[Corey Schmidt]

Are you talking about the “serpentine” belt or the seawater pump belt?

[Corey Schmidt]

The answer is yes… the VV403 will come with a short harness to connect it to the junction box. No LINK required.

You will need to configure the VV403 however which can sometimes be a PITA

[Corey Schmidt]

The TAN wire should lead directly to the signal terminal on the back of the coolant temp gauge.

Both the RED and PURPLE wires should carry close to the same voltage after you turn the key to IGN. If not, you probably have a bad connection somewhere between the key and the run back to the engine or possible on the engine wiring itself… you’ll need to hunt it down with a volt meter to see where the voltage is dropping out.

Are you also sure that youre using the correct station sending unit? If you only have one panel per engine, it needs to be a SINGLE station sender and not a DUAL station sender with a different ohm table.

[Corey Schmidt]

This is the device you need and it will handle both engines with one unit:

Cummins / SmartCraft (Single or Twin Engine) NMEA 2000 Gateway

[Corey Schmidt]

The ECM has a power driver that regulates the lift pump and supplies it with 12V power to operate… You should see a good 12V at the 2-pin connector for the first 30 seconds after energizing the engine. Other than the ECM, there are no other components that interface electrically with the lift pump.

[Corey Schmidt]

Where exactly did the panels come from? Are they Cummins or SMX?

[Corey Schmidt]

Send me an email and I will send it to you.

corey@sbmar.com

[Corey Schmidt]

It had gone missing… but it’s back now.

Cummins 6BT / 6BTA 5.9 Specifications

1 user thanked author for this post.

Frank Unsicker

[Corey Schmidt]

Everything we have is here: https://www.sbmar.com/product-category/instrumentation/qsm11-instrumentation/

[Corey Schmidt]

Left to loosen… you shouldn’t need that much torque unless you’re dealing with some serious corrosion on the threaded bolt?

[Corey Schmidt]

Rectorseal will work just fine…

[Corey Schmidt]

Any additional information you can provide yourself re: the engine is always valuable IMO. With Boost and Pyro, you’re looking to establish a baseline and trend that data over time as the values will “creep” over time… telling you when you need to take action i.e. cleaning the aftercooler, etc.

Reference this chart for the specifications: https://www.sbmar.com/articles/marine-yanmar-quick-reference-guide-boost-egt-pyro/

Read this article to better understand the relationship between BOOST & EGT:

Boost, EGT, and Horsepower

[Corey Schmidt]

Yes… that is a boost port. Thread it back in with some sealant.

[Corey Schmidt]

It would be specific to the 6.7 platform:

Cummins Marine QSB 6.7 Electronic Fuel Control Actuator

[Corey Schmidt]

There’s an issue with the fuel actuator on the CR pump… you’ll either need to replace the actuator or assess the actuator wiring circuit. I would start with replacement and go from there…

[Corey Schmidt]

The N2K network on your boat should be ONE network… so any device added should distribute to all other devices (nodes) on the network.

[Corey Schmidt]

Does the noise go away after you apply power and RPM or does it get WORSE?

[Corey Schmidt]

Try disconnecting the switch panel from the harnessing but leave the multiplexing box plugged in to see if you get any alarms… if you do not receive any alarms on the system, then I would say that yes you can bypass the physical components of the C-Cruise system. If you get alarms, you’ll need to re-flash the ECM to omit that option from the ECM calibration.

[Corey Schmidt]

IMO, you either have a CANbus termination issue, or the module that is producing the data output has failed… remember, it’s all a part of the complicated SmartCraft system…

[Corey Schmidt]

I have 11 volts at port key switch in off position and 2 volts in on position.

I have 13 Volts from the battery all the way to the main station extension harness. Where are you measuring this?

When I turn n key switch voltages drops to 2 volts. Disconnecting main station extension harness from the junction box increases voltage at key switch to 13.

If you disconnect the extension harness, you should have NO voltage at the KEY, this tells me that the wiring is NOT as it should be. IGN Voltage comes from the ECM power studs on the engine, up through the main harness, to the IGN T harness right BEFORE the 6-port junction box. Has this circuit been modified at any point?

** Send some pictures of the wiring behind the helm **

[Author]

Replies