TRAINING TIPS

AND TACTICS

Engines - Mechanical

Contents
Measuring

Dial Test Indicator

Rocker dial gauge
Micrometer
Vernier callipers

Engine data

Designation
Engine type/control system
Emission levels
Force, work, power
Torque, horsepower
Engine sub-groups - IMPACT

Camshaft & valve mechanism

Timing gears/cam markings

Camshaft
Rocker arms
Camshaft wear

11
15
19
27

41
42
43
45
47
50

53
57
59
61

Lubrication Systems

D12C
D7C
D9A oil valves
D12C & D12D oil valves
D12C/D oil cooler & cover
D12D500TC oil valves

Fuel Systems

System types
D6A system
D6A timing adjuster
D6B VP44 FIP
D7C system
D7C Bosch RP43 FIP
D7C Bosch EHAB
D7C No. 1 injector
Early D9A system
D9A feed pump & valves

65
69
73
75
77
79

83
85
87
93
101
105
111
113
115
117

Fuel Systems - cont.

D9A/D12D overow valve

D10B Bosch P8000 FIP
D12C system
Early D12D/D16C
system
Later D9A/D12D/D16C
system
D12C feed pump
Unit injectors
Early D9A/D12D/D16C fuel
lter
Later D9A/D12D/D16C fuel
lter

119
121
125
131
137
139
141
153
159

Exhaust Pressure Governor (EPG)

EPG operation
D9A EPG air control valve

163
171

Volvo Engine Brake (VEB)

Volvo Compression Brake (VCB)
VEB operation
D16C rocker arm
Checking VCB oil pressure

177
191
192

D12C turbocharger
D9A turbocharger
Turbocompound
D9A air intake system
D12C intercooler

195
197
203
207
209

Turbochargers

Cooling Systems

D9A/D16C drive belts

D12C drive belts
D12C cooling system
D12C coolant pump & lter
D16B cooling system
D16C cooling system
D16C fan drive

213
215
217
225
227
231
235

Introduction
About this
Pocket guide

This guide is intended as a memory jogger for the

knowledge you have gained during your training course.
The guide includes a summary of the material covered in:

Engines - Mechanical

Danger,
Warning,
Caution &
Note

In this guide, risk of injury or damage is indicated by the

following headings:
DANGER - indicates a risk of serious personal injury or
death.
WARNING - indicates a risk of personal injury, or severe
product damage.
CAUTION - indicates risk of product damage.
Note - draws attention to special methods or particular
features.
Read and implement all DANGER, WARNING and
CAUTION instructions.

Replacement
parts

When replacement parts are required, it is essential that

only Volvo genuine parts are tted. If Volvo genuine parts
are not used:
- safety features embodied in the vehicle or components
may be impaired.
- performance and/or operation of the vehicle or
components may be adversely affected.
- Volvo warranty terms may be invalidated.

Specication

Volvo are constantly seeking ways to improve their

products, and alterations take place accordingly.
Whilst every effort has been made to ensure the accuracy
of this guide, it should not be regarded as an infallible guide
to current specications of any product.
Neither Volvo, nor the supplier of this guide shall, in
any circumstances, be held liable for inaccuracy or the
consequences thereof.

Copyright

All rights reserved. No part of this publication may be

reproduced, stored in a retrieval system, transmitted or
copied without written permission from Volvo Truck & Bus
Ltd.
Volvo Truck & Bus Ltd. 2005

Measuring
9

Measuring
1
2
3
4
5
6
7
8

10

Measuring
Dial Test
Indicator (DTI)identication

1. Lock for the scale

2. Adjustable tolerance marks
3. Pointer
4. Turn pointer
5. Scale
6. Mounting tube
7. Measuring spindle
8. Probe

11

Measuring

12

Measuring
DTI readings

1. The DTI is showing - 0.93 mm.

2. The DTI is showing - 0.34 mm.

13

Measuring
1

4
14

Measuring
Rocker dial gauge
- identication

1. Fixing device
2. Rotating scale
3. Change of measurement direction
4. Lever/probe

15

Measuring

16

Measuring
Using the rocker
gauge

Measurement
error

The rocker gauge can be used to check:

- gear wheel backlash
If the gauge is used incorrectly, the measurement will be
wrong:
1. Correct - error = 0%
2. 300 - error = 13%
450 - error = 30% (Not illustrated)
3. 600 - error = 50%

17

Measuring
1
2
3
4
5

1. Fixed measuring anvil

2. Clamp
3. Adjustable measuring spindle
4. Lock
5. Sleeve, with main scale
6. Counter, with rotating Vernier scale
7. Friction thimble

7
18

Measuring
Micrometer
usage
Different types

A micrometer is used when greater accuracy is required

- e.g. measuring shim thickness.
Different types are available - e.g. for measuring inside
dimensions, outside dimensions or depth.
Different measurement ranges are available - e.g.
0 - 25 mm, 25 - 50 mm, 50 - 75 mm.
All micrometers have a friction thimble, which should
always be used to move in the spindle without applying too
much force.
The clamp is insulated to prevent heat from your hand
inuencing the measurement.

When using:

- avoid touching the measuring spindle.

- zero the micrometer before use
- before removing the micrometer from the object, lock the
spindle.
19

Measuring
1

2
20

Measuring
A micrometer has two scales:
- a main scale on the sleeve.
The sleeve top scale (1) is in increments of 0.5 mm - the
bottom scale (2) is in increments of 1.0 mm.
- a rotating Vernier scale (3) on the counter.
Micrometer accuracy

On micrometers we normally use, the Vernier scale (3) is

in increments of 0.01 mm - so this is the accuracy of this
micrometer.
One complete turn of the counter represents 0.50 mm, so
two full turns are required to close the jaws by 1.00 mm.

21

Measuring
0.5

0.35

2.0
22

Measuring
Taking a reading

1. Note the last graduation visible on the lower main scale,

immediately to the left of the counter.
2. If a graduation is visible on the upper main scale, this
represents 0.5 mm, and must be added to the total.
3. Note the reading from the Vernier scale.
4. Add all readings together.
In the above example:
The last graduation visible to the left of the counter on the
shank lower scale is 2.00 mm
A 0.50 mm graduation is visible to the left of the counter on
the shank upper scale.
The vernier scale is reading 0.35 mm.
Added together, these = a total measurement of - 2.85 mm.

23

Measuring

24

Measuring
Example
measurements

The illustration examples above are showing the following

readings:
1. 11.65 mm
2. 21.52 mm
3. 9.41 mm

25

Measuring
1

1. Measuring contacts (inner

measurement)

2. Measuring contacts (outer

measurement)

3. Sliding Vernier scale

4. Lock screw

5. Main scale
6. Depth rod - for depth
measurement

26

Measuring
Vernier callipers
- using

Before measuring, close the measuring contacts and check

that:
- the contacts are parallel
- the scale reading is zero

Vernier callipers
- accuracy

The accuracy of vernier callipers is - 0.05 mm.

27

Measuring
15.00mm

15.80mm

mm

0.80mm

28

Measuring
Vernier reading
example 1

1. Note the last graduation on the main scale immediately

to the left of the zero on the Vernier scale - 15.00 mm.
2. Note the graduation on the Vernier scale which exactly
lines up with any graduation on the main scale - 0.80 mm.
The dimension of an object between the jaws is 15.80 mm.

29

Measuring

37.00 mm

0.46 mm

30

Measuring
Vernier reading
example 2

1. Note the last graduation on the main scale immediately

to the left of the zero on the Vernier scale - 37.00 mm.
2. Note the graduation on the Vernier scale which exactly
lines up with any graduation on the main scale - 0.46 mm.
The dimension of an object between the jaws is 37.46 mm.

31

Measuring

34.00 mm

0.60 mm

32

Measuring
Vernier reading
example 3

1. Note the last graduation on the main scale immediately

to the left of the zero on the Vernier scale - 34.00 mm.
2. Note the graduation on the Vernier scale which exactly
lines up with any graduation on the main scale - 0.60 mm.
The dimension of an object between the jaws is 34.60 mm.

33

Measuring

34

Measuring
Vernier reading
example 4

1. Note that the zero on the Vernier scale lines up with

40.00 mm on the main scale.
2. Note also that the ten on the Vernier scale lines up with
a graduation on the main scale.
The dimension of an object between the jaws is 40.00 mm.

35

Measuring
1

External

Internal

Depth

36

Measuring
Vernier
measurement
positions

The correct measurement positions for the Vernier callipers

are:
1, 5, 9

37

38

Engine Data
39

Engine Data

D6*000888
D = Diesel
9 = 9 litre
A = Generation

D12C

D12C Mk3

40

Engine Data
Designations - 1

Older engine variants were prexed TD which indicated

turbo-diesel.
All Volvo diesel engines have a turbocharger. The T has
been dropped from the designations of later engines.
All Volvo diesel engines have an intercooler. The F - used
in early engine designations - e.g. TD 101F - has been
dropped from the designations of later engines.

Designations
- example

Engine ID
location

D = Diesel
9 = 9 litre
A = Generation
Engine ID and serial number is located on the cylinder
block - usually on the N/S.

41

Engine Data
Engine type/
control system

D6A - no electronic control. Mechanical throttle linkage.

D10B - Electronic Diesel Control (EDC). Electronic Control
Unit (ECU) located on O/S cylinder block, below inlet
manifold.
D7C - EDC. ECU located on N/S cylinder block, next to
injection pump.
D16B - EDC. ECU located on O/S cylinder block, below
injection pump.
D12C Mk III - Marked C3*. Fitted with overhead camshaft
and Unit Injectors (UI). Control system designated Engine Management System EMS (UI) system.
D9A, D12D and D16C engines are all based on the D12C
design. ECU on cylinder block N/S.
42

Engine Data
Emission levels

Euro 1

Euro 2

Euro 3

D6A
D6B 180,220,250
D7C 250,290
D9A 260,300,
340, 380
D10B 320,360
D12A 340, 380,
420
D12C 340, 380,
420, 460
D12D 340, 380,
420, 460,
500
(turbo-compound)
D16B 470, 520
D16C 550, 610

43

Engine Data
MASS

MASS

FORCE

FORCE

DISTANCE
LIFTED

DISTANCE
SLID

Work = Force x Distance - ft lbs

44

Engine Data
Mass

Mass is the measure of how much matter an object or body

contains - i.e. the total number of electrons, protons and
neutrons.
Mass is important when calculating rate of acceleration.

Force

Force is a measure of pressure applied to an object. Force

does not require the object to move. Force is measured in
Newtons (N) or pounds (lb).

Work

Work is force in motion. For work to be performed, the object

must move. The measure of work is the weight of the object
and the distance moved - WORK = force x distance: footpound (ft-lb).
E.g. Work done to raise a load of 600 lb to a height of 6 ft =
3600 ft-lb.

Power

Power is the rate or speed at which work is done. The more

power that is generated, the more work is done in a given
time.
45

1 N = 0.225 lb
1 lb = 4.448 N

Engine Data
1300

Torque Nm

1200
1100
1000

D7C 290

900

D7C 250

800
700

900 1000 1200 1400 1800 1900 2000 2200

Typical torque curves

rev/min

46

Engine Data
Torque

1Nm = 0.737 lb-ft

1lb-ft = 0.113 Nm

Horsepower

Torque is one way to measure work.

Torque is a measurement of rotational or twisting force
expressed in units of force multiplied by the distance from
the axis of rotation.
E.g. a force of 10 lb applied to the end of a lever 1 foot
long, results in a torque of 10 lb-ft.
Torque is measured in Newton-metre (Nm), or pound feet
lb-ft
During early observations, James Watt found that one
average horse could raise 33,000 lb by 1 foot in 1 minute:
1 horsepower is the amount of power needed to perform
33,000 ft-lb of work in 1 minute.
Depending on where and how it is measured, several
versions of horsepower can be found:

47

Engine Data
Power kW
225

hp calculated from torque:

D7C 290

200

D7C 250

175
150

hp =

Torque x rev/min
5252

1 kw = 1.341 hp
1 hp = 0.746 kW

125
100
75
900 1000 1200 1400 1800 1900 2000 2200

Typical power curves

rev/min

48

Engine Data
Indicated
horsepower - IHP

Brake
horsepower
- BHP

Road/effective
horsepower

Indicated horsepower is the power resulting from pressures

developed in the cylinders.
IHP takes no account of frictional losses which occur
inside the engine, and in engine driven components.
Brake horsepower is the useable power available at the
engine ywheel - IHP minus engine frictional losses.
BHP is calculated from the torque measured by an engine
dynamometer, in which a brake applies a load to a shaft
connected to the ywheel.
BHP is commonly used to specify and compare engine
power outputs.
In metric units, power is expressed in kiloWatt (kW).
Road, or effective, horsepower is the useable power
available at the driving road wheels - BHP minus
transmission frictional losses.

49

Engine Data
Engine subgroups
IMPACT

20 = General
21 = Engine
22 = Lubricating and oil system
23 = Fuel system
25 = Intake and exhaust system
26 = Cooling system
27 = Engine controls
29 = Miscellaneous

50

Camshaft and Valve mechanism

51

Camshaft & valve mechanism

1

D9A

52

Camshaft & valve mechanism

Timing gears

D9A

All engine timing gears are helical cut - i.e. the shape of
each tooth is part of a helix or spiral.
Helical cut gears are used primarily because they run more
quietly than straight cut or spur gears.
A disadvantage is that the teeth are always subject to an
axial force.
1 - camshaft
2 - camshaft bearing
3 - inlet cam
4 - injector cam
5 - exhaust cam

53

Camshaft & valve mechanism

2
1

EPG

D12A/C/D, D16C

VCB

54

Camshaft & valve mechanism

D12A/D/C, D16C

Exhaust Pressure
Governor (EPG)

Markings on camshaft ange (1) are:

- TDC
- Digits 1 - 6 (cylinders)
With a digit, 1 - 6, aligned with cap marking (2), set INLET
valve, EXHAUST valve and INJECTOR, for the respective
cylinder.

Volvo
Compression
Brake (VCB)

Markings on camshaft ange (1) are:

- TDC
- Digits 1 - 6
- V1 - V6
With a digit, 1 - 6, aligned with cap marking (2), set INLET
valve, and INJECTOR, for the respective cylinder.
With a V1 - V6, aligned with cap marking (2), set EXHAUST
valve for the respective cylinder.
55

Camshaft & valve mechanism

C
A

Cam prole
56

Camshaft & valve mechanism

Seven bearings

Volvo
Compression
Brake (VCB)
camshaft
Cam prole

The camshaft, which rotates at half engine speed, runs in

seven bearings, with detachable caps (1).
The shells for the front bearing have integral thrust
washers.
Note: the camshafts for VCB and non-VCB engines are
different: the camshaft for VCB engines has additional, low
prole, compression and decompression lobes.

A = Max. lift
B = Base circle
C = Cam lift, A minus B

57

Camshaft & valve mechanism

A
B

58

Camshaft & valve mechanism

Bearing/roller
clearance

A = bearing clearance
B = rocker arm roller clearance
It is important that these clearances are correct.
Refer to IMPACT - Specications - for correct dimensions.

59

Camshaft & valve mechanism

C
A

60

Camshaft & valve mechanism

Camshaft wear
Information

When assessing camshaft wear, refer to Service bulletin

215-19-03, and to Impact ref. 2154.
In the above illustrations, wear patterns A and B are
acceptable - scratching and uneven wear does not mean
that the camshaft must be renewed.
C wear pattern is not acceptable - the camshaft must be
renewed.

61

62

Lubrication Systems
63

Lubrication systems
11

10

12

13

6
1

8
7

14
64

Lubrication systems
D12C - valve
functions

1. Regulator valve - controls the engine oil pressure;

excess oil is fed back to the sump.
2. Overow valve - opens if by-pass lter (8) becomes
blocked. This ensures continued lubrication for the
turbocharger.
3. Piston cooling valve - is pressure sensitive, and opens
just above normal idling oil pressure.
4. Overow valve - opens if full ow lter (7) becomes
blocked. This ensures continued lubrication for the engine.
5. Over pressure valve - opens if the pressure becomes too
high - e.g. cold weather start.
6. By-pass valve - opens to allow oil to by-pass the oil
cooler during warm up. This ensures that oil is delivered as
soon as possible, and warm up time is reduced.
The valve is thermostatically controlled by sensing oil
temperature.

65

Lubrication systems
11

10

12

13

6
1

8
7

14
66

Lubrication systems
D12C - system
operation

Gear driven pump (14) forces oil through full ow lter (7)
and by-pass lter (8), via oil cooler (12).

From the lters, oil is fed to the main gallery in the cylinder
block and from there via channels to all components
needing lubrication.
Oil reaches the camshaft and valve mechanism via vertical
channels in the cylinder block and cylinder head.
If the engine is tted with a Volvo Compression Brake
(VCB), oil passes through regulating valve (11).
Compressor (9) is lubricated via an external hose
connected to the lter housing.
Turbocharger (10) is lubricated via an external hose
connected to the by-pass lter.

67

Lubrication systems
10
11
3
2

13

1
9

4
6

12

14
5

68

Lubrication systems
D7C - valve
functions

1. Overow valve - opens if full ow lter (8) becomes

blocked. This ensures continued lubrication for the engine.
2. By-pass valve - opens at a pressure slightly above
normal idling pressure, to allow oil to ow to the by-pass
lter.
3. Regulator valve - controls the engine oil pressure;
excess oil is fed back to the sump.
4. Piston cooling valve - is pressure sensitive, and opens
just above normal idling oil pressure.
5. Over pressure valve - opens if pressure becomes
excessive on the piston cooling side of the oil pump.
6. Over pressure valve - opens if pressure becomes
excessive on the lubricating oil side of the oil pump.

69

Lubrication systems
10
11
3
2

13

1
9

4
6

12

14
5

70

Lubrication systems

D7C - system
operation

Note: The D7C oil pump differs from other Volvo engine
pumps: it has three gears and two outlets.
One outlet is for the main lubrication system, and the other
is for the piston cooling system.
Oil from pump outlet (7) is fed to the bottom of the cylinder
block, via a pipe, and then to full ow lter (8).
From the lter, oil is fed to the main gallery in the cylinder
block and from there via channels to all components
needing lubrication.
Oil from pump outlet (14) is fed to the oil cooler, via a pipe,
and then to piston cooling channel (12).
From valve (2) on the full ow lter bracket, oil is fed to bypass lter (9); excess oil returns to the sump.
Oil for lubrication of the compressor, injection pump (11),
and turbocharger (10) is supplied via external pipes. 71

Lubrication systems
3

2
5

6
1
72

Lubrication systems
D9A - oil valves

1. Safety valve - oil pump. Marking - purple.

2. Overow valve - by-pass lter. Spring free length
69 mm.
Spring length with load of 13 - 15 N (1.3 - 1.5 kgf) 40 mm.
3. Control valve - oil cooler. Marking - 124.
4. Reduction valve - oil pressure. Marking - blue.
5. Overow valve - full ow lter. Spring free length 69 mm.
Spring length with load of 13 - 15 N (1.3 - 1.5 kgf) 40 mm.
6. Opening valve - piston cooling. Spring free length
112 mm.
Spring length with load of 95 N (9.5 kgf) 63 mm.
7. Control valve - piston cooling. Spring free length
112 mm.
Spring length with load of 60 N (6.0 kgf) 84 mm.

73

Lubrication systems
5

74

Lubrication systems
D12C and D12D
- oil valves
340/380/420/460
safety valve

1. Safety valve. Marking - yellow.

2. Control valve - oil cooler. Marking - 124.

3 &5. Overow valves - oil lter. Spring free length 69 mm.

Spring length with load of 13 - 15 N (1.3 - 1.5 kgf) 40 mm.
4. Piston cooling valve. Marking - orange.
6. Reduction valve - oil pressure. Marking - blue.

75

Lubrication systems
2
1

A
76

Lubrication systems
Oil cooler and
cover D12C/D

By increasing the number of discs (1) from six to seven, the

oil cooling capacity has been increased.
This results in increased depth (A).
A new cover (2) has a smooth exterior because the
reinforcement ribs are now on the inside.
CAUTION Do not t the new cover to the early type oil
cooler: this will reduce coolant ow through the cooler.
Note: The oil cooler is a common area where leaks can
allow oil and water to mix.

77

Lubrication systems

4
78

Lubrication systems
Oil valves D12D500TC
(Turbocompound)

The main differences on D12 D500 TC are around the oil

lter housing.
The turbo-compound unit is lubricated with oil from the bypass lter via hose (1).
The turbocharger is lubricated with oil from the full ow lter
via hose (2).
The piston cooling system is optimised and controlled by
two slide valves.
Valve (3) is a control valve that provides a constant piston
cooling pressure, regardless of engine speed. D9A has the
same feature.
Valve (4) is a pressure sensing on-off valve.

79

80

Fuel Systems
81

82

Fuel systems
System types

Conventional fuel system using full mechanical operation

with timing adjuster. Used on D6A.
Conventional fuel system using electronic control with
timing adjuster. Used on D10B and D16B - designated
EDC.
In-line injection pump controlled by the engine
management system. Used on D7C - designated EMS.
Rotary injection pump controlled by the engine
management system. Used on D6B - designated EMS.
Unit injector system controlled by the engine management
system. Used on D9A, D12A/C/D and D16C - designated
UI system

83

1
6

84

Fuel systems
D6A fuel system

This is a conventional fuel system using full mechanical

operation.
The fuel injection pump (FIP) is driven from the timing gear
train, via a mechanical injection timing adjuster.
Fuel lift pump (1) draws fuel from tank (2) through strainer
(3). Pressurised fuel is fed through two fuel lters (4), and
into FIP (5).
FIP (5) delivers fuel at high pressure to each injector (6).
Excess fuel from the injectors returns to pressure regulating
valve (7) on the return side of the system.
This fuel returns to the tank with excess fuel from the FIP.

85

Fuel systems

6 5

2
3

8
86

Fuel systems
D6A timing
adjuster

With the exception of D6A180, all D6A engines have an

injection timing adjuster assembly (1), which is attached
directly to the pump camshaft.
(On D6A180, the adjuster assembly is replaced by an
intermediate shaft).
The fuel injection pump (FIP) mounting ange is attached to
the adjuster assembly housing (2). The adjuster housing is
attached to the engine timing gear housing (3).
FIP drive gear (4) has oval holes for attachment screws (5), to
allow adjustment of injection timing. Cover (6) is removed to
gain access to screws (5).
The instruments used for adjustment and testing of injection
timing receive their signals from indicator (7).
For nal attachment adjustment the rear support bracket (8) is
in two parts.
CAUTION To prevent tension at the attachment points, the
FIP must be retted in accordance with service instructions in
IMPACT.
87

Fuel systems
2
1

9
7

3
4

6
5

5
3

88

Fuel systems
D6A timing
adjuster
assembly

Adjuster hub (1) is attached to the fuel injection pump (FIP)

camshaft.
The FIP drive gear is attached to outer connecting ange
(2). Hub (1) and ange (2) can move angularly in relation to
each other.
This angular movement (timing adjustment) is regulated by
eccentric bushes (3) and (5).
Large bushes (3) are attached to stub shafts (4) which are
part of centrifugal weights (7).
Small bushes (5) are located in large bushes (3). Stub
shafts (6), which are part of small bushes (5), locate in
ange (2).
Outward movement of weights (7) is regulated by springs
(8).
Indicator (9), for monitoring injection timing, is attached to
hub (1).

89

Fuel systems

C
90

Fuel systems
D6A timing
adjuster
operation

D6A FIP timing

tool location

Diagram (A) shows the injection timing adjuster at low

engine speed.
The centrifugally operated weights are held inwards by
the springs, and no movement takes place between the
eccentric bushes.
Diagram (B) shows the injection timing adjuster when
engine speed is high enough to provide the centrifugal
force needed to cause the weights to move out to their
limit.
The movement of the eccentric bushes results in an
relative angular movement between the adjuster hub and
connecting ange.
The angular movement is 3, which doubles to 6 between
the engine and fuel injection pump (FIP).
The arrow in illustration (C) shows where special tool
9987057 should be located when checking FIP timing.

91

Fuel systems
1

2
3

11
4

10
7

92

Fuel systems
D6B VP44 Fuel
Injection Pump
(FIP) - main
components

Radial pump with

PCU

1. Fuel Pump Control Unit (PCU)

2. Pump speed and angle sensor
3. Drive shaft
4. Fuel supply vane pump
5. Cam ring
6. Supply pumping plungers
7. Plunger rollers
8. Timing device
9. Timing pulse solenoid valve
10. Snubber valve
11. High pressure solenoid valve - fuel metering
This fuel injection pump (FIP) is an electronically controlled
radial plunger pump. The pump has an inbuilt Fuel Pump
Control Unit (PCU) which contains fuelling, timing and
diagnostic data. The PCU communicates with the engine
ECU, which supplies e.g. throttle position data.

93

Fuel systems
1

2
3

11
4

10
7

94

Fuel systems

D6B VP44 FIP

- operation

An external, electrically driven, pump feeds fuel from the

tank to the FIP at a max. pressure of 80 kPa (0.8 bar). The
FIP also has an internal vane type supply pump (4).
The rotating shaft (3) carries six equally spaced and
radially opposed pumping plungers (6).
The stationary cam-ring (5), has six equally spaced lobes
on the inside diameter. At the outer end of each piston is
a roller (7) which follows the inner diameter of the camring. When a roller passes over a cam lobe, the plunger is
pushed inwards, and pressurises fuel in the fuel delivery
chamber and distribution port .
The distribution port is formed in the fuel distributor, which
is part of the rotating assembly.
As the assembly rotates, the distribution port aligns with
one of six delivery ports, to deliver fuel to the injectors at
exactly the right time and in the right sequence.

95

Fuel systems
1

2
3

11
4

10
7

96

Fuel systems
D6B VP44 FIP operation, cont.

The rotational position of the cam-ring can be altered, so

that the plunger rollers meet the cam lobes earlier or later,
thereby advancing or retarding injection timing.
Fuel pressure acting on timing piston (8) moves the camring. Fuel pressure is supplied by vane pump (4), and
controlled by solenoid valve (9). A pulsed signal from the
PCU controls the valve. Increasing pressure moves the
piston further, and injection timing is advanced.
Solenoid valve (11) controls a fuel metering valve, which
controls fuel supply to the pumping chamber.
When the chamber is charged with fuel, the valve closes
and pressurisation begins.
When the programmed amount of fuel has been injected,
the valve opens, and injection stops instantaneously.
The cycle then repeats for the next cylinder.
This pump is able to generate pressures at the injector of
1500 - 1850 bar.
97

Fuel systems

A
1

2
3

11
4

10
7

98

Fuel systems
D6B VP44 Fuel
Injection Pump
- service note

A fault in cable (A), which connects sensor (2) to fuel pump

control unit (1) is a common cause of pump failure.

99

Fuel systems
3
2

4
9

100

Fuel systems

D7C fuel system

1. Fuel lter
2. Valve housing - hand pump
3. Hand pump
4. Bleed nipple
5. Feeder pump
6. Hand pump - behind ECU
7. Fuel shut-off valve
8. Overow valve
9. Tank strainer

101

Fuel systems
3
2

4
9

102

Fuel systems
D7C fuel system

The fuel injection pump FIP is ange mounted and bolted

to the timing gear backplate on the LH of the engine.
Fuel lter (1) is attached to a bracket at the front of the
engine.
A hand pump (3) and bleed nipple (4) are located on lter
housing (2).
(There is also a hand pump (6), behind the ECU, on the
FIP).
Feed pump (5) draws fuel from the tank via strainer (9) and
electro-hydraulic fuel shut-off valve (7).
From the feed pump, fuel is fed through lter (1), and into
the FIP via shut-off valve (7).
Return fuel from the FIP passes through the shut-off valve
and overow valve (8), and back to the tank.
The leak-off line from the injectors is connected to the FIP
via the suction line connection.

103

Fuel systems

5
1

4
6

7
9
10

104

Fuel systems
D7C Bosch RP43
injection pump

1. Pump plunger
2. Control-sleeve
3. Control-sleeve actuator
4. Control-sleeve shaft
5. Pump barrel
6. Control rack - fuel quantity
7. Control rack actuator
8. Control rack position/movement sensor
9. Camshaft
10. Camshaft speed sensor

105

Fuel systems

5
1

4
6

7
9
10

106

Fuel systems
D7C Bosch RP43
injection pump

Injected fuel
quantity

This pump is a development of conventional electronically

controlled in-line pumps, designed to further reduce
exhaust emissions and improve fuel economy. These
pumps are known as control-sleeve pumps.
In addition to electronic control of injected fuel quantity,
control sleeve pumps have electronic control of injection
timing.
As in basic in-line pumps, injected fuel quantity is altered
by rotating pump plungers (1). The plungers are rotated
by control rack (6), which is moved by actuator (7), in
response to signals from the engine ECU.

107

Fuel systems

5
1

4
6

7
9
10

108

Fuel systems

D7C Bosch RP43

injection pump

Injection timing

A control sleeve (2), which has a conventional spill port, is

located around each pump plunger.
Injection timing is advanced or retarded - relative to the
position of the cam - by altering the vertical position of the
control sleeve.
The vertical position of the sleeves is altered by sleeve
control shaft (4), which is rotated by actuator (3) in
response to signals from the engine ECU.

109

Fuel systems

Volts = 24

Volts = 0
110

Fuel systems

D7C Bosch RP43

injection pump
- electrohydraulic
shut-off valve
(EHAB)

Modern fuel pumps operate at very high injection

pressures.
Conventional shut-off devices cannot provide the
instantaneous collapse of pressure required to ensure rapid
engine stop.
When energised with 24 V, the EHAB valve is set for
normal fuel ow.
When de-energised - start key off - fuel ow through the
valve is reversed, and the fuel supply pump draws fuel
back out from the injection pump.
Fuel gallery pressure rapidly drops, and the engine stops
within 2 seconds.
Note: When bleeding the fuel system the valve must be
energised - start key at drive position.

111

Fuel systems

112

Fuel systems
D7C Injector
No. 1 - needle
movement

As previously explained, control-sleeve injection pumps

can electronically control injection timing by altering the
position of control sleeves.
The control signal is fed from the engine ECU to the control
shaft actuator.
This signal is calculated by the ECU according to engine
load and speed.
An important reference for the calculation is a signal fed to
the ECU representing the instant injection starts.
This signal is provided by a needle movement sensor in
No. 1 injector.
At the instant the needle starts to move upwards, a signal
is induced in the sensor coil and fed to the ECU, indicating
the start of injection.

113

Fuel systems
7

10

Early D9A

8
6
3

11

4
9

1
12

114

Fuel systems

Early D9A fuel

system - fuel ow

Feed pump (1) draws fuel through strainer (2) in the

combined tank unit, past electric fuel pump (3) into lter
housing (9).
If a pre-lter (4) and water separator (5) are tted, fuel
ows through these components, through ECU cooling loop
(6) up to the fuel manifold.
In the manifold, fuel from the tank is mixed with fuel
returning from cylinder head passage (8) - via overow
valve (7) to the suction side of feed pump (1).
The feed pump forces fuel through main lter (9) up to
cylinder head passage (8). This passage supplies fuel to
each injector via an annular groove around the injector
body.
Overow valve (7) regulates fuel feed pressure to the
injectors.
Non-return valve (11) in electric pump (3) ensures that fuel
does not return to the tank when the engine is stopped.

115

Fuel systems
1

13

12

12
2
116

Fuel systems

D9A fuel system

- feed pump and
valves

Feed pump (1) is a gear type pump attached to the rear of

the power steering pump, and driven by the power steering
pump shaft.
Safety valve (12) allows fuel to ow back to the suction side
if delivery pressure is too high - e.g. if the lter is blocked.
Non-return valve (13) opens when electric pump (3) is in
use.

117

Fuel systems

3
118

Fuel systems
Overow valve
- D9A /D12D

Overow valve (1), attached to the front of the cylinder

head, regulates the fuel pressure to the injectors.
Fuel ows from the valve to distributor housing (2), where it
mixes with fuel being drawn from the suction side (3) on the
way to the feed pump.

119

1
2

120

Fuel systems

D10B fuel system

- Injection pump

This pump is a Bosch P8000 unit, with electronic

positioning of the control rack- EDC.
A signicant feature of this pump is the fuel supply path to
the pump elements.
With the usual supply path, fuel enters the pump at
one end, and feeds each element one after the other in
sequence, then leaves the pump at the opposite end after
feeding the last element.
With the high pressures used in this pump, this supply
method can lead to signicant differences in the
temperature of fuel supplied to the rst and last cylinder.
Individual element pressures can also be affected by
adjacent elements.
These adverse factors are overcome by using cross-ow
element supply (2), where each element has an isolated
supply from a common supply channel.

121

1
2

122

Fuel systems

D10B fuel system

- Injection pump

3. Overow valve
4. Electronic control rack actuator.
In place of the mechanical governor, the control rack
position - and, therefore injected fuel quantity - is controlled
by an electronic actuator. The actuator positions the rack in
response to a PWM signal from the engine ECU.
5a. Location for special tool 9998190 - A & B lights for
injection timing check.
5b. Camshaft speed sensor ring, which has 7 teeth - one
for each cylinder, plus an extra tooth identifying No. 1
cylinder.
6. Manual feed pump used for bleeding the system.
7. Mechanical feed pump - actuated by a push-rod from the
pump camshaft. The pump has two non-return valves and
a spring return piston.

123

10

15

13
11

12

D12C
2

14

16

124

Fuel systems
Fuel system
- D12C

This system has unit injectors (1), and gear type feed pump
(2) replacing the in-line pump and conventional injectors.
Injection pressure - which is much higher than that
in conventional systems (c. 1500 bar) - is developed
mechanically by cams on the engine camshaft acting, via
rocker arms, on the injector pumping units.
The injectors are electronically controlled by signals from
the engine ECU, which control injected fuel quantity and
injection timing.

Fuel ow

Gear driven feed pump (2) draws fuel through tank strainer
(3), via non-return valve (4).
All fuel is drawn through ECU cooling loop (5) before
reaching the pump.

125

10

15

13
11

12

D12C
2

14

16

126

Fuel systems
Fuel ow - D12C
-cont.

From the pump, fuel is fed through lter (6), and up to the
injector gallery (7) in the cylinder head.
Fuel enters the injectors via annular spaces around each
injector.

Priming pump

A manual priming pump (8) is located on the lter head.

Overow valve

An overow valve (9), in the outlet from the fuel gallery,

regulates the feed pressure in the system.

127

10

15

13
11

12

D12C
2

14

16

128

Fuel systems
Bleed/drain
nipples - D12C

Feed pump
valves

Bleed nipples (10) and (11) are tted to the cylinder head
and lter head.
A drain nipple (12) is tted to the lter head. This can
be used for draining fuel from the cylinder head injector
gallery.
Non-return valve (13) opens when the priming pump is
being used, to allow fuel to by-pass the feed pump gears.
Safety valve (14) opens to allow fuel back to the suction
side of the pump when pressure beyond the feed pump is
too high - e.g. if the lter is restricted.
Air vent (15) allows continual ventilation back to the tank
when the engine is running.

Non-return valves

Non-return valves (16) allow the priming pump to operate.

Non-return valve (4) prevents fuel ow back to the tank
when the engine is stopped.
129

Early D12D, D16C

10
8

7
11
3
9

13

16
5
17
15

12

14
2

18
130

Fuel systems

Fuel system early D12D, D16C

Drain nipple

Gear driven feed pump (1) draws fuel through tank strainer
(2), through electric priming pump (3) and non-return valve
(4).
Fuel then passes through pre-lter/water separator (5), and
through ECU cooling loop (6).
At junction (7), fuel from the tank mixes with return fuel
from cylinder head gallery (8), and is drawn into pump (1).
From the pressure side of pump (1), fuel is fed through lter
(9), and up to gallery (8) via the lter head.
Overow valve (10) controls the pressure in the injector
gallery.
Drain nipple (11), on the lter head, can be used for
draining fuel from the cylinder head injector gallery.

131

Early D12D, D16C

10
8

7
11
3
9

13

16
5
17
15

12

14
2

18
132

Fuel systems

Fuel system early D12D, D16C

Electric fuel
pump

Electric pump (3) is used for:

- bleeding the system via the permanent vent pipe.
- draining water from the water separator.
The pump is activated by dashboard switch (12).
Bleed and drain operations are described later.

Pressure sensor

A fuel feed pressure sensor (13) is tted to the lter head,

and measures the fuel pressure after the lter - i.e. a
restricted lter will give a low pressure reading.
Safety valve (14) opens to allow fuel back to the suction
side when pressure beyond the feed pump is too high - i.e.
if the lter is restricted.

133

Early D12D, D16C

10
8

7
11
3
9

13

16
5
17
15

12

14
2

18
134

Fuel systems

Non-return valve (15) opens when the electric priming

pump is being used, to allow fuel to by-pass the feed pump
gears.
Non-return valve (4) prevents fuel ow back to the tank
when the engine is stopped.
Air vent valve (16) allows continual ventilation back to the
tank when the engine is running, and allows fuel return to
the tank during bleeding.

Level sensor

Drain valve

Level sensor (17) senses the level of water in the water

separator. If the water level is too high, the yellow info.
lamp is lit and a message is displayed.
Water is drained via electrically controlled drain valve (18).

135

6
3

Later D9A, D12D,

D16C

1
5

136

Fuel systems

Fuel system
- later D9A, D12D,
D16C
Fuel ow

Gear driven feed pump (1) draws fuel through tank strainer
(2). Fuel then passes through ECU cooling loop (3), and on
to feed pump (1), via water separator (4).
From the pump, fuel is fed through lter (5), and up to the
injector gallery in the cylinder head.
Fuel enters the injectors via annular spaces around each
injector.

137

1
2

138

Fuel systems
D12C fuel feed
pump
Shaft seals

The gear type pump is driven from the engine timing gears.

The drive shaft has two seals - one for fuel and one for oil.
If the fuel seal leaks, fuel will drain back into the timing
case and contaminate the oil.
If the oil seal leaks, oil will contaminate the fuel.

Pump valves

1. Non-return valve
2. Return valve
3. Pressure regulating valve

139

Fuel systems
1

2
2

140

Fuel systems
Unit injectors

The above illustration shows the three types of unit injector

in use in Volvo truck engines:
A - Lucas
B - Bosch
C - Delphi
Although different in construction, the principle features and
operation are the same.
Each injector is a unit made up of a:
1. Pump assembly
2. Fuel control valve
3. Injector

141

Fuel systems
1

Delphi E1

A
142

Fuel systems
Unit injectors cont.

Delphi E1
injectors

The centre part of the unit is housed within the cylinder

head. An annular groove around the injector body aligns
with the fuel supply gallery (1) which runs the length of the
cylinder head.
Delphi type E1 unit injectors are tted to D9A and D12D
engines, and differ signicantly from Lucas and Bosch
injectors.
The main difference is that the fuel control valve is located
within the injector body.
This results in a more compact and lighter unit, with shorter
internal channels providing faster response.
Each Delphi injector has a manufacturing tolerance, the
code for which is marked on the electrical connector (A).
Whenever an injector is renewed, the tolerance code must
be programmed into the engine ECU using VCADSPro.

143

Fuel systems
1

5
6

144

Fuel systems
Unit injectors
operation - timing
and fuelling

Operation ll phase

The stroke of plunger (5) is constant, so the amount of fuel

entering chamber (6) is also constant.
However, the amount of fuel injected into the combustion
chamber is determined by control valve (2), which opens and
closes the path from the fuel gallery to the chamber.
The valve is normally open, and is closed by solenoid (2) in
response to a pulsed signal from the engine ECU.
The start of the signal controls the start of injection.
The duration of the signal controls the amount of injected
fuel. Signal start and duration are calculated by the ECU in
response to incoming signals from - e.g. throttle position, other
sensors, other ECUs.
The engine ECU is not sending a signal to fuel control valve
solenoid (1), so valve (2) is open.
The position of cam lobe (3) allows return spring (4) to draw
back plunger (5).
Fuel ows in from the gallery via the annular grooves, past fuel
control valve (2), and into plunger chamber (6).

145

Fuel systems
1

4
3

5
6

146

Fuel systems

Unit injectors
operation spill phase

The engine ECU is not sending a signal to fuel control

valve solenoid (1), so valve (2) is still open.
The position of cam lobe (3) forces down plunger (5), and
injection pressure starts to build.
Fuel now ows from plunger chamber (6), past control
valve (2), and back to the gallery.

147

Fuel systems
1

4
3

5
6

148

Fuel systems

Unit injectors
operation injection phase

The engine ECU is now sending a signal to fuel control

valve solenoid (1), so valve (2) is closed.
The position of cam lobe (3) is still forcing down plunger
(5), and injection pressure continues to build
Because control valve (2) is now closed, fuel in plunger
chamber (6) is now trapped. Injection pressure now
increases rapidly, and lifts the injector needle from its seat.
Fuel is sprayed into the combustion chamber at high
pressure via the injector spray holes.
Injection continues until the solenoid signal is switched off,
and control valve (2) opens.

149

Fuel systems
1

4
5

5
6

150

Fuel systems

Unit injectors
operation pressure
reduction phase

The signal from the engine ECU is now switched off, so

control valve (2) is open.
The path from chamber (6) to the fuel gallery, via control
valve (2) is now open.
There is a rapid pressure drop in chamber (6).
The needle return spring snaps the needle onto its seat,
and injection stops instantaneously.
The position of cam lobe (3) is still forcing down plunger
(5), so fuel remaining in chamber (6) is eventually returned
to the fuel gallery.

151

3
A

5
152

Fuel systems
Fuel lter/head
assembly - early
D9A, D12D, D16C

Filter/head assembly (A) includes:

1. Pre-lter, with water separator and - in the base of the
separator - water level sensor and drain valve
2. Main lter
3. Fuel pressure sensor - under the cover with the electrical
connector
4. Electric fuel pump for bleeding and water draining
Filter/head assembly (B) includes:
2. Main lter
3. Fuel pressure sensor - under the cover with the electrical
connector
4. Electric fuel pump for bleeding

153

3
A

5
154

Fuel systems
Bleeding the fuel
system - early
D9A, D12D, D16C

Vehicle messages

If the water level sensor is not sensing high water level,

when switch (5) is pressed, electric pump (4) pumps fuel
and air around the engine and back to the tank.
Air escapes through the tank breather.
Bleeding takes 4/5 min.
Bleeding will not take place unless:
- vehicle is stopped
- engine is stopped
- park brake is applied
- start key at drive position

Display when
bleeding or draining

155

3
A

5
156

Fuel systems
Water draining early D9A, D12D,
D16C

If the water level sensor is sensing high water level, when

switch (5) is pressed, the water drain valve is opened,
electric pump (4) starts, and water is pumped out of the fuel
system.
Water draining takes approx. 18 sec.
Draining will not take place unless:
- vehicle is stopped
- engine is stopped
- park brake is applied
- start key at drive position
- water level sensor is sensing high water level

157

Fuel systems
2

E
D

4
A
B

158

Fuel systems
Fuel lter
assembly - later
D9A, D12D, D16

1. Pressure side
2. Suction side - D12D
3. Ventilation - main lter
4. Return to fuel tank
5. Suction side - D9A, D16C
6. Supply to cylinder head gallery
A. Valve - main lter
B. Ventilating valve - main lter
C. Air vent valve - primary lter
D. Valve - suction side from fuel tank
E. Manual hand pump
F. Fuel pressure sensor

Features

No bleeding required after renewing lter. Bleeding is

automatic when engine is started.
When a lter is removed, valve peg (B or C), in the
housing, closes and prevents fuel from draining.
This assembly is tted from early 2004.

159

Fuel systems
Fuel bleed/water
drain

Note: With early fuel systems, the cab switch operates both
fuel bleeding and water drain.
With later systems - without electric fuel bleeding - the
switch operates only water drain.

160

Exhaust Pressure Governor (EPG)

161

EPG

2
162

EPG
Exhaust pressure
governor (EPG)
- operation

Engine warm-up

Supplementary
braking

The purpose of the EPG (1) is to create extra pressure in

the engine cylinders, thereby increasing the load on the
engine. Extra pressure is created when shutter (2) is closed
or partially closed.
Engine load is used to:
- reduce engine warm-up time by making the pistons work
against extra pressure in the cylinders.
In this mode the EPG is activated automatically, provided
that - coolant temperature is < 70oC, and parking brake is
on.
- provide supplementary braking to assist slowing the
down the vehicle.
In this mode, the EPG is activated by a 2 or 3 position
switch.

163

EPG

2.0 bar
4

2
3

2.0

7.5

12.0 bar

164

EPG
EPG operation engine warm-up

With the park brake applied, and coolant temperature

< 70oC, solenoid (1) is energised, allowing air at 12.0 bar to
reach reduction valve (2).
Valve (2) reduces the air pressure to 2.0 bar, and this is fed
to EPG cylinder (3).
This pressure closes shutter (4) to leave a gap of approx.
1.0mm.
This creates a back-pressure, during the exhaust stroke,
but allows a restricted gas ow.
Note:
If a PTO is tted, and it is engaged when the engine is cold,
the EPG is switched off to reduce black smoke emission.

165

EPG

7.5 bar
4
3

12.0 bar

166

EPG

EPG operation
- engine braking

If a Volvo Compression Brake (VCB) is tted, the control

switch has 3 positions:
- OFF = EPG and VCB not activated
- 1 = EPG only
- 2 = EPG + VCB = Volvo Exhaust Brake (VEB)
With no VCB, the switch has 2 positions OFF > 1.
With the control switch at position (1), solenoid (5) is
energised.
Reduction valve (6) reduces air pressure to 7.5 bar, and
this is fed to EPG cylinder (3).
This pressure closes shutter (4), which is balanced against
exhaust gas pulses, allowing a small amount of gas to
pass.
The best braking power is produced when engine speed
is kept in the blue sector of the tachometer - max. 160 kW
braking power.

167

EPG
Chassis No. Engine
serial No. and bar
codes
Engine model:
EC 96 = Euro 2
Injector type:
1 = Lucas
2 = Bosch

D12C engine labels

Exhaust brake:
EPG = exhaust
pressure governor
VEB = Volvo Engine
Brake

168

169

EPG
W

1
170

EPG

EPG air control

valve - D9A

Operation of the EPG on D9A is as described for D12C, but

D9A has a different air control valve (1).
The valve is called and Air Valve Unit (AVU), and it is
controlled by a Pulse Width Modulated (PWM) signal from
the engine ECU
The PWM signal has a variable pulse width (W), which
results in a stepless variable voltage applied to the valve
solenoid.
This voltage can vary the air pressure steplessly between
2.0 bar and 7.5 bar.
This form of pressure control has advantages when used
with - e.g. cruise control and Brake Blending (BBF).

171

EPG
0
1

2.3 bar

7.5 bar

=
PWM 30%

PWM 90%

172

EPG

EPG air control

valve - D9A
Engine warm-up

When the coolant temperature is below 70o C, and the park

brake is on, the PWM signal has a pulse width of 30%,
which results in an air pressure of 2.3 bar fed to the AVU.
As for the D12C EPG, this gives a shutter opening of
approx. 1.0 mm.

Engine braking

When EPG engine braking is activated by the control

switch, the PWM signal has a pulse width of 90%, which
results in an air pressure of 7.5 bar fed to the AVU.
This pressure closes the shutter, which is balanced against
exhaust gas pulses, allowing a small amount of gas to
pass.

173

Volvo Engine Brake (VEB)

Volvo Compression Brake (VCB)
174

175

VEB

C
176

VEB

Volvo Engine
Brake (VEB)
Exhaust brake

Compression
brake

The VEB provides engine braking from a combination of:

- Exhaust Pressure Governor (EPG), where the exhaust gas
outlet is restricted by a shutter, causing pressure build up in
the cylinders during the exhaust stroke (A) - as previously
described.
- Volvo Compression Brake (VCB), where exhaust gas
pressure, created in the manifold by operation of the EPG,
is allowed to enter the cylinders at the end of the induction
stroke.
This means that the cylinder is already pressurised at the start
of the compression stroke.
This results in a much higher pressure towards the end of the
compression stroke (B), giving a powerful braking effect.
Pressure is released from the cylinder just before TDC, by
briey opening the exhaust valves once more (C).

177

VEB

B
A

C
178

VEB
Low prole lobes

A. Exhaust cam lobe for normal valve opening

B. Charging cam lobe
C. Decompression cam lobe
Gas entry for pressurisation is controlled by the exhaust
valves which are opened by two extra, low prole, lobes on
the exhaust cams - (B) and (C).
Because the lift height of these lobes - 0.8 mm - is much
less than normal valve clearance, these lobes do not
normally cause valve opening.
The lobes cause valve opening - brief and slight - only
when the normal valve clearance is reduced to zero, by oil
pressure acting on a plunger in the rocker arm.
Valve opening through these lobes is approx. 1.1 mm.

179

VEB
6

2
4

A
6

180

VEB
VCB control
valve

The control valve - attached to the cylinder head under the

valve cover - controls the pressure of oil behind the valve
clearance control plunger in the rocker arm.
Oil reaches the valve inlet (1) via a drilling in the cylinder
block and head, and is always at full system pressure.
Oil outlet (2) is connected to the rocker arm shaft by a
connecting pipe.

Compression
braking not
selected

When compression braking is not selected (A), solenoid (3)

is not energised, and oil pressure behind the rocker arm
plunger is reduced from approx. 2 bar to 1 bar, by control
valve (4).
Held in position by oil pressure acting on one end, and
the force of spring (5) acting on the other end, plunger (6)
partially covers the outlet port.

181

VEB
6

2
4

182

VEB

VCB control
valve
Compression
braking selected

When compression braking is selected (B), solenoid (3) is

energised, and oil pressure behind the rocker arm plunger
increases to approx. 2 bar.
Held in position by oil pressure acting on one end, and
the force of spring (5) acting on the other end, plunger (6)
partially covers the outlet port.
When energised, solenoid (3) opens a spill port (7),
allowing the force of spring (5) to push over plunger (6) and
fully open the outlet port.

183

VEB

3
7

8
184

VEB

VCB rocker arm

assembly

Rocker arm (1) houses:

- a non-return valve assembly - plunger (2), plunger spring
(3), ball (4) and ball spring (5).
- clearance reduction plunger (6), with pressure limiting ball
valve (7), and ball spring (8).

Normal operation

During normal operation, the 1.0 bar oil pressure is

sufcient for lubrication of the rocker arms and camshaft
bearings.
Oil enters the non-return valve from the rocker shaft via
channel (9), and acts against plunger (2).
However, 1.0 bar is not enough to compress spring (3).
Plunger (2) holds ball (4) off its seat, so no pressure is built
up behind plunger (6).

185

VEB

10
2

7
11

8
186

VEB
Compression
braking selected

When compression braking is selected, by operating the

control switch, oil pressure to the rocker arm increases to
approx. 2.0 bar.
A pressure of 2.0 bar is enough to compress spring (3), so
plunger (2) is pushed away from ball (4).
Ball spring (5) now pushes ball (4) towards its seat,
allowing oil pressure to build-up behind plunger (6).
When plunger follower (10) is in tight contact with valve
yoke (11), pressure behind plunger (6) rapidly increases,
and ball (4) is forced tight onto its seat.
Normal valve clearance is reduced to zero, and the low
prole cam lobes are able to open the valves as required
- as shown on the following page.

187

A
0.3 mm

C
0.8 mm

5
6
1

2
3

1.1 mm

188

VEB

Compression
brake - cam and
valve operation
Compression
brake not
selected - A

Flat spring (1) keeps rocker arm plunger follower (2) in

contact with valve yoke (3).
The normal valve clearance of 1.6 mm, between plunger
follower (2) and yoke (3), results in a clearance of 0.3
mm between rocker arm roller (4) and charging lobe
(5). The same clearance exists between the roller and
decompression lobe (6).

Compression
brake selected
-B

Valve clearance is reduced to zero, so roller (4) closely

follows the cam prole.

Compression
brake selected
-C

Charging lobe (5) is directly in line with roller (4), the lobe
lift of 0.8 mm, magnied by the rocker arm, opens the
exhaust valves by approx. 1.1 mm.
The same valve opening occurs when decompression lobe
(6) aligns with roller (4).

189

VEB

3
190

VEB
Rocker arm
- D16C

On later D16C engines, valve clearance is adjusted by a

tappet screw (1), acting on plunger (2).
Valve yoke (3) has no adjustment , and no shims are used.
This arrangement will be introduced on D9 and D12
engines.

191

VEB
Checking VCB oil
pressure D12

To check oil pressure on D12 engines, the rocker cover

must be removed to enable connection of an oil pressure
test gauge.

D9A

On D9A, the rocker cover does not need to be removed.

There is a coupling pipe on the right hand side of the
engine at No. 6 cylinder position.
An oil pressure test gauge can be connected to the pipe
using a quick coupling.

192

Turbochargers
193

Turbochargers

194

Turbochargers
Turbochargers
- D12C

D12C engines have either a Garrett or Holset turbocharger:

A. Garrett tted to D12C 42 and 460
B. Holset tted to D12C 340 and 380
In both cases, lubrication is direct from the bypass lter.

195

Turbochargers
A

2
B

196

Turbochargers

Turbocharger
- D9A - MWE

D9A turbochargers have an integral wastegate, and a

feature called Map Width Enhancement (MWE).
MWE has been introduced to improve and widen the
turbo/engine working range, and to optimise the torque
characteristics of the engine.
MWE is achieved by dividing the compressor air inlet into
a main central intake (1), surrounded by an annular intake
(2). Air can pass from one to the other via an annular port.
At low speed and high engine load (A), the full volume of
air entering the intake cannot be consumed by the engine,
so some of the air is recirculated between the ports.
At high speed, and high boost pressure (B), the engine
needs the full volume of air, so all the air is drawn into the
engine.

197

Turbochargers

3
A

1
4

198

Turbochargers

Turbocharger
- wastegate

Low speed
- low boost

The wastegate is a pressure relief or bypass valve which

allows some of the exhaust gases to bypass the turbine at
higher engine speeds.
This allows the turbocharger to be more effectively
matched to the engine at lower engine speeds.
The assembly comprises - an actuating cylinder (1),
actuation linkage (2), and valve ap (3) located in the
turbine housing.
Inside the actuating cylinder is a diaphragm and spring.
The chamber behind the diaphragm is connected to the
compressor wheel chamber by a exible pipe (4), so the
diaphragm is subject to boost pressure at all times.
At low speed (A), the boost pressure is not enough to
overcome the force of the spring. Therefore, the wastegate
valve is closed, so all exhaust gas passes the turbine (5).

199

Turbochargers

3
A

1
4

200

Turbochargers

Turbocharger
- wastegate

Low speed
- low boost

As the turbo speed and, therefore, boost pressure,

increases, pressure on the diaphragm increases, and the
valve starts to open (B).
This allows some of the exhaust gas to bypass the turbine,
so further boost pressure is limited.

201

Turbochargers

202

Turbochargers
Turbocompound

Conventional
turbocharger

Power turbine

The essential component of the turbocompound unit is a

second exhaust driven turbine wheel - the power turbine
- located downstream of the turbocharger.
The power turbine extracts more heat energy from the
exhaust gases, which would otherwise be wasted.
Exhaust gases leaving the manifold are at approx. 6500 C.
The gases drive a conventional turbocharger (1), where
energy is use to boost power and torque in the combustion
process.
Gases leaving the turbocharger are at approx. 5500C.
Instead of being lost to atmosphere via the exhaust system,
these gases are directed to the power turbine (3).
The energy is used to drive the power turbine at up to
55,000 rev/min. At this point, the gases are at approx.
4500C, and are discharged via the exhaust system.

203

Turbochargers

204

Turbochargers
Speed reduction

Increased
momentum

The high speed of the power turbine is stepped down via

gears (4) and (6/7).
A hydraulic coupling (5) balances out speed variations
between the power turbine and the ywheel.
At the crankshaft gear (2), speed is down to approx. 1,900
rev/min.
The momentum of the ywheel is increased, and rotation is
more even and stable.

205

Turbochargers

206

Turbochargers
Intake system
- D9A

Renew the
element

The lter element is made of impregnated folded paper.

The inner seal is part of the lter. The outer seal is located
on the lter ange, and compressed when the cover is
tted.
A combined air pressure drop and air temperature sensor
is located on the pipe connecting the lter housing to the
turbocharger.
When the sensor senses increased pressure drop,
indicating start of lter blocking, an indicator lamp on the
instrument panel is lit.
The lter element must be renewed when the lamp lights,
or at least every 24th month.

207

Turbochargers
500 C

1500 C

208

Turbochargers
Intercooler D12C

Turbocharging raises the temperature of the intake air, so it

is less dense and able to burn less fuel efciently.
An intercooler, located in the intake system between
the turbocharger and intake manifold, lowers intake air
temperature, so that more fuel can be burned efciently.

Air to air
intercooler

The D12C intercooler is an air to air type, meaning that,

heat is rejected from intake air to ambient air.

More power, less

stress

The intercooler lowers intake air temperature by approx.

1000 C. allowing greater engine power output, and less
thermal stress on engine components.

209

210

Cooling Systems
211

Cooling Systems
5

4
2

1
CAUTION

212

Cooling Systems
Drive belts - D9A
/ D16C

These engines have two multi-groove drive belts.

Inner belt (1) drives A/C compressor (2), and alternator (3).
Belt tension is set by automatic tension adjuster (8). Belt to
pulley contact is increased by spring loaded roller (9).
Outer belt (4) drives fan pulley (5), and coolant pump (6).
CAUTION
It is essential that the belt is correctly tted as shown in
the illustration. The belt must run under the coolant pump
pulley (6) - arrowed.
If the belt runs over the pulley, the pump will rotate in the
wrong direction, and may cause severe engine damage.
Belt tension is set by automatic tension adjuster (7).

213

Cooling Systems

2
5

214

Cooling Systems
Drive belts D12C

This engine has two multi-groove drive belts.

Inner belt (1) drives A/C compressor (2), and alternator (3).
Belt tension is set by manual tension adjuster (4) at the
alternator bracket.
Outer belt (5) drives fan pulley (6), which is available in three
different sizes, according to engine capacity.
Belt tension is set by automatic tension adjuster (7).
Drive pulley (8) is driven from the engine timing gears. The
gear housing is attached to the timing gear cover.
The speed of fan (9) is thermostatically controlled.
The fan bearing housing is attached to the timing gear cover in
high or low position according to the truck model.
The housing has sealed lubrication. It cannot be repaired, so
must be renewed if faulty

215

Cooling Systems

4
2

216

Cooling Systems
Cooling system
- D12C

Depending on cooling requirements, two system types are

available - COOLC-4- and COOLC-48.
Radiator size and fan diameter vary according to engine
power output.
Radiator (1) has plastic top (2), and bottom (3) tanks.
The transparent plastic header tank (4) has a level sensor
connected to the engine ECU.
The tank for FM12 has one ller cap with a pressure relief
valve.
The tank for FH12 has two ller caps, with a pressure relief
valve in the upper cap.

217

Cooling Systems

4
2

218

Cooling Systems

Cooling system
- D12C

Coolant is pumped into the cylinder block distribution jacket

via hose (5).
Most of the coolant ows through the oil cooler, but a
small amount of coolant is fed into the cylinder lining lower
cooling jackets.
From the oil cooler, coolant is distributed to the cylinder
liner upper jackets, and cylinder head. The cylinder head
also receives coolant returning from the liner jackets, which
is directed via nozzles to the exhaust ports and injector
sleeves.
All coolant returns to the pump or radiator via the
thermostat at the front of the cylinder head.

219

Cooling Systems

220

Cooling Systems
Coolant ow
- D12C - engine
cold

When the engine is cold the thermostat is closed. Coolant

ows from the cylinder head, through the outer section of
the thermostat housing back to the coolant pump.

221

Cooling Systems

222

Cooling Systems
Coolant ow
- D12C engine
at normal
temperature

When the engine is at normal operating temperature the

thermostat is open, and the outlet to the pump is gradually
closed.
Coolant ows from the cylinder head, through the inner
section of the thermostat housing to the radiator.

223

Cooling Systems
1

CAUTION

Remove
seal

224

Cooling Systems
Coolant pump
and lter - D12C

Filter
identication

Filter renewal

The pump is driven from the engine timing gears.

The shaft is carried on a double row ball bearing (1), which is
lubricated from the timing gears.
There is a ventilated space between the oil seal and coolant
seal.

Attached to the pump is a coolant lter (2).

Early lters have P/N with a 1.0 mm line above.
Later lters have P/N with a 10.0 mm line above. Also, there is
a red protection seal inside the threads.
CAUTION
It is essential that this seal is removed before the lter is tted.
The lter must be renewed:
- every six months or every second engine oil change.
- every time coolant is renewed.
Note: SB 175-09 does not apply to later lters.

225

Cooling Systems
11

10 9 8
7

6 5

12

3
226

Cooling Systems
Cooling system
- D16B

The radiator has plastic top and bottom tanks.

The transparent plastic header tank (7) has a level sensor
connected to the engine ECU.
1. Coolant pump
2. Coolant lter
3. Oil cooler
4. Return pipe from engine
5. Thermostat housing
6. Temperature sender
7. Expansion tank
8. Upper ller cap (used when cab raised)
9. Coolant level indicator
10. Front ller cap ( used when cab down)
11. Heat cell for cab
12. Air compressor

227

Cooling Systems
A

228

Cooling Systems
Coolant ow
- D16B

A. Engine cold - thermostats closed

B. Engine warm - thermostats open
Coolant is pumped into the longitudinal gallery in the LH
side of the cylinder block.
From this gallery, coolant is fed around the cylinder liners
and into the thermostat housing, via the cylinder head and
oil cooler.

229

Cooling Systems
2
1

230

Cooling Systems

Coolant ow
- D16C - engine
cold

Thermostat (1) is closed, so no coolant ows to the radiator

via outlet (2).
Coolant is circulated around the engine by pump (3), via
the coolant lter and oil cooler.

231

Cooling Systems
2
1

232

Cooling Systems
Coolant ow
- D16C - engine
warm

Thermostat (1) is open, so coolant ows to the radiator via

outlet (2).
Coolant is circulated around the engine by pump (3), via
the coolant lter and oil cooler.

233

Cooling Systems

234

Cooling Systems
Fan drive - D16C

Via a viscous coupling, the fan is belt driven by a multigroove belt from the crankshaft pulley. Belt tension is set
by an automatic tension adjuster, and a spring loaded idler
pulley improves belt to pulley contact.
Fan speed is controlled by a Pulse Width Modulated
(PWM) signal - stepless variable voltage - from the engine
ECU.
Fluid ow in the viscous coupling is controlled by a uid
ow valve, which is progressively opened and closed
by the varying eld strength of electromagnet (1). Field
strength is controlled by the PWM signal.
Note: Other ECUs can inuence fan speed.
As a fail safe feature, with no PWM signal applied,
the fan runs at full speed.

235

236

237

238