the wiring dia-
mixed with air. This gas is easily ignited and gram.
highly explosive. A spark, which can be caused Always use protective goggles when charging
by incorrect battery connection, is sufficient to and handling the batteries. Battery electrolyte
cause a battery to explode and cause damage. contains sulfuric acid which is highly corrosive.
Should the battery electrolyte come into contact
Do not touch the connections during start with unprotected skin, wash it off immediately
attempts. Sparking hazard! Do not lean over using soap and copious amounts of water. If you
batteries. get battery acid in your eyes, flush at once with
copious amounts of water and seek medical
assistance immediately.

Always use protective glasses or goggles when

! carrying out work where a risk of splinters,
grinding sparks, splashes from acid or other
chemicals is present. Your eyes are extremely
sensitive; injury may cause blindness!

47703793 09-2015 © AB VOLVO PENTA 5

08-2 Special Service Tools

For spare parts and accessories, log on to Volvo Penta
Partner Network's website: www.vppn.com.

75
8856
5
4
3

2
1

P0006701 P0006609 P0006610

885675 Break-out cable 3809570 Crank tool 3812541 Brake release

Adapter cable for sensor test. Used for cranking of drive unit. switch
Declutching of drive unit to
make cranking possible.

p0005127

9511355 Break-out cable 9998699 Break-out box 21888526 Mounting tool

Used with 9998699 Break-out Used for measurements.
box.

VODIA

p0008375 p0005128 p0005125

88820047 VODIA, diagnostic 88890016 Break-out cable 88890074 Multimeter

tool Used with 9998699 Break-out Used for measurements.
Complete tool. box.

p0014395

88890161 Break-out cable 88890173 Break-out cable

Used with 9998699 Break-out Used with 9998699 Break-out
box. box.

6 47703793 09-2015 © AB VOLVO PENTA

30-0 General

Design and Function

EVC System
General Identification of nodes
The EVC system is a so-called distributed system. Each node in the EVC system is programmed to com-
Distributed systems consist of many smaller elec- municate with a specific engine. Software can vary
tronic units (nodes) located at suitable places in the depending on engine type, equipment, parameter set-
boat. ting, etc. It is therefore, prior to installation, important
The EVC nodes are the driveline control system or to identify the different nodes.
PCU (Powertrain Control Unit), the control station This is carried out by checking indentically designed
system or HCU (Helm station Control Unit) and the labels, placed on the node gables, on top of the
servo unit for steering or SUS (Servo Unit Steering) / engine cover, on the engine control unit (ECU) and on
SCU (Steering Control Unit). The nodes are located the steering unit servo (SUS / SCU).
close to their external components. The HCU is Identification is done by using the ENGINE CHASSIS
located close to the helm station, the PCU on the ID number.
engine, the SUS in the drive leg and the SCU is prob-
ably located on the inboard side of the transom.
Each node is connected to a number of external com-
ponents such as sensors, controls, instruments and
control levers.
Each PCU, HCU, SUS and SCU is programmed for a
specific engine. There is a decal on each PCU, HCU,
SUS and SCU, containing a serial number and CHAS-
SIS ID number. The CHASSIS ID number must coin-
cide with the CHASSIS ID number on the decals on IMPORTANT!
the engine. The CHASSIS ID number on the node labels must
A data link (a CAN bus) links the nodes to each other. correspond with the CHASSIS ID number on the
They combine to form a data network and the nodes engine and SUS / SCU labels.
exchange information and benefit from each others
services. The principle of using a network of nodes to The CHASSIS ID number on the node labels are also
which all components are connected means that the intended for the Volvo Penta organisation for identifi-
amount of cable installation is radically reduced. cation of the system in the VODIA diagnostic tool.
The communication bus, J1587, is used for accesso- The CHASSIS ID can also be shown in the EVC dis-
ries and for diagnostics. play.

47703793 09-2015 © AB VOLVO PENTA 7

30-0 General

Component description
HCU / Control lever
The HCU in EVC-D is built into the control lever. The
HCU communicates with the PCU and the SUS / SCU
via the EVC bus.

The lever controls use a contactless position sensor to

transfer the levers angular movement. An optical sen-
sor is also used to acknowledge when the levers are
in neutral position.

The position sensor is a Hall sensor that uses two Hall

elements that are orthogonally placed within the sen-
sor. The sensor detects the absolute angular position
of a magnet that is located on the lever axis. When the
lever is turned the magnetic flux changes in both X and
Y in a sinusoidal way. Since the Hall elements are
orthogonally placed the output will be a sinus and cosi-
P0010668 nus wave. These signals are transformed by the inte-
grated DSP (Digital signal processing) circuit into lin-
ear angular information.

PCU*
The PCU can be engine mounted in some installations
or is mounted standalone. It communicates with the
engine and helm station control unit, HCU, via the
standard bus.
P0015344
* PCU = Powertrain Control Unit. There is a decal con-
taining the serial number and CHASSIS ID on the PCU.
The CHASSIS ID number must coincide with the
CHASSIS ID number on the decals on the engine.

SUS*
The SUS consists of a control unit and an electric
motor. The unit is located on the upper gear of the IPS.
Communicates with the SHCU and PCU via the stand-
ard bus.

* SUS = Servo Unit Steering. There is a decal contain-

ing the serial number and CHASSIS ID on the SUS.
The CHASSIS ID number must coincide with the
CHASSIS ID number on the decals on the engine.

P0010682

8 47703793 09-2015 © AB VOLVO PENTA

30-0 General

SCU*
The node is located on the bracket together with the
hydraulic plate and is mounted near the transom
shield. It communicates with the PCU and HCU, via the
EVC bus.

* SCU = Steering Control Unit. There is a decal con-

taining the serial number and CHASSIS ID on the SCU.
The CHASSIS ID number must coincide with the
CHASSIS ID number on the decals on the engine.

CPM*
The CPM is the control module of the Active Corrrosion
Protection system (ACP). It is connected to the
M transom unit where the passive and active anodes are
CP located. The CPM communicates with the EVC system
via the J1587 bus. All data is presented via the multi-
link.

* CPM = Corrosion Protection Module.

P0006702

Inboard
Solenoid valves, Forwards – Reverse (T)
The solenoid valves (V) for gear shifting are located on
the reversing gear.
The valves are ordinary OFF–ON valves which allow
oil to pass to the correct clutch when ON. When suffi-
cient oil pressure has been built up, the clutch is acti-
vated (the oil pressure is raised gradually to give gentle
engagement). In the OFF position, the oil in the clutch
is emptied and the reversing gear goes into neutral.

Solenoid valve, trolling (U)

The solenoid valve is installed on the reversing gear.
The valve opens successively and releases oil to the
trolling valve in proportion to the control position.

P0006692

47703793 09-2015 © AB VOLVO PENTA 9

30-0 General

IPS drive

Components
1 1 SUS
2 Connector, EVC
3 Resolver, signal cable

8 4 Power supply connectors, electric motor

2 5 Secondary solenoid, reverse gear
3
+ 6 Primary solenoid, reverse gear
7 Sensor, oil temperature/pressure

4 8 Shaft speed sensor

7 Solenoid valves
5 The solenoid valves (5, 6) for gear shifting are located
6 on the upper gear.
The valves are ordinary OFF–ON valves which allow
oil to pass to the correct clutch when ON. When suffi-
cient oil pressure has been built up, the clutch is acti-
P0010681
vated (the oil pressure is raised gradually to give gentle
engagement). In the OFF position, the oil in the clutch
is emptied and the reversing gear goes into neutral.

Resolver
The resolver (1) is the unit that communicates to the
SUS in what position the drive leg actually is located.
The resolver unit consists of a resolver, a gear wheel
and a signal cable. Inside the resolver there is no phys-
ical contact points.
The resolver is not serviceable and has to be replaced
as a complete unit.

1
P0010683

10 47703793 09-2015 © AB VOLVO PENTA

30-0 General

Aquamatic
Solenoid valves
The solenoid valves for gear shifting are located on the
upper gear.
The valves are ordinary OFF–ON valves which allow
oil to pass to the correct clutch when ON. When suffi-
cient oil pressure has been built up, the clutch is acti-
vated (the oil pressure is raised gradually to give gentle
engagement). In the OFF position, the oil in the clutch
is emptied and the reversing gear goes into neutral.

The illustration shows the cables connected for right-

hand rotation.

P0006691

A Solenoid valve marked “A” (primary)

B Solenoid valve marked “B” (secondary)
a Cables marked “A”
b Cables marked “B”

Actuator
The gear shift actuator used for gas engines and D3-
E/F is engine mounted.

p0005171

Shift actuator, gas engines / D3-E/F.

The gear shift actuator used for other diesel engines is

different from the one for gas engines / D3-E/F.
Also, this gear shift actuator is not engine mounted.

Both actuators are controlled by the PCU.

P0006705

Shift actuator, other diesel engines.

47703793 09-2015 © AB VOLVO PENTA 11

30-0 General

Hydraulic valve plate

The hydraulic valve plate consists of port and star-
board solenoids which controls the drive movement.
The valve plate is also equipped with a service valve
which is engaged at ignition on or if a fault occurs.
When the service valve is activated the drive can be
moved by hand.

P0011277

Drive position sensor

DPH
The drive position sensor is located in a plastic cover
that is fitted on the steering cylinder. The sensor is
shaped like a pen and is fitted alongside the steering
cylinder. The steering cylinder piston is equipped with
two magnets. The drive position sensor is a magneto-
resistive sensor which means that the sensor resist-
ance will change when influenced by the magnets on
the cylinder piston.

DPS
The DPS drive has one steering cylinder with two drive
position sensors fitted along the cylinder side, one at
top and one at bottom.
P0011270

12 47703793 09-2015 © AB VOLVO PENTA

30-0 General

Repair Instructions
General advice on working with EVC
engines
The following advice must be followed to avoid dam-
age to the engine control unit and other electronics.

IMPORTANT!
The system must be disconnected from system volt-
age by cutting the current with the main switch when
the engine control module connectors are discon-
nected or connected.
• Never disconnect the current with the main switches
when an engine is running.
• Never undo a battery cable when the engine is run-
ning.
• Turn the main switches off or disconnect the battery
cables during quick charging of the batteries.
NOTICE! During normal trickle charging, it is not
necessary to turn the main switches off.
• Only batteries may be used for start help. A help
start device can produce a very high voltage and
damage the control unit and other electronics.
• If a connector is disconnected from a sensor, be
very careful to avoid allowing the contact pins to
come into contact with oil, water or dirt.

ceptor be sure to put back the seal in the right
direction.

P0018922

Checking the interceptor shaft

torque
1 Use 21888526 Mounting tool and check that the
interceptor shaft torque does not exceed 12 Nm
(8.9 lbf. ft.) in any direction.

P0018923

16 47703793 09-2015 © AB VOLVO PENTA

30-0 General

Checking the interceptor movement

range
1 Check that the interceptor blade can be moved in
its full movement range.
Full movement range, from endstop to endstop,
is approximately equal to turning the shaft 110°.

P0018924

Checking servo motor function

1 With the servo unit dismounted from the intercep-
tor, start the engine to activate the interceptor
calibration routine.
Verify that the servo motor is turning during the
calibration routine.
The turning should be performed easily and at a
low and steady speed.

(DTC MID 194, PSID 1-4, FMI 12 will be set)

P0018925

2 If the servo motor does not turn as supposed to,

the servo motor needs to be dismounted from the
gearbox. Five screws holds the gearbox and
servo motor together.

P0018926

47703793 09-2015 © AB VOLVO PENTA 17

30-0 General

3 Check that the servo motor axis turns easily by

turning it by hand.

P0018927

4 Check that the gearbox turns easily by turning it

by hand.
Check that there is no broken cogs or other dam-
age in the gearbox.

P0018928

18 47703793 09-2015 © AB VOLVO PENTA

30-0 General

Volvo Penta Glass Cockpit

Volvo Penta Glass Cockpit, service and support

1. Concerned products

The Volvo Penta Glass Cockpit product range:

P0018546

*Volvo Penta partnumbers are for cross reference only, not available as Volvo Penta spareparts. See Chapter 2.

2. Service and support setup

Volvo Penta Glass Cockpit products are serviced and supported in cooperation with Garmin.

47703793 09-2015 © AB VOLVO PENTA 19

30-0 General

• As a Volvo Penta Dealer you are encouraged to do the initial troubleshooting to determine if the fault is
within Glass Cockpit unit by performing the fault tracing described in this document If issue remains after
fault tracing then hand over service request to Garmin support office.
• Garmin will take over service and contact the customer to complete the service.
• Garmin will stock and supply replacement units and spare parts. Glass Cockpit products are not available
through Volvo Penta parts system.

Support flow described in Figure 1.

Figure 1.

3. Fault tracing

In the event of an operational issue with the Glass Cockpit system or a device in the Glass Cockpit system, perform
the following procedures before contacting Garmin for additional support.

Checking Device Software Versions

Before performing any of the troubleshooting steps in this document, make sure all of the devices in the Glass
Cockpit system are running the latest software version.

1 From the Home screen, select Settings > System > System Information> Garmin Devices.
2 Record the Unit ID and the software version of each device

NOTICE! If you have a memory card in the card reader, you can select Save to Card to save the
system information to the card for reference from a computer.

3 From the Home screen, select Settings > Communications > NMEA2000 Setup > Device List.
4 Select each item in the list and record the serial number and software version below.
5 Verify the software versions on www.garmin.com/support/software/marine.html, and update
the software if necessary.

20 47703793 09-2015 © AB VOLVO PENTA

30-0 General

Updating the Software

Updating the software on the Glass Cockpit updates all of the connected devices on the Garmin Marine Network
and on the NMEA 2000® network. You need a blank memory card, access to the internet, and a card reader on
your computer to update the system.
NOTICE! You should update all device software before performing any additional troubleshooting steps.

1 With the Glass Cockpit system on, insert a blank memory card into the connected card reader.
A file is written to the card that contains information about the system. You can now use this card to update
the system.
2 On a computer with a card reader, go to: www.garmin.com/support/software/marine.html
3 Download the update for Garmin Marine Network with SD card, and follow the on-screen instructions to
load the update to the card.
4 Turn on the Glass Cockpit.
5 Insert the memory card into the card reader.
6 Follow the on-screen instructions to complete the update.
7 After the update is complete, remove the memory card and check if the operational issue is resolved.

Additional Troubleshooting
If the software update does not correct the operational issue, or if the operational issue is not software related,
perform the following troubleshooting steps before contacting Garmin for additional support.

Error Messages
The Glass Cockpit is able to show error messages generated by the Volvo EVC system. These error mes-
sages include a description of the error and contact information. Follow the support path directed by the error
message. If there is no description or support path in an error message, contact Garmin product support.

Power Issues
If one or more of the Glass Cockpit units or connected Garmin devices does not power on, examine the following:
• Is the affected device connected to power?
• Is the fuse intact on the affected device?

If the power connection and fuse appear sound, and the device does not power on, contact Garmin product
support.

Button Functionality
If the power or input buttons are not functioning correctly, contact Garmin product support.

Touchscreen Issues
If the touchscreen on the Glass Cockpit device does not appear to recognize touch input correctly, you can
calibrate the touchscreen to possibly correct the problem.
1 Turn off the affected device.
2 Turn on the device and wait for the Warning screen to appear.
3 Instead of selecting OK, hold anywhere on the screen until the touchscreen calibration appears.
4 Follow the on-screen instructions to complete the calibration.

47703793 09-2015 © AB VOLVO PENTA 21

30-0 General

Garmin Marine Network Device Issues

If you do not see Garmin devices in the device list (Settings >System >System Information > Garmin Devi-
ces) after performing a software update,examine the following:
• If applicable, is the affected device connected to power?
• If applicable, is the fuse intact on the affected device?
• Is the Garmin Marine Network cable securely connected on both ends?

If the power connection, fuse, and network cable appear sound, and the device is not listed in the device list,
contact Garmin product support.

NMEA 2000 Device Issues

If you do not see a NMEA 2000 device in the device list (Settings >Communications >NMEA 2000 Setup
>Device List) after performing a software update, examine the following:
• Is the device securely connected to the NMEA 2000 network?
• Are the NMEA 2000 terminators correctly installed on the NMEA 2000 network?
• Is the NMEA 2000 backbone constructed correctly?
Consult the Technical Reference for Garmin NMEA 2000 products for questions about NMEA 2000 network
setup (www.garmin.com, selectSupport >Manuals >
On the Water > Other > NMEA 2000 )
If the NMEA 2000 network appears sound, and the device is not listed in the device list, contact Garmin
product support.

Navigation Issues
Reference the FAQs on “www.garmin.com/support” for answers to navigation and basic operation questions.
If the FAQs do not answer your question, contact Garmin product support.

Mapping Updates
Reference the mapping section on “www.garmin.com/support” for map-update information, or contact Garmin
product support.

22 47703793 09-2015 © AB VOLVO PENTA

30-0 General

If Glass Cockpit is unable to monitor engine/EVC data

*) If the installation has multiple displays: If one unit is able to show engine data then swap its multilink cable with the unit which is not showing engine data. If the issue is moved the cable
needs to be replaced. If not the issue is in the Glass Cockpit unit.

47703793 09-2015 © AB VOLVO PENTA 23

30-0 General

4. Hand over a service request to Garmin

If the issue remains after performing the fault tracing in section 3 and root cause is confirmed to be Glass cockpit
you shall escalate and hand-over the service request to Garmin DTS (Dealer Technical support) offices.

Information requested at hand-over:

Customer Information:
Name. Phone, Email
Address

Boat Information:
Contact (if other than customer)
Vessel Name, Length
Model, Make (i.e. Sunseeker Manhattan)

Year, Hull Number

Delivery date (as registered in Volvo Penta system)

Wet/Dry
Marina (Y/N), Slip Number:
Vessel Address

Service request information:

Product: Unit serial nr:
Description of Failure:
Technical Support (result from fault tracing):
Requested timeframe for repair: Zero hour, Argus case created? (Y/N):
Case.nr:

Garmin DTS offices:

Region (Vessel location) Garmin DTS E-mail: Phone:

office location
Americas all North America [email protected] 888-828-8361

Europe, Middle UK [email protected] Inside UK:

East and Africa 0808 238 0001
Outside UK:
0044 800 427 64638
Asia Taiwan [email protected] 886-2-26429199 (ext2)

Australia / New Zealand Australia [email protected] Inside Australia:

1800 235 822
Outside:
0800 427 652

5. Warranty and reimbursement

The warranty period is 2 years from Delivery date (Coincides with engine delivery date).

For labour reimbursement. File a claim using Volvo Penta normal warranty routine.

Use flat rate code: 38104 , Casual part nr use: NPN

In the problem description note the Glass Cockpit unit serial number, information about the failure and if the service
has been handed over to Garmin.

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General
Fault tracing in the EVC system
Tools:
88820047 VODIA, diagnostic tool

Check that the system has the correct power

supply.
The best way to retrieve diagnostic information from
the EVC system is to use the VODIA tool (3838619).
The VODIA tool shows the fault codes as text, and you
can retrieve information about each fault code.

Fault codes from the PCU, SUS / SCU and HCU can
be read from any helm station. In a twin installation, the
codes can only be read from the network, driveline, in
which the node is located.

When VODIA is connected to the port network, VODIA

can only show fault codes from the port PCU, and vice
versa for the starboard side.

The following must be done before fault

tracing continues, to avoid changing
functional sensors:
• If there is an active / inactive fault code
Remove the connector from the sensor. Check that
there is no oxidation and that the connector pins are
not damaged.
NOTICE! Some fault codes become inactive when
the engine is stopped. Start the engine to check
whether the fault code is still inactive with the engine
running.
• After an action with the connector
Put the connector* back. Check if the fault code
becomes inactive. Check faults that could be related
to that specific sensor. If the fault remains, measure
the cables and sensors to check them, as instructed.
NOTICE! * No grease in the connector.

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30-2 Fault Tracing

Fault tracing of cables and

connectors
Tools:
88890074 Multimeter

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

Check all connectors visually

• Look for oxidation which can impair contact in con-
nectors.
• Check that terminals are undamaged, that they are
correctly inserted into their connectors, and that the
cable is correctly terminated in the terminal.
• If possible, shake the cables and pull the connectors
during measurement to discover whether the cable
harness is damaged.
• Check that the cables are not damaged. Avoid
clamping cables in tight bends close to the connec-
tor.

It can be difficult to check whether there is a cable fault

in a cable when it is installed in the engine. For this
reason, always keep checked extension cables in the
fault-tracing equipment. Connect the extension cable
to one end of the cable that is to be checked and run
it back to the other end of the cable. This to allow each
conductor to be checked individually. After this, all the
pins can be checked.

1 Use multimeter 88890074 to check the cables. The

uninsulated parts of the conductors in the cables
should not be in contact.
Disconnect the cable at both ends and measure
the resistance between all pins to check for short
P0006690
circuit between conductors. The multimeter should
show infinite resistance between each pin. If the
A Y-split multilink resistance is less than infinite, there is a fault.
B Multilink break-out connector
2 Do a resistance check through each of the con-
ductors in the cable to detect if there is any open
circuit. Connect one probe to pin1 in one connector
and connect the other probe to pin1 in the connec-
tor in the other end of the cable (this don't apply to
all Y-splits. Some Y-splits have different pin con-
P0010669 figuration). The resistance should be approxi-
Multilink hub internal pin wiring. mately 0 ohm. Continue through all pins in the con-
nector.

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30-2 Fault Tracing

If the CAN bus cables between the engine control unit

and the PCU need to be checked, the resistance can
also be checked when the cables are connected to the
other end.
1 Disconnect the PCU.
2 Measure the resistance between pin 17 (yellow/
white conductor and pin 7 (gray/yellow conductor)
against the engine control unit (EDC7).
Measurement points Nominal value
17 – 7 R ≈ 120 Ω

3 Repeat the measurement in the other direction.

Connect the PCU and disconnect the engine con-
trol unit.
4 Measure the resistance between pin 1 (yellow/
white conductor and pin 2 (gray/yellow conductor)
towards the PCU.
Measurement points Nominal value
1–2 R ≈ 120 Ω

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30-2 Fault Tracing

Fault tracing of the EKS system

If the system does not unlock when a key is shown in
front of the EKS panel it could be for one of these rea-
sons:
• Main power off
• Port PCU has been replaced or reprogrammed
• Key failure / invalid key
• EKS panel failure
• EKS wiring failure
NOTICE! If it is a virgin system an auto configuration
must be performed so that the EKS panel is recognized
by the EVC system. Before an auto configuration is
done the EKS panel LEDs will not be lit but an auto
configuration can be performed.

Preconditions: A key is shown in front of the EKS panel.

Symptom: The system does not unlock.
Possible reason: • Main switch off.
• Invalid key ID (key ID not stored in the PCU).
• Port PCU has been replaced or reprogrammed.
• Internal failure in the key.
• Internal failure in the EKS panel.
• Bad connection, open circuit or short circuit in the EKS panel wiring har-
ness.
Suitable action: 1 Check main switch status.
2 Try with another key that been previously added to the system.
If more than one EKS panel is in the system, try the key in front of the other
EKS panel. This to exclude panel failure.
3 If port PCU has been replaced or reprogrammed, perform the “Add first
key” operation.
4 Try with another EKS panel.
Since the key ID is stored within the PCU the EKS panel can be changed
without system changes, no auto configuration is needed.
5 Change the EKS wiring harness.
6 Perfom the “E-key virginize” operation to virginize the system and add new
keys to the system.

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DTC categories
The DTC category describes what type of system that is affected by the DTC. Typical EVC system categories
are: EVC bus communication, EVC bus power, System mismatch, Programming etc.
In the WSM almost all DTCs have a DTC category connected to the DTC. This could be helpful if the system has
multiple DTCs to see which systems that are affected and trying to find the primary set DTC and the root cause.
Eg. A system has multiple DTCs from HCU, PCU and SUS. All DTCs fits in the category “System mismatch”. This
shows that the nodes in the system says the same thing: There is a hardware (configuration) or software mismatch
within the system. This is the root cause.

Analogue key/e-key system Drive positioning.

- MID 164, PPID 394 Key supply page 42 (FMI - MID 250, PPID 426 Rudder angle (FMI 2, 5, 6,
3, 4) 7, 8, 11)
- MID 164, PSID 87 Electronic Key page 72 - MID 250, PSID 3 Servo motor page 234 (FMI 5,
(FMI 2, 3, 4, 9, 12) 6, 7, 10, 12)

Aux bus - MID 250, PSID 4 Rudder brake page 239 (FMI
14)
- MID 187, PSID 140 Multisensor page 162 (FMI
9) - MID 250, PPID 1559 Steering solenoid
STBD page 256 (FMI 5, 6, 12)
- MID 187, PSID 164 SAE J1939 Data Link time-
out page 165 (FMI 4, 5) - MID 250, PPID 1560 Steering solenoid
PORT page 258 (FMI 5, 6, 12)
Control lever function
- MID 250, PPID 1561 Steering solenoid (service
- MID 164, PPID 1588 Safety lanyard valve) page 260 (FMI 5, 6, 12)
status page 44 (FMI 3, 4)
- MID 250, PPID 1670 Steering sensor (DPS top,
- MID 164, PPID 1749 Control lever button DPH port) page 263 (FMI 3, 4)
status page 52 (FMI 4)
- MID 250, PPID 1671 Steering sensor (DPS bot-
- MID 164, PSID 88 Control lever tom, DPH starboard) page 265 (FMI 3, 4)
sensor page 75 (FMI 2, 12)
- MID 250, PSID 9 Steering Control Unit and
- MID 164, PSID 95 Lever detection page 80 steering sensors page 273 (FMI 7, 8, 9, 10)
(FMI 7, 12)
- MID 250, PSID 10 Steering Control
- MID 164, PSID 96 Calibrated lever travel too Unit page 279 (FMI 7)
small page 81 (FMI 13)
ECU internal
- MID 164, PSID 97 Lever calibration
procedure page 82 (FMI 13) - MID 164, SID 253 Calibration memory
EEPROM page 37 (FMI 12)
- MID 164, PSID 98 Lever(s) not
calibrated page 83 (FMI 13) - MID 187, SID 253 Calibration memory
EEPROM page 128 (FMI 12)
- MID 164, SID 226 Transmission neutral
switch page 32 (FMI 5, 7) - MID 250, SID 231 SAE J1939 data
link page 221 (FMI 2)
Control bus external levers
- MID 250, SID 254 Controller 1 (FMI 2, 11)
- MID 164, PSID 63 External lever page 53 (FMI
- MID 250, PPID 55 ECU temperature page 226
2, 3, 5, 9, 12)
(FMI 12)
- MID 164, PSID 69 Menu Control
- MID 250, PPID 427 Servo motor
Knob page 64 (FMI 3, 9)
temperature page 231 (FMI 0, 1)
- MID 250, PSID 209 Datalink, MID164 page 243
(FMI 12)
- MID 250, SID 253 Calibration memory
EEPROM (FMI 12)

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Engine communication. ECU power supply

- MID 187, SID 231 SAE J1939 data - MID 250, PID 168 Battery potential (FMI 0, 1)
link page 123 (FMI 2, 9, 12)
Electro/mechanical brake
- MID 187, SID 250 SAE J1708/J1587 data
link page 127 (FMI 12) - MID 250, PSID 4 Rudder brake page 239 (FMI
5, 6, 7)
- MID 187, PSID 200 Data Link,
MID128 page 166 (FMI 8, 9) Joystick function

EVC bus communication - MID 164, PSID 64 Joystick page 58 (FMI 2, 9,

DTC category: EVC bus communication
Fault code explanation: The SUS has entered the fail safe state due to faulty start up behaviour.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Gear set to neutral. Gear control regained after putting the lever into neutral
position.
Conditions for fault code: The SUS has not been able to start up the internal communication properly.
Suitable action: 1 Do a total reset by switching of the main switches.
2 Check that the system has the latest EVC software.
3 Check for other DTC that could cause this DTC to be set.

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FMI 12 – Faulty device or component

DTC category: EVC bus communication
Fault code explanation: HCU has lost the communication with the SUS / SCU or the HCU detects an
error integrity fault in rudder angle value from SUS / SCU.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Gear set to neutral. Gear control regained after putting the lever into neutral
position.
Conditions for fault code: The HCU has lost communication with the SUS / SCU.
DTL = 60 milliseconds
Possible reason: Open circuit in both EVC bus L and EVC bus H, X2:2 and X2:5, between the
HCU and the SUS / SCU.
Suitable action: 1 Check for other faultcodes that could display the root cause. This fault-
code could be set as a consequence of others.
2 Check all connectors and the wiring between the HCU and the SUS /
SCU. Check for push backs or loose wires in the connectors.
Logging parameter: Rudder Angle page 333 (only if SCU)
Measurements: Checking the EVC bus page 286

Circuit description
Please refer to EVC bus page 335.

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MID 164, PSID 138 Steering position

divergence
MID 164: HCU

FMI 7 – Mechanical system not responding properly

DTC category: Steering System
Fault code explanation: Requested rudder angle between the two drive lines deviates. The steering
wheel position data from fault setting HCU is not changed while steering
wheel position data read from other HCU over the sync bus is changed.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: Steering wheel data at one HCU is changed while steering wheel data at the
other HCU is not changed.
Suitable action: 1 Perform a Vodia log test, on both drivelines, to check the steering wheel
information the HCUs receive. Compare the steering wheel information
between the HCUs.
2 Check all connectors and the wiring between the steering wheel and
the HCU.
3 Replace the steering wheel unit.
Logging parameter: Steering wheel position page 321
Measurements: Checking the steering control bus page 293

FMI 10 – Abnormally large variations

DTC category: Steering System
Fault code explanation: Requested rudder angle between the two drive lines deviates too much.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: • Steering is disabled on one or several drivelines.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Valid steering wheel position data over the sync bus deviates with fault setting
HCUs steering wheel position more than permitted.
Suitable action: 1 Perform a Vodia log test, on both drivelines, to check the steering wheel
information the HCUs receive. Compare the steering wheel information
between the HCUs.
2 Check all connectors and the wiring between the steering wheel and
the HCU.
3 Replace the steering wheel unit.
Logging parameter: Steering wheel position page 321
Measurements: Checking the steering control bus page 293

Circuit description
Please refer to Steering control bus page 339.

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MID 164, PSID 139 Autopilot

MID 164: HCU

FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Too large steering angles requested.
Fault indication: Yellow alarm status.
Fault stored in memory: No.
Symptom: Can not enable/activate auto pilot.
Conditions for fault code: The auto pilot requests too large steering angles.
Possible reason: Faulty auto pilot.
Suitable action: 1 Check the LEDs flashing state on the auto pilot interface. (when stand
alone auto pilot)
2 Contact auto pilot supplier. (when stand alone auto pilot)
Measurements: Checking Autopilot Gateway LED page 308

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FMI 9 – Abnormal update rate

DTC category: Multilink bus
Fault code explanation: Communication between the EVC system and the auto pilot is lost or distur-
bed.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: • Engine speed limit. Throttle can be controlled between idle and the set
rpm limit.
• Can not enable/activate auto pilot.
Conditions for fault code: The communication between the EVC system and the auto pilot display or
CCU has been lost.
Possible reason: • Open circuit in the NMEA 2000 or multilink wiring to the CCU.
• Open circuit, short circuit or bad connection in the NMEA network.
• Open circuit, short circuit or bad connection in the wiring between the
auto pilot interface and the autopilot. (when stand alone auto pilot)
• Open circuit, short circuit or bad connection in the multilink wiring
between anything connected to the multilink and the HCU.
• Maximum multilink cable length exceeded.
• The auto pilot hardware has been turned off while the auto pilot function
was activated.
Suitable action: 1 Check all wiring connected to the NMEA 2000 network, the NMEA
power supply (max 12V), the NMEA termination plugs, the CCU and
the autopilot display.
2 Check all multilink wiring between the EVC system, the CCU and the
auto pilot display.
3 Check the LEDs flashing state on the auto pilot interface. (when stand
alone auto pilot)
4 Check all connectors and the wiring between the auto pilot interface on
the multilink bus and the auto pilot. (when stand alone auto pilot)
5 Check all multilink wiring and connectors between all panels, the hub,
the auto pilot interface and the HCU. Check for push backs or loose
wires in the connectors. (when stand alone auto pilot)
6 Check that the total length of the multilink, from the HCU to all devices
connected to the multilink and back to the HCU is < 40 m.
Measurements: • Checking the multilink bus page 288
• Checking Autopilot Gateway LED page 308

Circuit description
Please refer to Multilink bus page 340, VP autopilot
connection page 347 and NMEA page 347.

An auto pilot fault code is only set if the fault occurs

while the auto pilot function is active.
If an autopilot fault is suspected look for non active auto
pilot fault codes.

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MID 164, PSID 140 Incompatible

helm station software
MID 164: HCU

FMI 12 – Faulty device or component

DTC category: System mismatch
Fault code explanation: Incompatible sync bus communication protocol in one HCU.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Cranking disabled.
Conditions for fault code: Incompatible software between port and starboard HCU.
Suitable action: 1 Check the software version in the HCUs.
2 Download new EVC software and reprogram the driveline with the old-
est HCU software.

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MID 164, PSID 209 Data link, MID164

MID 164: HCU

FMI 8 – Abnormal frequency, pulse width or period

DTC category: Sync bus
Fault code explanation: There is no communication available on the sync bus between the HCUs.
Fault indication: Red alarm status.
Fault stored in memory: No.
Symptom: None.
Conditions for fault code: Sync failure with the other drivetrain on docking station.
Possible reason: • Multilink bus communication fault.
• Internal sync fault in the integrated lever HCU.
Suitable action: 1 Check all multilink wiring and connectors between all panels, the hub
and the HCU. Check for push backs or loose wires in the connectors.
2 Check that the right multilink y-split is used if the installation is a triple
or a quad installation. In a triple and quad installation syncronization
data is transfered through X5:1 and X5:3.
Measurements: Checking the multilink bus page 288

FMI 9 – Abnormal update rate

DTC category: Sync bus
Fault code explanation: There is no communication available on the sync bus between the HCUs.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Possible concurrent displayed • MID 164, PSID 69 Menu Control Knob page 64 (FMI 9)
fault code:
• MID 164, PSID 1590-95 (FMI 9)
Symptom: None.
Conditions for fault code: • Multilink bus communication fault.
• Internal sync fault in the integrated lever HCU.
Possible reason: Open circuit, short circuit or bad connection in the multilink wiring between
anything connected to the multilink and the HCU.
Suitable action: 1 Check all multilink wiring and connectors between all panels, the hub
and the HCU. Check for push backs or loose wires in the connectors.
2 Check that the right multilink y-split is used if the installation is a triple
or a quad installation. In a triple and quad installation syncronization
data is transfered through X5:1 and X5:3.
Measurements: Checking the multilink bus page 288

Circuit description
Please refer to Multilink bus page 340.

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MID 164, PSID 218 Data link 2,

MID187
MID 164: HCU

FMI 8 – Abnormal frequency, pulse width or period

DTC category: EVC bus communication
Fault code explanation: The HCU has lost communication with the PCU. The error occured while the
HCU was in passive, no active station, state.
Fault indication: No indication.
Fault stored in memory: No.
Symptom: • Sync lost if failure occurs on master HCU.
• Monitoring not possible on this HCU.
Conditions for fault code: The HCU receives no communication from PCU.
Possible reason: Open circuit, short circuit or bad connection in the EVC bus wiring between
the HCU and the PCU.
Suitable action: 1 Check all EVC bus wiring and connectors between the HCU and the
PCU. Check for push backs or loose wires in the connectors.
Logging parameter: EVC bus status page 329
Logging sub-parameter: CAN driver status
Measurements: Checking the EVC bus page 286

FMI 9 – Abnormal update rate

DTC category: EVC bus communication
Fault code explanation: The HCU has lost communication with the PCU. The error occured while the
HCU was in active, active station, state.
Fault indication: Red alarm status.
Fault stored in memory: No.
Symptom: • Engine speed limit. Throttle can be controlled between idle and the set
rpm limit.
• Gear to neutral.
• Impossible to start engine from key / start-stop panel connected to this
HCU.
Conditions for fault code: The HCU receives no communication from PCU.
Possible reason: Open circuit, short circuit or bad connection in the EVC bus wiring between
the HCU and the PCU.
Suitable action: 1 Check all EVC bus wiring and connectors between the HCU and the
PCU. Check for push backs or loose wires in the connectors.
Logging parameter: EVC bus status page 329
Logging sub-parameter: CAN driver status
Measurements: Checking the EVC bus page 286

Circuit description
Please refer to EVC bus page 335.

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MID 164, PSID 226 SAE J1939 Data

Link, Datalink2, MID164
MID 164: HCU

FMI 9 – Abnormal update rate

FMI 5 – Current below normal or open circuit

MID 130, SID 231 SAE J1939 data

link
MID 130: MGX

FMI 2 – Data erratic, intermittent or incorrect

FMI 12 – Faulty device or component

DTC category: Transmission system
Fault code explanation: No sensor detected during auto configuration.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: No transmission sensor detected by the PCU during auto configuration.
DTL = 2 seconds
Suitable action: 1 Perform an auto configuration.
2 Check all wiring and connectors between the transmission oil pressure
sensor and the PCU. Check for push backs or loose wires in the con-
nectors.
3 Check the transmission oil pressure sensor.
Measurements: Checking the transmission oil pressure sensor page 295

Circuit description
Please refer to Transmission oil and
temperature page 342.

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MID 187, PID 177 Gearbox oil

temperature
MID 187: PCU

FMI 0 – Data valid but above normal operational range

DTC category: Transmission system
Fault code explanation: The transmission oil temperature is too high.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: The transmission oil temperature is more than 95 ºC.
DTL = 4 seconds
Faultcode valid for: IPS2/3
Possible reason: • Too low transmission oil level.
• Faulty sensor
• Clogged oil cooler.
• Clogged oil strainer.
Suitable action: 1 Perform a Vodia log test.
2 Check the oil level.
3 Check for oil leakage.
4 Check the sensor.
5 Check the oil cooler and the strainer.
Please refer to the transmission workshop manual.
Logging parameter: Transmission Oil Temperature page 327
Measurements: Checking the transmission oil temperature sensor page 296

FMI 3 – Voltage above normal or shorted high

DTC category: Transmission system
Fault code explanation: Fault in the transmission sensor or sensor circuit.
Fault indication: No indication.
Fault stored in memory: Yes.
Symptom: Wrong transmission oil temperature reading in display.
Conditions for fault code: Voltage on PCU pin 66 exceeds 4.9 V.
DTL = 2 seconds
Possible reason: • Open circuit in the oil temperature signal.
• Open circuit in the sensor negative supply cable.
• Faulty sensor.
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the transmission oil temper-
ature sensor and the PCU. Check for push backs or loose wires in the
connectors.
3 Check the sensor.
Measurements: Checking the transmission oil temperature sensor page 296

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FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Transmission system
Fault code explanation: Fault in the transmission sensor or sensor circuit.
Fault indication: No indication.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: Voltage on PCU pin 66 is less than 0.02 V.
DTL = 2 seconds
Possible reason: • Short circuit between the transmission oil temperature signal cable and
battery negative.
• Faulty sensor.
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the transmission oil temper-
ature sensor and the PCU. Check for push backs or loose wires in the
connectors.
3 Check the sensor.
Measurements: Checking the transmission oil temperature sensor page 296

FMI 7 – Mechanical system not responding properly

DTC category: Transmission system
Fault code explanation: Fault in the transmission sensor or sensor circuit.
Fault condition: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: Transmission sensor fault while slip function is activated.
DTL = 2 seconds
Possible reason: • Bad wiring between the transmission oil temperature sensor and the
PCU.
• Faulty sensor.
Suitable action: 1 Check all wiring and connectors between the transmission oil temper-
ature sensor and the PCU. Check for push backs or loose wires in the
connectors.
2 Check the sensor.
Measurements: Checking the transmission oil temperature sensor page 296

Circuit description
Please refer to Transmission oil and
temperature page 342.

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MID 187, PID 191 Output shaft speed

MID 187: PCU

FMI 2 – Data erratic, intermittent or incorrect

DTC category: Transmission system
Fault code explanation: Faulty propeller shaft speed sensor.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Slip function not available.
Conditions for fault code: Faulty propeller shaft speed sensor.
DTL = 200 milliseconds
Possible reason: • Bad wiring between the propeller shaft speed sensor and the PCU.
• Faulty propeller shaft speed sensor.
Suitable action: 1 Check all wiring and connectors between the propeller shaft speed
sensor and the PCU. Check for push backs or loose wires in the con-
nectors.
2 Check the propeller shaft speed sensor.
Measurements: Checking the propeller shaft speed sensor page 298

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FMI 7– Mechanical system not responding properly

DTC category: Transmission system
Fault code explanation: Slip solenoid fault detected during slip.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: • Gear set to neutral. Gear control regained after putting the lever into
neutral position.
• Slip function not available.
Conditions for fault code: Slip solenoid fault detected during slip.
DTL = 200 milliseconds
Possible reason: • Bad wiring between the slip solenoid and the PCU.
• Bad wiring between the propeller shaft speed sensor and the PCU.
• Faulty slip solenoid.
• Faulty propeller shaft speed sensor.
Suitable action: 1 Check all wiring and connectors between the slip solenoid and the PCU.
Check for push backs or loose wires in the connectors.
2 Check all wiring and connectors between the propeller shaft speed
sensor and the PCU. Check for push backs or loose wires in the con-
nectors.
3 Check the slip solenoid.
4 Check the propeller shaft speed sensor.
Measurements: • Checking the slip solenoid page 300
• Checking the propeller shaft speed sensor page 298

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FMI 10 – Abnormally large variations

DTC category: Transmission system
Fault code explanation: Deviation between requested shaft speed and current shaft speed.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: Slip function disabled.
Conditions for fault code: Deviation between requested shaft speed and current shaft speed.
DTL = 2 seconds
Possible reason: • Bad wiring between the slip solenoid and the PCU.
• Bad wiring between the propeller shaft speed sensor and the PCU.
• Faulty slip solenoid.
• Faulty propeller shaft speed sensor.
Suitable action: 1 Check all wiring and connectors between the slip solenoid and the PCU.
Check for push backs or loose wires in the connectors.
2 Check all wiring and connectors between the propeller shaft speed
sensor and the PCU. Check for push backs or loose wires in the con-
nectors.
3 Check the slip solenoid.
4 Check the propeller shaft speed sensor.
Measurements: • Checking the slip solenoid page 300
• Checking the propeller shaft speed sensor page 298

Circuit description
Please refer to Slip page 343.

FMI 12 – Faulty device or component

DTC category: Engine communication.
Fault code explanation: Engine bus fault.
Fault indication: Yellow alarm status.
Fault stored in memory: No.
Symptom: None.
Conditions for fault code: The PCU has lost or detected too many errors in the CAN communication
with EECU and has shut down the interface.
DTL = 2 seconds
Possible reason: • The AUX stop button has been activated or has got stuck, or there is
an open circuit in the cables for the button.
• If a fire alarm is installed, it might have tripped the stop relay.
• Open circuit in ignition output wire.
• Open circuit in one of or both CAN L and CAN H between engine and
PCU.
• CAN H and CAN L between engine and PCU shorted together, short to
battery negative or short to supply.
• Short circuit between battery negative and ignition output.
• Software problem in the engine ECU.
Suitable action: 1 Check that the AUX stop button functions correctly.
2 Check the status of the stop relay.
3 Check all wiring and connectors between the PCU and the EECU.
Check for push backs or loose wires in the connectors.
4 Reprogram engine ECU.
Measurements: Checking the PCU-EECU wiring page 301

Circuit description
Please refer to PCU - EECU wiring page 343.

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30-2 Fault Tracing

MID 187, SID 240 Program memory

MID 187: PCU

FMI 2 – Data erratic, intermittent or incorrect

DTC category: Programming
Fault code explanation: No software loaded or there is something wrong with the software causing
the PCU to remain in boot mode.
Fault indication: Yellow alarm status.
Fault stored in memory: No.
Symptom: System can not be started.
Conditions for fault code: Checksum fault or no software loaded.
Possible reason: • No main software in the PCU.
• PCU has been replaced.
• Checksum error.
Suitable action: 1 Reprogram PCU.

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30-2 Fault Tracing

MID 187, SID 250 SAE J1708/J1587

data link
MID 187: PCU

FMI 12 – Faulty device or component

Circuit description
Please refer to EVC bus page 335.

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30-2 Fault Tracing

MID 187, PPID 398 Shift actuator

position relative to pot supply
MID 187: PCU

FMI 3 – Voltage above normal or shorted high

DTC category: Transmission system
Fault code explanation: The signal from the gear shift actuator potentiometer is outside normal range.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Engine shutdown.
Conditions for fault code: Voltage between PCU pin 29 and 53 exceeds 4.55 V.
DTL = 200 milliseconds
Possible reason: • Open circuit in potentiometer negative supply.
• Short circuit between actuator feedback signal and potentiometer pos-
itive supply.
Suitable action: 1 Check gear shift potentiometer for internal short circuit or open circuit.
2 Check all wiring and connectors between the PCU and the gear shift
actuator. Check for push backs or loose wires in the connectors.
Logging parameter: • Shift actuator position relative to pot supply page 328
• Potentiometer supply, shift actuator page 328
Measurements: Checking the gear shift actuator potentiometer page 302

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FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Transmission system
Fault code explanation: The signal from the gear shift actuator potentiometer is outside normal range.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Engine shutdown.
Conditions for fault code: Voltage between PCU pin 29 and 53 is less than 0.35 V.
DTL = 200 milliseconds
Possible reason: • Open circuit in actuator feedback signal.
• Open circuit in potentiometer positive supply.
• Short circuit between potentiometer positive supply and potentiometer
negative supply.
• Short circuit between actuator feedback signal and potentiometer neg-
ative supply.
• Short circuit between actuator feedback signal and potentiometer pos-
itive supply.
Suitable action: 1 Check gear shift potentiometer for internal short circuit or open circuit.
2 Check all wiring and connectors between the PCU and the gear shift
actuator. Check for push backs or loose wires in the connectors.
Logging parameter: • Shift actuator position relative to pot supply page 328
• Potentiometer supply, shift actuator page 328
Measurements: Checking the gear shift actuator potentiometer page 302

Circuit description
Please refer to Gear shift actuator page 344.

DTC category: Power trim system
Fault code explanation: The signal from the power trim potentiometer is outside normal range.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: Not possible to control the power trim. No valid trim position in display.
Conditions for fault code: Voltage between PCU pin 13 and 36 is less than 0.25 V.
DTL = 2 seconds
Possible reason: • Open circuit in power trim potentiometer positive supply.
• Short circuit between power trim feedback signal and power trim poten-
tiometer negative supply.
• Short circuit between the negative supply to the trim potentiometer and
the control signal for power trim up or down.
Suitable action: 1 Check all wiring and connectors between the PCU and the power trim
potentiometer. Check for push backs or loose wires in the connectors.
2 Check the power trim potentiometer.
3 Check the power trim potentiometer's connection to the transom shield.
Logging parameter: Power trim position relative to pot supply page 328
Measurements: Checking the power trim potentiometer page 307

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

DTC category: Transmission system
Fault code explanation: Primary shift solenoid output driver in the PCU indicates a fault.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Gear output deactivated.
Conditions for fault code: Current on PCU pin 1 exceeds 3 A.
DTL = 200 milliseconds
Possible reason: • Short circuit in primary shift solenoid wiring.
• Faulty primary shift solenoid.
Suitable action: 1 Check the solenoid valves. With the engine stopped: Switch connectors
between the primary and secondary solenoid valves and check if the
fault code remains or shifts to PSID 22.If the fault code shifts to PSID
22 it is probably fault in the primary solenoid valve. If not, check the
cable for the reversing gear solenoids.
2 Check all wiring and connectors between the primary shift solenoid and
the PCU. Check for push backs or loose wires in the connectors.
3 Check the primary shift solenoid.
Measurements: • Checking the shift solenoid page 299
• Checking the actuator / shift solenoid output driver voltage page 303

Circuit description
Please refer to Gear shift solenoids page 344.

direction 1 (pos. supply sw.)
MID 187: PCU

FMI 0 – Data valid but above normal operational range

DTC category: Transmission system
Fault code explanation: Condition for normal shift not fulfilled.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: Gear shifting takes longer time than normal.
Conditions for fault code: Actual engine speed exceeds maximum allowed engine speed during the
gear shifting phase. The actual engine speed does not drop fast enough with
in a specified time limit.
DTL = 3000 milliseconds
Suitable action: 1 Check for other DTC that could cause this DTC to be set.

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FMI 7 – Mechanical system not responding properly

DTC category: Transmission system
Fault code explanation: The gear shift actuator can not reach requested gear shift position.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Engine shutdown.
Conditions for fault code: Deviation between the requested gear shift set point and current position.
The selector fork does not reach expected endpoint within specified time limit.
DTL = 200 milliseconds
Possible reason: • The gear shift wire runs too hard or was connected to the selector fork
before the actuator had found its starting position.
• Bad wiring between the gear shift actuator and the PCU.
• Fault in the actuator output driver in the PCU.
Suitable action: 1 Be sure to use Volvo Penta's recommended low friction gear shift wire.
Disconnect the gear shift wire from the actuator and check that the gear
shift wire runs as smoothly as possible. While the wire is disconnected
let the actuator find its starting position by turning the start key to posi-
tion 1.
Change between forward, reverse and neutral and check if the actuator
behaves properly.
The actuator will make a jump to its starting position. Turn the starting
key to position 0 and connect the gear shift wire.
2 Perform a Vodia log test.
Logging parameter Transmission range attained changes status
between D, N, R when the new position is reached. So if the actuator
does not reach its position the parameter will not change status.
Logging parameter Shift actuator position relative to pot supply shows
the actuator position with a feedback voltage value.
3 Check all wiring and connectors between the gear shift actuator and
the PCU. Check for push backs or loose wires in the connectors.
4 Check the actuator output driver voltage.
Measurements: Checking the actuator / shift solenoid output driver voltage page 303
Logging parameter: • Transmission range attained page 327
• Shift actuator position relative to pot supply page 328

Circuit description
Please refer to Gear shift actuator page 344.

FMI 10 – Abnormally large variations

DTC category: Power trim system
Fault code explanation: The trim angle of the drive has changed without a request.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Not possible to trim the drive.
Conditions for fault code: The trim angle of the drive has increased more than 7 degrees since the last
valid request.
Possible reason: • Hydraulic leak in the power trim system.
• Faulty trim potentiometer.
Suitable action: 1 Perform a Vodia log test, while driving in reverse to see if the trim posi-
tion changes.
2 Check all the connections and hoses in the hydraulic trim system for
leakage while driving in reverse.
3 Check the function of the trim potentiometer.
Logging parameter: Calibrated power trim position page 328
Measurements: Checking the power trim potentiometer page 307

Circuit description
Please refer to Power Trim page 345.

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MID 187, PSID 31 POWER TRIM -

Motor direction DOWN (Pos. supply
sw.)
MID 187: PCU

FMI 3 – Voltage above normal or shorted high

DTC category: Power trim system
Fault code explanation: PCU has detected a failure in the output driver circuit to the trim pump.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: Not possible to trim the drive.
Conditions for fault code: Electrical failure in the circuit between the PCU and the trim pump. Will be
set if the PCU detects that the drive, after a request been sent, does not
change its position.
DTL = 200 milliseconds
Possible reason: The PCU trim pump output indicates a short circuit.
Suitable action: 1 Check all wiring and connectors between the PCU and the trim pump.
2 Check the trim pump down relay.
Measurements: Checking the power trim control signal page 309

DTC category: Transmission system
Fault code explanation: The signal from the gear shift actuator potentiometer is outside normal range.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: • Cranking disabled.
• Engine shutdown.
Conditions for fault code: Voltage on PCU pin 29 exceeds 1 V.
DTL = 200 milliseconds
Possible reason: • Open circuit in potentiometer negative supply.
• Short circuit between gear feedback signal and potentiometer positive
supply.
Suitable action: 1 Check wiring between PCU and the gear shift actuator potentiometer.
Check for push backs or loose wires in the connectors.
2 Check the gear shift actuator potentiometer.
Logging parameter: • Potentiometer supply, shift actuator page 328
• Shift actuator position relative to pot supply page 328
Measurements: Checking the gear shift actuator potentiometer page 302

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30-2 Fault Tracing

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Transmission system
Fault code explanation: The signal from the gear shift actuator potentiometer is outside normal range.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: • Cranking disabled.
• Engine shutdown.
Conditions for fault code: Voltage on PCU pin 29 is less than 0.05 V.
DTL = 200 milliseconds
Possible reason: • Open circuit in gear feedback signal.
• Open circuit in potentiometer negative supply.
• Open circuit in potentiometer positive supply.
• Short circuit between potentiometer positive supply and potentiometer
negative supply.
• Short circuit between gear feedback signal and potentiometer negative
supply.
• Short circuit between gear feedback signal and potentiometer positive
supply.
Suitable action: 1 Check wiring between PCU and the gear shift actuator potentiometer.
Check for push backs or loose wires in the connectors.
2 Check the gear shift actuator potentiometer.
Logging parameter: • Potentiometer supply, shift actuator page 328
• Shift actuator position relative to pot supply page 328
Measurements: Checking the gear shift actuator potentiometer page 302

Circuit description
Please refer to Gear shift actuator page 344.

30-2 Fault Tracing

FMI 9 – Abnormal update rate

DTC category: Engine communication.
Fault code explanation: PCU has lost communication with the EECU.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Possible concurrent displayed MID 187, PSID 231 Incompatible chassi id page 170
fault code:
Symptom: • Gear set to neutral. Gear control regained after putting the lever into
neutral position.
• Engine speed limit. Throttle can be controlled between idle and the set
rpm limit.
Conditions for fault code: PCU lost both J1939 and J1587 communication with EECU.
DTL = 200 milliseconds
Possible reason: • Battery voltage too low.
• Open circuit in ignition output wire.
• Open circuit in one of or both CAN L and CAN H between the EECU
and the PCU.
• CAN H and CAN L between engine and PCU shorted together, short to
battery negative or short to battery positive.
• Short circuit between battery negative and ignition output.
Suitable action: 1 Check battery voltage.
2 Check all EVC bus wiring and connectors between the EECU and the
PCU. Check for push backs or loose wires in the connectors.
Logging parameter: EVC status, reconfiguration page 329
Logging sub-parameter: Engine limphome
Measurements: Checking the PCU-EECU wiring page 301

Circuit description
Please refer to PCU - EECU wiring page 343.

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30-2 Fault Tracing

MID 187, PSID 205 Data link, MID 130

MID 187: PCU

FMI 9 – Abnormal update rate

DTC category: MGX transmission.
Fault code explanation: Data bus communication failure between the PCU and the MGX ECU.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Gear set to neutral. Gear control regained after putting the lever into neutral
position.
Conditions for fault code: Too many error frames on the EVC bus.
DTL = 200 milliseconds
Possible reason: • Open or short circuit in the data bus between the PCU and the MGX
ECU.
• Too fast shutdown / restart sequence.
Suitable action: 1 Check all cables and connectors between the MGX ECU and the PCU.
2 The MGX ECU needs more time than the PCU to shutdown and to start
up, Therefore if a fast shutdown / restart sequence is performed the
PCU could loose contact with the MGX ECU.
Wait for the system to shutdown completely before a restart is per-
formed.
Measurements: Fault tracing of cables and connectors page 26

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MID 187, PSID 226 SAE J1939 Data

Link, Datalink2, MID164
MID 187: PCU

FMI 9 – Abnormal update rate

memory EEPROM
MID 194: ICM

FMI 2 – Data erratic, intermittent or incorrect

An inactive DTC could be stored if there has been problems with the ICM
power supply.
Possible reason: The port interceptor blade or the servo unit is stuck.
Suitable action: 1 Check the interceptor shaft torque.
2 Check the interceptor movement range.
3 Check the servo motor function.
Logging parameter: Torque interceptor 1-4

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FMI 15 – Data valid but out of normal operational range

Fault code explanation: Current too high in servo during calibration routine.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: Servo unit torque > 25 Nm during the calibration routine.
Possible reason: Port servo unit is stuck.
Suitable action: 1 Check the interceptor shaft torque.
2 Check the interceptor movement range.
3 Check the servo motor function.
Logging parameter: Torque interceptor 1-4

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MID 194, PSID 2 Servo Module 2

MID 194: ICM

FMI 0 – Data valid but below operational range

FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Interceptor position lost.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: STBD servo lost the interceptor postion.
Suitable action: 1 Restart the system so that the calibration routine is performed.

FMI 3 – Voltage above normal or shorted high

Fault code explanation: Faulty servo unit circuit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: Servo unit circuit voltage above threshold limit. ICM supply voltage > 33 V.
DTM = 10 ms
Suitable action: 1 Check all wiring and connectors between the ICM and the STBD servo
unit.
Measurements: Checking the ICM servo unit wiring page 316

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FMI 4 – Voltage below normal or shorted low

Fault code explanation: Faulty servo unit circuit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Possible concurrent displayed MID 194, PSID 2, FMI 9
fault code:
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: Servo unit circuit voltage below threshold limit. ICM supply voltage < 9 V.
DTM = 100 ms
Possible reason: • Faulty ICM power supply due to poor battery status. When this fault
occurs, other servo units will also set this DTC.
• Open circuit in the power supply wiring between the ICM and the STBD
servo unit.
• Open circuit in CAN communication wiring between ICM and STBD
servo unit.
• Short circuit between the CAN communication wiring between ICM and
STBD servo unit.
• Short circuit between the CAN communication and servo unit supply
wiring between ICM and STBD servo unit.
Suitable action: 1 Check the status of the battery that power supplies ICM.
2 Check all wiring and connectors between the ICM and the STBD servo
unit. Check for push backs or loose wires in the connectors.
Measurements: Checking the ICM servo unit wiring page 316

FMI 8 – Abnormal frequency, pulse width or period

Fault code explanation: Faulty servo unit circuit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: Over current detected in the servo unit or in the ICM.
Possible reason: • Short circuit in the power supply wiring between the ICM and the STBD
servo unit.
• Internally short circuit in the servo unit.
• Internally short circuit in the ICM.
Suitable action: 1 Check all wiring and connectors between the ICM and the STBD servo
unit. Check for push backs or loose wires in the connectors.
2 Test with another servo unit to verify if it is a faulty servo unit or a faulty
ICM.
Measurements: Checking the ICM servo unit wiring page 316

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30-2 Fault Tracing

FMI 9 – Abnormal update

Fault code explanation: ICM lost the communication with the servo unit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Possible concurrent displayed MID 194, PSID 2, FMI 4
fault code:
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: The ICM lost communication with the servo unit.
Possible reason: • Open circuit in all wiring between ICM and STBD servo unit.
• Short circuit between the CAN communication wiring between ICM and
STBD servo unit.
• Short circuit between the CAN communication and servo unit supply
wiring between ICM and STBD servo unit.
Suitable action: 1 Check all wiring and connectors between the ICM and the STBD servo
unit. Check for push backs or loose wires in the connectors.
Measurements: Checking the ICM servo unit wiring page 316

Fault code explanation: ICM lost the communication with the servo unit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Possible concurrent displayed MID 194, PSID 3, FMI 4
fault code:
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: The ICM lost communication with the servo unit.
Possible reason: • Open circuit in all wiring between ICM and port inner servo unit.
• Short circuit between the CAN communication wiring between ICM and
port inner servo unit.
• Short circuit between the CAN communication and servo unit supply
wiring between ICM and port inner servo unit.
Suitable action: 1 Check all wiring and connectors between the ICM and the port inner
servo unit. Check for push backs or loose wires in the connectors.
Measurements: Checking the ICM servo unit wiring page 316

FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Interceptor position lost.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: STBD inner servo lost the interceptor position.
Suitable action: 1 Restart the system so that the calibration routine is performed.

FMI 3 – Voltage above normal or shorted high

Fault code explanation: Faulty servo unit circuit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: Servo unit circuit voltage above threshold limit. ICM supply voltage >33 V.
DTM = 10 ms
Suitable action: 1 Check all wiring and connectors between the ICM and the STBD inner
servo unit.
Measurements: Checking the ICM servo unit wiring page 316

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FMI 4 – Voltage below normal or shorted low

Fault code explanation: Faulty servo unit circuit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Possible concurrent displayed MID 194, PSID 4, FMI 9
fault code:
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: Servo unit circuit voltage below threshold limit. ICM supply voltage < 9 V.
DTM = 100 ms
Possible reason: • Faulty ICM power supply due to poor battery status. When this fault
occurs, other servo units will also set this DTC.
• Open circuit in the power supply wiring between the ICM and the STBD
inner servo unit.
• Open circuit in CAN communication wiring between ICM and STBD
inner servo unit.
• Short circuit between the CAN communication wiring between ICM and
STBD inner servo unit.
• Short circuit between the CAN communication and servo unit supply
wiring between ICM and STBD inner servo unit.
Suitable action: 1 Check the status of the battery that power supplies ICM.
2 Check all wiring and connectors between the ICM and the STBD inner
servo unit. Check for push backs or loose wires in the connectors.
Measurements: Checking the ICM servo unit wiring page 316

FMI 8 – Abnormal frequency, pulse width or period

Fault code explanation: Faulty servo unit circuit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: Over current detected in the servo unit or in the ICM.
Possible reason: • Short circuit in the power supply wiring between the ICM and the STBD
inner servo unit.
• Internally short circuit in the servo unit.
• Internally short circuit in the ICM.
Suitable action: 1 Check all wiring and connectors between the ICM and the STBD inner
servo unit. Check for push backs or loose wires in the connectors.
2 Test with another servo unit to verify if it is a faulty servo unit or a faulty
ICM.
Measurements: Checking the ICM servo unit wiring page 316

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FMI 9 – Abnormal update

Fault code explanation: ICM lost the communication with the servo unit.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes
Possible concurrent displayed MID 194, PSID 1, FMI 4
fault code:
Symptom: Limited functionality in the interceptor system.
Conditions for fault code: The ICM lost communication with the servo unit.
Possible reason: • Open circuit in all wiring between ICM and STBD inner servo unit.
• Short circuit between the CAN communication wiring between ICM and
STBD inner servo unit.
• Short circuit between the CAN communication and servo unit supply
wiring between ICM and STBD inner servo unit.
Suitable action: 1 Check all wiring and connectors between the ICM and the STBD inner
servo unit. Check for push backs or loose wires in the connectors.
Measurements: Checking the ICM servo unit wiring page 316

Fault indication: None.
Symptom: None.
Conditions for fault code: In passive mode (using the zinc anode) the CPM has measured that the
potential between the active titanium anode (which is disconnected while in
passive mode) and the reference electrode is too negative. The targeted
potential (-450mV) between the reference electrode and the active anode is
increasing. The potential becomes more negative.
The polarization potential is lower than -1000mV.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
Logging parameter: • Polarization potential #1 / Polarization potential #2 page 331
• Protection measure #1 / Protection measure #2 page 332
Measurements: Checking the CPM signals page 315

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30-2 Fault Tracing

FMI 4 – Voltage below normal or shorted to lower voltage

Fault code explanation: Active anode polarization value is too high.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: None.
Symptom: None.
Conditions for fault code: In passive mode (using the zinc anode) the CPM has measured that the
potential between the active titanium anode (which is disconnected while in
passive mode) and the reference electrode is too positive. The targeted
potential (-450 mV) between the reference electrode and the active anode is
decreasing. The potential becomes more positive.
The polarization potential exceeds 8000 mV.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
Logging parameter: • Polarization potential #1 / Polarization potential #2 page 331
• Protection measure #1 / Protection measure #2 page 332
Measurements: Checking the CPM signals page 315

Circuit description
Please refer to CPM page 348.

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MID 200, PPID 345 Passive anode

potential #1
MID 200: CPM

FMI 3 – Voltage above normal or shorted high

Fault code explanation: The passive anode potential is decreasing, becomes more positive, than a
threshold value.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: None.
Symptom: None.
Conditions for fault code: In active mode (using the active titanium anode) the CPM has measured that
the potential of the passive zinc anode (which is disconnected while in active
mode) is too positive. The expected potential (≈-1050mV) between the ref-
erence cell and the passive zinc anode is decreasing. The potential becomes
more positive.
The passive anode potential is lower than -700mV.
Suitable action: 1 Change the zinc anode.
2 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
Logging parameter: • Passive anode potential #1 / Passive anode potentia l#2 page 331
• Protection measure #1 / Protection measure #2 page 332
Measurements: Checking the CPM signals page 315

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30-2 Fault Tracing

FMI 4 – Voltage below normal or shorted to lower voltage

Fault code explanation: The passive anode potential is increasing, becomes more negative, than a
threshold value.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: None.
Symptom: None.
Conditions for fault code: In active mode (using the active titanium anode) the CPM has measured that
the potential of the passive zinc anode (which is disconnected while in active
mode) is too negative. The expected potential (≈-1050mV) between the ref-
erence cell and the passive zinc anode is increasing. The potential becomes
more negative.
The passive anode potential exceeds -1300mV.
Possible reason: • The zinc anode worn out.
• Open circuit in the passive anode input wire between the CPM and the
ATU.
• Short circuit between the passive anode input wire and one reference
electrode input wire between the ATU and the CPM.
Suitable action: 1 Change the zinc anode.
2 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
Logging parameter: • Passive anode potential #1 / Passive anode potentia l#2 page 331
• Protection measure #1 / Protection measure #2 page 332
Measurements: Checking the CPM signals page 315

Circuit description
Please refer to CPM page 348.

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30-2 Fault Tracing

MID 200. PPID 346 Active anode

potential #2
MID 200: CPM

FMI 0 – Data valid but above normal operational range

Fault code explanation: Active anode potential is too high.

NOTICE! Fault setting unit is Transom unit #2.

FMI 0 – Data valid but above normal operational range

Fault code explanation: The drive leg has too positive voltage potential.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: Yellow alarm status.
Symptom: ACP status is changed to “No protection”.
Conditions for fault code: The potential between the drive leg and the reference electrode is too posi-
tive, above -150 mV.
This condition has been true for more than 10 minutes. It is a risk of corrosion.
Possible reason: The zinc anode worn out.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
2 Check that the drive legs are isolated from battery negative.
3 Check that the batteries are charged, over 13 V or over 26 V, by shore
power, genset engine or that the engine is running at idle.
4 Check the zinc anode.
Logging parameter: • Polarization potential #1 / Polarization potential #2 page 331
• Passive anode potential #1 / Passive anode potentia l#2 page 331
• Protection measure #1 / Protection measure #2 page 332
Measurements: Checking the CPM signals page 315

FMI 1 – Data valid but below operational range

Fault code explanation: The drive leg has too negative voltage potential.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: Yellow alarm status.
Symptom: None.
Conditions for fault code: The potential between the drive leg and the reference electrode is too neg-
ative, below -1200 mV. This condition has been true for more than 10
minutes.
The drive leg is severly over protected and marine growth will be stimulated.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
2 Check that the drive leg is isolated from battery negative.
3 Check that the batteries are charged, over 13 V or over 26 V, by shore
power, genset engine or that the engine is running at idle.
Logging parameter: • Polarization potential #1 / Polarization potential #2 page 331
• Passive anode potential #1 / Passive anode potentia l#2 page 331
• Protection measure #1 / Protection measure #2 page 332
Measurements: Checking the CPM signals page 315

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FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Reference failure.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: Yellow alarm status.
Symptom: No ACP functionality is available.
Conditions for fault code: All three reference electrodes in the transom unit differ more than 75 mV from
each other. The CPM enters failure mode since no correct measurement can
be done.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
2 Contact Volvo Penta.
Logging parameter: ECU state page 331
Measurements: Checking the CPM signals page 315

FMI 3 – Voltage above normal or shorted high

Fault code explanation: The drive leg has too positive voltage potential.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: None.
Symptom: None.
Conditions for fault code: The potential between the drive leg and the reference electrode is between
-150 mV and -300 mV. This condition has been true for more than 10 minutes.
This fault code can be set temporarily and will disappear after charging the
batteries. The drive legs are fully protected.
Possible reason: The zinc anode worn out.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
2 Check that the drive leg is isolated from battery negative.
3 Check that the batteries are charged, over 13 V or over 26 V, by shore
power, genset engine or that the engine is running at idle.
4 Check the zinc anode.
Logging parameter: • Polarization potential #1 / Polarization potential #2 page 331
• Passive anode potential #1 / Passive anode potentia l#2 page 331
• Protection measure #1 / Protection measure #2 page 332
Measurements: Checking the CPM signals page 315

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FMI 4 – Voltage below normal or shorted to lower voltage

Fault code explanation: The drive leg has too negative voltage potential.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: None.
Symptom: None.
Conditions for fault code: The potential between the drive leg and the reference electrode is between
-1000 mV and -1200 mV. This condition has been true for more than 10
minutes.
The drive legs are over protected and marine growth will be stimulated. It will
not damage any NiBrAl material.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drive legs.
2 Check that the drive leg is isolated from battery negative.
3 Check that the batteries are charged, over 13 V or over 26 V, by shore
power, genset engine or that the engine is running at idle.
Logging parameter: • Polarization potential #1 / Polarization potential #2 page 331
• Passive anode potential #1 / Passive anode potentia l#2 page 331
• Protection measure #1 / Protection measure #2 page 332
Measurements: Checking the CPM signals page 315

FMI 12 – Faulty device or component

Fault code explanation: Hardware failure.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: Yellow alarm status.
Symptom: No ACP functionality is available.
Conditions for fault code: Internal hardware problem in the CPM.
Suitable action: 1 Replace the CPM.
Logging parameter: ECU state page 331

FMI 13 – Calibration value out of range

Fault code explanation: Reference error.

NOTICE! Fault setting unit is Transom unit #1.

NOTICE! Fault setting unit is Transom unit #2.

FMI 13 – Calibration value out of range

Fault code explanation: Reference error.

NOTICE! Fault setting unit is Transom unit #2.

Circuit description
Please refer to CPM page 348.

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MID 200, PPID 447 Polarization

current #1
MID 200: CPM

FMI 0 – Data valid but above normal operational range

Fault code explanation: CPM current output is too high.

NOTICE! Fault setting unit is Transom unit #1.

FMI 1 – Data valid but below operational range

Fault code explanation: CPM current output is too low.

NOTICE! Fault setting unit is Transom unit #1.

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FMI 5 – Current below normal or open circuit

Fault code explanation: Target error.

NOTICE! Fault setting unit is Transom unit #1.

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

Fault code explanation: Isolation

NOTICE! Fault setting unit is Transom unit #1.

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MID 200, SID 231 SAE J1939 data

link
MID 200: CPM

FMI 2 – Data erratic, intermittent or incorrect

MID 200, SID 254 Controller 1

MID 200: CPM

FMI 8 – Abnormal frequency, pulse width or period

Fault code explanation: A node has shut down due to too many internal resets or a fault on the unit
meaning it should be replaced.Internal fault in CPM.
Fault indication: Yellow alarm status.
Symptom: The ACP is not activated.
Conditions for fault code: Internal fault in CPM.
Suitable action: 1 Restart the system.
2 Change the CPM unit.

FMI 12 – Faulty device or component

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MID 200, PSID 209 Data link, MID 164

MID 200: CPM

FMI 9 – Abnormal update rate

FMI 9 – Abnormal update rate

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FMI 11 – Unidentifiable error

FMI 12 – Faulty device or component

DTC category: Programming
Fault code explanation: SUS software checksum incorrect.
Fault indication: No indication.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: SUS software checksum incorrect.
Suitable action: 1 Reprogram the SUS unit.

FMI 14 – Special instructions

DTC category: Programming
Fault code explanation: Memory data incorrect in SUS.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: • SUS unit will not be active.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Memory data incorrect in SUS.
Suitable action: 1 Perform an auto configuration.
2 Reprogram the SUS unit.

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MID 250, PPID 55 ECU temperature

MID 250: SUS

FMI 12 – Faulty device or component

DTC category: ECU internal
Fault code explanation: The SUS unit has two different temperature sensors, one for the ECU hard-
ware and one for the servo motor. SUS supervises that the two sensors have
almost the same value.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: Faulty sensor, one of the two temperature sensors are faulty.
Suitable action: 1 Change the SUS unit.
2 Perform IPS calibration.
3 Report calibration data to VPPN.

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MID 250, PPID 393 EVC Bus power

input (E)
MID 250: SUS

FMI 4 – Voltage below normal or shorted to lower voltage

MID 250, PSID 2 EVC bus power

output C
MID 250: SUS

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: EVC bus power
Fault code explanation: Fault in the EVC bus back up power supply. The SUS is the supplier of the
back up power supply.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Possible concurrent displayed MID 164, PPID 393 EVC Bus power input (E) page 41
fault code:
Symptom: None.
Conditions for fault code: Voltage between pin X2:4 and X2:6 is less than 6 V.
DTL = 9 seconds
Possible reason: • Short circuit in the EVC bus back up power supply between the EVC
ECUs.
• Open circuit in the EVC bus back up power supply between the EVC
ECUs.
• Low battery power or broken fuse.
Suitable action: 1 Check the EVC bus back up power supply voltage between the EVC
ECUs. Check for push backs or loose wires in the connectors.
2 Check the battery and fuse status.
3 Check all EVC bus wiring and connectors between the EVC ECUs.
Measurements: Checking the EVC bus page 286

Circuit description
Please refer to EVC bus page 335.

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MID 250, PSID 3 Servo motor

MID 250: SUS

FMI 0 – Data valid but above normal operational range

FMI 1 – Data valid but below operational range

DTC category: SUS power
Fault code explanation: The SUS has detected a fault in the servomotor or has detected a problem
with controlling the steering. The faultcode can be a consequence of other
faultcodes.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: • Steering is disabled.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Supply voltage to the servo motor is too low. This may occur during crank if
battery capacity or battery status is too poor.
Possible reason: • Defective battery.
• Poor battery connection.
• Poor power supply connection to the SUS.
• Excessive voltage drop in the SUS power supply circuit.
• Poor battery charging.
Suitable action: 1 Check for other faultcodes that could cause this faultcode.
2 Check battery status, battery connections and the battery charging cir-
cuit. Check that the sensor cable at the alternator is fitted correctly.
3 Check that all power supply wiring and the connections to the SUS is
correctly connected. Measure the voltage on B+ and B- on the SUS.
4 Check the SUS circuit breaker for excessive voltage drop.

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FMI 3 – Voltage above normal or shorted high

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: SUS power
Fault code explanation: The SUS has detected a fault in the servomotor or has detected a problem
with controlling the steering. The faultcode can be a consequence of other
faultcodes.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: • Steering is disabled.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Supply voltage to the servo motor is below 9.5 V after entering self test mode.
DTL = 50 milliseconds
Possible reason: • Defective battery.
• Poor battery connection.
• Poor power supply connection to the SUS.
• Excessive voltage drop in the SUS power supply circuit.
• Poor battery charging.
Suitable action: 1 Check for other faultcodes that could cause this faultcode.
2 Check battery status, battery connections and the battery charging cir-
cuit. Check that the sensor cable at the alternator is fitted correctly.
3 Check that all power supply wiring and the connections to the SUS is
correctly connected. Measure the voltage on B+ and B- on the SUS.
4 Check the SUS circuit breaker for excessive voltage drop.

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Communication
MID 250: SUS

FMI 9 – Abnormal update rate

DTC category: EVC bus communication
Fault code explanation: SUS has lost communication with an active HCU.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: • Steering is disabled.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: The SUS has no communication with any active HCU.
Possible reason: • Open circuit in the power supply between the SUS and an active HCU.
• Short circuit in the power supply between the SUS and an active HCU.
• Open circuit in both EVC bus L and EVC bus H wires between the SUS
and an active HCU.
Suitable action: 1 Check all EVC bus wiring and connectors between the HCU and the
SUS. Check for push backs or loose wires in the connectors.
Measurements: Checking the EVC bus page 286

FMI 10 – Abnormally large variations

input (E)
MID 250: SCU

FMI 0 – Data valid but above normal operational range

DTC category: EVC bus power
Fault code explanation: The bus power voltage has exceeded 33 V for more than 1.3 s.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: Voltage detected between X2:1 and X2:3 exceeds 33 V.
DTL = 1.3 seconds
Possible reason: • Short circuit in the EVC bus power supply between the PCU and the
SCU.
• High battery voltage or alternator voltage.
Suitable action: 1 Check the EVC power supply voltage between X2:1 and X2:3 between
the PCU and the SCU.
2 Check all wiring and connectors between all EVC ECUs. Check for push
backs or loose wires in the connectors.
3 Check the alternator voltage and that the alternator sensor cable is
correctly connected.
Measurements: Checking the EVC bus page 286

FMI 1 – Data valid but below operational range

FMI 4 – Voltage below normal or shorted to lower voltage

Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: The voltage into the SCU is less than 0.1 V.
DTL = 425 milliseconds
Possible reason: • Open circuit in sensor positive cable.
• Open circuit in sensor signal cable.
• Short circuit between the sensor signal cable and the battery negative
cable.
• Faulty sensor.
Suitable action: 1 Check all wiring and connectors between the SCU and the sensor.
Check for push backs or loose wires in the connectors.
2 Check the contact pressure in socket X3:3 and X3:17 in the SCU con-
nector.
3 Check the sensor.
Measurements: Checking the hydraulic steering oil temperature sensor page 311

Circuit description
Please refer to Hydraulic oil temperature
sensor page 336.

DTC category: ECU bus power.
Fault code explanation: Fault in the EVC bus back up power supply. The SCU is the supplier of the
power supply.
Fault indication: No indication.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: Too high voltage detected between X2:4 and X2:6. The back up bus power
voltage has exceeded 33 V.
DTL = 1.3 seconds
Possible reason: • Short circuit in the EVC back up bus power supply between the PCU
and the SCU.
• High battery voltage or alternator voltage.
Suitable action: 1 Check the EVC back up power supply voltage between X2:4 and X2:6
between the PCU and the SCU.
2 Check all wiring and connectors between all EVC ECUs. Check for push
backs or loose wires in the connectors.
3 Check the alternator voltage and that the alternator sensor cable is
correctly connected.
Measurements: Checking the EVC bus page 286

FMI 1– Data valid but below operational range

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: EVC bus power
Fault code explanation: Fault in the EVC bus back up power supply. The SCU is the supplier of the
back up power supply.
Fault indication: Yellow alarm status.
Fault stored in memory: No.
Symptom: None.
Conditions for fault code: SCU detects an overload or open load condition on power supply.
Possible reason: The power supply between nodes is short circuited.
Suitable action: 1 Check the EVC bus back up power supply voltage between the EVC
ECUs. Check for push backs or loose wires in the connectors.
2 Check the battery and fuse status.
3 Check all EVC bus wiring and connectors between the EVC ECUs.
Measurements: Checking the EVC bus page 286

Circuit description
Please refer to EVC bus page 335.

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MID 250, PSID 5 Incompatible EVC

software
MID 250: SCU

FMI 8 – Abnormal frequency, pulse width or period

DTC category: System mismatch
Fault code explanation: Incompatible software between the PCU and the SCU.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: The PCU software is older than the SCU software.
Suitable action: 1 Reprogram the PCU.

FMI 12 – Faulty device or component

DTC category: System mismatch
Fault code explanation: Incompatible software between the PCU and the SCU.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: None.
Conditions for fault code: The SCU software is older than the PCU software.
Suitable action: 1 Reprogram the SCU unit.

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MID 250, PSID 6 EVC Bus

Communication
MID 250: SCU

FMI 9 – Abnormal update rate

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FMI 9 – Abnormal update rate

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FMI 10 – Abnormally large variations

DTC category: Drive positioning.
Fault code explanation: Drive position sensor error.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Possible concurrent displayed • MID 250, PPID 1670 Steering sensor (DPS top, DPH port) page 263
fault code:
• MID 250, PPID 1671 Steering sensor (DPS bottom, DPH star-
board) page 265
Symptom: Limited engine speed.
Conditions for fault code: The deviation between the two drive position sensors is more than 8 degrees.
DTL = 1 second
Possible reason: • If a drive position sensor has been changed the drive position sensor
wiring could been wrongly connected at the 6 pin sensor connector near
the drive.
• Open circuit in drive position sensor negative cable (port-DPH; top-
DPS).
• Open circuit in drive position sensor negative cable (stbd-DPH; bottom-
DPS).
• Short circuit between the drive position sensors signal cables.
(port-DPH; top-DPS) signal cable (pin X3:19 in the SCU connector) and
(stbd-DPH; bottom-DPS) signal cable (pin X3:20 in the SCU connector).
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the SCU and the drive posi-
tion sensors.
Logging parameter: (Use the Electrical steering template when logging)
Steering sensor (DPS top, DPH port) page 334
Measurements: Checking the drive position sensor page 306

FMI 12 – Faulty device or component

DTC category: System mismatch
Fault code explanation: Drive position sensor is missing during auto configuration.
Fault indication: Red alarm status.
Fault stored in memory: Yes.
Symptom: Limited engine speed.
Conditions for fault code: One or both of the drive position sensors are missing during auto configura-
tion.
Possible reason: One or both drive position sensors are wrongly connected.
Suitable action: 1 Perform an auto configuration.
2 Check all wiring and connectors between the SCU and the drive posi-
tion sensors.

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Circuit description
This fault code becomes active when the response
from the drive is incorrect or any of the drive position
sensors does not respond correctly.

Please refer to:

• Drive position sensors page 338
• Steering solenoids page 336

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MID 250, PSID 10 Steering Control

Unit
MID 250: SCU

FMI 7– Mechanical system not responding properly

DTC category: Drive positioning.
Fault code explanation: The SCU self test failed.
Fault indication: Yellow alarm status.
Fault stored in memory: Yes.
Possible concurrent displayed If drive position sensor error:
fault code:
• MID 250, PPID 1670 Steering sensor (DPS top, DPH port) page 263
• MID 250, PPID 1671 Steering sensor (DPS bottom, DPH star-
board) page 265

If steering solenoid error:

• MID 250, PPID 1559 Steering solenoid STBD page 256
• MID 250, PPID 1560 Steering solenoid PORT page 258
• MID 250, PPID 1561 Steering solenoid (service valve) page 260
Symptom: None.
Conditions for fault code: The SCU performs a self test when the engine is started. The SCU will try to
move the drive a few degrees back and forth to make sure that all sensors
and solenoids signals are ok. This faultcode is set if test fails.
Possible reason: • Low hydraulic steering oil level.
• Hydraulic steering oil leakage.
• Clogged oil filter. An oil filter/strainer is located in the valve plate.
• Low hydraulic steering oil pressure.
• Open circuit in port solenoid wiring.
• Open circuit in starboard solenoid wiring.
• The drive is mechanically stuck.
Suitable action: 1 Perform a Vodia log test.
2 Check hydraulic steering oil level.
3 Check that there is no hydraulic steering oil leakage.
4 Change the oil filter/strainer, located in the valve plate.
5 Check all wiring and connectors between the SCU and the steering
solenoids.
6 Check that the drive is not mechanically stuck. Try to move the drive by
hand when ignition is on and the service valve is activated.
7 Be sure to check that the service solenoid connector and the port steer-
ing solenoid connector at the valve plate has not been misconnected.
8 Check the hydraulic steering oil pressure.
Logging parameter: • (Use the Electrical steering template when logging)
• Steering solenoid STBD (boat turns starboard) page 333
• Steering solenoid PORT (boat turns port) page 334
• Steering solenoid (service valve) page 334
Measurements: Checking the steering / service solenoid page 313

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Circuit description
Please refer to EVC bus page 335.

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Measurements
Schematic symbols

ECU

Interface

Breakout box

Ohm meter

Voltage meter

Key switch

P0014457

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Checking the EVC bus

bus signal that switches between two voltage values. Use an oscil-
loscope for verification.

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Checking the DPS gateway

connection
Description: The DPS antenna is powered via the DPS gateway and distributed through
pin 4 and pin 6. The DPS data is distributed through pin 2 and pin 5.
Special tools: 88890074 Multimeter
9998699 Break-out box
88890016 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect according to the schematic diagram.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
Measurement points: 11 (CAN L), 12 (Shield), 13 (supply -), 14 (CAN H), 15 (supply +)
13–15 U = Vbat+
13–11 U ≈ 2.3– 2.5 V(1)
13–14 U ≈ 2.5– 2.7 V(1)
Schematic diagram:

2 CAN L
3 Shield
4 Power supply negative
5 CAN H
6 Power supply positive

P0016874

1. The voltage value shown is a mean value. The signal is a data

bus signal that switches between two voltage values. Use an oscil-
loscope for verification.

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Checking the signals between the

HCU and the AKI
Description: The AKI converts analogue signals to LIN bus communication signals. The
AKI is powered by the HCU.
Special tools: 88890074 Multimeter
9998699 Break-out box
88890161 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect according to the schematic diagram.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
Measurement points: 8-pin connector: 13 (supply -), 14 (supply +), 18 (LIN)
4-pin connector: 1 (supply -), 2 (supply +), 4 (LIN)
13–14 (8-pin) U = Vbat+
2–4 (4-pin)
13–18 (8-pin) U ≈ 0.8x Vbat+(1)
2–4 (4-pin)
13–14 U ≈ 2.5– 2.7 V(1)
Schematic diagram:

X4
3 Power supply negative
4 Power supply positive
8 LIN

P0014460

1. The voltage value shown is a mean value. The signal is a data

bus signal that switches between two voltage values. Use an oscil-
loscope for verification.

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Checking the signals between the

key switch and the AKI
Description: The key switch is switching the input status for stop request, ignition
request and crank request between 0V and Vbat+.
Special tools: 88890074 Multimeter
9998699 Break-out box
88890016 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect according to the schematic diagram.
4 Turn the main switch on.
5 Start the measurement.
Measurement points: 10 (stop), 11 (ignition), 12 (crank), 15 (supply +)
10–15 U=0V When key is in stop position.
U = Vbat+ When key is not in stop position.
11–15 U=0V When key is in ignition or crank position.
U = Vbat+ When key is in stop position.
12–15 U=0V When key is in crank position.
U = Vbat+ When key is not in crank position.
Schematic diagram:

1 Stop
2 Ignition
3 Crank
4 -
5 -
6 Power supply positive
P0014461

Supply voltage: 5.00 ±0.25 V DC

Nominal output voltage at 25 °C (77 °F) and supply voltage 5.00 V DC:
• 0.5 V DC at 0 kPa (0 bar)(1)
• 4.5 V DC at 3 MPa (30 bar)(1)

V
5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
0 0.5 1 1.5 2 2.5 3
P0005118
Mpa

V = Output voltage
MPa = Oil pressure

1. At normal atmospheric pressure.

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Checking the transmission oil

temperature sensor
Description: The transmission oil temperature sensor monitors the oil temperature in the
transmission. The input signal to the PCU is a voltage signal proportional to
the temperature.
Special tools: 88890074 Multimeter
88890173 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect 88890173 according to description.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
7 Turn main switch off and disconnect PCU when using ohm meter.
Measurement points: PCU pin:
15 (supply +), 45 (supply -), 64 (pressure output), 66 (temperature output)
66-45 U = 0.5-4.5 V(1)
Sensor test:
66-45 R = see Resistance table at the following page.
Schematic diagram: See separate booklet with wiring diagrams for IPS1, IPS2/IPS3 and ZF rev.
gear.

1. Depended of the transmission oil temperature.

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Technical Data: Working range: -40 – 140 ºC (-40 - 284 ºF)

Resistance table
Set point at (measurement points 66–45):

0 ºC (32 ºF) R ≈ 4930 Ω

10 ºC (50 ºF) R ≈ 2987 Ω
20 ºC (68 ºF) R ≈ 1868 Ω
40 ºC (104 ºF) R ≈ 798 Ω
60 ºC (140 ºF) R ≈ 376 Ω
80 ºC (176 ºF) R ≈ 191 Ω
100 ºC (212 ºF) R ≈ 104 Ω

P0005119

Ω = Resistance
ºC = Transmission Oil Temperature

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Checking the propeller shaft speed

sensor
Description: The propeller shaft speed sensor is connected to the PCU.
Inboard uses an inductive sensor.
Special tools: 885675 Break-out cable
88890074 Multimeter
88890173 Break-out cable
Measurement procedure 1 Turn the main switch off.
(Inboard):
2 Disconnect the sensor connector.
3 Start the measurement.
Sensor test:
1–2 R ≈ 860 Ω ±10%
Schematic diagram:

P0010656

Description: IPS uses an active phase sensor.

The output is a square wave which amplitude, high/low, depended by the
presence of a metal object in front of the sensor.
Measurement procedure (IPS): 1 Turn the main switch off.
2 Dismount the sensor.
3 Connect 88890173 according to description.
4 Turn the ignition on.
5 Start the measurement. Hold and move a metal object in front of the
sensor.
Sensor test: PCU pin:
PCU pin 12 and 49 is spliced in the wiring harness.
12 and 49 (output signal), 15 (supply +), 45 (supply -)
45-15 U≈5V
45-12 (or) 49 U ≈ 0 or 5 V(1)
Schematic diagram: See separate booklet with wiring diagrams for IPS1 and IPS2/IPS3.

1. Depended of if the metal object is in front of the sensor.

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Checking the shift solenoid

Description: The primary and secondary gear shift solenoid is connected to the PCU.
Special tools: 88890074 Multimeter
Measurement procedure: 1 Turn the main switch off.
2 Disconnect the solenoid connector.
3 Start the measurement.
Measurement points:
1–2 (IPS solenoid) R ≈ 6-10 Ω (12 V)
R ≈ 24-32 Ω (24 V)

1–2 (reverse gear) R ≈ 12-24 Ω (12 V)

R ≈ 20-55 Ω (24 V)
Schematic diagram:

P0010657

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Checking the slip solenoid

Description: The slip solenoid is connected to the PCU.
Special tools: 88890074 Multimeter
Measurement procedure: 1 Turn the main switch off.
2 Disconnect the solenoid connector.
3 Start the measurement.
Measurement points:
1–2 0≠R≠∞Ω
Schematic diagram:

P0010657

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Checking the PCU-EECU wiring

Description: The wiring between the PCU and the EECU contains data bus cables and EVC
power supply cables.
Special tools: 9998699 Break-out box
88890074 Multimeter
88890173 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect 88890173 according to description.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
Measurement points: PCU pin:
3 (ignition output), 20 (supply -), 21 (supply +), 44 (CAN H), 68 (CAN L)
20–68 U = 2.0-2.5 V(1)
20–44 U = 2.3-2.7 V(1)
20–3 U ≈ Vbat+
20–21 U ≈ Vbat+
Schematic diagram: See separate booklet for relevant PCU wiring diagram.

1. The voltage value shown is a mean value. The signal is a data

bus signal that switches between two voltage values. Use an oscil-
loscope for verification.

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Checking the gear shift actuator

potentiometer
Description: The gear shift actuator is connected to the PCU.
Special tools: 88890074 Multimeter
9998699 Break-out box
88890173 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect 88890173 according to description.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
7 Turn main switch off and disconnect PCU when using ohm meter.
Measurement points: PCU pin:
29 (potentiometer feedback), 52 (potentiometer supply +), 53 (potentiometer
supply -)
DPH actuator:
52 - 53 U ≈ 3.9 V (Potentiometer supply voltage)
29 - 53 U ≈ 1.9 V (Actuator in neutral position)
29 - 53 U ≈ 0.5 V or U ≈ 3.3 V (Actuator in end position)

SX / DPS actuator:
52 - 53 U ≈ 3.9 V (Potentiometer supply voltage)
29 - 53 U ≈ 1.9 V (Actuator in neutral position)
29 - 53 U ≈ 1.0 V or U ≈ 2.7 V (Actuator in end position)
Potentiometer value:
52 - 53 R ≈ 10 kΩ
29 - 53 R ≈ 5 kΩ
Schematic diagram: See separate booklet with wiring diagrams for Aq. drive D3 and Aq. drive D4/
D6.

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Checking the actuator / shift

solenoid output driver voltage
Description: The actuator / shift solenoid is driven by two driver circuits in the PCU. When
forward or reverse is requested the PCU supplies the actuator / shift solenoid
with approx. battery voltage.
Special tools: 9998699 Break-out box
88890074 Multimeter
88890173 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Connect 88890173 according to description.
3 Turn the main switch on.
4 Turn the ignition on.
5 Use the multimeter “Fast MIN MAX” function to catch the output voltage.
6 Start the measurement.
Measurement points: PCU pin:
1 (HS-switch, primary), 24 (HS-switch, secondary), 25 (LS-switch, primary),
48 (LS-switch, secondary)

25 - 1 U ≈ Vbat+ with oscilloscope, approx. 2 V with multimeter (during actuator

gear shifting/when primary solenoid is activated)
U ≈ 0 V (when in neutral)

48 - 24 U ≈ Vbat+ with oscilloscope, approx. 2 V with multimeter (during actuator

gear shifting/when secondary solenoid is activated)
U ≈ 0 V (when in neutral)
Schematic diagram: See separate booklet with wiring diagrams for Aq. drive D3, Aq. drive D4/D6,
HS rev. gear D3/D4/D6, IPS1, IPS2/IPS3 and ZF rev. gear.

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Checking the clear wake exhaust

valve
Description: The clear wake exhaust valve motor is driven by the PCU. When open or
close is requested the PCU supplies the clear wake exhaust valve motor with
approx. battery voltage.
Special tools: 9998699 Break-out box
88890074 Multimeter
88890173 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Connect 88890173 according to description.
3 Turn the main switch on.
4 Turn the ignition on.
5 Use the multimeter “Fast MIN MAX” function to catch the output voltage.
6 Start the measurement.
Measurement points: PCU pin:
PCU pin 8 and 11 are spliced in the wiring harness.
PCU pin 7 and 9 are spliced in the wiring harness.

8 and 11 (supply + when close valve; supply - when open valve), 13 (feedback
signal, open), 7 and 9 (supply + when open valve; supply - when close valve),
53 (feedback signal, close)

8 (or) 11 - 7 (or) 9 U ≈ Vbat+ or Vbat-(1)

8 (or) 11 - 13 U ≈ Vbat+ when valve is opening
7 (or) 9 - 53 U ≈ Vbat+ when valve is closing
Schematic diagram: See separate booklet with wiring diagrams for IPS2/IPS3.

1. Depending on opening or closing valve.

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Measuring the resolver

Special tools: 88890074 Multimeter
Measuring the resolver: 1 Turn the main switch off.
2 Disconnect resolver wire harness.
3 Use multimeter 88890074 to do resistance measurements.

Measurement Set point

points
1-2 37 Ω ± 10 %
3-4 100 Ω ± 10 %
5-6 100 Ω ± 10 %

NOTICE! Measurement is done to eliminate short circuiting or breaks in the

cable.

1 6
2 5
3 4

P0010676

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Checking the drive position sensor

Description: The drive position sensors are located inside a plastic cover that is mounted
on the steering cylinders. Depending on the drive position a voltage signal
between 0.5 to 4.5 V is sent to the SCU.
Special tools: 9511355 Break-out cable
88890074 Multimeter
9998699 Break-out box
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect according to the schematic diagram.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
Measurement points: SCU pin:
7 (supply + sensor 2), 8 (supply + sensor 1), 19 (signal output sensor 1), 20
(signal output sensor 2), 36 (supply - sensor 2), 37 (supply - sensor 1)
PORT (1):
37 - 8 U≈5V
37 - 19 U ≈ 0.5–4.5 V (depending on the drive position)

STBD (2):
36 - 7 U≈5V
36 - 20 U ≈ 0.5–4.5 V (depending on the drive position)
Schematic diagram:

1 Port sensor
2 Starboard sensor

A 6-pin connector. Located near the drive.

P0010651

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Checking the power trim

potentiometer
Description: The power trim potentiometer is connected to the PCU.
Special tools: 9998699 Break-out box
88890074 Multimeter
88890173 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect 88890173 according to description.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
7 Turn main switch off and disconnect PCU when using ohm meter.
Measurement points: PCU pin:
12 (potentiometer supply +)
13 (potentiometer supply -)
13–12 U ≈ 2.8 V (DPH / DPR)
U ≈ 2.0 V (SX)
Potentiometer value:
13–12 R ≈ 2.3 kΩ (DPH / DPR)
R ≈ 730 Ω (SX)
Schematic diagram: See separate booklet with wiring diagrams for Aq. drive D3 and Aq. drive
D4/D6.

30-2 Fault Tracing

Checking Autopilot Gateway LED

There are two light emitting diodes on the interface.
One is lit when the Autopilot bus has power supply. The
other has different lighting options.

Constant lit
The unit is powered up but receives no communication
from any side.

Flashes on-off repeatedly

The unit is receiving and transmitting valid Auto pilot
and MULTILINK data. Function is correct.

Flashes two strobes and than off repeatedly

The unit is receiving MULTILINK data but has no Auto
pilot connection (doesn’t recieve velocity).

Flashes three strobes and than off repeatedly

The unit is receiving Auto pilot data but has no MUL-
TILINK connection.

30-2 Fault Tracing

Checking the power trim control

signal
Description: The power trim control signal is connected to the PCU via relays.
Special tools: 9998699 Break-out box
88890074 Multimeter
88890173 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect 88890173 according to description.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
Measurement points: PCU pin:
7 (motor input), 8 (motor input), 20 (supply -)
20–8 U ≈ 0.9 x Ubat(1)
20–7 U ≈ 0.9 x Ubat(2)
Schematic diagram: See separate booklet with wiring diagrams for Aq. drive D3 and Aq. drive
D4/D6.

1. When power trim down button is pushed.

2. When power trim up button is pushed.

30-2 Fault Tracing

Cranking the IPS unit

Special tools: 3809570 Crank tool
3812541 Brake release switch
Cranking the IPS unit: 1 Engine off. Main switch on.
NOTICE! SUS unit must have power supply.
2 Check that the drive package has not got stuck. Use the cranking tool
3809570 and the brake release switch 3812541 to crank the IPS unit.
3 Start the measurement.
4 If the IPS unit is hard to turn:
Disassemble the SUS unit from the IPS unit and use the cranking tool to
crank the SUS unit.
If the unit is hard to crank, change the SUS unit.

If the IPS unit is easy to turn:

There is a mechanical fault in the driveline.

3809570

3812541

P0005140

30-2 Fault Tracing

Checking the hydraulic steering oil

temperature sensor
Description: The hydraulic steering oil temperature sensor monitors the oil temperature
in the valve plate. The input signal to the SCU is a voltage signal proportional
to the temperature.
Special tools: 9511355 Break-out cable
88890074 Multimeter
9998699 Break-out box
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors page 26.
3 Connect according to the schematic diagram.
4 Turn the main switch on.
5 Turn the ignition on.
6 Start the measurement.
7 Turn the main switch off when using ohm meter.
Measurement points: 3 (supply +), 17 (temperature output)
3–17 U = 0.5-4.5 V(1)
Sensor test:
3–17 R = see Resistance table on the following page.
Schematic diagram:

P0010675

1. Depended of the hydraulic steering oil temperature.

1 Reference electrode 1
2 Reference electrode 2
3 Reference electrode 3
4 -
5 Active anode signal
6 Passive anode signal
7 Bonding cable input, STBD

P0010666
8 Bonding cable input, PORT

(Autopilot, DPS, NMEA 2000)
Description Different gateways are used to interact with the EVC system. There are gate-
ways for Autopilot, DPS, NMEA 2000.

There are two LEDs on the interface.

- One LED is lit when the gateway has power supply.
- The other LED has different lighting options.

Constant lit:
The unit is powered up but receives no communication from any side.

Flashes on-off repeatedly:

The unit is receiving and transmitting valid (Autopilot, DPS or NMEA 2000)
data and multilink data. Function is correct.

Flashes two strobes and than off repeatedly:

The unit is receiving multilink data but has no (Autopilot, DPS or NMEA 2000)
connection.

Flashes three strobes and than off repeatedly:

The unit is receiving (Autopilot, DPS or NMEA 2000) data but has no multilink
connection.

30-2 Fault Tracing

VODIA Log Parameters

MID 164: HCU

Control lever button status

Description: Indicates the status of the control lever buttons at the HCU.
Applicable system: EVC generation D, E
Logging sub-parameter: • Station button
• Throttle only button
• PTA button
• Low speed button
• Cruise control button
• Fine tune + button
• Fine tune - button
• Single lever button
• Individual trim up button
• Individual trim down button
• Handle trim up button
• Handle trim down button
• TOW button
Parameter status: Off, On
Off Indicates that the button is not activated. The function is not activated by the
HCU.
On Indicates that the button is activated. The function is activated by the HCU.

Panels
Logging parameter: Cruise control panel, Docking panel, Power Trim panel, Sport fish
panel, Start/Stop panel, Station panel
Description: Indicates the status of the generic button panel buttons at the HCU.
Applicable system: EVC generation D, E
Logging sub-parameter: • Button 1
• Button 2
• Button 3
• Button 4
Parameter status: Off, On
Off Indicates that the button is not activated. The function is not activated by the
HCU.
On Indicates that the button is activated. The function is activated by the HCU.

30-2 Fault Tracing

Driveline status
Description: Indicates the EVC driveline power on status, how many drivelines that are
currently powered up and the number of detected EVC drivelines during auto
configuration.
Applicable system: EVC generation D, E
Logging sub-parameter: • Online status
• Stored/detected configuration
Working range: 0–4 units

EVC bus power input (E)

(MID 164)

Description: Indicates the primary input voltage to the HCU.

Applicable system: EVC generation C, D, E
Logging sub-parameter: EVC bus power input (E)
Working range: 0–24 V
Normal value: Vbat+

Key supply
Description: Indicates the output voltage from the HCU to the AKI.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Key supply
Working range: 0–24 V
Normal value: Vbat+

Key panel status

Description: Indicates the status of the key position or start/stop panel status at the HCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: • Ignition input status
• Crank input status
• Stop input status
• Key supply output status
Parameter status: Off, On
Off Indicates that the input is not activated at the HCU.
On Indicates that the input is activated at the HCU.

30-2 Fault Tracing

Requested gear
Description: Indicates the requested gear from the HCU. Indicates which state the neutral
switch is in.
Applicable system: EVC generation D, E
Logging sub-parameter: Gear position
Parameter status: Neutral, Forward, Reverse
Neutral Neutral is the requested gear from the HCU.
Forward Forward is the requested gear from the HCU.
Reverse Reverse is the requested gear from the HCU.
Logging sub-parameter: Neutral switch state
Parameter status: Closed, Open
Closed Indicates that the lever is in neutral position. No gear is permitted to be
engaged.
Open Indicates that the lever has been moved from neutral position. Requested
gear is permitted to be engaged.

Safety Lanyard
Description: Indicates the status of the safety lanyard at the HCU.
Applicable system: EVC generation D, E
Logging sub-parameter: Safety Lanyard
Parameter status: Not installed, Attached, Removed
Not installed Indicates that the safety lanyard is not attached.
Attached Indicates that the safety lanyard is attached.
Removed Indicates that the safety lanyard function is not activated.

Values
Logging parameter: Slip value, Calibrated value
Description: Indicates the slip value.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Slip value, Calibrated value
Working range: 0–100 %

Steering wheel position

EVC configuration data PCU

Description: Indicates what EVC configuration the PCU detected during the auto config-
uration.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Number of units
Description: Indicates how many ECUs been detected during auto configuration.
Working range: 0–4 units
Logging sub-parameter: Immobilizer
Parameter status: No parameter data is available.
Logging sub-parameter: Propulsion type
Description: Indicates which propulsion type the PCU detected during auto configuration.
Parameter status: Power Trim, Slip value, Not available
Power Trim A power trim angle sensor is detected during auto configuration.
(Must be present in a sterndrive installation).
Slip value A slip value is detected.
Not available No parameter data is available.
Logging sub-parameter: Gear sensor
Description: Indicates if any gearbox sensor is connected during auto configuration.
Parameter status: Connected, Not connected, Not available
Connected A gearbox sensor is detected by the PCU.
Not connected No gearbox sensor is detected by the PCU.
Not available No parameter data is available.
Logging sub-parameter: Gearbox type
Description: Indicates which gearbox type the PCU detected during auto configuration.
Parameter status: Bobtail, Electrical reverse gear, Mechanical gearbox (linear actuator), Not
available
Bobtail A bobtail installation is detected during auto configuration.
Electrical reverse gear An electrical reverse gear / IPS drive is detected during auto configuration.
Mechanical gearbox (linear A gear shift actuator is detected during auto configuration.
actuator) (Must be present in a sterndrive installation).
Not available No parameter data is available.
Logging sub-parameter: Engine type of current SW
Description: Indicates which engine type the PCU detected during auto configuration.
Parameter status: No engine, EDC7, EMS1, EMS2, EDC15, MEFI/EGC
No engine No EECU detected during auto configuration.
EDC7 An EDC7 EECU detected during auto configuration.
EMS1 An EMS1 EECU detected during auto configuration.
EMS2 An EMS2 EECU detected during auto configuration.
EDC15 An EDC15 EECU detected during auto configuration.
MEFI/EGC A MEFI/EGC EECU detected during auto configuration.

30-2 Fault Tracing

EVC bus power input (E)

(MID 187)

Description: Indicates the primary input voltage to the PCU.

Applicable system: EVC generation C, D, E
Logging sub-parameter: EVC bus power input (E)
Working range: 0–24 V
Normal value: Vbat+

Engine sync acknowledge

Description: Indicates the status of the helm
Applicable system: EVC generation C, D, E
Logging sub-parameter: Idle calibration
Parameter status: Inactive, Active
Inactive Indicates that idle calibration is not activated.
Active Indicates that idle calibration is activated.
Logging sub-parameter: Stop request
Parameter status: Inactive, Active
Inactive Indicates that a stop request is not received by the PCU.
Active Indicates that a stop request is received by the PCU.
Logging sub-parameter: Crank request
Parameter status: Inactive, Active
Inactive Indicates that a crank request is not received by the PCU.
Active Indicates that a crank request is received by the PCU.
Logging sub-parameter: Station status
Parameter status: Inactive, Active
Inactive Indicates that the station is not activated.
Active Indicates that station is activated.
Logging sub-parameter: Calibrated
Parameter status: Not calibrated, Calibrated
Not calibrated Indicates that no calibration has been performed.
Calibrated Indicates that lever calibration is performed.
Logging sub-parameter: Calibration Mode
Parameter status: Inactive, Active
Inactive Indicates that calibration mode is not activated.
Active Indicates that calibration mode is activated.
Logging sub-parameter: Master
Parameter status: Slave, Master
Slave Indicates that the station is a slave station.
Master Indicates that the station is a master station.

30-2 Fault Tracing

Transmission range attained

Description: Indicates the requested gear status from the PCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Transmission range attained
Parameter status: D, N, R
D Forward solenoid output status on or potentiometer in forward calibrated
position.
N Reverse and forward solenoid output status off or potentiometer in neutral
calibrated position.
R Reverse solenoid output status on or potentiometer in reverse calibrated
position.

Fuel Level
Description: Indicates the remaining fuel level.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Fuel Level
Working range: 0-100 %

Transmission oil pressure

Description: Indicates the transmission oil pressure at the PCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Transmission oil pressure
Normal value: Please refer to the technical data for the gearbox.

Transmission Oil Temperature

Description: Indicates the transmission oil temperature at the PCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Transmission Oil Temperature
Normal value: Please refer to the technical data for the gearbox.

30-2 Fault Tracing

Shift actuator position relative to

pot supply
Description: Indicates the potentiometer feedback voltage. The feedback voltage
depends on the selector fork position.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Shift actuator position relative to pot supply
Normal value:
Neutral:
DPH actuator U ≈ 1.3 V
SX actuator U ≈ 1.2 V
Reverse:
DPH actuator U ≈ 0.3 V
SX actuator U ≈ 0.6 V
Forward:
DPH actuator U ≈ 2.2 V
SX actuator U ≈ 1.9 V

Potentiometer supply, shift actuator

Description: Indicates the shift actuator potentiometer supply voltage from the PCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Potentiometer supply, shift actuator
Normal value: U ≈ 4.5 V

Transmission, sensor supply

Description: Indicates the transmission sensor voltage from the PCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Transmission, sensor supply
Normal value: U≈5V

Power trim position relative to pot

supply
Description: Indicates the potentiometer feedback voltage. The feedback voltage
depends on the trim position.
Applicable system: EVC generation E
Logging sub-parameter: Power trim position relative to pot supply
Normal value:
DPH U ≈ 3.2-3.7 V (depending on the trim angle)
Fault indication: U > 10 V indicates that the potentiometer is out of range.

Calibrated power trim position

Description: Indicates the actual drive angle.
Applicable system: EVC generation E
Logging sub-parameter: Calibrated power trim position

30-2 Fault Tracing

Working range: -5° - (+)50°

Fault indication: >63° equals that potentiometer value is out of range.

Power trim control signal

Description: Indicates the power trim button status at the PCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: • UP port
• DOWN port
• UP starboard
• DOWN starboard
Parameter status: Off, On, Error
Off Indicates that the PCU does not receive any change request. Power trim
button is not pushed.
On Indicates that the PCU receives a change request. Power trim button is
pushed.
Error Indicates that there is a problem with the power trim control signal.

EVC bus status

Description: Indicates the driver status of the EVC bus.
Applicable system: EVC generation C, D, E
Logging sub-parameter: • CAN driver status, driver for EVC data bus
• C+ driver status, driver for Back-up power supply (not applicable
on all PCUs)
• E+ driver status, driver for Power supply
Parameter status: Off, On, Error
Off Indicates that the driver is shut off.
On Normal driver condition.
Error Indicates that there is a problem with the driver.

EVC status, reconfiguration

Description: Indicates the running condition of the system. A fault in the system can trigger
one or several of these system protection parameters.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Stop engine
Parameter description: Engine is stopped if this parameter is set.
Inactive Off
Active On
Logging sub-parameter: Disable slip
Parameter description: The slip function is disabled if this parameter is set.
Inactive Off
Active On
Logging sub-parameter: Engine limphome
Parameter description: Engine speed is limited if this parameter is set.
Inactive Off

30-2 Fault Tracing

Active On
Logging sub-parameter: Gear to neutral
Parameter description: Gear is set to neutral if this parameter is set.
Inactive Off
Active On
Logging sub-parameter: Gear to neutral with recover
Parameter description: Gear is set neutral if this parameter is set. Possible to engage gear after
acknowledge.
Inactive Off
Active On
Logging sub-parameter: Recover GTN
Parameter description: The parameter shows if GTN (Gear To Neutral) has been recovered.
Inactive Off
Active On
Logging sub-parameter: Disable crank
Parameter description: Cranking is disabled if this parameter is set.
Inactive Off
Active On
Logging sub-parameter: Disable crank with recover
Parameter description: Cranking is disabled if this parameter is set. Possible to crank after acknowl-
edge.
Inactive Off
Active On
Logging sub-parameter: Recover DC
Parameter description: The parameter shows if DC (Disable Crank) i.e. cranking has been recov-
ered.
Inactive Off
Active On
Logging sub-parameter: Lost active HCU
Parameter description: The parameter shows if an active HCU been lost.
Inactive Off
Active On
Logging sub-parameter: Recover lost HCU
Parameter description: The parameter shows if a HCU has been recovered.
Inactive Off
Active On

Battery potential
Description: Indicates the battery potential at the SCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Battery potential
Normal value: Vbat+

Rudder Angle
Description: Indicates the rudder angle value at the SCU. Rudder angle value depends of
the drive position sensors value.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Rudder Angle
Working range: ± 25 degrees (DPH)
± 28 degrees (DPS)
Full turn PORT ≈ -25 degrees (DPH)
≈ -28 degrees (DPS)
Full turn STBD ≈ 25 degrees (DPH)
≈ 28 degrees (DPS)

Hydraulic oil temperature

Description: Indicates the hydraulic oil temperature sensor value at the SCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Hydraulic oil temperature
Alarm limit: > 125 °C (257 °F)

Steering solenoid STBD (boat turns

starboard)
Description: Indicates the solenoid current consumption.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Steering solenoid STBD (boat turns starboard)
Working range: 0-2.5 A
Full turn PORT I≈0A
Full turn STBD I ≈ 0-2.5 A

30-2 Fault Tracing

Steering solenoid PORT (boat turns

port)
Description: Indicates the solenoid current consumption.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Steering solenoid PORT (boat turns port)
Working range: 0-2.5 A
Full turn PORT I ≈ 0-2.5 A
Full turn STBD I≈0A

Steering solenoid (service valve)

Description: Indicates the solenoid current consumption.
Applicable system: EVC generation D, E
Logging sub-parameter: Steering solenoid (service valve)
Working range: 0-2.5 A
Ignition on I ≈ 0-2.5 A. Service valve activated.
Engine on I≈0A

Steering sensor (DPS top, DPH port)

Description: Indicates the drive position sensor value at the SCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Steering sensor (DPS top, DPH port)
Working range: 0.5-4.5 V
Full turn PORT U ≈ 0.5 V
Full turn STBD U ≈ 4.5 V

Steering sensor (DPS bottom, DPH

starboard)
Description: Indicates the drive position sensor value at the SCU.
Applicable system: EVC generation C, D, E
Logging sub-parameter: Steering sensor (DPS bottom, DPH starboard)
Working range: 0.5-4.5 V
Full turn PORT U ≈ 4.5 V
Full turn STBD U ≈ 0.5 V

30-2 Fault Tracing

Circuit / Component
Descriptions
EVC bus
The EVC bus is a 2 wire, twisted pair, differential, pro-
prietary data bus, that runs between all EVC ECUs
through the X2 labeled cable. EVC bus L is located on
pin X2:2 and EVC bus H on pin X2:5. All EVC nodes
are powered by the PCU through pin X2:1 and X2:3. If
a SUS/SCU is used there is a EVC back up power
supply on pin X2:4 and X2:6, supplied by the SUS/
SCU.
The communication speed is 125kbit/s.

1 Power supply positive

2 EVC bus L
3 Power supply negative
4 Power supply negative, back up
5 EVC bus H
6 Power supply positive, back up

P0014464

A-CAN
If a mechanical control lever is used instead of the lever
control with integrated HCU an analogue to CAN inter-
face (A-CAN) must be used.
A X8 steering connector
B 6-pin controls connector

P0010685

30-2 Fault Tracing

Hydraulic oil temperature sensor

The hydraulic temperature sensor consists of a ther-
mistor which forms a closed circuit with the SCU. The
thermistor resistor changes in a non-linear manner,
depending on the hydraulic oil temperature. The SCU
pin 3 provides the thermistor with a reference voltage
of +5 Volt.

When the hydraulic oil is cold, the thermistor resistance

is high. As the hydraulic oil warms up, the resistance
in the thermistor drops and the voltage drop across it
drops.

P0010645 Sensor SCU Signal type

Pin 1 X3:3 +5 V
Pin 2 X3:17 0-5 V

Steering solenoids
An electromagnetically controlled 3-position (open
starboard, open port, closed) proportional valve
located in the valve plate controls the hydraulic flow
through the valve plate to the steering cylinders located
at the drive. There are two solenoids controlling the
valve position, one starboard solenoid and one port
solenoid. The starboard steering solenoid controls
when to let the hydraulic flow through to the port steer-
ing cylinder located at the drive.

When the starboard steering solenoid is activated the

hydraulic pressure makes the the port steering cylinder
push the drive to starboard and the boat will turn to
starboard. The control signal from the SCU to the
steering solenoid is a PWM (pulse width modulated)
signal. When ignition is on and the engine is stopped
the SCU is checking the steering solenoids by putting
out a small current through the steering solenoids.
The voltage between pin 14 and pin 42 at the SCU is
normally high when STBD steering solenoid is acti-
vated.
The voltage between pin 13 and pin 28 at the SCU is
normally high when PORT steering solenoid is acti-
vated.

30-2 Fault Tracing

Service valve
A magnetically controlled proportional 2-position valve
(open, closed) located in the valve plate controls the
hydraulic flow between the steering cylinders located
at the drive. When turning the ignition key from 0 to 1
the service solenoid is activated and opens a hydraulic
circuit between the steering cylinders and makes it
possible to move the drive by pushing it by hand. As
soon as the engine is started the service solenoid is
closed.

The voltage between pin 10 and pin 25 at the SCU is

normally high when the service solenoid is activated.
The control signal from the SCU to the service solenoid
is a PWM (pulse width modulated) signal. When igni-
tion is on the SCU activates the service solenoid.
P0010647
A PORT solenoid SCU Signal type Solenoid
B STBD solenoid X3:13 High side switch PORT solenoid
X3:28 Low side switch PORT solenoid
C Service solenoid

X3:14 High side switch STBD solenoid

X3:42 Low side switch STBD solenoid

X3:10 High side switch Service solenoid

X3:25 Low side switch Service solenoid

Multilink hub
The multilink hub is used when to split the multilink
signals to different multilink devices. This means that
all of the pin 1’s are connected together, all of the pin
2’s are connected together and so on.

P0016847

30-2 Fault Tracing

Drive position sensors

DPH
On each DPH drive there are two drive position sen-
sors. One on the port side of the drive and one on the
starboard side of the drive. The drive position sensor
is located in a plastic cover that is fitted on the steering
cylinder. The sensor is shaped like a pen and is fitted
alongside the steering cylinder. The steering cylinder
piston is equipped with two magnets The drive position
sensor is a magnetoresistive sensor which means that
the sensor resistance will change when influenced by
the magnets on the cylinder piston. When the drive
turns one sensor resistance will fall while the other
sensor resistance will raise. When the resistance in the
sensors changes the output voltage from the sensors
also changes.

DPS
On each DPS drive there are two drive position sen-
sors. The DPS drive has one steering cylinder with two
drive position sensors fitted along the cylinder side,
one at top and one at bottom. The sensor is shaped
like a pen and is fitted alongside the steering cylinder.
The steering cylinder piston is equipped with two mag-
nets The drive position sensor is a magnetical resistive
sensor which means that the sensor resistance will
change when influenced by the magnets on the cylin-
der piston. When the drive turns both sensors resist-
ance will change and the output voltage from the sen-
sors also changes.

Circuit description
The drive position sensor is an active sensor i.e. the
sensor must have supply voltage. Pin X3:8 on the SCU
provides the sensor with a voltage of +5 V. Pin X3:37
in the SCU is connected to the sensor negative wire.
The output signal from the drive position sensor to pin
X3:19 on the SCU is a voltage signal between 0.5 V to
4.5 V depended of the location of the cylinder piston.

SCU Signal type Sensor

X3:8 5 V supply DPS top, DPH port
X3:37 Negative supply DPS top, DPH port
X3:19 Sensor output DPS top, DPH port

SCU Signal type Sensor

X3:7 5 V supply DPS bottom, DPH stbd
X3:36 Negative supply DPS bottom, DPH stbd
X3:20 Sensor output DPS bottom, DPH stbd

P0010648
A 6-pin connector. Located near the drive.

30-2 Fault Tracing

Key panel / LIN bus

The key panel communicates as primary communica-
tion via a LIN communication interfaces with the HCU.
LIN communication uses a single wire for communica-
tion. Communication speed is up to 19.2 bit/s.
The key panel also communicates via the multilink bus
for redundancy purposes and for SWDL to the key
panel.

Signals at HCU port X4:1-8

1 CAN L
2 CAN H
3 Key panel power supply negative
4 Key panel power supply positive
5 CAN bus power supply positive
6 CAN bus power supply negative
7 Not used
8 LIN communication

Signals at HCU starboard X4:1-4

1 Key panel power supply negative
2 Key panel power supply positive
3 Not used
4 LIN communication

P0016846

Steering control bus

The steering control bus is a 2 wire, twisted pair, dif-
ferential, proprietary bus, that runs between the HCU
X8 connector and the steering wheel/joystick. Steering
control bus L is located on pin X8:2 and steering control
bus H on pin X8:5. The steering wheel/joystick are
powered through pin X8:1 and X8:3. There is a steer-
ing wheel/joystick back up power supply on pin X8:4
and X8:6.
The communication speed is 125 kbit/s.

30-2 Fault Tracing

Fuel level
The fuel level sensor is connected to the PCU through
the sensor connection (A) at the engine. The fuel level
sensor is a resistance sensor that changes it’s resist-
ance when the fuel level is changing. PCU pin 62 sup-
plies the fuel level sensor with a steady voltage.
PCU pin 62 and 39 at the PCU monitors the voltage
drop over the fuel level sensor.

P0016853

Multilink bus
The multilink bus is a 2 wire, twisted pair, differential,
proprietary bus. It consists of a display/panel/interface
power supply with negative supply on X5:4 and posi-
tive supply on X5:6, and two pairs of CAN buses. CAN
L bus uses X5:1 and X5:2, the CAN H bus uses X5:3
and X5:5. From the HCUs point of view the CAN bus
uses pin 2 and pin 5 as bus output and pin 1 and pin 3
is used for bus input to the HCU. The communication
speed is 250 kbit/s.
The multilink bus handles information between the
drive trains such as engine rpm synchronization and
display/panel/interface data.
In the twin HCU/lever unit the syncronization data
between the drivelines are exchanged internally
between the HCUs while the display/panel data is
transferred through the multilink bus.

In a triple or quad installation when a stand alone HCU

is used syncronization data is transferred through pin
X5:1 and X5:3 between the integrated HCUs and the
stand alone HCU.

1 CAN L (in)
2 CAN L (out)
3 CAN H (in)
4 Power supply negative
5 CAN H (out)
6 Power supply positive
P0016842

30-2 Fault Tracing

Aux bus
The aux network is used to exchange information in
and around the engine room. The multisensor, the
CPM and other engine room based units are con-
nected to this network.
Depended of which unit to connect, an adapter y-split
must be used between the unit and the aux bus.

The aux bus is powered by an external power supply

or by the PCU. The autoconfiguration of the system
decides which alternative to be used. If the bus is
externally powered, pin 1 is used.
If the PCU is the supplier, pin 6 is used. If the PCU is
used, the bus is powered up when ignition on.

IMPORTANT!
The aux bus must always be properly terminated. No
Aux bus connector must be left open.

The aux bus is a 2 wire, twisted pair, differential, pro-

prietary bus. It consists of a negative supply on pin 3
and pin 4 and a switched positive supply on pin 6, and
two pairs of CAN buses. CAN L bus use pin 2, CAN H
bus use pin 5. Pin 1 is used if a externally supplier is
used. The communication speed is 250 kbit/s.
1 External power supply positive
2 CAN L
3 Power supply negative
4 Power supply negative
5 CAN H
P0016845
6 Switched power supply positive, PCU

30-2 Fault Tracing

Transmission oil and temperature

The transmission oil temperature and the transmission
oil pressure sensor is a combined sensor. The sensor
is an active sensor, i.e. the sensor must be connected
to a supply voltage.
Pin 15 on the PCU provides pin 1 on the sensor with
supply voltage of +5 V. Pin 4 on the sensor is con-
nected to battery negative via pin 45 on the PCU.
The output signal from the transmission oil pressure
sensor pin 2 on the sensor to pin 64 on the PCU, is a
voltage signal that is proportional to the transmission
oil pressure.

The transmission oil temperature sensor consists of a

thermistor which forms a closed circuit with an internal
P0016849 reference resistor in the PCU. Depending on the trans-
mission oil temperature, the thermistor changes its
resistance value in a non-linear manner.
The PCU puts out current through the thermistor and
measures the voltage drop over the thermistor via PCU
pin 45 and pin 66. Pin 4 on the sensor is connected to
battery negative via pin 45 on the PCU.
When the oil is cold, the thermistor resistance is high
and the PCU senses a high voltage drop. As the oil
warms up, the resistance in the thermistor drops and
the voltage drop across it alters.

30-2 Fault Tracing

Slip
Inboard:
The slip/low speed solenoid and the propeller shaft
speed sensor is connected to the PCU. The solenoid
is connected to the PCU pin 7, high side output, and
pin 9, low side output. The PCU is controlling the sol-
enoid output condition by using a PWM signal.
The propeller shaft speed is monitored by the PCU
using an inductive speed sensor, that monitors a tooth
wheel, connected to pin 49 and pin 45. The output sig-
nal from the propeller shaft speed sensor is used by
the PCU to calculate the degree of slip.
P0016854

IPS:
The propeller shaft speed is monitored by the PCU
using an active phase sensor, that monitors a tooth
wheel. When the shaft rotates, the sensor receives an
impulse each time there is an airgap in the tooth wheel.
The output from the sensor is a square wave which
frequency is proportional to the engine rpm.
The speed sensor is powered by 5 V by the PCU pin
15 and pin 45. The output signal from the propeller
shaft speed sensor is used by the PCU, pin 49 and pin
12, to calculate the degree of slip.

P0016855

PCU - EECU wiring

The wiring between the PCU and the EECU contains
communication wires, battery voltage wires and an
ignition output wire. The PCU and the EECU commu-
nicates via CAN bus. The ignition output wire delivers
a wakeup signal, battery voltage, to the EECU when
the start key is put to position 1.
What type of signals that is going between the PCU
and the EECU differs due to which EECU being used.
See correct schematic for correct wiring information.

30-2 Fault Tracing

Gear shift actuator

The gear shift actuator contains an electric motor that
drives the selector fork and a potentiometer that func-
tions as a position sensor. There is a potentiometer
supply voltage, pin 2(-) and pin 5(+) in the gear shift
actuator connector, of about +4 V. The feedback signal
on pin 4 in the connector is a voltage signal. In neutral,
the feedback signal voltage is about +1.9 V. When the
selector fork is in its end positions, the feedback signal
voltage is either +0.5 V or about +3.3 V.

The electric motor that drives the selector fork receives

its power from the PCU. The voltage output to the
P0016848 motor in the gear shift actuator from the PCU is battery
voltage. The direction in which the motor moves (the
selector fork moves) depends on the polarity of pins 1
and pin 3 in the gear shift actuator connector (A).

The negative power supply to the potentiometer is not

equal to battery negative. The voltage drop between
the negative power supply to the potentiometer and
battery negative is about 0.5 V.

Gear shift solenoids

When forward gear is engaged the PCU pin 1 and pin
25 supplies the gear shift solenoid with approximately
battery voltage.

When reverse gear is engaged the PCU pin 24 and pin

48 supplies the gear shift solenoid with approximately
battery voltage.
See correct schematic for correct wiring information.

P0016851

30-2 Fault Tracing

Power Trim
When the up or down button on the power trim panel/
control lever is pushed the control signal from the PCU
on pin 7 (up) or pin 8 (down) in the power trim connec-
tor delivers 0.9 x battery voltage to pin 86 on the power
trim up or down relay.

The sterndrive position is monitored via a potentiome-

ter by the PCU. The potentiometer is connected to the
PCU. The PCU pin 12(+) and 13(-) delivers power sup-
ply to the potentiometer on pin 1(+) and pin 2(-). The
trim position feedback signal is a voltage signal from
pin 6 to pin 36 at the PCU.

The nominal voltage drop over the potentiometer is

P0016850 about 3 V.
A Power trim connector The negative power supply to the potentiometer is not
equal to battery negative. The voltage drop between
the negative power supply to the potentiometer and
battery negative is about 1 V.

Clear Wake Exhaust System

On IPS 2 and 3 there is an option of an exhaust bypass
function. The clear wake exhaust valve opens and
closes the exhaust bypass. The opening and closing
of the valve is controlled and monitored by the PCU.
The PCU, pin 7, 9, 11 and 8 controls a DC motor, which
is integrated with the valve, to open and close the
valve. A feedback signal of the valve position is sent
back to the PCU. PCU pin 13 is connected to CWES
valve pin 2 which indicates valve open. PCU pin 53 is
connected to CWES valve pin 4 which indicates valve
closed.
A CWES connector
P0016852

B Clear wake exhaust valve

30-2 Fault Tracing

DPS gateway
The GPS node is communicating with the EVC system
via the DPS gateway. The GPS node communicates
with the DPS gateway via a CAN bus. The DPS gate-
way converts the GPS information to be used by the
multilink bus.
The GPS node bus consists of a power supply with
negative supply pin 4 and positive supply on pin 6.
CAN L bus uses pin 2 and CAN H bus uses pin 5. There
P0015717 is also a shield connected to pin 3.

Joystick
The joystick is used as input to the steering pin and
docking functions. The movement of the joystick is
monitored by three different sensors. One for the hor-
izontal movement, one for the vertical movement and
one the monitors the turning angle of the joystick. All
three sensors output signals are voltage signals. The
voltage signals are between 0-5 volt depended of the
joystick movement. These signals are then translated
into CAN messages which are sent through the steer-
ing control bus to the HCU.
All joystick data that is exchanged on the steering con-
trol bus is transmitted to both drivelines as redundant
data, i.e. the data in both drivelines should be the
same.
Each driveline HCU transmits its set of joystick signals,
synchronization information, to the other driveline HCU
via the sync bus. The HCU compares the values.

1 Power supply positive

2 Steering control bus L
3 Power supply negative
4 Power supply positive, back up
5 Steering control bus H
6 Power supply negative, back up

A Joystick/steering wheel connector

P0016844

30-2 Fault Tracing

NMEA
NMEA is a communication standard used in marine
applications such as plotters, navigational instruments
etc.
It is based on CAN technology. The communication
speed is 250 kbit/s. The NMEA network requires a 120
ohm termination resistor at each end of the netwok.
Maximum distance for any device connected to the
network is 6 m.
Supply voltage for NMEA is +12 V.

IMPORTANT!
The NMEA bus must always be properly terminated.
No NMEA bus connector must be left open.

NMEA micro female connector

1 Shield
2 NET-S Supply +
3 NET-C Supply -
4 NET-H CAN H
5 NET-L CAN L

P0016843

VP autopilot connection
The VP autopilot system contains of an autopilot dis-
play and a CCU (course computer unit). Both units are
connected to the multilink for interaction with the EVC
system. The NMEA network is used for communication
between the display and the CCU.

IMPORTANT!
The NMEA bus must always be properly terminated.
No NMEA bus connector must be left open.

P0016873

30-2 Fault Tracing

CPM
The ACP system uses an active anode protection sys-
tem to protect the drive legs. By controlling, managing,
a DC current, the system maintains a targeted potential
difference between the drive legs and a Ag/AgCl ref-
erence electrode. The drive legs become a cathode in
an electrochemical process. For optimal protection the
CPM keeps the potential of the drive legs at approx.
-450 mV with the Ag/AgCl electrode as negative refer-
ence.

The CPM is connected to the J1587 bus via the diag-

nosis connector or via the customer interface and to
the multilink. The service tool and the PCU communi-
cates with the CPM via the J1587 bus. All ACP infor-
mation presented in the EVC system is sent through
the multilink.

1 Reference electrode 1
2 Reference electrode 2
3 Reference electrode 3
5 Active anode signal
6 Passive anode signal
7 Bonding cable input, STBD
8 Bonding cable input, PORT

P0010667

30-2 Fault Tracing

CPM configuration
The CPM is connected to the J1587 via the diagnosis
connector or via the customer interface and to the mul-
tilink. The service tool and the PCU communicates with
the CPM via J1587.
All ACP information presented in the panel or display
is sent through the multilink.

NOTICE! The CPM must be installed and auto config-

ured to the port side network. If installed and auto con-
figured to starboard side network it will not work prop-
erly.

Use Vodia to check/change the CPM

chassis ID
1 Connect the VODIA tool to the diagnostic connector
on the outer port engine.
2 Perform the "ACP Chassis ID Check" operation,
found under section "Electric Systems & Instru-
ments".
3 Verify that the PCU Chassis ID displayed is equal
to the New CPM Chassis ID, then confirm by press-
ing OK.
If the PCU Chassis ID and the New CPM Chassis
ID displayed are not equal, change the New CPM
Chassis ID to concur with the PCU Chassis ID
before confirming.

37-0 Wiring Diagrams

88890016 Break-out cable
9998699 Break-out box pin configuration.

Box number Deutch pin number Connector

1–2 1–2 2-pin
3–5 1–3 3-pin
6–9 1–4 4-pin
10–15 1–6 6-pin
16–23 1–8 8-pin
24–35 1–12 12-pin

Pin configuration, PCU

1 Gearshift solenoid/actuator control, primary 21 KL30, Positive system supply, Engine connector
(“High side switch”) 22 KL30, Positive system supply, Engine connector
2 Not connected 23 KL31, Negative system supply, Engine connec-
3 Ignition signal, Key switch tor
4 Not connected 24 Gearshift solenoid/actuator control, secondary
5 Not connected (“High side switch”)
6 EVC bus L 25 Gearshift solenoid/actuator control, primary
7 Trolling solenoid control (ZF) (“Low side switch”)
Control signal for Power Trim, UP (Aq) 26 Not connected
CWES motor control (IPS) 27 Not connected
(“High side switch”)
28 Not connected
8 Control signal for Power Trim, DOWN (Aq) 29 Feedback signal, potentiometer gear shift actua-
CWES motor control (IPS) tor
(“High side switch”) 30 EVC bus H
9 Trolling solenoid control (ZF) 31 Not connected
CWES motor control (IPS) 32 Not connected
(“Low side switch”) 33 Not connected
10 Not connected 34 Not connected
11 CWES motor control (IPS) 35 Not connected
(“Low side switch”) 36 Feedback, Power Trim signal
12 Positive power supply, potentiometer Power 37 Not used
Trim/Pull up IPS rev 38 AUX CAN L
13 Negative power supply, potentiometer Power 39 Negative connection for fuel level sensor
Trim/CWES (valve open) 40 Negative supply, AUX bus
14 AUX CAN H 41 Input signal, water level sensor
15 Power supply, reverse gear oil T/P sensor 42 J1587A – Diagnostic bus
16 Not connected 43 Not connected
17 Not connected 44 CAN H – Data link to engine ECU
18 Not connected 45 Negative connection for rudder indicator, water
19 J1587B – Diagnostic bus level
20 KL31, Negative system supply, Engine connec- 46 Positive main supply, EVC bus
tor 47 Positive back-up supply, EVC bus

37-0 Wiring Diagrams

48 Gearshift solenoid/actuator control, secondary 59 Not connected

("Low side switch") 60 Not connected
49 Input rotary pick up sensor 61 Not used
50 Not connected 62 Input signal, fuel level sensor
51 Not connected 63 Positive supply, AUX bus
52 Positive power supply, potentiometer gear shift 64 Input signal, oil pressure, reverse gear oil T/P
actuator sensor
53 Negative power supply, potentiometer gear shift 65 Input signal, rudder indicator
actuator/CWES (valve open) 66 Input signal, oil temperature, reverse gear oil
54 Not connected T/P sensor
55 Not connected 67 Not connected
56 Not connected 68 CAN L – Data link to engine ECU
57 Not connected 69 Negative main supply, EVC bus
58 Not connected 70 Negative back-up supply, EVC bus

37-0 Wiring Diagrams

X8 Pin configuration, HCU

X2 (Green) Data Link – EVC bus cable

X4 (Grey) Key switch or start/stop panel

X5 (Yellow) Multilink – EVC display, NMEA interface,

X2 X2 engine synchronization

X8 (Brown) Steering – Steering signals from steering

wheel and joystick units to the HCU

P0010673 X4 X5

X2 (Green) X5 (Yellow)
1 System voltage, positive 1 CAN L (IN)
2 EVC bus L 2 CAN L (OUT)
3 System voltage, negative 3 CAN H (IN)
4 Power supply negative, back up 4 Power supply negative
5 EVC bus H 5 CAN H (OUT)
6 Power supply positive, back up 6 Power supply positive

X4 (Grey), STBD X8 (Brown)

1 Power supply negative 1 Power supply positive
2 Power supply positive 2 Steering control bus L
3 Not used 3 Power supply negative
4 LIN communication 4 Power supply negative, back up
5 Steering control bus H
X4 (Grey), PORT
6 Power supply positive, back up
1 Not used
2 Not used
3 Power supply negative
4 Power supply positive
5 Not used
6 Not used
7 Not used
8 LIN communication

37-0 Wiring Diagrams

Pin configuration, SUS

X2 (Green)
1 System voltage, positive
2 EVC bus L
3 System voltage, negative
4 Power supply negative, back up
5 EVC bus H
6 Power supply positive, back up

Pin configuration, CPM

X5 (Yellow) Data Link

1 CAN L (IN) 1 Power supply positive
2 CAN L (OUT) 2 J1708B
3 CAN H (IN) 3 Power supply negative
4 Power supply negative 4 Not used
5 CAN H (OUT) 5 J1708A
6 Power supply positive 6 Not used

Transom unit
1 Reference electrode 1
2 Reference electrode 2
3 Reference electrode 3
4 Not used
5 Active anode signal
6 Passive anode signal
7 Bonding cable input, STBD
8 Bonding cable input, PORT
9 Not used
10 Not used
11 Not used
12 Not used

37-0 Wiring Diagrams

Pin configuration, SCU

1 System voltage, positive

2 EVC bus L
3 System voltage, negative
P0005121
4 Power supply negative, back up
5 EVC bus H
6 Power supply positive, back up

X3
1 Power supply positive 22 Not used
2 Not used 23 Not used
3 Power supply positive, temperature sensor 24 Not used
4 Not used 25 Service valve (“Low side switch”)
5 Not used 26 Not used
6 Not used 27 Not used
7 Power supply positive, starboard drive position 28 Steering solenoid PORT (“Low side switch”)
sensor 29 Negative (-) voltage
8 Power supply positive, port drive position sensor 30 Not used
9 Not used 31 Not used
10 Service valve (“High side switch”) 32 Not used
11 Not used 33 Not used
12 Not used 34 Not used
13 Steering solenoid PORT (“High side switch”) 35 Not used
14 Steering solenoid STBD (“High side switch”) 36 Power supply negative, starboard drive position
15 Not used sensor
16 Not used 37 Power supply negative, port drive position sensor
17 Input signal, temperature sensor 38 Not used
18 Not used 39 Not used
19 Feedback signal, port drive position sensor 40 Not used
20 Feedback signal, starboard drive position sensor 41 Not used
21 Not used 42 Steering solenoid STBD (“Low side switch”)

37-0 Wiring Diagrams

Wiring Diagram
Wiring diagram for electronic steering Schematic of the hydraulic valve plate

SCU

SV1

A
B
C
DC1
D

LS1

SP1

E EP1
F

F
FLT1 CV1 TP4

P0011296
P1 T1
P0011295

A Service valve (SV1)

B Port, steering solenoid (SP1)
C Starboard, steering solenoid (SP1)
D Temperature sensor (TP4)
E Power supply
F Drive position sensor

P0010672

37-0 Wiring Diagrams

Multilink T split, triple/quad

P0016789

Main
Press
switch
ignition
E-key functionality

Press
Press ignition
start/stop

Press Engine
start/stop cranking
Use /running
RFID key

Use
RFID key

Main Press
switch Press ignition
off ignition

Press
Press start/stop
start/stop

Main
switch Use
on Use RFID key
RFID key

Main
switch
off
Main Main
Main
switch switch
switch
off off
on

363
37-0 Wiring Diagrams
37-0 Wiring Diagrams

EVC installations
Twin installation

8 W/GR
7 Y/GR
12 -
11 -
10 -
9-
Y/GR 1 6R
Y/GR 2 5 Y/W
Y/W 3 4 SB

5 Y/W
-3

4 SB
R2

-6
-4
-5
SB 1

6R
Multilink hub

Y/W 3
Y/GR 2
Y/GR 1
R/W 1 6 R
Y 2 5 LBL
SB/V 3 4 SB

Engine interface
STBD side
HCU

)
X2 (GN
R/W 1 6 R

X5 (Y)
Y 2 5 LBL
SB/V 3 4 SB Main station
(Control lever)
Analog key interface
X8 (BN) STBD side

All connectors R 6 1 R
SB 1
R 2
4 Y
3 -
(male and female) Y/GR 5 2 Y/W
3 SB
SB 4
are viewed from
X2 (GN)

8Y
cable side

7-
5-
6-
SB 3
-2
R4
-1
R 6 1 R
Y/GR 5 2 Y/W
3 SB R 6 1 Y/GR
SB 4 2 Y/GR
Y/W 5
Y

-
-
-

MOLEX 3 Y/W
SB 4
5
8
7
6

R 1 6 R
Y/W 2 5 Y/GR
SB 3 4 SB
3
- 2
- 1

X4 (GR) SB

DEUTSCH

E-key
Male Female
connector connector
(pin) (socket) R 6 1 R
Y/GR 5 2 Y/W Engine
SB 4 3 SB
Interface
R (red) + (positive)
SB (black) - (negative)

GN/SB 1 6 BL
SB 2 5 R/GN
BL/SB 3 4 GN

Rudder angle sender

Water level signal “GR=REF, R/GN=SIGN”
“BL=REF,
G
N
SB

BL/SB=SIGN” GN
SB

1 BL/SB
2 BL R/GN
GN/SB 1
SB 2 Fuel level signal
P0016728 “SB=REF, GN/SB=SIGN”

0.75 Y/W
J 1939 H
0.75 Y/GR J 1939 L
SPLICE 1 2.5 SB

P0016856
1 SB BATT. -
SPL. 2 2.5 R BATT. +
2.5 SB BATT. SWITCHED
1R
2.5 R J 1708 A

44 68 20 23 21 22
1 2 3 4 5 6 7 8
J 1708 B
1 BL/R

3
0.75 W
ENGINE INTERFACE
0.75 W/SB
2.5 R

1
E+
1 Y/GR

42 19 46 6
2
CAN L
1 Y/W

5
CAN H
2.5 SB
3
PCU output for AQ drive, D4/D6

E-
2.5 SB
4
C-
DATA LINK

2.5 R
6

C+

1 GN/SB
FUEL LEVEL SENSOR
1 SB REF. GND
1 BL/SB FRESHWATER LEVEL SENSOR
1 SB SPLICE 3 1 SB
REF. GND
1 GN/R

PCU
RUDDER SENSOR
SENSORS

30 69 70 47 62 39 41 45 65
1 SB
1 2 3 4 5 6

REF. GND

0.75 Y/GR SPLICE 9 0.75 Y/GR

CAN L
1 SB SPLICE 8
1.5 SB AUX -
0.75 Y/W 1.5 SB
AUX -
1 R/SB SPLICE 7 0.75 Y/W
CAN H

38 40 14 63
1.5 R/SB SWITCHED AUX +
2.5 BL/GN
2 3 4 5 6 1

AUX +

1
2.5 BL/GN
SPLICE 6
1.5 R

SPLICE 4 AUX +
2.5 BL/BN 1.5 R/SB
SPLICE 5 SWITCHED AUX +
AUXILARY BUS

2.5 BL/BN 0.75 Y/W

PCU outputs

CAN H
1.5 SB
AUX -
1.5 SB
AUX -
0.75 Y/GR
1 6 5 4 3 2

CAN L
48 53 24 25 29 52
1 BL
7

1 GN 2.5 BL/GN
8

GEAR FWD
1 R/W 2.5 BL/BN GEAR REV
1 W/SB 1 BN/SB
POT. NEG: SUPPLY
1 Y/BN
1 GN/W POT. SIGN.
12 13 36

1 R/OR POT. POS: SUPPLY

ACTUATOR

1 3 2 4 5 6

UP
DOWN

POT. POS. SUPPLY

POT. NEG. SUPPLY
POWER TRIM

1 2 3 4 5 6

P-TRIM FEEDBACK

365
37-0 Wiring Diagrams
0.75 Y/W

44
J 1939 H

366
0.75 Y/GR

2
J 1939 L

P0016870
1 SB SPLICE 1 2.5 SB

3
BATT. -
2.5 SB
SPLICE 2 2.5 R

4
1R BATT. +
2.5 R

5
BATT. SWITCHED
1 BL/R

68 20 23 21 22 3
6
0.75 W SPLICE 3 0.75 W

7
J 1708 A

42
ENGINE INTERFACE
37-0 Wiring Diagrams

0.75 W/SB SPLICE 4 0.75 W/SB

8
J 1708 B

19
0.75 W/SB J 1708 B
0.75 W J 1708 A
2.5 R BATT. +
PCU output for IPS1, D4/D6

2.5 SB
ACM

BATT. -
2 5 1 3 4 6

2.5 R SPLICE 5 2.5 R

1
E+

46
0.75 Y/GR SPLICE 6 0.75 Y/GR

6
2

CAN L
0.75 Y/W SPLICE 7 0.75 Y/W
5

CAN H

30
2.5 SB SPLICE 8 2.5 SB
3

E-

69
2.5 SB SPLICE 9 2.5 SB
DATA LINK

70
C-
2.5 R SPLICE 10 2.5 R
6

C+

47
2.5 R
2.5 SB C+
C-
2.5 SB

PCU
0.75 Y/W E-
CAN H
SUS

0.75 Y/GR CAN L

2.5 R
6 4 3 5 2 1

E+
1 GN/SB
1

FUEL LEVEL SENSOR

62
1 SB
2

REF. GND

39
1 BL/SB
3

FRESHWATER LEVEL SENSOR

41
1 GN/R
5

RUDDER SENSOR

65
SPLICE 11
SENSORS

1 SB 1 SB
4

REF. GND

45
1 SB
6

REF. GND
0.75 Y/GR SPLICE 12 0.75 Y/GR CAN L
SPL. 13 1.5 SB AUX -
1 SB
1.5 SB
SPLICE 14 AUX -
0.75 Y/W 0.75 Y/W
SPLICE 15
CAN H
1 R/SB 1.5 R/SB
SWITCHED AUX +
2 3 4 5 6 1

0.75 BL/OR AUX +

0.75 R 0.75 R
1.5 R

AUX +
0.75 GR/OR 1.5 R/SB SWITCHED AUX +
38 40 14 63 64 15 66
0.75 SB
0.75 SB

P1/4

0.75 Y/W
CAN H
1 2

3 4

1.5 SB
AUXILARY BUS

1.5 SB AUX -
0.75 R AUX -
0.75 GR/SB 0.75 GR/SB 0.75 Y/GR
1 6 5 4 3 2

REV.

CAN L
n

0.75 GR/SB
3 2 1

49 12

2.5 BL/GN
OIL TEMP/PRESS. SENSOR

2.5 GN/SB
2.5 BL/BN
2.5 BN/SB

RG VALVES

1 2 1 2
SENSOR PRIM. SEC.

1 25 24 48
0.75 Y/W

1
J 1939 H
0.75 Y/GR

2
J 1939 L
1 SB SPLICE 1 2.5 SB

P0016875
3
BATT. -
2.5 SB SPLICE 2 2.5 R

4
BATT. +
1R

5
BATT. SWITCHED
2.5 R

6
1 BL/R

44 68 20 23 21 22 3
J 1708 A

8
J 1708 B
ENGINE INTERFACE

0.75 W
SPLICE 10
6 BL 4 BL 0.75 W/SB

1
42 19

2
3
6 GN

2
30 86 2.5 R
1 E+

46
87
87a 85

TRIM PUMP
1 Y/GR

6
2

4
CAN L
PCU output for AQ drive, D3

SPLICE 13
6R 4R 1 Y/W
5

CAN H

5 4 SB
TRIM RELAY UP
2.5 SB
3

1 0.75 SB
E-

69
6 SB
2.5 SB
DATA LINK

70
C-
2.5 R
6

C+

SPLICE 16

SPLICE 12 SPLICE 11 1 GN/SB
1

6R 4 GN FUEL LEVEL SENSOR

1
2
3
6 SB 30 86 1 SB
2

2
REF. GND

39
87
87a 85 1 BL/SB
3

SPLICE 15
41
FRESHWATER LEVEL SENSOR

4
SPLICE 14 1 SB SPLICE 3

PCU
1 SB

POWER SUPPLY
4

6R 4R

65
REF. GND
SENSORS

6 SB 1 GN/R
5

1 0.75 SB
RUDDER SENSOR
1 SB
6

REF. GND

TRIM RELAY DOWN

SPLICE 9

5 4 SB SPLICE 17
0.75 Y/GR 0.75 Y/GR
2

CAN L
1 SB 1.5 SB
3

SPLICE 8 AUX -
0.75 Y/W 1.5 SB
4

AUX -
1 R/SB SPLICE 7 0.75 Y/W
5

38 40 14 63
CAN H
1.5 R/SB
6

SWITCHED AUX +
2.5 BL/GN
1

1
AUX +
SPLICE 6

2.5 BL/GN

48
1.5 R

53
SPLICE 4
1

AUX +
2.5 BL/BN 1.5 R/SB
6

24
SPLICE 5 SWITCHED AUX +
AUXILARY BUS

0.75 Y/W
5

2.5 BL/BN CAN H

1.5 SB
4

AUX -
25 29

1.5 SB
3

AUX -
0.75 Y/GR
2

CAN L

1.5 BL/GN
1

GEAR FWD
1.5 BL/BN
3

36 12 13

GEAR REV.
1 BN/SB
2

0.75 GN/W POT. NEG. SUPPLY

1 Y/BN
4

POT. SIGN.
0.75 BL/W
7

1 R/OR
5

POT. POS. SUPPLY

ACTUATOR

1 GN/W

367
37-0 Wiring Diagrams

SIGNAL
1 R/W
TRIM

5V +
1 W/SB
3

GND
SENSOR
0.75 Y/W

44
J 1939 H

368
0.75 Y/GR

2
J 1939 L

P0016883
1 SB SPLICE 1 2.5 SB

3
BATT. -
2.5 SB
SPLICE 2 2.5 R

4
1R BATT. +
2.5 R

5
BATT. SWITCHED
1 BL/R

68 20 23 21 22 3
6
0.75 W

7
J 1708 A

42
ENGINE INTERFACE
37-0 Wiring Diagrams

0.75 W/SB

8
J 1708 B

19
2.5 R
1
E+

46
1 Y/GR

6
2
CAN L
1 Y/W
5

CAN H

30
2.5 SB
3
PCU output for HS rev. gear, D3/D4/D6

E-

69
2.5 SB
DATA LINK

70
C-
2.5 R
6

C+

47
1 GN/SB

PCU
1

FUEL LEVEL SENSOR

62
1 SB
2

REF. GND

39
1 BL/SB
3

FRESHWATER LEVEL SENSOR

41
1 GN/R
5

RUDDER SENSOR

65
SPLICE 3
SENSORS

1 SB 1 SB
4

REF. GND

45
1 SB
6

REF. GND
0.75 Y/GR SPLICE 9 0.75 Y/GR CAN L
SPL. 8 1.5 SB AUX -
1 SB
1.5 SB
SPLICE 7 AUX -
0.75 Y/W 0.75 Y/W
SPLICE 6
CAN H
1 R/SB 1.5 R/SB
SWITCHED AUX +

38 40 14 63
2 3 4 5 6 1

AUX +
1.5 R

0.75 GR/SB
n

AUX +

49
REV.

1.5 R/SB
2 1

SWITCHED AUX +
0.75 SB

0.75 Y/W
CAN H
SENSOR

1.5 SB
AUXILARY BUS

1.5 SB AUX -
AUX -
0.75 Y/GR
1 6 5 4 3 2

CAN L

2.5 BL/GN
1
1 2

2.5 GN/SB
PRIM.

2.5 BL/BN
24
RG VALVES

1 2
SEC.

2.5 BN/SB
48

0.75 Y/W

44
J 1939 H
0.75 Y/GR

2
J 1939 L

P0016884
SPLICE 1

P0016884
1 SB 2.5 SB

3
BATT. -
2.5 SB
SPLICE 2 2.5 R

4
1R BATT. +
2.5 R

5
BATT. SWITCHED
1 BL/R

68 20 23 21 22 3
6
0.75 W SPLICE 3 0.75 W

7
J 1708 A

42
ENGINE INTERFACE

0.75 W/SB SPLICE 4 0.75 W/SB

8
J 1708 B

19
0.75 W/SB

OIL
0.75 R/W J 1708 B
0.75 W

54
J 1708 A
2.5 R

SENSOR
BATT. +

QUALITY
0.75 Y

P
2.5 SB

58
ACM

0.75 W/SB BATT. -

3 4
2
2 5 1 3 4 6

2.5 R SPLICE 5 2.5 R

E+

46
0.75 Y/GR SPLICE 6
PCU output for IPS2/IPS3, D11/D13

0.75 Y/GR

6
2

CAN L
0.75 Y/W SPLICE 7 0.75 Y/W
5

CAN H

2.5 SB SPLICE 8 2.5 SB
3

E-

69
2.5 SB SPLICE 9 2.5 SB
DATA LINK

70
C-
2.5 R SPLICE 10 2.5 R
6

C+
1 Y/VO 2.5 R

47 11
2.5 SB C+
1 Y/VO SPLICE 18 1 Y/VO C-

1
2.5 SB

PCU
1 VO/W 0.75 Y/W E-

8 13
CAN H
SUS

0.75 Y/GR CAN L

1 BN/OR 1 BN/OR

3
2.5 R
6 4 3 5 2 1

SPLICE 19 E+
1 OR/W

7 53
CWES
1 BN/OR

9
4 5 6
1

FUEL LEVEL SENSOR

1 GN/SB

62
2

REF. GND
1 SB

39
3

FRESHWATER LEVEL SENSOR

1 BL/SB

41
5

RUDDER SENSOR
1 GN/R

65
SPLICE 11
SENSORS

1 SB
4

1 SB REF. GND

45
1 SB
6

REF. GND
0.75 Y/GR SPLICE 12 0.75 Y/GR CAN L
SPL. 13 1.5 SB AUX -
1 SB
1.5 SB
SPLICE 14 AUX -
0.75 Y/W 0.75 Y/W
SPLICE 15
CAN H
1 R/SB 1.5 R/SB
SWITCHED AUX +
2 3 4 5 6 1

0.75 BL/OR AUX +

0.75 R SPLICE 16 0.75 R

1.5 R

AUX +
0.75 GR/OR 1.5 R/SB SWITCHED AUX +
38 40 14 63 64 15 66
0.75 SB
0.75 SB

P1/4

0.75 Y/W
CAN H
1 2

3 4

1.5 SB
AUXILARY BUS

1.5 SB AUX -
0.75 R AUX -
SPL. 17

0.75 GR/SB 0.75 GR/SB 0.75 Y/GR

1 6 5 4 3 2

REV.

CAN L
n

0.75 GR/SB
3 2 1

49 12

2.5 BL/GN
OIL TEMP/PRESS. SENSOR

2.5 GN/SB

369
37-0 Wiring Diagrams

2.5 BL/BN
2.5 BN/SB
RG VALVES

1 2 1 2
SENSOR PRIM. SEC.

1 25 24 48
0.75 Y/W

44
J 1939 H

370
0.75 Y/GR

2
J 1939 L

P0016885
1 SB SPLICE 1 2.5 SB

3
BATT. -
2.5 SB
SPLICE 2 2.5 R

4
1R BATT. +
2.5 R

5
BATT. SWITCHED
1 BL/R

68 20 23 21 22 3
6
0.75 W

7
J 1708 A

42
ENGINE INTERFACE
37-0 Wiring Diagrams

0.75 W/SB

8
J 1708 B

19
2.5 R

1
E+

46
1 Y/GR

6
2
CAN L
1 Y/W 5
CAN H

30
2.5 SB
3

E-

69
2.5 SB
PCU output for ZF rev. gear, D11/D13

DATA LINK

70
C-
2.5 R
6

C+

47
1 GN/SB
1

FUEL LEVEL SENSOR

62
1 SB
2

REF. GND

39
1 BL/SB
3

FRESHWATER LEVEL SENSOR

PCU
1 GN/R
5

RUDDER SENSOR

65
SPLICE 3
SENSORS

1 SB 1 SB
4

REF. GND

45
1 SB
6

REF. GND
0.75 Y/GR SPLICE 9 0.75 Y/GR CAN L
SPL. 8 1.5 SB AUX -
1 SB
1.5 SB
SPLICE 7 AUX -
0.75 Y/W 0.75 Y/W
SPLICE 6
CAN H
1 R/SB 1.5 R/SB
SWITCHED AUX +

38 40 14 63
2 3 4 5 6 1

AUX +
1.5 R

0.75 GR/SB
n

AUX +

49
REV.

1.5 R/SB
1 2

SWITCHED AUX +
0.75 SB
0.75 SB

0.75 Y/W
CAN H
SENSOR

1.5 SB
AUXILARY BUS

1.5 SB AUX -
AUX -
0.75 Y/GR
1 6 5 4 3 2

CAN L
4
2

1.5 BL/GN
1
1
3
1

RG VALVE PRIMARY
1/4 P

1.5 GN/SB
25

1.5 BL/BN
24
1

RG VALVE SECOND.
2

1.5 BN/SB
48

1 BL/GR
9
OIL TEMP/PRESS. SENSOR

TROLLING VALVE
2

1 BL/SB
7

0.75 GR/OR
0.75 R

0.75 BL/OR
66 15 64
0.75 Y/W
J 1939 H

A
CAN
0.75 Y/GR

B
J 1939 L

CONN.

P0016886
C
0.75 Y/W SPLICE 4 0.75 Y/W

44
J 1939 H
0.75 Y/GR SPLICE 5 0.75 Y/GR

2
J 1939 L
1 SB SPLICE 1 2.5 SB

3
BATT. -
2.5 SB
SPLICE 2 2.5 R

4
1R BATT. +
2.5 R

5
BATT. SWITCHED
1 BL/R SPLICE 10

68 20 23 21 22 3
0.75 W 6
7 J 1708 A

42
ENGINE INTERFACE

0.75 W/SB
8

J 1708 B

19
1R 1
BATT. +
PCU output for MGX rev. gear, D13

1 SB
2

BATT. -
POWER
SUPPLY

1 BL/R

2.5 R
IGNITION

E+

46
1 Y/GR

6
2

CAN L
1 2 3 4 5 6 7 8 9 10 11 12

1 Y/W
5

CAN H

PCU
2.5 SB
3

E-

69
2.5 SB
DATA LINK

70
C-
2.5 R
6

C+

47
1 GN/SB
1

FUEL LEVEL SENSOR

62
1 SB
2

REF. GND

39
1 BL/SB
3

FRESHWATER LEVEL SENSOR

41
1 GN/R
5

RUDDER SENSOR

65
SPLICE 3
SENSORS

1 SB 1 SB
4

REF. GND

45
1 SB
6

REF. GND

0.75 Y/GR SPLICE 9 0.75 Y/GR CAN L

SPL. 8 1.5 SB AUX -
1 SB
1.5 SB
SPLICE 7 AUX -
0.75 Y/W 0.75 Y/W
SPLICE 6
CAN H
1 R/SB 1.5 R/SB
SWITCHED AUX +
38 40 14 63
2 3 4 5 6 1

AUX +
1.5 R

AUX +
1.5 R/SB SWITCHED AUX +
0.75 Y/W
CAN H
1.5 SB
AUXILARY BUS

1.5 SB AUX -
AUX -
0.75 Y/GR
1 6 5 4 3 2

CAN L

371
37-0 Wiring Diagrams
39-0 General

39-0 General
Index
MID 164: HCU
Caption PPID SID PSID FMI
MID 164, PPID 289 Power trim control signal page 40 289 4
MID 164, PPID 393 EVC Bus power input (E) page 41 393 4, 11
MID 164, PPID 394 Key supply page 42 394 3, 4
MID 164, PPID 424 Steering wheel position page 43 424 2, 12
MID 164, PPID 1588 Safety lanyard status page 44 1588 3, 4
MID 164, PPID 1590 Station panel page 45 1590 4, 9
MID 164, PPID 1591 Sport Fish panel page 46 1591 4, 9
MID 164, PPID 1592 Cruise control panel page 47 1592 4, 9
MID 164, PPID 1593 Power trim panel page 48 1593 4, 9
MID 164, PPID 1594 Docking panel page 49 1594 4, 9
MID 164, PPID 1595 Start stop panel page 50 1595 4, 9
MID 164, PPID 1677 EVC bus power input (C) page 51 1677 3, 4
MID 164, PPID 1749 Control lever button status page 52 1749 4
MID 164, SID 226 Transmission neutral switch page 32 226 3, 7
MID 164, SID 231 SAE J1939 data link page 35 231 2
MID 164, SID 240 Program memory page 36 240 2
MID 164, SID 253 Calibration memory EEPROM page 37 253 2, 8, 9, 10, 12, 13
MID 164, SID 254 Controller 1 page 39 254 14
MID 164, PSID 63 External lever page 53 63 2, 3, 5, 9, 12
MID 164, PSID 64 Joystick page 58 64 2, 9, 12
MID 164, PSID 65 Joystick On button page 61 65 4
MID 164, PSID 66 Joystick High button page 62 66 4
MID 164, PSID 67 Joystick position divergence page 63 67 10
MID 164, PSID 69 Menu Control Knob page 64 69 3, 9
MID 164, PSID 79 GPS sensor node page 66 79 9
MID 164, PSID 82 Helm station transfer function page 67 82 2, 8, 10
MID 164, PSID 83 Single lever control data component page 69 83 2, 9, 10
MID 164, PSID 84 DPS button page 71 84 4
MID 164, PSID 87 Electronic Key page 72 87 2, 3, 4, 9, 12
MID 164, PSID 88 Control lever sensor page 75 88 2, 12
MID 164, PSID 89 Joystick steering pin button page 76 89 4
MID 164, PSID 92 Detection fault for external compo- 92 12
nents page 77
MID 164, PSID 94 Incompatible EVC software page 78 94 2, 8, 9, 12
MID 164, PSID 95 Lever detection page 80 95 7, 12

39-0 General

Caption PPID SID PSID FMI

MID 164, PSID 96 Calibrated lever travel too small page 81 96 13
MID 164, PSID 97 Lever calibration procedure page 82 97 13
MID 164, PSID 98 Lever(s) not calibrated page 83 98 13
MID 164, PSID 99 EVC Bus network configuration fault page 84 99 12, 14
MID 164, PSID 133 Steering wheel data link page 86 133 2, 5, 9
MID 164, PSID 134 Steering wheel module page 89 134 12
MID 164, PSID 135 Steering wheel brake page 90 135 12
MID 164, PSID 136 Steering wheel controller page 91 136 12
MID 164, PSID 137 Rudder angle page 92 137 9, 12
MID 164, PSID 138 Steering position divergence page 94 138 7, 10
MID 164, PSID 139 Autopilot page 95 139 2, 9
MID 164, PSID 140 Incompatible helm station software page 97 140 12
MID 164, PSID 209 Data link, MID164 page 98 209 8, 9
MID 164, PSID 218 Data link 2, MID187 page 99 218 8, 9
MID 164, PSID 226 SAE J1939 Data Link, Datalink2, 226 9
MID164 page 100
MID 164, PSID 231 Incompatible chassi id page 101 231 2, 12
MID 164, PSID 232 SAE J1939-1 SubNet 1, Control link page 102 232 2, 5

MID 130: MGX

Caption PID PPID SID PSID FMI
MID 130, PID 127 Transmission oil pressure page 104 127 5
MID 130, PID 161 Input shaft speed page 105 161 12
MID 130, PID 168 Battery potential page 106 168 4
MID 130, PID 177 Transmission oil temperature page 107 177 5
MID 130, PID 190 Engine speed page 108 190 9
MID 130, PID 191 Output shaft speed page 109 191 12
MID 130, PPID 40 Requested gear page 113 40 9
MID 130, PPID 53 Requested percent clutch slip page 114 53 2
MID 130, SID 231 SAE J1939 data link page 110 231 2
MID 130, PSID 20 Transm. primary solenoid page 111 20 12
MID 130, PSID 22 Transm. secondary solenoid page 112 22 12

MID 187: PCU

Caption PID PPID SID PSID FMI
MID 187, PID 127 Transmission oil pressure page 115 127 1, 3, 4, 7, 12
MID 187, PID 177 Gearbox oil temperature page 118 177 0, 3, 4, 7
MID 187, PID 191 Output shaft speed page 120 191 2, 5, 7, 10
MID 187, PPID 40 Requested gear page 130 40 7, 9

39-0 General

MID 187, PPID 393 EVC Bus power input (E) page 131 393 3, 4
MID 187, PPID 398 Shift actuator position relative to pot sup- 398 3, 4
ply page 132
MID 187, PPID 399 Potentiometer supply, shift actua- 399 3, 4
tor page 134
MID 187, PPID 400 Transmission, sensor supply page 136 400 3, 4
MID 187, PPID 401 Power trim position relative to pot sup- 401 3, 4
ply page 137
MID 187, PPID 1710 Transmission oil quality page 139 1710 0, 3, 4, 14
MID 187, SID 231 SAE J1939 data link page 123 231 2, 9, 12
MID 187, SID 240 Program memory page 126 240 2
MID 187, SID 250 SAE J1708/J1587 data link page 127 250 12
MID 187, SID 253 Calibration memory EEPROM page 128 253 2, 12
MID 187, SID 254 Controller 1 page 129 254 14
MID 187, PSID 10 Incompatible engine type page 141 10 12
MID 187, PSID 14 Detection fault for external compo- 14 12
nents page 142
MID 187, PSID 16 Incompatible EVC software page 143 16 12
MID 187, PSID 17 EVC Bus network configuration 17 12, 14
fault page 144
MID 187, PSID 19 EVC Bus Power Output C (High Side 19 12
Switch) page 145
MID 187, PSID 20 Transm. primary solenoid (positive supply 20 4, 5, 6
switch) page 146
MID 187, PSID 22 Transm. secondary solenoid (positive supply 22 4, 5, 6
switch) page 148
MID 187, PSID 24 Gear actuator eng. direction 1 (pos. supply 24 0, 7
sw.) page 150
MID 187, PSID 30 POWER TRIM - Motor direction UP (Pos. sup- 30 3, 7, 10
ply sw.) page 152
MID 187, PSID 31 POWER TRIM - Motor direction DOWN (Pos. 31 3, 7, 10,
supply sw.) page 155
MID 187, PSID 32 EVC Bus Communication with Active Helm 32 9
Failure page 158
MID 187, PSID 107 Shift actuator potentiometer page 159 107 3, 4
MID 187, PSID 130 Clear wake exhaust bypass page 161 130 10
MID 187, PSID 140 Multisensor page 162 140 9
MID 187, PSID 163 Data link, MID 200 page 163 163 9, 12
MID 187, PSID 164 SAE J1939 Data Link timeout page 165 164 4, 5
MID 187, PSID 200 Data Link, MID128 page 166 200 8, 9
MID 187, PSID 205 Data link, MID 130 page 168 205 9
MID 187, PSID 226 SAE J1939 Data Link, Datalink2, 226 9
MID164 page 169
MID 187, PSID 231 Incompatible chassi id page 170 231 2
MID 187, PSID 232 SAE J1939-1 SubNet 1, Control 232 2, 5
link page 171

39-0 General

MID 194: ICM

Caption PID SID PSID FMI
MID 194, PID 158 ECU battery potential page 173 158 3, 4
MID 194, SID 240 Program memory page 174 240 2
MID 194, SID 253 Calibration memory EEPROM page 175 253 2
MID 194, SID 254 Controller 1 page 176 254 11, 12
MID 194, PSID 1 Servo Module 1 page 177 1 0, 2, 3, 4, 8, 9, 10,
11, 12, 13, 15
MID 194, PSID 2 Servo Module 2 page 182 2 0, 2, 3, 4, 8, 9, 10,
11, 12, 13, 15
MID 194, PSID 3 Servo Module 3 page 187 3 0, 2, 3, 4, 8, 9, 10,
11, 12, 13, 15
MID 194, PSID 4 Servo Module 4 page 192 4 0, 2, 3, 4, 8, 9, 10,
11, 12, 13, 15

MID 200: CPM

Caption PPID SID PSID FMI
MID 200, PPID 344 Active anode potential #1 page 197 344 0, 3, 4
MID 200, PPID 345 Passive anode potential #1 page 199 345 3, 4
MID 200. PPID 346 Active anode potential #2 page 201 346 0, 3, 4
MID 200, PPID 347 Passive anode potential #2 page 203 347 3, 4
MID 200, PPID 444 Polarization potential #1 page 205 444 0, 1, 2, 3, 4, 12, 13
MID 200, PPID 445 Polarization current #2 page 208 445 0, 1, 5, 6
MID 200, PPID 446 Polarization potential #2 page 210 446 0, 1, 2, 3, 4, 12, 13
MID 200, PPID 447 Polarization current #1 page 213 447 0, 1, 5, 6
MID 200, SID 231 SAE J1939 data link page 215 231 2
MID 200, SID 240 Program memory page 216 240 2
MID 200, SID 253 Calibration memory EEPROM page 217 253 2, 14
MID 200, SID 254 Controller 1 page 218 254 8, 12
MID 200, PSID 209 Data link, MID 164 page 219 209 9

39-0 General

MID 250: SUS

Caption PID PPID SID PSID FMI
MID 250, PID 168 Battery potential page 246 168 0, 1
MID 250, PPID 55 ECU temperature page 226 55 12
MID 250, PPID 393 EVC Bus power input (E) page 227 393 4
MID 250, PPID 424 Steering wheel position page 228 424 2, 12
MID 250, PPID 426 Rudder angle page 229 426 2, 5, 6, 7
MID 250, PPID 427 Servo motor temperature page 231 427 0, 1
MID 250, SID 231 SAE J1939 data link page 221 231 2
MID 250, SID 240 Program memory page 222 240 2
MID 250, SID 253 Calibration memory EEPROM page 223 253 2, 12, 13
MID 250, SID 254 Controller 1 page 224 254 2, 8, 9, 11, 12,
14
MID 250, PSID 1 EVC bus network config page 232 1 12, 14
MID 250, PSID 2 EVC bus power output C page 233 2 4
MID 250, PSID 3 Servo motor page 234 3 0, 1, 3, 4, 5, 6,
7, 10, 12
MID 250, PSID 4 Rudder brake page 239 4 5, 6, 7, 14
MID 250, PSID 6 EVC Bus Communication page 241 6 9, 10
MID 250, PSID 92 Detection fault for external compo- 92 12
nents page 242
MID 250, PSID 209 Datalink, MID164 page 243 209 12
MID 250, PSID 232 SAE J1939-1, SubNet 1, Control 232 2, 5
link page 244

39-0 General

MID 250: SCU

Caption PID PPID SID PSID FMI
MID 250, PID 168 Battery potential page 246 168 0, 1
MID 250, PPID 393 EVC Bus power input (E) page 250 393 0,1
MID 250, PPID 424 Steering wheel position page 251 424 2, 12
MID 250, PPID 426 Rudder angle page 252 426 8, 11
MID 250, PPID 1156 Hydraulic oil temp page 254 1156 0, 3, 4
MID 250, PPID 1559 Steering solenoid STBD page 256 1559 5, 6, 12
MID 250, PPID 1560 Steering solenoid PORT page 258 1560 5, 6, 12
MID 250, PPID 1561 Steering solenoid (service 1561 5, 7, 12
valve) page 260
MID 250, PPID 1670 Steering sensor (DPS top, DPH 1670 3, 4
port) page 263
MID 250, PPID 1671 Steering sensor (DPS bottom, DPH star- 1671 3, 4
board) page 265
MID 250, PPID 1677 EVC bus power input (C) page 267 1677 0, 1
MID 250, SID 240 Program memory page 247 240 2
MID 250, SID 253 Calibration memory EEPROM page 248 253 2, 12
MID 250, SID 254 Controller 1 page 249 254 14
MID 250, PSID 1 EVC bus network config page 268 1 9, 12, 14
MID 250, PSID 2 EVC bus power output C page 270 2 4
MID 250, PSID 5 Incompatible EVC software page 271 5 8, 12
MID 250, PSID 6 EVC Bus Communication page 272 6 9
MID 250, PSID 9 Steering Control Unit and steering sen- 9 7, 8, 9, 10, 12
sors page 273
MID 250, PSID 10 Steering Control Unit page 279 10 7
MID 250, PSID 92 Detection fault for external compo- 92 12
nents page 281
MID 250, PSID 231 Incompatible chassi id page 282 231 12
MID 250, PSID 232 SAE J1939-1, SubNet 1, Control 232 2, 5
link page 283

Alphabetical index
A E
Abbreviations............................................................ 15 ECU state............................................................... 331
About this Workshop manual..................................... 2 Electrical Welding..................................................... 15
A-CAN.................................................................... 335 Engine sync acknowledge...................................... 326
Active anode potential #1 / Active anode poten- EVC bus................................................................. 335
tial #2...................................................................... 331 EVC bus power input (E)................................ 320, 326
B EVC bus status....................................................... 329
Battery potential..................................................... 333 EVC configuration data HCU.................................. 323
EVC configuration data PCU.................................. 325
C EVC installations.................................................... 364
Calibrated power trim position................................ 328 EVC status, reconfiguration.................................... 329
Checking Autopilot Gateway LED.......................... 308 EVC System............................................................... 7
Checking servo motor function................................. 17
Checking the actuator / shift solenoid output F
driver voltage.......................................................... 303 Fault Codes.............................................................. 32
Checking the aux bus............................................. 289 Fault Tracing............................................................ 25
Checking the clear wake exhaust valve................. 304 Fault tracing in the EVC system............................... 25
Checking the CPM signals..................................... 315 Fault tracing of cables and connectors..................... 26
Checking the diesel key switch diode..................... 287 Fault tracing of the EKS system............................... 28
Checking the DPS gateway connection................. 290 Fuel Level............................................................... 327
Checking the drive position sensor........................ 306 Fuel level................................................................ 340
Checking the EVC bus........................................... 286 G
Checking the fuel level sensor............................... 294 Gear shift actuator.................................................. 344
Checking the gear shift actuator potentiometer...... 302 Gear shift solenoids................................................ 344
Checking the hydraulic steering oil temperature General..................................................... 2, 7, 25, 372
sensor..................................................................... 311 H
Checking the ICM servo unit wiring........................ 316 Hydraulic oil temperature....................................... 333
Checking the interceptor movement range.............. 17 Hydraulic oil temperature sensor............................ 336
Checking the interceptor shaft torque...................... 16
Checking the multilink bus...................................... 288 I
Checking the PCU-EECU wiring............................ 301 Index....................................................................... 372
Checking the power trim control signal.................. 309 J
Checking the power trim potentiometer.................. 307 Joystick................................................................... 346
Checking the propeller shaft speed sensor............ 298 Joystick button status............................................. 322
Checking the shift solenoid.................................... 299 Joystick X position.................................................. 324
Checking the signals between the HCU and the Joystick Y position.................................................. 324
AKI.......................................................................... 291 Joystick Z position.................................................. 324
Checking the signals between the key switch
K
and the AKI............................................................. 292
Key panel / LIN bus................................................ 339
Checking the slip solenoid...................................... 300
Key panel status..................................................... 320
Checking the steering / service solenoid................ 313
Key supply.............................................................. 320
Checking the steering control bus.......................... 293
Checking the transmission oil pressure sensor...... 295 L
Checking the transmission oil quality sensor......... 317 LED check of an EVC gateway (Autopilot, DPS,
Checking the transmission oil temperature sensor 296 NMEA 2000)........................................................... 318
Circuit / Component Descriptions........................... 335 M
Clear Wake Exhaust System.................................. 345 Malfunctions............................................................. 14
Component description.............................................. 8 Measurements........................................................ 285
Control lever button status..................................... 319 MID 130, PID 127 Transmission oil pressure......... 104
CPM configuration.................................................. 349 MID 130, PID 161 Input shaft speed...................... 105
Cranking the IPS unit............................................. 310 MID 130, PID 168 Battery potential........................ 106
D MID 130, PID 177 Transmission oil temperature... 107
Design and Function.................................................. 7 MID 130, PID 190 Engine speed............................ 108
DPS gateway.......................................................... 346 MID 130, PID 191 Output shaft speed................... 109
Drive position sensors............................................ 338 MID 130, PPID 40 Requested gear........................ 113
Driveline status....................................................... 320 MID 130, PPID 53 Requested percent clutch slip.. 114
DTC categories........................................................ 29 MID 130, PSID 20 Transm. primary solenoid......... 111
MID 130, PSID 22 Transm. secondary solenoid.... 112
MID 130, SID 231 SAE J1939 data link................. 110

MID 164, PPID 1588 Safety lanyard status.............. 44 MID 187, PID 191 Output shaft speed................... 120
MID 164, PPID 1590 Station panel.......................... 45 MID 187, PPID 1710 Transmission oil quality........ 139
MID 164, PPID 1591 Sport Fish panel..................... 46 MID 187, PPID 393 EVC Bus power input (E)....... 131
MID 164, PPID 1592 Cruise control panel............... 47 MID 187, PPID 398 Shift actuator position rel-
MID 164, PPID 1593 Power trim panel.................... 48 ative to pot supply.................................................. 132
MID 164, PPID 1594 Docking panel......................... 49 MID 187, PPID 399 Potentiometer supply, shift
MID 164, PPID 1595 Start stop panel...................... 50 actuator.................................................................. 134
MID 164, PPID 1677 EVC bus power input (C)........ 51 MID 187, PPID 40 Requested gear........................ 130
MID 164, PPID 1749 Control lever button status..... 52 MID 187, PPID 400 Transmission, sensor supply.. 136
MID 164, PPID 289 Power trim control signal.......... 40 MID 187, PPID 401 Power trim position relative
MID 164, PPID 393 EVC Bus power input (E)......... 41 to pot supply........................................................... 137
MID 164, PPID 394 Key supply................................ 42 MID 187, PSID 10 Incompatible engine type......... 141
MID 164, PPID 424 Steering wheel position............ 43 MID 187, PSID 107 Shift actuator potentiometer... 159
MID 164, PSID 133 Steering wheel data link........... 86 MID 187, PSID 130 Clear wake exhaust bypass... 161
MID 164, PSID 134 Steering wheel module............. 89 MID 187, PSID 14 Detection fault for external
MID 164, PSID 135 Steering wheel brake................ 90 components............................................................ 142
MID 164, PSID 136 Steering wheel controller.......... 91 MID 187, PSID 140 Multisensor............................. 162
MID 164, PSID 137 Rudder angle............................ 92 MID 187, PSID 16 Incompatible EVC software...... 143
MID 164, PSID 138 Steering position divergence.... 94 MID 187, PSID 163 Data link, MID 200.................. 163
MID 164, PSID 139 Autopilot................................... 95 MID 187, PSID 164 SAE J1939 Data Link timeout 165
MID 164, PSID 140 Incompatible helm station MID 187, PSID 17 EVC Bus network configu-
software.................................................................... 97 ration fault............................................................... 144
MID 164, PSID 209 Data link, MID164..................... 98 MID 187, PSID 19 EVC Bus Power Output C
MID 164, PSID 218 Data link 2, MID187.................. 99 (High Side Switch).................................................. 145
MID 164, PSID 226 SAE J1939 Data Link, MID 187, PSID 20 Transm. primary solenoid
Datalink2, MID164.................................................. 100 (positive supply switch).......................................... 146
MID 164, PSID 231 Incompatible chassi id............ 101 MID 187, PSID 200 Data Link, MID128.................. 166
MID 164, PSID 232 SAE J1939-1 SubNet 1, MID 187, PSID 205 Data link, MID 130.................. 168
Control link............................................................. 102 MID 187, PSID 22 Transm. secondary solenoid
MID 164, PSID 63 External lever............................. 53 (positive supply switch).......................................... 148
MID 164, PSID 64 Joystick....................................... 58 MID 187, PSID 226 SAE J1939 Data Link,
MID 164, PSID 65 Joystick On button...................... 61 Datalink2, MID164.................................................. 169
MID 164, PSID 66 Joystick High button................... 62 MID 187, PSID 231 Incompatible chassi id............ 170
MID 164, PSID 67 Joystick position divergence....... 63 MID 187, PSID 232 SAE J1939-1 SubNet 1,
MID 164, PSID 69 Menu Control Knob.................... 64 Control link............................................................. 171
MID 164, PSID 79 GPS sensor node....................... 66 MID 187, PSID 24 Gear actuator eng. direction
MID 164, PSID 82 Helm station transfer function..... 67 1 (pos. supply sw.)................................................. 150
MID 164, PSID 83 Single lever control data MID 187, PSID 30 POWER TRIM - Motor direc-
component................................................................ 69 tion UP (Pos. supply sw.)....................................... 152
MID 164, PSID 84 DPS button................................. 71 MID 187, PSID 31 POWER TRIM - Motor direc-
MID 164, PSID 87 Electronic Key............................ 72 tion DOWN (Pos. supply sw.)................................. 155
MID 164, PSID 88 Control lever sensor................... 75 MID 187, PSID 32 EVC Bus Communication
MID 164, PSID 89 Joystick steering pin button........ 76 with Active Helm Failure......................................... 158
MID 164, PSID 92 Detection fault for external MID 187, SID 231 SAE J1939 data link................. 123
components.............................................................. 77 MID 187, SID 240 Program memory...................... 126
MID 164, PSID 94 Incompatible EVC software........ 78 MID 187, SID 250 SAE J1708/J1587 data link....... 127
MID 164, PSID 95 Lever detection........................... 80 MID 187, SID 253 Calibration memory EEPROM.. 128
MID 164, PSID 96 Calibrated lever travel too small. 81 MID 187, SID 254 Controller 1............................... 129
MID 164, PSID 97 Lever calibration procedure........ 82 MID 194, PID 158 ECU battery potential................ 173
MID 164, PSID 98 Lever(s) not calibrated................ 83 MID 194, PSID 1 Servo Module 1.......................... 177
MID 164, PSID 99 EVC Bus network configu- MID 194, PSID 2 Servo Module 2.......................... 182
ration fault................................................................. 84 MID 194, PSID 3 Servo Module 3.......................... 187
MID 164, SID 226 Transmission neutral switch....... 32 MID 194, PSID 4 Servo Module 4.......................... 192
MID 164, SID 231 SAE J1939 data link................... 35 MID 194, SID 240 Program memory...................... 174
MID 164, SID 240 Program memory........................ 36 MID 194, SID 253 Calibration memory EEPROM.. 175
MID 164, SID 253 Calibration memory EEPROM.... 37 MID 194, SID 254 Controller 1............................... 176
MID 164, SID 254 Controller 1................................. 39 MID 200, PPID 344 Active anode potential #1....... 197
MID 187, PID 127 Transmission oil pressure......... 115 MID 200, PPID 345 Passive anode potential #1.... 199
MID 187, PID 177 Gearbox oil temperature........... 118 MID 200, PPID 347 Passive anode potential #2.... 203

Alphabetical index
MID 200, PPID 444 Polarization potential #1......... 205 Protection status #1 / Protection status #2............. 332
MID 200, PPID 445 Polarization current #2........... 208 R
MID 200, PPID 446 Polarization potential #2......... 210 Repair Instructions................................................... 13
MID 200, PPID 447 Polarization current #1........... 213 Repair instructions...................................................... 3
MID 200, PSID 209 Data link, MID 164.................. 219 Requested gear...................................................... 321
MID 200, SID 231 SAE J1939 data link................. 215 Rudder Angle......................................................... 333
MID 200, SID 240 Program memory...................... 216
MID 200, SID 253 Calibration memory EEPROM.. 217 S
MID 200, SID 254 Controller 1............................... 218 Safety Instructions...................................................... 4
MID 200. PPID 346 Active anode potential #2....... 201 Safety Lanyard....................................................... 321
MID 250, PID 168 Battery potential................ 220, 246 Schematic symbols................................................ 285
MID 250, PPID 1156 Hydraulic oil temp................. 254 Servo motor, dismount from interceptor................... 16
MID 250, PPID 1559 Steering solenoid STBD....... 256 Slip......................................................................... 343
MID 250, PPID 1560 Steering solenoid PORT....... 258 Special Service Tools................................................. 6
MID 250, PPID 1561 Steering solenoid (service Steering control bus............................................... 339
valve)...................................................................... 260 Steering sensor (DPS bottom, DPH starboard)...... 334
MID 250, PPID 1670 Steering sensor (DPS top, Steering sensor (DPS top, DPH port)..................... 334
DPH port)............................................................... 263 Steering solenoid (service valve)........................... 334
MID 250, PPID 1671 Steering sensor (DPS bot- Steering solenoid PORT (boat turns port).............. 334
tom, DPH starboard).............................................. 265 Steering solenoid STBD (boat turns starboard)..... 333
MID 250, PPID 1677 EVC bus power input (C)...... 267 Steering solenoids.................................................. 336
MID 250, PPID 393 EVC Bus power input (E) 227, 250 Steering wheel position.......................................... 321
MID 250, PPID 424 Steering wheel position.. 228, 251 T
MID 250, PPID 426 Rudder angle.................. 229, 252 Throttle calibrated position..................................... 322
MID 250, PPID 427 Servo motor temperature....... 231 Transmission oil and temperature.......................... 342
MID 250, PPID 55 ECU temperature..................... 226 Transmission oil pressure...................................... 327
MID 250, PSID 1 EVC bus network config..... 232, 268 Transmission Oil Temperature............................... 327
MID 250, PSID 10 Steering Control Unit................ 279 Transmission, sensor supply.................................. 328
MID 250, PSID 2 EVC bus power output C.... 233, 270
U
MID 250, PSID 209 Datalink, MID164.................... 243
User mode.............................................................. 332
MID 250, PSID 231 Incompatible chassi id............ 282
MID 250, PSID 232 SAE J1939-1, SubNet 1, V
Control link..................................................... 244, 283 Values.................................................................... 321
MID 250, PSID 3 Servo motor................................ 234 VODIA Log Parameters.......................................... 319
MID 250, PSID 4 Rudder brake.............................. 239 Volvo Penta Glass Cockpit....................................... 19
MID 250, PSID 5 Incompatible EVC software........ 271 VP autopilot connection.......................................... 347
MID 250, PSID 6 EVC Bus Communication... 241, 272 W
MID 250, PSID 9 Steering Control Unit and Wiring Diagram....................................................... 355
steering sensors..................................................... 273 Wiring Diagrams..................................................... 350
MID 250, PSID 92 Detection fault for external
components.................................................... 242, 281
MID 250, SID 231 SAE J1939 data link................. 221
MID 250, SID 240 Program memory.............. 222, 247
MID 250, SID 253 Calibration memory
EEPROM........................................................ 223, 248
MID 250, SID 254 Controller 1....................... 224, 249
Multilink hub................................................... 337, 356
P
Panels.................................................................... 319
Passive anode potential #1 / Passive anode
potentia l#2............................................................. 331
PCU - EECU wiring................................................ 343
PCU outputs........................................................... 365
Polarization current #1 / Polarization current #2.... 331
Polarization potential #1 / Polarization potential #2 331
Potentiometer supply, shift actuator....................... 328
Power trim control signal........................................ 329
Power trim position relative to pot supply............... 328
Protection measure #1 / Protection measure #2.... 332

References to Service Bulletins

Group No. Date Refers to

.............................................................................................................................................................................

383
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Name:.................................................................

AB Volvo Penta
Service Communication
Dept. CB22000
SE-405 08 Gothenburg
Sweden
47703793 English 09–2015

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