Installation

General I
Installation Summary 1(1)
Industrial Engines
Content
Safety Information ...................................................................................... 2
General Information .................................................................................... 5
System Information .................................................................................... 7
EMS ........................................................................................................... 7
Engine Characteristics ............................................................................. 15
Engine Performance .............................................................................. 15
Torsional Vibrations .............................................................................. 20
Arrangement and Planning ...................................................................... 22
Engine Room .......................................................................................... 22
Sound Absorption .................................................................................. 39
Installation ................................................................................................. 48
Cooling System ...................................................................................... 48
Induction System ................................................................................... 79
Exhaust System ..................................................................................... 84
Fuel System ............................................................................................ 96
Lubrication System .............................................................................. 106
Power Take-off ..................................................................................... 112
Appraisal and Testing ............................................................................ 143
Alphabetical index .................................................................................. 151
1
Safety Information
This installation manual contains information required Always wear protective goggles if there is a risk
for the correct installation of your Volvo Penta prod- of splinters, sparks and splashes from acid or other
uct. Check that you have the correct manual. chemicals. Eyes are extremely sensitive and injury
Carefully read the chapters Safety precautions may result in loss of sight!
and General information in the manual before
servicing or running the engine. Avoid getting oil on the skin! Prolonged or
repeated contact with oil may lead to the disappear-
The following types of special warning messages can ance of the skin's natural oils. This will cause irritation,
be found in this manual and on the engine: dry skin, eczema and other skin problems. Old oil is
more hazardous to health than new. Use protective
WARNING! gloves and avoid oil-soaked clothes and rags. Wash
regularly, especially before meals. Use special skin
Indicates a hazardous situation which, if not avoided,
creams that facilitate cleaning and prevent the skin
could result in death or serious personal injury.
from drying out.
IMPORTANT!
Most chemicals used in the product (engine and
Indicates a situation which, if not avoided, could result
in property damage. reverse gear oil, glycol, gasoline and diesel) or chem-
icals intended for use in the workshop (degreasing
NOTICE! Important information that facilitates the agents, paints and solvents) are health hazards. Read
work process or item. the instructions on the product packaging carefully!
Always follow safety instructions (the use of protective
Set out below is a list of risks that must always be masks, protective goggles, gloves etc.). Make sure
borne in mind and the safety precautions that must that other personnel are not inadvertently exposed to
always be taken. hazardous substances, e.g. in the air they breathe.
Ensure good ventilation. Hand in used and surplus
Plan ahead so that there is always sufficient chemicals to a recycling station.
space for safe installation and (future) disassembly.
Lay out the engine compartment (and other compart- Take extreme care when searching for fuel sys-
ments such as the battery compartment) so that all tem leaks and testing injectors. Wear protective gog-
service points are accessible. Make sure not to come gles. The spray from an injector is at very high pres-
into contact with rotating components, hot surfaces or sure and fuel can force its way into tissue and cause
sharp edges when checking and servicing the engine. a serious risk of blood poisoning (septicemia).
Make sure that all equipment (e.g. pump drives, com-
pressors) has protective covers. Stop the engine and disconnect the power at the
main switches before working on the electrical sys-
Make sure the engine cannot be started while tem.
work is in progress by disconnecting the electrical Disconnect the EMS 2 system before electric welding
system or by switching off electrical power to the work is begun.
engine at the main switches and locking them in the
OFF position. Erect a warning sign at the helm station. 1 Turn off the main switch.
2 Disconnect the harness connector to the main
Only start the engine in well-ventilated areas. unit (EMS unit).
Remember that exhaust fumes are toxic and danger-
3 When welding is complete, reconnect the har-
ous to inhale. Use an exhaust extractor to lead
ness connector to the engine control unit (EMS
exhaust fumes away from the exhaust pipe and crank-
unit).
case ventilator when the engine is run in a confined
space.
The engine may not be run in areas where there are
explosive materials or where gas is stored.
2 47700904 07-2011
Safety Information
Coupling adjustments must be made with the Do not open the engine coolant filler cap (fresh-
engine stopped. water cooled engines) when the engine is hot. Steam
or hot coolant may be ejected when system pressure
Use the lifting eyes installed on the engine/ is released. Open the filler cap slowly and release the
reverse gear when lifting off the drive. Always check system pressure carefully (freshwater cooled
that the lifting equipment is in good condition and has engines). Hot coolant may spray out if the filler cap or
the capacity to lift the engine (engine weight including drain tap is opened, or if a plug or coolant pipe is
reverse gear and any auxiliary equipment installed). removed from a hot engine.
If the engine has auxiliary equipment that alters Hot oil can cause burn injuries. Avoid getting oil
its center of gravity, special lifting devices may be on the skin. Be sure to release the pressure from the
required to obtain the correct balance for safe han- lubrication system before starting work on it. Never
dling. start or run an engine without the oil filler cap
attached. There is a risk of oil being ejected.
Never work on an engine that is suspended in an
engine hoist. All fuels, and many chemicals, are flammable.
Make sure they are not exposed to open flames or
It is mandatory that no work be carried out on a sparks. Gasoline, certain solvents and hydrogen from
running engine. There are however adjustments that batteries are extremely flammable and explosive in
require the engine to be run. Approaching a running the right concentration in air. No Smoking! Make sure
engine is a safety risk. Loose clothes and long hair the workplace is well ventilated and take the neces-
can catch in rotating parts and cause serious injury. A sary safety precautions before welding or grinding in
careless movement or a dropped tool may result in the vicinity. Always have a fire extinguisher accessible
injury when working in the vicinity of a running engine. at the workplace.
Be careful to avoid hot surfaces (exhaust pipes, tur-
bochargers, charge air manifolds, start elements etc.) Store oil, fuel-soaked rags and old fuel and oil
and hot liquids in pipes and hoses on engines that are filters in the correct manner. Oil-soaked rags may
running or has recently stopped. Re-install all protec- ignite spontaneously in certain conditions. Old fuel
tive covers that were removed during maintenance and oil filters are harmful to the environment and must
work before starting the engine. be handed to a recycling station for destruction.
Make sure that all warning and information decals Make sure the battery compartment is built
on the product are always visible. Change decals that according to current safety standards. Never allow
are damaged or painted over open flames or electrical sparks in the vicinity of the
batteries. Never smoke in the vicinity of the batteries.
Turbocharged engines: Never start the engine Batteries give off hydrogen gas during charging,
without the air cleaner installed. The rotating com- which may combine with air to form an explosive mix-
pressor turbine in the turbocharger can cause severe ture. The gas mixture is extremely volatile and easily
injury. Foreign objects that enter the inlet ducts can ignited. Incorrect battery connection may cause
also cause mechanical damage. sparks which in turn may cause an explosion. Do not
change the battery connections when attempting to
Never use start spray in the air intake. The use start the engine (risk for sparks) and do not lean over
of such products may result in an explosion in the inlet the batteries.
manifold. Risk of injury.
47700904 07-2011 3
Safety Information
Make sure that the positive (+) and negative (–) Always use fuels recommended by Volvo Penta.
battery cables are correctly connected to the corre- Refer to the Operator's Manual. Poor quality fuel may
sponding battery terminals. Wrong connection may damage the engine. Poor quality fuel in a diesel
cause severe damage to electrical equipment. Refer engine may cause the fuel control mechanism to bind
to the wiring diagram. which will lead to engine overspeeding with the risk of
engine damage and personal injury. Low quality fuel
Always wear protective goggles when charging may also lead to higher service costs.
or handling the batteries. Battery electrolyte contains
highly-corrosive sulfuric acid. Wash immediately with Use an adjustable lifting beam to provide a safe
soap and copious amounts of water if battery electro- hoist and to avoid damage to components on the top
lyte comes into contact with the skin. Flush immedi- of the engine. All chains and cables must run parallel
ately with water and seek medical attention if battery and be as square as possible to the top of the engine.
acid gets in the eyes.
Never work alone when installing heavy compo-

nents, even when using safe lifting equipment such
as lockable blocks. Most lifting devices require two
people, one to take care of the hoist and the other to
make sure no components catch or are damaged.
The components in the electrical system, ignition

system (gasoline engines) and fuel system on Volvo
Penta products are designed and manufactured to
minimize the risk of fire and explosion. Do not run
engines in areas where there are explosive materials.
4 47700904 07-2011
General Information
General Information
General Information
About this installation manual Certified Engines
The manual provides instructions for the installation A certified engine means that the engine manufac-
of Volvo Penta industrial engines. The publication is turer guarantees that not only new engines but also
not exhaustive and does not cover every conceivable those in operation fulfill legislation and regulations.
installation; the contents should be considered as rec- The product must be comparable to the engine that
ommendations and guidance for normal installations. was approved at certification. In order for Volvo Penta
to be able to declare that engines fulfill environmental
The recommendations are the result of many years' legislation, the following must be observed during
practical experience from all over the world. If it is installation:
necessary or desirable to deviate from recommended
procedures, your Volvo Penta dealer will be happy to • Service to injection pumps, injectors or pump
offer help in finding a solution for your particular instal- settings must always be carried out by an
lation. authorized Volvo Penta workshop.
• The engine may not be modified in any way
It is the responsibility of the installer to ensure that
except with accessories and service kits devel-
installation works are carried out in a satisfactory
oped for the purpose by Volvo Penta.
manner, that the installation is in good operable con-
dition, that approved materials and accessories are • The installation of exhaust pipes and air intakes
used and that the installation fulfills all applicable leg- (ventilation ducts) in the engine compartment
islation and regulations. must be carefully planned as their design may
influence exhaust emissions.
This installation manual is intended for use by profes-
sionally qualified and skilled personnel. The user of • Seals may only be broken by authorized per-
this manual is expected to have fundamental knowl- sonnel.
edge of the drive systems and be able to carry out
related mechanical and electrical work. IMPORTANT!
Volvo Penta continually improves it products and The use of replacement parts not approved by AB
reserves the right to make changes. All the informa- Volvo Penta will render Volvo Penta unable to
tion in this manual is based on product specifications assume responsibility for engine compliance with the
available at the time of publication. certified version. Volvo Penta is not responsible for
damages or costs arising as a result of this.
Plan the installation carefully
Mutual responsibility
Great care must be taken when installing engines and
their components if they are to function perfectly. Every engine consists of a large number of compo-
Make sure that the correct specifications, drawings nents working in unison. If one component deviates
and other data are available before work is begun. from its technical specification, it may cause a dra-
This allows planning and installation to be carried out matic increase in the engine's environmental impact.
correctly right from the start. It is therefore essential that adjustable systems are
set correctly and that replacement parts approved by
Plan the engine compartment so that it will be easy to Volvo Penta are used.
perform routine service that involves changing com-
ponents. Certain systems (e.g. the fuel system) may require
special professional expertise and test equipment.
When installing engines, it is extremely important that For environmental reasons, some components are
no dirt or foreign objects enter the fuel, cooling, inlet factory sealed. Only authorized personnel may carry
or turbocharger systems, as this may cause faults to out work on sealed components.
arise or the engine to seize. Blow pipes and hoses
clean with compressed air before they are connected Remember that most chemical products can harm the
to the engine. Only remove the protective caps from environment if they are used in the wrong manner.
the engine when an external system is connected. Volvo Penta recommends the use of biodegradable
degreasing agents for cleaning engine components,
unless the service manual states otherwise. Hand in
old oil and other waste to a recycling station.
47700904 07-2011 5
General Information
Introduction
In order for engines to deliver the expected perform-
ance, mechanical reliability is of great importance. The
engines must be installed correctly in an acceptable
environment in order for each engine system and the
installation as a whole to be satisfactory.
The purpose of this summary is to pass on our know-

how and experience regarding the installation of Volvo
Penta industrial diesel engines.
This summary is in no way a complete installation

manual, but hopefully it can act as a starting point for
the installer, so that he is able to avoid the most usual
problems that occur when installing small, high-speed
diesel engines. The goal for every engine sold is that
it will be a good installation in the right application.
SALES ENGINEERING INDUSTRIAL

AB VOLVO PENTA
6 47700904 07-2011
System Information, EMS
System Information
EMS
Instruments
EMS 2 (Engine Management System)
EMS 2 is an electronic system with CAN communication (Controller Area Network) for diesel engine control. The
system was developed by Volvo and includes fuel control and a diagnostic function.
Overview Fuel control

The system comprises such items as a control unit, The engine fuel requirement is analyzed up to 100
sensors and injectors. The sensors send input signals times per second. The amount of fuel injected into the
to the control unit, which in turn controls the injectors. engine and injection timing are fully electronically con-
trolled, via fuel valves on the unit injectors.
The information from the sensors gives exact data
about prevailing operating conditions and allows the This means that the engine always receives the cor-
processor in the control module to calculate the correct volume of fuel in all operating conditions, which
rect injection amount, injection timing and to check provides e.g. lower fuel consumption and minimal
engine health. exhaust emissions etc.
Input signals Diagnostic Function

The control unit receives input signals about engine The task of the diagnostic function is to detect and
operating conditions from the following components: locate disturbances within the EMS 2 system, to pro-
tect the engine, and to provide information about mal-
- coolant temperature sensor
functions that arise.
- charge air pressure and temperature sensor
If a malfunction is detected, it is announced by warn-
- crankcase pressure sensor ing lamps, a flashing diagnostic lamp or in plain lan-
rpm sensor, camshaft guage on the instrument panel, depending on the
- rpm sensor, flywheel equipment used. If a fault code is obtained as a flash-
ing code or in plain language, it is used for guidance
- coolant level sensor in any fault tracing. Fault codes can also be read by
- oil level and temperature sensor the Volvo VODIA tool at authorized Volvo Penta work-
shops.
- oil pressure sensor
If there is a serious malfunction, the engine will be
- fuel pressure sensor
shut down altogether, or the control unit will reduce
- water in fuel indicator the power delivered (depending on the application). A
fault code will again be set for guidance in any fault
- fuel pressure in common rail (TAD734GE)
tracing.
- exhaust temperature sensor (TWD1643GE)
Output signals
The control module uses the input signals to control
the following components:
- unit injectors
- starter motor
- main relay
- pre-heating relay
- MPROP, high pressure fuel pump (TAD734GE)
- wastegate (TWD1643GE, TAD1650VE)
- cold start valve (TWD1643GE)
- valve mechanism, internal EGR (TAD1650VE)
47700904 07-2011 7
DCU (Display Control Unit)

The DCU (Diesel Control System) control panel is
available as an accessory for the EMS 2 (Engine Man-
agement System) electronic control system.
The DCU is a digital instrument panel which commu-
nicates with the engine control unit. The DCU has sev-
eral functions, such as engine control, monitoring,
diagnostics, and parameter setting.
The menus in the DCU system can be used to check,

and in some cases to set, a number of different func-
tions in the EMS 2 system.
NOTICE! The menus and illustrations shown here are

the English version. The language can be changed,
however; refer to the Setup menu.
10 9 8
1 2 3 4 5 6
P0002062
1 LED display 6 ON/OFF. Starts and stops the system

2 START. Starts the engine 7 Scrolls down in menus
3 SPEED -. Reduces engine speed 8 SEL. Selects in menus
4 SPEED +. Increases engine speed 9 Scrolls up in menus
5 STOP. Stops the engine 10 ESC. Returns to previous menu selection
Starting
When the DCU panel is started, the “Engine Data”
menu is displayed. Press “ESC” to reach the main
menu.
8 47700904 07-2011
Menus
There are several sub-menus under each main menu.
There is not enough space for all the menu choices on
the display. To scroll through the menus, use the 7 and
9 buttons on the display. Press the SEL button 8 to
make a selection. Refer to the illustration on the pre-
vious page.
NOTICE! The Setup menu can be used to select the

language you want to use on the display.
Main menu
• Engine data; current engine data
• Preheat; manual activation of pre-heating. Must be
activated at temperatures below 0°C (32°F)
• Governor mode; activation of droop
• Diagnostics; shows fault codes as text
• Trip reset; resets trip data
• Setup; setting parameters
• Information; shows current engine and DCU data
regarding hardware/software, data sets and engine
identification
Engine data
shows relevant engine data.
• Engine speed; can be controlled with the SPEED+
and SPEED– buttons (rpm)
• Charge pressure (kPa)
• Coolant temperature (°C)
• Charge air temperature (°C)
• Oil pressure (kPa)
• Oil temperature (°C)
• Engine hours (h)
• Battery voltage (V)
• Fuel consumption (l/h)
• Instantaneous fuel consumption (trip fuel) (l)
47700904 07-2011 9
Preheat
manual activation of pre-heating. When it is activated,
the EMS 2 system senses at start-up if pre-heating is
required. For automatic pre-heating, refer to the
Setup / Preheat on ignition menu.
NOTICE! Must be activated at temperatures below 0°C

(32°F).
Pre-heating time is adjusted to suit engine tempera-

ture, and may last for up to 50 seconds both before and
after starting.
• Press SEL; the text Preheat requested will be
shown
• The display automatically returns to the Engine
Data menu.
Governor mode
activates/shuts off droop. To set the droop level, refer
to the Setup / Governor gradient or Governor droop
menu.
• Select Isochronous mode or Droop mode with the
SEL button.
Diagnostics
shows the error list containing the 10 latest active and
inactive faults. The fault codes are shown as text on
the display.
• Scroll through the fault list with the arrow keys.
Trip Data reset

resets trip data, such as fuel consumption.
• Press the SEL button to reset trip data
10 47700904 07-2011
Setup
setting parameters in the engine control systems. Dif-
ferent menus appear under Customer parameter
depending on whether Versatile or Gen set has been
selected from Set application; see below.
The parameters that can be set/selected (choice is

made with the SEL button) are:
• Set application; setting Versatile or Gen set.
Depending on the selection made here, different
menus will appear under Customer parameter.
• Unit; setting units (metric or US imperial).
• Language; setting the language used on the dis-
play. It is possible to choose between English, Chi-
nese, French, German and Spanish.
• Stop energized to; setting the external stop input.
Activated by Stop or Run.
Stop: The stop input must be connected to power to
stop the engine.
Run: The run input must be connected to power to
run the engine.
• Customer parameter; setting alarm limits. Refer to
Customer parameter / Versatile and Customer
parameter / Gen set.
• Throttle input setting; setting of engine-speed
control and voltage limits. Refer to Throttle input
setting.
• Display setting; setting the display. Refer to Display
setting.
Customer parameter / Versatile

• Idle engine speed - setting idle speed.
• Preheat on ignition - activation of automatic pre-
heating. The engine control system senses if pre-
heating is needed and activates it immediately
power is switched on.
• Governor gradient (Nm/rpm) - setting of droop
level, when activated. For activation, refer to Gov-
ernor droop in the main menu.
• Oil temp warning limit (°C) - setting alarm limit for
oil temperature.
• Coolant temp warning limit (°C) - setting alarm
limit for coolant temperature.
47700904 07-2011 11
Customer parameter / Gen set

• Primary engine speed - selection of engine rpm,
1500 or 1800 rpm.
• Preheat on ignition - activation of automatic pre-
heating. The engine control system senses if pre-
heating is needed and activates it immediately
power is switched on.
• Governor droop (%) - setting of droop level, when
activated. For activation, refer to ”Governor droop”
in the main menu.
• Overspeed limit (%) - setting the limit for the over-
speed alarm, % of set engine rpm.
• Overspeed shutdown - activation of engine shut-
down at overspeed alarm. Refer to "Overspeed
limit" to set the limit for the overspeed alarm.
• Oil temp warning limit (°C) - setting the oil tem-
perature alarm limit.
• Coolant temp limit (°C) - setting the coolant tem-
perature alarm limit.
Throttle input setting

speed control setting (throttle operation).
• Set throttle mode - OFF - engine rpm is controlled
via the DCU panel.
ext throttle input - engine speed is controlled with a
potentiometer (accelerator pedal).
ext voltage input - engine rpm is controlled by an
external unit.
• Set idle voltage (V) - idle voltage level setting.
• Set max voltage (V) - full throttle voltage level set-
ting.
12 47700904 07-2011
Display setting
display settings. Adjustment is made with the 7 and 9
buttons; see DCU panel illustration.
• Set contrast (%) - contrast setting.
• Set backlight time (sec) - time setting (in seconds)
for display backlighting on; lighting is then shut off if
the panel is not used.
• Set backlight brightness - setting display back-
lighting brightness.
Information
shows engine and DCU data.
• Engine hardware Id - engine control unit part num-
ber.
• Engine software Id - engine control unit software
part number.
• Engine dataset1 Id - engine data set 1 part number.
• Engine dataset2 Id - engine data set 2 part number.
• Vehicle Id - chassis number.
• DCU hardware Id - DCU part number.
• DCU software Id - DCU software part number.
• DCU dataset1 Id - DCU data set 1 part number.
• DCU dataset2 Id - DCU data set 2 part number.
47700904 07-2011 13
CIU (Control Interface Unit)

The CIU is a “translator” between the control unit
(EMS) and the customer's own control panel. The CIU
has two serial communication links; one fast and one
slow.
The fast link is a so-called CAN link. All data concern-

ing instruments, indicator lamps, connectors and
potentiometers are controlled by this link.
The slow link manages diagnostic information for flash-

ing codes etc.
A description of how to connect the vehicle engine to

P0002060 the CIU box is available in the Installation manuals for
industrial EMS II / EDC III engines, EMS II / EDC III.
Canbus communication (CAN)

It is possible to control Volvo Penta engines directly via
CAN (SAE J1939). A description of the messages that
are supported by the engines is available in 7748665
published on Partner Network.
Easy Link Instruments

The following Easy Link instruments are available:
- Tachometer / hours counter (fault codes are also
displayed on the tachometer display when the diag-
nostic button is pressed)
- Coolant temperature
- Oil pressure
- Oil temperature
- Battery voltage
- Alarm panel
- Turbo pressure
DU (Display Unit)
The DU is an instrument panel that shows engine
operational values graphically on an LCD screen. It
consists of a computerized unit for permanent instal-
lation in a control panel.
The DU is connected between the engine control unit

and the CIU or DCU.
P0002061
14 47700904 07-2011
Engine Characteristics, Engine Performance
Engine Characteristics
Engine Performance
Engine Power Ratings for all-speed engines
ICFN power rating ISO standard power for continuous operation. It is intended for applications with constant loads
that operate continually at full load for long periods. The average load factor may not exceed 70 % of the contin-
uous rating when the application is run at continuous rpm and loads.
IFN power rating corresponding to ISO overload power. It is intended for applications where intermittent power is
used for less than 1 hour within a 12-hour period of continual operations. The average load factor may not exceed
the continual rating.
For further information refer to general information in the Sales Support Tool in partner network.
Power standards
Engine performance corresponds to ISO 3046, BS 5514 and DIN 6271. Technical data refer to an engine without
a cooling fan running on a fuel with a heating value of 42.7 MJ/kg (18,360 BTU/lb) and a density of 0.84 kg/liter
(7.01 lb/US gal, 8.42 lb/Imp gal). The data are also applicable where there is a standard deviation.
Reference conditions:
Total barometric pressure: 100 kPa (15 psi)
Air temperature: 25° C (77° F)
Relative humidity: 30 %
Engine power codes according to ISO standard 8528

I = ISO power corrected to reference conditions for ISO 3406/1 standard.
C = Continuous power.
X = Continuous power may be exceeded by 10%.
F = Fuel stop power. This power cannot be exceeded.
N = Net power expressed with and without power losses from the radiator fan.
47700904 07-2011 15
Engine Speed Regulation,

Mechanical / Electronical Regulator
The governor controls engine speed and any generator frequencies. The extent to which a governor regulator
controls engine speed depends on governor specifications.
For a given position of the control lever there is a power/engine speed relationship (at stable load intervals) called
"governor control" or "speed reducing".
This relationship indicates the change in engine speed expressed as a percentage of rated engine speed.
engine speed without load (NO) – engine speed at full load (NR)
Engine speed reduction % = ––––––––––––––––––––––––––––––––––––––––––––––––– x 100
engine speed at full load (NR)
Example: If the rated engine speed is 1,800 rpm at full load and 1,800 rpm without load.
1,800 - 1,800
Engine speed reduction % = ––––––––––– x 100 = 4.5 %
1,800
Synchronous engine speed is defined as operations between no load and full load with a 0 % reduction.
Control variations may influence governor stability. Attempts to minimize the control of mechanical governors by
more than their design permits may mean that such control becomes unstable.
Stability is the governor's ability to establish a pre-determined engine speed and stabilize it quickly.
All governors require a given time period to act and a governor with poor stability will continue to oscillate above
or below the rpm required or take a long time to stop oscillating.
16 47700904 07-2011
Load acceptance
Generator set engines have sufficient capacity to
recover a frequency after a sudden load application.
The response to the frequency deviation depends pri-
marily on turbocharger turbine inertia and secondly on
generator inertia and AVR characteristics. In the dia-
gram below asynchronous mode is defined with droop
and synchronous mode without droop.
Example:
B D Asynchronous mode when a genset feeds current to a
F constant power consumer such as a city grid.
C
G
F J E
H
I
A
P0011585
A Start time
B Static rpm range
C Rpm without load
D Overshoot
E Rpm at full load
F Momentary rpm difference
G Rpm constant
H Static rpm range
I Recovery time
J Rpm range during recovery time
Example:
B Synchronous mode is where a smaller electrical sys-
tem has its own power consumers e.g. a factory with
machinery.
D
A
P0011586
A Start time
B Static rpm range
C Momentary rpm difference
D Recovery time
47700904 07-2011 17
Derating
The engine is factory set to fulfill the standard refer-
ence conditions for ISO 3046.
If the conditions where the engine is operated exceed
specified conditions, engine power must be reduced
according to the derating procedure for the engine
concerned.
Derating means that engine power output is reduced

from the maximum rating at normal temperatures and
pressures to compensate for the negative effects from
the location's conditions such as altitude and ambient
temperature. This may take place at any time during
the year according to records.
If power output is not reduced the results will be as

follows:
1 Exhaust gas temperature increases (higher strain
on valves and turbocharger).
2 More exhaust smoke.
3 Turbocharger rpm increases.
The derating procedure is described in the Sales Sup-

port Tool, Partner Network with derating factors for
each individual engine model.
Read about electronic regulator performance in:

”Installation - EDC III”
”Installation - EDC 4”
”Installation - EMS 2”
"Function - Installation, electronic governor"
18 47700904 07-2011
Rating Guidelines on Generator set

engines
Prime Power: rating corresponding to ISO standard
power for continuous operation. This relates to electri-
cal power supply at a variable load with a 70 % load
factor for an unlimited number of hours as opposed to
commercially purchased power. There is an overload
capacity of 10 % available with this rating.
Maximum standby power: ratings that correspond to

ISO fuel stop power. This relates to the supply of
standby electrical power at variable loads at locations
with well-established electrical grids during a normal
power outage. No overload capacity is available with
this rating.
For further information refer to: Sales Support Tool,

Partner Network.
Power standards
Engine performance corresponds to ISO 3046, BS 5514 and DIN 6271.
Technical data refer to an engine without a cooling fan running on a fuel with a heating value of 42.7 MJ/kg
(18,360 BTU/lb) and a density of 0.84 kg/liter (7.01 lb/US gal). It is also applicable where there is a standard
deviation.
Engine speed governing in accordance with ISO 3046/IV, class A1 and ISO8528 G2
(G3 with electronic engine speed governor)
Reference conditions:
Total barometric pressure: 100 kPa (15 psi)
Air temperature: 25° C (77° F)
Relative humidity: 30 %
Fuel temperature: 40° C (104° F)
47700904 07-2011 19
Engine Characteristics, Torsional Vibrations
Torsional Vibrations
Torsional oscillations occur as a result of crankshaft
forces caused by the pistons and connecting rods dur-
ing the power stroke. These forces tend to bend the
crankshaft and cause angular deflections.
• The frequency is crankshaft the crankshaft oscilla-
tion speed.
• Amplitude is crankshaft oscillation angular velocity.
• The critical rpm number is where shaft oscillation is
at its most powerful and able to cause stress that
exceeds the material's safety limit.
Torsional Vibration Approvals

The objective of calculating torsional oscillations is to
determine the critical rpm points and to ensure that
these critical rpm values are outside engine operating
rpm (within +10 % to -5 % of the continuous rpm value).
Disregarding engine and driven unit torsional compat-

ibility can cause a overheated vibration damper. An
overheated vibration damper will lead to sheared fly-
wheel bolts and ultimately crankshaft failure.
When selecting a generator - single or double bearing

- Volvo Penta can assist with the torsion analysis.
Volvo Penta provides input data for its engines on
request.
It is the system designer's (OEM) responsibility to pre-

pare a torsional vibration analysis for the installation.
A list of approved combinations of engines coupled to

single-bearing generators can be found under techni-
cal information; refer to the Sales Support Tool, Part-
ner Network.
Rule-of-thumb for when TVC calculations

should be made
• When changing engines on older installations, so-
called re-powering.
• When adding equipment, e.g. auxiliary alternators
or pumps driven by shafts external to the engine.
• When selecting new combinations, e.g. another
type of alternator.
20 47700904 07-2011
Engine Characteristics, Torsional Vibrations
Torsional Analysis Data

Volvo Penta can carry out a torsion analysis based on
necessary information from the customer. The follow-
ing technical data is required to carry out torsion anal-
ysis:
A Make and type of engine:
B Maximum power take-off.
C Operating rpm range. Lowest to highest rpm, and
whether rpm are variable or continuous.
D Coupling between engine and drive equipment.
Make and type of coupling.
Drawing and technical data, coupling.
E Moments of inertia for the part of the coupling bolted
to the flywheel and the part attached to the pump.
F Maximum torque, coupling.
G Make and type of driven equipment.
H Drawing of entire shaft, with dimensions.
I Moments of inertia for the shaft and components
attached to it.
J A general drawing is required for more complicated
installations.
Most generator manufacturers provide shaft drawings

for the calculation of torsional oscillations, which
include moments of inertia, their location on the shaft,
and shaft diameter.
P0004136
47700904 07-2011 21
Arrangement and Planning, Engine Room
Arrangement and Planning
Engine Room
Typical engine compartment layout
The illustration below shows a typical engine com- The same instructions apply to the hot air discharge
partment layout with an example of a single generator line and all other engine and generator connections;
set installation. these must be flexible (e.g. fuel pipes and electrical
Hot air from the radiator must not be allowed to recir- connections).
culate in the engine compartment, but must be led
away in order for the temperature in the engine com- The fuel day tank is supplied with fuel from a bulk tank
partment to be kept as low as possible, so that the located a long way from the engine.
engine is able to provide the performance required.
The fuel return from the engine must be led back to
The exhaust system silencer must be attached to the the bulk tank and not back to the day tank in order to
roof and the attachment brackets must be able to avoid fuel overheating. Start batteries must be kept
expand with the exhaust pipes. A section of flexible fully charged during idling periods by means of a static
pipe or a bellows must be installed between the charger. The static charger may be included in the
exhaust discharge and the fixed pipe, especially if the control panel.
generator set is on vibration dampening mounts. The
exhaust system must be as short and have as few
bends as possible in order not to exceed the recom-
mendations regarding engine back pressure. If con-
ditions result in a higher than recommended back
pressure, a larger diameter exhaust pipe must be
used to achieve the correct back pressure.
3
4
1
2
6
8
10
11 9
4
P0004139
1 Silencer and exhaust pipe, insulated 6 Hot air discharge duct

2 Flexible bellows 7 Fuel from bulk tank
3 The silencer and exhaust pipe must be attached to 8 Day tank
the roof 9 Fuel pump
4 Grille 10 Vibration-dampening mounts
5 Flexible duct 11 Batteries
22 47700904 07-2011
Engine compartment ventilation

When an engine with an integral radiator is installed in
an engine compartment the fundamental principal is to
remove hot air from the compartment and, using min-
imal circulation, draw in air that has the same temper-
ature as the ambient air outside the compartment.
The illustration shows the most suitable engine loca-

tion in relation to the structure's walls. The objective is
to draw in cool air at the lowest possible point and expel
it through the radiator and out of the structure.
It is unsuitable to locate the engine so that the radiator

is next to the opening in the wall. This would cause hot
air to circulate back to the cooling fan through the gap
between the radiator and the wall when the engine is
running.
This results in inefficient cooling and may cause over-

heating problems. The discharge opening in the wall
must have a free flow aperture that is approximately
25% greater than the radiator frontal area, and have
the same rectangular shape.
A sheet metal or plastic duct must be installed in the

aperture frame with a flexible connection to the radiator
duct flange. The flexible part is especially important
when the engine is mounted on a floating concrete
block or vibration-dampening mounts.
The inlet opening must also have a free flow aper-

ture that is at least 25% greater than the radiator fron-
tal area.
When the inlet and outlet openings are designed,

attention must be paid to the fact that the cooling fan
has a maximum limit for external resistance, namely
“inlet to fan plus outlet from radiator”. This limit must
not be exceeded, otherwise cooling air flow will be
reduced.
Inlet and outlet openings are normally equipped with

mesh, grilles, noise dampening panels or inner and
outer ducts. Regardless of what is installed, it will
involve airflow resistance, and it may be necessary to
enlarge the aperture further.
The large volume of air moved by the cooling fan usu-

ally provides sufficient engine compartment ventila-
tion.
As shown in the illustration, cold inlet air is drawn over

the generator (which takes its cooling air from this
flow), over the engine intake filter and engine. The
cooling fan then expels air through the radiator and out
of the structure. No airflow obstacles are allowed
directly in front of the radiator outlet and the deflectors
etc.
If high engine compartment temperatures are unavoid-

able, the inlet air temperature to the engine air filter
must be checked so that it does not become too high.
47700904 07-2011 23
The temperature of the engine inlet air must be as low

as possible; read more about this under “Derating” in
the Sales Support Tool, Partner Network. If inlet air
temperature constantly exceeds the max limit, engine
power will be reduced according to the data specified
for the engine concerned.
The illustration shows the air inlet location high up on

the wall. This is acceptable if the air is led to the rear
part of the generator.
P0004148
Inlet air from outside of the engine compartment

The air intake must be located so that inlet air is as When inlet air is taken from outside the engine com-
clean as possible and so that neither exhaust gasses partment, it is important to check that the temperature
from the engine nor hot air from the radiators mixes in the engine compartment does not exceed 60 °C
with inlet air. (140 °F).
The air inlet must be protected so that water, snow or If the temperature exceeds this value, there is a risk
other contaminants are prevented from entering of functional problems in the engine electrical com-
(being drawn in) during operations. ponents (alternator, charge regulator, stop solenoid).
Refer to the instructions regarding maximum permis- It may therefore be necessary to equip the engine
sible pressure drops in the Sales Support Tool, Part- compartment with a ventilation fan if there is a risk of
ner Network for each engine type. The value includes the temperature exceeding 60 °C (140 °F). Refer to
the pressure drop with a new, clean air filter and a the “Forced ventilation” chapter.
coarse filter connected in the fresh air duct.
When engine compartment ventilation is dimen-
• Air ducting may not have tight bends. sioned, consideration must be given to other devices
• Air ducting must have smooth inner surfaces. that consume air in the compartment.
• The hose used must be reinforced to prevent

collapse due to suction.
Pressure drop measurement is usually carried out at

the pressure drop indicator.
The total pressure drop in an inlet system with a

blocked filter may not exceed the value stated in the
technical data for the engine concerned. If the pres-
sure drop (low pressure) is too great, there is also a
risk that the engine will not receive sufficient air, which
may lead to engine problems.
24 47700904 07-2011
Example:
For a radiator frontal area of 1.25 m2, the outlet and
inlet wall openings must have an area of 1.56 m2. If a
mesh is to be installed, the opening must be increased
to 1.95 m2. Refer to the illustrations.
1,12 m (44”) ~1,25 m (50”) A Radiator frontal area
B Air inlet or outlet
1,12 m (44”)
C Mesh 80% free aperture
~1,25m (50”)
1.25 m + 25%
2
D Size of air inlet / outlet to fit mesh
1.25 m2 = 1.56 m2
(1938 in2) (2418 in2) E Effective height
F Size of air inlet / outlet to fit grille
A
B
1,4m (55”)
1,4m (55”)
1.56
C 0.8 = 1.95 m
2
(3023 in2)
1,4m (55”)
F
E
1,4m (55”)
1.95 m2
(3023 in2)
P0004141
47700904 07-2011 25
Objects in airflow
The space available for the engine is usually very lim-
ited in many applications. For example, a fork lift coun-
ter balance weight or a supporting wall outside a gen-
erator set compartment may restrict the available
space.
Such objects constitute a hinder to cooling airflow to or

from the radiator assembly.
The illustrations provide an overview of installation lay-

out.
T One-sided air inlet our outlet (hood)

T≥A Extraction cooling and overpressure cool-
ing
B≥A Extraction cooling and overpressure cool-
A ing
A
N2
T2 B
T B
Air inlet or outlet from all sides

T ≥ 0.2 x A Extraction cooling
A
A T ≥ 0.4 x A Overpressure cooling
B≥A Overpressure cooling
T B
Double-sided air inlet or outlet

T ≥ 0.4 x A Extraction cooling
A T ≥ 0.6 x A Overpressure cooling
A
B≥A Overpressure cooling
P0004144
26 47700904 07-2011
Forced ventilation - engine compartment

When a remote radiator is installed, consideration If an extraction fan is used and combustion air is
must be given to engine compartment ventilation. drawn from the engine compartment, negative pres-
sure may occur. Engine compartment negative pres-
First of all, the exhaust system in the engine compart- sure can be checked using a plastic, water-filled U-
ment must be efficiently insulated so that heat radia- shaped hose. One end is connected to the engine
tion is minimal. compartment and the other is exposed to atmospheric
NOTICE! Because of the risk for overheating the pressure (outside the engine compartment).
exhaust manifold and turbocharger may not be insu- Allow the engine to run at full throttle for at least 5
lated, only the exhaust pipe and silencer. minutes in order to build up a characteristic low pres-
sure in the compartment. Then measure the pressure
The best forced ventilation systems normally com-
difference equivalent to the water's surface differen-
prise two electrically-driven fans. One fan forces air
ces in mm water column. The pressure difference
into the compartment and is installed on the wall
must not exceed 10 mm (0.4") (0.8 mm Hg or 1 milli-
directly opposite the generator end.
bar). A low pressure of 20 mm (0.8") water gauge is
The other fan extracts air hot air from the engine com- acceptable on engines with remote radiators and with-
partment. This fan must be installed on the wall next out a fan.
to and above the engine.
An air duct is required on the inlet side if the cooling Crankcase breather
air does not reach the generator/engine. The ducting
Gases from the engine crank case must be led away
leads air to the generator and over the engine to the
from the engine compartment via a separate duct.
extraction fan.
If no air ducting is installed when the inlet fan is The crankcase ventilation pipe may be extended to
located high up, inlet cooling air will pass by the gen- lead crankcase gases out of the engine compartment.
erator set and be drawn out by the extraction fan with- This is especially important when the engine has an
out cooling the engine. pusher fan, as the crank case gases would otherwise
coat the radiator which would become dirty and clog-
If there is space in the right place for a large air inlet
ged, thus reducing cooling capacity. Note; where
opening, no fan is required to force air into the com-
there is a risk of freezing (ice plugs) this pipe must be
partment.
heated or insulated.
The extraction fan must have sufficient extraction
capacity to overcome the air resistance through the WARNING!
inlet and outlet grilles and air ducts, if such are instal-
Only start the engine in a well-ventilated area. If
led.
operating the engine in a closed area ensure that
there is exhaust ventilation leading out of the work
area to remove exhaust gases and crankcase
ventilation emissions.
NOTICE! Some engines are equipped with closed
crankcase ventilation that does not require additional
ventilation.
P0004155
47700904 07-2011 27
Calculating required engine compartment

ventilation
When calculating engine compartment ventilation,
consideration must be given to the following important
factors:
• Max engine compartment air temperature is 60 °C
(140 °F), given that combustion air is drawn from
outside the engine compartment.
• The entire exhaust system and silencer in the
engine compartment should preferably be insulated.
• The exhaust manifold and turbocharger may not be
insulated.
• Max input air for the radiator cooling system. Refer
to Sales Support Tool, Partner Network.
The large volume of air moved by an engine-mounted

cooling fan is usually sufficient to ventilate the engine
compartment. When a remote radiator or water-cooled
heat exchanger is installed, consideration must be
given to engine compartment ventilation.
The volume of air required to provide a given temper-

ature increase in the engine compartment can be cal-
culated as follows:
Total heat transfer to air

Airflow require- ––––––––––––––––––––––––––– + Required combustion air
ment =
Air density x Tincrease x Constant
Total heat transfer to air: Heat transfer from engine

+ generator and other heat-emitting equipment in the
engine compartment( kW).
Air density: Air density at different temperatures

shown in the table below in kg/m3.
Tincrease: Max. air temperature increase in the engine

compartment, above ambient temperature.
Constant: = 0.0167
Required combustion air: Engine air consumption in

m3/min according to data in the Sales Support Tool,
Partner Network.
Air density
°C 0 5 10 15 20 25 30 35 40 45 50 55
kg/m3 1.30 1.27 1.25 1.22 1.20 1.19 1.17 1.16 1.14 1.12 1.09 1.08
A Microsoft Excel application for calculating both

engine compartment ventilation and exhaust system
back pressure is available from AB Volvo Penta,
Sales Engineering Industrial.
28 47700904 07-2011
Multi-engine installations
In general, the same installation instructions apply to
multi-engine installations as for single installations,
and each unit must have its own engine bed and
exhaust system.
IMPORTANT!
Exhaust gases from multi-engine installations may not
be led together in a common system, as this can be
very dangerous and cause engine damage. If the
exhaust system in a multi-engine installation must be
led together in a combined exhaust system, each
engine must be equipped with a separate exhaust
shut-off valve, so that exhaust gases are not able to
enter an engine that may not be running.
Also refer to “Multiple exhaust outlets” in the Exhaust
System page 85 chapter.
47700904 07-2011 29
Engine Mountings for Stationary

and Semi-mobile Installation
Frame-mounted engines
The simplest mounting method is to bolt the engine
and driven unit directly to the frame. It is necessary for
the engine and driven component mounting inserts on
the frame to be flat, square and parallel to one another.
The frame must be designed so that the mounting
inserts cannot be twisted in any way.
The quality of the installation is greatly affected by the

appearance of the frame. Vibration levels from the
engine and its components can be influenced by
changing the design of the frame.
Engine bed types

The engine support/bed to which the frame is attached
is of great importance as it must be able to:
• support the units' static weight and dynamic loads
from balance forces in the engine.
• be sufficiently stiff and stable so as not to distort and
thereby affect engine and driven unit alignment.
• absorb vibrations from driven units and prevent
vibrations from being propagated to the engine bed
and walls. Refer to the chapter about noise and
sound dampening.
The engine must be aligned to the driven unit within

specific recommendations with the aid of shims
between the engine, the driven unit's attachment devi-
ces and the frame. The dimension of the shims (or
packing) must not be less than the mating surface
between the engine and driven unit's mounting devi-
ces. At least two bolts must be used in both the engine
and driven unit mounting devices.
Locations below ground level

Locations below ground level must have sufficient
capacity to support the weight of the entire installation
plus the concrete foundation it is to rest on.
If there is doubt regarding the supporting capacity of

the location below ground level where the foundation
is to stand, a qualified technician must be contacted to
determine the type and size of the concrete foundation.
30 47700904 07-2011
Fixed concrete block
The fixed concrete block is a proven method and for

certain installations the most suitable. In these cases
the generator set's underframe is bolted directly to the
concrete block. Concrete block size is recommended
to extend 400–500 mm (16–20") beyond each side of
the assembled generator set. The surface of the block
is usually above bed level so that the difference “h” is
P0004153 100-200 mm (4–8") and forms a pedestal.
A Bolt recess The depth of the concrete block is calculated in the fol-
B Soil layer lowing manner:
Generator set total weight

D = –––––––––––––––––––––––––––
dxWxL
D = Concrete block depth in meters

d = Concrete density in kg/m3 (use 2400 kg/m3)
B = Concrete block width in meters
L = Concrete block length in meters
After the concrete depth required for installation weight

and stability has been determined, check that the
ground is able to bear the total weight (engine plus
concrete block) and withstand the forces concerned.
It may not be possible to reach a firm ground layer, e.g.

hard clay, compacted sand and gravel or rock, without
digging unreasonably deeply. In such a situation the
load must be spread over a large area on a concrete
slab.
Floating concrete block

A floating concrete block is an effective alternative to
a fixed concrete block. In order to determine the size
of the concrete block, apply the same calculation as for
a fixed concrete block.
The block is cast beforehand in a wooden mold. There

must be an air gap of approx. 25 mm (1") around all
four block sides. The gap at ground level must be
P0004151 sealed with a non-bonding material to keep out dirt and
water, but nevertheless also provide flexibility. Place
A Sealing at ground level watertight insulation material beneath the floating
B Watertight insulation material block. This insulates the generator set and the block,
and significantly reduces vibrations to the surround-
ings.
All equipment connected to the generator set, e.g.

exhaust systems and fuel pipes, must be installed with
flexible connections.
47700904 07-2011 31
A
B Installation procedure on concrete blocks
When the concrete block is poured, recesses must be
made for the mounting bolts, i.e. anchors or similar.
Place removable wooden boxes at each mounting bolt
L location. The size of the box must be adapted to the
size of the bolt used for installation. Remove the boxes
C when the concrete has almost cured.
d
Make sure the upper surface of the concrete block is
fairly even and fault free.
P0004137
The illustration shows the method with a normal anchor
bolt.
A Filler opening for concrete and injection grouting
B Steel packing plate The depth d must be slightly greater than bolt length
L. This is so that the bolt can be dropped into the hole
C Injection grout
for the grouting, and so that the installation can be rol-
led into place without the bolts being in the way.
Install a steel packing plate at each mounting point

above the hole and on each side of the bolt.
Fixed mounts
Fixed mounts are normally used on engines installed
on a frame as illustrated. The driven unit may be a
generator, a water pump or a compressor.
P0004138
32 47700904 07-2011
Vibration insulating mounts

In order to reduce noise levels and absorb vibrations
transferred to the installation foundation, the frame is
equipped with flexible mounts as illustrated. The flexi-
ble mounts must be placed so that the load is distrib-
uted evenly. The location of the mounts is determined
by calculating the total weight and center of gravity of
the installation, then the mounts are arranging evenly
around the unit's center of gravity. The number of flex-
ible mounts is normally between 4 and 6. It is important
to know the engine's critical rpm and the load that will
be operated at the intended installation so that the cor-
rect flexible mount hardness and layout is chosen.
P0004157
W2 L2 Location of flexible mounts

L
W1 (W1 x L1 ) + (W2 x L2 )
L1
L= ––––––––––––––––––
(W1+ W 2)
L1 = The distance from the installation's front to the

center of gravity for the engine and radiator
A W1 = Engine and radiator weight with coolant
L2 = The distance from the installation front to gener-
ator center of gravity
W2 = Generator weight
L= The distance from the installation front to the
P0004154
entire installation's center of gravity
A Installation center of gravity
47700904 07-2011 33
To be noted when selecting flexible

mounts
On the whole, a flexible mount is preferable to other
configurations.
A flexible mount is optimally designed if the natural

frequency from the vibration system, of which the
engine and mount elasticity form part, is at least 40%
lower than the engine's lowest occurring frequency.
A low natural frequency requires soft flexible mounts.

However, such mounts have the disadvantage of
allowing significant deflection from external forces that
may occur with inclined installations or shock loads.
On 4 cylinder engines it is practically impossible to

install a fixed connection between the engine and the
underframe when taking into consideration impulse
forces of the second order.
A prerequisite for correct flexible mounts is that the

foundation must be significantly stiffer than the flexible
elements, otherwise the foundation would act as a
extra spring.
The elements must be arranged so that they bend

when they are affected by the forces that arise during
operations. There must be sufficient free movement
between the engine and the chassis.
Flexible mounts that fit Volvo Penta engines can be

found under “Order specification-optional equipment”
in the Sales Support Tool, Partner Network for each
engine type.
In order to withstand vibrational deflections from the

flexible attachment, all pipes, cables and lines must
also be of flexible design.
Rubber mounted radiators are acceptable if the engine

is mounted fixed. (If both the engine and the radiator
are flexibly mounted, there is a risk of the fan coming
into contact with the fan ring).
When the engine, or the engine and transmission, is

installed on the flexible mounts, make sure that the
underframe is level, parallel and even.
Also make sure that the mount hole patterns are cor-
rect and the holes sufficiently large in order to avoid
uneven load stress and twisting of the mounts. Twisted
rubber mounts affect sound dampening and vibration
characteristics negatively and drastically shorten the
service life of the rubber.
34 47700904 07-2011
Uniform load on mount elements

Locate the mount elements so that the load is distrib-
uted evenly. This is achieved by balancing the distri-
bution of the forces that act on the mount elements by
changing the distance between the mounts or by
changing the number of mounts. In most cases, the
best alternative is to alter the number of mounts.
If engine and transmission centers of gravity and

weights are known, it is possible to calculate the forces
acting on the mounts as illustrated.
The following result for mount load:
GM x (I3 -I1) - GG x (I2-I3)

A= ––––––––––––––––––––
I3
GM x I1 + GG x I2
B= ––––––––––––––––––––
I3
The location of the total center of gravity SMG (engine

P0004152 and transmission weight) in relation to the transmission
center of gravity, can be calculated using the following
SMG = Engine and transmission center of equation.
gravity
SM = Engine center of gravity I2 - I1
SG = Transmission center of gravity X= –––––––––
GM = Engine weight GG
GG = Transmission weight 1 + ––––
A= Mount load at A GM
B= Mount load at B
I1, 2, 3 = Distances
47700904 07-2011 35
Engine Mountings for Mobile

Installation
The engine and transmission are connected in the Static forces that affect engine mounts
flywheel housing and have a common mounting in the
• Drive shaft torque
chassis, i.e. engine mounting. It is important for
engine function that the engine mounting and its char- • The weight of affected components.
acteristics be configured. Configuration also has great
significance for vehicle stability and driver's cab noise Proven experience expressed as rules of thumb
levels. • Forces increase with chassis suspension stiff-
ness.
Volvo Penta has four mounts for its engines.
• The weaker the frame the more forces increase
The type of transmission installed on the engine has on semi-rigid designs.
great significance regarding the internal forces on the
flywheel housing and the forces on the engine • The lighter drive train mass is the more dynamic
mounts. forces decrease.
In order to avoid the installation causing damage, Engine support

consideration must be given to the following:
Volvo engines are designed for two flywheel housing
• The mounting system may not allow stress to supports and two front engine mounts. (TAD1650VE
the engine due to frame deflection of vibrational has three-point mounting)
forces.
• The rear mounts must absorb almost all the front
• There must be sufficient play all around the and rear forces created when connecting a
engine. Bear in mind that radiated heat may trailer, or exposed to shocks from loading docks.
cause adjacent equipment to expand. Practically no front or rear shock forces are
• If the engine moves due to shocks, torque absorbed by the front mount. The front mount
absorption or other forces, it must not come into must therefore be designed such that it is rela-
contact with the chassis or other components. tively free from shear in all horizontal directions,
but stiff vertically.
• Consideration must be given to factors that have
great influence on inner forces and mounts: • Concerning mounting system resonance, its
vehicle specifications (axle arrangement, wheel natural frequency is the frequency at which the
base). engine vibrates when it is struck by an external
force. It is important to separate the natural fre-
• Install vibration insulation so that requirements quency for front and rear axle installations com-
for correct noise levels are fulfilled. pared to the engine.
Dynamic forces that affect engine mounts • When selecting vibration insulation it should be
Forces that are transferred from the road causing understood that satisfactory insulation from
parts to oscillate: drive train, front axle, rear axle, cab existing resonance vibrations is not achieved
and frame. The level of these forces depends on: until the natural resonance frequency is
exceeded by > 1.41. In order to achieve good
• component masses and their suspension stiff- comfort at idle (frequencies from combustion,
ness. shaft forces) these forces should also be above
• longitudinal forces from the drive shaft depend this resonance frequency. Special consideration
on friction in the spline couplings. must also be given to resonance frequencies
from forces that are transferred via the suspen-
• transverse forces that affect the U-joint. Most sion system such as roll, pitch and yaw forces.
drive shaft installations have joint angles that
give asymmetrical rotation speeds, which create
rotational forces.
36 47700904 07-2011
Front support End support

It is important to protect the engine from torsional In combination with four engine mounting points
forces emanating from the frame. On certain large or heavy transmissions an end sup-
port is installed on the transmission. The end support
The following applies to systems with two front engine
does not need to be stiff or limit movement when it is
mounts:
exposed to frame bending.
• The centerline of the insulator must be located
as close to the cylinder block as possible to min- Support strength must be changed for very low sus-
imize bending stress. pension speeds.
Vertical and transverse stiffness of approximately

Rear support 15% of the rear engine mounts is recommended.
The selection of the rear support is crucial in that it
must support the larger part of engine weight and
absorb most of the inertial load in all axes. Torque
absorption, the absorption of imbalances and angular
forces in the drive train must in the first instance be
through the rear mounts.
In the longitudinal axis a location immediately outside

the flywheel housing is recommended.
TAD 520-760
If the engine mounts are supplied by the customer,
the distance between the center of the attachment to
the SAE housing may not exceed the distance for the
equivalent engine mounts from Volvo Penta acces-
sories; refer to the illustration.
Where this is not possible in individual cases, contact

Volvo Penta, Sales Engineering Industrial. For
designs with wider track, refer to table
Refer to the table below for value A.
Flywheel housing 520 620 720–760

SAE 1 728 N/A 728
SAE 2 664 600 664
SAE 3 664 600 664
A
P0004156
47700904 07-2011 37
Engine Mounting and Engine Room

Layout
Engine Mountings Semi-mobile installations
In these installations the machine is moved occasion-
Correct mountings and couplings to the load are
ally, but the engine is not usually used as a source of
essential for good results in all engine installations.
motive power for the machine, and nor is the engine
The type of mount depends on the type of installation
usually run when the machine is being moved. Exam-
the engine is to be used for and the final transmission
ples of semi-mobile installations are stone crushers,
device.
cement mixers, mobile air compressors and mobile
It is therefore important to note that when the engine irrigation devices etc.
is installed to the driven unit/equipment the dynamic
There are several examples of machines within this
behavior will be the sum of the entire installation's
category that move while the engine is running, but
components. It is important to ensure that critical
only at low speed, such as certain cranes, concrete
engine rpm (the range within which the chosen engine
layers or surface laying machines etc.
has its intended operations) for all installations are
within limits. Despite this category being similar to fixed installa-
tions, a semi-mobile installation requires considera-
Volvo Penta industrial engines are installed in three
tion to be taken to other factors concerning power
fundamental application categories:
transfer. Mounting is a deciding factor in minimizing
Mobile installations machinery stress and the preservation of correct
Installations in this category move while they are in alignment.
use. Examples of such installations are terrain-going
trucks, heavy construction equipment and many spe-
cialist machines. The installed engine usually drives
the machine as well as its auxiliary functions electri-
cally, mechanically or hydraulically. In this category it
is extremely important that alignment is maintained
and that mobility rules are followed.
Stationary installations
Where fixed installations can be used they have sev-
eral advantages. Some examples of this type of instal-
lation are stand-by power systems, ventilation fans
and pumps etc. Fixed installations are advantageous
thanks to the fact that they entail fewer mounting and
structural problems than other categories. Conditions
may however require noise and vibration insulation,
which make engine mounting more complicated.
38 47700904 07-2011
Arrangement and Planning, Sound Absorption
Sound Absorption
Noise/Sound
Acoustic noise is defined as disturbing sound. It is a
well-known fact that even low level noise can cause
great irritation.
In the past, noise problems were mainly about the risk

of hearing damage. Today noise levels far below the
level for hearing damage are often a requirement.
According to physics, the definition of sound is the

mechanical vibration of a gas, liquid or solid.
When an object surrounded by air vibrates, some of

the energy creates vibrations in the air. These vibra-
tions cause a variation in the air pressure additional to
its static pressure.
The figure illustrates air pressure when a pure tone

propagates through air.
The strength of the tone, or its amplitude, is the differ-

ence between Pmax and Pstatic.
The tone's frequency is the time taken for one pressure

cycle. The unit of frequency is cycles per second (Hz).
Pmax
A The speed of sound through air is approximately 340
Pstatiskt m/s and the relationship between speed, wavelength
and frequency is determined by the formula:
p Pmin
C=λxf
f = 1/T C = the speed of sound

T λ = wavelength
T f = frequency
P0004194
A Amplitude
p Air pressure
T Time
47700904 07-2011 39
The dB-scale
The human ear has the ability to sense sound across
a very broad pressure range.
The ratio between the air pressure of a barely discern-

able sound and the pain threshold is approx
1:10,000,000 (one to ten million).
Because of this broad pressure range it is best to

determine the results of sound measurement accord-
ing to a logarithmic scale, the decibel scale.
The usual method of measuring sound is to measure

sound pressure level. This level is defined according
to:
Pressure Sound Sound pres- Lp= 10 x log (p/pO)2 dB

N/m2 sure level
dB Lp - is the sound pressure level
200 Pain threshold 140 p - is the measured pressure
2,0 Diesel engine from 1 100 pO - is a reference pressure (2 x 10-5 N/m2)
m
The table on the left shows typical sound pressure
0,2 Noise from a city 80 levels and equivalent linear values.
street
6 x 10-3 Conversation 50
2 x 10-5 Pain threshold 0
Addition of sources with the same value Because the decibel scale is logarithmic, sound pres-
sure levels cannot be directly added or subtracted. For
10
9 example, if two sound sources with the same value are
8 added together, the result will be 3 dB greater than the
7 level from one source.
6
5 The graph to the right shows the level resulting from
4 adding a number of sources with the same value. It is
Y 3 possible to draw a graph for adding or subtracting
2 sources with different sound pressures in the same
1
way.
0
1 2 3 4 5 6 7 8 9 10
X An important point to remember when trying to reduce
P0004195 noise is to work on the most prominent sources.
Removing sources with levels less than 10 dB below
X Number of sources the total level will have no effect on the combined level.
Y Increase, dB
Therefore, one of the most important parts of noise
combating efforts is finding the most prominent sour-
ces.
40 47700904 07-2011
The A-filter
While the human ear can sense sound across a broad
pressure range, it is also sensitive across a wide fre-
quency range. The audible range stretches from 20 Hz
up to 20,000 Hz.
However, the sensitivity of the ear varies. It is most

sensitive in the 4,000 Hz frequency area. At lower fre-
quencies sensitivity is significantly lower.
In order to recreate the ear's response, an electronic

filter called an A filter is often used on the microphone
signal when measuring sound.
This filter dampens the linear microphone signal in the

low and high frequency ranges and thus imitates
human ear sensitivity. Characteristics of the A filter as
a function of frequency are shown in the graph below.
Sound levels measured using an A filter are expressed

in dBA units. Most legislation regarding permissible
noise levels is expressed in dBA.
Y 10 A Level, A filtered
B B Linear level
0 X Frequency, Hz
Y A filter correction, dB
A
-10
-20
-30
-40
-50
16000
250
31.5
2000
4000
8000
1000
500
63
125
X
P0004196
47700904 07-2011 41
Sound Pressure - Sound Power

As mentioned above, the most usual noise measure-
ment method involves measuring the sound pressure
level. A sound pressure meter is used, often with an A
filter connected.
However, sound pressure levels vary depending on

the distance to the object being measured. In outdoor
measurements, the sound is reduced by 6 dB when the
distance is doubled. Measured sound levels where no
distance measurement is included are therefore of little
interest. Refer to the illustration.
Furthermore, the level depends on the acoustic envi-

ronment.
Sound power level / sound pressure level Measured levels will be higher if the measured object
compared to distance is in a small room, compared to measurements taken
outdoors.
A better way of presenting noise data is to describe the

A sound power level of the noise source. This value
describes how much power an object emits in the form
of noise. The sound power level is not influenced by
6d
B measuring distance or the acoustic environment. For
this reason, all engine noise data regarding Volvo
Y Penta engines is indicated in sound power levels.
0d X d 2d 4d 8d Sound power level is defined by the formula:
P0004197 LW = 10 x log (W/Wo) dB
LW = Sound power level

A Sound power level
B Sound pressure level W = Measured power
X Measurement distance Wo = Reference level (10 W)
Y Level, dB
A typical sound power level for a Volvo Penta diesel
engine is 112 dB.
This is the equivalent of a power of 0.16 Watt

expressed as a linear value.
42 47700904 07-2011
Measurement methods
ISO 3744-1994, DIN 45635 part 11
Volvo Penta engine sound power levels are measured
in a semi echo-free chamber. The ceiling and walls are
covered with sound absorbing wedges. The engine is
placed on a hard, reflection floor. By using the cham-
ber, sound propagation equivalent to open field condi-
tions is ensured.
The measurements are taken according to the inter-

national standard ISO 3744-1994 for engines with a
cylinder volume of 9 liter (2.4 US gals) or more. Meas-
urements of 420-722 engines are taken according to
DIN 45635 part 11 or ISO 6798.
The sound pressure level is determined by using sev-

eral microphones arranged in a geometric pattern
around the engine. Sound power level is then calcu-
lated on the basis of the average sound pressure level.
Engine noise is measured during different engine

speeds and load conditions.
Noise from exhaust, inlet and fan are not included in

the noise measurements.
This means that the indicated sound power only com-

prises the noise emitted by the engine structure.
47700904 07-2011 43
Noise Data Presentation

120 Sound data for the entire industrial engine range can
118 be found in the Sales Support Tool, Partner Net-
116 work.
114
112 Data for PP engines and mobile engines is indicated
110 as a total sound pressure level compared to engine
108 speed, when the engine is under full load.
106
104
102
100
Y 98
96
900 1200 1500 1800 2100 2400
P0004198 X
X Engine revolutions, rpm.

Y dB (A)
110 A 1/3 octave spectrum analysis is indicated for engine

105 maximum rated output.
100
95
90
85
80
75
Y 70
65
60
31.5 50 80 125 200 315 500 1.25 2 3.15 5 8 10 16
40 63 100 160 250 400 1K 1.6 2.5 4 6.3 12.5
P0004199 X
X Frequency, Hz
Y dB (A)
110 Owing to the limited engine speed range of generator

105 engines, only the sound power for engines operating
100
95
at full load and 1500 to 1800 rpm is indicated.
90
85
80
75
70
65
Y 60
55
50
45
40 20 31.5 50 80 125 200 315 500 800 1.25 2.0 3.15 5 8 1.25
25 40 63 100 160 250 400 630 1k 1.6 2.5 4 6.3 10 16
P0004200 X 1 2
1 1800 rpm X Frequency, Hz

2 1500 rpm. Y dB (A)
44 47700904 07-2011
Diesel Engines Noise

Characteristics
A diesel engine is a complicated noise source.
Dynamic forces cause vibrations and therefore noise
emissions.
Apart from the actual engine structure, the exhaust and

inlet systems along with auxiliary devices contribute to
total engine noise level.
Engine noise
Noise sources Engine noise is the noise emitted from the engine
A structure.
H
The pie chart below shows how large a relative part of
B
G total engine noise emissions given engine components
have.
Engine noise is created by forces that arise during the

F combustion process and the mechanical shocks
between pistons and liners, valves and gear wheels
etc.
When a new engine is designed, a great deal of effort
is put into minimizing engine noise.
E The most important means for achieving this is opti-
C mizing the injection system, controlling engine block
stiffness and special treatment of the gear wheels in
the engine timing system. Sound dampening materials
can be placed on large noise emitters such as the oil
sump and valve cover.
P0004201 D
Engine noise in an installation is usually reduced by
A Injection Pump screening off the engine. Such screening can be made
B Valve Cover even more effective by lining it with absorbent material.
C Timing cover + Oscillation damper Usually, the level of screening is governed by engine
D Engine block cooling capacity.
E Oil Sump Finally, engine noise is to a large extent dependent on
F Charge air ducts engine speed. For a given power an engine with low
G Flywheel Housing rpm is preferable to one with high rpm.
H Inlet Manifold
47700904 07-2011 45
Exhaust Noise
Without a muffler, exhaust noise is the absolute largest
source of noise on a diesel engine.
High pressure pulses from combustion causes the

exhaust flow to oscillate. On a six-cylinder four-cycle
engine, exhaust noise basic frequency is equivalent to
three times engine rpm.
This means that the muffler in most applications must

have a high silencing capability across a wide fre-
quency range.
The two most usual diesel engine muffler types used

are:
- Absorbing mufflers
Absorbing mufflers have a chamber that is covered
with sound absorbing material.
Acoustic energy is transformed into heat in the
absorbent material. This type of muffler has its best
dampening ability in the medium to high frequency
range.
- Expansion mufflers
The inside of the muffler is constructed so that
sound is reflected, which reduces the acoustic force
transmitted through the muffler. By allowing the pipe
to discharge into a chamber and then leading
exhaust gasses through several chambers, good
sound dampening is achieved across a broad fre-
quency range.
The price paid for good sound dampening in both muf-

fler types is a higher back pressure in the exhaust sys-
tem. The development of mufflers is often a compro-
mise between acceptable back pressure and neces-
sary noise reduction.
Volvo Penta provides both muffler types. Their use

ensures large noise reduction and low back pressure.
Inlet Noise
As is the case with the exhaust system, pressure var-
iations in the inlet system causes the airflow to oscil-
late. These pressure variations are of course much
lower than those in the exhaust system.
On modern turbocharged engines the compressor

functions as an effective sound muffler. The pressure
waves (noise) are dispersed by the rotating compres-
sor blades. This means that inlet noise does not have
any practical significance on Volvo Penta engines.
46 47700904 07-2011
Auxilary Noise
The cooling fan is one of an engine's largest noise
sources.
According to measurements the sound power level

increases by 2 to 3 dBA when a fixed fan is used.
Because fan noise is relative to engine rpm, it is nec-

essary for the radiator to have a large capacity. An
efficient radiator allows fan speed, and thus also noise,
to be reduced.
On applications where maximum cooling capacity is

not a constant requirement, thermostatically or vis-
cously coupled fans may be used. Viscously coupled
fans are available as accessories for most Volvo Penta
engines for mobile applications.
Other equipment such as generators and air compres-

sors have less significance compared to the fan when
it comes to noise.
Structure Borne Noise

In many applications engine vibrations that affect the
engine bed can cause sound emissions from con-
nected structures.
In many installations this can be a bigger problem than

noise from the engine itself.
By using resilient engine mounts the forces influencing

the engine bed are reduced and therefore also frame
noise. In the case of insulation for heavy vibrations, the
engine bed must be at least 10 times as stiff as the
insulator.
47700904 07-2011 47
Installation, Cooling System
Installation
Cooling System
P0004147
General
Volvo Penta only uses liquid-cooled engines. The Cooling requirements differ from engine to engine,
cooling system comprises a cooling water system and and heat transfer to coolant is specified in the Sales
a cooling air system. The objective of the system is to Support Tool, Partner Network for each engine.
lead heat from the engine to the surrounding atmos- Additional to the heat transferred to the coolant from
phere. Around 40 % of fuel energy is used to perform the engine, heat transfer from extra equipment, e.g.
mechanical work, while the rest is lost as heat to the via the torque converter oil cooler, must also be taken
coolant and through the exhaust. The heat that is into account when a cooling system is dimensioned.
transferred to the coolant is 20-30 % of the fuel
energy, and it must be carried away by the cooling Cooling is also affected by obstacles to airflow and
system. The water pump forces coolant through the temperature increases above air-cooled accessories
engine cooling ducts. Hot coolant enters the radiator, such as air conditioning condensers or air-cooled oil
passes through pipes and is cooled by cooling air from coolers.
the fan.
Air can also be heated by the engine and generator
In order to increase power and reduce exhaust emis- (generator set) before it passes through the radiator.
sions, a charge air cooler may be used. Volvo Penta In order for cooling to be as efficient as possible, it is
uses two different types of charge air cooler. TWD important to minimize cooling air obstacles and pre-
engines have a water-to-air charge air cooler in which vent air recirculation by designing cooling air ducts
hot charge air is cooled by engine coolant. TAD and grilles correctly.
engines use air-to-air charge air coolers in which
Regarding the smaller VE series engines for which
charge air is cooled by cooling air from the fan. This
Volvo Penta does not provide a complete cooling
type of charge air cooler is installed separately behind
assembly, all relevant data for the design of a correct
(or in front of) the regular radiator.
cooling system is available under “Cooling system”
The cooling system must be dimensioned so that and “Charge air cooling system” in the Sales Support
engine overheating is avoided during all ambient and Tool.
operational conditions. It is therefore important to
know the maximum air temperature and the environ-
mental conditions where the engine will be used.
48 47700904 07-2011
Fan
Function
The function of the fan is to provide a cooling air flow.
The fan creates a pressure increase that provides an
air flow through the system components. Increased
cooling air speed through the radiator core results in
increased heat transfer from the fins to air.
The air flow created by the fan depends largely on the

pressure drop from components in the system.
The fan is of axial flow type, but the air flow is not
entirely axial. With an increase in installation pressure
drop the air flow becomes more radial.
The fan is usually belt driven, but on mobile applica-

tions certain engines also have crankshaft-mounted
fans as an option. A crankshaft-mounted fan is
exposed to higher stresses than a belt-driven fan.
There are two main types of axial fans: fixed fans and
temperature-controlled fans.
P0004170
The fan is an installation safety item and Volvo Penta

fans are thoroughly tested before they are approved.
Volvo Penta therefore recommends that only genuine
Volvo Penta fans be used.
47700904 07-2011 49
Fixed fans
Puller fan Fixed fans are used wherever large, continual cooling
air flows are required. They are also used in installa-
tions where noise levels and fan power consumption
are less important.
Volvo Penta provides two different fan types: plastic

fans and fans with aluminum blades that are riveted to
twin steel hubs.
Crankshaft-mounted fans must have rubber hubs to

reduce vibrations from the crankshaft. There are two
P0004171 types of fan depending on the direction of airflow:
• Puller fan (draws air in)
• Pusher fan
Pusher fan
A puller fan draws cooling air through the radiator while

P0004172 a pusher fan forces air through the radiator. The fol-
lowing factors must be considered when determining
the most suitable air flow direction for the installation:
1 The same fan diagram applies to two similar fans
where only the air flow direction differs. However,
both pressure drop and cooling capacity are
changed if air flow direction is changed on a given
installation.
2 Wherever possible the air flow direction must be
such that the air temperature at the radiator inlet is
as low as possible (close to ambient temperature).
This means that a puller fan usually provides the
best cooling capacity. In the case of a pusher fan,
air is heated by the engine before it passes through
the radiator.
3 It is easier to achieve an even distribution of air flow
over the radiator surface if a puller fan is used
instead of a pusher.
4 A pusher fan is usually required on generator set
applications to ensure sufficient generator cooling.
5 On mobile applications with relatively high forward
speeds air flow direction must be selected to draw
benefit from the slipstream.
50 47700904 07-2011
Temperature-controlled fans
On temperature-controlled fans fan speed is controlled
by engine temperature. The fan only runs when it is
needed, which means that it uses less power and is
quieter than a fixed fan.
Silicone oil is used to transfer rotation to the fan via a

rotating disc in a visco fan coupling (1); it is controlled
electronically. Fan deployment is controlled by the
coolant and charge air temperatures.
The advantage with an electronically controlled fan is
that the engine only need engage the fan when it is
required and this saves fuel with varying loads. Note
that the visco coupling must never be laid on its side
(e.g. when removing fan components), as the silicone
1 oil will run out.
There is always a certain amount of slippage when the

fan is engaged. The coupling must be designed for a
given drive speed in order to function correctly.
Volvo Penta uses couplings of viscous type for tem-

perature-controlled fans.
p0011368
47700904 07-2011 51
Figure 1 Fan capacity

p (Pa)
Fan plot (A)
The fan creates the greatest rise in pressure when it is
working against a high back pressure, when it provides
little air flow. The pressure increase across the fan
reduces with higher air flows. The fan plot in figure 1
shows increases in static pressure in comparison to
A different air flow speeds (1, 2, and 3 in figure 1).
There is a section on the fan plots with a depression

called the stop zone (B). The fan is somewhat unstable
in this zone and in realistic conditions the fan would
work to the right of this zone; see figure 2. To the left
qa m3/s of the stop zone the major part of the air flow from the
1 2 3
P0004178 fan is radial. Fan capacity plots issued by manufactur-
ers usually refer to tests carried out in a tunnel test rig.
The fan does not behave in the same way on an engine
installation, but more like in a chamber test rig.
Figure 2 The fan plots derived from the two different test meth-
p (Pa) ods are shown in the adjacent graph. The stop zone
on engine installations is not as distinct and the fan plot
is a little further to the right of the stop zone.
B System plot (C)

Every air cooling installation has a given pressure drop
for a given air flow. There is a point where the pressure
increase across the fan coincides with the pressure
drop across the installation at a given fan speed. This
point in the fan graph is the working point at the actual
fan speed. If the working points for different fan speeds
are joined by a line the installation system plot is
derived. See figure 3.
2 qA m3/s
1 Air flow and pressure increases that a fan is able to
P0004179
create in a given installation are always determined by
1 Fan plot in an installation or chamber test rig the fan plot and system plot intersection. The system
plot can be expressed by the formula:
2 Fan plot in a tunnel test rig
Figure 3 p = k x qA2
p (Pa)
p= increase in static pressure (Pa)
k= constant, dependent on installation
qA = air flow (m3/s)
The value k must be as low as possible for the instal-

C lation, and is affected by all the components in the air
cooling system. An installation with a small radiator
surface area often has a high k value.
The total cooling air pressure drop is around 2-3 times

greater than the pressure drop across the radiator on
uncovered generator set engine installations of types
2 3 qa m3/s TD or TWD.
1
P0004142
52 47700904 07-2011
Calculation formulae Fan speed

Air density Fan rpm ratios for different engines are specified in
The fan plot only applies to a given air temperature, Sales Support Tool, Partner Network.
normally 20 °C (68 °F), which gives an air density of
Fan noise and power consumption depend largely on
1.2 kg/m3 (0.075 lb/ft.3). If the plot is not drawn for fan speed. Fan power consumption is proportional to
20 °C the actual temperature and density must be fan speed cubed, as shown in the preceding formulae.
specified. The pressure from the fan plot must be This means that if fan speed increases by 10 %, fan
recalculated for other temperatures. If the fan graph power consumption increases by 33 %.
applies to an air density of ρ0 and the actual air density
is ρ1, the pressure ρ0 from the graph is recalculated Fan noise depends to a great extent on vortices gen-
as follows: erated by the blade tips. A blade tip speed of max
90 m/s (295 ft./s) (circumferential speed) is recom-
p1 ρ1 mended in order to achieve a low noise level.
–– = ––
p0 ρ0 Generally speaking, a relatively low fan speed and a
large fan diameter are recommended in order to cre-
p= increase in static pressure (Pa) ate the required air flow.
ρ= air density (kg/m3)
t= air temperature (°C)
Air density can be calculated by:

index 0: from the diagram
index 1: actual value
ρ1 273 + t0
–– = –––––––
ρ0 273 + t1
Fan speed
The following formula may be used to determine the
fan plot for a fan speed other than the one drawn:
qA2 n2
––– = ––
qA1 n1
qA = air flow (m3/s)
p = pressure increase (Pa)
n = fan speed (rpm).
p2 / p1 = (n2 / n1)2
Fan power consumption at a different fan speed can

be calculated by:
p2 / p1 = (n2 / n1)3
P= fan power consumption (W)
Efficiency
Fan efficiency can be calculated as follows:
p x qA
η = –––––
P
47700904 07-2011 53
Fan location
The optimal fan location is in the center of the radiator.
The fan must rotate over as large a radiator core sur-
face area as possible, but fan diameter must not be
1 greater than radiator core width or height.
Fan location on the engine is determined by the type

of fan drive. All Volvo Penta engines have belt-driven
2
fans as standard. 6 and 7-liter engines for mobile appli-
cations also have crankshaft-mounted fans as an
option.
P0004174 Puller fan

The distance between the radiator core and the front
1 Optimal fan surface cover of the fan is extremely important for air distribution and
2 Radiator fan power consumption. It is important that air flow be
evenly distributed over the radiator core to achieve the
best possible cooling capacity.
If the fan is too close to the radiator core the air flow
will be more concentrated and the radiator surface will
not be fully utilized. The recommended distance (A) is
100–200 mm (3.9–7.9"). The minimum permissible
distance is 80 mm (3.1").
kW The graph shows the approximate reduction in fan
20 power consumption when the distance is increased.
18 The distance (B) between the front of the engine and

the back of the fan also affects fan power consumption.
16
A B The illustration shows two examples with two different
14 values for the distance B called B1 and B2, where B2
is greater than B1.
12
The distance is also important for cooling air restriction
10 and a short distance provides greater restriction.
Pusher fan
8 B1
The distance between the radiator core and the charge
6 B2 air cooler radiator core and the back of the fan is
extremely important for air distribution and fan power
4 A mm consumption. It is important that air flow be evenly dis-
50 100 150 200 250 300 tributed over the radiator core to achieve the best pos-
P0004173
sible cooling capacity.
The recommended distance (A) is 100 mm (3.3").
54 47700904 07-2011
Fan ring
The function of the fan ring is to increase fan perform-
ance and reduce the generation of vortices at the blade
tips.
The fan's radial and axial location in relation to the fan

ring is of extreme importance for its efficiency. The
position is also dependent on whether it is a pusher or
a puller fan. Because so many parameters play a role
in fan installation it is difficult for Volvo Penta to specify
precise measurements if the customer designs his own
system with parts other than Volvo Penta's.
In general terms fan performance is improved where

there is a minimum distance between blade tips and
the fan ring subject to the necessary clearance for
movement and its effect on the design.
Fan cowl (D)

The function of the fan cowl is to ensure that all air flow
from the fan is led to the cooler. This means that the
D
fan cowl must make a good fit with the radiator. If an
engine-mounted fan ring is used its seal against the
fan cowl must be good. The connection between the
fan cowl and the fan ring must be made such that no
unnecessary obstacles to air flow are created.
Fan guard depth must be adapted to provide the cor-

rect distance between the radiator core and the front
1/2-2/3 of the fan.
C
P0004184
Fig- Fan guard (D) without fan ring on a

ure 4 pusher fan.
C Air flow
47700904 07-2011 55
Charge air cooler

The air-to-air type charge air cooler (1) forms part of
both the cooling air and inlet systems. The function of
the charge air cooler is to cool the charge air between
the turbocharger and the inlet manifold. Air density is
thus increased, which provides more oxygen for com-
bustion. Power is therefore increased while exhaust
emissions are reduced.
The charge air cooler must only use the coldest pos-
sible cooling air and the latter must therefore pass
through the charge air cooler before it passes the cool-
ant radiator (2). In a puller fan system the charge air
cooler must be located in front of the radiator, and
behind the radiator in a pusher fan system.
3
Volvo Penta uses pusher fan systems on all generator
set engines. Pusher fans (3) are also used on TAD PP
2 engines (Power Pac), except on TAD940-943VE and
P0004167 1 TAD1241/1242VE engines.
Volvo Penta uses puller fan systems on mobile TAD
engines.
The charge air cooler is manufactured entirely in alu-

minum. Charge air passes through the heat exchanger
in wide aluminum tubes with folded aluminum fins.
Extremely high standards of air cleanliness and airtight
integrity apply to the charge air cooler.
The most important charge air cooler performance fac-

tors are temperature efficiency, charge air pressure
drop and cooling air pressure drop.
Temperature efficiency is defined as follows:
tL1 - tL2
ηt = ––––––
tL1 - t0
tL1 = charge air temperature before the charge air cooler
tL2 = charge air temperature after the charge air cooler
t0 = cooling air temperature before the charge air cooler
Temperature efficiency depends on charge air flow

and cooling air flow for a given charge air cooler. Effi-
ciency increases when charge air flow falls and cooling
air flow rises.
Volvo Penta charge air coolers for generator sets and

stationary TAD engines all have a temperature effi-
ciency of more than 0.9 at maximum engine rating.
56 47700904 07-2011
The aluminum fins are folded and have a grille.
Cooling air is heated when it passes through the

charge air cooler and conditions are thus poorer for the
radiator. In an open engine installation there is usually
a temperature increase of around 10 °C (50 °F) across
the charge air cooler. Cooling air temperature
increases overall by approx. 35-45°C (1.7 - 7.2 °F)
across the entire radiator assembly (both the charge
air cooler and the radiator).
In the case of engines for which Volvo Penta does not

supply complete cooling systems, all the technical data
required for charge air cooler design is available in
Sales Support Tool, Partner Network, under
“Charge air cooler system”.
NOTICE! VE engines with closed crank case ventila-

tion must have drain taps on the lower charge air cooler
tank(s). Water and oil condensate that forms in the
charge air cooler must be drained every 1000 hours.
Only high quality jointless piping or aluminum may be

used for the pipe run between the turbocharger and the
charge air cooler. The inside must be smooth and free
from swarf and rust deposits etc.
Use only stainless steel clamps of high quality. Clamp

width must be at least 15 mm (0.6"). The hose clamp
inner diameter must be adapted accurately to the hose
diameter, as the clamp working range is small. Mini-
mum clamp belt tensile strength: 400 N/mm2 (58 000
PSI).
P0008933
47700904 07-2011 57
Air conditioning condenser

If an air conditioning condenser is used it is normally
located in front of the radiator on a puller fan system.
The condenser causes a cooling air pressure drop and

temperature rise. A condenser in operation may raise
the temperature by 3-5 °C (37.4–41 °F).
2 Air-cooled torque converter oil cooler

1
3 This type of torque converter oil cooler (1) may also be
located in front of the radiator (2) and thus cause a
cooling air pressure drop and temperature rise. The
ATB reduction depends on the radiator type and the
torque converter cooling requirement.
1 Oil Cooler
2 Radiator
4
3 Condenser
5
4 Air flow
5 Puller fan
P0004168
58 47700904 07-2011
Cooling air ducts

When an engine is installed in a building it is necessary
to lead cooling air out of the building to prevent recir-
culation. On generator set engines with pusher fans
the warm air from the radiator must be carried in a duct
from the front of the radiator to an opening in the wall.
The air outlet opening may have a grille or noise baffles

and the free flow area in the opening must be 25 %
greater than the radiator core surface area. The air inlet
opening in the wall must be as large as the outlet open-
ing.
The pressure drop across the inlet, ducts and outlet

must be minimized to achieve the best possible cooling
capacity.
The pressure drop across these components may not

exceed the external flow limitation for the required
cooling performance.
The external flow limitation for each engine is specified

in the Sales Support Tool, Partner Network. Refer
also to the Arrangement and Planning page 22 chap-
ter.
Recirculation
Puller fan Warm air recirculation is a problem that can signifi-
2 cantly impair cooling capacity. It is therefore necessary
to prevent recirculation in all installations.
Warm air from the fan outlet in a puller fan system

tends to recirculate back to the radiator inlet (or charge
air cooler). In a pusher fan system the warm air recir-
culates from the radiator outlet to the fan inlet. Recir-
culation is caused by the air pressure differential
3 1 between the front and the back of the fan.
Air always seeks to flow from a higher pressure to a

lower pressure.
Recirculation occurs chiefly in covered installations

and engine compartments. The installation must be
2 carried out so that recirculation is prevented, especially
P0004175
in mobile applications and generator sets in engine
compartments. Recirculation can be prevented on
1 Engine generator sets by installing cooling air ducts and seal-
ing. Refer to the Engine Mounting and Engine Room
2 Recirculation
Layout page 38 chapter.
3 Air flow
All surfaces where air can recirculate must be thor-
oughly sealed on mobile applications. The ATB value
may be reduced by 3–5 °C (37.4–41 °F) through
improved circulation.
47700904 07-2011 59
Cooling Air System

The function of the cooling air system is to cool and Pressure drop
carry heat away from the radiator (and air-to-air type
charge air cooler). The fan causes a pressure Pressure drop across the cooling system depends on
increase that forces cooling air through the radiator the pressure drop across all the system components,
and other components. both upstream and downstream of the fan.
There is a pressure drop across each component in The following components affect total pressure drop:
the system, and the total system pressure drop must • Engine Room
be minimized to achieve the best possible cooling
capacity. Cooling air may even be heated by compo- • Fan guard
nents in the air flow, such as the generator, and this • Fan location
impairs system cooling capacity.
• Charge air cooler, air-to-air type
The cooling air system comprises the following com-
• Radiator
ponents:
• Radiator guard
• Fan
• Air conditioning condenser
• Fan ring
• Air-cooled oil cooler
• Fan guard
• Air ducting
• Radiator
• Radiator grille, noise insulation
• Charge air cooler (TAD engines)
Cooling air airflow must have as few obstacles as
The system can be extended with extra components:
possible to minimize pressure drop. Total system
• Air conditioning condenser pressure drop must be minimized to ensure good
cooling capacity. It is not always correct to calculate
• Air-cooled torque converter oil cooler
total pressure drop by adding together component
• Grille and cooling air ducting pressure drops, as the components themselves influ-
ence each other's air flow conditions.
External flow limitations for different AOT tempera-

tures are specified in the Sales Support Tool, Part-
Cooling air ner Network. Pressure drop from accessory compo-
nents outside engines using the standard Volvo Penta
Cooling air temperature can vary greatly and may also
cooling assembly may not exceed the external flow
contain different kinds of dust, moisture and oil mists.
limitation, as cooling capacity may be affected.
Ambient temperature, and the temperature of the air
that enters the radiator (or charge air cooler) are often
different, as the air may be heated by various com-
ponents before it reaches the radiator.
The amount and type of dust in the air is an important

factor in selecting the type of radiator. If a system
using a pusher fan is used, crankcase blow-by gases
may give rise to an oil coating on the radiator and
charge air cooler cores (especially gases from crank
case ventilation). Dust particles in the air stick more
easily to the oil, and this reduces heat transfer. Meth-
ods of reducing this effect are to use a closed crank
case ventilation system or to lead crank case gases
away from the cooling air flow (separate pipe outside
the room). Refer to the Engine Mounting and Engine
Room Layout page 38 chapter.
60 47700904 07-2011
Engine Heater
Figure 1 There are two types of electrical engine block heaters
available, both for 220–240V AC.
Engine heater installed in engine block

There is a 600 W (previously 820 W) continuous use
heater available for 4 to 7-liter engines; see figure 1.
There is a 1500 W block heater available for larger

engines; see figure 2. It is only designed for intermittent
use.
We recommend that this heater not be run with a ther-
mostat.
The heater is designed to be used with a timer, and to
P0004182
be switched on for shorter periods, max. 3 hours per
occasion. The heater can be installed in one of the
plugs on the left side of the engine block.
Figure 2
P0004169
Figure 3 Separately installed engine heater

This heater is especially suitable for continuous heat-
ing for e.g. standby generator set engines. Heater out-
put must be adapted to the specific coolant quantity
depending on engine size and ambient temperature.
The heater must be installed separately in a protected

location, but at the same time the shortest possible
connection hoses must be used. The heater may be
installed as illustrated in figure 3, adjacent.
The 750 W engine heater is intended for standby gen-

erator sets installed in environments with temperatures
of > +5 °C (41 °F).
The 750 W engine heater is also intended for 6, 7 and

10-liter engines installed in environments with temper-
atures of < +5 °C (41 °F).
P0004183
The 2000 W engine heater is also intended for 12 and
16-liter engines installed in environments with temper-
atures of > +5 °C (41 °F).
Contact Volvo Penta regarding engines that are run in

extremely low temperatures, < -20 °C (68 °F).
47700904 07-2011 61
Cab Heater
Cab heaters use engine coolant to heat the cab via a
heat exchanger. Cab heaters must be dimensioned so
that they do not take too much heat from the coolant.
If this occurs, the engine will not reach the correct

operating temperature and engine wear will increase.
Pipes and hoses must be of a diameter sufficient to
provide correct circulation. The system must be fitted
with a drain tap at its lowest point, and a venting nipple
at its highest point.
If the heater matrix is located higher than the engine,

the expansion tank must be located higher than the
heater matrix. Heater hoses and pipes must be con-
nected to the engine according to the dimensional
drawing for the engine concerned. Refer to Sales Sup-
port Tool, Partner Network.
Torque Convertor Oil Cooler

If a torque converter is connected to the engine (mobile
applications), heat from the converter can be cooled
by cooling water or cooling air. If cooling water is used,
a torque converter oil cooler must be installed in the
engine cooling water system. The oil cooler (1) can be
connected between the radiator and the water pump
inlet.
The cooling system (especially the radiator) must be

dimensioned to withstand the extreme heat that is gen-
P0004166 erated by the torque converter. Pressure losses from
the oil cooler, coolant pipes and hoses must be kept to
a minimum. The shortest possible pipes and hoses
must be used for coolant. It is better to use longer pipes
for the oil.
A narrow pipe or hose (2) with an internal diameter of

max. 10 mm (0.4") must be connected between the oil
cooler and the engine block.
This is done to safeguard coolant supply to the oil

cooler when the engine thermostat is closed.
62 47700904 07-2011
Cooling Water System

Function Mixture ratio
The function of the cooling water system is to trans-
port heat energy away from the engine and accessory WARNING!
components to the radiator. The cooling water system All coolant is hazardous and harmful to the
consists of the coolant and the following components: environment. Do not consume. Coolant is flammable.
- Engine and radiator circuit IMPORTANT!
- Oil cooler circuit Under no circumstances may Volvo Penta coolant
- Charge air cooler circuit, water-to-air VCS, yellow be mixed with Volvo Penta coolant green
(or any other coolant). Information regarding this is
- Expansion tank and venting circuit provided in the Operator's Manuals for the engines
concerned. Further information is also available in
The system can be extended with extra circuits: Bulletin 18-4-2 version 3.
- Torque converter oil cooler circuit
IMPORTANT!
- Compressor cooler circuit Industrial engines may not use coolant filters in com-
- Engine heater circuit bination with yellow VCS coolant. There fuel filter is
therefore not fitted to industrial engines filled with VCS
- Cabin heater circuit yellow.
- Coolant filter circuit
Mix:
40 % Volvo Penta glycol (conc. coolant)
Coolant 60% water
Volvo Penta engines will have two types of coolant in This mixture protects against internal corrosion, cav-
the future, Volvo Penta Coolant (green) and itation and damage from freezing down to –28 °C (–
Volvo Penta Coolant VCS (yellow). From 2011, Volvo 18 °F). The freezing point is lowered to –54 °C (–
Penta will switch completely to the new type of cool- 65 °F) with 60% glycol in the coolant. Never mix more
ant, VCS yellow. than 60% concentrate (glycol) in the coolant, as this
will impair protection against freezing, impair cooling
The coolant has three functions: ability, and result in a risk of overheating.
1 To provide sufficient heat transfer.
IMPORTANT!
2 To protect all cooling system metal parts from The coolant must be mixed with clean water. Use
corrosion. distilled, deionized water. The water must comply
3 To provide sufficient protection against freezing. with Volvo Penta requirements. Refer to Water Qual-
ity page 76.
We recommend the use of “Volvo Penta Coolant,
Ready Mixed” or “Volvo Penta Coolant” (concen- IMPORTANT!
trated) mixed with water. This is the only grade of It is very important that the cooling system be filled
coolant suitable for, and approved by, Volvo Penta. with coolant of the correct concentration. Mix in a sep-
arate clean vessel before filling the cooling system.
Anti-corrosion additives are not permitted in Volvo Make sure the fluids are well mixed.
Penta engines. Never use water by itself as the cool-
ant. The coolant filter available as an option on all stand-
ard 9, 12 and 16-liter engines (except TAD 420-722)
IMPORTANT! may only be used in combination with green coolant.
The correct mixture of coolant must be used all year
round. This also applies where there is never a risk of
freezing, to ensure that the engine has sufficient cor-
rosion protection.
Future warranty claims related to engine and acces-
sories may be declined if an unsuitable coolant has
been used, or if the recommendation for coolant mix-
ture has not been followed.
47700904 07-2011 63
Engine and radiator circuit

This circuit comprises the following main components:
T - Thermostat (T)
- Coolant pump (WP)
R - Water ducts in the engine block and cylinder heads
P - A bypass(P) between the thermostat housing and
WP the coolant pump
P0004159 - Radiator (R)
- Pipes and hoses
The radiator may in certain cases be replaced with a

heat exchanger of water-to-water type.
Certain engines also have a charge air cooler in the

coolant circuit, e.g. TWD engines.
Pump capacity Coolant pump

Kpa
200 Coolant pumps are either belt or gearwheel-driven and
2800rpm
180 are specially designed for each engine size. Pump rpm
160 ratios for each engine are specified in the Sales Sup-
140 port Tool, Partner Network.
120 The coolant pump is of centrifugal type in which coolant
2100rpm
100 flow depends largely on system back pressure. If any
80 1800rpm accessory components are connected to the system,
60 coolant flow will be reduced which means that consid-
1500rpm eration must be given to component pressure drop and
40 the length, diameter and shape of pipes and hoses.
1200rpm
20
The graph shows pump plots at different engine
0 1 2 3 4 5 6 7 8 9 10 speeds. System coolant flow is determined at the inter-
1 I\s section of the pump plot and the system plot, as descri-
P0004160 bed below. The following equations may be used to
determine the pump plot for other engine speeds:
1 Pressure drop across the engine
The system plot describes the pressure drop through p2 / p1 = (n2 / n1)2
the system to which the coolant pump is connected.
The system plot uses the following formula: qW2/qW1 = n2 / n1
p = k × qw2
p = static pressure (kPa)
k= is a system-dependent constant and is used to qW = Coolant flow (I/s)
draw the system plot as described in the instruc- n = engine speed (rpm)
tions above.
Use the values p1 and qW1 from a point on the existing
engine speed plot n1. Calculate p2 and qW2 at the new
engine speed n2 and plot this point in the graph.
Repeat the procedure for a few other points on the
n1 plot and draw the new pump plot through the cal-
culated points.
64 47700904 07-2011
KPa The plot for the pressure drop (1) across the engine is
200 drawn in the pump graph. This plot shows the pressure
2800rpm
180 drop in the engine cooling ducts from the pump inlet to
160 the upper engine outlet. The plot applies to a fully-open
140 thermostat where the pressure drop across the oil
cooler and a water-to-air charge air cooler (TWD
120
2100rpm engines) is included.
100
80 1800rpm The pressure drop across the external circuit must be
added to engine pressure drop to determine the entire
60 1500rpm
system plot. The external circuit usually comprises a
40 1200rpm radiator and hoses but there may also be a torque con-
20 verter oil cooler.
0 1 2 3 4 5 6 7 8 9 10 The pressure drop across the components depends on
1 2 3 qw (I\s) coolant flow. System plot calculation is begun by cal-
P0004161
culating one point on the plot. The pressure drop
across a Volvo Penta radiator for a given coolant flow
1 Pressure drop across the engine can be obtained from Volvo Penta. The pressure drop
across other components in the external circuit must
2 System plot
be added to the pressure drop across the radiator at
3 Coolant flow at 2800 rpm the same coolant flow. Add this sum to the pressure
drop across the engine for the actual coolant flow in
the pump graph. Now calculate the total pressure drop
for a given coolant flow.
The entire system plot (2) can now be drawn by using

the formula: p =k × qW2.
Calculate k = p / qW2 by using the values p and qW

according to the instructions above.
System coolant flow (3) is determined at the intersec-

tion of the pump plot and the system plot for the actual
engine speed.
Outer cooling system flow restrictions must be
checked on installations with accessory components
installed in the liquid cooling system, or where there
are long coolant pipes to remotely-installed radiators.
The maximum flow restriction for the outer cooling sys-
tem is specified in the Sales Support Tool, Partner
Network.
Cavitation
Pump suction capacity depends on coolant pressure
and temperature. An increase in coolant temperature
reduces suction capacity. In order to avoid cavitation
there must be a static pressure on the suction side of
the pump. To achieve this there must be a hose from
the expansion tank to the suction side of the pump.
Cavitation occurs when static coolant pressure inside
the pump falls to coolant vapor pressure.
Some of the coolant then vaporizes and vapor bubbles

are formed. These vapor bubbles follow the coolant a
little way and when they reach an area in the pump with
higher pressure they implode. A pressure pulse is
formed at every implosion and if this is repeated often
enough mechanical damage to pump materials may
occur (above all to the impeller). At the same time,
pump performance is impaired.
47700904 07-2011 65
Thermostat
A thermostat is installed in the cooling system to main-
tain coolant temperature within a certain temperature
range.
The cooling system comprises an inner circuit and an

outer circuit through the radiator.
1 The thermostat is closed when the engine is cold and

during the warm-up period. All coolant circulates in the
internal circuit in order for the engine to reach the cor-
rect operating temperature as quickly as possible.
When the coolant reaches thermostat opening tem-
perature it begins to circulate through the external cir-
cuit. The thermostat controls coolant flow to the radia-
tor and thus maintains coolant temperature at the cor-
rect level for different engine loads.
2
The 520/722VE engine series uses this coolant outlet
system, while 420/620VE series engines and
520/722GE generator set engines use a coolant inlet
3 control system.
Because of this system difference, thermostat control

ranges are also different.
Thermostat control ranges:
P0004162
87 °C to 102 °C (188.6 °F to 215.6 °F) (outlet control)
83 °C to 95 °C (181.4 °F to 203 °F) (inlet control)
1 Thermostat in closed position
2 Thermostat in fully-open position These cooling system differences have no influence on
external cooling system design.
3 To radiator
The thermostat opens fully at extreme engine loads
and high ambient temperatures. The internal coolant
system is then fully isolated and coolant circulates
through the radiator.
NOTICE! If the thermostat is removed, the following

will happen:
• The warm-up period the engine requires to reach

operating temperature will be much longer. Further-
more, the engine will not reach operating tempera-
ture at idle or low to medium loads at moderate
ambient temperatures.
• Engine lubricating oil temperature will not reach the
correct level, which increases fuel consumption.
Exhaust emissions will increase (more white smoke)
and engine power will be reduced a little. It will also
increase engine wear and shorten engine operating
life.
• System cooling capacity will also be impaired as not
all coolant will pass through the radiator (uncontrol-
led coolant flow).
Even if the temperature gauge shows the correct
coolant temperature the coolant may boil in the
engine water jacket.
• Engines that are operated without a thermostat
are not covered by warranty.
66 47700904 07-2011
Radiator
The radiator is a coolant-to-air type heat exchanger
and forms part of both the coolant and cooling air sys-
tems. Hot coolant from the engine passes through the
radiator pipes and is cooled by cooling air with the aid
of a fan.
The radiator must have external dimensions that are

as small as possible, but still have good cooling
capacity and small pressure drops on the air and cool-
ant sides. The radiator core may not be too compact in
extremely dusty conditions, as it may become clogged.
Heat from the coolant must be transferred to air

through the radiator tube core. The heat transfer coef-
ficient is much higher on the coolant side than on the
air side and therefore the contact surface between the
air and the tubes must be enlarged by means of fins.
The radiator comprises an upper and lower tank, cool-
ant tubes, fins and a frame.
Volvo Penta uses aluminum radiators:

1 Flat, latticework fins on tube-and-fin type radiators.
2 Folded fins on tube-and-folded-fin type radiators.
The gills on the fins increase the heat transfer coeffi-

cient further.
The following factors are important when selecting a

radiator:
- Engine heat transfer to coolant.
- Heat transfer from accessory components (e.g. tor-
que converter oil cooler) to coolant.
- The maximum temperature of the air entering the
radiator.
- The maximum temperature of the coolant entering
the radiator
- Cooling air flow and direction (puller and pusher
fans).
- The pressure drop on the coolant side.
- The pressure drop on the cooling air side.
- Radiator core surface area.
- Vane type and vane interval.
- The amount of dust and foreign particles in cooling
air.
- The ease with which it can be damaged and the type
of guard that may be used.
47700904 07-2011 67
Folded fins Cooling capacity may be significantly impaired if dust

3 lodges on the fins. It is therefore important to clean the
1 radiator often in dusty environments. Because of this
the design must be such that the radiator is easily
accessible and easy to clean. High pressure washers
may be used on tube-and-folded-fin type radiators, but
pressure must be reduced for tube-and-flat-fin radia-
tors so that the fins are not deformed. If dust is firmly
lodged or mixed with oil, a solvent may be used.
The recommended fin interval depends on the type of

dust that occurs and how often the radiator is cleaned.
The most difficult environments are in agricultural and
2 forestry applications. If fin intervals are too small the
radiator must be cleaned very often. A fin interval of
P0004185
around 4 mm (0.157") and fins without grilles are rec-
ommended for such applications. A larger radiator sur-
1 Coolant face area is required to compensate for the greater fin
interval.
2 Air
3 Fins
Pipes and hoses

Pipes and hoses must be designed to provide good
coolant flow. Sharp bends, pinched surfaces, sharp
edges and sudden changes of location must be
avoided as they may cause large pressure drops. The
hoses must withstand coolant temperatures and pres-
sures, and be resistant to ethylene glycol and anti-cor-
rosion additives. Outside hose surfaces must be resist-
ant to fuel and lubricating oil. The hoses must be rein-
forced, preferably with EPDM rubber or silicone rub-
ber.
Pipe and hose recommendations:

- Only use hoses with smooth inside surfaces. Inter-
nally folded, flexible hoses may not be used as they
cause large pressure drops.
- The internal hose diameter must be slightly smaller
than the connection pipe external diameter.
- All pipe ends connected to hoses must have flanges
to improve sealing.
- Radiator connections may not have smaller diame-
ters than engine pipes.
Engine oil cooler

The engine oil cooler is connected in parallel to the
engine cooling circuit. It is engine mounted; Volvo
Penta uses two different types:
- Plate oil coolers.
- Tube oil coolers.
68 47700904 07-2011
Charge air cooler, coolant-to-air type

Engine coolant is used to cool charge air in TWD
engines.
Coolant is pumped through the circuit via a pipe from

the radiator to the charge air cooler. After coolant has
passed through the charge air cooler tubes it is fed to
the pump.
The illustration shows twin charge air coolers on a

TWD1643GE engine.
1 Coolant to charge air coolers
2 Coolant from charge air coolers
3 Charge air cooler
4 Inlet cover
5 Turbocharger
1
2
P0011516
47700904 07-2011 69
Expansion tank and venting circuit

This circuit comprises:
- Expansion tank
- Pressure cap
- Venting nipples and hoses
- Coolant level indicator (optional)
Expansion tank
The expansion tank is installed separately.
The radiator must have a separately installed expan-

sion tank on mobile applications.
The expansion tank has four different functions:

- To provide space for coolant heat expansion in the
liquid cooling system.
- To separate air from the coolant.
- To maintain a static pressure on the coolant pump
suction side to prevent cavitation.
- To provide a given system pressure by building up
pressure in the air above the coolant surface.
Expansion tank volume

Total expansion tank volume must be at least 18-22 %
of total coolant volume.
1 The expansion space (air) at least 7-9 %.
2 Recommended operating volume 10-13 %.
3 Minimum volume (cold engine) 5-6 %.
Plastic expansion tanks are available as options for all

P0004181
engines for mobile applications; refer to the Sales
Support Tool, order specification, optional equip-
ment.
Recommended expansion tanks:
6 and 7-liter engines: 8-liter tank

9, 10, 12 and 16-liter engines: 12-liter tank
70 47700904 07-2011
Installing a separate expansion tank

1 Venting hose from the radiator to the expansion
2 tank. The hose must slope upwards all the way. If
it does not slope a venting tap must be used.
2 Expansion tank.
3 Pressure cap.
4 Connector for coolant level indicator (option).
5 Hose from expansion tank to coolant pump inlet.
LLK 6 Charge air cooler venting
7 Venting hose from thermostat housing to expansion
tank. The hose must slope upwards
8 Charge air cooler.
Type of pressure cap and opening pressures

P0004164 depending on height
Height (H) Type of pressure cap

A Coolant pump, center line. -2.0 m (-6.5 ft.) 75 kPa (10.9 PSI)
H Max 7 m (23 ft.) to protect pump sealing. 2.0–5.0 m (6.5–16.5 ft.) 50 kPa (7.3 PSI)
5.0–7.0 m (16.5–23.0 ft.) 30 kPa (4.4 PSI)
47700904 07-2011 71
Pressure cap
The aim of a pressurized system is to raise coolant
boiling point and prevent cavitation in the coolant
pump. This is especially important at high ambient
temperatures and altitudes.
The pressure cap also prevents boiling and coolant

loss when a hot engine is shut down. Volvo Penta uses
two different types of pressure cap:
• A metal pressure cap with an opening pressure of
60 or 70 kPa (8.7 or 10.2 PSI) for sheet metal expan-
sion tanks.
P0004165
• A plastic pressure cap with an opening pressure of

75 or 90 kPa (10.87 or 13.1 PSI) for separate, plastic
expansion tanks, depending on engine type.
When coolant temperature drops low pressure is cre-

ated in the system. There is a vacuum valve in the cap
to prevent this low pressure from becoming too great.
The lowest pressure permitted is 10 kPa (1.5 PSI).
P0004181
Altitude AMSL Atmospheric pres- Boiling point at at. Boiling point with Boiling point with
(m) sure pressure 50 kPa cap 70 kPa cap
(kPa) (°C) (°C) (°C)
0 101 100 112 115
500 95 98 110 114
1000 89 96 109 113
1500 84 95 108 112
2000 79 93 107 111
2500 74 92 106 110
3000 69 90 105 109
3500 65 88 104 108
4000 61 86 103 107
72 47700904 07-2011
Venting nipples and hoses

It is crucial for the coolant to be free from air and that
the system can be completely filled for it to function
correctly.
Venting nipples must be installed so that air cannot

become trapped anywhere in the coolant cooling sys-
tem. If air is mixed with the coolant, or if air is trapped
it may have the following consequences:
- Cooling system cooling capacity is impaired.
- Heat absorption and transfer characteristics are
impaired.
- The coolant may boil locally, which will cause high
metal temperatures.
- Coolant loss due to air expansion.
- Cavitation in the coolant pump and lines.
- Seized cylinders.
All engines are fitted with a venting nipple connected

to the thermostat housing.
NOTICE! The venting nipple (bend) installed in the cyl-

inder head on TWD/TAD1240 engines has no choke.
The nipple must have a choke of 3–4 mm (0.0098–

0.0131") to reduce coolant flow. Radiators without inte-
gral expansion tanks must have a venting nipple in the
upper tank.
These nipples must be connected to the expansion
tank for the purpose of venting the coolant continu-
ously.
Components, pipes or hoses that are located higher

than the venting nipples must have separate venting
taps to prevent air becoming trapped. These taps must
be open while the system is being filled. The coolant-
to-air charge air coolers on TWD1240VE and
TWD1630V engines have separate venting taps.
Venting connections to the expansion tank must have

a choke of 2.5 mm (0.0082") (plastic) or 3 mm (0.0098")
(steel).
Venting hoses must slope upwards all the way to the
expansion tank. U-bends in hoses may cause fluid
locks and must be avoided.
Coolant level indicator

A coolant level indicator is available as standard or
option for both separate and integral expansion tanks.
It is located in the thread of the metal plug in the bottom
of the plastic expansion tank on 8 and 12-liter engines.
The indicator is connected to a relay that activates a
warning buzzer or shut-off device to the engine.
47700904 07-2011 73
Cooling Performance
The cooling capacity of an installation depends on AOT temperature is the same as ATB temperature on
engine heat transfer and all the cooling system com- engines using puller fans. If a pusher fan is used,
ponents: cooling air is first heated by the engine before passing
through the radiator (or charge air cooler on TAD
• Radiator
engines). On generator sets, the air is also heated by
• Fan type and diameter the generator and ATB temperature is equivalent to
AOT temperature minus the temperature increase
• Fan speed ratio
across the generator and engine. Refer to the illus-
• Type of fan ring and fan location tration below.
• Accessory components in the cooling air system
• Engine compartment and cooler heating
• Accessory components in the cooling water sys-
tem
• Air ducts and pressure drops across the instal- 1 2
lation
P0011819
3
ATB and AOT 1 AOT

Cooling capacity is expressed by the terms ATB (Air 2 Ambient cooling air (external)
To Boil) and AOT (Air On Temp).
3 Heating
ATB temperature is defined as the ambient tempera-
ture that provides maximum permissible coolant tem- The AOT temperature for each engine using the
perature. standard Volvo Penta cooling system is specified in
Technical data, Sales Support Tool.
AOT temperature is defined as the cooling air tem-
perature at the charge air cooler that provides maxi- Recommendation: ATB temperature must be at least
mum permissible coolant temperature. as high as the highest anticipated ambient tempera-
ture. In tropical conditions ATB must be approx. 50 °C
The difference between AOT and ATB is that AOT (122 °F). AOT temperature for generator sets is cal-
uses cooling air temperature at the charge air cooler culated by adding the temperature increase across
as a reference instead of ambient temperature. Thus the generator and engine.
AOT is independent of cooling air heating by the
installation.
The max permissible temperatures for each engine

type are specified in Technical data, Sales Support
Tool
ATB and AOT are calculated as follows

ATB definition = tmax permissible coolant temp. – tcoolant temp. after the engine + tambient temp.
AOT definition = tmax permissible coolant temp. – tcoolant temp. after the engine + taverage cooling air temp. at the charge air cooler
Cooling air heating = tcooling air temp. – tambient temp.
74 47700904 07-2011
External flow restriction

Pressure drop on the cooling air side comprises the Anticipated generator efficiency: 0,93.
pressure drop across all of the components in the 93 % of engine power is converted to electrical power,
system. When cooling air has passed the engine and -7 % is heat loss.
radiator there must be a pressure reserve to over-
come installation flow restrictions. Heat loss from generator: 0.07 x 387 = 27 kW
This value is specified in the Sales Support Tool, Heat radiation from the engine is 19 kW at 1500 rpm.
Partner Network as the external flow limitation. This
QHeat = 20 + 27 = 47 kW
means that the pressure drop across air ducts, engine
compartment, A/C condenser, radiator grille and Air density and specific heat are provided in a table:
sound insulation may not exceed the external flow At 50 °C (122 °F)
limitation, otherwise cooling capacity is reduced.
ρ = 1.09 kg/m3 (0.068 lb/ft3)
Example: CP = 1.009 kJ/kg (0.434 BTU/lb)
Net power output is 262 kW at 1500 rpm on a
TAD1242GE engine. Cooling air temperature increase can be calculated
according to the formula:
The following values have been extracted from the
Sales Guide:
QHeat 47
AOT temperature: 50 °C (122 °F) ∆T: ––––––––– = –––––––––––––– ≈ 7 °C (44.6 °F)
Airflow: 5.85 m3/s (206.6 cu. ft.) ρ x qA x CP 1.09 x 5.85 x 1.009
External flow limitation: 685 Pa (0.099 PSI) ATB temperature is now AOT temperature minus the
Temperature increase across the generator and temperature increase:
engine is calculated according to the formula: ATB = 50 - 7 = 43 °C (77.4 °F)
QHeat Max ambient temperature in which the engine may be

run is approx. 43 °C (77.4 °F).
∆T: ––––––––––
ρ x qA x CP NOTICE! The example above does not take into
account heat from e.g. uninsulated piping or an
∆T: Temperature increase (°C) exhaust silencer located inside a generator set cover.
In this case cooling air temperature would increase
QHeat: Heat effect from generator and heat radiation
further and lead to a lower ATB temperature.
from engine (kW)
ρ: Air density (kg/m3) Furthermore, it is probable that the actual installation
qA: Cooling air flow (m3/s) pressure drop will differ from the theoretical pressure
drop and affect the cooling airflow used in the exam-
CP: Specific heat of air (kJ/kg °C)
ple.
Volvo Penta recommends carrying out practical cool-

ing capacity tests in order to determine a correct ATB
temperature. Refer to the chapter “Evaluation and
testing”.
47700904 07-2011 75
Water Quality
ASTM D4985:
Total solid particles <340 ppm

Total hardness <9,5° dH
Chloride <40 ppm
Sulfate <100 ppm
pH value 5.5–9
Silica (acc. ASTM D859) <20 mg SiO2/l
P0002094
Iron (acc. ASTM D1068) <0.10 ppm
Manganese (acc. ASTM D858) <0.05 ppm
Conductivity (acc. ASTM D1125) <500 µS/cm
Organic content, CODMn (acc. <15 mg KMnO4/l
ISO8467)
76 47700904 07-2011
Summary of System Design

The following points must be given extra thorough consideration when designing a cooling system:
• The maximum ambient temperature the engine • Hot air recirculation will impair cooling capacity
must operate in. significantly and must be prevented by sealing.
• Cooling air flow direction, i.e. if a puller or pusher • Where accessory components such as a torque
fan is to be used. A pusher fan is recommended converter oil cooler are connected to the coolant
for generator sets to avoid generator overheat- system, it is necessary to know the cooling
ing. On mobile applications, consideration must requirement for such components.
be give to any slipstream.
• At a 50 % mixture of ethylene glycol in the cool-
• Engine heat radiation causes a rise in cooling air ant, ATB is around 3 °C (37 °F) lower than with
temperature in pusher fan systems. water alone.
• Generator heat contribution is 7-10% of net • Consideration must be given to the altitude
engine power. above sea level at the location where the engine
will be used, as ATB is reduced by around 1.4 °C
• Additional coolers in front of the radiator (puller
(34.5 °F) at 300 m (984 ft.)
fan) or behind the radiator (pusher fan) will
cause a rise in cooling air temperature and a • If it is necessary to increase cooling capacity, it
reduction in airflow. must be done in the first instance by using a
larger radiator and improving cooling air flow.
• The radiator may become clogged in dusty envi-
ronments, which will impair cooling capacity.
The radiator must be installed so that it can
easily be cleaned. Grilles / filters are available
as options.
• There must be as few obstacles to cooling air
flow as possible. The design of air ducts, grille
and engine compartment is important.
47700904 07-2011 77
Important to bear in mind regarding the coolant Important to bear in mind regarding the charge
circuit air circuit
• Coolant flow and external circuit sensitivity to • Charge air temperature and cooling capacity.
pressure drop. Engine charge air temperature should be as low
One extremely critical parameter when design- as possible. This is beneficial for fuel consump-
ing a cooling system is coolant flow. The pres- tion and increases total engine service life.
sure in the coolant system, which the pump (lower stress effects from heat at max load
works against, is linear to the amount of coolant points). Therefore pay attention to the need for
that must circulate. When the thermostat opens effective cooling.
back pressure increases and flow drops. There-
• Pressure drop across the charge air system.
fore, do not increase the external coolant sys-
Refer to technical data/cooling system/charge
tem beyond the permissible maximum volumes
air system
specified in the technical data for each individual
engine. • Load take-up.
Also refer to technical data/cooling system Be aware that the increase in air volume created
by extending the charge air pipes will have a
• Cooling effect and maximum cooling tempera-
drastically negative effect on load take-up.
ture.
Refer to technical data/cooling system • Pipe runs and installation (clamps).
“heat rejection from engine” and “Maximum top Refer to the charge air cooler chapter
tank temperature”
• Static main pressure.
Refer to technical data/cooling system
“maximum static main pressure” and “minimum
static main pressure”
• Expansion tank volume.
The total amount of coolant used in the system
affects the appropriate size of the expansion
tank.
Minimum expansion tank size is 18% of the total
coolant volume.
Refer to the expansion tank chapter
• Venting.
Refer to the venting, nipples, pipes and hoses
chapter
• Pipe and hose quality
Refer to the radiator, pipes and hoses chapter.
78 47700904 07-2011
Installation, Induction System
Induction System
General
The air inlet system is one of the most important parts
of the engine installation as it is able to directly affect
engine power, fuel consumption, exhaust emissions
and engine service life.
Bearing this in mind the air inlet system must be

designed so that it is able to provide the engine with
clean, dry, cold air with the smallest possible flow lim-
itation.
The system must also be designed to cope with the

shock loads and operating conditions that occur during
use. It must also provide reliable sealing and durability.
Air Inlet System

The air inlet system consists of three main compo-
nents:
- Inlet manifold - dirty side
- Air cleaner
- Inlet manifold - clean side
Inlet pipe, dirty side

The air inlet must be installed in a location
- that has the lowest possible dust concentration
- where the temperature is as close to ambient air
temperature as possible
- and which is protected from water splashes
The inlet must be protected against rain and snow.

Make sure it is not possible for exhaust gases to be
drawn in to the air inlet system.
The air inlet pipe must be designed so that pressure

drop is minimized. A small pressure drop extends filter
service life. The basic guidelines for achieving a low
pressure drop involve using large pipes with as few
short-radius bends as possible.
A water lock must be designed in the lower section of

the pipe and/or where it bends upwards. The water lock
must be drainable.
The filter housing must also be drainable.
47700904 07-2011 79
Air cleaner
Air cleaners protect engines against airborne contam-
inants that cause serious engine wear through their
abrasive effect. Air cleaners can be divided into three
basic types:
- pre-cleaner
- primary cleaner A
- secondary element
Pre-cleaner
The function of the pre-cleaner is to remove the major
part of airborne dirt from inlet air and to extend primary
element service life. Y
Pre-cleaners work by forcing dirty air to rotate thus
separating the dust from the air. There are two main
types of pre-cleaner:
- multi-cyclone filters installed in the air inlet
- stators installed in the filter housing
Volvo Penta recommends the use of pre-cleaners in

dusty environments.
Primary cleaner 97,5 98,0 98,5 99,0 99,5 100,0 X

Primary cleaners can be divided into two types: P0004177
- oil bath type

- paper type A Enlargement of filter paper
X Cleaning efficiency in %
Paper type primary cleaners can be divided into: Y Dirt in filter
- dry type
Dry paper type
- oil-treated type
Filtration in a dry filter improves during filter service
The cleaning efficiency of oil bath type cleaners is life. The filter is at its most effective when the pressure
usually 70-90 %. Dry type cleaning efficiency is drop indicator indicates that the filter must be
95-99.8 %. Oil-treated type cleaning efficiency is changed. Because of this, the filter should not be
95-98 %. touched before it is changed.
Oil bath type IMPORTANT!

Air filters of the oil bath type must be accurately
adapted to engine type and operating speed for them Dry filters may never be cleaned with compressed air,
to work correctly. If the filter is not adapted to the washed in fluids or knocked against the floor to empty
engine, filtration may be poor and/or the oil can be out dirt. If dry filters are cleaned small leaks occur that
transferred from the filter to the engine. cannot be seen with the naked eye. There is also a
risk of dust being transferred to the clean side while
Oil bath filters also have a limit regarding incline, i.e. the filter is removed.
the angle at which the installation may slope before
oil begins to be transferred to the engine.
For this reason Volvo Penta recommends that oil bath

filters not be used.
80 47700904 07-2011
Filtration categories Air filter for large dust quantities (dust

concentration 20–100 mg/m3)
Air filters are usually divided into three filtration cate-
gories. The choice of filter type depends on the area This filtration category usually includes high-effi-
of application, dust concentrations where it will oper- ciency pre-cleaner devices which in some cases are
ate and required service life. emptied of dust automatically.
The three filtration categories are shown below Used in:

together with information about their use. Note that a terrain vehicle applications where dust concen-
these guidelines are only recommendations and that trations are extreme, e.g. in quarries, ground
it may be necessary in certain situations to use a filter preparation etc.
suited to conditions dustier than those specified.
b earth graders, industrial equipment, stone
Air filter for minor dust quantities (dust crushers and chippers.
concentration 1–5 mg/m3) c agricultural equipment designed for operations
Usually installed directly on the inlet manifold and in extremely dusty conditions.
generally without a pre-cleaner.
IMPORTANT!
Used in:
If a customer requires a special air filter that is not
a highway vehicle applications in countries with
included in the Volvo Penta Sales Support Tool,
temperate climates, i.e. where dust concentra-
Partner Network the customer is entirely responsible
tions are low.
for correct layout and installation. If the engine is dam-
b industrial installations for driving in sheltered aged due to mistakes in the layout or installation of
conditions and in areas with low dust concen- the air cleaner system, Volvo Penta will deny any
trations. claims made against the engine warranty.
Typical air filters in this category are dry filters (paper

elements) without pre-cleaners and with only moder-
ate dust collection capacity.
Air filter for medium dust quantities (dust

concentration 5–20 mg/m3)
Usually installed directly on or a little way away from
the engine; generally has an internal or external pre-
cleaner.
Used in:
a highway and terrain vehicle applications in
countries with temperate climates and drier cli-
mates, i.e. where dust concentrations are mod-
erate.
b general industrial applications.
c all normal agricultural applications.
Typical air filters in this category are dry filters with

integral centrifugal pre-cleaners with greater dust col-
lection capacity than air filters for low dust quantities
described above.
47700904 07-2011 81
Inlet pipe, clean side

Inlet system pipes and their associated attachments
must be checked thoroughly in order to minimize flow
restrictions and to ensure that seals remain reliable
throughout the operational conditions the engine is
exposed to during use.
NOTICE! It is absolutely essential that all pipes are

thoroughly cleaned and have their internal surfaces
correctly treated to prevent rust particles and foreign
materials from welding from entering the engine. The
surface must be dip painted, zinc dipped or galvanized
with yellow chromate.
In order to minimize flow restrictions in the system, the

pipes must be as short and have as few bends as pos-
sible.
NOTICE! No pipe cross-sectional areas may be

smaller than the cross-sectional area of the inlet mani-
fold opening.
Fixed pipes
The pipes may be of steel, aluminum or molded plastic
but the internal surfaces must under all circumstances
be smooth and free from defects.
Pipe ends used together with hose connectors must be

perfectly round and have an even surface along at
least 50 mm (2") of pipe at every connection. Pipe walls
must be thick enough not to be deformed by the pres-
sure from hose clamps.
All pipes must ideally have end flanges to improve

sealing and allow hoses to be fastened more securely.
Hoses
Smooth, i.e. unreinforced hose sections may only be
used to join parts of fixed pipes etc. that are located in
line and close to each other, and where there is little
relative movement. A short section of reinforced, flex-
ible inlet hose may be used where two parts that are
not in line must be joined and it is not possible to use
a cast bend or similar part. The same applies where
sections with large relative movement must be joined.
It is essential for this type of hose to have sufficient

quality and durability. The hose on the clean side must
be designed for a low pressure of 5.0 kPa (0.73 PSi)
(6.5 kPa (0.94 PSI) for T(A)D420–721VE) engines, so
that the hose is not compressed.
82 47700904 07-2011
General installation remarks

Pressure drop across the air filter
An air filter's dust collection capacity depends largely
on engine air requirement and the filter's filtration cat-
egory. Dust collection capacity is defined as the
amount of dust a filter can collect before flow restriction
becomes so great that the filter must be replaced. The
maximum permissible pressure drop from the air inlet
to the turbocharger inlet is specified in the Industrial
Sales Guide under "Inlet and exhaust systems" for
each engine.
NOTICE! The pressure drop refers to an engine at full

load and maximum revolutions.
In order to fulfill the pressure drop requirement we rec-

ommend that
- the pressure drop across the air strainer not exceed
1.5 kPa (0.22 PSI).
- the pipes are dimensioned for a maximum air veloc-
ity of 25 m/s (82 ft./s).
Pressure drop indicator

We strongly recommend that a pressure limit indicator
only be installed for dry filters. If an inlet system other
than Volvo Penta's is used on the engine installation,
the pressure drop indicator must be located as close
to the turbocharger inlet as possible. This is done to
ensure that the pressure drop caused by the inlet sys-
tem pipe is also taken into account. In this way the filter
element will attain as long a life as possible without
exceeding the max value for engine flow limitation,
while also preventing premature filter change.
Check the pressure drop indicator daily before engine

start. Change the filter as soon as the entire red field
is visible in the window.
P0004239 NOTICE! Never try to clean a dirty dry filter by shaking
it, striking it on the floor or by using compressed air:
This can cause the filter element to come loose in the
filter resulting in leakage.
Dry filter installations equipped with limit indicators

need only be changed when so shown on the indicator.
Extreme care must be taken when changing filters to

prevent dust entering the inlet system. All connections
and seals must be checked and replaced as neces-
sary.
47700904 07-2011 83
Installation, Exhaust System
Exhaust System
Silencer
In general there are two types of silencer: absorbing
and reactive.
Absorbing silencers
These silencers work according to the principal of
absorbing sound with the aid of an absorbent lining
inside the silencer. They usually provide silencing over
a broad frequency range. They are generally of
straight-through construction and only offer a margin-
ally higher back pressure than a straight pipe of the
same length.
Expansion silencers (reactive)

These silencers work according to the principal of
reflecting sound and thereby retaining it inside the
silencer.
The silencer has internal baffle plates that divide it up

into sections that can be adjusted individually to a
given frequency.
A reactive silencer creates a relatively high back pres-

sure owing to the meandering route of the gas flow, i.e.
past the baffles that redirect the flow.
Volvo Penta HD silencers combine reactive and

absorbing silencing.
Silencer location
Reactive silencers are located as close to the exhaust
manifold as possible (to impede sound from the mani-
fold) or at the end of the system. The absorption unit
is generally located in line directly after the reactive
unit. There must only be a short end pipe (≈ 1 m) after
the silencer if it is installed at the end of the exhaust
line.
Insulation of long exhaust lines affects exhaust back

pressure and exhaust pipe diameter must therefore be
increased.
84 47700904 07-2011
Exhaust System
General points for consideration
6 The exhaust system must be planned from the begin-
6 ning of the installation.
The main objectives are to:

A ensure that back pressure in entire system is below
the max limit set by the engine manufacturer.
5
4 B reduce strain on the manifold and turbocharger by
3
supporting the system.
7
2 C provide space in the correct directions for heat
1 expansion and contraction.
D provide flexibility if the engine is fitted with vibration
dampening mounts.
E reduce exhaust noise. The illustration on the right
shows a typical installation.
P0004238
1 Netting
2 Flexible exhaust hose
3 Three-point attachment fitting
4 Insulation (mineral wool)
5 Silencer
6 Flexible attachment fitting
7 Fiber glass
47700904 07-2011 85
Multiple Exhaust Outlets

Common exhaust line If more than one engine is installed the engine exhaust
gasses may not be led through the same exhaust duct.
1 2
P0004240
1 Butterfly valve open

2 Butterfly valve closed
IMPORTANT!
Exhaust gases from multi-engine installations may not
be led together in a common system, as this can be
very dangerous and cause engine damage.
The reason for this is that if one engine is at rest while

the other is running, exhaust gases, condensate and
soot will be forced into the resting engine's exhaust
system and on into the cylinders, which may cause
corrosion.
If a good quality butterfly valve is installed in every

exhaust line close to the duct, common exhaust lines
may sometimes be approved.
Use the following formula for calculating the total diam-

eter of the common exhaust pipe:
DTOTAL = D x K
D = exhaust pipe diameter for one engine.

K = factor (refer to the table).
Number of engines Factor K

2 1.32
3 1.55
4 1.74
5 1.90
6 2.05
Factor K = 5√(number of engines)2
86 47700904 07-2011
Back Pressure
The exhaust system will give a certain resistance to
exhaust gas flow. This resistance (back pressure)
must be kept within given limits.
Excessive back pressure causes:

- Loss of power
- Poor fuel economy
1 - High exhaust temperature

4
Such conditions will cause overheating and excessive
3 engine smoke, and will reduce valve and turbocharger
service life. Maximum permissible engine pressure
values for Volvo Penta engines are specified in the
2 Sales Support Tool, Partner Network.
A manometer is used to measure exhaust back pres-

sure at maximum rated power.
P0004237
1 Manometer
2,500 mm (98") water gauge
2 Tap or damper unit
3 Cooling coil
4 Flange
It may be difficult to use a flange in many installations

Min 100mm because of a lack of space. If a hole must be drilled
specially for the pressure test it is important that the
hole is small max Ø 2 mm (0.08") and located on a
straight pipe section. Make sure the hole is free from
swarf. The distance from the hole to pipe bends and
Min 100mm tapered sections must be at least 100 mm (4").
2mm
P0003800
47700904 07-2011 87
Calculation of Back Pressure

Calculation of back pressure for HD silencers
For the purpose of calculating back pressure on Volvo
Penta silencers exhaust flows and temperatures are
specified in an Excel-based system in the Sales Sup-
port Tool, Partner Network.
NOTICE! The application for calculating exhaust sys- Calculating exhaust system back pressure
tem back pressure is based on a worst case, namely Exhaust flow m/min. 99 5940.00 m3/h
an insulated exhaust pipe at its full length. This means
Exhaust temp., °C 565 0.42 kg/m3
that the calculated exhaust back pressure is some-
what excessive for uninsulated exhaust systems. Pipe diameter 7" 177.80 mm
The calculation application is also based on system Pipe length, meters 10 0.84 kPa
pipe bends having a radius of 2.5 times the pipe diam- Number of 45° bends 2 0.06 kPa
eter. Number of 90° bends 3 0.19 kPa
Silencer back pressure used in the application is only Exhaust speed 66.46 m/s
applicable to Nelson-Burgess DDA type silencers. Power loss, exhaust outlet 0.93 kPa
These silencers are described with their diameters in Total back pressure, exhaust 2.03 kPa
inches followed by HD in the Industrial Sales pipe
Guide.
DDA - Exhaust silencer, size. 7"
Back pressure, silencer 2.98 kPa
Total back pressure, exhaust 5.02 kPa

system
Comments:
TAD1631GE; Reserve power at 1,500 rpm.
88 47700904 07-2011
Installation
Flexible connection pipes
The exhaust pipe is isolated from the engine with flex-
ible connection pipes. The flexible connection pipes
A are located close to the engine exhaust outlet and have
three functions:
1 Isolating vibrations and exhaust pipe weight from
the engine.
B C
E D D 2 Compensating exhaust pipe expansion.
3 Compensating sideways motion when the engine
starts or stops when the engine is attached to vibra-
tion dampening mounts.
The flexible pipe is able to absorb small radial move-

ments, but no twisting or axial movements.
The flexible unit can be installed in different positions,

but should preferably be installed vertically and not be
bent.
In the calculations, consideration must be given to

P0004234 exhaust pipe heat expansion to avoid excessive strain
on the supporting structure.
A Insulation gasket
For every temperature increase of 100 °C (212 °F) one
B Primary silencer
meter of steel pipe will expand around 1.2 mm (0.047").
C Pipe holder
D Hanging bracket with play in fittings to allow longitudinal
It is therefore important to locate the holders such that
movement. the pipe is able to expand away from the engine to
avoid straining and twisting connected equipment. Fur-
E Seal plates
thermore, equipment must removable without addi-
tional support.
Long pipes are divided into sections using expansion

joints. Each section is fixed at one end and is able to
expand at the other.
47700904 07-2011 89
Condensate drainage
Any rainwater or condensate that gets into the engine
can cause great damage. Long exhaust lines must
therefore be equipped with water drainage located as
close to the engine as possible.
A
P0004218
Draining condensate
Length = approx. 30 mm (1.2")
Diameter = approx. 25 mm (1")
A = Tap or drain plug
90 47700904 07-2011
Insulated exhaust systems Exhaust outlet location

The exhaust pipe outlet must be designed such that
CAUTION! rainwater cannot get into the exhaust system.
When engines are delivered without protection all hot
surfaces must be protected if it, after being built into Install a bend, cover or self-closing cap at the end.
the respective applications, is necessary for personal The exhaust outlet must be located so that there is no
safety. possibility for hot gases to get into the air inlet open-
ing.
Because of the high temperatures that occur in dry
exhaust pipes – around 500–600 °C (850–1030 °F) –
it is sometimes necessary to insulate them. In this way
the temperature in the engine compartment can be
kept low and burn injuries through contact can be
avoided. The insulation also contributes toward keep-
ing noise levels low.
Manifolds and turbochargers may however not be
insulated due to the risk of overheating with the
destruction of bolted joints and gaskets as the result.
Long exhaust lines affect exhaust back pressure neg-

atively and in such cases exhaust pipe diameter must
be increased. Check the exhaust back pressure for
every installation.
NOTICE! The exhaust manifold (2) and turbocharger

(3) may not be insulated owing to the risk of over-
heating with permanent damage to bolted joints and
gaskets as a result.
1 Insulated silencers
and pipes
2 Exhaust manifold
1
3 Turbocharger
2
P0004236
47700904 07-2011 91
Spark Arrestor
As a matter of best practice or legislation, spark arrest-
ors are used in certain environments where the risk for
fire is great. Spark arrestors limit the release of hot soot
particles from the exhaust pipe.
The stainless steel spiral causes the exhaust gases to

rotate, which throws the hot soot particles against the
P0004233 outer casing where they are cooled before being
released; see illustration. The process is similar to that
Spark arrestor, working principle of a turbocharger, where exhaust gases are also
thrown against the inside of the turbine housing.
Modern turbocharged diesel engines usually have very

low particle emissions. The exhaust turbo acts almost
like a spark arrestor in that the fast rotation and high
temperature of the exhaust gases breaks up the soot
particles. The requirement for spark arrestors is
reduced on modern diesel engines.
Exhaust Brake
105 An exhaust brakes is the cheapest form of extra brak-
ing power for road vehicles. It comprises a damper in
the exhaust pipe downstream from the turbo. The pres-
sure that builds up in the exhaust gases when the
M12 1,5 damper is closed brakes the engine through the trans-
mission so that the vehicle slows down.
Important information:
150 When the brake is activated and the damper is closed,
the engine must be at idle. More detail installation
requirements and other dimensions are described in
Sales Support Tools, Partner Network.
The illustration shows an exhaust brake with a pneu-

matic control cylinder for TAD750/760VE
64 +2
44 1
P0011555
214
92 47700904 07-2011
Exhaust Gas After Treatment

There are a number of devices that can be installed in
the exhaust line to reduce exhaust emissions. One
common characteristic is that they increase system
back pressure significantly, and this must be taken into
account when calculating total system back pressure
Catalyzer (oxidator)
The exhaust catalyzer works through the catalytic oxi-
dation of carbon monoxide (CO), hydrocarbons (HC),
aldehydes and ketones in the exhaust gases.
The catalyzer has no reducing effect on oxides of nitro-

gen (NOX) from diesel engines owing to the large oxy-
gen content of the exhaust gases. Oxidators also pro-
duce particulates mostly from sulfur in the fuel.
The cleaning element is normally a platinum-plated

matrix located in a cylindrical stainless steel container;
see illustration on the next page in the "Particulate fil-
ter" chapter.
The container is installed before the silencer in the
exhaust pipe.
Because catalyzers are usually more efficient at high

temperatures they must be installed as close to the
exhaust manifold outlet flange as possible.
Exhaust catalyzers are inefficient at exhaust tempera-

tures below 250 °C (482 °F) without additional system
solutions. Catalyzers are not recommended for appli-
cations that operate with light loads and long idle peri-
ods.
Exhaust scrubber
Diesel-engined vehicles used underground or in con-
fined spaces usually require a device that cools and
cleans exhaust gases. Exhaust gases are led through
a special container filled with water where the gases
are cooled and their soluble constituents and some
odors removed.
However, passing exhaust gases through water has

little effect on the following gases:
Carbon monoxide CO
Carbon dioxide CO2
Nitric oxide NO
Nitrogen dioxide NO2
The gases that exit the scrubber are therefore still toxic
and the driver must be made aware of the danger of
operating an engine in a confined space.
47700904 07-2011 93
Particulate filter
Particulate emissions are unavoidable in the diesel
engine combustion process. Particulates comprise
solid and volatile elements from the fuel and lubricating
oil. Particulates are generally very small (< 10μm) and
act as bearers of harmful hydrocarbons.
A particulate filter may be installed in the exhaust sys-

tem. Engine exhaust gases pass through a ceramic fil-
ter where particulates are collected. The filter also has
a catalytic coating that drastically reduces the level of
hydrocarbons (HC) and carbon monoxide (CO).
The filter is easily blocked by soot and must be cleaned

at regular intervals. There are different methods of
cleaning or "regenerating" filters. It is important to
select the right type of regeneration for the intended
engine's specific area of use.
Self-regeneration
Average exhaust gas temperatures are sufficiently
high to continually burn the soot that collects in the fil-
ter. The engine does not need to be stopped for clean-
ing.
Electric regeneration
The engine must be stopped or the exhaust pipe
bypassed during 2-3 hours' regeneration using a
P0004231 230/400 V electrical element. The vehicle must remain
at a standstill during regeneration.
Soot burning
A heater raises the temperature of the soot filter to
around 700 °C (1300 °F). The engine must be stopped
for around 15-30 minutes for regeneration.
94 47700904 07-2011
SCR System
TAD1360VE, TAD1361VE, TAD1362VE,
TAD1363VE, TAD1364VE, TAD1365VE,
TAD1660VE, TAD1661VE, TAD1662VE, TAD560VE,
TAD561VE, TAD760VE, TAD761VE, TAD762VE,
TAD763VE, TAD764VE, TAD765VE
5
3
10 7
1
8
P0011660 9
SCR system construction The entire SCR system is controlled by the engine
control unit (MID128) which communicates with the
1 Urea tank urea dosing system via a second control unit (SCR
control unit, MID 233).
2 Level/temperature unit
3 Heater valve
4 Supply module (SM)
5 Humidity sensor
6 Flexible hose (stainless steel)
7 Dosing module (DM)
8 Temperature sensor
9 SCR silencer
10 NOx sensor, exhaust pipe outlet.
47700904 07-2011 95
Installation, Fuel System
Fuel System
General
A diesel engine requires that fuel injection components
be supplied with clean fuel at the right temperature and
pressure, and which is free from air and water.
Diesel Fuel Quality and Function

General
Diesel fuel quality is crucial for engine function, service
life and emissions.
Volvo Penta's views concerning diesel fuel quality can
be found in Partner Network, Service-Bulletin SB 18–
8.8
Additives
Volvo Penta's view concerning additives and alterna-
tive fuels can be found in Service Bulletin SB 18–8.8
Volvo Penta approves of a certain admixture of bio-
diesel (FAME), which places high demands on pipes,
hoses and gaskets.
For example, methyl esters in FAME are aggressive
toward rubber products. Generally speaking, this
aggressive effect increases with an increased admix-
ture of FAME in diesel. As an example, soy-based
methyl ester (SME) is more aggressive than rapeseed-
based methyl ester (RME). Volvo Penta does not
approve of additives that are mixed directly in the fuel
tank, with the exception of kerosene.
96 47700904 07-2011
Fuel Filters
1 Modern diesel engines with electronically controlled
fuel injection require extremely clean fuel. Not even the
2 smallest foreign particle or water droplet may be pres-
ent.
All industrial engines are equipped with engine-

mounted fuel filters as standard. There is a water sep-
arator in the filter, often with a sensor that warns of
water in the fuel. Additional to the fine filter, TAD
520-760 series engines are delivered with an extra,
uninstalled, water-separating pre-filter; see fig. 1. This
filter has a washable filter insert. For filter categories,
3 refer to technical data in the Sales support tool.
Because requirements for reliable operation are high,

there are also two other filters on TAD 520-760 engines
with integral water separators. Both filters are supplied
with replaceable filter cartridges and water-in-fuel
alarms. Filter categories are 10 microns for the Racor
filter (figure 2) and 30 microns for the Separ filter (figure
4
3).
Water separating primary filters are engine-mounted

on D9, D12, D13 and D16 engines as standard. The
filters 4, 5 and 6 have replaceable filter cartridges and
water-in-fuel alarms. The water-in-fuel alarm is con-
nected to the EDC fault code system (see figures 4 and
5).
On D9 and D16 engines, water can be drained through

the valve in the bottom of the water separator. Filter
category 30 microns.
6
There is a water-separating pre-filter without a water-

in-fuel alarm available as an accessory for engines in
the series with mechanical injection pumps. Filter cat-
egory 30 microns (figure 7).
P0008934
47700904 07-2011 97
Modern common rail engines

8
The following engines have this filter: TAD55xGE,
TAD56xVE, TAD650 - 760VE, TAD734GE,
TAD75xGE.
P0015135
98 47700904 07-2011
Fuel Cooler
If the fuel temperature exceeds the maximum applica-
ble temperatures specified in technical data, a suitably-
designed fuel cooler must be installed on the engine
return line. This is to avoid unnecessary fuel tank heat-
ing and an increased pressure drop on the suction
side.
Heat can only be conducted away from fuel satisfac-

torily and in controlled circumstances by using a suit-
ably-designed fuel cooler. Such fuel coolers should
preferably be built into the engine cooling system (air
side) and be fed with return fuel. Recommended max-
imum flow resistance on the fuel side of the fuel cooler
is <0.15 bar at a fuel flow of 7-10 l/min.
P0008935
Fuel Hand Pump

TAD 520–760
We recommend the installation and use of a manual
fuel pump. Manual fuel pumps must always be instal-
led if tank average fuel level is below the fuel pump.
The manual fuel pump should always be installed in an

easily-accessible place between the tank and the fuel
filter inlet.
The fuel pump must always be installed upright (refer

to illustration) so that fuel is fed from below.
47700904 07-2011 99
Fuel Tanks
Fuel Tank Design

Preferably, the fuel tank should be manufactured in
HDPE polyethylene, stainless steel or sheet steel, and
may not be painted or galvanized internally.
Copper sheet, galvanized or hot-dip zinc sheet metal

and aluminum are not suitable as fuel tanks for today's
diesel standard with admixtures of FAMA type biodie-
sel.
Sheet metal tanks must be welded, and on mobile

installations they must be fitted with baffles to prevent
fuel sloshing around in the tank. The baffles also act
as supports. See adjacent illustration.
P0004219
Fuel tank with baffles (mobile application).
100 47700904 07-2011

Fuel tanks must be equipped with:

Figure 1
- A ventilation tube at the top of the tank and a filter
for dusty environments; see figure 1.
- The ventilation at the top of the tank must allow cir-
culation in both directions.
- A filler opening and a fuel gauge or sight glass. In
difficult environments, "pure filling" must be consid-
ered.
- A drain tap at the bottom of the tank for draining
water and sludge.
- A ground wire (1) between the filler opening and the
tank ground connection; refer to fig. 2.
P0004242
- A fuel suction line (A) located 40 mm (1.57") above
the bottom of the tank to prevent sludge and water
Figure 2 entering the fuel supply; see fig. 3.
- A distance of at least 500 mm (19.7") between the
fuel suction line and the fuel return line (B) in order
to avoid direct recirculation of hot fuel. See fig. 3.
- If the above is not possible the fuel return line must
face away from the fuel suction line at a distance of
at least 150 mm (6"); see fig. 3.
P0004220
Fuel tank with filler pipe.
Figure 3 A Fuel suction line

B B A
C C B Fuel return line
A
C Venting
150
500
P0004245
47700904 07-2011 101

Fuel Tank Location

The fuel tank must be located in relation to the engine
so that the values in Sales Support Tool, Partner
Network for the engine concerned are not exceeded.
Fuel pump suction height capacity is calculated from
the bottom of the tank. If the tank is located below the
maximum suction height, or the tank cannot be located
sufficiently close to the engine, a day tank must be
installed at a suitable distance and height. There is
usually an automatic transfer pump that fills the day
tank from the storage tank. Refer also to the Arrange-
ment and Planning page 22 chapter.
Day tank design must fulfill the same requirements
mentioned in the fuel tank design section. If the inlet
temperature exceeds the maximum value in technical
data the fuel must be cooled.
D9, D12, D13 and D16

If the maximum fuel level in the tank is above the
engine cylinder head a shut-off valve must be instal-
led in the fuel line to prevent fuel from running back and
mixing with lubricating oil while the engine is at rest.
A suitable shut-off valve is available from Volvo Penta.
We recommend that stand-by generator set tanks

always be located such that the maximum fuel level
does not reach above the level of the engine cylinder
head. In this way the engine always has optimum fuel
while dilution of engine lubricating oil is avoided.
D5 - D7
Fuel tank location in the installation is important on
TAD 520-760 engines as fuel reaches high tempera-
tures owing to the high fuel return flow in the engine
block fuel gallery (the fuel carries away a lot of heat).
The tank must be designed and installed so that heat

radiation to surroundings is maximized, i.e. a tall, nar-
row tank with a large surface area facing toward the
outside of the application, away from hot airflow from
the fan and the high engine compartment temperature.
The fuel tank must not be located next to e.g. a hot
hydraulic oil tank. We also recommend some form of
heat insulation or heat shield.
102 47700904 07-2011

5 6
1 3
9 8 7
P0004243
1 Ventilation
2 Inspection cover
3 Shut-off taps
4 Extra fuel filter with water separator
5 Check for leakages
6 Twin fuel lines all the way from tank to engine
7 Tank incline 3–5°
8 The return line must end below the min fuel level
9 Drain tap for water and sludge
47700904 07-2011 103

Piping
Fuel Line Installation

Fuel lines that are connected to the engine may not be
of metal or have metal reinforcements. Metal can
cause fuel leakages as static electricity may creep
through the it and cause holes in the fuel line. The fuel
lines must be run so that fuel is not heated by engine
heat radiation. Refer to the technical data for the
engine concerned for maximum fuel temperatures.
P0004246 The lines must be run as straight as possible without

sharp bends. Make sure the lines are protected from
Flexible fuel hoses fit pipes with 10 mm (0.39") outside diameters.
mechanical wear and that they are securely fastened
to avoid vibration damage.
It is important that there are no leaks on either the suc-

tion or return line installations.
Use approved materials in the fuel lines that tolerate

biodiesel (FAME) such as:
Rubber
- Fluoro rubber FPM
Plastic
- Polyamide 6, PA6
- Polyamide 11, PA11
- Polyoxymethylene, POM
- Polyethylene MDPE or HDPE
Other approved materials are Teflon, Nylon and Viton

(FPM).
We recommend the use of flexible fuel hoses between

the engine and fuel pipes. These must always be used
if the engine is installed on flexible engine mounts.
The fuel lines must have a sufficient inner diameter in

relation to the pipe length so as not to exceed maxi-
mum permissible pressure drop. Refer to the technical
date for the engine concerned in the Sales Support
Tool, Partner Network.
The fuel return line must be run to the upper part of the
fuel tank and may not be connected to the suction
line. The return line must always discharge below tank
minimum fuel level.
104 47700904 07-2011

D9, D12, D13 and D16 engines are delivered with hose
connections in the following standard dimensions:
- Suction hose from tank; 3/8'' or 9.5mm
- Return hose to tank; 1/4'' or 6.35mm
Nipples for male connections with the following impe-

rial threads are supplied as options:
- Supply: NPSF 3/8''
- Return: NPSF 1/4''
Volvo Penta can provide information regarding

approved fuel hoses available for connection between
the engine and fuel pipes or between the engine and
tank.
P0011338
Fuel connections
47700904 07-2011 105

Installation, Lubrication System
Lubrication System
General
Engine oil is a common name for lubricating oils intended for use in internal combustion engines.
No intrusions or changes may be made to the engine lubricating oil system other than with Volvo Penta approved
accessories.
Engine oil comprises base oils and various additives. It must meet the following requirements:
Good lubrication qualities Heat conductivity

The main function of engine oil is to reduce friction and The oil must be able to carry heat away from hot
wear by creating a durable, protective film between engine components.
the moving parts of an engine. High temperatures in
cylinders and bearings place especially high Sealing characteristics
demands on the oil film. An engine requires high compression to provide max-
imum power. One of the functions of engine oil is to
Good resistance to oxidation form a sealing film between the pistons and the cyl-
This is necessary for reliable function, as oxidation inder walls.
easily occurs at high temperatures and causes dam-
age e.g. through resin layers on vital engine parts. Suitability for all operational conditions
Engine oil requirements vary depending on the type
Good detergent qualities of engine and its operational conditions.
Harmful coatings are avoided, as soot and other com-
bustion deposits are held in suspension by a dispers-
ing agent added to the oil. Detergents also help to
keep engine parts clean.
Corrosion protection
Engine oil must protect cylinder liner surfaces, bear-
ings and other components against corrosion that
would otherwise easily occur because of the moisture
and acids formed during fuel combustion.
Anti-foaming characteristics
Oil that splashes around in the crank case forms a
foam of air bubbles that can prevent lubrication if they
are allowed to reach lubrication points. Anti-foaming
agents make sure that the bubbles burst when they
reach the surface in the oil bath.
Low temperature characteristics

The oil must have characteristics suitable for low tem-
peratures in order to prevent cold start wear and to
ensure that the engine starts without problem at low
temperatures.
P0004202
106 47700904 07-2011

Engine Oil Specifications

The right lubricating oil Extra additives
It is important both technically and economically to The additives oil companies select are the result of
choose the right lubricating oil for each individual prolonged tests. The additives are mixed with the oil
application. The requirements for the right lubricating under accurate control.
oil type depend not only on the part of the vehicle in
which it is to be used, but also on vehicle design and Therefore Volvo points out clearly and forcefully that
operational conditions. no extra additives or so-called engine or metal treat-
ments sold for engine oils may be added to any lubri-
Presented below are VDS standards based on the cating oil used in Volvo products.
requirements placed on lubricating oil quality. The addition of such additives does not improve lubri-
cant quality and can in certain circumstances cause
Volvo Drain Specification (VDS) more harm than good.
VDS quality has requirements for certain oil specifi- Brands
cations based on Volvo truck field tests. The first VDS In common with other vehicle manufacturers, Volvo
category was introduced in 1982 and has been suc- has established lubricating oil quality requirements for
cessively adapted to the latest engine designs ever its products. Therefore Volvo Penta only recommends
since. VDS-2 was introduced in 1992, revised in 1995 the use of well-known brands of oil.
and followed by VDS-3 in the year 2000, revised in
2002. The chief test parameters are piston deposits We would like to point out that it is the responsibility
and cylinder bore polishing, but other parameters of oil manufacturers to ensure that their different prod-
such as piston ring and bearing wear, engine cleanli- ucts meet the standards concerned. Volvo disclaims
ness and oil decomposition are also analyzed. all responsibility concerning this and likewise such
consequences as may arise as a result of any
VDS field tests were carried out on F12 trucks (TD121 changes in product designations.
and TD122 engines) at 50,000 km change intervals.
The lowest comparable oil grade is API CD.
VDS II field tests were carried out on FH12 trucks

(D12A engines) at 60,000 km change intervals. The
lowest comparable oil grades are ACEA E3 or API
CG-4.
VDS III was developed in 2002 to take care of an

increasing soot content and acidity formed with EGR
(a certain exhaust return to combustion).
47700904 07-2011 107

Synthetic Engine Oils

General
Synthetic engine oils have very good flow characteris-
tics in cold conditions.
The characteristics of many chemical products have

been studied in regard to the manufacture of synthetic
oils in order to determine their suitability as lubricants.
The most common chemical products are hydrocar-
bons, esters, polyglycols, phosphate esters and silicon
etc. The oil companies have since chosen a suitable
basic product for further development, e.g. poly-α-ole-
fins, diesters and polyol esters
A study of different synthetic fluid characteristics in

comparison to paraffin-based mineral oils shows that
no product has excellent characteristics across the
whole spectrum.
The most common areas of use for the above-men-

tioned synthetic oils are:
Poly-alpha-olefins: Engine oils, gear lubricants, tur-

bine and compressor lubri-
cants, grease and hydraulic flu-
ids.
Organic esters: Same as above and also gas

turbine oils.
Polyglycol och phos- Fire resistant hydraulic fluids.

phate esters:
108 47700904 07-2011

Oil Change Intervals

Change interval Engine oil - Volvo Drain Specification
Engine lubricating oil protects components from In order for extended oil change intervals to be
mechanical wear, deposits and chemically-related approved for Volvo Penta diesel engines the lubricat-
damage. In order for an oil to perform satisfactorily it ing oil must fulfill the requirements specified in Volvo
must be composed of a high-quality base oil with a Drain Specification (VDS). It is the responsibility of
number of chemical additives. individual oil suppliers to state whether their oil fulfills
VDS requirements in their specifications.
The base oil gradually decomposes, the additives are
consumed and the oil ceases to provide the neces- If you would like further information regarding VDS,
sary protection. please Contact Volvo Penta.
Operating time, or the time during which an oil fulfills NOTICE! Volvo has provided the oil companies with
its function satisfactorily, varies depending on lubri- the requirements oils must fulfill for extended oil
cating oil quality and fuel sulfur content. change intervals to be approved. We would like to
point out that it is the responsibility of the oil compa-
Oil drain intervals may vary between 40 to 600 hours nies to ensure that their products meet the require-
depending on fuel sulfur content and oil grade. Follow ments issued by Volvo. AB Volvo Penta bears no
the oil change intervals according to the instructions responsibility for this or for any consequences arising
for the engine concerned in Sales support tools under from changes in product designations.
technical data.
NOTICE! Oil drain intervals may never exceed 12

months.
The first oil change is recommended after the first

150-200 hours on new engines.
NOTICE! The oil change interval must be halved on

6 and 7-liter engines with low oil sumps.
Viscosity
Select the viscosity according to the table.
The temperature values refer to stable ambient tem-

peratures.
* SAE 5W/30 refers to synthetic or semi-synthetic oils.
47700904 07-2011 109

Oil Temperature and Oil Filter

Oil temperature
Lubricating oil temperatures for Volvo Penta engines
depend on operational circumstances.
Max recommended temperature for lubricating oil used

in Volvo Penta engines is 130 °C (266 °F). Oil temper-
ature must be measured at the oil sump center in a
position between the min. and max markings on the oil
dipstick.
Full flow filter

Volvo Penta engines are equipped with full flow lubri-
cating oil filters as standard. These filters are specially
designed for diesel engines in order to cope with flows,
temperatures and pressures in a satisfactory manner
and to provide the necessary filtration capacity.
If filter types other than those originally installed are to

be used, they must first be approved by Volvo Penta.
Remote filters
If the regular filter location in the installation is unac-
cessible, a remotely-located filter may be used. In such
cases filters must be installed securely with pipes that
are as short as possible.
Ask Volvo Penta for advice before relocating filters.
This is especially applicable where filters of a model
other than the original are to be used. Take care with
the cylinder block. adapters and pipe runs so that flow
directions through the filter head are correct.
Steeply inclined engines

Engines installed in vehicles that operate at steep
angles require a special oil pipe system to maintain oil
pressure.
Special oil sumps with twin oil pumps are therefore

available from Volvo Penta. The twin oil pump has two
strainers that draw oil from the front or rear sections of
the sump depending on the incline.
Refer to the Industrial Sales Guide for more detailed

information.
NOTICE! The inclines specified in the Industrial Sales

Guide are applicable on the condition that the engine
is installed vertically and that the oil volume is between
the min and max values. Contact Volvo Penta if the
engine is to be installed on an incline.
110 47700904 07-2011

Oil Analysis
General Some points to observe regarding the
It is important both technically and economically to analysis of engine oils:
choose the right oil for each individual application. The company performing the analysis supplies infor-
The requirements for a lubricating oil depend not only mation that must be checked and evaluated before
on the part of the vehicle in which it is to be used, but any engine repair work is begun.
also on design and operational conditions. Rapid
developments within engine technology have resulted Why?
in a great number of engine oil specifications. - It is necessary to determine where the particles
(content) come from. Refer to "Tracing particles"
It is the responsibility of the oil producers to ensure
in the Sales Support Tool, Partner Network
that their products fulfill different engine specifica-
under Service Bulletin, SB 18–8.8.
tions. We therefore only recommend the use of well-
known brands of oil. - Analysis values for comparison must always
come from the same engine.
Analysis of lubricating oil from diesel - A more detailed evaluation must be based on
engines the internal relationship between the different
An oil analysis program is offered by a number of partial results (metal content).
companies and they can be used to check wear in e.g.
Recommended oil sampling technique:
engines and transmissions, and also to check oil con-
dition. 1 The sample is taken from a valve in the main oil
gallery.
The analysis is carried out at a laboratory where the
content of wear metals and other contaminants is 2 The sample is taken with the aid of an oil sam-
determined. pling kit (syringe, plastic tube and bottle etc.)
provided by most oil companies. Insert the pipe
Such oil analyses may only be used as a supplement into the oil dipstick tube down to around the cen-
to service and maintenance. ter of the oil volume.
NOTICE! Do not push the pipe all the way down to the
sump bottom and always use clean sampling equip-
ment (syringe, tube etc.).
NOTICE! Do not take samples from a cold engine.
47700904 07-2011 111

Installation, Power Take-off
Power Take-off
Rear Engine Mounting
Flywheel
The engines can be fitted with different flywheels for
connection to a torque converter and transmission or
a fixed or flexible coupling. Refer to Sales Support
Tool, Partner Network.
Z The flywheel stores energy created during the power

stroke and releases it during the rest of the cycle, which
reduces speed variations in the crankshaft and timing
during the cycle.
Y It is especially important that the flywheel has sufficient

inertia to provide good starting characteristics at low
0 X
temperatures.
P0004221
Flywheel with insufficient inertia

(Excessive speed variation)
Inertia
A given minimum rotation inertia is necessary to main-
tain a sufficiently high piston speed during the com-
pression stroke in order to provide enough compres-
sion heat for the injected fuel to ignite.
Even if the average initial cranking speed is the same

on flywheels with different inertias, the cyclical speed
variation can vary significantly (see illustration).
Low inertia flywheels are preferable in vehicular appli-

Z cations where relatively high engine speeds prevail
and where fast acceleration and deceleration is
required.
Higher inertia flywheels are required for many indus-

Y trial applications with constant revolutions or medium
loads in order to reduce engine or driven equipment
0 X
P0004222
cyclical unevenness.
They also reduce temporary engine speed changes
Flywheel with correct inertia due to loads suddenly being removed or applied.
(Acceptable speed variation)
Flywheels with the highest possible inertia must be
X Crankshaft angle, TDC used on electrical generators and other engines with
Y Initial cranking speed, rpm. relatively low or constant rpm that require fine adjust-
Z Average rpm ment, where cyclical unevenness must be kept to a
minimum. They are also suitable for applications with
large loads where as much assistance as possible is
required from the flywheel so that the engine does not
stop when sudden loads are applied.
112 47700904 07-2011

Engine Number of teeth Flywheel ring gear

420–722 129 On certain applications where engine rpm is sensed
6 & 7 liter 140 via the flywheel ring gear by magnetic sensors, it is
10 liter 156 necessary to know the number of teeth.
D9, D12, D16 liter 153
Flywheel Housing
General SAE measurement recommendations must
be followed when manufacturing flywheel housings
and flange couplings (for driven units).
The table below details the most important measure-

A B C ments for the SAE number concerned.
D
1
P0008936
1 Crank shaft surface
SAE number A B C D Bolts (12 positions)

Volvo Penta Engine Diameter Measurement
SAE 1 511.18 mm 530.23 mm 552.45 mm
(20.125") (20.875") (21.750")
TAD 520–760 131.5 mm (5.18")
D9 liter 100 mm (3.94") M10
D12, D13, D16 114 mm (4.49") M10
16 liter 114 mm (4.49") 7/16" - 14 UNC
SAE 2 447.68 mm 466.73 mm 488.95 mm
(17.625") (18.375") (19.250")
TAD 520–760 110.5 mm (4.35") M10
TAD 720–722GE 131.5 mm (5.18") M10
SAE 3
TAD 520–760 409.58 mm 428.60 mm 480 mm 110.5 mm M10

(16.125") (16.874") (18.898") (4.35")
Refer to Industrial Sales Guide for more detailed information.
47700904 07-2011 113

Spacer Ring (Flywheel Housing/

Flange Connection)
If the flywheel housing and the driven unit have differ-
ent SAE numbers, they may be coupled using special
spacer rings.
The following spacer rings are available as accessory

equipment.
1 Spacer ring SAE No. 1-1
E The spacer ring acts as an intermediary connection

between the flywheel housing coupling flange and the
torque converter coupling flange.
A spacer ring can also be used as an adapter from the

flywheel housing to a smaller flange.
A B C D
P0004223
Measurement
A Flywheel housing guide
B Inner diameter, spacer ring
C Partition diameter, hole for torque converter housing
D Partition diameter, hole for flywheel housing
E Spacer ring extension
Spacer ring Measurement

A B C D E
SAE 1-0 511.18 mm 647.70 mm 530.22 mm 679.45 mm 92.3 mm
(20.125") (25.500") (20.875") (26.750") (3.63")
SAE 1-1 511.18 mm 511.18 mm 530.22 mm 530.22 mm 25.4 mm
(20.125") (20.125") (20.875") (20.875") (1.00")
SAE 1-2 511.18 mm 447.68 mm 466.73 mm 530.22 mm 0.0 mm
(20.125") (17.625") (18.375") (20.875") (0.0")
SAE 1-3 511.18 mm 409.59 mm 428.60 mm 530.22 mm 0.0 mm
(20.125") (16.126") (16.874") (20.875") (0.0")
SAE 2-3 447.68 mm 409.59 mm 428.60 mm 466.73 mm 27.0 mm
(17.625") (16.126") (16.874") (18.375") (1.06")
114 47700904 07-2011

Power Transmission
Volvo Penta engines can be equipped with different
power take-off couplings depending on the application
the engine is used for.
WARNING!
When engines are delivered without protection all
rotating parts must be protected if it, after being built
into the respective application, is necessary for per-
sonal safety.
Disconnectable Power Take-off

Disengageable power take-offs are required in cases
where load exists at start and where the load is
required to be disengaged while the engine is running.
The over center eccentric effect means that engage-

ment proceeds smoothly and progressively, and that
the power take-off is locked securely in drive mode.
B
X NOTICE! In order not to overload the power take-off
bearings, the side load (L) may not exceed given val-
ues. Refer to the table two pages ahead in this manual.
The side load can be reduced by using a larger belt

D pulley (B). In this case the driven belt pulley diameter
must naturally also be changed in order to maintain a
X constant relationship.
Always try to install the belt pulley hub as close to the

X
power take-off housing as possible. The belt pulley
may under no circumstances be installed with its cen-
B
ter further from the shaft than half the length of the free
P0004224 shaft.
The belt pulley must be bell shaped as illustrated. This

B Belt pulley type of belt pulley may be located so that part of the
X Load disc covers the bearing housing thus reducing the x-
value, which in turn allows the side load to be
increased.
47700904 07-2011 115

Calculation of side load

The following formula may be used to calculate power
take-off side load:
1.935 x 104 x P
L = –––––––––––– x FL
X NxD
L= Effective side load in N

(compare to the maximum side load table on the
following page).
D P= Required output, kW
N= Belt pulley speed, rpm.
D= Belt pulley partition diameter, mm
FL = Load factor
P0004203
X Load
Target value for FL (load factor)

The coupling manufacturer has provided a somewhat
modified formula and maximum permissible side load
table.
This simplifies calculation as it does not include any

machinery factor.
The load factors are:

1.0 For gear wheel and single chain drive
1.25 Twin chains
1.5 V-belt drive
2.0 Single cord belt
2.5 Twin cord belts
3.0 Triple cord belts
The calculated side load may not exceed the values

stated in the table on the following page.
116 47700904 07-2011

Permissible side load

Power rpm X Distance in mm
take-off
25 50 75 100 125 150 175 200 225
kg kg kg kg kg kg kg kg kg
(lbs) (lbs) (lbs) (lbs) (lbs) (lbs) (lbs) (lbs) (lbs)
PT101 1500 2420 2190 1730 1430 1216
(5335) (4828) (3814) (3153) (2681)
2500 2230 2070 1730 1430 1216
(4916) (4564) (3814) (3153) (2681)
PT111 1200 2630 2450 2240 1840 1570
(5798) (5401) (4938) (4057) (3461)
1800 2330 2170 2030 1840 1570
(5137) (4784) (4475) (4057) (3461)
PT112 1200 4370 3395 2710 2255 1930 1690
(9634) (7485) (5975) (4971) (4255) (3726)
1800 3900 3395 2710 2255 1930 1690
(8598) (7485) (5975) (4971) (4255) (3726)
PT142 1500 5980 4700 3880 3290 2870 2540 2270 2060
(13184) (10362) (8554) (7253) (6327) (5600) (5004) (4542)
2000 5980 4700 3880 3290 2870 2540 2270 2060
(13184) (10362) (8554) (7253) (6327) (5600) (5004) (4542)
PT143 1500 5250 5120 4200 3570 3100 2740 2460 2220 2035
(11574) 11288) (9259) (7870) (6834) (6041) (5423) (4894) (4486)
2000 5025 4750 4200 3570 3100 2740 2460 2220 2035
(11078) (10472) (9259) (7870) (6834) (6041) (5423) (4894) (4486)
Model identification
Example:
PT 14 2
No. of discs
Diameter
Patil industries
P0008937
47700904 07-2011 117

Flexible Coupling
Flexible couplings are used for direct coupling to gen-
erators etc. Torsional oscillations must be calculated
when couplings with different inertias are used in order
to ensure the couplings are suitable. Contact Volvo
Penta for further information.
1 3
2 The couplings can handle normal, transient torque.
Where extreme torque may occur, steel couplings or
couplings with overload protection must be used.
NOTICE! The couplings are factory pre-drilled, but the

customer must drill additionally to ensure a precise fit.
P0004187
Refer also to the Engine Characteristics page 20 chap-

Components:
ter, and Torsional Vibrations page 127 section in the
1 Coupling flange “Power take-off connections” chapter.
2 Rubber element
3 Pre-drilled coupling half
118 47700904 07-2011

Torque Convertors
A torque converter is a device that transfers power Just like all man-made machinery, a torque converter
and motion from an engine to a transmission with the is not 100% efficient. Because the parts are not
aid of hydraulic fluid. There are two types of system mechanically connected, a degree of oil slippage
that transfer energy hydraulically. They are called occurs, which produces heat.
hydrostatic and hydrodynamic systems. By using a pump and an oil cooler the excess heat
created by lost motion and friction is led away from
Hydrostatic systems function according to the princi- the converter. The pump is used to provide the con-
pal that an enclosed fluid transfers a given pressure. verter with cool, filtered oil and force hot oil away from
the converter through the oil cooler.
Hydrodynamic systems function according to the prin-
cipal that a fluid in motion has a given pressure.
IMPORTANT!
A torque converter comprises four parts: the impeller,
Certain factors must be taken into consideration when
which is the driving part, the turbine, which is the
connecting the torque converter oil cooler to the
driven part, the stator, which is spline attached to a
engine cooling system. Refer to the Installa-
fixed hub, and the converter housing, which couples
tion page 48 chapter.
the converter to the engine.
A torque converter has several advantages:
The impeller and the converter housing form the outer
casing. - It absorbs shocks, which extends drive train life.
- It multiplies torque and delivers power smoothly,
The turbine runs inside the outer casing and is con-
which provides more motive power to the
nected to the output shaft.
wheels.
Oil is the only connection between the turbine and the - It can be used in conjunction with a powershift
impeller. transmission, which allows rapid gear shifts
The stator is spline attached to the stator hub, which even under load.
is fixed and does not rotate in either direction. - It requires no regular adjustment and has no
complicated parts.
A gear wheel is spline attached to the impeller hub
and drives the hydraulic pumps located in the con-
verter housing via a gear wheel.
47700904 07-2011 119

PTO Facilities
P.T.O. Positions
Accessories such as compressors and steering servo
pumps etc. can be driven from different power take-off
locations on the engine. These locations vary depend-
ing on engine type, but generally the accessories can
be:
a installed on the engine and be belt driven from a
power take-off groove on the crankshaft belt pulley.
If the accessory is installed a long way from the
engine, engine movement must be taken into con-
sideration e.g by using a spring-loaded guide roller.
b installed on the timing cover front or rear, gear-
wheel driven from the camshaft drive.
WARNING!
P0004188
sonal safety.
Belt Driven P.T.O.

Crankshaft belt pulley, front end
The amount of power available at the crankshaft belt
pulley depends on power take-off belt pulley distance
from the cylinder block surface and the direction of the
vector forces that affect the belt pulley.
It is also dependent on belt pulley diameter and engine

rpm.
Crankshaft belt pulleys are available for every engine

type. Some have an integral power take-off groove,
while others can be fitted with a bolt-on power take-off
disc.
Tightening torques
If the crankshaft belt pulley is changed, the new pulley
must be tightened to the correct torque.
Tightening torques are stated in the service manual for

each engine type.
More detailed information is available in the Sales

Support Tool, Partner Network.
120 47700904 07-2011

Belt Tension
All belt-driven power take-off connections must have
the correct belt tension, as insufficient belt tension may
cause the belts to slip at high loads and high rpm,
which will shorten belt life etc.
If the power take-off is driven by the crankshaft, over-

tight belt tension will cause higher side loads than nec-
essary, which may cause damage to the crankshaft
bearing.
Belt tension can be tested by applying pressure to the

middle on the greatest belt distance between two belt
pulleys and adjusting the tension until the belt only
yields to a given measurement; refer to the illustration.
D = 0.015 x A
On installations with several belts where there are two

or more belts between two belt pulleys, the belts must
have the same length in order for the load to be dis-
tributed evenly and for the belts to last as long as pos-
sible.
A = Distance between belt pulleys in mm.

D = Yield in mm.
Idler Pulleys
Idler wheels used to tension V-belts must be located
on the slack side of the belt and may not be narrower
than the minimum diameter recommended by the belt
manufacturer.
Belt pulleys that are too small will shorten belt life con-
siderably.
A spring-loaded belt pulley is preferable to one that is

adjusted and fixed, as a spring-loaded pulley ensures
belt tension is maintained. This becomes more impor-
tant the greater power take-off values are, as tauter
belt tension is required to avoid belt slippage, and this
causes greater side loads/bending moment on the
crankshaft and its bearings.
NOTICE! It is also important to use a spring-loaded

idler pulley where internal movement may occur
between a flexibly mounted engine and driven equip-
ment installed on a separate chassis.
47700904 07-2011 121

Gear driven P.T.O.from Timing Case

Limitation
Check that the engine specifications are suitable for
the installation of power take-off equipment.
- Weight: Take into consideration how much the
equipment to be bolted to the timing covers weighs.
A support bracket on the cylinder block must be
used for heavy equipment.
- Cyclical torque: Certain equipment, e.g. hydraulic
pumps, cause large cyclical torque variations on the
timing gears. This means that the maximum torque
according to the data in the Sales Support Tool
may not be used.
All power take-off equipment that is to be connected to

the timing cover must be approved by Volvo Penta.
Air Compressors
Air compressors can be driven in the following ways:
1 From the timing gear.
2 By belt drive.
Make sure that the compressor is of a recommended

type before it is installed.
Otherwise information must be sent to Volvo Penta for
approval and to ascertain whether momentary torque
loads are within the engine gear wheel transfer
capacity and that the compressor is not too heavy.
Refer to the General page 128 chapter for more infor-

mation about compressed air and hydraulic systems.
122 47700904 07-2011

Things to remember concerning

Power Take-off at the Timing Gears
- The factor that determines drive lifetime is torque.
- If a torque higher than that specified is used, drive
lifetime will be shortened.
- If the same power (P) is used at a lower engine rpm,
torque will be higher and drive lifetime will therefore
be shortened according to the formula:
P=Mxω
P = Power in W
M = Torque in Nm
π×n
ω = Angular velocity = ––––– in radians/s
30
n = Compressor or servo pump speed in rpm.
Example:
P = 15.3 kW M = 73 Nm (54 lbf.ft.) n = 2,000 rpm.
How large will the torque be if the same power is

required at 1,800 rpm?
First calculate compressor speed:
Crankshaft gear (Z1 = 30) / Compressor gear (Z2 = 33)

30/33 = 0.909 (compressor gear ratio)
Compressor speed = 1,800 x 0.909 = 1,636 rpm.
P=Mxω
π × 1,636
15,300 = M x –––––––
30
M = 89.3 Nm (65.9 lbf.ft.)
Example:
What is the maximum permissible power for the servo
pump gear at 1,500 rpm (engine rpm)?
Max. torque M = 38 Nm (28 lbf.ft.)
According to the Sales Guide:

The servo pump rpm ratio = 1.58 1
1,500 x 1.58 = 2,370 rpm.
P=Mxω
π × 2,370
P = 38 x –––––––
30
P = 9431 W = 9.4 kW
47700904 07-2011 123

V-Belt Transmissions
V-belt transmissions can easily be adapted to different
gear ratios (by using different drive pulley sizes). This
type of transmission provides flexible power transfer
with a low noise level and requires relatively little main-
tenance.
However, alignment must be accurate and belt tension

must be easy to adjust.
Crankshaft Side Loadings, Flywheel

End
The permissible crankshaft sideload magnitude
depends on the type of engine, operating rpm, and
engine application.
Original equipment manufacturers may contact Sales

Engineering Industrial, AB Volvo Penta, Sweden
for detailed information on maximum permissible
crankshaft side loads, and for advice regarding specific
installation problems.
Direction of the Side Loadings

The engine will normally manage a greater side load
(F) below the shaft than above it, in which case the belt
drive must wherever possible be arranged such that
the driven equipment is located below the crankshaft
centerline.
If two or more belt drives are required and it is possible

to install them in opposite directions, their effects will
cancel each other out and minimize total side load on
the crankshaft bearings.
F
P0004191 F
124 47700904 07-2011

Unsupported P.T.O. Pulley

If it is necessary to use a power take-off belt pulley
without support, the design must be inspected and
approved by Volvo Penta.
The following information must be provided:

1 Engine specifications:
2 A drawing of the drive arrangements including the
following:
a Average diameter of all belt pulleys in the system.
b Power take-off belt distances from the cylinder
block front or rear surface.
c Number, size and type of belts to be used.
d The location of the driven equipment in relation to
the engine.
e Belt tensioning method, e.g. adjustable fixed pul-
ley, spring-loaded pulley etc.
f The equipment's maximum and continuous
power requirements.
P.T.O. Support Bearings

On installations where it is necessary to transfer large
forces or where several belts are required, the power
take-off shafts must be supported by bracket bearings
or reinforced support bearings.
Large side loads occur in V-belt transmissions. We

therefore emphasize the importance of accurate align-
ment. Furthermore, V-belt tension must be checked
P0004192 carefully.
This is especially important if multi-grooved belt pul-

leys are to be used. If the V-belts are unevenly ten-
sioned in relation to each other, it will lead to increased
loads on the bearings and a displacement of the load
center. Preferably, use a multi-groove V-belt; see illus-
tration.
WARNING!
P0004193
sonal safety.
A multi-groove V-belt.
47700904 07-2011 125

Power output from Front End of

Crankshaft
Power may be taken from the crankshaft front end for
linear loads. The limitation for such power is the bolted
connection between the damper/belt pulley and the
polygonal hub. Maximum permissible torques for each
engine range can be found in Sales Support Tools.
There are however several factors to be considered
before installation is begun.
Engine Alignment
It is absolutely essential to align the engine with the
driven unit.
If this is not done correctly the stress on the crankshaft,

engine mountings, drive shaft and coupling can be so
great that it will lead to a cessation of operations.
Check that the drive shaft is straight before commenc-
ing alignment work.
Imbalance in the driven unit, the drive shaft and cou-

pling can cause noise and vibrations. Therefore these
components must be balanced. The alignment work
will be easier if adjuster bolts are installed on the
engine supports.
After alignment, the distances between the frame and

each bracket must be measured.
Steel shims of the correct size must then be installed.
Crankshaft End Thrust

The crankshaft thrust bearing is designed to allow a
certain end float. No axial pressure may be present on
the crankshaft or flywheel, as this may cause serious
damage.
End float for each engine can be found in the service

manual concerned, under “Technical data”.
126 47700904 07-2011

Torsional Vibrations
The diesel engine and the equipment it drives (from the
front or rear ends) comprise rotating masses con-
nected by a series of shafts. This unit makes up a tor-
sionally elastic system that vibrates at its natural fre-
quency when it is influenced by an impulse torque.
When the impulse torque frequency is the same as the

natural system frequency, or one of its harmonics, res-
onance conditions arise.
These conditions cause great vibrational stress that

may lead to damage to the crankshaft or driven shafts.
It is therefore necessary that the entire system, i.e.
engine and the driven equipment (including the power
take-off at the front end where fitted), has such char-
acteristics that excessive torsional oscillations cannot
occur.
As a general rule all axially driven inertia must be as

small as possible to minimize vibrational torque
effects. Driven equipment that causes damping in the
system has an advantageous effect on torsional oscil-
lation characteristics.
The use of a flexible coupling in the system has a sim-

ilar advantageous effect and the coupling manufac-
turer is usually able to provide advice on this issue.
Rule-of-thumb for when TVC calculations

should be made
• When changing engines on older installations, so-
called re-powering.
• When adding equipment, e.g. auxiliary alternators
or pumps driven by shafts external to the engine.
• When selecting new combinations, e.g. another
type of alternator.
Also refer to previous chapters in this document

regarding torsional oscillations.
47700904 07-2011 127

Compressed Air and Hydraulic

System
General
Most engines in the Volvo Penta range of industrial
diesels can be equipped with an air compressor and a
hydraulic pump.
There are a number of air compressors and hydraulic

pumps to choose from in the Sales Support Tool,
optional equipment. There are also flanges and
attachment kits for hydraulic pumps not normally car-
ried by Volvo Penta.
It is absolutely essential that air compressors and

hydraulic pumps that are not supplied by Volvo Penta
be approved by Volvo Penta for installation on the
engine concerned. Hydraulic pumps cause great cycli-
cal torque variations on the timing gear and this must
be calculated before installation so that torque varia-
tions are within maximum permissible values.
128 47700904 07-2011

Compressor
Volvo Penta currently supplies a large range of air
compressors, depending on capacity and engine type.
The air compressors are supplied with drive gear.
All versions have air-cooled crank cases, and some

have air-cooled cylinder blocks. Cylinder head cooling
is by engine coolant. Only the smallest compressor,
the Wabco 106, has an air-cooled cylinder head.
The engine lubrication system also lubricates the com-
pressor.
Air to the compressor passes through an air filter that

removes dust and dirt particles. Refer to the Sales
Support Tool, Partner Network for technical details.
The compressor drive is installed on a conical shaft

and must not be heated before installation.
P0004216
Nut tightening torque is 200 ±50 Nm (148 ±37 lbf.ft.)

on all compressors. Tightening torque for the com-
pressor engine attachment is 135 ±15 Nm
(100 ±11 lbf.ft.).
When the drive gear is removed it may be heated to

max. 200 °C (392 °F) so that the drive gear annealing
is not impaired.
Compressor design
The air requirement must be calculated in order to
determine the compressor size required. The com-
pressor load cycle must also be determined.
Compressor connection time, i.e. compressed air
delivery, may not be more than 50 % of total compres-
sor operating time.
Connection times above 60% are excessive and may
lead to the compressor wearing out prematurely.
Where necessary, the vales for permanent connection

must be determined by measuring the delivery and idle
times over a longer period of operations.
47700904 07-2011 129

Design and Function of the

Compressed Air System
The compressed air system comprises chiefly a deliv-
ery system and a regulator system.
The delivery system produces, stores, and delivers

compressed air to a vehicle's various air-driven com-
ponents.
The control system regulates air pressure e.g. to the

vehicle's brakes.
Delivery system
The delivery system may be one of two different types
depending on the anti-icing system used.
Delivery system with alcohol vessel

2 The compressor (1) is the air production component in
8
the delivery system. It is driven via engine gear wheel
7 and lubricated and cooled by the engine lubrication
3 and cooling systems. By adding anti-icing fluid to the
4
6 air passing to the compressor or the air between the
compressor and the pressure regulator, air is pre-
vented from freezing and forming ice blockages in the
5 system.
1 This is performed by the anti-icing device (2) through
P0011565 which air passes and carries over anti-icing fluid in
gaseous form.
1 Air compressor
2 Anti-icing device Compressed air is forced into the tank (4). Any mois-
ture in the air condenses here and can be drained
3 Safety valve
through the drain valve (5).
4 Primary tank
5 Drain valve
6 Check valve
7 Safety valve
8 Air filter
130 47700904 07-2011

Delivery system with air dryer

9 6 As an alternative to the anti-icing device the delivery
2 system can be fitted with an air dryer + pressure reg-
3 ulator (3). Air passes through a drying agent in the
8 4 dryer and any moisture is removed.
7
Because regulating systems vary from one installation
to the next, such systems will not be addressed in this
5 installation manual.
1
P0011566
1 Air compressor
2 Safety valve
3 Air dryer + Pressure regulator
4 Primary tank
5 Drain valve
6 Wet tank
7 Check valve
8 Safety valve
9 Air filter
47700904 07-2011 131

Compressor with ESS

9 6 Compressor with ESS function
10
Ess control line (10)
3 2
The control line for the compressor with ESS (energy
4 saving system) must laid by the customer with a con-
7
8 tinuous inclination between the cylinder of the com-
pressor and the pressure governor or the air drier.
5 Dimensioning of the control line
Line length: ≤ 6 m (20.2 ft)
1
Line diameter: 4 mm
P0014310
P0014310 If the line length or the width of the control line is
1 Air compressor increased, trouble-free functioning of the ESS is not
2 Safety valve
ensured.
3 Air dryer + Pressure regulator If the customer renounces the ESS, the connection of
4 Primary tank the control line at the compressor must be closed with
a bore of 2 mm using a locking screw of M10x1.
5 Drain valve
This breathing bore ensures that the control piston
6 Wet tank clearly remains in its position and the full compressor
7 Check valve delivery is always guaranteed.
8 Safety valve NOTICE! For ESS compressors, a minimal disconnec-
9 Air filter tion pressure of 8 bar must be considered.
10 ESS control line
Dimensioning of the pressure pipe
Pipe lengths exceeding 4m (13.5 ft) are admissible, but
require the assessment of the compressor manufac-
turer regarding the observation of temperature limits at
the following systems as regards their functioning dur-
ing summer/winter operation.
For compressors with ESS, the pressure pipe can be

reduced to 8 mm, if the admissible air intake temper-
ature at the following system is observed.
NOTICE! Make sure that no condensed water can flow

to the compressor or remain in the pipe. Therefore, lay
pipes with an inclination.
132 47700904 07-2011

Description and Function of the

System Components
Anti-icing vessel
The aim of the anti-icing device and the anti-icing ves-
sel is to provide the compressed air with anti-icing fluid.
The anti-icing fluid mixes with any moisture in the com-

pressed air, prevents the fluid mixture from freezing
and allows it to be drained off.
Function
When the compressor charges the braking system a
partial vacuum is formed in the anti-icing vessel that
allows it to draw air through an inlet in the vessel hous-
ing.
This inlet air is led via a tube down into the anti-icing
fluid. When the air rises through the fluid in the form of
bubbles it carries with it evaporated fluid to the upper
part of the vessel.
The air and the evaporated fluid is then drawn through

a pipe to the compressor inlet and thus enters the
braking system.
P0004205
Single tower dryer, function

6 Charging phase
4 5
Air is forced from the compressor (1) to the air dryer
inlet (2).
2
From here, the air passes through the drying agent in
the vessel (3). The drying agent comprises porous
balls called zeolites that have the ability to remove
3 moisture from air. The dried air is then forced through
the outlet (4) to the dry tank (5) and then on to the pri-
mary tank (6).
P0004206 1
47700904 07-2011 133

Cycle phase
9 When the compressed air system has reached full
5 operating pressure, the pressure regulator (7) opens
in answer to an air impulse from the drain valve (8) in
the air dryer.
7 The dry air from the dry tank (5) then blows back to the
air dryer through the drying agent and carries with it
any condensate out through the drain valve (8).
A check valve (9) prevents air in the primary tank from

flowing back to the air dryer when it cycles. There is a
heating coil around the drain valve controlled by a ther-
P0008947
mostat. The heating coil prevents ice from forming in
8 the drain valve.
Pressure regulator
1 6 There are different types of pressure regulator depend-
3 8 ing on the type of air drying system and compressor
5
2 4 used in the installation.
In installations with an anti-icing system that includes

7 an alcohol vessel, or installations where small air vol-
umes are used, we recommended that a pressure reg-
A
ulator (1) with dump valve be installed. This is done to
1 6 prevent air from recirculating back to the compressor
3 8 (2) and being heated. This shortens compressor life.
5
2 4
1 Pressure regulator
2 Compressor
7 3 Anti-icing injector
B
4 Check valve
P0011564 5 Wet tank

6 Safety valve
A Charging
B Discharging
7 Drain tap
8 Safety valve
NOTICE! If an air dryer is used in the installation, a

dump valve is usually included in the air dryer system.
134 47700904 07-2011

Pressure regulator
For use together with anti-icing injector:
1 Inlet from compressor
4
2 Outlet to wet tank
5
3 Dump outlet
2 4 Piston
1
5 Control impulse from wet tank
7 6 6 Check valve
7 Dump valve
3
P0004211
Safety valves
The compressed air system must be equipped with a
number of safety valves in order to protect the system
against excess pressure (refer to the Design and Func-
tion of the Compressed Air System page 130 section
in this chapter).
Safety valve opening pressures vary depending on the

parts they are protecting and the type of compressor
the vehicle is equipped with.
The objective of the valve (9) is to protect the com-

pressor from excess pressure. Valve 9a is installed on
the primary tank.
Safety valve, function

3 4 Pressure from the part of the system the valve protects
reaches the safety valve via the inlet (1).
2 When pressure exceeds valve opening pressure a
passage between the inlet (1) and the outlet (3) is
1 opened by a ball (2) that compresses a spring (4) and
allows excess pressure to escape to atmosphere.
P0004213
47700904 07-2011 135

Drain valve for compressed air tank

All compressed air tanks must be fitted with manual
drain valves to allow condensate to be drained. The
tanks must be drained regularly in order to check air
dryer function and to avoid any moisture ingress in the
braking system.
Condensate must be drained daily on vehicles with

P0004208
anti-icing devices.
Compressed air tank

Air from the compressor is stored in compressed air
tanks and is delivered from the tanks to the various
parts of the regulator system. Braking system tanks
may be manufactured in aluminum alloy or steel and
have a maximum pressure of around 10 bar (145 PSI).
Check valve
The function of the check valve is to ensure flow in one
direction. Check valves are used in the delivery sys-
tem.
The check valve (No. 8 on the primary tank, refer to

Design and Function of the Compressed Air Sys-
tem page 130 section in this chapter) prevents air from
flowing from the primary tank through the drain valve
in the air dryer when the compressor is idling.
P0004209
136 47700904 07-2011

Cooling Coil and Pipe Dimensions

In order to cool compressed air from the compressor
there must be a cooling coil or sufficiently long pipe in
the delivery system installed immediately after the
compressor air outlet.
The cooling coil should be located in a well-ventilated

space; pipe length is governed by how well ventilated
the space is once the coil is installed.
If an inner pipe diameter of 16 mm (0.63") is used in

the supply system from the compressor, a 4-meter long
cooling coil will be necessary.
If an inner pipe diameter of 22 mm is used, the cooling

coil need only be 2.5 meters long.
A cooling coil is used because the dump valve in the

pressure regulator or air dryer has a maximum oper-
ating temperature limit. Volvo Penta provides pressure
regulators to D9-D16 engines as accessories that have
an operating temperature of max + 50 °C (100 °F). If
the cooling coil is not installed on the engine, a flexible
hose must be installed between the compressor and
the cooling coil. The flexible hose must be oil resistant
and suitable for hydraulic fluid in order to withstand the
pressure.
NOTICE! Do not install a 90 degree bend in the com-

pressor outlet, as there is a risk of carbon build-up in
the bend.
P0004214
47700904 07-2011 137

Compressed Air Filter

All compressors supplied by Volvo Penta must be
equipped with air filtration before the air inlet. Air filters
are included in the compressor kit and can also be
ordered separately. The compressor air filter must be
changed at the same time as the engine air filter.
There are no separate air filters available for the

TAD520-760VE series. The compressor inlet must be
connected to the combustion air duct between the
engine air filter and the turbocharger (if possible verti-
cally from above). The connection point must always
be positioned before the crank case ventilation con-
nection to avoid the compressor drawing in oil. On the
other hand, the distance to the turbocharger must be
sufficient to prevent the pulsating compressor from
affecting the turbocharger.
The air inlet hose must have an inner diameter of at

least 22 mm (0.87") and be suitable for hydraulic oil.
NOTICE! Max. 50 % of compressor capacity may be

used continuously.
When engine coolant is drained, the compressor cool-

ing system must also be drained if there is a risk of
freezing.
Hydraulic Systems
General
Volvo Penta supplies different types of hydraulic
pumps. These pumps are only intended for power
steering systems and are not designed for continuous
use.
However, Volvo Penta is able to supply a number of

different flanges for engine-mounted hydraulic pumps
for continuous operations. Refer to the Volvo Penta
Sales Support Tool, Partner Network.
IMPORTANT!
Because hydraulic pumps involve large cyclical torque
variations to the camshaft gear it is essential that
pumps not supplied by Volvo Penta be approved by
Volvo Penta before installation on the engine con-
cerned.
138 47700904 07-2011

Hydraulic Steering Pumps delivered

by Volvo Penta
6 and 7-liter engines
Wing type hydraulic steering pumps are used on these
engines.
The pumps have integral flow and pressure valves.
Refer to the Volvo Penta Sales Support Tool, Partner

Network for technical details.
The pump gear is installed on a cylindrical shaft with a

key. Before the gear is installed on the shaft it must be
heated to max. 200 °C (392 °F). Nut tightening torque
is 100 +10 Nm (73.8 +7.4 lbf.ft).
9 and 16-liter engines

For TAD94X and TAD164X engines it is possible to
order a hydraulic steering pump on which the fuel
pump is end mounted on the power steering pump.
There is a safety valve in the hydraulic pump, but the

supplier nevertheless recommends that a flow and
pressure valve be installed in the circuit. If there is no
requirement for a hydraulic steering servo pump, a
dummy is installed instead of the pump (in the same
housing as the fuel pump. Refer to the Industrial
Sales Support Tool, Partner Network for technical
specifications.
47700904 07-2011 139

System Configuration
2 1 In order for the hydraulic pump to function satisfactorily
it must be installed correctly. The following factors
influence function:
• Tank
• Suction line
7 3
• Inlet line
• Drain line
6 • Oil filter
5 4 • Air filter
P0004210 • Hydraulic oil
Width to height ratio:

1:1
Length ≥ width
1 Air filter, installed (as required) in a tube and equipped with

check valve.
2 Large venting surface.
3 High section to avoid turbulence.
4 Trough for draining contaminants and water.
5 Angled, perforated baffle on which air bubbles collect and rise
to the surface.
6 Full flow tap.
7 Level meter.
Tank
In order for the hydraulic tank to function correctly a
number of simple calculations need to be made. For
satisfactory hydraulic function, consideration must be
given when designing the tank to system venting, oil
heat absorption and expansion. The collection of water
and dirt is another important function.
The illustration shows an optimal tank.
Maximum hydraulic oil volume in the hydraulic tank

must be 10-20% lower than tank volume.
Hydraulic oil volume ≥ Pump flow.
140 47700904 07-2011

Heat absorption Drain line

Transmission losses occur in all hydraulic systems, Pumps that are not self draining must have a drain line
as do hydraulic pump and engine losses. All of these installed directly on the tank. The flow to the drain will
are transformed into heat in the oil, which means a increase with pump load. Overpressure will occur in
choice between cooling the oil or allowing it to absorb the pump when the oil in the drain line accelerates and
heat. If operational time exceeds one hour the oil will flow increases. This pressure must not exceed 2 bar
usually require cooling. (29 PSI) in normal conditions. A drain line the same
size as the pump connection is recommended.
The required tank volume can be calculated accord-
ing to the following: Oil and air filter
Pxt Nominal filter flow speed must correspond to the max-
Q = –––––––– imum flow that can occur in the system. For example,
p x c x ∆T a system with a double-acting ram, such as a crane,
can give double the pump flow in return.
P= losses in kW
The following filtering speeds are recommended for
t= operation time in seconds
maximum pump lifetime:
Q= hydraulic oil volume in liters
c= specific heat, KJ/kg and °C
∆T = differential temperature, °C *
p= specific weight, kg/liter Clean environment or low pressure 25 μm
Dirty environment or high pressure 10 μm
* Oil temperature at the end of the operational
cycle, minus the start temperature.
Hydraulic oil
NOTICE! Cooling capacity is not doubled if tank vol-
ume is doubled. Conversely, heat absorption capacity A suitable hydraulic oil grade must be used. At opera-
is doubled. Cooling capacity only increases by 50 %. tional temperature oil viscosity must be 20 to 30 cSt.
Remember to adjust the size of lines, tank and filters

to the systems maximum circulation flow.
Suction line
Oil flow to pump suction must be free and without
restrictions. This requires a suction line of sufficient
diameter and the shortest possible length without flow
limitations. Recommended flow speed: 0.5–1 m/s
(1.6–3.3 ft./s).
Inlet line
Too narrow an inlet line causes unnecessary pressure
losses that are transformed into heat. At a flow of 100
l/min a pressure drop of 10 bar (145 PSI) will create
around 1.7 kW of heat. A flow speed of 4 to 7 m/s
(13.1–23.0 ft./s) is recommended at a pressure of
100-300 bar (1,450–4,350 PSI).
47700904 07-2011 141

General Recommendations
A high power take-off ratio (greater than 1:1) means Check
that a smaller pump can be used. This is usually the
best alternative both technically and economically. An - Compare the power take-off max permissible
exception is when a diesel engine must be run at high load with the pump max permissible load.
rpm, as a lower power take-off ratio is necessary to
Dxp
avoid overspeeding the pump.
Torque requirement M = –––– Nm
- Determine the driven equipment's required con- 60
ditions:
- Max permissible pump speed: N x z rpm.
Q = Flow in l/min
- Calculate the engine load.
p = Pressure in bars
- Determine the engine/pump rpm ration, z: The pump involves the following engine load:
nPump zxDxp
M = ––––––– Nm
Z = –––––
60
nEngine
- Select a suitable diesel engine rpm, N. Note that the formulae do not take frictional losses
(mechanical efficiency) into account. However, the
- Calculate the pump capacity D in l/min at a pump discrepancy is not greater than around 2%.
speed of 1,000 rpm. (D = pump piston displace-
ment). - Use the engine power graphs and hydraulic
pump data to make sure the engine is able to
Q x 100 drive the pump.
D = –––––––
Nxz The following formula can be used to calculate
hydraulic pump power requirement:
Thus the flow Q is a function of piston displacement
D, power take-off ratio z and engine rpm N. Qxp
M = –––––– kW
600 x η
Note that efficiency (η) varies depending on pump

type and size and operational conditions.
Typical efficiency is 85 to 95%
It is important to note that a hydraulic pump with 90%

efficiency emits twice the heat as a pump with 95%
efficiency.
142 47700904 07-2011

Appraisal and Testing

Installation checks Global ambient temperatures
Installation recommendations regarding each subject Set out below are maximum ambient temperatures for
are to be found in the previous chapter. Refer to the Volvo Penta-driven applications around the entire
relevant section to retrieve information so that the world.
installation achieves a satisfactory standard.
The world has been divided into the following temper-
While the preliminary cooling system design is based ature zones:
on calculations, the suitability of any given system
A Northern Europe: 35 °C (95 °F).
must be determined by actual tests. The tests must
correspond to the most difficult operational conditions B Southern Europe: 40 °C (104 °F).
that may arise during use.
C Scandinavia and Great Britain: 30 °C (86 °F).
Optional equipment specified by the original equip- D North America, Canada, Central and South
ment manufacturer must be clearly defined and taken America, parts of Asia: 40 °C (104 °F).
into account during the tests. Moreover, the checks
and tests must include, and be adapted to, such E Africa, Middle East, Far East, Australia and
equipment. South Pacific: 50 °C (122 °F).
For high altitude operations, there will be additional The stated temperatures for the various parts of the
costs for the original equipment manufacturer in world are based on the average of the highest monthly
regard to certain applications. Experience has how- ambient temperatures in the shade registered over a
ever shown that if customers are not able to clearly number of years.
define and check which areas the equipment will be
It is the original equipment manufacturer's responsi-
used in, Volvo Penta recommendations to adapt the
bility to ensure that the cooling system specification is
installation to the most difficult conditions are justified.
suitable for the area in which the application is to be
International standardization is ever more common, used.
especially within industrial and construction machi-
However, we must point out that cooling tests carried
nery. This opens up possibilities for manufacturers to
out according to the different stated levels do not
ship machinery between various parts of the world.
guarantee against the occasional overheating of
Because of this we strongly recommend that the cool-
machinery in operational use. This applies especially
ing system be designed so that the machinery may be
to days that are hotter than average conditions, and
used anywhere without the need to alter the cooling
when the application is used in direct sunlight and is
system.
exposed to heat radiation from the ground etc. We
Copies of all inspection documentation must be sent therefore recommend that the cooling system be
to Sales Engineering Industrial, AB Volvo Penta so designed with sufficient margin for these circumstan-
that information may be registered for future reference ces.
and guidance for other departments within Volvo
Customers who export machinery and/or manufac-
Penta. This request applies whether or not the appli-
ture in different parts of the world are strongly recom-
cations have been approved.
mended to implement a standardized cooling system
NOTICE! Information regarding inspections and tests that can be used throughout the world. This facilitates
are also available at Volvo Penta Partner Network both spare parts warehousing and service.
under “Application Engineering Operating Proce-
dures”
47700904 07-2011 143

Installation Testing
General
The test procedures described in this section are
intended to provide guidance when the various tests
are performed as part of installation checks.
One of the main objectives is to try to ensure that tem-

peratures and other data are always registered at the
same point.
Some manufacturers offer optional cooling systems. In

such cases cooling specifications must be clearly
defined and separate tests carried out in order to con-
firm each specification before any coolant tests are
performed.
NOTICE! Every new or updated installation must be

inspected and approved by a Volvo Penta representa-
tive. Volvo Penta Sweden uses advanced measuring
and test equipment for this purpose, at registration
points described in the Measurement
points page 146 section.
Air to Air Intercooled Engines

In engine installations where the cooling system has
not been supplied by Volvo Penta it is of the greatest
importance that the pressure drop and temperature
drop across the charge air cooler are within Volvo
Penta specified values.
Both the temperature and charge pressure sensors

must be installed in the ducting before and after the
charge air cooler. In many cases it is necessary to drill
and tap holes in the ducting. A combined union for
temperature and pressure is recommended in order to
minimize the number of holes.
NOTICE! Carefully remove all swarf after drilling and

tapping.
NOTICE! Calibrate the pressure sensor accurately, as

the pressure differential across the CAC must not
exceed 10 kPa (1.45 PSI).
144 47700904 07-2011

Measuring Radiator Airflow

The most usual causes of low cooling margins are
insufficient airflow or hot air circulation. The best way
to check this is to use an airspeed measuring instru-
ment.
First measure the radiator surface and divide it into four

equal squares of around 100 x 100 mm (3.94 x 3.94").
Mark the center of each square with paint on the radi-
ator.
Use a high-quality airspeed instrument to measure air-

speed at each point marked on the radiator. Owing to
turbulent airflow it may be difficult to obtain a constant
reading at each point. Measure for 10 to 15 seconds
and calculate the average airflow at the point.
P0008948
775 Calculate the total average airflow for the radiator and
129 multiply the result by the radiator surface area. This
gives airflow over the radiator. Airspeed will vary sig-
112
14.5 15.9 15.6 13.9 11.2 13.7 nificantly between the different measuring points dur-
ing the test. Refer to the illustration.
12.7 10.8 5.5 6.9 10.8 7.4
This is where the difficulty in designing a cooling sys-
11.9 7.0 0.5 3.9 11.1 4.6 tem lies. Fan type, fan diameter, fan speed, cowl, and
675
fan location etc. all influence the airspeed pattern, as

8.6 9.3 6.2 8.2 12.2 2.8 shown in the chart.
7.7 9.5 10.3 12.2 7.3 1.5 Sequential tests after step by step modifications to the
cooling system will lead finally to the best airflow and
7.3 4.6 5.0 3.3 3.3 6.6 even air distribution over the radiator.
P0008949
The airspeed instrument may also be used to detect
hot air circulating back to the radiator because of e.g.
Radiator = 0.52 m2 (8,07 ft.2) poor ducting.
Average airspeed = 8.4 m/s (26.2 ft./s)
Average airflow = 4.4 m3/s (5.8 y3/s)
47700904 07-2011 145

Measurement points
In order to maximize the gains from an installation test
so that a complete register of relevant data may be
compiled, we recommend that the following points are
registered. Also refer to the illustration on the following
page:
1 Ambient temperature in the shade; not in direct sunlight, not in a draught nor in the exhaust flow.
2 Temperature before the air filter inlet.
3 Air temperature before the turbocharger. The measuring point must be located as close to the turbocharger
as possible.
4 Charge air temperature is measured in the inlet manifold. Take into consideration whether or not a charge
air cooler is fitted. Refer also to the section Air to Air Intercooled Engines page 144.
5 Exhaust temperature, as close to the turbocharger as possible (exhaust side) in the exhaust flange or the
first straight section of exhaust pipe.
6 Air temperature in front of the radiator, right side.
7 Air temperature in front of the radiator, left side.
8 Air temperature in back of the radiator, left side.
9 Air temperature in back of the radiator, right side. The temperatures 6, 7, 8 and 9 must be measured in line
with the fan center and around 100 mm (3.94") from the radiator.
10 Coolant outlet temperature, i.e. coolant from the engine to the radiator. This must be measured in the ther-
mostat housing or as close to the thermostat housing as possible, e.g. in the hose to the radiator if no
threaded hole is available in the thermostat housing.
11 Coolant inlet temperature, i.e. coolant from the radiator outlet to the water pump inlet. The measuring point
must be located as close to the water pump inlet as possible.
12 Coolant inlet temperature to the torque converter oil cooler must be measured between the radiator outlet
and the torque converter oil cooler inlet.
13 Lubricating oil temperature must be measured with a thermocouple attached to the oil dipstick. Refer to the
section Oil Temperature and Oil Filter page 110 in the Lubrication system chapter.
14 Fuel temperature; the measuring point is the hollow screw in the cylinder head fuel inlet, or the outlet from
the fuel filter.
15 Air filter limit (pressure drop); the pressure sensor must be installed in front of the turbocharger.
16 Coolant pressure must be measured at the highest point in the radiator.
17 Charge pressure; in the inlet manifold. Refer also to the section Air to Air Intercooled Engines page 144.
18 Exhaust back pressure; in the first straight section of the exhaust pipe, close to the turbocharger.
19 Engine rpm is measured by induction sensor on the vibration damper or read off the value from Vodia.
146 47700904 07-2011

16 1
10
8 4
2
17
9
7 14
6
13 16
12
2 10 8
5 18
9
7
6
15
11
12
P0014408
47700904 07-2011 147

Cooling Tests, General

Glossary
A number of terms are used to define cooling system
capacity.
Maximum ambient temperature. The maximum ambi-

ent temperature the machine may be used in without
exceeding the permissible water temperature.
Δt water (delta t) - the temperature differential

between radiator inlet and outlet
coolant.
Δt air - the temperature differential
between radiator inlet and outlet
air.
Cooling capacity
A cooling system installation's cooling capacity is often
measured using a reference temperature for coolant
boiling point called ATB (Air To Boil).
The ATB temperature is defined as the ambient tem-

perature at which the coolant attains its maximum per-
missible coolant temperature.
AOT (Air On Temperature) refers to the maximum per-

missible coolant temperature after the engine. It is
defined as the temperature of the cooling air entering
the charge air cooler.
The difference between AOT and ATB temperatures is

that the input cooling air temperature is used instead
of the ambient temperature.
The max permissible temperatures for each engine

type are given in Technical data, Sales Support Tool
This concerns unpressurized cooling systems. If the

system is fitted with a pressure cap or pressure valve
the boiling point will rise according to the pressure set-
ting value.
148 47700904 07-2011

Cooling Test Preparation

Before the application is prepared for a cooling test it
is extremely important to ensure that the installation in
general is satisfactory. If any adjustments are neces-
sary as a consequence of the tests, and which may
affect cooling in particular, such changes must be
made at this stage.
It is also extremely important to have accurate and

reliable instruments available, as well as other equip-
ment and aids recommended for performing the cool-
ing tests. Sometimes all the recommended equipment
may not be available, but remember that the main
objective is to ensure that the application is tested
under a load cycle that corresponds to the most difficult
conditions the application can be exposed to during
use.
If there is any uncertainty about how difficult the con-

ditions the application will be exposed to will be, we
recommend always to attempt maximum output at
rated rpm.
Measuring instruments must be installed at the recom-

mended locations.
All tests must be performed with a fixed open thermo-

stat.
A short test run must be made to check that all parts

with temperature probes attached are functioning cor-
rectly.
The test must be carried out in dry conditions with a

wind speed that does not exceed 7 m/s (23 ft./s) and
preferably with an ambient temperature above +5 °C
(+41 °F).
Before the cooling test is carried out, exhaust back

pressure must be determined at rated rpm under full
load.
Air filter resistance must be determined with the engine

at maximum rated rpm and load.
Regardless of the type of application being tested, the

maximum load condition expected during application
use must be determined.
One practical method of determining maximum load

conditions is to check exhaust gas temperature. When
the maximum load condition has been determined, the
application must be run continually at this load until
temperatures have stabilized.
This usually takes 50 to 60 minutes.
The installation checks must be concluded with a tech-

nical report that includes all test results, a detailed
description of the installation and a conclusion.
47700904 07-2011 149

Alphabetical index
Air Compressors................................................. 122 Power Take-off...................................................... 112
Air Inlet System....................................................... 79 Power Transmission.............................................. 115
Air to Air Intercooled Engines................................ 144 PTO Facilities........................................................ 120
Appraisal and Testing............................................ 143 Rear Engine Mounting........................................ 112
Auxilary Noise......................................................... 47 Safety Information................................................... 2
Belt Driven P.T.O................................................. 120 SCR System............................................................ 95
Belt Tension.......................................................... 121 Sound Absorption.................................................... 39
Calculation of Back Pressure............................... 88 Sound Pressure - Sound Power.............................. 42
CIU (Control Interface Unit)..................................... 14 Spacer Ring (Flywheel Housing/Flange Con-
Compressed Air and Hydraulic System................. 128 nection).................................................................. 114
Compressed Air Filter............................................ 138 Structure Borne Noise............................................. 47
Compressor........................................................... 129 System Configuration............................................ 140
Compressor with ESS........................................... 132 The A-filter............................................................. 41
Cooling Coil and Pipe Dimensions........................ 137 The dB-scale........................................................... 40
Cooling Test Preparation....................................... 149 Things to remember concerning Power Take-
Cooling Tests, General.......................................... 148 off at the Timing Gears.......................................... 123
Crankshaft End Thrust.......................................... 126 Torque Convertors................................................ 119
Crankshaft Side Loadings, Flywheel End.............. 124 Unsupported P.T.O. Pulley................................. 125
DCU (Display Control Unit)..................................... 8 V-Belt Transmissions.......................................... 124
Description and Function of the System Com- Viscosity................................................................ 109
ponents.................................................................. 133
Design and Function of the Compressed Air Water Quality......................................................... 76
System.................................................................. 130
Diesel Engines Noise Characteristics..................... 45
Direction of the Side Loadings.............................. 124
Disconnectable Power Take-off............................ 115
DU (Display Unit)..................................................... 14
Easy Link Instruments.......................................... 14
Engine Alignment.................................................. 126
Engine Oil Specifications....................................... 107
Exhaust Brake......................................................... 92
Exhaust Noise......................................................... 46
Flexible Coupling................................................ 118
Flywheel................................................................ 112
Fuel Cooler.............................................................. 99
Fuel Filters............................................................... 97
Fuel Tank Location................................................ 102
Gear driven P.T.O.from Timing Case................. 122
General installation remarks.................................... 83
General Recommendations................................... 142
Hydraulic Steering Pumps delivered by
Volvo Penta.......................................................... 139
Hydraulic Systems................................................. 138
Idler Pulleys......................................................... 121
Inlet Noise............................................................... 46
Installation Testing................................................ 144
Measurement methods......................................... 43
Measurement points.............................................. 146
Measuring Radiator Airflow................................... 145
Noise Data Presentation....................................... 44
Noise/Sound............................................................ 39
P.T.O. Positions................................................... 120
P.T.O. Support Bearings....................................... 125
Power output from Front End of Crankshaft.......... 126
47700904 07-2011 151

Report form
Do you have any complaints or other comments about this manual? Please make
a copy of this page, write your comments down and post it to us. The address is at
the bottom of the page. We would prefer you to write in English or Swedish.
From:...............................................................................
........................................................................................
........................................................................................
........................................................................................
Refers to publication:................................................................................................................................................
Publication no.:....................................................................... Issued:......................................................................
Suggestion/reasons:.................................................................................................................................................
.................................................................................................................................................................................
.................................................................................................................................................................................
.................................................................................................................................................................................
.................................................................................................................................................................................
.................................................................................................................................................................................
.................................................................................................................................................................................
.................................................................................................................................................................................
.................................................................................................................................................................................
Date:..............................................................
Name:............................................................
AB Volvo Penta
Technical Information
Dpt. 42200
SE-405 08 Göteborg
Sweden
47700904 English 08-2011

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Installation

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General I

Installation Summary 1(1)

Never work alone when installing heavy compo-

The components in the electrical system, ignition

The purpose of this summary is to pass on our know-

This summary is in no way a complete installation

SALES ENGINEERING INDUSTRIAL

Overview Fuel control

Input signals Diagnostic Function

DCU (Display Control Unit)

The menus in the DCU system can be used to check,

NOTICE! The menus and illustrations shown here are

1 LED display 6 ON/OFF. Starts and stops the system

NOTICE! The Setup menu can be used to select the

NOTICE! Must be activated at temperatures below 0°C

Pre-heating time is adjusted to suit engine tempera-

Trip Data reset

The parameters that can be set/selected (choice is

Customer parameter / Versatile

Customer parameter / Gen set

Throttle input setting

CIU (Control Interface Unit)

The fast link is a so-called CAN link. All data concern-

The slow link manages diagnostic information for flash-

A description of how to connect the vehicle engine to

Canbus communication (CAN)

Easy Link Instruments

The DU is connected between the engine control unit

Engine power codes according to ISO standard 8528

Engine Speed Regulation,

Derating means that engine power output is reduced

If power output is not reduced the results will be as

The derating procedure is described in the Sales Sup-

Read about electronic regulator performance in:

Rating Guidelines on Generator set

Maximum standby power: ratings that correspond to

For further information refer to: Sales Support Tool,

Torsional Vibration Approvals

Disregarding engine and driven unit torsional compat-

When selecting a generator - single or double bearing

It is the system designer's (OEM) responsibility to pre-

A list of approved combinations of engines coupled to

Rule-of-thumb for when TVC calculations

Torsional Analysis Data

Most generator manufacturers provide shaft drawings

Arrangement and Planning

1 Silencer and exhaust pipe, insulated 6 Hot air discharge duct

Engine compartment ventilation

The illustration shows the most suitable engine loca-

It is unsuitable to locate the engine so that the radiator

This results in inefficient cooling and may cause over-

A sheet metal or plastic duct must be installed in the

The inlet opening must also have a free flow aper-

When the inlet and outlet openings are designed,

Inlet and outlet openings are normally equipped with

The large volume of air moved by the cooling fan usu-

As shown in the illustration, cold inlet air is drawn over

If high engine compartment temperatures are unavoid-

The temperature of the engine inlet air must be as low

The illustration shows the air inlet location high up on

Inlet air from outside of the engine compartment

• The hose used must be reinforced to prevent

Pressure drop measurement is usually carried out at