Service Bulletin

AB Volvo Penta Group Number Version

SE-405 08 Göteborg 17-0 2 6
Sweden

Engine Oil & Oil Analysis

Industrial Engines, Marine Diesel Engines
Binder: A, B, D, E, I Date: 09-2020 Page: 1(16)

This bulletin describes the various types as well as the additives and specifications of Engine Oil. However,
maintenance should always be carried out in accordance with the Operator´s Manual and the Maintenance
Schedule.

Engine oil
General

The main function of an engine oil is to reduce friction

and thereby minimise wear between the moving parts
of the engine.
The oil should also absorb heat from parts that are
exposed to extreme heat loads, and keep the engine
components free from impurities by transporting these
to the filter, from where they can be removed from the
p0017150 engine.
Engine oil should also assist in sealing between the
cylinder wall and the piston.

Hazards
Engine oil should be treated as a hazardous material. The instructions for introduction and use of such materials
must be strictly adhered too.

Formulation
An engine oil consists of a base oil and additives, where the base oil is either a mineral oil or a synthetic oil.
The additives comprise a DI packet (detergent-inhibitor), a viscosity modifier (VM), and so-called pour point
depressant (PPD). The DI packet comprises a combination of many components, of which the most important
are:

Anti-wear
Anti—wear is normally based on zinc-dialkyl-dithio phosphate (ZDDP), which creates a protective, lubricating film
on metal surfaces at high temperatures and at high pressure. A modern engine oil normally contains 0.1–0.15%
zinc (Zn) and phosphor (P).

Detergents
Detergents help to keep the engine clean from coatings, for example in the piston ring grooves, and neutralize
acidic combustion products, that otherwise attack and corrode metal parts such as cylinder liners and ball
bearings. Detergents contain metals, normally calcium (Ca) and/or magnesium (Mg) in quantities of 0.2–0.5%.

Dispergents
Dispergents are additives that are often free from metals and are added to hold contaminants, mainly soot,
suspended in the oil and thus avoid flocking, blockage of the lubricating system and abrasive wear.

Anti-oxidants
Anti-oxidants delay oxidation of the oil by counteracting reactions with by-products that are formed during
incomplete combustion.
The DI packet can even comprise other constituents, such as corrosion inhibitors, foam dampers and drip point
retarders.

Viscosity modifiers
Viscosity modifiers are products with a high molecular weight (polymers) that combat viscosity reduction at high
temperatures.
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Engine oil specifications

Engine oil specifications defined for the On-Road Applications.
It is both technically and economically important to choose the correct oil for every specific purpose.

The following information describes some of the modern norms for lubrication oil quality.
It is then up to the oil manufacturers to ensure that their products meet these demands. It is therefore always a
good idea to use well known makes of oil.

API system
API CB -
Typical for diesel engines working in favour able to slightly harsh conditions and using lower quality fuel which
places higher demands on protection against wear and deposits. Can also be used for petrol engines working in
favour able conditions.
These oils provide necessary protection against bearing corrosion and high temperature regression in normally
aspirated engines when using a fuel with higher sulphur content.

API CC -
Typical for normally aspirated engines with a high output per litre and low pressure forced induction diesel engines
working in slightly harsh to harsh conditions and also for certain heavily loaded engines.
These oils provide protection against high temperature regression in the above named engines and also provide
protection against corrosion and deposits created at low temperatures in petrol engines.

API CD -
Typical for high speed, forced induction diesel engines with high power output that require effective protection
against wear and deposits.
These oils protect against bearing corrosion and high temperature regression, regardless of the fuel quality.

API CD-II -
Typical for two-stroke diesel engines in heavy applications, needing highly effective protection against wear and
deposits. These oils also meet all the demands for API-CD.
Typical for two-stroke diesel engines in heavy applications, needing highly effective protection against wear and
deposits.
These oils also meet all the demands for API-CD.

API CE -
Typical area of use is with many forced induction or high performance forced induction diesel engines working at
both low speed/high loading and high speed/low loading.
Oils with this designation have been available since 1984 and provide protection against thickening of the oil,
wear, deposits in the piston system and also provide improved control of oil consumption compared with oils in
category CD.

The above named grade designations are obsolete, but API CC, API CD and API CE oils can still be found in
certain markets.
NOTICE! Oils corresponding to API CG-4 or lower shall not be used in Volvo engines.

API CF - Primarily for off road vehicles with swirl-chamber diesel engines. Oils of this type are suitable for engines
for which CD is specified, since it provides protection against piston deposits, wear and bearing corrosion,
irrespective of fuel quality.
NOTICE! Oils corresponding to API CG-4 or lower shall not be used in Volvo engines.

API CF-2 – Effectively replaced CD-II in 1994 and is primarily intended for two-stroke diesel engines.

API CF-4 – Replaced CE in 1991 and is particularly suitable for high performance four-stroke diesel engines.
AB Volvo Penta Group Number Version Page
Service Bulletin 17-0 2 6 3(16)

API CG-4 – Intended for high performance four-stroke diesel engines when using fuel with a sulphur content of
max 0.05%. CG-4–oils reduce wear, foaming, oxidation, soot accumulation and carbon deposits on pistons, that
are created at high surface temperatures.
NOTICE! Oils corresponding to API CG-4 or lower shall not be used in Volvo engines.

API CH-4 — Designates oils for use in light to heavily laden, high speed four-stroke diesel engines that are
intended to meet 1998 and earlier emission standards. These oils are recommended for use where the sulphur
level in the fuel is lower than 0.05%. Engine oil corresponding to API CH-4 is expected to maintain the life span
of an engine even in unfavourable applications that effect the ability of the oil to protect against wear, its high
temperature stability and soot handling characteristics.
In addition, API CH-4 gives the engine optimal protection against corrosion, oxidation and insoluble thickening,
aeration and viscosity reduction due to sheering forces. These oils make it possible to apply more flexible oil
change intervals in accordance with the engine manufacturers recommendations for each engine type
respectively.
Generally, these oils can be used in applications where API CG-4 and CF-4 oils where previously recommended.

API CI-4 — Designation for oils for use in high speed four-stroke diesel engines manufactured to meet 2004
emission demands from the USA. These oils are intended for all applications when using diesel fuel with a sulphur
content up to 0.05%.
The oils are specially formulated to maintain the life span of the engine when EGR is used, but the effect of the
oils on other emission equipment has not yet been determined.
Optimal protection is obtained against corrosive and soot-related wear tendencies, piston deposits, degradation
of viscosimetric characteristics at low and high temperatures caused by soot accumulation, thickening due to
oxidation, foaming, degradation of sealing materials, viscosity reduction due to oil sheering and improved control
of oil consumption. API CI-4 oils are superior to oils corresponding to API CH-4 and CG-4 and effectively lubricate
engines with these grade requirements.

API CJ-4 — API Service Category CJ-4 describes oils for use in high-speed four-stroke cycle diesel engines
designed to meet 2007 model year on-highway exhaust emission standards (US) as well as for previous model
years. These oils are compounded for use in all applications with diesel fuel ranging in sulphur up to 500 ppm
(0.05% by weight). However, the use of these oils with greater than 15 ppm (0.0015% by weight) sulphur fuel
may impact exhaust after treatment system durability and/or oil drain interval.
These oils are especially effective at sustaining emission control system durability where particulate filters and
other advanced after treatment systems are used.
Optimum protection is provided for control of catalyst poisoning, particulate filter blocking, engine wear, piston
deposits, low- and high-temperature stability, soot handling properties, oxidative thickening, and viscosity loss
due to shear.

API CK-4 — API Service Category API CK-4 oils are especially effective at sustaining emission control system
durability where particulate filters and other advanced aftertreatment systems are used. API CK-4 oils are
designed to provide enhanced protection against oil oxidation, viscosity loss due to shear, and oil aeration as well
as protection against catalyst poisoning, particulate filter blocking, engine wear, piston deposits, degradation of
low- and high-temperature properties, and soot-related viscosity increase.

ACEA system
ACEA (Association Constructeurs Européens d' Automobiles) is the name of the European automobile
manufacturing members organization. ACEA has developed its own engine oil specifications, which are specially
adapted to European engines and applications. The current system is called ACEA specifications and replaced
the earlier, CCMC series, in 1996. The ACEA series for heavy diesel engines consists of the following categories:

ACEA E1 — Oil intended for use in normally aspirated engines and low pressure forced induction diesel engines,
for light to normal operating conditions and with normal oil change intervals. ACEA E1 was superceded in 1999.
NOTICE! ACEA E1 shall not be used in Volvo engines.
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ACEA E2 — Oil for general use in normally aspirated engines and forced induction heavy diesel engines, for
normal to harsh operating conditions and with normal oil change intervals.
NOTICE! ACEA E2 shall not be used in Volvo engines.

ACEA E3 — These oils are effective when it comes to piston cleanliness, cylinder glazing, wear, soot handling
and lubricant stability.
This category is recommended for diesel engines used in difficult operating conditions and which should meet
the emission demands of Euro 1 and Euro 2.
Suitable for use with increased oil change intervals when recommended by engine manufacturer.

ACEA E4 — A stable, stay-in-grade oil that gives even more effective control of piston cleanliness, wear, soot
handling and lubricant stability, when compared with E3 oils.
Recommended for diesel engines that meet emission demands for Euro 1, Euro 2 and Euro 3 and which operate
in very harsh conditions, i.e. with considerably extended oil change intervals in accordance with the manufactures
recommendations.

ACEA E5 — A stable, stay-in-grade oil with effective protection regarding piston cleanliness and cylinder glazing.
These oils provide increased protection against wear and deposits in turbochargers, increased soot handling
characteristics and improved lubricant stability when compared with E3.
Recommended for diesel engines that meet emission demands for Euro 1, Euro 2 and Euro 3 and which operate
in harsh conditions, i.e. with considerably extended oil change intervals in accordance with the manufactures
recommendations.

ACEA E6 — A stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and
lubricant stability.
It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission
requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according
to the manufacturer's recommendations.
It is suitable for EGR engines, with or without particulate filters, and for engines fitted with SCR NOx reduction
systems.
E6 quality is strongly recommended for engines fitted with particulate filters and is designed for use in combination
with low sulphur diesel fuel.
However, recommendations may differ between engine manufactures so Operator`s Manuals and/or Dealers
shall be consulted if in doubt.

ACEA E7 — A stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore
poliishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for
highly rated diesel engines meeting EuroI, Euro II, Euro III, Euro IV and Euro V emission requirements and running
under severe conditions, e.g. extended oil drain intervals according to the manufacturer's recommendations.
It is suitable for engines without particulate filters, and for most EGR engines and most engines fitted with SCR
NOx reduction systems.
However, recommendations may differ between engine manufactures so Operator´s Manual and/or Dealers shall
be consulted if in doubt.
AB Volvo Penta Group Number Version Page
Service Bulletin 17-0 2 6 5(16)

Volvo Drain Specification (VDS)

VDS places additional demands upon the engine oil specifications listed above and is based
on field tests performed by Volvo Trucks.
NOTICE! It applies for Volvo Penta engines as well.

Low-emission engines place extremely high demands on engine oils and Volvo has
developed the earlier requirement specifications VDS and VDS-2 to adapt them to Euro 3
engines, VDS-3.
• VDS was first introduced in 1982, and has been successively developed to adapt to
current engine design. P0017431

• VDS-2 was introduced in 1992 and revised 1995.

• VDS-3 was introduced in 2000 and revised 2002.
• VDS-4 was introduced in 2014
• VDS-4.5 was introduced in 2017

The most important test parameters during field tests are piston deposits and cylinder
glazing, although even other parameters such as piston ring and bearing wear, engine
cleanliness and oil degradation are also examined.

VDS — Field test performed on a F12 trucks (TD121–, TD122–engines). The lowest oil grade used was API CD.
Since the introduction of VDS-3 (2000), no new VDS approvals are given. Older VDS oils still exist in the market,
however.

VDS-2 — Field test performed primarily on a F12 trucks (D12A engines), and lowest oil grade ACEA E3 or API
CG-4. Since the introduction of VDS-3 (2000), approval for VDS-2 is obtained via the VDS-3 test, see below.

VDS-3 — Field test performed on a FH12 trucks (D12C or D12D engines). Lowest oil grade is ACEA E5 or API
CH-4. Approval for both VDS-3 and VDS-2 can be received through the VDS-3 tests.

VDS-4 — VDS-4 is the first VDS specification that is not based on field test. It was decided to abandon field tests
since these are time consuming (2-3 years) and do often provide inconclusive results. VDS-4 is now built on API
CJ-4 but with additional requirements adapted to suit the particular needs of Volvo Powertrain engines. VDS-4
oils are particularly intended for EGR engines equipped with diesel particulate filters and/or SCR systems but can
also be used in all other engines. The full requirements are described in Volvo Corporate Standard 417-0001.

VDS-4.5 — VDS-4.5 is fully backwards compatible and can be used in engines where Volvo Penta Engine Oil
VDS, VDS-2, VDS-3 or VDS-4 oils are currently recommended. Volvo Penta Engine Oil VDS-4.5 has been
specifically designed for modern high performance, low emission engines with Exhaust Gas Recirculation (EGR),
Selective Catalytic Reduction (SCR) and/or Diesel Particulate Filter (DPF) after-treatment systems. The full
requirements are described in Volvo Corporate Standard 417-0003.

NOTICE! Oil change intervals for an engine are dependant on Oil Quality, Fuel Quality, Engine Type and
Application.
Volvo Penta recommendations are based on quality designations: VDS, VDS-2, VDS-3, VDS-4, VDS-4.5
Maintenance should always be carried out in accordance with service schedule/ service protocol.
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Lubricant additive elements

Element Significance
Boron (B) Dispersant
Calcium (Ca) Detergent
Magnesium (Mg) Detergent
Molybdenum (Mo) Anti-wear and/or Anti-Oxidant
Phosphorous (P) Anti-wear
Silicon (Si) Anti-foam
Zinc (Zn) Anti-wear
AB Volvo Penta Group Number Version Page
Service Bulletin 17-0 2 6 7(16)

Oil Analysis

WARNING!
Please pay attention to the safety instructions in the Operator's and Workshop Manuals concerned.

This Service Bulletin is to be considered as technical information only and is not subject to any reimbursement
programs outside normal warranty.

Volvo Penta Oil Analysis

Simply put, oil analysis is a basic engine ”health check”. The anaysis provides early warnings which make possible
the timely replacement of components before problems appear and damage occurs.

Cause and action

The Volvo Penta oil analysis program is a comprehensive tool for analysing oils in our engines.
Volvo Penta detailed knowledge about the specific components included in the systems and the monitoring limits
are set based on this knowledge.

Various companies carry out oil analysis on Volvo Penta engines but there is a great risk to do this. Without
knowledge about our systems the monitoring limits will in most cases be different than ours.
This means that customers receive alarm reports and are worried entirely unnecessarily, or vice versa..

We do not recommend that an engine is disassembled only on the basis of oil analysis values.
Use the values of the oil analysis as an indication that something abnormal is happening.
Combine other methods of diagnosis to confirm that something is abnormal.

Oil sampling should be carried out in accordance with instruction publ no 47701342

NOTICE! Important to fill in the submission form correctly, in order to receive a correct report. More information
could be found in Partner Network (VPPN).

When in doubt as to what action should be taken as a result of the oil analysis, read the following pages, and use
Argus for support if needed.

Other aspects of oil analyses

All oils contain a varying degree of different additives in order to achieve required quality and performance
requirements.

These additives also contain the metals which show up in the analysis.
Various amounts of metals occur depending on:
1 What types of oil.
2 Oil brand.
3 Market where the oil is sold.
4 Customer demands, eg VDS specification.
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Limits Volvo Penta - Oil Analysis Report

(Industrial & Marine Comm. Engines)

Parameter Possible Origin/Cause Limit Unit

Sodium, Na Coolant leak ≤ 20 ppm
Silicon, Si Sand, dirt, etc ≤ 30 ppm
Aluminium, Al(1) Pistons, charge air cooler, ≤ 15 ppm
dirt
Chrome, Cr Piston rings, valve stems ≤ 15 ppm
Copper, Cu(2) Big-end and main bearing – ppm
shells, piston pin bushes, oil
cooler, heat exchanger
Iron, Fe Crankshaft, cylinder liner, ≤ 130 ppm
camshaft, cam follower,
valve guides
Lead, Pb Big-end and main bearing ≤ 30 ppm
shells
Tin, Sn Outer surface of sliding ≤ 15 ppm
bearings
Nickel, Ni Layer between surface and ≤ 20 ppm
cooper layer on sliding
bearings, rocker arm bushes
Molyedenum, Mo(3) Piston ring ≤ 15 ppm
KV100 - <9 & >8 above unused cSt
Soot Incomplete combustion
(D11, D13, D16) Max: 1,3 %
Incomplete combustion
Max: 2,5 %
(Other engines)
TBN TBN indicates remaining ≥4 —
alkalinity after acid
neutralisation
Water Coolant, condensation ≤ 0,2 %
Fuel(4) Incomplete combustion, ≤6 %
internal leak on fuel system,
etc
Viscosity Reduction: Fuel dilution, oil Min: 9 cSt
shearing
Increase: Oxidation,
contamination by soot
1) Can be considerably higher during running-in.
2) Several 100 ppm copper can be found during the early life of the engine. This copper is flushed out from the oil cooler and
is not harmful to the engine.
3) Certain oils contain molybdenum, which can cause an increased value (Compare with fresh oil)
4) If fuel dilution is > 6% AND viscosity is > 9 cSt then engine is OK. If fuel dilution is > 6% AND viscosity is < 9 cSt continue
with “Fault Tracing: Fuel Dilution”.
AB Volvo Penta Group Number Version Page
Service Bulletin 17-0 2 6 9(16)

In cases where oil analysis shows a high PPM content, carry out:
1 Oil change and filter replacement.
2 Further oil analyses:
– at a few no of running hours, after the oil change and filter replacement.
– and then three oil analyses at intervals of 100 hours.

These oil analyses provides an answer to the tendency (after oil & filter replacement) It may turn out as
follows:
1 PPM content drops. Wear is normal.
2 PPM content remains at a high but stable level. Wear is normal.
3 PPM content continues to rise. This indicates abnormal wear and the customer should be informed.
4 PPM content varies greatly up and down. This indicates presence of foreign particles caused by working
environment storage of oil etc.

It is important to note that iron content rises with faulty air cleaner system before it is possible to note rising silicon
content, that is in the case of rising iron content, the air cleaner system should be checked.
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A new engine shows tendency to have a high level of Fe (iron), Pb (lead) and Cu (copper)
during running-in.
Cause: Particles from the manufacturing process (sand from the moulds, casting swarf) scratch the bearings in
the stage.

• Scratches of this kind are normal and shall not lead to any repairs.
• Wait and see if oil analysis No. 2 and 3 show any changes.

Fe (iron)

Fe (iron), (or any other single metal) can suddenly show high values in later tests, e.g. in No. 5 or 7.
Await the next test.

Cause: Sampling carried out wrongly.

• Cold engine, Fe sinks to the bottom. The sample has been taken too quickly.
• Warm engine, but it has been stopped somewhat, so that the temperature has sunk.
The sample has been taken form the first oil drained out and not after the oil has been allowed to run a few
seconds, as should have been done.
• Can be abnormal wear, but it is uncertain where.

Si (silicon)

Sand and similar.

Cause: If Si has a high value, it mainly increases Fe, but also Pb (Cu) and Cr.

• The air filtering is not satisfactory.

• Leakage on the inlet system.

NOTICE! Al + Si = Piston material. A seizing of the piston skirt often gives high Si and Al contents.
A light seizing of the skirt can be ignored as it will disappear.

Soot (carbon)

If the value is higher than normal.

• Too long oil change interval, or oil grade is too low.

• Incomplete combustion
• Faulty injectors.
• Incorrect injection angle.
AB Volvo Penta Group Number Version Page
Service Bulletin 17-0 2 6 11(16)

H2O (water)

If the test shows water, H2O.

• Condensation: Sample has been taken before the engine has been run warm enough.
• Pre heater malfunction or sample has been taken after incorrect starting procedure.

NOTICE! Water leakage causes increased Pb (poss. Cu). If it continues, then the Fe and Cr also increase.

Dilution, Fuel

Incomplete combustion due to:

• Fuel system leakage.

• Pre heater malfunction or and sample has been taken after incorrect starting procedure.
• Faulty injectors
• Injection angle incorrect

NOTICE! Fuel dilution could be difficult to trace. Follow the fault tracing check list on the following pages.
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Fault Tracing: Fuel Dilution

This checklist should be used as a procedure to find the reason why indicated fuel content in the engine lubrication
oil exceeds the permissible deviation.
This procedure determines the type of possible cause. Continue troubleshooting according to the next item in the
checklist methodically until the main cause is found

NOTICE! One or more tests may be required for this fault tracing.

1:1

Does the customer have correct lubrication oil Specifications? Yes No

Is the oil of proper type for the current oil change intervals? Yes No

• If no, end the fault tracing process and use an oil which is suitable for the particular application. Inspect the
dilution and viscosity of the two following oil change intervals.
• If yes, continue troubleshooting by checking the oil. Take an oil sample according to instruction: Oil Analysis.
Sample taking instructions 47701342.

The Oil Analysis Report:

1:2
If fuel dilution is ≤ 6% (5) and the kinematic viscosity is > 9 cSt, engine is OK. Exit the fault tracing.

If fuel dilution is > 6 % and the kinematic viscosity is < 9 cSt, proceed with troubleshooting and control methodically
until the main cause is found.

NOTICE! An oil analysis should be combined with other diagnostic methods in order to confirm possible problems.

Diagnostic methods:
2:1
Type of fuel?

• If bio-diesel fuel was used, test if 100% diesel

solves the problem.
• At next service, new oil and fuel sample test. For
correct engine oil, oil quantity, oil grade and
viscosity, refer to the Operator’s Manual.

Fuel dilution after the second oil change (%):

Kinematic viscosity after the second oil change:

P0017635 NOTICE! Low-volatility fuel components, which for

biodiesel are essentially the entire fuel, are slow to
vaporize after injection into the cylinder. Some of these
low-volatility compounds will be deposited on the cylinder
wall and can then be swept down into the crankcase by
the normal scraping action of the piston’s oil control rings.
AB Volvo Penta Group Number Version Page
Service Bulletin 17-0 2 6 13(16)

2:2
Black exhaust smoke?
• Check if there is an unusual amount of black
exhaust smoke. This may indicate a faulty injector.

NOTICE! Worn injectors may cause engine oil dilution,

incorrect fuel dispersal, from excessive plunger to body
clearances. Dilution may also result from a cracked
injector body or cup or a damaged o-ring.
Refer to 3:6.

2:3
Low load or cold application?

• Collect info regarding drive cycle, engine history.

• Try to change running cycle and increase load.

NOTICE! Frequent starts of an engine, excessive idling

and cold running conditions can lead to moderate fuel
dilution problems.

P0017638

2:4
• Check thermostat.

NOTICE! Low coolant temperature can be caused by:

Faulty thermostat

2:5
(TWD only)
• Check cold start valve, possible cold running
condition.

NOTICE! The cold start valve is primarily opened when

the thermostat is closed (cold engine) which when closed
completely blocks the flow to the radiator assembly.

P0017639
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3:1
High position on fuel tank requires shut-off valve.
• Check tank position / shut-off valves.
• Shut-off valves must be installed at both the inlet
and outlet side.
• Verify function.

NOTICE! If the maximum fuel level in the tank is above

the engine cylinder head a shut-off valve must be
installed in the fuel line to prevent fuel from running back
and mixing with lubricating oil while the engine is at rest.

3:2
Make sure engine firing properly at all cylinders.
• Check cylinder compression (Vodia) / Diagnostic
Trouble Codes.

NOTICE! This test shows whether a cylinder deviates in

compression compared with the others. Refer to, Low
Compression, Fault Tracing.

P0017640

3:3
(D12 only)

Leakage through the “overflow hole” (C) indicates that the

seals in the fuel feed pump drive is worn.
• Check if the seals (A) from the impeller shafts at the
fuel feed pump need to be replaced. Check that it
seals properly.

Is the gasket (B) between the fuel feed pump and the
transmission plate flawless?
• Check for fuel leaks around the fuel feed pump
attachment to the transmission plate.
• Check for leakage at fuel feed pump drain hole (D).
P0017641 • If fuel leakage, repair or replace pump.
AB Volvo Penta Group Number Version Page
Service Bulletin 17-0 2 6 15(16)

3:4
(D12 only)

Is the fuel rail plug tight and intact?

• Check for leakage at front sealing cylinder head.

NOTICE! The fuel channel to the unit injectors is drilled

lengthwise through the cylinder head and has a
machined, ring-shaped space around each unit injector.

P0017642

3:5
(D9,D11,D13,D16 only)

Is the fuel rail plug tight and intact?

• Check for leakage at rear sealing cylinder head.

NOTICE! The fuel channel to the unit injectors is drilled

lengthwise through the cylinder head and has a
machined, ring-shaped space around each unit injector.

P0017643

3:6

Is the unit injector sealing flawless, and/or the-o-ring

groove on the injector without any damage along these
lines?

• Check for leakage at rear sealing cylinder head.

In case of leakage:
• Remove the unit injector and replace o-ring.
• Check copper sleeve and o-ring.
• Inspect the o-ring groove.

NOTICE! The lower injector section is separated from the

cooling jacket by the copper sleeve and the o-ring.

P0017644
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4:1

Too high pressure creates leakage.

• Measure fuel pressure in cylinder head then
running, refer to the Workshop Manual, for actual
engine.

NOTICE! The overflow valve governs the pressure

available in the system (any surplus is released to the
return line).

P0017645

4:2

Remove the unit injectors. Mark the injectors and fit

protective sleeve to them.
• Send the injectors Volvo Penta for further
investigation.