Volvo Penta DPI-A steering failure

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ss2016

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Heading for France today on heading hold the steering failed. Had just surfed down a wave and with a slight broach the steering working quite hard and we got a Level 2 warning whatever that is? The engine throttled back and the steering gone. RNLI towed us into Salcombe.
Is this problem familiar to anyone? I am betting a steering sensor but when a VP engineer has had a look, presumably VODIA, I will let you know.
PS The steering might be working again but that's a tomorrow issue.
 
Yes, I check it frequently but it never drops. Pretty sure it's the steering sensor from reading around. Not sure how/why they fail.
 
stelican said:
When you say steering sensor are you referring to the autopilot helm indicator?
I cannot recall another steering sensor, Where is that located?
Click to expand...
My rudders are operated by the hydraulic line. The rudder indicator only operates when the ignition is on, fir information only. You would know if it was simply the gauge. Happened to me but only low fluid, but still able to steer with the engines and thrusters.
 
It's located under the head in the DPI. P83, W'shop manual. When it fails there is no steering and it sets the engine close to idle as it did. I am not a VP engineer no VODIA so can't be sure, but a pound to a penny!
 
It’s electric steering driven from a pump in the engine bay , no mechanical link between wheel and drive , hopeless idea for a boat in my opinion as absolutely no safety back up whatsoever.
 
I am told there is a 'campaign' on the steering sensor and my DPI is one of the identified potential problem ones. If it was a car or plane there would be a legal responsibility to inform the owner. I think VP are poor to not let owners know since in different circumstances it could have been not just the boat but our lives they are disregarding.
 
If you have a DPI I would suggest you read this:
Volvo Penta D6-340 DPI - Emergency Steering & Pro Tips - Water Sports Industry Association
As you can see, VP are quite aware that some of the sensors might be problematic though I think the fact that they issued this is not for reasons of safety but commercial expediency.
Since my first post on this thread my DPI has been replaced and my direct costs refunded but not without difficulty.
FYI my sensor dated from a boat that was new in spring '21 so assembled late 20 early 21.
 
I've seen this same issue this month, with a twin D4-320 DPI drive. Boat (Paragon 31) fitted with twin DPI drives thinking it would provide some mechanical redundancy. Actually, the reverse is true. If either of the two sensors failed (mine is Port) both engines are placed in limp mode and steering is pretty much useless - as no power available.
It's a safety issue for sure. Losing steering and propulsion at the wrong time is potential hull loss.
Anyway, outside USA, Volvo Penta policy is to ONLY replace the sensor when and after a failure.
Volvo Penta say they will only replace the faulted port side, and the starboard side will not be replaced - I'm expected to wait until that fails, knowing that if (when) it does it will take out steering and propulsion again.

Boat delivered new from Gothenberg 2022, Drive SN: 3100006478 and 3100006497

Is there a contact at Volvo Penta in Sweden, that anyone has to escalate this too? USA were very helpful (that's where I live), but with the boat being in New Zealand and Paragon now bought out by Nimbus.., USA Volvo referred me to "Tomas" vpa.customerrelations@volvo.com, but nothing heard back.
 
Hi AucklandLM, sorry to hear you have had this problem also. (Was it you or a customer? I am a bit puzzled you are in the USA, the boat in NZ.) Until a boat or life is lost VP are too greedy to take responsibility. If/when that happens I look forward to being a witness for the prosecution.
I was paid out by the UK in the end (it was like pulling teeth) for towing, lifting, storage and repair (parts and labour) but I do know how to complain. I was also very much supported by an excellent VP UK dealer who supported my case.
The sad part is this has happened quite a bit, and there must be a lot of DPI owners out there, but look at the number of comments on the thread. Most people do nothing. Since it happened to me I have heard of several others. Some assumed wear and tear not knowing that VP knew they had delivered a faulty part.
I wrote to Hanna Ljunqvist, Head of VP Marine Business, Bergegardsvag 1, Göteborg, 405 08, Sweden, Sargo (the builder of my boat), the MAIB, plus a role which probably occurs in each country: Warranty & Partner Support Specialist. (A bit of a misnomer!) I had no reply from Sweden. Sargo were concerned but don't want to put themselves formally in the chain to advise owners they have a duff part for legal reasons, an understandable position to my mind. The MAIB who investigate accidents, but from their reply to me, clearly have no interest in preventing them (Government Employees!) and said go to the Coastguard. I guess MAIB needs accidents in order to be employed! I rather ran out of energy and had other issues in my life at that point. I had hoped that perhaps YBW would pick up on the issue and it's never too late, but they would probably worry VP would stop advertising.
Personally I tried to highlight the issue because I would feel bad when a life/boat is lost if I did nothing.
VP hide behind the fact that they provide a tool which you can plug into the steering pump with which you can steer the boat. This tool on a Sargo is totally impractical and could easily lead to a MOB. To use it on a Sargo you would be perched right on the stern with the engine hatch open. You would then have to take directional info from someone forward who could see where you are going since the engine hatch would completely block your view. If you had a crew you would not be able to hear them because you would be standing right beside the engine! I am not sure how you would get the engine off idle either!
In the USA, VP have advised some industry groups, presumably because they think they are powerful enough to bring a case and the risk is high. Mostly the policy seems to be let the customer pay and hope any accident is not too bad.
In the meantime, I think DPI owners are floating around with a live hand grenade.
I am not sure what else to add but if I can help further ask away.
PS My drive number was 3100002689 so a quite a bit before yours.
 
Thanks for the helpful feedback. Boat was delivered in 2022 and is used in Auckland - for travel to and from our house on a nearby island - short relatively high-speed coastal trips every week regardless of sea state. We since moved to live in USA but use the boat when we are in New Zealand. Boat was chosen for its relatively "all weather" fully enclosed cabin and good performance in rough water operation - with air seats and intended to not be impacted by any swells or bad weather. when regular passenger ferry's might be cancelled. That's also the reason i picked twin d4 instead of single D6 motor, looking for more redundancy in case of prop or transmission failure, but seems they are so linked electronically that a fault in one part (like steering sensor) affects both drives, so I think I'd go with a simpler single engine for future.
The problem is not just the immediate loss of steering actuation; the issue is the fault causes computer to put engine (both engines) in limp mode and in this mode, it won't make more than 7knt (versus 39 when full power available) and the 7kt was in a calm water situation. I've decided to pay for the second sensor, which has not yet failed.
 
If you have the energy I would really push on VP NZ. They must have a similar customer support person.

Just a thought. Might it work if you completely shut down the port engine? If you turned off. Then started the stbd engine would you be able to advance the throttle?
 
>Just a thought. Might it work if you completely shut down the port engine? If you turned off. Then started the stbd engine would you be able to advance the throttle?

I had tried that. This was the idea behind my decision to go with the twin setup rather than single D440 - if one DPI drive breaks, I still have 320HP diesel to get me home. That was the theory, but in practice certain faults in one drive train affect the remaining drive. I powered everything off and only started the SB engine. No steering fault there, but the engine ECM still somehow remembers the fault and remains stuck in "limp" mode. I can't get RPM above limp mode even with the remaining engine. Volvo tech says this is expected.

There was a "workaround" emergency mode instruction to get back full power access, but that doesn't work.
The response from Volvo in Oceania (NZ is part of that group) is I need the service agent to submit an "Argus" request to Sweden, which we will do. On the interest of efficiency, I'm going to buy the second sensor and get both DPI drives done as part of the same haul out.
No mention of your workaround, but I can't see that getting "steering" back is that much help since steering a DPI drive really needs water movement and my motor is in limp mode as a result of the sensor error.
 
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