Workshop Manual B2(0)

31, 32, 41, 42, 43,44, 300-Series

Fuel and lubrication system

1

Group 22 Lubrication systemGroup 23 Fuel system

Marine enginesMD31A • TMD31B, D, L-A

TAMD31B, D, S.O.L.A.S, L-A, M-A, P-A, S-AAD31B, D, L-A, P-A • KAD32P

TMD41B, D, L-ATAMD41B, 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-ATAMD42AWJ, BWJ, WJ

KAMD42A, B, P • KAD42A, B, PKAMD43P • KAD43P

KAMD44P-A, P-B, P-C • KAD44P-A, P-B, P-CKAMD300-A • KAD300-A

ContentsSafety information ............................................... 2General information ............................................ 5Repair instruction ............................................... 6Special tools ....................................................... 9Other special equipment .................................... 9

Group 22 Lubrication systemDesign and function ............................................ 10

General .............................................................. 10Control valves .................................................... 11Safety valve ....................................................... 11Relief valve ........................................................ 11Piston cooling valve ........................................... 11Piston cooling .................................................... 12Oil pump ............................................................ 12Oil cooler ........................................................... 12Oil filter .............................................................. 13Crankcase ventilation ......................................... 13

Repair Instructions .............................................. 14General .............................................................. 14Engine fixture attachment .................................. 15Checking oil pressure ......................................... 16Replacing oil filter ............................................... 16Replacing oil pan gasket .................................... 17Replacing lubrication pump ................................ 17Reconditioning oil pump ..................................... 19Reconditioning oil cooler (early version) ............. 22Reconditioning oil cooler (late version) ............... 23Oil cooler, test pressurization ............................. 23

Group 23 Fuel systemDesign and function ............................................ 24

General .............................................................. 24EDC system ...................................................... 24Injection pump ................................................... 25Overflow valve ................................................... 25Smoke limiter ..................................................... 26Injector ............................................................... 272-spring injector ................................................. 272-spring injector with needle lift sensor ............... 28Feed pump ......................................................... 29Fuel filter ............................................................ 29Return fuel cooler ............................................... 29

Repair instructions .............................................. 30Removing fuel injection pump ............................ 30Installing and setting up fuel injection pump ....... 32Fault-tracing fuel valve ....................................... 34Setting up idling speed ....................................... 35Replacing feed pump ......................................... 36Fuel feed pressure, check (31/32/41/42/43) ....... 36Checking Fuel supply pressure (44/300) ............ 37Replacing injector (31/32/41/42/43) .................... 39Replacing injector (44/300) ................................. 40Needle lift sensor, checking ............................... 42Reconditioning injectors ..................................... 43Cleaning copper sleeve ...................................... 43Recommendations when adjustingopening pressure, set pressure andreplacing injectors .............................................. 44Adjusting opening pressure ................................ 45Replacing fuel filter ............................................ 46Bleeding the fuel system.................................... 46

2

Safety Information

IntroductionThis Workshop Manual contains technical data, de-scriptions and repair instructions for Volvo Penta prod-ucts or product versions contained in the contents list.Ensure that the correct workshop literature is beingused.

Read the safety information and the WorkshopManual “General Information” and “Repair In-structions” carefully before starting work.

ImportantIn this book and on the engine you will find the follow-ing special warning symbols.

WARNING! If these instructions are not followedthere is a danger of personal injury, extensivedamage to the product or serious mechanicalmalfunction.

IMPORTANT! Used to draw your attention tosomething that can cause damage, product mal-function or damage to property.

NOTE!Used to draw your attention to important infor-mation that will facilitate work or operations.

Below is a summary of the risks and safety precau-tions you should always observe or carry out when op-erating or servicing the engine.

Immobilize the engine by turning off the powersupply to the engine at the main switch (switch-es) and lock it (them) in the OFF position beforestarting work. Set up a warning notice at the en-gine control point or helm.

Generally, all servicing should be carried outwith the engine switched off. However, somework, for example certain adjustments requirethat the engine is running when they are carriedout. Approaching a running engine is dangerous.Loose clothing or long hair can fasten in rotatingparts and cause serious personal injury.If working in proximity to a running engine, care-less movements or a dropped tool can result inpersonal injury. Avoid burns. Take precautionsto avoid hot surfaces (exhausts, ���������������� ��� ���� ��� starter elements etc.) andliquids in supply lines and hoses when the en-gine is running or has been turned off immedi-ately prior to starting work on it. Reinstall all pro-tective parts removed during service operationsbefore starting the engine.

Check that the warning or information decals onthe product are always clearly visible. Replacedecals that have been damaged or painted over.

Never start the engine without installing the aircleaner (ACL). The rotating compressor in theturbocharger can cause serious personal injury.Foreign objects entering the intake ducts canalso cause mechanical damage.

Never use start spray or similar to start the en-gine. The starter element may cause an explo-sion in the inlet manifold. Danger of personal in-jury.

Avoid opening the coolant filling cap when theengine is hot. Steam or hot coolant can sprayout at the same time as the pressure which hasbuilt up is lost. Open the filler cap slowly, andrelease the pressure in the cooling system if thefilling cap or tap has to be opened, or if a plug orcoolant hose has to be removed when the en-gine is hot. Steam or hot coolant can stream outin an unexpected direction.

Hot oil can cause burns. Avoid skin contact withhot oil. Ensure that the lubrication system is notunder pressure before commencing work on it.Never start or operate the engine with the oil fill-er cap removed, otherwise oil could be ejected.

Stop the engine and close the sea cock beforecarrying out operations on the engine coolingsystem.

Start the engine only in a well-ventilated area. Ifoperating the engine in an enclosed space, en-sure that exhaust gases and crankcase ventila-tion emissions are ventilated out of the workingarea.

Always use protective goggles where there is adanger of pieces of metal, sparks from grinding,acid or other chemicals being thrown into youreyes. Your eyes are very sensitive, injury canlead to loss of sight!

3

Safety information

Avoid skin contact with oil. Long-term or repeat-ed contact with oil can remove the natural oilsfrom your skin. The result can be irritation, dryskin, eczema and other skin problems.Used oil is more dangerous to health than newoil. Use protective gloves and avoid using oil-soaked clothes and rags. Wash regularly, espe-cially before meals. Use the correct barriercream to prevent dry skin and to make cleaningyour skin easier.

Most chemicals used in products (engine andtransmission oils, glycol, petrol and diesel oil)and workshop chemicals (solvents and paints)are hazardous to health Read the instructions onthe product packaging carefully! Always followsafety instructions (using breathing apparatus,protective goggles and gloves for example). En-sure that other personnel are not unwittingly ex-posed to hazardous substances (by breathingthem in for example). Ensure that ventilation isgood. Handle used and excess chemicals ac-cording to instructions.

Be extremely careful when tracing leaks in thefuel system and testing fuel injection nozzles.Use protective goggles! The jet ejected from afuel injection nozzle is under very high pressure,it can penetrate body tissue and cause seriousinjury There is a danger of blood poisoning.

All fuels and many chemicals are inflammable.Ensure that a naked flame or sparks cannot ig-nite fuel or chemicals. Combined with air in cer-tain ratios, petrol, some solvents and hydrogenfrom batteries are easily inflammable and explo-sive. Smoking is prohibited! Ensure that ventila-tion is good and that the necessary safety pre-cautions have been taken before carrying outwelding or grinding work. Always have a fire ex-tinguisher to hand in the workplace.

Store oil and fuel-soaked rags and fuel and oilfilters safely. In certain conditions oil-soakedrags can spontaneously ignite. Used fuel and oilfilters are environmentally dangerous waste andmust be deposited at an approved site for de-struction together with used lubricating oil, con-taminated fuel, paint remnants, solvent, de-greasing agents and waste from washing parts.

Never allow a naked flame or electric sparksnear the batteries. Never smoke in proximity tothe batteries. The batteries give off hydrogengas during charging which when mixed with aircan form an explosive gas - oxyhydrogen. Thisgas is easily ignited and highly volatile. Incor-rect connection of the battery can cause a sparkwhich is sufficient to cause an explosion with re-sulting damage. Do not disturb battery connec-tions when starting the engine (spark risk) anddo not lean over batteries.

Never mix up the positive and negative batteryterminals when installing. Incorrect installationcan result in serious damage to electrical equip-ment. Refer to wiring diagrams.

Always use protective goggles when chargingand handling batteries. The battery electrolytecontains extremely corrosive sulfuric acid. Ifthis comes into contact with the skin, wash im-mediately with soap and plenty of water. If bat-tery acid comes into contact with the eyes, im-mediately flush with copious amounts of waterand obtain medical assistance.

Turn off the engine and turn off power at mainswitch(es) before carrying out work on the elec-trical system.

The clutch must be adjusted with the engineshut off.

Use the lifting eyes mounted on the engine/re-verse gear when lifting the drive unit.Always check that lifting equipment is in goodcondition and has sufficient load capacity to liftthe engine (engine weight including reverse gearand any extra equipment installed).Use an adjustable lifting beam or lifting beamspecifically for the engine to raise the engine toensure safe handling and to avoid damaging en-gine parts installed on the top of the engine. Allchains and cables should run parallel to eachother and as perpendicular as possible in rela-tion to the top of the engine.If extra equipment is installed on the engine al-tering its center of gravity, a special lifting de-vice is required to achieve the correct balancefor safe handling.Never carry out work on an engine suspendedon a hoist.

4

Safety information

Never remove heavy components alone, evenwhere secure lifting equipment such as securedblocks are being used. Even where lifting equip-ment is being used it is best to carry out thework with two people; one to operate the liftingequipment and the other to ensure that compo-nents are not trapped and damaged when beinglifted.When working on-board ensure that there is suf-ficient space to remove components withoutdanger of injury or damage.

Components in the electrical system and fuelsystem on Volvo Penta products are designedand constructed to minimize the risk of fire andexplosion. The engine must not be run in areaswhere there are explosive materials.

Fuel delivery pipes must not be bent or straight-ened under any circumstances. Damaged pipesmust be replaced.

Remember the following when washing with ahigh pressure washer: Never aim the water jet atseals, rubber hoses or electrical components.Never use a high pressure washer for enginecleaning.

Always use fuels recommended by Volvo Pen-ta. Refer to the Instruction Book. The use ofother grades of fuel can damage the engine. Ona diesel engine poor quality fuel can cause thecontrol rod to seize and the engine to overrevwith the resulting risk of damage to the engineand personal injury. Poor fuel quality can alsolead to higher maintenance costs.

© 2001 AB VOLVO PENTAWe reserve the right to make design changes and amendments

without prior notice.Printed on environmentally compatible paper.

5

General Information

About the workshop manualThis workshop manual contains technical data, de-scriptions and repair instructions for standard ver-sions of the engine units in the 31/32/41/42/43/44/300series. The workshop manual displays the operationscarried out on any of the engines above. As a result,the illustrations and pictures in the manual that showcertain parts on the engines, do not in some casesapply to all the engines listed above. However, therepair and service operations described are the samein all essential details. Where they are not the same,this is stated in the manual. Where the difference isconsiderable, the operations are described separately.The engine designation and number is indicted onthe 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 qualifiedpersonnel. Persons using this book are assumed tohave a grounding in marine drive systems and beable to carry out related mechanical and electricalwork.

Volvo Penta is continuously developing their prod-ucts. We therefore reserve the right to make chang-es. All the information contained in this book isbased on product data available at the time of goingto print. Any essential changes or modifications in-troduced into production or updated or revised serv-ice methods introduced after the date of publicationwill be provided in the form of Service Bulletins.

Replacement partsReplacement parts for the electrical and fuel sys-tems are subject to statutory requirements (USCoast Guard Safety Regulations for example). VolvoPenta Genuine parts meet these requirements. Anytype 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 providedby Volvo Penta.

Certificated enginesWhen service or repairs are done to an emission certi-fied engine, it is important to be aware of thefollowing:

Certification means that an engine type has beenchecked and approved by the relevant authority. Theengine manufacturer guarantees that all engines madeof the same type are equivalent to the certified engine.

This put special demands on service and repair work,as follows:

• Maintenance and service intervals recommendedby 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 whichVolvo Penta has approved for the engine.

• No installation changes to the exhaust pipe andengine 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, meanthat AB Volvo Penta can no longer be responsi-ble for guaranteeing that the engine complieswith the certified version.

Damage, injury and/or costs which arise fromthis will not be compensated by Volvo Penta.

6

Repair Instructions

The working methods described in the Service Manualapply to work carried out in a workshop. The enginehas been removed from the boat and is installed in anengine fixture. Unless otherwise stated reconditioningwork which can be carried out with the engine in placefollows 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 servicework or repairs may be carried out. For this reason wecan only highlight the risks that can arise when workis carried out incorrectly in a well-equipped workshopusing working methods and tools developed by us.

All procedures for which there are Volvo Penta specialtools in this Workshop Manual are carried out usingthese. 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 working methods other than the ones rec-ommended by us to ensure that there is no danger ofinjury, damage or malfunction resulting from these.

In some cases there may be special safety precau-tions and instructions for the use of tools and chemi-cals contained in this Workshop Manual. These spe-cial instructions should always be followed if there areno separate instructions in the Workshop Manual.

Certain elementary precautions and common sensecan prevent most risks arising. A clean workplace andengine eliminates much of the danger of injury andmalfunction.

It is of the greatest importance that no dirt or foreignparticles get into the fuel system, lubrication system,intake system, ����������� ������ ��� ���� ������ �� ��� ����� ��� �� ����� ��� � ������������ �� � ������ ���������� ����

Joint responsibilityEach engine consists of many connected systemsand components. If a component deviates from itstechnical specification the environmental impact of anotherwise 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 asused. The engine Maintenance Schedule must be fol-lowed.

Some systems, such as the components in the fuelsystem, require special expertise and special testingequipment for service and maintenance. Some com-ponents are sealed at the factory for environmentalreasons. No work should be carried out on sealedcomponents except by authorized personnel.

Bear in mind that most chemicals used on boats areharmful to the environment if used incorrectly. VolvoPenta recommends the use of biodegradable degreas-ing agents for cleaning engine components, unlessotherwise stated in a workshop manual. Take specialcare when working on-board, that oil and waste is tak-en for destruction and is not accidentally pumped intothe environment with bilge water.

Tightening TorquesTightening torques for vital joints that must be tight-ened with a torque wrench are listed in “Specifica-tions”: “Tightening torques” and contained in the workdescriptions in the Manual. All torques apply forcleaned threads, screw heads and mating surfaces.Torques apply for lightly oiled or dry threads. If lubri-cants, locking fluid or sealing compound are requiredfor a screwed joint this information will be contained inthe work description and in “Tightening Torques”Where no tightening torque is stated for a joint use thegeneral tightening torques according to the tables be-low. The tightening torques stated are a guide and thejoint does not have to be tightened using a torquewrench.

Dimension Tightening TorquesNm lbt.ft

M5 6 4,4M6 10 7,4M8 25 18,4M10 50 36,9M12 80 59,0M14 140 103,3

7

Repair instructions

Tightening torque withProtractor tightening(angle tightening)Tightening using both a torque setting and a protractorangle requires that first the recommended torque isapplied using a torque wrench and then the recom-mended angle is added according to the protractorscale. Example: a 90° protractor tightening meansthat the joint is tightened a further 1/4 turn in one oper-ation after the stated tightening torque has been ap-plied.

Lock nutsDo not re-use lock nuts that have been removed dur-ing dismantling as they have reduced service lifewhen 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 asa standard hexagonal nut without plastic insert. Re-duce the tightening torque by 25% for bolt size 8 mmor larger. Where Nylock® nuts are higher, or of thesame height as a standard hexagonal nut, the tighten-ing torques given in the table apply.

Strength classesScrews and nuts are divided into different strengthclasses, the class is indicated by the number on thebolt head. A high number indicates stronger material,for example a bolt marked 10-9 indicates a higherstrength than one marked 8-8. It is therefore importantthat bolts removed during the disassembly of a boltedjoint must be reinstalled in their original position whenassembling the joint. If a bolt must be replaced checkin the replacement parts catalogue to make sure thecorrect bolt is used.

SealantA number of sealants and locking liquids are used onthe engines. The agents have varying properties andare used for different types of jointing strengths, oper-ating temperature ranges, resistance to oil and otherchemicals and for the different materials and gap siz-es in the engines.

To ensure service work is correctly carried out it is im-portant that the correct sealant and locking fluid typeis used on the joint where the agents are required.

In this Volvo Penta Service Manual the user will findthat each section where these agents are applied inproduction states which type was used on the engine.

During service operations use the same agent or analternative from a different manufacturer.

Make sure that mating surfaces are dry and free fromoil, grease, paint and anti-corrosion agent before ap-plying sealant or locking fluid.

Always follow the manufacturer’s instructions for useregarding; 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 forgaskets, sealing gasket joints or coating gaskets.RTV agent is clearly visible when a component hasbeen dismantled; old RTV must be removed beforethe 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 alcoholin all cases.

Anaerobic agents. These agents cure in an absenceof 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 secureplugs, threads in stud bolts, cocks, oil pressureswitches and so on. The cured material is glass-likeand it is therefore colored to make it visible. Curedanaerobic agents are extremely resistant to solventsand 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 theService 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.

8

Repair instructions

Safety precautions for FluorinerubberFluorine rubber is a common material in sealing ringsfor 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 chemicalcan cause serious burns. If splashed in the eyes itcan cause malignant ulcers. Breathing the fumes candamage the respiratory tract.

WARNING! Take the greatest care when work-ing on engines that have been operating at hightemperatures, for example an overheated enginethat 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 (glovesfor 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 jetsfor blowing clean.

• Put old seal remnants in a plastic container,close it and stick a warning label on it. Washgloves 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 temperaturescan be handled normally.

9

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 9946999 6666

999 6398884 954 999 6065998 6485

In all cases where it is practical the tool number, except for the final digit, has been stamped on the tool, The finaldigit (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 coppersleeve and for sealing sleeve betweencopper sleeve and cylinder head

885 301-2 Tool for pressing in Alfa reset piston(44P-A)

999 6033-8 Bracket for test pressurization of oilcooler (2)

Other special equipment

884 954-9 Dial indicator

998 6485-2 Unit stand

999 6065-0 Manometer, for checking fuel supplypressure and boost pressure

999 6398-5 Manometer, for checking oil pressure

999 6591-5 Nipple for checking oil pressure

999 6662-4 Test pressurization equipment

999 6666-5 Nipple for checking fuel supply pressure

999 6860-4 Puller for oil pump drive

999 9179-6 Tool for removing fuel and oil filter.

999 9946-8 Cylinder block fixture

10

Basic diagram, lubrication system (oil distribution housing,early version)

Group 22 Lubrication systemDesign and function

GeneralThe engines are equipped with a pressurized lubrica-tion system with a full flow oil filter, oil cooler andpiston cooling (not MD31A). On engines with the earlyversion of the oil distribution housing the oil for pistoncooling does not flow through the filter. Late versionsof the oil distribution housing can be found on enginesfrom 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 oilsump and driven via an intermediate gear by thecrankshaft. The oil pump sucks up oil from the oil

sump through the oil screen (1). All oil flows from thefrom 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 valvemechanism and timing gear bearings are pressurelubricated. The turbocharger is also connected intothe pressure lubrication system.

Timing gears are lubricated from the intermediate gearbearing journal which is connected to the mainlubrication 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 nozzle10 Oil filter11 Main lubrication channel, lubrication12 Main bearings13 Other lubrication points

11

Design and function

Control valvesThree spring-loaded valves control the oil flow in theengine. Two of these (6 and 7) are located in the oildistribution housing, the third (3) is mounted betweenthe oil pump and delivery line.

Safety valve

The relief valve (3) acts to protect the pump and oilcooler in case of abnormally high oil pressures.

The valve opens if the oil pressure is too high andreleases oil back to the oil pan. Opening pressuremay 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 topiston cooling. The valve is closed at oil pressuresbelow 2.5 kPa. When the engine is started and idledthe valve is closed. This stops the pistons beingcooled unnecessarily.

Valve location in the oil distributionhousing

6 Reduction valve7 Piston cooling valve

12

Design and function

Piston coolingThe pistons are subject to very high temperatures.Most of the heat from the pistons is transferred to thecylinder block via the piston rings and film oflubricating oil. Some heat is transferred to thecrankcase via the connecting rods.

To further increase the cooling effect oil is sprayedinto the piston from below. This decreases pistontemperature significantly.

This achieves longer piston, piston ring and pistonlining service life, reduces the risk of the piston ringgrooves sooting up and reduces oil consumption.

Piston cooling oil is sprayed through fixed nozzles,one for each cylinder, into a channel on the undersideof the piston. The oil is led through the channel to thetop of the piston. When it has circulated through thepiston the oil passes through drain channels and downto the oil pan.

Oil pumpThe oil pump is of the gear-wheel type. The pumpsucks oil through the oil screen and suction pipe tothe pump suction side.

The oil screen, integrated with the suction pipe,removes large particles from the oil before they reachthe pump.

Oil coolerCirculating lubricating oil transports heat away fromthe hottest parts of the engine and evens outtemperature differences within the engine. Heat isremoved from the lubricating oil in the oil cooler.

All engines have a tubular oil cooler located on theright-hand side of the engine under the heatexchanger. Oil circulates between the tubes whileseawater passes through the tubes.

13

Design and function

Oil filterThe engine oil filter is of full flow type, which meansthat all the oil is filtered before it enters the lubricationsystem. On engines with early model oil distributionhousings (please refer to the “General” chapter), theoil 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 secureengine lubrication if the filter becomes blocked.

Crankcase ventilationTo prevent excess pressure, and to separate fuelvapor, water vapor and other gaseous combustionproducts, the engine is equipped with a ventilationdevice connected to the rear of the valve housing orthe rear valve lifter inspection housing.

On all S.O.L.A.S versions and early model versions ofthe 31/41/42WJ series, the oil mist is separated by areplaceable paper filter before the crankcase gasesare exhausted. When this filter is blocked, a pressurerelief valve opens.

Later models of 31/41/42WJ have an oil trap in thevalve housing, which separates any oil mist before thegases are directed to the air filter via a plastic hose.

The KA(M)D42/43 has a similar system, with an oiltrap in the valve housing, but here the gases aredirected through a rubber hose which exhaustsunderneath the air filter.

On the KAD32 a combination of the above-mentionedsystems is required. In other words, it has both apaper filter and an oil trap in the valve housing.

The KA(M)D44/300 has a unique system. In this, thecrankcase gases are directed down to an oil traplocated beneath the injection pump. Any oil is returnedto the sump via a drain hose.

14

Action before lifting the engine out of theboat 4 Cut off battery supply, remove battery terminals

from the starter motor.

5 Disconnect the engine wiring-instrumentsconnector. Disconnect power trim wiring(Aquamatic engines only).

6 Disconnect sea water connections.

7 Disconnect the exhaust system.

8 Close the fuel cocks. Remove the fuelconnections.

9 Disconnect the throttle cable. Disconnecttransmission cable (engines with reverse gearonly).

10 Remove the propeller shaft from the reverse gear(engines with reverse gear only). Remove screwson flywheel casing (Aquamatic engines only, ifthe boat is in the water)

11 Remove the engine pads from their seats and liftout the engine.

������������ ��������������������

12 Clean the engine

IMPORTANT! Observe the following rules whencleaning with high-pressure water jets. Beextremely careful that water does not penetrateengine components. With the high pressurefunction connected the water jet must never bedirected at sealed joints (shaft seals forexample), joints with gaskets or rubber hosesand electrical components.

13 Drain engine oil.

14 Remove reverse gear (if necessary)

Repair Instructions

GeneralIf possible a condition test should be carried outbefore every major service correction, so that theengines condition can be established and anycontributory fault causes discovered. A condition testrequires the engine to be run so this should be carriedout before removal of the engine or any componentsis begun.

For further information about the Condition Test seethe 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 arecollected for destruction and do not accidentallyaffect the environment. See also warning textunder point 12.

3 Work requiring action to cooling system: Closesea cock and drain coolant from the sea waterand freshwater systems respectively.

Work requiring action to a seawater coolingsystem: Close seawater cooling cocks and drainengine coolant.

WARNING! Ensure that all sea water intakesare properly closed and that water cannot enterwhen removing cooling system components.

15

Repair Instructions

Engine fixture attachment

Fixture 9999946 is used to attach the engine to unitstand 998 6485.

The fixture is secured to the right-hand side of theengine as illustrated below.

NOTE! It is important that the instructions for thenumber and size of screws is followed so that asecure 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 theengine before the fixture can be attached and theengine installed on the stand:

Compressor (42/43/44/300 series), heat exchangerwith expansion tank, oil cooler with oil distributionhousing, front engine mounting, oil pipe toturbocharger (TC), dipstick pipe

NOTE! On later version engines the dip stick pipecannot be removed in this position. To avoid crushingthe dip stick pipe the engine fixture must be modifiedslightly.

16

Repair Instructions

Checking oil pressureSpecial tools: 999 6398, 999 6591

1

Remove oil pressure switch on oil filter bracket (32/42/43/44/300). On other engines the oil pressureswitch is located on the cylinder block behind the oilcooler.

2

Install nipple 6591. Connect manometer 6398 to thenipple .

3

Start the engine and read off the manometer. Checkthat the oil pressure corresponds to the valuescontained in the Workshop Manual “Technical Data”.

4

Remove the nipple and manometer. Install the oilpressure sensor.

Corrective action to counter low oilpressure• Oil temperature too high.

If the oil temperature is too high the oil becomesless viscous and oil pressure drops. Check thecooling system for blockages. Check thermostatfunction.

• Incorrect oil grade (viscosity)

If the oil is too thick (incorrect viscosity or oilcontaminated with soot particles) it will take toolong for the oil pressure to rise after the engine isstarted, especially when the weather is cold.

If the oil has an abnormal soot contamination (eventhough oil changes have been made at the correctintervals 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 hasbeen contaminated with fuel. This can be because ofincomplete combustion due to:

– injector malfunction

– incorrect injection timing

The fault is most easily detected by low oilconsumption. Low oil consumption is obvious when oilburnt is replaced by fuel keeping the level constant.

• Oil filter blocked

If the oil filter is blocked the filter by-pass valveopens and the oil flow resistance in the filterbecomes higher than normal. This can bedetected by a pressure drop when the engine isidling 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 filterSpecial tool: 999 9179

1

Place a container beneath the filter when removing toavoid spillage.

17

Repair Instructions

2

Clean filter bracket. Remove filter using tool 9179.

3

Apply oil to the gasket of the new filter. Hand-tightenthe filter until the gasket comes into contact with thefilter bracket. Then twist a further ¾ turns.

4

Fill with engine oil and turn the engine with the startermotor (at the same time as the stop lever on theinjection pump is twisted) until the oil pressure gaugegives a reading.

Note. Turn the engine with the starter motor with thestop arm activated when replacing the oil filter, oilcooler or other components in the lubrication system.This cannot be done on the KAMD/KAD44 engine asthis does not have a manual stop arm on the fuelinjection pump.

5

Start the engine and check for leakage around the oilfilter.

Replacing oil pan gasket

1

Drain or suck out engine oil.

2

Remove the oil pan. Remove the old gasket. Cleanthe mating surfaces on the oil pan and cylinder block.

3

Install the oil pan together with a new gasket. Tightenscrews to 15 Nm.

Replacing lubrication pump

(oil pan removed)

Removing1

Disconnect oil return and delivery pipes at the oilpump.

2

Remove the oil delivery pipe and brackets from thecylinder block. Remove pipes and bracket.

3

Remove the cylinder block reinforcement panel.

NOTE! Do not drop the spacer washers between thepanel and the engine block.

Remove the screws for the first main bearing cap.

18

Repair Instructions

4

Remove the oil pump together with the main bearingcap. 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 pumpbracket. Tighten screws to 24 Nm.

7

Oil and install the main bearing shells in the bearingcap.

8

Lift the oil pump into position. Install the oil pump andtighten main bearing cap screws. Tighten screws. Fortightening torques see Workshop manual, “Technicaldata”.

9

Install cylinder block reinforcement panel. Do notforget the spacer washers between the panel and theengine block.

10

Install the oil delivery pipe in the pump and cylinderblock. Use new O-rings

Note. Check the ends of old oil delivery pipes forcracks before reinstalling.

Install the safety valve between the oil delivery pipeand the pump.

NOTE! Turn the safety valve as illustrated wheninstalling.

19

Repair Instructions

11 Reconditioning oil pumpSpecial 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 9996860. Remove key and brass washer

NOTE! There is no brass washer on late pumpversions.

4

Remove the screws holding the pump housing.Remove the pump housing from the bracket.

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 andfix it and the oil drain pipe with hose clamps.

Only engines intended for V-drive

NOTE! Engines intended for V-drive have a unique oilsuction pipe and splash bulkhead.

20

Repair Instructions

5

Remove impeller from housing.

6

Check pump housing for scratches and wear. Checkseal between the bracket and pump housing. If thereis a leakage the mating surfaces are black. The pumphousing must not be scratched.

Check the gear flanks, outside diameters and ends ofimpellers for wear.

Replace bushings in the pump housing and bracket ifthe radial play between the shaft and bushing is 0.15mm or more.

7

Press the bushings out of the bracket and pumphousing using an appropriate drift.

8

Press new bushings into place in the bracket andpump housing.

9

Screw the pump housing into place on the bracket toact as a guide when reaming the bushings.

10

Ream the bushings in the pump housing and bracketuntil 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.

21

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

Check the impeller backlash with a feeler gauge. Forthe correct play, see Workshop Manual, “Technicaldata”.

15

Move the impellers to the bracket. Install the pumphousing and tighten the screws. Check that theimpellers run easily and are not hitting the pumphousing by turning the pump shaft one turn.

16

Install the key.

NOTE! There is no brass washer on late pumpversions so do not reinstall it.

Heat oil pump gear to 180°C ± 20°C and tap the gearonto the shaft with a plastic mallet.

Note. There should be a 1.5±0.3 mm clearancebetween the bracket and gear.

22

Repair Instructions

17

Check that the clearance between the bracket andgear is 1.5±0.3 mm.

NOTE! The above measurement applies to lateversion and early version pumps that do not have abrass washer installed.

18

Screw main bearing cap into place on the oil pumpbracket. Tighten screws to 24 Nm.

19

Install intermediate gear. Tighten screws to 24 Nm.

Remove endplate. Take 4 longer M8 screws andscrew these in approximately 5 mm. Position the oilcooler on the screws, ensure that it is supported by allscrews. Tap the insert loose with tool 884 635 and aplastic mallet.

Remove the insert and O-rings.

2

Clean and inspect components. Use new O rings andgaskets when reinstalling. For the drain cock/nipplethreads use sealing compound Loctite® 572.

Reconditioning oil cooler

(early version)

Special tools: 884 635

1

23

Repair Instructions

Reconditioning oil cooler

(later version)

1

Remove endplate. Carefully tap the insert loose usinga rubber mallet. Use a block of wood between.

2

Clean and inspect components. Use new O-ringswhen installing. Apply a thin layer of grease to the endplate mating surfaces to the oil cooler housing beforeassembly.

Oil cooler, test pressurizationSpecial tools: 999 6033

1

Remove oil cooler from the oil distribution housing.Install brackets 999 6033 on the cooler with sealingring 471 637. One of the brackets is located with thenipple opposite the oil intake with sealing ring (1)between, the other bracket is located so that the oiloutlet is blocked.

2

Connect suitable test pressurization equipment to thecompressed air hose and the nipple opposite the oilintake. Increase the pressure slowly until themanometer displays 0.6 MPa. The pressure must notdrop for two minutes. If the pressure drops there is aleak and the oil cooler insert must be replaced.

24

Group 23 Fuel systemDesign and function

GeneralThe main components of the fuel injection system arethe fuel tank and tank unit, feed pump, Fuel filter, fuelinjection 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 viaconnection (7). This means that the return fuel flushesthrough (cools) the injection pump’s fuel chamber.This evens out fuel temperature so it is the same forall the cylinders and prevents gas bubbles forming inthe fuel line.

The fuel injection pump then forces a quantity of fuel(corresponding to the power required) through deliverylines (4) to injectors (5) which atomize the fuel in thecombustion chambers.

Excess fuel from the injectors runs back via returnline (6).

Certain of the illustrations in this chapter have been put at our disposalbe Robert Bosch AB.

EDC systemInstead of a conventional fuel injection pump with amechanical governor, the KA(M)D44/300 engine hasan EDC (Electronic Diesel Control) system.

The main components of the EDC system are thecontrol module, an electronic fuel injection pump anda number of sensors which provide the control modulewith information.

The control module processes the information fromthe sensors so that the correct quantity of fuel isinjected.

Because the boost pressure and charge airtemperature are monitored continuously there is asmoke limiter function built into the EDC system. Thequantity of air available is calculated. This regulatesthe quantity of fuel injected.

The control module also has a built-in diagnosticfunction which allows service technicians to quicklyfind the source of faults.

For further information see Workshop Manual “EDCfuel injection system”.

Fuel injection system

1 Feed pump 2 Fine fuel filter 3 Injection pump 4 Delivery lines

5 Injector 6 Return line 7 Fuel return connection

25

3

2

1

Design and function

Injection pumpThe injection pump is mounted on a flange and isdriven by the timing gears.

The pump is of the rotary type. All pumps, exceptthose for the KA(M)D44/300, have a centrifugalgovernor. The KA(M)D44/300 engine has an electronicactuator. This actuator turns an eccentric cam whichacts on a control sleeve. The position of the controlsleeve determines the quantity of fuel should beinjected.

The fuel shut-off system is controlled electrically witha solenoid valve. When the engine is stopped the fuelchannel is closed.

The pump mechanism is lubricated by the fuel.

Overflow valveThe overflow valve is located in the fuel injectionpump. It limits feed pressure and ensures that the fuelinjection system is bled continuously.

If feed pressure is too high the valve opens and fuelreturns to the fuel tank via the return line.

Fuel injection pump KA(M)D44/300

1 Actuator 2 Eccentric cam 3 Control sleeve

26

Design and function

Smoke limiterAll engines except for the KA(M)D44/300*) have fuelinjection pumps equipped with a pressure -depend-ent full load stop (usually called a “Smoke limiter”).This prevents the generation of exhaust smoke byopening the throttle rapidly at low engine speeds.

The full load stop limits the length of stroke of thecontrol rod (quantity of fuel), until the turbochargerhas enough exhaust gases to produce full charge airvolume. The full load stop is based on a diaphragm(6). This is acted on by the pressure in the intakemanifold via a pressure hose. The diaphragm is con-nected to a sliding rod (8) the other end of which isconical. Guide pin (4) runs over the conical end ofthe sliding rod. It transfers the movement of the dia-phragm to lever (3) which acts as a stop for fullload.

At low engine speeds, boost pressure is not suffi-cient to overcome spring pressure (7). The mem-brane remains in its original position. When boostpressure reaches a certain point, spring pressure isovercome and the sliding rod is pushed down. Theguide pin is pressed further into the cone and thespring-loaded full load stop (1) follows it, allowing agreater quantity of fuel to be injected at full load. Thequantity 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, thereis no increase in exhaust gases, only a reduction inpower.

*) 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 Cone10 Adjustment screw, full load quantity11 Adjustment lever12 Tension lever13 Start lever14 Lever bearings

27

Design and function

InjectorThe 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 inthe 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 ispressed 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 thetension of the spring which can be adjusted withshims (4).

Injector

1 Hollow screw2 Gaskets3 Injector mounting4 Shims for setting the

opening pressure5 Thrust spring6 Thrust pin7 Locating pin8 Guide9 Locating pin

10 Nozzle11 Jet nut

2-spring injector(TAMD31S-A/41H-B, KA(M)D44/300)As the heading indicates this injector has 2 thrustsprings. This allows two stage injection.

The springs are calibrated so that a small quantity offuel is injected into the combustion chamber first.This increases the combustion pressure a little. Thisprolongs injection and reduces combustion noise.

The 2-spring injector also allows lower emissionswhen 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 Shim10 Stop sleeve11 Intermediate ele-

ment12 Jet nut

28

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 liftsensor sends a signal to the control module whenfuel injection starts.

The control module compares this signal with thesignal from the engine speed sensor and calculatesthe difference between the calculated injection tim-ing and the actual injection timing and carries outany corrections that are required.

If the signal which represents the needle movementis missing, the injected fuel volume is limited andthe injection timing is fixed.. If at the same timethere is a fault in the engine speed (RPM) sensorthe engine will stop.

The needle lift sensor consists of a solenoid coilwound around a magnetic core. The coil is suppliedwith 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 magneticfield. This in turn causes a voltage change in thevoltage supply. By registering the change in voltagethe control module can determine when the injectionstarts.

NOTE! These injector nozzles must not be recondi-tioned. An exchange program is in place.

2-spring injector with needlelift sensor

1 Injector holders 2 Shim 3 Thrust spring 4 Thrust pin 5 Guide 6 Thrust spring 7 Adjustment pin 8 Spring seat 9 Shim10 Stop sleeve11 Intermediate element12 Jet nut

29

Design and function

Feed pumpIf the injection pump is to work, it requires a supplyof fuel at pressure. This function is carried out by afeed pump located on the left-hand side of the cylin-der block. The diaphragm feed pump is driven by thecamshaft.

The feed pump has a hand pump which can be usedto 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 “Bleedingfuel injection system”

Fuel filterThe engine fuel injection system has a fuel filter.

This fuel filter is disposable, and the filter insert ismade of a spirally wound paper filter.

A single or double (connected in parallel) water-sep-arating pre-filter is also available as an accessoryfor the fuel injection system. Double pre-filters allowfilters to be replaced while the engine is running.

Return fuel coolerCertain models are equipped with a return fuel cool-er. The cooler is the same type as that used forpower steering and is loacetd on the intake waterhose.

30

Instructions when workingwith the fuel injection systemTake great care to ensure cleanliness when workingwith the fuel injection system. Clean the engine beforeremoving components such as the fuel lines. Installprotective caps on all connectors so that dirt cannotget into them. Inspect components in a separate roomintended for that purpose.

Some procedures (checking injectors for example)require special equipment and training. If you do nothave this equipment or training, have an authorizeddiesel workshop carry out the work.

Do NOT adjust the opening pressure or replacecomponents in 2-spring injectors. Replaceinjectors instead.

If a loss of engine power is suspected take account offactors such as how fouled the hull is, the propellertype, the load and load distribution, before adjustingthe pump setting.

IMPORTANT! Some components are sealed atthe factory for environmental reasons. No workshould be carried out on sealed componentsexcept by authorized personnel.

If seals are broken by unauthorized personnel allwarranties are invalid. When work has beencarried out components must be resealed(BOSCH or VOLVO PENTA), so that theauthorization number (stamp number) is easilylegible.

1

Clean the fuel injection pump, piping and enginearound the pump.

2

Remove the fuel line/hose between the fuel injectionpump and fuel filter. Disconnect the leak-off pipe fromthe nozzles. Plug connections.

3

Applies to KA(M)D42/43/44/300

Repair Instructions

Removing fuel injection pumpNote. Plug fuel lines and connections beforedisconnecting.

This procedure applies to all engines contained in thisWorkshop Manual.

Procedures that only apply to certain engines areindicated in the text (“Only applies to the KA(M)D44engine”) 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 removethe clamps, remove the pipes together.

31

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 thesea cocks (reverse gear (transmission) engines)or the hose terminals on the shield (driveengines) 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 bracketunder the pump!

Send the pump to an authorized diesel workshop(Bosch) for inspection (if your own workshop does nothave the specially trained personnel and testequipment necessary.

32

Repair Instructions

Installing and setting up fuelinjection pumpSpecial tools: 884 895, 884 95431/32 series: 885 19941/42/43/44P–B/44P-C/300 series: 885 13944P–A series: 885 139, 885 301

1

Install the intermediate flange with new O-rings(applies to the 44/300 series). On other engines installa new O-ring on the fuel injection pump. Install thefuel injection pump.

NOTE! If the stud bolts have been removed applyLoctite® 572 to their threads before reinstalling. Thisreduces the risk of oil leaks.

Do not remove plugs before the fuel and delivery linesare reinstalled.

IMPORTANT! Do not turn the engine with thefuel injection pump drive gear loose, This maydamage the cogs or engine speed (RPM)sensor (32/42/43).

2

Turn the pump shaft so that the hole for the flangescrews corresponds to the hole in the camshaft gear(the gear can only be installed in one position).Tightening torques for flange screws 24 Nm. Installthe bracket under the pump without tightening.

3

Install tool 884 895 in the flywheel housing. Turn theengine in the direction of rotation until the tool luglocks the flywheel.

33

Repair Instructions

4

Remove the center screw on the rear face of the fuelinjection pump and install the dial indicator 884 954with holders 885 139 (41/42/43/44/300 series) and 885199(31/32 series). Ensure that the indicator is pushedin 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 thereset 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 theengine back (against direction of rotation)approximately 30° (41/42/43/44/300 series) andapproximately 45° (31/32 series) or until the clock“stops”.

8

Reset the clock

9

Turn the engine in the direction of rotation. Ensurethat the clock does not move when the rotationbegins, this is to ensure that the turning begins at“zero”.

10

When the locking pin “locks” the flywheel the dialindicator should be read off. Compare the read offvalue with Workshop manual “Technical data”.

11

If the injectors need to be adjusted, slacken off thepump securing nuts and turn the pump until thecorrect value is obtained. Turn clockwise (seen fromthe front) if value is too low (injection too late) andcounter-clockwise if the value is too high (injection tooearly).

Tighten the pump and dismantle tool 885 301 (44P–Aseries) and reinstall the reset cover.

34

Repair Instructions

NOTE! The support bracket at the rear of the pumpmust block the cylinder block and pump before finaltightening, so that no tensions are introduced.

NOTE! Donut forget to remove tool 884 895 from theflywheel housing.

12

Install fuel and delivery lines. Use new copperwashers.

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 injectionpump.

15

Install seawater pump. Use a new O-ring.

IMPORTANT! Ensure that the sea cocks(reverse gear engines) or the hose connectorson the shield (drive engines) are open.

16

Bleed fuel system.

17

Start the engine and check for leaks.

Fault-tracing fuel valveIf the engine does not stop when the ignition switch isturned to the stop position, check the following points.

• Check that there is power to the stop solenoidconnector when the ignition switch is in its stopposition. The cable should be live when theengine is stopped.

• Connect connector and listen for clicking. Doesthe valve click when stop is connected? Checkthe plunge function if necessary.

• Check that the cylinder block is connected toground (–) when the ignition switch is in its stopposition on bipolar motors.

35

Repair Instructions

Setting up idling speed31/32/41/42/43 series

Special tools: 998 8460

The engine should be at normal operatingtemperature.

that the throttle mechanism is operating normally(that the fuel injection pump throttle lever movestowards low idle when the throttle mechanism ismoved to idling position and towards max when thethrottle mechanism is moved towards wide openthrottle.

Adjust throttle mechanism if necessary.

Check the air cleaner (ACL) is not clogged.

Set up engine speed using workshop tachometer 9988460. Do not use the boat’s instruments to set upengine speed.

IMPORTANT! Seals may only be broken byauthorized personnel. When work has beencarried out components must be resealed(BOSCH or VOLVO PENTA), so that theauthorization number (stamp number) is easilylegible.

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 byscrewing the adjustment screw (2) out or in.

4

Lock the adjustment screw after adjustment iscomplete.

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 maximumengine speed (RPM) stop screw (3).

7

Check the engine speed (RPM) with a workshoptachometer. Adjust stop (3) if necessary to obtain thecorrect engine speed (RPM). For engine speed (RPM),see Workshop Manual “Technical data”.

8

When work has been carried out the adjustment screwcomponents must be resealed (BOSCH or VOLVOPENTA), so that the authorization number (stampnumber) is easily legible.

KA(M)D44/300 seriesTo set up the KA(M)D44/300 engines, see WorkshopManual “EDC fuel injection system”.

36

Repair Instructions

Replacing feed pump1

Clean around the pump.

2

Close fuel cocks. Disconnect fuel lines from thepump.

3

Remove the feed pump from the cylinder block.

4

Clean the feed pump’s mating surface on the cylin-der block and install a new gasket.

5

Screw feed pump into place.

6

Vent fuel system.

7

Start the engine and check for leaks.

Checking fuel supply pressure

31/32/41/42/43 seriesSpecial tools 999 6065, 999 6666.

1

Connect banjo nipple 999 6666 to pipescrew 969299, drilled and threaded to M10x1 as illustrated.Connect the pipescrew to outlet side of the fuel fil-ter, see the arrow on the filter cover. pressure ismeasured after the fuel has passed through the fuelfilter).NOTE! Do not spill any fuel.Connect manometer 999 6065.

2

Run the engine at an increased engine speed. Re-duce the engine speed (RPM) to low idling speed.Read off the pressure within 1 minute.

The feed pressure should be 14.7–27.5 kPa (feedpump 860 320*) respectively 30-50 kPA on TAMD41H(feed pump 3582310*)

Low feed pressure can be caused by a blocked filteror defective feed pump. Check for reduced flow (atrapped line for example).

The feed pump can not be reconditioned. The feedpump must be replaced.

*The pumps are identified using the P/N on the top of the pumphousing.

37

Repair Instructions

Checking fuel supply pressure

KA(M)D44/300 seriesSpecial tools: 999 6065, 999 6666VP replacement parts: 18 817 (6 x), 191 397, 861 057(50cm), 861 079 (3 x), 943 471 (2 x), 947 043 (2 x),947 975, 969 299

1

Close the fuel cocks

2

Remove any clamps for the wiring at the timing cov-er for better access.

3

Disconnect the fuel line between the fuel filter and thefuel injection pump. Do not spill fuel.Slacken off the nipples in the fuel filter and fuel in-jection pump.

4

Connect an approximately 50cm long fuel hose 861057 with a banjo nipple 861 079, hose mounting 947043 and hose clamp 943 471 at each end.

5

Connect each end of the fuel hose to the fuel injectionpump using the short pipescrews 969 299 and 2 xcopper washers 18 817.

38

Repair Instructions

6

Remove tool 999 6666. Connect nipple191 397, copper washer 18 817 and banjo nipple 861079.

7

Connect modified tool 999 6666 and the other end ofthe fuel hose to the fuel filter using the long pipe-screws 947 975 and 3 x copper washers 18 817.

8

Connect manometer 999 6065 with the manometerquick-release connectors to modified tool 999 6666.

9

Open the fuel cock.

Run the engine at an increased engine speed. Re-duce the engine speed (RPM) to low idling speed.Read off the pressure within 1 minute. The feedpressure should be 14.7–27.5 kPa (feed pump 860320) respectively 30–50 kPa (feed pump 3582310*)

The feed pressure downstream of the fuel filtershould never drop below 0 kPa for any of the pumps.

Low feed pressure can be caused by a blocked filteror defective feed pump. Check for reduced flow (atrapped line for example).

None of the feed pumps can be reconditioned. Thefeed pumps must be replaced.

* Feed pump 3582310 was introduced successively on the 44P-Aseries and is installed on all engines in the 44P-B/44P-C/300 series.The pumps are identified using the P/N on the top of the pumphousing.

39

Repair Instructions

Replacing injectors

31/32/41/42/43 seriesSpecial tools: 885 131

1

Applies only to TAMD31S-S

Remove the protection cover over the injectors/delive-ry lines

2

Clean around the injectors and pipe connectors.

3

Remove the return line between injectors and plugconnections.

4

Only applies to 42/43 series

Remove the fuel and oil filter and the bracket.

5

Remove the delivery line and plug connections.

NOTE!The delivery lines must under no circum-stances be bent. Replace damaged delivery lines.

6

Remove nuts on injector yokes and remove.

7

Turn the injector using a PU-15 wrench pulling it up atthe same time. If the injector cannot be pulled up behand use puller 885 131. Otherwise water might getinto the engine.

8

Clean mating surface between copper sleeves andinjectors.

9

Install the new injectors.

10

Install injector yokes. Tighten to: 24 Nm.

11

Install return line with new copper washers.

12

Install the delivery lines.

13

Only applies to 42/43 series

Install the oil and fuel filter and the bracket.

14

Start the engine and check for leaks.

15

Applies only to TAMD31S-A

Install the protection cover over the injectors/deliverylines.

40

Repair Instructions

Replacing injectors

KA(M)D44/300 seriesSpecial tools: 885 263

1

Clean around the injectors and pipe connectors.

2

Remove the return line between injectors and plugconnections.

3

Remove fuel and oil filter and the bracket.

4

Remove the delivery line and plug connections.

NOTE!The delivery lines must under no circum-stances be bent. Replace damaged delivery lines.

5

Applies only to KA(M)D44P-A

Remove the valve cover. Remove the seal againstthe valve cover (the O-rings, washer and spring) oneach injector.

Inspect the valve cover gasket. If it is undamagedthe gasket does not need to be changed.

Applies only to KA(M)D44P-B/44P-C/300

Remove the clip on the rubber grommet for the cableto the injector on cylinder 1. Separate the connector.

Remove the screws for the valve cover. Carefullypress the rubber grommet in using a screwdriver atthe same time lifting the valve cover slightly. Insertthe cable through the hole. Remove the valve cover.Remove the seal against the valve cover (the O-rings, washer and spring) on each injector.

NOTE! The springs on cylinder 1 cannot be removedbefore the injector is removed from the cylinderhead.

Inspect the valve cover gasket. If it is undamagedthe gasket does not need to be changed.

6

41

Repair Instructions

7

Remove the injectors. If the injector cannot be pulledup by hand use puller 885.263. This is to ensure thatthe copper sleeves do not come up with the injector.

8

Clean the mating surface between the coppersleeves and the injectors. See “Cleaning coppersleeves”.

9

Install the nozzles. Do not forget the lower O-ring onthe nozzles.

NOTE! Ensure that the plane of the return line is asstraight as possible.

Tightening torque 24 Nm, socket 13 mm.

10

Applies only to KA(M)D44P-B/44P-C/300

Thread the washer and spring onto cylinder 1 beforeinstalling it. Press the springs together and installthe injector yoke in position. Thread the lower O-ringonto the nozzle.

Install the seal against the valve cover (the O-rings,washer and spring) on each injector.

Applies only to KA(M)D44P-B/44P-C/300

Ensure that the cut out in the sealing washer corre-sponds to the split pin and the injectors cable termi-nal (only cylinder 1)

42

Repair Instructions

11

Inspect the valve cover gasket. If it is undamagedand securely fixed to the cover, the gasket does notneed to be changed. If it needs to be replaced carryout the following:

Thoroughly clean the position of the gasket. Apply athin layer of silicon P/N 116 1231-4 to the valve cover.Apply the new gasket and allow it to harden in thesilicon before installing the valve cover.

NOTE! The gasket join is located as per Fig.

Applies only to KA(M)D44P-B/44P-C/300

Insert the cable for the injector through the valve cov-er. Press the rubber grommet into place at the sametime as the valve cover is lowered against the cylinderhead. Install the retaining clip. Connect the cable tothe engine cable harness.

Check that the cable is clear of the rocker armsthrough the oil filler hole.

12

Install valve cover.

13

Install return line with new copper washers.

14

Install the delivery lines.

15

Install the oil and fuel filter and bracket.

16

Start the engine and check for leaks.

Needle lift sensor, checking

(only to KA(M)D44P-B/44P-C/300)Special tools: 998 8452

Carry out a check of the needle lift sensor in injectornozzle 1 as follows:

Separate the connector (see ”Injector, replacement”point 6). Connect an ohmmeter 998 8452 and meas-ure the resistance between the connector pins. Re-sistance should be 100±10 ohm at 20°C.

In cases where the value lies outside the givenrange the injector must be replaced.

43

Repair Instructions

Reconditioning injectors

(only 1-spring injectors)1

Clean the outside of the injector.

2

Dismantle the injector. If several nozzles are beingcleaned at the same time, ensure that pins andsleeves that belong to the injector are not mixed up.To avoid mixing them up place nozzles in a nozzlerack or in different compartments.

3

Clean the injector.

Use an ultrasound wash. If there is no ultrasoundwash available, clean at the nearest Bosch workshop.

4

Check injector nozzle carefully. Inspect using anilluminated lens or nozzle microscope. The nozzlemicroscope can also be used for the nozzle sleeve. Ifthe seat has been pushed down replace the nozzle pintogether with the nozzle sleeve. If the damage isminor grind using a nozzle grinder.

5

Check other components.

6

Dip the nozzle components in pure diesel to oil.

7

Assemble the injector nozzle using the samethickness of shims for opening pressure as before.

Cleaning copper sleeveSpecial tools: 885 289

1

Press the mounting sleeve over the brush to keep ittogether before securing it in a drill.

2

Position the mounting sleeve over the copper sleeve.

3

Press the brush into the copper sleeve. Connect apower drill and clean the copper sleeve.

4

After cleaning blow away dirt using compressed air.

44

Repair Instructions

Recommendations whenadjusting opening pressure,set pressure and replacinginjectorsInjection takes place under extremely high pressureso that atomization and combustion is as effective aspossible. With time opening pressure drops under thatindicated for new injectors.

This drop in pressure is normal and does not affectinjector function or engine performance significantly.

Adjusting the injector can shorten the injector nozzleservice life.

To avoid replacing and adjusting injectorsunnecessarily follow the instructions for inspectionbelow.

Do not inspect an injector unless there is adefinite indication that it is not functioningnormally (excessive exhaust emissions forexample).

When testing an injector the most important things tolook at are opening pressure, set pressure and seal.

NOTE! On a 2-spring injector only the opening pressu-re for the first stage is possible to test.

Spray pattern and creak are harder to judge and donot provide a clear indication of the condition of theinjector.

In the service literature we indicate set pressure inaddition to opening pressure. These values apply tonew indicators with new thrust springs.

Because the set pressure of a new spring issomewhat higher than the opening pressure there issome margin for the spring to settle.

When a new spring has settled, opening pressuredrops by approximately 8–10 bar.

Opening pressure will drop more over time, but theinjector will still function normally.

Research has shown that the pressure drop evens outat approximately 15% under opening pressure for aused spring. This drop in pressure is within thespecified operating range.

Seal test

A seal test checks for leakage from the injectornozzle. If there is a leak it is between the point of thenozzle needle and the conical seal surface of thenozzle sleeve.

Wipe the point of the nozzle dry. Pump up a pressureof 2 Mpa under injector opening pressure (first stageon a 2-spring injector) with a manometer connected.

Keep pressure steady for 10 seconds. No fuel shoulddrop off the point of the nozzle but it can be damp.

Spray pattern and creak

The condition of the injector nozzle is hard todetermine based on spray pattern and creak.

Injector nozzle creak can only be judged on newinjectors.

The injector nozzle may often operate well eventhough the spray pattern is imprecise. No judgementcan be made of the spray pattern of a 2-spring injectoras this is related to the test equipment used. Thespray pattern can be very different to that of a 1-spring injector.

Y Opening pressure X Operating period A1 New spring A2 Old spring A3 8–10 bar difference A4 The injector operates well despite the 10% reduction

in opening pressure.

45

Repair Instructions

Adjusting opening pressure

(1-spring injectors)

1

Connect the injector to a nozzle tester.

2

Pump hard several times to clean dirt and air out ofthe injector nozzle.

Slowly press the tester lever down until the injectornozzle starts to eject fuel.

3

Read off opening pressure on the tester manometer.

4

If the opening pressure does not correspond with thespecified value the setting can be changed byreplacing the shims in the injector.

Note. A maximum of 2 shims may be used. If thethickest shims are not sufficient, replace the spring.

Opening pressure/set pressureFor opening pressure and set pressure (new spring),see Workshop Manual “Technical data”.

Spray pattern

At a pump speed of 4–6 strokes a second the spraypattern should be the same and the fuel should beatomized. Plug pipe connectors and the point ofnozzle after testing.

Adjusting opening pressure

(2-spring injectors)

NOTE! These injectors must not be reconditioned. Anexchange program is in place.

46

Repair Instructions

Replacing fuel filterSpecial tools: 999 9179

1

Clean the filter mounting carefully.

2

Remove the filter using tool 999 9179.

3

Apply oil to the gasket of the new filter. Hand-tightenthe filter until the gasket comes into contact with thefilter bracket. Then twist a further half turn.

4

Bleed fuel system. Start the engine and check forleakage around the filter.

Bleeding fuel system

1

Place a container beneath the fuel filter.

Open the bleed nipple on the fuel filter holder.

2

Fill the fuel injection system by pumping the handpump on the feed pump. When the fuel coming out ofthe bleed nipple is free of air bubbles close it.

NOTE! If the pump effect is poor, turn the engine overslightly so that the pump drive cam changes position.

3

Bleed the fuel injection pump is it has beendisassembled. Use the hand pump for approximately30 seconds. This automatically bleeds the fuelinjection pump.

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Notes

References to Service Bulletins

Group No. Date Concerns

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Name: ..........................................................

AB Volvo PentaTechnical Information

Dept. 42200SE-405 08 Göteborg

Sweden

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