Design and Function: Marine Diesel Engines 1 D1, D2, D3, D4, D6

Design and Function
Marine diesel engines 1
D1, D2, D3, D4, D6

Table of Content
Foreword ...................................................................................................... 2
General Information .................................................................................. 2
Marine diesel engines 1 .............................................................................. 3
D1 / D2 ....................................................................................................... 3
Group 21: Engine ................................................................................... 3
Group 22: Lubrication System ............................................................ 11
Group 23: Fuel System ........................................................................ 13
Group 25: Inlet and Exhaust System .................................................. 16
Group 26: Cooling System .................................................................. 17
Group 30: Electrical System ............................................................... 20
D3 ............................................................................................................. 29
Group 21: Engine ................................................................................. 29
D4 / D6 ..................................................................................................... 56
Group 21: Engine ................................................................................. 56
Index ........................................................................................................... 85
47704900 06-2017 © AB VOLVO PENTA 1

Foreword
General Information
The Design and Function literature is produced
primarily for training within Volvo Penta.
It can also be used as a supplement for Volvo Penta
workshops.
The Design and Function literature contains

information regarding standard model Volvo Penta
products, such as hydraulic schematics, wiring
diagrams, component descriptions and engine model
differences.
The product designation, serial number and

specification is indicated on the engine decal or type
plate. This information must be included in all
correspondence regarding the product.
Volvo Penta continually develops its products; we

therefore reserve the right to make changes. All
information in this literature is based on product data
which was available up to the date on which the
literature was printed. New working methods and
significant changes introduced to the product after this
date are communicated in the form of Service
bulletins.
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Marine diesel engines 1, D1 / D2
Marine diesel engines 1

D1 / D2
Group 21: Engine
General
D2-75
D1-30
P0007826
D1 / D2 are four cycle marine diesel propulsion The D1-13 and D1-20 engines have identical pistons
engines. They all have two valves per cylinder, a high- with the same dimensions. The D1-30 and D2-40
mounted camshaft in the engine block and a engines have different pistons, but of common
mechanical injection pump. dimensions. The D2-55 and D2-75 engines have
different pistons, but of common dimensions.
There are three types of D1 engines
(D1-13, D1-20, D1-30) and three types of D2 engines The engines are lubricated by a pressure lubrication
(D2-40, D2-55, D2-75). system, in which an oil pump supplies oil under
The engine name indicates approximate horse pressure to all lubrication points.
powers, e.g. 75 hp for D2-75.
Fresh water cooling uses a thermostatically controlled
The D1-13 is an in-line two cylinder engine with a total raw-water cooled heat exchanger. The raw water
swept volume of 0.51 liters (31.1 in3). pump is operated by a gear train.
The D1-20 and D1-30 are in-line three cylinder
The crankshaft operates the coolant pump and
engines with total swept volumes of 0.76 liters (46.4
alternator via a drive belt.
in3) and 1.13 liters (69.0 in3) respectively.
The D2-40 is an in-line four cylinder engine with a total
swept volume of 1.51 liters (92.1 in3).
The D2-55 and D2-75 are in-line four cylinder engines
with a total swept volume of 2.22 liters (135.5 in3).
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Component location
D1-13 with MS10A reverse gear
P0017286
D1-20 with 130S sailboat drive
P0017280
1 Expansion tank 8 Air Filter 15 Coolant Pump

2 Heat exchanger 9 Oil dipstick, engine 16 Oil filler cap, engine
3 Relay box with fuses 10 Seawater Pump 17 Folding Propeller
4 Oil cooler, reverse gear 11 Injection Pump 18 Sacrificial anodes
5 Starter motor 12 Oil filter 19 Oil drain, S-drive
6 Alternator 13 Fuel Filter 20 Cooling water inlet, S-drive
7 Oil dipstick, reverse gear / S-drive 14 Fuel pump 21 Seacock, S-drive
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D1-30 with MS10A reverse gear
P0017287
D2-40 with 130S sailboat drive
P0017289
1 Expansion tank 8 Air Filter 15 Coolant Pump

2 Heat exchanger 9 Oil dipstick, engine 16 Oil filler cap, engine
3 Relay box with fuses 10 Seawater Pump 17 Folding Propeller
4 Oil cooler, reverse gear 11 Injection Pump 18 Sacrificial anodes
5 Starter motor 12 Oil filter 19 Oil drain, S-drive
6 Alternator 13 Fuel Filter 20 Cooling water inlet, S-drive
7 Oil dipstick, reverse gear / S-drive 14 Fuel pump 21 Seacock, S-drive
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D2-55-A/B with HS25A reverse gear
D2-55-C/D/E/F with MS25L reverse gear
1 Coolant filler cap 7 Oil dipstick, reverse gear 13 Fuel Filter

2 Heat exchanger 8 Air filter / air intake 14 Oil filter
3 Relay box with fuses 9 Oil dipstick, engine 15 Fuel pump
4 Oil cooler, reverse gear 10 Oil filler cap, engine 16 Coolant Pump
5 Starter motor 11 Seawater Pump
6 Alternator 12 Injection Pump
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D2-75 with HS25A reverse gear
D2-75 with 130S sail-drive
1 Coolant filler cap 8 Alternator 15 Fuel Filter

2 Relay box with fuses 9 Oil dipstick, reverse gear / S-drive 16 Oil filter
3 Heat exchanger 10 Air filter / air intake 17 Fuel pump
4 Charge air cooler 11 Oil dipstick, engine 18 Coolant Pump
5 Turbo 12 Oil filler cap, engine 19 Folding Propeller
6 Oil cooler, reverse gear 13 Seawater Pump 20 Sacrificial anodes
7 Starter motor 14 Injection Pump 21 Oil drain, S-drive
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Group 21: Engine

Cylinder block
The cylinder block is cast in one piece from special cast
iron alloy. The camshaft is located in the engine block.
The D1-13 engine has two cylinder bores, the D1-20

and D1-30 have three, and the D2-40, D2-55 and
D2-75 has four.
The D1-13 and D1-20 engines have the same cylinder

dimensions. So do the D1-30 and D2-40 engines as
well as the D2-55 and D2-75 engines, but with larger
dimensions.
All engines have cylinders machined directly in the

block.
Oil pan
P0007831
The oil pan is located under the cylinder block and is
made from pressed sheet steel. There is an oil drain
pipe installed beneath the oil pan.
Flywheel
A flexible coupling with a rubber damping element is
bolted to the flywheel. The coupling transfers power to
the reverse gear / S-drive.
P0007839
Camshaft
The camshaft has lobes which operate the valves, the
fuel pump and the injection pump. The camshaft is
driven by a gear train.
P0007832
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Cylinder head
3 The cylinder head (1) is made from special cast iron
alloy.
The cylinder head has one inlet and one exhaust valve
per cylinder. These are operated by the camshaft via
valve lifters and push rods. The valves have
replaceable seats.
An injector is installed in the combustion chamber of

each cylinder. There is one glowplug per cylinder.
2
Rocker arm cover
The rocker arm cover (2) is aluminum and is located
above the cylinder head. The valve mechanism is
installed underneath the cover. Pressurized lubrication
oil passes via an external pipe to the rocker arm shaft,
and then lubricates the rocker arms and valves.
Valve Cover
The valve cover (3) is made of aluminum and is located
above the rocker arm cover. The valve cover has two
internal sections, of which one leads inlet air down into
P0007833 1 the cylinder head via an inlet. The other section
contains the crankcase ventilation valve.
P0007833
Crankshaft
10
The crankshaft (1) is supported by main bearings (2).
The thrust bearing is integrated in the rear main
12 bearing cap (3). On all D2 engines the rear main
9 bearing cap (3) is made of steel and therefore have two
separate lower thrust washers (11). On the D2-55 and
D2-75 engine there is also an upper thrust washer (12).
The crankshaft is statically and dynamically balanced,
2 and has induction hardened bearing surfaces. At the
front end, where the gear wheel (4) for the timing gear
8 and the pulley (5) for the alternator and coolant pump
are located, the crankshaft has a groove for a Woodruff
1 key. At the rear of the crankshaft, there is a flange (6)
to which the flywheel is attached.
6 Main and big-end bearings
The main and big-end bearings (7) comprise steel
shells lined with bearing metal. The bearings are
precision made and are ready to be installed.
3
7
Con rods
The connecting rods (8) are of I-section. The small end
11 is drilled for piston pin lubrication.
Pistons
4 The pistons (9) are made of light metal alloy. They
5
have three piston rings (10). Two piston rings are
compression rings and one is an oil ring.
The upper compression ring on the D2-75 engine is of
Keystone type to give a better sealing under load with
P0017588 turbo.
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Timing gears
The timing gear comprises cylindrical gear wheels with
helical cogs and is located at the front of the cylinder
block. A timing gear cover (1) provides complete
protection for the timing gear.
2 The camshaft (2) and raw water pump (3) are driven
by the crankshaft gear (4), via an idler wheel (5). The
engine lubrication pump is integral with the idler gear,
and is driven by it. The governor weights (6) are
suspended at the front of the camshaft drive and adjust
6
the injection pump via a mechanism in the timing gear
cover.
4
5
P0007835
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Group 22: Lubrication System
P0017604
1 Oil filter The engines are provided with a complete pressure

lubrication system. The lubricating oil pump (6) is a
2 Oil pressure monitor
gear wheel pump, and is driven by the crankshaft.
3 Pressure relief valve Lubricating oil is led through an external pipe (7) to
the valve mechanism.
4 Inlet pipe with strainer
5 Main oil duct The lubrication system has a relief valve (3) which
limits the maximum oil pressure in the engine. The
6 Oil pump valve opens with high pressure and allows the oil to
7 Oil delivery pipe (outer) to valve mechanism flow back into the sump.
8 Crankcase ventilation, valve The oil filter (1) is of full-flow type, all oil is filtered
before it is forced out in the lubrication system.
9 Bypass valve, oil filter
The filter element consists of folded filter paper.
There is a bypass valve (9) at the base of the filter,
which opens and allows oil to flow past the filter if the
filter insert should become blocked.
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Oil pump
The lubrication pump is located within the idler gear on
the timing gears, by which it is also driven.
The pump is a rotor pump with an inner rotor and an

outer rotor mounted eccentrically in relation to each
other. The inner rotor has one "tooth" less than the
outer rotor.
Pump function results from the space between the

inner and outer gear wheels increasing and
decreasing.
During the first section of the rotation of the inner rotor,
the volume increases, a partial vacuum occurs and oil
is drawn into the inlet.
After about a half revolution volume is reduced,
pressure increases and oil is forced out through the
outlet.
P0007856
1 Retainer ring
2 Spring washer
3 Spring
4 Shim
5 Oil pump cover
6 Inner rotor
7 Idler wheel with outer rotor
8 Thrust washer
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Group 23: Fuel System
P0007863
1 Fuel tank A mechanical feed pump draws fuel from the fuel tank
via an optional water separation prefilter (optional
2 Prefilter
equipment), and then forces fuel through a fine filter
3 Feed pump to the injection pump.
4 Fuel filter The camshaft driven injection pump then distributes
5 Hand pump the fuel in precisely timed and measured quantities to
the injectors.
6 Injection pump
Fuel which returns from the injectors is returned to the
7 Injectors
base of the fuel tank. Air in the fuel system can be
transported back to the fuel tank via a connection
between the injection pump and the return fuel pipe.
The fuel is then forced at high pressure through the

injector nozzles into a pre-combustion chamber in the
cylinder head and then enters the piston combustion
chamber, where an air vortex contributes to even
combustion. A glowplug in the pre-combustion
chamber pre-heats the fuel mixture for cold starting.
The engine fine filter removes contamination which

may be left in the fuel, despite the prefilter.
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Injection Pump
The injection pump is a flange-mounted in-line pump
which is located on the engine block. The pump is
driven by cams on the engine camshaft, that operate
the pump chambers directly.
The injection pump has the same number of pump

pistons as the engine has cylinders.
P0007864
Centrifugal Regulator
The governor is mechanical and works with speed-
sensitive governor weighs. It is mounted on the front
of the camshaft drive.
The governor weights operate the injector pump

control rod via the governor sleeve, a lever and a
governor arm. Engine speed is governed throughout
P0007851 the entire range, from low idle to high idle (all-speed
type).
9 Injectors
8
7 The engine is provided with pintle-type injectors. Each
6 injector basically consists of a nozzle retainer and a
5 nozzle.
4
3
2 When the fuel pressure increases to the set value
1 (opening pressure) the injector needle, which is held
pressed against its seat by the compression spring, is
lifted and atomized fuel is injected into the
precombustion chamber of the engine.
P0017646
Injector opening pressure is determined by the
1 Injector nut compression spring which is adjustable with shims.
2 Injectors
3 Joining piece
4 Compression screw
5 Spring
6 Adjustment shims
7 Injector holder
8 Washer
9 Nut
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Feed pump
The feed pump is mounted on the outside of the engine
block and is driven by an eccentric on the rear of the
camshaft.
P0007865
Fuel Filter
The fuel filter (1) is of the disposable type. The filter
insert is a paper filter.
The fuel filter is located in a bracket (2) together with a

hand pump (3) and vent screw (4).
P0007866
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Group 25: Inlet and Exhaust

System
Crankcase ventilation
To prevent over-pressure and to separate fuel vapor,
water vapor and other gaseous combustion products,
the engine is fitted with closed crankcase ventilation.
The crankcase ventilation is sealed and pressure

controlled with a valve and spring located in the valve
cover. When the gas pressure is higher, the valve
opens and directs the crankcase gases into the inlet
section, for combustion in the cylinders.
P0007836
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Group 26: Cooling System

6 7 9 The engine is fresh water cooled and has a sealed
cooling system with expansion tank. The system is
divided into two circuits.
In the inner circuit, the fresh freshwater system,

coolant is pumped around by a coolant pump, driven
via a drive belt from the crankshaft pulley.
8
10 The fresh water system works under pressure, thus
reducing the risk of boiling if the temperature becomes
high. If the pressure becomes higher than normal, a
4 pressure valve opens in the filler cap on the expansion
5 tank.
The coolant temperature is regulated by a thermostat.

3 When the engine is cold, a thermostat directs the
1 coolant round an internal circuit in the engine. When
operating temperature begins to be reached, the
2
coolant is progressively directed out through the
P0007846 entire heat exchanger, where the surplus heat is
removed.
1 Raw water, inlet In the outer circuit - the raw water system - raw water
2 Raw water filter flow is taken care of by a gear-wheel driven pump of
rubber impeller type.
3 Raw water pump
The raw water system cools the engine heat
4 Raw water, outlet exchanger. Raw water is discharged together with the
5 Coolant pump exhaust gas, via a connection in the exhaust bend.
6 Expansion tank
7 Heat exchanger / exhaust manifold
8 Thermostat
9 Open thermostat - circulation
10 Closed thermostat - circulation
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Thermostat
The engine is equipped with a thermostat whose
sensor body contains wax.
When the engine is cold the thermostat keeps the route

to the heat exchanger closed. Coolant then passes
through a by-pass line, directly back to the suction side
of the pump. As the engine warms up, the volume of
the wax increases and the thermostat progressively
opens the passage to the heat exchanger, at the same
time as the by-pass line is closed.
P0007937 Refer to 03-26, Technical Data for opening
temperatures.
The thermostat is located in a housing which is

integrated in the heat exchanger and exhaust
manifold.
Coolant Pump
The coolant pump is mounted on the engine block and
is driven by the crankshaft by means of a drive belt.
P0007938
Seawater Pump
The raw water pump is a rubber impeller type pump
mounted on the front of the engine. The pump is driven
by the engine timing and pumps cooling water to the
engine heat exchanger.
NOTICE! The impeller will be damaged if the pump is

run dry.
P0007939
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Heat exchanger
The heat exchanger is located in a housing which is
integrated with the exhaust manifold and thermostat.
Raw water passes through the heat exchanger matrix

and transfers heat from the internal cooling circuit in
the engine (fresh water system) to the outer circuit (raw
water). When the thermostat is closed, coolant is led
through a short, uncooled passage in the heat
exchanger and back to the engine.
P0007940
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Group 30: Electrical System
Component location
General
The engines are equipped with an AC alternator,
system voltage is 12 V and the electrical system is
unipolar. Sensors to monitor the coolant temperature
and engine oil pressure are available as optional
D1-13 A, D1-20 A, D1-30 A and D2-40 A equipment.
3 4 5
1 2
6,7,8,9
12
13 11
10
P0007941
1 Glow plugs, one for each injector Circuit breaker (6)

2 Stop solenoid A circuit breaker on 16 A breaks the electrical system
current at overload.
3 Coolant temperature switch If it has triggered the electrical system will be
4 Coolant temperature sensor (optional) reconnected by pressing the circuit breaker button on
the electrical box. Always investigate the reason for
5 Electrical box the overload at first.
6 Circuit breaker
Relays
7 Starter relay The start- and glowing function is controlled by each
8 Glow plug relay shifting relay. These relays are identical and
therefore, if necessary, interchangeable. They are
9 Charge sensing resistor located in the electrical box (5).
10 Starter motor Charge check resistance
11 Alternator The charge check resistance value is 33 Ω / 9 W.
12 Oil pressure switch
13 Engine speed sensor
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D1-13 B/F, D1-20 B/F, D1-30 B/F and D2-40 B/F
3 4 5
1 2
T
EA
EH
PR
T
AR
ST
TT
BA
6,7,8
11
12 10
9
P0008395
1 Glow plugs, one for each injector

2 Stop solenoid
3 Coolant temperature sensor
4 Coolant temperature switch
5 MDI
6 Starter relay
7 Glow plug relay
8 Charge sensing resistor
9 Starter motor
10 Alternator
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D2-55 A/B/C/D, D2-75 A/B

4 5 11
10
1 2
7
3 6
9 8 12
P0008361
P0008360
1 Coolant temperature sensor (optional) Fuses (3)

2 Coolant temperature switch The engine is equipped with a fuse block containing
four fuses (15 A). One fuse breaks the electrical
3 Fuses system current at overload, while the others are
4 Starter relay backup fuses.
If a fuse has blown the electrical system is
5 Glow plug relay reconnected by moving the cable to the next fuse
6 Charge sensing resistor socket. Always investigate the reason for the overload
at first.
8 Starter motor
9 Alternator
11 Oil pressure sensor (optional)
P0008373
Relays
The start- and glowing function is controlled by each
shifting relay. These relays are identical and
therefore, if necessary, interchangeable.
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D2-55 E/F, D2-75 C/F
3,4,5,6 11
1 2 10
PR
EH
EA
T
7
T
AR
ST
TT
BA
9 8 13 12
P0008435
1 Coolant temperature sensor (optional)

2 Coolant temperature switch
3 MDI
4 Starter relay
5 Glow plug relay
6 Charge sensing resistor
8 Starter motor
9 Alternator
11 Oil pressure sensor (optional)
13 Stop solenoid
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Component description
Alternator
The alternator provides alternating current (14 V / 115
A). The voltage regulator on the alternator is provided
with a sense system.
The sense system compares the charge voltage

between the alternator terminals, B+ and B-, with the
voltage across the battery positive and negative
terminals. The voltage regulator then compensates for
any voltage drop in the cables between the alternator
and the batteries, by increasing the charge voltage
supplied by the alternator as necessary.
P0007942
Starter motor
The starter motor is a DC series motor. The starter
pinion is operated by a control solenoid and can be slid
axially on the rotorshaft.
The starter motor has a reduction gear, which makes
it possible to obtain greater torque.
The starter motor power depends on the engine it is

fitted to, please refer to the table below.
D1-13, D1-20 0.8 kW

D1-30 1.1 kW
P0007943
D2-40 1.4 kW
D2-55, D2-75 2.0kW
Glow plugs
One glow plug per cylinder is installed in the cylinder
head. All glow plugs are electrically connected by a
conductor rail. The glow plugs heat the air mixture
during starting.
P0007950
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D1 & D2-40 D2-55 & D2-75 Oil pressure switch

Oil pressure is observed by a pressure switch installed
in the engine block on the right side of the engine. The
switch is “normally open” in normal operation. If the oil
pressure is falling below 0.5 ± 0.15 bar (7.25 ± 2.18 psi)
the switch closes. When the engine is not running the
switch is closed.
Checking of the closing point shall be done at falling

pressure.
P0017882
D1 & D2-40 D2-55 & D2-75 Coolant temperature switch

Contact type is NO (normally open).
The connectors close if the coolant temperature
exceeds:
D1-13, D1-20 105 ± 2 °C (221 ± 3.6 °F)
P0017883
D1-30, D2-40 110 ± 2 °C (230 ± 3.6 °F)
D2-55, D2-75 95 ± 3 °C (203 ± 5.4 °F)
Checking of the closing point shall be done at rising

temperature.
Coolant temperature sensor

The sensor is located on the left side of the engine. The
sensor consists of a non-linear resistor, whose
resistance varies with coolant temperature. The
resistance falls as the coolant temperature rises.
P0017884
Engine speed sensor

The sensor is located on top of the flywheel housing.
The sensor is inductive. It reads the crankshaft speed
by means of milled slots on the outer radius of the
flywheel.
P0017885
Stop solenoid
The stop solenoid is an electromagnetic relay. The
stop solenoid shuts off the fuel supply at the injection
pump.
P0017886
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The MDI system

(D1-13 B/F, D1-20 B/F, D1-30 B/F, D2-40 B/F, D2-55
E/F, D2-55 C/F)
The MDI is located on the engine and is connected to

a number of nearby components, such as sensors,
switches, button panel and instruments.
PR
E HE
AT A data link (CAN bus) links the MDI to the tachometer/
ST
AR
T
display and other optional equipment such as
BA
TT
NMEA2000 interface, multisensor.
To the MDI a button panel is connected that controls
the start and stop function of the engine.
P0017862
* MDI = ”Mechanical diesel interface”.
Functionality
Instrumentation
The instruments use a serial communication bus. The
serial communication bus in combination with EVC
reduces wiring and simplifies installation.
EVC System Tachometer

All alarms are available in the tachometer. The
tachometer has a built in buzzer alarm and an output
to the instrument serial bus (Easy Link).
P0017863
EVC System Display

The EVC system display is a complement or
replacement for the EVC system tachometer and
optional instruments. The display shows operation
information, information messages and alarms. The
user selects what operation information to display with
the buttons on the display. The EVC system display
can show more than one operation information at one
and the same time. The display also has access to the
same display mode and calibration functions as for the
P0017864 EVC system tachometer display.
Fuel Level
1/2 If a fuel level gauge is used it must be connected to the
1/4 3/4 instrument serial communication bus (easy-link). The
MDI has an input for the fuel level sender.
0 1
P0017865
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NMEA support
The MDI system supports NMEA 2000 by means of a
200
0 hardware interface.
NM rface
EA
inte
P0017870
Boat speed, echo sounder and water temp

(Multisensor)
The multisensor is connected to the multilink cable.
Data from the multisensor are shown in the EVC
display and the speedometer instrument.
P0017869
Hull-mounted sensor Transom-mounted sensor
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MDI, basic installation
MDI, De luxe installation
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Marine diesel engines 1, D3
D3
Group 21: Engine
P0017816
Engine, General
D3 is an in-line, 5-cylinder, 2.4 liter, 4-cycle, marine The engine has a seawater cooled heat exchanger for
diesel engine for propulsion. It has four valves per thermostatically controlled freshwater cooling. The
cylinder, twin overhead camshafts and has direct engine also has a seawater cooled charge air cooler
injection via a “Common rail” supply manifold. which reduces the temperature of the inlet air, thereby
The D3 engine is lubricated by a pressure lubrication permitting higher power output.
system, in which an oil pump,installed on the
crankshaft supplies oil under pressure to all The crankshaft drives the auxiliary equipment, sea
lubrication points. The pistons are cooled by water pump, servo pump (only AQ) and alternator via
lubrication oil supplied through piston cooling nozzles. a drive belt. The hydraulic oil in the servo system is
The lubrication oil is cooled by a freshwater cooled oil cooled by a sea water cooled oil cooler.
cooler.
The engine is controlled and monitored by the EVC-
The engine has a turbocharger which is lubricated MC electronic control system.
and cooled by engine oil.
The turbocharger has a VNT technique (Variable
Nozzle Turbine) in which a vacuum-operated circuit
adjusts the inlet area and the angle of incidence on
the exhaust turbine. This gives the turbocharger fast
response and high capacity.
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Cylinder head
The cylinder head is made from aluminum alloy and
has twin overhead camshafts (2) which use cylinder
head casting as a bearing, together with bearing caps.
P0017817
Cylinder block
The engine block consists of two sections: engine
block (1) and spacer block (2).
The engine block is made from pressure die-cast
aluminum alloy, and has cast in cylinder liners.
The upper parts of the cylinders have open water
jackets, where coolant can flow freely.
The spacer block is made from aluminum alloy and
serves as the crankshaft bearing caps and also as a
stiffener for the engine block.
Oil Sump
The oil sump (3) is made from aluminum alloy and is
installed underneath the spacer block.
P0017818
The cylinder block has built-in channels from the

cylinder head to the crankcase for a compact design
possible. On the left side of the block there is a channel
(1) that leads oil away from the cylinder head. On the
right side there is a channel for crankcase ventilation
(2).
P0017819
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Crankshaft
The crankshaft (1) has 6 bearings and is made of
forged steel. Its main bearings have different materials
in the upper and lower bearing halves. The lower half,
which is subjected to greater loading, has a lead
bronze bearing shell, and the upper bearing shell is
coated with aluminum.
The rear crankshaft seal consists of a ring-shaped lip

seal. The front seal is of the same type, and is
integrated with the oil pump (2). The oil pump is driven
directly by the crankshaft.
P0017820
The crankshaft has a vibration damper (3) at the front
end and a flywheel (4) at the rear.
Con rods
The gudgeon pin bearing in the con rod is trapezoidal
in shape, to give greater area where the loading is
greatest. The con rod has a split bearing cap, which
gives a stable joint.
There are different materials in the upper and lower

bearing shells. The upper shell, which is subjected to
the greater loading, is coated with a thin and very hard
aluminum coating, a so-called sputter coating. The
lower bearing shell is coated with lead bronze.
P0017821
Pistons
The pistons are made of a light metal alloy and have a
graphite coated piston skirt to guarantee low friction.
The piston has two compression rings and one oil
scraper ring. The upper compression ring has a cast
steel ring bearer which is cooled by the oil aimed at a
duct in the piston. The heat is transported away with
the oil which returns to the sump.
The combustion chambers in the piston crowns are
undercut. This design gives a better mixture of fuel -air
and thus contributes to more effective combustion.
P0017822
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Timing gears
The inlet camshaft (1) and coolant pump (2) are driven
by the crankshaft, via a toothed belt (3). The toothed
belt is tensioned by a mechanical belt tensioner (4).
The crankshaft also drives the sea water pump, servo

pump (if servo steering is installed) and the alternator,
using a drive belt. The drive belt is tensioned by a
mechanical/ automatic belt tensioner.
P0017823
Camshafts
The camshafts are located beneath the valve cover
and driven by the crankshaft, via a toothed belt. The
camshafts affect the valves via valve lifter roller
bearings.
The valve clearance is adjusted hydraulically. The fuel
injection nozzles are installed in the centre of the
combustion chambers. The inlet camshaft (2) is driven
by the crankshaft, via a toothed belt.
The exhaust camshaft (1) is driven by the inlet
camshaft, via a gear wheel.
P0017824
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D3-A→G
P0017825
For D3-A→G, the oil pump (1) is of a duo-centric rotor Oil from the filter is distributed to the connecting rod
type with a flow capacity of 69 L/min (18.2 US gallons/ bearings via ducts in the main gallery.
min) at 4000 rpm.
The oil pump cannot be repaired but must be replaced Oil is also distributed to the pistons via piston cooling
if it becomes defective. The pump’s inner rotor is nozzles (6) below the side gallery.
driven directly by splines on the crankshaft. The pump
Pressure is regulated by a valve (5) that opens at 1.35
has an internal safety valve that opens at 8 bar (116.0
bar (19.6 psi). Oil is led up to the cylinder head, the
psi).
hydraulic valve lifter roller bearings and the camshaft
Oil flows from the pump to the water-cooled oil cooler
via a vertical duct at the front of the block.
(2) located on the right side of the oil sump.
An oil pressure sensor (7) is located in the cylinder
The relief valve (3) is located after the oil cooler and
block - engine bed for monitoring.
maintains oil pressure at a maximum of 5.5 bar (79.8
A temperature sensor (8) is installed in the bottom of
psi).
the oil sump.
Cooled oil is then fed to the oil filter (4) via an
embedded pipe in the lower crankcase/engine bed.
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D3-H→
P0017826
* Example of temperature: D3-220, full load at 4,130 rpm.
1 Variable displacement pump

2 Safety valve, 8 bar (116 psi)
3 Oil Cooler
4 Oil filter with built-in safety valve
5 Piston cooling valve; opens at approx. 1.4 bar (20.3 psi)
6 Piston cooling nozzle
7 Oil pressure sensor
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Oil cooler
The lubrication oil transports heat away from the
hottest parts of the engine and evens out the
temperature differences in the engine as it circulates.
Heat is removed from the oil in the oil cooler. The oil
temperature can thus be maintained at a lower level
under high load and at high engine speeds.
The lubrication oil is cooled by a plate heat exchanger
located on the side of the oil sump. The lubrication oil
circulates inside the oil cooler package whereas the
coolant passes between the cell plates.
The cooler is protected from excess pressure by the
P0017828 relief valve in the engine.
Oil Sump
The oil sump is made from an aluminum alloy and is
installed underneath the spacer block. A safety valve
(1) is installed in the oil sump for the oil cooler as well
as and a number ducts that direct the lubrication oil.
P0017829
Oil filter
The oil filter separates impurities from the oil and
consists of a replaceable filter element (1) located
inside a housing (2). When the filter has been in use
for a given period of time, it must be replaced with a
completely new filter element.
P0017830
Oil pump
D3-A→G
The oil pump is an internal duo-centric type gear-driven
pump having a built-in safety valve. The oil pump is
driven directly by the crankshaft and has a crankshaft
seal at its center.
P0017827
47704900 06-2017 © AB VOLVO PENTA 35

P0022169
D3-H→
The oil pump in → D3-H is of the variable 1 Inlet, oil from oil sump
displacement type and differs from a fixed
2 Inlet, oil pressure
displacement pump in that the oil volume is adapted
to suit the rpm and temperature of the engine. 3 Ventilation valve
The oil is drawn from the oil sump to the gear-driven 4 Control valve
pump (1). The engine system oil pressure is 5 Sliding impeller
transferred to the control valve (4) via the duct (2).
When the oil pressure surpasses the spring force of 6 Safety valve
the control valve, a duct is opened with oil pressure to
the one impeller (5) which is then displaced axially.
The ventilating valve (3) releases any air to secure
cavitation-free operation. If the engine has less need
for oil, the amount of oil pumped will be reduced,
which will lower pump power consumption.
The pump also contains an embedded safety valve

(6) that opens at 8 bar (116 psi).
P0022168
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P0017831
CAUTION! The common rail is equipped with a fuel pressure

Never disconnect a fuel line or component after the sensor (9), and a pressure control valve (8)*.
fuel pump to bleed. The fuel is under very high
The new Piezo injectors (7) are fed from the common
pressure and can penetrate the skin.
rail. A major difference compared to the earlier system
Do not attempt to take any pressure measurements is fuel pressure on the injector return side.
without consulting the Workshop Manual!
* The PCV valve replaces the old reducer valve and
The electric feed pump (3) is controlled by EDC 17
its main function is to stabilize high-pressure pump
(1). Fuel is drawn from the fuel tank through the pre-
pressure in the common rail. It controls and monitors
filter into the feed pump. The feed pump increases
the pressure in conjunction with MPROP-valves,
fuel feed pressure to approx 4 bar (58.0 psi). Normal
especially when reducing engine rpm. The PCV valve
pressure is 3.8-4.2 bar (55.1-60.9 psi).
is fully open when not energized (no power).
The fuel is then pumped through the fine filter (4)
before it reaches the high-pressure pump (5). This type of system is known as coupled pressure
control (CPC).
There is a magnetic dosage valve in the high-pressure
pump that regulates the anticipated discharge
pressure to the common rail (6).
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High-pressure pump
The system comprises a 2-cylinder V pump called
Cp-4.2.
An electric feed pump is used to feed fuel to the V
pump.
The inlet duct to the V pump contains an extra filter that
protects against debris in the fuel; the filter is not
removable. The MPROP valve (magnetic proportional
valve) and the overflow valve also contain similar
filters.
The flow returns through orifices in the axial bearing to

the return duct. The return duct is mounted on top of
the pump to ensure fuel deaeration.
P0017832
Fuel pressure in the system is set to max 1800 bar
(26,107 psi). Normal pressure is about 1200 bar
(17,495 psi) and at idle pressure is 250 bar (3626 psi).
A temperature sensor detects fuel temperature and

alerts at 60 °C (140 °F).
P0017836
Injectors
The task of the injectors is to distribute the jets of fuel
with the turbulent air in the combustion chamber, to
give a mixture of fuel and air.
The built-in solenoid is supplied with power at around

80 V and a current during the opening phase of about
20A, so as to lift the fuel needle in the injector quickly.
During the hold phase, current drops to around 12 A.
A non-return valve is installed in the common return

pipe to the tank, to retain a certain amount of pressure
in the return pipes from the injectors.
P0017833
Distribution manifold (Common Rail)

Stores fuel for the injectors at high pressure, between
30-160 MPa (4351-23,206 psi).
The electronic pressure reducing valve PCV (1) and
the fuel pressure regulator (MPROP) control fuel
pressure in the common rail.
The PCV and MPROP are controlled by the engine
control unit.
There is a fuel pressure sensor (2) at the other end,
which sends information to the engine control unit.
P0017834
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Fuel filter housing

The fuel system is equipped with a disposable primary
filter . The fuel filter is located on a bracket and has fuel
IN (1) and fuel OUT (2) connections. There is a sensor
(3) under the filter that detects any water in the fuel.
P0017835
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System
P0017837
1 Air filter The air is sucked in through the air filter (1) to the
turbocharger (2). Charge air from the turbocharger
2 Turbocharger
passes through a charge air cooler (3) that lowers the
3 Charge air cooler temperature on the inlet air. This means that a greater
amount of oxygen flows into the cylinders combustion
4 Inlet pipe
chamber that, along with an increased fuel amount,
increases the engine power.
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Turbo
The turbo is driven by the exhaust that passes through
the compressor turbine housing on its way out to the
exhaust system.
The exhaust flow puts the turbine wheel in rotation and

drives the compressor wheel that is not installed on the
same shaft. The compressor wheel is located in a
housing connected between the air filter and the
charge air cooler / engine inlet pipe.
Air is sucked through the air filter when the compressor

wheel rotates. The air gets compressed and pressed
into the engine cylinders after being cooled in the
P0017838
passage through the charge air cooler.
VNT (Variable Nozzle Turbine)

The turbocharger is equipped with VNT technology,
which makes it possible to combine the fast response
of a small turbocharger with the high capacity of a large
unit.
The positions of the vanes in the turbine housing are

varied by means of a vacuum generated by a vacuum
pump which is driven by the exhaust camshaft. This
means that the turbine inlet area, and the gas speed
and angle of incidence against the turbine are varied
for best effect.
- A small flow area gives high exhaust gas speed and
an angle of incidence which gives good low speed
P0017839 torque. The vane opening is at a minimum.
1 Ring
- When the vane opening is at a maximum, this gives
2 Lever
large flow area, which permits a wide working range
3 Vacuum capsule for the turbo. The exhaust mass flow is now at its
4 Vacuum circuit greatest.
5 Vacuum regulator - The vacuum capsule rod is joined to a movable ring.
6 Vane
The movable vanes are installed on the moving ring.
When the ring moves, the position of the vanes is
7 Vacuum circuit, vacuum pump
affected.
- The vacuum capsule is connected to the vacuum
circuit. The pressure supplied to the capsule is
regulated by a solenoid valve controlled by a signal
from the engine control unit.
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Charge air cooler

In the charge air cooler heat is transferred from the inlet
air to the engine seawater system.
The warm inlet air (1) passes the charge air cooler after
the compression in the turbocharger. The cooler
lowers the air temperature (2) and thus improves the
degree of filling by lowering the air volume. Therefore
more air (oxygen) can be pressed into the engine
cylinders and combust a greater amount of fuel per
work cycle, ie. the power can be increased. The charge
air cooling also contributes to lowering of the thermal
load on the engine.
P0017840
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P0017841
General The by-pass line closes at the same time. In the heat
The engine is water cooled and equipped with at exchanger the heat will now transfer from the coolant
closed cooling system. The system is divided into two to the seawater before the coolant is led back to the
circuits , a freshwater- and a seawater system coolant pump. Large amounts of heat is also led away
by the lubrication oil which will lead off the heat to the
Freshwater System (A) seawater system via the oil cooler (5). Lubrication oil
The coolant is pumped around in the enner circuit is also used to lead away heat from the pistons,
(freshwater system) by a coolant pump (1), which is please refer to Marine diesel engines 1, page 33.
driven by the crankshaft. Coolant is pumped from the To avoid air ducts in the cooling system the heat
coolant pump to a distribution channel in the cylinder exchanger and exhaust manifold are supplied with a
block, around the cylinders and up to the cylinder bleeding pipe (6) to the expansion tank (A). There is
head through the block. also an outlet for warm water (10) and return (11).
From the cylinder head the coolant passes through
Seawater System (B)
the exhaust manifold (2) and is then led back to the
thermostat housing where a thermostat (3) regulates The flow in the seawater system is obtained with an
the coolant temperature. As long as the coolant is cold impeller pump (7) driven from the crankshaft with a
the thermostat will close the flow to the heat drive belt. The seawater passes on through the
exchanger (4). The coolant passes via a by-pass line seawater filter (8) and is thereafter led into the charge
below the thermostat directly back to the pump inlet air cooler (9), out to the cooler (10) for steering servo
side. When coolant temperature has increased to a system (some models), onto the heat exchanger and
certain temperature the thermostat opens which will finally out in the exhaust pipe via the exhaust elbow.
let coolant into the heat exchanger.
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Heat exchanger
Heat is transferred from the engine inner cooling circuit
(freshwater system) onto the outer circuit (seawater)
when passing the heat exchanger.
Freshwater comes into the heat exchanger (A). If the
thermostat still has not opened the coolant will be led
through a short, non-cooled passage (B) in the heat
exchanger and back to the engine. When the
thermostat opens coolant will be led through the heat
exchanger (C) and back to the circulation pump.
P0017842
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Component location
P0013279
1 Injector
2 Rail with Rail pressure sensor and Pressure Control Valve
3 High pressure pump with MPROP valve and Fuel temperature sensor
4 Coolant temperature sensor
5 Combined Air inlet pressure and Intake manifold temperature sensor
6 Oil pressure sensor
7 Electrical fuel feed pump
8 Water in fuel switch
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P0013280
1 VGT valve
2 Engine position sensor (camshaft position)
3 Coolant level switch
4 Oil level and temperature sensor
5 Engine speed sensor (crankshaft position)
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Engine control unit, EDC17
The engine electronic control unit (EECU) is installed
on a bracket near the engine. It controls and monitors
the injectors to ensure that the correct amount of fuel
is injected into each cylinder at the correct point in time.
It controls the proportional valve (MPROP) to ensure
that the system always has the correct fuel flow in the
high pressure pump. The rail pressure is regulated by
the MPROP and the PCV.
The EECU receives continuous information about:

• Engine speed
• Throttle opening
P0013281
• Fuel temperature
• Air inlet pressure/manifold air temperature
• Rail pressure
• Fuel alarm, “water in fuel”
• Camshaft position
• Coolant temperature
The information provides information about current
operation conditions and allows the processor to
calculate the correct fuel volume, monitor engine
status etc.
The EECU controls:

• The fuel flow to the rail (MPROP)
• Fuel pressure in the rail (MPROP & PCV)
• Turbo pressure (VGT)
• Charging (alternator)
• Idle speed
The EECU has a built-in diagnostic function. The
function of the diagnostic function is to discover and
localize any function faults within the system, to protect
the engine and to guarantee continued operation if a
serious function fault should occur.
If a malfunction is discovered, a faultcode is set.
47704900 06-2017 © AB VOLVO PENTA 47

Injector
The injectors are installed in the cylinder head,
underneath the protective cover.
The amount of fuel injected and injection duration is
controlled by the EECU. The engine always receives
the correct volume of fuel in all operating conditions,
which offers lower fuel consumption, minimal exhaust
emissions.
P0013283
Rail pressure sensor

The sensor is mounted on the left side of the engine at
the front of the distribution manifold (“rail”) which
distributes fuel to the injectors.
The rail pressure sensor senses the fuel pressure in
the rail and converts this to a voltage signal which is
registered by the EECU.
P0013284
Fuel temperature sensor

The fuel temperature sensor consists of a thermistor
which forms a closed circuit with the EECU. The
property of a thermistor is that its resistance changes
non-linearly with temperature in the medium it
measures.
P0013282
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Magnetically controlled proportional

valve (MPROP)
A magnetically controlled proportional valve (MPROP)
controls the fuel flow through the high pressure pump
to ensure that the correct rail pressure is retained
despite varying engine speed and loading.
The valve is located in the high pressure pump at the
rear of the engine on the left.
The input signal to the valve is a PWM signal whose
pulse width is controlled by the EECU.
When the current through the valve is changed, this
affects the fuel flow, which results in changed rail
pressure.
The valve gives full flow when current less.
P0013285
Pressure control valve (PCV)

The pressure control valve is located on the rail and
controls the pressure in the rail by opening the rail to
the fuel return line.
The input signal to the valve is a PWM signal whose
pulse width is controlled by the EECU.
P0013286
When the current through the valve is changed, this
affects the fuel flow, which results in changed rail
pressure.
The valve is fully open when current less.
Fuel pump
An electrically controlled fuel feed pump is located
beneath left front engine mounting. The fuel feed pump
is managed by the EECU via a relay.
P0013287
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Air inlet pressure / Intake manifold

temperature sensor
The intake manifold temperature and the air inlet
pressure are measured by a combined sensor located
in the charge air pipe.
The sensor is supplied by a 5 Volt reference voltage
from the EECU.
The air inlet pressure sensor measures the absolute

pressure, which is the sum of the air inlet pressure and
atmospheric pressure (300 kPa thus corresponds to a
air inlet pressure of 200 kPa when atmospheric
pressure is 100 kPa).
The pressure signal is a voltage signal which is
P0013288 proportional to absolute pressure.
The inlet manifold temperature sensor consists

consists of a thermistor which forms a closed circuit
with the EECU. The property of a thermistor is that its
resistance changes non-linearly with temperature in
the medium it measures.
VGT valve
The VGT valve is an on/off valve and is located on the
engine right side. The valve is electronically controlled
by a PWM signal from the EECU.
The VGT controls the amount of vacuum pressure
supplied to the vacuum box which in turn controls the
lever that effects the guide rails inside the turbo.
P0013289
Coolant temperature sensor

The coolant temperature sensor consists of a
thermistor which forms a closed circuit with the EECU.
The property of a thermistor is that its resistance
changes non-linearly with temperature in the medium
it measures.
P0013290
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Oil pressure sensor

The sensor is mounted in the main oil gallery.
The oil pressure sensor senses the oil pressure and
converts this to a voltage signal which is registered by
the EECU.
P0013292
Engine speed (flywheel)

The sensor is located on top of the flywheel
housing.The sensor is inductive. The output signal
from the sensor is a sinus wave whose amplitude and
frequency depends of the engine revolution. Once a
revolution the amplitude and frequency drops
momentarily to zero which gives the EECU information
of the crankshaft position.
P0013293
Engine position (camshaft)

The camshaft position sensor is located at the rear of
the valve housing on the right. The sensor is a Hall
effect generator. The sensor reacts to changes in the
internally generated magnetic field which occurs when
the camshaft rotates.
The impulses from the camshaft position sensor
provide the EECU with information about the cylinder
which is next in turn for fuel injection when the engine
is being started.
P0013294
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Coolant level switch

The coolant level in the engine is monitored by a level
switch. The level switch has two states: On/Off.
The level monitor consists of two sections, the actual
monitor and a magnetic float which is built into the
expansion tank. The monitor senses the position of the
magnetic float.
P0013937
Oil temperature sensor

The sensor which measures the oil temperature in the
engine uses an PTC resistor. The PTC resistor’s value
is then transformed in a built in integrated circuit. The
output from the sensor to the EECU is a PWM signal
that contains the temperature information.
P0013291
Water in fuel switch

The water in fuel switch consists of a measurement
probe containing two measurement points,
galvanically isolated by a layer of insulation. The
measurement probe is in contact with the fuel.
When there is no water in the fuel, the resistance
between the measurement points is very high. If there
is any water in the fuel, the resistance drops.
P0013297
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Aux stop button (1)

A auxilary stop button is located on the left side of the
engine. When the button is pressed it cuts a signal to
the EECU and the engine shuts down. The EECU will
not be powerless when the button is activated.
P0013298
Fuel prime button (2)

The fuel prime button is used when priming the fuel
system. Priming can be done with ignition off.
Fuel pump fuse (3)

A 15A fuse is located beside the aux stop button. The
fuse protects the fuel pump from over current.
System fuse (4)

The engine is provided with over-voltage protection,
which cuts the current if the electrical system is
overloaded. The fuse is reset by pressing the button
on the over-voltage protection circuit breaker.
IMPORTANT!
Always investigate the reason for the overload.
Starter motor
The starter motor is installed in the flywheel housing,
on the left-hand side of the engine.
The starter motor solenoid is engaged via the starter
relay, which is activated when the starter key is turned
to position III.
P0013299
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Alternator
The alternator is belt driven and mounted on the front
of the engine, on the left. The alternator communicates
with the EECU via a LIN communication wire.
P0013300
PCU
The node is located at the engine. It communicates
with the EECU and transmission and helm station
control unit, HCU, via the standard bus.
There is a decal containing the serial number and
CHASSIS ID on the PCU. The CHASSIS ID number
must coincide with the CHASSIS ID number on the
decals on the engine.
P0013301
Voltage converter
The engine is equipped with a DC/DC converter. The
DC/DC converter stabilize the voltage supplied to the
EECU during cranking sequence.
Circuit breaker
The engines have a fully automatic over-voltage
protector built into the voltage converter. If there is an
intermittent fault, re-setting is done automatically.
P0013302
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Interface bracket
The engine mounted interface bracket contains of
three connectors. The transmission interface where
the transmission cable is connected. The data link
interface where the HCU is connected. The senders
interface where the fuel, fresh water and rudder cable
is connected.
P0013303
47704900 06-2017 © AB VOLVO PENTA 55

D4 / D6
Group 21: Engine
P0017979
Engine
Volvo Penta D4 and D6 engines have been developed based on the latest modern diesel technology. The engines
have common rail fuel injection, twin overhead camshafts, 4 valves per cylinder, turbochargers and charge air
coolers.
Combined with large swept volumes and EVC systems (electronic vessel control), the result is world-class diesel
performance and low exhaust emissions.
56 47704900 06-2017 © AB VOLVO PENTA

Technical Description: Induction and exhaust systems
Cylinder block and cylinder head - Air filter with replaceable insert
- The cylinder block and cylinder head are made - Crankcase gases are led into the air intake
of cast iron - Exhaust bend or exhaust riser
- A combination of stiffening frame and balance - Freshwater cooled turbocharger
shafts (D4)
- Mechanical supercharger (only supercharged
- The stiffening frame is installed on the cylinder engines)
block underside (D6)
Cooling System
- 4-valve technology with hydraulic valve
clearance adjustment - Thermostatically controlled freshwater cooling
- Twin overhead camshafts - Tubular heat exchanger with separate
expansion tank
- Oil-cooled pistons with two compression rings
and one oil scraper ring - Cooling water system provided with hot water
outlet
- Replaceable valve seats
- Seawater strainer and easily accessible impeller
- Five-bearing crankshaft (D4)
pump
- Seven-bearing crankshaft (D6)
Electrical System
- Rear-mounted timing gear
- Two-pole electrical system, 12 V or 24 V
Engine Mountings
- 14 V/115 A or 28 V/80 A marine alternator with
- Flexible engine mounts Zener diodes to protect the system against
voltage spikes, integrated charge regulator with
Lubrication System battery sensor cable for maximum alternator
- Separate full-flow and bypass oil filters which utilization
are easy to change - Circuit breakers with automatic reset (12 V) or
- Seawater cooled tubular oil cooler circuit breakers with manual reset (24 V)
- Auxiliary stop button
Fuel System
- Common rail fuel injection
- Control unit for injection control
- Fine filter with water trap
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Cylinder head
The engine has four valves per cylinder and twin
overhead camshafts.
The cylinderhead is made of cast iron and is cast in

one piece. This provides a stable structure for the two
overhead camshafts. Due to the system of four valves
and a centrally located injector, engine combustion
chambers are completely symmetrical. The lower part
of each injector is located inside a copper sleeve which
is belled out at the lower end and sealed with an O-ring
at the top end.
P0005652
Each cylinder has separate inlet and exhaust ducts,

with cross-flow design. The steel valve guides and
valve seats can be replaced. All valve guides have oil
seals.
P0005653
Cylinder block
The engine block is made of cast iron and has
machined cylinder bores.
In order to achieve high stiffness and good sound

dampening, the cylinder block is equipped with a
shape around each cylinder and external longitudinal
and vertical stiffening braces.
P0005651
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The cylinder block has built-in ducts from the cylinder

head to the crankcase for the most compact design
possible. On the left side of the block, there is a duct
(1) that leads oil away from the cylinder head. On the
right side there is a crankcase ventilation duct (2).
P0005773
Flywheel
The flywheel has 58 small holes in its outer radius and
a gap with no holes, for the speed and crankcase
position sensor.
There is also a drilled hole intended for locking the

crankshaft with cylinder 1 at top dead center (TDC).
The flywheel is bolted to a polygon hub with a gear

wheel for the rear-mounted timing gear.
P0009502
Balance shaft housing / stiffening frame

D4:
The cylinder block is equipped with an aluminum
balance shaft housing/stiffening frame with twin,
contra-rotating balance shafts. The balance shafts are
driven by a gear wheel engaging the flywheel, and they
equalize the inertial forces that occur in a straight four
cylinder engine, and thereby counteract vibrations.
P0009503
D6:
A stiffening frame is fitted to the underside of the
cylinder block to reduce vibration and thereby also
engine noise. The stiffening frame is made of
aluminum on earlier version engines, and sheet steel
on later versions.
P0017281
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Crankshaft
The crankcase is drop forged and has induction
hardened bearing journals and inserts. The D4
crankshaft has five main bearings, while the D6 has
seven. The rear main bearing also serves as a thrust
bearing.
The oscillation damper is of hydraulic type. The

oscillation damper housing contains a freely rotating
steel ring which serves as an inertial mass. The space
between the steel ring and the damper housing is filled
with highly viscous silicone oil. Crankshaft oscillations
are dampened by the oil, which equalizes the pulsating
rotation of the crankshaft and the even movement of
the steel ring.
P0009504
The crankshaft is equipped with lip type oil seals at the

front and rear.
Connecting rod/piston
The connecting rod has a duct from the big end to the
piston pin for piston pin lubrication.
Just above normal idling speed, oil is sprayed from the

piston cooling nozzles up underneath the pistons via a
duct to the circular duct inside the piston ring holder.
This is to cool the piston crown and the top piston ring.
The top and middle piston rings are marked “TOP”. The
lower ring (oil scraper ring) is reversible.
P0005774
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Engine Transmission
The camshaft drive gear is installed behind the engine.
It has a large intermediate gear (1) driven by the
crankshaft gear (2).
The camshafts are driven by a camshaft chain,

equipped with automatic chain tensioning. The high
pressure fuel pump (4) installed on the left side of the
engine is driven by the intermediate gear.
The lubrication pump (3) is driven directly by the

crankshaft gear.
P0009500
Camshaft
The camshafts are installed inside the camshaft cover.
Each rocker arm (1) has an automatic hydraulic valve
clearance adjuster (2).
P0017282
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P0005307
Lubrication System
1. Safety valve, lubricating oil pressure
The gear driven lubrication oil pump is equipped with The safety valve does not usually open. The valve
a normally-closed safety valve (1). Oil flows from the protects the oil pump from overload by opening on
pump via the thermostat valve (2) to the oil filter excessive pressure and leading the oil back to the
bracket. If the oil is hot it passes through the oil cooler oil pan if the lubrication system for any reason
integrated into the oil filter bracket, otherwise it flows should become blocked.
directly to the oil filter. The filter has an integrated
safety valve (3).
2. Oil cooler thermostat valve
Part of the flow is returned to the oil pan via the bypass The thermostat valve opens and allows oil to
filter together with the flow from the reducer valves (5). bypass the oil cooler when the engine is cold. This
Oil flows from the oil filter into the engine block means that the oil is warmed up more quickly,
galleries and is distributed via ducts to the balance which contributes to improved lubrication after a
shafts (D4), crankshaft, timing gears, turbocharger, cold start. When the oil temperature rises, the
cylinder head and via the piston cooling valve (4) to valve closes and oil passes through the oil cooler
the piston cooling nozzles. before it is forced into the lubrication system.
Oil flows in the cylinder head to the cam chain

tensioner, hydraulic valve lifters and camshafts.
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3. Safety valve, full flow oil filter 5. Reducer valves

The safety valve opens if the filter becomes The reducing valves control the oil pressure by
blocked, thus safeguarding lubrication. The valve opening at high pressure, and leading surplus oil
is integrated into the oil filter. back to the oil pan.
4. Piston cooling valve 6. Check valves

The piston cooling valve opens when engine The cylinder head check valves prevent the
speed increases just above idling. Oil then flows cylinder head being emptied of oil when the engine
to the piston cooling ducts to the four (D4) or six is stopped. This prevents air from entering the
(D6) piston cooling nozzles. Oil is sprayed from hydraulic valve lifters.
them, up underneath the pistons.
7. Hydraulic cam chain stretcher
The hydraulic cam chain stretcher is keeping the
cam chain stretched with support from the engine
oil pressure.
Lube oil pump

The lubricating oil pump is of gear wheel type and is
driven directly from the crankshaft drive.
The safety valve (1) is replaceable. When necessary,

the oil pump must be changed as a complete unit (the
aluminum pump housing and the two pump wheels are
machined together and cannot be replaced separately.
P0005775
Oil cooler
If the oil is too hot, the oil passes through the oil cooler
(1). The oil cooler is integrated in the heat exchanger.
P0005776
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General The common rail has a sensor that transmits current

common rail pressure to the engine control unit
The engine has a common rail fuel system. The (ECU). The common rail also has a safety valve which
advantage of the common rail system is that the opens if the pressure in the common rail rises too
injection timing and fuel delivery volume are high. The safety valve is normally closed.
controlled by the engine control unit (ECU). This
means improved emissions and smoother running. The fuel is forced from the common rail via delivery
pipes to the injectors. The injectors are operated
The high pressure pump draws fuel via a fuel filter and electronically via the engine control unit (ECU). The
the fine filter. The fine filter, which is located on the returned fuel passes a fuel cooler on its way back to
engine, has a manual feed pump. The high pressure the fuel tank.
pump pumps fuel at a pressure of up to 1600 bar into
the common rail.
! WARNING!
Inside the high pressure pump, flow from the low Extremely high pressure! Do not attempt to purge the
pressure system is divided into two separate flows. A injectors, common rail or other pipes.
partial flow goes to the high pressure elements,
depending on MPROP proportional valve position IMPORTANT!
(MPROP = magnetic proportional valve), with the Observe the greatest possible cleanliness when
amount of flow necessary to control the required working on the fuel system. Always clean the engine
pressure in the common rail. before any repair work is done. Protective plugs must
always be installed when connections are undone, to
The partial flow passes the high pressure pump valve prevent dirt from entering the fuel system. Removed
housing, to cool and lubricate the bearings. After this, components must be stored in sealed plastic bags
it is led back to the tank. until they are re-installed.
For specifications, refer to 03-23, Technical Data.
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High pressure pump

The high pressure pump is a three-piston pump that
supplies fuel at high pressure. The pump is gear driven
from the timing intermediate gear.
The high pressure pump comprises three pistons in

contact with a cam driven by an eccentric holder. The
reciprocating piston movement is influenced by the
cam and by a return spring that ensures constant
piston contact with the cam.
MPROP
The pressure in the common rail is controlled by the flow setting on the pump unit low pressure side. This is
achieved by a solenoid controlled proportional valve (MPROP) that provides a high pressure pump flow of between
0 and 100% (1 Full flow, and 2 No flow), i.e. the valve closes the solenoid controlled proportional valve outlet duct.
MPROP zero current (0% duty cycle) means that the valve is completely open, i.e. maximum flow.
This makes starting easier as no additional power is required to raise pressure.
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Pressure limiting valve

In order to counteract excess pressure in the high pressure components, a pressure limiting valve is installed in
the common rail.
The valve opens if the pressure in the common rail for any reason exceeds 1850-1950 Bar (26,840–28,280 psi).
The valve remains open until the pressure falls below 600 bar. This is to avoid reducing the pressure completely
and risking engine stop.
Pressure retaining valve

The pressure retaining valve prevents fuel in the return pipe from being forced back into the injectors, in the event
of the common rail safety valve being open. At the same time, it retains the pressure in the return fuel line, which
is a precondition of injector function.
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1. Solenoid electric connection 9. Servo piston

2. Solenoid 10. Injector spring
3. High pressure union 11. Accumulator volume
4. Fuel return line 12. Injector needle
5. Valve springs 13. Drain hole
6. Pilot needle 14. Control volume
7. Return spring 15. Inlet hole
8. Ball
Injector
Injection starts, the solenoid valve opens Injection is terminated, the solenoid valve closes
When the solenoid is powered, the magnetic force When the current for the solenoid valve is shut off, the
acts on the pilot needle. The magnetic force exceeds valve spring presses the pilot needle and forces the
the closing force of the valve spring (about 50 N). valve ball up onto the valve seat.
The ball on the pilot needle opens the drain hole and This completely closes the drain hole and the
the fuel pressure in the control volume falls to about pressure in the control chamber increases to match
50% of the fuel pressure before the inlet hole, due to the level in the system.
the relevant diameter ratio between the inlet and drain
holes. The closing force on the injector, which is caused by
the servo piston, exceeds the opening force on the
The closing force on the injector falls and the injector nozzle seat, which means that the nozzle closes.
opens at a fuel pressure on the injector side, or
system excess pressure, of about 160 bar. Compared with other injection systems, injector
nozzles are closed securely, even at very high system
The opening speed of the injector depends on the pressures (sudden injection cessation).
diameter ratio between holes A and Z, since the
volume compressed by the servo piston and the
volume which flows through hole Z must flow through
hole A. Hole A must be larger than hole Z for the
injector needle to open.
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System
General
All engines are equipped with exhaust-driven
turbochargers that supply engines with pressurized air.
The oxygen fed to the engine is thereby increased and

more fuel can be burned, at the same time as
combustion becomes more efficient. The result is
higher power, lower specific fuel consumption and
cleaner exhaust emissions.
D4-260A-A, D4-260A-B, D4-260A-C, D4-260D-B,

D4-260D-C, D4-300A-A, D4-300A-C, D4-300D-A,
D4-300D-C, D6-350A-A, D6-350A-B, D6-370A-B,
D6-370A-C, D6-370D-B, D6-370D-C, D6-435D-A,
D6-435D-C, D6-435I-A, and D6-435I-C engines are
also fitted with mechanically-driven superchargers for
higher torque in the low to intermediate range of the
rpm graph.
Charge air from the turbocharger passes through a

charge air cooler, which reduces inlet air temperature.
This means that a larger amount of oxygen enters
cylinder combustion chambers which, together with an
increased fuel volume, increases engine power.
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P0010373
1 Charge air cooler

2 Inlet pipe
3 Mechanical supercharger
4 Air filter
5 Check valve (built into the air filter housing)
6 Turbocharger
7 Valve (D6-435)
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Compressor shut off
P0019044
1 Air Filter 6 Intake Manifold

2 Valve (D6-435 only) 7 Exhaust Manifold
3 Mechanical supercharger 8 Exhaust Elbow
4 Turbo 9 Check valve (built into the filter housing).
5 Charge air cooler
[A] 3600 rpm below full load, 25 °C inlet air temperature and 26 °C seawater temperature.
Inlet air passes the air filter (1) and moves aside the check valve (9). In order not to create a lower pressure in
the compressor (3) the airflow is shut off by means of a valve (2) to prevent passive rotation of the compressor.
The turbocharger (4), which is driven by a turbine by means of exhaust gases, creates an overpressure which
also causes the compressed air to become warm. In order to cool the air, it is led through a charge air cooler (5)
which reduces the air temperature before the air is led via the inlet manifold (6) to the cylinders. The exhaust
gases are forced out by the pistons through the exhaust pipe (7) to pass through the turbine before being mixed
with seawater in the exhaust elbow (8).
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Compressor switched on
P0019045
1 Air Filter 6 Intake manifold

2 Valve (D6-435 only) 7 Exhaust Manifold
3 Mechanical supercharger 8 Exhaust Elbow
4 Turbo 9 Check valve (built into the filter housing).
5 Charge air cooler
[B] 1200 rpm at full load, 25 °C inlet air temperature and 26 °C seawater temperature.
Inlet air passes the air filter (1) and is drawn in further through the valve to the compressor (3). The low pressure
created in the filter housing causes the check valve (9) to close. the compressed air from the compress or (3) is
led past the filter housing onto the turbocharger (4). The turbocharger (4), which is driven by a turbine by means
of exhaust gases, creates an increase in the overpressure which also causes the compressed air to become
warm. In order to cool the air, it is led through a charge air cooler (5) which reduces the air temperature before
the air is led to the cylinders via the inlet manifold (6). The exhaust gases are forced out by the pistons through
the exhaust pipe (7) to pass through the turbine before being mixed with seawater in the exhaust elbow (8).
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Turbo
The turbocharger is driven by exhaust gases which
pass through the turbine housing on their way to the
exhaust system.
The exhaust flow turns the turbine wheel and drives

the compressor wheel, which are mounted on the
same shafts. The compressor wheel is located in a
housing which is connected between the air filter and
the charge air cooler/engine inlet pipe.
When the compressor wheel rotates, air is drawn in via

the air filter. Once it has been cooled by its passage
through the charge air cooler, the air is compressed
and forced into the engine cylinders.
P0009721
Charge air cooler

Heat from the compressed induction air is transferred
to the engine seawater system by the charge air
cooler.
Hot inlet air (1) passes through the charge air cooler
after compression in the turbocharger. The charge air
cooler reduces air temperature (2), and improves
cylinder filling considerably, since air density
increases (volume of air reduced). More air (oxygen)
P0005308
can thus be forced into the engine’s cylinders to burn
The design applies to D6-435
a larger amount of fuel during each power stroke, i.e.
increasing the power. Charge air cooling also
contributes to a lowering of the thermal loading on the
engine.
Mechanical compressor
Mechanical compressors of so-called Roots type
comprise two counter-rotating compressor vanes that
are connected together via gears. The supercharger is
driven from the crankshaft pulley by means of a poly-
Vee belt.
Total gear ratio contra the engine crankshaft is 1:3 for

both D4 and D6, with the exception of D6-435 where
the gear ratio is 1:3.5.
Compressor clutching and declutching takes place

automatically by means of an electromagnetic
coupling.
The D6-435 engine model also has a valve on the

supercharger inlet. The valve is controlled by
P0009722 underpressure upstream of the turbo.
The valve closes airflow to the supercharger at a given
underpressure upstream of the turbo in order to
prevent mechanical turbocharger compressor rotation
caused by underpressure.
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P0025323
General
The engines are water cooled and equipped with a closed cooling system. The system is divided into two circuits,
a fresh water system and a sea water system.
Freshwater system (A) Heat is transferred from the coolant to the seawater
Coolant is pumped round in the inner circuit in the heat exchanger, before the coolant flows back
(freshwater system) by a coolant pump (1). The to the coolant pump (1).
coolant pump is driven by a belt from the crankshaft.
Large amounts of heat are also transferred to the
Coolant is pumped from the coolant pump to a lubrication oil, which transfers heat to the seawater
distribution manifold in the cylinder block, round the system via the oil cooler (5). Lubrication oil is also
cylinder liners and on through the engine block up to used to transfer heat away from engine pistons; refer
the cylinder head. to “Group 22, Lubrication system”.
From the cylinder head, the coolant passes through To prevent the formation of air pockets in the system,
the exhaust manifold and the turbocharger turbine the turbocharger and exhaust manifold are equipped
housing (2), and is then led back to the thermostat with a venting line (C) to the expansion tank (A).
housing where a thermostat regulates coolant
Seawater system (B)
temperature.
Flow in the seawater system is achieved by an
As long as the coolant is cold, the thermostat (3) shuts impeller pump (7), belt driven from the crankshaft.
off the flow to the heat exchanger (4). Coolant passes
through a bypass pipe under the thermostat, directly Seawater is drawn in through the power steering
back to the inlet side of the pump. cooler (6) (some versions) and on through the
seawater filter (8) to the fuel cooler (9). Seawater is
When coolant temperature has increased to a certain then led into the charge air cooler (10) and onward to
temperature, the thermostat opens and allows coolant the oil cooler and heat exchanger on its way into the
through the heat exchanger (4). At the same time, the exhaust system at the exhaust elbow.
bypass line is closed.
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Air inlet pressure / Intake manifold
temperature sensor
The air inlet pressure and the intake manifold
temperature are measured by a combined sensor
located in the inlet manifold on the left side of the
engine.
The sensor is supplied by a 5 V reference voltage from
the engine ECU.
The air inlet pressure sensor measures the absolute

pressure, which is the sum of the air inlet pressure and
atmospheric pressure (300 kPa (43.5 psi) thus
corresponds to an air inlet pressure of 200 kPa (29.0
psi) when atmospheric pressure is 100 kPa (14.5 psi)).
P0017489 The pressure signal is a voltage signal which is
proportional to the absolute pressure.
The intake manifold temperature sensor consists of a

nonlinear resistor, whose resistance varies with the
intake manifold temperature. The resistance falls as
the temperature rises.
Coolant water temperature sensor

The sensor is located on the exhaust manifold, on the
right side of the engine. The sensor consists of a non-
linear resistor, whose resistance varies with the
coolant temperature.
The resistance falls as the coolant temperature rises.

The engine ECU monitors an internal voltage drop that
changes when the resistance of the sensor changes.
P0017490
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Fuel temperature sensor

The sensor is mounted on the bracket for the
secondary fuel filter on the right side of the engine.
The sensor consists of a non-linear resistor, whose
resistance varies with the fuel temperature.
The resistance falls as the fuel temperature rises.

The engine ECU monitors an internal voltage drop that
changes when the resistance of the sensor changes.
P0017491
Cam sensor (engine position)

The camshaft position sensor is located at the rear on
the right side of the cylinder head and is identical with
the engine speed sensor. The sensor is inductive, and
reads off a toothed wheel on the exhaust camshaft.
The toothed wheel has one tooth per cylinder plus a

synchronisation tooth, i.e: five teeth on the D4 engines
(four of which are located inside one interval) and,
seven teeth on the D6 engines (six of which are located
inside one interval).
The impulses from the cam position sensor provide the

engine ECU with nformation about the cylinder which
is next in line for fuel injection.
P0017492
Flywheel sensor (engine speed)

The sensor is located on top of the flywheel housing
and is identical with the camshaft position sensor. The
sensor is inductive.
It reads the crankshaft position and speed by means

of 58 small holes drilled on the outer radius of the
flywheel, plus a distance without holes.
The output signal from the sensor is a sinus wave

whose amplitude and frequency depends of the engine
revolution. Once a revolution the amplitude and
frequency drops momentarily to zero which gives the
engine ECU information of the crankshaft position.
P0017493
The sinus waved signal is read by the engine ECU,
which calculates the injection advance and the amount
of fuel to be injected.
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Oil pressure sensor

Oil pressure is measured by a pressure sensor
installed in the engine block on the left side of the
engine.
The sensor measures the oil pressure in the main oil

gallery. The sensor is supplied by a 5 V reference
voltage from the engine ECU.
The pressure signal is a voltage signal which is

proportional to the engine oil pressure.
P0017494
Water in fuel switch

The water in fuel switch consists of a measurement
probe containing two measurement points,
galvanically isolated by a layer of insulation. The
measurement probe is in contact with the fuel.
When there is no water in the fuel, the resistance

between the measurement points is very high. If there
is any water in the fuel, the resistance drops.
P0017495
Rail pressure sensor

The sensor is mounted on the left of the engine, at the
front of the distribution manifold (“rail”) which
distributes fuel to the injectors. The sensor is supplied
by a 5 V reference voltage from the engine ECU.
The rail pressure sensor senses the fuel pressure and

converts this to a voltage which is registered by the
engine ECU.
P0017496
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Coolant level switch

The coolant level in the engine is monitored by a level
switch and is a magnetic influenced switch.
The coolant level switch is installed in the bottom of the

expansion tank which is located at the front of the
engine. The level switch has two output states: open/
closed.
The level switch consists of two sections, the actual

switch and a magnetic float which is built into the
expansion tank. The switch senses the position of the
magnetic float. When the coolant level drops, the float
operates the monitor and a closed circuit is formed.
P0017500
Stop relay
The stop relay is located under the top cover. The stop
relay is used when an external stop button is used or
if a fire alarm system is used.
When the relay is pulled the voltage input to the engine

ECU pin 89 is cut and the engine will shut down.
If the relay is triggered, the PCU will set fault codes for
missing communication with MID 128.
P0017497
Voltage converter
An engine with a 12 V system is equipped with a
DC/DC converter. The DC/DC converter stabilize the
voltage supplied to the engine ECU during the cranking
sequence. The DC/DC converter also supplies the
EVC system.
Circuit breaker
The engine and the EVC system have a fully automatic
over-voltage protector built into the voltage converter.
If there is an intermittent fault, re-setting is done
automatically.
P0017498
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Magnetically controlled proportional

valve (MPROP)
The magnetically controlled proportional valve
(MPROP), which is located in the high pressure pump,
regulates the rail pressure.
The MPROP valve operates to ensure that the correct

rail pressure is retained despite varying engine speed
and loading. The MPROP regulates the fuel flow
through the high pressure pump. Higher flow through
the MPROP equals higher fuel pressure in the rail.
The control signal from the engine ECU to the MPROP

valve is a PWM (pulse width modulated) signal.
P0017499
The fuel flow through the valve is regulated by the
PWM signal.
The width of the signal decides the flow. A wider signal

gives less flow. The valve is currentless during the
cranking sequence which will give maximum pressure.
No current, open circuit, to the MPROP valve gives full

fuel flow and the high pressure pump generates
maximum pressure. In that case the pressure relief
valve will open and dump the fuel pressure in the rail.
Fuses
The engine has two over-voltage protection circuit
breakers.
The 50 A circuit breaker (1) is for the power trim pump

and the 20 A circuit breaker (2) is for the engine ECU.
These are reset by pressing the button on the over-
voltage protection circuit breaker.
P0017575
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EDC7
P0017924
Overview
EDC is an engine management system developed by Bosch and stands for Electronic Diesel Control. The control
unit handles input signals, output signals, fuel quantity calculations, fuel metering, communication interface,
diagnosis.
The control unit receives continuous information The control unit has the following output signals:
about:
• MPROP control
• Engine speed
• Injector control
• Throttle position
• Supercharger control
• Oil pressure
• Starter motor control
• Air inlet pressure
• Intake manifold temperature
The control unit has the following communication
• Rail pressure interface:
• Fuel temperature • CAN J1939
• Fuel alarm, “water in fuel”
The CAN J1939 bus is communicating with the PCU.
• Camshaft position
• Exhaust manifold water temperature (optional)
• Battery voltage
• Coolant level
• Engine stop switch status
• Ambient air pressure (internal sensor)
• ECU temperature (internal sensor)
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Input signals Fuel control

The input signals provides information about current The control unit manage the injectors to ensure that
operation conditions and allows the processor to the correct volume of fuel is injected into each
calculate the correct fuel volume, to monitor engine cylinder, and it calculates and set the injection
status, diagnosis of the system, etc. advance. The control unit uses the signals from
All input signals to the control unit are passing through various sensors on the engine for the analysation of
an evaluation block. The evaluation block performs a the engine’s fuel requirement. This means that the
conversion of the signals and verifies the signals engine always receives the correct volume of fuel in
status. all operating conditions, which offers lower fuel
consumption, minimal exhaust emissions etc.
Analogue input signal
In general an analogue input signal is processed as The control unit controls the injectors via a signal to
follows: the electromagnetically operated fuel valve in each
injector, which can be opened and closed. When the
• Passing an AD converter. fuel valve is open, fuel is forced through the injector
• The control unit checks that the signal is within nozzle and into the cylinder. Injection ceases when
expected range and that it is not defective. the fuel valve is closed.
• Uses the converted value for different Calculation of fuel quantity

calculations. The quantity of fuel to be injected into the cylinder is
• If the signal is defective, a defect verification calculated by the control unit. The output from the
time has to pass before an error flag is set. A function is the length of time of the fuel valve opening.
substitute (default) value is used. This time is equal to a fuel quantity (fuel mass)
setpoint. There are different fuel quantity functions.
Digital input signal Typical functions are engine start, engine at idle,
In general a digital input signal is processed as engine at high speed, fuel quantity limitation
follows: (emissions, torque limit) etc.
• The control unit checks so that the input pin Some parameters which are used to calculate the
signal status is correct. If the signal is defective, amount of fuel injected are:
a defect verification time has to pass before an
• Engine speed
error flag is set.
• The verified input signal status is converted into
a logical variable. • Intake manifold temperature
• Fuel temperature
Output signal control
• Air inlet pressure
There is an output signal control block that manage
the power stages of the control unit outputs. Physical Diagnostic function
defects that can occur at the output pins of the ECU, The EDC system has a built-in diagnostic function.
i.e. short circuits to ground or Ubatt and open loads The diagnostic function is to discover and localize
can be recognized. function faults in the EDC system and to protect the
engine and guarantee continued operation if a serious
Monitoring (internal functions) function fault should occur.
The control unit has internal system monitoring
functions such as:
• Selftest shut off. In case of ECU failure this is
used to switch off power stages to avoid
uncontrolled system reaction.
• Monitoring of main relay. The control unit has an
in-built electronic relay.
• Monitoring of Power stages. High side switches
(starter motor control, supercharger control,
MPROP), injector (solenoid valve power)
control.
• Data processing during key on/key off.
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Fuel pressure control

Fuel pressure control function consists of 4 different functions. Also an signal evaluation of the fuel pressure (rail
pressure) sensor signal is included.
• Fuel pressure setpoint calculation
The fuel pressure setpoint is calculated depending on the injection fuel quantity and the average engine
speed. This value is then corrected depending of the intake manifold temperature, air inlet pressure, coolant
temperature and fuel temperature.
• Fuel pressure controller
A current duty cycle for the MPROP is calculated in the fuel pressure control block.
• Fuel pressure monitoring
To monitor the fuel pressure, detect leakage, too high or too low pressure and other faults in the pressure
system.
• Monitoring of pressure relief valve
This function us used to detect opening of the pressure relief valve (PRV), to force the PRV to open when
PRV didn’t open during too high rail pressure and to detect a closed sticking PRV.
P0017926
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Crank control
In the engine ECU software there is a crank control function. The crank control function consists of 3 main parts:
• Crank activation
Certain criterias must be met if the engine ECU is to activate the starter motor by pulling the starter relay.
• End / abort cranking
When one of the conditions that are supervised during cranking is changed, the cranking sequence is
terminated.
• Overheat protection
There is a overheat protection function to ensure that the starter motor is not overheated during cranking.
P0017925
Crank activation End / abort cranking

When a start request, pushed start button or turned There are several conditions that will end or abort a
key to start, is sent to the engine ECU the engine ECU cranking sequnce.
validates the status of all input conditions to the start
function. If/when all conditions are met the engine Following condition will deactivate the startermotor:
ECU activate the starter motor function.
Engine speed is compared to a “Calibrated blind
The starter motor is activated by the starter relay
meshing speed value” in order to detect blind
which is controlled by engine ECU pin 5.
meshing. If blind meshing is detected during a period
Following condition that must be met to activate the of time, defined in the “Monitored blind meshing”
startermotor: block, startermotor activation is deactivated.The
engine speed is also compared to a mapped value
Ignition key status = true (on).Key is in ignition on that is depended of the coolant temperature. This is
position. used to allow higher engine speed during cranking
Start request = true (on) . A start request by start when it is cold before the cranking sequence is
button or key. aborted.
Engine running status = false (off). Engine is not Engine running status = true (on). Engine is running.
running. Engine running is set at “Engine speed” > Ignition key status = false (off). Key in off position.
300 rpm. Start request = false (off).
Start status = true. This parameter is used for Stop request = true (on). A stop button is activated.
comparison and set to true.
Stop request = false (off). No stop button is activated.
82 47704900 06-2017 © AB VOLVO PENTA

Overheat protection
Starter motor overheat protection is ensured by
monitoring the cranking time, the starter motor
engagement. This is done by the “Monitored cranking
time” block. If max cranking time, 15 seconds, is
exceeded the cranking sequence is aborted. A new
attempt can only be down after a period of cooling
down time has passed.
Start conditions
There are some criteria that must be fulfilled before the
engine ECU activates the injectors during a crank
sequence.
• The engine speed must be above 50 rpm.
• The fuel pressure must be above 20 MPa (200 bar).
47704900 06-2017 © AB VOLVO PENTA 83

Index
C
Component description................................ 24, 47, 74
D
D1 / D2....................................................................... 3
D3............................................................................. 29
D4 / D6..................................................................... 56
E
EDC7........................................................................ 79
F
Foreword.................................................................... 2
G
General Information.................................................... 2
Group 21: Engine....................................... 3, 8, 29, 56
Group 22: Lubrication System...................... 11, 33, 62
Group 23: Fuel System................................ 13, 37, 64
Group 25: Inlet and Exhaust System............ 16, 40, 68
Group 26: Cooling System........................... 17, 43, 73
Group 30: Electrical System......................... 20, 45, 74
M
Marine diesel engines 1............................................. 3
T
The MDI system....................................................... 26
47704900 06-2017 © AB VOLVO PENTA 85

Report form
Do you have any comments or other viewpoints concerning this literature? Make a
copy of this page, and write down your comments and send them to us.
The address is at the bottom of the page. We would prefer you to write in Swedish
or English.
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Date:..............................................................
Name:............................................................
AB Volvo Penta
Service Communication
Dept. CB22000
SE-405 08 Gothenburg
Sweden
47704900 English 07-2017

Design and Function: Marine Diesel Engines 1 D1, D2, D3, D4, D6

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Design and Function: Marine Diesel Engines 1 D1, D2, D3, D4, D6

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Design and Function

Marine diesel engines 1

D1, D2, D3, D4, D6

47704900 06-2017 © AB VOLVO PENTA 1

The Design and Function literature contains

The product designation, serial number and

Volvo Penta continually develops its products; we

2 47704900 06-2017 © AB VOLVO PENTA

Marine diesel engines 1

47704900 06-2017 © AB VOLVO PENTA 3

D1-20 with 130S sailboat drive

1 Expansion tank 8 Air Filter 15 Coolant Pump

4 47704900 06-2017 © AB VOLVO PENTA

D1-30 with MS10A reverse gear

D2-40 with 130S sailboat drive

1 Expansion tank 8 Air Filter 15 Coolant Pump

47704900 06-2017 © AB VOLVO PENTA 5

D2-55-A/B with HS25A reverse gear

D2-55-C/D/E/F with MS25L reverse gear

1 Coolant filler cap 7 Oil dipstick, reverse gear 13 Fuel Filter

6 47704900 06-2017 © AB VOLVO PENTA

D2-75 with HS25A reverse gear

D2-75 with 130S sail-drive

1 Coolant filler cap 8 Alternator 15 Fuel Filter

47704900 06-2017 © AB VOLVO PENTA 7

Group 21: Engine

The D1-13 engine has two cylinder bores, the D1-20

The D1-13 and D1-20 engines have the same cylinder

All engines have cylinders machined directly in the

8 47704900 06-2017 © AB VOLVO PENTA

An injector is installed in the combustion chamber of

47704900 06-2017 © AB VOLVO PENTA 9

10 47704900 06-2017 © AB VOLVO PENTA

Group 22: Lubrication System

1 Oil filter The engines are provided with a complete pressure

47704900 06-2017 © AB VOLVO PENTA 11

The pump is a rotor pump with an inner rotor and an

Pump function results from the space between the

12 47704900 06-2017 © AB VOLVO PENTA

Group 23: Fuel System

The fuel is then forced at high pressure through the

The engine fine filter removes contamination which

47704900 06-2017 © AB VOLVO PENTA 13

The injection pump has the same number of pump

The governor weights operate the injector pump

14 47704900 06-2017 © AB VOLVO PENTA

The fuel filter is located in a bracket (2) together with a

47704900 06-2017 © AB VOLVO PENTA 15

Group 25: Inlet and Exhaust

The crankcase ventilation is sealed and pressure

16 47704900 06-2017 © AB VOLVO PENTA

Group 26: Cooling System

In the inner circuit, the fresh freshwater system,

The coolant temperature is regulated by a thermostat.

47704900 06-2017 © AB VOLVO PENTA 17

When the engine is cold the thermostat keeps the route

The thermostat is located in a housing which is

NOTICE! The impeller will be damaged if the pump is

18 47704900 06-2017 © AB VOLVO PENTA

Raw water passes through the heat exchanger matrix

47704900 06-2017 © AB VOLVO PENTA 19

Group 30: Electrical System

1 Glow plugs, one for each injector Circuit breaker (6)