Inst Manual Engine General 47706356

General I
Installation Summary 1(1)
Industrial Engines
Table of Content
Safety Information ...................................................................................... 2
General Information .................................................................................... 6
Engine Characteristics ............................................................................... 8
Engine Performance ................................................................................ 8
Torsional Vibrations .............................................................................. 13
Arrangement and Planning ...................................................................... 15
Engine Room .......................................................................................... 15
Sound Absorption .................................................................................. 32
Installation ................................................................................................. 36
Cooling System ...................................................................................... 36
Induction System ................................................................................... 67
Exhaust System ..................................................................................... 74
Dry Exhaust Line .................................................................................. 74
Fuel System ............................................................................................ 86
Fuel Tanks ............................................................................................ 90
Piping .................................................................................................... 94
Lubrication System ................................................................................ 96
Electrical System ................................................................................. 102
Power Take-off ..................................................................................... 106
Rear Engine Mounting ....................................................................... 107
PTO Facilities ..................................................................................... 115
Compressed Air and Hydraulic System ........................................... 123
Appraisal and Testing ............................................................................ 138
Installation Data Sheet ......................................................................... 145
Index ......................................................................................................... 159
47706356 02-2016 © AB VOLVO PENTA 1

Safety Information
The installation manual contains information required for the correct installation of your Volvo Penta product.
Check that you have the correct manual. If this is not the case, contact your Volvo Penta distributor.
Carefully read the safety instructions on the following pages and the directions in the General
Information chapter before work is begun.
The following types of special warning messages can be found in this manual and on the engine:
!
This symbol is used in the manual and on the product to call attention to the fact that it
concerns safety information. Always read such information very carefully.
Safety texts in the manual have the following order of priority:
DANGER!
Indicates a hazardous situation which, if not avoided, will result in death or serious
injury.
WARNING!
Indicates a hazardous situation which, if not avoided, could result in death or serious
personal injury.
CAUTION!
Indicates a hazardous situation which, if not avoided, could result in minor or moderate
personal injury.
IMPORTANT:
Indicates a situation which, if not avoided, could result in property damage.
NOTICE! Used to draw attention to important information that will facilitate work or
operations.
This symbol is sometimes used on our products to refer to important information in the
operator's manual. Make sure that warning and information symbols on the engine and
drive are clearly visible and legible. Replace symbols that have been damaged or
painted over.
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Safety Information
A compilation of safety precautions that must be taken and risks which must be paid attention to is presented in
the following pages.
Plan ahead so that there is always sufficient Most chemicals used in the product (engine oil,
space for safe installation and (future) disassembly. glycol, gasoline and diesel) or chemicals intended for
Lay out the engine compartment (and other use in the workshop (degreasing agents, paints and
compartments such as the battery compartment) so solvents) are health hazards. Read the instructions on
that all service points are accessible. Make sure not the product packaging carefully. Always follow safety
to come into contact with rotating components, hot instructions (the use of protective masks, protective
surfaces or sharp edges when checking and servicing goggles, gloves etc.). Make sure that other personnel
the engine. Make sure that all equipment (e.g. pump are not inadvertently exposed to hazardous
drives, compressors) has protective covers. substances, e.g. in the air they breathe. Ensure good
ventilation. Hand in used and surplus chemicals to a
Make sure the engine cannot be started while recycling station.
work is in progress by disconnecting the electrical
system or by switching off electrical power to the Take extreme care when searching for fuel
engine at the main switches and locking them in the system leaks and testing injectors. Wear protective
OFF position. Erect a warning sign at the helm station. goggles. The spray from an injector is at very high
pressure and fuel can force its way into tissue and
Only start the engine in well-ventilated areas. cause a serious risk of blood poisoning (septicemia).
Remember that exhaust fumes are toxic and
dangerous to inhale. Use an exhaust extractor to lead Stop the engine and disconnect the power at the
exhaust fumes away from the exhaust pipe and main switches before working on the electrical
crankcase ventilator when the engine is run in a system.
confined space. Disconnect the EMS system before electric welding
The engine may not be run in areas where there are work is begun.
explosive materials or where gas is stored.
1 Turn off the main switch.
Always wear protective goggles if there is a risk 2 Disconnect the harness connector to the main
of splinters, sparks and splashes from acid or other unit (EMS unit).
chemicals. Eyes are extremely sensitive and injury 3 When welding is complete, reconnect the
may result in loss of sight. harness connector to the engine control unit
(EMS unit).
Avoid getting oil on the skin. Prolonged or
repeated contact with oil may lead to the
disappearance of the skin's natural oils. This will
cause irritation, dry skin, eczema and other skin
problems. Old oil is more hazardous to health than
new. Use protective gloves and avoid oil-soaked
clothes and rags. Wash regularly, especially before
meals. Use special skin creams that facilitate cleaning
and prevent the skin from drying out.
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Safety Information
Coupling adjustments must be made with the Do not open the engine coolant filler cap
engine stopped. (freshwater cooled engines) when the engine is hot.
Steam or hot coolant may be ejected when system
Use the lifting eyes installed on the engine. pressure is released. Open the filler cap slowly and
Always check that the lifting equipment is in good release the system pressure carefully (freshwater
condition and has the capacity to lift the engine cooled engines). Hot coolant may spray out if the filler
(engine weight plus any auxiliary equipment cap or drain tap is opened, or if a plug or coolant pipe
installed). is removed from a hot engine.
If the engine has auxiliary equipment that alters Hot oil can cause burn injuries. Avoid getting oil
its center of gravity, special lifting devices may be on the skin. Be sure to release the pressure from the
required to obtain the correct balance for safe lubrication system before starting work on it. Never
handling. start or run an engine without the oil filler cap
attached. There is a risk of oil being ejected.
Never work on an engine that is suspended in an
engine hoist. All fuels, and many chemicals, are flammable.
Make sure they are not exposed to open flames or
Work on running engines is prohibited. There are sparks. Gasoline, certain solvents and hydrogen from
however adjustments that require the engine to be batteries are extremely flammable and explosive in
run. Approaching a running engine is a safety risk. the right concentration in air. No Smoking! Make sure
Loose clothes and long hair can catch in rotating parts the workplace is well ventilated and take the
and cause serious injury. A careless movement or a necessary safety precautions before welding or
dropped tool may result in injury when working in the grinding in the vicinity. Always have a fire extinguisher
vicinity of a running engine. Be careful to avoid hot accessible at the workplace.
surfaces (exhaust pipes, turbochargers, charge air
manifolds, start elements etc.) and hot fluids in pipes Store oil, fuel-soaked rags and old fuel and oil
and hoses on engines that are running or have just filters in the correct manner. Oil-soaked rags may
stopped. Re-install all protective covers that were ignite spontaneously in certain conditions. Old fuel
removed during maintenance work before starting the and oil filters are harmful to the environment and must
engine. be handed to a recycling station for destruction.
Make sure that all warning and information decals Make sure the battery compartment is built
on the product are always visible. Replace decals that according to current safety standards. Never allow
are damaged or painted over with new decals. open flames or electrical sparks in the vicinity of the
batteries. Never smoke in the vicinity of the batteries.
Turbocharged engines: Never start the engine Batteries give off hydrogen gas during charging,
without the air cleaner installed. The rotating which may combine with air to form an explosive
compressor turbine in the turbocharger can cause mixture. The gas mixture is extremely volatile and
severe injury. Foreign objects that enter the inlet ducts easily ignited. Incorrect battery connection may cause
can also cause mechanical damage. sparks which in turn may set off an explosion. Do not
change the battery connections when attempting to
Never use start spray in the air intake. The use start the engine (risk for sparks) and do not lean over
of such products may result in an explosion in the inlet the batteries.
manifold and the risk of personal injury.
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Safety Information
Make sure that the positive (+) and negative (–) Always use fuels recommended by Volvo Penta.
battery cables are correctly connected to the Refer to the Operator's Manual. Poor quality fuel may
corresponding battery terminals. Wrong connection damage the engine. Poor quality fuel in a diesel
may cause severe damage to electrical equipment. engine may cause the fuel control mechanism to bind
Refer to the wiring diagram. which will lead to engine overspeeding with the risk of
engine damage and personal injury. Low quality fuel
Always wear protective goggles when charging may also lead to higher service costs.
or handling the batteries. Battery electrolyte contains
highly-corrosive sulfuric acid. Wash immediately with Use an adjustable lifting beam to provide a safe
soap and copious amounts of water if battery hoist and to avoid damage to components on the top
electrolyte comes into contact with the skin. Flush of the engine. All chains and cables must run parallel
eyes immediately with water and seek medical and be as square as possible to the top of the engine.
attention if battery acid gets in your eyes.
Never work alone when installing heavy

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

system (gasoline engines) and fuel system on Volvo
Penta products are designed and manufactured to
minimize the risk of fire and explosion. Do not run
engines in areas where there are explosive materials.
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General Information
General Information
General Information
About this installation manual Certified Engines
The manual provides instructions for the installation A certified engine means that the engine
of Volvo Penta industrial engines. The publication is manufacturer guarantees that both new engines and
not exhaustive and does not cover every conceivable those in operation comply with legislation and
installation; the contents should be considered as regulations. The product must be comparable to the
recommendations and guidance for normal engine that was approved at certification. In order for
installations. Volvo Penta to be able to declare that engines comply
with environmental legislation, the following must be
The recommendations are the result of many years' observed during installation:
practical experience from all over the world. If it is
necessary or desirable to deviate from recommended • Service to injection pumps, injectors or pump
procedures, your Volvo Penta dealer will be happy to settings must always be carried out by an
offer help in finding a solution for your particular authorized Volvo Penta workshop.
installation. • The engine may not be modified in any way
except with accessories and service kits
It is the responsibility of the installer to ensure that
developed for the purpose by Volvo Penta.
installation works are carried out in a satisfactory
manner, that the installation is in good operable • The installation of exhaust pipes and air intakes
condition, that approved materials and accessories (ventilation ducts) in the engine compartment
are used and that the installation fulfills all applicable must be carefully planned as their design may
legislation and regulations. influence exhaust emissions.
This installation manual is intended for use by • Seals may only be broken by authorized
professionally qualified, skilled personnel. The user of personnel.
this manual is expected to have fundamental
knowledge of the drive systems and be able to carry IMPORTANT!
out related mechanical and electrical work.
The use of replacement parts not approved by AB
Volvo Penta continually improves its products and Volvo Penta will render Volvo Penta unable to
reserves the right to make changes. All the assume responsibility for engine compliance with the
information in this manual is based on product certified version. Volvo Penta is not responsible for
specifications available at the time of publication. damages or costs arising as a result of this.
Plan the installation carefully Mutual responsibility

Great care must be taken when installing engines and Every engine consists of a large number of
their components if they are to function perfectly. components working in unison. Should a component
Make sure that the correct specifications, drawings deviate from its technical specification, it may cause
and other data are available before work is begun. a dramatic increase in the engine's environmental
This allows planning and installation to be carried out impact. It is therefore essential that adjustable
correctly right from the start. systems are set correctly and that replacement parts
approved by Volvo Penta are used.
Plan the engine compartment so that it will be easy to
perform routine service that involves replacing Certain systems (e.g. the fuel system) may require
components. special professional expertise and test equipment.
For environmental reasons, some components are
When installing engines, it is extremely important that factory sealed. Only authorized personnel may carry
no dirt or foreign objects enter the fuel, cooling, inlet out work on sealed components.
or turbocharger systems, as this may cause faults to
arise or the engine to seize. Blow pipes and hoses Remember that most chemical products can harm the
clean with compressed air before they are connected environment if they are used in the wrong manner.
to the engine. Only remove the protective caps from Volvo Penta recommends the use of biodegradable
the engine when an external system is connected. degreasing agents for cleaning engine components,
unless the Workshop Manual states otherwise. Hand
in old oil and other waste to a recycling station.
Working methods
Read the installation manual carefully before starting
installation. If the installation is performed in
incorrectly, it may cause personal injury or damage to
property and machinery.
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This installation manual is intended for use together
General Information
Introduction
In order for engines to deliver the expected
performance, mechanical reliability is of great
importance. The engines must be installed correctly in
an acceptable environment in order for each engine
system and the installation as a whole to be
satisfactory.
The purpose of this summary is to pass on our

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

manual, but hopefully it can act as a starting point for
the installer to avoid the most usual problems that
occur when installing diesel engines.
SALES ENGINEERING INDUSTRIAL

AB VOLVO PENTA
47706356 02-2016 © AB VOLVO PENTA 7

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

I = ISO power corrected to reference conditions for ISO 3406/1 standard.
C = Continuous power.
X = Continuous power may be exceeded by 10 %.
F = Fuel stop power. This power cannot be exceeded.
N = Net power expressed with and without power losses from the radiator fan.
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Rating Guidelines on Gen Set Engines

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

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

Partner Network.
Power standards
Engine performance corresponds to ISO 3046, BS 5514 and DIN 6271.
Technical data refer to an engine without a cooling fan running on a fuel with a heating value of 42.7 MJ/kg
(18,360 BTU/lb) and a density of 0.84 kg/liter (7.01 lb/US gal). It is also applicable where there is a standard
deviation.
Engine speed governing in accordance with ISO 3046/IV, class A1 and ISO8528 G2
(G3 with electronic engine speed governor)
Reference conditions:
Total barometric pressure: 100 kPa (15 psi)
Air temperature: 25 °C (77 °F)
Relative humidity: 30 %
Fuel temperature: 40 °C (104 °F)
47706356 02-2016 © AB VOLVO PENTA 9

Engine Speed Regulation,

Mechanical / Electronical Regulator
The governor controls engine speed and any generator frequencies. The extent to which a governor regulator
controls engine speed depends on governor specifications.
For a given position of the control lever there is a power/engine speed relationship (at stable load intervals) called
"governor control" or "speed reducing".
This relationship indicates the change in engine speed expressed as a percentage of rated engine speed.
engine speed without load (NO) – engine speed at full load (NR)
Engine speed reduction % = ––––––––––––––––––––––––––––––––––––––––––––––––– x 100
engine speed at full load (NR)
Example: If the rated engine speed is 1,800 rpm at full load and 1,800 rpm without load.
1,880 - 1,800
Engine speed reduction % = ––––––––––– x 100 = 4.5 %
1,800
Synchronous engine speed is defined as operations between no load and full load with a 0 % reduction.
Control variations may influence governor stability. Attempts to minimize the control of mechanical governors by
more than their design permits may mean that such control becomes unstable.
Stability is the governor's ability to establish a pre-determined engine speed and stabilize it quickly.
All governors require a given time period to act and a governor with poor stability will continue to oscillate above
or below the rpm required or take a long time to stop oscillating.
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Load acceptance
Generator set engines have sufficient capacity to
recover a frequency after a sudden load application.
The response to the frequency deviation depends
primarily on turbocharger turbine inertia and secondly
on generator inertia and AVR characteristics. In the
diagram below asynchronous mode is defined with
droop and synchronous mode without droop.
Example:
B D Asynchronous mode when a genset feeds current to a
F constant power consumer such as a city grid.
C
G
F J E
H
I
A
P0011585
A Start time
B Static rpm range
C Rpm without load
D Overshoot
E Rpm at full load
F Momentary rpm difference
G Rpm constant
H Static rpm range
I Recovery time
J Rpm range during recovery time
Example:
B Synchronous mode is where a smaller electrical
system has its own power consumers e.g. a factory
with machinery.
D
A
P0011586
A Start time
B Static rpm range
C Momentary rpm difference
D Recovery time
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Derating
The engine is factory set to fulfill the standard
reference conditions for ISO 3046.
If the conditions where the engine is operated exceed
specified conditions, engine power must be reduced
according to the derating procedure for the engine
concerned.
Derating means that engine power output is reduced

from the maximum rating at normal temperatures and
pressures to compensate for the negative effects from
the location's conditions such as altitude and ambient
temperature. This may take place at any time during
the year according to records.
The derating procedure is described in Sales Support

Tool, Partner Network with derating factors for each
individual engine model.
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Engine Characteristics, Torsional Vibrations
Torsional Vibrations
Torsional oscillations occur as a result of crankshaft
forces caused by the pistons and connecting rods
during the power stroke. These forces tend to bend the
crankshaft and cause angular deflections.
• The frequency is crankshaft the crankshaft
oscillation speed.
• Amplitude is crankshaft oscillation angular velocity.
• The critical rpm number is where shaft oscillation is
at its most powerful and able to cause stress that
exceeds the material's safety limit.
Torsional Vibration Approvals

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

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

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

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

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

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

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

for the calculation of torsional oscillations, which
include moments of inertia, their location on the shaft,
and shaft diameter.
P0004136
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Arrangement and Planning, Engine Room
Arrangement and Planning

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

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

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

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

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

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

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

aperture that is at least 25 % greater than the radiator
frontal area. When the inlet and outlet openings are
designed, attention must be paid to the fact that the
cooling fan has a maximum limit for external
resistance, namely “inlet to fan plus outlet from
radiator”. This limit must not be exceeded, otherwise
cooling air flow will be reduced.
Inlet and outlet openings are normally equipped with

mesh, grilles, noise dampening panels or inner and
outer ducts. Regardless of what is installed, it will
involve airflow resistance, and it may be necessary to
enlarge the aperture further. The large volume of air
moved by the cooling fan usually provides sufficient
engine compartment ventilation.
As shown in the illustration, cold inlet air is drawn over

the generator (which takes its cooling air from this
flow), over the engine intake filter and engine. The
cooling fan then expels air through the radiator and out
of the structure. No airflow obstacles are allowed
directly in front of the radiator outlet and the deflectors
etc. If high engine compartment temperatures are
unavoidable, the inlet air temperature to the engine air
filter must be checked so that it does not become too
high.
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The temperature of the engine inlet air must be as low

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

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

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

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

blocked filter may not exceed the value stated in the
technical data for the engine concerned. If the
pressure drop (low pressure) is too great, there is also
a risk that the engine will not receive sufficient air,
which may lead to engine problems.
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Example:
For a radiator frontal area of 1.25 m2, the outlet and
inlet wall openings must have an area of 1.56 m2. If a
mesh is to be installed, the opening must be increased
to 1.95 m2. Refer to the illustrations.
1,12 m (44”) ~1,25 m (50”) A Radiator frontal area

B Air inlet or outlet
1,12 m (44”)
C Mesh 80 % free aperture
~1,25m (50”)
1.25 m2 + 25% D Size of air inlet / outlet to fit mesh
1.25 m2 = 1.56 m2
(1938 in2) (2418 in2) E Effective height
F Size of air inlet / outlet to fit grille
A
B
1,4m (55”)
1,4m (55”)
1.56
C 0.8 = 1.95 m
2
(3023 in2)
1,4m (55”)
F
E
1,4m (55”)
1.95 m2
(3023 in2)
P0004141
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Objects in airflow
The space available for the engine is usually very
limited in many applications. For example, a fork lift
counter balance weight or a supporting wall outside a
generator set compartment may restrict the available
space.
Such objects constitute a hinder to cooling airflow to or

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

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

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

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

T ≥ 0.4 x A Extraction cooling
A T ≥ 0.6 x A Overpressure cooling
A
B≥A Overpressure cooling
P0004144
47706356 02-2016 © AB VOLVO PENTA 19

Forced ventilation - engine compartment If an extraction fan is used and combustion air is
drawn from the engine compartment, negative
When a remote radiator is installed, consideration pressure may occur. Engine compartment negative
must be given to engine compartment ventilation. pressure can be checked using a plastic, water-filled
U-shaped hose. One end is connected to the engine
First of all, the exhaust system in the engine
compartment and the other is exposed to atmospheric
compartment must be efficiently insulated so that heat
pressure (outside the engine compartment).
radiation is minimal.
Allow the engine to run at full throttle for at least 5
NOTICE! Because of the risk for overheating the
minutes in order to build up a characteristic low
exhaust manifold and turbocharger may not be
pressure in the compartment. Then measure the
insulated, only the exhaust pipe and silencer.
pressure difference equivalent to the water's surface
The best forced ventilation systems normally differences in mm water column. The pressure
comprise two electrically-driven fans. One fan forces difference must not exceed 10 mm (0.4") (0.8 mm Hg
air into the compartment and is installed on the wall or 1 millibar). A low pressure of 20 mm (0.8") water
directly opposite the generator end. gauge is acceptable on engines with remote radiators
and without a fan.
The other fan extracts air hot air from the engine
compartment. This fan must be installed on the wall
next to and above the engine. Crankcase breather
An air duct is required on the inlet side if the cooling Gases from the engine crank case must be led away
air does not reach the generator/engine. The ducting from the engine compartment via a separate duct.
leads air to the generator and over the engine to the
The crankcase ventilation pipe may be extended to
extraction fan.
lead crankcase gases out of the engine compartment.
If no air ducting is installed when the inlet fan is
This is especially important when the engine has an
located high up, inlet cooling air will pass by the
pusher fan, as the crank case gases would otherwise
generator set and be drawn out by the extraction fan
coat the radiator which would become dirty and
without cooling the engine.
clogged, thus reducing cooling capacity. Note; where
If there is space in the right place for a large air inlet there is a risk of freezing (ice plugs) this pipe must be
opening, no fan is required to force air into the heated or insulated.
compartment.
WARNING!
The extraction fan must have sufficient extraction
Only start the engine in a well-ventilated area. If
capacity to overcome the air resistance through the
operating the engine in a closed area ensure that
inlet and outlet grilles and air ducts, if such are
there is exhaust ventilation leading out of the work
installed.
area to remove exhaust gases and crankcase
ventilation emissions.
NOTICE! Some engines are equipped with closed

crankcase ventilation that does not require additional
ventilation.
P0004155
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Calculating required engine compartment

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

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

temperature increase in the engine compartment can
be calculated as follows:
Total heat transfer to air

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

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

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

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

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

engine compartment ventilation and exhaust system
back pressure is available from AB Volvo Penta,
Sales Engineering Industrial.
47706356 02-2016 © AB VOLVO PENTA 21

Multi-engine installations
In general, the same installation instructions apply to
multi-engine installations as for single installations,
and each unit must have its own engine bed and
exhaust system.
IMPORTANT!
Exhaust gases from multi-engine installations may not
be led together in a common system, as this can be
very dangerous and cause engine damage. If the
exhaust system in a multi-engine installation must be
led together in a combined exhaust system, each
engine must be equipped with a separate exhaust
shut-off valve, so that exhaust gases are not able to
enter an engine that may not be running.
Also refer to “Multiple exhaust outlets” in the chapter
Exhaust System, page 75.
22 47706356 02-2016 © AB VOLVO PENTA

Engine Mountings for Stationary

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

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

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

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

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

the location below ground level where the foundation
is to stand, a qualified technician must be contacted to
determine the type and size of the concrete foundation.
47706356 02-2016 © AB VOLVO PENTA 23

Fixed concrete block
The fixed concrete block is a proven method and for

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

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

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

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

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

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

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

exhaust systems and fuel pipes, must be installed with
flexible connections.
24 47706356 02-2016 © AB VOLVO PENTA

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

above the hole and on each side of the bolt.
Fixed mounts
Fixed mounts are normally used on engines installed
on a frame as illustrated. The driven unit may be a
generator, a water pump or a compressor.
P0004138
47706356 02-2016 © AB VOLVO PENTA 25

Vibration insulating mounts

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

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

center of gravity for the engine and radiator
A W1 = Engine and radiator weight with coolant
L2 = The distance from the installation front to
generator center of gravity
W2 = Generator weight
L= The distance from the installation front to the
P0004154
entire installation's center of gravity
A Installation center of gravity
26 47706356 02-2016 © AB VOLVO PENTA

To be noted when selecting flexible

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

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

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

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

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

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

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

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

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

installed on the flexible mounts, make sure that the
underframe is level, parallel and even.
Also make sure that the mount hole patterns are
correct and the holes sufficiently large in order to avoid
uneven load stress and twisting of the mounts. Twisted
rubber mounts affect sound dampening and vibration
characteristics negatively and drastically shorten the
service life of the rubber.
47706356 02-2016 © AB VOLVO PENTA 27

Uniform load on mount elements

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

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

A= ––––––––––––––––––––
I3
GM x I1 + GG x I2
B= ––––––––––––––––––––
I3
P0004152 The location of the total center of gravity SMG (engine

and transmission weight) in relation to the transmission
SMG = Engine and transmission center of center of gravity, can be calculated using the following
gravity equation.
SM = Engine center of gravity
I2 - I1
SG = Transmission center of gravity
GM = Engine weight X= –––––––––
GG = Transmission weight GG
A= Mount load at A 1 + ––––
B= Mount load at B GM
I1, 2, 3 = Distances
28 47706356 02-2016 © AB VOLVO PENTA

Engine Mountings for Mobile

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

consideration must be given to the following:
Volvo engines are designed for two flywheel housing
• The mounting system may not allow stress to supports and two front engine mounts. (TAD1650VE
the engine due to frame deflection of vibrational has three-point mounting)
forces.
• The rear mounts must absorb almost all the front
• There must be sufficient play all around the and rear forces created when connecting a
engine. Bear in mind that radiated heat may trailer, or exposed to shocks from loading docks.
cause adjacent equipment to expand. Practically no front or rear shock forces are
• If the engine moves due to shocks, torque absorbed by the front mount. The front mount
absorption or other forces, it must not come into must therefore be designed such that it is
contact with the chassis or other components. relatively free from shear in all horizontal
directions, but stiff vertically.
• Consideration must be given to factors that have
great influence on inner forces and mounts: • Concerning mounting system resonance, its
vehicle specifications (axle arrangement, wheel natural frequency is the frequency at which the
base). engine vibrates when it is struck by an external
force. It is important to separate the natural
• Install vibration insulation so that requirements frequency for front and rear axle installations
for correct noise levels are fulfilled. compared to the engine.
Dynamic forces that affect engine mounts • When selecting vibration insulation it should be
Forces that are transferred from the road causing understood that satisfactory insulation from
parts to oscillate: drive train, front axle, rear axle, cab existing resonance vibrations is not achieved
and frame. The level of these forces depends on: until the natural resonance frequency is
exceeded by > 1.41. In order to achieve good
• component masses and their suspension comfort at idle (frequencies from combustion,
stiffness. shaft forces) these forces should also be above
• longitudinal forces from the drive shaft depend this resonance frequency. Special consideration
on friction in the spline couplings. must also be given to resonance frequencies
from forces that are transferred via the
• transverse forces that affect the U-joint. Most suspension system such as roll, pitch and yaw
drive shaft installations have joint angles that forces.
give asymmetrical rotation speeds, which create
rotational forces.
47706356 02-2016 © AB VOLVO PENTA 29

Front support End support

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

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

the flywheel housing is recommended.
If the engine mounts are supplied by the customer,

the distance between the center of the attachment to
the SAE housing may not exceed the distance for the
equivalent engine mounts from Volvo Penta
accessories; refer to the illustration A.
Where this is not possible in individual cases, contact

Volvo Penta, Sales Engineering Industrial.
A
P0004156
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Engine Mounting and Engine Room

Layout
Engine Mountings Semi-mobile installations
In these installations the machine is moved
Correct mountings and couplings to the load are
occasionally, but the engine is not usually used as a
essential for good results in all engine installations.
source of motive power for the machine, and nor is
The type of mount depends on the type of installation
the engine usually run when the machine is being
the engine is to be used for and the final transmission
moved. Examples of semi-mobile installations are
device.
stone crushers, cement mixers, mobile air
It is therefore important to note that when the engine compressors and mobile irrigation devices etc.
is installed to the driven unit/equipment the dynamic
There are several examples of machines within this
behavior will be the sum of the entire installation's
category that move while the engine is running, but
components. It is important to ensure that critical
only at low speed, such as certain cranes, concrete
engine rpm (the range within which the chosen engine
layers or surface laying machines etc.
has its intended operations) for all installations are
within limits. Despite this category being similar to fixed
installations, a semi-mobile installation requires
Volvo Penta industrial engines are installed in three
consideration to be taken to other factors concerning
fundamental application categories:
power transfer. Mounting is a deciding factor in
Mobile installations minimizing machinery stress and the preservation of
Installations in this category move while they are in correct alignment.
use. Examples of such installations are terrain-going
trucks, heavy construction equipment and many
specialist machines. The installed engine usually
drives the machine as well as its auxiliary functions
electrically, mechanically or hydraulically. In this
category it is extremely important that alignment is
maintained and that mobility rules are followed.
Stationary installations
Where fixed installations can be used they have
several advantages. Some examples of this type of
installation are stand-by power systems, ventilation
fans and pumps etc. Fixed installations are
advantageous thanks to the fact that they entail fewer
mounting and structural problems than other
categories. Conditions may however require noise
and vibration insulation, which make engine mounting
more complicated.
47706356 02-2016 © AB VOLVO PENTA 31

Arrangement and Planning, Sound Absorption
Sound Absorption
Measurement methods
ISO 3744-1994, DIN 45635 part 11
Volvo Penta engine sound power levels are measured
in a semi echo-free chamber. The ceiling and walls are
covered with sound absorbing wedges. The engine is
placed on a hard, reflection floor. By using the
chamber, sound propagation equivalent to open field
conditions is ensured.
The measurements are taken according to the

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

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

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

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

comprises the noise emitted by the engine structure.
Sound data for the entire industrial engine range can

be found in the Sales Support Tool, Partner
Network.
32 47706356 02-2016 © AB VOLVO PENTA

Diesel Engines Noise

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

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

F combustion process and the mechanical shocks
between pistons and liners, valves and gear wheels
etc.
When a new engine is designed, a great deal of effort
is put into minimizing engine noise.
E The most important means for achieving this is
C optimizing the injection system, controlling engine
block stiffness and special treatment of the gear
wheels in the engine timing system. Sound dampening
materials can be placed on large noise emitters such
as the oil sump and valve cover.
P0004201 D
Engine noise in an installation is usually reduced by
A Injection Pump screening off the engine. Such screening can be made
B Valve Cover even more effective by lining it with absorbent material.
C Timing cover + Oscillation damper Usually, the level of screening is governed by engine
D Engine block cooling capacity.
E Oil Sump Finally, engine noise is to a large extent dependent on
F Charge air ducts engine speed. For a given power an engine with low
G Flywheel Housing rpm is preferable to one with high rpm.
H Intake Manifold
47706356 02-2016 © AB VOLVO PENTA 33

Exhaust Noise
Without a muffler, exhaust noise is the absolute largest
source of noise on a diesel engine.
High pressure pulses from combustion causes the

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

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

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

muffler types is a higher back pressure in the exhaust
system. The development of mufflers is often a
compromise between acceptable back pressure and
necessary noise reduction.
Volvo Penta provides both muffler types. Their use

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

functions as an effective sound muffler. The pressure
waves (noise) are dispersed by the rotating
compressor blades. This means that inlet noise does
not have any practical significance on Volvo Penta
engines.
34 47706356 02-2016 © AB VOLVO PENTA

Auxiliary Noise
The cooling fan is one of an engine's largest noise
sources.
According to measurements the sound power level

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

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

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

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

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

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

the engine bed are reduced and therefore also frame
noise. In the case of insulation for heavy vibrations, the
engine bed must be at least 10 times as stiff as the
insulator.
47706356 02-2016 © AB VOLVO PENTA 35

Installation, Cooling System
Installation
Cooling System
General
Cooling system
Volvo Penta only uses liquid-cooled engines. The The cooling system must be dimensioned so that
cooling system comprises a cooling water system and engine overheating is avoided during all ambient and
a cooling air system. The objective of the system is to operational conditions. It is therefore important to
lead heat from the engine to the surrounding know the maximum air temperature and the
atmosphere. Around 40 % of fuel energy is used to environmental conditions where the engine will be
perform mechanical work, while the rest is lost as heat used. Cooling requirements differ from engine to
to the coolant and through the exhaust. The heat that engine, and heat transfer to coolant is specified in the
is transferred to the coolant is 20-30 % of the fuel Sales Support Tool, Partner Network for each engine.
energy, and it must be carried away by the cooling
system. The water pump forces coolant through the Additional to the heat transferred to the coolant from
engine cooling ducts. Hot coolant enters the radiator, the engine, heat transfer from extra equipment, e.g.
passes through pipes and is cooled by cooling air from via the torque converter oil cooler, must also be taken
the fan. into account when a cooling system is dimensioned.
Cooling is also affected by obstacles to airflow and
In order to increase power and reduce exhaust temperature increases above air-cooled accessories
emissions, a charge air cooler may be used. Volvo such as air conditioning condensers or air-cooled oil
Penta uses two different types of charge air cooler. coolers.
TWD engines have a water-to-air charge air cooler in
which hot charge air is cooled by engine coolant. TAD Air can also be heated by the engine and generator
engines use air-to-air charge air coolers in which (generator set) before it passes through the radiator.
charge air is cooled by cooling air from the fan. This In order for cooling to be as efficient as possible, it is
type of charge air cooler is installed separately behind important to minimize cooling air obstacles and
(or in front of) the regular radiator. prevent air recirculation by designing cooling air ducts
and grilles correctly.
Regarding the smaller VE series engines for which

Volvo Penta does not provide a complete cooling
assembly, all relevant data for the design of a correct
cooling system is available under “Cooling system”
and “Charge air cooling system” in the Sales Support
Tool.
36 47706356 02-2016 © AB VOLVO PENTA

Fan
Function
The function of the fan is to provide a cooling air flow.
The fan creates a pressure increase that provides an
air flow through the system components. Increased
cooling air speed through the radiator core results in
increased heat transfer from the fins to air.
The air flow created by the fan depends largely on the

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

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

fans are thoroughly tested before they are approved.
Volvo Penta therefore recommends that only genuine
Volvo Penta fans be used.
47706356 02-2016 © AB VOLVO PENTA 37

Fixed fans
Fixed fans are used wherever large, continual cooling
air flows are required. They are also used in
installations where noise levels and fan power
consumption are less important.
Volvo Penta provides two different fan types: plastic

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

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

while a pusher fan blow air through the radiator. The
following factors must be considered when
determining the most suitable air flow direction for the
installation:
1 The same fan diagram applies to two similar
fans where only the air flow direction differs.
However, both pressure drop and cooling
capacity are changed if air flow direction is
changed on a given installation.
2 Wherever possible the air flow direction must be
such that the air temperature at the radiator inlet
is as low as possible (close to ambient
temperature). This means that a sucking fan
usually provides the best cooling capacity. In the
case of a pusher fan, air is heated by the engine
before it passes through the radiator.
3 It is easier to achieve an even distribution of air
flow over the radiator surface if a sucking fan is
used instead of a pusher.
4 A pusher fan is usually required on gen set
applications to ensure sufficient generator
cooling.
5 On mobile applications with relatively high
forward speeds air flow direction must be
selected to draw benefit from the slipstream.
38 47706356 02-2016 © AB VOLVO PENTA

Temperature controlled fans

On temperature controlled fans, fan speed is controlled
by engine temperature. The fan only runs when it is
needed, which means that it uses less power and is
quieter than a fixed fan.
Silicone oil is used to transfer rotation to the fan via a

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

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

temperature controlled fans.
p0011368
47706356 02-2016 © AB VOLVO PENTA 39

Figure 1 Fan capacity

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

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

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

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

greater than the pressure drop across the radiator on
uncovered generator set engine installations of types
2 3 qa m3/s TD or TWD.
1
P0004142
40 47706356 02-2016 © AB VOLVO PENTA

Calculation formulae Fan speed

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

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

be calculated by:
p2 / p1 = (n2 / n1)3
P= fan power consumption (W)
Efficiency
Fan efficiency can be calculated as follows:
p x qA
η = –––––
P
47706356 02-2016 © AB VOLVO PENTA 41

Fan location
The optimal fan location is in the center of the radiator.
The fan must rotate over as large a radiator core
surface area as possible, but fan diameter must not be
1 greater than radiator core width or height.
Fan location on the engine is determined by the type

of fan drive. All Volvo Penta engines have belt-driven
2
fans as standard. Some engines for mobile
applications also have crankshaft-mounted fans as an
option.
P0004174 Sucking fan

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

the back of the fan also affects fan power consumption.
16
A B The illustration shows two examples with two different
14 values for the distance B called B1 and B2, where B2
is greater than B1.
12
The distance is also important for cooling air restriction
10 and a short distance provides greater restriction.
Pusher fan
8 B1
The distance between the radiator core and the charge
6 B2 air cooler radiator core and the back of the fan is
extremely important for air distribution and fan power
4 A mm consumption. It is important that air flow be evenly
50 100 150 200 250 300 distributed over the radiator core to achieve the best
P0004173
possible cooling capacity.
The recommended distance (A) is 100 mm (3.3").
42 47706356 02-2016 © AB VOLVO PENTA

Fan ring
The function of the fan ring is to increase fan
performance and reduce the generation of vortices at
the blade tips.
The fan's radial and axial location in relation to the fan

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

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

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

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

e4 pusher fan.
C Air flow
47706356 02-2016 © AB VOLVO PENTA 43

Charge air cooler

The air-to-air type charge air cooler (1) forms part of
both the cooling air and inlet systems. The function of
the charge air cooler is to cool the charge air between
the turbocharger and the inlet manifold. Air density is
thus increased, which provides more oxygen for
combustion. Power is therefore increased while
exhaust emissions are reduced.
The charge air cooler must only use the coldest

possible cooling air and the latter must therefore pass
through the charge air cooler before it passes the
coolant radiator (2). In a sucking fan system the charge
air cooler must be located in front of the radiator, and
behind the radiator in a pusher fan system.
3
The charge air cooler is manufactured entirely in
aluminum. Charge air passes through the heat
2 exchanger in wide aluminum tubes with folded
P0004167 1 aluminum fins.
Extremely high standards of air cleanliness and airtight
integrity apply to the charge air cooler.
The most important charge air cooler performance

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

and cooling air flow for a given charge air cooler.
Efficiency increases when charge air flow falls and
cooling air flow rises.
Volvo Penta charge air coolers for gen sets and

stationary TAD engines all have a temperature
efficiency of more than 0.9 at maximum engine rating.
44 47706356 02-2016 © AB VOLVO PENTA

The aluminum fins are folded and have a grille.
Cooling air is heated when it passes through the

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

supply complete cooling systems, all the technical data
required for charge air cooler design is available in
Sales Support Tool, Partner Network
NOTICE! VE engines with closed crank case

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

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

width must be at least 15 mm (0.6"). The hose clamp
inner diameter must be adapted accurately to the hose
diameter, as the clamp working range is small.
Minimum clamp belt tensile strength: 400 N/mm2 (58
000 PSI).
P0008933
47706356 02-2016 © AB VOLVO PENTA 45

Air conditioning condenser

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

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

1
3 This type of torque converter oil cooler (1) may also be
located in front of the radiator (2) and thus cause a
cooling air pressure drop and temperature rise. The
ATB reduction depends on the radiator type and the
torque converter cooling requirement.
1 Oil cooler
2 Radiator
4
3 Condenser
5
4 Air flow
5 Sucking fan
P0004168
46 47706356 02-2016 © AB VOLVO PENTA

Cooling air ducts

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

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

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

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

in the Sales Support Tool, Partner Network. Refer
to the chapter: Arrangement and Planning, page 15.
Recirculation
Puller fan Warm air recirculation is a problem that can
2 significantly impair cooling capacity. It is therefore
necessary to prevent recirculation in all installations.
Warm air from the fan outlet in a sucking fan system

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

lower pressure.
Recirculation occurs chiefly in covered installations

and engine compartments. The installation must be
2 carried out so that recirculation is prevented, especially
P0004175
in mobile applications and generator sets in engine
compartments. Recirculation can be prevented on
1 Engine generator sets by installing cooling air ducts and
sealing. Refer to the chapter: Engine Mounting and
2 Recirculation
Engine Room Layout, page 31.
3 Air flow
All surfaces where air can recirculate must be
thoroughly sealed on mobile applications. The ATB
value may be reduced by 3–5 °C (37.4–41 °F) through
improved circulation.
47706356 02-2016 © AB VOLVO PENTA 47

Cooling Air System

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

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

factor in selecting the type of radiator. If a system
using a pusher fan is used, crankcase blow-by gases
may give rise to an oil coating on the radiator and
charge air cooler cores (especially gases from crank
case ventilation). Dust particles in the air stick more
easily to the oil, and this reduces heat transfer.
Methods of reducing this effect are to use a closed
crank case ventilation system or to lead crank case
gases away from the cooling air flow (separate pipe
outside the room). Refer to the Engine Mounting and
Engine Room Layout, page 31 chapter.
48 47706356 02-2016 © AB VOLVO PENTA

Engine Heater
Figure 1 There are different types of electrical engine block
heaters available for 220–240V AC.
Engine heater installed in engine block

It is only designed for intermittent use.
The heater is designed to be used with a timer, and to

be switched on for shorter periods, maximum 3 hours
per occasion. The heater can be installed in one of the
plugs on the left side of the engine block.
P0004182
Figure 2
P0004169
Figure 3 Separately installed engine heater

This heater is especially suitable for continuous
heating for e.g. standby gen set engines. Heater output
must be adapted to the specific coolant quantity
depending on engine size and ambient temperature.
The heater must be installed separately in a protected

location, but at the same time the shortest possible
connection hoses must be used. The heater may be
installed as illustrated in figure 3, adjacent.
For more details in heater options, refer to Sales

Support Tool, Partner Network.
Contact Volvo Penta regarding engines running in

extremely low temperatures, < -20 °C (-4 °F).
P0004183
47706356 02-2016 © AB VOLVO PENTA 49

Cab Heater
Cab heaters use engine coolant to heat the cab via a
heat exchanger. Cab heaters must be dimensioned so
that they do not take too much heat from the coolant.
If this occurs, the engine will not reach the correct

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

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

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

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

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

cooler when the engine thermostat is closed.
50 47706356 02-2016 © AB VOLVO PENTA

Cooling Water System

Function Mixture ratio
The function of the cooling water system is to
transport heat energy away from the engine and WARNING!
accessory components to the radiator. The cooling All coolant is hazardous and harmful to the
water system consists of the coolant and the following environment. Do not consume. Coolant is flammable.
components:
IMPORTANT!
- Engine and radiator circuit Under no circumstances may Volvo Penta coolant
- Oil cooler circuit VCS, yellow be mixed with any other coolant.
- Charge air cooler circuit, water-to-air IMPORTANT!
- Expansion tank and venting circuit Industrial engines may not use coolant filters in
combination with yellow VCS coolant. There filter is
The system can be extended with extra circuits: therefore not fitted to industrial engines filled with VCS
yellow.
- Torque converter oil cooler circuit
- Compressor cooler circuit Mix:
40 % Volvo Penta glycol (conc. coolant)
- Engine heater circuit
60 % water
- Cabin heater circuit
This mixture protects against internal corrosion,
- Coolant filter circuit cavitation and damage from freezing down to -28 °C
(-18 °F). The freezing point is lowered to -54 °C
(-65 °F) with 60 % glycol in the coolant. Never mix
Coolant more than 60 % concentrate (glycol) in the coolant, as
From 2011, Volvo Penta will use the new type of this will impair protection against freezing, impair
coolant, VCS yellow. cooling ability, and result in a risk of overheating.
The coolant has three functions: IMPORTANT!

The coolant must be mixed with clean water. Use
1 To provide sufficient heat transfer.
distilled, deionized water. The water must comply
2 To protect all cooling system metal parts from with Volvo Penta requirements. Refer to Water
corrosion. Quality, page 65.
3 To provide sufficient protection against freezing. IMPORTANT!
We recommend the use of “Volvo Penta Coolant, It is very important that the cooling system be filled
Ready Mixed” or “Volvo Penta Coolant” with coolant of the correct concentration. Mix in a
(concentrated) mixed with water. This is the only separate clean vessel before filling the cooling
grade of coolant suitable for, and approved by, Volvo system. Make sure the fluids are well mixed.
Penta.
Anti-corrosion additives are not permitted in Volvo

Penta engines. Never use water by itself as the
coolant.
IMPORTANT!
The correct mixture of coolant must be used all year
round. This also applies where there is never a risk of
freezing, to ensure that the engine has sufficient
corrosion protection.
Future warranty claims related to engine and
accessories may be declined if an unsuitable coolant
has been used, or if the recommendation for coolant
mixture has not been followed.
47706356 02-2016 © AB VOLVO PENTA 51

Engine and radiator circuit

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

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

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

Kpa
200 Coolant pumps are either belt or gearwheel-driven and
2800rpm
180 are specially designed for each engine size. Pump rpm
160 ratios for each engine are specified in the Sales
140 Support Tool, Partner Network.
120 The coolant pump is of centrifugal type in which coolant
2100rpm
100 flow depends largely on system back pressure. If any
80 1800rpm accessory components are connected to the system,
60 coolant flow will be reduced which means that
1500rpm consideration must be given to component pressure
40 drop and the length, diameter and shape of pipes and
1200rpm
20 hoses.
0 1 2 3 4 5 6 7 8 9 10 The graph shows pump plots at different engine
1 I\s speeds. System coolant flow is determined at the
P0004160 intersection of the pump plot and the system plot, as
described below. The following equations may be used
1 Pressure drop across the engine to determine the pump plot for other engine speeds:
The system plot describes the pressure drop through p2/p1 = (n2 / n1)2
the system to which the coolant pump is connected.
The system plot uses the following formula: qW2/qW1 = n2 / n1
p = k × qw2
p = static pressure (kPa)
k= is a system-dependent constant and is used to qW = Coolant flow (I/s)
draw the system plot as described in the n = engine speed (rpm)
instructions above.
Use the values p1 and qW1 from a point on the existing
engine speed plot n1. Calculate p2 and qW2 at the new
engine speed n2 and plot this point in the graph.
Repeat the procedure for a few other points on the
n1 plot and draw the new pump plot through the
calculated points.
52 47706356 02-2016 © AB VOLVO PENTA

KPa The plot for the pressure drop (1) across the engine is
200 drawn in the pump graph. This plot shows the pressure
2800rpm
180 drop in the engine cooling ducts from the pump inlet to
160 the upper engine outlet. The plot applies to a fully-open
140 thermostat where the pressure drop across the oil
cooler and a water-to-air charge air cooler (TWD
120
2100rpm engines) is included.
100
80 1800rpm The pressure drop across the external circuit must be
added to engine pressure drop to determine the entire
60 1500rpm
system plot. The external circuit usually comprises a
40 1200rpm radiator and hoses but there may also be a torque
20 converter oil cooler.
0 1 2 3 4 5 6 7 8 9 10 The pressure drop across the components depends on
1 2 3 qw (I\s) coolant flow. System plot calculation is begun by
P0004161
calculating one point on the plot. The pressure drop
across a Volvo Penta radiator for a given coolant flow
1 Pressure drop across the engine can be obtained from Volvo Penta. The pressure drop
across other components in the external circuit must
2 System plot
be added to the pressure drop across the radiator at
3 Coolant flow at 2800 rpm the same coolant flow. Add this sum to the pressure
drop across the engine for the actual coolant flow in
the pump graph. Now calculate the total pressure drop
for a given coolant flow.
The full system plot (2) can now be drawn using the
formula: p = k × qW2.
Calculate k = p / qW2 by using the values p and qW

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

intersection of the pump plot and the system plot for
the actual engine speed.
Outer cooling system flow restrictions must be
checked on installations with accessory components
installed in the liquid cooling system, or where there
are long coolant pipes to remotely-installed radiators.
The maximum flow restriction for the outer cooling
system is specified in the Sales Support Tool,
Partner Network.
47706356 02-2016 © AB VOLVO PENTA 53

Cavitation
Pump suction capacity depends on coolant pressure
and temperature. An increase in coolant temperature
reduces suction capacity. In order to avoid cavitation
there must be a static pressure on the suction side of
the pump. To achieve this there must be a hose from
the expansion tank to the suction side of the pump.
Cavitation occurs when static coolant pressure inside
the pump falls to coolant vapor pressure.
Some of the coolant then vaporizes and vapor bubbles

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

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

during the warm-up period. All coolant circulates in the
internal circuit in order for the engine to reach the
correct operating temperature as quickly as possible.
When the coolant reaches thermostat opening
temperature it begins to circulate through the external
circuit. The thermostat controls coolant flow to the
radiator and thus maintains coolant temperature at the
correct level for different engine loads.
2
These cooling system differences have no influence on
external cooling system design.
3 The thermostat opens fully at extreme engine loads

and high ambient temperatures. The internal coolant
system is then fully isolated and coolant circulates
through the radiator.
P0004162
1 Thermostat in closed position

2 Thermostat in fully-open position
3 To radiator
54 47706356 02-2016 © AB VOLVO PENTA

NOTICE! If the thermostat is removed, the following

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

operating temperature will be much longer.
Furthermore, the engine will not reach operating
temperature at idle or low to medium loads at
moderate ambient temperatures.
• Engine lubricating oil temperature will not reach the
correct level, which increases fuel consumption.
Exhaust emissions will increase (more white smoke)
and engine power will be reduced a little. It will also
increase engine wear and shorten engine operating
life.
• System cooling capacity will also be impaired as not
all coolant will pass through the radiator
(uncontrolled coolant flow).
Even if the temperature gauge shows the correct
coolant temperature the coolant may boil in the
engine water jacket.
• Engines that are operated without a thermostat
are not covered by warranty.
Example
TAD1370 thermostat position at increased

coolant capacity to the retarder cooler.
The thermostat location is moved if increased coolant
capacity to the retarder cooler is selected. This unit
may only be ordered as an option when ordering a new
engine.
The thermostat is moved from location A

(original position) to the new unit B.
The original position A then has no thermostat.
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Radiator
The radiator is a coolant-to-air type heat exchanger
and forms part of both the coolant and cooling air
systems. Hot coolant from the engine passes through
the radiator pipes and is cooled by cooling air with the
aid of a fan.
The radiator must have external dimensions that are

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

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

coefficient further.
The following factors are important when selecting a

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

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

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

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

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

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

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

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

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

This circuit comprises:
- Expansion tank
- Pressure cap
- Venting nipples and hoses
- Coolant level indicator (optional)
Expansion tank
The expansion tank is installed separately.
The expansion tank has four different functions:

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

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

P0004181
engines for mobile applications; refer to the Sales
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Installing a separate expansion tank
1 Venting hose from the radiator to the expansion

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

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

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

loss when a hot engine is shut down.
When coolant temperature drops a negative pressure

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

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

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

to the thermostat housing.
Venting hoses must slope upwards all the way to the

expansion tank. U-bends in hoses may cause fluid
locks and must be avoided.
Coolant level indicator

A coolant level indicator is available as standard.
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Cooling Performance
Cooling Capacity
The cooling capacity of an installation depends on AOT temperature is the same as ATB temperature on
engine heat transfer and all the cooling system engines using puller fans. If a pusher fan is used,
components: cooling air is first heated by the engine before passing
through the radiator (or charge air cooler on TAD
• Radiator
engines). On generator sets, the air is also heated by
• Fan type and diameter the generator and ATB temperature is equivalent to
AOT temperature minus the temperature increase
• Fan speed ratio
across the generator and engine. Refer to the
• Type of fan ring and fan location illustration below.
• Accessory components in the cooling air system
• Engine compartment and cooler heating
• Accessory components in the cooling water
system
• Air ducts and pressure drops across the 1 2
installation
ATB and AOT

Cooling capacity is expressed by the terms ATB (Air P0011819
3
To Boil) and AOT (Air On Temp).
1 AOT
ATB temperature is defined as the ambient
temperature that provides maximum permissible 2 Ambient cooling air (external)
coolant temperature.
3 Heating
AOT temperature is defined as the cooling air
temperature at the charge air cooler that provides The AOT temperature for each engine using the
maximum permissible coolant temperature. standard Volvo Penta cooling system is specified in
Sales Support Tool, Partner Network.
The difference between AOT and ATB is that AOT
uses cooling air temperature at the charge air cooler Recommendation: ATB temperature must be at least
as a reference instead of ambient temperature. Thus as high as the highest anticipated ambient
AOT is independent of cooling air heating by the temperature. In tropical conditions ATB must be
installation. approx. 50 °C (122 °F). AOT temperature for
generator sets is calculated by adding the
The max permissible temperatures for each engine temperature increase across the generator and
type are specified in Sales Support Tool, Partner engine.
Network.
ATB and AOT are calculated as follows

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

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

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

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

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

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

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

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

The air inlet system consists of three main
components:
- Air inlet - before filter
- Air cleaner
- Air inlet - after filter
Inlet pipe, before filter

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

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

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

the pipe and/or where it bends upwards. The water lock
must be drainable.
The filter housing must also be drainable.
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Cleaner Type
Air cleaner Oil bath type
Air cleaners protect engines against airborne Air filters of the oil bath type must be accurately
contaminants that cause serious engine wear through adapted to engine type and operating speed for them
their abrasive effect. Air cleaners can be divided into to work correctly. If the filter is not adapted to the
three basic types: engine, filtration may be poor and/or the oil can be
transferred from the filter to the engine.
- pre-cleaner
- primary cleaner Oil bath filters also have a limit regarding incline, i.e.
the angle at which the installation may slope before
- secondary element oil begins to be transferred to the engine.
Pre-cleaner For this reason Volvo Penta recommends that oil bath
The function of the pre-cleaner is to remove the major filters not be used.
part of airborne dirt from inlet air and to extend primary
element service life. Dry paper type
Pre-cleaners work by forcing air to rotate thus Filtration in a dry filter improves during filter service
separating the dust from the air. There are two main life. The filter is at its most effective when the pressure
types of pre-cleaner: drop indicator indicates that the filter must be
changed. Because of this, the filter should not be
- multi-cyclone filters installed in the air inlet touched before it is changed.
- stators installed in the filter housing
IMPORTANT!
Volvo Penta recommends the use of pre-cleaners in
dusty environments. Dry filters may never be cleaned with compressed air,
washed in fluids or knocked against the floor to empty
Primary cleaner out dirt. If dry filters are cleaned small leaks occur that
Primary cleaners can be divided into two types: cannot be seen with the naked eye. There is also a
risk of dust being transferred to the clean side while
- oil bath type the filter is removed.
- paper type
Paper type primary cleaners can be divided into:

- dry type
- oil-treated type
The cleaning efficiency of oil bath type cleaners is

usually 70-90 %.
Dry type cleaning efficiency is 95-99.8 %.
Oil-treated type cleaning efficiency is 95-98 %.
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Categories
Filtration categories Air filter for large dust quantities (dust
Air filters are usually divided into three filtration concentration 20–100 mg/m3)
categories. The choice of filter type depends on the This filtration category usually includes high-
area of application, dust concentrations where it will efficiency pre-cleaner devices which in some cases
operate and required service life. are emptied of dust automatically.
The three filtration categories are shown below Used in:
together with information about their use. Note that
these guidelines are only recommendations and that a terrain vehicle applications where dust
it may be necessary in certain situations to use a filter concentrations are extreme, e.g. in quarries,
suited to conditions dustier than those specified. ground preparation etc.
b earth graders, industrial equipment, stone
Air filter for minor dust quantities (dust
crushers and chippers.
concentration 1–5 mg/m3)
c agricultural equipment designed for operations
Usually installed directly on the inlet manifold and
in extremely dusty conditions.
generally without a pre-cleaner.
Used in: IMPORTANT!

a highway vehicle applications in countries with If a customer requires a special air filter that is not
temperate climates, i.e. where dust included in the Volvo Penta Sales Support Tool,
concentrations are low. Partner Network the customer is entirely responsible
for correct layout and installation. If the engine is
b industrial installations for driving in sheltered
damaged due to mistakes in the layout or installation
conditions and in areas with low dust
of the air cleaner system, Volvo Penta will deny any
concentrations.
claims made against the engine warranty.
Typical air filters in this category are dry filters (paper
elements) without pre-cleaners and with only
moderate dust collection capacity.
Air filter for medium dust quantities (dust

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

integral centrifugal pre-cleaners with greater dust
collection capacity than air filters for low dust
quantities described above.
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Inlet pipe, after filter

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

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

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

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

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

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

handle pressures according to technical data in Sales
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General installation remarks

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

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

recommend that:
- the pressure drop across the air strainer, check
technical data.
- the pipes are dimensioned for a maximum air
velocity of 25 m/s (82 ft./s).
NOTICE! Never try to clean a dirty dry filter by shaking

it, striking it on the floor or by using compressed air.
This can cause the filter element to come loose in the
filter resulting in leakage.
Dry filter installations equipped with limit indicators

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

prevent dust entering the inlet system. All connections
and seals must be checked and replaced if necessary.
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Pressure drop indicator

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

start. Change the filter as soon as the entire red field
is visible in the window.
P0004239
Example
The illustration shows a temperature and pressure
sensor. This is supplied upon selection of the Volvo
Penta air filter.
If a different air filter is selected the sensor must be

installed according to the instructions in the kit.
NOTICE! The sensor must be installed and connected

for exhaust gas cleaning to function correctly.
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Installation, Exhaust System
Exhaust System
Dry Exhaust Line
Silencer
In general there are two types of silencer: absorbing
and reactive.
Absorbing silencers
These silencers work according to the principal of
absorbing sound with the aid of an absorbent lining
inside the silencer. They usually provide silencing over
a broad frequency range. They are generally of
straight-through construction and only offer a
marginally higher back pressure than a straight pipe of
the same length.
Expansion silencers (reactive)

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

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

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

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

pressure and exhaust pipe diameter must therefore be
increased.
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Exhaust System
General points for consideration
6 The exhaust system must be planned from the
6 beginning of the installation.
The main objectives are to:

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

Common exhaust line IMPORTANT!
Exhaust gases from multi-engine installations may not
be led together in a common system, as this can be
very dangerous and cause engine damage.
1 2
The reason for this is that if one engine is at rest while
the other is running, exhaust gases, condensate and
soot will be forced into the resting engine's exhaust
system and on into the cylinders, which may cause
corrosion.
If a good quality butterfly valve is installed in every

exhaust line close to the duct, common exhaust lines
P0004240 may sometimes be approved.
1 Butterfly valve open Use the following formula for calculating the total
2 Butterfly valve closed diameter of the common exhaust pipe:
DTOTAL = D x K
D = exhaust pipe diameter for one engine.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

low particle emissions. The exhaust turbo acts almost
like a spark arrestor in that the fast rotation and high
temperature of the exhaust gases breaks up the soot
particles. The requirement for spark arrestors is
reduced on modern diesel engines.
NOTICE! Check the exhaust back pressure when

adding parts in the exhaust system.
Exhaust Brake
105 An exhaust brakes is the cheapest form of extra
braking power for road vehicles. It comprises a damper
in the exhaust pipe downstream from the turbo. The
pressure that builds up in the exhaust gases when the
M12 1,5 damper is closed brakes the engine through the
transmission so that the vehicle slows down.
Important information:
150 When the brake is activated and the damper is closed,
the engine must be at idle. Installation requirements
and other dimensions are described in Sales Support
Tools, Partner Network.
The illustration shows an exhaust brake with a

pneumatic control cylinder.
64 +2
44 1
P0011555
214
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Exhaust Gas After Treatment

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

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

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

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

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

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

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

at regular intervals. There are different methods of
cleaning or "regenerating" filters. It is important to
select the right type of regeneration for the intended
engine's specific area of use.
Be aware of the exhaust back pressure when adding

a muffler to the exhaust system. If needed, look further
in technical data in:
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EATS
5
3
10 7
1
8
P0011660 9
EATS system structure The EATS entire system is governed by the engine
control unit which communicates with the system via
1 AdBlue tank its control unit (ACM unit).
2 Connection unit NOTICE! The illustration shows an EATS system;

there are variations regarding different engine
3 Heater valve
variants and configurations.
4 Supply module (SM)
5 Humidity sensor
6 Flexible hose (stainless steel)
7 Dosing Module (DM)
8 Temperature sensor
9 EATS silencer
10 NOx sensor, (outlet).
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Installation, Fuel System
Fuel System
General
A diesel engine requires that fuel injection components
be supplied with clean fuel at the right temperature and
pressure, and which is free from air and water.
Diesel Fuel Quality and Function

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

mounted fuel filters as standard. There is a water
separator in the filter, often with a sensor that warns of
water in the fuel. For filter categories, refer to technical
data in the Sales Support Tool, Partner Network.
Water separating primary filters are engine-mounted

4 on D9, D11, D13 and D16 engines as standard. The
filters 4, 5 and 6 have replaceable filter cartridges and
water-in-fuel alarms.
5 On D9 and D16 engines, water can be drained through

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

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

8
Some common rail engines uses this filter. For filter
categories, refer to technical data in the Sales
P0015135
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Fuel Cooler
If the fuel temperature exceeds the maximum
applicable temperatures specified in technical data, a
suitably-designed fuel cooler must be installed on the
engine return line. This is to avoid unnecessary fuel
tank heating and an increased pressure drop on the
suction side.
Heat can only be conducted away from fuel

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

TAD520 – TAD760
We recommend the installation and use of a manual
fuel pump. Manual fuel pumps must always be
installed if tank average fuel level is below the fuel
pump.
The manual fuel pump should always be installed in an

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

to illustration) so that fuel is fed from below.
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Fuel Tanks
Fuel Tank Design

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

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

installations they must be fitted with baffles to prevent
fuel sloshing around in the tank. The baffles also act
as supports. See adjacent illustration.
P0004219
Fuel tank with baffles (mobile application).
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Fuel tanks must be equipped with:

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

B B A
C C B Fuel return line
A
C Venting
150
500
P0004245
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Fuel Tank Location

The fuel tank must be located in relation to the engine
so that the values in Sales Support Tool, Partner
Network for the engine concerned are not exceeded.
Fuel pump suction height capacity is calculated from

the bottom of the tank. If the tank is located below the
maximum suction height, or the tank cannot be located
sufficiently close to the engine, a day tank must be
installed at a suitable distance and height.
There is usually an automatic transfer pump that fills

the day tank from the storage tank. Refer also to the
Arrangement and Planning, page 15 chapter. Day tank
design must fulfill the same requirements mentioned in
the fuel tank design section. If the inlet temperature
exceeds the maximum value in technical data the fuel
must be cooled.
If the maximum fuel level in the tank is above the

engine cylinder head a shut-off valve must be
installed in the fuel line to prevent fuel from running
back and mixing with lubricating oil while the engine is
at rest.
A suitable shut-off valve is available from Volvo Penta.
We recommend that stand-by gen set tanks always be

located such that the maximum fuel level does not
reach above the level of the engine cylinder head. In
this way the engine always has optimum fuel while
dilution of engine lubricating oil is avoided.
Fuel tank location in the installation is important on

engines which reaches high fuel temperatures.
The tank must be designed and installed so that heat

radiation to surroundings is maximized, i.e. a tall,
narrow tank with a large surface area facing toward the
outside of the application, away from hot airflow from
the fan and the high engine compartment temperature.
The fuel tank must not be located next to e.g. a hot
hydraulic oil tank. We also recommend some form of
heat insulation or heat shield.
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Installation example
5 6
1 3
9 8 7
P0004243
1 Ventilation
2 Inspection cover
3 Shut-off taps
4 Extra fuel filter with water separator
5 Check for leakages
6 Twin fuel lines all the way from tank to engine
7 Tank incline 3 - 5°
8 The return line must end below the min fuel level
9 Drain tap for water and sludge
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Piping
Fuel Line Installation

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

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

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

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

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

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

relation to the pipe length so as not to exceed
maximum permissible pressure drop. Refer to the
technical date for the engine concerned in the Sales
The fuel return line must be run to the upper part of the
fuel tank and may not be connected to the suction
line. The return line must always discharge below tank
minimum fuel level.
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D9, D11, D13 and D16 engines are delivered with hose
connections in the following standard dimensions:
- Suction hose from tank; 3/8'' or 9.5 mm
- Return hose to tank; 1/4'' or 6.35 mm
Nipples for male connections with the following

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

approved fuel hoses available for connection between
the engine and fuel pipes or between the engine and
tank.
P0011338
Fuel connections
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Installation, Lubrication System
Lubrication System
General
Engine oil is a common name for lubricating oils intended for use in internal combustion engines.
No intrusions or changes may be made to the engine lubricating oil system other than with Volvo Penta approved
accessories.
Engine oil comprises base oils and various additives. It must meet the following requirements:
Good lubrication qualities Heat conductivity

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

The oil must have characteristics suitable for low
temperatures in order to prevent cold start wear and
to ensure that the engine starts without problem at low
temperatures.
P0004202
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Engine Oil Specifications

The right lubricating oil Extra additives
It is important both technically and economically to The additives oil companies select are the result of
choose the right lubricating oil for each individual prolonged tests. The additives are mixed with the oil
application. The requirements for the right lubricating under accurate control.
oil type depend not only on the part of the vehicle in
which it is to be used, but also on vehicle design and Therefore Volvo points out clearly and forcefully that
operational conditions. no extra additives or so-called engine or metal
treatments sold for engine oils may be added to any
Presented below are VDS standards based on the lubricating oil used in Volvo products.
requirements placed on lubricating oil quality. The addition of such additives does not improve
lubricant quality and can in certain circumstances
Volvo Drain Specification (VDS) cause more harm than good.
VDS quality has requirements for certain oil Brands
specifications based on Volvo truck field tests. The In common with other vehicle manufacturers, Volvo
first VDS category was introduced in 1982 and has has established lubricating oil quality requirements for
been successively adapted to the latest engine its products. Therefore Volvo Penta only recommends
designs ever since. VDS-2 was introduced in 1992, the use of well-known brands of oil.
revised in 1995 and followed by VDS-3 in the year
2000, revised in 2002. The chief test parameters are We would like to point out that it is the responsibility
piston deposits and cylinder bore polishing, but other of oil manufacturers to ensure that their different
parameters such as piston ring and bearing wear, products meet the standards concerned. Volvo
engine cleanliness and oil decomposition are also disclaims all responsibility concerning this and
analyzed. likewise such consequences as may arise as a result
of any changes in product designations.
VDS field tests were carried out on F12 trucks (TD121
and TD122 engines) at 50,000 km change intervals. Which oil quality your engine needs are further
The lowest comparable oil grade is API CD. described in the Sales Support Tool, Partner
Network.
VDS II field tests were carried out on FH12 trucks
(D12A engines) at 60,000 km change intervals. The
lowest comparable oil grades are ACEA E3 or API
CG-4.
VDS III SAE 10W-40 was developed in 2002 to take

care of an increasing soot content and acidity formed
with EGR (a certain exhaust return to combustion).
Quality grade are API CI-4/CH-4 or ACEA E7
VDS IV SAE 10W-30, SAE 15W-40. Quality grade are

or API CJ-4/ACEA E9
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Synthetic Engine Oils

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

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

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

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

turbine and compressor
lubricants, grease and
hydraulic fluids.
Organic esters: Same as above and also gas

turbine oils.
Polyglycol och Fire resistant hydraulic fluids.

phosphate esters:
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Oil Change Intervals

Change interval Engine oil - Volvo Drain Specification
Engine lubricating oil protects components from In order for extended oil change intervals to be
mechanical wear, deposits and chemically-related approved for Volvo Penta diesel engines the
damage. In order for an oil to perform satisfactorily it lubricating oil must fulfill the requirements specified in
must be composed of a high-quality base oil with a Volvo Drain Specification (VDS). It is the responsibility
number of chemical additives. of individual oil suppliers to state whether their oil
fulfills VDS requirements in their specifications.
The base oil gradually decomposes, the additives are
consumed and the oil ceases to provide the NOTICE! Volvo has provided the oil companies with
necessary protection. the requirements oils must fulfill for extended oil
change intervals to be approved. We would like to
Operating time, or the time during which an oil fulfills point out that it is the responsibility of the oil
its function satisfactorily, varies depending on companies to ensure that their products meet the
lubricating oil quality and fuel sulfur content. requirements issued by Volvo. AB Volvo Penta bears
no responsibility for this or for any consequences
Oil drain intervals may vary depending on fuel sulfur
arising from changes in product designations.
content and oil grade. Follow the oil change intervals
according to the instructions for the engine concerned
in Sales Support Tool, Partner Network, Technical
Data or in the Operators Manual.
NOTICE! Oil drain intervals may never exceed 12

months.
Viscosity
Select the viscosity according to the table.
The temperature values refer to stable ambient

temperatures.
* SAE 5W/30 refers to synthetic or semi-synthetic oils.
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Oil Temperature and Oil Filter

Oil temperature
Lubricating oil temperatures for Volvo Penta engines
depend on operational circumstances. Check
technical data in Sales Support Tool, Partner Network
for each engine.
Full flow filter

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

be used, they must first be approved by Volvo Penta.
Remote filters
If the regular filter location in the installation is
unaccessible, a remotely-located filter may be used. It
can be ordered as a pre-mounted accessory when
purchasing a new engine.
Ask Volvo Penta for advice before relocating filters.
This is especially applicable where filters of a model
other than the original are to be used. Take care with
the cylinder block, adapters and pipe runs so that flow
directions through the filter head are correct.
Steeply inclined engines

Refer to the Industrial Sales Guide for more detailed
information.
NOTICE! The inclines specified in the Industrial Sales

Guide are applicable on the condition that the engine
is installed vertically and that the oil volume is between
the min and max values. Contact Volvo Penta if the
engine is to be installed on an incline.
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Oil Analysis
General Some points to observe regarding the
It is important both technically and economically to analysis of engine oils:
choose the right oil for each individual application. The company performing the analysis supplies
The requirements for a lubricating oil depend not only information that must be checked and evaluated
on the part of the vehicle in which it is to be used, but before any engine repair work is begun.
also on design and operational conditions. Rapid
developments within engine technology have resulted Why?
in a great number of engine oil specifications. - It is necessary to determine where the particles
(content) come from. Refer to "Tracing particles"
It is the responsibility of the oil producers to ensure
in the Sales Support Tool, Partner Network,
that their products fulfill different engine
Service Bulletin, SB 18-8.8
specifications. We therefore only recommend the use
of well-known brands of oil. - Analysis values for comparison must always
come from the same engine.
Analysis of lubricating oil from diesel - A more detailed evaluation must be based on
engines the internal relationship between the different
An oil analysis program is offered by a number of partial results (metal content).
companies and they can be used to check wear in e.g.
Recommended oil sampling technique:
engines and transmissions, and also to check oil
condition. 1 The sample is taken from a valve in the main oil
gallery.
The analysis is carried out at a laboratory where the
content of wear metals and other contaminants is 2 The sample is taken with the aid of an oil
determined. sampling kit (syringe, plastic tube and bottle
etc.) provided by most oil companies. Insert the
Such oil analyses may only be used as a supplement pipe into the oil dipstick tube down to around the
to service and maintenance. center of the oil volume.
NOTICE! Do not push the pipe all the way down to the
sump bottom and always use clean sampling
equipment (syringe, tube etc.).
NOTICE! Do not take samples from a cold engine.
47706356 02-2016 © AB VOLVO PENTA 101

Installation, Electrical System
Electrical System
General
• The installation must be well prepared for and
carried out with the greatest care.
• Secure the connecting cable between the engine
and instrument panel with clamps. Bear in mind that
connector blocks must be mechanically secured so
that they are not exposed to any pulling forces.
• The cables must not be run close by hot engine
components or close to any other heat sources.
Ensure that the cables are protected from
mechanical wear, sharp edges and water splashes.
If necessary, the cables can be run through
conduits.
• As far as possible, avoid splices in the system
wiring. The cables and any splices must be
accessible for inspection and service.
NOTICE! Connectors must be assembled “dry”, they

must not be filled with petroleum jelly or similar.
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Power Supply
Battery charging
As standard, batteries on all engines are supplied with
power from the alternator.
Battery cable cross-sectional area

The recommendations apply for an engine without
starting aids or external engine load during start at a
temperature of -15°C (5.0°F).
NOTICE! The total length of the positive and negative

cables determines the cross-sectional area of the
cable.
Battery capacity /line resistance

Engine Designation Minimum battery CCA The maximum line resistance in the circuit
capacity Ah (one) This includes the harness, main switch, spade
connectors, etc.
At 20 °C (mΩ)
TAD5xxVE 100 680 4
TAD8xxVE 140 750 3.5
TAD11xxVE 140 800 3.5
TAD13xxVE 145 900 3
TAD16xxVE 145 900 3
Cable recommendations
Engine At 20°C (68 °F) (mΩ) mm2 Maximum total cable length
Designation
TAD5xxVE 3.5 50 10.3 m (33.8 ft)
70 14.4 m (47.2 ft)
95 19.5 m (63.9 ft)
TAD8xxVE 3 50 8.8 m (28.9 ft)
TAD11xxVE 70 12.3 m (40.4 ft)
95 16.8 m (55.1 ft)
TAD13xxVE 2.5 50 7.3 m (23.9 ft)
TAD16xxVE 70 10.3 m (33.8 ft)
95 14 m (45.9 ft)
120 17.6 m (57.7 ft)
NOTICE! Because of the heat generated in the cable,

the cross-sectional area may not be less than 50 mm2
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Engine Designation: TAD57xVE - TAD87xVE
• Battery negative cable from the battery is

connected to the engine block above the flywheel.
• Battery positive cable is connected to the starter
motor.
See illustration.
+
-
p0019119
104 47706356 02-2016 © AB VOLVO PENTA

Engine Designation: TAD117xxVE - TAD167xxVE
NOTICE! The engines have a two-pole electrical

system. The positive and negative cables from the
battery must be connected to the starter motor
terminals.
• The battery’s negative cable must be connected

directly to the negative terminal on the starter motor.
• The battery’s positive cable runs via the main
switch to a plus terminal on the starter motor.
See illustration.
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Installation, Power Take-off
Power Take-off
Power output from Front End of
Crankshaft
Power may be taken from the crankshaft front end for
linear loads. The limitation for such power is the bolted
connection between the damper/belt pulley and the
polygonal hub. Maximum permissible torques for each
engine range can be found in Sales Support Tools,
Partner Network. There are however several factors
to be considered before installation starts.
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Rear Engine Mounting
Flywheel
The engines can be fitted with different flywheels for
connection to a torque converter and transmission or
a fixed or flexible coupling. Refer to Sales Support
Tool, Partner Network.
Z The flywheel stores energy created during the power

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

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

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

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

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

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

On certain applications where engine rpm is sensed
via the flywheel ring gear by magnetic sensors, it is
necessary to know the number of teeth. Please contact
Volvo Penta, Sales Engineer Industrial
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Flywheel Housing
General SAE measurement recommendations must
be followed when manufacturing flywheel housings
and flange couplings (for driven units).
The table below details the most important

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

Diameter Measurement
SAE 1 511.18 mm 530.23 mm 552.45 mm 131.5 mm (5.18")
(20.125") (20.875") (21.750") 100 mm (3.94") M10
114 mm (4.49") M10
114 mm (4.49") 7/16" - 14 UNC
SAE 2 447.68 mm 466.73 mm 488.95 mm 110.5 mm (4.35") M10
(17.625") (18.375") (19.250") 131.5 mm (5.18") M10
SAE 3 409.58 mm 428.60 mm 480 mm 110.5 mm M10
(16.125") (16.874") (18.898") (4.35")
Refer to Industrial Sales Guide for more detailed information.
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Spacer Ring (Flywheel Housing/

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

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

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

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

A B C D E
SAE 1-0 511.18 mm 647.70 mm 530.22 mm 679.45 mm 92.3 mm
(20.125") (25.500") (20.875") (26.750") (3.63")
SAE 1-1 511.18 mm 511.18 mm 530.22 mm 530.22 mm 25.4 mm
(20.125") (20.125") (20.875") (20.875") (1.00")
SAE 1-2 511.18 mm 447.68 mm 466.73 mm 530.22 mm 0.0 mm
(20.125") (17.625") (18.375") (20.875") (0.0")
SAE 1-3 511.18 mm 409.59 mm 428.60 mm 530.22 mm 0.0 mm
(20.125") (16.126") (16.874") (20.875") (0.0")
SAE 2-3 447.68 mm 409.59 mm 428.60 mm 466.73 mm 27.0 mm
(17.625") (16.126") (16.874") (18.375") (1.06")
47706356 02-2016 © AB VOLVO PENTA 109

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

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

engagement proceeds smoothly and progressively,
and that the power take-off is locked securely in drive
B
mode.
X
NOTICE! In order not to overload the power take-off
bearings, the side load (L) may not exceed given
values. Refer to the table two pages ahead in this
manual.
D
The side load can be reduced by using a larger belt
X pulley (B). In this case the driven belt pulley diameter
must naturally also be changed in order to maintain a
X constant relationship.
Always try to install the belt pulley hub as close to the

B
power take-off housing as possible. The belt pulley
P0004224 may under no circumstances be installed with its
center further from the shaft than half the length of the
free shaft.
B Belt pulley
X Load The belt pulley must be bell shaped as illustrated. This
type of belt pulley may be located so that part of the
disc covers the bearing housing thus reducing the x-
value, which in turn allows the side load to be
increased.
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Calculation of side load

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

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

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

machinery factor.
The load factors are:

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

stated in the table on the following page.
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Permissible side load

Power rpm X Distance in mm
take-off
25 50 75 100 125 150 175 200 225
kg kg kg kg kg kg kg kg kg
(lbs) (lbs) (lbs) (lbs) (lbs) (lbs) (lbs) (lbs) (lbs)
PT101 1500 2420 2190 1730 1430 1216
(5335) (4828) (3814) (3153) (2681)
2500 2230 2070 1730 1430 1216
(4916) (4564) (3814) (3153) (2681)
PT111 1200 2630 2450 2240 1840 1570
(5798) (5401) (4938) (4057) (3461)
1800 2330 2170 2030 1840 1570
(5137) (4784) (4475) (4057) (3461)
PT112 1200 4370 3395 2710 2255 1930 1690
(9634) (7485) (5975) (4971) (4255) (3726)
1800 3900 3395 2710 2255 1930 1690
(8598) (7485) (5975) (4971) (4255) (3726)
PT142 1500 5980 4700 3880 3290 2870 2540 2270 2060
(13184) (10362) (8554) (7253) (6327) (5600) (5004) (4542)
2000 5980 4700 3880 3290 2870 2540 2270 2060
(13184) (10362) (8554) (7253) (6327) (5600) (5004) (4542)
PT143 1500 5250 5120 4200 3570 3100 2740 2460 2220 2035
(11574) 11288) (9259) (7870) (6834) (6041) (5423) (4894) (4486)
2000 5025 4750 4200 3570 3100 2740 2460 2220 2035
(11078) (10472) (9259) (7870) (6834) (6041) (5423) (4894) (4486)
Model identification
Example:
PT 14 2
No. of discs
Diameter
Patil industries
P0008937
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Flexible Coupling
Flexible couplings are used for direct coupling to
generators etc. Torsional oscillations must be
calculated when couplings with different inertias are
used in order to ensure the couplings are suitable.
Contact Volvo Penta for further information.
1 3
2 The couplings can handle normal, transient torque.
Where extreme torque may occur, steel couplings or
couplings with overload protection must be used.
NOTICE! The couplings are factory pre-drilled, but the

customer must drill additionally to ensure a precise fit.
P0004187
Refer also to the Engine Characteristics, page 13

Components:
chapter, and Torsional Vibrations, page 122 section in
1 Coupling flange the “Power take-off connections” chapter.
2 Rubber element
3 Pre-drilled coupling half
47706356 02-2016 © AB VOLVO PENTA 113

Torque Convertors
A torque converter is a device that transfers power Just like all man-made machinery, a torque converter
and motion from an engine to a transmission with the is not 100% efficient. Because the parts are not
aid of hydraulic fluid. There are two types of system mechanically connected, a degree of oil slippage
that transfer energy hydraulically. They are called occurs, which produces heat.
hydrostatic and hydrodynamic systems. By using a pump and an oil cooler the excess heat
created by lost motion and friction is led away from
Hydrostatic systems function according to the the converter. The pump is used to provide the
principal that an enclosed fluid transfers a given converter with cool, filtered oil and force hot oil away
pressure. from the converter through the oil cooler.
Hydrodynamic systems function according to the
principal that a fluid in motion has a given pressure. IMPORTANT!
Certain factors must be taken into consideration when
A torque converter comprises four parts: the impeller,
connecting the torque converter oil cooler to the
which is the driving part, the turbine, which is the
engine cooling system. Refer to the Cooling System
driven part, the stator, which is spline attached to a
chapter.
fixed hub, and the converter housing, which couples
the converter to the engine. A torque converter has several advantages:
The impeller and the converter housing form the outer - It absorbs shocks, which extends drive train life.
casing. - It multiplies torque and delivers power smoothly,
which provides more motive power to the
The turbine runs inside the outer casing and is
wheels.
connected to the output shaft.
- It can be used in conjunction with a powershift
Oil is the only connection between the turbine and the transmission, which allows rapid gear shifts
impeller. even under load.
The stator is spline attached to the stator hub, which - It requires no regular adjustment and has no
is fixed and does not rotate in either direction. complicated parts.
A gear wheel is spline attached to the impeller hub
and drives the hydraulic pumps located in the
converter housing via a gear wheel.
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PTO Facilities
P.T.O. Positions
Accessories such as compressors and steering servo
pumps etc. can be driven from different power take-off
locations on the engine. These locations vary
depending on engine type, but generally the
accessories can be:
a installed on the engine and be belt driven from a
power take-off groove on the crankshaft belt pulley.
If the accessory is installed a long way from the
engine, engine movement must be taken into
consideration e.g by using a spring-loaded guide
roller.
b installed on the timing cover front or rear, gear-
wheel driven from the camshaft drive.
P0004188 WARNING!
into the respective application, is necessary for
personal safety.
Belt Driven P.T.O.

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

rpm.
Crankshaft belt pulleys are available for every engine

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

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

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

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

middle on the greatest belt distance between two belt
pulleys and adjusting the tension until the belt only
yields to a given measurement; refer to the illustration.
D = 0.015 x A
On installations with several belts where there are two
or more belts between two belt pulleys, the belts must
have the same length in order for the load to be
distributed evenly and for the belts to last as long as
possible.
Idler Pulleys
Idler wheels used to tension V-belts must be located
on the slack side of the belt and may not be narrower
than the minimum diameter recommended by the belt
manufacturer.
Belt pulleys that are too small will shorten belt life
considerably.
A spring-loaded belt pulley is preferable to one that is

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

idler pulley where internal movement may occur
between a flexibly mounted engine and driven
equipment installed on a separate chassis.
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Gear driven P.T.O.from Timing Case

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

the timing cover must be approved by Volvo Penta.
PTO (Repto)
The illustration shows where the PTO is located on
TAD1370 engines.
The connection point is standard and fits:

1 SAE-B, max load 600 Nm
2 DIN-5462, max load 650 Nm
3 DIN-5462, max load 1000 Nm
NOTICE! DIN-5462 and max load of 1000 Nm may

only be ordered when purchasing new engines.
Air Compressors
Air compressors can be driven in the following ways:
1 From the timing gear.
2 By belt drive.
Make sure that the compressor is of a recommended

type before it is installed.
Otherwise information must be sent to Volvo Penta for
approval and to ascertain whether momentary torque
loads are within the engine gear wheel transfer
capacity and that the compressor is not too heavy.
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Things to remember concerning

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

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

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

The servo pump rpm ratio = 1.58 1
1,500 x 1.58 = 2,370 rpm.
P=Mxω
π × 2,370
P = 38 x –––––––
30
P = 9431 W = 9.4 kW
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V-Belt Transmissions
V-belt transmissions can easily be adapted to different
gear ratios (by using different drive pulley sizes). This
type of transmission provides flexible power transfer
with a low noise level and requires relatively little
maintenance.
However, alignment must be accurate and belt tension

must be easy to adjust.
Crankshaft Side Loadings, Flywheel

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

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

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

to install them in opposite directions, their effects will
cancel each other out and minimize total side load on
the crankshaft bearings.
F
P0004191 F
47706356 02-2016 © AB VOLVO PENTA 119

Unsupported P.T.O. Pulley

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

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

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

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

pulleys are to be used. If the V-belts are unevenly
tensioned in relation to each other, it will lead to
increased loads on the bearings and a displacement
of the load center. Preferably, use a multi-groove V-
belt; see illustration.
WARNING!
P0004193 into the respective application, is necessary for
personal safety.
A multi-groove V-belt.
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Engine Alignment
It is absolutely essential to align the engine with the
driven unit.
If this is not done correctly the stress on the crankshaft,

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

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

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

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

Support Tool, Partner Network, service manual in
technical data.
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Torsional Vibrations
The diesel engine and the equipment it drives (from the
front or rear ends) comprise rotating masses
connected by a series of shafts. This unit makes up a
torsionally elastic system that vibrates at its natural
frequency when it is influenced by an impulse torque.
When the impulse torque frequency is the same as the

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

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

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

similar advantageous effect and the coupling
manufacturer is usually able to provide advice on this
issue.
Rule of thumb for when TVC calculations

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

regarding torsional oscillations.
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Compressed Air and Hydraulic

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

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

hydraulic pumps that are not supplied by Volvo Penta
be approved by Volvo Penta for installation on the
engine concerned. Hydraulic pumps cause great
cyclical torque variations on the timing gear and this
must be calculated before installation so that torque
variations are within maximum permissible values.
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Compressor
Volvo Penta currently supplies a large range of air
compressors, depending on capacity and engine type.
The air compressors are supplied with drive gear.
All versions have air-cooled crank cases, and some

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

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

and must not be heated before installation.
P0004216
When the drive gear is removed it may be heated to

maximum 200 °C (392 °F) so the drive gear annealing
is not impaired.
Compressor design
The air requirement must be calculated in order to
determine the compressor size required. The
compressor load cycle must also be determined.
Where necessary, the values for permanent

connection must be determined by measuring the
delivery and idle times over a longer period of
operations.
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Design and Function of the

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

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

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

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

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

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

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

to the compressor or remain in the pipe. Therefore, lay
pipes with an inclination.
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Description and Function of the

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

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

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

6 Charging phase
4 5
Air is forced from the compressor (1) to the air dryer
inlet (2).
2
From here, the air passes through the drying agent in
the vessel (3). The drying agent comprises porous
balls called zeolites that have the ability to remove
3 moisture from air. The dried air is then forced through
the outlet (4) to the dry tank (5) and then on to the
primary tank (6).
P0004206 1
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Cycle phase
9 When the compressed air system has reached full
5 operating pressure, the pressure regulator (7) opens
in answer to an air impulse from the drain valve (8) in
the air dryer.
7 The dry air from the dry tank (5) then blows back to the
air dryer through the drying agent and carries with it
any condensate out through the drain valve (8).
A check valve (9) prevents air in the primary tank from

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

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

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

dump valve is usually included in the air dryer system.
47706356 02-2016 © AB VOLVO PENTA 129

Pressure regulator
For use together with anti-icing injector:
1 Inlet from compressor
4
2 Outlet to wet tank
5
3 Dump outlet
2 4 Piston
1
5 Control impulse from wet tank
7 6 6 Check valve
7 Dump valve
3
P0004211
Safety valves
The compressed air system must be equipped with a
number of safety valves in order to protect the system
against excess pressure (refer to the Design and
Function of the Compressed Air System, page 125
section in this chapter).
Safety valve opening pressures vary depending on the

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

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

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

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

P0004208
anti-icing devices.
Compressed air tank

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

Design and Function of the Compressed Air
System, page 125 section in this chapter) prevents air
from flowing from the primary tank through the drain
valve in the air dryer when the compressor is idling.
P0004209
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Cooling Coil and Pipe Dimensions

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

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

the supply system from the compressor, a 4 m (13.1 ft)
long cooling coil will be necessary.
If an inner pipe diameter of 22 mm is used, the cooling

coil need only be 2.5 m (8.2 ft) long.
A cooling coil is used because the dump valve in the

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

compressor outlet, as there is a risk of carbon build-up
in the bend.
P0004214
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Compressed Air Filter

All compressors supplied by Volvo Penta must be
equipped with air filtration before the air inlet. Air filters
are included in the compressor kit and can also be
ordered separately. The compressor air filter must be
changed at the same time as the engine air filter.
The compressor inlet must be connected to the

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

least 22 mm (0.87") and be suitable for hydraulic oil.
When engine coolant is drained, the compressor

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

different flanges for engine-mounted hydraulic pumps
for continuous operations. Refer to the Volvo Penta
IMPORTANT!
Because hydraulic pumps involve large cyclical torque
variations to the camshaft gear it is essential that
pumps not supplied by Volvo Penta be approved by
Volvo Penta before installation on the engine
concerned.
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Hydraulic Steering Pumps delivered

by Volvo Penta
The pump gear is installed on a cylindrical shaft with a
key. Before the gear is installed on the shaft it must be
heated to maximum 200 °C (392 °F).
D9 and D16 engines

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

supplier nevertheless recommends that a flow and
pressure valve be installed in the circuit. If there is no
requirement for a hydraulic steering servo pump, a
dummy is installed instead of the pump (in the same
housing as the fuel pump.
Refer to the Volvo Penta Sales Support Tool, Partner

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

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

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

must be 10 - 20 % lower than tank volume.
Hydraulic oil volume ≥ Pump flow.
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Heat absorption Drain line

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

to the systems maximum circulation flow.
Suction line
Oil flow to pump suction must be free and without
restrictions. This requires a suction line of sufficient
diameter and the shortest possible length without flow
limitations. Recommended flow speed: 0.5 - 1 m/s
(1.6 - 3.3 ft./s).
Inlet line
Too narrow an inlet line causes unnecessary
pressure losses that are transformed into heat. At a
flow of 100 l/min a pressure drop of 10 bar (145 PSI)
will create around 1.7 kW of heat. A flow speed of 4
to 7 m/s (13.1 - 23.0 ft./s) is recommended at a
pressure of 100-300 bar (1,450 - 4,350 PSI).
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General Recommendations
A high power take-off ratio (greater than 1:1) means Check
that a smaller pump can be used. This is usually the
best alternative both technically and economically. An - Compare the power take-off max permissible
exception is when a diesel engine must be run at high load with the pump max permissible load.
rpm, as a lower power take-off ratio is necessary to
Dxp
avoid overspeeding the pump.
Torque requirement M = –––– Nm
- Determine the driven equipment's required 60
conditions:
- Max permissible pump speed: N x z rpm.
Q = Flow in l/min
- Calculate the engine load.
p = Pressure in bars
- Determine the engine/pump rpm ration, z: The pump involves the following engine load:
nPump zxDxp
M = ––––––– Nm
Z = –––––
60
nEngine
- Select a suitable diesel engine rpm, N. Note that the formulae do not take frictional losses
(mechanical efficiency) into account. However, the
- Calculate the pump capacity D in l/min at a pump discrepancy is not greater than around 2 %.
speed of 1,000 rpm. (D = pump piston
displacement). - Use the engine power graphs and hydraulic
pump data to make sure the engine is able to
Q x 100 drive the pump.
D = –––––––
Nxz The following formula can be used to calculate
hydraulic pump power requirement:
Thus the flow Q is a function of piston displacement
D, power take-off ratio z and engine rpm N. Qxp
M = –––––– kW
600 x η
Note that efficiency (η) varies depending on pump

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

efficiency emits twice the heat as a pump with 95 %
efficiency.
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Appraisal and Testing

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

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

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

inspected and approved by a Volvo Penta
representative. Volvo Penta Sweden uses advanced
measuring and test equipment for this purpose, at
registration points described in the Measurement
points, page 141 section.
Air to Air Intercooled Engines

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

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

tapping.
NOTICE! Calibrate the pressure sensor accurately, as

the pressure differential across the CAC must not
exceed 10 kPa (1.45 PSI).
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Measuring Radiator Airflow

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

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

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

8.6 9.3 6.2 8.2 12.2 2.8 as shown in the chart.
7.7 9.5 10.3 12.2 7.3 1.5 Sequential tests after step by step modifications to the
cooling system will lead finally to the best airflow and
7.3 4.6 5.0 3.3 3.3 6.6 even air distribution over the radiator.
P0008949
The airspeed instrument may also be used to detect
hot air circulating back to the radiator because of e.g.
Radiator = 0.52 m2 (8,07 ft.2) poor ducting.
Average airspeed = 8.4 m/s (26.2 ft./s)
Average airflow = 4.4 m3/s (5.8 y3/s)
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Measurement points
In order to maximize the gains from an installation test
so that a complete register of relevant data may be
compiled, we recommend that the following points are
registered. Also refer to the illustration on the following
page:
1 Ambient temperature in the shade; not in direct sunlight, not in a draught nor in the exhaust flow.
2 Temperature before the air filter inlet.
3 Air temperature before the turbocharger. The measuring point must be located as close to the turbocharger
as possible.
4 Charge air temperature is measured in the inlet manifold. Take into consideration whether or not a charge
air cooler is fitted. Refer also to the section Air to Air Intercooled Engines, page 139.
5 Exhaust temperature, as close to the turbocharger as possible (exhaust side) in the exhaust flange or the
first straight section of exhaust pipe.
6 Air temperature in front of the radiator, right side.
7 Air temperature in front of the radiator, left side.
8 Air temperature in back of the radiator, left side.
9 Air temperature in back of the radiator, right side. The temperatures 6, 7, 8 and 9 must be measured in line
with the fan center and around 100 mm (3.94") from the radiator.
10 Coolant outlet temperature, i.e. coolant from the engine to the radiator. This must be measured in the
thermostat housing or as close to the thermostat housing as possible, e.g. in the hose to the radiator if no
threaded hole is available in the thermostat housing.
11 Coolant inlet temperature, i.e. coolant from the radiator outlet to the water pump inlet. The measuring point
must be located as close to the water pump inlet as possible.
12 Coolant inlet temperature to the torque converter oil cooler must be measured between the radiator outlet
and the torque converter oil cooler inlet.
13 Lubricating oil temperature must be measured with a thermocouple attached to the oil dipstick. Refer to the
section Oil Temperature and Oil Filter, page 100 in the Lubrication system chapter.
14 Fuel temperature; the measuring point is the hollow screw in the cylinder head fuel inlet, or the outlet from
the fuel filter.
15 Air filter limit (pressure drop); the pressure sensor must be installed in front of the turbocharger.
16 Coolant pressure must be measured at the highest point in the radiator.
17 Charge pressure; in the inlet manifold. Refer also to the section Air to Air Intercooled Engines, page 139.
18 Exhaust back pressure; in the first straight section of the exhaust pipe, close to the turbocharger.
19 Engine rpm is measured by induction sensor on the vibration damper or read off the value from Vodia.
47706356 02-2016 © AB VOLVO PENTA 141

16 1
10
8 4
2
17
9
7 14
6
13 16
12
2 10 8
5 18
9
7
6
15
11
12
P0014408
142 47706356 02-2016 © AB VOLVO PENTA

Cooling Tests, General

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

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

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

temperature at which the coolant attains its maximum
permissible coolant temperature.
AOT (Air On Temperature) refers to the maximum

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

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

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

system is fitted with a pressure cap or pressure valve
the boiling point will rise according to the pressure
setting value.
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Cooling Test Preparation

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

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

conditions the application will be exposed to will be, we
recommend always to attempt maximum output at
rated rpm. Measuring instruments must be installed at
the recommended locations. All tests must be
performed with a fixed open thermostat. A short test
run must be made to check that all parts with
temperature probes attached are functioning correctly.
The test must be carried out in dry conditions with a

wind speed that does not exceed 7 m/s (23 ft./s) and
preferably with an ambient temperature above +5 °C
(+41 °F). Before the cooling test is carried out, exhaust
back pressure must be determined at rated rpm under
full load.
Air filter resistance must be determined with the engine

at maximum rated rpm and load. Regardless of the
type of application being tested, the maximum load
condition expected during application use must be
determined.
One practical method of determining maximum load

conditions is to check exhaust gas temperature. When
the maximum load condition has been determined, the
application must be run continually at this load until
temperatures have stabilized.
This usually takes 50 to 60 minutes. The installation
checks must be concluded with a technical report that
includes all test results, a detailed description of the
installation and a conclusion.
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Appraisal and Testing, Installation Data Sheet
Installation Data Sheet
Date: ______________________________________________
Ambient Conditions: ______________________________________________
Customer
Name: ______________________________________________
Address: ______________________________________________
Contact: ______________________________________________
Phone: ______________________________________________
Telefax: ______________________________________________
Application
Product Category: ______________________________________________
Type and Model: ______________________________________________
Area (expected temp. and ______________________________________________

height):
Engine ______________________________________________
Description: ______________________________________________
Engine type and ______________________________________________

Specification number:
Engine Number: ______________________________________________
Power and Revolution: ______________________________________________
47706356 02-2016 © AB VOLVO PENTA 145

Engine Stand
Manufacturer: ______________________________________________
Type: ______________________________________________
Stiffness: ______________________________________________
Engine Bracket: ______________________________________________
Comments / drawing: ______________________________________________
Flywheel / Transmission driving arrangement
Cover Type: ______________________________________________
Flywheel Type: ______________________________________________
Clutch Details: ______________________________________________
Clutch: ______________________________________________
Transmission: ______________________________________________
Type: ______________________________________________
Description: ______________________________________________
Torsion Calculation: ______________________________________________
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Description of Cooling System
Description of cooling system with a schematic drawing:

Describe the cooler
Manufacturer: ______________________________________________
Part no.: ______________________________________________
Size of the element (H x B _____________________________________________m

x D):
Distance between the ______________________________________________

element flanges:
With folded fins / flanges: ______________________________________________
Number of tubes: ______________________________________________
Total Size (H x B x D): _____________________________________________m
Type: Flat / Throw / ______________________________________________

Rugged
Material: ______________________________________________
Describe the charge air cooler with a schematic drawing:
Manufacturer: ______________________________________________
Part no.: ______________________________________________
Size of the element (H x B _____________________________________________m

x D):
Distance between the ______________________________________________

element flanges:
Number of tubes: ______________________________________________
Total size (H x B x D): _____________________________________________m
Flat inside or with flanges: ______________________________________________
Material: ______________________________________________
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Describe the fan:

Manufacturer: ______________________________________________
Part no.: ______________________________________________
Type of fan: fixed or ______________________________________________

viscous type:
Diameter: ___________________________________________mm
Number of blades: ______________________________________________
Blade angle: ______________________________________________
Blade width: ___________________________________________mm
Material: ______________________________________________
Fan speed: ______________________________________________
Mounting place: ______________________________________________
Fan drivning: Direct / Belt / ______________________________________________

Elektric / Hydraulic:
Describe the fan ring:
Material: ______________________________________________
Diameter: ___________________________________________mm
Depth: ___________________________________________mm
Describe the fan protection
Type of fan protection:, ______________________________________________

venturi or box:
Distance between the fan ___________________________________________mm

and element:
Material: ______________________________________________
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Describe Expansion tank
Tank volume: ___________________________________________dm³
Volyme above maximal ___________________________________________dm³

level:
Volyme under minimum ___________________________________________dm³

level:
Material: ______________________________________________
Expansion
Hight above the ___________________________________________mm

thermostat housing and
expansion tank minimum
level:
Hight above the coolant ___________________________________________mm

upper level and the
expansion tank minimum
level:
Air breather from __________________________________________ø mm

thermostat housing to the
expansion tank:
ø minimum dimension on ___________________________________________mm

the air breather:
Describe the pressure cup
Manufacturer: ______________________________________________
Opening Pressure: ___________________________________________kPa
Maximum Pressure: ___________________________________________kPa
Minimum Pressure: ___________________________________________kPa
Cooling Capacity ATB: ____________________________________________°C
Filling Time for 90% of ___________________________________________min

Cooling Volyme:
If the speed of filling capacity is not acceptable the air bleeder / hose must be re-arranged and the test be
repeated.
It must be possible to fill 90% of the total cooling volyme within 3 minutes.
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Describe the intake system
Describe the Air Cleaner

Pre-system (if used)
Manufacturer: ______________________________________________
Part no.: ______________________________________________
Place: ______________________________________________
Primary cleaner
Manufacturer: ______________________________________________
Part no.: ______________________________________________
Place: ______________________________________________
Dust Capacity: ____________________________________________g
Cleaning effectiveness: ____________________________________________%
Second Cleaner
Manufacturer: ______________________________________________
Part no.: ______________________________________________
Place: ______________________________________________
Describe the tubing system
Make a drawing of the intake system and detail number:
Material: ______________________________________________
Number of bends: ______________________________________________
Length of tubing (total) and ___________________________________________mm

tube surface:
Place of air intake: ______________________________________________
Note! The filter must not be exposed to exhaust fumes or oil.
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Other
Turbo, intake ___________________________________________°C

temperature:
Ambient temperature ___________________________________________°C

during the test:
Pressure drop of the ___________________________________________kPa

intake system. (tested at
engine full load):
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Describe the exhaust system
Describe the sound damper (Muffler)
Manufacturer: ______________________________________________
Part no.: ______________________________________________
Place: ______________________________________________
Describe the tube system
Material: ______________________________________________
Length of tubes (total) and ___________________________________________mm

diameter:
Number of bends / angles: ______________________________________________
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Other
Distance to closest component (mm)
Fuel Hoses: ______________________________________________
Fuel Filter: ______________________________________________
Alternator: ______________________________________________
Fuel pump: ______________________________________________
Starter Motor: ______________________________________________
Oil filter: ______________________________________________
Cooling Hoses: ______________________________________________
Charge Air Hoses: ______________________________________________
Note! Special care taken to heat radiation.
Distance between ____________________________________________m

exhaust pipe outlet and
the engine air intake:
Pressure drop in the ___________________________________________mm

exhaust system (tested at
engine full load):
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Describe the Fuel System
Injection pump, type and nr: ______________________________________________

______________________________________________
Regulator type: ______________________________________________
______________________________________________
Smoke limiter: ______________________________________________
______________________________________________
Extra Fuel Filter: ______________________________________________
______________________________________________
System for fuel sucking tube: ______________________________________________
______________________________________________
System for fuel return tube: ______________________________________________
______________________________________________
Fuel Tank (place of feeding ______________________________________________
pump:
______________________________________________
Flexible fuel hoses: ______________________________________________
______________________________________________
Comments / drawings or ______________________________________________
photo:
______________________________________________
Note Fuel temperature: ______________________________________________
______________________________________________
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Engine Oil System
Fuel Type: ______________________________________________

______________________________________________
Oil temperature: ______________________________________________
______________________________________________
Oil pressure: ______________________________________________
______________________________________________
Oil filter type ______________________________________________
______________________________________________
Place: ______________________________________________
______________________________________________
Type of extra filter: ______________________________________________
______________________________________________
Oil pan, detail nr: ______________________________________________
______________________________________________
Oil pan angled degree: ______________________________________________
______________________________________________
Oil dipstic place: ______________________________________________
______________________________________________
Oil filling place: ______________________________________________
______________________________________________
Crank case ventilation: ______________________________________________
______________________________________________
Filling system: ______________________________________________
______________________________________________
Oil draining: ______________________________________________
______________________________________________
Comments / drawing or ______________________________________________
photo:
______________________________________________
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Describe extra equipment
Make a drawing of the transmission (belt) inclusive the distance between the discs center line.
Extra Equipment nr. 1:
Type of equipment: ______________________________________________
Power needed: ______________________________________________
Disc diameter: ______________________________________________
Angle: ______________________________________________
Power needed: ______________________________________________
Disc diameter: ______________________________________________
Angle: ______________________________________________
Manufacturer of the belt: ______________________________________________
Part no.: ______________________________________________
Type of belt: ______________________________________________
HC38/HC50: ______________________________________________
Lenght of the belt: ______________________________________________
Tension pulley, permanent ______________________________________________

or spring loaded:
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Describe extra equipment
Gear Driven Equipment

______________________________________________
Power needed: ______________________________________________
______________________________________________
Place: ______________________________________________
______________________________________________
Area of use: ______________________________________________
______________________________________________
Pressure adjustment: ______________________________________________
______________________________________________
Flow Volyme / Temperature: ______________________________________________
______________________________________________
Filter: ______________________________________________
______________________________________________
Comments / drawing or ______________________________________________
photo:
______________________________________________
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Index
A Fuel Tank Location................................................... 92
Air Compressors..................................................... 117 Fuel Tanks................................................................ 90
Air Inlet System........................................................ 68 G
Air to Air Intercooled Engines................................. 139 Gear driven P.T.O.from Timing Case..................... 117
Appraisal and Testing............................................. 138 General......................................... 36, 86, 96, 102, 123
Auxiliary Noise.......................................................... 35 General installation remarks..................................... 72
B General Recommendations.................................... 137
Back Pressure.......................................................... 77 H
Belt Driven P.T.O................................................... 115 Hydraulic Steering Pumps delivered by Volvo
Belt Tension........................................................... 116 Penta...................................................................... 134
C Hydraulic Systems.................................................. 133
Cab Heater............................................................... 50 I
Calculation of Back Pressure................................... 78 Idler Pulleys............................................................ 116
Compressed Air and Hydraulic System.................. 123 Induction System...................................................... 67
Compressed Air Filter............................................. 133 Inlet Noise................................................................ 34
Compressor............................................................ 124 Installation.......................................................... 36, 79
Compressor with ESS............................................ 127 Installation Data Sheet........................................... 145
Cooling Air System................................................... 48 Installation Testing................................................. 139
Cooling Coil and Pipe Dimensions......................... 132 L
Cooling Performance................................................ 63 Lubrication System................................................... 96
Cooling System........................................................ 36
Cooling Test Preparation........................................ 144 M
Cooling Tests, General........................................... 143 Measurement methods............................................. 32
Cooling Water System.............................................. 51 Measurement points............................................... 141
Crankshaft End Thrust........................................... 121 Measuring Radiator Airflow.................................... 140
Crankshaft Side Loadings, Flywheel End............... 119 Multiple Exhaust Outlets........................................... 76
D O
Description and Function of the System Oil Analysis............................................................. 101
Components........................................................... 128 Oil Change Intervals................................................. 99
Design and Function of the Compressed Air Oil Temperature and Oil Filter................................ 100
System................................................................... 125 P
Diesel Engines Noise Characteristics...................... 33 P.T.O. Positions..................................................... 115
Diesel Fuel Quality and Function............................. 86 P.T.O. Support Bearings........................................ 120
Direction of the Side Loadings............................... 119 Piping....................................................................... 94
Disconnectable Power Take-off............................. 110 Power output from Front End of Crankshaft........... 106
Dry Exhaust Line...................................................... 74 Power Supply......................................................... 103
E Power Take-off....................................................... 106
EATS........................................................................ 85 Power Transmission............................................... 110
Electrical System.................................................... 102 PTO Facilities......................................................... 115
Engine Alignment................................................... 121 R
Engine Heater.......................................................... 49 Rear Engine Mounting............................................ 107
Engine Oil Specifications.......................................... 97
S
Exhaust Brake.......................................................... 82
Safety Information...................................................... 2
Exhaust Gas After Treatment................................... 83
Silencer.................................................................... 74
Exhaust Noise.......................................................... 34
Sound Absorption..................................................... 32
Exhaust System................................................. 74, 75
Spacer Ring (Flywheel Housing/Flange
F Connection)............................................................ 109
Fan........................................................................... 37 Spark Arrestor.......................................................... 82
Flexible Coupling.................................................... 113 Structure Borne Noise.............................................. 35
Flywheel................................................................. 107 Summary of System Design..................................... 65
Flywheel Housing................................................... 108 Synthetic Engine Oils............................................... 98
Fuel Cooler............................................................... 89 System Configuration............................................. 135
Fuel Filters................................................................ 87
T
Fuel Hand Pump...................................................... 89
Things to remember concerning Power Take-
Fuel Line Installation................................................ 94
off at the Timing Gears........................................... 118
Fuel System............................................................. 86
Torque Convertor Oil Cooler.................................... 50
Fuel Tank Design..................................................... 90
Torque Convertors................................................. 114
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U
Unsupported P.T.O. Pulley..................................... 120
V
V-Belt Transmissions............................................. 119
Viscosity................................................................... 99
W
Water Quality............................................................ 65
160
Report form
Do you have any complaints or other comments about this manual? Please make
a copy of this page, write your comments down and post it to us. The address is at
the bottom of the page. We would prefer you to write in English or Swedish.
From:...............................................................................
........................................................................................
........................................................................................
........................................................................................
Refers to publication:................................................................................................................................................
Publication no.:....................................................................... Issued:......................................................................
Suggestion/reasons:.................................................................................................................................................
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Date:..............................................................
Name:............................................................
AB Volvo Penta
Technical Information
Dpt. CB22400
SE-405 08 Göteborg
Sweden
47706356 English 02-2016

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General I

Installation Summary 1(1)

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Never work alone when installing heavy

The components in the electrical system, ignition

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Plan the installation carefully Mutual responsibility

The purpose of this summary is to pass on our

This summary is in no way a complete installation

SALES ENGINEERING INDUSTRIAL

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Engine power codes according to ISO standard 8528

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Rating Guidelines on Gen Set Engines

Maximum standby power: ratings that correspond to

For further information refer to: Sales Support Tool,

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Engine Speed Regulation,

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Derating means that engine power output is reduced

The derating procedure is described in Sales Support

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Torsional Vibration Approvals

Disregarding engine and driven unit torsional

When selecting a generator - single or double bearing

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

A list of approved combinations of engines coupled to

Rule of thumb for when TVC calculations

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Torsional Analysis Data

Most generator manufacturers provide shaft drawings

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Arrangement and Planning

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

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Engine compartment ventilation

The illustration shows the most suitable engine

It is unsuitable to locate the engine so that the radiator

This results in inefficient cooling and may cause

A sheet metal or plastic duct must be installed in the

The inlet opening must also have a free flow

Inlet and outlet openings are normally equipped with

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

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The temperature of the engine inlet air must be as low

The illustration shows the air inlet location high up on

Inlet air from outside of the engine compartment

Pressure drop measurement is usually carried out at

The total pressure drop in an inlet system with a

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1,12 m (44”) ~1,25 m (50”) A Radiator frontal area

C Mesh 80 % free aperture

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Such objects constitute a hinder to cooling airflow to or

The illustrations provide an overview of installation

T One-sided air inlet our outlet (hood)

Air inlet or outlet from all sides

Double-sided air inlet or outlet

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NOTICE! Some engines are equipped with closed