Workshop Manual
Workshop Manual
B
B
2(0)
2(0)
31, 32, 41, 42, 43,
31, 32, 41, 42, 43,
44, 300-Series
44, 300-Series
Fuel and lubrication system
Group 22 Lubrication system
Group 22 Lubrication system
Group 23 Fuel system
Group 23 Fuel system
Marine engines
Marine engines
MD31A TMD31B, D, L-A
MD31A TMD31B, D, L-A
TAMD31B, D, S.O.L.A.S, L-A, M-A, P-A, S-A
TAMD31B, D, S.O.L.A.S, L-A, M-A, P-A, S-A
AD31B, D, L-A, P-A • KAD32P
AD31B, D, L-A, P-A • KAD32P
TMD41B, D, L-A
TMD41B, D, L-A
TAMD41B, D, S.O.L.A.S, L-A, M-A, P-A, H-A, H-B
TAMD41B, D, S.O.L.A.S, L-A, M-A, P-A, H-A, H-B
D41B, D, L-A • AD41B, D, L-A, P-A
D41B, D, L-A • AD41B, D, L-A, P-A
TAMD42AWJ, BWJ, WJ
TAMD42AWJ, BWJ, WJ
KAMD42A, B, P • KAD42A, B, P
KAMD42A, B, P • KAD42A, B, P
KAMD43P • KAD43P
KAMD43P • KAD43P
KAMD44P-A, P-B, P-C • KAD44P-A, P-B, P-C
KAMD44P-A, P-B, P-C • KAD44P-A, P-B, P-C
KAMD300-A • KAD300-A
KAMD300-A • KAD300-A
Contents
Contents
Safety information Safety information... 22 General information General information ... 55 Repair instruction Repair instruction ... 66 Special tools Special tools ... 99 Other special equipmentOther special equipment ... 99
Group 22 Lubrication system
Group 22 Lubrication system
Design and function
Design and function ... 1100 Ge
Genenerarall ... 1100 Control
Control valvesvalves ... 1111 Safety val
Safety valveve ... 1111 Relief
Relief valvevalve ... 1111 Piston
Piston coolincooling valvg valvee ... 1111 Piston
Piston coolincoolingg ... 1122 Oil
Oil pumppump ... 1122 Oil
Oil coolercooler ... 1122 Oil
Oil filterfilter ... 1133 Crankca
Crankcase ventilse ventilationation... 1133 Repair Instructions
Repair Instructions... 1144 Ge
Genenerarall ... 1144 Engine
Engine fixturfixture e attachmattachmentent ... 1155 Checkin
Checking oil pg oil pressure...ressure... 1166 Replaci
Replacing oil filter...ng oil filter... 1166 Replaci
Replacing ng oil oil pan pan gasketgasket ... 1177 Replac
Replacing ing lubriclubrication ation pumppump ... 1177 Recondi
Reconditionintioning g oil oil pumppump ... 1199 Recondi
Reconditionintioning g oil oil cooler cooler (early (early versioversion)n) ... 2222 Recondi
Reconditionintioning og oil il cooler cooler (late (late versioversion)n) ... 2233 Oil coo
Oil cooler, teler, test pressst pressurizaturizationion ... 2233
Group 23 Fuel system
Group 23 Fuel system
Design and function
Design and function ... 2244 Ge
Genenerarall ... 2244 EDC
EDC systemsystem ... 2244 Injecti
Injection on pumppump ... 2255 Overflo
Overflow w valvevalve ... 2255 Smoke li
Smoke limitermiter... 2266 Injecto
Injectorr ... 2277 2-sprin
2-spring g injectinjectoror ... 2277 2-sprin
2-spring injg injector wector with neith needle ledle lift sift sensorensor ... 2288 Feed pump
Feed pump ... 2299 Fuel filter
Fuel filter... 2299 Return fuel cooler
Return fuel cooler ... .... 2929 Repair instructions
Repair instructions... 3300 Remov
Removing ing fuel fuel injectinjection ion pumppump ... 3300 Instal
Installing aling and setnd setting ting up fueup fuel injel injection ction pumppump ... 3322
Fault-Fault-tracing tracing fuel vafuel valvelve ... 3344 Settin
Setting up idg up idling sling speedpeed ... 3355 Replac
Replacing ing feed feed pumppump ... 3366 Fuel
Fuel feed pfeed pressureressure, chec, check (31/k (31/32/41/32/41/42/43)42/43) ... . 3636 Checki
Checking Fng Fuel suuel supply pply pressupressure (44re (44/300)/300) ... ... 3737 Repla
Replacing injecing injector (31/3ctor (31/32/41/2/41/42/43)42/43) ... ... 3939 Repla
Replacing injectocing injector (44/300)r (44/300) ... ... 4040 Needle
Needle lift lift sensor, sensor, checkicheckingng ... 4422 Recond
Reconditionitioning iing injectonjectorsrs ... 4433 Cleani
Cleaning cng copper opper sleevesleeve ... 4433 Recommendat
Recommendations when ions when adjustingadjusting opening pressure, set pressure and opening pressure, set pressure and
Safety Information
Safety Information
Introduction
Introduction
This Workshop Manual contains technical data, This Workshop Manual contains technical data, de-scriptions and repair instructions for Volvo Penta scriptions and repair instructions for Volvo Penta prod-ucts or product versions contained in
ucts or product versions contained in the contents list.the contents list. Ensure that the correct workshop literature is be
Ensure that the correct workshop literature is beinging used.
used.
Read the safety
Read the safety information and the Workshopinformation and the Workshop Manual “General Information” and “Repair Manual “General Information” and “Repair In-structions” carefully before starting work. structions” carefully before starting work.
Important
Important
In this book and on the engine you will find the In this book and on the engine you will find the follow-ing special warnfollow-ing symbols.
ing special warning symbols. WARNING!
WARNING! If these instructions are not followedIf these instructions are not followed there is a danger of personal injury, extensive there is a danger of personal injury, extensive damage to the product or serious mechanical damage to the product or serious mechanical malfunction.
malfunction.
IMPORTANT!
IMPORTANT! Used to draw your attention toUsed to draw your attention to something that can cause damage, product something that can cause damage, product mal-function or damage to property.
function or damage to property.
NOTE!
NOTE! Used to draw your attention to important infor-Used to draw your attention to important infor-mation that will facilitate work or operations.
mation that will facilitate work or operations.
Below is a summary of the risks and safety Below is a summary of the risks and safety precau-tions you should always observe or carry out when tions you should always observe or carry out when op-erating or servicing the engine.
erating or servicing the engine.
Immobilize the engine by turning off the power Immobilize the engine by turning off the power supply to the engine at the
supply to the engine at the main switch (switch-main switch (switch-es) and lock it (them) in the OFF position before es) and lock it (them) in the OFF position before starting work. Set up a warning no
starting work. Set up a warning notice at the en-tice at the en-gine control point or helm.
gine control point or helm.
Generally, all servicing should be carried out Generally, all servicing should be carried out with the engine switched off. However, some with the engine switched off. However, some work, for example certain adjustments require work, for example certain adjustments require that the engine is running when they are carried that the engine is running when they are carried out. Approaching a running engine is dangerous. out. Approaching a running engine is dangerous. Loose clothing or long hair can fasten in rotating Loose clothing or long hair can fasten in rotating parts and cause serious personal injury.
parts and cause serious personal injury.
If working in proximity to a running engine, If working in proximity to a running engine, care-less movements or a dropped tool can result in less movements or a dropped tool can result in personal injury. Avoid burns. Take precautions personal injury. Avoid burns. Take precautions to avoid hot surfaces (exhausts,
to avoid hot surfaces (exhausts,turbochargers,turbochargers, charge air pipes and
charge air pipes andstarter elements etc.) andstarter elements etc.) and liquids in supply lines and hoses when the liquids in supply lines and hoses when the en-gine is running or has been turned off gine is running or has been turned off immedi-ately prior to starting work on it. Reinstall all ately prior to starting work on it. Reinstall all pro-tective parts removed during service operations tective parts removed during service operations before starting the engine.
before starting the engine.
Check that the warning or information decals on Check that the warning or information decals on the product are always clearly visible. Replace the product are always clearly visible. Replace decals that have been damaged or painted over. decals that have been damaged or painted over.
Never start the engine without installing the Never start the engine without installing the airair cleaner (ACL). The rotating compressor in the cleaner (ACL). The rotating compressor in the turbocharger can cause serious personal injury. turbocharger can cause serious personal injury. Foreign objects entering the intake ducts can Foreign objects entering the intake ducts can also cause mechanical damage.
also cause mechanical damage.
Never use start spray or similar to start the Never use start spray or similar to start the en-gine. The starter element may cause an gine. The starter element may cause an explo-sion in the inlet manifold. Danger of personal sion in the inlet manifold. Danger of personal in- jury.
jury.
Avoid opening the coolant filling cap when the Avoid opening the coolant filling cap when the engine is hot. Steam or hot coolant can spray engine is hot. Steam or hot coolant can spray out at the same time as the pressure which has out at the same time as the pressure which has built up is lost. Open the filler
built up is lost. Open the filler cap slowly, andcap slowly, and release the pressure in the cooling
release the pressure in the cooling system if thesystem if the filling cap or tap has to be opened
filling cap or tap has to be opened, or if a plug or, or if a plug or coolant hose has to be removed when the coolant hose has to be removed when the en-gine is hot. Steam or hot coolant can stream out gine is hot. Steam or hot coolant can stream out in an unexpected direction.
in an unexpected direction.
Hot oil can cause burns. Avoid
Hot oil can cause burns. Avoid skin contact withskin contact with hot oil. Ensure that the lubrication system is not hot oil. Ensure that the lubrication system is not under pressure before commencing work on it. under pressure before commencing work on it. Never start or operate the engine with the oil Never start or operate the engine with the oil fill-er cap removed, othfill-erwise oil could be ejected. er cap removed, otherwise oil could be ejected.
Stop the engine and close the sea cock before Stop the engine and close the sea cock before carrying out operations on the engine cooling carrying out operations on the engine cooling system.
system.
Start the engine only in a well-ventilated ar Start the engine only in a well-ventilated area. Ifea. If operating the engine in an enclosed space, operating the engine in an enclosed space, en-sure that exhaust gases and crankcase sure that exhaust gases and crankcase ventila-tion emissions are ventilated out of the working tion emissions are ventilated out of the working area.
area.
Always use protective goggles where there is a Always use protective goggles where there is a danger of pieces of metal, sparks from grinding, danger of pieces of metal, sparks from grinding, acid or other chemicals being thrown into your acid or other chemicals being thrown into your eyes. Your eyes are very sensitive, injury eyes. Your eyes are very sensitive, injury cancan lead to loss of sight!
Safety information Safety information
Avoid skin contact with oil. Long-term or Avoid skin contact with oil. Long-term or repeat-ed contact with oil can remove the natural oils ed contact with oil can remove the natural oils from your skin. The result can be irr
from your skin. The result can be irritation, dryitation, dry skin, eczema and other skin problems.
skin, eczema and other skin problems.
Used oil is more dangerous to health than new Used oil is more dangerous to health than new oil. Use protective gloves and avoid using oil. Use protective gloves and avoid using oil-soaked clothes and rags. Wash regularly, soaked clothes and rags. Wash regularly, espe-cially before meals. Use the correct barrier cially before meals. Use the correct barrier cream to prevent dry skin and to make cleaning cream to prevent dry skin and to make cleaning your skin easier.
your skin easier.
Most chemicals used in products (engine and Most chemicals used in products (engine and transmission oils, glycol, petrol and diesel oil) transmission oils, glycol, petrol and diesel oil) and workshop chemicals (solvents and paints) and workshop chemicals (solvents and paints) are hazardous to health Read the instructions on are hazardous to health Read the instructions on the product packaging carefully! Always follow the product packaging carefully! Always follow safety instructions (using breathing apparatus, safety instructions (using breathing apparatus, protective goggles and gloves for example). protective goggles and gloves for example). En-sure that other personnel are not unwittingly sure that other personnel are not unwittingly ex-posed to hazardous substances (by breathing posed to hazardous substances (by breathing them in for example). Ensure that ventilation is them in for example). Ensure that ventilation is good. Handle used and excess chemicals good. Handle used and excess chemicals ac-cording to instructions.
cording to instructions.
Be extremely careful when tracing leaks in Be extremely careful when tracing leaks in thethe fuel system and testing fuel injection nozzles. fuel system and testing fuel injection nozzles. Use protective goggles! The jet ejected fr Use protective goggles! The jet ejected from aom a fuel injection nozzle is under very high pressure, fuel injection nozzle is under very high pressure, it can penetrate body tissue and cause serious it can penetrate body tissue and cause serious injury There is a danger of blood
injury There is a danger of blood poisoning.poisoning.
All fuels and many chemicals are inflammable. All fuels and many chemicals are inflammable. Ensure that a naked flame or sparks cannot Ensure that a naked flame or sparks cannot ig-nite fuel or chemicals. Combined with air in nite fuel or chemicals. Combined with air in cer-tain ratios, petrol, some solvents and hydrogen tain ratios, petrol, some solvents and hydrogen from batteries are easily inflammable and from batteries are easily inflammable and explo-sive. Smoking is prohibited! Ensure that sive. Smoking is prohibited! Ensure that ventila-tion is good and that the necessary
tion is good and that the necessary safety pre-safety pre-cautions have been taken before carrying out cautions have been taken before carrying out welding or grinding work. Always have a fire welding or grinding work. Always have a fire ex-tinguisher to hand in the workplace.
tinguisher to hand in the workplace.
Store oil and fuel-soaked rags and fuel
Store oil and fuel-soaked rags and fuel and oiland oil filters safely. In certain conditions oil-soaked filters safely. In certain conditions oil-soaked rags can spontaneously ignite. Used fuel and oil rags can spontaneously ignite. Used fuel and oil filters are environmentally dangerous waste and filters are environmentally dangerous waste and must be deposited at an approved site for must be deposited at an approved site for de-struction together with used lubricating oil, struction together with used lubricating oil, con-taminated fuel, paint remnants, solvent, taminated fuel, paint remnants, solvent, de-greasing agents and waste from washing parts. greasing agents and waste from washing parts.
Never allow a naked flame or electric sparks Never allow a naked flame or electric sparks near the batteries. Never smoke in proximity to near the batteries. Never smoke in proximity to the batteries. The batteries give off hydrogen the batteries. The batteries give off hydrogen gas during charging which when
gas during charging which when mixed with airmixed with air can form an explosive gas - oxyhydrogen. This can form an explosive gas - oxyhydrogen. This gas is easily ignited and highly volatile. gas is easily ignited and highly volatile. Incor-rect connection of the battery can cause a spark rect connection of the battery can cause a spark which is sufficient to cause an explosion with which is sufficient to cause an explosion with re-sulting damage. Do not disturb battery sulting damage. Do not disturb battery connec-tions when starting the engine (spark risk) tions when starting the engine (spark risk) andand do not lean over batteries.
do not lean over batteries.
Never mix up the positive and negative batte Never mix up the positive and negative batteryry terminals when installing. Incorrect installation terminals when installing. Incorrect installation can result in serious damage to electrical
can result in serious damage to electrical equip- equip-ment. Refer to wiring diagrams.
ment. Refer to wiring diagrams.
Always use protective goggles when charging Always use protective goggles when charging and handling batteries. The battery electrolyte and handling batteries. The battery electrolyte contains extremely corrosive sulfuric acid. If contains extremely corrosive sulfuric acid. If this comes into contact with the skin, wash this comes into contact with the skin, wash im-mediately with soap and plenty of water. If mediately with soap and plenty of water. If bat-tery acid comes into contact with the eyes, tery acid comes into contact with the eyes, im-mediately flush with copious amounts of water mediately flush with copious amounts of water and obtain medical assistance.
and obtain medical assistance.
Turn off the engine and turn off power at main Turn off the engine and turn off power at main switch(es) before carrying out work on the switch(es) before carrying out work on the elec-trical system.
trical system.
The clutch must be adjusted with the engine The clutch must be adjusted with the engine shut off.
shut off.
Use the lifting eyes mounted on the Use the lifting eyes mounted on the engine/re-verse gear when lifting the drive unit.
verse gear when lifting the drive unit.
Always check that lifting equipment is in good Always check that lifting equipment is in good condition and has sufficient load capacity to lift condition and has sufficient load capacity to lift the engine (engine weight including reverse gear the engine (engine weight including reverse gear and any extra equipment installed).
and any extra equipment installed).
Use an adjustable lifting beam or lifting beam Use an adjustable lifting beam or lifting beam specifically for the engine to raise the engine to specifically for the engine to raise the engine to ensure safe handling and to avoid damaging ensure safe handling and to avoid damaging en-gine parts installed on the top of the
gine parts installed on the top of the engine. Allengine. All chains and cables should run parallel to each chains and cables should run parallel to each other and as perpendicular as possible in other and as perpendicular as possible in rela-tion to the top of the engine.
tion to the top of the engine.
If extra equipment is installed on the engine If extra equipment is installed on the engine al-tering its center of gravity, a special lifting tering its center of gravity, a special lifting de-vice is required to achieve the correct balance vice is required to achieve the correct balance for safe handling.
for safe handling.
Never carry out work on an engine suspended Never carry out work on an engine suspended on a hoist.
Safety information
Never remove heavy components alone, even where secure lifting equipment such as secured blocks are being used. Even where lifting equip-ment is being used it is best to carry out the work with two people; one to operate the lifting equipment and the other to ensure that compo-nents are not trapped and damaged when being lifted.
When working on-board ensure that there is suf-ficient space to remove components without danger of injury or damage.
Components in the electrical system and fuel system on Volvo Penta products are designed and constructed to minimize the risk of fire and explosion. The engine must not be run in areas where there are explosive materials.
Fuel delivery pipes must not be bent or straight-ened under any circumstances. Damaged pipes must be replaced.
Remember the following when washing with a high pressure washer: Never aim the water jet at seals, rubber hoses or electrical components. Never use a high pressure washer for engine cleaning.
Always use fuels recommended by Volvo Pen-ta. Refer to the Instruction Book. The use of other grades of fuel can damage the engine. On a diesel engine poor quality fuel can cause the control rod to seize and the engine to overrev with the resulting risk of damage to the engine and personal injury. Poor fuel quality can also lead to higher maintenance costs.
© 2001 AB V OLVO PENTA
General Information
About the workshop manual
This workshop manual contains technical data, de-scriptions and repair instructions for standard ver-sions of the engine units in the 31/32/41/42/43/44/300 series. The workshop manual displays the operations carried out on any of the engines above. As a result, the illustrations and pictures in the manual that show certain parts on the engines, do not in some cases apply to all the engines listed above. However, the repair and service operations described are the same in all essential details. Where they are not the same, this is stated in the manual. Where the difference is considerable, the operations are described separately. The engine designation and number is indicted on the engine identification plate. The engine designa-tion and number should be given in all correspond-ence about the engine.
This Workshop Manual has been developed primari-ly for Volvo Penta service workshops and qualified personnel. Persons using this book are assumed to have a grounding in marine drive systems and be able to carry out related mechanical and electrical work.
Volvo Penta is continuously developing their prod-ucts. We therefore reserve the right to make chang-es. All the information contained in this book is based on product data available at the time of going to print. Any essential changes or modifications in-troduced into production or updated or revised serv-ice methods introduced after the date of publication will be provided in the form of Service Bulletins.
Replacement parts
Replacement parts for the electrical and fuel sys-tems are subject to statutory requirements (US Coast Guard Safety Regulations for example). Volvo Penta Genuine parts meet these requirements. Any type of damage which results from the use of non-original Volvo Penta replacement parts for the prod-uct will not be covered under any warranty provided by Volvo Penta.
Certificated engines
When service or repairs are done to an emission certi-fied engine, it is important to be aware of the
following:
Certification means that an engine type has been checked and approved by the relevant authority. The engine manufacturer guarantees that all engines made of the same type are equivalent to the certified engine. This put special demands on service and repair work, as follows:
• Maintenance and service intervals recommended by Volvo Penta must be complied with.
• Only Volvo Penta original spares may be used. • Service to injection pumps, pump settings and
in- jectors must always be done by an authorized Vol-vo Penta workshop.
• The engine must not be converted or modified, ex-cept for the accessories and service kits which Volvo Penta has approved for the engine.
• No installation changes to the exhaust pipe and engine air inlet ducts may be done.
• No seals may be broken by unauthorized personnel. The general advice in the instruction book about oper-ation, care and maintenance apply.
IMPORTANT! Delayed or inferior care/mainte-nance, and the use of non-original spares, mean that AB Volvo Penta can no longer be responsi-ble for guaranteeing that the engine complies with the certified version.
Damage, injury and/or costs which arise from this will not be compensated by Volvo Penta.
Repair Instructions
The working methods described in the Service Manual apply to work carried out in a workshop. The engine has been removed from the boat and is installed in an engine fixture. Unless otherwise stated reconditioning work which can be carried out with the engine in place follows the same working method.
Warning symbols occurring in the Workshop Manual (for their meaning see Safety information )
WARNING!
IMPORTANT!
NOTE!
are not in any way comprehensive since it is impossi-ble to predict every circumstance under which service work or repairs may be carried out. For this reason we can only highlight the risks that can arise when work is carried out incorrectly in a well-equipped workshop using working methods and tools developed by us. All procedures for which there are Volvo Penta special tools in this Workshop Manual are carried out using these. Special tools are developed to rationalize work-ing methods and make procedures as safe as possi-ble. It is therefore the responsibility of any person us-ing tools or workus-ing methods other than the ones rec-ommended by us to ensure that there is no danger of injury, damage or malfunction resulting from these. In some cases there may be special safety precau-tions and instrucprecau-tions for the use of tools and chemi-cals contained in this Workshop Manual. These spe-cial instructions should always be followed if there are no separate instructions in the Workshop Manual. Certain elementary precautions and common sense can prevent most risks arising. A clean workplace and engine eliminates much of the danger of injury and malfunction.
It is of the greatest importance that no dirt or foreign particles get into the fuel system, lubrication system, intake system,turbocharger, bearings and seals when they are being worked on. The result can be malfunc-tion or a shorter operamalfunc-tional life.
Joint responsibility
Each engine consists of many connected systems and components. If a component deviates from its technical specification the environmental impact of an otherwise good engine may be increased significantly. It is therefore vital that wear tolerances are main-tained, that systems that can be adjusted are adjust-ed properly and that Volvo Penta Genuine Parts as used. The engine Maintenance Schedule must be fol-lowed.
Some systems, such as the components in the fuel system, require special expertise and special testing equipment for service and maintenance. Some com-ponents are sealed at the factory for environmental reasons. No work should be carried out on sealed components except by authorized personnel.
Bear in mind that most chemicals used on boats are harmful to the environment if used incorrectly. Volvo Penta recommends the use of biodegradable degreas-ing agents for cleandegreas-ing engine components, unless otherwise stated in a workshop manual. Take special care when working on-board, that oil and waste is tak-en for destruction and is not accidtak-entally pumped into the environment with bilge water.
Tightening Torques
Tightening torques for vital joints that must be tight-ened with a torque wrench are listed in “Specifica-tions”: “Tightening torques” and contained in the work descriptions in the Manual. All torques apply for cleaned threads, screw heads and mating surfaces. Torques apply for lightly oiled or dry threads. If lubri-cants, locking fluid or sealing compound are required for a screwed joint this information will be contained in the work description and in “Tightening Torques”
Where no tightening torque is stated for a joint use the general tightening torques according to the tables be-low. The tightening torques stated are a guide and the joint does not have to be tightened using a torque
wrench.
Dimension
Tightening Torques
Nm
lbt.ft
M5 6 4,4 M6 10 7,4 M8 25 18,4 M10 50 36,9 M12 80 59,0 M14 140 103,3Repair instructions
Tightening torque with
Protractor tightening
(angle tightening)
Tightening using both a torque setting and a protractor angle requires that first the recommended torque is applied using a torque wrench and then the recom-mended angle is added according to the protractor scale. Example: a 90° protractor tightening means that the joint is tightened a further 1/4 turn in one oper-ation after the stated tightening torque has been ap-plied.
Lock nuts
Do not re-use lock nuts that have been removed dur-ing dismantldur-ing as they have reduced service life when re-used - use new nuts when assembling or rein-stalling. For lock nuts with a plastic insert such as Ny-lock ®the tightening torque stated in the table is
re-duced if the Nylock ®nut has the same head height as
a standard hexagonal nut without plastic insert. Re-duce the tightening torque by 25% for bolt size 8 mm or larger. Where Nylock ® nuts are higher, or of the
same height as a standard hexagonal nut, the tighten-ing torques given in the table apply.
Strength classes
Screws and nuts are divided into different strength classes, the class is indicated by the number on the bolt head. A high number indicates stronger material, for example a bolt marked 10-9 indicates a higher strength than one marked 8-8. It is therefore important that bolts removed during the disassembly of a bolted joint must be reinstalled in their original position when
assembling the joint. If a bolt must be replaced check in the replacement parts catalogue to make sure the correct bolt is used.
Sealant
A number of sealants and locking liquids are used on the engines. The agents have varying properties and are used for different types of jointing strengths, oper-ating temperature ranges, resistance to oil and other chemicals and for the different materials and gap siz-es in the enginsiz-es.
To ensure service work is correctly carried out it is im-portant that the correct sealant and locking fluid type is used on the joint where the agents are required. In this Volvo Penta Service Manual the user will find that each section where these agents are applied in production states which type was used on the engine. During service operations use the same agent or an alternative from a different manufacturer.
Make sure that mating surfaces are dry and free from oil, grease, paint and anti-corrosion agent before ap-plying sealant or locking fluid.
Always follow the manufacturer’s instructions for use regarding; temperature range, curing time and any oth-er instructions for the product.
Tow different basic types of agent are used on the en-gine and these are:
RTV agent (Room temperature vulcanizing). Use for gaskets, sealing gasket joints or coating gaskets. RTV agent is clearly visible when a component has been dismantled; old RTV must be removed before the joint is resealed.
The following RTV agents are mentioned in the Serv-ice Manual: Loctite ®574, Volvo Penta 840879-1,
Per-matex ®
No. 3, Volvo Penta P/N 1161099-5, Permatex ®No. 77.
Old sealant can be removed using denatured alcohol in all cases.
Anaerobic agents. These agents cure in an absence of air. They are used when two solid parts, for exam-ple cast components, are installed face-to-face with-out a gasket. They are also commonly used to secure plugs, threads in stud bolts, cocks, oil pressure
switches and so on. The cured material is glass-like and it is therefore colored to make it visible. Cured anaerobic agents are extremely resistant to solvents and the old agent cannot be removed. When reinstall-ing the part is carefully degreased and then new seal-ant is applied.
The following anaerobic agents are mentioned in the Service Manual: Loctite ®572 (white), Loctite ®241
(blue).
NOTE! Loctite ® is the registered trademark of Loctite Corporation, Permatex ® is the registered trademark of the Permatex Corpora-tion.
Repair instructions
Safety precautions for Fluorine
rubber
Fluorine rubber is a common material in sealing rings for shafts and O rings.
When fluorine rubber is exposed to high temperatures (over 300°C) it can release highly corrosive
hy-drofluoric acid. Exposing the skin to this chemical can cause serious burns. If splashed in the eyes it can cause malignant ulcers. Breathing the fumes can damage the respiratory tract.
WARNING! Take the greatest care when work-ing on engines that have been operatwork-ing at high temperatures, for example an overheated engine that has seized or an engine involved in a fire. The seals must never be burned off when disas-sembling or be burnt afterwards in anything oth-er than a special disposal site.
• Always used chloroprene rubber gloves (gloves for handling chemicals) and protective goggles.
• Treat removed seals in the same way as corro-sive acid. All remains, even the ash can be ex-tremely corrosive. Never use compressed air jets for blowing clean.
• Put old seal remnants in a plastic container, close it and stick a warning label on it. Wash gloves under running water before removal. The following seals may contain fluorine rubber: Crankshaft, camshaft and intermediate shaft seals O rings, wherever used. O rings for cylinder liner seal-ing are almost always fluorine rubber.
Note that seals not exposed to high temperatures can be handled normally.
Special tools
999 6860 884 635 884 895 885 131 885 139 885 199 885 263 885 289 885 301 999 6033 999 6591 999 6662 999 9179 999 9946 999 6666 999 6398 884 954 998 6485 999 6065In all cases where it is practical the tool number, except for the final digit, has been stamped on the tool, The final digit (after the hyphen) is a control number.
884 635-4 Removal punch for oil cooler insert 884 895-4 Lock pin for flywheel, pump setting 885 131-3 Puller for dismantling injector nozzle (31,
32, 41, 42, 43)
885 139-6 Holder for injector angle dial gauge (41, 42, 43, 44, 300)
885 199-0 Holder for dial gauge (31, 32)
885 263-4 Injector sleeve extractor (44, 300) 885 289-9 Brush for cleaning bottom of copper
sleeve and for sealing sleeve between copper sleeve and cylinder head 885 301-2 Tool for pressing in Alfa reset piston
(44P-A)
999 6033-8 Bracket for test pressurization of oil cooler (2)
Other special equipment
884 954-9 Dial indicator 998 6485-2 Unit stand
999 6065-0 Manometer, for checking fuel supply pressure and boost pressure
999 6662-4 Test pressurization equipment
999 6666-5 Nipple for checking fuel supply pressure 999 6860-4 Puller for oil pump drive
Basic diagram, lubrication system (oil distribution housing, early version)
Group 22 Lubrication system
Design and function
General
The engines are equipped with a pressurized lubrica-tion system with a full flow oil filter, oil cooler and piston cooling (not MD31A). On engines with the early version of the oil distribution housing the oil for piston cooling does not flow through the filter. Late versions of the oil distribution housing can be found on engines from the following engine numbers inclusive:
31: 22031 28265, 32: 22032 01697, 41: 22041 56849, 42: 22042 16337, 43: 22043 02142, 44: 22044 02895, 300: from start of production.
The oil pump is located at the front end of the oil sump and driven via an intermediate gear by the crankshaft. The oil pump sucks up oil from the oil
sump through the oil screen (1). All oil flows from the from the oil pump pressure side via oil filter (10) through oil cooler (4) and out into the main lubrica-tion channel.
All bearings and gudgeon pins as well as the valve mechanism and timing gear bearings are pressure lubricated. The turbocharger is also connected into the pressure lubrication system.
Timing gears are lubricated from the intermediate gear bearing journal which is connected to the main
lubrication channel via lubrication channels.
Basic diagram, lubrication system (oil distribution housing, late version)
1. Oil screen 2 Oil pump 3. Safety valve 4 Oil cooler
5. Oil distribution housing 6 Relief valve
7 Piston cooling valve
8 Main lubrication channel, piston cooling 9. Piston cooling nozzle
10 Oil filter
11 Main lubrication channel, lubrication 12 Main bearings
Design and function
Control valves
Three spring-loaded valves control the oil flow in the engine. Two of these (6 and 7) are located in the oil distribution housing, the third (3) is mounted between the oil pump and delivery line.
Safety valve
The relief valve (3) acts to protect the pump and oil cooler in case of abnormally high oil pressures. The valve opens if the oil pressure is too high and releases oil back to the oil pan. Opening pressure may be achieved when the engine is cold (viscous oil) or at high engine speeds (RPM).
Opening pressure 750 kPa.
Reduction valve
Relief valve (6) controls oil pressure in the engine. The valve keeps oil pressure at the correct level. Excess oil is directed back to the oil pan.
Piston cooling valve
The piston cooling valve (7) regulates the flow of oil to piston cooling. The valve is closed at oil pressures below 2.5 kPa. When the engine is started and idled the valve is closed. This stops the pistons being cooled unnecessarily.
Valve location in the oil distribution housing
6 Reduction valve 7 Piston cooling valve
Design and function
Piston cooling
The pistons are subject to very high temperatures. Most of the heat from the pistons is transferred to the cylinder block via the piston rings and film of
lubricating oil. Some heat is transferred to the crankcase via the connecting rods.
To further increase the cooling effect oil is sprayed into the piston from below. This decreases piston temperature significantly.
This achieves longer piston, piston ring and piston lining service life, reduces the risk of the piston ring grooves sooting up and reduces oil consumption. Piston cooling oil is sprayed through fixed nozzles, one for each cylinder, into a channel on the underside of the piston. The oil is led through the channel to the top of the piston. When it has circulated through the piston the oil passes through drain channels and down to the oil pan.
Oil pump
The oil pump is of the gear-wheel type. The pump sucks oil through the oil screen and suction pipe to the pump suction side.
The oil screen, integrated with the suction pipe,
removes large particles from the oil before they reach the pump.
Oil cooler
Circulating lubricating oil transports heat away from the hottest parts of the engine and evens out temperature differences within the engine. Heat is removed from the lubricating oil in the oil cooler. All engines have a tubular oil cooler located on the right-hand side of the engine under the heat
exchanger. Oil circulates between the tubes while seawater passes through the tubes.
Design and function
Oil filter
The engine oil filter is of full flow type, which means that all the oil is filtered before it enters the lubrication system. On engines with early model oil distribution housings (please refer to the “General” chapter), the oil for piston cooling does not pass the filter, however. The filter element is made of folded filter paper.
The oil filter has a built-in by-pass valve to secure engine lubrication if the filter becomes blocked.
Crankcase ventilation
To prevent excess pressure, and to separate fuel vapor, water vapor and other gaseous combustion products, the engine is equipped with a ventilation device connected to the rear of the valve housing or the rear valve lifter inspection housing.
On all S.O.L.A.S versions and early model versions of the 31/41/42WJ series, the oil mist is separated by a replaceable paper filter before the crankcase gases are exhausted. When this filter is blocked, a pressure relief valve opens.
Later models of 31/41/42WJ have an oil trap in the valve housing, which separates any oil mist before the gases are directed to the air filter via a plastic hose. The KA(M)D42/43 has a similar system, with an oil trap in the valve housing, but here the gases are directed through a rubber hose which exhausts underneath the air filter.
On the KAD32 a combination of the above-mentioned systems is required. In other words, it has both a paper filter and an oil trap in the valve housing. The KA(M)D44/300 has a unique system. In this, the crankcase gases are directed down to an oil trap located beneath the injection pump. Any oil is returned to the sump via a drain hose.
Action before lifting the engine out of the
boat
4 Cut off battery supply, remove battery terminals from the starter motor.
5 Disconnect the engine wiring-instruments connector. Disconnect power trim wiring (Aquamatic engines only).
6 Disconnect sea water connections. 7 Disconnect the exhaust system. 8 Close the fuel cocks. Remove the fuel
connections.
9 Disconnect the throttle cable. Disconnect transmission cable (engines with reverse gear only).
10 Remove the propeller shaft from the reverse gear (engines with reverse gear only). Remove screws on flywheel casing (Aquamatic engines only, if the boat is in the water)
11 Remove the engine pads from their seats and lift out the engine.
Actions after lifting out the engine
12 Clean the engine
IMPORTANT! Observe the following rules when cleaning with high-pressure water jets. Be extremely careful that water does not penetrate engine components. With the high pressure function connected the water jet must never be directed at sealed joints (shaft seals for
example), joints with gaskets or rubber hoses and electrical components.
13 Drain engine oil.
14 Remove reverse gear (if necessary)
Repair Instructions
General
If possible a condition test should be carried out before every major service correction, so that the engines condition can be established and any
contributory fault causes discovered. A condition test requires the engine to be run so this should be carried out before removal of the engine or any components is begun.
For further information about the Condition Test see the Workshop Manual “Engine Body”.
Action before repairing in the boat
1 Cut off battery supply.
2 Clean the outside of the engine.
NOTE! Ensure that the cleaning residues are collected for destruction and do not accidentally affect the environment. See also warning text under point 12.
3 Work requiring action to cooling system: Close sea cock and drain coolant from the sea water and freshwater systems respectively.
Work requiring action to a seawater cooling system: Close seawater cooling cocks and drain engine coolant.
WARNING! Ensure that all sea water intakes are properly closed and that water cannot enter when removing cooling system components.
Repair Instructions
Engine fixture attachment
Fixture 9999946 is used to attach the engine to unit stand 998 6485.
The fixture is secured to the right-hand side of the engine as illustrated below.
NOTE! It is important that the instructions for the number and size of screws is followed so that a secure attachment of the engine is obtained. Necessary screws:
41/42/43/44/300 series
2 screws M12x30 mm 2 screws M16x30 mm
The following components must be removed from the engine before the fixture can be attached and the engine installed on the stand:
Compressor (42/43/44/300 series), heat exchanger with expansion tank, oil cooler with oil distribution housing, front engine mounting, oil pipe to
turbocharger (TC), dipstick pipe
NOTE! On later version engines the dip stick pipe cannot be removed in this position. To avoid crushing the dip stick pipe the engine fixture must be modified slightly.
Repair Instructions
Checking oil pressure
Special tools: 999 6398, 999 6591 1
Remove oil pressure switch on oil filter bracket (32/ 42/43/44/300). On other engines the oil pressure switch is located on the cylinder block behind the oil cooler.
2
Install nipple 6591. Connect manometer 6398 to the nipple .
3
Start the engine and read off the manometer. Check that the oil pressure corresponds to the values contained in the Workshop Manual “Technical Data”.
4
Remove the nipple and manometer. Install the oil pressure sensor.
Corrective action to counter low oil
pressure
• Oil temperature too high.
If the oil temperature is too high the oil becomes less viscous and oil pressure drops. Check the cooling system for blockages. Check thermostat function.
• Incorrect oil grade (viscosity)
If the oil is too thick (incorrect viscosity or oil contaminated with soot particles) it will take too long for the oil pressure to rise after the engine is
If the oil has an abnormal soot contamination (even though oil changes have been made at the correct intervals and the correct grade of oil has been used) the cause of the fault could instead be:
– incorrect combustion due to fuel grade – injector malfunction
– incorrect injection timing
– engine wear exceeds tolerances (piston rings, valve guides etc leaking oil)
The oil is too thin (incorrect viscosity) because it has been contaminated with fuel. This can be because of incomplete combustion due to:
– injector malfunction – incorrect injection timing
The fault is most easily detected by low oil
consumption. Low oil consumption is obvious when oil burnt is replaced by fuel keeping the level constant. • Oil filter blocked
If the oil filter is blocked the filter by-pass valve opens and the oil flow resistance in the filter becomes higher than normal. This can be detected by a pressure drop when the engine is idling or at operating temperature.
• Defective relief valve
• Defective piston cooling valve
• Defective oil pump Worn or leaking oil pump.
• Worn main and/or crankshaft bearings
Replacing oil filter
Special tool: 999 9179 1
Place a container beneath the filter when removing to avoid spillage.
Repair Instructions
2
Clean filter bracket. Remove filter using tool 9179.
3
Apply oil to the gasket of the new filter. Hand-tighten the filter until the gasket comes into contact with the filter bracket. Then twist a further ¾ turns.
4
Fill with engine oil and turn the engine with the starter motor (at the same time as the stop lever on the injection pump is twisted) until the oil pressure gauge gives a reading.
Note. Turn the engine with the starter motor with the stop arm activated when replacing the oil filter, oil cooler or other components in the lubrication system. This cannot be done on the KAMD/KAD44 engine as this does not have a manual stop arm on the fuel injection pump.
5
Start the engine and check for leakage around the oil filter.
Replacing oil pan gasket
1
Drain or suck out engine oil.
2
Remove the oil pan. Remove the old gasket. Clean the mating surfaces on the oil pan and cylinder block.
3
Install the oil pan together with a new gasket. Tighten
Replacing lubrication pump
(oil pan removed)
Removing
1
Disconnect oil return and delivery pipes at the oil pump.
2
Remove the oil delivery pipe and brackets from the cylinder block. Remove pipes and bracket.
3
Remove the cylinder block reinforcement panel. NOTE! Do not drop the spacer washers between the panel and the engine block.
Repair Instructions
4
Remove the oil pump together with the main bearing cap. Remove the bearing shells from the bearing cap.
5
Remove main bearing cap from the oil pump bracket.
Installing
6
Screw main bearing cap into place on the oil pump bracket. Tighten screws to 24 Nm.
7
Oil and install the main bearing shells in the bearing cap.
8
Lift the oil pump into position. Install the oil pump and tighten main bearing cap screws. Tighten screws. For tightening torques see Workshop manual,“Technical data”.
9
Install cylinder block reinforcement panel. Do not forget the spacer washers between the panel and the engine block.
10
Install the oil delivery pipe in the pump and cylinder block. Use new O-rings
Note. Check the ends of old oil delivery pipes for cracks before reinstalling.
Install the safety valve between the oil delivery pipe and the pump.
NOTE! Turn the safety valve as illustrated when installing.
Repair Instructions
11
Reconditioning oil pump
Special tools: 999 6860
1
Remove main bearing cap from the oil pump bracket.
2
Remove intermediate gear.
3
Pull oil pump sprocket from the shaft. Use puller 999 6860. Remove key and brass washer
NOTE! There is no brass washer on late pump versions.
4
Remove the screws holding the pump housing. Install the oil suction pipe bracket (splash bulkhead)
NOTE! The screws have special washers (spring was-her)
Install the oil suction pipe with new sealing rings and fix it and the oil drain pipe with hose clamps.
Only engines intended for V-drive
NOTE! Engines intended for V-drive have a unique oil suction pipe and splash bulkhead.
Repair Instructions
5
Remove impeller from housing.
6
Check pump housing for scratches and wear. Check seal between the bracket and pump housing. If there is a leakage the mating surfaces are black. The pump housing must not be scratched.
Check the gear flanks, outside diameters and ends of impellers for wear.
Replace bushings in the pump housing and bracket if the radial play between the shaft and bushing is 0.15 mm or more.
7
Press the bushings out of the bracket and pump housing using an appropriate drift.
8
Press new bushings into place in the bracket and pump housing.
9
Screw the pump housing into place on the bracket to act as a guide when reaming the bushings.
10
Ream the bushings in the pump housing and bracket until they fit exactly (diameter 16.016– 16.034 mm).
11
Remove screws. Remove pump housing from bracket. Clean all swarf from the pump housing and bracket.
Repair Instructions
12
Lubricate the impellers and bushings with engine oil. Reinstall the impellers in the housing.
13
Check the impeller axial play with a feeler gauge. For the correct play, see Workshop Manual, “Technical data”.
14
15
Move the impellers to the bracket. Install the pump housing and tighten the screws. Check that the impellers run easily and are not hitting the pump housing by turning the pump shaft one turn.
16
Install the key.
NOTE! There is no brass washer on late pump versions so do not reinstall it.
Heat oil pump gear to 180°C ± 20°C and tap the gear onto the shaft with a plastic mallet.
Repair Instructions
17
Check that the clearance between the bracket and gear is 1.5±0.3 mm.
NOTE! The above measurement applies to late version and early version pumps that do not have a brass washer installed.
18
Screw main bearing cap into place on the oil pump bracket. Tighten screws to 24 Nm.
19
Install intermediate gear. Tighten screws to 24 Nm.
Remove endplate. Take 4 longer M8 screws and screw these in approximately 5 mm. Position the oil cooler on the screws, ensure that it is supported by all screws. Tap the insert loose with tool 884 635 and a plastic mallet.
Remove the insert and O-rings.
2
Clean and inspect components. Use new O rings and gaskets when reinstalling. For the drain cock/nipple threads use sealing compound Loctite ®572.
Reconditioning oil cooler
(early version)
Special tools: 884 635
Repair Instructions
Reconditioning oil cooler
(later version)
1
Remove endplate. Carefully tap the insert loose using a rubber mallet. Use a block of wood between.
2
Clean and inspect components. Use new O-rings when installing. Apply a thin layer of grease to the end plate mating surfaces to the oil cooler housing before assembly.
Oil cooler, test pressurization
Special tools: 999 6033
1
Remove oil cooler from the oil distribution housing. Install brackets 999 6033 on the cooler with sealing ring 471 637. One of the brackets is located with the nipple opposite the oil intake with sealing ring (1) between, the other bracket is located so that the oil outlet is blocked.
2
Connect suitable test pressurization equipment to the compressed air hose and the nipple opposite the oil intake. Increase the pressure slowly until the
Group 23 Fuel system
Design and function
General
The main components of the fuel injection system are the fuel tank and tank unit, feed pump, Fuel filter, fuel injection pump, injectors and fuel lines.
Fuel is drawn up from the fuel tank by feed pump (1) and is forced through fine filter (2) to injection pump (3). Excess fuel escapes back to the tank via
connection (7). This means that the return fuel flushes through (cools) the injection pump’s fuel chamber. This evens out fuel temperature so it is the same for all the cylinders and prevents gas bubbles forming in the fuel line.
The fuel injection pump then forces a quantity of fuel (corresponding to the power required) through delivery lines (4) to injectors (5) which atomize the fuel in the combustion chambers.
Excess fuel from the injectors runs back via return line (6).
Certain of the illustrations in this chapter have been put at our disposal be Robert Bosch AB.
EDC system
Instead of a conventional fuel injection pump with a mechanical governor, the KA(M)D44/300 engine has an EDC (Electronic Diesel Control) system.
The main components of the EDC system are the control module, an electronic fuel injection pump and a number of sensors which provide the control module with information.
The control module processes the information from the sensors so that the correct quantity of fuel is injected.
Because the boost pressure and charge air
temperature are monitored continuously there is a smoke limiter function built into the EDC system. The quantity of air available is calculated. This regulates the quantity of fuel injected.
The control module also has a built-in diagnostic function which allows service technicians to quickly find the source of faults.
For further information see Workshop Manual“EDC fuel injection system”.
Fuel injection system
1 Feed pump
2 Fine fuel filter
3 Injection pump
5 Injector 6 Return line
3 2 1
Design and function
Injection pump
The injection pump is mounted on a flange and is driven by the timing gears.
The pump is of the rotary type. All pumps, except those for the KA(M)D44/300, have a centrifugal
governor. The KA(M)D44/300 engine has an electronic actuator. This actuator turns an eccentric cam which acts on a control sleeve. The position of the control sleeve determines the quantity of fuel should be injected.
The fuel shut-off system is controlled electrically with a solenoid valve. When the engine is stopped the fuel channel is closed.
The pump mechanism is lubricated by the fuel.
Overflow valve
The overflow valve is located in the fuel injection pump. It limits feed pressure and ensures that the fuel injection system is bled continuously.
If feed pressure is too high the valve opens and fuel returns to the fuel tank via the return line.
Fuel injection pump KA(M)D44/300
1 Actuator
2 Eccentric cam
Design and function
Smoke limiter
All engines except for the KA(M)D44/300*) have fuel
injection pumps equipped with a pressure -depend-ent full load stop (usually called a “Smoke limiter”). This prevents the generation of exhaust smoke by opening the throttle rapidly at low engine speeds. The full load stop limits the length of stroke of the control rod (quantity of fuel), until the turbocharger has enough exhaust gases to produce full charge air volume. The full load stop is based on a diaphragm (6). This is acted on by the pressure in the intake manifold via a pressure hose. The diaphragm is con-nected to a sliding rod (8) the other end of which is conical. Guide pin (4) runs over the conical end of the sliding rod. It transfers the movement of the dia-phragm to lever (3) which acts as a stop for full load.
At low engine speeds, boost pressure is not suffi-cient to overcome spring pressure (7). The mem-brane remains in its original position. When boost pressure reaches a certain point, spring pressure is overcome and the sliding rod is pushed down. The guide pin is pressed further into the cone and the spring-loaded full load stop (1) follows it, allowing a greater quantity of fuel to be injected at full load. The quantity of fuel is connected to the mass of air pro-duced by the turbocharger.
If the turbocharger malfunctions or there is a reduc-tion in charge air pressure for other reasons, there is no increase in exhaust gases, only a reduction in power.
*)KA(M)D44/300 is not equipped with a smoke limiter. The
corre-sponding function is integrated in the Electronic Diesel Control (EDC) system.
Smoke limiter (not KA(M)D44/300)
1 Governor spring
2 Governor cover
3 Stop lever (stop limiter) 4 Locating pin 5 Adjuster nut 6 Diaphragm 7 Thrust spring 8 Sliding rod 9 Cone
10 Adjustment screw, full load quantity 11 Adjustment lever
12 Tension lever 13 Start lever 14 Lever bearings
Design and function
Injector
The injectors are of the KBAL type. Each injector ba-sically comprises a nozzle holder and a nozzle (jet). The injector:
• Atomizes the fuel to ensure ignition and com-bustion.
• Together with air turbulence distributes fuel in the combustion chamber so that an optimal fuel / air mixture is achieved.
Injector function
When the fuel pressure increases to a set value (opening pressure), the nozzle needle (10), which is pressed into its seat by the spring (5) is raised. Fuel is sprayed into the engine through carefully cal-ibrated holes in the nozzle body. For further informa-tion about the number and diameter of these holes, see, Workshop Manual “Technical data”.
The injector opening pressure is determined by the tension of the spring which can be adjusted with shims (4).
Injector
1 Hollow screw 2 Gaskets
3 Injector mounting 4 Shims for setting the
opening pressure 5 Thrust spring 6 Thrust pin 7 Locating pin 8 Guide 9 Locating pin 10 Nozzle 11 Jet nut
2-spring injector
(TAMD31S-A/41H-B, KA(M)D44/300)
As the heading indicates this injector has 2 thrust springs. This allows two stage injection.
The springs are calibrated so that a small quantity of fuel is injected into the combustion chamber first. This increases the combustion pressure a little. This prolongs injection and reduces combustion noise. The 2-spring injector also allows lower emissions when the engine is idling.
Check opening pressure for the first stage.
NOTE! These injector nozzles must not be recondi-tioned. An exchange program is in place.
2-spring injector 1 Injector holders 2 Shim 3 Thrust spring 4 Thrust pin 5 Guide 6 Thrust spring 7 Adjustment pin 8 Spring seat 9 Shim 10 Stop sleeve 11 Intermediate ele-ment 12 Jet nut
Design and function
2-spring injector with needle lift sensor
(KA(M)D44P-B/44P-C/300)
The needle lift sensor is in the injector for cylinder 1. The measurement for this injector therefore repre-sents all the injectors on the engine. The needle lift sensor sends a signal to the control module when fuel injection starts.
The control module compares this signal with the signal from the engine speed sensor and calculates the difference between the calculated injection tim-ing and the actual injection timtim-ing and carries out any corrections that are required.
If the signal which represents the needle movement is missing, the injected fuel volume is limited and the injection timing is fixed.. If at the same time there is a fault in the engine speed (RPM) sensor the engine will stop.
The needle lift sensor consists of a solenoid coil wound around a magnetic core. The coil is supplied with a direct current, regardless of temperature vari-ation. When the injection begins the magnetic core, which is joined to the injector needle, moves up-wards which causes a disturbance in the magnetic field. This in turn causes a voltage change in the voltage supply. By registering the change in voltage the control module can determine when the injection starts.
NOTE! These injector nozzles must not be recondi-tioned. An exchange program is in place.
2-spring injector with needle lift sensor 1 Injector holders 2 Shim 3 Thrust spring 4 Thrust pin 5 Guide 6 Thrust spring 7 Adjustment pin 8 Spring seat 9 Shim 10 Stop sleeve 11 Intermediate element 12 Jet nut
Design and function
Feed pump
If the injection pump is to work, it requires a supply of fuel at pressure. This function is carried out by a feed pump located on the left-hand side of the cylin-der block. The diaphragm feed pump is driven by the camshaft.
The feed pump has a hand pump which can be used to pump fuel to the filter and Injection pump if the en-gine is not running.
The engine (camshaft) must be in the correct posi-tion for the hand pump to work. See also “Bleeding fuel injection system”
Fuel filter
The engine fuel injection system has a fuel filter. This fuel filter is disposable, and the filter insert is made of a spirally wound paper filter.
A single or double (connected in parallel) water-sep-arating pre-filter is also available as an accessory for the fuel injection system. Double pre-filters allow filters to be replaced while the engine is running.
Return fuel cooler
Certain models are equipped with a return fuel cool-er. The cooler is the same type as that used for power steering and is loacetd on the intake water hose.
Instructions when working
with the fuel injection system
Take great care to ensure cleanliness when working with the fuel injection system. Clean the engine before removing components such as the fuel lines. Install protective caps on all connectors so that dirt cannot get into them. Inspect components in a separate room intended for that purpose.
Some procedures (checking injectors for example) require special equipment and training. If you do not have this equipment or training, have an authorized diesel workshop carry out the work.
Do NOT adjust the opening pressure or replace components in 2-spring injectors. Replace injectors instead.
If a loss of engine power is suspected take account of factors such as how fouled the hull is, the propeller type, the load and load distribution, before adjusting the pump setting.
IMPORTANT! Some components are sealed at the factory for environmental reasons. No work should be carried out on sealed components except by authorized personnel.
If seals are broken by unauthorized personnel all warranties are invalid. When work has been carried out components must be resealed (BOSCH or VOLVO PENTA), so that the authorization number (stamp number) is easily legible.
1
Clean the fuel injection pump, piping and engine around the pump.
2
Remove the fuel line/hose between the fuel injection pump and fuel filter. Disconnect the leak-off pipe from the nozzles. Plug connections.
3
Applies to KA(M)D42/43/44/300
Repair Instructions
Removing fuel injection pump
Note. Plug fuel lines and connections before disconnecting.
This procedure applies to all engines contained in this Workshop Manual.
Procedures that only apply to certain engines are indicated in the text (“Only applies to the KA(M)D44 engine”) for example.
Remove oil and fuel filter and its bracket.
4
Remove the delivery line and plug connections.
Note. The pipes are clamped together. Do not remove the clamps, remove the pipes together.
Repair Instructions
5
Does not apply to KA(M)D44/300 Remove smoke limiter hose.
6
Disconnect all electrical connectors on the pump. Note. Protect connectors from dirt.
7
Remove seawater pump.
WARNING! Risk of water entry, ensure that the sea cocks (reverse gear (transmission) engines) or the hose terminals on the shield (drive
engines) are properly closed.
8
Slacken off flange screws.
9
Remove 3 pump mounting screws. Lift off the pump. NOTE! Do not forget to remove the support bracket under the pump!
Send the pump to an authorized diesel workshop (Bosch) for inspection (if your own workshop does not have the specially trained personnel and test
Repair Instructions
Installing and setting up fuel
injection pump
Special tools: 884 895, 884 954 31/32 series: 885 199 41/42/43/44P– B/44P-C/300 series: 885 139 44P– A series: 885 139, 885 301 1Install the intermediate flange with new O-rings
(applies to the 44/300 series). On other engines install a new O-ring on the fuel injection pump. Install the fuel injection pump.
NOTE! If the stud bolts have been removed apply Loctite ®572 to their threads before reinstalling. This
reduces the risk of oil leaks.
Do not remove plugs before the fuel and delivery lines are reinstalled.
IMPORTANT! Do not turn the engine with the fuel injection pump drive gear loose, This may damage the cogs or engine speed (RPM) sensor (32/42/43).
2
Turn the pump shaft so that the hole for the flange screws corresponds to the hole in the camshaft gear (the gear can only be installed in one position). Tightening torques for flange screws 24 Nm. Install the bracket under the pump without tightening.
3
Install tool 884 895 in the flywheel housing. Turn the engine in the direction of rotation until the tool lug locks the flywheel.
Repair Instructions
4
Remove the center screw on the rear face of the fuel injection pump and install the dial indicator 884 954 with holders 885 139 (41/42/43/44/300 series) and 885 199
(31/32 series). Ensure that the indicator is pushed in 3– 4 mm.
Applies only to KA(M)D44P–A 5
Remove the pump’s reset cover. Use Torx 30 tool.
6
Screw out the center screw on tool 885 301, oil the reset piston and install the tool on the pump.
Tighten the center screw until it reaches the bottom.
Applies to all engines 7
Release the locking lug on tool 884 895 and turn the engine back (against direction of rotation)
approximately 30° (41/42/43/44/300 series) and approximately 45° (31/32 series) or until the clock “stops”.
8
Reset the clock
9
Turn the engine in the direction of rotation. Ensure that the clock does not move when the rotation begins, this is to ensure that the turning begins at “zero”.
10
When the locking pin “locks” the flywheel the dial indicator should be read off. Compare the read off value with Workshop manual “Technical data”.
11
If the injectors need to be adjusted, slacken off the pump securing nuts and turn the pump until the correct value is obtained. Turn clockwise (seen from the front) if value is too low (injection too late) and counter-clockwise if the value is too high (injection too early).
Tighten the pump and dismantle tool 885 301 (44P– A series) and reinstall the reset cover.
Repair Instructions
NOTE! The support bracket at the rear of the pump must block the cylinder block and pump before final tightening, so that no tensions are introduced.
NOTE! Donut forget to remove tool 884 895 from the flywheel housing.
12
Install fuel and delivery lines. Use new copper washers.
13
Applies only to KA(M)D42/43/44/300 install oil and fuel filter and bracket.
14
Connect all electrical connectors on the fuel injection pump.
15
Install seawater pump. Use a new O-ring. IMPORTANT! Ensure that the sea cocks (reverse gear engines) or the hose connectors on the shield (drive engines) are open.
16
Bleed fuel system.
17
Start the engine and check for leaks.
Fault-tracing fuel valve
If the engine does not stop when the ignition switch is turned to the stop position, check the following points. • Check that there is power to the stop solenoid
connector when the ignition switch is in its stop position. The cable should be live when the engine is stopped.
• Connect connector and listen for clicking. Does the valve click when stop is connected? Check the plunge function if necessary.
• Check that the cylinder block is connected to ground (– ) when the ignition switch is in its stop position on bipolar motors.
Repair Instructions
Setting up idling speed
31/32/41/42/43 series
Special tools: 998 8460
The engine should be at normal operating temperature.
that the throttle mechanism is operating normally (that the fuel injection pump throttle lever moves towards low idle when the throttle mechanism is moved to idling position and towards max when the throttle mechanism is moved towards wide open throttle.
Adjust throttle mechanism if necessary. Check the air cleaner (ACL) is not clogged.
Set up engine speed using workshop tachometer 998 8460. Do not use the boat’s instruments to set up engine speed.
IMPORTANT! Seals may only be broken by authorized personnel. When work has been carried out components must be resealed (BOSCH or VOLVO PENTA), so that the authorization number (stamp number) is easily legible.
Low idle 1
Run engine to normal operating temperature.
2
Low idle the engine and check engine speed (RPM). For engine speed (RPM), see Workshop Manual “Technical data”.
3
Adjust the engine speed (RPM) as necessary by screwing the adjustment screw (2) out or in.
High idle 5
Run engine to normal operating temperature.
6
Run the engine with no load at wide open throttle. Check that the throttle arm (1) hits the maximum engine speed (RPM) stop screw (3).
7
Check the engine speed (RPM) with a workshop tachometer. Adjust stop (3) if necessary to obtain the correct engine speed (RPM). For engine speed (RPM), see Workshop Manual “Technical data”.
8
When work has been carried out the adjustment screw components must be resealed (BOSCH or VOLVO PENTA), so that the authorization number (stamp number) is easily legible.
KA(M)D44/300 series
To set up the KA(M)D44/300 engines, see Workshop Manual “EDC fuel injection system”.
