Volvo 4.3GXi-F, 4.3OSi-F, 5.0GXi-F, 5.0OSi-F, 5.7Gi-F User Manual

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Workshop Manual

EGC Diagnostics

4.3GXi-F(F), 4.3OSi-F(F)

5.0GXi-F(F), 5.0OSi-F(F)

5.7Gi-F(F), 5.7GXi-G(F)

5.7OSi-E(F), 5.7OSXi-E(F)

8.1Gi-G(F), 8.1GXi-F(F), 8.1OSi-C(F)

2(0)

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Copyright © 2006 Volvo Penta of the Americas, Inc. All rights reserved. This manual may not be copied, photocopied, reproduced, or converted to any electronic or machine-readable form in whole or in part without the express written consent from Volvo Penta of the Americas, Inc.

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General Information . . . . . . . . . . . . . . . . . . . 1

System Description . . . . . . . . . . . . . . . . . . 29

Volvo Penta Diagnostic Scan Tool . . . . . . 35

Symptoms . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . 76

ECM Limits . . . . . . . . . . . . . . . . . . . . . . . . 305

Vodia Index by Number . . . . . . . . . . . . . . 310

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Section 1: General Information

Intake Manifold Vacuum Testing . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Gasoline Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Gasoline Containing Alcohol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Crankcase Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Off-Season Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Prepare a storage mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Change Motor Oil and Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . 13

Change Sterndrive Lubricant . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Drain Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Preparation for Boating After Storage . . . . . . . . . . . . . . . . . . . . 15

Engine Break-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Submerged Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

General Information

20-Hour Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Positive Closed-Type Ventilation System . . . . . . . . . . . . . . . . . . 19

5.0L and 5.7L engines only . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Troubleshooting - System Isolation . . . . . . . . . . . . . . . . . . . . . . 20

Engine Troubleshooting Guides . . . . . . . . . . . . . . . . . . . . . . . . . 21

Engine Will Not Crank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Engine Cranks, But Will Not Start . . . . . . . . . . . . . . . . . . . . . . 22

Hard Starting - Cold Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Hard Starting - Hot Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Engine Runs Rough . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Engine Noises and Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . 24

Engine Overheats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Engine Dies Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Engine Won’t Reach Operating RPM . . . . . . . . . . . . . . . . . . . 25

Defective Engine Lubricating System . . . . . . . . . . . . . . . . . . . 26

Low Battery Voltage After Short Storage . . . . . . . . . . . . . . . . 26

Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

This service manual is divided into sections concerning various systems and assemblies. Refer to the Contents to locate the section covering the system or assembly requiring service. Each section title page has an additional listing that will describe the sections contents in more detail. Be sure to read the Safety Section at the end of this man- ual, and pay special attention to all safety warnings as they appear throughout the text. Since models are subject to change at any time, some photos may not depict actual product.

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Good Service Practice Service required for the engine and sterndrive is generally one of three

kinds:

• Normal care and maintenance - which includes putting a new engine and stern drive into operation, storing, lubrication, and care under special operating conditions such as salt water and cold weather.

• Operating malfunctions - due to improper engine or drive mounting, propeller condition or size, boat condition, or the malfunction of some part of the engine. This includes engine servicing procedures to keep the engine in prime operating condition.

• Complete disassembly and overhaul - such as major service or rebuilding a unit.

It is important to determine before disassembly just what the trouble is and how to correct it quickly, with minimum expense to the owner.

When repairing an assembly, the most reliable way to ensure a good job is to do a complete overhaul on that assembly, rather than just to replace the bad part. Wear not readily apparent on other parts could cause malfunction soon after the repair job. Repair kits and seal kits contain all the parts needed to ensure a complete repair, to eliminate guesswork, and to save time.

Repair time can also be minimized by the use of special tools. Volvo Penta special tools are designed to perform service procedures unique to the product that cannot be completed using tools from other sources. They also speed repair work to help achieve service flat rate times. In some cases, the use of substitute tools can damage the part.

Preparation for Service Proper preparation is extremely helpful for efficient service work. A

clean work area at the start of each job will minimize tools and parts becoming misplaced. Clean an engine that is excessively dirty before work starts. Cleaning will occasionally uncover trouble sources. Obtain tools, instruments and parts needed for the job before work is started. Interrupting a job to locate special tools or repair kits is a needless delay.

Caution!

Use proper lifting and handling equipment. Working on stern drives without proper equipment can cause damage and personal injury.

Always use clean fresh fuel when testing engines. Troubles can often be traced to the use of old or dirty fuel.

Service Policy It is a Volvo Penta policy to provide dealers with service knowledge so

they can give professional service demanded by today’s consumer. The Volvo Penta Training Centers, frequent mailing of Service Bulletins, Letters and Promotions, Special Tools, Partner Network, and this Service Manual represent the latest effort to assist dealers in giving consumers the best and most prompt service possible. If a service question does not appear to be answered in this manual, you are invited to contact the Volvo Penta Service Department by calling or through Partner Network for additional help. Always be sure to give complete information, including engine model number and serial number.

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Replacement Parts Warning!

When replacement parts are required, always use genuine Volvo Penta parts, or parts with equivalent characteristics, including type, strength, and material. Failure to do so may result in product malfunction and possible injury to the operator and/or passengers.

Parts Catalogs Parts Catalogs and the electronic parts catalog (EPC) contain

exploded views showing the correct assembly of all parts, as well as a complete listing of the parts for replacement. These catalogs are helpful as a reference during disassembly and reassembly, and are available from Partner Network and Volvo Penta Parts.

Special Service Tools Volvo Penta has specially designed tools to simplify some of the disas-

sembly and assembly operations. These tools are illustrated in this Service Manual, in many cases in actual use. All special tools can be ordered from Volvo Penta Parts. Individual purchasers of Service Manuals must order Special Tools through an authorized dealer.

Product References, Illustrations &

Specifications

Volvo Penta reserves the right to make changes at anytime, without notice, in specifications and models and also to discontinue models. The right is also reserved to change any specifications or parts at any time without incurring any obligation to equip same on models manufactured prior to date of such change. All information, illustrations and specifications contained in this manual are based on the latest product information available at the time of printing. The right is reserved to make changes at anytime without notice.

All photographs and illustrations used in this manual may not depict actual models or equipment, but are intended as representative views for reference only. The continuing accuracy of this manual cannot be guaranteed.

The purpose of an engine tune-up is to restore power and performance that has been lost through wear, corrosion or deterioration of one or more parts or components. In the normal operation of an engine, these changes can take place gradually at a number of points, so that it is seldom advisable to attempt an improvement in performance by correction of one or two items only. Time will be saved and more lasting results will be obtained by following a definite and thorough procedure of analysis and correction of all items affecting power and performance.

Economical, trouble-free operation can better be ensured if a complete tune-up is performed once every year, preferably in the spring. Components that affect power and performance can be divided into three groups:

• Components affecting compression

• Components affecting ignition

• Components affecting fuel system

Tuning the Engine Tune-up procedures should cover these groups in the order given.

While the items affecting compression and ignition may be handled according to personal preference, correction of items in the fuel system group should not be attempted until all items affecting compres-

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Engine Compression Testing During all work done around the engine, while the engine is running or

sion and ignition have been satisfactorily corrected. Most of the procedures for performing a complete engine tune-up will be covered in greater detail in this manual. This section will deal mainly with the order of procedures involved in tuning the engine.

being cranked, use extreme care to avoid getting fingers or clothing caught in any belts, pulleys, or other moving parts.

2. Visually inspect stern drive unit for leaks, missing parts or other

obvious defects. Replace deteriorated parts.

3. Compression check: Proper compression is essential for good

engine performance. An engine with low or uneven compression cannot be properly tuned.

• Operate engine to normal operating temperature.

Caution!

Engine must not be started and run without water for cooling.

• Remove any foreign matter from around spark plugs by blowing out with compressed air.

• Remove and inspect all spark plugs. Install thread-type compression gauge in spark plug hole.

• Set the Volvo Penta Scan tool to “ECM TESTS” and select “COMPRESSION TEST” before cranking the engine.

Caution!

This test commands the ECM to disable all spark and fuel injector outputs. The test must be properly exited from the Scan Tool to re-enable normal spark and fuel operation. DO NOT perfrom this test in open water. Always perform this test dockside or on a trailer. The engine will be disabled until the test is properly exited.

If the scan tool is disconnected during the COMPRESSION TEST, the engine will remain disabled until the scan tool is reconnected and the COMPRESSION TEST mode is exited properly. Refer to the documentation that comes with the Scan tool for further information on Scan tool operation.

Test Conclusion The indicated compression pressures are considered normal if the

lowest reading cylinder is within 75% of the highest.

Example:

If the highest pressure reading was 140 PSI, 75% of 140 is 105. Therefore, any cylinder reading less than 105 PSI indicates an improperly seated valve, worn valve guides, piston, cylinder, or worn or broken piston rings. Any cylinder reading 105 PSI or greater is within specifications, and compression is considered normal.

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If one or more cylinders read low, squirt approximately one tablespoon of engine oil on top of the pistons in the low reading cylinders. Repeat compression pressure check on the cylinders.

1. If compression improves considerably, the piston rings are at fault.

2. If compression does not improve, valves are sticking or seating

poorly, or valve guides are worn.

3. If two adjacent cylinders indicate low compression pressures and

squirting oil on the pistons does not increase the compression, the cause may be a cylinder head gasket leak between the cylinders. This problem could allow engine oil and/or coolant to enter the cylinders. It is recommended the following quick reference chart be used when checking cylinder compression pressures. The chart has been calculated so that the lowest reading number is 75% of

the highest reading.

Table 1: Compression Pressure Limit

Max. PSI Min. PSI Max. PSI Min. PSI Max. PSI Min. PSI Max. PSI Min. PSI

134 101 154 115 174 131 194 145

136 102 156 117 176 132 196 147

138 104 158 118 178 133 196 148

140 105 160 120 180 135 200 150

142 107 162 121 182 136 202 151

144 108 164 123 184 138 204 153

146 110 166 124 186 140 206 154

148 111 168 126 188 141 208 156

150 113 170 127 190 142 210 157

152 114 172 129 192 144 212 158

After checking cylinder compression, repairs should be made as necessary. Subsequent adjustments to an engine that does not have proper compression will not measurably improve performance or correct operational problems. After verifying compression, check ignition and fuel system components.

Ignition System Components •Spark Plugs

• Spark Plug Leads

• Distributor Cap

• Rotor

• Ignition Coil

• High Tension Lead

• Ignition Switch

• Circuit Wiring and Connectors

Fuel System Components • Fuel Tank Pickup and Screen

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• Fuel Tank Vent

• Anti-Siphon Valve (if equipped)

• Fuel Octane and Quality

• Boat Fuel Lines and Valves

• External Engine Fuel Filter

• Fuel Pump(s) and Line

• Engine PCV Valve

• Flame Arrestor

All of the above listed components are not necessarily part of an engine tune-up, but must be considered when attempting to correct engine/boat performance problems. Repair or replace components only as required.

Warning!

Do not substitute automotive parts. Volvo Penta marine components meet U.S. Coast Guard regulations for external ignition proof operation and marine use. Volvo Penta marine components are specially designed not to cause ignition of fuel vapors in the bilge or engine compartment. The use of automotive parts can result in fire and explosion.

Intake Manifold Vacuum Testing

Test Procedures 1. Install a vacuum gauge to a good intake manifold source (usually

2. Observe the vacuum gauge while operating the engine over a

Test Results

1. A steady vacuum reading between 14 and 19in. Hg. (47-64 kPa)

2. A vacuum reading below 14 in. Hg. (47 kPa) at idle, indicates an

3. Possible causes of low intake manifold vacuum are late ignition

4. If the gauge fluctuates at idle, possible causes are sticking or leak-

5. If the gauge fluctuates at idle but smooths out as engine RPM

6. If the gauge fluctuates more with increases engine RPM, check for

7. If the vacuum gauge fluctuates regularly with each engine cycle,

at the PCV valve port), following the gauge manufacturer’s instructions. Start and warm up the engine.

range of engine speeds.

at idle indicates an engine in good mechanical condition.

engine that is not developing enough vacuum. Further testing for base mechanical problems is needed.

timing, low compression, poor engine sealing, leaks at vacuum lines and connections or bad MAP sensor.

ing valves, or an ignition miss.

increases, check for bad valves or camshaft.

weak or broken valve springs, bad valves, ignition miss, or a leaking head gasket.

check for a bad valve.

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8. If the vacuum reading drops steadily as engine RPM increases,

check the exhaust system between the engine and vertical drive for restrictions.

9. See table and chart below and on the following page for more

information.

In./Hg.

FGH I

In./Hg.

EABCD

In./Hg.

Pos Condition Reading

A Normal at Idle 14-19 in. Hg. (47-64 kPa) B Late Ignition Timing 11-17 in. Hg. (37-57 kPa) C Late Valve Timing 8-15 in. Hg. (27-50 kPa).

D Intake Leak Low but steady reading E Normal Acceleration Drops to 2 then rises to 25 when throttle is rapidly increased and

decreased.

F Worn Rings Drops to 0, then rises to 22 when throttle is rapidly increased and

decreased

G Sticking Valve(s) Normally steady, intermittently flicks downward approx. 4 in. Hg. (13 kPa)

from highest level.

H Leaking Valve Drops 2 in. Hg. (6 kPa) from highest reading.

I Burned or Warped Valve Evenly spaced down-scale flicker approximately 5 in. Hg (17 kPa).

J Worn Valve Oscillates Approximately 4 in. Hg. (13 kPa). K Weak Valve Springs Violent oscillations as RPM increases. L Improper Idle Mixture Floats slowly between 13-17 in. Hg. (44-57 kPa)

M Restricted Exhaust Normal when first started. Drops to approx. 0 as RPM increases N Head Gasket Leak Floats between 5-20 in. Hg. (17-68 kPa) O Defective Ignition Component Slight float between 14-16 in. Hg. (47-54 kPa)

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Gasoline Requirements

DANGER!

Gasoline is extremely flammable and highly explosive under certain conditions. Always stop engine and do not smoke or allow open flames or sparks near the boat when refuelling gas tanks. When filling the gas tank, ground the tank to the source of gasoline by holding the hose nozzle firmly against the side of the deck filler plate, or ground it in some other manner. This action prevents static electricity buildup which could cause sparks and ignite fuel vapors.

USE ONLY UNLEADED FUEL. Use lead-free gasoline with the fol-

lowing minimum or higher octane specification:

Inside the U.S.: (R+M)/2 (AKI) = 87 Outside the U.S.: (RON) = 90

If fuels with 89 AKI pump posted (93 RON) octane number or higher are used an increase in power can be expected with EFI models.

Premium fuels contain injector cleaners and other additives that protect the fuel system and provide optimum performance.

Gasoline Containing Alcohol

Caution!

Engine damage resulting from the use of gasoline with octane 86 AKI (89 RON) and lower is considered misuse of the engine and will void the engine warranty. Vol vo Pe nta suggests the use of 89 AKI or higher fuels. These fuels have additives that are beneficial to maximum engine performance and long life of service components.

To prevent gum formation and corrosion in the fuel system, use a Marine Fuel Stabilizer in the gasoline.

Many brands of gasoline being sold today contain alcohol. Two commonly used alcohol additives are Ethanol (ethyl alcohol) and Methanol (methyl alcohol).

Caution!

Do not use any gasoline which contains Methanol (methyl alcohol).

See the boat’s Operators Manual to determine if the boats fuel system is compatible with alcohol blended fuels. If it is, your engine may use gasoline blended with no more than 10% Ethanol (ethyl alcohol) meeting the minimum octane specification. Do not use any gasoline which

contains METHANOL (methyl alcohol).

Continued use of METHANOL (methyl alcohol) fuel will cause serious damage to the fuel system.

If you use gasoline containing alcohol, be aware of the following:

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Crankcase Oil

General Information

• ïThe engine will operate leaner. This may cause engine problems such as vapor lock, low speed stalling, or hard starting.

• ïAlcohol blended fuels attract and hold moisture. Moisture can cause fuel tank corrosion. Inspect fuel tanks at least annually. Replace corroded or leaking fuel tanks.

• ïFrequently inspect non-metallic parts of fuel system and replace if excessively stiff, deteriorated or leaking.

Fuel leakage can contribute to a fire and/or explosion.

Initial factory fill is a high quality motor oil for API Service SJ. During the break-in period (20 hours), frequently check the oil level. Somewhat higher oil consumption is normal until piston rings are seated. The oil level should be maintained in the safe range between the Add and Full marks on the dipstick. This range represents approximately 1 litre (1 quart). If it is necessary to add or change the motor oil, use a quality oil with API service category SJ.

At the end of the break-in period (20 hours), change the crankcase oil and replace the oil filter. Refer to Lubrication and Inspection Chart for recommended oil change intervals.

Draining and Filling the Engine

Crankcase

NOTE! The use of multi-viscosity oils, such as 10W-30 or 10W-40,

is not recommended.

If using Volvo Penta Premium Synthetic Engine Oil, drain and refill crankcase every 200 hours of operation or once a year, whichever occurs first.

If using oil other than Volvo Penta Premium Synthetic Engine Oil, drain and refill crankcase every 100 hours of operation or once a year, whichever occurs first.

DANGER!

To prevent fire and explosion, always make sure engine compartment is free of gasoline fumes before using any spark-producing tools such as the electric drill motor used with oil withdrawal pump kit.

Check the motor oil level frequently with the dipstick. When oil is to be changed, remove dipstick and withdraw oil from crankcase through withdrawal/dipstick tube. The oil withdrawal tube is provided so oil does not have to be drained into the bilge. Withdraw oil with a suction pump.

Fill the crankcase to the specified capacity with a quality motor oil labelled for service category SH. When changing motor oil, select from the following chart the SAE viscosity that matches the temperature range in which the boat will be operated. If it is necessary to add motor

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oil, use motor oil of the same viscosity.

Table 2: Temperature Viscosity Recommendations

If the lowest Anticipated

Temperature is:

32° F (0° C) and above SAE 30

0° F (-18° C) to 32° F (0° C) SAE 20W-20

Below 0° F (-18° C) SAE 10

NOTE! Disregard any reference to multi-viscosity oil printed on

engine. Such reference is intended for automotive use only and not marine application.

Caution!

Do not fill above full mark. Overfilling results in high operating temperatures, foaming (air in oil), loss of power, and overall reduced engine life.

Table 3: Crankcase Capacities

Model With Filter

4.3GXi/OSi 5.0 qts. (4.7 liters)

The Following SAE Viscosity

Oils are Recommended

Sterndrive

Off-Season Storage

5.0GXi/OSi 5.5 qts. (5.2 liters)

5.7Gi/GXi/OSi/OSXi 5.5 qts. (5.2 liters)

8.1Gi/GXi 9.0 qts. (8.5 liters)

Inboards

5.7GiI/GXiI 5.5 qts. (5.2 liters)

8.1GiI/GXiI 9.0 qts. (8.5 liters)

Oil Filter Replace the oil filter whenever the motor oil is changed. This filter is a

self-contained, screw-on type. To remove, unscrew filter canister counterclockwise and discard. When attaching a new filter, be sure the gasket is lightly lubricated with motor oil. Hand tighten only, run engine and check for leaks. Do not run engine without supplying cooling water. See Parts Catalog for model and filter requirements.

Maintain the level with Volvo Penta Power Trim/Tilt & Steering Fluid. Approved power steering fluids such as GM power steering fluid or Dexron II automatic transmission fluid can also be used. Do not overfill the pump reservoir.

There are nine steps that must be completed for Off-Season Storage Preparation

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When gasoline engines are removed from service for long periods (2 months or more), it is important that they are correctly stored or protected (internally). Today’s gasoline blends are not as stable as in the past and consideration must be given if the fuel will not be used within a short time or if the engine is being placed in storage. Failure to properly stabilize the fuel can damage fuel system components and is not considered as warrantable.

Boat manufacturers should follow the gasoline storage mixture section for testing prior to shipment.

Note! Volvo Penta has discontinued the fuel stabilizer #3855832,

a suitable replacement can be purchased locally at most automotive supply stores.

Limited Use If the vessels fuel within the tank(s) will not be consumed within a 30-

day period from the time of filling, a gasoline fuel stabilizer must be added as per the manufacturers instructions. This will help prevent the fuel from breaking down and causing reduced engine performance or damage from uncontrolled combustion.

Storage If the boat is being placed into storage, a gasoline fuel stabilizer must

be added to the tank(s) as per the manufacturers instructions. The amount of stabilizer required is determined by the quantity of fuel and the length of time it will be placed in storage. The maximum period that fuel can be stabilized is six months due to limitations of the stabilizers and fuels.

DANGER!

Any fuel leakage should be corrected immediately to prevent possible fire and/or explosion.

Caution!

Do not run engine out of fuel or run the electric fuel pumps dry more than 10 seconds. Running the electric fuel pumps dry will cause fuel pump damage.

Prepare a storage mixture In addition to stabilization of the fuel, it is highly desirable to have the

valves and cylinders coated with a light film of oil previously accomplished through fogging. Today’s fuel injection manifolds are designed with a complex air channel design that will not allow the traditional fogging oils to be injected past the throttle plate while running. The oil will get stuck in the plenum and never reach the cylinders. Together with the stabilizer, two-cycle motor oil can be added to a fuel mixture for stabilization purposes.

• Using an outboard motor six-gallon fuel tank, add two-cycle motor oil at a ratio of 50:1 (one pint to 6 gallons) and stabilizer at one ounce per gallon (unless stated otherwise on the manufacturers label). Mix well.

• Disconnect boat fuel line at engine fuel pump. Attach the storage mixture fuel tank.

• Connect a suitable engine flush device if the boat is not in the water.

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Electric Fuel Pumps and Fuel Cells Regardless of the ratio of fuel stabilizer to fuel we use, the maximum

• Run the engine on the storage mixture for approximately 5 minutes at 1500 RPM. This will ensure that all fuel system and internal engine components are thoroughly protected. Do not operate the engine above 1500 RPM as the water pump demand may exceed the supply, damaging the pump.

• Reduce the engine speed to idle and stop the engine.

• Reconnect the fuel fitting and check for fuel leaks.

recommended storage time for gasoline, according to STA-BIL, is six months. During final assembly testing at our Lexington factory, each engine is run on a fuel mix that is stabilized. Each engine is shut off without running the fuel pumps dry and the fuel system is sealed to prevent damage. With the delay in time between the product getting installed in a boat, shipped to you, sold and finally delivered; the sixmonth time frame can easily be exceeded.

Since delivering a quality, dependable product is one of our highest goals; we work closely with our suppliers to identify the root cause of failure on any parts returned for warranty credit. While there are certainly legitimate failures of fuel pumps, the major portion of them are returned to us due to varnished fuel from long term storage. We would like to offer some advice on dealing with these issues.

Stuck Pumps If a fuel pump appears stuck and will not operate, you may try briefly

reversing the polarity to the pump to turn it in the opposite direction. You should disconnect the electrical plug of one pump at a time on the fuel cell to determine which pump might have a problem.

Noisy Fuel Pumps Electric pumps will often cavitate and become noisy if they are starving

for fuel. On carbureted engines or low-pressure fuel cell pumps, check the fuel supply, quality of the fuel hose, anti-siphon valve, and filter before replacing the fuel pump.

A noisy high-pressure pump on a fuel cell may indicate a low fuel level in the reservoir. Check the fuel supply and low pressure pump operation to be sure the reservoir is receiving the correct volume of fuel. The same information would apply to engines with the earlier vapor separator tank design.

This information may help prevent the needless replacement of pumps in many cases and reduce the repair time for the boat owner.

Change Motor Oil and Oil Filter • Engine should first be operated under load until oil is thoroughly

warmed up. If oil is allowed to warm up before draining, a more complete draining will be accomplished. In addition, accumulated impurities will be held in suspension by the oil and be removed during draining operation.

• Remove motor oil by siphoning it out of oil withdrawal tube. Follow the procedure under Draining and Filling the Engine

Crankcase.

• Install a new oil filter and fill crankcase with recommended oil.

Caution!

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Change Sterndrive Lubricant

Drain Cooling System

23681

General Information

Sterndrive must be submerged in water or an accessory flushing adaptor must be used while operating engine. When using a flushing adaptor, remove propeller before starting engine to prevent accidental contact with rotating propeller.

• With sterndrive in full down position, run engine at a fast idle for a few minutes to distribute clean oil through engine.

• Shut off engine and check oil level. Check oil filter gasket for leaks. Add oil if necessary to bring oil level up to, but not over, the full mark.

Drain and refill with fresh Volvo Penta GL-5 Synthetic Gear Lubricant or Mobilube 1 SHC Fully Synthetic SAE 75W-90 (meeting or exceeding MIL-L-2105C or D, API GL-4 or 5) gear lubricant. Refer to Vertical Drive Service Manual.

When draining the cooling system, raise or lower the bow of the boat to position the engine in a level horizontal plane. This will provide complete drainage of the engine block and manifolds. If the bow is higher or lower that the stern, some water may be trapped in the engine block or manifolds.

Improper or incomplete draining may result in freeze damage to the engine, manifolds, sterndrive, or other components. Freeze damage is not covered under Volvo Penta’s Limited Warranty.

4.3GXi, 4.3OSi

Front

Port

1. Remove inlet (A) and outlet (B) hoses from raw water pump and

rotate engine with starter 1-2 revolutions. If engine starts to run, shut off immediately.

Caution!

Do not run engine without water. If engine starts with the water intake hose disconnected, shut off immediately. Allowing the engine to run without water will damage the engine and cooling components.

2. Disconnect the small water by-pass hose at the top of the thermo-

stat housing.

3. Disconnect and drain large hose at the circulation pump.

4. Disconnect the fuel cell water discharge hose. Lower the hose into

the bilge to allow draining. Blow out and remaining water with compressed air. Reconnect after draining is complete.

5. Remove cylinder block drain plug. Clear hole with small wire to

ensure complete drainage.

6. Remove exhaust manifold drain plug. Clear hole with small wire to

ensure complete drainage.

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General Information

Starboard 7. Remove cylinder block drain plug. Clear hole with small wire to

ensure complete drainage.

8. Remove exhaust manifold drain plug. Clear hole with small wire to

ensure complete drainage.

9. Reinstall drain plugs after draining is complete to keep the threads

of the drain holes from corroding. It will be difficult to install the drain plugs if the plugs are left out over the winter.

5.0GXi, 5.0OSi, 5.7Gi, 5.7OSi, 5.7GXi, 5.7OSXi, 5.7GiI-F, 5.7GXiI-G

Front

Port

Starboard

1. Remove inlet (A) and outlet (B) hoses from raw water pump and

rotate engine with starter 1-2 revolutions. If engine starts to run, shut off immediately.

Caution!

2. Disconnect and drain large hose at the circulation pump.

1. Remove cylinder block drain plug. Clear hole with small wire to

ensure complete drainage.

2. Remove exhaust manifold drain plug located at the rear of the

exhaust manifold. Clear hole with small wire to ensure complete drainage.

1. Remove cylinder block drain plug. Clear hole with small wire to

ensure complete drainage.

2. Remove exhaust manifold drain plug located at the rear of the

exhaust manifold. Clear hole with small wire to ensure complete drainage.

3. Reinstall drain plugs after draining is complete to keep the threads

of the drain holes from corroding. It will be difficult to install the drain plugs if the plugs are left out over the winter.

8.1Gi, 8.1GXi, 8.1OSi, 8.1GiI-G, 8.1GXiI-F

Front

1. Remove inlet (A) and outlet (B) hoses from raw water pump and

rotate engine with starter 1-2 revolutions. If engine starts to run, shut off immediately.

Caution!

Do not run engine without water. If engine starts with intake hose disconnected, shut off immediately. Allowing the engine to run without water will damage the engine and cooling components.

2. Disconnect and drain large hose at the circulation pump.

Port

1. Remove cylinder block drain plug. Clear hole with small wire to

ensure complete drainage.

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2. Remove exhaust manifold drain plug located at the front of the

port exhaust manifold, behind the power steering pump. Clear hole with small wire to ensure complete drainage.

Starboard

1. Remove cylinder block drain plug. Clear hole with small wire to

ensure complete drainage.

2. Remove exhaust manifold drain plug located at the rear of the

exhaust manifold. Clear hole with small wire to ensure complete drainage.

3. Reinstall drain plugs after draining is complete to keep the threads

of the drain holes from corroding. It will be difficult to install the drain plugs if the plugs are left out over the winter.

Preparation for Boating After Storage

1. Install all drain plugs if they were left out during storage. Install

cooling hoses and clamps. Check condition of hoses, manifold end caps and clamps. Connect hoses to engine and tighten clamps securely. Install boat drain plug, if removed.

2. Remove the distributor cap and rotor. Wipe the inside of the dis-

tributor cap dry with a clean cloth and spray with Corrosion Spray. Replace the rotor and cap.

3. Clean the battery terminals. With the ignition switch in the "OFF"

position, install the battery and attach the battery cables. Spray terminals with Corrosion Spray.

4. Open the fuel shut-off valve (if so equipped) and check all fuel

line connections for leaks.

5. Check the flame arrestor and clean if necessary. Reinstall, make

sure all parts are in place and tighten nut securely.

Warning!

Do not place fingers in the throttle body on electronic throttle equipped engines. The throttle plate has a powerful motor that can cause severe injury if the ignition energized.

6. Make a thorough check of the boat and engine for loose or miss-

ing nuts and screws. Pump the bilge dry and air out the engine compartment.

Danger!

To prevent a possible explosion, operate the blower as recommended by the boat manufacturer before starting engine. If the boat is not equipped with a bilge blower, open engine cover or hatch prior to starting and leave open until after engine is running.

If operating boat in water, tie boat securely to dock to prevent forward or backward movement.

When using a flushing adaptor, remove the propeller before starting engine to prevent accidental contact with rotating propeller.

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Engine Break-in

7. Test run engine: Launch boat or use a flushing adaptor installed

on Sterndrive.

Caution!

Do not start engine out of water unless using a flushing adaptor. Always turn water on before starting engine. Control water pressure as full water pressure may cause damage to supply pump and engine.

8. With engine compartment open, start the engine. Monitor the volt-

meter, oil pressure and water temperature gauges frequently to be sure all systems are operating properly. Check for fuel, oil, and

water leaks.

All engines have been run for a short period of time as a final test at the factory. You must follow the Engine Break-In procedure during the first 20 hours of operation to ensure maximum performance and longest engine life.

NOTE!

To ensure proper lubrication during the break-in period, do not remove factory break-in oil until after the 20-hour break-in is completed.

First Two Hours For the first five to ten minutes of operation, operate engine at a fast

idle (above 1500 RPM). After engine has reached operating temperature, momentarily reduce engine speed, then increase engine speed, to assist break-in of piston rings and bearings.

During the remaining first two hours of operation, accelerate boat onto plane quickly and bring throttle back to maintain a planing attitude. During this period, vary the engine speed frequently by accelerating to approximately three-fourths throttle for two to three minutes, then back to minimum planing speed. Maintain planing attitude to avoid excessive engine load.

DO NOT RUN ENGINE AT A CONSTANT RPM FOR PROLONGED PERIODS OF TIME DURING THE BREAK-IN PERIOD.

Next Eight Hours During next eight hours, continue to operate at approximately three-

fourths throttle or less (minimum planing speed). Occasionally reduce throttle to idle speed for a cooling period. During this eight hours of operation it is permissible to operate at full throttle for periods of less than two minutes.

DO NOT RUN ENGINE AT A CONSTANT RPM FOR PROLONGED PERIODS OF TIME DURING THE BREAK-IN PERIOD.

Final Ten Hours During the final ten hours of break-in, after warming engine to operat-

ing temperature, it is permissible to operate at full throttle for five to ten minutes at a time. Momentarily reduce then increase engine speed to assist break-in of rings and bearings. Occasionally reduce engine speed to idle to provide cooling periods.

DO NOT RUN ENGINE AT A CONSTANT RPM FOR PROLONGED PERIODS OF TIME DURING THE BREAK-IN PERIOD.

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During break-in period, be particularly observant during initial running of engine, as follows:

1. Check crankcase oil level frequently. Maintain oil level in safe

range, between “add” and “full” marks on dipstick.

NOTE! If you have a problem getting a good oil level reading on

dipstick, rotate dipstick 180° in tube.

2. Watch oil pressure gauge. If indicator fluctuates whenever boat

attitude (i.e. turning, climbing on plane, etc.) is changed, it may be the oil pickup screen is not covered with oil. Check crankcase dipstick, and add oil to crankcase if required. DO NOT OVERFILL. If oil level is correct and condition still exists, check for possible gauge or oil pump malfunction.

NOTE! Oil pressure will rise as RPM increases, and fall as RPM

decreases. In addition, cold oil will generally show higher oil pressure for any specific RPM than hot oil. Both of these conditions reflect normal engine operation.

3. Watch engine temperature indicator to be sure there is proper

water circulation.

Caution

Failure to follow the break-in procedure will void the engine warranty.

At end of break-in period (20 hours), change the motor oil and replace oil filter. Fill crankcase with recommended motor oil, See “Crankcase Oil” on page 9.

Operation After Break-in After break-in, the engine can be operated at any RPM from idle to full

throttle. However, cruising at 3600 RPM or less saves fuel, reduces noise, and prolongs engine life.

When starting a cold engine, always allow engine to warm up gradually. Never run engine at full throttle until engine is thoroughly warmed up. Be sure to check oil level frequently during the first 50 hours of operation, since oil consumption will be high until piston rings are properly seated.

Submerged Engine Remove engine from water as quickly as possible.

It is imperative that all water is removed from the engine and immediately lubricate all internal parts. All electrical devices must also be dried and inspected for water damage. Delay in completing these actions may allow extensive engine damage.

Frequently check engine compartment for gasoline fumes and excessive water accumulation; water depth in bilge should be kept well below flywheel housing.

20-Hour Check

1. Change engine oil and oil filter.

2. Check power trim/tilt reservoir for proper fluid level.

3. Change fuel filter/water separator.

4. Check flame arrestor for proper mounting, cleanliness or damage.

5. Start engine and check complete fuel system for leaks.

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6. Lubricate steering cable ram with Volvo Penta grease. Check

power steering pump reservoir for correct fluid level on models equipped with power steering. Failure to properly lubricate the steering system could lead to loss of steering control.

7. Check shift system for proper adjustment and operation.

8. Inspect exhaust system. Tighten all hose clamps, and check for

leaks.

9. Check tension on all drive belts.

10. Check all engine mount screws for tightness.

11. Check for any deficiencies, malfunctions, signs of abuse, etc. Cor-

rection of any problems at this time will prevent the worsening of a minor problem and help ensure a trouble-free boating season.

12. Check oil level in Sterndrive and add as necessary with GL-5 Syn-

thetic Gear Lubricant or Mobilube 1 SHC Fully Synthetic SAE 75W-90 (meeting or exceeding MIL-L-2105C or D, API GL-4 or 5) gear lubricant.

13. Make sure engine can achieve maximum rated RPM. See engine

specifications.

Belt Tension

22902 Serpentine belts are tensioned automatically and do not require

adjustment. Replace when the tension indicator lines up with the single line on the housing (A).

The Volvo Penta serpentine belts are for heavy-duty marine use. DO NOT replace with automotive belts.

Positive Closed-Type Ventilation System

5.0L and 5.7L engines only A malfunctioning closed crankcase ventilation system may be indi-

cated by loping or rough engine idle. Do not attempt to compensate for this idle condition by disconnecting the crank-case ventilation system and making adjustments. The removal of the crankcase ventilation system from the engine will adversely affect fuel economy and engine

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ventilation with resultant shortening of engine life. To determine whether loping or rough idle condition is caused by a malfunctioning crankcase ventilation system, perform the following tests.

NOTE! 8.1 engines have an internal crankcase ventilation system

and have no serviceable components.

NOTE! 4.3 engines do not have a PCV valve. The crankcase venti-

lation is provided by a fixed orifice located in the port valve cover and connected by a hose to the intake manifold.

With Engine Idling

With Engine Stopped Remove PCV valve from its mounting and shake it. A metallic clicking

Servicing PCV Valve Caution!

1. Remove PCV valve from its mounting, but leave vacuum inlet side

connected to hose. If the valve is functioning properly and not plugged, a hissing noise will be heard as air passes through valve. A strong vacuum will be felt when a finger is placed over valve inlet. Check for vacuum leaks in hose line and at all connections.

2. Reinstall PCV valve, then remove crankcase air inlet hose at

flame arrestor connection. Loosely hold a small piece of stiff paper (such as a 3 x 5 memo card or parts tag card) over opening at end of inlet hose. After a minute or so, (to allow crankcase pressure to lower) the piece of paper should be sucked against hose opening with a noticeable force.

noise should be heard, indicating that valve parts are free, and not sticking.

If ventilation system passes these two tests, it can be considered functionally OK, and no further service is required. If it fails either test, replace PCV valve and repeat Engine Idling Test.

If system still does not pass test, clean ventilation system hoses and all passages to induction system in accordance with established procedures.

Do not attempt to clean crankcase ventilation regulator valve. It should be replaced.

Clean crankcase ventilation system connection(s) on intake manifold by probing with a flexible wire or bottle brush. Clean hoses, tubes and associated hardware with a low-volatility, petroleum-base solvent and dry with compressed air.

Troubleshooting - System Isolation

The following is to help you isolate a malfunction of one or possibly several systems. After determining which systems are related to the

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Engine Does not Start

malfunction, refer to the individual system troubleshooting charts to isolate the specific cause.

Engine should crank at specified RPM. If not, check for

1. Discharged or dead Battery

Cranking System

2. Loose or corroded connections

3. Cranking System Troubleshooting Chart in the Elec-

trical Ignition/ Fuel Service Manual

Ignition System Must have good spark at spark plugs. If not, check the:

1. Distributor Cap

2. Coil and spark plug leads

3. Ignition timing

4. Automatic spark advance

5. Appropriate Ignition Troubleshooting Chart in the

Electrical/Ignition/Fuel Service Manual.

Fuel System

1. Fuel Tank, valves, and lines

2. Fuel pump and filter

3. Boat Fuel System Troubleshooting Chart

4. Engine Fuel System Troubleshooting Chart

Engine Runs Improperly Check the following:

1. Compression

2. Ignition system

3. Fuel and injection system

4. Lubrication system

5. Cooling System

6. Sterndrive and propeller

7. PCV Valve

8. Engine Troubleshooting Guides

Engine Troubleshooting Guides

These guides were written to help you trace the symptoms of the trouble to the source, without having to read through and prove every possibility. Much of the information here will be familiar to well informed mechanics.

Also, many factors will seem insignificant but when you think of it, usually the toughest problem to troubleshoot is caused by the smallest error. The greatest aid to solving a service problem is information. Start gathering information from the boat operator and write it on his job card or work ticket. Find out pertinent facts, such as:

• When did this trouble start?

• How was the boat loaded?

• Did the trouble occur suddenly, or start gradually?

Analyze this information and try to match it to similar situations you have experienced in the past. Keep in mind the fundamental rules:

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• COMPRESSION - Mixture inducted into cylinder and compressed.

• SPARK - Proper intensity at the proper time.

• FUEL - Proper mixture of air and fuel.

These are very old rules, but necessary for the engine to run. Use these charts and the service information they refer to. Do not try to remember tolerances, settings, measurements, etc., as they are written in the service manual. Leave your mind free to analyze the problem.

Following is a list of the troubleshooting guides which may be found on the pages indicated.

Engine Will Not Crank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 21

Engine Cranks, But Will Not Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 21

Hard Starting - Cold Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 22

Hard Starting - Hot Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 22

Engine Runs Rough . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 23

Engine Will Not Crank

Starter Circuit - Check: • Battery condition: weak, dead, sulfated, bad cells

Engine Noises and Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 23

Engine Overheats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 24

Engine Dies Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 24

Engine Won’t Reach Operating RPM . . . . . . . . . . . . . . . . . . . . . . . . . page 25

Defective Engine Lubricating System . . . . . . . . . . . . . . . . . . . . . . . . . page 25

Low Battery Voltage After Short Storage. . . . . . . . . . . . . . . . . . . . . . . page 26

• Battery cables for loose or corroded connections

• Shorted or open ignition switch

• Starter motor and solenoid for shorts, grounds or open circuits

• Starter assist solenoid/starter relay

• Circuit breakers

• Wiring from battery to ignition switch

•See Electrical/Ignition/Fuel Service Manual

Engine Cranks, But Will Not Start

Ignition Circuit - Check: • Primary circuit wiring from ignition switch to ignition coil/ignition

module

• Secondary circuit wiring from coil to spark plug

• Spark plugs for proper gap, fouling, burned electrodes, cracked or dirty insulator

•See Electrical/Ignition/Fuel Service Manual

• Low battery voltage

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Fuel System - Check: • Quantity and condition of fuel in boat tank

Cylinder Compression - Check • Conduct test following procedure in this section, and compare

Hard Starting - Cold Engine

• Operation and flow capacity of boat anti-siphon valve

• Fuel tank vent is unrestricted

• Fuel tank pick-up screen is clean

• Correct diameter/unrestricted boat fuel lines

• Fuel shutoff and multiple tank valves are open and operating properly

• Fuel pump vent hose for signs of fuel or oil that would indicate a fuel pump failure.

• Fuel pump/relay/circuit breaker operation

• External fuel filter

• See Electrical/Ignition/Fuel System Service Manual

readings to Compression Limit Chart.

Has Engine Always Done This?

Check:

Was Engine Used For A Long Time?

Check:

Is This A New Condition? Check:

Hard Starting - Hot Engine

Has Engine Always Done This?

Check:

Ask these questions first:

1. Fuel tank antisiphon valve (if equipped)

2. Fuel lines for obstructions

3. For debris inside fuel tank

4. See Electrical/Ignition/Fuel System Service Manual

1. For clean external fuel filters

2. Water in fuel due to condensation

3. Fuel quality deterioration

4. See Electrical/Ignition/Fuel System Service Manual

1. Fuel tank antisiphon valve (if equipped)

2. Fuel system for leaks, dirt, or obstructions

3. Engine and ignition system

4. See Electrical/Ignition/Fuel System Service Manual

Ask these questions first:

1. Fuel tank antisiphon valve (if equipped)

2. See Electrical/Ignition/Fuel System Service Manual

Is This A New Condition? Check:

1. Brand, type or octane of fuel

2. Spark plugs

3. Water in fuel

4. Condition of battery and cables

5. Starter motor for overheat damage

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Did Engine Refuse To Start After

Being Run? Check:

Ignition coil(s)/ignition module

Engine Runs Rough

If At Slow Speed - Check: 1. Fuel tank antisiphon valve (if equipped)

If At High Speed - Check:

1. Ignition system primary circuit

2. Engine timing

3. Fuel tank antisiphon valve (if equipped)

4. See Electrical/Ignition/Fuel System Service Manual

2. Idle speed

3. Engine timing and spark plugs

4. Fuel pressure

5. Water or contaminants in fuel

6. Manifold vacuum leak

7. See Electrical/Ignition/Fuel System Service Manual

1. Air leak on suction side of fuel system

2. Too low octane fuel

3. Ignition system secondary circuit

4. Engine timing

Engine Noises and Vibrations

Valves - Hydraulic Lifters 1. Rapping only when starting (oil too heavy for prevailing weather,

Ignition System (Ping or Knock)

5. Fuel filter

6. Fuel pump pressure

7. Engine compression

8. Water or contaminants in fuel, water in cylinders

9. See Electrical/Ignition/ Fuel System Service Manual

varnish on lifter, oil needs to be changed)

2. Intermittent rapping (leakage at lifter check ball)

3. Idle noise (excessive leak down rate, faulty check ball seat)

4. Generally noisy (excessive oil in crankcase, stuck lifter plunger)

5. Loud noise at operating temperature (scored lifter plunger, fast

leak down rate, oil viscosity too light for prevailing weather or operating temperatures)

6. See appropriate Engine section

1. Incorrect spark plugs

2. Incorrect spark plug wire routing

3. Use higher octane fuel

4. See Electrical/Ignition/Fuel Service Manual

Cooling System

1. Supply pump

2. Loose belts, pulleys

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3. See Cooling System section

Crankshaft Balancer or Flywheel

Engine Overheats

Mountings

Alternator

Sterndrive

1. Loose, broken or worn engine mounts

2. Loose lag screws holding mounts to stringer

3. Check engine alignment see Removing and Installing Engine sec-

tion

1. Loose bolt(s)

1. Loose pulley, worn bearings

2. Loose mounting bolts

1. Failed U-joints or gimbal bearing

2. Damaged internal drive components

3. Worn, bent or broken propeller hub or blades

4. Loose, worn or damaged engine coupler

1. Actual engine temperature by verifying with an accurate thermom-

eter

2. Gauge operation and wiring circuit

3. Sending unit operation and wiring circuit

4. Supply pump, circulating pump and belt(s)

5. Water intake screens for blockage

6. Thermostat

7. Water supply hoses

8. Engine timing

9. Water leaks on pressure side of supply pump

10. Air leaks on suction side of supply pump

11. Engine compression

Engine Dies Out

Loss Of, Or Out Of, Fuel - Check: 1. Fuel gauge operation and wiring

2. Fuel level in tank

3. Water or debris in fuel

4. Fuel pickup tube and screen blockage

5. Fuel tank vent blockage

6. Plugged fuel filter

7. Air leak on suction side of fuel system

8. Fuel leak on pressure side of fuel system

9. Inoperative, restricted or incorrectly sized anti-siphon valve

10. Boat fuel lines too small in diameter

11. Fuel pump pressure and suction

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12. See Electrical/Ignition/Fuel System Service Manual

Loss Of Ignition - Check:

Engine Stops Or Dies Out Due To

Seizure - Check:

1. Primary and secondary ignition circuits

2. Ignition switch

3. Circuit breakers

4. Wiring between engine and dash

5. Main engine harness wiring

6. See Electrical/Ignition/Fuel Service Manual

1. Sterndrive for internal damage

2. Oil pressure gauge

3. Crankcase oil level

4. Water in engine or sterndrive oil

5. Temperature gauge and cooling system operation

6. Internal engine components as required

Engine Won’t Reach Operating RPM

1. Fuel type or octane

2. Propeller pitch or diameter, damaged blades, slipping hub

3. Crankcase oil level

4. Marine growth on hull and drive

5. Wrong Sterndrive gear ratio

6. Operating at high altitude

7. Restricted air intake

8. Restricted exhaust outlets in engine, transom bracket or drive

9. Poor cylinder compression

10. Fuel pump pressure and vacuum

11. Boat overloaded, or load improperly placed

12. Engine overheating

13. Engine timing and ignition system operation

14. Remote control cables and linkage for proper attachment and

travel

Defective Engine Lubricating System

Engine Components - Check: 1. Clogged or incorrect oil filter

2. Worn oil pump gears, cover or shaft

3. Worn or collapsed oil pump relief valve spring, or foreign material

caught on valve seat

4. Oil pump relief valve plunger loose in cover

5. Damaged filter bypass grommet

6. Clogged oil pickup screen, broken tube or housing

7. Plugged crankshaft or blocked oil galleys

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8. Dirty or defective hydraulic lifters, clogged push rod passages

9. Poor quality, incorrect viscosity or oil level

10. Incorrect hose routing on remote filter systems

11. Water in crankcase oil from condensation, defective head gasket,

oil cooler, or cracked manifold/block water passages

Oil Pressure Warning System -

Check:

1. Oil gauge/warning horn operation and wiring

2. Engine temperature

3. Oil pressure gauge and warning horn sender operation and wiring

Low Battery Voltage After Short Storage

Engine/Boat Components - Check: 1. All electrical accessories including ignition circuit off

2. Disconnect main battery negative cable from battery

3. Connect ammeter or voltmeter in series between negative battery

cable and negative battery post

• Meter reading of “0” indicates no draw, test battery and charging system

• Meter movement no matter how slight indicates draw from battery

4. Disconnect main engine harness 10-Pin Connector

• Meter drops back to “0”, problem caused by boat system, continue to isolate each boat electrical accessory until problem is found

• Meter does not drop back to “0”, problem caused by engine electrical system, continue to isolate each engine electrical accessory until problem is found

5. Repair or replace components as necessary

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Abbreviations

General Information

Table 4: Abbreviations used in this manual

CAN

CKP

CMP

DBW

DTC

DVOM

ECM

ECT

EGC

EGT

EPC

IAC

IAT

IVS

LED

MAP

MIL

PWM

TCP

TPS

OBD

DLC

MEFI

ODM

EEPROM

PFI

ICM

COP

EVC

A/D

T- MA P

Barometric Pressure

Controller Area Network

Crankshaft Position Sensor

Camshaft Position Sensor

Drive-By-Wire

Diagnostic Trouble Code

Digital Voltage and Ohm Meter

Engine Control Module

Engine Coolant Temperature Sensor

Electronic Gas Control System

Exhaust Gas Temperature

Electronic Parts Catalog

Electronic Throttle

Idle Air Control Valve

Intake Air Temperature Sensor

Idle Validation Switch

Knock Sensor

Light Emitting Diode

Manifold Absolute Pressure

Malfunction Indicator Lamp

Pulse Width Modulated

Throttle Control Position Sensor

Throttle Position Sensor

On-board Diagnostics

Data Link Connector

Marine Electronic Fuel Injection

Ignition Control

Output Driver Module

Electrically Erasable Programmable Read-only Memory

Electronic Ignition System

Port Fuel Injection

Ignition Control Module

Internal Micro Processor

Electronic Vessel Control

Analog/Digital

Manifold Absolute Pressure / Manifold Air Temperature sensor

Alternating Current

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NOTES

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

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Section 2: System Description

Visual / Physical Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Basic Knowledge and Tools Required . . . . . . . . . . . . . . . . . . 29

Electrostatic Discharge Damage . . . . . . . . . . . . . . . . . . . . . . . 29

Engine Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Engine Control Module (ECM) Self-Diagnostics . . . . . . . . . . 30

Malfunction Indicator Lamp (MIL) . . . . . . . . . . . . . . . . . . . . . . 30

Intermittent Malfunction Indicator Lamp (MIL) . . . . . . . . . . . . 30

Reading Diagnostic Trouble Codes (DTC’s) . . . . . . . . . . . . . 31

Service Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Normal Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

On-Board Diagnostic (OBD) System Check . . . . . . . . . . . . . . 32

DLC Scan Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

System Description

Special Tool and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Visual / Physical Inspection A careful visual and physical inspection must be performed as part of

any diagnostic procedure. This can often lead to fixing a problem without further diagnostics. Inspect all vacuum hoses for correct routing, pinches, cracks or disconnects. Be sure to inspect hoses that are difficult to see. Inspect all the wires in the engine compartment for proper connections, burned or chafed spots, pinched wires or contact with sharp edges or hot manifolds. This visual/physical inspection is very important. It must be done carefully and thoroughly.

Basic Knowledge and Tools Required To use this manual most effectively, a general understanding of basic

electrical circuits and circuit testing tools is required. You should be familiar with wiring diagrams, the meaning of voltage, ohms, amps and the basic theories of electricity. You should also understand what happens if a circuit becomes open, shorted to ground or shorted to voltage.

To perform system diagnostics, several special tools and equipment are required. Please become acquainted with the tools and their use before attempting to diagnose the system. Special tools that are required for system service are illustrated in this section.

Electrostatic Discharge Damage Electronic components used in control systems are often designed to

carry very low voltage, and are very susceptible to damage caused by electrostatic discharge. It is possible for less than 100 volts of static electricity to cause damage to some electronic components. By comparison, it takes as much as 4,000 volts for a person to feel the zap of a static discharge.

There are several ways a person can become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a seat, in which a charge of as much as 25,000 volts can build up. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off, leaving the person highly charged

VPA 7746872 English 2006-10 29

Page 34

System Description

with the opposite polarity. Static charges of either type can cause damage. Therefore, it is important to use care when handling and testing electronic components.

Engine Wiring When it is necessary to move any of the wiring, whether to lift wires

away from their harnesses or move harnesses to reach some component, take care that all wiring is replaced in its original position and all harnesses are routed correctly. If clips or retainers break, replace them. Electrical problems can result from wiring or harnesses becoming loose and moving from their original positions, or from being rerouted.

Engine Control Module (ECM) SelfDiagnostics

Malfunction Indicator Lamp (MIL) The Malfunction Indicator Lamp (MIL) is part of the Diagnostic Trouble

The Engine Control Module (ECM) performs a continuous self-diagnosis on certain control functions. This diagnostic capability is complemented by the diagnostic procedures contained in this manual. The ECM’s language for communicating the source of a malfunction is a system of Diagnostic Trouble Codes (DTC’s). The DTC’s are two digit numbers that can range from 12 to 81. When a malfunction is detected by the ECM, a DTC is set and the Malfunction Indicator Lamp (MIL) is illuminated.

Code (DTC) tool, or it can be a dash mounted warning light on some applications.

• If present, it informs the operator that a problem has occurred and that the boat should be taken for service as soon as reasonably possible.

• It displays DTC’s stored by the ECM which help the technician diagnose system problems.

As a bulb and system check, the light will come “ON” with the key “ON,” engine “OFF.” When the engine is started, the light will turn “OFF.” If the light remains “ON,” the self-diagnostic system has detected a problem. If the problem goes away, the light will go out in most cases after 10 seconds, but a DTC will remain stored in the ECM.

When the light remains “ON” while the engine is running, or when a malfunction is suspected due to a driveability problem, the “On-Board Diagnostic (OBD) System Check” must be performed as the first step. These checks will expose malfunctions which may not be detected if other diagnostics are performed prematurely.

Intermittent Malfunction Indicator Lamp (MIL)

30 VPA 7746872 English 2006-10

In the case of an “intermittent” problem, the Malfunction Indicator Lamp (MIL) may light for 10 seconds, and then go out. However, the corresponding DTC will be stored in the memory of the ECM. When DTC’s are set by an intermittent malfunction, they could be helpful in diagnosing the system.

If an intermittent DTC is cleared, it may or may not reset. If it is an intermittent failure, consult the “Diagnostic Aids” on the facing page of the corresponding DTC table. A physical inspection of the applicable sub-system most often will resolve the problem.

Page 35

System Description

AiP Q

Pket PCoc

EFM I

Reading Diagnostic Trouble Codes (DTC’s)

23822

Data Link Connector

VODIA Scan Tool The VODIA tool is an advanced flexible diagnostic tool which is com-

VODIA

EDC4

EFMI

EDC1

P ket PCoc

AiP Q

23859

The provision for communicating with the ECM is the Data Link Connector (DLC). It is part of the engine wiring harness, and is a 8-pin connector, which is electrically connected to the ECM. It is used in the assembly plant to receive information in checking that the engine is operating properly before it leaves the plant. The DTC(s) stored in the ECM’s memory can be retrieved with several Diagnostic Trouble Code (DTC) tools listed below.

patible with all Volvo Penta Gas and Diesel engines with electronic control systems, including the new EGC Control System. The VODIA tool is a full-feature scan tool which will read and record all vital engine parameters, read and reset fault codes, and perform engine tests. The tool will also allow access to EVC systems and links to the Volvo Penta Partner Network where updates can be downloaded online for future expansion.

The VODIA tool may only be ordered through the Volvo Penta Partner Network. From the home page, select Service/Warranty and then select VODIA from the menu. Detailed information and pricing may be found on the VODIA website.

Dealers who currently have a VODIA tool can order the connection cable for EGC engines (PN 3883170) from our Parts and Accessories department. The program itself is available for download to all registered users from the VODIA website on the Volvo Penta Partner Network.

Volvo Penta Marine Diagnostic Scan

Tool (P/N 3851228)

YES

PAU SE

SETUP

TEST

23852

Diacom PC Software The Diacom program will provide full access to all vital engine parame-

23854

This full-function scan tool will:

• Provide complete access to all vital engine parameters.

• Read and reset fault codes.

• Perform output tests on EGC Control Systems.

The tool is also compatible with all GM based Volvo Penta EFI engines with MEFI 1, 3, 4, and 4B controls. The tool features an easy to use keypad and a high visibility two line text display. The kit includes connectors for EGC and MEFI engines, and a carrying case. Updates

Dealers who currently have earlier versions of this tool with the Techmate faceplate can obtain updated internal software and a connection cable by contacting Rinda Technologies, Chicago, IL, at (773) 7366633 or by visiting http://www.rinda.com

ters, read and reset fault codes, and perform output tests on EGC Control Systems. The program allows easy access to all vital engine parameters on Windows based PC’s. Fault codes can be read and reset, and output tests can be performed. The system can easily record and store test runs. Live or recorded readings may be graphed for analysis and can also be e-mailed to VPA Technical Assistance for review. The software is also compatible with all Volvo Penta General Motors based EFI engines with MEFI 1, 3, 4, and 4b controls. The kit includes connectors for EGC and MEFI engines and may be purchased directly by contacting Rinda Technologies, Chicago, IL, at (773) 736-6633 or by visiting http://www.rinda.com.

VPA 7746872 English 2006-10 31

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System Description

Updates Dealers who currently have earlier versions of this software can obtain

updated software and an EGC connection cable by contacting Rinda Technologies, Chicago, IL, at (773) 736-6633 or by visiting http:// www.rinda.com.

Service Mode When the Diagnotic tool is installed at the DLC and “service mode” or

“ON” is selected, the system will enter what is called the “Service Mode.” In this mode, the ECM will:

• Display any stored DTC’s.

• The ignition timing is controlled to a fixed timing degree programmed in the ECM. This will allow base timing to be adjusted on distributor ignition engines.

Normal Mode When the Diagnotic tool is in the “normal mode” or “OFF,” it has no

affect on the engine operation.

On-Board Diagnostic (OBD) System Check

After the visual/physical inspection, the “On-Board Diagnostic (OBD) System Check” is the starting point for all diagnostic procedures.

The correct procedure to diagnose a problem is to follow two basic steps:

1. Are the on-board diagnostics working? This is determined by per-

forming the “On-Board Diagnostic (OBD) System Check.” Since this is the starting point for the diagnostic procedures, always begin here. If the on-board diagnostics are not working, the OBD system check will lead to a diagnostic table to correct the problem. If the on-board diagnostics are working properly, the next step is:

2. Is there a DTC stored? If a DTC is stored, go directly to the num-

ber in the DTC table. This will determine if the fault is still present.

DLC Scan Tools The ECM can communicate a variety of information through the DLC.

This data is transmitted at a high frequency which requires a scan tool for interpretation.

With an understanding of the data which the scan tool displays, and knowledge of the circuits involved, the scan tool can be very useful in obtaining information which would be more difficult or impossible to obtain with other equipment.

A scan tool does not make the use of diagnostic tables unnecessary, nor do they indicate exactly where the problem is in a particular circuit. Tables are provided for the use of a scan tool.

32 VPA 7746872 English 2006-10

Page 37

Special Tool and Equipment

AiP Q

Pket PCoc

EDC1

EFMI

EDC4

Table 1: Special Tools and Equipment

System Description

Illustration

VODIA

EDC1

SETUP

PAUS E

Tool Num b er /

Description

VODIA Scan Tool

Illustration

Tool Num b er /

Description

Fuel Pressure Test Kit (PN 3855533)

EDC4

EFMI

P ket PCoc

AiP Q

The VODIA tool is an advanced flexible diagnostic tool which is compatible with all Volvo Penta Gas and Diesel engines with electronic control systems, including the new EGC Control System. The VODIA tool is a full-feature scan tool which will read and record all vital engine

This kit includes adapter P/N 3862357 for attachment to the larger Schrader valves found on the high-pressure fuel rail on EGC engines, and the smaller Schrader valve adapter P/N 3855354 for low pressure test ports. Each adapter is also

available individually. parameters, read and reset fault codes, and perform engine tests.

Volvo Penta Marine Diagnostic Scan Tool (P/N

PN 3861684 Schrader

adapter.

3851228)

For checking fuel pump

YES

TEST

The tool is also compatible with all GM based Volvo Penta EFI engines with MEFI 1, 3, 4, and 4B

pressure near the high

pressure fuel pump (the

valve is in the fuel rail)

controls. The tool features an easy to use keypad and a high visibility two line text display. The kit includes connectors for EGC and MEFI engines, and a carrying case.

Diacom PC Software

The Diacom program will provide full access to all vital engine parameters, read and reset fault codes, and perform output tests on EGC ControlSystems. The program allows easy access to all vital engine parameters on Windows based PC’s.

VPA 7746872 English 2006-10 33

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System Description

Notes

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

34 VPA 7746872 English 2006-10

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Volvo Penta Diagnostic Scan Tool

Section 3: Volvo Penta Diagnostic Scan Tool

The Volvo Penta Diagnostic Scan tool is a multi-function device that is used as a scan tool and fuel injector tester. The scan tool supports all Volvo Penta/GM electronic fuel injection products and is software upgradable for future applications. In addition to the scan tool’s functions, the tool also contains a programmable fuel injector tester that is compatable with most multi-port marine fuel injectors.

PAU SE

SETUP

TEST

YES

23852

YES

PAUSE

The tool automatically tailors its menu choices and available functions based on the type of ECM it detects on the engine. A flowchart of the menu choices and their functions are on following pages. Some functions and features may vary between similar ECM types. This variation is due to the way a particular ECM is programmed. Some ECM functions may have certain features enabled or disabled which will cause the scan tool to automatically adjust its menu and data display choices.

UP Button - Scrolls to next menu choice or use to increase a value

DOWN Button - Scrolls to previous menu choice or used to decrease value.

YES Button - Used to choose or activated menu options.

NO Button - Exits the current menu or test mode.

PAUSE Button - Stops information that is scrolling across the display.

SETUP Button - Displays scan tool setup option.

SETUP

TEST Button - Used to activate outputs or pulse injectors depending

TEST

on test mode.

HELP Button - Provides information on menu selections or engine parameters.

Scan Tool Compatibility The Volvo Penta Diagnositc Scan tool is compatibile with all Volvo

Penta/General Motors Marine Electronic Fuel Injection (MEFI) generations, and the Volvo Penta Electronic Gas Controller (EGC). Please note that other manufacturers products may also be compatable based on the software updates.

Setup The setup function is accessible while in any of the scan tool’s menus

or while in the data scanning mode. Pressing the “SETUP” key causes the scan tool to suspend its current mode of operation and enter a special setup menu. The setup menu contains items that allow you to tailor various functions of the scan tool.

VPA 7746872 English 2006-10 35

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Volvo Penta Diagnostic Scan Tool

English / Metric

select

GPH Scaling

select

MAP Scaling

select

Save Settings

select

Screen Adjust

select

ENGLISH / METRIC Mode changes related pressure, temperature and velocity to display in English or Metric units.

GPH Scaling - Affects the display of MEFI 1 and 2 fuel flow readings. Use scale 1 for all Volvo Penta engines.

MAP Scaling - only used on supercharged engines.

SAVE SETTINGS - Saves the changes made to the English/Metric, GPH Scaling, Screen Contrast, and Fuel Injector time settings to the scan tool’s non-volitile memory. The selected settings are stored permanently and will automatically load each time the tool is turned ON. These settings will remain in effect until changed via the menus.

SCREEN ADJUST - Adjusts the scan tool’s display contrast. The display’s readability is affected by both ambient light and environmental temperature. Use the screen adjustment feature as necessary to produce suitable contrast for your operating environment.

Connecting to the EGC System The Volvo Penta Diagnostic Scan Tool has the ability to diagnose both

singe and twin engine applicaitons. The connection and operation of the tool is simple and straightforwared.

1. Locate and remove the EGC Diagnositc Link Connector (DLC).

from its protective cover located on the starboard exhaust manifold fuse box mounting bracket.

DSCN 1985

2. With the ignition switch in the OFF position, and the EGC adapter

installed on the Diagnostic Scan Tool, connect the Diagnostic Scan Tool to the engine’s DLC.

3. With the Diagnostic Scan Tool connected, turn the ignition switch

to the ON position. A series of screens will appear giving the version and copyright information. If no screens appear when the ignition switch is turned ON, check the connections at the DLC, the scan tool adaptor, main engine harness connector, battery power and ground connections to the engine.

DSCN 1995

36 VPA 7746872 English 2006-10

Page 41

Volvo Penta Diagnostic Scan Tool

version

Information

Marine

Volvo

Penta

EFI

EGC

Support Info

Injector Test

Ken Industrial

Merc

Outboard

Thunderbolt V

Merc

D-

Tronic

4. After the Diagnositc Scan Tool displays its version and copyright

information the “Marine EFI” operating mode is displayed by

Marine EFI

default. Press YES to select this mode.

select

Operation The and keys are used to access all menu choices thoughout the

operation of the scan tool.

The YES key is used to select or activate the currently displayed menu item.

The HELP key provides information on current menu choices or items.

After the scan tool displays its initial opening messages, use the

and to access one of the following operating modes, then press the YES key to select it.

Marine EFI - Selects troubleshooting diagnostics for Volvo Penta MEFI and EGC systems

Marine EFI

select

Injector Test - Selects the injector tests.

Injector Test

select

Support Information - Selects the support and contact information for the vairous products.

Support Info

select

Connecting to Twin Engine Systems In a twin engine configuration, the ECM modules (one on each engine)

may be electronically linked together through a master/slave wire connection. This connection allows the engines to communicate and diagnose either engine through one connection. In order for the Diagnostic Scan Tool to function properly in this mode, BOTH ignitions should be ON. It is not necessary to have both engines running, but both engines need to have the ignition turned ON.

The master/slave connection is highly recommended but not required and is usually installed by the boat manufacturer. If the master/slave connection is not installed, each engine needs to be diagnosed individually.

Obtaining Data After selecting the “Marine EFI” function, the diagnostic scan tool will

attempt to communicate and identify the ECM. After identification has

VPA 7746872 English 2006-10 37

Page 42

Volvo Penta Diagnostic Scan Tool

Engine Run Hours

#.#

Scan for Codes

Yes/No

ECM Data

been made, the diagnostic scan tool will display the type of ECM it has identified. The diagnostic scan tool will then display the “ECM Data” function.

Next, the diagnostic scan tool will provide “Engine Run Hours

Once the diagnostic scan tool has interrogated the ECM, it will ask if

you would like to scan for codes. To scan for codes, press the but-

ton. To bypass this function press the button to continue to the “ECM Data” function.

Marine

EFI

Main Data List

8.1 Engines

ECM

Data

Read Engine

Operating

Hours

Read

Codes?

Warning Monitor

Main Data List

4.3, 5.0, 5.7 Engines

ECM

Tests

ECM

Information

Sea Trial Monitor

Injector Monitor

Throttle Monitor 8.1

Engines Only

38 VPA 7746872 English 2006-10

Page 43

Main Data List

8.1 Engines

Engine Speed Desired Idle Speed Cam Retard MAP Volts Barometric Pressure Manifold Pressure Engine Load Injector Pulse Width TCP Actual % TCP Commanded % TP

Actual %

ECT

Volts

ECT

Sensor Temp

IAT

Volts

IAT

Sensor Temp Oil Pressure Volts Oil Pressure Oil Pressure Status Ignition Switch Volts Battery Volts Spark Advance Knock Intensity Fuel Flow Rate Trim Volts EGT

Switch Input Warning Horn Status MIL Status Engine

Derate Derate

Driver

1 2

Engine Low Rev Limit Fuel Relay Driver Ignition Relay Driver Horn Driver MIL Driver Tach Shift Interrupt Volts Neutral Safety Switch Dual Helm Input Master/Slave Input Engine Run State Engine Starts Operating Hours

Main Data List

4.3, 5.0, 5.7 Engines

Engine Speed Desired Idle Speed IAC

Position Cam Retard MAP Volts Barometric Pressure Manifold Volts Engine Load Injector Pulse Width TP

Volts

ECT

Volts

ECT

Sensor Temp Oil Pressure Volts Oil Pressure Oil Pressure Status Ignition Switch Volts Battery Volts Spark Advance Knock Average Volts Knock Retard Octane Rating Knock Intensity Fuel Flow Rate Trim Volts EGT

Switch Input Warning Horn Status MIL Status Engine

Derate Derate

Driver

1 2

Engine Low Rev Limit Fuel Pump Relay Driver Ignition Relay Driver Horn Driver MIL Driver Tach Shift Interrupt Volts Neutral Safety Switch Dual Help Input Engine Run State Engine Starts Operating Hours

Volvo Penta Diagnostic Scan Tool

After choosing the “ECM Data” function, you will be presented with a data list depending on which engine you are servicing. This function contains valuable information for determining the status of sensors in the engine.

Viewing Speciaized Diagnostic Data

ECM

Data

Warning Monitor

ECM

Tests

Warning Monitor

ECM

Data

Warning Monitor

EGT

Switch Input Oil Pressure Oil Pressure Status Oil Pressure Volts ECT

Sensor Temp

ECT

Volts

Engine

Derate Derate

1 2

Engine Low Rev Limit MIL Status Warning Horn Status

ECM

Tests

Marine

EFI

ECM

Info

Sea Trial Monitor

Injector Monitor

Throttle Monitor

In addition to providing ECM Data as listed above, the diagnostic scan tool has access to more data which is taylored for specific purpose. This data is accessable from the Volvo Penta EGC main menu and are as follows.

Marine

EFI

ECM

Info

Sea Trial Monitor

Injector Monitor

Throttle Monitor

VPA 7746872 English 2006-10 39

Page 44

Volvo Penta Diagnostic Scan Tool

ECM Info

ECM

Data

Warning Monitor

ECM

Tests

The items under this menu provde quick access to a subset of ECG parameters and status indicators that are considered critical system items. Items in this list provide important operating data such as oil pressure, engine temperature, MIL status and other critical engine functions.

Marine

EFI

ECM

Info

Engine Size Engine Part No. Engine Serial No. Emission Checksum Total Checksum Calibration Name Initial Cal Model Current Cal Model Hardware Part No. Cyl

. 1 Fire Order

Cyl

. 2 Fire Order

Cyl

. 3 Fire Order

Cyl

. 4 Fire Order

Cyl

. 5 Fire Order

Cyl

. 6 Fire Order

Cyl

. 7 Fire Order

Cyl

. 8 Fire Order

Sea Trial Monitor

Injector Monitor

Throttle Monitor

Sea Trial Monitor

ECM

Data

Warning Monitor

ECM

Tests

This list of menu items will allow the technician to see information about the the ECM version, serial number, calibration information related to the EGC module. This information is non-diagnostic in nature and includes hardware and software version numbers, calibration checksum, serial number and engine firing order data.

Marine

EFI

ECM

Info

Sea Trial List 8.1

Engines

Engine Speed Fuel Flow Rate Engine Load TCP Actual % TCP Commanded % TP

Commanded %

Actual %

Sea Trial Monitor

Injector Monitor

Sea Trial List 4.3,

5.0, 5.7 Engines

Engine Speed Fuel Flow Rate Engine Load TP

Throttle Monitor

The Sea Trial Monitor menu includes a sit of engine parameters that are useful when performing boat tests. The parameters that are monitored include engine RPM, fuel flow rate, engine load and throttle position data.

40 VPA 7746872 English 2006-10

Page 45

Injector Monitor

ECM

Data

Warning Monitor

ECM

Tests

Volvo Penta Diagnostic Scan Tool

Marine

EFI

ECM

Info

Sea Trial Monitor

Injector Monitor

Injector 1 ON Volts Injector 1 OFF Volts Injector 2 ON Volts Injector 2 OFF Volts Injector 3 ON Volts Injector 3 OFF Volts Injector 4 ON Volts Injector 4 OFF Volts Injector 5 ON Volts Injector 5 OFF Volts Injector 6 ON Volts Injector 6 OFF Volts Injector 7 ON Volts Injector 7 OFF Volts Injector 8 ON Volts Injector 8 OFF Volts

Throttle Monitor

This menu will display the ON and OFF voltages for each injector driver. The technician can diagnose and isolate an injector that has an electricl problem by using this menu.

Throttle Monitor

ECM

Data

Warning Monitor

ECM Tests

ECM

Tests

Marine

EFI

ECM

Info

Sea Trial Monitor

Injector Monitor

Throttle Monitor

TCP Actual % TCP Commanded%

Commanded %

Actual % TCP 1 Volts TCP 2 Volts TCP 1 % TCP 2 % IVS

Volts

IVS

State

1 Volts TP

2 Volts TP

1 % TP

2 %

This function is reserved for engine equipped with Electronic Throttle Control (ETC). This menu will allow the technician to monitor throttle commands and throttle position and compare the two functions.

Marine

EFI

ECM

Spark Kill

Test

Data

Injector Kill

Test

Warning Monitor

Spark Fire

Test

ECM

Injector Fire

Test

Tests

Relay Test

ECM

Info

Compression

Test

Sea Trial Monitor

Idle Speed

Test

Drive-By-Wire

Test

Injector Monitor

Throttle Monitor

VPA 7746872 English 2006-10 41

Page 46

Volvo Penta Diagnostic Scan Tool

ECM Tests

select

Spark Kill Test This test allows individual spark outputs to be disabled. Perform this

The ECM Tests will let the technician access a variety of EGC funtion tests.

1. After selecting the “ECM Tests” menu from the diagnostic scan

tool main EGC menu, you will be given the following options.

2. Use the and keys to select the desired function and then

press the YES button to enter the desired function.

test under moderate load within an RPM range of 1000 to 2000 RPM. Running the engine under moderate load will allow you to audibly hear a drop in engine speed when the spark is disabled. When selecting this test, you will be prompted to select the spark output 1 through 8 to disable. The spark output follows the firing order, i.e. for the 8.1 engine spark output 1 = cylinder 1, spark output 2 = cylinder 8, spark output 3

= cylinder 7 etc... Use the and keys to select the desired spark output and then press TEST key to start the test. The test will run for approxomately 10 seconds.

NOTE! To abort the Spark Kill Test at any time, press and hold

the NO key.

Injector Kill Test lnjector Kill Test This test allows individual fuel injectors to be disabled.

This test should be performed with the engine under a moderate load within an RPM range of 1000 to 2000 rpm. Running the engine under a moderate load will allow you to audibly hear a drop in engine speed when the injector is disabled. Upon selecting this test you will be prompted to select the fuel injector, 1 thru 8, to disable. Injector num-

bers follow cylinder-firing order. Use the and keys to select the desired fuel injector and then press the TEST key to start the test. The test will run for approximately 10 seconds.

NOTE! To abort the lnjector Kill test at any time, press and hold

the scanner's NO key.

Spark Fire Test This test allows individual spark outputs to be fired.

WARNING: Engine backfire and external flame can occur during this test. As a safety precaution, purge fuel vapors from the engine before proceeding. Do not remove the flame arrestor.

IMPORTANT! Before performing this test disconnect the engine's Crank Position Sensor.

NOTE! This test must be performed with Key-On and Engine Off.

Upon selecting this test you will be prompted to select the spark output

to fire. Spark outputs follow cylinder firing order. Use the and keys to select the desired spark output and then press the TEST key to start the test. The test will run for approximately 10 seconds. Use an inductive pickup KV tester to verify the spark output's operation.

NOTE! To abort the lnjector Kill test at any time, press and hold

the scanner's NO key.

42 VPA 7746872 English 2006-10

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Volvo Penta Diagnostic Scan Tool

Injector Fire Test This test allows individual fuel injectors to be pulsed. The test must be

performed with Key ON / Engine OFF. This test is intended to be used for injector leak-down testing and it can assist in identifying clogged injectors. Use Fuel Pressure Test Kit (PN 3855533) in conjunction with this test.

After selecting this test you will first be prompted to select a fuel injector ON time. The ON time can be adjusted from I to 999 milliseconds.

Use the and keys to set the injector ON time and then press the

YES key to proceed to the test. Holding either the or key continuously for more than two seconds accelerates the injector ON time adjustment.

After setting the time and pressing YES you will be prompted to select

the fuel injector to pulse. Use the and keys to select the desired fuel injector and then press the TEST key to activate the injector. The injector sequence follows the engine firing order, same as in the spark kill test.

NOTE! After the injector is pulsed you will be prompted to run

then engine for a short period of time to clear out the unburned fuel from the cylinder. The test cannot be re-run unless this procedure is performed.

Relay Test This test allows the EGC module's relay outputs to be activated. The

test must be performed with Key ON / Engine OFF. After selecting this test you will be prompted to select either the Ignition Relay output or All Relays (including the Fuel Pump relay). Pressing the TEST key will activate the selected relay(s) for approximately two seconds.

Compression Test The Compression Test is a special test mode that the EGC system

provides to allow a technician to safely perform a cylinder compression check by disabling the ignition system and fuel system to prevent fuel and spark from being introduced into the engine compartment with the spark plugs removed.

Warning! The fuel and ignition systems are disabled during this test, it should only be performed at the dock or on land. The test must be properly exited from the diagnostic scan tool in order to re-enable normal ignition and fuel system operation. If the diagnostic scan tool is diconnected from the engine during the Compression Test, the engine will remain in the disabled state. You must reconnect the diagnostic scan tool, re-enter the Compression Test mode and then properly exit the test.

Idle Speed Test This test is used to verify the operation of the engine's idle speed con-

trol system. This test must be performed with the engine idling, in neutral and at normal operating temperature. The test overrides the factory set engine idle speed and allows a technician to adjust the idle speed from 600 to 2000 RPM. After selecting the Idle Speed Test the scan tool will initially command the engine to idle at 700 RPM. Use the

and keys to vary the commanded speed in 100-RPM increments.

VPA 7746872 English 2006-10 43

Page 48

Volvo Penta Diagnostic Scan Tool

Drive by Wire Test This test is available only when connected to engines equipped with

NOTE! To stop the Idle Speed test at any time, press and hold the

scanner's NO key.

Electronic Throttle Control (ETC). The test checks the functionality of the ETC system by commanding the engine's throttle blade to track helm throttle control lever movements.

This test must be performed with Key ON Engine OFF. After selecting this test you will be prompted to move the helm throttle lever and observe movements of the engine throttle blade. The scan tool will also display the commanded Throttle Control Position percentage as well as the commanded Throttle Position percentage (percentage of throttle blade movement).

NOTE! To stop the Drive by Wire test at any time, press and hold

the scanner's NO key.

44 VPA 7746872 English 2006-10

Page 49

Section 4: Symptoms

Symptoms

On-Board Diagnostics System Check (OBD) . . . . . . . . . . . . . . 134

Malfunction Indicator Lamp (MIL) . . . . . . . . . . . . . . . . . . . . . 134

Circuit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Preliminary and Intermittent Checks . . . . . . . . . . . . . . . . . . . . . 136

Hard Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138

Surginig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

Hesitation, Sag or Stumble . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

Detonation/Spark Knock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142

Lack of Power, Sluggish or Spongy . . . . . . . . . . . . . . . . . . . . . 143

Cuts Out, Misses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

Rough, Unstable, or Incorrect Idle; Stalling . . . . . . . . . . . . . . . 147

Backfire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

Dieseling, Run-On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

Poor Fuel Economy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152

ECM Connector Identification . . . . . . . . . . . . . . . . . . . . . . . . . . 154

4.3 Liter Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154

5.0 and 5.7 Liter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

8.1 Liter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160

Before Using This Section

Before using this section you should have checked for Diagnostic Trouble Codes and determined that:

The ECM is operating correctly

There are no DTCs ative or stored.

Symptom

Verify the customer complaint, and locate the correct symptom in the table of contents. Check the items indicated under that symptom.

Visual / Physical Checks

Several of the symptom procedures call for a careful visual and physical check. The importance of this step cannot be stressed too strongly. I can lead to correcting a problem without further checks and save valuable time.

These check should include:

• ECM grounds and sensors for clean, tight connections and in their proper location.

• Vacuum hoses for splits, kinks, and connected properly. Check for any type of leak or restriction.

• Air leaks at the throttle body mounting area and intake manifold sealing surfaces.

• Ignition wires for cracking, hardness, proper routing and carbon tracking.

• Wiring for proper connections, pinches, and cuts. If wiring harness or connection repair is necessary, See Wiring Harness Repair.

• Moisture in primary or secondary ignition circuit connections

• Salt corrosion on electrical connections and exposed body linkages.

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Symptoms

On-Board Diagnostics System Check (OBD)

Malfunction Indicator Lamp (MIL)

Circuit Description The Volvo Penta Fuel system is equipped with on-board diagnostics

(OBD). The system has an optional dash mounted check engine light for the indication of system problems. Engine control system problems that affect emissions or driveability of the boat will set a diagnostic trouble code (DTC). The MIL lamp is powered from the ignition switch. The Engine Control Module (ECM) will provide a path to ground through pin 80 at the ECM and then via Pin 9 in the engine harness connector to illuminate the MIL lamp.

The MIL has the following functions:

Malfunction Indicator Lamp (MIL)

GN/Y

ACC

OFF

Engine Control Module (ECM)

GN/Y

V Bat

MIL

23628

1. Notifies the operator of a problem with the fuel system, ignition

system, engine temperature, exhaust temperature, or oil pressure so the operator can arrange for service as soon as possible.

2. It will display DTC’s that have been stored due to a system mal-

function.

The lamp should illuminate when the key is in the run position, and the engine is not running. This feature verifies that the lamp is in proper working order.

If the lamp does not illuminate with the key ON/engine OFF, repair the lamp as soon as possible. Once the engine is in the run mode, the lamp should turn off. If the lamp illuminates while the engine is running a current DTC may be set. Always use the OBD system check chart to verify proper MIL operation before proceeding with a DTC repair

On-Board Diagnostics System Check (OBD)

Step Action Value(s) Yes No

1 • Key ON engine OFF

Go to step 2 Go to step 3

Does MIL illuminate?

2 • Start the engine

MIL is working properly.

Go to step 10

OBD system check is

Does the MIL turn off

3 • Key ON engine OFF.

• Check for voltage between MIL power source and

complete.

Go to step 4 Repair MIL voltage

source. Refer to the wiring diagram.

engine ground.

Is voltage present?

4 • Replace MIL Lamp.

Go to step 1 Go to step 5

Did this solve the problem

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On-Board Diagnostics System Check (OBD)

Step Action Value(s) Yes No

Symptoms

5•Key OFF.

• Disconnect the ECM wire harness connector.

• Using DVOM, check for continuity between the MIL ground and the ECM terminal 80.

Is there continuity?

6 • Inspect the MIL lamp

socket, the ECM connector and ECM terminal 80 for damage, corrosion, or contamination.

Was there a problem?

7 • Replace ECM.

Is the replacement complete?

8 • Back probe the MIL and

ECM side of the ECM connector.

• Using a DVOM, check for continuity through ECM connector pin #80

Go to step 6 Go to step 8

Repair the circuit as necessary. See Wiring Har- ness Repair.

Go to step 1.

Go to step 9 Repair open circuit in the

Go to step 7

ECM connector.

Is there continuity?

9 • Inspect the MIL lamp

socket, and ECM connector socket #80 for damage, corrosion, or contamination.

Did you find a problem?

10 • Active DTCs are stored in

memory. Proceed with DTC diagnosis. If no active DTCs are found in memory, return to table 1, Step 11

11 • Key OFF.

• Disconnect the ECM wire harness connector.

• Using a DVOM check for continuity between the ECM terminal 80 and battery voltage.

Do you have continuity?

Repair the damaged socket or terminal as required. See Wiring Har- ness Repair.

Repair the shorted ground circuit as necessary. See Wiring Harness Repair.

Repair the open circuit as necessary. See Wiring Harness Repair.

Go to step 7.

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Symptoms

Preliminary and Intermittent Checks

Checks Action

Before Using this Section

Visual and Physical Checks

Preliminary Checks • Refer to table 2

Faulty Electrical Connections or Wiring

Before using this section, you should have performed an OBD check and determined that:

1. The ECM and MIL are operating properly.

2. There are no DTCs stored. or a DTC exists but without a MIL.

Several of the following symptom procedures call for a careful visual and physical check. The visual and physical checks are very important. The checks can lead to correcting a problem without further checks that may save valuable time.

• Check all ECM system fuses and circuit breakers.

• Check the ECM ground is clean, tight and in its proper location.

• Check thoroughly for any type of leak or restriction.

• Check for vacuum leaks at all the mounting areas of the intake manifold sealing surfaces, and vacuum hoses and connections.

• Check the ignition wires for the following conditions:

—Cracking

—Hardness

—Proper routing

—Carbon tracking

• Check the wiring harness for the following items:

—Loose or disconnected sensors

—Proper connections, pinches or cuts.

• The following symptom tables contain groups of possible causes for each symptom. The order of these procedures are not important. If using the diagnostic readings do not indicate the problems, the proceed in logical order, easiest or most likely to cause the symptom first.

• Do not use the DTC tables. If a fault is intermittent, use of the DTC tables may result in the replacement of good parts.

• Faulty electrical connections or wiring can cause most intermittent problems.

• Check the suspected circuit for the following conditions:

—Faulty fuse or circuit breaker

—Connections poorly mated or misaligned

—Terminals not fully seated in the connector (backed out)

—Terminals not properly formed or damaged

—Terminal to wires poorly connected

—Terminal tension insufficient (loose in socket)

• Carefully remove all the connector terminals in the problem circuit to ensure the proper contact tension. If necessary, replace all the connector terminals in the proper circuit to ensure proper contact tension.

• Checking for poor terminal to wire connections requires removing the terminal for the connector body.

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Symptoms

Preliminary and Intermittent Checks

Operational Test If visual and physical checks do not reveal the cause of the problem, operate the boat

with a diagnostic tool connected to the engine’s Data Link Connector. When the problem occurs, an abnormal voltage or scan reading indicates the problem may be in that circuit.

Intermittent Malfunction Indicator Lamp

DTC Memory All DTCs are stored in EEPROM and are not erased unless intentionally erased using

The following components can cause an intermittent MIL and no DTC(s):

• Defective relay, ECM driven solenoid, or a switch that can cause electrical system interference. Normally, the problem will occur when the faulty component is operating.

• The improper installation of electrical devices, such as pumps, bilge blowers, radios, etc.

• The MIL circuit or diagnostic test terminal intermittently shorted to ground.

• ECM grounds

the diagnostic tools.

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Symptoms

Hard Starting

Definition: Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms section.

• Check the ECM grounds for being clean, tight and in the proper locations.

• Search Service Bulletins.

Sensor System

• Check the engine coolant temperature (ECT) sensor for being shifted in value. Connect a Scan tool. Compare the engine coolant temperature against the intake air temperature (IAT) on a cold engine. The ECT sensor and IAT sensor values should be within 3°C (5°F) of each other. If the ECT sensor is out of range with the IAT sensor, check the resistance of the ECT sensor. Replace the ECT sensor if the resistance is not within specification. If the sensor is within specification, check and repair the ECT signal circuit for high resistance.

• Check the camshaft position (CMP) sensor for proper mounting and or a bad connection. A long crank time occurs if the ECM does not receive a CMP signal.

Fuel System

• Check the fuel pump relay operation. The fuel pump should turn ON for 5 seconds when you turn ON the ignition.

• A faulty fuel pump check valve allows the fuel in the lines to drain back to the tank after the engine stops.

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for a contaminated fuel condition.

Ignition System

• Check for proper ignition voltage output per manufacturers recommendations.

• Remove the spark plugs and check for the following:

• Correct heat range

• Wet plugs

•Cracks

•Wear

• Improper gap

• Burned electrodes

• Heavy deposits

• Determine the cause of the fouling before replacing the spark plugs if the spark plugs are gas, coolant or oil fouled.

• Check for bare or shorted ignition wires.

• Check for loose ignition coil grounds.

Engine Mechanical

• Check for excessive oil in combustion chamber - Leaking valve seals.

• Check for low cylinder compression

• Check combustion chambers for excessive carbon buildup. Clean the chambers using top engine cleaner. Follow the instructions on the can.

• Inspect the following components for incorrect basic engine parts:

• Cylinder Heads

• Camshaft

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• Pistons, etc.

• Refer to the appropriate procedures in Engine Mechanical.

Symptoms

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Symptoms

Surginig

Definition: Engine power variation under steady throttle or cruise. Feels like the boat speeds up and slows down with no change in throttle position.

NOTE! Make sure that the boat is checked in calm water. Light chop or small seas can produce a surging sensation.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms section.

• Check the ECM grounds for being clean, tight and in the proper locations.

• Search Service Bulletins.

Fuel System

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for a contaminated fuel condition.

• Check that each injector harness is connected to the correct injector or cylinder according to the firing order.

• Check the items that cause an engine to run rich long term.

• Check the items that cause an engine to run lean long term.

Ignition System

• Wet down the secondary ignition system with water from a spray bottle. Wetting down the secondary ignition system may help locate damaged or deteriorated components. Look and listen for arcing or misfiring as you apply the water

• Check for proper ignition voltage output per manufacturers recommendations.

• Remove the spark plugs and check for the following:

• Correct heat range

• Wet plugs

•Cracks

•Wear

• Improper gap

• Burned electrodes

• Heavy deposits

• Determine the cause of the fouling before replacing the spark plugs if the spark plugs are gas, coolant or oil fouled.

• Check for bare or shorted ignition wires.

• Check for loose ignition coil grounds.

Engine Mechanical

• Ensure that the engine is not overheating, causing the engine to go into RPM reduction mode.

Additional

• Visually check the vacuum hoses for splits, kinks and proper connections and routing.

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Symptoms

Hesitation, Sag or Stumble

Definition: Momentary lack of response as the throttle is increased. Can occur at any boat speed. Usually more pronounced when first trying to make the boat move, as from a stop. May cause the engine to stall if severe enough.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms.

• Check the ECM grounds for being clean, tight and in the proper locations.

• Search for Service Bulletins.

• Remove the flame arrestor and check for dirt or for being restricted

Sensor/System

• Check the MAP sensor operation.

• Check the TP sensor operation.

Fuel System

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for a contaminated fuel.

• Check the fuel injectors.

• Check the items that cause an engine to run rich long term.

• Check the items that cause an engine to run lean long term.

• Worn throttle linkage.

Ignition System

• Check for proper ignition voltage output per manufacturers recommendations.

• Remove the spark plugs and check for the following:

• Correct heat range

• Wet plugs

•Cracks

• Wear

• Improper gap

• Burned electrodes

• Heavy deposits

• Determine the cause of the fouling before replacing the spark plugs if the spark plugs are gas, coolant or oil fouled.

• Check for bare or shorted ignition wires.

• Check for loose ignition coil grounds.

Addtional Checks

• Check the engine thermostat for proper operation and heat range.

• Check the alternator output voltage. Repair the charging system if the alternator output voltage is less than 12 volts or more than 16 volts.

• Throttle linkage for sticking, binding, or wear

• Intake Valves for deposits

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Symptoms

Detonation/Spark Knock

Definition: A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change with throttle opening.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms.

• Check the ECM grounds for clean, tight connectiona and in the proper locations.

• Search for Service Bulletins.

• If the scan tool readings are normal, refer to supporting text of the Diagnostic Check, and there are no engine mechanical faults, fill the fuel tank with a known high quality fuel that meets the boats minimum octane requirements. Refer to Fuel System Specifications. Test the boat and re-evaluate the performance.

Sensor/System

• Knock sensors connected and functioning.

• ECT - Refer to Diagnostics section.

• TP sensor for binding, sticking, or corrosion. Voltage should increase as throttle is moved to wide open throttle (WOT) on mechanical throttle engines.

Fuel System

• Check fuel quality and proper octane rating.

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for a contaminated fuel condition.

• Check the items that cause an engine to run lean long term.

Ignition System

• Check the spark plugs for proper heat range.

Engine Cooling

• Check for obvious overheating problems.

• Insufficient coolant flow through the engine.

• Wrong or stuck thermostat.

• Inoperative water supply pump.

Engine Mechanical

• Low oil level

• Check for excessive oil in combustion chamber - Leaking valve seals.

• Check for low cylinder compression

• Check combustion chambers for excessive carbon buildup. Clean the chambers using top engine cleaner. Follow the instructions on the can.

• Camshaft timing

• Inspect the following components for incorrect basic engine parts:

• Cylinder Heads

• Camshaft

• Pistons, etc.

• Refer to the appropriate procedures in Engine Mechanical Workshop Manual.

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Symptoms

Lack of Power, Sluggish or Spongy

Definition: Engine delivers less than expected power. Little or no increase in speed when throttle is opened.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms.

• Check the ECM grounds for being clean, tight and in the proper locations.

• Search for Service Bulletins.

• Remove the flame arrestor and check for dirt or for being restrict

Sensor/System

• Ensure that the engine is not going into RPM reduction mode.

• Use a diagnostic tool in to monitor the knock sensor system for excessive spark retard activity.

Fuel System

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for contaminated fuel.

• Check the fuel injectors. Refer to Fuel Injector Test

• Check the items that cause an engine to run rich long term.

• Check the items that cause an engine to run lean long term.

Ignition System

• Check for proper ignition voltage output per manufacturers recommendations.

• Remove the spark plugs and check for the following:

• Correct heat range

• Wet plugs

•Cracks

•Wear

• Improper gap

• Burned electrodes

• Heavy deposits

• Determine the cause of the fouling before replacing the spark plugs if the spark plugs are gas, coolant or oil fouled.

• Check for bare or shorted ignition wires.

• Check for loose ignition coil grounds.

Engine Mechanical

• Restricted Exhaust

• Excessive oil in combustion chamber - Leaking valve seals.

• Low cylinder compression

• Combustion chambers for excessive carbon buildup. Clean the chambers using top engine cleaner. Follow the instructions on the can.

• Inspect the following components for incorrect basic engine parts:

• Cylinder Heads

• Camshaft

• Pistons, etc.Refer to the appropriate procedures in Engine Mechanical.

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Symptoms

Addtional Checks

• Proper Alternator Output

• ECM grounds for clean tight connections and in their proper location.

• Dirty boat bottom from marine growth

• Propeller for proper pitch, size and condition

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Symptoms

Cuts Out, Misses

Definition: Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases. This condition is not normally felt above 1,500 RPM. The exhaust has a steady spitting sound at idle or low speed.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms.

• Check the ECM grounds for clean, tight connectiona and in the proper locations.

• Search for Service Bulletins.

• If the scan tool readings are normal, refer to supporting text of the Diagnostic Check, and there are no engine mechanical faults, fill the fuel tank with a known high quality fuel that meets the boat’s minimum octane requirements. Refer to Fuel System Specifications. Test the boat and re-evaluate the performance.

Sensor/System

• TPS for open or grounded circuits

Fuel System

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for a contaminated fuel condition.

• Check the items that cause an engine to run rich long term.

• Check the items that cause an engine to run lean long term.

Ignition System

• Wet down the secondary ignition system with water from a spray bottle. Wetting down the second-

• Check for proper ignition voltage output.

• Remove the spark plugs and check for the following:

• Determine the cause of the fouling before replacing the spark plugs if the spark plugs are gas,

• Check for bare or shorted ignition wires.

• Check for loose ignition coil grounds.

• Visually and physically inspect the secondary ignition for the following:

ary ignition system may help locate damaged or deteriorated components. Look and listen for arcing or misfiring as you apply the water.

• Correct heat range

• Wet plugs

•Cracks

•Wear

• Improper gap

• Burned electrodes

• Heavy deposits

coolant or oil fouled.

• Ignition wires arcing to ground.

• Ignition wires for proper engagement to spark plug and coil.

• Ignition coils for cracks or carbon tracking.

• Ignition wires for resistance, should not exceed 30,000 Ohms.

Engine Mechanical

• Check engine mechanical for the following:

• Low compression.

• Sticking or leaking valves.

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Symptoms

• Worn camshaft lobes.

• Valve timing.

• Bent push rods.

• Worn rocker arms.

• Broken Valve Springs.

• Excessive oil in the combustion chamber.

Additional Checks

• Inspect the exhaust system for possible restriction.

• Electromagnetic interference (EMI) on the reference circuit can cause an engine miss condition. A sudden increase in indicated RPM with little change in actual engine RPM change indicates EMI is present. Check for high voltage components near ignition control circuits if a problem exists.

• Check the exhaust manifold passages for casting flash.

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Symptoms

Rough, Unstable, or Incorrect Idle; Stalling

Definition: Engine runs unevenly at idle. If severe, the engine may shake. Engine idle speed may vary in RPM (hunting). Either condition may be severe enough to stall the engine. Engine idles at incorrect speed

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms.

• Check the ECM grounds for being clean, tight and in the proper locations.

• Search for Service Bulletins.

• Remove the flame arrestor element and check for dirt or for restrictions.

Sensor/System

• Check the air intake system and crankcase for air leaks.

• Check the crankcase ventilation valve for proper operation(If equipped). Place a finger over the inlet hole in the valve end several times. The valve should snap back. If not, replace valve.

• Check the Cam sensor (CMP) for code.

• Check the idle air control (IAC) valve for proper operation for engines without electronic throttles.

• Use a diagnostic tool to monitor the knock sensor (KS) system for excessive spark retard activity.

Fuel System

• Check the fuel injectors. Refer to Fuel Injector Test.

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for a contaminated fuel condition.

• Check that each injector harness is connected to the correct injector and cylinder.

• Check for foreign material accumulation in the throttle bore, coking on the throttle valve or on the

• Check the items that cause an engine to run rich long term.

• Check the items that cause an engine to run lean long term.

Ignition System

• Wet down the secondary ignition system with water from a spray bottle. Wetting down the second-

• Check for proper ignition voltage output.

• Remove the spark plugs and check for the following:

• Determine the cause of the fouling before replacing the spark plugs if the spark plugs are gas,

• Check for bare or shorted ignition wires.

• Check for loose ignition coil grounds.

• Visually and physically inspect the secondary ignition for the following:

throttle shaft. Also check for throttle body tampering.

ary ignition system may help locate damaged or deteriorated components. Look and listen for arcing or misfiring as you apply the water.

• Correct heat range

• Wet plugs

•Cracks

•Wear

• Improper gap

• Burned electrodes

• Heavy deposits

coolant or oil fouled.

• Ignition wires arcing to ground.

• Ignition wires for proper engagement to spark plug and coil.

• Ignition coils for cracks or carbon tracking.

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Symptoms

• Ignition wires for resistance, should not exceed 30,000 Ohms.

Engine Mechanical

• Check engine mechanical for the following:

• Low compression

• Sticking or leaking valves

• Worn camshaft lobes

• Valve timing

• Bent push rods

• Worn rocker arms

• Broken Valve Springs

• Excessive oil in the combustion chamber - Leaking valve seals.

• Inspect the following components for incorrect basic engine parts:

• Camshaft

• Cylinder heads

• Pistons, etc.

• Refer to the appropriate procedures in Engine Mechanical.

Additional Checks

• Inspect the exhaust system for possible restriction.

• Check for high voltage components near ignition control circuits if a problem exists.

• Check for faulty motor mounts.

• Check the intake manifold and the exhaust manifold passages for casting flash.

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Backfire

Definition: Fuel ignites in manifold making a loud popping noise.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms.

• Check the ECM grounds for being clean, tight and in the proper locations.

• Search for Service Bulletins.

Fuel System

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for a contaminated fuel condition.

• Check the fuel injectors. Refer to Fuel Injector Test.

• Check that each injector harness is connected to the correct injector and cylinder.

Sensor System

• Check the air intake system and crankcase for air leaks.

• Check the crankcase ventilation valve for proper operation (if equipped). Place a finger over the inlet hole in the valve end several times. The valve should snap back. If not, replace the valve.

• Use a scan to in order to monitor the knock sensor system for excessive spark retard activity.

Symptoms

Ignition System

• Check for proper ignition voltage output.

• Remove the spark plugs and check for the following:

• Correct heat range

• Wet plugs

•Cracks

• Wear

• Improper gap

• Burned electrodes

• Heavy deposits

• Determine the cause of the fouling before replacing the spark plugs if the spark plugs are gas, coolant or oil fouled

• Check for bare or shorted ignition wires.·Check for loose ignition coil grounds.·Visually and physically inspect the secondary ignition for the following:·Ignition wires arcing to ground·Ignition wires for proper routing·Ignition coils for cracks or carbon tracking

• Engine Cooling·Check for restrictions to the water intake.·Check the engine thermostat for proper operation and for the correct heat range.

Engine Mechanical

• Check engine mechanical for the following:

• Low compression

• Sticking or leaking valves

• Worn camshaft lobes

• Valve timing

• Bent pushrods

• Worn rocker arms

• Broken valve springs

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Symptoms

Additional

• Excessive oil in the combustion chamber - leaking valve seals

• Inspect the following components for incorrect basic engine parts:

• Camshaft

• Cylinder heads

• Pistons, etc.

• Inspect the exhaust system for possible restriction.

• Electromagnectic interference (EMI) on the reference circuit can cause an engine miss condition. A sudden increase in indicated RPM with little change in actual engine RPM change indicates EMI is present. Check for high voltage components near ignition control circuits if a problem exists.

• Check intake and exhaust manifold passages for casting flash or debris.

• Visually and physically check the vacuum hoses for splits, kinks and proper connections and routing.

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Symptoms

Dieseling, Run-On

Definition: Engine continues to run after key is turned OFF, but runs very rough. If the engine runs smooth, check the ignition switch and the ignition switch adjustment.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms.

• Check the ECM grounds for being clean, tight and in the proper locations.

• Search for Service Bulletins.

Fuel System

• Inspect the injectors for a leaking condition.

Cooling System

• Faulty or incorrect thermostat.

• Engine overheating, resulting from cooling system restriction.

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Symptoms

Poor Fuel Economy

Definition: Fuel economy, as measured by actual fuel used, is noticeably lower than expected. Also, fuel economy is noticeably lower than it was on this vessel at one time, as previously shown by actual measurement.

Preliminary

• See Preliminary and Intermittent Checks page 48 before starting in Symptoms.

• Check the ECM grounds for being clean, tight and in the proper locations.

• Search for Service Bulletins.

• Check how the boat is operated.

• Are there excessive loads being carried or is the boat overloaded?

• Is the acceleration rate too much, too often?

• Remove the flame arrestor element and check for dirt or for restrictions.

Fuel System

• Check the type, quality and alcohol content of the fuel. Oxygenated fuels have lower energy and may deliver reduced fuel economy.

• Check the fuel injectors. Refer to Fuel Injector Test.

• Check for incorrect fuel pressure.

• Check for a restricted fuel filter.

• Check for a contaminated fuel condition.

• Check that each injector harness is connected to the correct injector and cylinder.

• Check for foreign material accumulation in the throttle bore, coking on the throttle valve or on the throttle shaft. Also check for throttle body tampering.

• Check the items that cause an engine to run rich long term.

Sensor System

• Check the air intake system and crankcase for air leaks.

• Check the crankcase ventilation valve for proper operation (if equipped). Place a finger over the

• Use a diagnostic tool to monitor the knock sensor (KS) system for excessive spark retard activity.

Ignition System

• Wet down the secondary ignition system with water from a spray bottle. Wetting down the second-

• Check for proper ignition voltage output.

• Remove the spark plugs and check for the following:

• Determine the cause of the fouling before replacing the spark plugs if the spark plugs are gas,

• Check for bare or shorted ignition wires.

• Check for loose ignition coil grounds.

• Visually and physically inspect the secondary ignition for the following:

inlet hole in the valve end several times. The valve should snap back. If not, replace valve.

ary ignition system may help locate damaged or deteriorated components. Look and listen for arcing or misfiring as you apply the water.

• Correct heat range

• Wet plugs

•Cracks

•Wear

• Improper gap

• Burned electrodes

• Heavy deposits

coolant or oil fouled.

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• Ignition wires arcing to ground

• Ignition wires for proper engagement to spark plug and coil

• Ignition coils for cracks or carbon tracking

Engine Cooling

• Check for water flow restrictions.

• Check the engine thermostat for proper operation and for the correct heat range.

Engine Mechanical

• Check engine mechanical for the following:

• Low compression

• Sticking or leaking valves

• Worn camshaft lobes

• Valve timing

• Bent push rods

• Worn rocker arms

• Broken Valve Springs

• Excessive oil in the combustion chamber - Leaking valve seals.

• Inspect the following components for incorrect basic engine parts:

• Camshaft

• Cylinder heads

• Pistons, etc.

• Refer to the appropriate procedures in Engine Mechanical.

Symptoms

Additional

• Inspect the exhaust system for possible restriction.

• Check for excessive drag on the boat (e.g. barnacles on bottom and sterndrive.

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Symptoms

ECM Connector Identification

This chart is to further aid in diagnosis of symptoms.

4.3 Liter Engines ECM Connector Identification 4.3 Liter

Pin Color Function

5 PU/LBL IAC Coil B+

6 LBL/DBL IAC Coil B-

7 LGN MAP Signal

9 DBL/OR (TPS Signal All Others)

13 W/OR CAN 1 Termination +

14 BL/P CAN 1 High +

15 BL/W CAN 1 Low —

19 LGN/R 5V ref # 1

20 SB/GN Isolated Ground for Vref #1

21 PU/W CKP Signal + (twisted pair)

22 W/PU CKP Ground — (twisted pair)

23 GR/BN CMP Signal +(twisted pair)

24 PU/OR CMP Ground — (twisted pair)

27 SB/Y Knock Sensor Signal (Port)

28 SB Ground (Port KS)

29 SB/W Knock Sensor Signal (Stbd)

30 SB Ground (Stbd KS)

31 Y IC Circuit

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ECM Connector Identification 4.3 Liter

39 Y/GR IAT Signal

40 T/W ECT Signal

41 T/R Exhaust Temp Switches Input

42 P/LGN Master/Slave Input

45 PU Ignition Feed (Run, Start)

46 BN/W Trim Position Sensor Signal

47 LGN/W Shift Interrupt Input

53 LBL (OPS) Oil Pressure Sensor Signal

54 OR/LGN Dual Helm Enable Input

55 DGN/Y Serial Data Transmit

56 OR/Y Serial Data Receive

58 GR Tach Output

60 R/PU Battery Feed 1

61 T/LBL Injector Driver cylinder #1

62 GR/Y Injector Driver cylinder #6

63 T/BN Injector Driver cylinder #5

64 GR/W Injector Driver cylinder #4

65 T/Y Injector Driver cylinder #3

66 GR/OR Injector Driver cylinder #2

69 SB Power Ground

71 W/LBL Ignition Relay Driver

76 T/SB Warning Horn Driver

Symptoms

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Symptoms

ECM Connector Identification 4.3 Liter

79 R/PU Battery Feed 2

80 GN/Y MIL Driver (Malfunction Indicator Lamp)

81 SB Power Ground

82 P/W IAC Coil A +

83 T/OR IAC Coil A —

84 LBL/W Fuel Pump Relay Driver

86 BN/W Trim Gauge Driver

87 T Coolant Temperature Gauge Driver

88 DBL Oil Pressure Gauge Driver

68 VPA 7746872 English 10-2006

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5.0 and 5.7 Liter

Pin Color Function

5 PU/LBL IAC Coil B+

6 LBL/DBL (IAC Coil B —

7 LGN MAP Signal

9 DBL/OR TPS Signal

13 W/OR CAN 1 Termination +

14 BL/P CAN 1 High +

15 BL/W CAN 1 Low —

19 LGN/R 5V ref # 1

20 SB/GN Isolated Ground for Vref #1

21 PU/W CKP Signal (twisted pair)

22 W/PU CKP Ground (twisted pair)

23 GR/BN CMP Signal (twisted pair)

24 PU/OR CMP Ground (twisted pair)

27 SB/Y Knock Sensor Signal (Port)

28 SB Ground (Port KS)

29 SB/W Knock Sensor Signal (Stbd)

30 SB Ground (Stbd KS)

31 Y IC Circuit

39 Y/GR IAT Signal

Symptoms

ECM Connector Identification 5.0 and 5.7 Liter

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Symptoms

ECM Connector Identification 5.0 and 5.7 Liter

40 T/W ECT Signal

41 T/R Exhaust Temp Switches Input

42 P/LGN Master/Slave Input

45 PU Ignition Feed (Run, Start)

46 BN/W Trim Position Sensor Signal

47 LGN/W Shift Interrupt Input

53 LBL (OPS) Oil Pressure Sensor Signal

54 OR/LGN Dual Helm Enable Input

55 DGN/Y Serial Data Transmit

56 OR/Y Serial Data Receive

58 GR Tach Output

60 R/PU Battery Feed 1

61 T/LBL Injector Driver Fire Order # 1

62 GR/BL Injector Driver Fire Order # 8

63 GR/W Injector Driver Fire Order # 4

64 T/Y Injector Driver Fire Order # 3

65 GR/Y Injector Driver Fire Order # 6

66 T/BR Injector Driver Fire Order # 5

67 T/GR Injector Driver Fire Order # 7

68 GR/O Injector Driver Fire Order # 2

69 SB Power Ground

71 W/LBL Ignition Relay Driver

76 T/SB Warning Horn Driver

79 R/PU Battery Feed 2

80 GN/Y MIL Driver (Malfunction Indicator Lamp)

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ECM Connector Identification 5.0 and 5.7 Liter

81 SB Power Ground

82 P/W IAC Coil A+

83 T/OR IAC Coil A —

84 LBL/W Fuel Pump Relay Driver

86 BN/W Trim Gauge Driver

87 T Coolant Temperature Gauge Driver

88 DBL Oil Pressure Gauge Driver

Symptoms

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Symptoms

8.1 Liter ECM Connector Identification 8.1 Liter

Pin Color Function

5 PU/LBL TPS #1 Signal

6 LBL/DBL TPS #2 Signal

7 LGN MAP Signal

9 DBL/OR TCP #1 Signal

10 OR/SB TCP #2 Signal

13 W/OR CAN 1 Termination

14 BL/P CAN 1 High

15 BL/W CAN 1 Low

16 R/SB CAN 2 Low

17 R/W CAN 2 High

18 OR/W CAN 2 Termination

19 LGN/R 5V ref # 1

20 SB/GN Isolated Ground for Vref #1

21 PU/W CKP Signal (twisted pair)

22 W/PU CKP Ground (twisted pair)

23 GR/BN CMP Signal (twisted pair)

24 PU/OR CMP Ground (twisted pair)

27 SB/Y Knock Sensor Signal (Port)

28 SB Ground (Port KS)

29 SB/W Knock Sensor Signal (Stbd)

30 SB Ground (Stbd KS)

31 Y Ignition Control cylinder #1

32 W/R Ignition Control cylinder #8

33 W/GN Ignition Control cylinder #7

34 Y/GN Ignition Control cylinder #2

35 Y/W Ignition Control cylinder #6

36 W/SB Ignition Control cylinder #5

37 W/T Ignition Control cylinder #4

38 Y/BL Ignition Control cylinder #3

39 Y/GR IAT Signal

72 VPA 7746872 English 10-2006

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ECM Connector Identification 8.1 Liter

40 T/W ECT Signal

41 T/R Exhaust Temp Switches Input

42 P/LGN Master/Slave Input

45 PU Ignition Feed (Run, Start)

46 BN/W Trim Position Sensor Signal

47 LGN/W Shift Interrupt Input

48 PU/Y IVS (Idle Validation Switch) Input

49 LGN/PU 5V ref # 2

50 SB/LGN Isolated Ground for Vref # 2

53 LBL OPS Signal (Oil Pressure Sensor)

54 OR/LGN Dual Helm Enable Input

55 DGN/Y Serial Data Transmit

56 OR/Y Serial Data Receive

58 GR Tach Output

60 R/PU Battery Feed 1

61 T/LBL Injector Driver cylinder #1

62 GR/BL Injector Driver cylinder #8

63 T/GN Injector Driver cylinder #7

64 GR/O Injector Driver cylinder #2

65 GR/Y Injector Driver cylinder #6

66 T/BN Injector Driver cylinder #5

67 GR/W Injector Driver cylinder #4

68 T/Y Injector Driver cylinder #3

69 SB Power Ground

71 W/LBL Ignition Relay Driver

76 T/SB Warning Horn Driver

79 R/PU Battery Feed 2

80 GN/Y MIL Driver (Malfunction Indicator Lamp)

Symptoms

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Symptoms

ECM Connector Identification 8.1 Liter

81 SB Power Ground

82 P/W DBW + Drive By Wire Motor

83 T/OR DBW — Drive By Wire Motor

84 LBL/W Fuel Pump Relay Driver

86 BN/W Trim Gauge Driver

87 T Coolant Temperature Gauge Driver

88 DBL Oil Pressure Gauge Driver

74 VPA 7746872 English 10-2006

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Symptoms

VPA 7746872 English 10-2006 75

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Section 5: Diagnostics

Contents

DTC 0016 - Never Crank Synced At Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

DTC 0107 - MAP Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

DTC 0108 - MAP High Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

DTC 0111 - IAT Higher Than Expected 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

DTC 0112 - IAT Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

DTC 0113 - IAT High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

DTC 0116 - ECT Higher Than Expected 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

DTC 0117 - ECT Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

DTC 0118 - ECT High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

DTC 0121 - TPS 1 Lower Than TPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

DTC 0122 - TPS 1 Signal Voltage Low (ETC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

DTC 0122 - TPS Signal Voltage Low (IAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

DTC 0123 - TPS 1 Signal Voltage High (ETC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

DTC 0123 - TPS Signal Voltage High (IAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

DTC 0127 - IAT Higher Than Expected 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

DTC 0129 - BP Low Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

DTC 0217 - ECT Higher Than Expected 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

DTC 0219 - Maximum Governor Speed Override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

DTC 0221 - TPS 1 Higher Than TPS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

DTC 0222 - TPS 2 Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

DTC 0223 - TPS 2 High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

DTC 0261 - Injector Driver 1 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

DTC 0264 - Injector Driver 2 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

DTC 0265 - Injector Driver 2 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

DTC 0267 - Injector Driver 3 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

DTC 0268 - Injector Driver 3 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

DTC 0270 - Injector Driver 4 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

DTC 0271 - Injector Driver 4 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

DTC 0273 - Injector Driver 5 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

DTC 0274 - Injector Driver 5 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

DTC 0276 - Injector Driver 6 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

DTC 0277 - Injector Driver 6 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

DTC 0279 - Injector Driver 7 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

DTC 0280 - Injector Driver 7 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

DTC 0282 - Injector Driver 8 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

DTC 0283 - Injector Driver 8 Shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

DTC 0326 - Knock 1 Excessive Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

DTC 0327 - Knock Sensor 1 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

DTC 0331 - Knock 2 Excessive Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

DTC 0332 - Knock Sensor 2 Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

DTC 0336 - Crank Sync Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

DTC 0337 - Crankshaft Sensor Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

DTC 0341 - Camshaft Sensor Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

DTC 0342 - Camshaft Sensor Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

76 VPA 7746782 English 10-2006

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DTC 0508 - IAC Ground Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

DTC 0509 - IAC Coil Open/Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

DTC 0522 - Oil Pressure Sender Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

DTC 0523 - Oil Pressure Sender High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171

DTC 0524 - Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173

DTC 0562 - System Voltage Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175

DTC 0563 - System Voltage High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

DTC 0601 - Flash Checksum Invalid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179

DTC 0604 - RAM Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

DTC 0606 - COP Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

DTC 0627 - Fuel Pump Relay Coil Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

DTC 0628 - Fuel Pump Relay Control Ground Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

DTC 0629 - Fuel Pump Relay Coil Short to Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189

DTC 0642 - V REF #1 Voltage Low (ETC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

DTC 0642 - V REF Voltage Low (IAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193

DTC 0642 - V REF Voltage Low (IAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195

DTC 0643 - V REF #1 Voltage High (ETC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

DTC 0643 - V REF Voltage High (IAC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199

DTC 0652 - V REF #2 Voltage Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

DTC 0653 - V REF #2 Voltage High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

DTC 0685 - Ignition Relay Coil Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205

DTC 0686 - Ignition Relay Control Ground Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

DTC 0687 - Ignition Relay Coil Short to Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209

DTC 1111 - Fuel Rev Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

DTC 1112 - Spark Rev Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213

DTC 1121 - TCP 1/2 Simultaneous Voltages Out-of-Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215

DTC 1122 - TCP 1 and TCP 2 Do Not Match or IVS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217

DTC 1511 - Trim Sender Voltage High (2-Wire) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219

DTC 1511 - Trim Sender Voltage High (3-Wire) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221

DTC 1611 - 5V 1/2 Simultaneous Out-of-Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223

DTC 1612 - RTI 1 Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225

DTC 1613 - RTI 2 Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

DTC 1614 - RTI 3 Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229

DTC 1615 - A/D Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

DTC 1616 - Invalid Interrupt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233

DTC 1628 - CAN Address Conflict Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235

DTC 1631 - Water Temperature Gauge Open/Short to Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237

DTC 1631 - Water Temperature Gauge Open/Short to Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

DTC 1632 - Water Temperature Gauge Short to Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241

DTC 1633 - Oil Pressure Gauge Open / Short to Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243

DTC 1634 - Oil Pressure Gauge Short to Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245

DTC 1635 - Trim Position Gauge Open / Short to Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

DTC 1636 - Trim Position Gauge Short to Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249

DTC 1641 - Buzzer Control Ground Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251

DTC 1642 - Buzzer Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253

DTC 1643 - Buzzer Control Short to Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

DTC 2111 - Throttle Unable To Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257

DTC 2112 - Throttle Unable To Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TC 2115 - TCP 1 Higher Than IVS limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

. . . . . . . . . . 259

VPA 7746782 English 10-2006 77

Page 82

DTC 2116 - TCP 2 Higher Than IVS Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263

DTC 2120 - TCP 1 Invalid Voltage, TCP 2 Disagrees with IVS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265

DTC 2121 - TCP 1 Lower Than TCP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267

DTC 2122 - TCP 1 High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269

DTC 2123 - TCP 1 Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271

DTC 2125 - TCP 2 Invalid Voltage, TCP 1 Disagrees with IVS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274

DTC 2126 - TCP 1 Higher Than TCP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276

DTC 2127 - TCP 2 Low Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278

DTC 2128 - TCP 2 High Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281

DTC 2130 - IVS Stuck At-Idle TCP 1/2 Match . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283

DTC 2131 - IVS Stuck Off-Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285

DTC 2135 - TPS 1/2 Simultaneous Voltages Out-of-Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287

DTC 2139 - TCP 1 Lower Than IVS limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

DTC 2140 - TCP 2 Lower Than IVS Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291

DTC 2229 - BP High Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293

DTC 2428 - EGT Temperature High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295

DTC 2618 - Tachometer Output Ground Short . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297

DTC 2619 - Tachometer Output Short to Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299

78 VPA 7746782 English 10-2006

Page 83

DTC 0016 - Never Crank Synced At Start

Circuit Description The crankshaft position sensor (CKP) is a magnetic transducer

mounted on the engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The crankshaft position sensor is used to measure engine RPM and it is used in conjunction with the cam sensor (CMP) to synchronize the ignition system and fuel injectors.

The CKP sensor works in conjunction with a reluctor wheel. The CKP sensor has a 5 volt reference signal from the ECM, a ground circuit and a signal circuit. As the crankshaft rotates, the reluctor wheel teeth interrupt a magnetic field produced by a magnet within the sensor. The sensor’s internal circuitry detects this and produces a 5 volt square wave which the ECM reads. The ECM uses this signal to accurately measure crankshaft velocity and piston location which is a variable used in order to control spark and fuel injection quantity and injection timing.

The ECM must see a valid crankshaft position signal while cranking before the engine starts. If no signal is present within 4 cranking revolutions, this fault will set. If there is no signal present, then code 0337, CKP signal loss sets. Code 0016 sets when any of the following conditions occur:

—The signal from the CKP is not the correct signal (i.e. it shows

an incorrect number of reluctor wheel teeth) but a signal exists.

DTC 0016 - Never Crank Synced At Start

SPN-636 FMI-8

—The CMP signal is incorrect (i.e. wrong number of teeth) but a

signal exists or...

—The CKP and CMP signals are correct but out of sequence.

(i.e. timing chain has jumped teeth) AND this condition exists for 4 revolutions of the crankshaft WHILE cranking the engine.

Conditions for setting the DTC • Crankshaft position sensor.

• Fault condition - 4 cranking revolutions without proper sync between the CKP and the CMP sensors and engine speed is greater than 90 RPM.

• MIL - on during active fault.

To CMP IAC/TCP MAT & MAP

CRANKSHAFT

Magnetic Pickup

Solid State

Crankshaft Position Sensor (CKP)

LGN/R

W/PU

PU/W

CKP +

CKP —

CKP Sensor Signal

Engine Control Module (ECM)

23786

CKP Sensor Connection

50635

VPA 7746782 English 10-2006 79

Page 84

DTC 0016 - Never Crank Synced At Start

Troubleshooting If this code is present after engine repairs to the crankshaft, examine

the reluctor wheel for damage or alignment.

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

present and not intermittent. Check the "starts since code last set" counter. It should be at 0. If the start counter is higher than 0, then the code is an intermittent code. See Preliminary and Intermittent Checks” on page 48” in Section 4.

Check V REF Disconnect CKP sensor. Check the LGN/R wire (pin-c) at the sensor

for 5 volt Vref. Using DVOM connect to pin-C at the CKP connector and a known good engine ground. Does the voltage read approximately 5 volts?

YES: Go to Check V REF power and ground on this page

NO: Go to Check CKP signal circuit for continuity on this page

Check V REF power and ground Connect a DVOM set to DC Volts between the B and C terminals of

the CKP sensor connector. Does the voltage read approximately 5 volts?

YES: Replace CKP sensor

NO: Go to Check CKP sensor ground circuit continuity on this

page

Check CKP sesnor connector Check for corroded terminals or open wires if the resistance is much

higher. Did you find a problem?

YES: Repair wiring as necessary.

NO: Go to Check CKP signal circuit for continuity on this page

Check CKP sensor ground circuit continuity

Check CKP signal circuit for continuity

Check the ECM ground terminals Check that the ECM ground terminals are clean and tight. Did you find

Check the W/PU wire at the sensor connector for ground. Connect a DVOM set to Ohms between the B terminal of the CKP sensor connector and engine ground. Is there approximately 4-5 Ohms?

YES: Go to Check CKP signal circuit for continuity on this page

NO: Repair wiring as necessary

Check the PU/W wire pin-A between the Crank sensor connector and the ECM connector (pin-21) for continuity. Do you have continuity?

YES: Go to Check the ECM ground terminals on this page

NO: Repair wiring as necessary

a problem?

YES: Repair wiring as necessary

NO: Go to Check Crankshaft Position Sensor on this page

Check Crankshaft Position Sensor Place an DVOM set to Ohms across terminals B and C of the CKP

sensor. The reading should be open (infinite resistance). Do you have infinite resistancee?

YES: Replace ECM

NO: Replace sensor if resistance is indicated.

80 VPA 7746782 English 10-2006

Page 85

DTC 0107 - MAP Low Voltage

NSB/LGN

LGN LGN/R

Circuit Description The Manifold Absolute Pressure (MAP) sensor responds to changes in

Diagnostic Aids If the engine is running rough, unstable, or missing due to a suspected

4.3, 5.0, 5.7 TMAP Sensor

MAT

To ECT/IAT/ TP Sensors

To TPS/TCP Sensors

Y/GN

MAT/MAP Sensor

SB/LGN

To ECT/TP Sensors

8.1 MAP Sensor

Manifold Absolute Pressure (MAP) Sensor

LGN/R

LGN

LGN/R

SB/LGN

LGN

SB/LGN

Sensor Signal

MAP Sensor Signal

#1 Ref 5 Volt

#1 Sensor Ground

Sensor Ground

Sensor Signal

5 Volt Reference

Engine Control Module

23785

Engine Control Module (ECM)

50640

DTC 0107 - MAP Low Voltage

SPN-106 FMI-4

manifold pressure (vacuum).The ECM receives this information as a signal voltage that will vary from about 1.0-1.5 volts at idle to about

4.0-4.5 volts at Wide Open Throttle (WOT). If the MAP sensor fails, the ECM will substitute a default MAP value that will vary with RPM. The MAP sensor voltage of 5 volts is delivered to the MAP sensor from ECM (pin-19) to terminal “C or 1” of the MAP sensor harness connector. Terminal “A” or “1” at the sensor is the sensor ground circuit for the MAP sensor and returns current back to (pin-20) of the ECM. The MAP signal terminal “B” or “4” returns a voltage signal back to the ECM proportional to what the manifold pressure is (i.e. low pressure [high vacuum] at idle equals low voltage, high pressure [low vacuum] at wide open throttle equals high voltage).

mechanical problem, vacuum leak or other issue causing misfire, these problems must be taken care before using the diagnostic table. Failure to follow this recommendation will result in a false MAP diagnostic and repair procedure. Condition for setting the DTC are:

• Check condition - during cranking or running.

• Fault condition -

• 4.3, 5.0, and 5.7 engines -MAP voltage less than 0.05, throttle position greater than 2 percent, and engine speed is less than maximum RPM.

• 8.1 engine - MAP voltage less than 0.10, throttle position greater than 2 percent, and engine speed is less than maximum RPM.

• MIL - on for remainder of key on cycle.

• Miscellaneous - fueling is based on RPM and TPS limp-home condition during this fault. The ECM does not derate the engine when this fault is active but there is a soft warning while the code is active.

TMAP Sensor

SB/LG

LGN

LGN/R

Y/GR

50551

MAP Sensor

SB/LG LGN LGN/R

50638

VPA 7746782 English 10-2006 81

Page 86

DTC 0107 - MAP Low Voltage

Troubleshooting The following items should be checked in sequence when diagnosing

DTC0107.

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

Check MAP Circuit. Using diagnostic tool, view MAP volts. If MAP volts are less than 0.1

volts, the circuit is open.

• Disconnect the MAP sensor from the wiring harness.

• Using a jumper, connect the V REF (LGN/R wire), and MAP signal circuit (LGN wire) together at the MAP sensor connector.

• Key ON. Does the diagnostic tool should display MAP voltage of 4.5 volts or greater. If not, repair the circuit as necessary

Check MAP Sensor • Remove MAP Sensor from intake manifold

• Connect vacuum pump to MAP sensor.

• Key ON, engine OFF.

• Apply vacuum to the sensor and compare voltage drop to table below. If voltage does not change or does not agree with the table, replace the sensor.

NOTE: The voltage drop is calculated by subtracting the signal

voltage output from the no load voltage input from the sensor.

Applied Vacuum

in. Hg.

mm Hg

8.1 Voltage Drop ± 0.1 .73 1.44 2.16 2.88 3.60

4.3, 5.0, 5.7 Voltage Drop ±0.1 .6 1.1 1.7 2.2 2.8

Check MAP Connector for Damage. • Inspect MAP connector pins for corrosion, contamination or

Check ECM Connectors for Damage. • Inspect ECM connector and wire harness connector terminals for

4.0

101.6

mechanical damage.

corrosion, contamination or mechanical damage.

8.0

203.2

12.0

304.8

16.0

406.4

20.0

508

82 VPA 7746782 English 10-2006

Page 87

DTC 0108 - MAP High Pressure

NSB/LGN

LGN LGN/R

Circuit Description The Manifold Absolute Pressure (MAP) sensor responds to changes in

manifold pressure (vacuum).The ECM receives this information as a signal voltage that will vary from about 1.0-1.5 volts at idle to about

4.0-4.5 volts at Wide Open Throttle (WOT). If the MAP sensor fails, the ECM will substitute a default MAP value that will vary with RPM. The MAP sensor voltage of 5 volts is delivered to the MAP sensor from ECM (pin-19) to terminal “C or 1” of the MAP sensor harness connector. Terminal “A” at the sensor is the sensor ground circuit for the MAP sensor and returns current back to (pin-20) of the ECM. The MAP signal terminal “B” returns a voltage signal back to the ECM proportional to what the manifold pressure is (i.e. low pressure [high vacuum] at idle equals low voltage, high pressure [low vacuum] at wide open throttle equals high voltage).

Diagnostic Aids If the engine is running rough, unstable, or missing due to a suspected

mechanical problem, vacuum leak or other issue causing misfire, these problems must be corrected before using the diagnostic table. Failure to follow this recommendation will result in a false MAP diagnostic and repair procedure. Conditions for setting the DTC are:

4.3. 5.0, 5.7 TMAP Sensor

MAT

To ECT/IAT/ TP Sensors

Y/GN

MAT/MAP Sensor

SB/LGN

To ECT/TP Sensors

8.1 MAP Sensor

Manifold Absolute Pressure (MAP) Sensor

LGN

LGN/R

SB/LGN

Sensor Signal

MAP Sensor Signal

#1 Ref 5 Volt

#1 Sensor Ground

SB/LGN

Sensor Ground

Engine Control Module

23785

Engin Contro Modul (ECM)

DTC 0108 - MAP High Pressure

SPN-106 FMI-16

• Manifold absolute pressure too high during running.

• Check condition - engine speed is greater than 800 RPM, throttle command less than 10 percent, and steady MAP and TPS.

• Fault condition -

• 8.1 engines - MAP greater than 14 psi, TPS less than 10 percent, and engine speed is greater than 1800 RPM.

• 4.3, 5.0, 5.7 engines - MAP greater than 16 psi, TPS less than 10 percent, and engine speed is greater than 1800 RPM.

• MIL - on for remainder of key on cycle.

• Miscellaneous - fuel is based on RPM and TPS in limp-home condition during this fault.

4.3. 5.0, 5.7 TMAP Sensor

SB/LG

LGN

LGN/R

Y/GR

50551

SB/LG LGN LGN/R

50638

To TPS/TCP Sensors

LGN/R

Sensor

LGN

Signal

5 Volt Reference

5064

8.1 MAP Sensor

VPA 7746782 English 10-2006 83

Page 88

DTC 0108 - MAP High Pressure

Troubleshooting The following items should be checked in sequence when diagnosing

DTC 0108

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

Check MAP Sensor circuit. Key OFF. Disconnect the MAP sensor connector. Turn the key to the

ON position. The diagnostic tool should display MAP pressure less than 0.5 volts. If the diagnostic tool displays MAP pressure more than

0.5 volts, the MAP signal circuit is shorted to voltage. Locate the short and repair as necessary.

Check MAP Sensor Remove MAP sensor from intake manifold. Connect MAP sensor wir-

ing harness connector. Connect a vacuum pump to the map sensor port. Key ON, engine OFF. Apply vacuum to the sensor and compare voltage drop to table below. If voltage does not change or does not agree with the table, replace sensor.

Applied Vacuum

in. Hg.

mm Hg

8.1 Voltage Drop ± 0.1 .73 1.44 2.16 2.88 3.60

4.3, 5.0, 5.7 Voltage Drop ±0.1 .6 1.1 1.7 2.2 2.8

Check MAP Senor ground circuit Key ON, engine OFF, disconnect MAP connector and measure

Check ECM connectors for damage. Key OFF. Disconnect ECM connector and inspect terminals for dam-

4.0

101.6

between the 5 volt ref (LGN/R wire) and ground (SB/LG N wire ) to ensure there is 5 volts in the wire (and not 12v). If 12v, the ground wire is shorted to power, repair as necessary. If 5v, then measure between the 5v ref (LGN/R wire) and sensor return (LGN wire) in the MAP connector. If voltmeter reads 0, repair open sensor return.

age, corrosion or contamination.

8.0

203.2

12.0

304.8

16.0

406.4

20.0

508

84 VPA 7746782 English 10-2006

Page 89

DTC 0111 - IAT Higher Than Expected 1

Circuit Description The Intake Air Temperature sensor is a negative temperature coeffi-

8.1 IAT Sensor

Thermistor

50643

Conditions for setting the DTC • Intake Air Temperature greater than 71°C (160°F) for more than

8.1 IAT Circuit

cient thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the total airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower voltage when the air is warm.

This fault will set if the Intake Air Temperature is greater than 71°C (160°F) and engine RPM is greater than 1500 for longer than 1 minute. The code will be erased from the ECM after 100 key cycles provided the code is not set again within the 100 cycles.

1 minute and engine RPM greater than 1500.

DTC 0111 - IAT Higher Than Expected 1

SPN-105 FMI-15

IAT Sensor Signal

Sensor Ground

Intake Air Temperature (IAT) Sensor

TO MAP/TP ECT Sensors

Y/GN

SB/LGN

4.3, 5.0, and 5.7 TMAP Circuit

MAT

LGN

LGN/R

Sensor Signal

MAP Sensor Signal

#1 Ref 5 Volt

#1 Sensor Ground

Y/GN

MAT/MAP Sensor

SB/LGN

To ECT/TP Sensors

Engine Control Module (ECM)

Engine Control Module

23785

50664

IAT Temperature vs. Resistance

8.1 IAT Sensor

F° Ohms C°

242.4 101 116.8

231.9 121 111

211.6 175 99.7

201.4 209 94.1

181.9 302 83.2

163.1 434 72.8

144.9 625 62.7

127.4 901 53

102.4 1,556 39.1

78.9 2,689 26

49.9 5,576 9.9

23.5 11,562 -4.7

-5.7 28,770 -20.9

-21.2 49,715 -29.5

-30.8 71,589 -34.8

-40 99,301 -40

4.3, 5.0 and 5.7 TMAP Sensor

F° Ohms C°

248 110 120

239 125 115

221 162 105

203 214 95

185 284 85

167 383 75

149 522 65

131 721 55

104 1,200 40

77 2,063 25

50 3,791 10

23 7,419 -5

-4 15,614 -20

-22 26,854 -30

-31 35,763 -35

-40 48,153 -40

VPA 7746782 English 10-2006 85

Page 90

DTC 0111 - IAT Higher Than Expected 1

Troubleshooting The following items should be checked in sequence when diagnosing

DTC0111.

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

If the code is inactive, check the current IAT output to determine if the sensor is giving appropriate readings for the current conditions. If the sensor is reading correctly go to the next step. If the sensor has incorrect readings,.

Verify code . If the code is active, check the engine intake air temperature with a

mechanical thermometer to verify the intake air temperature is below the values for setting DTC0111. If the engine intake temperature is below the specified values, go to the next step. If the engine air intake temperature exceeds the specified values, increase engine compartment ventilation until the engine compartment ambient air temperature is within limits.

Check the IAT sensor connector for damage.

Check ECM connector for damage. Remove the ECM connector and inspect the ECM and connector pins

Check the IAT sensor. Remove and check the IAT sensor returns the values specified in the

Remove the IAT sensor connector and inspect the pins for damage or corrosion and the pins are not pushed out of the socket.

for damage or corrosion and are properly seated in position.

Temperature v. Resistance Table. If the sensor does not conform to the specified values, replace the sensor.

86 VPA 7746782 English 10-2006

Page 91

DTC 0112 - IAT Low Voltage

Circuit Description The MAT Intake Air Temperature sensor is a negative temperature

8.1 MAT Sensor

Thermistor

50643

DTC 0112 - IAT Low Voltage

SPN-105 FMI-4

coefficient thermistor (temperature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the total airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower voltage when the air is warm.

The Manifold Air Temperature is a calculated value based mainly on the IAT sensor at high airflow and influenced more by the ECT at low airflow. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the amount of airflow into the engine, and ignition timing.

This fault will set if the signal voltage is less than 0.05 volts anytime the engine is cranking or running. The ECM will use the default value for the IAT sensor in the event of this fault. The code will be erased from the ECM after 100 key cycles provided the code is not set again within the 100 cycles.

Conditions for setting the DTC are: • Intake air temperature reading does not change with engine

8.1 MAT Circuit

IAT Sensor Signal

Sensor Ground

Intake Air Temperature (IAT) Sensor

TO MAP/TP ECT Sensors

Y/GN

SB/LGN

4.3, 5.0, and 5.7 TMAP Circuit

MAT

LGN

LGN/R

Sensor Signal

MAP Sensor Signal

#1 Ref 5 Volt

#1 Sensor Ground

Y/GN

MAT/MAP Sensor

SB/LGN

To ECT/TP Sensors

Engine Control Module (ECM)

Engine Control Module

23785

50664

operation.

• Check condition-engine running.

• Fault condition-IAT sensor voltage less than 0.05 volts for longer than 2 seconds with the engine running.

• MIL On during active fault and for 2 seconds after active fault.

IAT Temperature vs. Resistance

8.1 IAT Sensor

F° Ohms C°

242.4 101 116.8

231.9 121 111

211.6 175 99.7

201.4 209 94.1

181.9 302 83.2

163.1 434 72.8

144.9 625 62.7

127.4 901 53

102.4 1,556 39.1

78.9 2,689 26

49.9 5,576 9.9

23.5 11,562 -4.7

-5.7 28,770 -20.9

-21.2 49,715 -29.5

-30.8 71,589 -34.8

-40 99,301 -40

4.3, 5.0 and 5.7 TMAP Sensor

F° Ohms C°

248 110 120

239 125 115

221 162 105

203 214 95

185 284 85

167 383 75

149 522 65

131 721 55

104 1,200 40

77 2,063 25

50 3,791 10

23 7,419 -5

-4 15,614 -20

-22 26,854 -30

-31 35,763 -35

-40 48,153 -40

VPA 7746782 English 10-2006 87

Page 92

DTC 0112 - IAT Low Voltage

Troubleshooting If DTC-0642 is also set, repair this code before proceeding.

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

Check IAT voltage Key ON, engine OFF.

With the diagnostic tool connected and in ECM DATA mode, go to the IAT voltage screen. Does the IAT voltage 0.05 volts or less. If not the problem is intermittent. If the voltage is 0.05 volts or less, go to the next step.

Does the diagnostic tool display IAT voltage greater than 4.9 volts. If so the sensor signal circuit is shorted to engine ground or to sensor ground, or the ECM is faulty.

Check IAT sensor. Using a DVOM, check the resistance between the two terminals of the

IAT sensor. Compare the resistance readings to the table, if the resistance deviates more than 10% or is infinite (open) replace the sensor.

88 VPA 7746782 English 10-2006

Page 93

DTC 0113 - IAT High Voltage

Circuit Description The MAT sensor is a negative temperature coefficient thermistor (tem-

8.1 MAT Sensor

Thermistor

50643

Conditions for setting the DTC

8.1 IAT Circuit

IAT Sensor Signal

Sensor Ground

MAT Sensor Signal

MAP Sensor Signal

#1 Ref 5 Volt

#1 Sensor Ground

Engine Control Module (ECM)

Engine Control Module

23785

50664

Y/GN

Intake Air Temperature (IAT) Sensor

SB/LGN

TO MAP/TP ECT Sensors

4.3, 5.0, and 5.7 TMAP Circuit

Y/GN

SB/LGN

To ECT/TP Sensors

LGN

MAT/MAP Sensor

LGN/R

DTC 0113 - IAT High Voltage

SPN-105 FMI 3

perature sensitive resistor) located in the intake manifold of the engine. It is used to monitor incoming air and the output, in conjunction with other sensors, is used to determine the injector pulse width and timing to the engine.

The ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower voltage when the air is warm.

This fault will set if the signal voltage is more than 4.95 volts anytime the engine is running. The ECM will use a default value for the IAT sensor in the event of this fault. The diagnostic tool will display this default temperature value (110°F), however the diagnostic tool will always display the actual voltage from the IAT sensor while this code is active. The code will be erased from the ECM after approximately 100 key cycles provided the code is not set again within the 100 cycles.

Check condition-engine running.

Fault condition-IAT sensor voltage greater than 4.95 longer than 1 sec.

MIL On during active fault and for 2 seconds after active fault.

IAT Temperature vs. Resistance

8.1 IAT Sensor

F° Ohms C°

242.4 101 116.8

231.9 121 111

211.6 175 99.7

201.4 209 94.1

181.9 302 83.2

163.1 434 72.8

144.9 625 62.7

127.4 901 53

102.4 1,556 39.1

78.9 2,689 26

49.9 5,576 9.9

23.5 11,562 -4.7

-5.7 28,770 -20.9

-21.2 49,715 -29.5

-30.8 71,589 -34.8

-40 99,301 -40

4.3, 5.0 and 5.7 TMAP Sensor

F° Ohms C°

248 110 120

239 125 115

221 162 105

203 214 95

185 284 85

167 383 75

149 522 65

131 721 55

104 1,200 40

77 2,063 25

50 3,791 10

23 7,419 -5

-4 15,614 -20

-22 26,854 -30

-31 35,763 -35

-40 48,153 -40

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DTC 0113 - IAT High Voltage

Troubleshooting The following items should be checked in sequence when diagnosing

DTC 0113.

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

Check for open IAT circuit. Key ON, engine OFF, Does the diagnostic tool display a IAT voltage

4.95V or greater. If yes, continue to the next step. If no, problem is intermittent, See Preliminary and Intermittent Checks page 48.

Check for open IAT signal circuit. Disconnect MAT connector. Measure volts between sensor signal wire

and a known good engine ground, preferably the engine-grounding stud if accessible. Voltmeter should read 5 volts. If not, check for the following conditions

• If voltmeter reads 0, circuit is open or shorted to ground.

• If voltmeter reads higher than 5 volts (i.e. 6-7 volts), then circuit is shorted to battery voltage.

If either condition exists, repair circuit as necessary.

Check for IAT ground circuits. Short signal wire to sensor return #1 in MAT connector. Check IAT

voltage display on diagnostic tool. If voltage is 0, there is an open in the MAT sensor and the sensor should be replaced. If 5 volts then sensor return #1 is open and the circuit should be repaired.

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DTC 0116 - ECT Higher Than Expected 1

Circuit Description The engine coolant temperature (ECT) sensor is a temperature-sensi-

ECT

Thermistor

50642

Conditions for setting the DTC • Engine coolant temperature.

tive resistor (Thermistor) located in the engine coolant jacket, near the thermostat. The ECT output is used drive the engine termperature gauge and for fuel injection pulse width calculation, and for engine protection. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm.

This fault will set in the event of an engine over temperature condition. When the coolant exceeds 87° C (190° F) and engine exceeds 500 RPM, this fault will set and the engine alarm will sound a soft warning one beep every 5 seconds and the MIL lamp will illuminate. During this fault, maximum throttle position is limited to 50% on engines equipped with electronic throttle.

• Check condition - engine running.

• Engine coolant temperature reading greater than 87°C (190° F) for longer than 1 minute and engine speed is greater than 500 RPM.

• Alarm will sound soft warning 1 beep every 5 seconds during active fault and MIL - will illuminate.

DTC 0116 - ECT Higher Than Expected 1

SPN-110 FMI-15

Engine Coolant Temperature (ECT) Sensor

SB/LGN

TO MAP/TP/ IAT Sensors

T/W

Diagnostic Aids Possible causes for this code include the following items and should

be checked as a preliminary inspection.

ECT

Sensor Signal

Engine Control Module

Sensor Ground

(ECM)

• Poor water flow through the cooling system on raw water cooled engines. Check for debris in or obstructions to the water intake. Check raw water pump impeller for wear or damage.

• Poor water flow through the heat exchanger, low water level in closed side of the closed circuit cooling system. Check for debris in or obstructions to the water intake. Check raw water pump impeller for wear or damage. Check circulating pump belt

23784

for slipping and proper tension.

• Too much current flow through ECT for a given temperature.

Table 1: Temperature vs. Resistance

C° F° Ohms C° F° Ohms

100 212 177 20 68 3520

90 194 241 15 59 4450 80 176 332 10 50 5670 70 158 467 5 41 7280 60 140 667 0 32 9420 50 122 973 -5 23 12300 45 113 1118 -10 14 16180 40 104 1459 -15 5 21450 35 95 1802 -20 -4 28680 30 86 2238 -30 -22 52700 25 77 2796 -40 -40 100700

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DTC 0116 - ECT Higher Than Expected 1

Troubleshooting The following items should be checked in sequence when diagnosing

DTC 0116.

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

Check engine temperature. Diagnostic tool connected in ECT temperature mode. Drive the boat to

simulate the conditions that set the code. Using a digital non-contact infrared thermometer, check the temperature of the thermostat housing and compare that reading to the ECT temperature displayed on the diagnostic scan tool. The two readings should be within ± 5°F (3° C) of each other.

• If the readings agree and the temperature is more than 190°F (87°C), the engine has insufficient water flow. Correct the water flow condition and retest.

• If the reading disagree and the temperature from the infrared thermometer is within limits, the ECT has excessive current flow (low circuit resistance), continue diagnostics of the ECT circuit.

Verify ECT function Disconnect ECT wiring harness connector. Using DVOM check resis-

tance in table for the current engine temperature. If temperature deviates more than 5%, replace ECT sensor.

Verify ECT circuit function. Disconnect ECT wiring harness connector. Inspect the ECT wire har-

ness connector terminals for damage, shorts, corrosion, or contamination

Using a jumper, connect the ECT signal (pin-A) at the ECT connector to engine ground. The ECT voltage should be 0.05 volts or less. If not go to next step.

Check ECT ground circuit. Using a DVOM check for continuity between ECT sensor ground (pin-

B) and ECM connector (pin-20). Do you have continuity between them? If not repair break in wiring. If there is continuity, go to the next step.

Check ECM connector for damage Disconnect ECM wiring harness connector. Inspect ECM connector

(pin-40 and 20) for damage corrosion, or contamination.

Check ECT signal circuit Using DVOM, check for continuity between ECT connector signal (pin-

A) and ECM connector terminal 40.

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Page 97

DTC 0117 - ECT Low Voltage

Circuit Description The engine coolant temperature (ECT) sensor is a temperature-sensi-

ECT

Thermistor

50642

Conditions for setting the DTC

DTC 0117 - ECT Low Voltage

SPN-110 FMI-4

tive resistor (Thermistor) located in the engine coolant jacket, near the thermostat. The ECT output is used drive the engine termperature gauge and for fuel injection pulse width calculation, and to detect engine overheat conditions. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and the voltage is lower when the sensor is warm.

This fault will set if the signal voltage is less than 0.05 volts anytime the engine is running. The ECM will use a default temperature for the ECT sensor in the event of this fault.

• Engine coolant temperature.

Engine Coolant Temperature (ECT) Sensor

SB/LGN

TO MAP/TP/ IAT Sensors

T/W

ECT

Sensor Signal

Engine Control Module

Sensor Ground

(ECM)

• Check condition - engine stopped or running.

• Fault condition - ECT sensor voltage less than 0.05.

• MIL - on during active fault.

Table 2: Temperature vs. Resistance

C° F° Ohms C° F° Ohms

23784

100 212 177 20 68 3520

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DTC 0117 - ECT Low Voltage

Troubleshooting If DTC-0642 is also set, repair this code before proceeding.

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

Check ECT circuit. Diagnostic tool in ECT voltage mode. Key OFF. Disconnect ECT wir-

ing harness connection. Key ON. Does diagnostic tool display voltage of 4.9 or greater?

YES: Replace ECT.

NO: Go to Check ECT signal circuit. on this page.

Check ECT signal circuit. Disconnect ECM wiring harness connector. Using DVOM set for

Ohms, check resistance between pin-40 at the ECM connector and a known good engine ground, preferably the engine grounding stud if accessible. Do you have continuity?

YES: Sensor signal circuit is shorted, repair circuit as necessary.

NO: Go to Check ECT circuit for short on this page

Check ECT circuit for short Check between pin-40 and pin-20 at the ECM connector. Do you have

continuity?

YES: Circuit is shorted, repair circuit as necessary

NO: Go to Check ECM connector on this page.

Check ECM connector Check ECM connections for bend, corrosion, pushed out pins or other

damage. Did you find a problem?

YES: Repair circuit as necessary

NO: Replace ECM

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Page 99

DTC 0118 - ECT High Voltage

SPN-110 FMI-3

Circuit Description The engine coolant temperature (ECT) sensor is a temperature-sensi-

tive resistor (Thermistor) located in the engine coolant jacket, near the

ECT

Thermistor

50642

Conditions for setting the DTC

thermostat. The ECT output is used drive the engine termperature gauge and for fuel injection pulse width calculation, and to detect engine overheat conditions. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and the voltage is lower when the sensor is warm.

The ECM sends 5 volts to the ECT and monitors the output voltage. If the ECM sees too much resistance (open circuit) the voltage will exceed the voltage threshold of 4.95 volts and set the code.

This code sets when there is an open circuit in the ECT circuitry i.e. the ECT sensor, the signal wire, or the ground #1 circuit.

• Open signal circuit

Engine Coolant Temperature (ECT) Sensor

SB/LGN

TO MAP/TP/ IAT Sensors

T/W

ECT

Sensor Signal

Engine Control Module

Sensor Ground

(ECM)

23784

• Open sensor ground circuit

• Open internal ECT circuit.

• Check condition - engine stopped or running, depending on software version. Later versions of the software check this condition with engine stopped.

• Fault condition - ECT sensor voltage exceeds 4.95.

• MIL - on during active fault.

Table 3: Temperature vs. Resistance

C° F° Ohms C° F° Ohms

100 212 177 20 68 3520

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DTC 0118 - ECT High Voltage

Troubleshooting The following items should be checked in sequence when diagnosing

DTC-0118

Check code is valid and active Connect the diagnostic tool to the DLC and verify that the code is

Check ECT circuit Turn ignition ON, engine OFF. Diagnostic tool connected and set for

ECT volts mode. If diagnostic tool shows more than 4.95 volts, disconnect ECT connector. Using DVOM check voltage between terminals A and B on the ECT connector. If DVOM reads 5 volts, circuit is OK, replace ECT sensor.

If DVOM reads less than 5 volts or no volts, Go to Check ECT signal circuit on this page.

If DVOM reads 6-12 volts Go to Check ECT circuit for short to power on this page.

Check ECT circuit for short to power If voltage is 6-12 volts, the signal circuit is shorted to power. Repair cir-

cuit as necessary. Check for damage to ECT sensor and ECM because of overvoltage condition.

Check ECT connector Inspect the ECT wire harness connector terminals for damage, corro-

sion, or contamination.

Check ECT signal circuit Key ON ECT disconnected, using DVOM check voltage on the signal

wire (pin-A) at the ECT connctor and a known good engine ground, the engine ground stud is preferred if accessable.

If there is 5 volts present, Go to Check ECT ground circuit on this page.

If less than 5 volts or no volts, repair oprn ECT signal circuit

Check ECT ground circuit Disconnect ECM connector. Using a DVOM check for continuity

between ECT sensor ground (pin-B) and ECM connector (pin-20). Do you have continuity between them? If no continuity, repair ground circuit.

Check ECM connector Inspect ECM connector pins 40 and 20 for damage corrosion, or con-

tamination.

96 VPA 7746782 English 10-2006

Volvo 4.3GXi-F, 4.3OSi-F, 5.0GXi-F, 5.0OSi-F, 5.7Gi-F User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

Section 1: General Information

Abbreviations

Section 2: System Description

Special Tool and Equipment

Section 3: Volvo Penta Diagnostic Scan Tool

Section 4: Symptoms

On-Board Diagnostics System Check (OBD)

Preliminary and Intermittent Checks

Hard Starting

Surginig

Hesitation, Sag or Stumble

Detonation/Spark Knock

Lack of Power, Sluggish or Spongy

Cuts Out, Misses

Rough, Unstable, or Incorrect Idle; Stalling

Backfire

Dieseling, Run-On

Poor Fuel Economy

ECM Connector Identification

Section 5: Diagnostics

DTC 0016 - Never Crank Synced At Start

DTC 0107 - MAP Low Voltage

DTC 0108 - MAP High Pressure

DTC 0111 - IAT Higher Than Expected 1

DTC 0112 - IAT Low Voltage

DTC 0113 - IAT High Voltage

DTC 0116 - ECT Higher Than Expected 1

DTC 0117 - ECT Low Voltage

DTC 0118 - ECT High Voltage