EFI Connections 1

In This Issue

EPA-Friendly EnginesPush Technology ........... 1

From the Top ................. 2

Ilmor Introduces MV8Engine Line-up .............. 2

Mercury Outboards NowSupported ...................... 2

OBD-M DiagnosticsSPN's, FMI's and more … 3

GM Debuts MEFI-6 ......... 5

Diacom Training VideosNow Available ............... 5

Facts about 64-bit PCs… 5

Volvo Penta OceanXDrive Diagnostics .......... 6

Tech Tip: QualifyingStatic Engine Data.......... 6

EFI Toolbox ................... 7

ConnectionsToday’s Technician’s Link to Marine EFI SystemsE

FI

~~~~~~~~~~~~~

TM

In the computer industry there is acommonly used term called Moore's Lawthat predicts the complexity of computerelectronics will double every 2 years. Thatprediction has held true for over 40 years.While no similar term exists in the marineindustry, good ol' Moore's law isextending its reach and revealing itself inthe latest engine offerings from marinesterndrive and inboardengine manufacturers.

A variety of factorshave pushed marineengine manufacturersto incorporate moresophisticated electronicsystems into their engines and associatedengine accessories. While ElectronicFuel Injection (EFI) systems have beencommon on marine engines since the1990s, their sophistication has grownsignificantly in recent years.

The largest force driving this change is anEPA emission law often referred to asOBD-M. This law requires nearly all newgasoline sterndrive and inboard enginesbeing sold nationwide to be equipped withemission controls. Catalytic converters arenow a must along with additional sensorsto monitor the catalyst's efficiency, detectengine misfire and provide closed loopfuel control. The law also dictates theinclusion of a high speed CAN (ControllerArea Network) port on the engine controlmodule to facilitate engine diagnostics.

The OBD-M mandate originally tookeffect in California in 2008 and is now a50-state requirement enforced by the EPA.Virtually all new sterndrive and inboardengines sold since January 2010 must beequipped with emission controls.

Emission controls are only part of the storythat is driving electronic complexity.Marine engines themselves are changingand require more sophisticated controlelectronics to operate. Some of the newestmarine engines feature variable cam timingwhich employs the use of an ECM operatedcam angle adjustment mechanism known asa cam phaser. Also, supercharging is being

offered as a factoryinstalled option on somemanufacturers' engines.Additional electronicswill be used to sense andcontrol boost pressure,operate the intercooler,read additional sensors

as well as control other superchargerassociated functions.

Although the increased electronicrequirements mentioned so far were

brought on either by legislative measures orchanges in engine functionality, othervessel / watercraft changes have beenspawned as a byproduct of the new engine

Continued on page 4…

EPA-Friendly Engines PushMarine EFI Technology

Emission laws

drive EFI

sophistication

Delphi Cam Phaser and Control Valve(photo courtesy of Delphi Corp)

Rinda Technologies Inc.

4563 N. Elston Ave.

Chicago, IL 60630 USA

(773) 736-6633

(773) 736-2950 Fax

www.rinda.com

The information in this publication is believed to beaccurate. Responsibility for errors, omission ofinformation or the results from the information's usecannot be assumed by Rinda Technologies, Inc.

Copyright � 2011 Rinda Technologies, Inc.

Vol. 9 No. 1 2011

2 EFI Connections

From the

TOP There is a "new kid on the block" in theinboard marine engine business and you'llbe seeing their line-up of powerplants soon.Ilmor, a name familiar to Indy race car fans,has introduced a series of V8 inboardmarine engines named their "MV8" line.

Beginning with the 2012model year, Ilmor will bethe exclusive enginesupplier to Mastercraft.This engine series com-plements Ilmor's existingmarine engine offerings,namely their marinizedversions of the DodgeViper V-10.

Ilmor's entire line of MV8 engines areequipped with a 4th generation (4G) EFIcontrol module developed by Econtrols ofSan Antonio, Texas. This control systemforms the heart of a sophisticated enginemanagement system that is fully compliantwith EPA and OBD-M standards.

Advanced features of the 4G systeminclude catalyst monitoring, misfiredetection, sophisticated fault monitoringand a high speed CAN communicationnetwork. The latter enables a seamlesstie-in with Mastercraft's digital helm

controls, electronic displaysand GPS based cruisecontrol system.

From a service perspective,updated software will berequired to communicatewith and diagnose this newsystem. The 4G EFI systemprovides a wealth of featuresdesigned to assist marine

technicians with engine diagnostics,monitoring and functional testing.

Software update kits are available forRinda Technologies diagnostic tools tosupport both Ilmor MV8 and MV10series engines. Please contact us fordetails on upgrading your tools.

Ilmor introduces MV8 engineline-up powered by 4G ECM

Mercury Outboard supportarrives in Rinda service tools

The past year has been a busy one for

all of us here at Rinda Technologies.

Our engineers have been immersed in

adding a myriad of features and engine

support to our software while our

manufacturing department (yes, we

actually do manufacture our tools here

in Chicago!) has been busy producing

the hardware needed to support all of

the new features. Couple that activity

with the endlessly changing world of

PCs (i.e. Windows 7, etc...) and that

makes for an intriguing year.

The marine engine industry itself has

been rapidly evolving with new rules,

new players and new systems. Marine

technicians are beginning to see the

service ramifications of the EPA's

2010 emission laws and there are also

new names in the industry: upstart

Seven Marine and veteran engine

builder Ilmor with their MV8 product

line. There are also new EFI systems!

This issue of EFI Connections touches

on developments in marine engine

technology and the diagnostic tools

needed to service OBD-M compliant

engines. Our article on OBD-M

diagnostics is designed as a primer for

technicians seeking to familiarize

themselves with the new service

terminology and procedures. We

sincerely hope this issue provides you

with a fundamental understanding of

the engine technology that lies ahead.

ed@rinda.com

Marine technicians yearning for broaddiagnostic support of Mercury's outboardproduct line-up can now exuberate. Thelatest versions of Diacom Marine as well asour hand held scan tools now featuresupport for Mercury outboard engines.

Mercury has beenequipping many of itsoutboard engines withmicroprocessor basedelectronic controls sincethe mid-1990s. Begin-ning with the 3.0Lcarbureted outboard in1994 though the latestVerado and Optimaxmodels, Mercury hasused a wide variety ofelectronic control systems sometimesrequiring different service tools for differentmodels.

First debuting in late 2010, comprehensivesupport for 1994 and newer Mercury

outboards is now available in RindaTechnologies engine service tools.

Support covers virtually all outboardengines that were equipped with electronicdiagnostic capabilities. These includeVerado, Optimax / DFI, Mercury 2-stroke,

4-stroke as well as Mercurybranded engines equippedwith Yamaha and Tohatsupowerheads. Detailedengine support listingsalong with information onthe required diagnosticadapters is available on ourwebsite.

Mercury outboard supportis now included as a

standard feature in our Diacom Marine PCdiagnostic system as well as our hand heldTechMate and MerCruiser scan tools. Thissupport is in addition to all of the existingsterndrive and inboard systems presentlycovered by our tools.

EFI Connections Copyright � 2011 Rinda Technologies, Inc 3

Lets face it, we all know it's just a matterof time before a catalytic converter

equipped, OBD-M compliant enginemakes its grand entry into our lives. It maysneak in under the hatch of one of thoseslick new wakeboard boats or it maysurprise you as a recent re-power in adecades old cabin cruiser. Nevertheless,if it's in your shop for service yourcustomer will likely want it repairedimmediately or sooner. In an effort toreduce some of the diagnostic shock youmay experience when trouble-shooting one of these new engines forthe first time we have put together ashort primer on OBD-M diagnosticsand its associated terminology.

OBD-M backgroundOBD-M is an acronym for On-BoardDiagnostics - Marine. In much thesame fashion as OBD-II forautomobiles, the OBD-M standardwas born out of a California AirResources Board requirement forcontrolling emissions on gasolinesterndrive and inboard marineengines. Although its intention issimilar to OBD-II, namelystandardized diagnostics, OBD-Mshares very little in common withautomotive OBD-II standards. You cannotuse an automotive OBD-II diagnostic scantool to service an OBD-M compliantmarine engine.

The foundation of OBD-M diagnostics isderived from a SAE standard used in thetrucking and heavy equipment industries.Therefore the terminology andconventions used for OBD-M differ inmany cases from that used by theautomotive service industry. Following isan overview of the basics.

Suspect Parameter NumbersAs a marine technician your firstinclination when troubleshooting an EFIequipped engine is usually to scan for faultcodes. A single fault code numbernormally identifies the type of failure anEFI system is experiencing. OBD-M now

divides the fault code system into twoparts, the first part of which is referred toas a Suspect Parameter Number or SPN.A SPN represents a parameter, such asengine throttle position, that has had aunique identification number assigned toit. The SPN for engine throttle position is51 for example.

SPN numbers are assigned either by theSAE, for standardized parameters or by avehicle / engine manufacturer for"manufacturer specific" parameters. SPNs

can have anywhere from 1 to 6 digits sodon't be surprised to see a SPN such as521153 which is MerCruiser's SPN for"Drive Lube".

A SPN is intended to direct servicetechnicians to the specific parameter orcomponent that the engine control module"suspects" is malfunctioning. However,unlike fault codes used in the past, a SPNtypically does not indicate how acomponent has failed. That job is left tothe Failure Mode Indicator.

Failure Mode IndicatorA Failure Mode Indicator or "FMI" is anumber that ranges from 0 to 31 and is usedin conjunction with a SPN to indicate howa component has malfunctioned. FMInumbers would reflect if a component'svoltage, current, frequency, etc. was out ofnormal operating range. The SAE

presently defines 22 of the 32 possibleFailure Mode Indicator values. These 22FMIs describe most common modes ofsensor and component failures.

Assembling the piecesMoving beyond the technical backgroundassociated with SPN and FMI values, let'slook at a real-world example of how yourfirst OBD-M fault might appear.

SPN: 100 FMI: 4

Your OBD-M compliant servicetool (Diacom, TechMate, etc..) willprovide a description for SPN 100which equates to "Engine OilPressure". A FMI value of 4 willproduce a failure mode descriptionstating "Voltage below normal orshorted low".

At this point it is up to the technicianto identify the device that ismonitoring oil pressure and alsodetermine the cause of the lowvoltage reading.

Notice that low or high pressure isnot mentioned in the FMIdescription. SAE does not defineFMIs related to pressure since

pressure is normally conveyed to the ECMas a voltage output from a pressure sensor.It is therefore also up to the technician todetermine if "low voltage" means low orhigh oil pressure in this case. Dependingupon the type of sensor used this can vary.For example, in the case of most coolanttemperature sensors, a high voltage outputactually means a low temperature and viceversa. Always refer to the enginemanufacturer's service manual for detailson the sensors and interpretation of theiroutput signals.

Fault Code CategoriesNot only are OBD-M fault codes dividedinto two parts, SPNs and FMIs, they arealso grouped into three general categories.The categories are Active Faults,Previously Active Faults and PendingFaults. The first two fault categories,

OBD-M DiagnosticsSPN's, FMI's and more…

Indmar ETX/CAT catalyst equipped engine

4 Copyright � 2011 Rinda Technologies, Inc EFI Connections

...continued from page 1

control module's capabilities. Forexample, OBD-M's requirement for theincorporation of a high speed CANcommunication port on every ECM hasalso fostered the growth of in-vesselnetworking.

With the CAN hardware built into theengine controller for diagnostics use, itscapabilities can also be used toeconomically implement features such aselectronic throttle and cruise controls,networked instrument panel displays,remote helm stations, networked vesselsensors, etc.

Keyless start systems, cruise control unitsand speed sensors that once requireddedicated wiring connections to theengine control module are instead beingconnected to the vessel's CAN network.All of these devices share their data withthe ECM via a high-speed 2 wire CANdata link. This greatly simplifies vesselwiring, reduces cost and makes accessoryinstallation much easier.

This dramatic shift in both enginetechnology and vessel wiring poses broadchallenges for marine servicetechnicians. Not only have the electronicsystems changed, the troubleshootingskills and diagnostic service tools neededto support these systems have alsochanged.

A thorough understanding of new enginetechnology (i.e. emission controls, closedloop operation, variable cam timing,supercharging) will be required. Inaddition, fault detection, retrieval anddiagnosis methods have changedsignificantly, especially on catalystequipped engines.

Technicians will need up to date factorytraining on these new systems tounderstand how and when faults are set,learn how the ECM handles emission vsnon-emission related faults and learn howto take advantage of new enginediagnostic capabilities. We urge you tocontact the marine engine manufacturersand obtain their training schedules.

Software updates for Rinda Technologiesservice tools are available for the latestgeneration OBD-M compliant marineengines. Please contact us for details orvisit our website at www.rinda.com.

Active and Previously Active faults, aresimilar to the Active / History fault codecategories used in past. It's the thirdcategory, Pending Faults, that is the new"kid" on the block.

Soon to be Active…Pending Faults are a by-product ofOBD-M's stringent requirements formonitoring any engine components thatmay affect emissions. OBD-M compliantengine control modules use moresophisticated techniques for monitoringsensors and components than were used inthe past. Similar to modern automotivesystems, OBD-M marine ECMs may nowrequire an engine to be running for apredetermined time and under specificoperating conditions before a particularcomponent's diagnostic test is run. Inaddition, some engine components mustnow fail their test on two consecutiveengine operating cycles before they areconsidered to be malfunctioning and thencategorized as an Active Fault. This iswhere Pending Faults come into play.

Pending Faults are used for engine sensorsand components that require test failureson two consecutive engine operatingcycles to be considered faulty. A fault iscategorized as "Pending" when the sensoror component fails its test on the firstengine operating cycle. If the test failsagain on the second operating cycle thePending Fault is then converted to anActive Fault and the vessel's MalfunctionIndicator would be activated.

Pending faults that have not beenconverted to an Active Fault can linger inthe ECMs fault memory for up to 40engine operating cycles upon which theyare automatically cleared by the ECM.This situation can occur if a componentfailed its test on the first engine operatingcycle but did not fail on the nextconsecutive operating cycle orsubsequently thereafter.

Verifying OBD-M RepairsTechnicians will now need to refine theirrepair verification techniques to ensurethat an OBD-M system malfunction hasactually been solved. In the past, replacinga sensor and then running the engine for ashort time while checking for the absenceof fault codes related to that sensor usuallymeant the problem was fixed. Thistechnique will not be sufficient whenworking on OBD-M compliant engines.Technicians will now require some insight

into how and when the ECM runs itscomponent diagnostic tests.

OBD-M repair verification is complicatedby the fact that the ECM may require anengine to attain specific operatingconditions before the component that wasreplaced is actually tested. Technicianswill need to consult factory servicedocumentation specific to the enginebeing repaired to determine when specificsensor and component tests are scheduledto be run by the ECM. Only then will yoube assured that the repair you have justmade passed the ECM's diagnostic test.

In addition, technicians must rememberthat the component they replaced mayrequire two engine operating cycles toshow up as an Active Fault so it is crucialto monitor the Pending Codes for thatsystem. Remember, Pending Codes willallow you to identify a potential problemon the engine's first operating cycle.

Beyond the FaultsOBD-M entails much more than the newfault code system we have just describedhere. The incorporation of catalysts,oxygen sensors and closed-loop fuelcontrol systems present entirely newchallenges in the diagnosis andmaintenance of marine engines.

Technicians will need additional trainingto learn new troubleshooting and repairtechniques to successfully maintain thesesystems. Be sure to stay informed on theengine manufacturer's training schedulesand also stay abreast of any new repairmanuals, bulletins and related servicepublications.

EFI Service ToolsUpdated service tools are also essential,so be sure to review your current

diagnostic tools and software to ensure itis updated to support the new enginemodels. Please contact us for details orvisit our website at www.rinda.com.

EFI Connections 5

A suite of Diacom Marine training videos isnow available on our website. The videosare viewable via any web browser, such asInternet Explorer or Firefox, and touch onvarious aspects of installing and using theDiacom Marine diagnostic system.

Presently, five videos areavailable that are designedto quickly familiarizemarine technicians withDiacom and point out keyfeatures of the software.

Video 1 covers theinstallation of the Diacomsoftware on your PC.Video 2 provides an overview of theprogram emphasizing important featuresand functions. This video also providesinsight into useful aspects of the softwarethat you may not have been aware of. Evenif you are a seasoned Diacom user, be sureto watch this 12 minute feature tour.

Videos 3 and 4 focus on selecting an EFIsystem type for diagnosis. These twotutorials provide detailed information oninboard / sterndrive and Mercury outboardsystem selection requirements. Choosing acorrect EFI system type is the single most

important step inutilizing Diacom tocommunicate with anddiagnose an engine.Follow along as eachsystem type is explainedin detail.

Video 5 provides instruc-tions on how to recordlive engine data, thereby

allowing Diacom to serve as a flightrecorder. Emailing the recorded data isalso covered in this tutorial.

More videos are planned, please check the"Training" section of our website forupdates and additions to this video series.

Diacom training videos now onRinda Tech website

Important facts when buying a64-bit PC for use with Diacom

GM DebutsMEFI-6

GM Powertrain has introduced apowerful successor to their venerableMEFI-5 series of engine controlmodules. Named MEFI-6, the newECM is targeted at both marine andindustrial engine applications.

MEFI-6 is based on Delphi corpora-tion's new E78 engine controller whichcan be found on 2011 GM vehicles suchas the 6.0L Chevy Silverado and GMCSierra 2500. However, the MEFI-6version of the E78 has completelyre-engineered software that is tailoredfor marine and industrial use.

The new ECM boasts a fastermicroprocessor and more memory thanits MEFI-5 predecessor. This enablesfaster computational speed providingmore precise engine control. MEFI-6 isfully OBD-M compliant and alsofeatures two independent CAN(Controller Area Network) busseswhich allow enhanced in-vesselnetworking and can provide redun-dancy for critical networked systems.

From a service perspective, it isimportant for marine technicians tonote that MEFI-6 modules are NOT pincompatible with prior generationMEFI-5 modules. The new MEFI-6ECM looks very similar to MEFI-5however a keen eye will be able to spota few physical differences such asredesigned cooling fins and modulemounting tabs.

MEFI-6 began shipping to marineengine builders in January. Softwareupdates for Rinda Technologies servicetools supporting MEFI-6 are available.Please contact us for details.

Keeping up with the fast paced changes inpersonal computer technology has alwaysbeen challenging. Both the hardware andWindows operating system powering itcontinue to evolve at a rapid pace. SinceDiacom Marine's inception, initially as aMS-DOS program in the early 1990's andthen as a Windows based program later thatdecade, there have been PC industryadvancements which drove changes inDiacom and its connection hardware.

Serial ports, once common on all notebookPCs, have vanished. They have beenreplaced by USB ports, thereby driving thechange in Diacom's communication cablefrom a serial port type to USB type.

Today yet another change is underway withthe advent of 64 bit PCs and 64 bit versionsof Windows 7 (and Vista) . While some 32bit PCs are still sold, if you shop for a newnotebook PC you will likely find the 64 bitversion as your only option.

Diacom has been redesigned to run on botholder 32 bit PCs as well as the new 64 bit

models. However, if you are transitioninginto a new 64 bit PC you will need to use aredesigned version of our Diacom USBcommunication cable, part number 94073,as shown below.

A cable upgrade program is available toassist in this transition. The programinvolves sending your present cable to usand purchasing a replacement for a nominalfee. A software update charge may alsoapply. Please call us for full details.

Note, we must receive your old USBcable in order to qualify. Also note, ournew outboard engine support requires theuse of the 94073 USB cable type.

#94073 cable required for 64 bit PCs

GM's MEFI-6 Engine Control Module

�

�

6 EFI Connections

only set after the complete failure of a sensor.But what if a sensor hasn't completely failed?Instead, the sensor may be functional butsending incorrect information to the ECM.

Your next step should be to verify that theEFI system's critical sensors are providingreasonable static information to the ECM.Static sensor assessment should be done withKey-On and Engine-Off with the engine atambient temperature. You can ideallyperform the following steps first thing in themorning after the engine has sat overnight.

Step 1: Manifold Pressure

Look at the Manifold Pressure sensorreading. Since the engine is not running theMAP reading should reflect the barometricpressure at your location. If you are at sealevel it should read about 30 inches ofmercury or 101 kilopascals. A Faulty MAPsensor will affect the engine's fuel deliveryschedule, from idle to full speed operation.

Step 2: Coolant TemperatureNow proceed to observe the Engine CoolantTemperature sensor reading. Thetemperature should be close to the ambienttemperature where the engine is located. Amisbehaving ECT sensor can producestart-up problems, overly rich fuel delivery

Volvo Penta's innovative OceanX seriesdrives represent a new chapter in sterndrivetechnology. Featuring an advancedtitanium-ceramic exterior coating alongwith two electronic monitoring sensors,OceanX drives represent thestate-of-the-art in corrosionresistance, performance anddurability.

In addition to the drive's toughelectrically deposited coating,Volvo Penta engineersequipped OceanX drives withtwo types of sensors designedto detect water intrusion. Onesensor monitors the drive oil,the second sensor monitors thebellows. This system isdesigned to provide an "early warning" toboat operators and help avoid costly repairs.

OceanX drive monitoring sensors areconnected to an electronic OceanX modulewhich is typically mounted on the engine. A

Drive Oil Quality (DOQ) sensor, located inthe upper drive housing, measures theelectrical conductivity of the drive oil and isthereby able to detect signs of water in thelubrication system. A second sensor,

called the Water In Bellows(WIB) sensor, is located in thetransom shield and isdesigned to detect thepresence of water in thedriveshaft U-joint bellows.

The OceanX system providesdiagnostic information totechnicians including sensordata, fault codes and otherDOQ status information.OceanX diagnostics areavailable in both our hand

held scan tools as well as our DiacomMarine PC diagnostic system.

Service tool software update kitssupporting OceanX drives are immediatelyavailable. Please contact us for details.

Diagnostic support for VolvoPenta OceanX drives

Tech TipQualifying

Static Engine Data

We regularly receive calls frommarine technicians seeking advicewhen diagnosing engine relatedproblems. It may be a hard-startcondition, rough idle, excessive fuelconsumption or even a no-startsituation. Searching for solutions,technicians often call us eagerlylooking for help.

Since we do not design, build or serviceengines (we're software engineers!),we advise technicians that enginerelated issues are best answered by theengine manufacturer. We do howeverlike to point out that there are quickobservations a technician can make toreveal acute EFI system problems.These simple observations apply tonearly any EFI equipped engine and areoften overlooked during the initialtroubleshooting process.

While many engine related problemsare not electronic in nature and do notinvolve the engine's ECM or sensors,the EFI system is often the easiest tocheck for malfunctions. Using one ofour diagnostic tools, technicians canquickly assess basic EFI system"health" by observing a handful ofparameters displayed by the tools.

No Faults Found…The most obvious item to check forwhen diagnosing an EFI engine is faultcodes. Fault codes quickly point outEFI problems and are invaluable forpinpointing failed components. Butwhat if no fault codes are present?

Technicians should be aware thatsensor fault codes on many engines are

as well as other performance issues.

Step 3: Throttle Sensor VoltageCheck the Throttle Position Sensor voltage.Most engines require the TPS sensor voltageto be between 0.3 and 0.9 volts. Make surethe helm throttle lever is in neutral (closedthrottle) prior to performing this check.

Step 4: Intake Air TemperatureIf the engine is equipped with an Intake AirTemperature sensor, (some engines do nothave one) take a look at its temperature.Similar to the ECT sensor, the IAT readingshould be close to the ambient temperature.

Step 5: Engine Tach SignalLastly, if the engine won't start, observe theengine's RPM reading while cranking it.You should see the RPM value reflect theengine's cranking speed. This verifies thatthe ECM is receiving a tach signal fromeither the distributor module or crankposition sensor.

In summary: Prior to engine start-up, just afew quick checks allow you to determine ifcritical ECM sensor readings "make sense".Some engines employ additional sensorssuch as fuel pressure and boost so be sure toobserve all critical inputs needed for basicEFI system operation.

Diacom Marine - PC software

Diacom Marine harnesses the power of yournotebook PC to form a sophisticated EFIdiagnostic system. In addition to supporting allmajor sterndrive and inboard enginemanufacturers, version 2.5 now supportsMercury outboards. Diacom Marine allows atechnician to quickly view engine performancedata and zero in on malfunctions. Easily recordand graph data from all accessible EFI system

sensors and controls to capture elusiveintermittent problems. Diacom Marineincludes an extensive set of diagnostic featuresand has the broadest engine support in themarine industry.

#94010 (standard kit) $579.00

#94030 (includes CAN network

adapter #94029) $699.00

Version 2.5 softwarenow supports

Mercury outboards.

EFI ToolboxProducts for Marine Service Technicians

MerCruiser - Scan ToolDeveloped specifically for MerCruiserdealerships worldwide, this scan tool packspowerful diagnostic features and providessupport for sterndrive and inboard EFIsystems from virtually all major marine enginemanufacturers. Version 6 software alsoincludes support for Mercury outboardengines. The MerCruiser scan tool displays

EFI system information allowing quickproblem diagnosis. This tool also featuresfunctional test capabilities to exercise ECMoutputs, has a built-in fuel injector tester and issupplied in a padded hard shell carrying case.

#94050m $399.00

TechMate - Scan ToolDesigned for independent repair shops, thisclose cousin of the MerCruiser scan tooldisplays complete EFI system information andsupports all major sterndrive and inboardmanufacturers. Version 6 software alsoincludes support for Mercury outboardengines. TechMate displays live sensorreadings, ECM fault codes and provides fault

code explanations. Its built-in fuel injectortester performs single pulse and multi-pulsetests to locate injector problems. Functionaltest capabilities allow EFI outputs to beexercised for component testing. TechMate issupplied in a padded hard shell carrying case.

#94040 $399.00

Version 6 softwarenow supports

Mercury outboards.

Version 6 softwarenow supports

Mercury outboards.

EFI Diagnostic Adapters#94005 GM-Delphi MEFI 1 - MEFI 4b $39.00#94006 MerCruiser PCM / ECM 555 $39.00#94014 MerCruiser 2.8L / 4.2L D-tronic diesel $39.00#94020 MerCruiser Thunderbolt V $49.00#94021 MerCruiser 7.3L D-tronic diesel $49.00#94023 Diacom Marine CAN adapter (gen 1) $249.00#94024 2006-07 Volvo Penta EGC $49.00#94026 2007-08 PCM / Crusader ECM-07 $49.00

#94027 Merc / TechMate scan tool CAN adapter $169.00#94029 Diacom Marine CAN adapter (gen 2) $249.00#94011 Mercury outboard 4-pin adapter $39.00#94013 Mercury Racing 2.5L outboard $39.00#94028 Mercury outboard 2-pin adapter $49.00#94037 In-line power adapter $49.00#94038 Mercury outboard 3-pin adapter $39.00#94039 Mercury outboard 18-pin adapter $49.00

For a complete product listing please visit: www.rinda.com

�

EFI Connections is published by Rinda Technologies, Inc., 4563 N. Elston Avenue, Chicago IL 60630.Subscriptions are free to marine service technicians, dealerships, and educational institutions. Tobecome a subscriber please contact us by telephone, email or write to the above address.

• EPA-Friendly Engines Push EFI Technology

• Ilmor Introduces MV8 engine line-up

• Mercury Outboard Support Arrives in Rinda Tools

• OBD-M Fault Codes, what you need to know

• Tech Tip: Qualifying Static Engine Data

INSIDE:

ConnectionsToday’s Technician’s Link to Marine EFI Systems

~~~~~~~~~~~~~

TM

EF

I

Rinda Technologies, Inc.

4563 N. Elston Ave.

Chicago, IL 60630 USA

Tel: (773) 736-6633

Fax: (773) 736-2950

www.rinda.com

Now Featuring Support forMercury Outboards!

Important Information forMarine Service Technicians

plus much more…

AffixPostage