Instruction Book: Marine Genset Engine Tamd71B

INSTRUCTION BOOK
Marine Genset Engine

TAMD71B
Contents
1 Safety Precautions ...................... 3 6 Maintenance ................................... 20
1.1 Introduction .................................. 3 6.1 Periodic maintenance .................. 20
1.2 Important ..................................... 3 6.2 Preventive maintenance .............. 20
6.3 Maintenance schedule ................. 23
2 General Information .................... 6
2.1 Welcome ..................................... 6 7 Technical description
2.2 Running-in ................................... 6
Engine .............................................. 29
2.3 Fuel and lubricants ...................... 6
2.4 Spare parts .................................. 6 7.1 Cylinder heads ............................ 29
2.5 Safety .......................................... 6 7.2 Valve system ............................... 29
2.6 Our joint responsibility ................. 7 7.3 Cylinder block .............................. 29
2.7 Warranty and guarantee .............. 7 7.4 Crankshaft ................................... 29
2.8 Warranty Registration Card ......... 7 7.5 Pistons ......................................... 30
2.9 Volvo Penta Service .................... 7 7.6 Timing gears ................................ 30
2.10 Identifying Numbers..................... 8 7.7 Crankcase ventilation .................. 30
7.8 Air Cleaner (ACL) ........................ 31
7.9 Turbocharger ............................... 31
3 Introduction .................................... 9 7.10 Charge air cooler (CAC) .............. 31
3.1 The engine .................................. 9 7.11 Maintenance – Engine ................. 32
3.2 Control Unit – 500 ........................ 12
8 Technical description
4 Fuel, Oils, Coolant ....................... 13
4.1 Diesel fuels .................................. 13
Lubrication system ...................... 34
4.2 Lubricating oil .............................. 13 8.1 Lubrication system, diagram ....... 34
4.3 Coolant ........................................ 14 8.2 Valves in the lubrication system .. 35
8.3 Oil cooler ..................................... 36
8.4 Lubricating oil filter ...................... 36
5 Operation ........................................ 15 8.5 Maintenance–Lubrication system 36
5.1 Before starting ............................. 15
5.2 Starting the engine ...................... 16
5.3 Alarm ........................................... 16 9 Technical description
5.4 Autostop ...................................... 17 Fuel system .................................... 37
5.5 Restarting after autostop ............. 17 9.1 Fuel filters ................................... 38
5.6 Starting using auxiliary batteries . 18 9.2 Injection pump ............................. 38
5.7 When there is a risk of freezing ... 18 9.3 Feed pump .................................. 39
5.8 Draining coolant .......................... 19 9.4 Injectors ...................................... 39
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known

to the State of California to cause cancer, birth defects, and
other reproductive harm.
AB Volvo Penta / Diesel Engine TAMD71B 1

9.5 Fuel shut-off valve ....................... 39
9.6 GAC Speed Control Unit ............. 40
9.7 Maintenance – Fuel system ........ 41
Cooling system ........................... 44
10.1 Thermostat .................................. 45
10.2 Raw water pump ......................... 45
10.3 Heat exchanger and charge
air cooler (CAC) .......................... 46
10.4 Oil cooler ..................................... 47
10.5 Maintenance – Cooling system ... 47
Electrical system ........................ 51
11.1 Location of electrical
components ................................ 51
11.2 Starter motor ............................... 51
11.3 Stop solenoid .............................. 52
11.4 General Information .................... 52
11.5 Electrical system – Important! ..... 53
11.6 Arc welding ................................. 53
11.7 Maintenance – Electrical system . 54
12 Troubleshooting .......................... 55
12.1 Engine does not start .................. 55
12.2 Engine starts but stops again/
runs unevenly .............................. 56
12.3 Engine Coolant Temperature
(ECT) too high ............................. 56
12.4 Engine Coolant Temperature
(ECT) too low .............................. 56
12.5 Not correct engine speed at
wide open throttle (WOT) ............ 56
13 Technical data .............................. 57

13.1 General ....................................... 57
13.2 Lubrication system ...................... 57
13.3 Fuel system ................................. 58
13.4 Turbocharger ............................... 58
13.5 Cooling system ........................... 58
13.6 Electrical system ......................... 58
2 AB Volvo Penta / Diesel Engine TAMD71B

1 Safety Precautions
1.1 Introduction
This Instruction Book contains the information you will need to operate the engine correctly. Check
that you have the correct Instruction Book for your engine.
Read the book carefully before operating or servicing the engine. If operations are performed in-
correctly it could result in personal injury, or damage to property or the engine.
If you do not understand or are uncertain about any operation or information in this manual,
please contact your Volvo Penta dealer who will be able to assist with an explanation and dem-
onstration of the operation.
1.2 Important
In this book and on the engine you will find the following special warning symbols.
WARNING! Possible danger of personal injury, damage to property or mechanical malfunction if

the instructions are not followed.
Read the Instruction Book.
Below is a summary of the risks and safety precautions you should always observe or carry
out when operating or servicing the engine.
Check that the warning or information labels on the engine are always clearly visible. Replace
labels which have been damaged or painted over.
Always turn the engine off before starting service procedures. Avoid burns. Take precautions to
avoid hot surfaces and liquids in supply lines and hoses when the engine has been turned off
immediately prior to starting work on it and it is still hot.
Reinstall all protective parts removed during service operations before starting the engine. Make
a point of familiarizing yourself with other risk factors, such as rotating parts and hot surfaces
(exhaust manifold, turbocharger, charge pipe, starter element, charge air cooler, intake pipe
etc.).
Approaching an engine which is operating is a safety risk. Loose clothing or long hair can fasten
in rotating parts and cause serious personal injury.
If the service operation requires that the engine is operating let your Penta authorized dealer
carry out the work. If working in proximity of an engine which is operating, careless movements
or a dropped tool can result in personal injury.
Immobilize the engine by turning off the power supply to the engine at the main switches (break-
ers) so it is impossible to start, and lock the switches (breakers) in the OFF position before start-
ing work. Set up a warning notice at the engine control point or helm.
Never start the engine without installing the air cleaner (ACL) filter. The rotating compressor in
the Turbo can cause serious personal injury. Foreign objects entering the intake ducts can also
cause mechanical damage.

Never use start spray or similar agent to start the engine, it could cause an explosion in the inlet
manifold. Danger of personal injury.
Avoid opening the coolant filler cap when the engine is hot. Steam or hot coolant can spray out
and the system pressure will be lost. Open the filler cap slowly and release coolant system pres-
sure, if the filler cap or a drain cock/venting cock must be opened, or if a plug or engine coolant
line must be removed on a hot engine. Steam or hot coolant can spray out.
Stop the engine and close the seacock valve before carrying out operations on the engine cool-
ing system.
Only start the engine in a well-ventilated area. If operating the engine in a closed area ensure
that there is exhaust ventilation leading out of the work area to remove exhaust gases and
crankcase ventilation emissions.
Anti-corrosion agents are hazardous to health. Read the instructions on the product packaging!
Anti-freeze agents are hazardous to health. Read the instructions on the product packaging!
Certain engine conservation oils are inflammable. Some of them are also dangerous if breathed
in. Ensure good ventilation in the work place. Use a protective mask when spraying.
Hot oil can cause burns. Avoid getting hot oil on the skin. Ensure that the lubrication system is
not under pressure before carrying out any work. Never start or operate the engine with the oil
filler cap removed, otherwise oil could be ejected.
Never allow an open flame or electric sparks near the batteries. Never smoke in proximity to the
batteries. The batteries give off hydrogen gas during charging which when mixed with air can
form an explosive gas -oxyhydrogen. This gas is easily ignited and highly volatile. Incorrect con-
nection of the battery can cause a single spark which is sufficient to cause an explosion with re-
sulting damage. Do not shift the connections when attempting to start the engine (spark risk)
and do not lean over any of the batteries. Refer to instructions in the Instruction Book.
Always ensure that the Plus (positive) and Minus (negative) battery leads are correctly installed
on the corresponding terminal posts on the batteries. Incorrect installation can result in serious
damage to the electrical equipment. Refer to the wiring diagrams.
Always use protective goggles when charging and handling the batteries. Battery electrolyte
contains sulfuric acid which is highly corrosive. Should the battery electrolyte come into contact
with unprotected skin wash off immediately using plenty of water and soap. If battery acid comes
in contact with the eyes, immediately flush with plenty of water and obtain medical assistance
without delay.
Turn the engine off and turn off the power at the main switches (breakers) before carrying out
work on the electrical system.
If mounted: Block the starting valve (hydraulic starter). Shut off air supply to air starter.

Clutch adjustments, where a clutch is fitted, must be carried out with the engine turned off.
Use the lifting eyes fitted on the engine when lifting the drive unit. Always check that the lifting
equipment used is in good condition and has the load capacity to lift the engine (engine weight
including any extra equipment installed).
Use a lifting beam to raise the engine to ensure safe handling and to avoid damaging engine
parts installed on the top of the engine.
All chains and cables should run parallel to each other and as perpendicular as possible against
the side of the engine.
If extra equipment is installed on the engine which alters its center of gravity a special lifting de-
vice is required to obtain the correct balance for safe handling.
Never carry out work on an engine suspended on a hoist.
WARNING! The components in the electrical system and in the fuel system on Volvo Penta
products are designed and manufactured to minimize risks of fire and explosion.
The engine must not be run in areas where there are explosive materials.
Fuel filter replacement should be carried out on a cold engine in order to avoid the risk of fire
caused by fuel spillage on the exhaust manifold. Always cover the generator (alternator), if it is
located under the fuel filter. The generator (alternator) can be damaged by spilled fuel.
Always use protective gloves when detecting leaks. Liquids ejected under pressure can pene-
trate the body tissues and cause serious injury. Danger of blood poisoning.
Always use fuels recommended by Volvo Penta. Refer to the Instruction Book. Use of fuels that
are of a lower quality can damage the engine. On a diesel engine poor quality fuel can cause
the actuating rod to seize and the engine to overrev with resulting risk of damage to the engine
and personal injury. Poor fuel quality can also lead to higher maintenance costs.
Observe the following when cleaning with high-pressure water jets. Never point the water jet at
seals, rubber hoses or electrical components. Never use high pressure jets when washing the
engine.

2 General Information
2.1 Welcome
Thank you for choosing a Volvo Penta marine engine.
Volvo Penta have been building marine engines since 1907. Quality, operating reliability and innova-
tion have made Volvo Penta a world leader in the marine engine industry.
As owner of a Volvo Penta marine engine we would also like to welcome you to a worldwide network
of dealers and service workshops to assist you with technical advice, service requirements and re-
placement parts. Please contact your nearest authorized Volvo Penta dealer for assistance.
2.2 Running-in
When the engine is new, it should be run normally. However, full loading should be avoided for more
than brief periods during the first ten hours of use. Unnecessary idling of an unloaded engine
should always be avoided.
Check the instrumentation extra carefully during this period so that any abnormal conditions may be
discovered in good time.
Check also that there are no leaks.
With a new or reconditioned engine, the valve clearance should first be checked after 150
hours of operation.
The disengageable clutch, if mounted, should be checked more closely during the first few days. It
may be
necessary to adjust it to compensate for wear to the laminate.
2.3 Fuel and lubricants

Only use lubricants and fuels recommended in chap. 13 “Technical Data”. Use of other qualities can
cause malfunctions and reduced service life.
2.4 Spare parts

Warning! The components in the electrical system and in the fuel system on Volvo Penta prod-
ucts are designed and manufactured to minimize risks of fire and explosion.
Using parts that are not Original Volvo Penta parts which do not correspond to the demands
above, can result in fire or explosion on board. Any type of damage which is the result of using
replacement parts that are not original Volvo Penta replacement parts for the product in question
will not be covered under any warranty or guarantee provided by AB Volvo Penta.
2.5 Safety
To maintain safety, make sure that you are provided according to the list below.
– Spare parts, for example Kit with water pump impeller etc.
– Proper tools for the equipment.
– Fire extinguisher (checked and charged).

2.6 Our joint responsibility
Volvo Penta continually commits a considerable part of its development resources towards minimizing
the environmental impact of its products. Examples of areas where we are always looking for improve-
ments are exhaust emissions, noise levels and fuel consumption.
Regardless of where your Volvo Penta engine is installed, incorrect operation or improper mainte-
nance of the engine will result in disturbance or damage to the environment.
In this instruction book there are a number of service procedures, which, if not followed will lead to a
deterioration of engine characteristics with regard to how it effects the environment, its service life and
cost of operation. Always follow the recommended service intervals and make a habit of checking that
the engine is operating normally every time you use it. One example is excessively smoky exhaust.
Contact an authorized Volvo Penta workshop if you cannot correct the fault yourself.
Bear in mind that most of the chemicals used around boats are harmful to the environment if used in-
correctly. Volvo Penta recommends the use of bio-degradable degreasing agents for all cleaning. Al-
ways dispose of engine and transmission oil waste, old paint, degreasing agents and cleaning residue
etc. at proper disposal areas so they do not harm the environment.
2.7 Warranty and guarantee

A Service and Warranty book with conditions for Volvo Penta’s International Limited Warranty is sup-
plied with every engine. Contact your nearest Volvo Penta dealer or importer for your copy if you have
not received one.
Some markets can have other warranty conditions depending on national legislation and regulations.
These conditions are provided by the Volvo Penta importer or distributor for the market in question. If
you wish to have a copy of the conditions please contact your local Volvo Penta representative.
2.8 Warranty Registration Card

The Warranty Registration Form (North American market) or Warranty Card (other markets) should al-
ways be filled out and sent in by the dealer. Make sure that this has been done, if no proof of the deliv-
ery date can be provided the warranty undertakings might not be honored.
2.9 Volvo Penta Service

Volvo Penta has a comprehensive dealer network that offers both service and spare parts for Volvo
Penta engines. These dealers have been carefully selected and trained to provide professional assist-
ance for service and repairs. They also have the special tools and testing equipment required for
maintaining a high standard of service. Volvo Penta dealers and vendors must maintain a stock of
original spare parts and accessories to cover most requirements of Volvo Penta owners.
When ordering a service or spare parts always quote the engine complete type designation and serial
number. You will find this information on the engine product plate and on a label on the front valve cov-
er (see chap. 3.1).

2.10 Identifying Numbers
Immediately after you have taken delivery of your engine, make a note of the serial number and model
designation of the engine. Include the serial number and model designation of any extra equipment.
This information is necessary when you contact your Volvo Penta sales representative for service and
spare parts. Take a copy of the information and keep it in a safe place.
Engine type ......................................................................................................................................................................
Serial No. .........................................................................................................................................................................
Alternator type ..................................................................................................................................................................
Serial No. .........................................................................................................................................................................
Other equipment ..............................................................................................................................................................
Serial No. .........................................................................................................................................................................
© 1998 AB VOLVO PENTA

All rights to changes or modifications reserved.
Printed on environmentally-friendly paper

3 Introduction
3.1 The engine
TAMD71B(RC)
The engine is an in-line six cylinder, direct injection four-stroke engine. It is equipped with a turbo-
charger, charge air cooler (CAC) and heat exchanger for thermostat regulated freshwater cooling.
Emergency engines are equipped with radiator cooling (RC).
The charge air cooler (CAC), which is water-cooled, lowers the temperature of the inlet air to the en-
gine after compression in the turbocharger. This permits high power output while keeping the combus-
tion and exhaust gas temperatures at an appropriate level.
To reduce exhaust emissions when operating at low load, e.g. after (cold-) starting, there is a by-pass
valve which closes the air passage through the charge air cooler (CAC) and instead channels the air
directly into the engine’s inlet manifold via the electrical preheating element.
The exhaust manifold and turbocharger are freshwater-cooled to reduce the radiant heat to the engine
compartment.
For a more detailed description of the engine, its fuel, lubrication, and cooling systems, etc., see chap.
7-11 “Technical description”.
Engine design.
ENGINE
TAMD71B
Serial No. XXXXXXXXXX
868807
Product No.
Engine designation Product No.
TAMD71B 868807
No. xxxxxxxx / xxxxxx
Serial No. Basic engine No.
Fig. 3.1 TAMD 71B from turboside

Fig. 3.2 TAMD71B (auxiliary engine variant)
turboside
1. Fine fuel filters, switchable
2. Oil filler cap
3. Turbocharger
4. Fuel shut-off valve
5. Oil cooler
6. Electrical box
7. Injection pump
8. Circulation pump
Fig. 3.3 TAMD71B (auxiliary engine variant) not

turboside
1. Air cleaner (ACL)
2. Charge air coolers (CAC)
3. Heat exchangers
4. Coolant filler cap
5. Expansion tank
6. Oil sump
7. Oil dipstick
8. Lubricating oil filter
9. Starter motor

Fig. 3.4 TAMD71B RC (emergency engine with
radiator variant) turboside
1. Fuel filters, switchable
2. Turbocharger
3. Fuel shut-off valve
4. Oil cooler
5. Electrical box
6. Injection pump
7. Circulation pump
8. Charge air cooler (CAC)
9. Radiator

radiator variant) not turboside
1. Oil filler cap
2. Coolant filler cap
3. Expansion tank
4. Oil sump
5. Oil dipstick
7. Starter motor
8. Air cleaner (ACL)

3.2 Control Unit – 500
The control unit consists of LEDs for indication, controls and 3 gauges. There are two alarm units
(501, 502) and one autostop unit (504). See below for alarms and autostop functions. There is also an
autostart unit (503) and an R.P.M unit (505). Start and stop of the engine is controlled by the push but-
tons (506). For operation of the control unit see chap. 5. For further information see “Control and
Monitoring system”, Function and installation Publ. No. 7738014-5.
Fig. 3.6 Control unit, CU-500
Alarms: – fuel leakage in injection pipes

– low engine oil pressure
– high coolant temperature
– engine overspeed
– low coolant level
– high engine oil temperature
– low voltage in alarm system
– autostop engine.
Autostop: – engine overspeed

– low engine oil pressure
– low flow, engine coolant
– high coolant temperature.

4 Fuel, Oils, Coolant
4.1 Diesel fuels
The composition of the fuel is vital for operation of the engine, its service life, and emissions. To meet
the performance specified and to run your boat cleanly and quietly, it is vital that you use fuel as rec-
ommended below:
Fuel specifications
The fuel must be approved according to national and international standards for commercial fuels, for
example:
– EN 590 (With environmental and sub-zero temperature specifications according to national require-
ments)
– ASTM-D975 No. 1-D and 2-D
– JIS KK 2204
Sulfur content: According to current legislation in the respective country.
Note. Large variations occur in merchant fuel specifications which have influence on engine power
output and fuel consumption.
Declared power is measured with fuel acc. to ISO 3046 with a lower calorific value of 42.700 kJ/kg
and a density of 840 g/liter at +15oC (59oF).
4.2 Lubricating oil, engine

A lubricating oil of a grade in accordance with the table below should be used:
Designation Standard
VDS, VDS-2* VDS* Volvo Drain Specification
CD,CE API (American Petroleum Institute)
MIL-L-2104D US Government’s Military Spec.
* A VDS oil must be used if there is to be a long period between oil changes. See also the maintenance schedule in chap. 6.3 and
“Technical Data” chap. 13.
We do not advise that you run on an oil of a grade which does not meet the above requirements. This
is a poor solution with respect to both economy and operating safety.
For viscosity and capacities, see “Technical Data” in chap. 13.

4.3 Coolant
The engine’s internal cooling system (freshwater system) is filled with a mixture of freshwater and ad-
ditives.
NOTE! Never use freshwater without additives. The following recommendations should be followed to
prevent frost and corrosion damage to your engine:
When there is a chance of freezing

Use a mixture of 50% Volvo Penta antifreeze (glycol) and 50% pure water (as neutral as possible).
This mixture will protect against freezing to a temperature of approx. – 40°C (– 40°F) and
should be used all year round.
Note! There should be at least 40% antifreeze in the system for complete protection against corro-
sion.
NOTE! Glycol is harmful to health (dangerous if ingested).
When there is no chance of freezing

Volvo Penta anti-corrosion agent* (P/N 1141526-2) can be used as engine coolant mixture additive
when there is no risk of freezing. An antifreeze mixture can also be used all year round. Mixture ratio
= 1:30.
See instructions in chap. 10.5.2 for topping up engine coolant. Run the engine once the coolant has
been topped up to allow the additives to work.
NOTE! Anti-corrosive agents are harmful to health (danger if ingested).
* Note! Never mix antifreeze (glycol) and anti-corrosive agents. The two combined can produce foam and drastically reduce the
coolant’s effectiveness.
Replacing the coolant

The coolant should be replaced and the system flushed at least once every second year. See mainte-
nance schedule.

5 Operation
5.1 Before starting
1. Check that no fuel, water or oil is leaking out.
Fig 5.1 Check leaks
2. Check engine coolant level (cold engine).

This should be approx. 5 cm (2") below the
seal of the filler cap, or between the MIN and
MAX marks on the separate plastic expan-
sion tank (accessory). See chap. 10.5.2 for
topping up instructions.
Note! Do NOT open the pressure cap on
a hot engine. Steam or hot coolant can
spray out and the system pressure will
be lost. Fig. 5.2 Check the coolant level
3. Check the engine oil level. This should be

within the area marked on the dipstick.
The oil level must never be lower than the
bottom mark.
Fig 5.3 Check the engine oil level
4. Turn on the main switches.
Fig. 5.4 Turn on the main switches
5. Check the amount of fuel.
Fig. 5.5 Check the amount of fuel

5.2 Starting the engine
Turn the MAIN SWITCH clockwise to switch on
the control unit. The PWR ON indication on unit
505 is illuminated and the system is ready to
start. The instruments, alarm system and inter-
lock for autostop are activated. Alarm units 501
and 502 indicate the alarms which are in an
alarm state before starting, by constantly illumi-
nated LEDs. The engine is started by pressing
the green START button on unit 506. About 8-10
seconds after starting the engine, all interlocks
are released and the engine monitors itself for
alarms and autostop. The green RUN indication
on unit 505 is lit and shows that the engine is
running. When the engine has started, the alarm
indications on units 501 and 502 go out.
Fig. 5.6 Starting
5.3 Alarm
If an alarm occurs during operation, alarm units
501 or 502 will indicate a fault in the engine by
means of a flashing LED. The alarm is reset with
the RESET button on alarm unit 501. The LED
will then be constantly illuminated. If the fault is
mended or disappears, the LED goes out. The
example in figure 5.7 illustrates the alarm for fuel
leakage.
Fig. 5.7 Alarm

5.4 Autostop
If an autostop occurs during operation, this is
preceded by an alarm on units 501 or 502. Auto-
stop unit 504 also indicates why the engine has
stopped and the red STOP LED is illuminated.
The limit values for the alarm and autostop are
not the same.
The RESET switch on unit 504 must be pressed

to allow the engine to be started. The example in
figure 5.8 illustrates autostop for high engine
temperature.
Fig. 5.8 Autostop
5.5 Restarting after autostop

Before starting after an autostop, the CU-500
must be re-set with the RESET button on unit
504. After this, the engine can be started by
pressing the START button on unit 506.
Fig. 5.9 Resetting autostop

5.6 Starting using auxiliary batteries
Warning!
The batteries (auxiliary batteries in particular) contain extremely explosive oxyhydrogen gas. One
spark, which may be formed if the auxiliary batteries are connected incorrectly, is sufficient to explode
a battery and cause damage and injury.
1. Check that the auxiliary batteries are connected (in series or in parallel) so that their rated voltage
is the same as the engine’s system voltage.
2. First connect the red jump lead (+) to the auxiliary battery, then to the discharged battery.
Then connect the black jump lead (–) to the auxiliary battery, then to a spot a distance from the
discharged batteries, for example at the main switch on the negative cable or at the negative ca-
ble’s connection to the starter motor.
3. Start the engine. NOTE! Do not shift the connections when attempting to start the engine
(spark risk) and do not lean over any of the batteries.
4. Remove the jump leads in exactly the opposite order to which you put them on. NOTE! The nor-
mal leads to the standard batteries should under no circumstances be moved.
5.7 When there is a risk of freezing

Check the antifreeze in the freshwater system after the engine has stopped if there is a risk of freez-
ing. See chap. 4.3 “Coolant”.
Drain the water from the raw water system as described in chap. 5.8. Check that all the water has
drained out.
Check the batteries in accordance with instructions in chap. 11.8.1. A poorly charged battery can burst
if it freezes.

5.8 Draining coolant
Before draining the coolant, the engine should be stopped, the filler cap unscrewed and the
boat’s water inlet closed. Then open the drain cocks or remove the drain plugs of the engine’s
freshwater and raw water systems, see Figures.
Check that all the water runs out. There may be deposits by the cock/plug which must be removed.
Otherwise there is a risk that water may remain in the system and cause serious damage.
Check whether the installation has any more cocks or plugs on the cooling water and exhaust pipes
lowest points.
Remove the cover from the raw water pump and the cover on any extra pump. Close the cocks, fit the
plugs and put the cover on the raw water pump (and any extra pump fitted).
Pump out the engine room if required. Ensure that there are no leaks before you leave the
boat.
See the instructions in chap. 10.5.2 for topping up the coolant.
F = Freshwater cocks/plugs S = Raw water cocks/plugs V = Venting cock
Fig. 5.10 Engine from turboside
Fig. 5.12 Engine from not turboside

6 Maintenance
6.1 Periodic maintenance
If your engine and its fittings are to function reliably, periodic maintenance in accordance with the
maintenance schedule is required. Several of the points below cover the replacement of consumables
such as oil and fuel filters etc.
To ensure continued trouble-free use of your engine, it is important always to use original spares. Al-
ways state the type designation and serial number of your engine and its fittings when ordering parts.
Some operations require professional experience and special tools. Therefore, get authorized service
personnel to carry out more extensive work.
For further information, see under the heading “Maintenance” in accordance with the respective sec-
tion in “Technical Description”.
6.2 Preventive maintenance

To achieve maximum operating safety and service life, it is vital to maintain the engine and its fittings
in accordance with the maintenance schedule. This gives instructions on when and how to carry out
maintenance. Always consult an authorized Volvo Penta service dealer, who will have the equipment
and trained staff to help you.
A maintenance program well carried out gives better operating economy and fewer unplanned periods
of non-operation.
6.2.1 Engine, oil change intervals

Dependent on the fuel’s sulfur content and the quality of the lubricating oil
Note However, the oil should always be changed at least once a year even if the operating times in
the table are not achieved.
Engine Oil type Fuel sulfur content, % by weight

<0.5 0.5–1.0
Hours Hours
TAMD71B VDS or VDS-2* 500 250
TAMD71B API: CD or CE 250 125
*VDS = “Volvo Drain Specification”

6.2.2 Checkpoints Maintenance
Fig. 6.1 TAMD71B (auxiliary engine variant) turboside
A. Coolant. Cap for checking and topping up.

B. Fine fuel filters, switchable
C. Engine lubricating oil. Filler cap.
D. Filter for crankcase ventilation
E. Electrical box
Fig. 6.2 TAMD71B (auxiliary engine variant) not

turboside
F. Air Cleaner (ACL)
G. Charge air coolers (CAC)
H. Heat exchangers
I. Lubricating oil filter
J. Oil dipstick
K. By-pass filter for lubricating oil (optional)
L. Raw water pump

radiator variant) turboside
A. Fine fuel filters, switchable
B. Radiator
C. Charge air cooler (CAC)
D. Filter for crankcase ventilation
E. Electrical box

radiator variant) not turboside
F. Engine lubricating oil. Filler cap.
G. Coolant. Cap for checking and topping up.
H. Air Cleaner (ACL)
I. Lubricating oil filter
J. Oil dipstick
K. By-pass filter for lubricating oil (optional)

6.3 Maintenance schedule
The description applies generally for all engines unless otherwise stated.
If longer oil change intervals are required than those stated below the oil’s condition must be tested regularly by the oil manufacturer.
The time intervals are guides which apply to normal operating conditions. For new or reconditioned engines see chap. 2.2 “Running-in”. All operations in
the maintenance schedule with the exception of points 8 and 19 must be carried out at least once per year even if the operating time in the schedule
has not been reached. Operations 8 and 19 must be carried out at least once every other year.
NOTE! Always turn the engine off before starting service procedures (except operation 7)!
No. Action Intervals Instructions Info.

AB Volvo Penta / Diesel Engine TAMD71B
chap.
1. Engine oil change. 250 hours Engine oil VDS or CD or CE as per API 8.5.1
Note. See table “Engine, oil change in-
tervals“ 6.2.1 for information on oil
system. Drain or pump out oil while engine
change intervals in relation to oil quality is hot.
and the sulfur content of the fuel. Note. The Figure shows auxiliary engine. On emer-
gency engine the oil dipstick is placed opposite side
.
Hot oil can cause burns.
2. Replace oil filter (1) and by- Remove the oil filter using the special tool. 8.5.2
pass filter if fitted (2) at every Lubricate gasket and screw on new filters
other oil change. by hand. Tighten a further 3/4 turn once
gasket is in contact with the mounting. Top
up oil, start, check for leaks. Stop engine
and check oil level.
3. Replace filter for crankcase 500 hours Screw on the new filter by hand. Note: 7.11.1
ventilation. Change filter earlier if air and oil mixture
has begun to press out past the valve (1).
Check the drain hose (2) is not clogged.
23
24
chap.
4. Check/drain extra fuel 50 hours A few hours after stopping en- 9.8.1
filter(s). gine: Drain off water or contami-
nants through cock/plug (5).
1000 hours Close the fuel cocks at the tank before 9.8.2
5. Replace insert(s) in extra

coarse fuel filter. dismantling the single filter or replacing the
inserts of the double filter with the engine
off.
6. Vent fuel system. 2000 hours Open vent screws (1). Pump with hand 9.8.4
pump (2) until no air bubbles are visible in
the fuel. Close screw while fuel is flowing
out. Then pump a further 10–20 times.
Check for leaks.
7. Replace switchable fuel fil- 2000 hours Lever (2) on right – replace left filter. Lever 9.8.3
ters up – vent left filter. Vent screws (1). Re-
place the right filter in the same way.
chap.
8. Get authorized personnel to 2000 hours Hand in injectors to authorized service deal-
check injectors. er (or replace with adjusted injectors). Tight-
ening torques: Injectors 50 Nm (5 kpm/ 36.8
lb.ft.), pressure pipes 15–25 Nm (1.5–2.5
kpm/11.0–18.4 ft.lb.).
500 hours Use protective goggles! Battery fluid ap- 11.7.1

9. Check batteries.
prox. 10 mm (0.39") over cell plates.
WARNING! The batteries contain ox-
yhydrogen gas and extremely corro-
sive sulfuric acid. Naked flames/
sparks close to batteries may cause
an explosion.
10. Top up anti-corrosive agent 500 hours Add 1/2 liter anti-corrosion agent to the 4.3
in freshwater system. freshwater system (P/N 1141526-2). NOTE! 10.5.2
: Only when glycol is not used in the cool-
ing system.
11. Clean cooling system. 12 months Close the water inlet and drain the water 5.8
Change coolant. from the raw water and freshwater 10.5.2
systems. Flush via holes for drain cocks
and plugs until clean water runs out.
25
26
chap.
12. Check/clean heat exchanger, 12 months Close the water inlet and drain the water
charge air cooler (CAC). from the raw water and freshwater systems. 10.5.3
10.5.4
Check/clean radiator, charge
air cooler (CAC).
13. Check/replace pump impeller 12 months Close the water inlet and drain the water
in raw water pump and any from the raw water system. 10.5.5
extra bilge pump.
14. Check for oil, fuel or water 50 hours Check all connections and check for leaks.
leaks. The rubber hoses should not be cracked or
damaged, and all hose clips and connec-
tions should be tightened properly.
chap.
15. Check battery charge condi- 50 hours Check the batteries’ charge condition using
a hydrometer. At an ambient temperature of 11.7.1
tion.
approx. +25°C the battery electrolyte densi-
ty should be 1.28 g/cm3 (1.24 g/cm3 with
tropical acid). Charge the batteries if the
density has dropped by 0.04 g/cm3.
16. Check/tension drive belts 500 hours Check for wear. Belts which work in pairs
(when mounted). should be replaced at the same time.. 7.11.2

It should be possible to depress the belts
10 mm (0.4") between the pulleys.
17. Check electrical 250 hours Clean the batteries’ terminal posts and ca- 11.7.1
connections. ble clips, lubricate them with Vaseline and
tighten them. Also check that all other con-
nections are properly tightened and have
good contact. If necessary, spray these
connections with a moisture-repellent spray.
18. Replace air cleaner (ACL) fil- 1000 hours Auxiliary engine: Undo the clamps (x 6) for
ter inserts. (Auxiliary) the covers (1). Remove the covers and re-
2000 hours place the filter inserts. Check that the rub-
ber hose against the turbocharger is un-
(Emergency) damaged and that the new filters are scru-
pulously clean.
Emergency engine: Detache the clamps (2)
and replace with a new air filter.
27
28
chap.
19. Get authorized personnel to 1000 hours Get authorized service personnel to check/
7.11.3
check valve clearance. adjust the valve clearance. This should be
done with the engine off, be it cold or at
operating temperature!
20. Get authorized personnel to 12 months Get authorized service personnel to check
carry out a general check of the condition of the turbocharger and carry
engine and fittings. out a general check of the engine and its fit-
tings.
* Note: Special recommendations apply for new or reconditioned

engines. See instructions “Running-in“ in chap. 2.2.
Engine
These engines are four-stroke, straight six marine diesel engines with overhead valves. They are flu-
id-cooled and equipped with turbochargers. The inlet air to the engine is cooled by a raw water-cooled
charge air cooler (CAC) or air to air cooler after compression in the turbo.
The engines have piston cooling (oil-cooled pistons). The lubrication system has a full flow oil filter.
The cooling system is divided into a freshwater and a raw water system. The raw water cools the
freshwater system via a heat exchanger.
7.1 Cylinder heads

The engines have two cylinder heads, each covering three cylinders, and are made of special-alloy
cast iron. The cylinder head gaskets are made of solid sheet steel and have special rubber sealing
rings inside for oil and coolant channels.
7.2 Valve system

The camshaft is journalled in seven bearings and is driven by the timing gears. The camshaft actuates
the inlet and outlet valves in the cylinder heads via lifters, push rods and rockers.
These valves have double valve springs.
7.3 Cylinder block

The cylinder block is made of special alloy cast iron and cast in one piece. The cylinder liners are of
the wet type, can be replaced, and have a flame barrier which considerably increases the service life
of the cylinder head gaskets.
7.4 Crankshaft
The heavy-duty crankshaft is extremely strong and is journalled in seven main bearings. This shaft is
statically and dynamically balanced and tempered according to a special method (nitrocarburization).
This increases the fatigue strength and gives the bearing journals an extremely hard surface.
The journal at the front of the crankshaft has been ground to a polygonal shape. A polygon joint can
withstand the stresses from the vibration damper (extra pulley or disengageable clutch) considerably
better than a keyed joint.

7.5 Pistons
The pistons, which are made of an aluminum al-
loy, have two compression rings and one oil ring.
The upper compression ring is coated with mo-
lybdenum, which helps reduce oil consump-
tion and the risk of ring seizing.
The pistons are oil-cooled to reduce the risk of
coking at high load. Piston cooling increases the
service life of pistons, piston rings and cylinder
liners and reduces oil consumption.
The engine’s combustion chambers are entirely
confined to the piston crowns.
Fig. 7.1 Piston cooling
7.6 Timing gears

The camshaft, oil pump, injection pump, circula-
tion pump and raw water pump are driven by
the crankshaft via helical spur gears.
Helical spur gear wheels are used in order to
keep engine noise to a minimum.
Fig. 7.2 Timing gears

1. Crankshaft gear
2. Carrier for oil pump
3. Drive gear for oil pump
4. Carrier
5. Drive gear for injection pump
6. Drive gear for engine coolant pump
7. Drive gear for camshaft
8. Drive gear for raw water pump/power take-off/servo pump
7.7 Crankcase ventilation

The engines have ventilation devices to prevent
overpressure and to run off diesel fumes, steam
and other gaseous products of combustion.
These are fitted on the right side of the engine in
connection to the air cleaner (ACL).
The gases from the crankcase pass through a
disposable paper filter which separates off any
oil mist before the gases are led away. Any oil is
returned to the oil sump via a drainage hose. On
the filter casing is also a relief valve which
opens if the pressure in the crankcase becomes
too high due to a blocked filter.

7.8 Air Cleaner (ACL)
The air cleaner prevents harmful particles from
being sucked into the engine.
TAMD71 have a dry filter with disposable filter
elements of folded paper.
It is vital to replace/clean the filters in accord-
ance with the maintenance schedule. A blocked
filter results in smoky exhaust emissions and
less engine output.
4
7.9 Turbocharger 3
2
The engines are fitted with a turbocharger driven 5
by the exhaust gases which ensures a flow of air
to the engine under pressure and thereby in- 1
creases the amount of oxygen to the engine.
The compressor, which is fitted to the exhaust
manifold at the rear of the engine, is lubricated
and cooled by the engine’s lubricating oil.
Fig. 7.3 Turbocharger

1. Compressor wheel
2. Compressor housing
3. Bearing housing
4. Turbine housing (freshwater cooled)
5. Turbine with shaft
7.10 Charge air cooler (CAC)

The inlet air passes through the charge air
cooler(s) after compression in the turbocharger.
The charge air cooler lowers the temperature of
the air and thereby considerably improves the
output ratio as the volume of the air is reduced.
More air (oxygen) can therefore be forced into
the engine’s cylinders and burn more fuel per
compression stroke; thus increasing output.
Charge air cooling also helps reduce the thermal
load on the engine.
See also “Heat exchanger and charge air cool-
er” in chap. 10.3.

7.11 Maintenance – Engine
7.11.1 Replacing crankcase
ventilation filter
1. Remove the old filter by unscrewing it coun-
terclockwise.
2. Check the rubber gasket in the mounting, re-
place if necessary. Screw on the new filter by
hand.
3. Check the drain hose is not clogged.
Fig. 7.4 Filter for crankcase ventilation

1. Filter
2. Relief valve
7.11.2 Checking/tensioning drive

belts (when mounted)
Check the belt(s) for wear. Belts which work in
pairs should be replaced at the same time.
Tensioning drive belts
It should be possible to depress the belts 10 mm
(0.4") between the pulleys at the correct tension.
Tighten screws (A).
Fig. 7.5 Drive belts
7.11.3 Checking valve clearance

This check should be left to authorized service
personnel.
NOTE! The clearance must never be checked
with the engine running – the engine must be
stopped – cold or at operating temperature.
Fig. 7.6 Valve location

❍ = Inlet
● = Exhaust

7.11.4 Checking turbocharger
This check should be left to authorized
service personnel.
However, a cursory check of the turbocharger
may be carried out as follows:
1. Remove the air cleaner (ACL).
Warning! Check that the turbocharg-
er’s compressor wheel is stationary
before checking the shaft.
2. Check whether the rotor shaft is running stiff-
ly or whether the turbine wheel or compres-
sor wheel is catching on its housing. Turn the
rotor, first with a light pressure and then with
the application of a light axial load.
Fig. 7.7 Turbocharger rotor shaft
If the rotor is difficult to turn, the turbocharger
must be replaced or reconditioned as soon
as possible.
Note: If the turbocharger unit is to function satis-
factorily, it is vital that the engine’s lubrication
system be maintained according to the mainte-
nance schedule and that the correct type of lu-
bricating oil be used in the engine.

Lubrication system
These engines have a forced lubrication system and piston cooling (see “Pistons” in chap. 7.5). The
oil pump is of the gear-wheel type and is located at the front of the oil sump. This pump is driven by
the engine’s timing gears.
The oil pump sucks oil up from the oil sump and then forces it out into two main channels in the cylin-
der block (see Fig. 8.2 Basic diagram). The oil passes through the lubricating oil filter and then on into
the engine’s oil channels for the forced lubrication of the engine, injection pump and turbocharger. The
oil also passes through via the piston cooling valve.
8.1 Lubrication system, diagram
Fig. 8.1 Lubrication system TAMD71B
1. Main oil gallery (lubricating oil)

2. Pressure line to turbocharger
3. Main oil gallery (piston-cooling oil)
4. Rocker assembly
5. Oil gallery to rocker assembly
6. Main bearings
7. Big-end bearings
8. Oil pump
9. Oil to oil cooler and piston cooling
10. Engine oil filter (full flow type)
11. Camshaft bearings

Fig. 8.2 Basic diagram, lubrication system
8. Oil pump
12. Overflow valve
13. Piston cooling valve
14. Relief valve
15. Filtered oil (pressure) to lubrication system
22. By-pass filter*
23. Oil cooler
24. Oil (pressure) to piston cooling
25. By-pass valve
*Note! By-pass filter is an accessory on TAMD71 engines.
8.2 Valves in the lubrication

system
The oil flow in the engine is controlled by four
spring-loaded valves. Three of these are located
in a mounting on the right of the engine and one
at the lower edge of the cylinder block on the left
of the engine.
– The relief valve (14) limits the system oil
pressure in the engine. This valve opens if
the pressure is too high and allows oil back to
the oil sump at high speeds or if the engine is
cold and the lubricating oil is more viscous.
– The overflow valve (12) opens and allows oil
past the lubricating oil filter if the resistance
through the filter is too great. This way oil can
flow into the engine lubrication system even if
the filter is clogged. But the oil entering the
system is unfiltered. So it is important that the
filter is replaced according to the intervals
recommended in the maintenance schedule.
Fig. 8.3 Valves in the lubrication system
– The piston cooling valve (13) regulates the
12. Overflow valve
flow of oil through the oil cooler and on to pis- 13. Piston cooling valve
ton cooling. 14. Relief valve
– The by-pass valve (25) permits increased oil

flow through the oil cooler. The valve opens
and returns excess oil not required for piston
cooling back to the oil sump.

8.3 Oil cooler
See the description in “Cooling system” chap. 10.4 for information on the oil coolers.
8.4 Oil filter

The oil filter filters contaminants from the oil. The
engine oil filter is of full flow type, which means
that all the oil is filtered before it enters the lubri-
cation system. The filter element is made of fold-
ed filter paper.
The filter is at the front of the engine.
In all marine propulsion engines, the filter may
alternatively (as an accessory) be located at the
back of the engine’s, left side.
*Note! In the TAMD71 classifiable auxiliary en-
gine, the filter is located in front of the starter 8.4 Engine oil filter 8.5 By-pass filter
motor on the right of the engine. (accessory)
8.5 Maintenance – Lubrication System

8.5.1 Oil Change – Engine
The oil should be changed when the engine is hot.
WARNING! Hot oil can cause burns.
Engines with oil scavenging pump (accessory): Remove the oil dipstick and connect the suction pipe
to the dipstick tube. Start the pump and collect the oil in a container.
Alternatively, the oil can be drained after removing the oil sump drain plug.
Fill oil through the filler on the front valve. For oil quality, see chap. 4.2. For viscosity and capacities,
see “Technical Data” in chap. 13.2.
The oil level should be within the marked area on the dipstick. The level must never be allowed to
drop beneath the lower mark.
8.5.2 Replacing the engine oil/by-pass filters

Note: Place a container beneath the filter when
removing to avoid spillage.
1. Unscrew the oil filter (1) or by-pass filter
(2) using special tool, discard the old filters.
WARNING! Hot oil can cause burns.
2. Lightly oil the new filter’s rubber gasket and
check its mating surface on the mounting.
3. Screw on the new filter by hand until the gas-
ket is in contact with the sealing surface.
Then tighten the filter a further 3/4 turn (ap-
prox.).
Fig. 8.6 Replacing the engine oil/by-pass filters
4. Fill with oil, start the engine and check for 1. Engine oil filter
leaks. Stop engine and check the oil level. 2. By-pass filter (accessory)

Fuel system
The fuel is drawn up by the feed pump from the fuel tank through the pre-filter(s) and is forced through
the fine filters to the injection pump. Excess fuel escapes via the overflow valve back to the tank. This
valve is located on the injection pump. This means that the return fuel flushes through (cools) the in-
jection pump’s fuel chamber. This evens out fuel temperature so it is is the same for all the cylinders
and prevents gas bubbles forming in the fuel line.
The injection pump then forces the fuel under high pressure to the injectors, which atomize the fuel
when it is sprayed into the engine’s combustion chambers.
Return fuel from the injectors returns to the tank via the overflow valve.
Fig. 9.1 Fuel system 2 3 4 5 6

1. Fine fuel filters
2. Venting screw
3. Pressure line from intake
manifold (charging pressure)
4. Injection pump
5. Pressure pipe
6. Injector
7. Fuel return pipe 7
8. Pressure equalizer
9. Centrifugal governor
10. Overflow valve
11. Return pipe, lubricating oil
12. Return line to fuel tank 1
13. Fuel line, intake 8
14. Feed pump
15. Hand pump
16. Engine oil line, inlet
16
15 14
11
13 12 10 9
Fig. 9.2 Solenoid valve (fuel shut-off valve) for stopping engine
A. Solenoid
T. Inlet from fuel tank (Tank)
P. Outlet to feed pump (Pump)
F. Inlet from fuel finefilters (Filters)
I. Outlet to injection pump (Injection pump)

9.1 Fuel filters
The fuel system has two fine fuel filters connect-
ed in parallel have the same cover. These filters
are disposable, and the filter insert is made of a
spirally wound paper filter. The inserts can be re-
placed while the engine is running if necessary.
A single or double (connected in parallel) water-
separating pre-filter is also available as an ac-
cessory. The inserts of the double pre-filter can
be replaced while the engine is running if neces-
sary.
It is important to replace the fuel filters according Fig. 9.3 Fine fuel filters, switchable
to the maintenance schedule. Clogged filters
make the engine difficult to start and reduce en-
gine performance.
Fig. 9.4 Extra pre-filter (single)
9.2 Injection pump

The injection pump is of the piston type and lo-
cated on the left of the engine. It is driven by the
timing gears.
The pump is equipped with an electronic gover-
nor. The governor controls both fuel supply to
the engine to maintain the engine speed set at
the throttle control and also limits the engines
maximum speed if the load at high throttle open-
ings suddenly should reduce.

9.3 Feed pump
If the injection pump is to work, it requires a sup-
ply of fuel at pressure. This is provided by the
feed pump, which is of piston type. The feed
pump is located on the injection pump and is
driven by the injection pump’s camshaft.
The feed pressure is determined by an overflow
valve located on the injection pump. This valve
both limits the feed pump pressure and ensures
continuous venting of the fuel system.
The feed pump’s hand pump can be used on a
stopped engine to pump fuel to the filters and in-
jection pump when venting the fuel system, for
Fig. 9.5 Feed pump
example after replacing the fuel filters.
9.4 Injectors
The job of the injectors is to atomize and spray
the fuel, metered precisely by the injection
pump, into the engine’s combustion chambers.
This injection takes place under extremely high
pressure so that atomization and combustion of
the fuel takes place as effectively as possible.
Each injector basically comprises a nozzle hold- Fig. 9.6 Injectors
er and a nozzle (jet). When the fuel pressure in- 1. Pressure line connection
creases to a set value (opening pressure), the 2. Connection for fuel leak-off pipe
3. Shims for setting the opening pressure
nozzle needle (7), which is pressed in its seat by 4. Thrust spring
the thrust spring (4), is raised, and atomized fuel 5. Thrust pin
is sprayed into the engine through carefully cali- 6. Jet
7. Nozzle needle
brated holes in the nozzle body. The tension of
the thrust spring determines the opening pres-
sure of the injector.
The injectors should be checked regularly by
authorized personnel, refer to maintenance
schedule. An incorrect opening pressure or
faulty nozzle will result in smoky exhaust gases
and lower engine output.
9.5 Fuel shut-off valve

For normal stop
The engine is stopped via a solenoid valve (fuel
shut-off valve) which is activated during stop-
ping. The valve changes the direction of the fuel
flow to and from the feed pump so that a vacu-
um is created in the fuel chamber of the injection Fig. 9.7 Fuel shut-off valve (solenoid valve)
pump. This makes it impossible for the pump el- 1. Solenoid valve
ement to fill up and the engine stops. T. Inlet from fuel tank (Tank)
P. Outlet to feed pump (Pump)
This valve is located on a bracket beneath the F. Inlet from fuel filters (Filter)
injection pump. I. Outlet to injection pump (Injection pump)

9.6 GAC Speed Control Unit
The task of the GAC unit is to control engine
speed to maintain a set speed (1500 or 1800
rpm). A tacho sender provides a sine-wave sig-
nal to the GAC unit, with a frequency proportion-
al to engine speed. Please refer to Function –
Installation, Electronic Speed Governor for oper-
ation of the GAC unit.
Fig. 9.8 GAC Speed Control Unit

The tacho sender value is compared with the pre-set value,
speed. The difference is used to control the fuel injection of the
engine, to maintain correct engine speed.

9.7 Maintenance – Fuel System
9.7.1 Checking/draining fuel

pre-filters
Check the fuel filter and drain off any water and
contaminants through the drain plug(s) (5). See
figure 9.9.
The engine should be off and allowed to stand
for a few hours before carrying out this check.
Reinstall the plugs.
5
Fig. 9.9 Double pre-filters
5. Drain plug
9.7.2 Fuel pre-filter. Installing new

inserts
Double filter: As a rule, the filter inserts should
be replaced when the pressure gauge indicates 1 2 3
a vacuum of 6–10 in. Hg* (idle) or 16–20 in Hg
4
respectively, (max. rpm, loaded engine). Howev-
er, filters must be replaced every 500 hours of
use.
Close the fuel cocks at the tank before disman-
tling the single filter or replacing the inserts of
the double filter with the engine off.
Double filter: If inserts are to be replaced when
the engine is running, shut off the filter unit with
the insert to be replaced by turning the valve
handle (1) to the horizontal position. See figure 5
9.10.
*Note: In. Hg = Inches of mercury. Fig. 9.10 Double pre-filters
1. Valve knob (both filters on-line in this position)
2. Pressure gauge
Positions of the valve knob 3. Retaining screw
4. Cover
Up: Normal operating position. Both filters 5. Drain plug
on line.
Right: Left side filter insert can be re-
placed.
Left: Right side filter insert can be re-
placed.
Down: Both filters are off line.

Installing new inserts
1. Place a container beneath the fuel filters. Re-
move the cover (4) and lift out the insert by
rotating it.
2. Drain off any water or contaminants through 4
the drain plug (5).
3. Install new filter insert and fill container with
clean diesel oil. Fit the cover with a new gas-
ket and tighten it by hand.
Note! Moisten the gasket with diesel oil be-
fore installation. Cleanliness! The fuel in the
system must not become contaminated.
4. Double filter: Replace the other filter insert
in the same way.
5
5. Dry off any diesel fuel spilt on the heat
shield. Fig. 9.11 Double pre-filters
4. Cover
6. Double filter: Both filter units on-line (turn 5. Drain plug
the knob (5) up to the vertical position).
7. Open the fuel cocks and check that there are
no leaks.
The inserts can be cleaned and replaced while
the engine is running.
9.7.3 Switchable fine fuel filters

(Replacing while engine is running)
1. Place a container beneath the fuel filters.
Clean the filter mounting carefully.
2. Turn lever (2) for the valve in the filter cover
in its right end position.
3. Unscrew the left fuel filter and discard it. If
necessary, use special tool to remove.
4. Screw on the new filter by hand until the gas-
ket comes into contact with the filter mount-
ing. Then tighten it a further half turn by
hand.
5. Open left vent screw (1) on the filter mount-
ing. Move lever (2) vertically (operating posi-
tion). Close the vent screw when no more air
bubbles are visible in the fuel.
Fig. 9.12 Replacing the switchable fine fuel filters
6. Lever in its left end position and replace the 1. Vent screw for left and right filters
right fuel filter in the same way. 2. Valve knob (normal operating position)

9.7.4 Venting the fuel system
The fuel system must be vented after the fuel fil-
ters have been replaced or after refilling the fuel
tank after it has been run dry.
1. Place a container beneath the fuel filters.
Open vent screw (1) on the filter mounting.
2. Pump fuel using the feed pump’s hand pump
(2) until no air bubbles are visible in the fuel.
Tighten the screw while fuel is flowing.
3. Pump a further 10–20 strokes with the vent
screw closed so that sufficient feed pressure
is obtained. Further venting is not normal-
ly required.
If the injection pump needs to be vented any-
way, undo the overflow valve (3) connection
at the pump and continue to pump by hand Fig. 9.13 Venting the fuel system
until no air bubbles are visible in the fuel. 1. Venting screw on filter mounting
2. Hand pump
Tighten the connection while fuel is flowing. 3. Overflow valve
Pump a further 10–20 strokes so that suffi- 4. Pressure equalizer
cient feed pressure is obtained.
4. Check for leaks.
9.7.5 Injectors. Checking

1. Clean around the injectors.
2. Remove the pressure line and the return fuel
line. Remove the mouting yoke on the injec-
tors.
3. Turn the injector carefully backwards and for-
wards using a wrench (size 15 mm), pulling it
up at the same time.
Note: If the injector is stuck, you must use a
special tool to remove it. The copper sleeve
around the injector may otherwise be pulled
out as well, with water in the engine as a
consequence.
The coolant in the freshwater system can be
drained as an extra safety measure before
removing the injectors.
4. Hand in the injectors to a an authorized ser-
vice workshop for checking.
5. Fit the injectors with a protective ring (1).
Tightening torque 50 Nm (5 kpm/36 ft.lb.).
6. Reinstall the fuel leak-off line. Reinstall the
pressure pipes. Check that these are not
crooked, then tighten the nuts. Tightening Fig. 9.14 Injectors
torque 15–25 Nm (1.5–2.5 kpm/11–18 ft.lb.). 1. Protective ring (rubber)
2. Leak-off fuel line
7. Fill the engine with coolant if this has been 3. Pressure line connection
drained. Start the engine and check for 4. Mounting yoke
leaks.

Cooling system
These engines are fluid-cooled and have a closed circuit cooling system. The system has two circuits.
In the inner circuit (the freshwater system), coolant is pumped around by a centrifugal-type coolant
pump (circulation pump).
From the coolant pump, the coolant is pumped out into a distribution channel in the cylinder block and
conveyed around the cylinder liners and on up through the cylinder heads.
From each cylinder head and from the turbocharger’s turbine housing, the coolant is fed back to the
thermostat housing, where a thermostat regulates the coolant temperature. Coolant from the engine’s
oil cooler is also fed to the thermostat housing.
While the coolant is cold, the thermostat shuts off the flow to the heat exchanger. The coolant then
passes through a by-pass line beneath the thermostat and directly back to the pump’s suction side.
When the coolant temperature has risen to a certain value, the thermostat opens and allows coolant
to pass to the heat exchanger and the by-pass line closes.
In the heat exchanger, heat from the coolant is transferred to the raw water before the coolant is
sucked back into the coolant pump.
Large amounts of heat are also removed by the lubricating oil, which channels off the heat to the
freshwater system via the oil cooler. The lubricating oil is also used to dissipate heat from the pistons
in the engine (see “Pistons” in chap. 7.5).
The cooling system may operate with a small amount of overpressure. The risk of boiling is thereby
reduced if the temperature is high. If the pressure is higher than normal, a pressure valve in the filler
cap opens.
The flow in the raw water system is maintained by a gear-wheel driven impeller (blade-type) pump
which is located at the front of the engine. The raw water passes through the engine’s heat
exchanger(s) and charge air cooler(s).
It is important to check the condition of the zinc anode(s) according to the maintenance schedule to
prevent corrosion damage.
The engine may have a separate expansion tank as an accessory.
Fig. 10.1 Flow through heat exchanger and charge air cooler (CAC) Coolant pump and thermostat
1. Raw water inlet 5 4 3
2. Raw water pump
3. Freshwater from engine thermostat housing
4. Heat exchangers
5. Charge Air Coolers (CAC)
6. Sea water outlet
7. Charge air from turbocharger
8. Cooled charge air to the engine intake manifold 6
9. Freshwater to the engine coolant pump, suction side
2
1
7 8 9
= Charge air or freshwater = Raw water

10.1 Thermostat
The engines have a piston thermostat which has
a bulb filled with wax. When the engine is cold,
the thermostat keeps the route to the heat ex-
changer completely closed. The coolant is then
fed directly back to the engine through a by-
pass line. After the engine has warmed up, the
volume of the wax increases and the thermostat
subsequently opens the route to the heat ex-
changer, while the by-pass line is closed.
Fig. 10.2 Coolant Pump (circulation pump) and

thermostat housing
1. Piston thermostat
Fig. 10.3 Thermostat function, cold engine Fig. 10.4 Thermostat function at operating temperature
10.2 Raw water pump

The raw water pump is fitted to the timing gear
cover at the front of the engine. This pump is
driven via the timing gears. The pump impeller is
made of rubber and can be replaced.
Note: The impeller may be damaged if the pump is run dry.
Fig. 10.5 Raw water pump

10.3 Heat exchanger and
charge air cooler (CAC)
The TAMD71 has double heat exchangers con-
nected in series. The coolers are fitted on the
right of the engine, the heat exchanger(s) fore-
most.
In the heat exchanger, heat is transferred from
the engine’s inner cooling circuit (the freshwater
system) to its outer circuit (the raw water sys-
tem). In the CAC heat is transferred from the
charge air from the turbocharger to the raw
water. See also under “Charge air cooler“ in
chap. 7.10.
The cooler units are an aluminum housing with a
tubular cooling insert.
The raw water passes through the pipes, while
the freshwater (heat exchanger) or charge air
(for CAC) passes between the pipes.
Note! The heat exchangers and charge air cool-
ers are identical, so the cooling inserts, for ex-
ample, are interchangeable.
Fig. 10.6 Heat exchangers/radiator

and charge air coolers
A. Heat exchangers
B. Charge air coolers
C. Radiator
D. Charge air cooler
E. Fan cover
10.3.1 Radiator and charge air
cooler (CAC)
The radiator is a liquid to air heat exchanger and
is a part of both the cooling water system and
the cooling air system. The hot coolant from the
engine passes trough tubes in the radiator and
is cooled by the cooling air from the fan.
The charge air cooler use the cooling air from
the fan to cool the charge air. The cooler is lo-
cated behind the radiator.

10.4 Oil cooler
The lubricating oil transports heat from the high
temperature parts in the engine and equalizes
the temperature differences within the engine.
Heat is removed from the lubricating oil in the oil
cooler. This keeps the oil temperature lower at
high load and speeds. This reduces engine wear
as the oil’s lubricating properties are impaired if
the oil temperature gets too high. Lubricating oils
of lower quality are most sensitive to high tem-
peratures.
The engine’s oil cooler is on the left side, below
the injection pump. The engine oil circulates in-
side the cooler assembly while the coolant pass-
es between the cell plates. The cooler is con-
nected to the freshwater system. Fig. 10.7 Engine oil cooler
1. Inlet, coolant
2. Outlet, coolant
3. Inlet, oil
4. Outlet, oil to the oil sump
5. Oil for piston cooling
6. By-pass valve
7. Excess oil returned
10.5 Maintenance – Cooling System

10.5.1 Antifreeze and anti-
corrosion, cleaning
Close the water inlet before working on
cooling system.
The coolant should be changed at least once a
year to prevent cooling from becoming impaired
due to deposits in the cooling system, and to
avoid the risk of corrosion damage to the fresh-
water system since the anti-corrosive additives
in the coolant are consumed over time.
The system should be flushed carefully with tap-
water when changing the coolant. Flush until the
water which runs out of the draining holes is
clean.
NOTE! Certain parts of the coolant system in
the engine are of aluminum. Chemical agents
must not be used for cleaning the system.
For information on draining the coolant, refer to:
“Draining coolant” in chap. 5.8. For antifreeze
protection, see “Coolant” in chap. 4.3.

10.5.2 Filling with coolant
Note! Do NOT open the pressure cap or
the venting nipples on a hot engine.
Steam or hot coolant can spray out and
the system pressure will be lost.
Filling should be carried out with the engine
stopped. Do not fill so quickly that air locks form
in the system. Allow the air to flow out via the fill-
ing opening or vent cock.
When filling an empty system, or if the coolant
level for some reason has dropped so low that it
cannot be seen through the filling opening, open
the vent cock at the turbocharger during filling.
The engine must not be started until the sys-
tem has been vented and completely filled.
If a heater system is connected to the engine’s
cooling system, the heater control valve should
be opened and the unit vented during filling.
Fill with coolant* to 5 cm (2") beneath the seal-
ing surface of the filler cap or to between the
MIN and MAX marks on the separate plastic ex-
pansion tank (accessory). For information on
coolants refer to: “Coolant“ in chap. 4.3. When
topping up, use the same coolant mixture as is
already in the cooling system.
Allow engine to stand 1 hour after filling. Then
top up the coolant if required, start the engine
and warm it up. Check the coolant level.
*Note! See chapter 13.5 for coolant system capacity. Fig. 10.7 Venting cock in cooling system

10.5.3 Cleaning the heat
exchanger and charge air
cooler (CAC)
Close the water inlet and drain the wa-
ter from the raw water and freshwater
systems before working on the cooling
system.
1. Remove the cover plate over the heat ex-
changers and charge air coolers (CAC).
2. Remove the pipes between the raw water
pump and the heat exchanger or between
the CAC and the reverse gear’s oil cooler.
3. Remove the covers over the heat exchang-
ers and the CAC. Remove the connecting
pipe(s) between the covers.
4. Remove the clamping rings beneath the
housings. Remove the O-rings at the lower
seal.
5. Lift the inserts. Flush and clean them inter-
nally and externally. Use suitable brushes.
Clean housing as well.
Note: Ensure that no contaminants enter the
engine’s inlet manifold via the charge air
coolers (CAC).
6. Install the inserts in the housings. NOTE!
Ensure that the inserts are installed in the
correct position. The locating lugs beneath
the inserts’ upper flange should face out-
wards (from the engine) and fit correspond-
ing notches in the housings, see illustration.
7. Locate the sealing strips on the inserts’ baf-
fle plate and reinstall the covers together
with the connecting pipes between the cov-
ers. Use new sealing rings.
Note: The covers must be installed with the
recess on the cover’s flange facing forwards,
see illustration.
8. Install the O-rings and clamping rings be-
neath the housings. Reinstall the coolant
pipe between the raw water pump and the
heat exchanger, or between the charge air
cooler and the reverse gear’s oil cooler. Use
new sealing rings.
Reinstall the cover plate over the heat ex-
changers and charge air coolers (CAC).
9. Fill the engine with coolant and vent the sys-
tem as described in chap. 10.5.2.
10. Open the water inlet and start the engine. Fig. 10.8 Heat exchanger/charge air cooler (CAC)
Check for leaks.

10.5.4 Checking the radiator and
charge air cooler (CAC)
Should higher than normal temperatures be ob-
served, the passage of air through the charge air
cooler and radiator must always be checked.
Check that the external cooling sections of the
radiator and the charge air cooler are not
blocked by insects or other impurities that can
restrict the air flow. If obstructions are found use
a mild greasedissolving detergent and water.
Never use water at high pressure or com-
pressed air.
Straighten out any bent cells in the cellsystem.
Flush both radiators individually from front. In
cases of more serious blockage the radiator/
charge air cooler must be removed entirely and
then cleaned with a mild detergent.
Also check that the fan cover and, if fitted, the Fig. 10.9 Radiator and charge air cooler
sealing strip fitted between the fan cover and the
charge air cooler has not come loose or is leak-
ing in any other way.
10.5.5 Replacing the raw water

pump impeller
Close the water inlet before working on
cooling system.
1. Remove the pump’s end cover. Pull and twist
out the pump impeller using pliers.
2. Clean inside the housing. Lubricate the
pump housing and the inside of the cover
with a little lubricating grease.
3. Push in the new impeller with a rotating
movement counterclockwise.
4. Reinstall the cover together with a new gas-
ket.
Always keep a spare pump impeller and gas-
ket on board.
5. Open the water inlet. Start the engine and
check for leaks.
Fig. 10.10 Removing the raw water pump impeller

Electrical system
components
Pos. Marking
3 TACHO SENDER
4 OIL PRESSURE AUTO STOP
5 WATER TEMP. AUTO STOP
8 OIL PRESSURE SENDER
9 WATER TEMP. SENDER
22 FUEL LEAKAGE ALARM
23 OIL TEMP. ALARM
24 OIL PRESSURE ALARM
25 WATER TEMP. ALARM
52 EMERGENCY STOP
E ELECTRICAL BOX
S STARTER MOTOR PROTECTION
For further information on electrical components

see “Control and Monitoring system, Function Figure 11.1 TAMD 71B, turboside
and installation” Publ. No 7738014-5.
Figure 11.2 TAMD 71B, not turboside
11.1 Location of electrical

11.2 Starter motor
The starter motor is mounted on the flywheel
casing on the starboard side of the engine.
When the starter motor is engaged, a drive on
the starter motor’s rotor shaft is moved in an axi-
al direction so that it engages with a spur ring on
the engine’s flywheel. The drive’s axial move-
ment and the engagement of the starter motor
are controled by a control solenoid on the starter
motor.
The starter motor’s control solenoid is engaged
in turn via the starter relay when the ignition key
is held in position III. For start by Control Unit –
500, see chapter 5.2.

11.3 Stop solenoid
For emergency stop
The stop solenoid is located on the exhaust
manifold diagonally above the injection pump.
This solenoid is engaged through autostop or a
separate emergency stop button.
When the solenoid is activated, the injection
pump’s control rod is moved into the zero deliv-
ery position and the engine stops as the flow of
fuel is cut off.
Fig. 11.3 Stop solenoid
11.4 General Information

Electrolytic corrosion
Your engine has sacrificial anodes made of zinc as protection against galvanic corrosion. This protec-
tion may be rendered ineffective if there are any leakage currents from the electrical system due to
faulty equipment or incorrectly connecting electrical components on the negative side (grounding, pro-
tector ground). The following should always be observed:
The main engine switches should be mounted on both the positive (+) and the negative (–) battery
leads. The main switches should break the current to all parts consuming electricity. Electrical leads
should be fitted in such a manner that they are not exposed to moisture.
If there are several battery circuits, there must be separate switches for the extra equipment. There
must also be a main switch between the extra battery’s positive (+) pole and the fuse block for the
boat’s electrical equipment. The main switch for the extra battery circuit should break the current to all
power consuming equipment connected to this circuit and be switched off when there is no require-
ment for extra current. The main switches to must be switched off when the engine is not in use.
The engine package must not be electrically connected to other equipment. Nor should it be used as
ground for radio or navigational equipment or other electrical equipment where there are separate
ground cables. All separate ground connections should be collected together to form a joint ground
connection which is separate from the propulsion package.
If shore power is connected, protector ground should not be connected to the engine or to any other
ground on the boat.
A transformer connected to shore power must be installed so that the protective ground terminal on
the inlet side (120/220V) and the negative connection on the outlet side (24V) are not cross-connect-
ed.
Warning! Electrolytic corrosion as a consequence of leakage currents may cause serious and
expensive damage to your boat’s equipment within a short time. Work on the boat’s low tension
circuit should only be carried out by qualifed or experienced persons. Installation or work on the
shore power equipment may only be carried out by electricians authorized to work with high-
voltage installations.

11.5 Electrical system – Important!
Turn the engine off and switch off power at the main switches before carrying out work
on the electrical system.
1. Main switch
Never break the circuit between the generator and batteries while the engine is running. In other
words, the main switches must never be disconnected before the engine has stopped. If the circuit
is broken while the engine is running, the voltage regulator may be destroyed and the generator
seriously damaged.
Charging circuits must not be switched over while the engine is running, for the same reason. To
simultaneously charge two independent battery circuits, fit a Volvo Penta charge distributor to the
regular generator (accessory).
2. Batteries
Never mix up the positive and negative battery terminals when installing. Incorrect installation can
result in serious damage to electrical equipment. Refer to wiring diagrams. The battery terminal
posts should always be well cleaned and the cable terminals well tightened and greased to pre-
vent open circuits.
Avoid boost charging the batteries. If the battery must be booster charged, first remove both bat-
tery leads.
NOTE! Follow relevant safety regulations when charging batteries. When charging, unscrew filler
plugs but leave them in their holes. Ventilation should be good, particularly if the batteries are be-
ing charged in an enclosed area. Always switch off the charging circuit before removing the bat-
tery charger connectors.
Warning! Never allow an open flame or electric sparks near the battery compartment. Never
smoke in proximity to the batteries. The batteries give off hydrogen gas during charging
which when mixed with air can form an explosive gas – oxyhydrogen. This gas is easily ignit-
ed and highly volatile.
Always use protective goggles when charging and handling batteries.
The battery electrolyte contains extremely corrosive sulfuric acid. If this should come in con-
tact with the skin, immediately wash with soap and plenty of water. If battery acid comes in
contact with the eyes, immediately flush with plenty of water and obtain medical assistance
without delay.
3. See instructions in chap. 5.6 for how to start using auxiliary batteries.
4. Connecting accessories and extra equipment
All extra equipment should be connected to a separate junction box and fused. Avoid installing ad-
ditional power points directly from the instrument panels.
11.6 Arc welding

Remove the positive and negative leads from the batteries. Then remove all leads to the generator.
Always connect the weld clamp to the component to be welded and as close to the welding point as
possible. The clamp should never be connected to the engine or in such a manner that the current is
able to pass over any bearings.
When welding is complete: Always connect the leads to the generator before replacing the
battery leads.

11.7 Maintenance – Electrical System
NOTE! Always stop the engine and break the current using the main switches before
working on the electrical system.
Also read the section entitled “Electrical system – Important” in chap. 11.5.
11.7.1 Checking batteries and electrical connections

Read the section entitled “Electrical
system – Important” chap. 11.5.
The service life of your batteries depends largely
on how they are maintained. Keep batteries dry
and clean. Dirt on the batteries may cause track-
ing and discharge them, particularly in damp
weather.
Clean the battery terminals and connections us-
ing suitable wire brushes. Poor contact may
cause unnecessary voltage drops.
Fig. 11.4 Cleaning the battery terminals
Tighten the cable terminals well and spray the
battery terminals and connections with anti-cor-
rosive agent or coat them with Vaseline. Fig. 11.5 Aerometer-type hydrometer
Check that the batteries are connected properly.

Also check that all other electrical connections
are dry and free of oxidation and that there are
no loose connections. If necessary, spray these
connections with a water-repellent spray (Volvo
Penta Universal oil).
Charge condition
Check the batteries’ charge condition using a
hydrometer. The battery electrolytic density
should be 1.28 g/cm3*. Charge battery if reading
has dropped to 1.24 g/cm3* (approx. 75%
charge).
Fig. 11.6 Optical-type hydrometer
Note. If an aerometer-type hydrometer (see fig-
ure) is used, the value read off applies at a tem-
perature of approx. +25°C (77°F). At other tem-
peratures the reading must be compensated as
follows:
at –20°C (–4°F) compensate by –0.03
at –5°C ( 23 °F) compensate by –0,02
at +10°C (50°F) compensate by –0.01
Note. An optical-type hydrometer is thermally
at +40°C (104°F) compensate by +0.01
compensated.
Example: A value of 1.24 measured at –5°C The various battery cells should display relative-
(23°F) should be corrected to 1.22, and means ly even values. Uneven results may mean that
extra charging is needed. the battery is more or less ready for replace-
* Note: For batteries with tropical acid substitute 1.24 g/cm3, ment.
and 1.20 g/cm3.

12 Troubleshooting
12.1 Engine does not start
Starter motor does not turn engine over
CAUSE REMEDY
• Discharged batteries Charge/replace the batteries (or connect up aux-
iliary batteries see chap. 5.6)
• Main switches off Switch on the main switches
• Poor contact/break, electrical cables Rectify any open-circuits/loose connections.
Check for oxidation on the contacts. If required,
clean them and spray with damp-inhibitor spray.
• Starter motor/solenoid (control solenoid) mal- Contact authorized service personnel
function
• Water in the engine Contact authorized service personnel. Do not try
to start the engine if there is a possibility that
there is water in the engine.
• Blown fuse on the Control Unit panel Replace the fuse on PCB 506-1
Starter motor turns over slowly

CAUSE REMEDY
• Discharged batteries Charge/replace the batteries (or connect up aux-
iliary batteries see chap. 5.6)
• Poor contact, electrical leads Rectify any loose connections. Check for oxida-
tion on the contacts. If required, clean them and
spray with damp-inhibitor spray.
The starter motor turns the engine over but it does not start
CAUSE REMEDY
• Air in fuel system Vent the fuel system as shown in chap. 9.8.4
• Fuel starvation or no fuel
– fuel cocks closed Open the fuel cocks
– fuel tank empty/wrong tank on line Fill with fuel/connect the correct fuel tank
– fuel filters clogged (due to contaminants/ Fit new fuel filters (pre-filter and/or fine filters)
paraffin precipitation in the fuel as a result Vent the fuel system as shown in chap. 9.8.4
of low outside temperature)
• Fuel shut off valve incorrectly connected/seiz- Check that fuel shut off valve has not been
ing switched on unintentionally

12.2 Engine starts but stops again/runs unevenly
CAUSE REMEDY
• Air in fuel system Vent the fuel system as shown in chap. 9.7.4
• Fuel starvation or no fuel
– fuel cocks closed Open the fuel cocks
– fuel tank empty/wrong tank on line Fill with fuel/connect the correct fuel tank
– fuel filters clogged (due to contaminants/ Fit new fuel filters (pre-filter and/or fine filters).
paraffin precipitation in the fuel as a result Vent the system as shown in chap. 9.7.4
of low outside temp.)
• Insufficient air flow to engine
– air cleaner filter clogged Fit a new air cleaner filter/clean air cleaner filter,
check ventilation to engine compartment
• Break in pressure line(s) Install new pressure line(s)
12.3 Engine Coolant Temperature (ECT) too high

CAUSE REMEDY
• Coolant level in engine too low (air in system) Fill engine with coolant and vent system as
shown in chap. 10.5.2
• Defective thermostats Install new thermostats
• Raw water pump (pump impeller) defective Replace the raw water pump impeller as shown
in chap. 10.5.4
• Heat exchanger/radiator core clogged Clean the insert as shown in chap. 10.5.3
• Circulation pump malfunction Contact authorized service personnel
12.4 Engine Coolant Temperature (ECT) too low

CAUSE REMEDY
• Defective thermostats Install new thermostats
12.5 Not correct engine speed at wide open throttle (WOT)

CAUSE REMEDY
• Engine overloaded If possible, reduce the load
• Insufficient fuel flow
– fuel filters clogged (due to contaminants/ Fit new fuel filters (pre-filter and/or fine filters).
paraffin precipitation in the fuel as a result Vent the system as shown in chap. 9.7.4
of low outside temp.)
• Water in fuel Clean the fuel tank Drain water from pre-filter
• Insufficient air flow to engine
– air cleaner filter clogged Fit new air cleaner filters/clean air cleaner filter
– air leak between turbo and engine’s inlet Check the rubber hose between the turbo and
manifold the connecting pipe, plus other connections.
– faulty turbocharger Contact authorized service personnel
– poor engine compartment ventilation Check that the ventilation ducts to the engine
compartment are not blocked
• Charge air cooler (CAC) clogged Clean the insert(s) as shown in chap. 10.5.3
• Excessive pressure in the exhaust system Check that the exhaust system is not restricted
in any way
• Injector malfunction Get authorized service personnel to check the
injectors

13 Technical Data
13.1 General
No. of cylinders ............................................................. 6
Swept volume ................................................................ 6.73 dm3 (liters), (411 in3)
Low idle ......................................................................... 600 ±30 rpm
Valve clearance, stopped engine, cold or
operating temperature:
intake.......................................................................... 0.40 mm (0.0157")
exhaust....................................................................... 0.55 mm (0.0217")
Weight, engine with heat exchanger, approx. ............... 880 kg (1940 lbs)
13.2 Lubrication system

Oil pressure, hot engine at normal running rpm ............ 450–650 kPa (4.5–6.5 kp/cm2 = 61–94 psi)
at idling rpm ................................................................ min. 150 kPa (1.5 kp/cm 2 = 21 psi)
Oil capacity at oil change, without oil filter*,
approx.:
no engine inclination, Max. ........................................ 25 liters (5.5 Imp. gals/6.6 US gals)
Min. ......................................... 18 liters (4.0 Imp. gals/4.8 US gals)
* Engine oil filter and by-pass filter have a capacity

of approx. 0.5 liter (0.5 quart).
Oil quality ...................................................................... VDS (Volvo Drain Specification), or CD or CE in acc.

with API system.
Viscosity at different ambient air temperatures .............

(Temperature based on constant ambient air
temperature).
* Refers to synthetic or semi-synthetic oil.

NOTE! Only SAE 5W/30 may be used.

13.3 Fuel system
Injection pump, settings ................................................. 22° ±0.5° BTDC
Injectors, opening pressure ........................................... 30 (+0.8) MPa, (306 (+8) kp/cm2 = 4351 psi)
Injectors, adjustment pressure (new spring) ................. 30,5 (+0.8) MPa, (311 (+8) kp/cm2 = 4424 psi)
13.4 Turbocharger
Charging pressure, min. values (measured in the engine’s inlet manifold at 100% load and wide open
throttle (WOT), air temperature approx. +25°C (77°F). When measuring at a different temperature, the
charging pressure measured must be corrected (see Workshop Manual).
If full power cannot be achieved, the pressure is considerably lower.
Rating 1 (“Genset operation”),

1500 rpm .................................................................... 63 kPa
1800 rpm .................................................................... 80 kPa
13.5 Cooling system

Freshwater system capacity incl. heat exchanger,
approx. .......................................................................... 35 liters (9.3 US gals)
Freshwater system capacity incl. radiator,
approx. .......................................................................... 25 liters (6.7 US gals)
Thermostat starts to open at ......................................... 73–77°C (163–171°F)
fully open at ............................................... 86–90°C (187–194°F)
13.6 Electrical system

System voltage .............................................................. 24V DC
Battery capacity ............................................................. 2 pcs./12V series connected max. 220 Ah
Battery electrolyte density at 25°C (77°F),
fully charged battery ................................................... 1.280 g/cm3 (0.462 lb/cu.in)
battery to be recharged at .......................................... 1.240 g/cm3 (0.447 lb/cu.in)
Alternator (optional)
Make ............................................................................. VALEO
Voltage/max. current ..................................................... 28V/60A
Output ........................................................................... 1700W
Brush length .................................................................. min. 8 mm (0.3150")
Starter motor
Make ............................................................................. Bosch KB 24V
Brush length .................................................................. min. 17.5 mm (0.6890")
Brush spring force ......................................................... 12–14 N (1.2–1.4 kp = 2.7–3.1 lbf)

Owner
Name: .......................................................................................................... Tel.: .........................
Address: ............................................................................................................................................
Engine information
Engine type: ............................................................................................................................................
Serial No.: ............................................................................................................................................
Alternator type: ............................................................................................................................................
Serial No.: ............................................................................................................................................

Notes
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................
............................................................................................................................................................................................................................

7739156-3 English 6–1998

Instruction Book: Marine Genset Engine Tamd71B

Uploaded by

Copyright:

Available Formats

Instruction Book: Marine Genset Engine Tamd71B

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Instruction Book: Marine Genset Engine Tamd71B

Uploaded by

Copyright:

Available Formats

INSTRUCTION BOOK

Marine Genset Engine

Diesel engine exhaust and some of its constituents are known

AB Volvo Penta / Diesel Engine TAMD71B 1

13 Technical data .............................. 57

2 AB Volvo Penta / Diesel Engine TAMD71B

WARNING! Possible danger of personal injury, damage to property or mechanical malfunction if

Read the Instruction Book.

AB Volvo Penta / Diesel Engine TAMD71B 3

4 AB Volvo Penta / Diesel Engine TAMD71B

AB Volvo Penta / Diesel Engine TAMD71B 5

2.3 Fuel and lubricants

2.4 Spare parts

6 AB Volvo Penta / Diesel Engine TAMD71B

2.7 Warranty and guarantee

2.8 Warranty Registration Card

2.9 Volvo Penta Service

AB Volvo Penta / Diesel Engine TAMD71B 7

Engine type ......................................................................................................................................................................

Serial No. .........................................................................................................................................................................

Alternator type ..................................................................................................................................................................

Serial No. .........................................................................................................................................................................

Other equipment ..............................................................................................................................................................

Serial No. .........................................................................................................................................................................

© 1998 AB VOLVO PENTA

8 AB Volvo Penta / Diesel Engine TAMD71B

Engine designation Product No.

Fig. 3.1 TAMD 71B from turboside

AB Volvo Penta / Diesel Engine TAMD71B 9

Fig. 3.3 TAMD71B (auxiliary engine variant) not

10 AB Volvo Penta / Diesel Engine TAMD71B

Fig. 3.5 TAMD71B RC (emergency engine with

AB Volvo Penta / Diesel Engine TAMD71B 11

Fig. 3.6 Control unit, CU-500

Alarms: – fuel leakage in injection pipes

Autostop: – engine overspeed

12 AB Volvo Penta / Diesel Engine TAMD71B

4.2 Lubricating oil, engine

AB Volvo Penta / Diesel Engine TAMD71B 13

When there is a chance of freezing

When there is no chance of freezing

Replacing the coolant

14 AB Volvo Penta / Diesel Engine TAMD71B

Fig 5.1 Check leaks

2. Check engine coolant level (cold engine).

3. Check the engine oil level. This should be

Fig 5.3 Check the engine oil level

4. Turn on the main switches.

Fig. 5.4 Turn on the main switches

5. Check the amount of fuel.

Fig. 5.5 Check the amount of fuel

AB Volvo Penta / Diesel Engine TAMD71B 15

Fig. 5.6 Starting

Fig. 5.7 Alarm

16 AB Volvo Penta / Diesel Engine TAMD71B

The RESET switch on unit 504 must be pressed

Fig. 5.8 Autostop

5.5 Restarting after autostop

Fig. 5.9 Resetting autostop