WM Evc D 47701823-1

Workshop Manual ABCE
Group 30 Electrical system 2(0)

EVC-D
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 .................................................................................. 23
General ................................................................................................ 23
Fault Codes ........................................................................................ 26
Measurements .................................................................................. 268
VODIA Log Parameters ................................................................... 303
Cables and fuses

37-0 Wiring Diagrams ......................................................................... 318
37-1 Cables .......................................................................................... 334
Miscellaneous
39-0 General ......................................................................................... 340
Index ......................................................................................................... 345
References to Service Bulletins ............................................................ 349
47701823 03-2023 © 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 47701823 03-2023 © 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
47701823 03-2023 © 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.
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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.
47701823 03-2023 © 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 47701823 03-2023 © AB VOLVO PENTA

08-2 Special Service Tools
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.
VODIA
p0008375 p0005127
88820047 VODIA, diagnostic 9511355 Break-out cable 9998699 Break-out box

tool Used with 9998699 Break-out Used for measurements.
Complete tool. box.
p0005125
p0005127 p0005128
88820040 Break-out cable 88890016 Break-out cable 88890074 Multimeter

Used with 9998699 Break-out Used with 9998699 Break-out Used for measurements.
box. box.
p0014395
88890161 Break-out cable

Used with 9998699 Break-out
box.
47701823 03-2023 © AB VOLVO PENTA 7

30-0 General
30-0 General
Design and Function

EVC System
The EVC system is a so-called distributed system. Instruments
Distributed systems consist of many smaller The instruments use a serial communication bus
electronic units (nodes) located at suitable places in called “Easy Link”. Easy Link in combination with the
the boat. rest of the EVC system radically reduces the need for
The EVC nodes are the driveline control system or cable installation, and simplifies installation.
PCU (Powertrain Control Unit), the control station
system or HCU (Helm station Control Unit) and the Display
servo unit for steering or SUS (Servo Unit Steering) / The EVC display is used as a complement to, or as a
SCU (Steering Control Unit). The nodes are located replacement for the instruments. The display is
close to their external components. The HCU is connected to the multilink bus from the HCU.
located close to the helm station, the PCU on the
engine, the SUS in the drive leg and the SCU is Fuel level (optional)
probably located on the inboard side of the transom. EVC makes it easy to install fuel level indication. All
Each node is connected to a number of external that is needed is a fuel level sensor in the tank and a
components such as sensors, controls, instruments fuel gauge or display on the instrument panel. If a fuel
and control levers. level gauge is used, it should be connected to the
Each PCU, HCU, SUS and SCU is programmed for a instrument “Easy Link” in the HCU. The cable harness
specific engine. There is a decal on each PCU, HCU, between the PCU and the engine has a connector for
SUS and SCU, containing a serial number and the fuel level sensor. No new cable installation needs
CHASSIS ID number. The CHASSIS ID number must to be done.
coincide with the CHASSIS ID number on the decals
on the engine. Boat speed (optional)
A data link (a CAN bus) links the nodes to each other. The EVC can indicate boat speed if you have a GPS
They combine to form a data network and the nodes which is compatible with NMEA 2000 and an NMEA
exchange information and benefit from each others unit. Boat speed can be indicated on the display and in
services. The principle of using a network of nodes to a log connected to the “Easy Link”.
which all components are connected means that the
amount of cable installation is radically reduced. Fresh water level (optional)
The communication bus, J1587, is used for EVC makes it easy to install the water level indicator.
accessories and for diagnostics. All you need is a level sensor in the water tank and a
level gauge or a display at the helm. If a water level
Functions gauge is used it must be connected to the instrument
serial communication bus. The PCU engine cable
Engine speed and gear shifting harness has an input for the fresh water level sender.
Engine speed and gear shifting is controlled
electronically. The outboard drives are always Rudder indicator
protected against excess speed. The rudder indicator (drive leg position indicator) is a
part of the EVC system. All you need is a gauge to
Engine synchronizing connect to the instrument serial communication bus.
Engine synchronizing gives greater comfort, good fuel
economy and minimized wear, thanks to reduced Boat speed, echo sender and water temp (Multi
vibration and reduced sound levels. The master sensor), (optional)
system (port) and slave system (starboard) must be The multisensor is connected to the multilink cable.
able to communicate, to make synchronization Data from the multi sensor are shown on the EVC
possible. For this reason, a synchronizing cable must display.
be installed at the main helm station and all alternative
helm stations.
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30-0 General
Alarm handling display

1 Engine Oil Pressure:
When the oil pressure falls below a certain value at
a certain engine speed, the alarm lamp is lit.
2 Water in Fuel:
When the water level in the water trap exceeds a
certain level the alarm lamp is lit.
(Not used on gas)
3 Battery voltage:
When the battery voltage falls below a certain value
the alarm lamp is lit. The lamp is also lit when the
alternator is not charging.
p0005109
4 Coolant Temperature:
When the coolant temperature exceeds a certain
level the alarm lamp is lit.
5 Coolant Level:
When the coolant level is below a certain level the
alarm lamp is lit.
(Not used on gas)
6 Oil level:
When the oil level is below a certain level the alarm
lamp is lit.
(Not used on gas)
7 Serious fault (red indication):
The lamp lights up when a serious fault occurs.
Incorrect (orange indication):
The lamp lights up when a fault occurs.
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30-0 General
Component location
System introduction, EVC
P0010670
EVC System Starting sequence

The figure shows an example of an EVC installation. 1 When the main switch is closed, the engine
The principle is the same for all combinations of control unit, PCU and HCU, receives system
engines, helm stations and controls. voltage.
For more specific EVC system installations, please 2 When the key switch is turned to position “I”
refer to EVC installations, page 330. (ignition) the engine control unit receives an
activation signal from the PCU.
NOTICE! The nodes are always located close to the When ignition is on, the EVC equipment such as
components they control. A power train node, the the control panels and instruments are
Power train Control Unit (PCU), is located on the activated.
engine. A helm node, the Helm station Control Unit
3 When the key switch is turned to position “II”
(HCU), is integrated in the helm station.
(crank). The engine control unit activates the
starter relay.
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30-0 General
1 Transmission components
1 SUS
2 Connector, EVC
8 3 Resolver, signal cable
2
3 4 Power supply connectors, electric motor
+ 5 Secondary solenoid, reverse gear
6 Primary solenoid, reverse gear
4 7 Sensor, oil temperature/pressure
7 8 Shaft speed sensor
5
6
P0010681
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30-0 General
PCU*
The PCU can be engine mounted in some installations
or is mounted standalone. It communicates with the
engine and helm station control unit, HCU, via the
standard bus.
* PCU = Powertrain Control Unit. There is a decal

containing the serial number and CHASSIS ID on the
PCU. The CHASSIS ID number must coincide with the
CHASSIS ID number on the decals on the engine.
SCU*
The node is located on the bracket together with the
hydraulic plate and is mounted near the transom
shield. It communicates with the PCU and HCU, via the
EVC bus.
* SCU = Steering Control Unit. There is a decal

SCU. The CHASSIS ID number must coincide with the
Identification of nodes
Each node in the EVC system is programmed to
communicate with a specific engine. Software can vary
depending on engine type, equipment, parameter
setting, etc. It is therefore, prior to installation,
important to identify the different nodes.
This is carried out by checking indentically designed
labels, placed on the node gables, on top of the engine
cover, on the engine control unit (ECU) and on the
steering unit servo (SUS / SCU).
Identification is done by using the ENGINE CHASSIS
ID number.
IMPORTANT!
The CHASSIS ID number on the node labels must
correspond with the CHASSIS ID number on the
engine and SUS / SCU labels.
The CHASSIS ID number on the node labels are also

intended for the Volvo Penta organisation for
identification of the system in the VODIA diagnostic
tool.
The CHASSIS ID can also be shown in the EVC
display.
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30-0 General
CPM*
The CPM is the control module of the Active Corrrosion
Protection system (ACP). It is connected to the
M transom unit, the J1587 bus and to the multilink.
CP
* CPM = Corrosion Protection Module.
P0006702
Drive position sensor

DPH
The drive position sensor is located in a plastic cover
that is fitted on the steering cylinder. The sensor is
shaped like a pen and is fitted alongside the steering
cylinder. The steering cylinder piston is equipped with
two magnets. The drive position sensor is a
magnetoresistive sensor which means that the sensor
resistance will change when influenced by the
magnets on the cylinder piston.
DPS
The DPS drive has one steering cylinder with two drive
position sensors fitted along the cylinder side, one at
top and one at bottom.
P0011270
SUS*
The SUS consists of a control unit and an electric
motor. The unit is located on the upper gear of the IPS.
Communicates with the SHCU and PCU via the
standard bus.
* SUS = Servo Unit Steering. There is a decal

SUS. The CHASSIS ID number must coincide with the
P0010682
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30-0 General
Resolver
The resolver (1) is the unit that communicates to the
SUS in what position the drive leg actually is located.
The resolver unit consists of a resolver, a gear wheel
and a signal cable. Inside the resolver there is no
physical contact points.
The resolver is not serviceable and has to be replaced
as a complete unit.
1
P0010683
Hydraulic valve plate

The hydraulic valve plate consists of port and
starboard solenoids which controls the drive
movement. The valve plate is also equipped with a
service valve which is engaged at ignition on or if a fault
occurs.
When the service valve is activated the drive can be
moved by hand.
P0011277
Solenoid valves, Forwards – Reverse (T)

The solenoid valves (V) for gear shifting are located on
the reversing gear.
The valves are ordinary OFF–ON valves which allow
oil to pass to the correct clutch when ON. When
sufficient oil pressure has been built up, the clutch is
activated (the oil pressure is raised gradually to give
gentle engagement). In the OFF position, the oil in the
clutch is emptied and the reversing gear goes into
neutral.
Solenoid valve, trolling (U)

The solenoid valve is installed on the reversing gear.
The valve opens successively and releases oil to the
trolling valve in proportion to the control position.
P0006692
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30-0 General
Solenoid valves, transmission

The solenoid valves for gear shifting are located on the
upper gear.
neutral.
The illustration shows the cables connected for

righthand rotation.
P0006691
A Solenoid valve marked “A” (primary)

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

The solenoid valves for gear shifting are located on the
upper gear.
neutral.
P0009171
Senders
Interface bracket
Datalink
Some engines are equipped with an interface bracket.

The engine mounted interface bracket contains of
three connectors. The transmission interface (1) where
2 3 the transmission cable is connected. The data link
1 interface (2) where the HCU is connected. The senders
interface (3) where the fuel-, freshwater- and rudder
cable is connected.
P0011304
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30-0 General
HCU / Control lever

The HCU in EVC-D is built into the control lever. The
HCU communicates with the PCU and the SUS / SCU
via the EVC bus.
The lever controls use a contactless position sensor to

transfer the levers angular movement. An optical
sensor is also used to acknowledge when the levers
are in neutral position.
The position sensor is a Hall sensor that uses two Hall

elements that are orthogonally placed within the
sensor. The sensor detects the absolute angular
position of a magnet that is located on the lever axis.
When the lever is turned the magnetic flux changes in
both X and Y in a sinusoidal way. Since the Hall
elements are orthogonally placed the output will be a
P0010668 sinus and cosinus wave. These signals are
transformed by the integrated DSP (Digital signal
processing) circuit into linear angular information.
Actuator
The gear shift actuator used for gas engines and D3-E/
F is engine mounted.
p0005171
Shift actuator, gas engines / D3-E/F.
The gear shift actuator used for other diesel engines is

different from the one for gas engines / D3-E/F.
Also, this gear shift actuator is not engine mounted.
Both actuators are controlled by the PCU.
P0006705
Shift actuator, other diesel engines.
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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.
47701823 03-2023 © AB VOLVO PENTA 17

30-0 General
Malfunctions
Fault code information
• MID (“Message Identification Description”): • SID (“Subsystem Identification Description”):
The MID consists of a number which designates The SID consists of a number that designates a
the control unit that sent the fault code message. component to which the fault code relates
(e.g. the engine control unit). (tachometer, for example).
• PID (“Parameter Identification Description”): • PSID (“Proprietary SID”):
The PID consists of a number that designates a The same as the SID, but this is a Volvo-specific
parameter (value) to which the fault code relates component.
(oil pressure, for example).
• FMI (“Failure Mode Identifier”):
• PPID (“Proprietary PID”): FMI indicates the type of fault (please refer to the
The same as the PID, but this is a Volvo-specific FMI table below).
parameter.
FMI table
SAE standard
FMI Display text SAE text
0 “Value too high” Data valid but above normal operational range.
1 “Value too low” Data valid but below operational range.
2 “Faulty data” Data erratic, intermittent or incorrect
3 “Electrical fault” Voltage above normal or shorted high
4 “Electrical fault” Voltage below normal or shorted to lower voltage
5 “Electrical fault” Current below normal or open circuit.
6 “Electrical fault” Current above normal or short circuit to battery negative
7 “Mechanical fault” Mechanical system not responding properly
8 “Mechanical or electrical fault” Abnormal frequency, pulse width or period
9 “Communication fault” Abnormal update rate
10 “Mechanical or electrical fault” Abnormally large variations
11 “Unknown fault” Unidentifiable error
12 “Component fault” Faulty device or component
13 “Faulty calibration” Calibration value out of range.
14 “Unknown fault” Special instructions
15 “Unknown fault” Reserved for future use
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30-0 General
Electrical Welding
1 NOTICE! Cut the current with the main switch.
IMPORTANT!
The system must be disconnected from system
voltage when the engine control unit connectors are
disconnected or connected.
2 Undo the connectors from the control units before
any electrical welding starts.
3 Disconnect all connections to the alternator.
Connect the welder earth clamp to the component
to be welded, or as close as possible to the weld
site. The clamp must never be connected to the
engine or in such a way that current can pass
through a bearing.
IMPORTANT!
After welding is completed, the disconnected
components, such as alternator cables and battery
cables must be connected in the correct order.
The battery cables must always be connected last.
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30-0 General
Reprogramming a control unit

IMPORTANT!
The CHASSIS ID number must be readily available to allow the software to be downloaded.
Action:
1 Log in to Volvo Penta Partner Network’s website: www.vppn.com.

2 Choose “Service & Warranty” in the menu.
3 Choose “VODIA” in the left-hand menu.
4 Again choose “VODIA” in the left-hand menu.
5 Choose “ECU programming” in the left-hand menu. Select what type of programming that shall be
performed.
6 Follow the instructions under “VODIA - ECU programming”. Choose the control units to be re-programmed
and click the “Download” button. The software for the control units is now downloaded to the PDA*.
NOTICE! * PDA = “Personal Digital Assistant” (palmtop computer).
7 Take a look under “Settings”, “Software information” in VODIA to check that the software has been
downloaded.
8 Connect the VODIA tool to the engine to be programmed.
9 Select “Electrical system and instruments” in the VODIA menu. Select “EVC system, programming”. VODIA
will guide you through the entire programming process.
NOTICE! All control units on the same drive line will be programmed in one sequence.
10 NOTICE! Programming must be reported back to Volvo Penta within 28 days. Log in to Volvo Penta Partner
Network’s web site: www.vppn.com.
14 Choose “Report software” in the left-hand menu.
15 Follow the instructions for “VODIA - Report software”. Click “Report software/parameter”.
NOTICE! An autoconfiguration shall be performed after all ECU programming.
20 47701823 03-2023 © AB VOLVO PENTA

30-0 General
Programming an empty control unit

When a new engine control unit is installed, where no software has been downloaded, the control unit must be
programmed. The new control unit must have the same part number as the old control unit. If the control units do
not have the same part number, it will not be possible to program the new control unit until a “Conversion kit” has
been ordered from Volvo Penta.
If the control units have the same part number, the new control unit can be programmed as usual. Please refer to
“Programming a control unit”.
If the part numbers do not coincide – proceed as follows:

1 Have both part numbers available.
2 Log in to Volvo Penta Partner Network’s website: www.vppn.com.
6 Choose “Conversion kit” in the left-hand menu. A new page, “Conversion kit / Accessory kit”, opens up.
7 Click the text “Available conversions kits” which is shown in bold face.
8 A new window opens. Follow the instructions given in the window.
9 Return to the “Conversion kit / Accessory kit” page and follow the instructions to order a new “conversion kit”.
10 Volvo Penta’s database is now updated. It can take about a minute before a confirmation is sent.
11 Programing of the control unit can now start. Please refer to “Programming a control unit”.
47701823 03-2023 © AB VOLVO PENTA 21

30-0 General
Checking Instruments
Tools:
88890074 Multimeter
The instruments are “Easy Link” types and receive

their signals from a serial bus consisting of a total of 3
conductors:
• Battery positive
• Battery negative
• Data bus
If a fault occurs in the “Easy Link” bus for the
instruments, this can be discovered when the needles
stop in the same positions on the instrument(s)
(“frozen”). If no one of the instruments works, check
with multimeter 88890074 if there is power supply
voltage between red and blue conductors in the “Easy
Link” harness.
Since common signals for various types of instruments

pass through the same cable, it is difficult to determine
whether information is missing from the serial bus, or if
an individual instrument is faulty.
If you suspect an instrument fault, you can use the

following procedure to determine whether the
instrument is fault or not.
1 Start the engine and let it idle, with the control lever
in the neutral position.
2 Disconnect the instrument which is suspected of
being faulty.
3 The fault dissappears:
Check that there is no oxide or moisture in the
relevant instrument’s connector.
Exchange the relevant instrument with a new one
and check if the fault still is dissappeared.
The fault remains:
Continue to disconnect instrument until remaining
instruments starts indicating correctly.
Re-connect the instruments again. Begin with the
first disconnected instrument and continue to re-
connect the other instruments until the connected
instruments stops indicating. Change the last re-
connected instrument.
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.
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30-2 Fault Tracing
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.
When you set an HCU in service mode, VODIA can

communicate with the HCU to read fault codes and log
its parameters. Since all HCU have the same ECU
(MID) number, only one HCU can be put into service
mode at the same time. It would not otherwise be
possible to identify the HCU which issued a 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.
47701823 03-2023 © AB VOLVO PENTA 23

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
does not apply to the EVC Y-split, which has a
P0010669 different pin configuration). The resistance should
Multilink hub internal pin wiring. be approximately 0 ohm. Continue through all pins
in the connector.
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30-2 Fault Tracing
If the CAN bus cables between the engine control unit

and the PCU need to be checked, the resistance can
also be checked when the cables are connected to the
other end.
1 Disconnect the PCU.
2 Measure the resistance between pin 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
47701823 03-2023 © AB VOLVO PENTA 25

30-2 Fault Tracing
Fault Codes
MID 164, SID 226 Transmission
neutral switch
MID 164: HCU
FMI 3– Voltage above normal or shorted high

Fault code explanation: Neutral switch does not indicate neutral when the lever is in calibrated neutral
position.
Fault indication: Yellow alarm status
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.
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 305
Logging subparameter: Neutral switch state
FMI 7 – Mechanical system not responding properly

Fault code explanation: Neutral switch does not indicate neutral when the lever is in calibrated neutral
position.
Symptom: • Cranking disabled. Cranking permitted after acknowledge.
• Slip function disabled.
• Not possible to make this station active.
• The system commands the gear to neutral.
Conditions for fault code: Neutral switch does not indicate neutral when the lever is in calibrated neutral
position.
Possible reason: • Faulty lever calibration
• Switched, port and starboard, X8 connection into the HCU
• Faulty optical neutral switch indicator
2 Check that the X8 cables are connected correctly at the HCU.
Logging parameter: Requested gear, page 305
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30-2 Fault Tracing
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.
47701823 03-2023 © AB VOLVO PENTA 27

30-2 Fault Tracing
MID 164, SID 231 SAE J1939 data

link
MID 164: HCU
FMI 2 – Data erratic, intermittent or incorrect

Fault code explanation: Communication failure on the multilink bus
Symptom: • Loss of engine sync
• Display information from other power train lost in single display / dual
engine installations.
• (IPS) Speed limitation.
• (IPS) Docking station cannot be activated.
Conditions for fault code: Communication failure on the multilink bus
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.
Measurements: Fault tracing of cables and connectors, page 24
Circuit description
The multilink bus which 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 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 synchronization data
between the drivelines are exchanged internally
between the HCUs while the display / panel data is
transferred through the multilink bus.
1 CAN L (in)
2 CAN L (out)
3 CAN H (in)
4 Power supply negative
5 CAN H (out)
6 Power supply positive
P0014467
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30-2 Fault Tracing
MID 164, SID 240 Program memory
MID 164: HCU

Fault code explanation: No software loaded or there is something wrong with the software causing a
unit to remain in boot mode.
Fault indication: None
Symptom: System cannot be started.
Conditions for fault code: Checksum fault or no program loaded.
Possible reason: • No main software in the HCU
• PCU has been replaced.
• Checksum error
Suitable action: Reprogram HCU.
47701823 03-2023 © AB VOLVO PENTA 29

30-2 Fault Tracing
MID 164, SID 253 Calibration

memory EEPROM
MID 164: HCU

Fault code explanation: Checksum fault HCU is missing calibration data.
Symptom: None
Conditions for fault code: HCU is missing calibration data and uses default calibration data.
Suitable action: 1 Perform an auto configuration.
2 Reprogram HCU.
FMI 8 – Abnormal frequency, pulse width or period

Fault code explanation: Inconsequent driveline ID between PCU and HCU
Symptom: None
Conditions for fault code: Mismatch between HCU and PCU IDs. ID shows that one node is configured
as a PORT ECU and the other node is configured as an STBD ECU.
Possible reason: The HCU is incorrectly connected.
Suitable action: 1 Verify that the HCU and the PCU are connected according to the
installation instructions.
FMI 9 – Abnormal update rate

Fault code explanation: HCU is missing configuration data from the PCU.
Symptom: None
Conditions for fault code: The HCU has not received any configuration data from the PCU or has lost
communication with the PCU.
Suitable action: 1 Check if other fault codes could be the main reason for setting this fault
code.
2 Total reset by switching off the main switches.
3 Perform an auto configuration.
4 Check that the correct external components are connected.
5 Reprogram HCU.
6 Replace the HCU.
30 47701823 03-2023 © AB VOLVO PENTA

30-2 Fault Tracing
FMI 10 – Abnormally large variations

Fault code explanation: Inconsequent steering configuration
Symptom: None
Conditions for fault code: Steering node is detected but no steering configuration is detected in the
PCU.
Possible reason: The software in the PCU is not supporting a steering node.
Suitable action: 1 The PCU is not programmed with the correct software. Reprogram the
PCU.
2 The software downloaded from VDA is not correct. Contact the Vodia
support.
FMI 12 – Faulty device or component

Fault code explanation: Memory failure in HCU
Fault indication: Red alarm status
Symptom: None
Conditions for fault code: Memory failure in HCU
Suitable action: 1 Replace the HCU.
FMI 13 – Calibration value out of range

Fault code explanation: Different settings between drivelines.
Symptom: None
Conditions for fault code: Steering configuration or settings is not equal on each driveline (in the PCUs).
Possible reason: The software in the PCUs is not compatible. Steering parameter differs.
Suitable action: 1 The PCU is not programmed with the correct software. Reprogram the
PCU.
2 The software downloaded from VDA is not correct. Contact the Vodia
support.
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30-2 Fault Tracing
MID 164, SID 254 Controller 1
MID 164: HCU
FMI 14 – Special instructions

Fault code explanation: Memory data in the HCU is incorrect.
Symptom: Cannot become active station.
Conditions for fault code: Internal fault in HCU
Suitable action: 1 Reprogram the HCU.
2 Replace the HCU.
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30-2 Fault Tracing
MID 164, PPID 289 Powertrim

control signal
MID 164: HCU
FMI 4 – Voltage below normal or shorted to lower voltage

Fault code explanation: Fault on powertrim button on the control or on the handle.
Symptom: Not possible to control the powertrim.
Conditions for fault code: Powertrim up/down button is activated > 1 minute
Possible reason: A powertrim button is stuck.
2 Check if any button has stuck.
Logging parameter: Control lever button status, page 303
Logging subparameter: • Individual trim up button
• Individual trim down button
• Handle trim up button
• Handle trim down button
47701823 03-2023 © AB VOLVO PENTA 33

30-2 Fault Tracing
MID 164, PPID 393 EVC Bus power

input (E)
MID 164: HCU

Fault code explanation: Fault in the EVC data bus power supply. The PCU is the power supplier.
Symptom: None
Conditions for fault code: Voltage between pin X2:1 and X2:3 is less than 6 V during 9 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 power supply voltage between X2:1 and X2:3 between the
PCU and the HCU.
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 304 (MID 164)
Measurements: Checking the EVC bus, page 269
FMI 11 – Unidentifiable error

Symptom: None
Conditions for fault code: Voltage between pin X2:1 and X2:3 exceeds 50 V during 9 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.
3 Check the battery and alternator status.
Logging parameter: EVC bus power input (E), page 304
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30-2 Fault Tracing
Circuit description
The EVC datalink bus is a 2 wire, twisted pair,
differential, proprietary bus, that runs between the
PCU X2 connector and the HCU X2 connector. EVC-
CAN L is located on pin X2:2 and EVC-CAN H on pin
X2:5. The EVC nodes are powered 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.

2 EVC bus L
4 Power supply negative, back up
5 EVC bus H
6 Power supply positive, back up
P0014464
47701823 03-2023 © AB VOLVO PENTA 35

30-2 Fault Tracing
MID 164, PPID 394 Key supply
MID 164: HCU
FMI 3 – Voltage above normal or shorted high

Fault code explanation: Fault on the power supply to the key.
Symptom: Impossible to start engine.
Conditions for fault code: Too high voltage detected or error in the LIN communication
U > 50 V during 1.2 seconds.
2 Check all wiring and connectors between the key switch, AKI and the
HCU.
Logging parameter: Key supply, page 304

Fault code explanation: Fault on the power supply to the key.
Symptom: Impossible to start engine.
Conditions for fault code: Too low voltage detected or error in the LIN communication
U < 4.5 V during 1.2 seconds.
Possible reason: Port side: Short circuit between X4:3 and X4:4 between the AKI and the HCU.
Starboard Side: Short circuit between X4:1 and X4:2 between the AKI and the
HCU.
2 Check all wiring and connectors between the key switch, AKI and the
HCU.
Logging parameter: Key supply, page 304
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30-2 Fault Tracing
Circuit description
In the EVC-D system an analogue key switch is used.
When the main switch is closed pin 1 in the key switch
gets system voltage. When the key is turned to position
1 pin 4 in the key switch gets system voltage from pin 1.
To get the starter motor to run the key is turned to

position 3 and pin 2 in the key switch gets system
voltage from pin 1.
While the key is turned to position 3 pin 4 in the key

switch still needs to have system voltage, therefore a
diode is placed between pin 2 and pin 4 to uphold the
voltage in pin 4. The voltage at pin 4 in this case will be
system voltage minus the voltage drop over the diode.
When the key is turned to position S pin 5 gets system

voltage.
To make the system more robust against interference

the analogue signal is transformed to a digital signal in
the AKI. A LIN bus, which is a single wire databus, is
used to transfer the key state between the AKI and the
HCU. The LIN bus is connected to X4:8 on the port side
of the HCU and to X4:4 on starboard side of the HCU.
The AKI is powered with Vbat+ on X4:3 and X4:4 on
port side and X4:1 and X4:2 on starboard side by the
HCU.
The diodes at the AKI flashes when the AKI has power
supply.
Key switch
P0014465
47701823 03-2023 © AB VOLVO PENTA 37

30-2 Fault Tracing
MID 164, PPID 424 Steering wheel

position
MID 164: HCU

Fault code explanation: Internal failure in the steering wheel unit
Symptom: • Limited or no steering ability
• Low-speed 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 305

Fault code explanation: The control value from the steering wheel unit is incorrect.
Possible concurrent displayed • MID 164, PSID 64 Joystick, page 61 (FMI 9)
fault code:
• MID 164, PSID 133 Steering wheel data link, page 90 (FMI 9)
Symptom: Steering is disabled and the engine speed is limited. After acknowledge it is
possible to increase the engine speed.
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.
Measurements: Checking the steering control bus, page 275
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30-2 Fault Tracing
Circuit description
The steering control bus is a 2 wire, twisted pair,
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 is 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.

2 Steering control bus L
5 Steering control bus H
P0014466
47701823 03-2023 © AB VOLVO PENTA 39

30-2 Fault Tracing
MID 164, PPID 1588 safety lanyard

status
MID 164: HCU

Fault code explanation: Internal lanyard magnet fault(1)
Symptom: Safety lanyard function cannot be activated.
Conditions for fault code: Sensor voltage > 4.7 V
Possible reason: Internal sensor fault
Suitable action: 1 Replace the lever.

Fault code explanation: Internal lanyard magnet fault(1)
Symptom: Safety lanyard function cannot be activated.
Conditions for fault code: Sensor voltage < 0.2 V
Possible reason: Internal sensor fault
Suitable action: 1 Replace the lever.
1. Only side mounted lever.
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30-2 Fault Tracing
MID 164, PPID 1590 Station panel
MID 164: HCU

Fault code explanation: A faulty signal from the panel is detected.
Symptom: The panel function is incorrect.
Conditions for fault code: A button has been activated > 60 seconds.
Possible reason: A button on the panel is stuck.
Suitable action: 1 Perform a Vodia log test to verify button status.
3 Replace the panel.
Logging parameter: Station panel, please refer to Panels, page 303.
Logging subparameter: • Button 1
• Button 2
• Button 3
• Button 4

Fault code explanation: HCU has lost communication with the panel.
Possible concurrent displayed MID 164, PSID 209 Data link, MID164, page 104 (FMI 9)
fault code:
Symptom: Could be problems using the panel. Any of the other used EVC panels could
appear as they've been turned off.
Conditions for fault code: The HCU is not detecting communication with the panel on the multilink bus.
Possible reason: Check all wiring and connectors between the HCU and the PCU for open
circuit, short circuit or bad contact.
and the HCU.
2 Disconnect the panel and see if the fault remains.
Measurements: Checking the multilink bus, page 271
47701823 03-2023 © AB VOLVO PENTA 41

30-2 Fault Tracing
Circuit description
1 CAN L (IN)
2 CAN L (OUT)
3 CAN H (IN)
5 CAN H (OUT)
P0014467
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30-2 Fault Tracing
MID 164, PPID 1591 Sport Fish panel
MID 164: HCU

Symptom: Sport fish mode can’t be activated or deactivated.
Logging parameter: Sport fish panel, please refer to Panels, page 303.
• Button 2
• Button 3
• Button 4

fault code:
47701823 03-2023 © AB VOLVO PENTA 43

30-2 Fault Tracing
Circuit description
1 CAN L (IN)
2 CAN L (OUT)
3 CAN H (IN)
5 CAN H (OUT)
P0014467
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30-2 Fault Tracing
MID 164, PPID 1592 Cruise control

panel
MID 164: HCU

Symptom: Cruise control can’t be activated or deactivated.
Logging parameter: Cruise control panel, please refer to Panels, page 303.
• Button 2
• Button 3
• Button 4

fault code:
47701823 03-2023 © AB VOLVO PENTA 45

30-2 Fault Tracing
Circuit description
1 CAN L (IN)
2 CAN L (OUT)
3 CAN H (IN)
5 CAN H (OUT)
P0014467
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30-2 Fault Tracing
MID 164, PPID 1593 Powertrim panel
MID 164: HCU

Symptom: The powertrim will not function using the powertrim panel.
Logging parameter: Powertrim panel, please refer to Panels, page 303.
• Button 2
• Button 3
• Button 4

fault code:
Possible reason: Open circuit in the CAN bus between the panel and the HCU.
47701823 03-2023 © AB VOLVO PENTA 47

30-2 Fault Tracing
Circuit description
1 CAN L (IN)
2 CAN L (OUT)
3 CAN H (IN)
5 CAN H (OUT)
P0014467
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30-2 Fault Tracing
MID 164, PPID 1594 Docking panel
MID 164: HCU

Symptom: Docking mode cannot be activated or deactivated.
Logging parameter: Docking panel, please refer to Panels, page 303.
• Button 2
• Button 3
• Button 4

fault code:
47701823 03-2023 © AB VOLVO PENTA 49

30-2 Fault Tracing
Circuit description
1 CAN L (IN)
2 CAN L (OUT)
3 CAN H (IN)
5 CAN H (OUT)
P0014467
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30-2 Fault Tracing
MID 164, PPID 1595 Start stop panel
MID 164: HCU

Symptom: Starter motor can’t be engaged or is activated directly when the helm station
is activated.
Conditions for fault code: A start or stop request has been activated > 60 seconds.
Logging parameter: Start/Stop panel, please refer to Panels, page 303.
• Button 2
• Button 3
• Button 4

fault code:
47701823 03-2023 © AB VOLVO PENTA 51

30-2 Fault Tracing
Circuit description
between the HCUs while the display/panel data is
1 CAN L (IN)
2 CAN L (OUT)
3 CAN H (IN)
5 CAN H (OUT)
P0014467
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30-2 Fault Tracing
MID 164, PPID 1677 EVC bus power

input (C)
MID 164: HCU

Fault code explanation: Fault in the EVC data bus backup power supply. The SUS / SCU is the
supplier of the backup power supply.
Symptom: None
Conditions for fault code: Voltage between pin X2:4 and X2:6 exceeds 50 V during 9 seconds.
Possible reason: • Short circuit in the EVC bus power supply between the SUS / SCU and
the HCU.
SUS / SCU and the HCU.
3 Check the battery and alternator status.

Symptom: None
Possible reason: • Open circuit in the EVC bus power supply between the SUS / SCU and
the HCU.
SUS / SCU and the HCU. Check for push backs or loose wires in the
connectors.
47701823 03-2023 © AB VOLVO PENTA 53

30-2 Fault Tracing
Circuit description
between the HCUs while the display/panel data is
1 CAN L (in)
2 CAN L (out)
3 CAN H (in)
5 CAN H (out)
P0014467
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30-2 Fault Tracing
MID 164, PPID 1749 Control lever

button status
MID 164: HCU

Fault code explanation: A faulty signal from a button on the control lever is detected.
Symptom: A function cannot be activated or deactivated by button on the control lever.
Possible reason: A button on the control lever is stuck.
3 Replace the HCU.
Logging parameter: Control lever button status, page 303
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
• TOW button
47701823 03-2023 © AB VOLVO PENTA 55

30-2 Fault Tracing
MID 164, PSID 63 External lever
MID 164: HCU

Fault code explanation: Slip signal is out of range.
Symptom: Disabled slip function
Conditions for fault code: Slip request value from external lever interface is faulty, out of range or the
signal is not available.
Possible reason: • Bad wiring between the HCU and the external lever
• Faulty external lever
• Faulty A-CAN interface (if used)
• Faulty 4–20 mA interface (if used)
Suitable action: 1 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.
2 Check the external lever unit.
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 4–20 mA interface.
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30-2 Fault Tracing

Fault code explanation: Signal error from external, non EVC, lever.
Symptom: • Gear to neutral.
• Engine power is limited.
Conditions for fault code: Lever data is out of normal operational range, 0.15-4.85 Volt.
Suitable action: 1 Check the status of the diodes 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 the output voltage from the external lever position sensor and the
function of the neutral switch.
5 Check all wiring and connections to the 4–20 mA interface and to the
external lever.
Logging parameter: • Throttle calibrated position, page 306
• Requested gear, page 305
47701823 03-2023 © AB VOLVO PENTA 57

30-2 Fault Tracing
FMI 5 – Current below normal or open circuit

Fault code explanation: Lost communication with external, non EVC, lever and/or neutral switch.
Conditions for fault code: Gear shift and throttle values are incorrect.
Possible reason: • Broken lever position sensor
• Broken neutral position switch
interface.
5 Check the function of the external lever position sensor and the neutral
switch.
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30-2 Fault Tracing

Conditions for fault code: Lost communication with the external lever.
interface.
switch.
47701823 03-2023 © AB VOLVO PENTA 59

30-2 Fault Tracing

Fault code explanation: Throttle signal is out of range or not available. Any communication from
external lever is not detected.
Symptom: • Engine cannot be started. Can be started after acknowledge.
• Gear to neutral. Shifting permitted after acknowledge.
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.
switch.
Circuit description
If a mechanical control lever is used, instead of the
lever control with integrated HCU, an analog to CAN
interface (A-CAN) must be used.
A X8 steering connector
B Control connector
P0010685
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30-2 Fault Tracing
MID 164, PSID 64 Joystick
MID 164: HCU

Fault code explanation: Joystick position data is out of range.
Symptom: • Docking mode cannot be activated or is deactivated.
• No joystick functionality
Conditions for fault code: Joystick position data is out of range.
Possible reason: Faulty joystick
Suitable action: 1 Perform a Vodia log test, on both drivelines, to check the joystick
information the HCUs receive. Compare the joystick information
between the HCUs.
2 Replace the joystick.
Logging parameter: • Joystick X position, page 306
• Joystick Y position, page 306
• Joystick Z position, page 307
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30-2 Fault Tracing

Fault code explanation: The HCU has detected too many errors on the CAN communication with the
steering wheel / joystick unit.
Possible concurrent displayed • MID 164, PSID 133 Steering wheel data link, page 90 (FMI 9)
fault code:
• MID 164, PPID 424 Steering wheel position, page 38 (FMI 12)
• No steering wheel / joystick functionality
Conditions for fault code: HCU has detected a communication fault with the steering wheel / joystick
unit.
Possible reason: • Open circuit in the X8 wiring between the steering wheel / joystick and
the HCU.
• Short circuit in the X8 wiring between the steering wheel / joystick and
the HCU.
• Faulty steering wheel / joystick
Suitable action: 1 Perform a Vodia log test, on both drivelines, to check the steering
wheel / joystick information the HCUs receive. Compare the steering
wheel / joystick information between the HCUs.
2 Check all connectors and the wiring between the steering wheel /
joystick and the HCU. Check for push backs or loose wires in the
connectors.
3 Replace the steering wheel / joystick.
Logging parameter: • Steering wheel position, page 305
• Joystick X position, page 306
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30-2 Fault Tracing

Fault code explanation: HCU unit has detected that the joystick's x, y, z values are out of range or
faulty.
• No joystick functionality
Conditions for fault code: One of the signals x, y, z are above maximum value or below minimum value
(position)/calibrated operational range.
Possible reason: Requested joystick signal is not valid.
Suitable action: 1 Perform a Vodia log test, on both drivelines, to check the joystick
between the HCUs.
2 Redo the joystick calibration.
3 Perform a Vodia log test to check if the fault remains.
Circuit description
HCU X8 connector and the steering wheel / joystick.
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 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 bus to the HCU.

P0014466
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30-2 Fault Tracing
MID 164, PSID 65 Joystick On button
MID 164: HCU

Fault code explanation: A faulty docking button signal from the joystick is detected.
Symptom: Docking mode cannot be activated or deactivated.
Conditions for fault code: The docking button has been activated > 60 seconds.
Possible reason: The docking button on the joystick is stuck.
2 Check if the docking button on the joystick is stuck.
Logging parameter: Joystick button status, page 306
Logging subparameter: Docking button
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30-2 Fault Tracing
MID 164, PSID 66 Joystick High

button
MID 164: HCU

Fault code explanation: A faulty signal from the High Mode button on the joystick is detected.
Symptom: High Mode can’t be activated or deactivated.
Conditions for fault code: The High Mode button has been activated > 60 seconds.
Possible reason: The High Mode button on the joystick is stuck.
2 Check if the High Mode button on the joystick is stuck.
Logging subparameter: High Mode button
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30-2 Fault Tracing
MID 164, PSID 67 Joystick position

divergence
MID 164: HCU

Fault code explanation: Joystick angles x, y and z between the two drive lines deviates.
Symptom: Docking mode cannot be activated or has limited function.
Conditions for fault code: Valid sync data (joystick position x, y, z) from other driveline deviates too
much.
Each driveline HCU transmits its set of joystick signals to the other driveline
HCU via the multilink bus. The HCU compares the values.
Possible reason: • The joystick configuration is different between the drivelines.
• Faulty joystick
Suitable action: 1 Verify that the joystick was found during the auto configuration. Look in:
Settings / EVC Info / Components / Steering comp.
2 Perform a Vodia log test, on both drivelines, to check the joystick
between the HCUs.
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30-2 Fault Tracing
MID 164, PSID 69 Menu Control

Knob
MID 164: HCU

Fault code explanation: Signal error from external, non EVC, lever.
Conditions for fault code: Lever data is out of normal operational range.
• Faulty 4–20 mA interface
Suitable action: 1 Check the diodes flashing state on the 4–20 mA interface.
switch.

Conditions for fault code: Lost communication with the external lever.
• Faulty 4–20 mA interface
Suitable action: 1 Check the diodes flashing state on the 4–20 mA interface.
switch.
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30-2 Fault Tracing
MID 164, PSID 79 GPS sensor node
MID 164: HCU

Fault code explanation: The HCU lost communication with the GPS in the digital positioning system.
Symptom: • DPS status unavailable in the panel / display
• No DPS data => The diagnostic LED on the DPS gateway flashes twice.
• No multilink data => The diagnostic LED on the DPS gateway flashes
three times.
Conditions for fault code: Communication with the GPS is lost for more than the permitted time limit.
Possible reason: Open circuit, short circuit or bad connection in the DPS wiring.
Suitable action: 1 Check all wiring between the antenna to the DPS gateway to the
multilink connection.
Measurements: • Checking the multilink bus, page 271
• Checking the DPS bus, page 272
Circuit description
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
is also a shield connected to pin 3.

1 - 1 CAN L
2 CAN L 2 CAN L
3 Shield 3 CAN H
4 Power supply negative 4 Power supply negative
5 CAN H 5 CAN H
6 Power supply positive 6 Power supply positive
P0015717
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30-2 Fault Tracing
MID 164, PSID 80 Multisensor
MID 164: HCU

Fault code explanation: HCU has lost the communication with the multisensor.
fault code:
Symptom: No data from the multisensor available in the display / panel
Conditions for fault code: Communication with the multisensor is lost for more than 6 seconds.
If communication comes back, and is stable for more than 1 second, the fault
is reset.
Suitable action: 1 Check all multilink wiring and connectors between all that is connected
to the multilink (panels, hub, multisensor) and the HCU. Check for push
backs or loose wires in the connectors.
2 Replace the multisensor.
Circuit description
1 CAN L (in)
2 CAN L (out)
3 CAN H (in)
5 CAN H (out)
P0014467
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30-2 Fault Tracing
MID 164, PSID 82 Helm station

transfer function
MID 164: HCU

Fault code explanation: HCU configuration fault
Symptom: Helm station transfer is not possible.
Conditions for fault code: HCU configuration fault
Possible reason: • Different number of HCU units on different drivelines
• Different configuration detected between the HCUs
Suitable action: 1 Check that all drivelines have the same number of HCU units.
2 Check which HCU units the system has detected during the
configuration of the system. Use “EVC info” in the display or use Vodia.
3 Check that the HCUs on the same helm station have the same
configuration regarding steering components. Look in: Settings / EVC
Info / Components / Steering comp.

Fault code explanation: Stand-alone HCU configuration fault
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.

Fault code explanation: PORT and STBD mismatch between helm stations
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

Fault code explanation: Fault in the sync bus communication between the HCUs. In single lever
mode, the HCU which lever is not used, is monitoring the master lever
position over the sync bus.
Symptom: • Single lever mode is deactivated.
• Single lever mode LED is unlit.
• If a lever, controlling any driveline, is in another position than neutral, the
main panel neutral LED starts to flash.
Conditions for fault code: Checksum fault in message on the sync bus
Possible reason: Internal fault
Suitable action: 1 Change the lever unit.

Conditions for fault code: Timeout problems on the sync bus.

Conditions for fault code: Counter fault in the sync bus message.
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30-2 Fault Tracing
MID 164, PSID 84 DPS button
MID 164: HCU

Fault code explanation: A faulty DPS button signal from the joystick is detected.
Symptom: DPS mode cannot be activated or deactivated.
Conditions for fault code: The DPS button has been activated > 60 seconds.
Possible reason: The DPS button on the joystick is stuck.
2 Check if the DPS button on the joystick is stuck.
Logging subparameter: DPS button
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30-2 Fault Tracing
MID 164, PSID 87 Electronic Key
MID 164: HCU

Fault code explanation: A faulty input signal to the AKI is detected.
Fault indication: • Yellow alarm status
• Key failure message.
Symptom: Starter motor can’t be engaged or is activated directly when ignition is put on.
Conditions for fault code: A key crank request has been activated > 60 seconds.
Possible reason: • Short circuit between pin X4:3 and pin X4:6 in the cable between the AKI
and the key switch.
• Short circuit in the key switch.
• Short circuit in the key switch diode.
Suitable action: 1 Perform a Vodia log test to check the crank input status at the HCU.
2 Check all wiring and connectors between the key switch and the AKI.
3 Check the function of the key switch.
4 Check the function of the key switch diode.
Logging parameter: Key panel status, page 304
Logging subparameter: Crank input status
Measurements: • Checking the signals between the key switch and the AKI, page 274
• Checking the diesel key switch diode, page 292

Fault code explanation: A faulty input signal to the AKI is detected.
Symptom: Starter motor can’t be engaged.
Conditions for fault code: A key stop request has been activated > 60 seconds.
Possible reason: • Short circuit between pin X4:1 and pin X4:6 in the cable between the AKI
and the key switch.
• Short circuit in the key switch.
Suitable action: 1 Perform a Vodia log test to check the stop input status at the HCU.
2 Check all the cables and connectors between the key switch and the
AKI.
3 Check the signals in connector X4.
4 Check the function of the key switch.
Logging parameter: Key panel status, page 304
Logging subparameter: Stop input status
Measurements: Checking the signals between the key switch and the AKI, page 274
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30-2 Fault Tracing

Fault code explanation: HCU has lost the LIN communication with the AKI.
• If faulty AKI power supply, the AKI LED is not flashing.
Possible concurrent displayed MID 164, PPID 394 Key supply, page 36 (FMI 4)
fault code:
Symptom: Could be problems to start or to stop using the key.
Conditions for fault code: The HCU is not detecting communication on the LIN bus.
Possible reason: • Open circuit in the LIN bus between the HCU and the AKI.
• Open circuit in the power supply wiring between the HCU and the AKI.
• Short circuit between the LIN bus and the power supply wiring between
the HCU and the AKI.
Suitable action: 1 Check all wiring and connectors between the HCU and the AKI. Check
for push backs or loose wires in the connectors.
2 Check the AKI supply voltage.
3 Check the AKI LIN voltage.
4 Check the contact pressure in the AKI connector.
5 Replace the AKI.
Measurements: Checking the signals between the HCU and the AKI, page 273
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30-2 Fault Tracing
Circuit description
In the EVC-D system an analogue key switch is used.
When the main switch is closed pin 1 in the key switch
gets system voltage. When the key is turned to position
1 pin 4 in the key switch gets system voltage from pin 1.
To get the starter motor to run the key is turned to

position 3 and pin 2 in the key switch gets system
voltage from pin 1.
While the key is turned to position 3 pin 4 in the key

switch still needs to have system voltage, therefore a
diode is placed between pin 2 and pin 4 to uphold the
voltage in pin 4. The voltage at pin 4 in this case will be
system voltage minus the voltage drop over the diode.
When the key is turned to position S pin 5 gets system

voltage.
To make the system more robust against interferrence

the analogue signal is transformed to a digital signal in
the AKI. A LIN bus, which is a single wire databus, is
used to transfer the key state between the AKI and the
HCU. The LIN bus is connected to X4:8 on the port side
of the HCU and to X4:4 on starboard side of the HCU.
The AKI is powered with Vbat+ on X4:3 and X4:4 on
port side and X4:1 and X4:2 on starboard side by the
HCU.
The diodes at the AKI flashes when the AKI has power
supply.
Key switch
P0014465
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30-2 Fault Tracing
MID 164, PSID 88 Control lever

sensor
MID 164: HCU

Fault code explanation: The HCU receives no valid value from the lever position sensor and/or no
valid value from the neutral position switch.
Symptom: Gear set to neutral Possible to engage gear after the fault has been
acknowledged and the lever been set to neutral.
Conditions for fault code: The HCU is missing lever position value from the sensor and/or missing
neutral position value from the switch.
Possible reason: • Broken lever position sensor
• Broken neutral position switch
Suitable action: 1 Perform a Vodia log test to check if the HCU receives any lever position
and neutral switch information.
2 Change the lever unit.

Fault code explanation: The HCU receives conflicting information from the lever position sensor and
from the neutral position switch.
Symptom: The levers can’t be activated.
Conditions for fault code: Mismatch between the lever position sensor value and the neutral position
switch value.
Possible reason: Invalid lever calibration
Suitable action: 1 Perform a lever calibration.
2 Change the lever unit.
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30-2 Fault Tracing
MID 164, PSID 92 Detection fault for

external components
MID 164: HCU

Fault code explanation: Error during auto configuration
Symptom: The EVC system performs incorrectly.
Conditions for fault code: Error during auto configuration
Suitable action: 1 Check that none approved EVC component is used in the system.
3 Reprogram the EVC system.
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30-2 Fault Tracing
MID 164, PSID 232 SAE J1939-1

SubNet 1, Control link
FMI 2 – Data erratic intermittent, or incorrect
DTC category: EVC bus communication
Fault code explanation: There is a disturbance in the communication between the HCU and the PCU.
Fault indication: No indication
Fault stored in memory: No
Could occur together with fault MID 164, PSID 226 SAE J1939 Data Link, Datalink2, MID164
code: MID 187, PSID 232 SAE J1939-1 SubNet 1, Control link, page 80
Symptom: None
Conditions for fault code: Too many error frames on the EVC bus.
DTL = 128 milliseconds.
The fault becomes inactive if there is a time of 64 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.
2 See Checking the EVC network set up, page 302.
3 Check for external interference sources.
Log test/parameter: EVC bus status
Logging parameter: CAN driver status

Fault code explanation: There is a disturbance in the communication between the HCU and the PCU.
Fault stored in memory: Yes
code: MID 187, PSID 232 SAE J1939-1 SubNet 1, Control link
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.
• External electrical interference
Log test/parameter: EVC bus status
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30-2 Fault Tracing


Fault code explanation: Error code indicates that thecommunication is disturbed for some reason.
Fault can be between HCU and PCU or between SUS and PCU.
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 187, PSID 232 SAE J1939-1

Fault code explanation: Disturbed communication between the PCU and the HCU
Symptom: • None
Conditions for fault code: Fault is set when the communication circuit has received too many error
frames in 130 ms.The fault becomes inactive if there is a time of 65 ms without
error frames.
Log test: EVC bus status

DTC category: EVC bus communication.
Fault code explanation: Disturbed communication between the PCU and the HCU.
Symptom: • None
2 See section "Check EVC network set up".
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30-2 Fault Tracing

Fault code explanation: Error code indicates that thecommunication is disturbed for some reason.
Symptom: • None
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30-2 Fault Tracing
MID 250, PSID 232 SAE J1939-1,

MID 250: SUS

Fault code explanation: Disturbed communication between the SUS and other EVC nodes.
Could occur together with fault MID 187, PSID 232 SAE J1939-1 SubNet 1, Control link, page 80
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.
Suitable action: 1 Check all EVC bus wiring and connectors between all EVC
nodes.Check for push backs or loose wires in the connectors.

Fault code explanation: Disturbed communication between the SUS and other EVC nodes.
Fault stored in memory Yes
code MID 164, PSID 232 SAE J1939-1 SubNet 1, Control link, page 78
Symptom: • None
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30-2 Fault Tracing

Fault code explanation: Error code indicates that the communication is disturbed for some reason.
Symptom: • None
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30-2 Fault Tracing
MID 164, PSID 94 Incompatible EVC

software
MID 164: HCU

Fault code explanation: One or several nodes have detected that the loaded software is not
compatible with software in other nodes.
• Gear shift is 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

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.

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.

Conditions for fault code: If HCU software is older than PCU software, the HCU sets a fault.
Possible reason: Old software in the HCU
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30-2 Fault Tracing
MID 164, PSID 95 Lever detection
MID 164: HCU

Fault code explanation: Neutral switch not detected or error during calibration
Symptom: • HCU exits lever calibration mode and indicates an error.
• Not possible to calibrate levers.
Conditions for fault code: No neutral switch is detected when entering lever calibration mode.
Possible reason: • Lever is not in neutral position.
• Faulty neutral switch
Suitable action: 1 Check that the lever is in neutral position when entering lever calibration
mode.
2 Perform a Vodia log test to check if the HCU detected any throttle and
neutral switch.
3 Turn off the system, then start it again and perform a lever calibration.

Fault code explanation: Lever output value error or error during calibration.
Possible reason: • Lever is not in neutral position.
• Faulty lever sensor
Suitable action: 1 Check that the lever is in neutral position when entering lever calibration
mode.
2 Perform a Vodia log test to check if the HCU detected any throttle and
neutral switch.
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30-2 Fault Tracing
MID 164, PSID 96 Calibrated lever

travel too small
MID 164: HCU

Conditions for fault code: Lever calibration fault.
Possible reason: Too small distance between the lever calibration points
Suitable action: 1 Check that there is enough room to move the lever.
3 Perform a Vodia test to check that the throttle value changes when
moving the lever.
Logging parameter: Throttle calibrated position, page 306
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30-2 Fault Tracing
MID 164, PSID 97 Lever calibration

procedure
MID 164: HCU

Fault code explanation: There has been some kind of error when the levers are calibrated, e.g neutral
button pressed at the wrong time.
Symptom: HCU exits lever calibration mode and indicates an error.
Conditions for fault code: Incorrect lever calibration procedure
Possible reason: • No communication with PCU during calibration
• Neutral button pressed at the wrong moment during calibration
Suitable action: 1 Check that there is enough room to move the lever.
moving the lever.
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30-2 Fault Tracing
MID 164, PSID 98 Levers not

calibrated
MID 164: HCU

Fault code explanation: The control lever is not calibrated.
Symptom: Impossible to select active station.
Conditions for fault code: Lever calibration fault.
Possible reason: No calibrated lever setup has been detected on power up.
Suitable action: 1 Check that the lever is correctly installed.
2 Perform an auto configuration and the lever calibration.
moving the lever.
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30-2 Fault Tracing
MID 164, PSID 99 EVC Bus network

configuration fault
MID 164: HCU

Fault code explanation: This fault can appear both during auto configuration and normal running
mode. If the fault occurs during the auto configuration, the network has invalid
configuration. In normal running mode, this fault can occur if any changes to
the configurated network has been stored in all units.
Symptom: • System warnings occur.
• Some functions cannot become active.
• Communication-related errors in other nodes can occur.
Possible reason: • Timeout from a unit during auto configuration.
• More than one unit with the same signature or ID > 8
• There is more than 4 HCU or more than 1 PCU or 1 SUS / SCU present
in the network.
2 Check that the installed nodes are of the correct type according to the
configuration.

Fault code explanation: This fault can appear both during auto configuration and normal running
mode. If the fault occurs during the auto configuration, the network has invalid
configuration. In normal running mode, this fault can occur if any changes to
the configurated network has been stored in all units.
Symptom: • System warnings occur.
• Some functions cannot become active.
• Communication-related errors in other nodes can occur.
Possible reason: • Altered software in any EVC ECU.
• Altered network configuration related to the stored configuration.
• An unknown unit is communicating on the network, that is, the unknown
node has a signature or an illegal node address.
• A unit that was detected during auto configuration disappears, that is,
timeout from detected unit.
configuration.
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30-2 Fault Tracing
MID 164, PSID 133 Steering wheel

data link
MID 164: HCU

Fault code explanation: The HCU has detected too many errors in the CAN communication with the
Symptom: • Low-speed limit.
• Docking mode cannot be activated or is deactivated.
unit.
the HCU.
the HCU.
connectors.
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30-2 Fault Tracing

Possible concurrent displayed • MID 164, PPID 424 Steering wheel position, page 38 (FMI 12)
fault code:
• MID 164, PSID 64 Joystick, page 61 (FMI 9)
unit.
the HCU.
the HCU.
connectors.
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30-2 Fault Tracing

Possible concurrent displayed • MID 164, PPID 424 Steering wheel position, page 38 (FMI 12)
fault code:
• MID 164, PSID 64 Joystick, page 61 (FMI 9)
unit.
the HCU.
the HCU.
connectors.
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30-2 Fault Tracing
Circuit description
HCU X8 connector and the steering wheel/joystick.
joystick is 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.

P0014466
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30-2 Fault Tracing

module
MID 164: HCU

Fault code explanation: Fault in one of the two encoders channels in the steering wheel unit.
Symptom: Low-speed 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

brake
MID 164: HCU

Fault code explanation: Internal fault of the friction brake
Symptom: Brake does not work, or works only with reduced torque.
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30-2 Fault Tracing

controller
MID 164: HCU

Fault code explanation: Internal fault in the micro controller of the steering wheel unit
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30-2 Fault Tracing
MID 164, PSID 137 Rudder angle
MID 164: HCU

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.
Symptom: • Steering is disabled on one or several drivelines.
• Gear to neutral.
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.

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.
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.
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30-2 Fault Tracing
Circuit description
The EVC datalink bus is a 2 wire, twisted pair, that runs
between the PCU X2 connector and the HCU X2
connector. EVC bus L is located on pin X2:2 and EVC
bus H on pin X2:5. The EVC nodes are powered
through pin X2:1 and X2:3. If a SUS / SCU is used there
is an EVC back up power supply on pin X2:4 and X2:6,
supplied by the SUS / SCU.
A Power supply positive

B EVC bus L
C Power supply negative
D Power supply negative, back up
E EVC bus H
F Power supply positive, back up
P0014464
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30-2 Fault Tracing
MID 164, PSID 138 Steering position

divergence
MID 164: HCU

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).
Symptom: Low-speed limitation.
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.

Fault code explanation: Requested rudder angle between the two drive lines deviates too much.
• Low-speed limitation.
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.
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30-2 Fault Tracing
MID 164, PSID 139 Autopilot
MID 164: HCU

Fault code explanation: Too large steering angles requested, or the auto pilot has faulty software.
Symptom: Cannot enable/activate auto pilot.
Conditions for fault code: The auto pilot requests too large steering angles.
Possible reason: Faulty auto pilot
Suitable action: 1 Check the LEDs flashing state on the auto pilot interface.
2 Contact auto pilot supplier.
Measurements: Checking Autopilot Gateway LED, page 294

Fault code explanation: Communication from the auto pilot interface is lost for more than 3 seconds.
• Cannot enable/activate auto pilot.
Conditions for fault code: The communication with the auto pilot has been lost.
Possible reason: • Open circuit, short circuit or bad connection in the wiring between the
auto pilot interface and the autopilot.
• Open circuit, short circuit or bad connection in the multilink wiring
between anything connected to the multilink and the HCU.
• The auto pilot hardware has been turned off while the auto pilot function
was activated.
Suitable action: 1 Check the LEDs flashing state on the auto pilot interface.
2 Check all connectors and the wiring between the auto pilot interface on
the multilink bus and the auto pilot.
3 Check all multilink wiring and connectors between all panels, the hub,
the auto pilot interface and the HCU. Check for push backs or loose
wires in the connectors.
Measurements: • Checking the multilink bus, page 271
• Checking Autopilot Gateway LED, page 294
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30-2 Fault Tracing
Circuit description
1 CAN L (in)
2 CAN L (out)
3 CAN H (in)
5 CAN H (out)
P0014467
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30-2 Fault Tracing
MID 164, PSID 140 Incompatible

helm station software
MID 164: HCU

Fault code explanation: Incompatible sync bus communication protocol in one HCU
Symptom: Gear to neutral.
Conditions for fault code: Incompatible software between port and starboard HCU
Suitable action: 1 Check the software version in the HCUs.
2 Download new EVC software and reprogram the driveline with the
oldest HCU software.
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30-2 Fault Tracing
MID 164, PSID 163 Data Link, MID

200
MID 164: HCU

Fault code explanation: There is no CPM (Corrosion Protection Module) data available.
Symptom: ACP mode and ACP status unavailable in the panel / display
Conditions for fault code: Communication with the CPM is lost for more than 20 seconds.
Suitable action: 1 Check all multilink wiring and connectors between all panels, the hub,
the CPM and the HCU. Check for push backs or loose wires in the
connectors.
Description
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.
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30-2 Fault Tracing
MID 164, PSID 209 Data link, MID164
MID 164: HCU

Fault code explanation: There is no communication available on the multilink bus.
Conditions for fault code: Multilink bus communication fault.

Possible concurrent displayed • MID 164, PSID 69 Menu Control Knob, page 67 (FMI 9)
fault code:
• MID 164, PSID 1590-95 (FMI 9)
• Loss of engine sync
Conditions for fault code: Multilink bus communication fault.
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30-2 Fault Tracing
Circuit description
1 CAN L (in)
2 CAN L (out)
3 CAN H (in)
5 CAN H (out)
P0014467
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30-2 Fault Tracing
MID 164, PSID 218 Data link 2,

MID187
MID 164: HCU

Fault code explanation: The HCU has lost communication with the PCU. The error occured while the
HCU was in passive, no active station, state.
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.

Fault code explanation: The HCU has lost communication with the PCU. The error occured while the
HCU was in active, active station, state.
Symptom: • Engine goes to limp home speed.
• 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.
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30-2 Fault Tracing
Circuit description
through pin X2:1 and X2:3. If a SUS / SCU is used there
is an EVC back up power supply on pin X2:4 and X2:6,
supplied by the SUS / SCU.

2 EVC bus L
5 EVC bus H
P0014464
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30-2 Fault Tracing
MID 164, PSID 226 SAE J1939 Data

Link, Datalink2, MID164
MID 164: HCU

Fault code explanation: HCU has lost communication with an HCU that previously has been
configured on the network.
Possible concurrent displayed MID 164, PSID 232 SAE J1939-1 SubNet 1, Control link
fault code:
Symptom: Impossible to make request active station from one or more helm stations.
Conditions for fault code: The HCU receives no communication from a passive HCU configured to the
same network.
Possible reason: • Open circuit in both EVC bus L and EVC bus H wires between the PCU
and the HCU.
• Fault in the power supply to the HCU.
Suitable action: 1 Check all EVC bus wiring and connectors between the HCUs.
Circuit description
through pin X2:1 and X2:3. If an SUS / SCU is used
there is an EVC back up power supply on pin X2:4 and
X2:6, supplied by the SUS / SCU.

2 EVC bus L
5 EVC bus H
P0014464
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30-2 Fault Tracing

Chassis ID
MID 164: HCU

Fault code explanation: The HCU detects that the VIN number (Vehicle Indication Number=chassis
ID) in the HCU does not match the VIN in the PCU.
Symptom: • Gear shift is disabled.
• Not possible to calibrate units, before the Chassis ID is correct.
Conditions for fault code: Different chassis ID between HCU and PCU
2 Reprogram the EVC system with the correct chassis ID.

Fault code explanation: HCU unit detects that the VIN number (Vehicle Indication Number=chassis
ID) in the HCU does not match the VIN in the SUS / SCU.
Symptom: Steering is disabled on one or several drivelines.
Conditions for fault code: Different chassis ID between HCU and SUS / SCU
2 Reprogram the EVC system with the correct chassis ID.
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30-2 Fault Tracing
MID 130, PID 127 Transmission oil

pressure
MID 130: MGX

Fault code explanation: Faulty sensor or sensor circuit
Fault indication: Yellow indication lamp is flashing.
Symptom: Transmission oil pressure reading not available
Conditions for fault code: Faulty signal or no signal between the sensor and the MGX ECU
Possible reason: • Open or short circuit between the sensor and the MGX ECU.
• Faulty sensor
Suitable action: 1 Check all cables and connectors between the MGX ECU and the
sensor.
2 Check the sensor.
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30-2 Fault Tracing
MID 130, PID 161 Input shaft speed
MID 130: MGX

Symptom: Limited or no slip function
Conditions for fault code: Faulty signal or no signal between the shaft speed sensor and the MGX ECU
• Faulty sensor
sensor.
2 Check the sensor.
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30-2 Fault Tracing
MID 130, PID 168 Battery potential
MID 130: MGX

Fault code explanation: Too low voltage detected at the MGX ECU power supply input
Fault indication: Red indication lamp is flashing.
Symptom: Gear to neutral. Possible to engage gear after the fault has been
acknowledged and the lever been set to neutral.
Conditions for fault code: Input voltage to the MGX ECU is less than 9 volt.
Possible reason: Open or short circuit in the MGX ECU power supply input.
Suitable action: 1 Check all cables and connections to the MGX ECU.
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30-2 Fault Tracing

temperature
MID 130: MGX

Symptom: Transmission oil temperature reading not available.
Conditions for fault code: Faulty signal or no signal between the sensor and the MGX ECU
• Faulty sensor
sensor.
2 Check the sensor.
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30-2 Fault Tracing
MID 130, PID 190 Engine speed
MID 130: MGX

Fault code explanation: Engine speed information not available at the MGX ECU
Conditions for fault code: Engine speed information not available at the MGX ECU
Possible reason: Disturbance on the data bus between the MGX ECU and the PCU
Suitable action: 1 Check if there is another active fault code that could be the root cause.
2 Check all cables and connectors between the MGX ECU and the PCU.
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30-2 Fault Tracing
MID 130, PID 191 Output shaft speed
MID 130: MGX

Conditions for fault code: Faulty signal or no signal between the shaft speed sensor or the low-speed
solenoid and the MGX ECU
Possible reason: • Open or short circuit between the speed sensor and the MGX ECU.
• Open or short circuit between the low-speed solenoid and the MGX
ECU.
• Faulty sensor or solenoid
sensor / solenoid.
2 Check the sensor.
3 Change the low-speed solenoid.
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30-2 Fault Tracing

link
MID 130: MGX

Fault code explanation: Data bus communication failure between the PCU and the MGX ECU
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.
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30-2 Fault Tracing
MID 130, PSID 20 Transm. primary

solenoid
MID 130: MGX

Fault code explanation: Faulty solenoid or solenoid circuit
Symptom: Not possible to engage any gear.
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.
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30-2 Fault Tracing
MID 130, PSID 22 Transm.

secondary solenoid
MID 130: MGX

Fault code explanation: Faulty solenoid or solenoid circuit
Symptom: Not possible to engage any gear.
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
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.
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30-2 Fault Tracing
MID 130, PPID 40 Requested gear
MID 130: MGX

Fault code explanation: Not possible to engage requested gear.
Symptom: Not possible to engage requested gear.
Conditions for fault code: Incorrect or no gear shift data to the MGX ECU
Possible reason: Data bus communication failure between the PCU and the MGX ECU
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30-2 Fault Tracing
MID 130, PPID 53 Requested percent

clutch slip
MID 130: MGX

Fault code explanation: Requested slip function not possible
Symptom: Gear to neutral. No slip function available
Conditions for fault code: Incorrect or no slip functionality data to the MGX ECU
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30-2 Fault Tracing
MID 187, PID 96 Fuel level
MID 187: PCU

Fault code explanation: Fault in the fuel level sensor or sensor circuit.
Symptom: Invalid or no fuel level reading
Conditions for fault code: 3-180 ohm: Fuel level signal is above 260 ohm., U > 4.3 V.
240-30 ohm: Fuel level signal is above 300 ohm, U > 5 V.
Possible reason: • Open circuit in the fuel level wiring.
• Short circuit in the fuel level wiring.
2 Check all wiring and connectors between the fuel level sensor and the
PCU.
3 Check the fuel level sensor.
Logging parameter: Fuel Level, page 310
Measurements: Checking the fuel level sensor, page 276

Symptom: Invalid or no fuel level reading
Conditions for fault code: 240-30 ohm: Fuel level sensor is below 10 ohm, U < 0.1 V.
Possible reason: Short circuit to battery negative.
2 Check all wiring and connectors between the fuel level sensor and the
PCU.
3 Check the fuel level sensor.
Logging parameter: Fuel Level, page 310
Measurements: Checking the fuel level sensor, page 276
Circuit description
The fuel level sensor is connected to the PCU through
the sender’s connection (A) at the engine. The fuel
level sensor is a resistance sensor that changes it’s
resistance when the fuel level is changing. Pin X3:8
supplies the fuel level sensor with a steady voltage.
Pin X3:8 and X3:11 at the PCU monitors the voltage
drop over the fuel level sensor.
P0014692
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30-2 Fault Tracing

pressure
MID 187: PCU
FMI 1 – Data valid but below operational range

Fault code explanation: The transmission oil pressure is too low.
Symptom: None
Conditions for fault code: The transmission oil pressure is less than 700 kPa (101.5 PSI) for more than
4 seconds. The normal transmission oil pressure should be at least 1.5 MPa /
15 bar.
Fault code valid for: IPS1-GAS, IPS2/3
Possible reason: • Too low transmission oil level
• Transmission oil not according to specification
• Faulty sensor.
• Clogged oil strainer
2 Check the oil level.
3 Check for oil leakage.
4 Check the transmission oil pressure using a manometer to verify the
function of the sensor. Refer to the transmission workshop manual.
5 Check the oil strainer. Refer to the transmission workshop manual.
Logging parameter: Transmission oil pressure, page 310
Measurements: Checking the transmission oil pressure sensor, page 277

Fault code explanation: Fault in the transmission sensor or sensor circuit.
Symptom: Wrong transmission oil pressure reading in display.
Conditions for fault code: Voltage on pin X3:20 exceeds 4.75 V.
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.
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.
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30-2 Fault Tracing

Symptom: None
Conditions for fault code: Voltage on pin X3:20 is less than 0.01 V.
Possible reason: • Short circuit between the oil pressure signal cable and battery negative.
• Faulty sensor.
connectors.

Conditions for fault code: Transmission sensor fault during slip
Possible reason: • Bad wiring between the transmission oil pressure sensor and the PCU
• Faulty sensor.
Suitable action: 1 Check all wiring and connectors between the transmission oil pressure
connectors.

Fault code explanation: No sensor detected during auto configuration
Symptom: Slip function disabled.
Conditions for fault code: No transmission sensor detected by the PCU during auto configuration
connectors.
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30-2 Fault Tracing
Circuit description
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 X3:29 on the PCU provides pin 1 on the sensor, via

the transmission interface (A),with supply voltage of +5
Volt. Pin 4 on the sensor is connected to battery
negative via pin X3:11 on the PCU, via the
transmission interface.
P0014696
The output signal from the transmission oil pressure
sensor pin 2 on the sensor to pin X3:20 on the PCU, is
a voltage signal that is proportional to the transmission
oil pressure.
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30-2 Fault Tracing
MID 187, PID 177 Gearbox oil

temperature
MID 187: PCU
FMI 0 – Data valid but above normal operational range

Fault code explanation: The transmission oil temperature is too high.
Symptom: None
Conditions for fault code: The transmission oil temperature is more than 95 ºC for more than 4 seconds.
Faultcode valid for: IPS2/3
Possible reason: • Too low transmission oil level
• Faulty sensor
• Clogged oil cooler
• Clogged oil strainer
2 Check the oil level.
3 Check for oil leakage.
4 Check the sensor.
5 Check the oil cooler and the strainer.
Refer to the transmission workshop manual.
Logging parameter: Transmission oil temperature, page 310
Measurements: Checking the transmission oil temperature sensor, page 279

Symptom: Wrong transmission oil temperature reading in display.
Possible reason: • Open circuit in the oil temperature signal.
• Open circuit in the sensor negative supply cable.
• Faulty sensor.
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.
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30-2 Fault Tracing

Symptom: None
Possible reason: • Short circuit between the transmission oil temperature signal cable and
battery negative.
• Faulty sensor.
2 Check all wiring and connectors between the transmission oil
in the connectors.
3 Check the sensor.

Fault condition: Yellow alarm status
Conditions for fault code: Transmission sensor fault while slip function is activated.
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
in the connectors.
2 Check the sensor.
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30-2 Fault Tracing
Circuit description
The transmission oil temperature sensor consists of a
thermistor which forms a closed circuit with an internal
reference resistor in the PCU. Depending on the
transmission oil temperature, the thermistor changes
its resistance value in a non-linear manner.
The sensor is connected to the PCU through the

transmission interface (A).
The PCU puts out current through the thermistor and

measures the voltage drop over the thermistor via pin
P0014696
X3:11 and pin X3:4. Pin 4 on the sensor is connected to
battery negative via pin 11 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.
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30-2 Fault Tracing
MID 187, PID 191 Output shaft speed
MID 187: PCU

Fault code explanation: Faulty propeller shaft speed sensor
Symptom: Slip function not available.
Conditions for fault code: Faulty propeller shaft speed sensor
Possible reason: • Bad wiring between the propeller shaft speed sensor and the PCU
• Faulty propeller shaft speed sensor
Suitable action: 1 Check all wiring and connectors between the propeller shaft speed
connectors.
2 Check the propeller shaft speed sensor.
Measurements: Checking the propeller shaft speed sensor, page 281

Fault code explanation: Slip solenoid fault.
• Slip function not available.
Conditions for fault code: Slip solenoid fault.
Possible reason: • Bad wiring between the slip solenoid and the PCU
• Faulty slip solenoid
Suitable action: 1 Check all wiring and connectors between the slip solenoid and the PCU.
2 Check the slip solenoid.
Measurements: Checking the slip solenoid, page 283
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30-2 Fault Tracing
FMI 7– Mechanical system not responding properly

Fault code explanation: Slip solenoid fault detected during slip.
• Slip function not available.
Conditions for fault code: Slip solenoid fault detected during slip.
• Bad wiring between the propeller shaft speed sensor and the PCU
2 Check all wiring and connectors between the propeller shaft speed
connectors.
Measurements: • Checking the slip solenoid, page 283
• Checking the propeller shaft speed sensor, page 281

Fault code explanation: Deviation between requested shaft speed and current shaft speed
Symptom: Slip function disabled.
Conditions for fault code: Deviation between requested shaft speed and current shaft speed
• Bad wiring between the propeller shaft speed sensor and the PCU
2 Check all wiring and connectors between the propeller shaft speed
connectors.
Measurements: • Checking the slip solenoid, page 283
• Checking the propeller shaft speed sensor, page 281
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30-2 Fault Tracing
Circuit description
Inboard:
The slip / low speed solenoid and the propeller shaft
speed sensor is connected to the PCU through the
transmission interface (A). The solenoid is connected
to the PCU pin X3:25, high side output, and X3:22, 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 X3:26 and pin X3:11. The
P0014695
output signal from the propeller shaft speed sensor is
used by the PCU to calculate the degree of slip.
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 from PCU pin

X3:29 and pin X3:11. The output signal from the
propeller shaft speed sensor is used by the PCU, pin
P0010677
X3:26, to calculate the degree of slip.
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30-2 Fault Tracing

link
MID 187: PCU

Fault code explanation: The PCU has lost or detected too many errors in the CAN communication with
EECU and has shut down the interface.
Possible concurrent displayed MID 187, PSID 200 Data Link, MID128, page 169
fault code:
Symptom: Reduced engine power
Conditions for fault code: Bus off/Bus warning error reported from CAN controller, electrical
disturbance on the CAN communication link.
Possible reason: • The AUX stop button has been activated or has got stuck, or there is an
open circuit in the cables for the button.
• If a fire alarm is installed, it could have tripped the stop relay.
• Open circuit in ignition output wire.
• Open circuit in one of or both CAN L and CAN H between engine and
PCU.
• CAN H and CAN L between engine and PCU shorted together, short to
battery negative or short to supply.
• Short circuit between battery negative and ignition output.
• Software problem in the engine ECU
Suitable action: 1 Check that the AUX stop button functions correctly.
2 Check the status of the stop relay.
3 Check all wiring and connectors between the PCU and the EECU.
4 Reprogram engine ECU.
Measurements: Checking the PCU-EECU wiring, page 284
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30-2 Fault Tracing

Possible concurrent displayed MID 187, PSID 200 Data Link, MID128, page 169
fault code:
Conditions for fault code: Timeout error. This error is set if there are any timing problems on the bus
indicated by a high error rate on the bus.
PCU.
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30-2 Fault Tracing

PCU.
Circuit description
The wiring between the PCU and the EECU contains
communication wires, battery voltage wires and an
ignition output wire. The signals are also available in
the transmission interface. The PCU and the EECU
communicate via CAN bus.
The ignition output wire delivers a wakeup signal,
battery voltage, to the engine ECU 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.
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30-2 Fault Tracing
MID 187: PCU

Fault code explanation: No software loaded or there is something wrong with the software causing the
PCU to remain in boot mode.
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

Fault code explanation: A time out fault has occurred on the J1708/J1587 bus. Communication and
interface have been shut off.
Conditions for fault code: The J1708/J1587 interface has been restarted four times without being able
to establish communication.
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.
Circuit description
The wiring between the PCU and the EECU contains
communication wires, battery voltage wires and an
ignition output wire. The signals are also available in
the transmission interface. The PCU and the EECU
communicate via CAN bus.
The ignition output wire delivers a wakeup signal,
battery voltage, to the engine ECU 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.
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30-2 Fault Tracing

memory EEPROM
MID 187: PCU

Fault code explanation: Checksum fault Missing calibration data in the PCU.
Symptom: None
Conditions for fault code: HCU is missing calibration data and uses default calibration data.
2 Reprogram PCU.

Fault code explanation: Memory failure in PCU
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: PCU

Fault code explanation: Memory data in the PCU is incorrect.
Symptom: None
Conditions for fault code: Internal fault in PCU
2 Replace the PCU.
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30-2 Fault Tracing
MID 187, PPID 40 Requested gear
MID 187: PCU

Fault code explanation: Incorrect gear engaged
Symptom: Gear to neutral. Not possible to engage requested forward or reversing gear.
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.
Logging parameter: Transmission range attained, page 310

Fault code explanation: Incorrect gear engaged
Symptom: Engine is stopped. Not possible to engage neutral gear.
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.
Logging parameter: Transmission range attained, page 310
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30-2 Fault Tracing
MID 187, PPID 53 Requested percent

clutch slip
MID 187: PCU

Fault code explanation: Incorrect slip value
Symptom: Gear to neutral. No slip function available
Conditions for fault code: The PCU slip request has not been confirmed by the MGX ECU as current
value within the expected time limit.
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30-2 Fault Tracing

input (E)
MID 187: PCU

Symptom: None
Conditions for fault code: Voltage between pin X2:1 and X2:3 exceeds 33 V.
HCU.
Circuit description
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 an EVC back up power
supply on pin X2:4 and X2:6, supplied by the SUS /
SCU.

2 EVC bus L
5 EVC bus H
P0014464
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30-2 Fault Tracing
MID 187, PPID 398 Shift actuator

position relative to pot supply
MID 187: PCU

Fault code explanation: The signal from the gear shift actuator potentiometer is outside normal range.
Symptom: Cranking disabled. Cranking permitted after acknowledge.
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 311
• Potentiometer supply, shift actuator, page 311
Measurements: Checking the gear shift actuator potentiometer, page 285

Possible reason: • Open circuit in actuator feedback signal.
• Open circuit in potentiometer positive supply.
• Short circuit between potentiometer positive supply and potentiometer
negative supply.
negative supply.
positive supply.
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30-2 Fault Tracing
Circuit description
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 (B), of about +4 Volt.
The feedback signal on pin 4 in the connector is a
voltage signal. In neutral, the feedback signal voltage
is about +1.9 Volt. When the selector fork is in its end
positions, the feedback signal voltage is either +0.5
Volt or about +3.3 Volt.
P0014693 The electric motor that drives the selector fork receives
A Transmission interface its power from the PCU. The voltage output to the
B Actuator connector 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 (B).
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.
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30-2 Fault Tracing
MID 187, PPID 399 Potentiometer

supply, shift actuator
MID 187: PCU

Fault code explanation: Fault in power supply to gear shift potentiometer.
Possible reason: • Open circuit in potentiometer positive supply.
negative supply.
• Short circuit between gear feedback signal and potentiometer positive
supply.
2 Check wiring between PCU and the gear shift actuator potentiometer.

Fault code explanation: Fault in power supply to gear shift potentiometer.
negative supply.
• Short circuit between gear feedback signal and potentiometer negative
supply.
supply.
2 Check wiring between PCU and the gear shift actuator potentiometer.
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30-2 Fault Tracing
Circuit description
the gear shift actuator connector (B), of about +4 Volt.
is about +1.9 Volt. When the selector fork is in its end
positions, the feedback signal voltage is either +0.5
Volt or about +3.3 Volt.
A Transmission interface its power from the PCU. The voltage output to the
B Actuator connector 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

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30-2 Fault Tracing
MID 187, PPID 400 Transmission,

sensor supply
MID 187: PCU

Fault code explanation: Fault in the power supply to the transmission sensor.
Conditions for fault code: Voltage on pin X3:29 exceeds 10 V.
Possible reason: Short circuit in the transmission sensor wiring harness.
connectors.
Logging parameter: Transmission, sensor supply, page 311

Fault code explanation: Fault in the power supply to the transmission sensor.
Possible reason: Short circuit in the transmission sensor wiring harness.
connectors.
Logging parameter: Transmission, sensor supply, page 311
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30-2 Fault Tracing
Circuit description
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 X3:29 on the PCU provides pin 1 on the sensor, via

the transmission interface (A),with supply voltage of +5
Volt. Pin 4 on the sensor is connected to battery
negative via pin X3:11 on the PCU, via the
transmission interface.
P0014696
The output signal from the transmission oil pressure
sensor pin 2 on the sensor to pin X3:20 on the PCU, is
a voltage signal that is proportional to the transmission
oil pressure.
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30-2 Fault Tracing
MID 187, PPID 401 Powertrim

position relative to pot supply
MID 187: PCU

Fault code explanation: The signal from the powertrim potentiometer is outside normal range.
Symptom: Not possible to control the powertrim. No valid trim position in display.
Possible reason: • Open circuit in powertrim potentiometer negative supply.
• Short circuit between powertrim potentiometer positive supply and
powertrim potentiometer negative supply.
• Short circuit between trim potentiometer positive supply and powertrim
feedback signal.
• Fault in the powertrim potentiometer.
Suitable action: 1 Check all wiring and connectors between the PCU and the powertrim
potentiometer. Check for push backs or loose wires in the connectors.
2 Check the powertrim potentiometer.
3 Check the powertrim potentiometer connection to the transom shield.
Logging parameter: Powertrim position relative to pot supply, page 311
Measurements: Checking the powertrim potentiometer, page 293

Fault code explanation: The signal from the powertrim potentiometer is outside normal range.
Symptom: Not possible to control the powertrim. No valid trim position in display.
Possible reason: • Open circuit in powertrim potentiometer positive supply.
• Short circuit between powertrim feedback signal and powertrim
potentiometer negative supply.
• Short circuit between the negative supply to the trim potentiometer and
the control signal for powertrim up or down.
Suitable action: 1 Check all wiring and connectors between the PCU and the powertrim
2 Check the powertrim potentiometer.
3 Check the powertrim potentiometer connection to the transom shield.
Logging parameter: Powertrim position relative to pot supply, page 311
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30-2 Fault Tracing
Circuit description
When the up or down button on the power trim panel /
control lever is pushed the control signal from the PCU
on pin X3:22 (up) or pin X3:25 (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 X3:12 (+) and
X3:2 (-) delivers power supply to the potentiometer on
pin 1 (+) and pin 2 (-). The trim position feedback signal
P0014693
is a voltage signal from pin 6 to pin X3:3 at the PCU.
A Transmission interface
The nominal voltage drop over the potentiometer is
B Powertrim connector about 3 V.
battery negative is about 1 V.
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30-2 Fault Tracing

engine type
MID 187: PCU

Fault code explanation: The engine type is not compatible with PCU software.
Symptom: None
Conditions for fault code: Incompatible engine type PCU does not support the engine type.
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30-2 Fault Tracing

external components
MID 187: PCU

Symptom: None
Conditions for fault code: Incompatible engine type PCU does not support the engine type.
2 Reprogram PCU.
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30-2 Fault Tracing

software
MID 187: PCU

Fault code explanation: Incompatible software between PCU and HCU PCU software is old.
Symptom: Gear shift is disabled.
Conditions for fault code: Incompatible software
Suitable action: 1 Reprogram PCU.
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30-2 Fault Tracing
MID 187, PSID 17 EVC Bus network

configuration fault
MID 187: PCU

Fault code explanation: Invalid EVC configuration
Symptom: None
Conditions for fault code: Invalid EVC configuration detected during auto configuration
Possible reason: • More than one unit with the same signature or ID > 8
• Timeout from a unit during auto configuration.
• There is more than 4 HCU or more than 1 PCU present in the network.
Suitable action: 1 Perform a restart of the EVC system by key off and then main switch off.

Fault code explanation: Lost or new node detected in the EVC network
Symptom: None
Conditions for fault code: Lost or new node detected in the EVC network Normal fault code during
installation
Possible reason: • An unknown unit is communicating on the network, that is, the unknown
time out from detected unit.
2 Check if other fault codes exist that could be the root cause.
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30-2 Fault Tracing
MID 187, PSID 19 EVC Bus Power

Output C (High Side Switch)
MID 187: PCU

Symptom: None
Conditions for fault code: PCU detects an overload or open load condition on power supply.
Circuit description
SCU.

2 EVC bus L
5 EVC bus H
P0014464
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30-2 Fault Tracing
MID 187, PSID 20 Transm. primary

solenoid (positive supply switch)
MID 187: PCU

Fault code explanation: Primary shift solenoid output driver in the PCU indicates a fault.
• Cranking disabled.
Conditions for fault code: Too high voltage detected on pin X3:18.
Possible reason: • Short circuit in primary shift solenoid wiring.
• Faulty primary shift solenoid
Suitable action: 1 Check all wiring and connectors between the primary shift solenoid and
the PCU. Check for push backs or loose wires in the connectors.
2 Check the primary shift solenoid.
Measurements: • Checking the shift solenoid, page 282
• Checking the actuator / shift solenoid output driver voltage, page 287

Conditions for fault code: Too low voltage detected on pin X3:18.
Possible reason: • Open circuit in primary shift solenoid wiring.
• Short circuit in primary shift solenoid wiring.
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
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30-2 Fault Tracing
FMI 6 – Current above normal or short circuit to battery negative

Conditions for fault code: Too high current detected on pin X3:18.
Possible reason: • Short circuit in primary shift solenoid wiring.
fault code remains or shifts to PSID 22.If the fault code shifts to PSID 22
2 Check all wiring and connectors between the primary shift solenoid and
Circuit description
When a gear is engaged the PCU X3:18 and X3:10
supplies the gear shift solenoid with battery voltage.
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30-2 Fault Tracing
MID 187, PSID 22 Transm.

secondary solenoid (positive
supply switch)
MID 187: PCU

Fault code explanation: Secondary shift solenoid output driver in the PCU indicates a fault.
Conditions for fault code: Too high voltage detected on pin X3:9.
Possible reason: • Short circuit in secondary solenoid wiring.
• Faulty secondary shift solenoid
Suitable action: 1 Check all wiring and connectors between the secondary shift solenoid
and the PCU. Check for push backs or loose wires in the connectors.
2 Check the secondary shift solenoid.

Conditions for fault code: Too low voltage detected on pin X3:9.
Possible reason: • Open circuit in secondary solenoid wiring.
• Short circuit in secondary solenoid wiring.
fault code remains or shifts to PSID 20. If the fault code shifts to PSID 20
2 Check all wiring and connectors between the secondary shift solenoid
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30-2 Fault Tracing

Conditions for fault code: Too high current detected on pin X3:9.
Possible reason: • Short circuit in secondary solenoid wiring.
fault code remains or shifts to PSID 20. If the fault code shifts to PSID 20
2 Check all wiring and connectors between the secondary shift solenoid
Circuit description
When a gear is engaged the PCU X3:19 and X3:9
supplies the gear shift solenoid with battery voltage.
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30-2 Fault Tracing
MID 187, PSID 24 Gear actuator eng.

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

Fault code explanation: The gear shift actuator cannot reach requested gear shift position.
Symptom: • Gear to neutral. If the gear is stuck and can’t be put in neutral, the engine
is shut off.
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.
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 Check all wiring and connectors between the gear shift actuator and the
3 Check the actuator output driver voltage.
Measurements: Checking the actuator / shift solenoid output driver voltage, page 287
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30-2 Fault Tracing
Circuit description
the gear shift actuator connector (B), of about +4 V.
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.
its power from the PCU. The voltage output to the
motor in the gear shift actuator from the PCU is battery
A Transmission interface voltage. The direction in which the motor moves (the
B Actuator connector selector fork moves) depends on the polarity of pins 1

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30-2 Fault Tracing
MID 187, PSID 30 Powertrim - Motor

direction UP (Pos. supply sw.)
MID 187: PCU

Fault code explanation: PCU has detected a failure in the output driver circuit to the trim pump.
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.
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 295

Fault code explanation: The drive does not trim down as requested.
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
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
5 Check the function of the trim potentiometer.
Logging parameter: • Calibrated powertrim position, page 311
• Powertrim control signal, page 312
Measurements: • Checking the powertrim control signal, page 295
• Checking the powertrim potentiometer, page 293
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30-2 Fault Tracing

Fault code explanation: The trim angle of the drive has changed without a request.
Conditions for fault code: The trim angle of the drive has increased more than 7 degrees since the last
valid request.
Possible reason: • Hydraulic leak in the powertrim system.
Suitable action: 1 Perform a Vodia log test, while driving in reverse to see if the trim
position changes.
leakage while driving in reverse.
Logging parameter: Calibrated powertrim position, page 311
Circuit description

P0014694
B Powertrim connector about 3 V.
equal to battery negative.The voltage drop between
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30-2 Fault Tracing
MID 187, PSID 31 Powertrim - Motor

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

Fault code explanation: PCU has detected a failure in the output driver circuit to the trim pump.
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.
Possible reason: The PCU trim pump output indicates a short circuit.
Suitable action: 1 Check all wiring and connectors between the PCU and the trim pump.
2 Check the trim pump down relay.
Measurements: Checking the powertrim control signal, page 295

Fault code explanation: The drive does not trim down as requested.
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.
2 Check battery voltage.
leakage.
4 Check all wiring and connectors between the PCU and the trim
potentiometer.
Logging parameter: • Calibrated powertrim position, page 311
• Powertrim control signal, page 312
Measurements: • Checking the powertrim control signal, page 295
• Checking the powertrim potentiometer, page 293
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30-2 Fault Tracing

Fault code explanation: The trim angle of the drive has changed without a request.
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.
Suitable action: 1 Perform a Vodia log test while accelerating.
leakage while driving in reverse.
Logging parameter: Calibrated powertrim position, page 311
Circuit description

P0014694

about 3 V.
B Powertrim connector equal to battery negative.The voltage drop between
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30-2 Fault Tracing
MID 187, PSID 32 EVC Bus

Communication with Active Helm
Failure
MID 187: PCU

Fault code explanation: PCU has lost communication with an active HCU.
Symptom: Engine power is reduced.
Conditions for fault code: • The PCU has no communication with any active HCU.
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.
2 Check the actuators input wires.

Fault code explanation: PCU has lost communication with an active HCU during crank.
Symptom: Engine power is reduced.
Conditions for fault code: The PCU has no communication with any active HCU.
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.
2 Check the actuators input wires.
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30-2 Fault Tracing
MID 187, PSID 107 Shift actuator

potentiometer
MID 187: PCU

Symptom: Cranking disabled.
supply.
Suitable action: 1 Check wiring between PCU and the gear shift actuator potentiometer.
2 Check the gear shift actuator potentiometer.

Symptom: Cranking disabled.
Possible reason: • Open circuit in gear feedback signal.
• Open circuit in potentiometer negative supply.
• Open circuit in potentiometer positive supply.
negative supply.
• Short circuit between gear feedback signal and potentiometer negative
supply.
supply.
Suitable action: 1 Check wiring between PCU and the gear shift actuator potentiometer.
2 Check the gear shift actuator potentiometer.
Logging parameter: • Potentiometer supply, shift actuator, page 311
• Shift actuator position relative to pot supply, page 311
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30-2 Fault Tracing
Circuit description
functions as a position sensor. There is a voltage of
about +4 V across the potentiometer (pins 2 and 5 in
the gear shift actuator connector (B)). 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.
its power from the PCU. The voltage output to the
motor in the gear shift actuator from the PCU is battery
A Transmission interface voltage. The direction in which the motor moves (the
B Actuator connector selector fork moves) depends on the polarity of pins 1

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30-2 Fault Tracing
MID 187, PSID 130 Clear wake

exhaust bypass
MID 187: PCU

Fault code explanation: The clear wake exhaust valve switches too slowly.
Symptom: None
Conditions for fault code: The clear wake exhaust valve switch exceeds 500 ms.
Suitable action: 1 Check all EVC bus 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 289
Circuit description
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, pins X3:22 and X3:25 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, pins X3:1 and X3:2.
P0010679
B CWES connector
C Clear wake exhaust valve motor
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30-2 Fault Tracing
MID 187, PSID 163 Data link, MID 200
MID 187: PCU

Fault code explanation: The PCU has lost communication with the CPM.
Symptom: ACP mode and ACP status are unavailable in the display.
Conditions for fault code: Communication with the CPM is lost for more than 10 seconds.
Suitable action: 1 Check all wiring and connectors between the PCU and the CPM. Check
Logging parameter: EVC bus status, page 312
Logging subparameter: CAN driver status
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30-2 Fault Tracing
MID 187, PSID 200 Data Link, MID128
MID 187: PCU

Fault code explanation: PCU has lost communication with the EECU.
Possible concurrent displayed MID 187, PSID 231 Incompatible Chassis ID, page 173
fault code:
Symptom: None
Conditions for fault code: No diagnostic data from the EECU available
Possible reason: • Open circuit in ignition output wire.
PCU.
battery negative or short to battery positive.
Suitable action: 1 Check all EVC bus wiring and connectors between the EECU and the

fault code:
• Limited engine speed
Conditions for fault code: PCU lost both J1939 and J1587 communication with EECU.
Possible reason: • Battery voltage too low
PCU.
battery negative or short to battery positive.
Suitable action: 1 Check battery voltage.
2 Check all EVC bus wiring and connectors between the EECU and the
Logging parameter: EVC status, reconfiguration
Logging subparameter: Engine limp home
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30-2 Fault Tracing

fault code:
Symptom: None
Conditions for fault code: New node detected in the system Can occur during installation.
Suitable action: Diesel engines:
Perform an auto configuration.
Gas engines:
Disconnect the sync wiring between the engines.
Circuit description
The cable between the PCU and the engine connector
contains communication wires, battery voltage wires
and an ignition output wire. The PCU and the engine
communicate via CAN. The ignition output wire
delivers a wakeup signal, battery voltage, to the engine
ECU when the start key is put to position 1.
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MID 187: PCU

Fault code explanation: Data bus communication failure between the PCU and the MGX ECU
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.
• Too fast shutdown / restart sequence
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.
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MID 187, PSID 226 SAE J1939 Data

Link, Datalink2, MID164
MID 187: PCU

Fault code explanation: PCU has lost communication with a non-activated HCU.
Possible concurrent displayed MID 187, PSID 232 SAE J1939-1 SubNet 1, Control link
fault code:
Symptom: Not possible to activate the helm station.
Conditions for fault code: Frames from a non-activated HCU are missing for more than 5 seconds.
Possible reason: • Short circuit in the power supply between the PCU and an HCU.
• Open circuit in both CAN L and CAN H wires between the PCU and an
HCU.
Logging parameter: EVC bus status, page 312
Logging subparameter: CAN driver status
Circuit description
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 an EVC
back up power supply on pin X2:4 and X2:6, supplied
by the SUS / SCU.

2 EVC bus L
5 EVC bus H
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Chassis ID
MID 187: PCU

Fault code explanation: PCU has detected that there is a mismatch between the chassis IDs between
the PCU and the EECU.
Symptom: • Gear shift is disabled.
• Not possible to calibrate the system.
Conditions for fault code: Incorrect chassis ID
Suitable action: 1 Check article and chassis ID on all EVC nodes to determine which one
is wrong. Reprogram that node.
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MID 200, PPID 344 Active anode

potential #1
MID 200: CPM

Fault code explanation: Active anode potential is too high.
NOTICE! Fault setting unit is Transom unit #1.

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 313
Measurements: Checking the CPM signals, page 301

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

Symptom: None
Conditions for fault code: In passive mode (using the zinc anode) the CPM has measured that the
potential between the active titanium anode (which is disconnected while in
passive mode) and the reference electrode is too negative. The targeted
potential (-450mV) between the reference electrode and the active anode is
increasing. The potential becomes more negative.
The polarization potential is lower than -1000mV.
drivelegs.
Logging parameter: • Polarization potential #1 / Polarization potential #2, page 313
• Protection measure #1 / Protection measure #2, page 314
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Fault code explanation: Active anode polarization value is too high.

Symptom: None
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.
drivelegs.
Circuit description
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
5 Active anode signal
6 Passive anode signal
7 Bonding cable input, STBD
8 Bonding cable input, PORT
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MID 200, PPID 345 Passive anode

potential #1
MID 200: CPM

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

Symptom: None
Conditions for fault code: In active mode (using the active titanium anode) the CPM has measured that
the potential of the passive zinc anode (which is disconnected while in active
mode) is too positive. The expected potential (≈-1050mV) between the
reference cell and the passive zinc anode is decreasing. The potential
becomes more positive.
The passive anode potential is lower than -700mV.
Suitable action: 1 Change the zinc anode.
2 Check all wiring and connectors between the CPM, the ATU and the
drivelegs.
Logging parameter: • Passive anode potential #1 / Passive anode potential l#2, page 313

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

Symptom: None
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.
drivelegs.
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Circuit description

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MID 200. PPID 346 Active anode

potential #2
MID 200: CPM

Fault code explanation: Active anode potential is too high.

Symptom: None
Conditions for fault code: The potential between the active anode and the drive legs as reference has
exceeded 8000 mV.
drivelegs.
Logging parameter: Active anode potential #1 / Active anode potential #2, page 313

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

Symptom: None
passive mode) and the reference electrode is too negative. The targeted
potential (-450mV) between the reference electrode and the active anode is
increasing. The potential becomes more negative.
The polarization potential is lower than -1000mV.
drivelegs.
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Fault code explanation: Active anode polarization value is too high.

Symptom: None
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.
drivelegs.
Circuit description

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MID 200, PPID 347 Passive anode

potential #2
MID 200: CPM

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

Symptom: None
mode) is too positive. The expected potential (≈-1050mV) between the
reference cell and the passive zinc anode is decreasing. The potential
becomes more positive.
The passive anode potential is lower than -700mV.
drivelegs.

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

Symptom: None
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.
drivelegs.
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Circuit description

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MID 200, PPID 444 Polarization

potential #1
MID 200: CPM

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

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
drivelegs.
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.
• Passive anode potential #1 / Passive anode potential l#2, page 313

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

Symptom: None
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.
drivelegs.
2 Check that the driveleg is isolated from battery negative.
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Fault code explanation: Reference failure.

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.
drivelegs.
2 Contact Volvo Penta.
Logging parameter: ECU state, page 313


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.
drivelegs.
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Symptom: None
-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.
drivelegs.

Fault code explanation: Hardware failure

Conditions for fault code: Internal hardware problem in the CPM
Suitable action: 1 Replace the CPM.

Fault code explanation: Reference error.

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.
drivelegs.
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Circuit description

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current #2
MID 200: CPM

Fault code explanation: CPM current output is too high.

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.
drivelegs.
Logging parameter: • Polarization current #1 / Polarization current #2, page 313
• Polarization potential #1 / Polarization potential #2, page 313

Fault code explanation: CPM current output is too low.

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.
drivelegs.
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Fault code explanation: Target error.

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.
drivelegs.

Fault code explanation: Isolation

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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potential #2
MID 200: CPM


Symptom: ACP status is changed to “No protection”.
positive, above -150 mV.
This condition has been true for more than 10 minutes. It is a risk of corrosion.
drivelegs.


Symptom: None
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.
drivelegs.
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Fault code explanation: Reference failure.

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.
drivelegs.
2 Contact Volvo Penta.


Symptom: None
-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.
drivelegs.
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Symptom: None
-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.
drivelegs.

Fault code explanation: Hardware failure

Conditions for fault code: Internal hardware problem in the CPM
Suitable action: 1 Replace the CPM.

Fault code explanation: Reference error.

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.
drivelegs.
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Circuit description

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current #1
MID 200: CPM

Fault code explanation: CPM current output is too high.

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.
drivelegs.

Fault code explanation: CPM current output is too low.

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.
drivelegs.
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Fault code explanation: Target error.

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.
drivelegs.

Fault code explanation: Isolation

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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link
MID 200: CPM

Fault code explanation: Communication failure on the multilink bus
Symptom: The ACP is not activated.
Conditions for fault code: Communication failure on the multilink bus
Possible reason: Open circuit, short circuit or bad connection in the multilink wiring.
Suitable action: 1 Check all multilink wiring and connectors between the CPM and the
HCU. Check for push backs or loose wires in the connectors.
Circuit description

In the twin HCU / lever unit the syncronization data

1 CAN L (IN)
2 CAN L (OUT)
3 CAN H (IN)
5 CAN H (OUT)
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MID 200: CPM

Conditions for fault code: Checksum fault or no program loaded.
Suitable action: 1 Reprogram the CPM unit.
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memory EEPROM
MID 200: CPM

Fault code explanation: Checksum error in Data set 1 or Data set 2.
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.

Fault code explanation: Invalid data
Symptom: Degraded corrosion protection is used.
Conditions for fault code: Invalid data in Data set 2.
Suitable action: 1 Reprogram the CPM unit.
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MID 200: CPM

Fault code explanation: A node has shut down due to too many internal resets or a fault on the unit.
Internal fault in CPM
Conditions for fault code: Internal fault in CPM
Suitable action: 1 Restart the system.
2 Change the CPM unit.

Fault code explanation: A node has shut down due to too many internal resets or a fault on the unit.
Internal fault in CPM
Conditions for fault code: Internal fault in CPM
Suitable action: 1 Restart the system.
2 Change the CPM unit.
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MID 200: CPM

Symptom: ACP mode and ACP status unavailable in the panel / display
Conditions for fault code: Communication with the HCU is lost for more than 20 seconds.
Possible reason: Open circuit, short circuit or bad connection in the multilink wiring.
Suitable action: 1 Check all multilink wiring and connectors between the CPM and the
HCU.
Description
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.
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MID 250: SUS

Fault code explanation: Too high voltage detected at the SUS power supply input, B+
Symptom: • Steering is disabled.
Conditions for fault code: The SUS supply voltage has exceeded 40 Volt for more than 1.5 seconds.
Suitable action: 1 Measure the voltage on B+ and B- on the SUS.
2 Measure battery voltage and check the battery status. Check that the
battery capacity complies with installation recommendations.
3 Check the alternator charging voltage.

Fault code explanation: Too low voltage detected at the SUS power supply input, B+
Conditions for fault code: The SUS supply voltage is below 10 Volts for more than 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.
4 Check the alternator voltage and that the alternator sensor cable is
correctly connected.
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link
MID 250: SUS

Fault code explanation: The SUS has lost or detected too many errors in the EVC bus communication
with PCU and has shut down the interface.
Symptom: None
Conditions for fault code: Bus off / Bus warning error reported from CAN controller.
Possible reason: • Open circuit or short circuit in the EVC bus between the SUS and PCU.
• Electrical disturbance on the EVC bus
• Software problem in the SUS
2 Reprogram the SUS unit.
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D11, D13, D3, D4, D6, D9, IPS, IPS2, IPS3
MID 250: SUS

Fault code explanation: No software loaded or there is something wrong with the software causing the
SUS to remain in boot mode.
Symptom: SUS unit is not activated.
Possible reason: • No main software in the SUS
• SUS has been replaced.
• Checksum error
Suitable action: 1 Reprogram the SUS unit.
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memory EEPROM
MID 250: SUS

Fault code explanation: Calibration data incorrect in SUS.
Conditions for fault code: Calibration data incorrect in SUS.

Fault code explanation: Memory failure in SUS
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.

Fault code explanation: Invalid calibration data
Symptom: • SUS unit is not activated.
• Shifting permitted after acknowledge.
• Cranking permitted after acknowledge.
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.
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MID 250: SUS

Fault code explanation: Internal failure in the SUS
Conditions for fault code: Internal failure in the SUS

Fault code explanation: SUS software checksum incorrect
Conditions for fault code: SUS software checksum incorrect


Fault code explanation: Internal failure in the SUS
Conditions for fault code: Internal failure in the SUS
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Fault code explanation: Memory data incorrect in SUS
Conditions for fault code: Memory data incorrect in SUS
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MID 250, PPID 55 ECU temperature
MID 250: SUS

Fault code explanation: The SUS unit has two different temperature sensors, one for the ECU
hardware and one for the servo motor. SUS supervises that the two sensors
have almost the same value.
Conditions for fault code: Faulty sensor, one of the two temperature sensors are faulty.
2 Perform IPS calibration.
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input (E)
MID 250: SUS

Symptom: None
SUS.
PCU and the SUS.
2 Check all wiring and connectors between all EVC ECUs. Check for push
Logging parameter: EVC bus power input (E), page 304
(MID 164)
Circuit description
SCU.

2 EVC bus L
5 EVC bus H
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position
MID 250: SUS

Fault code explanation: Faulty or incorrect steering control data from the HCU
Symptom: • System is not active.
Conditions for fault code: Steering angle command from HCU is out of range, the set point value is
outside ± 35 degrees.
2 Check the system for other fault that can be the main problem.
3 Check that the HCU has detected the steering wheel.
Please refer to section Component location, page 10.
4 Reprogram the HCU.

Fault code explanation: Faulty, missing or incorrect steering control data from the HCU
Possible concurrent displayed MID 164, PSID 133 Steering wheel data link, page 90 (if all steering wheel
fault code: data is lost).
Symptom: • System is not active.
Conditions for fault code: Set point of steering angle from the HCU is missing or faulty.
3 Check all wiring and connectors between the SUS and the HCU. Check
Please refer to section Component location, page 10.
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MID 250, PPID 426 Rudder angle
MID 250: SUS

Fault code explanation: Drive outside calibrated position.
Conditions for fault code: Rudder angle has exceeded starboard or port side calibrated end positions.
Suitable action: 1 Check wires and connectors between resolver and SUS.
2 Recalibrate IPS system.
Report calibration data to VPPN.
3 Change resolver.
Perform IPS calibration.
Measurements: Measuring the resolver, page 290

Fault code explanation: Electrical fault in the resolver circuit
Conditions for fault code: SUS indicates open circuit in resolver circuit.
2 Change resolver.
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Fault code explanation: Electrical fault in the resolver circuit
Conditions for fault code: SUS indicates short circuit in resolver circuit.
2 Change resolver.

Conditions for fault code: Error between requested drive position and current drive position. Resolver
difference error. SUS cannot reach target position.
2 Recalibrate IPS system.
3 Check that the driveline is not mechanically stuck.
4 Change resolver.
5 Check if the driveline has correct position in the hull insert.
Measurements: • Measuring the resolver, page 290
• Cranking the IPS unit, page 296
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MID 250, PPID 427 Servo motor

temperature
MID 250: SUS

hardware and one for the servo motor. The temperature in the servo is outside
its limits.
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.
It is still possible to run the system in emergency drive.

hardware and one for the servo motor. The temperature in the servo is outside
its limits.
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.
NOTICE! It is still possible to run the system in emergency drive.
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MID 250, PSID 1 EVC bus network

config
Fault code explanation: The EVC network has an invalid configuration.
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.
• 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
configuration.

Fault code explanation: The EVC network has a new configuration. Normal during installation
Conditions for fault code: Error during normal operation
node has a faulty signature or an illegal node address.
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.
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MID 250, PSID 2 EVC bus power

output C
MID 250: SUS

Fault code explanation: Fault in the EVC bus backup power supply. The SUS is the supplier of the
backup power supply.
Possible concurrent displayed MID 164, PPID 393 EVC Bus power input (E), page 34
fault code:
Symptom: None
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.
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.
Circuit description
SCU.

2 EVC bus L
5 EVC bus H
P0014464
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30-2 Fault Tracing
MID 250, PSID 3 Servo motor
MID 250: SUS

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.
Conditions for fault code: Supply voltage to the servo motor exceeds 35 V for more than 600 ms.
Possible reason: Overcharging problems.
Suitable action: 1 Check for other faultcodes that could cause this faultcode.
2 Check battery status and the battery charging circuit.

faultcodes.
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
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.
5 Check if the IPS drive is mechanically stuck by moving the drive with the
emergency wheel.
Measurements: Cranking the IPS unit, page 296
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faultcodes.
Conditions for fault code: Supply voltage to the servo motor exceeds 42 V for more than 1 second.
Could occur if connected to shore power.
Possible reason: • Overcharging problems.
• Transients problems
2 Check battery status and the battery charging circuit.
3 Check the shore power battery charging circuit.

faultcodes.
Conditions for fault code: Supply voltage to the servo motor is below 9.5 V for more than 50 ms after
entering self-test mode.
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
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.
emergency wheel.
Measurements: Cranking the IPS unit, page 296
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faultcodes.
Conditions for fault code: Open circuit in the servo motor windings.

faultcodes.
Conditions for fault code: The current through the servo motor is abnormally high.
Generally coexists with other faultcodes.
Possible reason: • The servo motor is mechanically locked.
• Problem with the resolver connection or the resolver
Suitable action: 1 Check if the IPS drive is mechanically stuck by moving the drive with the
emergency wheel.
2 If the fault code coexists with:
- MID 250, PSID 3, FMI 1, 7
- MID 250, PPID 426, FMI 2, 5, 6, 7
Check the resolver and the resolver connection. If resolver is replaced,

perform an IPS calibration. Report calibration data to VPPN.
Measurements: • Cranking the IPS unit, page 296
• Measuring the resolver, page 290
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faultcodes.
Conditions for fault code: • The SUS controller detects an error between requested position and
current position and the SUS can't reach target position.
• Difference in angle estimates from resolver
• The SUS has detected a overspeed error on the servo motor.
Possible reason: • The servo motor is mechanically locked.
• Problem with the resolver connection or the resolver
emergency wheel.
2 Check the resolver and the resolver connection. If resolver is replaced,

faultcodes.
Conditions for fault code: SUS controller detects an error between the servo motor calculated position
and the resolver angle position.
Suitable action: 1 If the resolver has been changed, it could have been mounted
incorrectly.
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faultcodes.
Conditions for fault code: Servo motor self-test fault
Suitable action: 1 Check battery status and the battery connections.
emergency wheel.
Measurements: • Measuring the resolver
• Cranking the IPS unit, page 296
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30-2 Fault Tracing
MID 250, PSID 4 Rudder brake
MID 250: SUS

Fault code explanation: The SUS internal brake is defective.
Symptom: Limited or no steering
Conditions for fault code: Open circuit in the control signals to mechanical brake.
Suitable action: 1 Change the SUS unit. Perform IPS calibration. Report calibration data
to VPPN.

Conditions for fault code: Short circuit in the control signals to mechanical brake.
to VPPN.

Conditions for fault code: The brake is not responding during self-test.
to VPPN.

Fault code explanation: The SUS internal brake is defective or other actuator problems.
Conditions for fault code: In the self-test, the SUS has not been able to move the drive to the calibrated
position in time.
emergency wheel.
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30-2 Fault Tracing

Communication
MID 250: SUS

Fault code explanation: SUS has temporarily lost communication with an active HCU.
Conditions for fault code: The SUS has no communication with any active HCU. Gear to neutral.
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.
SUS. Check for push backs or loose wires in the connectors.

Fault code explanation: SUS has temporarily lost communication with an active HCU.
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.
SUS.
2 Check all EVC data bus wiring and connectors between the SUS and
the HCU. Check for push backs or loose wires in the connectors.
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Circuit description
SCU.

2 EVC bus L
5 EVC bus H
P0014464
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external components
MID 250: SUS

Symptom: None
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MID 250, PSID 209 Datalink, MID164
MID 250: SUS

Fault code explanation: Internal communication failure in the SUS
Symptom: • SUS is not activated.
• Steering is disabled.
Conditions for fault code: There is an internal bus communication fault in the SUS.
Suitable action: 1 Power down the system using the main switch and then restart the
system.
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30-2 Fault Tracing
MID 250, PSID 232 SAE J1939-1,

MID 250: SCU

Fault code explanation: Disturbed communication between the SCU and other EVC nodes.
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.
• See section Checking the EVC network set up, page 302.
Suitable action: 1 Check all EVC bus wiring and connectors between all EVC
nodes.Check for push backs or loose wires in the connectors.

Fault code explanation: Disturbed communication between the SCU and other EVC nodes.
Fault stored in memory Yes
code MID 164, PSID 232 SAE J1939-1 SubNet 1, Control link, page 78
Symptom: • None
2 See section Checking the EVC network set up, page 302.
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30-2 Fault Tracing
MID 250: SCU

Fault code explanation: Too high voltage detected at the SCU power supply input
Symptom: None
Conditions for fault code: The SCU supply voltage has exceeded 33 V for more than 1.3 s.
Suitable action: 1 Measure the supply voltage at the SCU. Check the supply voltage
between X3:1 and X3:29 at the SCU.
3 Check the alternator charging voltage.
Logging parameter: Battery potential, page 315

Fault code explanation: Too low voltage detected at the SCU power supply input
Symptom: If power to the PCU is missing and there is power on the backup power supply
from battery or SCU, all actuators are not working.
Conditions for fault code: The SCU supply voltage is below 5.5 Volts for more than 1.3 seconds.
This may occur during crank if the battery capacity or the battery status is too
poor.
Possible reason: • Broken fuse or lost SCU supply voltage.
• Short circuit to battery negative.
Suitable action: 1 Check all cables, connections, the 10A SCU fuse, the main switch and
connections between the SCU and the batteries for poor connection.
2 Measure the supply voltage at the SCU. Check the supply voltage
between X3:1 and X3:29 at the SCU. Measure battery voltage and
check the battery status. Check that the battery capacity complies with
installation recommendations.
3 Check the alternator charging voltage and that the alternator sensor
cable is correctly connected.
Logging parameter: Battery potential, page 315
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30-2 Fault Tracing
MID 250: SCU

Symptom: Not possible to activate steering.
Possible reason: • No main software in the SCU
• SCU has been replaced.
• Checksum error
Suitable action: 1 Reprogram the SCU unit.
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30-2 Fault Tracing

memory EEPROM
MID 250: SCU

Fault code explanation: Calibration data incorrect in SCU
Conditions for fault code: Calibration data incorrect in SCU
2 Reprogram the SCU unit.

Fault code explanation: Memory failure in SCU
Conditions for fault code: Memory failure in SCU
Suitable action: 1 Replace the SCU unit.
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30-2 Fault Tracing
MID 250: SCU

Fault code explanation: Internal fault in SCU
Symptom: SCU unit is not active.
Conditions for fault code: Memory data incorrect in SCU
2 Reprogram the SCU unit.
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30-2 Fault Tracing

input (E)
MID 250: SCU

Fault code explanation: The bus power voltage has exceeded 33 V for more than 1.3 s.
Symptom: None
Conditions for fault code: Too high voltage detected between X2:1 and X2:3.
SCU.
Suitable action: 1 Check the EVC power supply voltage between X2:1 and X2:3 between
the PCU and the SCU.

Fault code explanation: The bus power voltage is below 5.5 V for more than 1.3 s.
Symptom: None
Conditions for fault code: Too low voltage detected between X2:1 and X2:3.
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.
Circuit description

2 EVC bus L
5 EVC bus H
P0014464
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30-2 Fault Tracing

position
MID 250: SCU

Fault code explanation: Faulty or incorrect steering control data from the HCU
Symptom: • Limited engine speed
• Steering function is disabled.
Conditions for fault code: Steering angle command from HCU is out of range, the set point value is
outside ± 25 degrees for DPH and ± 28 degrees for DPS.
Please refer to Component location, page 10.
• Rudder Angle, page 315

Possible concurrent displayed MID 164, PSID 133 Steering wheel data link, page 90 (if all steering wheel
fault code: data is lost).
Conditions for fault code: Set point of steering angle from the HCU is missing or faulty.
Please refer to Component location, page 10.
4 Check all wiring and connectors between the SCU and the HCU. Check
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30-2 Fault Tracing
MID 250, PPID 426 Rudder angle
MID 250: SCU

Fault code explanation: The drive turns too slowly.
Symptom: None
Conditions for fault code: The drive turns slower than expected.
Possible reason: • Low hydraulic steering oil level.
• Hydraulic steering oil leakage
• Worn drive belt
• Worn hydraulic pump, which generates too low hydraulic steering oil
pressure or oil flow.
Suitable action: 1 Check hydraulic steering oil level.
2 Check that there is no hydraulic steering oil leakage.
3 Check the condition of the drive belt that drives the hydraulic pump.
4 Check the hydraulic steering oil pressure.
Logging parameter: Rudder Angle, page 315
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30-2 Fault Tracing

Fault code explanation: The drive turns in the wrong direction.
• Not possible to activate steering.
Conditions for fault code: The drive turns in the wrong direction during the self-test that is performed
when the engine is started.
Possible reason: • Wrongly connected hydraulic hoses
• Wrongly connected drive position sensors
• Wrongly connected steering solenoids
• Wrongly mounted steering solenoids on the valve plate
Suitable action: 1 Check that all hydraulic hoses from the valve plate through the manifold
to the cylinders are connected at the right places. Please refer to the
hoses wiring description at Electrical Power Supply, Lightning,
Instruments, Software, page 318.
2 Check wires and connectors between the drive position sensors and the
SCU to verify that every wire is connected to the right pin. Please refer
to the SCU wiring description at Electrical Power Supply, Lightning,
Instruments, Software, page 318.
3 To verify that every wire is connected to the right pin, check wires and
connectors between the steering solenoids at the valve plate and the
SCU. Please refer to the SCU wiring description at Electrical Power
Supply, Lightning, Instruments, Software, page 318.
4 Check that the starboard solenoid is the first solenoid that is mounted
onto the valve plate. Check that the port solenoid is mounted on top of
the starboard solenoid.
Logging parameter: Rudder Angle, page 315
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MID 250, PPID 1156 Hydraulic oil

temp
MID 250: SCU

Fault code explanation: The hydraulic steering oil temperature is too high.
Symptom: None
Conditions for fault code: The hydraulic oil temperature exceeds 125 °C (257 °F).
• Clogged oil filter
NOTICE! An oil filter is located in the valve plate.
• Worn drive belt
• Worn hydraulic pump, which generates too low hydraulic steering oil
pressure or oil flow.
4 Change the oil filter and strainer, located in the valve plate.
5 Check the condition of the drive belt that drives the hydraulic pump.
Logging parameter: Hydraulic oil temperature, page 315

Fault code explanation: Faulty sensor / Faulty sensor circuit
Symptom: None
Conditions for fault code: The voltage into the SCU has exceeded 4.95 V.
Possible reason: • Short circuit between the sensor signal cable and the sensor positive
cable.
• Faulty sensor.
Suitable action: 1 Check all wiring and connectors between the SCU and the sensor.
2 Check the sensor.
Measurements: Checking the hydraulic steering oil temperature sensor, page 297
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30-2 Fault Tracing

Symptom: None
Conditions for fault code: The voltage into the SCU is less than 0.1 V.
Possible reason: • Open circuit in sensor positive cable.
• Open circuit in sensor signal cable.
• Short circuit between the sensor signal cable and the battery negative
cable.
• Faulty sensor.
Suitable action: 1 Check all wiring and connectors between the SCU and the sensor.
2 Check the contact pressure in socket X3:3 and X3:17 in the SCU
connector.
3 Check the sensor.
Measurements: Checking the hydraulic steering oil temperature sensor, page 297
Circuit description
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 steering oil
temperature. The SCU pin 3 provides the thermistor
with a reference voltage of +5 Volt.
When the hydraulic steering 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
A small oil filter strainer is located in the valve plate.
P0010646
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30-2 Fault Tracing
MID 250, PPID 1559 Steering

solenoid STBD
MID 250: SCU

Fault code explanation: Faulty STBD steering solenoid / faulty STBD steering solenoid circuit
Possible concurrent displayed MID 250, PSID 9 Steering Control Unit and steering sensors, page 254
fault code:
Conditions for fault code: The current output to STBD steering solenoid is below normal.
Possible reason: • Open circuit in starboard solenoid wiring.
• Bad contact in the starboard steering solenoid connector or at the SCU
connector
• Faulty starboard solenoid coil
2 Check all wiring and connectors between the SCU and the starboard
steering solenoid. Check for push backs or loose wires in the
connectors. Check the contact pressure in socket X3:14 and X3:42 in
the SCU connector.
3 Check the starboard steering solenoid coil.
Logging parameter: Steering solenoid STBD (boat turns starboard), page 315
Measurements: Checking the steering / service solenoid, page 299

Fault code explanation: Faulty STBD steering solenoid / faulty STBD steering solenoid circuit
fault code:
Conditions for fault code: The current output to STBD steering solenoid is above normal.
Possible reason: • Open circuit in starboard solenoid wiring.
• Short circuit between pin X3:14 and pin X3:42 in the SCU.
• Faulty starboard solenoid coil
the SCU connector.
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30-2 Fault Tracing

Fault code explanation: STBD steering solenoid is missing during auto configuration.
Symptom: None
Conditions for fault code: Starboard steering solenoid is missing during auto configuration.
2 Perform a Vodia log test.
the SCU connector.
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30-2 Fault Tracing
Component description
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 hydraulic
pressure makes the port steering cylinder push the
drive to starboard and the boat will turn to starboard.
Circuit description
The control signal from the SCU to the steering
solenoid is a PWM (pulse width modulated) signal.
When ignition is on and the engine is stopped the SCU
is checking the steering solenoids by putting out a
small current through the steering solenoids.
The voltage between pin 14 and pin 42 at the SCU is

normally high when STBD steering solenoid is
activated.
SCU Signal type Solenoid

X3:13 High-side switch PORT solenoid
X3:28 Low side switch PORT solenoid
X3:14 High-side switch STBD solenoid

X3:42 Low side switch STBD solenoid
X3:10 High-side switch Service solenoid

X3:25 Low side switch Service solenoid
P0010647
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30-2 Fault Tracing

solenoid PORT
MID 250: SCU

Fault code explanation: Faulty PORT steering solenoid / faulty PORT steering solenoid circuit
fault code:
Conditions for fault code: The current output to PORT steering solenoid is below normal.
Possible reason: • Open circuit in port solenoid wiring.
• Bad contact in the port steering solenoid connector or at the SCU
connector
• Faulty port solenoid coil
2 Check all wiring and connectors between the SCU and the port steering
solenoid. Check the contact pressure in socket X3:13 and X3:28 in the
SCU connector.
3 Check the port steering solenoid coil.
Logging parameter: Steering solenoid PORT (boat turns port), page 316

Fault code explanation: Faulty PORT steering solenoid / faulty PORT steering solenoid circuit
fault code:
Conditions for fault code: The current output to PORT steering solenoid is higher than normal.
Possible reason: • Short circuit in the port steering solenoid wiring.
• Faulty port solenoid coil
solenoid. Check the contact pressure in socket X3:13 and X3:28 in the
SCU connector.
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Fault code explanation: PORT steering solenoid is missing during auto configuration.
Symptom: None
Conditions for fault code: PORT steering solenoid is missing during auto configuration.
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.
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 hydraulic pressure makes the port
steering cylinder push the drive to starboard and the
boat will turn to starboard.
Circuit description
The control signal from the SCU to the steering
solenoid is a PWM (pulse width modulated) signal.
When ignition is on and the engine is stopped the SCU
is checking the steering solenoids by putting out a
small current through the steering solenoids.
normally high when STBD steering solenoid is
activated.



P0010647
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30-2 Fault Tracing

solenoid (service valve)
MID 250: SCU

Fault code explanation: Faulty service solenoid / faulty service solenoid circuit
Conditions for fault code: The current output to the service solenoid is either below normal or higher
than normal.
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.
• Faulty service solenoid coil
2 Check all wiring and connectors between the SCU and the service
3 Check the service solenoid coil.
Logging parameter: Steering solenoid (service valve), page 316
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30-2 Fault Tracing

Fault code explanation: Service solenoid self-test failed.
• Not possible to activate steering.
Conditions for fault code: Service solenoid self-test failed.
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.
• Fault in the sterndrive hydraulic system.
• Faulty service solenoid coil
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 318.

Fault code explanation: The service solenoid is missing during auto configuration.
Symptom: None
Conditions for fault code: The service solenoid is missing during auto configuration.
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30-2 Fault Tracing
A magnetically controlled proportional 2-position valve
(open, closed) located in the valve plate controls the
hydraulic flow between the steering cylinders located
at the drive. When turning the ignition key from 0 to 1
the service solenoid is activated and opens a hydraulic
circuit between the steering cylinders and makes it
possible to move the drive by pushing it by hand. As
soon as the engine is started the service solenoid is
closed.
Circuit description
The control signal from the SCU to the service solenoid
is a PWM (pulse width modulated) signal. When
ignition is on the SCU activates the service solenoid.
normally high when the service solenoid is activated.



P0010647
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30-2 Fault Tracing
MID 250, PPID 1670 Steering sensor

(DPS top, DPH port)
MID 250: SCU

Fault code explanation: Faulty sensor / Faulty sensor circuit.
fault code:
Symptom: One sensor failed:
None
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.
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: Steering sensor (DPS top, DPH port), page 316
Measurements: Checking the drive position sensor, page 291
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30-2 Fault Tracing

fault code:
Symptom: None
Conditions for fault code: The voltage on pin X3:19 in the SCU is less than 0.12 V.
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).
supply cable and the sensor negative cable (port-DPH; top-DPS).
• Faulty sensor.
top-DPS).
(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.
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DPH
On each DPH drive there are two drive position
sensors. One on the port side of the drive and one on
the starboard side of the drive. The drive position
sensor is located in a plastic cover that is fitted on the
steering cylinder. The sensor is shaped like a pen and
is fitted alongside the steering cylinder. The steering
cylinder piston is equipped with two magnets The drive
position sensor is a magnetoresistive sensor which
means that the sensor resistance will change when
influenced by the magnets on the cylinder piston.
When the drive turns one sensor resistance will fall
while the other sensor resistance will raise. When the
resistance in the sensors changes the output voltage
from the sensors also changes.
DPS
On each DPS drive there are two drive position
sensors. The DPS drive has one steering cylinder with
two drive position sensor fitted along the cylinder side,
one at top and one at bottom. The sensor is shaped like
a pen and is fitted alongside the steering cylinder. The
steering cylinder piston is equipped with two magnets
The drive position sensor is a magnetical resistive
sensor which means that the sensor resistance will
change when influenced by the magnets on the
cylinder piston. When the drive turns both sensors
resistance will change and the output voltage from the
sensors also changes.
Circuit description
The drive position sensor is an active sensor i.e the
sensor must have supply voltage. Pin X3:8 on the
SCU provides the sensor with a voltage of +5 Volt. Pin
X3:37 in the SCU is connected to the sensor negative
wire. The output signal from the drive position sensor
to pin X3:19 on the SCU is a voltage signal between
0.5-4.5 V depended of the location of the cylinder
piston.
SCU Signal type Sensor

X3:8 5 V supply DPS top, DPH port
X3:37 Negative supply DPS top, DPH port
X3:19 Sensor output DPS top, DPH port
X3:7 5 V supply DPS bottom, DPH

starboard
X3:36 Negative supply DPS bottom, DPH
starboard
P0010648 X3:20 Sensor output DPS bottom, DPH
A 6-pin connector. Located near the drive starboard
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30-2 Fault Tracing
MID 250, PPID 1671 Steering sensor

(DPS bottom, DPH starboard)
MID 250: SCU

fault code:
Symptom: One sensor failed:
None
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.
Possible reason: • Short circuit in the drive position sensor wiring between the sensor
• Faulty sensor.
top-DPS).
(stbd-DPH; bottom-DPS) and the SCU.
3 Check the sensor.
Logging parameter: Steering sensor (DPS bottom, DPH starboard), page 316
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fault code:
Symptom: None
Conditions for fault code: The voltage on pin X3:20 in the SCU is less than 0.12 V.
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
the drive.
signal cable and the sensor negative cable (stbd-DPH; bottom-DPS).
supply cable and the sensor negative cable (stbd-DPH; bottom-DPS).
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.
(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: Steering sensor (DPS bottom, DPH starboard), page 316
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DPH
On each DPH drive there are two drive position
sensors. One on the port side of the drive and one on
the starboard side of the drive. The drive position
sensor is located in a plastic cover that is fitted on the
steering cylinder. The sensor is shaped like a pen and
is fitted alongside the steering cylinder. The steering
cylinder piston is equipped with two magnets The drive
position sensor is a magnetoresistive sensor which
means that the sensor resistance will change when
influenced by the magnets on the cylinder piston.
When the drive turns one sensor resistance will fall
while the other sensor resistance will raise. When the
resistance in the sensors changes the output voltage
from the sensors also changes.
DPS
On each DPS drive there are two drive position
sensors. The DPS drive has one steering cylinder with
two drive position sensor fitted along the cylinder side,
one at top and one at bottom. The sensor is shaped like
a pen and is fitted alongside the steering cylinder. The
steering cylinder piston is equipped with two magnets
The drive position sensor is a magnetical resistive
sensor which means that the sensor resistance will
change when influenced by the magnets on the
cylinder piston. When the drive turns both sensors
resistance will change and the output voltage from the
sensors also changes.
Circuit description
The drive position sensor is an active sensor i.e the
sensor must have supply voltage. Pin X3:7 on the
SCU provides the sensor with a voltage of +5 Volt. Pin
X3:36 in the SCU is connected to the sensor negative
wire. The output signal from the drive position sensor
to pin X3:20 on the SCU is a voltage signal between
0.5-4.5 V depended of the location of the cylinder
piston.


starboard
starboard
P0010648 X3:20 Sensor output DPS bottom, DPH
A 6-pin connector. Located near the drive starboard
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MID 250, PPID 1677 EVC bus power

input (C)
MID 250: SCU
FMI 0– Data valid but above normal operational range

Fault code explanation: The back up bus power voltage has exceeded 33 V for more than 1.3
seconds.
Symptom: None
Conditions for fault code: Too high voltage detected between X2:4 and X2:6.
Possible reason: • Short circuit in the EVC backup bus power supply between the PCU and
the SCU.
Suitable action: 1 Check the EVC back up power supply voltage between X2:4 and X2:6
between the PCU and the SCU.
FMI 1– Data valid but below operational range

Fault code explanation: The back up bus power voltage is below 5.5 V for more than 1.3 seconds.
Symptom: None
Conditions for fault code: Too low voltage detected between X2:4 and X2:6.
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.
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Circuit description
SCU.

2 EVC bus L
5 EVC bus H
P0014464
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MID 250, PSID 1 EVC bus network

config
MID 250: SCU

Fault code explanation: SCU has lost communication with PCU or HCU.
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

Fault code explanation: The EVC network has an invalid configuration.
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.
• There is more than 4 HCU or more than 1 PCU or SCU present in the
network.
• More than one unit with the same signature
configuration.

Fault code explanation: The EVC network has a new configuration. Normal during installation
Symptom: SCU unit is not active.
Conditions for fault code: Error during normal operation
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.
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MID 250, PSID 2 EVC bus power

output C
MID 250: SCU

Fault code explanation: Fault in the EVC bus backup power supply. The SCU is the supplier of the
backup power supply.
Symptom: None
Conditions for fault code: SCU detects an overload or open load condition on power supply.
Possible reason: The power supply between nodes is short circuited.
Suitable action: 1 Check the EVC bus backup power supply voltage between the EVC
ECUs. Check for push backs or loose wires in the connectors.
Circuit description
SCU.

2 EVC bus L
5 EVC bus H
P0014464
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software
MID 250: SCU

Fault code explanation: Incompatible software between the HCU and the SCU
Symptom: None
Conditions for fault code: The HCU software is older than the SCU software.

Fault code explanation: Incompatible software between the HCU and the SCU
Symptom: None
Conditions for fault code: The SCU software is older than the HCU software.
Suitable action: 1 Reprogram the SCU unit.
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Communication
MID 250: SCU

Fault code explanation: SCU has lost communication with an active HCU.
• Gear disengaged.
Conditions for fault code: The SCU has no communication with any active HCU.
Possible reason: • Open circuit in the power supply between the SCU and an active HCU.
• Short circuit in the power supply between the SCU and an active HCU.
• Open circuit in both EVC bus L and EVC bus H wires between the SCU
and an active HCU.
SCU.
Circuit description
SCU.

2 EVC bus L
5 EVC bus H
P0014464
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MID 250, PSID 9 Steering Control

Unit and steering sensors
DTC category: Drive positioning.
Fault code explanation: The drive does not respond correctly.
Fault stored in memory: Yes.
Possible concurrent displayed If drive position sensor error:
fault code:
• MID 250, PPID 1670 Steering sensor (DPS top, DPH port), page 242
• MID 250, PPID 1671 Steering sensor (DPS bottom, DPH
starboard), page 245
If steering solenoid error:

• MID 250, PPID 1559 Steering solenoid STBD, page 234
• MID 250, PPID 1560 Steering solenoid PORT, page 237
• MID 250, PPID 1561 Steering solenoid (service valve), page 239
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: The deviation between actual rudder position and desired rudder position,
requested by the input from the steering wheel / joystick, is too large.
DTL = 15 degrees during 100 ms or 5 degrees during 800 ms.
• Clogged oil filter An oil filter/strainer is located in the valve plate.
• Low hydraulic oil pressure, slipping servo drive belt.
• Broken steering cylinder (internal leakage, too high internal friction).
• The port solenoid connector and the service valve connector at the
valve plate are misconnected.
• Open circuit in port solenoid wiring.
• Open circuit in starboard solenoid wiring.
• Short circuit between the drive position sensors signal cables.
(port-DPH; top-DPS) signal cable (pin X3:19 in the SCU connector) and
(stbd-DPH; bottom-DPS) signal cable (pin X3:20 in the SCU connector).
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Suitable action: 1 Check hydraulic steering oil level.

4 Check the drive respons during the drive self test performed when
starting the engine. Compare the respons behaviour between the
drives, should be similar.
Try moving the drive from one side to the other by hand when ignition is
off (should only be possible at ignition on - service valve activated). If the
drive can be moved from one side to the other at ignition off there is a
leak in the hydraulic system or internal leakage in a steering cylinder.
At ignition on move both drives by hand and check that the force needed
is similar. If not it can be a restriction in the system. Check the drive,
hydraulic system and steering cylinders for damages/restrictions that
affects the drive movement.
If suspected steering cylinder fault:
Disconnect the steering cylinder rod from the drive.
Check the condition of the rod and the rubber bellow.
At ignition on push and pull the rod to check that it runs smooth.
Compare with other steering cylinder. Note this action will set a DTC.
5 Change the oil filter/strainer, located in the valve plate. Please refer to
the workshop manual for the drive.
6 Check that the service solenoid connector and the port steering
solenoid connector at the valve plate has not been misconnected.
7 Check all wiring and connectors between the SCU and the steering
solenoids.
8 Check all wiring and connectors between the SCU and the drive
position sensors.
Logging parameter: • (Use the Electrical steering template when logging)
• Steering wheel position, page 305
• Steering sensor (DPS top, DPH port), page 316
• Steering solenoid STBD (boat turns starboard), page 315
• Steering solenoid PORT (boat turns port), page 316
• Steering solenoid (service valve), page 316
Measurements: • Checking the drive position sensor, page 291
• Checking the steering / service solenoid, page 299
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30-2 Fault Tracing

Fault code explanation: Drive position sensor error.
Possible concurrent displayed • MID 250, PPID 1670 Steering sensor (DPS top, DPH port), page 242
fault code:
Symptom: None
Conditions for fault code: The deviation between the two drive position sensors is more than 5 degrees.
DTL = 1 second
Possible reason: • Open circuit in drive position sensor negative cable (port-DPH; top-
DPS).
• Open circuit in the drive position sensor negative cable (starboard-DPH;
bottom-DPS).
position sensors.
Logging parameter: (Use the Electrical steering template when logging)
Steering sensor (DPS top, DPH port), page 316
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fault code:
• Gear set to neutral. Gear control regained after putting the lever into
neutral position.
Conditions for fault code: There is no signal from any of the drive position sensors.
None of the drive positions sensors are connected.
position sensors.
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fault code:
Symptom: Limited engine speed
Conditions for fault code: The deviation between the two drive position sensors is more than 8 degrees.
DTL = 1 second
Possible reason: • If a drive position sensor has been changed, the drive position sensor
the drive.
• Open circuit in drive position sensor negative cable (port-DPH; top-
DPS).
• Open circuit in drive position sensor negative cable (stbd-DPH; bottom-
DPS).
position sensors.

DTC category: System mismatch
Fault code explanation: Drive position sensor is missing during auto configuration.
Symptom: Limited engine speed
Conditions for fault code: One or both of the drive position sensors are missing during auto
configuration.
Possible reason: One or both drive position sensors are wrongly connected.
position sensors.
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Circuit description
This fault code becomes active when the response
from the drive is incorrect or any of the drive position
sensors does not respond correctly.
Please refer to:

• Drive position sensors
• Steering solenoids
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Unit and steering sensors
MID 250: SCU

Fault code explanation: The drive does not respond correctly.
fault code:

Symptom: • Steering function is disabled.
Conditions for fault code: The drive does not respond correctly.
• Low hydraulic steering oil pressure.
• The port solenoid connector and the service valve connector at the
valve plate are misconnected.
2 Check hydraulic steering oil level.
4 Change the oil filter/strainer, located in the valve plate.
solenoids.
position sensors.
7 Check the drive for damages.
8 Be sure to check that the service solenoid connector and the port
steering solenoid connector at the valve plate has not been
misconnected.
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Logging parameter: • Steering sensor (DPS top, DPH port), page 316
• Checking the steering / service solenoid, page 299
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fault code:
Symptom: None
Conditions for fault code: The deviation between the two drive position sensors is more than 5 degrees
for more than 1 second.
Possible reason: • Open circuit in drive position sensor negative cable (port-DPH; top-
DPS).
• Open circuit in the drive position sensor negative cable (starboard-DPH;
bottom-DPS).
position sensors.

fault code:
Conditions for fault code: There is no signal from any of the drive position sensors.
None of the drive positions sensors are connected.
position sensors.
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fault code:
Conditions for fault code: The deviation between the two drive position sensors is more than 8 degrees
for more than 1 second.
Possible reason: • If a drive position sensor has been changed, the drive position sensor
the drive.
• Open circuit in drive position sensor negative cable (port-DPH; top-
DPS).
• Open circuit in drive position sensor negative cable (stbd-DPH; bottom-
DPS).
position sensors.

Fault code explanation: Drive position sensor is missing during auto configuration.
Conditions for fault code: One or both of the drive position sensors are missing during auto
configuration.
Possible reason: One or both drive position sensors are wrongly connected.
position sensors.
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Circuit description
This fault code becomes active when any of the drive
position sensors does not respond correctly.


starboard
starboard
X3:20 Sensor output DPS bottom, DPH
P0010648
starboard
A 6-pin connector. Located near the drive



P0010647
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Unit
MID 250: SCU
FMI 7– Mechanical system not responding properly

Fault code explanation: The SCU self-test failed.
fault code:

Symptom: None
Conditions for fault code: The SCU performs a self test when the engine is started. The SCU will try to
move the drive a few degrees back and forth to make sure that all sensors and
solenoids signals are ok. This faultcode is set if test fails.
• Low hydraulic steering oil pressure.
• The drive is mechanically stuck.
2 Check hydraulic steering oil level.
4 Change the oil filter/strainer, located in the valve plate.
solenoids.
6 Check that the drive is not mechanically stuck. Try to move the drive by
hand when ignition is on and the service valve is activated.
7 Be sure to check that the service solenoid connector and the port
steering solenoid connector at the valve plate has not been
misconnected.
Logging parameter: • Steering solenoid STBD (boat turns starboard), page 315
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P0010647
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external components
MID 250: SCU

Symptom: None
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Chassis ID
MID 250: SCU

Fault code explanation: The SCU has a different chassis ID than the PCU.
Symptom: None
Conditions for fault code: The SCU has a different chassis ID than the PCU.
2 Reprogram the SCU with the correct chassis ID.
Measurements
Schematic symbols
ECU
Interface
Breakout box
Ohm meter
Voltage meter
Key switch
P0014457
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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. If there is an SUS or SCU in the EVC system
there is a back up power supply, distributed from the SUS/SCU, connected to
X2:4 and X2:6.
Special tools: 9998699 Break-out box
88890074 Multimeter
Measurement procedure: 1 Turn the main switch off.
2 Perform Fault tracing of cables and connectors, page 24.
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 (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+ (if a SUS or SCU is connected)
12–11 U ≈ 4 V(1)
12–14 U ≈ 1 V(1)
Schematic diagram:
X2
2 EVC bus L
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.
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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
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
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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.
9998699 Break-out box
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)
5 CAN H (out)
P0014459
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Checking the DPS bus

Description: The DPS bus is powered via the DPS gateway and distributed through pin 4
and pin 6. The DPS data is distributed through pin 2 and pin 5.
Measurement points: 11 (DPS bus L), 12 (Shield), 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:
2 CAN L
3 Shield
5 CAN H
P0015718
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Checking the signals between the

HCU and the AKI
Description: The AKI converts analog signals to LIN bus communication signals. The AKI
is powered by the HCU.
Measurement points: 8-pin connector: 13 (supply -), 14 (supply +), 18 (LIN)
4-pin connector: 1 (supply -), 2 (supply +), 4 (LIN)
13–14 (8-pin) U = Vbat+
2–4 (4-pin)
13–18 (8-pin) U ≈ 0.8x Vbat+(1)
2–4 (4-pin)
13–14 U ≈ 2.5– 2.7 V(1)
Schematic diagram:
X4
8 LIN
P0014460
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Checking the signals between the

key switch and the AKI
Description: The key switch is switching the input status for stop request, ignition
request and crank request between 0V and Vbat+.
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 -
P0014461
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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.
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
P0014462
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Checking the fuel level sensor

Description: The fuel level sensor is connected to pin X3:8 and X3:24 at the PCU.
7 Turn the main switch off when using ohm meter.
Measurement points: 1 (Fuel level negative connection), 2 (Fuel level input signal)
1–2 U ≈ 0.9 x Vbat+(1)
1–2 U ≈ 0-3.7 V(2)
Sensor test:
1–2 R ≈ 3 ±2 − 180 ±15 Ω
Schematic diagram:
A Sender interface
P0010654 P0010655
1. No fuel level sensor connected

2. Fuel level sensor connected, the output signal depends on the fuel
level.
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Checking the transmission oil

pressure sensor
Description: The transmission oil pressure sensor monitors the oil pressure in the
transmission. The sensor is an active sensor, which needs a power supply.
The sensor output signal is a voltage signal proportional to the pressure.
Special tools: 885675 Break-out cable
88890074 Multimeter
Measurement points: 1 (supply +), 2 (pressure output), 3 (temperature output), 4 (supply -)
1–4 U=5V
2–4 U ≈ 0.5 V
Schematic diagram:
P0010660
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Technical Data Working range: 0–3 MPa (0–30 bar)
Supply voltage: 5.00 ±0.25 V DC
Nominal output voltage at 25 °C (77 °F) and supply voltage 5.00 V DC:
• 0.5 V DC at 0 kPa (0 bar)(1)
• 4.5 V DC at 3 MPa (30 bar)(1)
V
5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
0 0.5 1 1.5 2 2.5 3
P0005118
Mpa
V = Output voltage
MPa = Oil pressure
1. At normal atmospheric pressure
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Checking the transmission oil

temperature sensor
Description: The transmission oil temperature sensor monitors the oil temperature in the
transmission. The input signal to the PCU is a voltage signal proportional to
the temperature.
88890074 Multimeter
Measurement points: 1 (supply +), 2 (pressure output), 3 (temperature output), 4 (supply -)
3–4 U = 0.5-4.5 V(1)
Sensor test:
3–4 R = see Resistance table on the following page.
Schematic diagram:
P0010661
1. Depended of the transmission oil temperature.
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Schematic diagram:
P0010662
Technical Data: Working range: -40 – 140 ºC (-40 - 284 ºF)
Resistance table
Set point at (measurement points 3–4):
0 ºC (32 ºF) R ≈ 4930 Ω

10 ºC (50 ºF) R ≈ 2987 Ω
20 ºC (68 ºF) R ≈ 1868 Ω
40 ºC (104 ºF) R ≈ 798 Ω
60 ºC (140 ºF) R ≈ 376 Ω
80 ºC (176 ºF) R ≈ 191 Ω
100 ºC (212 ºF) R ≈ 104 Ω
P0005119
Ω = Resistance
ºC = Transmission oil temperature
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Checking the propeller shaft speed

sensor
Description: The propeller shaft speed sensor is connected to the PCU.
Inboard uses an inductive sensor.
IPS uses an active phase sensor.
Measurement procedure 1 Turn the main switch off.
(Inboard):
2 Disconnect the sensor connector.
Sensor test:
1–2 R ≈ 860 Ω ±10%
Schematic diagram:
P0010656
Measurement procedure (IPS): 1 Turn the main switch off.

2 Dismount the sensor.
5 Start the measurement. Hold and move a metal object in front of the
sensor.
Sensor test: 1 (supply -), 2 (output signal), 3 (supply +)
1-3 U≈5V
1-2 U ≈ 0 or 5 V(1)
1. Depended of if the metal object is in front of the sensor.
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Schematic diagram:
P0010678
Checking the shift solenoid

Description: The primary and secondary gear shift solenoid is connected to the PCU.
2 Disconnect the solenoid connector.
Measurement points:
1–2 (IPS solenoid) R ≈ 6-10 Ω (12 V)
R ≈ 24-32 Ω (24 V)
1–2 (reverse gear) R ≈ 12-24 Ω (12 V)

R ≈ 20-55 Ω (24 V)
Schematic diagram:
P0010657
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30-2 Fault Tracing
Checking the slip solenoid

Description: The slip solenoid is connected to the PCU.
2 Disconnect the solenoid connector.
Measurement points:
1–2 0≠R≠∞Ω
Schematic diagram:
P0010657
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Checking the PCU-EECU wiring

Description: The wiring between the PCU and the EECU contains data bus cables and EVC
power supply cables.
Measurement points: 7 (CAN L), 14 (supply -), 17 (CAN H), 23 (ignition output),28 (supply +)
14–7 U = 2.0-2.5 V(1)
14–17 U = 2.3-2.7 V(1)
14–23 U ≈ Vbat+
14–28 U ≈ Vbat+
Schematic diagram:
P0010663
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30-2 Fault Tracing
Checking the gear shift actuator

potentiometer
Description: The gear shift actuator is connected to the PCU via the X3 connector.
NOTICE! 88820040 must be used to access the signals from the
actuator for SX / DPS drives.
88890016 or 88820040 can be used to access the signals from the
actuator for DPH drives.
Measurement points: 88890016: 11 (potentiometer supply -), 13 (potentiometer feedback), 14
(potentiometer supply +)
88820040: 1 (potentiometer supply -), 21 (potentiometer feedback), 13
(potentiometer supply +)
DPH actuator:
11 - 14 (88890016) U ≈ 3.9 V (Potentiometer supply voltage)
11 - 13 (88890016) U ≈ 1.9 V (Actuator in neutral position)
11 - 13 (88890016) U ≈ 0.5 V or U ≈ 3.3 V (Actuator in end position)
SX / DPS actuator:
1 - 13 (88820040) U ≈ 3.9 V (Potentiometer supply voltage)
1 - 21 (88820040) U ≈ 1.9 V (Actuator in neutral position)
1 - 21 (88820040) U ≈ 1.0 V or U ≈ 2.7 V (Actuator in end position)
Potentiometer value:
11 - 14 (88890016) R ≈ 10 kΩ
11 - 13 (88890016) R ≈ 5 kΩ
1 - 13 (88820040) R ≈ 10 kΩ
1 - 21 (88820040) R ≈ 5 kΩ
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30-2 Fault Tracing
Schematic diagram:
P0010649
Actuator connector: A Transmission interface

1 Starter motor input B Actuator connector
X Measurement points
2 Potentiometer supply negative
3 Starter motor input
4 Potentiometer feedback signal
5 Potentiometer supply positive
Schematic diagram:
P0010652
P0010653
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30-2 Fault Tracing
Checking the actuator / shift

solenoid output driver voltage
Description: The actuator / shift solenoid is driven by two driver circuits in the PCU. When
forward or reverse is requested the PCU supplies the actuator / shift solenoid
with approx. battery voltage.
Special tools: 9998699 Break-out box
88890074 Multimeter
NOTICE! 88820040 must be used to access the signals from the
actuator for SX / DPS drives.
88890016 or 88820040 can be used to access the signals from the
actuator for DPH drives.
88820040 must be used to access shift solenoids signals.
5 To catch the output voltage, use the multimeter “Fast MIN MAX”
function.
Measurement points:
10 - 12 (88890016) U ≈ Vbat+ (during gear shifting)
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30-2 Fault Tracing
Schematic diagram:
P0010649
Actuator connector: A Transmission interface

1 Starter motor input B Actuator connector
2 Potentiometer supply negative
3 Starter motor input
4 Potentiometer feedback signal
5 Potentiometer supply positive
Schematic diagram:
1 Primary solenoid
2 Secondary solenoid
P0010650
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30-2 Fault Tracing
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.
function.
Measurement points: 10 (supply + when close valve; supply - when open valve), 11 (feedback
signal, open), 12 (supply + when open valve; supply - when close valve), 13
(feedback signal, close)
10–12 U ≈ Vbat+ or Vbat-(1)
10–11 U ≈ Vbat+ when valve is opening
12–13 U ≈ Vbat+ when valve is closing
Schematic diagram:
P0010680
B CWES connector
C Clear wake exhaust valve motor
1. Depending on opening or closing valve.
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Measuring the resolver

Measuring the resolver: 1 Turn the main switch off.
2 Disconnect resolver wire harness.
3 Use multimeter 88890074 to do resistance measurements.
Measurement Set point

points
1-2 37 Ω ± 10 %
3-4 100 Ω ± 10 %
5-6 100 Ω ± 10 %
NOTICE! Measurement is done to eliminate short circuiting or breaks in the

cable.
1 6
2 5
3 4
P0010676
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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.
88890074 Multimeter
Measurement points: 7 (supply + sensor 2), 8 (supply + sensor 1), 19 (signal output sensor 1), 20
(signal output sensor 2), 36 (supply - sensor 2), 37 (supply - sensor 1)
PORT (1):
37 - 8 U≈5V
37 - 19 U ≈ 0.5–4.5 V (depending on the drive position)
STBD (2):
36 - 7 U≈5V
36 - 20 U ≈ 0.5–4.5 V (depending on the drive position)
Schematic diagram:
1 Port sensor
2 Starboard sensor
A 6-pin connector. Located near the drive
P0010651
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30-2 Fault Tracing
Checking the diesel key switch

diode
Tools:
88890074 Multimeter
The diode in the key switch connector block maintains

the activation signal to the EECU even while the
engine is running. The diode should also ensure that
the starter motor does not crank when just the ignition
is on.
1 NOTICE! Cut the current with the main switches.
2 Undo the connector block on the key switch.
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
p0005142
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 these measurements indicate a defective diode,
replace the key wiring.
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30-2 Fault Tracing
Checking the powertrim

potentiometer
Description: The powertrim potentiometer is connected to the PCU via the X3 connector.
Measurement points:
2–12 U ≈ 2.8 V (DPH / DPR)
U ≈ 2.0 V (SX)
2–12 R ≈ 2.3 kΩ (DPH / DPR)
R ≈ 730 Ω (SX)
Schematic diagram:
P0010664
B Actuator connector
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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.
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30-2 Fault Tracing
Checking the powertrim control

signal
Description: The powertrim is connected to the PCU via the X3 connector.
Measurement points:
14–22 U ≈ 0.9 x Ubat(1)
14–25 U ≈ 0.9 x Ubat(2)
2–12 R ≈ 2.3 kΩ (DPH / DPR)
R ≈ 730 Ω (SX)
Schematic diagram:
P0010665
B Actuator connector
1. When powertrim up button is pushed.

2. When powertrim down button is pushed.
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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.
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
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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.
88890074 Multimeter
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.
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30-2 Fault Tracing
Schematic diagram:
P0010674
Technical Data: Working range: -40 – 135 ºC (-40 - 275 ºF)
Resistance table
Set point at (measurement points 3–17):
0 ºC (32 ºF) R ≈ 9400 Ω

20 ºC (68 ºF) R ≈ 3500 Ω
40 ºC (104 ºF) R ≈ 1460 Ω
60 ºC (140 ºF) R ≈ 670 Ω
80 ºC (176 ºF) R ≈ 330 Ω
100 ºC (212 ºF) R ≈ 180 Ω
110 ºC (230 ºF) R ≈ 130 Ω
120 ºC (248 ºF) R ≈ 100 Ω
130 ºC (266 ºF) R ≈ 77 Ω
140 ºC (284 ºF) R ≈ 60 Ω
P0005119
Ω = Resistance
ºC = Transmission oil temperature
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30-2 Fault Tracing
Checking the steering / service

solenoid
Description: The steering solenoid is driven by a driver circuit in the SCU. When turning
starboard or port, the SCU supplies the steering solenoid with approx. battery
voltage.
The service valve is only activated during ignition on or if the drive has a
malfunction.
88890074 Multimeter
function.
Measurement points: 13 (high side PORT), 28 (low side PORT), 14 (high side STBD), 42 (low side
STBD), 10 (high side service valve), 25 (low side service valve)
PORT
13–28 U = Vbat+
STBD
14–42 U = Vbat+
Service valve
10–25 U = Vbat+(1)
Sensor test:
PORT
13–28 R ≈ 10 Ω ±10%
STBD
14–42 R ≈ 10 Ω ±10%
Service valve
10–25 R ≈ 10 Ω ±10%
1. U = 5-9 V when no "Fast MIN MAX" is used.
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30-2 Fault Tracing
Schematic diagram:
A PORT solenoid
B STBD solenoid
C Service solenoid
P0010658
Schematic diagram:
A PORT solenoid
B STBD solenoid
C Service solenoid
P0010659
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30-2 Fault Tracing
Checking the CPM signals

Description: The input/output signals to/from CPM can be measured to verify the function
of the system.
function.
Measurement points: 24 (reference cell 1), 25 (reference cell 2), 26 (reference cell 3), 28 (active
anode signal), 29 (passive anode signal), 30 (bonding cable stbd), 31
(bonding cable port)
28–30/31 0-8 V(1)
29–24/25/26 U ≈ -1100 mV
24/25/26–30/31 -450 mV(2)
Schematic diagram:
4 -
P0010666
1. When running in normal mode

2. Target potential.
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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.
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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
• 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.
• Button 2
• Button 3
• Button 4
HCU.
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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.
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.
Logging subparameter: Key supply
Normal value: Vbat+
Key panel status

Description: Indicates the status of the key position or start/stop panel status at the HCU.
Logging subparameter: • Ignition input status
• Crank input status
• Stop input status
• Key supply output status
Off Indicates that the input is not activated at the HCU.
On Indicates that the input is activated at the HCU.
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30-2 Fault Tracing
Requested gear
Description: Indicates the requested gear from the HCU. Indicates which state the neutral
switch is in.
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.
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.
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.
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.
Logging subparameter: Steering wheel position
Valid working range: ± 30 degrees
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Throttle calibrated position

Description: Indicates the requested throttle position from the HCU.
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 C, D
Logging subparameter: • DPS button
• High Mode button
• Docking button
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.
Joystick X position
Description: Indicates the joystick horizontal movement sensor output voltage at the HCU.
Logging subparameter: Joystick X position
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.
Logging subparameter: Joystick Y position
Full forward 0V
No movement 2.5 V
Full backwards 5V
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Joystick Z position
Description: Indicates the joystick turning movement sensor output voltage at the HCU.
Logging subparameter: Joystick Z position
Full turn left 0V
No movement 2.5 V
Full turn right 5V
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MID 187: PCU
EVC configuration data PCU

Description: Indicates what EVC configuration the PCU detected during the auto
configuration.
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.
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).
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.
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30-2 Fault Tracing
EVC bus power input (E)
(MID 187)
Description: Indicates the primary input voltage to the PCU.

Logging subparameter: EVC bus power input (E)
Normal value: Vbat+
Engine sync acknowledge

Description: Indicates the status of the helm
Logging subparameter: Idle calibration
Parameter status: Inactive, Active
Inactive Idle calibration is not activated.
Active Idle calibration is activated.
Logging subparameter: Stop request
Inactive The PCU is not receiving a stop request.
Active The PCU is receiving a stop request.
Logging subparameter: Crank request
Inactive The PCU is not receiving a crank request.
Active The PCU is receiving a crank request.
Logging subparameter: Station status
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
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.
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Transmission range attained

Description: Indicates the requested gear status from the PCU.
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.
Logging subparameter: Fuel Level
Working range: 0-100 %
Transmission oil pressure

Description: Indicates the transmission oil pressure at the PCU.
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.
Logging subparameter: Transmission oil temperature
Normal value: Refer to the technical data for the gearbox.
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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.
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:
Forward:
Potentiometer supply, shift actuator

Description: Indicates the shift actuator potentiometer supply voltage from the PCU.
Logging subparameter: Potentiometer supply, shift actuator
Normal value: U ≈ 4.5 V
Transmission, sensor supply

Description: Indicates the transmission sensor voltage from the PCU.
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.
Logging subparameter: Powertrim position relative to pot supply
Normal value:
DPH U ≈ 3.2-3.7 V (Depending on the trim angle)
Calibrated powertrim position

Description: Indicates the actual drive angle.
Logging subparameter: Calibrated powertrim position
Working range: -64° – 64°
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Powertrim control signal

Description: Indicates the powertrim button status at the PCU.
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.
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.
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30-2 Fault Tracing
MID 200: CPM
Active anode potential #1 / Active

anode potential #2
Description: Indicates the potential between the active anode and the driveleg.
Logging subparameter: Active anode potential #1 / Active anode potential #2
Working range: U ≈ 0-8 V
ECU state
Description: Indicates which mode the CPM is currently working in.
Logging subparameter: ECU state
Parameter status: Failure, Maintenance, Functional
Failure Indicates that there is an error in the system.
Maintenance Indicates that the system is in maintenance mode.
Functional Indicates that the system is functioning normally.
Passive anode potential #1 / Passive

anode potential l#2
Description: Indicates the potential between the zinc anode and the driveleg.
Logging subparameter: Passive anode potential #1 / Passive anode potential l#2
Normal value: U ≈ -1100 mV
Polarization current #1 / Polarization

current #2
Description: Indicates the output current.
Logging subparameter: Polarization current #1 / Polarization current #2
Working range: I ≈ 0-3 A
Polarization potential #1 /
Polarization potential #2
Description: Indicates the potential between the driveleg and the reference cell.
Logging subparameter: Polarization potential #1 / Polarization potential #2
Normal value: U ≈ -450 mV
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30-2 Fault Tracing
Protection measure #1 / Protection

measure #2
Description: Indicates which protection state (active / passive) that is being used. State
can be altered through EVC settings.
Logging subparameter: Protection measure #1 / Protection measure #2
Parameter status: Degraded operational, Passive, Active, Degraded not operational
Degraded operational Indicates that the system is set to “Inactive”. No protection is available.
Passive Indicates that passive protection mode is being used.
Active Indicates that active protection mode is being used.
Degraded not operational Indicates that there is an error in the system. No protection is available.
Protection status #1 / Protection

status #2
Description: Indicates which protection status the ACP system is in.
Logging subparameter: Protection status #1 / Protection status #2
Parameter status: Red, Yellow, Green
Red Indicates that there is an error in the system. No or limited protection
Yellow Indicates that there is an error in the system. Normal or limited protection
Green Indicates that the system is functioning normally.
User mode
Description: Indicates which mode the ACP system is set in. Manage under Settings in the
EVC system.
Logging subparameter: User mode
Parameter status: Inactive, Chlorine gas free, Normal
Inactive Indicates that the system is not activated. Used when the boat is taken out of
the water. Passive anode protection is used.
Chlorine gas free Passive anode protection is used. Switches to normal mode after 4 hours
Normal Indicates that the system is functioning normally.
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30-2 Fault Tracing
MID 250: SCU
Battery potential
Description: Indicates the battery potential at the SCU.
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.
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.
Logging subparameter: Hydraulic oil temperature
Alarm limit: > 125 °C (257 °F)
Steering solenoid STBD (boat turns

starboard)
Description: Indicates the solenoid current consumption.
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
47701823 03-2023 © AB VOLVO PENTA 315

30-2 Fault Tracing
Steering solenoid PORT (boat turns

port)
Logging subparameter: Steering solenoid PORT (boat turns port)
Full turn PORT I ≈ 0-2.5 A
Full turn STBD I≈0A
Steering solenoid (service valve)

Logging subparameter: Steering solenoid (service valve)
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.
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.
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
316 47701823 03-2023 © AB VOLVO PENTA

30-2 Fault Tracing
47701823 03-2023 © AB VOLVO PENTA 317

37-0 Wiring Diagrams

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

X2 (Green) Data link – EVC bus cable
X3 (Pink) Engine and transmission
P0005121
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 (+)
318 47701823 03-2023 © AB VOLVO PENTA

X3 – Engine with reverse gear (Pink) X3 – Engine with sterndrive (Pink)

1 Not used 1 Power supply negative, potentiometer gear shift
actuator
2 Not used
2 Power supply negative, Powertrim
3 Not used
potentiometer
4 Input signal, oil temperature sensor, reversing
3 Powertrim feedback signal
gear*
4 Not used
5 J1587B – Diagnostic bus
5 J1587B – Diagnostic bus
6 Not used
6 Not used
7 CAN L – Data Link to Engine
7 CAN L – Data Link to Engine
8 Input signal, fuel level sensor
8 Input signal, fuel level sensor
9 Gearshift control, secondary (“High-Side
switch”) 9 Gear shift actuator motor, reverse input
10 Gearshift control, primary (“Low Side switch”) 10 Gear shift actuator motor, reverse input
11 Negative (-) connection for rudder indicator, 11 Negative (-) connection for rudder indicator,
water level water level
12 Not used 12 Power supply positive, Powertrim potentiometer
13 Not used 13 Power supply positive, potentiometer gear shift
actuator
14 Negative (-) voltage, Engine and diagnostic
connector 14 Negative (-) voltage, Engine and diagnostic
connector
15 J1587A – Diagnostic bus
15 J1587A – Diagnostic bus
16 Input signal, rudder indicator
16 Input signal, rudder indicator
17 CAN H – Data Link to Engine
17 CAN H – Data Link to Engine
18 Gearshift control, primary (“High-Side switch”)
18 Gear shift actuator motor, forward input
19 Gearshift control, secondary (“Low Side switch”)
19 Gear shift actuator motor, forward input
20 Input signal, oil pressure sensor, reversing gear
20 Not used
21 Not used
21 Feedback signal, potentiometer gear shift
22 Trolling control (“Low Side switch”)*
actuator
23 Ignition signal, key switch
22 Control signal for powertrim, UP
24 Negative (-) connection for fuel level sensor
23 Ignition signal, key switch
25 Trolling control (“Low Side switch”)*
24 Negative (-) connection for fuel level sensor
26 Gearbox revolution pick up*
25 Control signal for powertrim, DOWN
27 Input signal, water level sensor
26 Not used
28 Power supply positive, Engine and diagnostic
27 Input signal, water level sensor
connector
28 Power supply, Engine and diagnostic connector
29 Power supply, reversing gear sensor*
29 Not used
NOTICE! * Depending on the installation.
47701823 03-2023 © AB VOLVO PENTA 319

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
X4 (Gray), PORT
1 Not used
2 Not used
5 Not used
6 Not used
7 Not used
8 LIN communication
320 47701823 03-2023 © AB VOLVO PENTA

Pin configuration, SUS
X2 (Green)
1 System voltage, positive
2 EVC bus L
3 System voltage, negative
5 EVC bus H
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
4 Not used
9 Not used
10 Not used
11 Not used
12 Not used
47701823 03-2023 © AB VOLVO PENTA 321

Pin configuration, SCU
1 System voltage, positive

2 EVC bus L
3 System voltage, negative
P0005121
5 EVC bus H
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”)
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
10 Service valve (“High-side switch”) 32 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
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”)
322 47701823 03-2023 © AB VOLVO PENTA

Wiring Diagram
EVC single installation, main/secondary helm station
A B
C
D L
I
B
G
A
H
D
E
K
0 S
I
II
I
C
J M
N
P
P0010671
A EVC System Tachometer J PCU

B Instruments K EVC system display
C Start/stop panel L NMEA
D Control / HCU M Rudder indicator
E EVC control panel N Diagnosis (VODIA)
F Engine O Fuel level sender
G Main helm station P Freshwater level sender
H Key switch Q Secondary station
I AUX relay
47701823 03-2023 © AB VOLVO PENTA 323

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
324 47701823 03-2023 © AB VOLVO PENTA

GEARSIGNAL FEEDBACK
POWERTRIM FEEDBACK
325
POT.NEG SUPPLY
POT.NEG SUPPLY
POT.POS SUPPLY
POT.POS SUPPLY
GEARPRESSURE
HIGHSIDE (PWR)
LOWSIDE (PWR)
HIGH SIDE(HS1)
HIGH SIDE(HS2)
1708
LOW SIDE(LS1)
LOW SIDE(LS2)
CAN
GEARSUPPLY
BATT+ J1587
J1939
GEARTEMP
GEAR RPM
REF. GND
H L BATT- BATT+ A B 1708

SWITCHED J1587 24
BATT+ B A
22 A2 A3 A4 A5 A6 A7 A1 D1 A8 D8 B1 B2 B3 B4 B5 B6 B7 B8 D2 D3 D4 D5 D6 D7 C1 C2 C3 C4 C5 C6 C7 C8 BATT-
W/GN1,0
BN/SB1,0
GR/OR1,0
SB1,5
BN/R1,0
R1,0
SB1,5
W/SB1,0
SB1,5
SB1,5
R/SB1,5
W1,0
W/R1,0
W/SB1,0
R1,5
R1,5
Y/GR1,0
GR/Y1,0
BN/Y1,0
GR/SB1,0
GN/SB2,5
BL/OR1,0
Y/W1,0
BL/GN2,5
R/BL1,5
GR/BL1,0
BN/SB2,5
Y/W1,0
BL/BN2,5
BL/SB1,5
1 2 5 3 4 6
SB1,0
W1,0
W/SB1,0
R/SB1,0
21
31 18 9 10 19 13 21 1 20 4 29 22 25 12 3 2 26
CAN H
Y/W1,0
17
R2,5
1 1 J1939 GR/Y1,0
E+
L
PWR HS1-LS1
PWR HS2-LS2
GEAR PRESS
7
GEAR PNEG
GEAR TEMP
GEAR PPOS
GEAR PSIG
PWR PNEG
PWR PSUP
GEAR SUP
Y/GR1,0
GEAR HS1
GEAR HS2
PWR PSIG
2 2
GEAR LS1
GEAR LS2
CANL
3
SB2,5
3 E- 29
ENC
SB2,5
4 4 C- 1 2
Y/W1,0 + -
5 5 CANH
1708
B 5 W/SB1,0
R2,5
6 6 C+ 29 POLECONNECTOR J1587 A 15 W1,0
6 POLECONNECTOR
28
FRESHWATER LEVEL SENSOR
R/SB1,5
BATT+ 28 SB0,75 85
86
1
FUEL LEVEL SENSOR
BATT+ R/BL1,5 R/BL0,75

23 2
RUDDER SENSOR
SWITCHED 30
GN0,75 87a
5
R0,75
3
4
GND
SB1,5
BATT- 14
8 27 16 11
26 16 20
SB1,0
R/W2,5 R/W2,5
4 4
R/SB2,5 R/SB2,5
3 3
2 2
GN/SB1,0
24 V
R/BL1,0
BL/SB1,0
18 17
R/GN1,0
R2,5 R2,5
1
SB1,0
SB1,0
SB1,0
1 SYSTEM
1 2 23 1 2 3 4 5 6
32
R/W2,5
4 4 EDC7C+(OUT)
R/SB2,5
SB2,5
3 3 EVC+(OUT) 25
2 2 BAT.- DC/DC
GR/Y1,0
GR/Y1,0
VO0,75
GN0,75
SB0,75
Y/W1,0
Y/W1,0
BL0,75
R/Y1,5
R2,5
SB2,5
SB1,5
1 BAT.+(IN) 12 V
15 1 12V
SYSTEM
44 19 45 35 34 53 52 3 9 14 15 10 39 1 7 12 13 5
89 POLECONNECTOR
47701823 03-2023 © AB VOLVO PENTA

16 POLECONNECTOR 36 POLECONNECTOR
R/BL1,0
9 13 4 12 3 6 11 16 10 15 5 14 25 24 23 30 21 29 10 28 19 9 33 36 18 34 17 20 27 12 7 5 8 3 13 16
30
R1,0
W1,0
GN2,5
GN2,5
R0,75
SB2,5
SB2,5
BL2,5
BL2,5
W2,5
W2,5
Y2,5
Y2,5
R/W0,75
ABBREVIATIONS FOR CABLE COLOUR SEE
BN1,0
R/Y1,5
VOLVO STD 7623,01 POINT 2
SB2,5
4
D+
Y0,75
G S SW
TWISTED IN PAIRS
1 2 1 2 1 2 1 2 1 2 1 2
W1,0
W1,0
B+ B E
B-
M
FUELACTUATOR5
FUELACTUATOR4
FUELACTUATOR6
FUELACTUATOR1
FUELACTUATOR2
FUELACTUATOR3
1 2 3 4 4 3 1 2 1 2 1 2 1 2 3
1 2
1 2 3
3
W
27
R10
n n p p C° C° p
1 2
6 7 8 9 10 11 12 19
P0011287
CYL.X
CYL.X
CYL.X
CYL.X
CYL.X
CYL.1
TO TRIMPUMP
1. GROUND 1. +5V 1. GROUND 13 14 1. SIGNAL 2
2. SUPPLY
“HIGHBANK1” 5 “HIGHBANK2” 2. NTC
3. +5V
2. OUTPUT
3. NC
2. OUTPUT
3. +5V
12V/24V
3. GROUND
D4/D6
4. OUTPUT 4. GROUND
SIGNAL
1
SB16
D4/D6 Cable colors

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

Cable areas in mm2 are specified after the color code
7 Sensor, camshaft RPM in the wiring schedule.
8 Boost air pressure / temperature When no cable area is specified, 0.75 mm2 (0.00116
in2) should be used.
9 Oil pressure, engine Broken cables (lines) are not connected by Volvo
10 Sensor, coolant temperature Penta.
11 Sensor, fuel temperature
NO = Normally open during operation.
12 Sensor, rail pressure
13 High pressure pump, fuel
14 Supercharger
15 Control unit, EDC7C1
16 Auto fuse, EDC7C1 (20 A)
17 Switch, engine stop
18 Switch, coolant
19 Switch, water in fuel
20 Auto fuse, EVC (20 A)
21 Control unit, PCU
22 Connector, customer interface
23 Connector, external sensors
24 Connector, diagnosis
25 Voltage converter
26 Connector, auto fuses (only D6)
27 Auto fuse, 50 A
28 Engine stop, relay
29 Connector, auto fire extenguisher
30 Resistor, 33 Ohm
31 Connector, HCU
32 Connector, DC/DC converter (12 V)
326 47701823 03-2023 © AB VOLVO PENTA

GEARSIGNAL FEEDBACK
POWERTRIM FEEDBACK
POT.NEG SUPPLY
POT.NEG SUPPLY
POT.POS SUPPLY
POT.POS SUPPLY
GEARPRESSURE
HIGHSIDE (PWR)
LOWSIDE (PWR)
HIGH SIDE(HS1)
HIGH SIDE(HS2)
LOW SIDE(LS1)
LOW SIDE(LS2)
CAN 1708
GEARSUPPLY
327
BATT+ J1587
GEARTEMP
J1939
GEAR RPM
REF. GND
H L BATT- BATT+ A B
SWITCHED
30 28 1708
A2 A3 A4 A5 A6 A7 A1 D1 A8 D8 B1 B2 B3 B4 B5 B6 B7 B8 D2 D3 D4 D5 D6 D7 C1 C2 C3 C4 C5 C6 C7 C8 J1587
B A
W/SB1,0
SB1,5
W/GN1,0
GR/SB1,0
GR/BL1,0
R1,0
W/R1,0
BL/GN2,5
BL/SB1,5
GR/OR1,0
GN/SB2,5
BL/OR1,0
BN/SB2,5
BL/BN2,5
Y/W1,0
BN/SB1,0
BN/R1,0
BATT+
Y/GR1,0
BN/Y1,0
SB1,5
R1,5
SB1,5
R1,5
BATT-
27 1 2 3 4 5 6
31
SB1,0
W1,0
W/SB1,0
R/SB1,0
18 9 10 19 13 21 1 20 4 29 22 25 12 3 2 26 Y/W1,0
1 R2,5 R2,5 CAN H 17
GR/Y1,0
1 E+ J1939
PWR HS1-LS1
PWR HS2-LS2
L
GEAR PRESS
7
GEAR PNEG
GEAR TEMP
GEAR PPOS
2 Y/GR1,0 Y/GR1,0
GEAR PSIG
PWR PNEG
PWR PSUP
GEAR SUP
2
GEAR HS1
GEAR HS2
PWR PSIG
GEAR LS1
GEAR LS2
CANL
3 SB2,5 SB2,5
3 E-
ENC
SB2,5 SB2,5
4 4 C-
Y/W1,0 Y/W1,0
5 5 29 POLECONNECTOR W/SB1,0
R2,5 R2,5
CANH
1708
B 5
W1,0
6 6 C+
A
FRESHWATERLEVELSENSOR
J1587 15
6 POLECONNECTOR
R1,5
FUELLEVELSENSOR
BATT+ 28
RUDDERSENSOR
BATT+ R/BL1,5
SWITCHED
23
GND
SB1,5
8 27 16 11 BATT- 14
SB1,0
GN/SB1,0
BL/SB1,0
R/GN1,0
SB1,0
SB1,0
SB1,0
29 1 2 3 4 5 6
SB
SB1.0
CAN 2
R/BL1,5
20
SB2,5
17 24
R2,5
1 2
1 2
BLGR
+ -
BLW
23
SB
SB
Y
CBA CBA
86
SB1,0 85
1
Y
R/BL1,0 87
2 30
GN1,0
4
R1,0
11 3
SB
5
2 R/BL2,5
R 12 SB
3 1
R/BL
25 1
4 P2 SB 5
21 7 4
W
R
1 2 8 SB
47701823 03-2023 © AB VOLVO PENTA

R 2
1 86
SB Y/SB 85
1
4 SB SB 2 1
2P 1 87
R/BL2,5
6 2
GR/Y1,0
30
R/BL1,5
R/BL1,5
Y/W1,0
R2,5
BL/OR
GN/BL
SB1,0
SB1,5
SB1,5
SB1,5
SB1.0
GR/W
BLGR
GN/R
Y/SB
R1.0
R1.0
BLW
R/W
BN
R
3
Y
11 2 16 17 18 27 28 52 56 8 10 23 57 60 29 37 51 55 58 59 61 5
CONNECTOR B
(+5V)
h l h l
CONNECTOR A (+5V) BA
R2,5
R/BN
29 7 22 47 11 31 23 26 37 38 45 46 20 24 12 16 28 32 52 56 44 48 36 40 60 61 59 62 8 33 34 27 58 57
19
W/SB1,0
GR/GN
GR/OR
GR/OR
BN/OR
GR/SB
OR/SB
GR/SB
VO/SB
R/BL1,5
SB1,5
GN/W
SB1.0
GN1.0
R1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
Y1.0
9
W1,0
Y/SB
18
BN
P0011288
26 AUTO
2
F2
F1
FUSES
2
4P SB Y1.0 31 30
R 3
R2,5
1
R2,5
2 1 4 M
3
1
Y1.0 1
2
2
SB70
22
CYL6
10
R70
MAINRELAYHOLD
Y1.0
Y/SB
R 3
R/W
1 4 D+ Signal
SB Y1.0
4 1 resistor
SB2,5
2
R2,5
2P
2
CYL5 TO IPS
3
3 ABBREVIATIONS FOR CABLE COLOURS SEE VOLVO STD7613,01 POINT 2
BN
NOT SPECIFIED CABLE AREAS = 0,75
Y1.0 31 30 32 DASHED LINES = NOT INCLUDES FROM VOLVO PENTA
15 4 3 B+ B- M
SB25
2 1 Y1.0 G
R CYL4 TWISTEDINPAIRS
1 SB Y2,5
4
Sense R25
2 Y1.0
3
16
4 Y1.0
2 1
CYL3 1 1
Y1.0
4 3
2 1 Y1.0
CYL2
EMS
2 1 2 1
n n
Y1.0 ENGINE WITHOUT IPS ENGINE WITH IPS
4 3
14 13 2
CYL1
1 Y1.0
EMS Cable colors

1 Battery BL = Blue R = Red
LBL = Light blue SB = Black
2 Starter motor BN = Brown W = White
3 Alternator LBN = Light brown Y = Yellow
GN = Green VO = Violet
4 Main relay GR = Grey P = Pink
5 Stop switch OR = Orange
6 Control unit, EMS 2.2

Cable areas in mm2 are specified after the color code
7 Sensor, coolant level in the wiring schedule.
8 Sensor, coolant temperature When no cable area is specified, 0.75 mm2 (0.00116
in2) should be used.
9 Sensor, boost air pressure / temperature Broken cables (lines) are not connected by Volvo
10 Sensor, oil pressure / temperature Penta.
11 Sensor, oil level
NO = Normally open during operation.
12 Sensor, crankcase pressure
13 Sensor, camshaft RPM
14 Sensor, crank / flywheel RPM
15 Sensor, piston cooling
16 Main switch
17 Connector, development tool
18 Unit injectors (6 pcs)
19 Auto fuses, 2 x 10 A
20 Switch, water in fuel
21 Fuel pressure
22 D+ signal, resistor 17 W 68 Ohm
23 External stop relay
24 Connector, external stop maneuvering
25 Supercharger
26 Switch, exhaust termperature (ABYC)
27 Control unit, PCU
28 Connector, diagnosis
29 Connector, sensor
30 Connector, engine interface
31 Connector, HCU
32 Junction box
328 47701823 03-2023 © AB VOLVO PENTA

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
47701823 03-2023 © AB VOLVO PENTA 329

EVC installations
D4/D6 Inboard, single installation
All connectors
(male and female)
8 W/GR
7 Y/GR
are viewed from cable side
12 -
11 -
10 -
9-
Y/GR 1 6R
Y/GR 2 5 Y/W
Y/W 3 4 SB
5 Y/W
4 SB
-3
R2
-6
-4
-5
SB 1
6R
MOLEX
Multilink hub
Y/W 3
Y/GR 2
Y/GR 1
DEUTSCH
HCU
Male Female Main station
connector connector (Control lever)
(pin) (socket) X8 (BN)
R (red) + (positive)
SB (black) - (negative) R 6 1 R
2 Y/W
Y/GR 5
SB 4 3 SB
X5 (Y)
R 1 6 R
Y/W 2 5 Y/GR
SB 3 4 SB 1 Y/GR
R 6
Y/W 5 2 Y/GR
1 R SB 4 3 Y/W
R 6
Y
-
-
-
Y/GR 5 2 Y/W
5
8
7
6
SB 4 3 SB
Key switch
Analog key interface
X2 (GN)
3
4
2
1
R
SB
X4 (GR)
-
-
(30) R 1
(50) R/Y 2
- 3
(15a) R/BL 4
(S) VO 5
- 6
R 6 1 R VO 1 6R VO 1 6R
Y/GR 5 2 Y/W R/BL 2 5 SB R/BL 2 5 SB
SB 4 3 SB R/Y 3 4 SB R/Y 3 4-
Engine
Interface
Connection
for safety Buzzer
GN/SB 1 6 BL lanyard 1 SB
SB 2 5 R/GN 2R
BL/SB 3 4 GN
GR/SB 1
X3 (P)
SB 2
Reverse gear
pickup connection
Water level signal

“BL=REF, Rudder angle sender
G
“GR=REF, R/GN=SIGN”
N
SB
BL/SB=SIGN” GN
SB
1 BL/SB BL/GN 1
GN/SB 2 1 BL/BN
2 BL R/GN 2 BN/SB
A B
GN/SB 1
SB 2 Fuel level signal Reverse gear solenoids
P0014130 “SB=REF, GN/SB=SIGN”
330 47701823 03-2023 © AB VOLVO PENTA

D4/D6 Aquamatic, twin installation
8 W/GR
7 Y/GR
Y/GR 1 6R
Y/GR 2 5 Y/W
12 -
11 -
10 -
9-
Y/W 3 4 SB
5 Y/W
4 SB
6R
-3
R2
-6
-4
-5
SB 1
Multilink hub
Y/W 3
Y/GR 2
Y/GR 1
Engine interface
STBD side
)
6 R
X2 (GN
R/W 1
HCU Main station
X5 (Y)
Y 2 5 LBL
SB/V 3 4 SB
(Control lever)
R1 6 R X8 (BN) Analog key interface
Y 2 5 GR
SB 3 4 SB STBD side
X8 (BN)
All connectors R 6 1 R
SB 1
R 2
4 Y
3 -
(male and female) Y/GR 5 2 Y/W
3 SB
SB 4
are viewed from
X2 (GN)
8Y
cable side
7-
5-
6-
SB 3
-2
R4
-1
R 6 1 R
Y/GR 5 2 Y/W
3 SB R 6 1 Y/GR
SB 4 2 Y/GR
Y/W 5
Y
-
-
-
MOLEX 3 Y/W
SB 4
5
8
7
6
R 1 6 R
Y/W 2 5 Y/GR
SB 3 4 SB Key switch
3
4
2
1
R
SB
-
-
Port side
(30) R 1
X4 (GR)
(50) R/Y 2
- 3
(15a) R/BL 4
R 1 6 R (S) VO 5
DEUTSCH 5 Y/GR
Y/W 2
SB 3 4 SB
R 6 1 R
Male Female Y/GR 5 2 Y/W VO 1
R/BL 2
6R VO 1
5 SB R/BL 2
6R
5 SB
SB 4 3 SB
connector connector R/Y 3 4 SB R/Y 3 4 -
(pin) (socket) R 6 1 R
Connection for
Y/GR 5 2 Y/W Engine safety lanyard Buzzer
SB 4 3 SB
Interface 1 SB
R (red) + (positive) 2R
SB (black) - (negative)
R 1 6 R SCU
Y/W 2 5 Y/GR
GN/SB 1 6 BL
5 R/GN
Valve plate SB 3 4 SB
SB 2
BL/SB 3 4 GN
Temperature
sensor
1 GN/R
2 W/O
Rudder angle sender

Water level signal PORT STBD
“GR=REF, R/GN=SIGN”
“BL=REF, Steering Steering
G
O/W 1 1 O/Y
N
SB
BL/SB=SIGN” GN
O/SB 2 2 Y/SB
SB
1 BL/SB
2 BL R/GN
GN/SB 1
SB 2 Fuel level signal Power supply
GN/R 1 6 W/SB
Y/R 1
“SB=REF, Y/SB 2
SB/LGN 2
W/R 3
5 GN/SB
4 GN/VO
GN/SB=SIGN” R 1
BN 1 1 DGN
SB 2 W2 2W
DGN 3 3 BN
BL 1 6 W/GN
GN 2 5 W/SB 1 > 1 PORT 6 > 1 STBD
BL/GN 1 6-
5 BN/R
- 3 4 W/R Fuse 2 > 2 PORT 5 > 2 STBD
4 > 3 STBD
BN/SB 2 3 > 3 PORT
6 W/GN
BL/BN 3 4 BN/Y BL 1
GN 2 5 W/SB Switch
SB
SB 1 6- - 3 4 W/R
SB 2 5 SB
SB 3 4 Y/GN
Actuator Power Trim Pump PORT STBD
P0014131 Battery Cylinder sensors
47701823 03-2023 © AB VOLVO PENTA 331

D3 Aquamatic, twin installation

“D3 Aquamatic, twin installation” generally conforms with “D4/D6 Aquamatic, twin installation” on the previous
page.
The difference for D3 is that another type of cable is connected from the engine interface out to the actuator and
Power Trim pump. See illustration below.
Also there are some differences in the wiring out to the steering cylinders on installations with electronic steering.
32-pin cable from engine interface

DIAGNOSE
SENDERS
DATALINK
Engine
Interface
SB 1 6- SB 1 6-
BL 2 5 SB GN 2 5 SB
BL/W 3 4R GN/W 3 4R
“TRIM RELAY
“TRIM DOWN” 1 W/GN
RELAY UP” 2 W/R
3 W/SB
BL/BN 1 6-
BN/SB 2 5 BN/R
BL/GN 3 4 BN/Y
1 BL
“TO: POWER
BN 1
BN 2
6-
5 LBL
2 GN TRIM SENDER”
R1
SB 2 LBL 3 4 Y/GN
Power supply to
Power Trim Pump Power Trim Pump
Actuator
P0014535
332 47701823 03-2023 © AB VOLVO PENTA

IPS, twin installation
8 W/GR
7 Y/GR
6R
5 Y/W
Y/GR 1
4 SB
Y/GR 2 5 Y/W
6R
12 -
11 -
10 -
9-
Y/W 3 4 SB
Y/W 3
Y/GR 2
Y/GR 1
-3
R2
-6
-4
-5
SB 1
Multilink hub Y/GR 1
Y/GR 2
6R
5 Y/W
Y/W 3 4 SB
Y/GR 1 6R
Y/GR 2 5 Y/W
Y/W 3 4 SB
Engine interface
STBD side
HCU Main station
)
6 R
X2 (GN
R/W 1
X5 (Y)
Y 2 5 LBL
SB/V 3 4 SB (Control lever)
R1 6 R X8 (BN) Analog key interface

Y 2 5 GR
SB 3 4 SB STBD side
X8 (BN)
SB 1 4 Y
R 6 1 R R 2 3 -
Y/GR 5 2 Y/W
SB 4 3 SB
8Y
X2 (GN)
7-
5-
6-
SB 3
-2
R4
-1
R 6 1 Y/GR
Y
2 Y/GR
-
Y/W 5
-
-
5
8
7
6
SB 4 3 Y/W
R 6 1 R
Y/GR 5 2 Y/W Engine
SB 4 3 SB
Interface Key switch
3
4
2
1
R
SB
-
-
Port side
(30) R 1
X4 (GR)
(50) R/Y 2
- 3
(15a) R/BL 4
GN/SB 1 6 BL (S) VO 5
SB 2 5 R/GN
BL/SB 3 4 GN
VO 1 6R VO 1 6R
R/BL 2 5 SB R/BL 2 5 SB
Rudder angle sender R/Y 3 4 SB R/Y 3 4 -
Water level signal “GR=REF, R/GN=SIGN” Connection for
“BL=REF, safety lanyard Buzzer
G
N
SB
BL/SB=SIGN” GN 1 SB
SB
1 BL/SB 2R
2 BL R/GN
GN/SB 1 “OIL TEMP/PRESSURE” All connectors
SB 2 Fuel level signal
CPM (male and female)
“SB=REF, R 1
BL/OR 2
4 GR/OR
3 SB
GN/SB=SIGN” are viewed from
cable side
X5 (Y)
“PRIMARY”
R
O
“Z1:DATALINK”
BL/GN 1
R 1 6- GN/SB 2
2 Y/W
W/SB 2 5W
2 Y/GR
1 Y/GR
3 SB
3 Y/W
SB 3 4-
1 R
R 6 1 R “SECONDARY” MOLEX
Y/GR 5 2 Y/W
SB 4 3 SB
BL/BN 1
BN/SB 2
SB 4
Y/GR 5
R 6
SB 4
Y/W 5
R 6
“REV. PICK-UP”
“DATALINK TO SUS”
N
G
R 1 6R SB 1 DEUTSCH
Y/GR 2 5 Y/W GR/SB 2
SB 3 4 SB R3
Port bonding Male Female

cable STBD bonding cable connector connector
(pin) (socket)
R (red) + (positive)
SB (black) - (negative)
P0014443 ACP unit
47701823 03-2023 © AB VOLVO PENTA 333

37-1 Cables
37-1 Cables
Transmission Cables
Without transmission interface

A1 1 Primary solenoid valve, “High-side”
A8
2 Primary solenoid valve, “Low side”
D1
3 Secondary solenoid valve, “High-side”
D8
B8 4 Secondary solenoid valve, “Low side”
B7 5 Low speed valve, "High-side" PWM (ZF)
B6 6 Low speed valve, "Low side" PWM (ZF)
B4 7 Power supply, reversing gear sensor
B5
8 Signal, reversing gear oil pressure sensor
D6
9 Signal, oil temperature sensor, reversing gear
D5
10 Negative reference
11 Shaft speed sensor
B8 W
5 Low speed valve, "High-side" PWM (Twin disc)
B7 SB / W 6 Low speed valve, "Low side" PWM (Twin disc)
p0005145
Type: HS
High side 1, 5A BL / GN 1 Primary solenoid, “High-side” 1, 5A

1 A1
4 GR / OR Low side 1, 5A GN / SB 2 A8 2 Primary solenoid, “Low side” 1, 5A
9 BL / BN
High side 2, 5A BL / BN 3
10 GN / SB D1 3 Secondary solenoid, “High-side” 2, 5A
11 SB Low side 1, 5A BN / SB 4
18 BL / GN D8
GR / BL 4 Secondary solenoid, “Low side” 1, 5A
19 BN / SB 5
20 BL / OR BL / SB 5 Not used
6
22 BL / SB
R 6 Not used
25 GR / BL 7
26 GR / SB BL / OR 7 Not used
8
29 R
GR / OR
a 9 8 Not used
SB
10 D6 9 Negative reference
GR / SB
11 D5 10 Level/RPM negative
p0005146 b
11 RPM signal
a PCU connector X3
b Gearbox connector (ZF)
334 47701823 03-2023 © AB VOLVO PENTA

37-1 Cables
A1 BL/GN With transmission interface

A2
A3
A4
A5
A6
A7 GN/SB
B8
B1
B2
B3
B4 BL/OR
B5 GR/OR
R
B6
B7 BL/SB
B8 GR/BL
“OIL TEMP/PRESSURE”
C1
C2 R
C3 BL/OR 1
C4 GR/OR 2
C5 3
SB 4
C6
C7
C8
D1 BL/BN
D2
D3
D4 “SECONDARY”
D5 GR/SB
D6
SB “TROLLING” 1 BL/BN
D7 1 GR/BL 2 BN/SB
BN/SB
D8 2 BL/SB
GR/SB
1
SB
2
1 BL/GN
P0011379 “REV. PICK-UP”
“PRIMARY” 2 GN/SB
47701823 03-2023 © AB VOLVO PENTA 335

37-1 Cables
AQ cable
A1 BL/GN
A2
A3
A4
A5
A6
A7
BL/BN
A8
B1 BN/R
B2 BN/Y
B3 BN/SB
B4
B5
B6
B7 BL
B8 GN
C1
C2
C3
C4
C5
“ACTUATOR CONN”
C6
C7 BL/GN
C8 1
D1 BL/BN BN/SB 2
D2 W/R
BL/BN 3
D3 W/GN
W/SB BN/Y 4
D4
D5 BN/R 5
D6
D7 6
D8 BL/GN
“POWER TRIM CONN”
BL
1
GN
2
3
W/R
4
W/SB
5
W/GN
6
P0008776
336 47701823 03-2023 © AB VOLVO PENTA

37-1 Cables
IPS cable
A1 BL/GN
A2
A3
A4
A5
A6
A7
GN/SB
A8
B1
B2
B3
B4 BL/OR
B5 GR/OR
R(1)
B6
B7
B8
C1
C2
SB(2)
C3
C4 R(2)
C5
W
C6
C7 W/SB “OIL TEMP/PRESSURE”
C8
D1 BL/BN
R(1) 1
D2 BL/BN
D3 2
GR/OR 3
D4 SB(1)
D5 4
SB(1)
D6
D7
BN/SB
D8 “SECONDARY”
BL/BN 1
2
BN/SB
“PRIMARY”
R(2) 1
W/SB 2 BL/GN
SB(2) 3
1
4
W GN/SB 2
5
P0008778 6 “Z1-DATA LINK”
47701823 03-2023 © AB VOLVO PENTA 337

37-1 Cables
IPS2/IPS3 cable
A1 BL/GN
A2 R
A3 R/GR
A4 SB
SB
A5
Y/W “CWES”
A6
A7 R
A8 GN/SB Y/VO 1
B1 VO/W 2
B2 Y/OR
OR/W 3
B3
BL/OR OR/W
B4 4
GR/OR
B5 5
R
B6
Y/OR 6
B7
Y/VO
B8
C1
C2
SB
C3
C4 R
C5 “OIL TEMP/PRESSURE”
C6 W
C7 W/SB
R 1
C8 BL/BN
D1 BL/BN 2
GR/SB GR/OR 3
D2 SB
D3 4
VO/W
D4
D5 GR/SB
BL/GN 1
D6 SB “REV. PICK-UP”
2
Y”
D7
BN/SB
AR
D8 GN/SB 1
1 2
3
IM BL/BN
SB /SB
GR
R 2
R
“P Y”
A R BN/SB
ND
E CO
“S
R 1
Y/GR 2
R 1 SB 3
W/SB 2 SB
4
SB 3 Y/W
5
4 R
6
W
5
6 “Z1-DATALINK” “DATALINK TO SUS”
P0014623
338 47701823 03-2023 © AB VOLVO PENTA

37-1 Cables
HS cable
A1 BL/GN
A2
A3
A4
A5
A6
A7
GN/SB
A8
B1
B2
B3
B4
B5
B6
B7
B8
C1
C2
C3
C4
C5
C6 “B”
C7
C8 BL/BN
D1 BL/BN
D2
D3
D4 BN/SB
GR/SB
D5
SB
D6
D7
BN/SB
D8
“A”
BL/GN
GN/SB
“REV-pickup”
GR/SB 1
SB 2
P0008777
47701823 03-2023 © AB VOLVO PENTA 339

39-0 General
39-0 General
Index
MID 164: HCU
Caption PPID SID PSID FMI
MID 164, PPID 289 Powertrim control signal, page 33 289 4
MID 164, PPID 393 EVC Bus power input (E), page 34 393 4, 11
MID 164, PPID 394 Key supply, page 36 394 3, 4
MID 164, PPID 424 Steering wheel position, page 38 424 2, 12
MID 164, PPID 1588 safety lanyard status, page 40 1588 3, 4
MID 164, PPID 1590 Station panel, page 41 1590 4, 9
MID 164, PPID 1591 Sport Fish panel, page 43 1591 4, 9
MID 164, PPID 1592 Cruise control panel, page 45 1592 4, 9
MID 164, PPID 1593 Powertrim panel, page 47 1593 4, 9
MID 164, PPID 1594 Docking panel, page 49 1594 4, 9
MID 164, PPID 1595 Start stop panel, page 51 1595 4, 9
MID 164, PPID 1677 EVC bus power input (C), page 53 1677 3, 4
MID 164, PPID 1749 Control lever button status, page 55 1749 4
MID 164, SID 226 Transmission neutral switch, page 26 226 3, 7
MID 164, SID 231 SAE J1939 data link, page 28 231 2
MID 164, SID 240 Program memory, page 29 240 2
MID 164, SID 253 Calibration memory EEPROM, page 30 253 2, 8, 9, 10, 12, 13
MID 164, SID 254 Controller 1, page 32 254 14
MID 164, PSID 63 External lever, page 56 63 2, 3, 5, 9, 12
MID 164, PSID 64 Joystick, page 61 64 2, 9, 12
MID 164, PSID 65 Joystick On button, page 64 65 4
MID 164, PSID 66 Joystick High button, page 65 66 4
MID 164, PSID 67 Joystick position divergence, page 66 67 10
MID 164, PSID 69 Menu Control Knob, page 67 69 3, 9
MID 164, PSID 79 GPS sensor node, page 68 79 9
MID 164, PSID 80 Multisensor, page 69 80 9
MID 164, PSID 82 Helm station transfer function, page 70 82 2, 8, 10
MID 164, PSID 83 Single lever control data component, page 71 83 2, 9, 10
MID 164, PSID 84 DPS button, page 72 84 4
MID 164, PSID 87 Electronic Key, page 73 87 3, 4, 9
MID 164, PSID 88 Control lever sensor, page 76 88 2, 12
MID 164, PSID 92 Detection fault for external 92 12
components, page 77
MID 164, PSID 94 Incompatible EVC software, page 84 94 2, 8, 9, 12
MID 164, PSID 95 Lever detection, page 85 95 7, 12
340 47701823 03-2023 © AB VOLVO PENTA

39-0 General

MID 164, PSID 96 Calibrated lever travel too small, page 86 96 13
MID 164, PSID 97 Lever calibration procedure, page 87 97 13
MID 164, PSID 98 Levers not calibrated, page 88 98 13
MID 164, PSID 99 EVC Bus network configuration fault, page 89 99 12, 14
MID 164, PSID 133 Steering wheel data link, page 90 133 2, 5, 9
MID 164, PSID 134 Steering wheel module, page 94 134 12
MID 164, PSID 135 Steering wheel brake, page 95 135 12
MID 164, PSID 136 Steering wheel controller, page 96 136 12
MID 164, PSID 137 Rudder angle, page 97 137 9, 12
MID 164, PSID 138 Steering position divergence, page 99 138 7, 10
MID 164, PSID 139 Autopilot, page 100 139 2, 9
MID 164, PSID 140 Incompatible helm station software, page 102 140 12
MID 164, PSID 163 Data Link, MID 200, page 103 163 9
MID 164, PSID 209 Data link, MID164, page 104 209 8, 9
MID 164, PSID 218 Data link 2, MID187, page 106 218 8, 9
MID 164, PSID 226 SAE J1939 Data Link, Datalink2, 226 9
MID164, page 108
MID 164, PSID 231 Incompatible Chassis ID, page 109 231 2, 12
MID 164, PSID 232 SAE J1939-1 SubNet 1, Control link 232 2, 5
MID 130: MGX

Caption PID PPID SID PSID FMI
MID 130, PID 127 Transmission oil pressure, page 110 127 5
MID 130, PID 161 Input shaft speed, page 111 161 12
MID 130, PID 168 Battery potential, page 112 168 4
MID 130, PID 177 Transmission oil temperature, page 113 177 5
MID 130, PID 190 Engine speed, page 114 190 9
MID 130, PID 191 Output shaft speed, page 115 191 12
MID 130, PPID 40 Requested gear, page 119 40 9
MID 130, PPID 53 Requested percent clutch slip, page 120 53 2
MID 130, PSID 20 Transm. primary solenoid, page 117 20 12
MID 130, PSID 22 Transm. secondary solenoid, page 118 22 12
MID 187: PCU

MID 187, PID 96 Fuel level, page 121 96 3, 4
MID 187, PID 127 Transmission oil pressure, page 122 127 1, 3, 4, 7, 12
MID 187, PID 177 Gearbox oil temperature, page 125 177 0, 3, 4, 7
MID 187, PID 191 Output shaft speed, page 128 191 2, 5, 7, 10
MID 187, PPID 40 Requested gear, page 138 40 7, 9
47701823 03-2023 © AB VOLVO PENTA 341

39-0 General
MID 187, PPID 53 Requested percent clutch slip, page 139 53 9

MID 187, PPID 393 EVC Bus power input (E), page 140 393 3
MID 187, PPID 398 Shift actuator position relative to pot 398 3, 4
supply, page 141
MID 187, PPID 399 Potentiometer supply, shift 399 3, 4
actuator, page 143
MID 187, PPID 400 Transmission, sensor supply, page 145 400 3, 4
MID 187, PPID 401 Powertrim position relative to pot 401 3, 4
supply, page 147
MID 187, SID 231 SAE J1939 data link, page 131 231 2, 9, 12
MID 187, SID 250 SAE J1708/J1587 data link, page 135 250 12
MID 187, SID 253 Calibration memory EEPROM, page 136 253 2, 12
MID 187, PSID 10 Incompatible engine type, page 149 10 12
components, page 150
MID 187, PSID 16 Incompatible EVC software, page 151 16 12
MID 187, PSID 17 EVC Bus network configuration 17 12, 14
fault, page 152
MID 187, PSID 19 EVC Bus Power Output C (High Side 19 12
Switch), page 153
MID 187, PSID 20 Transm. primary solenoid (positive supply 20 4, 5, 6
switch), page 154
MID 187, PSID 22 Transm. secondary solenoid (positive supply 22 4, 5, 6
switch), page 156
MID 187, PSID 24 Gear actuator eng. direction 1 (pos. supply 24 7
sw.), page 158
MID 187, PSID 30 Powertrim - Motor direction UP (Pos. supply 30 3, 7
sw.), page 160
MID 187, PSID 31 Powertrim - Motor direction DOWN (Pos. 31 3, 7
supply sw.), page 162
MID 187, PSID 32 EVC Bus Communication with Active Helm 32 9, 10
Failure, page 164
MID 187, PSID 107 Shift actuator potentiometer, page 165 107 3, 4
MID 187, PSID 130 Clear wake exhaust bypass, page 167 130 10
MID 187, PSID 163 Data link, MID 200, page 168 163 12
MID 187, PSID 200 Data Link, MID128, page 169 200 8, 9, 12
MID 187, PSID 226 SAE J1939 Data Link, Datalink2, 226 9
MID164, page 172
MID 187, PSID 231 Incompatible Chassis ID, page 173 231 2
MID 187, PSID 232 SAE J1939-1 SubNet 1, Control link 232 2, 5
342 47701823 03-2023 © AB VOLVO PENTA

39-0 General
MID 200: CPM

MID 200, PPID 344 Active anode potential #1, page 174 344 0, 3, 4
MID 200, PPID 345 Passive anode potential #1, page 176 345 3, 4
MID 200. PPID 346 Active anode potential #2, page 178 346 0, 3, 4
MID 200, PPID 347 Passive anode potential #2, page 180 347 3, 4
MID 200, PPID 444 Polarization potential #1, page 182 444 0, 1, 2, 3, 4, 12, 13
MID 200, PPID 445 Polarization current #2, page 186 445 0, 1, 5, 6
MID 200, PPID 446 Polarization potential #2, page 188 446 0, 1, 2, 3, 4, 12, 13
MID 200, PPID 447 Polarization current #1, page 192 447 0, 1, 5, 6
MID 200, SID 254 Controller 1, page 197 254 8, 12
MID 250: SUS

MID 250, PID 168 Battery potential, page 224 168 0, 1
MID 250, PPID 55 ECU temperature, page 205 55 12
MID 250, PPID 393 EVC Bus power input (E), page 206 393 4
MID 250, PPID 426 Rudder angle, page 208 426 2, 5, 6, 7
MID 250, PPID 427 Servo motor temperature, page 210 427 0, 1
MID 250, SID 253 Calibration memory EEPROM, page 202 253 2, 12, 13
MID 250, SID 254 Controller 1, page 203 254 2, 8, 9, 11, 12,
14
MID 250, PSID 1 EVC bus network config, page 211 1 12, 14
MID 250, PSID 2 EVC bus power output C, page 212 2 4
MID 250, PSID 3 Servo motor, page 213 3 0, 1, 3, 4, 5, 6,
7, 10, 12
MID 250, PSID 4 Rudder brake, page 218 4 5, 6, 7, 14
MID 250, PSID 6 EVC Bus Communication, page 219 6 9, 10
MID 250, PSID 209 Datalink, MID164, page 222 209 12
MID 250, PSID 232 SAE J1939-1, SubNet 1, Control 232 2, 5
link, page 223
47701823 03-2023 © AB VOLVO PENTA 343

39-0 General
MID 250: SCU

MID 250, PID 168 Battery potential, page 224 168 0, 1
MID 250, PPID 393 EVC Bus power input (E), page 228 393 0,1
MID 250, PPID 426 Rudder angle, page 230 426 8, 11
MID 250, PPID 1156 Hydraulic oil temp, page 232 1156 0, 3, 4
MID 250, PPID 1559 Steering solenoid STBD, page 234 1559 5, 6, 12
MID 250, PPID 1560 Steering solenoid PORT, page 237 1560 5, 6, 12
MID 250, PPID 1561 Steering solenoid (service 1561 5, 7, 12
valve), page 239
MID 250, PPID 1670 Steering sensor (DPS top, DPH 1670 3, 4
port), page 242
MID 250, PPID 1671 Steering sensor (DPS bottom, DPH 1671 3, 4
MID 250, PPID 1677 EVC bus power input (C), page 248 1677 0, 1
MID 250, PSID 1 EVC bus network config, page 250 1 9, 12, 14
MID 250, PSID 2 EVC bus power output C, page 251 2 4
MID 250, PSID 5 Incompatible EVC software, page 252 5 8, 12
MID 250, PSID 6 EVC Bus Communication, page 253 6 9
MID 250, PSID 9 Steering Control Unit and steering 9 7, 8, 9, 10, 12
sensors, page 254
MID 250, PSID 10 Steering Control Unit, page 265 10 7
MID 250, PSID 231 Incompatible Chassis ID, page 268 231 12
MID 250, PSID 232 SAE J1939-1, SubNet 1, Control 232 2, 5
link, page 223
344 47701823 03-2023 © AB VOLVO PENTA

Index
4 F
4-20mA interface.................................................... 329 Fault Codes.............................................................. 26
A Fault Tracing............................................................. 23
About this Workshop manual..................................... 2 Fault tracing in the EVC system............................... 23
Active anode potential #1 / Active anode Fault tracing of cables and connectors..................... 24
potential #2............................................................. 313 Fuel Level............................................................... 310
Alarm handling display............................................... 9 G
B General..................................................... 2, 8, 23, 340
Battery potential..................................................... 315 H
C Hydraulic oil temperature....................................... 315
Cables.................................................................... 334 I
Calibrated powertrim position................................. 311 Index....................................................................... 340
Checking Autopilot Gateway LED.......................... 294 J
Checking Instruments............................................... 22 Joystick button status............................................. 306
Checking the actuator / shift solenoid output Joystick X position.................................................. 306
driver voltage.......................................................... 287 Joystick Y position.................................................. 306
Checking the clear wake exhaust valve................. 289 Joystick Z position.................................................. 307
Checking the CPM signals..................................... 301
Checking the diesel key switch diode............. 270, 292 K
Checking the DPS bus........................................... 272 Key panel status..................................................... 304
Checking the drive position sensor........................ 291 Key supply.............................................................. 304
Checking the EVC bus........................................... 269 M
Checking the EVC network set up.......................... 302 Malfunctions............................................................. 18
Checking the fuel level sensor............................... 276 Measurements........................................................ 268
Checking the gear shift actuator potentiometer...... 285 Measuring the resolver........................................... 290
Checking the hydraulic steering oil temperature MID 130, PID 127 Transmission oil pressure......... 110
sensor..................................................................... 297 MID 130, PID 161 Input shaft speed....................... 111
Checking the multilink bus...................................... 271 MID 130, PID 168 Battery potential........................ 112
Checking the PCU-EECU wiring............................ 284 MID 130, PID 177 Transmission oil temperature.... 113
Checking the powertrim control signal................... 295 MID 130, PID 190 Engine speed............................ 114
Checking the powertrim potentiometer................... 293 MID 130, PID 191 Output shaft speed.................... 115
Checking the propeller shaft speed sensor............ 281 MID 130, PPID 40 Requested gear........................ 119
Checking the shift solenoid.................................... 282 MID 130, PPID 53 Requested percent clutch slip.. 120
Checking the signals between the HCU and the MID 130, PSID 20 Transm. primary solenoid......... 117
AKI.......................................................................... 273 MID 130, PSID 22 Transm. secondary solenoid..... 118
Checking the signals between the key switch MID 130, SID 231 SAE J1939 data link.................. 116
and the AKI............................................................. 274 MID 164, PPID 1588 safety lanyard status.............. 40
Checking the slip solenoid...................................... 283 MID 164, PPID 1590 Station panel.......................... 41
Checking the steering / service solenoid................ 299 MID 164, PPID 1591 Sport Fish panel..................... 43
Checking the steering control bus.......................... 275 MID 164, PPID 1592 Cruise control panel............... 45
Checking the transmission oil pressure sensor...... 277 MID 164, PPID 1593 Powertrim panel..................... 47
Checking the transmission oil temperature sensor 279 MID 164, PPID 1594 Docking panel......................... 49
Component location................................................. 10 MID 164, PPID 1595 Start stop panel...................... 51
Control lever button status..................................... 303 MID 164, PPID 1677 EVC bus power input (C)........ 53
Cranking the IPS unit............................................. 296 MID 164, PPID 1749 Control lever button status..... 55
D MID 164, PPID 289 Powertrim control signal........... 33
Design and Function.................................................. 8 MID 164, PPID 393 EVC Bus power input (E)......... 34
Driveline status....................................................... 304 MID 164, PPID 394 Key supply................................ 36
MID 164, PPID 424 Steering wheel position............ 38
E MID 164, PSID 133 Steering wheel data link........... 90
ECU state............................................................... 313 MID 164, PSID 134 Steering wheel module............. 94
Electrical Welding..................................................... 19 MID 164, PSID 135 Steering wheel brake................ 95
Engine sync acknowledge...................................... 309 MID 164, PSID 136 Steering wheel controller.......... 96
EVC bus power input (E)................................ 304, 309 MID 164, PSID 137 Rudder angle............................ 97
EVC bus status....................................................... 312 MID 164, PSID 138 Steering position divergence.... 99
EVC configuration data PCU.................................. 308 MID 164, PSID 139 Autopilot................................. 100
EVC installations.................................................... 330 MID 164, PSID 140 Incompatible helm station
EVC System............................................................... 8 software.................................................................. 102
47701823 03-2023 © AB VOLVO PENTA 345

MID 164, PSID 163 Data Link, MID 200................. 103 MID 187, PSID 20 Transm. primary solenoid
MID 164, PSID 209 Data link, MID164................... 104 (positive supply switch).......................................... 154
MID 164, PSID 218 Data link 2, MID187................ 106 MID 187, PSID 200 Data Link, MID128.................. 169
MID 164, PSID 226 SAE J1939 Data Link, MID 187, PSID 205 Data link, MID 130.................. 171
Datalink2, MID164.................................................. 108 MID 187, PSID 22 Transm. secondary solenoid
MID 164, PSID 231 Incompatible Chassis ID......... 109 (positive supply switch).......................................... 156
MID 164, PSID 232 SAE J1939-1 SubNet 1, MID 187, PSID 226 SAE J1939 Data Link,
Control link............................................................... 78 Datalink2, MID164.................................................. 172
MID 164, PSID 63 External lever............................. 56 MID 187, PSID 231 Incompatible Chassis ID......... 173
MID 164, PSID 64 Joystick....................................... 61 MID 187, PSID 232 SAE J1939-1 SubNet 1,
MID 164, PSID 65 Joystick On button...................... 64 Control link............................................................... 80
MID 164, PSID 66 Joystick High button................... 65 MID 187, PSID 24 Gear actuator eng. direction
MID 164, PSID 67 Joystick position divergence....... 66 1 (pos. supply sw.).................................................. 158
MID 164, PSID 69 Menu Control Knob.................... 67 MID 187, PSID 30 Powertrim - Motor direction
MID 164, PSID 79 GPS sensor node....................... 68 UP (Pos. supply sw.).............................................. 160
MID 164, PSID 80 Multisensor................................. 69 MID 187, PSID 31 Powertrim - Motor direction
MID 164, PSID 82 Helm station transfer function..... 70 DOWN (Pos. supply sw.)........................................ 162
MID 164, PSID 83 Single lever control data MID 187, PSID 32 EVC Bus Communication
component................................................................ 71 with Active Helm Failure......................................... 164
MID 164, PSID 84 DPS button................................. 72 MID 187, SID 231 SAE J1939 data link................. 131
MID 164, PSID 87 Electronic Key............................ 73 MID 187, SID 240 Program memory...................... 134
MID 164, PSID 88 Control lever sensor................... 76 MID 187, SID 250 SAE J1708/J1587 data link....... 135
MID 164, PSID 92 Detection fault for external MID 187, SID 253 Calibration memory EEPROM.. 136
components.............................................................. 77 MID 187, SID 254 Controller 1............................... 137
MID 164, PSID 94 Incompatible EVC software........ 84 MID 187: PCU........................................................ 308
MID 164, PSID 95 Lever detection........................... 85 MID 200, PPID 344 Active anode potential #1....... 174
MID 164, PSID 96 Calibrated lever travel too small. 86 MID 200, PPID 345 Passive anode potential #1.... 176
MID 164, PSID 97 Lever calibration procedure........ 87 MID 200, PPID 347 Passive anode potential #2.... 180
MID 164, PSID 98 Levers not calibrated.................. 88 MID 200, PPID 444 Polarization potential #1......... 182
MID 164, PSID 99 EVC Bus network MID 200, PPID 445 Polarization current #2........... 186
configuration fault..................................................... 89 MID 200, PPID 446 Polarization potential #2......... 188
MID 164, SID 226 Transmission neutral switch........ 26 MID 200, PPID 447 Polarization current #1........... 192
MID 164, SID 231 SAE J1939 data link................... 28 MID 200, PSID 209 Data link, MID 164.................. 198
MID 164, SID 240 Program memory........................ 29 MID 200, SID 231 SAE J1939 data link................. 194
MID 164, SID 253 Calibration memory EEPROM.... 30 MID 200, SID 240 Program memory...................... 195
MID 164, SID 254 Controller 1................................. 32 MID 200, SID 253 Calibration memory EEPROM.. 196
MID 164: HCU........................................................ 303 MID 200, SID 254 Controller 1............................... 197
MID 187, PID 127 Transmission oil pressure......... 122 MID 200. PPID 346 Active anode potential #2....... 178
MID 187, PID 177 Gearbox oil temperature........... 125 MID 200: CPM........................................................ 313
MID 187, PID 191 Output shaft speed................... 128 MID 250, PID 168 Battery potential................ 199, 224
MID 187, PID 96 Fuel level.................................... 121 MID 250, PPID 1156 Hydraulic oil temp................. 232
MID 187, PPID 393 EVC Bus power input (E)....... 140 MID 250, PPID 1559 Steering solenoid STBD....... 234
MID 187, PPID 398 Shift actuator position MID 250, PPID 1560 Steering solenoid PORT....... 237
relative to pot supply.............................................. 141 MID 250, PPID 1561 Steering solenoid (service
MID 187, PPID 399 Potentiometer supply, shift valve)...................................................................... 239
actuator.................................................................. 143 MID 250, PPID 1670 Steering sensor (DPS top,
MID 187, PPID 40 Requested gear........................ 138 DPH port)............................................................... 242
MID 187, PPID 400 Transmission, sensor supply.. 145 MID 250, PPID 1671 Steering sensor (DPS
MID 187, PPID 401 Powertrim position relative bottom, DPH starboard)......................................... 245
to pot supply........................................................... 147 MID 250, PPID 1677 EVC bus power input (C)...... 248
MID 187, PPID 53 Requested percent clutch slip.. 139 MID 250, PPID 393 EVC Bus power input (E) 206, 228
MID 187, PSID 10 Incompatible engine type......... 149 MID 250, PPID 424 Steering wheel position.. 207, 229
MID 187, PSID 107 Shift actuator potentiometer... 165 MID 250, PPID 426 Rudder angle.................. 208, 230
MID 187, PSID 130 Clear wake exhaust bypass... 167 MID 250, PPID 427 Servo motor temperature....... 210
MID 187, PSID 14 Detection fault for external MID 250, PPID 55 ECU temperature..................... 205
components............................................................ 150 MID 250, PSID 1 EVC bus network config..... 211, 250
MID 187, PSID 16 Incompatible EVC software...... 151 MID 250, PSID 10 Steering Control Unit................ 265
MID 187, PSID 163 Data link, MID 200.................. 168 MID 250, PSID 2 EVC bus power output C.... 212, 251
MID 187, PSID 17 EVC Bus network MID 250, PSID 209 Datalink, MID164.................... 222
configuration fault................................................... 152 MID 250, PSID 231 Incompatible Chassis ID......... 268
MID 187, PSID 19 EVC Bus Power Output C MID 250, PSID 232 SAE J1939-1, SubNet 1,
(High Side Switch).................................................. 153 Control link....................................................... 82, 223
346
Index
MID 250, PSID 3 Servo motor................................ 213
MID 250, PSID 4 Rudder brake.............................. 218
MID 250, PSID 5 Incompatible EVC software........ 252
MID 250, PSID 6 EVC Bus Communication... 219, 253
MID 250, PSID 9 Steering Control Unit and
steering sensors............................................. 254, 260
MID 250, PSID 92 Detection fault for external
components.................................................... 221, 267
MID 250, SID 231 SAE J1939 data link................. 200
MID 250, SID 240 Program memory.............. 201, 225
MID 250, SID 253 Calibration memory
EEPROM........................................................ 202, 226
MID 250, SID 254 Controller 1....................... 203, 227
MID 250: SCU........................................................ 315
P
Panels.................................................................... 303
Passive anode potential #1 / Passive anode
potential l#2............................................................ 313
Polarization current #1 / Polarization current #2.... 313
Polarization potential #1 / Polarization potential #2 313
Potentiometer supply, shift actuator........................ 311
Powertrim control signal......................................... 312
Powertrim position relative to pot supply................ 311
Programming an empty control unit......................... 21
Protection measure #1 / Protection measure #2.... 314
Protection status #1 / Protection status #2............. 314
R
Repair Instructions................................................... 17
Reprogramming a control unit.................................. 20
Requested gear...................................................... 305
Rudder Angle......................................................... 315
S
Safety Lanyard....................................................... 305
Schematic symbols................................................ 268
Shift actuator position relative to pot supply........... 311
Special Service Tools................................................. 7
Steering sensor (DPS bottom, DPH starboard)...... 316
Steering sensor (DPS top, DPH port)..................... 316
Steering solenoid (service valve)........................... 316
Steering solenoid PORT (boat turns port).............. 316
Steering solenoid STBD (boat turns starboard)..... 315
Steering wheel position.......................................... 305
T
Throttle calibrated position..................................... 306
Transmission Cables.............................................. 334
Transmission oil pressure....................................... 310
Transmission oil temperature................................. 310
Transmission range attained.................................. 310
Transmission, sensor supply.................................. 311
U
User mode.............................................................. 314
V
Values..................................................................... 305
VODIA Log Parameters.......................................... 303
W
Wiring Diagram....................................................... 323
Wiring Diagrams..................................................... 318
47701823 03-2023 © AB VOLVO PENTA 347

References to Service Bulletins
Group No. Date Refers to
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349
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Date:...................................................................
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AB Volvo Penta
Service Communication
Dept. CB22000
SE-405 08 Gothenburg
Sweden
47701823 English

WM Evc D 47701823-1

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Workshop Manual ABCE

Group 30 Electrical system 2(0)

General, Complete Vehicle Software

Cables and fuses

47701823 03-2023 © AB VOLVO PENTA 1

2 47701823 03-2023 © AB VOLVO PENTA

Colours used in images

1 Component emphasized (blue)

Other types of symbols used in

47701823 03-2023 © AB VOLVO PENTA 3

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

This symbol means Dangerous electrical voltage / General electrical danger.

This symbol is used for facilitation tips when repairing.

4 47701823 03-2023 © AB VOLVO PENTA

47701823 03-2023 © AB VOLVO PENTA 5

6 47701823 03-2023 © AB VOLVO PENTA

08-2 Special Service Tools

88820047 VODIA, diagnostic 9511355 Break-out cable 9998699 Break-out box

88820040 Break-out cable 88890016 Break-out cable 88890074 Multimeter

88890161 Break-out cable

47701823 03-2023 © AB VOLVO PENTA 7

Design and Function

8 47701823 03-2023 © AB VOLVO PENTA

Alarm handling display

47701823 03-2023 © AB VOLVO PENTA 9

EVC System Starting sequence

10 47701823 03-2023 © AB VOLVO PENTA

47701823 03-2023 © AB VOLVO PENTA 11

* PCU = Powertrain Control Unit. There is a decal

* SCU = Steering Control Unit. There is a decal

The CHASSIS ID number on the node labels are also

12 47701823 03-2023 © AB VOLVO PENTA

Drive position sensor

* SUS = Servo Unit Steering. There is a decal

47701823 03-2023 © AB VOLVO PENTA 13

Hydraulic valve plate

Solenoid valves, Forwards – Reverse (T)

Solenoid valve, trolling (U)

14 47701823 03-2023 © AB VOLVO PENTA

Solenoid valves, transmission

The illustration shows the cables connected for

A Solenoid valve marked “A” (primary)

Solenoid valves, transmission

Some engines are equipped with an interface bracket.

47701823 03-2023 © AB VOLVO PENTA 15

HCU / Control lever

The lever controls use a contactless position sensor to

The position sensor is a Hall sensor that uses two Hall

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

The gear shift actuator used for other diesel engines is

Both actuators are controlled by the PCU.

Shift actuator, other diesel engines.

16 47701823 03-2023 © AB VOLVO PENTA

General advice on working with EVC

47701823 03-2023 © AB VOLVO PENTA 17

18 47701823 03-2023 © AB VOLVO PENTA

The battery cables must always be connected last.

47701823 03-2023 © AB VOLVO PENTA 19

Reprogramming a control unit