Workshop Manual | 3 — Fuel System EDC! 5.5) KAD/KAMD44P-A, B, C KAD/KAMD300-AFuel System EDC | @ Marine engines KAD/KAMD44P-A * KAD/KAMD44P-B * KAD/KAMD44P-C KAD/KAMD300-A Contents Safety information Needle lift sensor Charge air temperature sensor 5 Engine speed sensor Coolant temperature sensor Repair instructions. 6 Solenoid valve (reverse gear) DCIDC converter Special toots 8 Potentiometer (controls) @ Menarini 9 Changing the contol module Introduction 9 isassembly Reading fault codes Ww Assembly. Erasing fault codes ....... 12 Venting the fuel system Design aiterences 18 Adjusting idling speed Component description 1h Calibration of controts.. © controi module 15 Injection pump 16 Fault code register Compressor 7 Sensor 18 Wiring Diagram é Relays 20 ‘Component location (engine) Fuses 21 KAIM)D44P-A Diagnostic connector 22 KA(M)O4A-B Stop button 22 KA(M)D44P-C, KAIM)D900-A DOC converter 22 Instrument panels. Controls 23 Controlpanels Solenoid valves (reverse ear) 24 Color codes, EDC cables Gear shit actuator (stem drive) 25 Electronic controls Mechanical controls Electrical fault finding 26 Position sensor 27 ¢ Fuel temperature sensor 27 Actuator 27 Solenoid valve (timing) 7 Electromagnetic clutch 28 28 29 29 30 30 31 32 23 33 34 35 36 7 53 53 56 58 60. 66 78 ar 84Safety information Introduction ‘This workshop manual contains technical data, de- ‘scriptions and repair instructions for the Volvo Penta products or product versions noted in the table of con- tents. Make sure that you use the correct workshop erature. Read this safety information and the General Inforra- tion and Repair Instructions in the workshop manual caretully betare starting work. Important The following specie! warning signa are usedin the workshop manual and on the product WARNING! Warns forthe rik of personal ny, aor damage to product oF property, or serous iatunebons Ite intucton Is ignored ZA importants used to cal attontionto tings which could cause damage or matuncons to product or propery NOTE! Is used to call attention to important informa: tion, to facilitate work processes or operation. To give you a perspective on the risks which always need to be observed and precautions which always have to be taken, we have noted them below. ZX Make itimpossibie to start the engine by cutting system current with the main switch(es) and tock it them) in the off position before starting service work, Fix a warning sign by the helms- man's seat. ZA Alssorvice work should normally be done on a stationary engine, Some work, such as agjust ments, need the engine to be running, however. Going cose to a running engine a Stet sk Remember that oose clothes, ong hair ett. can catch on rotating components ans cause severe injury ifworkis done adjacent toa unning engine, careless movement ora dropped tool can lead to personal injury inthe worst case. Be careful wih not surfaces (exhaust pipes, turbos, charge air pipes, staring heaters ete.) and ot fds in pipes and noses on an engine which s runing Srwich has just stopped. Re-nstal at guards which have been removed during service work Detore we-starting te engine ZX Make sure that the warning or information labels. (on the product are always clearly visible. Re. place labels which have been damaged or paint: ed over. ZX Never start an engine without te after in place. The rotating compressor turbine in the { Turbocharger can cause sover injury. Foreign bodies in the ile pipe can also cause sovere mochanical damage. ’ AX Nover use start spray or sirilar products as a staring aid, Explosions could occur the inet manifold, Danger of personal injury. ’ AX Aci opening tne coolant fing cap when the engine shot. Soar ort coolant can spray cutat he same time as the pressure which has Bul up Is ost Open the flor eap slowly. ana release the preseure Inthe cooing systom tthe fing cap or tap has tobe opened, or pug or toolant hose has tobe romoved hen then gine hot. Sloan or hot coolant can stream out ian unexpected direction ZX Hotoit can cause burs. Avoid skin contact with not of, Make sure thatthe ol system is depres. sutized before doing any work on it Never start fortum the engine with the ol filer cap removed. because of the risk of ol spillage ZX Stop the engine and close the sea cocks before doing any work on the cooing system, AX ony start ne engine ina wellventlated area, When operatedin aconlined space, exhaust fumes and crankcase gases musi be ventiated trom he engine bay or workshop area AX Aways use gogales von doing any work where there any nak ol spinors, gindng sparks acid oplash or eer chemleas, Your eyes are extremely sensitive, jury could cause bind- reased LX Avoid skin contact with oil! Long-term or repeat- fed skin contact with oil can make your skin dry ut, The consequence is iritation, dry skin, ec- zema and other skin disorders. Used oil is more hazardous to health than new oil. Use protective gloves and avoid oil-soaked clothes and rags. Wash regularly, especially be- tore meals. Use special skin cream to avoid dry. ing and facilitate skin cleaning, Most chemicals intended for the product (e.g. engine and transmission oils, glycol, petrol (gas- line) and diesel oil or chemicals for workshop use (e.g, degreasers, paints and solvents) are hazardous. Read the instruction on the packag: es carefully! Always observe the safety advice (e.g, use of breathing protection, goggles, gloves etc.). Make sure that other personnel are Not inadvertently exposed to hazardous sub- stances, such as via the air they breathe. En- sure good ventilation. Handle used and surplus chemicals in te prescribed manner. Be very careful when searching for leaks in the {uel system and testing fuel injectors. Use gog- les. The jet which comes from a fuel injector thas very high pressure and considerable pene- tration ability. Fuel can force its way deep into body tissue and cause severe injury. Risk of ‘blood poisoning (septicemia), All fuels, and many chemicals, are flammable. Make sure that open flames or sparks can not set them alight. Petrol (gasoline), some thinners and hydrogen gas from batteries are extremely fiammable and explosive when mixed with air in the correct ratio. Do not smoke! Provide good ventilation and take the necessary precautions before you start welding or grinding work in the Vicinity. Always have a fire extinguisher easily avaitable near the workplace. Make sure that oil and fuel soaked rags, and Used fuel and oi filters are stored in a safe place. Oil soaked rags can selt-ignite in certain circumstances, Used fuel and oilfiters are pol- luting waste and must be handed to an approved ‘waste management facility for destruction, to- gether with used lubrication oil, contaminated fuel, paint residue, solvents, degreasers and wash residue. AX Batteries must never be exposed to open flames or electric sparks. Do not smoke close to the batteries. The batteries generate hydro- {gen gas when charged, which forms an explo- sive gas when mixed with air. This gas is very flammable and highly explosive. A spark, which can be formed if the batteries are wrongly con- nected, Is enough to make a battery explode land cause damage. Do not move the connec tions when you attempt to start the engine (risk of arcing), and do not stand and lean over one of the batteries. Never mix up the battery positive and negative poles when the batteries are installed. Ifthe bat teries are wrongly connected, this can cause se- vere damage to the electrical equipment. Please ccheck the wiring diagram! ‘Always use goggles when charging and handling batteries. Battery electrolyte contains highly cor- rosive sulfuric acid. If this comes into contact with your skin, wash at once with soap and a lot of water. If you get battery acid in your eyes, flush at once with a generous amount of water, and get medical assistance at once, ‘Stop the engine and cut the system current with the main switch(es) before doing any work on the electrical system. ‘The clutch must be adjusted with the engine shut off ‘The existing lugs on the enginelreverse gear should be used for iting. Always check that the liting devices are in good condition and that they have the correct capacity forthe lit (the ‘weight of the engine plus the reverse gear and extra equipment if installed) ‘The engine should be lifted with a customized or adjustable lifting boom for safe handling and to ‘avoid damaging components on top of the en gine. All chains or cables should be parallel to ‘each other and should be as square as possible to the top of the engine. If other equipment con nected to the engine has altered its centre of ‘gravity, special lifting davises may be needed to obtain the correct balance and safe handling ‘Never do any work on an engine which just hangs from a lifting devise. caesar eeeLA Neve: work alone when heavy components are to be dismantled. even when sate ling devises ssuch as lockable blocks & tackle are used. Even when iting devises are used, two people are needed in most cases. One who operates the liting devise and other who makes sure that ‘components move freely and are not damaged during iting, When you work aboard a boat, always make sure that there is enough space for disassembly where you are working, with no tisk for personal ‘or material damage. Components in the electrical and fuel systems on Volvo Penta products have been designed to ‘minimize the risks of explosion and fre. The en {gine must not be operated in environments with agjacent explosive media, Aa Aa Fuel delivery pipes must not be bent or straight ‘ened under any circumstances. Damaged pipes. must be replaced. Remember the following when washing with a high pressure washer: Never aim the water jet at seals, rubber hoses or electrical components, Novar use a high pressure washer for engine cleaning, Only use the fuels recommended by Volvo Pen: ta, Please refer to the instruction book. The use of fuel of inferior quality can damage the engine, Ina diesel engine, poor uel can cause the con- trol sleeve to bind and the engine wil over-rev, with a strong isk of personal injury and machin- ery damage. Poor fuel can also lead to higher ‘maintenance costs. (© 2001 AB VOLVO PENTA Wie reserve the right to make ‘changes and amendments without prior nctcejn ine. on hin veneral intormation About the workshop manual This workshop manual contains information, descrip- tions and instructions for engines with standard equip- ment. This workshop manual refers to engines KAD/ KAMD44P-A, B, C and KAD/KAMD300-A The workshop manual can illustrate tasks done on any of the engines noted above. This means that the illustrations and photographs which clarify certain de- tails might not correspond with other engines in some cases. The repair methods are similar in all important respects, however. I this is not the case, this will be noted and important differences will be shown sepa- rately. The engine designation and number are noted con the number plate. The engine designation and num ber must always be given in all correspondence about an engine, ‘The workshop manual has been primarily prepared for Volvo Penta service workshops and their qualified per- sonnel, This assumes that people who use the Manu- alhave basic knowledge of marine drive systems and can do the tasks of a mechanical or electrical nature associated with the trade. Volvo Penta constantly improves its products, so we reserve the right to make modifications without prior notitication. All information in this manual is based on product data which was available up to the date on ‘hich the manual was printed. Any material changes: ‘ntroduced into the product or service methods after this date are notitied by means of Service Bulletins. Spare parts Spare parts for electrical and fuel systems are subject +9 various national safety requirements such as the US Coast Guard Safety Regulations. Volvo Penta Original Spares comply with these requirements. No damage whatever, caused by use of non-original Yolvo Penta spares for the product, will be compen ‘sated by the warranty offered by Volvo Penta, Certified engines When service or repairs are done to an emission cert- fied engine, which is used in an area where exhaust ‘emissions are regulated by law, itis important to be aware ofthe following: Certification means that an engine type has been ‘checked and approved by the relevant authority. The engine manufacturer guarantees that all engines made of the same type are equivalent tothe certified engine This put special demands on service and repair work. as follows: Maintenance and service intervals recommended by Volvo Penta must be complied with © Only Volvo Penta original spares may be used. # Service to injection pumps, pump settings and in- Jectors must always be done by an authorized Vol. vvo Penta workshop. ‘© The engine must not be converted or modified, ex- cept for the accessories and service kits which Volvo Penta has approved for the engine. ‘¢ Noinstallation changes to the exhaust pipe and engine air inlet ducts may be done. ¢ Noseals may be broken by unauthorized personnel ‘The general advice in the instruction book about oper- ation, care and maintenance apply. ZX IMPORTANT! Delayed or interior care/mainte- nance, and the use of non-original spares, mean that AB Volvo Penta can no longer be responsi- ble for guaranteeing that the engine complies with the certified version. Damage, injury andior costs which arise from this wil not be compensated by Volvo PentaRepair instructions The warning signs which occur in the workshop manual {please refer to "Safety information’ for their meanings) AX wanna ZX weortann NOTE! are not comprehensive in any way, since we can not of course foresee everything, since service work is done in highly vatying circumstances. For this reason, all we ‘can do is to point out the risks which we believe could ‘occur due to incorrect work in a well-equipped work: shop, using work methods and tools tested by us. Inthe workshop manual, all tasks for which there are Volvo Penta special tools, are done using these tools. Special tools are specially prepared to permit the saf- fest and most rational work methods possible. For this reason, itis the responsibility of the person who uses other tools or other work methods than those recom- mended by us, to ensure that there is no risk of per- sonal injury or material damage, and that they can not cause any malfunctions. In-some cases, special safely regulations and user in- structions are available for the tools and chemicals mentioned in the workshop manual. These rules must always be observed, so there are no special instruc- tions about this in the workshop manual ‘The majority of risks can be prevented by taking cer- tain elementary precautions and using common sense. A clean workplace and a clean engine eliminate many risks of both personal injury and maltunction. ‘Above all. when work on fuel systems, lubrication sys- tems, induction systems, turbocharger, bearing caps. and seals is done, itis extremely important that no dirt cr other kinds of foreign particles are able to get in, since this would otherwise cause malfunctions or short ened engine ite. Our common responsibility Each engine consists of a large number of collaborat ing systems and components. Any deviation of a com- Ponent from its technical specication can dramatically increase the environmental impact of an otherwise good engine. For this reason, it is extremely important that specified wear tolerances are maintained, that sys- tems with adjustment faclities are correctly adjusted ‘and that Volvo Penta Original Spares are used for the engine. The times noted inthe engine maintenance schedule must be observed, ‘Some systems, such as components in the fuel sys- tom, may require special competence and special test equipment. For environmental reasons etc., some com- ponents are sealed at the factory. Itis only permissible to work on sealed components if you are authorized 10 do such work. Remember that most chemical products, incorrectly used, damage the environment. Volvo Penta recom- mends the use of biodegradable degreasers whenever ‘engine components are de-greased, unless otherwise ‘specified in the workshop manual. When working aboard a boat, be careful to ensure that ols, wash resi- due et, are processed for destruction, and are not in- advertently discharged with bilge water into the environ: ment Tightening torque ‘The tightening torque for vital fasteners, which should be tightened with a torque wrench, are listed in “Techni cal Data’. Tightening torque" and noted in the job de- scriptions in the book. All torque specifications apply to clean screws, screw heads and mating faces. The torque specifications apply to lightly oled or clean screws. If lubricants, looking fluids or sealants are needed ona fastener, the type of preparation to be Used will be noted in the job description and in “Tight- ening Torques” ayrat ically ant sys the ys itest sible edto ily 110s atin ould echni- pply to e ight- Important notes on repair of EDC engines ‘The following instructions must always be ob- ‘served, to avoid damage to the control modul: + Ifthe 42-pin connector on the contro! module is. undone or connected, the system voltage to the EDC system must first be disconnected. Note Cult the current by turning the starter key 10 the stop position on the active control station Then make sure that the starter keys are at 0 on all control stations. Check that the current is disconnected by press- ing and releasing the diagnosis button. Ifno an. swering flashes come from the giagnostic dis- Play, the system current to the EDC system is disconnected, + During welding, the 42 pin connector on the con- {rol module must first be disconnected. + When the batteries are quick charged, turn the main switch(es) off or disconnect the battery ca- bles. Note During normal maintenance charging, the main switch(es) do(es) not need to be turned off. + Only batteries may be used for start help. (Quick starting units can give excess voltages and damage the control modu + Never disconnect the battery cabies when the en- ine is running, + Never disconnect the current with the main switch ‘when the engine is running, The following instructions must always be ob- served, to minimize contact problem: + When connector is undone, be careful to avoid contaminating its contact pins with dit, ol, etc. + Before a connector is put together, ciean off any dirt on the contact pins and apply contact grease (partno, 1161417). Note Too much contact grease can make it cif cult to put the connector together. i9859847095085, 898337 19510060 8852931 Base4d4 895345.9 Diagnostic key with cables and transport ‘case, but without program cassette and user manual Program cassette for diagnostic key and user manual with English, German, French and Swedish menu choices. (The cassette is marked with no, 885339). Program cassette and user manual, ‘Same software as 885344-2 but with ‘Spanish, Dutch, Portuguese and Italian ‘menu choices. (The cassette is marked with no, 885340). 8853376 3853525, 885334.3, 19510060 ‘Communication cable RS2321J1708 ine! order form for PC diagnostic program. Extension cable with switch to choose between to engines. To be used with di agnostic key and PC. ‘Special pliers for disassembling EDC 2x8 ‘connector. Muttimeter. dGRe ge tkiok & afaa incl se ith di 2x8 Design and function Introduction Main components EDC means “Electronic Diesel Control’ and is an elec- tronic system for diesel engine control. The system in- cludes fuel control, diagnostics, electronic speed con- trol and gear shiting ‘The main components of the EDC system are a elec- tronic control modul, an electronically controlied injec tion pump and a number of sensors located on the en- gine and controts. The sensors give the control module continuous infor- mation about fuel supply, engine speed, charge pres: ‘sure, engine temperature and operator commands, ‘The information reflects the current operation state and is used by the control module to calculate the correct, fuel volume, control the compressor, check the engine Condition et. contol module KADSAP-C Cone pana! Gear eit actuator Poteniometer Fuel control ‘The fuel requirements of the engine are calculated three times per engine revolution, ‘This analysis gives the control module information about the amount of fuel which the engine needs to ‘maintain or reach the engine speed demanded. ‘The result is compared with the amount of fel which is currently being injected, available air mass and fuel temperature, It necessary. the fuel volume and injection timing are adjusted via the injection pump. During a cold start, the control module pre-heats the engine by allowing it to crank up to four revolutions : before fuel is injectes.Design and function Engine speed control and shifting A potentiometer in the engine control lever transmits engine speed commands to the injection pump and gear shift commands to the solenoid valves in the verse gear or to the gear shift actuator for stem drive. Shifting is also monitored by the control module which prevents shifting at too high engine speeds when nec: ‘essary, which could cause damage to the transmis- sion Diagnostic function If the control module receives abnormal values from lone or more sensors, the diagnostic function will take various measures to protect the engine, Ifthe coolant temperature, charge air temperature or charge pressure is too high, for example, the diagnos- tic function will reduce the amount of fuel injected (re- {duce engine power) until the relevant value has been normalized, In addition, there are “Limp-home” values stored in the Control module. These values are used if there is a sensor failure, and permits continued operation at re- duced engine speed It there isa fault in the EDC system which could cause engine failure, the engine is stopped. ‘The diagnostic funktion automatically generates fault codes for any malfunctions registered by the EDC. system, Read the fault code and look it up in the fault code. register, for information about the reason, reaction and information about measures to be taken for the mal- {unetion in question, A diagnostic key or a PC with diagnostic program must be connected to the diagnostic connector on the engine for full diagnostic information. and to read or erase all fault codes. Diagnostic key Engine speed Gear position Throttle opening Control rod position Cooiant temperature Charge air temperature Charge airpressure Fuel temperature WV Injection timing * => Fuel quantity > injection timing D> compressor => cea SD diagnosis Control module with incoming and outgoing signals os nt apple KANDI reefault c de yn and nel onthe sor Reading fault codes Fault codes visible on the control panel Fault codes for malfunctions which are reported by a flashing light on the diagnostic button can be read off via the control panel ‘The codes are flashed out once the diagnostic button 's pressed and then released. ‘The fault code consists of two groups of flashes, sep- arated by a pause of two seconds. A fault code is ob- tained by counting the number of flashes in each ‘group: Example: i +#: pause 4 Fault code 2.4 ‘The fault code is stored and can be read as long as. ‘he malfunction remains, Read as follows 1. Check that the starter key isin position "(drive position). Press the diagnostic button, Release the diagnostic button and make a note of the fault that is flashed out 4 Repeat items 2-3, A new fault code is flashed out if more are stored, Repeat until the first fault code is repeated. Fault codes NOT visible on the control panel Fault codes for malfunctions which are not reported by ‘afashing light on the diagnostic button can only be ‘ead with a diagnostic key or PC with diagnostic pro- gam MOTE! This means that malfunctions can be regis tered. although the lamp in the diagnostic button does. ‘rot lash, For this reason, always use a diagnostic. ‘se oF PC with diagnostic program to make sure that “o fault codes are stored. Historical fault codes WKA(M)D44P-C and KA(M)D300-A, a copy of all fault ‘Sodes which occur is stored for historical reasons, ‘Tras copy is an inactive fault code and does not affect Te engine #4stoncal fault codes can only be read by a diagnostic ey & PC with diagnostic program. Contra! panel (Type 1 + en a Diagnostic program for PC nDesign and function Erasing fault codes Always erase stored fault codes once maltunction(s) have been attended to, NOTE! Ifthe diagnostic program has trigged a reac- tion (such as stopping the engine), the fault code must be erased before the engine can be started again KA(M)D44P-A/B 4, Tutm the starter key to the stop position * release it 2. Press the diagnosis button and keep it depressed atthe same time as you turn the starter key to position “(operating position). Then keep the ‘switch depressed for a further 3 seconds. 3, The fault codes are now erased and KA(M)D44P-C and KA(M)D300-A “The faut code memory in the diagnostic function is. “erased” every time system voltage to the engine is. shut off NOTE! The system voltage must be completely cut ‘off, Stop the engine and check that the ignition key(s) {sare} in position 0 in all control positions. When system voltage is switched on again, the diag- nostic function checks to see whether there are any faults in the EDC system. I this is the case, new fault codes are set, This means that 1. Fault codes for malfunctions which have been at- tended to or which have disappeared are automat- ically erased by cutting off system voltage and ‘switching on again. 2. Fault codes for matfunctions which have not been altended to must be acknowledged every time the system voltage is switched on. Erasing historical codes In KA(M)D44P-C and KA(M)D300-A, a copy ofall fault codes which occur stored for historical reasons. This copy is an inactive fault code and does not atfect the engine. These fault codes can only be erased by a diagnostic key or PC with diagnostic program NOTE! Historical material should be erased when mal- functions have been attended to, so that the history will be new next time the engine is serviced CContot panel (Type) Diagnostic keyDesign differences, engine versions ‘The most important differences between the EDC sys- tems on the engine versions in this manual are: KA(M)D44P-A > KA(M)D44P-B KA(M)D44P-B has: + New software. + New starting procedure — the “active station" but- ton must be depressed before starting + Reduced number of fault codes communicated via the control panel, + Needle lit sensor to check injection timing, + EDC cables with 2x8 pin connectors. + Stop button installed on engine. + EDC system separated from instrument circuit by 7.5 A flat pin fuse. + Compressor electromagnetic clutch separated trom EDC system circuit and provided with a 7.5 A flat pin fuse (not from production start) KA(M)D44P-B + KA(M)D44P-C ansyD44P-C has: + Newsottware + Simpler erasing of fault codes + 06106 converter + Faster gear actuator (stern + Fault codes stored for history + Screw terminal for separate power supply to EDC system removed (replaced by DC/DC converter) ve) KA(M)D44P-C - KA(M)D300-A AMID 300-A has: ‘+ New software and a new injection pump designed ‘or the higher power. ood tt sencor KAIM)D44P-B1C. KAIMDS00-A CIDE converter KAM)DAAP-C, KAtN}O300-A ‘Screw terminal fr separate power supply 10 EDC system Kagniosse.08 13 | i i iComponent description NOTE! Component position numbers in the ilustrations in this manual correspond with the position numbers in the relevant wiring diagram. Components without position numbers are marked (-). 17, 18, 19, 21, 32 Guide 9. Starter relay. 10. Main relay 11. Stop relay 12. Ground relay 13. Circuit breakers... 14, Control module EDC 18. Charge air temperature sensor. 16. Coolant temperature sensor 17. Position sensor 18. Fuel temperature sensor. page 20 page 20 page 20 page 20 page 21 page 15 page 18 page 18 page 16 page 16 19, an 22. 26. 2. 28. 29, at 22, Actuator Stop solenoid Engine speed sensor Diagnostic connector Needle it sensor Stop button Flat pin fuse DGIDC comverter/Diode Injection pump page 16: page 16, page 18 page 22 page 19 page 22 page 21 page 22 page 16the 16 16 18 3 2 a al Control module Control module (14) Voltage: senses TOV 42 pin The contro! module, which is the central unit in the EDC system, is located beside the fine fuel fiter on the left of the engine. Connector The following values are programmed into the control ‘module memory at the factory: + Alarm values Highest permissible values of charge air empera- ture, coolant temperature etc. Ifthe alarm values {are exceeded, the control module reduces the fuel volume unti the relevant value has been normal- ized, ‘The following alarm limit values are pro- grammed in the control module: = Highest permissible charge air temperature 95°C (203°F) = Highest permissible fuel temperature 90°C (194°) ~ Highest permissible coolant temperature (on) 100°C (22°F) ~ Highest permissible coolant temperature (of) 97°C (207°F) ~ Highest permissible charge pressure (Max) please refer to the diagram ~ Lowest permissible charge pressure (Min) ‘please refer to the diagram + Extreme values an extreme value is exceeded, a clock is start- din the control module which measures the high: est or lowest value and the length of time that the extreme value has been exceeded. ‘The information is stored and can be read by means of a diagnostic tool ‘The following extreme values are programmed in the control module: = High charge air temperature: 70°C (158°F) = Low charge air temperature 5°0 (41°F) ~ High fuel temperature 85°C (185°F) = Low fuel temperature 15°C (59°F) = High charge pressure 190 kPa (27,5psi) ‘Absolute pressure = Charge DressurerAimospheric pressure) = High engine speed 3910 mpm, = High coolant temperature r00'c (22°F) = Low coolant temperature. S°C (41°F) a 3s Lr ° ee et ae tae Lom Max > Limp home Min Diagram for charge pressure imp home” values ‘The basic values which the control module uses (instead of stopping the engine) i here is an open or short circuit in the signal from each sensor. ‘The following “limp home” values are pro- grammed in the control module: = Charge air temperature 55°C (131°F) ~ Fuel temperature 60°C (140°F) = Coolant temperature 5° (4"F) = Throttle opening, 1000 mpm, ~ Charge air pressure... please refer to the diagram 15Component descxption Injection pump Injection pump (32) ‘The injection pump is a distributor type unit, located Con the let ofthe engine, It is driven from the timing gear ‘The injection pump contains several electronic com- ponents (described below), These are used by the control module to both regulate and contro the fue! ‘supply to the engine. Function check: Please refer to the “Electrical fault tracing’ chapter. Position sensor (17) ‘The position sensor provides the control module with information about the position of the control sleeve, which corresponds to the amount of fuel which is cur- rently being injected Fuel temperature sensor (18) ‘The fuel temperature sensor provides the control mod- Ue with information about the temperature ofthe ful. ‘The control module can then calculate the correct amount of fuel, wth consideration aiso given to the energy content othe fuel Actuator (19) ‘The control module uses the actuator to regulate the ‘amount of fuel injected. The actuators a solenoid which tums an eccentric, affecting the movement of the control sieeve and thus the amount of fuel inject- ed Solenoid valve (20) ‘The control module uses the solenoid to govem the instant at which injection starts, The solencid vaive Controls the flow of control fluid, which influences the injection advance adjuster. Stop solenoid (21) ‘The stop solenoids a 1-pole, sliding solenoid valve, When the starter key is turned to the stop position, current is supplied to the stop solenoid at the same time as the ground relay is activated, and make the electrical system 1-pole. This makes the stop sole- noid valve body slide out and cut the fuel supply. Location of injection pure A. Eocentne i 8 Control soove CC. Injection advance adjuster 18. Fuo! temperature sensor 39. Actuator 20. Solenon vale 21. Stop selenaisCompressor Compressor (-) ‘The engine is equipped with a mechanical compressor \which is driven by a Poly-Vee drive belt via the cirula- sion pump, ‘The compressor provides the engine with air at lower engine speeds. After this, the turbocharger takes over and provides air. This interaction gives the engines. extremely high torque at all engine speeds, Electromagnetic clutch (23) The compressor is engaged and disengaged by an electromagnetic clutch The control modul decides when the compressor should be engaged, depending on operation situation and a number of parameters, as follows: + After starting: The compressor is engaged to ‘make the engine warm up faster and reduce white smoke when the engine is cold Parameters: ~ coolant temperature below 60°C (140°F) — reverse gear in neutral Note: The lower the coolant temperature is, the Jonger isthe time that the compressor is en- gaged. + Innormal operation: The compressor is en: gaged to give extra power for critical situations, headwinds or increased speed, Parameters: — injected fuel volume (load) ~ engine speed ~1000-2800 rpm, + Onrapid acceleration: The compressor is en- ‘gaged immediately on rapid acceleration (ick: own?) Parameters: ~ difference between demanded and current engine speed exceeds 1000 rpm. = engine speed 700-2800 rpm. Function check: Please reter to the “Electrical fault ‘raong’ chapter. woeComponent description Sensor Charge air temperature sensor (15) Type: Thermistor with negative temperature coett- cient, so-called NTC resistor. Measurement range 40°C (-40°F) 10 +150°C (202°F) ‘The sensor is installed on top ofthe inlet mainfotd, ‘This provides the control module with information about the charge air temperature. ‘The sensor has low mass, for rapid temperature changes. Itconsists of a non-inear resistor. The re- sistance falls as the termperature rises Function check tracing” chapter. Coolant temperature sensor (16) ‘Type: Thermistor with negative temperature coetti- cient so-called NTC resistor. Measurement range = 30°0 (22°F) 10 +120°C (248°F) ‘The sensors installed underneath the exhaust main- fold. Tis provides the control module with information about the coolant temperature The sensor has large mass, for slow temperature changes. t consists of a non-inear resistor. The re- sistance fas as the temperature rises Function check: Please refer to the “Electrical fault tracing" chapter. Engine speed sensor (22) The sensor is installed in the bell housing. It provides the control module with information about engine speed and the cylinder which is next in line for fuel in- jection This is an inductive sensor. It senses the indication holes in the flywheel. There are two indication holes for cylinder 1 and only one hole for each ofthe other eylinders, I there isa fault in the engine speed sensor, the en- sine stops Function check: Please refer to the “Electrical fault tracing’ chapter. tf DATES ate D edP dearerNeedle lift sensor (27) The needle lift sensor’ is located in the injector for cy inder 1. It sends a signal to the control module when imction starts. By comparing this signal with the signal from the engine speed sensor, the control module can calculate the di ference between the calculated injection advance and ‘Pe true difference, and make corrections as necessary. Function check: Please reter to the “Electrical fault vwacing’ chapter. + mottled on the KAIMNDAAP-A (Charge air pressure sensor (-) ‘The sensor is integrated into the control module. It ‘senses the charge air pressure via a pipe from the in- {ke mainfold to the T-nipple underneath the control woo. ‘he sensor first Measures atmospheric pressure, and ‘geen the engine has started, the sensor also mea- ‘ares the charge air pressure, ie, the absolute pres- awe. ‘Saxe the sensor is integrated into the control module, ‘ean not be replaced separately, the entire contro! smoovie must be changed IMPORTANT! Never twist or undo the T-nipple ‘beneath the control modul. This can damage the ccharge air pressure sensor. Fanction check: This must be done with a diagnostic lev 0 a PC with diagnostic program. | Other sensors Fer nformation about the fuel temperature sensor and ‘poston sensor: Please refer to the “injection pump” actor Fer ntormation about the potentiometer: Please refer he Controls" section[oecmageenensenarees Fuses Fuses (13) 2 circuit breakers “ 8A ‘The circuit breakers are located in the distribution box. Hany circuit breaker trips, the current to the instru- ‘ment panel and key switch is cut, with the following results: KA(M)D44P-A. The engine stops and can net be start- ed until the circuit eaker has been re-set. KA(M)D44P-B/C and KA(M)D300-A: The engine con- tnues running but can not be stopped withthe starter rey (use the stop button) unti the circuit breakers have been re-set ‘The circuit breakers are re-set by pressing the red but- ton on each breaker, once any faults have been at tended to. Fuses (29) 2 fat pin fuses" 758 The fuses are located in the distribution box. Fuse (A) blows when there is a short circuit in the ac- ‘uator motor (19) or solenoid valve (20). System cur- ‘ent tothe injection pump is disconnected. The engine stops and can not be started until the fuse has been changed, Fuse (B) blows when there is a short-circuit in the ‘magnetic clutch for the compressor. The compressor ‘stops working (fault code 8.3 is set) ‘Note: There are two spare fuses in the distribution box an delivery ~ Tne are no fat in ise (29) onthe KAIMIDEAP-A, Fuse (-) ‘tat pan fuse, gear actuator 5A as gear shift actuator fuse is mounted on, or close to estater motor. I the fuse blows, system current is ‘at and the gear shift actuator stops in the position it ar (Ay 8) aa‘Component description Relays Starter relay (9) Type: set closing ev 408 The starter relay activates the starter motor when the starter key is turned to the start position Main relay (10) Type: switching rev 20/90 A The main relay is controlled by the control module. tt supplies system current to the injection pump and the position sensor in the gear shift actuator (stem rive} or solenoid valves (reverse gear). NOTE! Relays 10, 11 and 12 are identical and are in terchangeabie. Location can vary. Always identity the relay by means of the cable colors. Cable colors Orange, Red/Black, Red x 3 Stop relay (11) Type: switching rev see 20180 The stop relay supplies current to the stop solenoid when the starter key is turned to the stop postion, Fuel supply is cut and the engine stops. NOTE! Relays 10, 11 and 12 are identical and are in- terchangeable. Location can vary. Always identiy the relay by means of the cable colors. Cable colors: Black, Violet x 2, Red x 3 Ground relay (12) Type: ‘witching rv son 20/30. ‘The ground relay makes the electical system 1-pole ‘when the starter key is tuned to the stop position (the negative conductor is connected to the engine block) NOTE! Relays 10, 11 and 12 are identical and are in- terchangeable. Location can vary. Always identity the relay by means of the cable colors. Cable colors: White/Black, Violot, Black x 2 -onty the rlay by moans ofthe cable colors.‘Component description Diagnostic connector etc. Diagnostic connector (26) Connector . 2pin ‘A diagnostic key or a PC with diagnostic program ‘must be used to read and erase all fault codes. The diagnostic tool is connected to the engine via the 2-pin connector in the distribution box. The KA(M)D44P-A also has a diagnostic connector in the EDC cables by the helmsman’s seats) NOTE! System current mustbe switched on when fault codes are read out. Stop button (28) The stop button’ is located beside the distribution box. This allows the engine to be stopped, even if the key switch does not work * Thee i no stop buton onthe KA(MIDAAP-A, DCIDC converter/Diode (31) KA(M)D44P-C and KA(M)D300-A have a DC/DC con- verter installed in the distribution box. This stabilizes the voltage supplied to the control module during start- ing. and replaces the function ofthe diode (see be- tow, ‘On KA(M)D44P-A/B, position (31), one or diodes are installed in the junction box. The diodes allow the en- sine tobe stopped when the starter key is turned to the stop position. Function check (DC/DC): Please refer to the “Electr- cal fault tracing” chapter. SUR ts anescontrols Controls (-) J Bothelectronc and mechanical controls can be used for engines with EDC. lf mechanical controls are used, they are connected to a separate control adapt- er with a potentiometer. NOTE! When a contro! is changed, the new controls ‘must be calibrated (Please refer to the section entitled ‘Calibration of controls’). Potentiometer (-) The potentiometer registers the movements of the ‘control lever and ives the control module information about engine speed and gear shitt commands, ‘Tne potentiometer is installed in the control (orin a ‘separate control adapter if mechanical controls is, sed) fF MOTE! When a potentiometeris changed, the controls, ‘ust be calibrated (Piease refer to the section entitled “Cakbration of controls”) Feretion check: Please refer to the “Electrical fault WES unit (-) Fae MS unit is a separate memory unit which is used Pike boat has more than one helmsman's seat. An / M95 unt is required for each helmsman's seat. The ‘Rewt can be equipped with up to seven extra helms amas seats “Wee MS unit stores calibration information and informs ‘$e sontro! module about the helmsman’s seat which te actve. ! When an MS unitis changed, the control must calibrated (Please refer to the section entitled "Cal ‘of contro"wert ee a Gear shift actuator (stern drive) Gear shift actuator (-) This is shifted electrically by means of a gear shift ac tuator. The gear shift actuators located on a bracket instaledin the engine room, close tothe stern drive Gear shiting is done mechanically, the gear shift ac- ‘uator shaft moves forward or backward, and operates ‘ne gear shift mechanism of the stem drive via a con trol cable. Microswitches in the gear shift actuator provide infor- “ration tothe control module about the current posi- 120n ofthe gear shift actuator (forward, reverse orneu- val Each time system voltage is switched on, the unit is synchronized when the gear shift actuator quickly moves backward and forward, then sets itself to neu: tal Emergency shifting UW there is @ fault in the gear shitt actuator, the stern drive can be shifted manually. This is done by remov- ing the gear shift actuator from its bracket, and then ‘moving it backward or forward to give the desired ai- rection of travel. Note: First check the gear shift actuator fuse which, mounted on, or close to the starter motor. is ZX WARNING! ithe drive has been engaged man- ually, forwards drive is lacked and can not be disengaged with the contro lever. Forward mo- tion can only be cut off by stopping the engine with the ignition key or stop button, 25———_ ‘Component description Solenoid valves (reverse gear) Solenoid valves (-) Electric shifting of the reverse gear is arranged by wo solenoid valves installed in the hysraulic unit on the reverse gear ‘cable hamess (with separate markings) is connect {ed 10 each solenoid valve, The direction of rotation of the reverse gear depends on the cable hamess con- nected to each solenoid valve. the direction of rotation ofthe reverse gear needs to be changed, this is arranged by switching over the ca- ble hamesses between the two solenoids. Funetion check: Please refer to the “Electical faut tracing” chapter. Secondary Primary Emergency shitting If there is a fault in one of the solenoid valves, ori the reverse gear can not be operated from the helms: ‘man's seat for other reasons, it can be engaged man ually ‘The description below is for manual engagement of the reverse gear, for forward travel. IMPORTANT! Once the reversing gear has been engaged manually, the cable hamesses must be disconnected from both solenoid valves. WARNING! Ifthe reverse gearis engaged man- ually, can not be disconnected by using the control lever. Forward motion can then only be cutoff by stopping the engine with the ignition key or stop button, HSIAE: 1. Undo the domed nut (1) on the side where the ca- ble harness marked "Primary" is connected. 2. Screw in the slotted-head screw located in the fend of the shaft where the domed nut was local- ed 3. Disconnect the cable hamesses from both sole- noid valves, HS62AE, HSSOVE HS63AE, HS63VE: 1. Undo the screw(1) on the side where the cable hamess marked A is connected. 2. Remove washer (2) and tighten the screw. tn hamaceee from hath soleGear shift actuator (stern drive) Gear shift actuator () This is shifted electrically by means of a gear shift ac- tuator. The gear shift actuator is located on a bracket installed in the engine room, close to the stern drive. Gear shitting is done mechanically, the gear shift ac- tuator shaft moves forward or backward, and operates the gear shift mechanism of the stern drive via a con- trol cable, Microswitches in the gear shift actuator provide infor ‘mation to the contro! module about the current posi ‘bon of the gear shift actuator (forward, reverse or neu tral) Each time system voltage is switched on, the unit is synchronized when the gear shift actuator quickly moves backward and forward, then sets itself to neu: tral Emergency shitting 1 thor i afaultin the gear eit actuator, the stem drive can be shifted manually. This is done by zemov- ing the gear shift aetuator from ts bracket, and then moving backward or forwardto give the desired = rection of tavel Note: Fist check the gear shi actuator fuse which is mounted on, or close tothe slater motor. ZA Wanna! ifthe dive has been engaged man- aly, forwards drive is locked and can nol be disengaged with the contal aver. Forward mo tion can only be cut of by stopping the engine with the ignition key or stop butonElectrical fault finding General information Electrical fault finding is described for the following ‘components: = Position sensor (injection pump) ~ Fuel temperature sensor (injection pump) ~ Actuator (injection pump) = Solenoid valve (injection pump) ~ Electromagnetic clutch (compressor) = Needle lift sensor = Charge airtemperature sensor = Engine speed sensor Coolant temperature sensor Solenoid vaive (reverse gear) — DCDC converter — Potentiometer All measurements described are done with a multim- eter. Read off any fault codes before electrical faultinding starts. A first check of relays, senders, control panels and ‘sensor values is easy to do with a diagnostic key or PC with diagnostic program. If system voltage is switched on after a connector has been undone, a fault code for that component is set. Before a connector is put together, clean off any dirt Con the contact pins and apply contact grease, part no. s6r417, Measurement of position sensor 1. Undo the connector on the injection pump cable hamess, 2. Measure the resistance between pins 1 and 2 ‘The multimeter should show 9.8-18.0.2 3, Measure the resistance between pins 2 and 3, ‘The multimeter should show 4.9-6.5 2. ”Measurement of fuel temperature sensor +. Undo the connector on the injection pump cable hamess. 2. Measure the resistance between pins 5 and 6 ‘The muitimeter should show the folowing values at: 10°C (50°F), 32 ko 20°C (68°F) 21 ko 40°C (104°F) 1.0K 60°C (140°F) 0.5 ko Measurement of actuator motor 1) Undo the connector on the injection pump cable hamess ‘Measure the resistance between pins 4 and 7 ‘Tre multimeter should show 0.4-1.0 ©. \g the solenoid valve (timing) {Gado tre solenoid valve connector by the injec between the two pins in the connector. prusoreter should show 14.3-17.3.0.} Electrical fault finding Checking the electromagnetic clutch Ifthe compressor can not be engaged, this could be because fault code 5.3 has not been erased, or that ‘use (28) has blown (this fuse is not installed on KaiM)D44P-A), It the fuse has blown, the diode in the cable hamess. can be damaged (passes current), which causes a ‘shor circult, or the cables or connector can be dam: aged, 1. Undo the connector on he electromagnetic citch 2. Apply 12 Vt the connection pin ZS IMPORTANT! Roverse polarity will damage the Gide, Connect the postive tomina tothe pin withthe red wie inthe connector and tho nega the terminal tothe pin wth the white wire 3, Check that the clutch pulls (the air gap between the pressure plate and the friction plate should close. If the clutch does not pull, the clutch solenoid can be measured as follows: 1, Undo the connector on the electromagnetic cou: pling 2. Measure the resistance between the contact pins. The multimeter should show 3.4 © 10% Measurement of needle lift sensor 1. Undo the connector (the needle lit sensor does not need to be removed) 2. Use the multimeter to measure across the two contact pins. The multimeter should show 100.0 + 10 0.Measurement of charge air temperature sensor Temperature information supplied by the charge at J) temperature sensor to the coil modul canbe read by adiagnostic key or PC wth diagnostic program NOTE! The sensor s highly sensitive to temperature anges tis enough to breathe ont, or hold tin your and o get an incorrect value. +. Undo the charge air temperature sensor connector. 2. Use the multimeter to measure across the two contact pins on the sensor. The multimeter should show the following values at oro wer 15.7 Kd 2.040 190 60"F 94k 2 1.3k0 20°C (68°F) 5BKO +08 Ki 20°C (86) 30k + 0.5 kv 40°C (108°) 2.4 KO 20.3 ke 50°C (122°F 1eka 202 ko [Tightening torque max. 30 Nm (22 Ibt-t) Measurement of engine speed ‘sensor * Undo the connector and remove the engine speed sensor. 2 Check thatthe engine speed sensor does not have any extermal damage, or any debris contami- rants stuch to is tip BR Mpasure between the contact pins. The resis- {wrce should be between 775-945 0. © Mowe a metal object past the sensor, at a maxi- ‘amen distance of 1 mm (3/64") and check that the smatirreter gives a slight reading rsElectrical fault finding Measuring the coolant temperature sensor Temperature information supplied by the coolant tem perature sensor to the control modul can be read by a diagnostic key or PC with diagnostic program NOTE! The sensor is highly sensitive to temperature changes. Itis enough to hold it in your hand to get an incorrect measurement value. Undo the coolant temperature sensor connector. 2. Use the multimeter to measure across the two contact pins on the sensor. ‘The multimeter should show the following values at: 0°C (32°F) 4.9 ko 2 670k 20°C (68°F) 18700 = 22082 40°C (104°F) 8000+ 800 60°0 (140°F) sone 970.24 9502 80°0 (176°F) 19022150 100°C (212°F) 1040270 Tightening torque max. 30 Nm (22 tb) Checking the solenoid valve (reverse gear) ifthe reverse gear can not be engaged, check he so lenoid valve by connecting 12 V tothe solenoid valve connector. When the solenoid valve receives current. the valve will open and a “cick” should be heard AX mPORTANT! The solenoid valves on HSS2AE, VE are marked 24 V. They are intended or 12 V systems and must not be used on 24 V sys: tems Solenoid valves can also be measured as follows: 1. Undo the connector. 2. Use the multimeter to measure across the two Contact pins in the connector. The multimeter should show 18-20 £2 10.2 at 18°C (59°F).Checking the DC/DC converter When the voltage varies between 3 and 7.9 V, the OC/ DC converter stil supplies a stable voltage of 8 V to ‘he contro! modul the voltage is below 3 V or above 8 V, the DO/OC converter supplies the same voltage as itis supplied vat, ‘Check that the DC/DC converter functions nor- ally, by applying voltages to it as follows: + Connect the black wire to the negative terminal Take one of the two red/blue wires with male con- rector (1) and connect itto a voltage of at least 3 Vand not exceeding 7.9 V. 3. Read the voltage between the negative terminal and the two red/blue wires with female connector 2), 4 Read the multimeter. it should show 8 V. our 12 2 Nw 31Electrical fault finding Measuring the potentiometer in the control unit 1. Electronic controls: Undo the potentiometer cable. Remove the control unit it necessary, Mechanical controls with control adapter: Remove the control cable from the potentiometer control arm. Then remove the potentiometer from the control adapter. 2. Use a multimeter to measure between pins 1 and 2 on the potentiometer. ‘The multimeter should show 2.0 2 + 10%. 3. Move the control lever / control arm between its two end positions. Use a multimeter to measure between pins 1 and 3 and between pins 2 and 3 fon the potentiometer. ‘The multimeter should show a value greater than 0.90 kA at one end position and a value not ex ceeding 2.9 kstat the other end position. eeeChanging the control modul ) Important System votage must be dsconnected when the 42- bin connector onthe control modul is connected or disconnected, or he contol modul willbe damaged Cut he curent by turing the starter Key tothe “S" po- siton onthe active contol panel, Then check that the slartrkeye ae at postion °0" on all contol panels. ‘Check tat the cutrentis disconnected by pressing and releasing the diagnosis burton tno answering ‘ashes come from the dagnostic display, the system J) curenttothe EDC syst cisconncted ’ Disassembly ‘Cut the system voltage to the EDC system 2 Clean the fine fuel fiter bracket carefully. 3. Inserta screwdriver between the red catch arm land the connector. 4 Turn the screwdriver to partly pull the catch arm out of the connecter. Pull the catch arm down at the same time as you pull the connector back. Undo the pipe from the T-nipple underneath the control modul (wrench size 15 mm). ZX IMPORTANT! Never twist or undo the T- nipple beneath the control modul. This can damage the charge air pressure sensorin the control modiul Unscrew the fine fuel fer. Use a fiter wrench for disassembly it necessary. Be careful not to spill fuel Remove the control modul union (wrench size 27 mm), Remove the control modu 33Changing the control unit Assembly 1. Wipe the new contro! modul gasket with oi, Then put the contro! modu! in the fue! fer bracket and fix it in place by tightening the pipe Tightening torque: 38 + 6 Nm (28:4 Ibt-), 2. Clean any ditt off the connector and its contact pins. Then apply a thin layer of contact grease {(partno. 1161417) to the connection pins. 3. Connect the connector to the contro! modul ZA IMPORTANT! Connect the connector by press it forwards towards the control modul atthe same time as you press the red catch arm upwards. Tis is important, to ‘void damaging the contact pins. 4. Connect the pipe to the T-nipple beneath the con- ‘rol modul 5. Check that the fine fuel filters absolutely clean and that the gasket is undamaged. Moisten the fine fuel filter gasket with ol 6. Screw down the fine fuel fiter by hand, untithe {gasket ust touches mating surface on the bracket. ‘Then tum it another half turn by hand, 7. Vent the fuel system as per the instructions on the next page. 8, Calibrate all controls with the new control modu. Pleas refer to the "Calibration of engine controls" chapter. 8. Start the engine and check that the engine, con- trols etc. function normallyVenting the fuel system ‘Tho fuel system must be vented when the control ‘modul has been changed. Avoid fuel spillage. Put a suitable container under- neath the fine fuel fit. 2. Open the vent screw on the fuel fiter bracket, about four turns. 3. Operate the hand pump on the feed pump unti fuel without air bubbles comes out from the vent- 4 ing screw. Continue pumping and tighten the vent —J) J ' ‘screw at the same time. — NOTE! If pump action is poor, turn the engine round slightly, to make the pump drive cam change position. ‘ifthe engine does not start, continue venting as follows: ( 5 Operate the hand pump on the feed pump for about a half minute to automatically vent the in- rection pump. Loosen the delivery pipe nuts about a half turn on all injectors, Crank the engine with the starter motor until fuel comes out fram the delivery pipes. Avoid fuel spilage. 8 Tighten the delivery pipe nuts. Start the engine ‘and check that no leakage occurs.Adjusting idle speed General information The idle speed is set to 600 1pm at the factoy. It nec- essary, the idle speed can be adjusted in the area be- ‘ween 600-700 rpm, Do the adjustment when the en: gine is warm. NOTE! If the boat has several control panels, adjust ment can only be done from the main control panel The main control panel is the control panel connected directly to the engine without an MS unit (normally the ‘control panel in the cabin). Adjustment 1. Check that ll contol levers are in neutral po- sition 2. Turn the ignition key to “S" (stop position) and re- lease it, so that it springs back to position "0" 3. Depress the neutral button and keep it depressed Unt item 5, 4, Turn the ignition key to position "I" (drive position). The diagnosis button lamp lights up. 5, Release the neutral button when the diagnosis button lamp goes out, 6. The lamps in the neutral and diagnosis buttons. now flash to confirm that the idle speed can be adjusted. Ifthe boat has two engines: Repeat the proce- dure above, so that both engines idle speed can be adjusted at the same time. & \ just he ile speed \ 8. Confirm the set speed by pressing the neutral but- ton, 9. Finish adjustment by moving the control lever to the neutralidle position.Calibration of controls ) General information re controls must be calibrated after the contol ‘modal, MS unt potentometer or complete contol unit Move been charged Caltratonis deine as a numberof pro-determines ‘onto lover postions fore EDC storm ZX, IMPORTANT! Ifthe boat has mechanical con tol he corte must ese provided witha neutal Switch. whch closes whon the contac verisn neural Identification During calibration, the control modul checks the type fp 2icantol and marine gearbox with or without electric shifting) used, calibration mode, the number of flashes from the di agnostic indication show the equipment which has. | been identified, |The flashes are repeated during the entire calibration procedure as follows: &. One flash: Siectronic single lever control and electronic operation the reversing gear. £0 Two flashes: Eaectronic two lever control or mechanical single or swo lever control with two control adapters and elec ‘Tonic operation of the reversing gear. £00 Three flashes: Mechanical single or two lever control with one control ‘aaapter and mechanical operation of the reversing ‘year or stern drive, 2 0.:0--0: Four flashes: Eectronic single lever control and electronic actuator ‘er shifting the reversing gear. 2 O-0:0:-6: Five flashes: ‘Sectronic two lever control or mechanical single oF ‘mmo ever control with two control adapters and elec- ‘anc actuator for shifting the reversing gear. Mechanical two loves conto with mechanical shifting. Mechanical two lever contol with elctneshiting a7Calibration of controls Preparations Putting the EDC system in calibration mode Before the control lever is calibrated, the EDC system ‘must be put in calibration mode as per the description below: NOTE! The EDC system will not go into calibration ‘mode i there are any fault codes stored (except faut codes 1.6 and 1.7). Attend to any malfunctions before calibration 1. Putthe contro! lever(s) in neutrav/idle position. 2, Tum the ignition key to °S" (stop position) and re lease it, $0 that it springs back to position °C 3. Depress the neutral button and keep it depressed until iter 5. 4, Tur the ignition key to position “(drive position), ‘The diagnosis button lamp lights up. 5, Release the neutral button when the diagnosis. button lamp goes out. 6. The lamps in the neutral and diagnosis buttons now flash to confirm that the EDC system isin calibration mode. 7. Ifthe boat has two engines, repeat the procedure for the other engine, so that the levers for both en- gines can be calibrated at the same time.Calibration Electronic single lever control NOTE! When you calibrate the controls for wo en- Pres cairate both vers onthe cont’ tthe same re. to ge the same over positon or bath en pres Put the EDC system in calibration mode as in structed in "Preparations 2 Move the lever to the position where throttle open: 1ng for forwards motion should start (1). | Release the laver and acknowledge the position by pressing the neutral button for three seconds. Move the lever to the position for full throttle for wards (2), Release the lever and acknowledge the position by pressing the neutral button for three seconds. Move the lever to the position where throttle open- ing for aft motion should start (3). Release the lever and acknowledge the position ‘by pressing the neutral button for three seconds. Move the lever to the position for full throttle backwards (4) Release the lever and acknowledge the position ‘by pressing the neutral button for three seconds. Love the contra lever back to neutral. Release ‘te lever. ‘Acknowledge and finish calibration by pressing ‘he neutral button twice for three seconds each ome, ‘The neutral and diagnostic button lamps stop ‘astung, to confirm that calibration is completed {an the indication forthe active control panel Sess up. 29Calibration of controls Calibration Mechanical single lever control NOTE! When you calibrate the controls fortwo en- «ines, calibrate both levers on the control at the same time, to give the same lever positions for both en gines. ‘Some thitd party control levers have been found to Give more travel (A) at fll throttle with the reversing gear in neutral than at full throttle with the reversing ‘gear engaged. Measure the control cable movement (A) at the potentiometer bracket at full throttle, with the reversing gear engaged. Note the value. 1. Put the EDC system in calibration mode as in- structed in “Preparations” 2. Disengage the shift function and move the lever forwards to the position for full trotte (1). le~ lease the lever. Controls of other makes: Check thatthe control cable movement does not exceed the previously noted value. 3. Acknowledge the position by pressing the neutral ‘switch for at least three seconds. 4. Move the control lever to neutral postion (2). Re- lease the lever and acknowledge the position by pressing the neutral button for at ieast 3 seconds 5. Move the lever to the position where throttle open- ing for forwards motion should star (3), Release the lever and acknowledge the position by press- ing the neutral button for three seconds. 6. Move the lever to the position where throttle open- ing for aft motion should start (4). Release the le- ver and acknowledge the position by pressing the neutral button for three seconds. Move the lever to neutral. Release the lever. ‘Acknowledge and finish calibration by pressing the neutral button twice for three seconds each time. ‘The neutral and diagnostic button lamps stop tlash- ing. to confirm that calibration is completed and the indication for the active control panel ights up,a land lla eee Calibration Electronic/Mechanical two lever control MOTE! When you calibrate the controls for two en ‘gnes, calibrate both levers on the control at the same ‘ne. 10 give the same lever positions for both en- pres. + Putthe EDC system in calibration mode as in- structed in "Preparations" 2 Move the shift lever to the neutral position (N). Move the throttle lever to full throtle position (1), Release the lever, ‘Acknowledge the position by pressing the neutral ‘switch for a least three seconds. 4 Move the lever to neutral position (2). Release the lever and acknowledge the position by pressing the neutral button for three seconds. Move the shift lever to the position where the re- versing gear is engaged for forward motion (3). Release the lever. ‘Acknowledge the position by pressing the neutral ‘switch for at least three seconds. |& Move the shift lever to the position where the re- versing gear is engaged for reverse (4). Release the lever. ‘Acknowledge the position by pressing the neutral switch for a least three seconds. Move the levers to neutral and idle respectively Release the lovers, & _Acknoviledge and finish calibration by pressing ‘he neutral bution twice for three seconds each. me The neutral and diagnostic button lamps stop ashing, 1 conficm that calibration is completed ‘and the indication for the active control panel toni up, 41Fault code register Explanation for fault code register: Fault codes are presented in numerical order, with information about reason, reaction and proposed measures 10 be taken, Please note that there are fault codes which are not indicated, or which can not be read from the control panel. The number varies, depending on the engine version. These faull codes can only be read and erased by a diagnostic key or PC with diagnostic program. The way that the fault code is read is shown in the fault code regis. ter (below), Fault cose can be road trom the contol panet OR = Fault cade can be read by a diagnostic to! Faut code number F aur code heading A= Applies to KAMDAAP.A B= Apple to KANMIOAP-8. C= Applios to KAIMIDAAP-C. KAINAIDS00-A NOTE! A diagnostic key or PC with diagnostic program must be used for full diagnosis information, these tools al- lows reaging and erasing ll fault codes, These diagnostic tools are connected to the engine diagnostic connector in the distribution box. The KA(M)D44P-A also has a diagnostic connector in the EDC cables by the helmsman's, seat, agnostic ke | teste Key Dietrouten box| Code1.1 “Nofault” 3EABIC ® ABIC ‘Thore are no fault codes to flash out via the contol pane Code1.2 Calibration Reason: Neutral gear position is wrong in relation to potentiometer value. Reaction: Calibration is not approved Action: + Erase fault code, + Re-calibrate controls +1 the faut remains: Check mounting of controls and potentiometer, Code1.3 Calibration NBIC ABIC Reason: Angle between throtle opening start and ful thot too smal Reaction: Calbration is nol approved Acton + Erase faut code + Recalibrate controls, + Ifthe faut remains: Check mounting of contro's and potentiometer. Code1.4 Calibration NBIC NBIC Reason: Neutral postion isnot large enough (angle between throttle opening for forward motion and throtle operation for reverse isnot large enough Reaction: Calibration isnot approved. Aetion: + Erase fait code. + Re-calibrate contol, + I the fault remains: Check mounting of controls and potentiometer. Code1.5 Calibration Reason: Control system can not be identilied by the contro! modul Resection: Engine controls can not be calibrated. Aetion: + Check fuses, connectors and cables for main relay, controls and reverse gear/gear actuator. + Erase fault code, “+ Re-calibrate controls Code1.6 Calibration AIBIC RP ABIC Reason: Controls on main contro! panel (narmally the contol panel in the cabin) are not calivrated Reaetion: The starter motoris not actated/ iis not possible to activate the control panel. When the fault code has been read, the engine can be started, Engine speed is then limited to 1000 rpm. Action: * Calibrate the controls, 43.Fault code register Code1.7 Calibration Reason: Controts on allenative control panel have not been calibrate. AIBIC FR AIBIC Reaction: I is not possible to activate the control panel Action: + Calibrate the controls, Code2.2 Injection pump ABIC Reason: Short cicuivopen circuit in signal from control slaeve position sensor Reaction: The engine is stopped Action: ‘+ Check connections on injection pump and control module. + Erase fault code, + Start the engine. + the fault remains: Check the position sensor function (please reler to the “Electrical faut fin ding" chapter, AIBC NBIC Reason: The control sleeve position actuator motor draws too much current, Orit does draw ‘enough current, or no current at all Code2.3 Injection pump Reaction: The engine is stopped. Action: * Check connections on injection pump and control madul + Erase fault code, + Start the engine. + Ifthe fault remains: Check the actuator motor function (please refer tothe “Electrical fault finding” ‘chapter Code2.4. Engine speed sensor SK ABIC ® apic Reason: The engine speed sensor does not give a signal on stating. Or there is no signal from the starter relay 10 the starter motor, or a short citcullopen circuit in the starter motor. Reaction: The engine does not starvstarter motor isnot activated. Aetion: + Check connectors and cables on the engine speed sensor and contol modul, between the star- terrelay and starter motor + Erase fault code, + Start the engine. «= ithe faut remains: Check the engine speed sensor function (please refer tothe "Electrical fault finding chapter) and check the starter motor. Code2.5 Enginespeed sensor SE ABIC ABI Reason: Shor cicuivopen circuit on signal from engine speed sensor during operation. Reaction: The engine is stopped Actio ‘= Check connections and cables on engine speed sensor and control modul + Erase fault code. + Start the engine. +f the fault remains: Check the engine speed sensor tunction (please refer to the “Electcal fault finding’ chapter)Code2.6 Potentiometer AIBIC ABC Reason: Short circuitopen circuit on power supply to potentiometer in controls. Reaction: The gear is disengaged (does not apply to KA(M)D44-A) and engine speed is cut to 1000 rpm. The fault applies to the current control panel, i.e. itis possible to operate from another Control panel i the boat has more than one contol panel Action: + Check cables and connections up to control panel + Erase fault code. + Star the engine, + Ifthe fault remains: Check the potentiometer function (please refer to the “Electrical fault finding” chapter) + Its possible to do an emergency shift (please reler tothe “Electrical fault finding” chapter) Code2.7 Potentiometer ABC NBIC Reason: The contro! module does not receive information from the potentiometer inthe control lever base (applies lo the potentiometer for the engine speed lever in a twin lever contol) Reaction: The gear is disengaged (does not apply to KA(M)D44-A) and engine speed is cut to 1000 rpm. The fault applies to the current control panel, ie. i is possible to operate from another contol pane! i the boat has more than one contral panel Action: + Check cables and connections up to control panel + Erase fault code. + Start the engine, +1 he fault remains: Check the potentiometer function (please refer to the “Electrical fault finding” chapter) + Itis possible to do an emergency shit (please reler to the “Electrical fault finding” chapter) Code3.1_ Potentiometer AIC NBIC Reason: The contro! module does not receive information from the potentiometer inthe contra lever base (only applies to twin lever contol) Reaction: The gear is disengaged (does not apply to KA(M)D44-A) and engine speed is cut to 1000 rpm. The fault applies to the current control panel... itis possible to operate from another control pane! i the boat has more than one contol panel Action: ‘+ Check the connections and cables for the potentiometer and up to the control panel + Erase fault code. + Start the engine, +11 he fault remains: Check the potentiometer function (please refer to the “Electrical fault finding’ chapter) + 11s possible te do an emergency shit (please refer tothe "Electrical fault finding” chapter) Fe ABC Code3.2 Chargeairtemperaturesensor Reason: Short cirulvopen circuit on signal from charge alr temperature sensor. Reaction: Charge air temperature set to 55°C (131°F). Engine power reduced, excessive smoke ifengine is cold Action: ‘+ Check connections on charge air temperature sensor and control module. + Erase fault code. + Start the engine + If the fault remains: Check the charge air temperature sensor function (please reter to the “Ele- toca! fault finding” chapterFaull code register Code3.3 Coolanttemperature sensor ABIC Re ABIC Reason: Short circutiopen circuit on signal from coolant temperature sensor Reaction: Engine very dificult to start, excessive smoke it engine s cold Action: “+ Check connections on coolant temperature sensor and control modul + Erase faut code, + Star the engine. + Ifthe fault remains: Check the coolant temperature sensor function (please reter to the “Elect- cal fault finding” chapter, Code3.4 Gearshiftactuator SEABIC FR ABIC Reason: Short citcuivopen circuit on postion signal from gear shift actuator. Or the gear shift ac tuator can not adopt the correct position, because of mechanical binding or faulty installation Reaction: Its not possible to shift gear. 4. WARNING! Forward motion can only be cutoff by stopping the engine with the ignition key or Stop button, Action: * Check the fuse for the gear shift actuator, the connectors and cables forthe gear shill actuator and control modul. + Check the gear shift actuator installation, stem ative shift mechanism and control cable. + Erase fault code, + Start the engine, + IV the faut remains, iis possible to do an emergency shift (please refer to the “Electrical fault fin ‘ing’ chapter). Code3.5 Neutralbutton om NBIC Reason: Short circuitopen circu on cables from neutral button. Or the button has been activated for more than two minutes Reaction: It is not possible to shit gears until two minutes have passed. Action: “= Check cables and connections up to control panel + Check button function. + Erase fault code. Code8.6 Diagnostic button om NBIC Reason: Short circutfopen circuit on cables from diagnostic button, Or the button has been acti- vated for more than two minutes. Reaction: Diagnostic button indication gives constant light. It is not possible o read the fault code from the control panel Action: + Check cables and connections 1p to contol panel + Check button function. + Erase faut code,code 4.1 Activationbutton A om NBIC Reason: Shor cireulvopen cut on cables ram activation btn facive sation), rte buton hse een actvated for more than two minutos. Reaction: Isnt possible to activate the contol panel Action + Check cables and connections up ta contol pant * Check button function. + For twin instalation and contol pant type I: Check the rela nthe cables fo the control panel + erase faut code Code4.3 Temperaturealarm 2 NBIC Reason: Short circuilopen circuit on cables from instrument pane) Reaction: High coolant temperature warning lamp gives constant light. Ori does not ight up when the engine temperature is too high Action: + Check connections and cables on instrument panel and cantral modul + Erase fault code. Code4.4 Engine speed synchronizing HA om ABIC Reason: No oulpul signal for engine speed synchronization (twin installation) Reaction: Engine speed synchronization does not work Action: * Check cables and connections to control pane! + Check that there is contact between the engines, via the cables going to the control panel. On cables with a 16-pin connector: Measure between pin 13 in each cable's male connection al the engine. If there is an 8-pin connector: Measure between pin 5 in each cable's male con. ection at the engine, + Chack the ground cable between the starter motors on the engines. + Erase fault code, + Stan the engine. Code4.5 Solenoid valve AIBC AIBIC Reason: Incorrect signal from control module to solenoid valve (timing). Or fault solenoid valve. Reaction: Engine power is reduced Action: + Check connections and cables to contral madule and to Solenoid valve on injection pump, + Erase fault code + Star the engine. + tthe fault remains: Check the solenoid valve function (please refer to the “Electrical fault fin ding” chapter, ABC ABIC Code4.6 Starterrelay Reason: Shot crcuilopen circuit on control current to starter relay Reaction: Engine can nol be started Action: + Check the fuses (13), the connectors and cables forthe starter relay and control module + Erase fault code. + Star the engine + IV the fault remains: Check starter relay function aSh Fault code register Codes.1. Mainrelay SE AIBIC OF ABIC Reason: Shor circuilopen circuit on cables from main relay. Reaction: Engine can not be startedstopped Action: + Check the fuses (13), the connectors and cables for the main relay and contro! modu + Erase faul code. + Start the engine, + Ifthe faut remains: Check main relay function Codes.2 Neutralindication oR NBIC Reason: Short circutlopen circuit on cables from neutral indication Reaction: Neutral button indication does not ight up when the control lever is in neutral Action: + Check cables and connections up to control panel + Erase fault code. + Ifthe faut remains: Control panel type I: Change control panel Gontol pane! type tl: Change the bulb in the neutral button, Kod5.3 Compressor aA % Apc Reason: Short cirutlopen circult on cables to electromagnetic clutch for compressor Reaction: compressor is not engaged Action: + Check cables and connections to electromagnetic clutch. + Check fuse (28). (Not installed on the KA(M)D44P-A). + Erase fault code. + Start the engine. +I the faut remains: Check the clutch function (please refer to the “Electial fault finding” chapter. Codes.4 Reversegear-torward GK ABIC | NBIC Reason: Short circuit / open circuit on cable fo reverse gearistern dive actuator for forward gear Reaction: itis not possible to shitt gear “+ Reverse gear: Disengage gear (t possibie) + Stern drive: Stop the engine with the gear hich was engaged when the faut occurred. The engine can only be started immediately after the fault code has been read out A, WARNING! If the engine is started with a gear engaged, forward motion can only be cut of ‘iy stopping the engine withthe ignition Key oF stop button Action: “Check the connectors and cables forthe reverse gearigear shift actuator and fuse for gear shit actuator. + Erase fault code. + Start the engine, + Itis possible to do an emergency shit please rater to the “Electrical fault finding” chapter)Code5.5 Reversegear-reverse Reason: Short cicuit/ open circuit on cable o reverse gearistem drive actuator for reverse geat Reaction: Its not possible to shift gear + Reverse gear: Disengage gear (it possible) + Stetn drive: Stop the engine with the gear which was engaged when the fault occurred. The engine can only be started immediately after the fault code has been read out A. WARNING! Ifthe engine is started with a gear engaged, forward motion can only be cutoff by stopping the engine withthe ignition key oF stop button Aetion: + Check the connectors and cables for the reverse gear/gear shift actuator and fuse for gear shit + Erase fault code. + Sian the engine, + Its possible to do an emergency shift (please reler to the “Electrical fault finding” chapter. Code5.6 Chargeair pressure Reason: Too high charge air pressure Reaction: Engine power is cut until normal values are obtained, Action: * Check the air fiter and the pipe between the inlet manifold and control module. + Erase fault code, + Star the engine. +11 the Faull remains: Check the compressor and turbocharger. o ABIC Code6.1 Fueltemperature Reason: Excessive fuel temperature. Reaction: Engine power is reduced (volume compensation ceases). Action: + Check the installation of the fuel tank, fuel pipes and ventilation ofthe engine room. + Fil up with uel (the temperature-aising effect of returned fuel is reduced if there is more fuel in the fuel tank) + Erase fault code, o% ABIC Code6.2 Chargeairtemperature Reason: Excosive charge air ermperature Reaction: Engine power is cut until normal values are obtained, Power reduction ceases (for sa fety reasons) at idle speeds. Action: + Check the aftercooler + Check the instalation If the engine roomtemperature is too high. + Erase fault code,Fault code register Code6.3. Fueltemperature sensor 7 NBIC Reason: Short crcuivopen crcut on signal from fuel air temperature sensor in injection pump. Reaction: Fuel temperature is set to 60°C (140°). Engine power is reduces. Action: * Check cables and connections to injection pump, + Erase fault code, Start the engine. + Ifthe fault remains: Check the fuel temperature sensor function (please refer tothe “Electrical fault fining” chapter. If the fuel temperature sensor is fauly, change the injection pump, Code 6.4 MSunit AIBIC % AIBIC Reason: Incorrect signals from the potentiometer or contol panel at an alternative helmsman's ‘seat. Or fully MS unt. Reaction: It is not possible to operate from an alternative neimsman's seat Action: + Check the connectors and cables on the controls and control panel atthe alternative helmsman's seat + Erase fault code, + Start the engine. + Ifthe fault remains: Check the potentiometer function (please rater tothe “Electrica fault finding pte. Code6.6 MSunit ® neice ‘Reason: Faull in one of the press-buttonslindication lamps in the contro! panel at the altemative hheimsman’s seat, Reaction: The alternative helmsman's seat can not be used. Action: * Check the connectors and cables on the contol panel atthe alternative helmsmar's seat + Erase fault code, «Ifthe faut remains: Control panel type I: Change control panel Control panel type I: Check the bul. Code7.1 Needlelift sensor % BIC Reason: Short cicul/open cicult on signat from the needle fit sensor. Reaction: Action: * Check the connectors and cables for the needle lit sensor (injector for cylinder 1) and the con- ‘rol modul + Erase fault code, + Start the engine. + Ifthe fault remains: Check the needle lit sensor function (please refer to the “Electrical fault fin ‘ing’ chapter) Engine power is reduced-— Code7.2 Injection timing eC | RBC Reason: Inoction timing outside permissible value, Fault in injection timing seting device in in jection pump or faulty installation of flywheel. Reaction: Engine power is reduced. Action: + Check flywheel installation and position + Erase fault code + Star the engine + the fault remains: Check injection timing setting device function Code7.3 Solenoid valve eo % BIC Reason: Short citulvopen cicult on signal from solenoid valve (alpha) Reaction: Correct injection timing can not be achieved. Engine power is reduced, Action: Check connections and cables to control module and to golenoid valve on injection pur. + Erase fault code. + Stan the engine. + If the fault remains: Check the solenoid valve function (please refer to the “Electrical faut fin ding” chapter) and injection pump setings. Code8.1 Controtmodule Reason: Fault in control module AIBIC AIBIC Reaction: Engine is stopped, can not be started, helmsman's seat can not be activated. Action: + Erase fault code. + Star the engine, +11 the fault remains: Change the control module. Code8.2 Contro!module (internal sensor) ea °F nic Reason: Short circuivopen cicuit on signal from charge air pressure sensor in control module Reaction: Engine power is cut until normal values are obtained. This can cause increased ex haust smoke. Action: “+ Check the air fiter and the capilary pipe between the inlat manifold and control module. + Erase fault code. + I1the fault remains: Change the contro! module. AIBIC Re AIBIC Code8.3 Calibration Reason: Calibration values can not be stored by the contol module Reaction: The control lever base must be calibrated before each start be + Erase tault code. + Re-calorate controls + ifthe fault remains: Change the contro! module. 51Fault code register Codes.4 Controlmodule Reason: Contra! medule can not read fromwite to is internal memory. ™ ABic Reaction: Its not possible to aujust idle spoed. Action: + Change the control module Code8.5 Controlmodule oe ABIC Reason: Control module can not read fromfwnite to its internal memory Reaction: Extrome values are not stored. Aetion: + Change the contro! module. Code8.6 Controlmodule % NBIC Reason: Control module can nat read fromrite to is internal memory Reaction: Fault codes are not stored, Action: + Change the control module. Code.1 MS unit NBIC Reason: The MS unit does not receive a signal from the control module Reaction: I is not possible to operate from an altemative helmsman's seat Ato + Check the connectors and cables on the control panel and to the alternative helmsman's seat + Erase fault code. + Start the engine. + tthe fautt remains: Connect a diagnostic tool. Check whether its possible to communicate with the control module . Infernal communication: Change the contro! madule. Commurveation: (Change MS unit, Codes.9 Programmemory 3 NBIC ABI Reason: Fault when system current is switched on, oF fault in program memory. Intermitlent con: tact in power supply to control module. Reaction: Engine can not be started Action: + Cut the current completely and wait for three minutes before re-connecting it + Check the cables and connections for power supply (battery, starter motor, starter swatch, gear shit actuator. + The faut codes are selt-erasing, + Start the engine, + tthe fault remains: Re-program or change the contro! module,wesbeid BUYIN (eur6ue) uo1e90| quauodwodV-drra()vy=~ P00 2 eo ____ o—- Engine KA(M)D44P-A 36 a 2 seo ps! 24 24s z @ wes 3. Starter motor 5. Battery conection, engine Diode" 36. Jpn conection 5, Manual reserve 3 87. 6pin connection + Located injunction box Located in nection pure NO = Normally open during operation Color code Bl = Bue SB = BN = Brown LEN GN = Green VO = GR = we Poe GreKA(M)D44P-Bpoo" o_o eo —___ e- ow Engine KA(()D44P-8KA(M)D300-A in (for optional boars)~ OT Engine KA(M)DA4P-C, KA(M)O300- Solenoid valve Alpha’ Stop solenoe™ Engine speed sensor NO = Normally open during eperation. 6sCSCO Cable areas in mm are specified alter the color code in the wiring diagram. Instrument panel (alternative helmsman’s seat) therwise specified, 1.0 mm shall apply. ip between mm? /AWG2, Instrument kit (main helmsman’s seat)Instrument kit (alternative helmsman’s seat)Cable areas (mm’) are given after the Color code in the wiring diagram. Broken cables /lines are not connected by Volvo Penta.Control panel Type | Single installation KA(M)D44P-C, KA(M)D300-ASingle installation ~ single lever control Single installation ~ twin lever controt | See o Position schedule (both wiring diagrams) Contol pan! Connector Diagrostic button LED (yetow) LED (09) Nota! button LED green) LED fot background ilturinaton ‘pin moistureprect connection (male {pin moistue-proot connacton (female) ‘Newtal positon switch (only mochanicaly shite reverse ‘hue Brown Green Orange Pink oonegopegepe gears) 10. Potantometer. tte opening / gear shit 10a. Conta adapter. thot opening 0b. Cont adapter. goar shet 67Control panel Type | Twin installation KA(M)D44P-C, KA(M)D300-A‘Twin installation ~ single lever control ‘Twin installation ~ twin lever control (Cable areas = 075 me Position schedule (both wiring diagrams) Nogepagen= ‘Control pana Connector Diagnestc button LED (yellow Neutat button LED (green) Synchronization button LED (bie LED fo Background itumination 7a a fa 2 LED. 2 pes (od) port and starboar. Ptontometar. ote opening gear shit Control adapter. rote aponing Control adapta. gear hit ‘in connection (ale) ‘pin connection (ema) Neutral postion switch (onty mechanically shied reverse gears) 6Control panel Type Il Single installation KA(M)D44P-A 1,2 1,2 1,2 sot a9 oO Zs(One helmsman's seat - single installation — One heimsman’s seat ~ single instattation — single lever control twin lever control ‘Several heimsman’s seats - single installation - ‘Several helmsman’s seats — single installation - ‘single lever control twin lever control VP Contos: Late model NEUTRAL a Position schedule (all wiring diagrams) 1 inden lamp 2. Tipe switch Postion ston "q 14 ‘Connector 14 Pato ferpinconesion Zin comuron(Sapreste coe soot

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