general and body

Engine D16CStudent Booklet

General and engine body

D16C General & Engine body - Module 1(20) - Page 1(1) - 2003-11-07 - 15:03

D16C ENGINE

D16C is the designation of the new 16-litre engine for the FH16, which is to be launched in Autumn 2003.

This engine is available in two power ratings, 550 and 610 Hp, and is an in-line six-cylinder direct-injection diesel engine with turbocharger, intercooler and electronically-managed fuel injection system (EMS).

The D16C is of completely new design compared with the D16B, but is built along the same lines as the D9 and D12 engines, with a single piece cylinder head, overhead camshaft, unit injector and VEB engine brake.

The D16C also fulfils the emission requirements for Euro3 (EC01).

This training material includes a description of both the design and function of the engine. Servicing and maintenance procedures are described in Volvos service literature.

Detailed information


ENGINE IDENTIFICATION

There are two labels ( 1 and 2) for engine identification and other engine data on the front of the engine control unit.

On the back of the control unit there is another label (3), which displays the hardware number.

The engine serial no. (4) is punched on the left-hand side of the upper front edge of the cylinder block.

Information is also provided regarding the cylinder block cast date (5) further down the left-hand side

On the upper label, you will find the chassis no. and engine serial number and their bar codes.

The lower label provides information on the:Injector type, for example: 1 = the engine has Delphi injectorsExhaust brake :VEB = Volvo Engine Brake, EPG = Exhaust brakeEngine model: EC01 = Emission level Euro3



CYLINDER HEAD

The cylinder head is manufactured from cast iron as a single unit, which is a pre-requisite for housing the overhead camshaft with stability.

The camshaft is housed in seven horizontally divided bearing pedestals fitted with removable bearing shells. In the case of the rear bearing pedestal, the bearing shells are also designed as thrust bearings.

The coolant thermostat housing is machined directly into the cylinder head (A)

Each cylinder has separate inlet and exhaust ducts with cross-flow (B).

The fuel duct for the injectors is drilled through the cylinder head longitudinally and has a machined ring-shaped space around each injector (C).

In the front edge there is a plug (D) that leads to a duct for measuring the rocker arm mechanism oil pressure.

The duct (E) for lubricating the camshaft and rocker arms is drilled centrally into the left side of the cylinder head.



CYLINDER HEAD, CROSS SECTION

The unit injectors are centrally located between the four valves and are held in place by a yoke.

The lower section of the injector is kept separate from the coolant housing by a copper sleeve. The lower section of the copper sleeve is drifted and sealed using an O-ring in the upper section (B).

Valve guides and valve seats are manufactured from alloyed cast iron and steel and are replaceable.

All valve guides have oil seals for the valve stem. The exhaust valves have a smaller disc diameter and double valve springs (A).

The inlet valves have single springs (C).

The same tools are used to replace the copper sleeve as with the D9A/D12D.


CYLINDER BLOCK

The cylinder block is manufactured from cast iron and cast as a single piece.

All ducts in the lubrication system are built directly into the block. There are two longitudinal ducts. The right side of the block contains the piston cooling duct (1) and the left side the main lubrication duct (2).

Both ducts are plugged. In the front end this is done using plugs fitted with O-rings and to the rear by hat plugs.

At the back of the block, there is a cast duct (3) that supplies oil to the engine transmission.


CYLINDER BLOCK, CROSS SECTION

The vertical section (A) shows the position of the cylinder liner and cooling jacket in the block.

The horizontal section (B) shows the back of the coolant pump, which is integrated into the front edge of the block. The picture also shows the cupped shape of the sides of the cylinder block around each cylinder, which gives the block its high torsional rigidity and excellent soundproofing.

The main bearing cap is controlled by sleeves (1) pressed into the cylinder block. In order to prevent the main bearing cap from turning the wrong way, there is a nipple on the block (2) and a corresponding nipple on the main bearing cap (3).


In addition, the main bearing cap is numbered 1 to 7 inclusive from the front end of the engine.

The location of the numbers varies but they can normally be found on the lower section of the cap between positions 4 and 5 in picture C.

Arrows (6), which point towards the inlet side of the engine, are also marked on the underside of the cap.


STIFFENING FRAME AND OIL SUMP

In order to reduce the vibrations in the cylinder block and, therefore, reduce engine noise, there is a stiffening frame (1) fitted to the underneath of the block.

The stiffening frame is manufactured from 6mm steel plate and is attached by screws to the base of the block (A).

The oil sump (2) is die cast in plastic. A seal is provided by a solid strip of rubber fitted into a groove in the sump. The sump is attached by 16 spring-loaded screws (B) .


SEALING JOINTS

The D16C engine has wet cylinder liners that are sealed against the cylinder block with rubber rings.

The uppermost ring is located directly below the liner collar (1).

Before the liner is installed, a thin strip of silicone is applied between the liner collar and the horizontal surface of the block (2).

The sealing surface of the liner against the gasket is convex (3).

The lower seal comprises two rings placed in grooves in the liner. The rings are made from assorted rubber materials and are of different colours to avoid confusion. The upper ring is black (4) and the lower one purple (5). The gasket (6) between the cylinder head, block and liner is manufactured from steel and has vulcanised rubber seals (7) for coolant and oil ducts that pass the cylinder head and block.

In order to protect the rubber seals during installation of the cylinder head, there are a number of indents (8)



CYLINDER HEAD, GUIDING AGAINST BLOCK

In order to facilitate installation and precisely position the cylinder head on the cylinder block, two guide pins have been inserted into the block (1).

There are two corresponding guide holes (2) in the shape of a "keyhole" in the cylinder head.

The reason for this particular method of guidance is that once sealant (3) has been applied to the rear end of the cylinder head, it must be possible to position the cylinder head a few millimetres behind the transmission plate, as shown in (A).

The cylinder head is then lowered so that the guide pins are steered into the widest part of the guide hole (B).

The cylinder head can then be brought into contact with the transmission plate at the same time as the guide pins are steered into the narrower part of the guide hole (C). This ensures that the cylinder head is precisely fixed both laterally and longitudinally.



PISTON, CYLINDER LINER AND CONNECTING ROD

The D16C engine has two-part pistons or "rocker pistons".

The piston crown (1) is manufactured from steel and the casing (3) from aluminium. Both parts are fitted separately on the piston pin (2).

The piston has two compression rings and a piston oil control ring. The uppermost compression ring (4) is a "Keystone" compression ring with a trapezoid cross section. The compression ring in the middle (5) has a rectangular cross section. The piston oil control ring (6) at the bottom is spring-loaded.

The cylinder liner is centrifugally-cast from cast iron alloy. The inside of the liner has cross-figured machining (7).

The connecting rod is forged and divided at the base (large end) by a method known as "splitting";.

The top end (small end) has a bushing insert (9) which is lubricated via a drilled duct (10).

Each connecting rod has a three-digit mark on both sections (11).


The liner surface is eventually finished using a method called "plateau honing" (8), which removes the sharpest tips left by the original machining process.


CAMSHAFT AND VALVE MECHANISM

The D16C engine is based around an overhead camshaft and four-valve system, which is similar to both the D9 and D12 engines.

The camshaft is induction hardened and is housed in seven bearing pedestals with removable bearing shells. The rear bearing is also a thrust bearing. There are three cams between each bearing pin. From the front, these are the inlet cam, the injector cam and the exhaust cam.

The camshaft is driven by a gear wheel (1) connected to the engine transmission. A hydraulic oscillation damper (2) is installed outside the gear wheel. There is also a toothed wheel on the oscillation damper for the camshaft sensor.


This is a cross section through the valve mechanism and a pair of exhaust valves. The inlet valves appear very similar in cross section. In engines with VEB, the exhaust rocker arm has an in-built hydraulic function.

Each valve pairing is activated by the rocker arm via a floating valve yoke (3).

The rocker arm (4) is fitted on the rocker arm shaft (5) using a bushing (6) Contact with the camshaft is maintained by a roller (7), and with the valve yoke by a ball socket (8).


The camshaft markings for basic adjustment (TDC) and for adjusting valves and injectors is on a flange (10) in front of the rear bearing pedestal (9).

The markings differ depending on the type of engine brake, EPG or VEB.

EPG design: TDC and the numbers 1 to 6 inclusiveVEB design: TDC and the numbers 1 to 6 inclusive, but includes markings V1 to V6 inclusive.

The explanation of how the markings are to be used may be found in the service literature.



CRANKSHAFT

The crankshaft is drop-forged and has induction-hardened bearing surfaces and fillets. It is housed in seven crankshaft bearings with removable bearing shells (1). The central crankshaft bearing (B) also includes the thrust bearing which comprises four crescent-shaped washers (2).

At the front (A) the crankshaft is sealed by a Teflon seal (3) against the forward crankshaft flange. On the rear edge (C) there is a Teflon seal (4) which seals against a machined surface on the crankshaft gear wheel (5). The gear wheel is fixed to the crankshaft by a guide pin (6) and two screws (7).

The rear crankshaft flange has a groove for the O-ring (8), which forms a seal between the flange and the gear wheel.



CRANKSHAFT, OSCILLATION DAMPER, FLYWHEEL

The crankshaft is lubricated by separate ducts in the cylinder block for each main bearing (1). Each main bearing pin has a duct (2) drilled through it. From this, a second drilled duct runs to the nearest crankshaft bearing pin (3).

The flywheel (7) and the intermediate gear wheel (8) are attached to the rear flange of the flywheel by 14 M16 screws (9) . The flywheel is fixed to the crankshaft by the same guide pin (10) as for the gear wheel. The starter gear ring (11) is crimped and can be replaced. On the peripheral surface there are milled grooves (12) for the injection system speed sensors (3 x 18 grooves).


The oscillation damper is hydraulic and attached directly to the forward flange of the crankshaft by screws. The damper is also used as a pulley for the multi-track belts. In the damper housing (4) there is an oscillating weight in the form of a steel ring (5) which can rotate freely on the bushings (6) .

The space between the housing and the oscillating weight is filled with a high viscosity silicone oil.

When the crankshaft rotates, a pulse (oscillation) is initiated in the crankshaft by the power impulses of the pistons.

The viscous silicone oil balances the movement between the pulsating rotation of the crankshaft and the even rotation of the oscillating weight and, therefore, dampens the oscillations.


ENGINE TRANSMISSION

1. Transmission plate2. Guide bushing for transmission plate and double idler (5)3. Guide bushing for transmission plate and idler gear (11)4. Crankshaft gear 5. Double idler 6. Drive wheel for power take-off (extra equipment)7. Idler gear, adjustable8. Camshaft gear9. Drive wheel, air compressor10. Drive wheel servo unit and fuel feed pump11. Idler gear12. Drive wheel, lubricating oil pump13. Oscillation damper with toothed wheel for sensor


The engine transmission is located at the rear of the engine on a 6-mm thick steel plate (1), similar in theory to that of the D9A engine. The transmission plate is fixed to the cylinder block by two guide bushings (2 and 3) and is sealed against the cylinder block and the cylinder head by silicone.

There is a reference hole drilled into the transmission plate to ensure correct installation of the camshaft gear. The hole must lie in the middle between the two marked gears in accordance with A.

The crankshaft gear and the double idler are both marked for correct assembly (B).



TRANSMISSION IDLER GEARS

A. The small idler gear that drives the servo unit - fuel feed pump is fitted with a double row ball bearing (1) and is held in place by a screw (2) , which passes through the combined transmission/flywheel casing and the transmission plate and is screwed to the cylinder block.

The idler gear shaft is controlled by the same guide bushing (3) as the transmission plate.


B. This idler gear comprises two gear wheels screwed together.

The gear wheels are pre-assembled on a hub (4) and are fitted with two conical roller bearings (5). The hub is controlled by the same guide bushing (6) as the transmission plate.

There is also a guide pin (7) on the hub that is guided into a notch on the combined transmission/flywheel casing.


C. The adjustable idler gear has a bushing (8) fitted on the hub (9). The bushing and the axial washer (10) are pressure-lubricated by a duct (11) situated between the cylinder block and the transmission plate.

A guide pin (12) in the lower section of the hub maintains a constant tooth-flank clearance between the two idler gears.

Therefore, if performing adjustments, you need only adjust the upper flank clearance against the camshaft gear.


CASINGS

The engine transmission has two casings, both cast from aluminium. The lower casing (1) is a combined transmission/flywheel casing, which has attachment points for rear engine mounting.

The upper casing (2) has a built-in oil trap for the crankcase ventilation. (See section on Inlet and exhaust systems.)

Both casings are sealed against the transmission plate with silicone. The seal between the two casings consists of a rubber strip slotted into a groove in the upper casing (3).

The cover (4) is for power take-off as extra equipment.


ENGINE DRIVEN POWER TAKE-OFF

An engine driven power take-off may be available as additional equipment.

The power take-off is driven by the outer wheel of the double idler.

The power take-off is installed on the rear of the transmission/flywheel casing and is available as a hydraulic pump or as a mechanical take-off.

The picture shows an installed Volvo hydraulic pump.

Max. torque take-off: When driving , 800 NmWhen idling, 1,000Nm


ENGINE MOUNTING

There are three mounting points on the engine frame. These are brackets with a vulcanised rubber element.

The forward central attachment point (A) comprises a bow-shaped steel casting (1) screwed to the front of the cylinder block with a rubber element (2) screwed to the forward cross bar. On the right-hand side, there are attachment points for the fan belt idler roller (3) and belt tensioner (4).

Between the forward attachment point and the cross bar, there is also a reaction trunnion (5).

The two rear attachment points (B) each comprise two sections. The brackets (6) are screwed to the combined transmission/flywheel casing, and the brackets (7) with rubber damping are screwed to the inside of the frame members.

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