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EVC-E

This workshop manual provides detailed information on the electrical system of Volvo Penta engines, including maintenance procedures, safety information, and special service tools. It emphasizes the importance of using certified parts and following proper protocols to ensure engine performance and compliance with safety standards. The manual also includes fault tracing and diagnostic information for troubleshooting issues within the engine's electronic control systems.

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0% found this document useful (0 votes)

26 views

EVC-E

Uploaded by

ndpbrm4cmh

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Available Formats

Download as PDF, TXT or read online on Scribd

You are on page 1/ 450

Workshop Manual ABCE

2(0)
Group 30 Electrical system
EVC-E
Table of Content
General Information
00-0 General ............................................................................................. 2

Special tools
08-2 Special Service Tools ..................................................................... 7

General, Complete Vehicle Software

30-0 General ............................................................................................. 8
Design and Function ........................................................................... 8
30-2 Fault Tracing .................................................................................. 20
General ................................................................................................ 20
Fault Codes ........................................................................................ 29
Measurements .................................................................................. 344
VODIA Log Parameters ................................................................... 379
Circuit / Component Descriptions .................................................. 395

Cables and fuses

37-0 Wiring Diagrams ......................................................................... 410

Miscellaneous
39-0 General ......................................................................................... 434
Index ......................................................................................................... 441
References to Service Bulletins ............................................................ 445

47703793 09-2022 © AB VOLVO PENTA 1

00-0 General
About this Workshop manual
General Information Certified engines
The product designation and the serial number and When performing service and repairs on
specification are shown on the engine decal or type emission certified engines, it is important to be
plate. This information must be included in all aware of the following:
correspondence concerning the product.
Certification means that an engine type has been
Volvo Penta is constantly developing its products. All checked and approved by the relevant authority. The
information in this Manual is based on product data engine manufacturer guarantees that all engines of
that was available at the time the Manual was the same type are manufactured to correspond to the
published. certified engine.
This places special demands on service and repair
The working methods described in this manual are work, namely:
based on a workshop scenario where the product is
mounted in a work fixture. Maintenance work is often • Maintenance and service intervals
carried out in situ, in which case - if nothing else is recommended by Volvo Penta must be
indicated - using the same working methods as the complied with.
workshop. • Only replacement parts approved by Volvo
Penta may be used.
The service manual describes work operations
carried out with the aid of Volvo Penta Special Tools, • All fuel injection service must always be carried
where such have been developed. Volvo Penta out by an authorised Volvo Penta workshop.
Special Tools are designed to ensure the safest and
• The engine must not be converted or modified,
most rational working methods possible.
except with accessories and service kits which
In some cases local safety regulations and user Volvo Penta has approved for the engine.
instructions may be applicable regarding the use of • No changes to the exhaust pipe and engine air
tools and chemicals mentioned in the service manual. inlet duct installations may be made.
These rules must always be observed, so there are
no special instructions about this in the workshop • No warranty seals (where present on the
manual. product) may be broken by unauthorized
persons.
Above all, when working on fuel systems, hydraulic
systems, lubrication systems, turbochargers, inlet
systems, bearings and seals, it is of the utmost IMPORTANT!
importance that dirt and foreign objects are kept Neglected or poorly-performed maintenance or
away, as malfunctions or shortened service intervals service and the use of replacement parts not
may otherwise result. approved by Volvo Penta, will mean that AB Volvo
Penta no longer guarantees that the engine conforms
to the certified model.
Replacement parts
Volvo Penta accepts no responsibility for damage or
Volvo Penta Original Replacement Parts meet costs arising as a result of failure to follow the above
national safety requirements. No damage of any kind mentioned standards.
caused by the use of replacement parts not approved
by Volvo Penta will be compensated by any warranty
undertaking.

2 47703793 09-2022 © AB VOLVO PENTA

00-0 General

Colours used in images

Most images include a highlighted component which is secured by a screw or similar as part of a (light gray) engine
transmission.

NOTICE! Because the images in the maintenance literature are used for different engine variants, certain details
may vary compared to the actual model concerned. The essential information is always correct, however.

1 Component emphasized (blue)

2 Attachment fasteners (red)
3 Chassis (light grey)
4 Background (white)
5 Special tool (yellow)
6 Seals (green)
(as from June 2018)

P0030543

Other types of symbols used in

the images are divided into the
following categories:
• Safety
• Important
• Cleanliness
• Position
• Movement
• Measured value
• Tools
• Chemicals
• Sealant
• Units

47703793 09-2022 © AB VOLVO PENTA 3

00-0 General

Safety information
Read the safety information below carefully before you
start repair or service work.

This symbol is used on the product to let you know that this concerns safety information. Always read such
information very carefully.
Warnings take the following priority:

DANGER!
Indicates a dangerous situation which, if not avoided, will lead to death or serious injury.

WARNING!
Indicates a dangerous situation which, if not avoided, could lead to death or serious personal injury.

CAUTION!
Indicates a dangerous situation which, if not avoided, will lead to minor or significant injury.

IMPORTANT:
Is used to make you aware of something that may cause minor injury or a minor malfunction to the product or
property.
NOTICE! Is used to make you aware of important information that will facilitate the work or operation in progress.

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

Performance of this operation requires prior theoretical and/or instructor-led training. Contact your local training
organization for further information.

This symbol informs you that supplemental information needs to be read. And where necessary information can
be found.

This symbol means Dangerous electrical voltage / General electrical danger.

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

This symbol is used for facilitation tips when repairing.

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

4 47703793 09-2022 © AB VOLVO PENTA

00-0 General

Immobilize the engine by turning off the power Avoid opening the coolant filler cap when the
supply with the main switch(es) and lock it engine is hot. Steam or hot coolant may
(them) in the off position before work is begun. spray out and with a resultant system
Place a warning notice at the main switch. pressure loss.
All maintenance and service must be carried Never start the engine without the air filter in
out on when the engine is stopped. place. The rotating compressor turbine in the
Approaching a running engine is a safety risk. turbocharger can cause severe injury.
Install all protective covers before starting
the engine.
Beware of hot surfaces and hot liquids in pipes When operating in a confined space,
and hoses on an engine that is running or has exhaust pipe fumes and crankcase gases
just been switched off. must be led away from the engine
compartment or workshop area.
Ensure good ventilation.
Make sure that all warning and information Only make connection adjustments with the
decals on the product are always visible. engine switched off.
Replace decals that have been damaged or
painted over.
Avoid getting oil on the skin! Use protective Never start the engine with the valve cover
gloves and avoid oil-soaked clothes and rags. removed. There is a risk of personal injury.

Switch off the engine and disconnect the power Stop the engine before working on the
at the main switches before starting work on the cooling system.
electrical system. Marine engines: Close the sea cock/cooling
water inlet valve before starting work on the
cooling system.
Always wear protective goggles if there is a risk Check that rags soaked in oil or fuel and
of splinters, sparks and splashes from acid or used fuel and oil filters are stored safely. Oil-
other chemicals. soaked rags may ignite spontaneously in
certain conditions.
Never use start gas or similar products as a Never work alone when dismantling heavy
starting aid. components, even if you use lifting
equipment.

Never allow open flames or electrical sparks in Take extreme care when searching for fuel
the vicinity of fuel. Always ensure that there are system leaks and testing fuel injector
fire extinguishers close at hand in the operating nozzles. Wear safety goggles.
area.
Batteries must never be exposed to open Never use a high-pressure washer to clean
flames or electrical sparks. the engine.
Pay attention to the following when using a
high-pressure washer on components other
than the actual engine: Never aim the water
jet at seals, rubber hoses or electrical
components.

47703793 09-2022 © AB VOLVO PENTA 5

00-0 General

Always wear protective goggles when charging Only use fuels and lubricating oils as
or handling the batteries. Rinse immediately recommended by Volvo Penta.
with plenty of water and soap if battery
electrolyte comes into contact with unprotected
skin.
If you get battery acid in your eyes, flush at
once with a generous amount of water, and get
medical assistance at once.
The engine must not be operated in areas
where there are explosive materials or gases.

6 47703793 09-2022 © AB VOLVO PENTA

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

885675 Break-out cable 3809570 Crank tool 3812541 Brake release switch
Adapter cable for sensor test. Used for cranking of drive unit. 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.

47703793 09-2022 © AB VOLVO PENTA 7

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
Distributed systems consist of many smaller communicate with a specific engine. Software can
electronic units (nodes) located at suitable places in vary depending on engine type, equipment,
the boat. parameter setting, etc. It is therefore, prior to
The EVC nodes are the driveline control system or installation, important 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
probably located on the inboard side of the transom.
Each node is connected to a number of external
components 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
CHASSIS ID number. The CHASSIS ID number must
coincide with the CHASSIS ID number on the decals IMPORTANT!
on 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
amount of cable installation is radically reduced. identification of the system in the VODIA diagnostic
The communication bus, J1587, is used for tool.
accessories and for diagnostics. The CHASSIS ID can also be shown in the EVC
display.

8 47703793 09-2022 © AB VOLVO PENTA

30-0 General

Repair Instructions

General advice on working with EVC

engines
The following advice must be followed to avoid
damage to the engine control unit and other
electronics.

IMPORTANT!
The system must be disconnected from system
voltage by cutting the current with the main switch
when the engine control module connectors are
disconnected or connected.
• Never disconnect the current with the main switches
when an engine is running.
• Never undo a battery cable when the engine is
running.
• Turn the main switches off or disconnect the battery
cables during quick charging of the batteries.
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.

interceptor 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

12 47703793 09-2022 © 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
interceptor, 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 09-2022 © AB VOLVO PENTA 13

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
damage in the gearbox.

P0018928

14 47703793 09-2022 © AB VOLVO PENTA

30-0 General

Volvo Penta Glass Cockpit

Volvo Penta Glass Cockpit, service and support

1. Service and support setup

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

2. 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.

47703793 09-2022 © AB VOLVO PENTA 15

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 messages
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.

16 47703793 09-2022 © AB VOLVO PENTA

30-0 General

Garmin Marine Network Device Issues

If you do not see Garmin devices in the device list (Settings >System >System Information > Garmin Devices)
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.

47703793 09-2022 © AB VOLVO PENTA 17

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.

18 47703793 09-2022 © AB VOLVO PENTA

30-0 General

3. 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

4. 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.

47703793 09-2022 © AB VOLVO PENTA 19

30-2 Fault Tracing

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.

20 47703793 09-2022 © AB VOLVO PENTA

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
connectors.
• Check that terminals are undamaged, that they are
correctly inserted into their connectors, and that the
cable is correctly terminated in the terminal.
• If possible, shake the cables and pull the connectors
during measurement to discover whether the cable
harness is damaged.
• Check that the cables are not damaged. Avoid
clamping cables in tight bends close to the
connector.

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.
To check for short circuit between conductors,
disconnect the cable at both ends and measure the
P0006690
resistance between all pins. 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 To detect if there is any open circuit, do a
resistance check through each of the conductors in
the cable. Connect one probe to pin1 in one
connector and connect the other probe to pin1 in
the connector in the other end of the cable (this
don't apply to all Y-splits. Some Y-splits have
P0010669 different pin configuration). The resistance should
Multilink hub internal pin wiring. be approximately 0 ohm. Continue through all pins
in the connector.

47703793 09-2022 © AB VOLVO PENTA 21

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 XX (yellow/
white conductor and pin XX (gray/yellow conductor)
against the engine control unit (EDC7).
Measurement points Nominal value
CAN H – CAN – L R ≈ 120 Ω

3 Repeat the measurement in the other direction.

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

22 47703793 09-2022 © AB VOLVO PENTA

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
reasons:
• 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 cannot be unlocked.
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
harness
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.

47703793 09-2022 © AB VOLVO PENTA 23

30-2 Fault Tracing

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.

Analog key/e-Key system Control bus external levers

- MID 164, PPID 394 Key supply, page 38 (FMI - MID 164, PSID 63 External lever, page 51 (FMI
3, 4) 2, 3, 5, 9, 12)
- MID 164, PSID 87 Electronic Key, page 70 - MID 164, PSID 69 Menu Control
(FMI 2, 3, 4, 9, 12) Knob, page 62 (FMI 3, 9)

AUX bus Drive positioning.

- MID 187, PSID 140 Multisensor, page 169 (FMI - MID 250, PPID 426 Rudder angle (FMI 2, 5, 6, 7,
9) 8, 11)
- MID 187, PSID 163 Data link, MID - MID 250, PSID 3 Servo motor, page 297 (FMI 5,
200, page 170 (FMI 9) 6, 7, 10, 12)
- MID 187, PSID 164 SAE J1939 Data Link - MID 250, PSID 4 Rudder brake, page 302 (FMI
timeout , page 172 (FMI 4, 5) 14)
- MID 192, PSID 164 SAE J1939 Data Link - MID 250, PPID 1559 Steering solenoid
timeout , page 181 (FMI 2) STBD, page 318 (FMI 5, 6, 12)
- MID 192/193, PSID 35 Power Supply to - MID 250, PPID 1560 Steering solenoid
Auxiliary Network, page 196 (FMI 5) PORT, page 320 (FMI 5, 6, 12)

Control lever function - MID 250, PPID 1561 Steering solenoid (service
valve), page 322 (FMI 5, 6, 12)
- MID 164, PPID 1588 safety lanyard
status, page 40 (FMI 3, 4) - MID 250, PPID 1670 Steering sensor (DPS top,
DPH port), page 325 (FMI 3, 4)
- MID 164, PPID 1749 Control lever button
status, page 48 (FMI 4) - MID 250, PPID 1671 Steering sensor (DPS
bottom, DPH starboard), page 327 (FMI 3, 4)
- MID 164, PSID 88 Control lever
sensor, page 74 (FMI 2, 12) - MID 250, PSID 9 Steering Control Unit and
steering sensors, page 335 (FMI 7, 8, 9, 10)
- MID 164, PSID 95 Lever detection, page 85
(FMI 7, 12) - MID 250, PSID 10 Steering Control
Unit, page 341 (FMI 7)
- MID 164, PSID 96 Calibrated lever travel too
small, page 86 (FMI 13) Electro/mechanical brake
- MID 164, PSID 97 Lever calibration - MID 250, PSID 4 Rudder brake, page 302 (FMI
procedure, page 87 (FMI 13) 5, 6, 7)
- MID 164, PSID 98 Levers not
calibrated, page 88 (FMI 13)
- MID 164, SID 226 Transmission neutral
switch, page 29 (FMI 5, 7)

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30-2 Fault Tracing

EVC bus communication Engine communication

- MID 164, PSID 137 Rudder angle, page 97 - MID 187, SID 231 SAE J1939 data
(FMI 9, 11, 12) link, page 129 (FMI 2, 9, 12)
- MID 164, PSID 218 Data link 2, - MID 187, SID 250 SAE J1708/J1587 data
MID187, page 106 (FMI 8, 9) link, page 133 (FMI 12)
- MID 164, PSID 226 SAE J1939 Data Link, - MID 187, PSID 200 Data Link,
Datalink2, MID164, page 107 (FMI 9) MID128, page 176 (FMI 8, 9)
- MID 187, PSID 32 EVC Bus Communication ECU power supply
with Active Helm Failure, page 165 (FMI 9)
- MID 192/193, PPID 1706 Supply
- MID 187, PSID 226 SAE J1939 Data Link, voltage, page 185 (FMI 3, 4)
Datalink2, MID164, page 179 (FMI 9)
- MID 250, PID 168 Battery potential (FMI 0, 1)
- MID 187, PSID 232 SAE J1939-1 SubNet 1,
Control link (FMI 2, 5) Joystick function
- MID 250, PSID 1 EVC bus network config (FMI - MID 164, PSID 64 Joystick, page 56 (FMI 2, 9,
9) 12)
- MID 250, PSID 6 EVC Bus Communication (FMI - MID 164, PSID 65 Joystick On button, page 59
9, 10) (FMI 4)
- MID 250, PSID 232 SAE J1939-1, SubNet 1, - MID 164, PSID 66 Joystick High
Control link (FMI 2, 5) button, page 60 (FMI 4)

EVC bus power - MID 164, PSID 67 Joystick position

divergence, page 61 (FMI 10)
- MID 164, PPID 393 EVC Bus power input
(E), page 37 (FMI 4, 11) - MID 164, PSID 84 DPS button, page 69 (FMI 4,
7)
- MID 164, PPID 1677 EVC bus power input
(C), page 47 (FMI 3, 4) - MID 164, PSID 89 Joystick steering pin
button, page 75 (FMI 4)
- MID 164, PSID 232 SAE J1939-1 SubNet 1,
Control link (FMI 2, 5) MGX transmission
- MID 187, PPID 393 EVC Bus power input - MID 187, PPID 40 Requested gear, page 137
(E), page 138 (FMI 3, 4) (FMI 7, 9)
- MID 187, PSID 19 EVC Bus Power Output C - MID 187, PSID 205 Data link, MID
(High Side Switch), page 152 (FMI 12) 130, page 178 (FMI 9)
- MID 196, PPID 393 EVC bus power input Multilink panel function
(E), page 227 (FMI 4, 11)
- MID 164, PPID 1590 Station panel, page 41
- MID 196, PPID 1677 EVC bus power input (FMI 4, 9)
(C), page 228 (FMI 3, 4)
- MID 164, PPID 1591 Sport Fish panel, page 42
- MID 250, PPID 393 EVC Bus power input (E) (FMI 4, 9)
(FMI 0, 1, 4)
- MID 164, PPID 1592 Cruise control
- MID 250, PSID 2 EVC bus power output C (FMI panel, page 43 (FMI 4, 9)
4)
- MID 164, PPID 1593 Powertrim panel, page 44
- MID 250, PPID 1677 EVC bus power input (FMI 4, 9)
(C), page 329 (FMI 0, 1)
- MID 164, PPID 1594 Docking panel, page 45
(FMI 4, 9)
- MID 164, PPID 1595 Start stop panel, page 46
(FMI 4, 9)

- MID 196, PSID 13 Stern Thruster Motor - MID 164, SID 253 Calibration memory
IPC, page 241 (FMI 12) EEPROM, page 33 (FMI 12)
- MID 196, PSID 14 Stern Thruster Retract - MID 187, SID 253 Calibration memory
Unit, page 242 (FMI 0, 5, 6, 11, 12, 13, 14) EEPROM, page 134 (FMI 12)
- MID 196, PSID 15 Stern Thruster, Retract Unit - MID 192/193, PPID 55 ECU
Temperature Sensor, page 244 (FMI 0) temperature, page 182 (FMI 0, 15)
- MID 196, PSID 16 Stern Thruster - MID 192/193, PSID 33 General Failure
Motor, page 245 (FMI 4, 5, 6, 14) BCM, page 194 (FMI 12)
- MID 196, PSID 17 Stern Thruster, Motor - MID 196, SID 253 Calibration memory
Temperature Sensor, page 246 (FMI 0, 12) EEPROM, page 225 (FMI 12)
- MID 196, PSID 18 Stern Thruster, Proportional - MID 250, SID 231 SAE J1939 data
Power Controller, page 247 (FMI 11, 12) link, page 282 (FMI 2)
- MID 196, PSID 20 Stern Thruster, Controller - MID 250, SID 254 Controller 1 (FMI 2, 11)
Temperature Sensor, page 249 (FMI 0)
- MID 250, PPID 55 ECU temperature, page 287
S-link bus (FMI 12)

- MID 196, PSID 5 Bow Thruster Retract - MID 250, PPID 427 Servo motor
Unit, page 233 (FMI 2) temperature, page 294 (FMI 0, 1)

- MID 196, PSID 11 Bow Thruster, Proportional - MID 250, PSID 209 Datalink, MID164, page 306
Power Controller, page 239 (FMI 2, 9) (FMI 12)

- MID 196, PSID 12 Bow Thruster, Automatic - MID 250, SID 253 Calibration memory
Main Switch, page 240 (FMI 2) EEPROM (FMI 12)

- MID 196, PSID 14 Stern Thruster Retract AMS

Unit, page 242 (FMI 2)
- MID 196, PSID 12 Bow Thruster, Automatic
- MID 196, PSID 18 Stern Thruster, Proportional Main Switch, page 240 (FMI 4, 11, 12)
Power Controller, page 247 (FMI 2, 9)
- MID 196, PSID 19 Stern Thruster, Automatic
- MID 196, PSID 19 Stern Thruster, Automatic Main Switch, page 248 (FMI 4, 11, 12)
Main Switch, page 248 (FMI 2)
- MID 196, PSID 22 Thruster Data Link, page 251
(FMI 2)

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30-2 Fault Tracing

Fault Codes
MID 164, SID 226 Transmission
neutral switch

MID 164: HCU

FMI 5 – Current below normal or open circuit

DTC category: Control lever function
Fault code explanation: Neutral switch does not indicate neutral when the lever is in calibrated neutral
position.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: • Not possible to make this station active.
• The system commands the gear to neutral.
• Cranking disabled. Cranking permitted after acknowledge.
• Engine goes to limp home speed.
Conditions for fault code: Neutral switch does not indicate neutral when the lever is in calibrated neutral
position.
DTL = 160 milliseconds
Possible reason: • Faulty lever calibration
• Faulty optical neutral switch indicator
Suitable action: 1 Perform a Vodia log test.
2 Perform a lever calibration.
Logging parameter: Requested gear, page 381
Logging subparameter: Neutral switch state

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FMI 7 – Mechanical system not responding properly

DTC category: Control lever function
Fault code explanation: Neutral switch does not indicate neutral when the lever is in calibrated neutral
position.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: • Cranking disabled. Cranking permitted after acknowledge.
• Slip function disabled.
• Not possible to make this station active.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
• Engine goes to limp home speed.
Conditions for fault code: Neutral switch does not indicate neutral when the lever is in calibrated neutral
position.
DTL = 160 milliseconds
Possible reason: • Faulty lever calibration
• Switched, port and starboard, X8 connection into the HCU
• Faulty optical neutral switch indicator
Suitable action: 1 Perform a Vodia log test.
2 Check that the X8 cables are connected correctly at the HCU.
Logging parameter: Requested gear, page 381
Logging subparameter: Neutral switch state

Description
The integrated HCU / lever unit uses a contactless
position sensor to transfer the levers angular
movement and an optical sensor to acknowledge when
the levers are in neutral position.

MID 164: HCU

MID 164: HCU

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Powertrim system
Fault code explanation: Fault on powertrim button on the control or on the handle.
Fault indication: No indication
Fault stored in memory: Yes.
Symptom: Not possible to control the powertrim.
Conditions for fault code: Powertrim up/down button is activated for too long.
DTL = 60 seconds
Possible reason: A powertrim button is stuck.
Suitable action: 1 Perform a Vodia log test.
2 Check if any button has stuck.
Logging parameter: Control lever button status, page 379
Logging subparameter: • Individual trim up button
• Individual trim down button
• Handle trim up button
• Handle trim down button

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30-2 Fault Tracing

MID 164, PPID 393 EVC Bus power

input (E)

MID 164: HCU

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: EVC bus power
Fault code explanation: Fault in the EVC data bus power supply. The PCU is the power supplier.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Voltage between pin X2:1 and X2:3 is less than 6 V.
DTL = 1.2 seconds
Possible reason: • Short circuit in the EVC bus power supply between the EVC ECUs.
• Open circuit in the EVC bus power supply between the EVC ECUs.
• Low battery power or broken fuse.
Suitable action: 1 Check the EVC bus power supply voltage between the EVC ECUs.
2 Check the battery and fuse status.
3 Check all EVC bus wiring and connectors between the EVC ECUs.
Check for push backs or loose wires in the connectors.
Logging parameter: EVC bus power input (E), page 380 (MID 164)
Measurements: Checking the EVC bus, page 345

FMI 11 – Unidentifiable error

DTC category: EVC bus power
Fault code explanation: Fault in the EVC data bus power supply. The PCU is the power supplier.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Voltage between pin X2:1 and X2:3 exceeds 36 V.
DTL = 1.2 seconds
Possible reason: • Short circuit in the EVC bus power supply between the PCU and the
HCU.
• High battery voltage or alternator voltage
Suitable action: 1 Check the EVC bus power supply voltage between the EVC ECUs.
2 Check all EVC bus wiring and connectors between the EVC ECUs.
Check for push backs or loose wires in the connectors.
3 Check the battery and alternator status.
Logging parameter: EVC bus power input (E), page 380 (MID 164)
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

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30-2 Fault Tracing

MID 164, PPID 394 Key supply

MID 164: HCU

FMI 3 – Voltage above normal or shorted high

DTC category: Analog key/e-Key system
Fault code explanation: Fault on the power supply to the EKS.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: Impossible to start engine.
Conditions for fault code: Too high voltage detected or error in the LIN communication
U > 50 V
DTL = 1200 milliseconds
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the EKS and the HCU.
Measurements: Checking the signals between the HCU and the AKI, page 350
Logging parameter: Key supply, page 380

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Analog key/e-Key system
Fault code explanation: Fault on the power supply to the EKS.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: Impossible to start engine.
Conditions for fault code: Too low voltage detected or error in the LIN communication
U < 4.5 V
DTL = 1200 milliseconds
Possible reason: Port side: Short circuit between X4:3 and X4:4 between the EKS and the
HCU.
Starboard Side: Short circuit between X4:1 and X4:2 between the EKS and
the HCU.
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the EKS and the HCU.
Measurements: Checking the signals between the HCU and the AKI, page 350
Logging parameter: Key supply, page 380

Circuit description
Please refer to Key panel / LIN bus, page 399.

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30-2 Fault Tracing

MID 164, PPID 424 Steering wheel

position

MID 164: HCU

FMI 2 – Data erratic, intermittent or incorrect

DTC category: Steering System
Fault code explanation: Internal failure in the steering wheel unit
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: • Limited or no steering ability
• Engine speed limit Throttle can be controlled between idle and the set
rpm limit.
Conditions for fault code: Internal failure in the steering wheel unit
Possible reason: Faulty steering wheel unit
Suitable action: 1 Perform a Vodia log test to check if the HCU receives any steering wheel
information.
2 Replace the steering wheel unit.
Logging parameter: Steering wheel position, page 381

FMI 12 – Faulty device or component

DTC category: Steering System
Fault code explanation: The control value from the steering wheel unit is incorrect.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Possible concurrent displayed • MID 164, PSID 64 Joystick, page 56 (FMI 9)
fault code:
• MID 164, PSID 133 Steering wheel data link, page 91 (FMI 9)
Symptom: • Steering is disabled.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: No valid steering input from the steering wheel unit
Possible reason: • Short circuit between X8:1 and X8:3 between the HCU and the steering
wheel / joystick.
• Faulty steering wheel unit
Suitable action: 1 Perform a Vodia log test to check if the HCU receives any steering wheel
information.
2 Check all the cables and connectors between the HCU and the steering
wheel / joystick.
3 Replace the steering wheel unit.
Logging parameter: Steering wheel position, page 381
Measurements: Checking the steering control bus, page 352

Circuit description
Please refer to Steering control bus, page 399.

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30-2 Fault Tracing

MID 164, PPID 1588 safety lanyard

status

MID 164, PPID 1677 EVC bus power

input (C)

MID 164: HCU

FMI 3 – Voltage above normal or shorted high

DTC category: EVC bus power
Fault code explanation: Fault in the EVC data bus backup power supply. The SUS / SCU is the
supplier of the backup power supply.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Voltage between pin X2:4 and X2:6 exceeds 36 V.
DTL = 1.2 seconds
Possible reason: • Short circuit in the EVC bus power supply between the SUS / SCU and
the HCU.
• High battery voltage or alternator voltage
Suitable action: 1 Check the power supply voltage between X2:4 and X2:6 between the
SUS / SCU and the HCU.
2 Check all EVC bus wiring and connectors between the EVC ECUs.
3 Check the battery and alternator status.
Log test: EVC bus power input (E), page 387
Measurements: Checking the EVC bus, page 345

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: EVC bus power
Fault code explanation: Fault in the EVC data bus backup power supply. The SUS / SCU is the
supplier of the backup power supply.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Possible concurrent displayed • MID 250, PSID 2 EVC bus power output C, page 296 (SUS)
fault code:
• MID 250, PSID 2 EVC bus power output C, page 332 (SCU)
Symptom: None
Conditions for fault code: Voltage between pin X2:4 and X2:6 is less than 6 V.
DTL = 1.2 seconds
Possible reason: • Short circuit in the EVC bus power supply between the EVC ECUs.
• Open circuit in the EVC bus power supply between the EVC ECUs.
• Low battery power or broken fuse.
Suitable action: 1 Check the EVC bus power supply voltage between the EVC ECUs.
2 Check the battery and fuse status.
3 Check all EVC bus wiring and connectors between the EVC ECUs.
Check for push backs or loose wires in the connectors.
Log test: EVC bus power input (E), page 387
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

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30-2 Fault Tracing

MID 164, PPID 1749 Control lever

button status

DTC category: Control bus external levers
Fault code explanation: Throttle signal is out of range or not available. No communication from
external lever is detected.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: • Engine cannot be started. Can be started after acknowledge.
• 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: HCU has detected a communication fault with the 4–20 mA interface or with
the A-CAN interface.
Possible reason: Requested throttle signal is not valid.
Suitable action: 1 Check the diodes flashing state on the 4–20 mA interface or the A-CAN
interface.
2 Perform a Vodia log test to verify if the HCU receives any throttle and
neutral switch information.
3 Check all wiring and connections to the A-CAN interface and to the
external lever. Check for push backs or loose wires in the connectors. If
lever control input is missing the A-CAN diode is flashing red.
4 Check the function of the external lever position sensor and the neutral
switch.
5 Check all wiring and connections to the 4–20 mA interface and to the
external lever. Check for push backs or loose wires in the connectors.
Logging parameter: • Throttle calibrated position, page 382
• Requested gear, page 381
Measurements: Fault tracing of cables and connectors, page 21

Circuit description
Please refer to A-CAN, page 395.

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30-2 Fault Tracing

MID 164, PSID 64 Joystick

MID 164: HCU

FMI 2 – Data erratic, intermittent or incorrect

FMI 8 – Abnormal frequency, pulse width or period

DTC category: System mismatch
Fault code explanation: Stand-alone HCU configuration fault
Fault indication: Red alarm status
Fault stored in memory: No.
Symptom: None
Conditions for fault code: Stand-alone HCU configuration fault
Possible reason: • The EVC bus split cable, connected to X2, between the stand-alone
HCU and the center PCU is wrongly connected.
• The two steering data buses cables, connected to X8, between the
stand-alone HCU and the lever HCU has been mixed up.
Suitable action: 1 Check that the EVC bus split cable from the center PCU to the stand
alone HCU is connected accordingly to the installation instructions. Red
labeled to port and green labeled to starboard.
2 Check that all steering wiring between the lever HCU and the stand
alone HCU is connected accordingly to the installation instructions. Port
to port and starboard to starboard.

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30-2 Fault Tracing

FMI 10 – Abnormally large variations

DTC category: System mismatch
Fault code explanation: PORT and STBD mismatch between helm stations
Fault indication: Red alarm status
Fault stored in memory: No.
Symptom: None
Conditions for fault code: PORT and STBD mismatch between helm stations
Possible reason: There is a mismatch in the EVC bus wiring between two helm stations. PORT
and STBD wiring have been mixed up between helms.
Suitable action: 1 Check that all EVC bus wiring between the all helm stations is according
to the installation instructions.

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30-2 Fault Tracing

MID 164, PSID 83 Single lever

control data component

MID 164: HCU

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30-2 Fault Tracing

MID 250, PSID 232 SAE J1939-1,

SubNet 1, Control link

MID 250: SUS

FMI 2 – Data erratic, intermittent or incorrect

DTC category: EVC bus communication
Fault code explanation: Disturbed communication between the SUS and other EVC nodes.
Fault indication: Yellow alarm status
Could occur together with fault MID 187, PSID 232 SAE J1939-1 SubNet 1, Control link, page 79
code: MID 164, PSID 232 SAE J1939-1 SubNet 1, Control link, page 77
Symptom: None
Conditions for fault code: Fault is set when the communication circuit has received to many error
frames in 130 ms. The fault becomes inactive if there is a time of 65 ms
without error frames.
Possible reason: • Short circuit/bad connection in the EVC bus power supply.
• Short circuit/Open circuit/bad connection in EVC bus datalink wiring.
• EVC network set up.
• External electrical interference.
Suitable action: 1 Check all EVC bus wiring and connectors between all EVC
nodes.Check for push backs or loose wires in the connectors.
2 See Checking the EVC network set up, page 378.
3 Check for external interference sources.
Measurements: Checking the EVC bus, page 345

FMI 5 – Current below normal or open circuit

DTC category: EVC bus communication
Fault code explanation: Disturbed communication between the SUS and other EVC nodes.
Fault indication: Yellow alarm status
Fault stored in memory Yes
Could occur together with fault MID 187, PSID 232 SAE J1939-1 SubNet 1, Control link, page 79
code MID 164, PSID 232 SAE J1939-1 SubNet 1, Control link, page 77
Symptom: • None
Conditions for fault code: The fault is set when the EVC bus has lost one communication wire and
worked in single wire mode for approx. 4 seconds.
The fault becomes inactive if there is a time of 3s without error frames.
Possible reason: • Short circuit/bad connection in the EVC bus power supply.
• Short circuit/Open circuit/bad connection in EVC bus datalink wiring.
• EVC network set up.
• External electrical interference.
Suitable action: 1 Check all EVC bus wiring and connectors between all EVC nodes.
Check for push backs or loose wires in the connectors.
2 See Checking the EVC network set up, page 378.
3 Check for external interference sources.
Measurements: Checking the EVC bus, page 345

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30-2 Fault Tracing

FMI 9 – Abnormal update rate

Fault code explanation: Error code indicates that the communication is disturbed for some reason.
Fault can be between HCU and PCU or between SUS and PCU.
Fault indication: Yellow alarm status
Symptom: • None
Conditions for fault code: Data bus is working in fault mode, one wire communication mode
Possible reason: Interruption in one of the CAN signals.
One CAN communication wire shorted to battery negative or supply.
CAN L and CAN H wires short circuited to each other.
Bad connection in data bus wiring or other power supply problems
Suitable action: 1 Check CAN wires between nodes for short circuit or interruption.

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30-2 Fault Tracing

MID 164, PSID 94 Incompatible EVC

software

MID 164: HCU

FMI 2 – Data erratic, intermittent or incorrect

DTC category: System mismatch
Fault code explanation: One or several nodes have detected that the loaded software is not
compatible with software in other nodes.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Cranking disabled.
Conditions for fault code: If HCU software is older than SUS / SCU software, the HCU sets a fault.
Possible reason: Old software in the HCU
Suitable action: 1 Reprogram the HCU.

FMI 8 – Abnormal frequency, pulse width or period

DTC category: System mismatch
Fault code explanation: One or several nodes have detected that the loaded software is not
compatible with software in other nodes.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Cranking disabled.
Conditions for fault code: If PCU software is older than HCU software, HCU sets a fault.
Possible reason: Old software in the PCU
Suitable action: 1 Reprogram the PCU.

FMI 9 – Abnormal update rate

DTC category: System mismatch
Fault code explanation: One or several nodes have detected that the loaded software is not
compatible with software in other nodes.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Cranking disabled.
Conditions for fault code: If SUS / SCU software is older than HCU software, HCU sets a fault.
Possible reason: Old software in the SUS / SCU
Suitable action: 1 Reprogram the SUS / SCU.

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FMI 12 – Faulty device or component

DTC category: System mismatch
Fault code explanation: One or several nodes have detected that the loaded software is not
compatible with software in other nodes.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Cranking disabled.
Conditions for fault code: If HCU software is older than PCU software, the HCU sets a fault.
Possible reason: Old software in the HCU
Suitable action: 1 Reprogram the HCU.

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30-2 Fault Tracing

MID 164, PSID 95 Lever detection

MID 164: HCU

FMI 7 – Mechanical system not responding properly

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30-2 Fault Tracing

MID 164, PSID 133 Steering wheel

data link

MID 164: HCU

DTC category: Steering System
Fault code explanation: Fault in one of the two channels in the steering wheel unit.
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.
Conditions for fault code: Internal fault in the steering wheel unit
Suitable action: 1 Replace the steering wheel unit.

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30-2 Fault Tracing

MID 164, PSID 135 Steering wheel

brake

MID 164: HCU

FMI 12 – Faulty device or component

DTC category: Steering System
Fault code explanation: Internal fault of the friction brake
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: Brake does not work, or works only with reduced torque.
Conditions for fault code: Internal fault in the steering wheel unit
Suitable action: 1 Replace the steering wheel unit.

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30-2 Fault Tracing

MID 164, PSID 136 Steering wheel

controller

MID 164: HCU

FMI 12 – Faulty device or component

DTC category: Steering System
Fault code explanation: Internal fault in the micro controller of the steering wheel unit
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.
Conditions for fault code: Internal fault in the steering wheel unit
Suitable action: 1 Replace the steering wheel unit.

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30-2 Fault Tracing

MID 164, PSID 137 Rudder angle

MID 164: HCU

FMI 9 – Abnormal update rate

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: • Steering is disabled on one or several drivelines.
• Gear to neutral.
• Engine speed limit Throttle can be controlled between idle and the set
rpm limit.
Conditions for fault code: The HCU has lost communication with the SUS / SCU.
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
faultcode 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 393 (only if SCU)
Measurements: Checking the EVC bus, page 345

FMI 11 – Unidentifiable error

DTC category: EVC bus communication
Fault code explanation: The SUS has entered the fail-safe state due to faulty start-up behavior.
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.
DTL = 10 seconds
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
faultcode 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 393 (only if SCU)
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

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30-2 Fault Tracing

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 sent from the fault setting HCU is not changed, while the
position sent from the other HCU is changed (read over the sync bus).
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 381
Measurements: Checking the steering control bus, page 352

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 381
Measurements: Checking the steering control bus, page 352

Circuit description
Please refer to Steering control bus, page 399.

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30-2 Fault Tracing

MID 164, PSID 139 Autopilot

MID 164, PSID 144 External Helm

interface
FMI 2 - Data erratic, intermittent, or incorrect
DTC category: External helm control
Fault code explanation: External helm control system request is out of range or communication error
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Not possible to use external helm control system.
Conditions for fault code: No valid communication between the external helm control system and the external
helm interface
Possible reason: • Throttle or steering command from external helm control system is not in a
valid range.
• External helm control system is faulty or out of specification.
Suitable action: 1 Check all connections and wiring between the external helm control system
and the external helm interface.
2 Check the external helm control system.

FMI 9 - Abnormal update rate

DTC category: External helm control
Fault code explanation: Communication fault with external controller
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Not possible to use external helm control system.
Conditions for fault code: External helm control system communication is not recieved within 500 ms
Possible reason: • The EVC system doesn´t recieve request CAN frames from the external helm
control system.
Suitable action: 1 Check all wiring and connectors between the external helm control system
and the external helm interface.

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FMI 12 - Faulty device or component

DTC category:: External helm control
Fault code explanation: Missing communication with the external helm interface.
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Not possible to use external helm control system.
Conditions for fault code: The EVC system doesn´t recieve any communication with the external helm
interface.
DTL=3 seconds.
Suitable action: 1 Check the installation of the external helm interface. Check status of the LEDs
on the interface.
2 Check all wiring and connections between the external helm interface and the
EVC system.

FMI 13 - Calibration value out of range.

DTC category: External helm control
Fault code explanation: Invalid manufacturer code from external helm control system.
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Not possible to use external helm control system.
Conditions for fault code: The ID sent from the external helm control system does not match any of the
predefined ID’s stored in the HCU.
Possible reason: • The manufacturer ID sent from the external controller is either incorrect or
missing. Only valid manufacturer ID’s are ok.
Suitable action: 1 Verify that the external helm control system is one of the supported
manufacturers.

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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, synchronization
data is transferred through X5:1 and X5:3.
Measurements: Checking the multilink bus, page 347

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 62 (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, synchronization
data is transferred through X5:1 and X5:3.
Measurements: Checking the multilink bus, page 347

Circuit description
Please refer to Multilink bus, page 400.

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30-2 Fault Tracing

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 390
Logging subparameter: CAN driver status
Measurements: Checking the EVC bus, page 345

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 390
Logging subparameter: CAN driver status
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

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30-2 Fault Tracing

MID 164, PSID 226 SAE J1939 Data

Link, Datalink2, MID164

MID 164: HCU

MID 130, PID 177 Transmission oil

MID 130, SID 231 SAE J1939 data

link

MID 130: MGX

FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Data bus communication failure between the PCU and the MGX ECU
Fault indication: Red alarm status
Symptom: Gear to neutral. Possible to engage gear after acknowledge and lever set to
neutral.
Conditions for fault code: Too many error frames on the EVC bus
Possible reason: Open or short circuit in the data bus between the PCU and the MGX ECU.
Suitable action: 1 Check all cables and connectors between the MGX ECU and the PCU.
Measurements: Fault tracing of cables and connectors, page 21

Circuit description
Please refer to EVC bus, page 395.

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30-2 Fault Tracing

MID 130, PSID 20 Transm. primary

solenoid

MID 130: MGX

FMI 12 – Faulty device or component

Fault code explanation: Faulty solenoid or solenoid circuit
Fault indication: Red alarm status
Symptom: Gear set to neutral. Gear control regained after putting the lever into neutral
position.
Conditions for fault code: Incorrect input value to the MGX ECU
Possible reason: • Open or short circuit between the solenoid and the MGX ECU.
• Faulty 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 all cables and connectors between the
MGX ECU and the PCU.
Measurements: Fault tracing of cables and connectors, page 21

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30-2 Fault Tracing

MID 130, PSID 22 Transm.

secondary solenoid

MID 130: MGX

FMI 12 – Faulty device or component

Fault code explanation: Faulty solenoid or solenoid circuit
Fault indication: Red alarm status
Symptom: Gear set to neutral. Gear control regained after putting the lever into neutral
position.
Conditions for fault code: Incorrect input value to the MGX ECU
Possible reason: • Open or short circuit between the solenoid and the MGX ECU.
• Faulty 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 20.
If the fault code shifts to PSID 20 it is probably fault in the primary
solenoid valve. If not, check all cables and connectors between the
MGX ECU and the PCU.
Measurements: Fault tracing of cables and connectors, page 21

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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 pressure reading in display.
Conditions for fault code: Voltage on PCU pin 64 exceeds 4.8 V.
DTL = 2 seconds
Possible reason: • Open circuit in oil pressure signal cable.
• Open circuit in the oil pressure negative supply cable.
• Short circuit between oil pressure signal cable and the sensor 5 V
supply cable.
• Faulty sensor.
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the transmission oil pressure
sensor and the PCU. Check for push backs or loose wires in the
connectors.
3 Check the transmission oil pressure sensor.
Measurements: Checking the transmission oil pressure sensor, page 354

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
temperature 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 355

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
temperature 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 355

Circuit description
Please refer to Transmission oil and
temperature, page 402.

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30-2 Fault Tracing

MID 187, PID 191 Output shaft speed

Circuit description
Please refer to PCU - EECU wiring, page 403.

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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 cannot 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

DTC category: Engine communication
Fault code explanation: A time out fault has occurred on the J1708/J1587 bus. Communication and
interface have been shut off.
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: System cannot be started.
Conditions for fault code: The J1708/J1587 interface has been restarted four times without being able
to establish communication.
DTL = 2 seconds
Possible reason: Open circuit on the J1708/J1587 data bus between the engine control unit
and the PCU.
Suitable action: 1 Check all wiring and connectors between the PCU and the EECU.
Check for push backs or loose wires in the connectors.
Measurements: Checking the PCU-EECU wiring, page 360

Circuit description
Please refer to PCU - EECU wiring, page 403.

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30-2 Fault Tracing

MID 187, SID 253 Calibration

memory EEPROM

MID 187: PCU

FMI 2 – Data erratic, intermittent or incorrect

DTC category: Programming
Fault code explanation: Checksum fault Missing calibration data in the PCU.
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: None
Conditions for fault code: PCU is missing calibration data and uses default calibration data.
Suitable action: 1 Perform an auto configuration.
2 Reprogram PCU.

FMI 12 – Faulty device or component

DTC category: ECU internal
Fault code explanation: Memory failure in PCU
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: None
Conditions for fault code: Memory failure in PCU
Suitable action: 1 Replace the PCU.

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30-2 Fault Tracing

MID 187, SID 254 Controller 1

MID 187: PCU

FMI 14 – Special instructions

DTC category: Programming
Fault code explanation: Memory data in the PCU is incorrect.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Internal fault in PCU
Suitable action: 1 Reprogram the PCU.
2 Replace the PCU.

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30-2 Fault Tracing

MID 187, PSID 271 Shut Down

Module

MID 187: PCU

FMI 9 - Abnormal update rate

DTC category: Communication
Fault code explanation: PCU has lost communication with Shut Down Module.
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: None
Conditions for fault code: Communication with the Shut Down Module is lost:
DTL=500ms
Possible reason: Open circuit, short circuit or bad connection in the bus wiring between the PCU and
the Shut Down Module.
Suitable action: 1 Check all wiring and connectors between the PCU and the Shut Down
Module.

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30-2 Fault Tracing

MID 187, PPID 40 Requested gear

MID 187: PCU

FMI 7 – Mechanical system not responding properly

DTC category: MGX transmission
Fault code explanation: Incorrect gear engaged
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 PCU request for forward or reversing gear has not been confirmed by the
MGX ECU as current gear within the expected time limit.
DTL = 200 milliseconds
Possible reason: Data bus communication failure between the PCU and the MGX ECU
Suitable action: 1 Check all cables and connectors between the MGX ECU and the PCU.
Logging parameter: Transmission range attained, page 388
Measurements: Fault tracing of cables and connectors, page 21

FMI 9 – Abnormal update rate

DTC category: MGX transmission
Fault code explanation: Incorrect gear engaged
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: Engine shutdown.
Conditions for fault code: The PCU request for neutral gear has not been confirmed by the MGX ECU
as current gear within the expected time limit.
DTL = 200 milliseconds
Possible reason: Data bus communication failure between the PCU and the MGX ECU
Suitable action: 1 Check all cables and connectors between the MGX ECU and the PCU.
Logging parameter: Transmission range attained, page 388
Measurements: Fault tracing of cables and connectors, page 21

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30-2 Fault Tracing

MID 187, PPID 393 EVC Bus power

input (E)

MID 187: PCU

FMI 3 – Voltage above normal or shorted high

DTC category: EVC bus power
Fault code explanation: Fault in the EVC data bus power supply. The PCU is the power supplier.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Voltage between PCU pin 46 and 69 exceeds 33 V.
DTL = 2 seconds
Possible reason: • Short circuit in the EVC bus power supply between the PCU and the
HCU.
• High battery voltage or alternator voltage
Suitable action: 1 Check the EVC bus 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.
Logging parameter: EVC bus power input (E), page 387 (MID 187)
Measurements: Checking the EVC bus, page 345

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: EVC bus power
Fault code explanation: Fault in the EVC data bus power supply. The PCU is the power supplier.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Voltage between pin 46 and pin 69 is less than 3 V.
DTL = 2 seconds
Possible reason: • Short circuit in the EVC bus power supply between the EVC ECUs.
• Open circuit in the EVC bus power supply between the EVC ECUs.
• Low battery power or broken fuse.
Suitable action: 1 Check the EVC bus power supply voltage between the EVC ECUs.
2 Check the battery and fuse status.
3 Check all EVC bus wiring and connectors between the EVC ECUs.
Check for push backs or loose wires in the connectors.
Logging parameter: EVC bus power input (E), page 387 (MID 187)
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

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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
positive 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 389
• Potentiometer supply, shift actuator, page 389
Measurements: Checking the gear shift actuator potentiometer, page 361

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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: 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
negative supply.
• Short circuit between actuator feedback signal and potentiometer
positive 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 389
• Potentiometer supply, shift actuator, page 389
Measurements: Checking the gear shift actuator potentiometer, page 361

Circuit description
Please refer to Gear shift actuator, page 404.

sensor supply

MID 187: PCU

FMI 3 – Voltage above normal or shorted high

DTC category: Transmission system
Fault code explanation: Fault in the power supply to the transmission sensor.
Fault indication: No indication
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Voltage on PCU pin 15 exceeds 7 V.
DTL = 2 seconds
Possible reason: Short circuit in the transmission sensor wiring harness.
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the transmission oil pressure
sensor and the PCU. Check for push backs or loose wires in the
connectors.
3 Check the transmission oil pressure sensor.
Logging parameter: Transmission, sensor supply, page 389
Measurements: Checking the transmission oil pressure sensor, page 354

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Transmission system
Fault code explanation: Fault in the power supply to the transmission sensor.
Fault indication: No indication
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Voltage on PCU pin 15 is less than 3 V.
DTL = 2 seconds
Possible reason: Short circuit in the transmission sensor wiring harness.
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the transmission oil pressure
sensor and the PCU. Check for push backs or loose wires in the
connectors.
3 Check the transmission oil pressure sensor.
Logging parameter: Transmission, sensor supply, page 389
Measurements: Checking the transmission oil pressure sensor, page 354

Circuit description
Please refer to Transmission oil and
temperature, page 402.

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30-2 Fault Tracing

MID 187, PPID 401 Powertrim

position relative to pot supply

MID 187: PCU

MID 187, PSID 19 EVC Bus Power

Output C (High Side Switch)

MID 187: PCU

FMI 12 – Faulty device or component

DTC category: EVC bus power
Fault code explanation: Fault in the EVC data bus backup power supply. The PCU is the supplier of
the backup power supply. No SUS/SCU connected.
Fault indication: No indication
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Voltage between PCU pin 47 and 70 is less than 8 V.
DTL = 4 seconds
Suitable action: 1 Check the EVC bus power supply voltage between the EVC ECUs.
2 Check the battery and fuse status.
3 Check all EVC bus wiring and connectors between the EVC ECUs.
Check for push backs or loose wires in the connectors.
Logging parameter: EVC bus power input (E), page 387 (MID 187)
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

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30-2 Fault Tracing

MID 187, PSID 20 Transm. primary

solenoid (positive supply switch)

MID 187: PCU

FMI 4 – Voltage below normal or shorted to lower voltage

FMI 5 – Current below normal or open circuit

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: Voltage on PCU pin 1 is less than 5 V.
DTL = 800 milliseconds
Possible reason: • Open circuit in primary shift solenoid wiring.
• 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 358
• Checking the actuator / shift solenoid output driver voltage, page 362

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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 358
• Checking the actuator / shift solenoid output driver voltage, page 362

Circuit description
Please refer to Gear shift solenoids, page 404.

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30-2 Fault Tracing

MID 187, PSID 22 Transm.

secondary solenoid (positive
supply switch)

MID 187: PCU

FMI 4 – Voltage below normal or shorted to lower voltage

FMI 5 – Current below normal or open circuit

FMI 7 – Mechanical system not responding properly

DTC category: Transmission system
Fault code explanation: The gear shift actuator cannot 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 the by Volvo Penta 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
position 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 362
Logging parameter: • Transmission range attained, page 388
• Shift actuator position relative to pot supply, page 389

Circuit description
Please refer to Gear shift actuator, page 404.

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30-2 Fault Tracing

MID 187, PSID 30 Powertrim - Motor

direction UP (Pos. supply sw.)

MID 187: PCU

FMI 3 – Voltage above normal or shorted high

DTC category: Powertrim system
Fault code explanation: PCU has detected a failure in the output driver circuit to the trim pump.
Fault indication: Red 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 up relay.
Measurements: Checking the powertrim control signal, page 368

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FMI 7 – Mechanical system not responding properly

FMI 7 – Mechanical system not responding properly

DTC category: Powertrim system
Fault code explanation: The drive does not trim down as requested.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: Not possible to trim the drive.
Conditions for fault code: The trim angle of the drive does not change when requested.
Possible reason: • Discharged battery
• Hydraulic leak in the powertrim system.
• Open circuit in the supply voltage to the trim potentiometer.
• Open circuit in the trim potentiometer feedback signal.
• Short circuit between the trim potentiometer positive and negative
supply.
• Short circuit between the positive or negative supply to the trim
potentiometer and the control signal for powertrim up or down.
• Faulty trim potentiometer
Suitable action: 1 Perform a Vodia log test.
2 Check battery voltage.
3 Check all the connections and hoses in the hydraulic trim system for
leakage.
4 Check all wiring and connectors between the PCU and the trim
potentiometer.
5 Check the function of the trim potentiometer.
Logging parameter: • Calibrated powertrim position, page 389
• Powertrim control signal, page 390
Measurements: • Checking the powertrim control signal, page 368
• Checking the powertrim potentiometer, page 366

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FMI 10 – Abnormally large variations

DTC category: Powertrim system
Fault code explanation: The trim angle of the drive has changed without a request.
Fault indication: Yellow 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 decreased more than 5 degrees since the last
valid request.
Possible reason: • Hydraulic leak in the powertrim system.
• Faulty trim potentiometer
Suitable action: 1 Perform a Vodia log test while accelerating.
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 powertrim position, page 389
Measurements: Checking the powertrim potentiometer, page 366

Circuit description
Please refer to Powertrim, page 405.

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30-2 Fault Tracing

MID 187, PSID 32 EVC Bus

Communication with Active Helm
Failure

MID 187: PCU

FMI 9 – Abnormal update rate

DTC category: EVC bus communication
Fault code explanation: PCU has lost communication with an active HCU.
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.
• Engine speed limit Throttle can be controlled between idle and the set
rpm limit.
Conditions for fault code: The PCU has no communication with any active HCU.
DTL = 200 milliseconds
Possible reason: • Open circuit in the power supply between the PCU and an active HCU.
• Short circuit in the power supply between the PCU and an active HCU.
• Open circuit in both EVC bus L and EVC bus H wires between the PCU
and an active HCU.
• If the EVC system restarts when trying to engage forward or reverse, it
could be a short circuit in the actuators motor input wires.
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.
2 Check the actuators input wires.
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

exhaust bypass

MID 187: PCU

FMI 10 – Abnormally large variations

Fault code explanation: The clear wake exhaust valve switches too slowly.
Fault indication: No indication
Fault stored in memory: No.
Symptom: None
Conditions for fault code: The clear wake exhaust valve opening time exceeds 500 ms.
Suitable action: 1 Check all wiring and connectors between the clear wake exhaust valve
and the PCU. Check for push backs or loose wires in the connectors.
2 Check the clear wake exhaust valve.
Measurements: Checking the clear wake exhaust valve, page 363

Circuit description
Please refer to Clear Wake Exhaust System
(CWES), page 405.

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30-2 Fault Tracing

MID 187, PSID 140 Multisensor

FMI 9 – Abnormal update rate
DTC category: AUX bus
Fault code explanation: PCU has lost the communication with the multisensor.
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: No data from the multisensor available in the display / panel
Conditions for fault code: Communication with the multisensor is lost.
DTL = 6 s
If communication comes back, and is stable for more than 1 second, the fault
is reset.
Possible reason: • Open circuit, short circuit or bad connection in the aux bus wiring
between anything connected to the aux bus and the PCU.
• Maximum sensor cable length exceeded.
Suitable action: 1 Check all aux bus wiring and connectors between all that is connected
to the aux bus (ICM, CPM, multisensor) and the PCU. Check for push
backs or loose wires in the connectors.
2 Check that the multisensor is correctly installed due to maximum cable
length. Maximum cable length when connecting to a hub is 3 m (9.84 ft.).
If longer cable is necessary, a multilink T-connector must be used.
3 Replace the multisensor.
Measurements: Checking the aux bus, page 348

30-2 Fault Tracing

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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 shut down and to start
up, Therefore if a fast shutdown / restart sequence is performed the
PCU could lose contact with the MGX ECU.
Wait for the system to shut down completely before a restart is
performed.
Measurements: Fault tracing of cables and connectors, page 21

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MID 187, PSID 226 SAE J1939 Data

Link, Datalink2, MID164

MID 187: PCU

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30-2 Fault Tracing

MID 192/193, PSID 31 Voltage

Inconsistency Between Batteries

MID 192/193: BCM

FMI 14 – Special instructions

DTC category: BCM
Fault code explanation: Battery voltage differs between battery banks.
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: Cross over not available.
Conditions for fault code: One battery is of 12 V type and the other is of 24 V type.
Possible reason: Mixed battery banks
Suitable action: 1 Verify connection of battery groups to BCM. Only batteries of the same
voltage type (12/24 V) can be connected to the same BCM. Check the
voltage on Battery1+In and Battery2+In.

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FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: General checksum failure
Fault indication: Yellow alarm status
Fault stored in memory: No
Symptom: Interceptor system disabled
Conditions for fault code: Checksum fault
Suitable action: 1 Reprogram ICM.

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30-2 Fault Tracing

MID 194, SID 253 Calibration

memory EEPROM

MID 194: ICM

FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Calibration / Parameter memory failure
Fault indication: Yellow alarm status
Fault stored in memory: No
Symptom: Interceptor system disabled
Conditions for fault code: Memory failure in ICM

An inactive DTC could be stored if there has been problems with the ICM
power supply.
Suitable action: 1 Reprogram ICM.

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30-2 Fault Tracing

MID 194, SID 254 Controller 1

MID 194: ICM

FMI 11 – Unidentifiable error

Fault code explanation: ICU internal faults
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Interceptor system disabled
Conditions for fault code: Internal fault in the ICM
Suitable action: 1 Turn main switch off then on and see if the DTC still is active.
2 Replace the ICM.

FMI 12 – Faulty device or component

Fault code explanation: ICU internal faults
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Interceptor system disabled
Conditions for fault code: Internal fault in the ICM

Fault code explanation: Internal failure in servo unit
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Interceptor system disabled
Conditions for fault code: Internal failure in port servo unit
Suitable action: 1 Change the servo unit.

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30-2 Fault Tracing

FMI 12 – Faulty device or component

Fault code explanation: The endstop is missing in interceptor.
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system
Conditions for fault code: Servo unit torque is too low. No endstop is detected during the calibration
routine.
Possible reason: • Port servo unit is not correctly connected to the interceptor unit.
• Fault in port interceptor.
Suitable action: 1 Connect the servo unit to the interceptor accordingly to the installation
instruction.
2 Check the interceptor shaft torque.
3 Check the interceptor movement range.
4 Check the servo motor function.
Logging parameter: Torque interceptor 1–4

FMI 13 – Calibration value out of range

Fault code explanation: Interceptor is stuck in current position.
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system
Conditions for fault code: • Servo unit has not reached the set position in time.
DTL = 40 ms
• The servo unit has not reached valid calibration position during the
calibration routine. Interceptor stroke is < 40 mm or > 55 mm.

Be careful when pushing the connector block down into the lower tube. There
is a risk of damaging the resolver cable when lifting off the servo steering unit.
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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30-2 Fault Tracing

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 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 servo
unit.
Measurements: Checking the ICM servo unit wiring, page 375

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30-2 Fault Tracing

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 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 375

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 375

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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 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 375

FMI 10 – Abnormally large variations

FMI 11 – Unidentifiable error

Fault code explanation: Internal failure in servo unit
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Interceptor system disabled
Conditions for fault code: Internal failure in STBD servo unit
Suitable action: 1 Change the servo unit.

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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 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 375

FMI 10 – Abnormally large variations

FMI 11 – Unidentifiable error

Fault code explanation: Internal failure in servo unit
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Interceptor system disabled
Conditions for fault code: Internal failure in port inner servo unit
Suitable action: 1 Change the servo unit.

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FMI 12 – Faulty device or component

Fault code explanation: The endstop is missing in interceptor.
Fault indication: Yellow alarm status
Fault stored in memory: Yes
Symptom: Limited functionality in the interceptor system
Conditions for fault code: Servo unit torque is too low. No endstop is detected during the calibration
routine.
Possible reason: • Port inner servo unit is not correctly connected to the interceptor.
• Fault in port inner interceptor.
Suitable action: 1 Connect the servo unit to the interceptor accordingly to the installation
instruction.
2 Check the interceptor shaft torque.
3 Check the interceptor movement range.
4 Check the servo motor function.
Logging parameter: Torque interceptor 1–4

FMI 13 – Calibration value out of range

Be careful when pushing the connector block down into the lower tube. There
is a risk of damaging the resolver cable when lifting off the servo steering unit.
Possible reason: The port inner 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 inner 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 4 Servo Module 4

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 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 375

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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 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 375

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 375

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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 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 375

FMI 10 – Abnormally large variations

DTC category: Programming
Fault code explanation: Calibration data incorrect
Fault indication: No indication
Fault stored in memory: Yes.
Suitable action: 1 Reprogram the STCM.

FMI 8 – Abnormal frequency, pulse width or period.

DTC category: System mismatch
Fault code explanation: Inconsequent driveline ID between PCU, STCM and HCU
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: None
Conditions for fault code: Mismatch between HCU, STCM and PCU ID. ID shows that one node is
configured as a PORT ECU and the other node is configured as an STBD
ECU.
Possible reason: Port and starboard HCU, STCM or PCU has been mixed up during
installation.
Suitable action: 1 Verify that the HCU, STCM and the PCU are connected according to the
installation instructions.

FMI 12 – Faulty device or component

DTC category: ECU internal
Fault code explanation: Memory failure in the STCM
Fault indication: Red alarm status
Fault stored in memory: No.
Symptom: Cranking is disabled.
Conditions for fault code: Memory failure in the STCM
Suitable action: 1 Replace the STCM.

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30-2 Fault Tracing

MID 196, SID 254 Controller 1

MID 196: STCM

FMI 12 – Faulty device or component

DTC category: Programming
Fault code explanation: Checksum error
Fault indication: No indication
Fault stored in memory: Yes.
Suitable action: 1 Perform a system restart.
2 Reprogram the STCM.

FMI 14 – Special instructions

DTC category: Programming
Fault code explanation: Memory data incorrect
Fault indication: No indication
Fault stored in memory: Yes.
Suitable action: 1 Reprogram the STCM.

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30-2 Fault Tracing

MID 196, PPID 393 EVC bus power

input (E)

MID 196: STCM

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

FMI 5 – Current below normal or open circuit

DTC category: Bow thruster
Fault code explanation: Loss of supply power to bow thruster.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check all supply power connections between the PPC and the bow
thruster motor.
2 Thruster code 19:
Contact Thruster supplier service center.

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

DTC category: Bow thruster
Fault code explanation: Overcurrent detected during deploying or retracting of bow thruster
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check for any obstructions.
2 Thruster code 17/18:
Contact Thruster supplier service center.

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30-2 Fault Tracing

FMI 11 – Unidentifiable error

DTC category: Bow thruster
Fault code explanation: Retract system error.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 11:
Contact Thruster supplier service center.

FMI 12 – Faulty device or component

DTC category: Bow thruster
Fault code explanation: Retract position sensor fault.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 20:
Contact Thruster supplier service center.

FMI 13 – Calibration value out of range

DTC category: Bow thruster
Fault code explanation: Calibration faults in bow thruster retract unit.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 36:
Contact Thruster supplier service center.

DTC category: Bow thruster
Fault code explanation: Low voltage to thruster detected.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check the cable routing, so its made according to the installation
manual
2 Measure the voltage at the PPC and at the bow thruster motor.
3 Measure the battery voltage and check the battery status. Check that
the battery capacity complies with installation recommendations.
4 Thruster code 5:
Contact Thruster supplier service center.

FMI 5 – Current below normal or open circuit

DTC category: Bow thruster
Fault code explanation: PPC cannot detect any thruster current consumption.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check all supply power connections between the PPC and the bow
thruster motor.
2 Thruster code 9:
Contact Thruster supplier service center.

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

DTC category: Bow thruster
Fault code explanation: Thruster motor overcurrent detected
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 1:
Contact Thruster supplier service center.

FMI 14 – Special instructions

DTC category: Bow thruster
Fault code explanation: No current detected at thruster motor relay.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check that the multicable between the PPC and the thruster motor is
properly connected.
2 Thruster code 10:
Contact Thruster supplier service center.

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30-2 Fault Tracing

MID 196, PSID 10 Bow Thruster,

Motor Temperature Sensor

30-2 Fault Tracing

MID 196, PSID 14 Stern Thruster

Retract Unit

MID 196: STCM

FMI 0 – Data valid but above normal operational range

DTC category: Stern thruster
Fault code explanation: Thermo switch indicates high motor temperature. Switch will reset after motor
cooldown.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 6:
Contact Thruster supplier service center.

FMI 2 – Data erratic, intermittent or incorrect

DTC category: S-link bus
Fault code explanation: Stern retract unit communication fault.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Missing status and alarm message from stern retract unit.
DTL = 2 seconds
Possible reason: Open circuit, short circuit or bad connection in the S-link wiring between the
STCM and the stern retract unit.
Suitable action: 1 Check all wiring between the STCM and the stern retract unit. Check for
push backs or loose wires in the connectors. Check S-link termination.

FMI 5– Current below normal or open circuit

DTC category: Stern thruster
Fault code explanation: Loss of supply power to stern thruster
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check all supply power connections between the PPC and the stern
thruster motor.
2 Thruster code 19:
Contact Thruster supplier service center.

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

DTC category: Stern thruster
Fault code explanation: Overcurrent detected during deploying or retracting of stern thruster.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check for any obstructions.
2 Thruster code 17/18:
Contact Thruster supplier service center.

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30-2 Fault Tracing

FMI 11 – Unidentifiable error

DTC category: Stern thruster
Fault code explanation: Retract system error.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 11:
Contact Thruster supplier service center.

FMI 12 – Faulty device or component

DTC category: Stern thruster
Fault code explanation: Retract position sensor fault.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 20:
Contact Thruster supplier service center.

FMI 13 – Calibration value out of range

DTC category: Stern thruster
Fault code explanation: Calibration fault in stern thruster retract unit.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 36:
Contact Thruster supplier service center.

FMI 14 – Special instructions

DTC category: Stern thruster
Fault code explanation: Stern thruster retract unit is in service mode.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 21:
Contact Thruster supplier service center.

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30-2 Fault Tracing

MID 196, PSID 15 Stern Thruster,

Retract Unit Temperature Sensor

MID 196: STCM

FMI 0 – Data valid but above normal operational range

DTC category: Stern thruster
Fault code explanation: Retract controller over temperature indication.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 4:
Contact Thruster supplier service center.

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30-2 Fault Tracing

MID 196, PSID 16 Stern Thruster

Motor

MID 196: STCM

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Stern thruster
Fault code explanation: Low voltage to thruster detected.
Fault indication: None
Fault stored in memory: Yes.
Suitable action: 1 Measure the voltage at the PPC and at the stern thruster motor.
2 Measure the battery voltage and check the battery status. Check that
the battery capacity complies with installation recommendations.
3 Thruster code 5
Contact Thruster supplier service center.

FMI 5 – Current below normal or open circuit

DTC category: Stern thruster
Fault code explanation: PPC cannot detect any thruster current consumption.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check all supply power connections between the PPC and the stern
thruster motor.
2 Thruster code 9
Contact Thruster supplier service center.

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

DTC category: Stern thruster
Fault code explanation: Thruster motor overcurrent detected
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 1:
Contact Thruster supplier service center.

FMI 14 – Special instructions

DTC category: Stern thruster
Fault code explanation: No current detected at thruster motor relay.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check that the multicable between the PPC and the thruster motor is
properly connected.
2 Thruster code 10:
Contact Thruster supplier service center.

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30-2 Fault Tracing

MID 196, PSID 17 Stern Thruster,

Motor Temperature Sensor

MID 196: STCM

FMI 0 – Data valid but above normal operational range

DTC category: Stern thruster
Fault code explanation: Stern thruster motor temperature is high. DTC will reset after motor cooldown.
Fault indication: None
Fault stored in memory: Yes.
Suitable action: • Thruster code 2:
Contact Thruster supplier service center.

FMI 12 – Faulty device or component

DTC category: Stern thruster
Fault code explanation: Stern thruster motor temperature sensor fault or open circuit in temperature
sensor wiring.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check that the multicable between PPC and thruster motor is properly
connected.
2 Thruster code 13:
Contact Thruster supplier service center.

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30-2 Fault Tracing

MID 196, PSID 18 Stern Thruster,

Proportional Power Controller

MID 196: STCM

FMI 2 – Data erratic, intermittent or incorrect

DTC category: S-link bus
Fault code explanation: Proportional power controller communication fault
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Missing status and alarm message from PPC.
DTL = 2 seconds
Possible reason: Open circuit in PPC power supply.
Open circuit, short circuit, no S-link power supply or bad connection in the S-
link wiring between the STCM and the PPC.
Suitable action: 1 Check PPC power supply.
2 Check S-link power supply.
3 Check all S-link wiring between the STCM and the PPC. Check for push
backs or loose wires in the connectors. Check S-link termination.

FMI 9 – Abnormal update rate

DTC category: S-link bus
Fault code explanation: PPC communication failure with stern retract unit.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Check all S-link wiring. Check for push backs or loose wires in the
connectors. Check S-link termination.
2 Thruster code 12:
Contact Thruster supplier service center.

FMI 11 – Unidentifiable error

DTC category: Stern thruster
Fault code explanation: PPC system error
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 11:
Contact Thruster supplier service center.

FMI 12 – Faulty device or component

DTC category: Stern thruster
Fault code explanation: PPC critical error
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 8:
Contact Thruster supplier service center.

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30-2 Fault Tracing

MID 196, PSID 19 Stern Thruster,

Automatic Main Switch

MID 196: STCM

FMI 2 – Data erratic, intermittent or incorrect

FMI 4 – Voltage below normal or shorted to lower voltage

FMI 11 – Unidentifiable error

DTC category: AMS
Fault code explanation: No power detected at the AMS
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 11:
Contact Thruster supplier service center.

FMI 12 – Faulty device or component

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30-2 Fault Tracing

MID 196, PSID 20 Stern Thruster,

Controller Temperature Sensor

MID 196: STCM

FMI 0 – Data valid but above normal operational range

DTC category: Stern thruster
Fault code explanation: PPC over temperature indication
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Suitable action: 1 Thruster code 3:
Contact Thruster supplier service center.

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30-2 Fault Tracing

MID 196, PSID 21 Bow Thruster,

Controller Temperature Sensor

FMI 2 – Data erratic, intermittent or incorrect

DTC category: System mismatch
Fault code explanation: The STCM detects that the VIN number (Vehicle Indication number=chassis
ID) in the STCM does not match the VIN in the PCU.
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: • Cranking disabled.
• Not possible to calibrate before the Chassis ID is correct.
Conditions for fault code: Different chassis ID between STCM and PCU
Suitable action: 1 Perform an auto configuration.
2 Reprogram the EVC system with the correct chassis ID.

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30-2 Fault Tracing

MID 200, PPID 344 Active anode

potential #1

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 #1.

Fault indication: None
Symptom: None
Conditions for fault code: The potential between the active anode and the drive legs as reference has
exceeded 8000 mV.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drivelegs.
2 Check that the drivelegs are isolated from battery negative.
Logging parameter: Active anode potential #1 / Active anode potential #2, page 391
Measurements: Checking the CPM signals, page 374

FMI 3 – Voltage above normal or shorted high

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

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
reference 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
drivelegs.
Logging parameter: • Passive anode potential #1 / Passive anode potential l#2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

Circuit description
Refer to CPM, page 408.

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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 3 – Voltage above normal or shorted high

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

NOTICE! Fault setting unit is Transom unit #2.

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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 #2.

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
drivelegs.
Logging parameter: • Polarization potential #1 / Polarization potential #2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

Circuit description
Refer to CPM, page 408.

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30-2 Fault Tracing

MID 200, PPID 347 Passive anode

potential #2

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 #2.

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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 #2.

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
reference 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
drivelegs.
Logging parameter: • Passive anode potential #1 / Passive anode potential l#2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

Circuit description
Refer to CPM, page 408.

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30-2 Fault Tracing

MID 200, PPID 444 Polarization

potential #1

MID 200: CPM

FMI 0 – Data valid but above normal operational range

Fault code explanation: The driveleg 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
positive, 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
drivelegs.
2 Check that the drivelegs 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 391
• Passive anode potential #1 / Passive anode potential l#2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

FMI 1 – Data valid but below operational range

Fault code explanation: The driveleg 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
negative, below -1200 mV. This condition has been true for more than 10
minutes.
The driveleg is severly over protected and marine growth is stimulated.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drivelegs.
2 Check that the driveleg 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 391
• Passive anode potential #1 / Passive anode potential l#2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

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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
drivelegs.
2 Contact Volvo Penta.
Logging parameter: ECU state, page 391
Measurements: Checking the CPM signals, page 374

FMI 3 – Voltage above normal or shorted high

Fault code explanation: The driveleg 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 drivelegs 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
drivelegs.
2 Check that the driveleg 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 391
• Passive anode potential #1 / Passive anode potential l#2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

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30-2 Fault Tracing

FMI 4 – Voltage below normal or shorted to lower voltage

Fault code explanation: The driveleg 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 drivelegs are over protected and marine growth is stimulated. It will not
damage any nibral material.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drivelegs.
2 Check that the driveleg 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 391
• Passive anode potential #1 / Passive anode potential l#2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

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 391

FMI 13 – Calibration value out of range

Fault code explanation: Reference error.

NOTICE! Fault setting unit is Transom unit #1.

Fault indication: None
Symptom: None
Conditions for fault code: One of the three reference electrodes in the ATU differ more than 75 mV from
the other two references.
The ACP still has full functionality.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drivelegs.
Measurements: Checking the CPM signals, page 374

Circuit description
Refer to CPM, page 408.

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30-2 Fault Tracing

MID 200, PPID 445 Polarization

current #2

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 #2.

Fault indication: None
Symptom: None
Conditions for fault code: The current output of the CPM has exceeded 3000 mA. The CPM can provide
up to 3 A of DC current.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drivelegs.
2 Check that the drivelegs are isolated from battery negative.
Logging parameter: • Polarization current #1 / Polarization current #2, page 391
• Polarization potential #1 / Polarization potential #2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

FMI 1 – Data valid but below operational range

Fault code explanation: CPM current output is too low.

NOTICE! Fault setting unit is Transom unit #2.

Fault indication: None
Symptom: None
Conditions for fault code: The CPM is unable to deliver any current to protect the drivelegs.
Possible reason: Open circuit in the active anode signal cable between the CPM and the ATU.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drivelegs.
2 Check that the drivelegs 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.
Logging parameter: • Polarization current #1 / Polarization current #2, page 391
• Polarization potential #1 / Polarization potential #2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

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30-2 Fault Tracing

FMI 5 – Current below normal or open circuit

Fault code explanation: Target error.

NOTICE! Fault setting unit is Transom unit #2.

Fault indication: Yellow alarm status
Symptom: The CPM cannot guarantee that all drives are protected.
Conditions for fault code: There is no or poor connection in the STBD / PORT bonding cables between
the CPM and the drives.
Possible reason: Open circuit in the bonding wiring.
Suitable action: 1 Check all wiring and connectors between the CPM, the ATU and the
drivelegs.
Logging parameter: • Polarization current #1 / Polarization current #2, page 391
• Passive anode potential #1 / Passive anode potential l#2, page 391
• Protection measure #1 / Protection measure #2, page 392
Measurements: Checking the CPM signals, page 374

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

Fault code explanation: Isolation

NOTICE! Fault setting unit is Transom unit #2.

Fault indication: None
Symptom: None
Conditions for fault code: The isolation between the drivelegs and battery negative is not galvanically
correct.
Suitable action: 1 Check cardan shaft, exhaust pipe, oil coolant pipe and fresh water
intake for electrical connectivity.
2 Isolate the drive from the engine.
Please refer to section “Measuring drive insulation” in Workshop
manual Corrosion measurement.

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30-2 Fault Tracing

MID 200, PPID 446 Polarization

potential #2

MID 200: CPM

FMI 0 – Data valid but above normal operational range

Fault code explanation: The driveleg has too positive voltage potential.

NOTICE! Fault setting unit is Transom unit #2.

FMI 1 – Data valid but below operational range

Fault code explanation: The driveleg has too negative voltage potential.

NOTICE! Fault setting unit is Transom unit #2.

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FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Reference failure.

NOTICE! Fault setting unit is Transom unit #2.

FMI 3 – Voltage above normal or shorted high

Fault code explanation: The driveleg has too positive voltage potential.

NOTICE! Fault setting unit is Transom unit #2.

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FMI 4 – Voltage below normal or shorted to lower voltage

Fault code explanation: The driveleg has too negative voltage potential.

NOTICE! Fault setting unit is Transom unit #2.

FMI 12 – Faulty device or component

Fault code explanation: Hardware failure

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
Refer to CPM, page 408.

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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

memory EEPROM

MID 200: CPM

FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Checksum error in Data set 1 or Data set 2.
Fault indication: Yellow alarm status
Symptom: Degraded corrosion protection is used.
Conditions for fault code: Checksum fault in one or more datasets. Calibration points are not correct
versus each other.
Suitable action: 1 Change the CPM unit.

FMI 14 – Special instructions

FMI 1 – Data valid but below operational range

DTC category: ECU power supply
Fault code explanation: Too low voltage detected at the SUS power supply input, B+
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 supply voltage is below 10 V.
DTL = 1.5 seconds
This may occur during crank if the battery capacity or the battery status is too
poor.
Possible reason: Short circuit to battery negative.
Suitable action: 1 Measure the voltage on B+ and B- on the SUS.
2 Check all cables, connections, the circuit breaker and the main switch
and connections between the SUS and the batteries for poor
connection.
3 Measure battery voltage and check the battery status. Check that the
battery capacity complies with installation recommendations.
4 Check the alternator voltage and that the alternator sensor cable is
correctly connected.

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MID 250, SID 231 SAE J1939 data

link

MID 250: SUS

FMI 2 – Data erratic, intermittent or incorrect

DTC category: ECU internal
Fault code explanation: The SUS has lost or detected too many communication errors.
Fault indication: No indication
Fault stored in memory: Yes.
Symptom: Gear set to neutral. Gear control regained after putting the lever into neutral
position.
Conditions for fault code: Bus off / Bus warning error reported from SUS internal CAN controller.
Possible reason: • Internal communication error
Suitable action: 1 Power down the system using the main switch and then restart the
system.
2 Reprogram the SUS unit.

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MID 250, SID 240 Program memory

MID 250: SUS

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
SUS to remain in boot mode.
Fault indication: No indication
Fault stored in memory: Yes.
Symptom: • SUS unit is not activated.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Checksum fault or no software loaded.
Possible reason: No main software in the SUS, checksum error or programming failed.
Suitable action: 1 Reprogram the SUS unit.

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MID 250, SID 253 Calibration

memory EEPROM

MID 250: SUS

FMI 2 – Data erratic, intermittent or incorrect

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

FMI 12 – Faulty device or component

DTC category: ECU internal
Fault code explanation: Memory failure in SUS
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: • SUS unit is not activated.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Memory failure in SUS
Suitable action: 1 Change the SUS unit.
2 Perform IPS calibration.
3 Report calibration data to VPPN.

FMI 13 – Calibration value out of range

DTC category: System mismatch
Fault code explanation: Invalid calibration data
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: • SUS unit is not activated.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Fault is set in the SUS unit if any of the calibration parameters in dataset 2 is
not set. A new IPS calibration must be performed. Calibration parameters are
set to “Not calibrated”.
Suitable action: 1 Perform IPS calibration.
2 Report calibration data to VPPN.

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MID 250, SID 254 Controller 1

MID 250: SUS

FMI 2 – Data erratic, intermittent or incorrect

DTC category: ECU internal
Fault code explanation: Internal communication failure in the SUS
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: • SUS unit is not activated.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Internal communication failure in the SUS
Suitable action: 1 Reprogram the SUS unit.

FMI 8 – Abnormal frequency, pulse width or period

DTC category: Programming
Fault code explanation: SUS software checksum incorrect
Fault indication: No indication
Fault stored in memory: Yes.
Symptom: • SUS unit is not activated.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: SUS software checksum incorrect
Suitable action: 1 Reprogram the SUS unit.

FMI 9 – Abnormal update rate

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FMI 10 – Abnormally large variations

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MID 250, PPID 427 Servo motor

temperature

MID 250: SUS

FMI 0 – Data valid but above normal operational range

DTC category: ECU internal
Fault code explanation: The SUS unit has two different temperature sensors, one for the ECU
hardware and one for the servo motor. The temperature in the servo is outside
its limits.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: The temperature in the SUS is abnormally high.
Possible reason: • The SUS has run too hot.
• Defective temperature sensor
Suitable action: 1 Examine the SUS unit with your hand. If it is hot, shut off the system and
let it cool off. After it has cooled off, switch on the system and see if the
problem still occurs. If the fault code appears when the SUS is cold the
problem is with the temperature sensor, if so change the SUS and
perfom an IPS calibration. Report to VPPN.
NOTICE! It is still possible to run the system in emergency drive.

FMI 1 – Data valid but below operational range

DTC category: ECU internal
Fault code explanation: The SUS unit has two different temperature sensors, one for the ECU
hardware and one for the servo motor. The temperature in the servo is outside
its limits.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: • SUS unit is not activated.
• Gear set to neutral Gear control regained after putting the lever into
neutral position.
Conditions for fault code: The temperature is too low (below -20°C) in the SUS unit, and it is dangerous
to start up the unit.
Possible reason: • The engine room is too cold.
• Defective temperature sensor
Suitable action: 1 Heat up the engine room and the SUS unit.
2 If the fault code appears when the SUS is in normal climate the problem
is with the temperature sensor. If so change the SUS and perform an
IPS calibration. Report to VPPN.
NOTICE! It is still possible to run the system in emergency drive.

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MID 250, PSID 1 EVC bus network

config
FMI 12 – Faulty device or component
DTC category: System mismatch
Fault code explanation: The EVC network has an invalid configuration.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: • Error during auto configuration
• No response from PCU/HCU
Possible reason: • Node receives a CAN message of unknown format.
• Timeout from a unit during auto configuration.
• There is more than 4 HCU or more than 1 PCU or SUS present in the
network.
• More than one unit with the same signature
Suitable action: 1 Perform an auto configuration.
2 Check that the installed nodes are of the correct type according to the
configuration.
3 Reprogram the EVC system.

FMI 14 – Special instructions

DTC category: System mismatch
Fault code explanation: The EVC network has a new configuration. Normal during installation
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: Error during normal operation
Possible reason: • An unknown unit is communicating on the network, that is, the unknown
node has a faulty signature or an illegal node address.
• A unit that was detected during auto configuration disappears, that is,
time out from detected unit.
Suitable action: 1 Check that the installed nodes are of the correct type according to the
configuration.
Perform an EVC system test with Vodia to verify the nodes connected to
the system. Remove any nodes that have not been certified.
2 Perform an auto configuration.

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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 backup power supply. The SUS is the supplier of the
backup 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 37
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 backup 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 backup 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 345

Circuit description
Please refer to EVC bus, page 395.

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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
the battery capacity or the 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
circuit. 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
circuit. 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 5 – Current below normal or open circuit

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 345

FMI 10 – Abnormally large variations

DTC category: EVC bus communication
Fault code explanation: SUS has temporarily 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: SUS has temporarily lost 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 345

Circuit description
Please refer to EVC bus, page 395.

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MID 250, PSID 92 Detection fault for

external components

MID 250: SUS

FMI 12 – Faulty device or component

DTC category: System mismatch
Fault code explanation: Error during auto configuration
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Suitable action: 1 Perform an auto configuration.
2 Reprogram the EVC system.

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MID 250, PSID 209 Datalink, MID164

MID 250: SUS

FMI 12 – Faulty device or component

DTC category: ECU internal
Fault code explanation: Internal communication failure in the SUS
Fault indication: Yellow 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.
Suitable action: 1 Power down the system using the main switch and then restart the
system.
2 Reprogram the SUS unit.

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MID 250, PSID 232 SAE J1939-1,

MID 250: SCU

FMI 2 – Data erratic, intermittent or incorrect

DTC category: System mismatch
Fault code explanation: Calibration data incorrect in SCU
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: • Steering is disabled.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Calibration data incorrect in SCU
Suitable action: 1 Perform an auto configuration.
2 Reprogram the SCU unit.

FMI 12 – Faulty device or component

DTC category: ECU internal
Fault code explanation: Memory failure in SCU
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: • Steering is disabled.
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: Memory failure in SCU
Suitable action: 1 Replace the SCU unit.

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MID 250, SID 254 Controller 1

MID 250: SCU

FMI 14 – Special instructions

DTC category: Programming
Fault code explanation: Memory data incorrect in SCU
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: None
Conditions for fault code: Memory data incorrect in SCU
Suitable action: 1 Perform an auto configuration.
2 Reprogram the SCU unit.

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MID 250, PPID 393 EVC Bus power

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 345

FMI 1 – Data valid but below operational range

DTC category: EVC bus power
Fault code explanation: The bus power voltage is below 5.5 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 is less than 5.5 V.
DTL = 1.3 seconds
Possible reason: Open circuit in EVC bus power supply.
Suitable action: 1 Check the EVC bus power supply voltage between pin X2:1 and pin
X2:3 at 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.
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

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MID 250, PPID 424 Steering wheel

position

MID 250: SCU

MID 250: SCU

FMI 0 – Data valid but above normal operational range

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

DTC category: Drive positioning.
Fault code explanation: Faulty PORT steering solenoid / faulty PORT steering solenoid circuit
Fault indication: Red alarm status
Fault stored in memory: Yes.
Possible concurrent MID 250, PSID 9 Steering Control Unit and steering sensors, page 335
displayed fault code:
Symptom: • Steering is disabled.
• Gear set to neutral. Gear control regained after putting the lever into neutral
position.
Conditions for fault code: The current output to PORT steering solenoid is higher than normal.
DTL = 500 milliseconds
Possible reason: • Short circuit in the port steering solenoid wiring.
• Short circuit between pin X3:13 and pin X3:28 in the SCU.
• Faulty port solenoid coil
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the SCU and the port steering
solenoid. Check for push backs or loose wires in the connectors. Check the
contact pressure in socket X3:13 and X3:28 in the SCU connector.
3 Check the port steering solenoid coil.
Logging parameter: (Use the Electrical steering template when logging)
Steering solenoid PORT (boat turns port), page 394
Measurements: Checking the steering / service solenoid, page 372

FMI 12 – Faulty device or component

DTC category: Drive positioning.
Fault code explanation: PORT steering solenoid is missing during auto configuration.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: PORT steering solenoid is missing during auto configuration.
Suitable action: 1 Perform an auto configuration.
2 Perform a Vodia log test.
3 Check all wiring and connectors between the SCU and the port steering
solenoid. Check for push backs or loose wires in the connectors. Check the
contact pressure in socket X3:13 and X3:28 in the SCU connector.
4 Check the port steering solenoid coil.
Logging parameter: (Use the Electrical steering template when logging)
Steering solenoid PORT (boat turns port), page 394
Measurements: Checking the steering / service solenoid, page 372

Circuit description
Please refer to Steering solenoids, page 396.

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MID 250, PPID 1561 Steering

solenoid (service valve)

MID 250: SCU

FMI 5 – Current below normal or open circuit

DTC category: Drive positioning.
Fault code explanation: Faulty service solenoid / faulty service solenoid circuit
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 current output to the service solenoid is either below normal or higher
than normal.
DTL = 500 milliseconds
Possible reason: • Broken fuse or lost SCU supply voltage.
Coincides with MID 250, PPID 1559 Steering solenoid STBD, page 318
and MID 250, PPID 1560 Steering solenoid PORT, page 320.
• Open circuit in service solenoid wiring.
• Bad contact in the service solenoid connector or at the SCU connector
• Short circuit in the service solenoid wiring.
• Short circuit between pin X3:10 and pin X3:25 in the SCU.
• Faulty service solenoid coil
Suitable action: 1 Check all cables, connections, the 10A SCU fuse and the main switch
and connections between the SCU and the batteries for poor
connection.
2 Perform a Vodia log test.
3 Check all wiring and connectors between the SCU and the service
solenoid. Check for push backs or loose wires in the connectors. Check
the contact pressure in socket X3:10 and X3:25 in the SCU connector.
4 Check the service solenoid coil.
Logging parameter: (Use the Electrical steering template when logging)
Steering solenoid (service valve), page 394
Measurements: Checking the steering / service solenoid, page 372

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FMI 7 – Mechanical system not responding properly

DTC category: Drive positioning.
Fault code explanation: Service solenoid self-test failed.
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 service solenoid self test failed, the drive moved.
DTL = 200 milliseconds
Possible reason: • Open circuit in service solenoid wiring.
• Bad contact in the service solenoid connector or at the SCU connector
• Short circuit in the service solenoid wiring.
• Short circuit between pin X3:10 and pin X3:25 in the SCU.
• Fault in the sterndrive hydraulic system.
• Faulty service solenoid coil
Suitable action: 1 Perform a Vodia log test.
2 Check all wiring and connectors between the SCU and the service
solenoid. Check for push backs or loose wires in the connectors. Check
the contact pressure in socket X3:10 and X3:25 in the SCU connector.
3 Check the hydraulic system for leakage.
Check that all hoses are correctly connected. Please refer to the
sterndrive hydraulic schematic in chapter Electrical Power Supply,
Lightning, Instruments, Software, page 410.
4 Check the service solenoid coil.
Logging parameter: (Use the Electrical steering template when logging)
Steering solenoid (service valve), page 394
Measurements: Checking the steering / service solenoid, page 372

FMI 12 – Faulty device or component

DTC category: Drive positioning.
Fault code explanation: The service solenoid is missing during auto configuration.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Symptom: None
Conditions for fault code: The service solenoid is missing during auto configuration.
Suitable action: 1 Perform an auto configuration.
2 Perform a Vodia log test.
3 Check all wiring and connectors between the SCU and the service
solenoid. Check for push backs or loose wires in the connectors. Check
the contact pressure in socket X3:10 and X3:25 in the SCU connector.
4 Check the service solenoid coil.
Logging parameter: (Use the Electrical steering template when logging)
Steering solenoid (service valve), page 394
Measurements: Checking the steering / service solenoid, page 372

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Circuit description
Please refer to Service valve, page 397.

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MID 250, PPID 1670 Steering sensor

(DPS top, DPH port)

MID 250: SCU

FMI 3 – Voltage above normal or shorted high

Both sensors failed

Limited engine speed
Conditions for fault code: • The voltage on pin X3:19 in the SCU has exceeded 4.76 V.
• Steering sensor end position values out of range.

DTL = 425 milliseconds

Possible reason: • Short circuit in the drive position sensor wiring between the sensor
signal cable and the sensor supply cable (port-DPH; top-DPS).
• Faulty sensor.
Suitable action: 1 Log the drive position sensor end position values with Vodia (port-DPH;
top-DPS).
2 Check all wiring and connectors between the drive position sensor
(port-DPH; top-DPS) and the SCU.
3 Check the sensor.
Logging parameter: (Use the Electrical steering template when logging)
Steering sensor (DPS top, DPH port), page 394
Measurements: Checking the drive position sensor, page 365

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FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Drive positioning.
Fault code explanation: Faulty sensor / Faulty sensor circuit.
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Possible concurrent displayed MID 250, PSID 9 Steering Control Unit and steering sensors, page 335
fault code:
Symptom: None
Conditions for fault code: The voltage on pin X3:19 in the SCU is less than 0.12 V.
DTL = 425 milliseconds
Possible reason: • Open circuit in drive position sensor supply cable (port-DPH; top-DPS).
• Open circuit in drive position sensor signal cable (port-DPH; top-DPS).
• If a drive position sensor has been changed, the drive position sensor
wiring could be connected wrongly at the 6-pin sensor connector near
the drive.
• Short circuit in the drive position sensor wiring between the sensor
signal cable and the sensor negative cable (port-DPH; top-DPS).
• Short circuit in the drive position sensor wiring between the sensor
supply cable and the sensor negative cable (port-DPH; top-DPS).
• Short circuit in the drive position sensor wiring between the sensor
signal cable and the sensor supply cable (port-DPH; top-DPS).
• Faulty sensor.
Suitable action: 1 Log the drive position sensor end position values with Vodia (port-DPH;
top-DPS).
2 Check all wiring and connectors between the drive position sensor
(port-DPH; top-DPS) and the SCU. Check the contact pressure in
socket X3:8, X3:19 and X3:37 in the SCU connector.
3 Check the sensor.
Logging parameter: (Use the Electrical steering template when logging)
Steering sensor (DPS top, DPH port), page 394
Measurements: Checking the drive position sensor, page 365

Circuit description
Please refer to Drive position sensors, page 398.

326 47703793 09-2022 © AB VOLVO PENTA

30-2 Fault Tracing

MID 250, PPID 1671 Steering sensor

(DPS bottom, DPH starboard)

MID 250: SCU

FMI 3 – Voltage above normal or shorted high

Both sensors failed:

Limited engine speed
Conditions for fault code: • The voltage on pin X3:20 in the SCU has exceeded 4.76 V.
• Steering sensor end position values out of range.

DTL = 425 milliseconds

Possible reason: • Short circuit in the drive position sensor wiring between the sensor
signal cable and the sensor supply cable (port-DPH; top-DPS).
• Faulty sensor.
Suitable action: 1 Log the drive position sensor end position values with Vodia (port-DPH;
top-DPS).
2 Check all wiring and connectors between the drive position sensor
(stbd-DPH; bottom-DPS) and the SCU.
3 Check the sensor.
Logging parameter: (Use the Electrical steering template when logging)
Steering sensor (DPS bottom, DPH starboard), page 394
Measurements: Checking the drive position sensor, page 365

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30-2 Fault Tracing

FMI 4 – Voltage below normal or shorted to lower voltage

DTC category: Drive positioning.
Fault code explanation: Faulty sensor / Faulty sensor circuit
Fault indication: Yellow alarm status
Fault stored in memory: Yes.
Possible concurrent displayed MID 250, PSID 9 Steering Control Unit and steering sensors, page 335
fault code:
Symptom: None
Conditions for fault code: The voltage on pin X3:20 in the SCU is less than 0.12 V.
DTL = 425 milliseconds
Possible reason: • Open circuit in drive position sensor supply cable (stbd-DPH; bottom-
DPS)
• Open circuit in drive position sensor signal cable (stbd-DPH; bottom-
DPS).
• If a drive position sensor has been changed, the drive position sensor
wiring could be connected wrongly at the 6-pin sensor connector near
the drive.
• Short circuit in the drive position sensor wiring between the sensor
signal cable and the sensor negative cable (stbd-DPH; bottom-DPS).
• Short circuit in the drive position sensor wiring between the sensor
supply cable and the sensor negative cable (stbd-DPH; bottom-DPS).
• Short circuit in the drive position sensor wiring between the sensor
signal cable and the sensor supply cable (stbd-DPH; bottom-DPS).
• Faulty sensor.
Suitable action: 1 Check all wiring and connectors between the temperature sensor and
the SCU.
2 Check all wiring and connectors between the drive position sensor
(stbd-DPH; bottom-DPS) and the SCU. Check the contact pressure in
socket X3:7, X3:20 and X3:36 in the SCU connector.
3 Check the sensor.
Logging parameter: (Use the Electrical steering template when logging)
Steering sensor (DPS bottom, DPH starboard), page 394
Measurements: Checking the drive position sensor, page 365

Circuit description
Please refer to Drive position sensors, page 398.

328 47703793 09-2022 © AB VOLVO PENTA

30-2 Fault Tracing

MID 250, PPID 1677 EVC bus power

input (C)

MID 250: SCU

FMI 0– Data valid but above normal operational range

DTC category: ECU bus power
Fault code explanation: Fault in the EVC bus backup 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 backup 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 345

FMI 1– Data valid but below operational range

DTC category: ECU bus power
Fault code explanation: Fault in the EVC bus backup 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 low voltage detected between X2:4 and X2:6. The back up bus power
voltage is below 5.5 V.
DTL = 1.3 seconds
Possible reason: Open circuit in EVC bus backup power supply.
Suitable action: 1 Check that the EVC back up bus power supply voltage between pin
X2:4 and pin X2:6 at the PCU and the SCU is correct.
2 Check all wiring and connectors between all EVC ECUs. Check for push
backs or loose wires in the connectors.
Measurements: Checking the EVC bus, page 345

Circuit description
Please refer to EVC bus, page 395.

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30-2 Fault Tracing

MID 250, PSID 1 EVC bus network

config

MID 250: SCU

FMI 9 – Abnormal update rate

DTC category: EVC bus communication
Fault code explanation: SCU has lost communication with PCU.
Fault indication: Yellow alarm status
Fault stored in memory: No.
Symptom: None
Conditions for fault code: SCU has lost communication with PCU or HCU.
Suitable action: 1 Check all wiring and connectors between all EVC ECUs. Check for push
backs or loose wires in the connectors.
Measurements: Checking the EVC bus, page 345

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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30-2 Fault Tracing

MID 250, PSID 6 EVC Bus

Communication

MID 250: SCU

FMI 9 – Abnormal update rate

FMI 9 – Abnormal update rate

338 47703793 09-2022 © AB VOLVO PENTA

MID 250, PSID 231 Incompatible

Chassis ID

MID 250: SCU

FMI 12 – Faulty device or component

DTC category: System mismatch
Fault code explanation: The SCU has a different chassis ID than the PCU.
Fault indication: Red alarm status
Fault stored in memory: Yes.
Symptom: None
Suitable action: 1 Perform an auto configuration.
2 Reprogram the SCU with the correct chassis ID.

Measurements
Schematic symbols

ECU

Interface

Breakout box

Ohm meter

Voltage meter

Key switch

P0014457

30-2 Fault Tracing

Checking the EVC bus

Description: The EVC system is powered via the PCU and distributed through connector
X2:1 and X2:3 to all EVC ECU’s. There is also a back up power supply
distributed via X2:4 and X2:6 .If there is an SUS or SCU in the EVC system
the back up power supply is distributed from the SUS/SCU.
Special tools: 9998699 Break-out box
88890074 Multimeter
88890016 Break-out cable
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors, page 21.
3 Connect according to the schematic diagram.
4 Turn on the main switch.
5 Turn on the ignition.
6 Start the measurement.
Measurement points: 9998699 pin:
10 (supply +), 11 (EVC bus L), 12 (supply -), 13 (back up supply -), 14 (EVC
bus H), 15 (back up supply +)
10–12 U = Vbat+
13–15 U = Vbat+
12–11 U ≈ 4 V(1)
12–14 U ≈ 1 V(1)
Schematic diagram:
X2
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

P0014458

1. The voltage value shown is a mean value. The signal is a data bus
signal that switches between two voltage values. Use an
oscilloscope for verification.

30-2 Fault Tracing

Checking the diesel key switch

diode
Description: The diode in the key switch connector block maintains the activation signal to
the EECU even while the starter is cranking. The diode should also ensure
that the starter motor does not crank when just the ignition is on.
Special tools: 88890074 Multimeter
Measurement procedure: 1 Turn the main switch off.
2 Remove the key switch connector.
3 Use 88890074 Multimeter set to diode test. Connect the COM-outlet
from the multimeter to connector pin 2, R/Y, and the PLUS-outlet from
the multimeter to pin 4, R/BL. The multimeter should show OL, the diode
blocks.
4 Swap the multimeter probes - COM to pin 4, PLUS to pin 2. The
multimeter should show approx. 0.5 Volts, the diode is conducting.
5 If the measurement indicates a defective diode, replace the key wiring
harness.

p0005142

30-2 Fault Tracing

Checking the multilink bus

Description: The multilink bus is powered via the HCU and distributed through connector
X5:4 and X5:6. The multilink data is distributed through X5:2 and X5:5.
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 21.
3 Connect according to the schematic diagram.
4 Turn on the main switch.
5 Turn on the ignition.
6 Start the measurement.
Measurement points: 10 (Multilink bus L), 11 (Multilink bus L), 12 (Multilink bus H), 13 (supply -), 14
(Multilink bus 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:

X5
1 CAN L (in)
2 CAN L (out)
3 CAN H (in)
4 Power supply negative
5 CAN H (out)
P0014459
6 Power supply positive

1. The voltage value shown is a mean value. The signal is a data bus
signal that switches between two voltage values. Use an
oscilloscope for verification.

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 21.
3 Connect according to the schematic diagram.
4 Turn on the main switch.
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

30-2 Fault Tracing

Checking the steering control bus

Description: The steering control bus is powered via the HCU and distributed through
connector X8:1 and X8:3 to the steering wheel/joystick. There is a back up
power supply connected to X8:4 and X8:6.
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 21.
3 Connect according to the schematic diagram.
4 Turn on the main switch.
5 Turn on the ignition.
6 Start the measurement.
Measurement points: 5 (supply +), 6 (Steering control bus L), 7 (supply -), 8 (back up supply -), 9
(Steering control bus H), 10 (back up supply +)
5–7 U = Vbat+
10–8 U = Vbat+
7–6 U ≈ 4.5 V(1)
7–9 U ≈ 0.8 V(1)
Schematic diagram:

X8
1 Power supply positive
2 Steering control bus L
3 Power supply negative
4 Power supply positive, back up
5 Steering control bus H
P0014462

6 Power supply negative, back up

1. The voltage value shown is a mean value. The signal is a data bus
signal that switches between two voltage values. Use an
oscilloscope for verification.

30-2 Fault Tracing

Checking the fuel level sensor

Description: The fuel level sensor is connected to pin 62 and 39 at 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 21.
3 Connect 88890173 according to description.
4 Turn on the main switch.
5 Turn on the ignition.
6 Start the measurement.
7 Turn main switch off and disconnect PCU when using ohm meter.
Measurement points: PCU pin:
39 (Fuel level input signal)
62 (Fuel level negative connection)
39–62 U ≈ 0.9 x Vbat+(1)
39–62 U ≈ 0-3.7 V(2)
Sensor test:
39–62 R ≈ 3 ±2 − 180 ±15 Ω
Schematic diagram: See relevant PCU wiring diagram in separate booklet.

1. No fuel level sensor connected

Checking the shift solenoid

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 on the main switch.
4 Turn on the ignition.
5 To catch the output voltage, use the multimeter “Fast MIN MAX”
function.
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.

30-2 Fault Tracing

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

30-2 Fault Tracing

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 21.
3 Connect according to the schematic diagram.
4 Turn on the main switch.
5 Turn on the ignition.
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

30-2 Fault Tracing

Checking the powertrim

potentiometer
Description: The powertrim 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 21.
3 Connect 88890173 according to description.
4 Turn on the main switch.
5 Turn on the ignition.
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 then off repeatedly

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

Flashes three strobes and then off repeatedly

The unit is receiving Auto pilot data but has no
MULTILINK connection.

30-2 Fault Tracing

Checking the powertrim control

signal
Description: The powertrim 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 21.
3 Connect 88890173 according to description.
4 Turn on the main switch.
5 Turn on the ignition.
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 powertrim down button is pushed.

2. When powertrim 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 21.
3 Connect according to the schematic diagram.
4 Turn on the main switch.
5 Turn on the ignition.
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
8 Bonding cable input, PORT
P0010666

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

Checking the EVC network set up

There are several things in an installation that can limit the EVC datalink bus lenght that can be used.

• Types of cables used

• Bus load
• Cable lenght between nodes

1 Check that EVC standard cables or other Volvo Penta certified EVC bus cables are used since other cables
can limit the bus lenght that can be used.
2 Check that the bus power supply is not overloaded. If the installation includes more than four stations, at
least one Power feed module (PFM) must also be installed on these stations. If a station includes more than
two 7" displays, each display also needs a PFM.
3 Check the EVC datalink bus cable lenght:

No. of EVC nodes 20 m 40 m 60 m 80 m 90 m

2 OK XCU* Not OK Not OK Not OK
3 OK OK XCU* Not OK Not OK
4 OK OK XCU* Not OK Not OK
5 OK OK OK XCU* Not OK
6 OK OK OK OK XCU*
7 OK OK OK OK OK
8 OK OK OK OK OK

* An XCU need to be added somewhere on the EVC datalink bus.

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 subparameter: • 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, Powertrim 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 subparameter: • 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 subparameter: • 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 subparameter: 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 subparameter: 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 subparameter: • 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 subparameter: 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 subparameter: 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 subparameter: 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 subparameter: Slip value, Calibrated value
Working range: 0–100 %

Steering wheel position

Description: Indicates the transmitted steering wheel position from the steering wheel to
the HCU.
Applicable system: EVC generation C, D, E
Logging subparameter: Steering wheel position
Valid working range: ± 30 degrees

30-2 Fault Tracing

Throttle calibrated position

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

Joystick button status

Description: Indicates the status of joystick buttons and the joystick LEDs at the HCU.
Applicable system: EVC generation E
Logging subparameter: • DPS button
• High Mode button
• Docking button
• Steering pin 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.
Logging subparameter: • High Mode LED
• DPS LED
• Docking LED
Parameter status: Off, On, Flashing
Off Indicates that the button LED is not activated.
On Indicates that the button LED is activated. The function is activated by the
HCU.
Flashing Indicates that the button LED is flashing. The function demanded cannot be
activated.

30-2 Fault Tracing

EVC configuration data HCU

Description: Indicates what EVC configuration the HCU detected during the auto
configuration.
Applicable system: EVC generation E
Logging subparameter: Number of units
Description: Indicates how many EVC ECUs been detected on active driveline during auto
configuration.
Working range: 0–8 units
Logging subparameter: Immobilizer
Parameter status: No parameter data is available.
Logging subparameter: Lever configuration
Description: Indicates which lever type the HCU detected during auto configuration.
Parameter status: Dual func lever, Dual func lever + trim lever
Dual func lever Top mounted lever
Dual func lever + trim lever Side mounted control
Logging subparameter: Powertrim panel
Description: Indicates if the EVC system has detected any powertrim panel.
Parameter status: Connected, Not connected
Connected A powertrim panel is connected to the system.
Not connected A powertrim panel is not connected to the system.

30-2 Fault Tracing

Joystick X position
Description: Indicates the joystick horizontal movement sensor output voltage at the HCU.
Applicable system: EVC generation C, D, E
Logging subparameter: Joystick X position
Working range: 0–5 V
Full left 0V
No movement 2.5 V
Full right 5V

Joystick Y position
Description: Indicates the joystick vertical movement sensor output voltage at the HCU.
Applicable system: EVC generation C, D, E
Logging subparameter: Joystick Y position
Working range: 0–5 V
Full forward 0V
No movement 2.5 V
Full backwards 5V

Joystick Z position
Description: Indicates the joystick turning movement sensor output voltage at the HCU.
Applicable system: EVC generation C, D, E
Logging subparameter: Joystick Z position
Working range: 0–5 V
Full turn left 0V
No movement 2.5 V
Full turn right 5V

DPS Antenna Status

Description: Indicates the DPS antenna status
Applicable system: EVC generation E
Parameter values: 0 = no antenna detected
1 = no satellite data received
2 = searching for satellites
3 = position data invalid
4 = heading data invalid
5 = speed data invalid
6 = all data valid

30-2 Fault Tracing

DPS Antenna Precision

Description: Indicates the DPS antenna precision
Applicable system: EVC generation E
Parameter values: To be able to activate the DPS function the output of this parameter must be less than 2.
DPS Antenna Precision parameter <2 (DPS function enabled).

DPS Antenna Heading

Description: Indicates the DPS antenna heading
Applicable system: EVC generation E
Parameter value: This parameter shows the heading of the DPS antenna. If the heading is invalid the DPS
antenna status parameter = 4 (heading data invalid)

30-2 Fault Tracing

MID 187: PCU

EVC configuration data PCU

Description: Indicates what EVC configuration the PCU detected during the auto
configuration.
Applicable system: EVC generation C, D, E
Logging subparameter: Number of units
Description: Indicates how many ECUs been detected during auto configuration.
Working range: 0–4 units
Logging subparameter: Immobilizer
Parameter status: No parameter data is available.
Logging subparameter: Propulsion type
Description: Indicates which propulsion type the PCU detected during auto configuration.
Parameter status: Powertrim, Slip value, Not available
Powertrim A powertrim 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 subparameter: Gear sensor
Description: Indicates if any gearbox sensor is connected during auto configuration.
Parameter status: Connected, Not connected, Not available
Connected The PCU has detected a gearbox sensor.
Not connected The PCU has not detected a gearbox sensor.
Not available No parameter data is available.
Logging subparameter: Gearbox type
Description: Indicates which gearbox type the PCU detected during auto configuration.
Parameter status: Bobtail, Electrical reversing gear, Mechanical gearbox (linear actuator), Not
available
Bobtail A bobtail installation is detected during auto configuration.
Electrical reversing gear An electrical reversing 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 subparameter: 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 EMS 2 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 subparameter: 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 subparameter: Idle calibration
Parameter status: Inactive, Active
Inactive Idle calibration is not activated.
Active Idle calibration is activated.
Logging subparameter: Stop request
Parameter status: Inactive, Active
Inactive The PCU is not receiving a stop request.
Active The PCU is receiving a stop request.
Logging subparameter: Crank request
Parameter status: Inactive, Active
Inactive The PCU is not receiving a crank request.
Active The PCU is receiving a crank request.
Logging subparameter: Station status
Parameter status: Inactive, Active
Inactive The station is not activated.
Active Station is activated.
Logging subparameter: Calibrated
Parameter status: Not calibrated, Calibrated
Not calibrated Calibration has not been performed.
Calibrated Lever calibration is performed.
Logging subparameter: Calibration Mode
Parameter status: Inactive, Active
Inactive Calibration mode is not activated.
Active Calibration mode is activated.
Logging subparameter: Master
Parameter status: Slave, Master
Slave The station is a slave station.
Master 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 subparameter: 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 subparameter: 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 subparameter: Transmission oil pressure
Normal value: 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 subparameter: Transmission oil temperature
Normal value: 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 subparameter: 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 subparameter: 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 subparameter: Transmission, sensor supply
Normal value: U≈5V

Powertrim 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 subparameter: Powertrim 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 powertrim position

Description: Indicates the actual drive angle.
Applicable system: EVC generation E
Logging subparameter: Calibrated powertrim position

30-2 Fault Tracing

Working range: -5° - (+)50°

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

Powertrim control signal

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

EVC bus status

Description: Indicates the driver status of the EVC bus.
Applicable system: EVC generation C, D, E
Logging subparameter: • 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.

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

Rudder Angle
Description: Indicates the rudder angle value at the SCU. Rudder angle value depends on
the drive position sensors value.
Applicable system: EVC generation C, D, E
Logging subparameter: 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 subparameter: 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 subparameter: 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 subparameter: 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 subparameter: 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 subparameter: 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 subparameter: 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,
proprietary 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
interface (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
thermistor 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
steering cylinder located at the drive.

When the starboard steering solenoid is activated the

P0016846

Steering control bus

The steering control bus is a 2 wire, twisted pair,
differential, 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 steering 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
resistance when the fuel level is changing. PCU pin 62
supplies 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
positive 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
connected 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,

proprietary 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
connected 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
transmission 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 solenoid
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
signal 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
communicates 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
functions 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

P0016848
its power from the PCU. The voltage output to the
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

Powertrim
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
connector delivers 0.9 x battery voltage to pin 86 on the
power trim up or down relay.

The sterndrive position is monitored via a

potentiometer by the PCU. The potentiometer is
connected to the PCU. The PCU pin 12(+) and 13(-)
delivers power supply 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 Powertrim 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 (CWES)

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
gateway 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
horizontal 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 steering control bus to the HCU.
All joystick data that is exchanged on the steering
control 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!
Always properly terminate the NMEA bus. 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
display 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!
Always properly terminate the NMEA bus. No NMEA
bus connector must be left open.

P0016873

30-2 Fault Tracing

CPM
The ACP system uses an active anode protection
system 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 reference 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 reference.

The CPM is connected to the J1587 bus via the

diagnosis connector or via the customer interface and
to the multilink. The service tool and the PCU
communicates with the CPM via the J1587 bus. All
ACP information 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
multilink. 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

configured to the port side network. If installed and
auto configured to starboard side network it will not
work properly.

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 &
Instruments".
3 Verify that the PCU Chassis ID displayed is equal to
the New CPM Chassis ID, then confirm by pressing
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 connector
3 Ignition signal, Key switch
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 Engine CAN-H Communication, HS-CAN (PCU-
CWES motor control (IPS) E3)
(“High-side switch”) 27 Not connected
8 Control signal for Power Trim, DOWN (Aq) 28 Not connected
CWES motor control (IPS) 29 Feedback signal, potentiometer gear shift
(“High-side switch”) actuator
9 Trolling solenoid control (ZF) 30 EVC bus H
CWES motor control (IPS) 31 Not connected
(“Low side switch”) 32 Not connected
10 Not connected 33 Not connected
11 CWES motor control (IPS) 34 Not connected
(“Low side switch”) 35 Not connected
12 Positive power supply, potentiometer Power 36 Feedback, Power Trim signal
Trim/Pull up IPS rev 37 Not used
13 Negative power supply, potentiometer Power 38 AUX CAN L
Trim/CWES (valve open) 39 Negative connection for fuel level sensor
14 AUX CAN H 40 Negative supply, AUX bus
15 Power supply, reverse gear oil T/P sensor 41 Input signal, water level sensor
16 Not connected 42 J1587A – Diagnostic bus
17 Not connected 43 Not connected
18 Not connected 44 CAN H – Data link to engine ECU
19 J1587B – Diagnostic bus 45 Negative connection for rudder indicator, water
20 KL31, Negative system supply, Engine connector level
46 Positive main supply, EVC bus
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 Engine CAN-H Communication, HS-CAN (PCU- 63 Positive supply, AUX bus
E3) 64 Input signal, oil pressure, reverse gear oil T/P
52 Positive power supply, potentiometer gear shift sensor
actuator 65 Input signal, rudder indicator
53 Negative power supply, potentiometer gear shift 66 Input signal, oil temperature, reverse gear oil T/P
actuator/CWES (valve open) sensor
54 Not connected 67 Not connected
55 Not connected 68 CAN L – Data link to engine ECU
56 Not connected 69 Negative main supply, EVC bus
57 Not connected 70 Negative back-up supply, EVC bus
58 Not connected

37-0 Wiring Diagrams

X8 Pin configuration, HCU

X2 (Green) Data link – EVC bus cable

X4 (Gray) 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 (Gray), 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 (Gray), PORT
6 Power supply positive, back up
1 CAN L
2 CAN H
3 Power supply negative
4 Power supply positive
5 CAN bus power supply positive
6 CAN bus power supply negative
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

X8 Pin configuration, STCM

X2 (Green) Data link – EVC bus cable

X4 (Gray) Not used

X5 (Yellow) S-link, thruster interface

X2 X2
X8 (Brown) Steering - Steering signals to the electrical
rudder actuator

P0010673 X4 X5

X2 (Green) X5 (Yellow)
1 System voltage, positive 1 Not used
2 EVC bus L 2 CAN L (S-link)
3 System voltage, negative 3 Not used
4 Power supply negative, back up 4 Power supply negative
5 EVC bus H 5 CAN H (S-link)
6 Power supply positive, back up 6 Not used

X4 (Gray), STBD X8 (Brown)

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

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

P0016798
Key status: unauthorized Key status: authorized Key status: unauthorized Key status: authorized Key status: authorized Key status: authorized
Engine: off Engine: off Engine: off Engine: off Engine: off Engine: cranking/running

Main
37-0 Wiring Diagrams

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

37-0 Wiring Diagrams

4-20mA interface
A B
Pin 12

Pin 10

P0011303 C D

Throttle diode (A) Gear diode (C)

Constant light: Constant light:
Input signal is valid, i.e. between 4-20 mA. Input signal for Reverse or Forward is > 6 V.
Flashes (10 Hz): Flashes (10 Hz):
Input signal is r < 4 mA or > 21 mA. Input signal for Reverse and Forward is > 6 V (at the
same time).
Switched off: Switched off:
Other cases. Other cases.

Slip diode (B) Power diode (D)

Constant light: Constant light:
Input signal for slip is valid, i.e. between 4-20 mA. The unit has power supply.
Flashes (10 Hz): Flashes (1 Hz):
Input signal is < 4 mA or > 21 mA. Communication on the CAN bus.
Switched off: Flashes (10 Hz):
Other cases. No communication on the CAN bus.
NOTICE! Also applies to the Out interface. Switched off:
Other cases.

12 Pin 12: Negative

11 Pin 11: Positive 10–28 VDC
10 Pin 10: CLOSED: Output (7–8)
9 Pin 9: OPEN: Input (1–6)
8 Pin 8: - Slip out 200–600 ohm
7 Pin 7: + Slip out 4–20 mA
6 Pin 6: - Slip 200 ohm
5 Pin 5: + Slip 4–20 mA
4 Pin 4: REV 10–28 V = Engage
3 Pin 3: FWD 10–28 V = Engage
2 Pin 2: - Throttle 200 ohm
1 Pin 1: + Throttle 4–20 mA

P0006131

0.75 Y/W
J 1939 H

426
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
ENGINE INTERFACE
0.75 W
37-0 Wiring Diagrams

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
7 1 BL
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

0.75 Y/W

44
J 1939 H
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

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

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

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
37-0 Wiring Diagrams

427
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

428
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
0.75 W ENGINE INTERFACE
SPLICE 10
37-0 Wiring Diagrams

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

SIGNAL
1 R/W
TRIM

5V +
1 W/SB
3

GND
SENSOR
0.75 Y/W

44
J 1939 H
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

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-

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
37-0 Wiring Diagrams

429
0.75 Y/W

44
J 1939 H

430
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
37-0 Wiring Diagrams

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

1
E+

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

0.75 Y/GR 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+
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
1 BN/OR
CWES

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

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
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

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
PCU output for ZF rev. gear, D11/D13

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

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 1.5 BL/GN
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
37-0 Wiring Diagrams

431
0.75 BL/OR
66 15 64
0.75 Y/W
J 1939 H

432
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. +
37-0 Wiring Diagrams

2.5 R

5
BATT. SWITCHED
1 BL/R SPLICE 10

68 20 23 21 22 3
6
0.75 W

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

Caption PID PPID SID PSID FMI
MID 250, PID 168 Battery potential, page 308 168 0, 1
MID 250, PPID 393 EVC Bus power input (E), page 312 393 0,1
MID 250, PPID 424 Steering wheel position, page 313 424 2, 12
MID 250, PPID 426 Rudder angle, page 314 426 8, 11
MID 250, PPID 1156 Hydraulic oil temp, page 316 1156 0, 3, 4
MID 250, PPID 1559 Steering solenoid STBD, page 318 1559 5, 6, 12
MID 250, PPID 1560 Steering solenoid PORT, page 320 1560 5, 6, 12
MID 250, PPID 1561 Steering solenoid (service 1561 5, 7, 12
valve), page 322
MID 250, PPID 1670 Steering sensor (DPS top, DPH 1670 3, 4
port), page 325
MID 250, PPID 1671 Steering sensor (DPS bottom, DPH 1671 3, 4
starboard), page 327
MID 250, PPID 1677 EVC bus power input (C), page 329 1677 0, 1
MID 250, SID 240 Program memory, page 309 240 2
MID 250, SID 253 Calibration memory EEPROM, page 310 253 2, 12
MID 250, SID 254 Controller 1, page 311 254 14
MID 250, PSID 1 EVC bus network config, page 330 1 9, 12, 14
MID 250, PSID 2 EVC bus power output C, page 332 2 4
MID 250, PSID 5 Incompatible EVC software, page 333 5 8, 12
MID 250, PSID 6 EVC Bus Communication, page 334 6 9
MID 250, PSID 9 Steering Control Unit and steering 9 7, 8, 9, 10, 12
sensors, page 335
MID 250, PSID 10 Steering Control Unit, page 341 10 7
MID 250, PSID 92 Detection fault for external 92 12
components, page 343
MID 250, PSID 231 Incompatible Chassis ID, page 344 231 12
MID 250, PSID 232 SAE J1939-1, SubNet 1, Control 232 2, 5
link, page 307

Index
4 DPS Antenna Precision.......................................... 385
4-20mA interface.................................................... 425 DPS Antenna Status.............................................. 384
DPS gateway.......................................................... 406
A Drive position sensors............................................ 398
Abbreviations............................................................ 11 Driveline status....................................................... 380
About this Workshop manual..................................... 2 DTC categories........................................................ 24
A-CAN.................................................................... 395
Active anode potential #1 / Active anode E
potential #2............................................................. 391 ECU state............................................................... 391
AUX bus................................................................. 401 Electrical Welding..................................................... 11
Engine sync acknowledge...................................... 387
B EVC bus................................................................. 395
Battery potential..................................................... 393 EVC bus power input (E)................................ 380, 387
C EVC bus status....................................................... 390
Calibrated powertrim position................................. 389 EVC configuration data HCU.................................. 383
Checking Autopilot Gateway LED.......................... 367 EVC configuration data PCU.................................. 386
Checking servo motor function................................. 13 EVC System............................................................... 8
Checking the actuator / shift solenoid output F
driver voltage.......................................................... 362 Fault Codes.............................................................. 29
Checking the aux bus............................................. 348 Fault Tracing............................................................. 20
Checking the clear wake exhaust valve................. 363 Fault tracing in the EVC system............................... 20
Checking the CPM signals..................................... 374 Fault tracing of cables and connectors..................... 21
Checking the diesel key switch diode..................... 346 Fault tracing of the EKS system............................... 23
Checking the DPS gateway connection................. 349 Fuel Level............................................................... 388
Checking the drive position sensor........................ 365 Fuel level................................................................ 400
Checking the EVC bus........................................... 345
Checking the EVC network set up.......................... 378 G
Checking the fuel level sensor............................... 353 Gear shift actuator.................................................. 404
Checking the gear shift actuator potentiometer...... 361 Gear shift solenoids................................................ 404
Checking the hydraulic steering oil temperature General..................................................... 2, 8, 20, 434
sensor..................................................................... 370 H
Checking the ICM servo unit wiring........................ 375 Hydraulic oil temperature....................................... 393
Checking the interceptor movement range.............. 13 Hydraulic oil temperature sensor............................ 396
Checking the interceptor shaft torque...................... 12 I
Checking the multilink bus...................................... 347 Index....................................................................... 434
Checking the PCU-EECU wiring............................ 360
Checking the powertrim control signal................... 368 J
Checking the powertrim potentiometer................... 366 Joystick................................................................... 406
Checking the propeller shaft speed sensor............ 357 Joystick button status............................................. 382
Checking the shift solenoid.................................... 358 Joystick X position.................................................. 384
Checking the signals between the HCU and the Joystick Y position.................................................. 384
AKI.......................................................................... 350 Joystick Z position.................................................. 384
Checking the signals between the key switch K
and the AKI............................................................. 351 Key panel / LIN bus................................................ 399
Checking the slip solenoid...................................... 359 Key panel status..................................................... 380
Checking the steering / service solenoid................ 372 Key supply.............................................................. 380
Checking the steering control bus.......................... 352
L
Checking the transmission oil pressure sensor...... 354
LED check of an EVC gateway (Autopilot, DPS,
Checking the transmission oil quality sensor......... 376
NMEA 2000)........................................................... 377
Checking the transmission oil temperature sensor 355
Circuit / Component Descriptions........................... 395 M
Clear Wake Exhaust System (CWES).................... 405 Malfunctions............................................................. 10
Control lever button status..................................... 379 Measurements........................................................ 344
CPM....................................................................... 408 Measuring the resolver........................................... 364
CPM configuration.................................................. 409 MID 130, PID 127 Transmission oil pressure......... 109
Cranking the IPS unit............................................. 369 MID 130, PID 161 Input shaft speed...................... 110
MID 130, PID 168 Battery potential........................ 111
D
MID 130, PID 177 Transmission oil temperature.... 112
Design and Function.................................................. 8
MID 130, PID 190 Engine speed............................ 113
DPS Antenna Heading........................................... 385
MID 130, PID 191 Output shaft speed.................... 114

MID 130, PPID 40 Requested gear........................ 118 MID 164, SID 240 Program memory........................ 32
MID 130, PPID 53 Requested percent clutch slip.. 119 MID 164, SID 253 Calibration memory EEPROM.... 33
MID 130, PSID 20 Transm. primary solenoid......... 116 MID 164, SID 254 Controller 1................................. 35
MID 130, PSID 22 Transm. secondary solenoid..... 117 MID 164: HCU........................................................ 379
MID 130, SID 231 SAE J1939 data link.................. 115 MID 187, PID 127 Transmission oil pressure......... 120
MID 164, PPID 1588 safety lanyard status.............. 40 MID 187, PID 177 Gearbox oil temperature........... 123
MID 164, PPID 1590 Station panel.......................... 41 MID 187, PID 191 Output shaft speed................... 125
MID 164, PPID 1591 Sport Fish panel..................... 42 MID 187, PPID 1710 Transmission oil quality........ 146
MID 164, PPID 1592 Cruise control panel............... 43 MID 187, PPID 393 EVC Bus power input (E)....... 138
MID 164, PPID 1593 Powertrim panel..................... 44 MID 187, PPID 398 Shift actuator position
MID 164, PPID 1594 Docking panel......................... 45 relative to pot supply.............................................. 139
MID 164, PPID 1595 Start stop panel...................... 46 MID 187, PPID 399 Potentiometer supply, shift
MID 164, PPID 1677 EVC bus power input (C)........ 47 actuator.................................................................. 141
MID 164, PPID 1749 Control lever button status..... 48 MID 187, PPID 40 Requested gear........................ 137
MID 164, PPID 1797 External Helm Panel............... 49 MID 187, PPID 400 Transmission, sensor supply.. 143
MID 164, PPID 1807 IMO Switch Panel................... 50 MID 187, PPID 401 Powertrim position relative
MID 164, PPID 289 Powertrim control signal........... 36 to pot supply........................................................... 144
MID 164, PPID 393 EVC Bus power input (E)......... 37 MID 187, PSID 10 Incompatible engine type......... 148
MID 164, PPID 394 Key supply................................ 38 MID 187, PSID 107 Shift actuator potentiometer... 166
MID 164, PPID 424 Steering wheel position............ 39 MID 187, PSID 130 Clear wake exhaust bypass... 168
MID 164, PSID 133 Steering wheel data link........... 91 MID 187, PSID 14 Detection fault for external
MID 164, PSID 134 Steering wheel module............. 94 components............................................................ 149
MID 164, PSID 135 Steering wheel brake................ 95 MID 187, PSID 140 Multisensor............................. 169
MID 164, PSID 136 Steering wheel controller.......... 96 MID 187, PSID 16 Incompatible EVC software...... 150
MID 164, PSID 137 Rudder angle............................ 97 MID 187, PSID 163 Data link, MID 200.................. 170
MID 164, PSID 138 Steering position divergence.... 99 MID 187, PSID 164 SAE J1939 Data Link timeout 172
MID 164, PSID 139 Autopilot................................. 100 MID 187, PSID 17 EVC Bus network
MID 164, PSID 140 Incompatible helm station configuration fault................................................... 151
software.................................................................. 102 MID 187, PSID 19 EVC Bus Power Output C
MID 164, PSID 144 External Helm interface.......... 103 (High Side Switch).................................................. 152
MID 164, PSID 209 Data link, MID164................... 105 MID 187, PSID 20 Transm. primary solenoid
MID 164, PSID 218 Data link 2, MID187................ 106 (positive supply switch).......................................... 153
MID 164, PSID 226 SAE J1939 Data Link, MID 187, PSID 200 Data Link, MID128.................. 176
Datalink2, MID164.................................................. 107 MID 187, PSID 205 Data link, MID 130.................. 178
MID 164, PSID 231 Incompatible Chassis ID......... 108 MID 187, PSID 22 Transm. secondary solenoid
MID 164, PSID 232 SAE J1939-1 SubNet 1, (positive supply switch).......................................... 155
Control link............................................................... 77 MID 187, PSID 226 SAE J1939 Data Link,
MID 164, PSID 63 External lever............................. 51 Datalink2, MID164.................................................. 179
MID 164, PSID 64 Joystick....................................... 56 MID 187, PSID 231 Incompatible Chassis ID......... 180
MID 164, PSID 65 Joystick On button...................... 59 MID 187, PSID 232 SAE J1939-1 SubNet 1,
MID 164, PSID 66 Joystick High button................... 60 Control link............................................................... 79
MID 164, PSID 67 Joystick position divergence....... 61 MID 187, PSID 24 Gear actuator eng. direction
MID 164, PSID 69 Menu Control Knob.................... 62 1 (pos. supply sw.).................................................. 157
MID 164, PSID 79 GPS sensor node....................... 64 MID 187, PSID 271 Shut Down Module................. 136
MID 164, PSID 82 Helm station transfer function..... 65 MID 187, PSID 30 Powertrim - Motor direction
MID 164, PSID 83 Single lever control data UP (Pos. supply sw.).............................................. 159
component................................................................ 67 MID 187, PSID 31 Powertrim - Motor direction
MID 164, PSID 84 DPS button................................. 69 DOWN (Pos. supply sw.)........................................ 162
MID 164, PSID 87 Electronic Key............................ 70 MID 187, PSID 32 EVC Bus Communication
MID 164, PSID 88 Control lever sensor................... 74 with Active Helm Failure......................................... 165
MID 164, PSID 89 Joystick steering pin button........ 75 MID 187, SID 206 J1939 Network #2..................... 128
MID 164, PSID 92 Detection fault for external MID 187, SID 231 SAE J1939 data link................. 129
components.............................................................. 76 MID 187, SID 240 Program memory...................... 132
MID 164, PSID 94 Incompatible EVC software........ 83 MID 187, SID 250 SAE J1708/J1587 data link....... 133
MID 164, PSID 95 Lever detection........................... 85 MID 187, SID 253 Calibration memory EEPROM.. 134
MID 164, PSID 96 Calibrated lever travel too small. 86 MID 187, SID 254 Controller 1............................... 135
MID 164, PSID 97 Lever calibration procedure........ 87 MID 187: PCU........................................................ 386
MID 164, PSID 98 Levers not calibrated.................. 88 MID 192, PSID 164 SAE J1939 Data Link timeout 181
MID 164, PSID 99 EVC Bus network MID 192/193, PPID 156 Battery Bank 1, voltage
configuration fault..................................................... 89 from BCM............................................................... 183
MID 164, SID 226 Transmission neutral switch........ 29 MID 192/193, PPID 157 Battery Bank 2, voltage
MID 164, SID 231 SAE J1939 data link................... 31 from BCM............................................................... 184

442
Index
MID 192/193, PPID 1706 Supply voltage............... 185 MID 196, PSID 27 AC Motor Temperature Sensor. 255
MID 192/193, PPID 55 ECU temperature.............. 182 MID 196, PSID 3 Synchronization, Bus Data Link. 231
MID 192/193, PSID 165 LIN subnet 1.................... 199 MID 196, PSID 4 Bow Thruster Motor IPC............. 232
MID 192/193, PSID 26 Battery Guard Activated MID 196, PSID 5 Bow Thruster Retract Unit.......... 233
on Battery Bank 1................................................... 190 MID 196, PSID 56 Hydraulic Thruster Retract Unit 256
MID 192/193, PSID 29 Battery Guard Activated MID 196, PSID 7 Thruster Network Configuration 235
on Battery Bank 2................................................... 191 MID 196, PSID 8 Bow Thruster, Retract Unit
MID 192/193, PSID 31 Voltage Inconsistency Temperature Sensor............................................... 236
Between Batteries.................................................. 192 MID 196, PSID 9 Bow Thruster Motor.................... 237
MID 192/193, PSID 32 OUT1................................. 193 MID 196, SID 240 Program memory...................... 224
MID 192/193, PSID 33 General Failure BCM......... 194 MID 196, SID 253 Calibration memory EEPROM.. 225
MID 192/193, PSID 34 HWCP Failure on BCM..... 195 MID 196, SID 254 Controller 1............................... 226
MID 192/193, PSID 35 Power Supply to MID 200, PPID 344 Active anode potential #1....... 258
Auxiliary Network.................................................... 196 MID 200, PPID 345 Passive anode potential #1.... 260
MID 192/193, PSID 36 Incompatible Software....... 197 MID 200, PPID 347 Passive anode potential #2.... 264
MID 192/193, PSID 37 OUT2................................. 198 MID 200, PPID 444 Polarization potential #1......... 266
MID 192/193, PSID 4 Fuse F04............................. 186 MID 200, PPID 445 Polarization current #2........... 269
MID 192/193, PSID 6 LIN subnet 2........................ 187 MID 200, PPID 446 Polarization potential #2......... 271
MID 192/193, PSID 7 Battery Sensor 1.................. 188 MID 200, PPID 447 Polarization current #1........... 274
MID 192/193, PSID 8 Battery Sensor 2.................. 189 MID 200, PSID 209 Data link, MID 164.................. 280
MID 194, PID 158 ECU battery potential................ 200 MID 200, SID 231 SAE J1939 data link................. 276
MID 194, PSID 1 Servo Module 1.......................... 204 MID 200, SID 240 Program memory...................... 277
MID 194, PSID 2 Servo Module 2.......................... 209 MID 200, SID 253 Calibration memory EEPROM.. 278
MID 194, PSID 3 Servo Module 3.......................... 214 MID 200, SID 254 Controller 1............................... 279
MID 194, PSID 4 Servo Module 4.......................... 219 MID 200. PPID 346 Active anode potential #2....... 262
MID 194, SID 240 Program memory...................... 201 MID 200: CPM........................................................ 391
MID 194, SID 253 Calibration memory EEPROM.. 202 MID 250, PID 168 Battery potential................ 281, 308
MID 194, SID 254 Controller 1............................... 203 MID 250, PPID 1156 Hydraulic oil temp................. 316
MID 196, PPID 1677 EVC bus power input (C)...... 228 MID 250, PPID 1559 Steering solenoid STBD....... 318
MID 196, PPID 393 EVC bus power input (E)........ 227 MID 250, PPID 1560 Steering solenoid PORT....... 320
MID 196, PSID 1 EVC Bus network MID 250, PPID 1561 Steering solenoid (service
configuration fault................................................... 229 valve)...................................................................... 322
MID 196, PSID 10 Bow Thruster, Motor MID 250, PPID 1670 Steering sensor (DPS top,
Temperature Sensor............................................... 238 DPH port)............................................................... 325
MID 196, PSID 11 Bow Thruster, Proportional MID 250, PPID 1671 Steering sensor (DPS
Power Controller..................................................... 239 bottom, DPH starboard)......................................... 327
MID 196, PSID 12 Bow Thruster, Automatic MID 250, PPID 1677 EVC bus power input (C)...... 329
Main Switch............................................................ 240 MID 250, PPID 393 EVC Bus power input (E) 288, 312
MID 196, PSID 13 Stern Thruster Motor IPC......... 241 MID 250, PPID 424 Steering wheel position.. 289, 313
MID 196, PSID 14 Stern Thruster Retract Unit...... 242 MID 250, PPID 426 Rudder angle.................. 291, 314
MID 196, PSID 15 Stern Thruster, Retract Unit MID 250, PPID 427 Servo motor temperature....... 294
Temperature Sensor............................................... 244 MID 250, PPID 55 ECU temperature..................... 287
MID 196, PSID 16 Stern Thruster Motor................ 245 MID 250, PSID 1 EVC bus network config..... 295, 330
MID 196, PSID 17 Stern Thruster, Motor MID 250, PSID 10 Steering Control Unit................ 341
Temperature Sensor............................................... 246 MID 250, PSID 2 EVC bus power output C.... 296, 332
MID 196, PSID 18 Stern Thruster, Proportional MID 250, PSID 209 Datalink, MID164.................... 306
Power Controller..................................................... 247 MID 250, PSID 231 Incompatible Chassis ID......... 344
MID 196, PSID 19 Stern Thruster, Automatic MID 250, PSID 232 SAE J1939-1, SubNet 1,
Main Switch............................................................ 248 Control link....................................................... 81, 307
MID 196, PSID 2 Incompatible EVC software........ 230 MID 250, PSID 3 Servo motor................................ 297
MID 196, PSID 20 Stern Thruster, Controller MID 250, PSID 4 Rudder brake.............................. 302
Temperature Sensor............................................... 249 MID 250, PSID 5 Incompatible EVC software........ 333
MID 196, PSID 21 Bow Thruster, Controller MID 250, PSID 6 EVC Bus Communication... 304, 334
Temperature Sensor............................................... 250 MID 250, PSID 9 Steering Control Unit and
MID 196, PSID 22 Thruster Data Link.................... 251 steering sensors..................................................... 335
MID 196, PSID 23 Hydraulic Oil Return Filter........ 252 MID 250, PSID 92 Detection fault for external
MID 196, PSID 231 Incompatible Chassis ID......... 257 components.................................................... 305, 343
MID 196, PSID 24 Hydraulic Oil Pressure Filter..... 253 MID 250, SID 231 SAE J1939 data link................. 282
MID 196, PSID 26 Hydraulic Oil Level Sensor....... 254 MID 250, SID 240 Program memory.............. 283, 309

MID 250, SID 253 Calibration memory
EEPROM........................................................ 284, 310
MID 250, SID 254 Controller 1....................... 285, 311
MID 250: SCU........................................................ 393
Multilink hub................................................... 397, 417
N
NMEA..................................................................... 407
P
Panels.................................................................... 379
Passive anode potential #1 / Passive anode
potential l#2............................................................ 391
PCU - EECU wiring................................................ 403
PCU outputs........................................................... 426
Polarization current #1 / Polarization current #2.... 391
Polarization potential #1 / Polarization potential #2 391
Potentiometer supply, shift actuator....................... 389
Powertrim............................................................... 405
Powertrim control signal......................................... 390
Powertrim position relative to pot supply................ 389
Protection measure #1 / Protection measure #2.... 392
Protection status #1 / Protection status #2............. 392
R
Repair Instructions..................................................... 9
Requested gear...................................................... 381
Rudder Angle......................................................... 393
S
Safety Lanyard....................................................... 381
Schematic symbols................................................ 344
Service valve.......................................................... 397
Servo motor, dismount from interceptor................... 12
Shift actuator position relative to pot supply........... 389
Slip......................................................................... 403
Special Service Tools................................................. 7
Steering control bus............................................... 399
Steering sensor (DPS bottom, DPH starboard)...... 394
Steering sensor (DPS top, DPH port)..................... 394
Steering solenoid (service valve)........................... 394
Steering solenoid PORT (boat turns port).............. 394
Steering solenoid STBD (boat turns starboard)..... 393
Steering solenoids.................................................. 396
Steering wheel position.......................................... 381
T
Throttle calibrated position..................................... 382
Transmission oil and temperature.......................... 402
Transmission oil pressure....................................... 388
Transmission oil temperature................................. 388
Transmission range attained.................................. 388
Transmission, sensor supply.................................. 389
U
User mode.............................................................. 392
V
Values..................................................................... 381
VODIA Log Parameters.......................................... 379
Volvo Penta Glass Cockpit....................................... 15
VP autopilot connection.......................................... 407
W
Wiring Diagram....................................................... 416
Wiring Diagrams..................................................... 410

444
References to Service Bulletins
Group No. Date Refers to

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

445
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AB Volvo Penta
Service Communication
Dept. CB22000
SE-405 08 Gothenburg
Sweden
47703793 English 06–2019

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