Volvo Penta TAD1344GE Specifications
| Engine Model: Volvo Penta TAD1344GE |
| Engine Type: 4-cycle inline 6-cylinder turbocharged liquid-cooled diesel |
| Total Displacement: 780 cu.in (12.8 L) |
| Rated Engine Power: 481-586 Hp (354-431 kW) at 1500-1800 rpm |
| Fuel System Type: Electronic unit injector (EUI) |
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The Volvo Penta TAD1344GE is a high-capacity,
inline 6-cylinder, 12.78-liter diesel engine engineered exclusively for
heavy-duty power generation. This engine belongs to Volvo Penta's
industrial generator drive family, designed to deliver reliable prime
and standby power in demanding applications. The TAD1344GE is a
dual-speed unit, capable of switching between 1,500 rpm for 50 Hz power
grids (common in Europe, Asia, and Africa) and 1,800 rpm for 60 Hz grids
(standard in North America).
The engine features turbocharging with an air-to-air charge air cooler,
electronically controlled high-pressure unit injectors (EUI), and Volvo
Penta's EMS 2 engine management system. The 18.1:1 compression ratio and
158 mm stroke produce substantial torque at generator operating speeds,
enabling excellent load acceptance and frequency stability during
transient events.
The engine is certified for EU Stage 2 and TA-luft -50% emissions
regulations, making it suitable for stationary installations where
emissions compliance is mandated. Built on a heavy-duty cast iron block
with replaceable wet cylinder liners and piston cooling jets, the TAD
1344 GE is designed for continuous operation at full load with
maintenance intervals extending to 500 hours. Its GenPac configuration
integrates the radiator, cooling fan, and alternator into a single
package, reducing installation time for generator set manufacturers.
The Volvo Penta TAD 1344 GE is an inline, 4-cycle, turbocharged diesel
engine with an air-to-air charge air cooler. The engine features six
cylinders arranged in a straight configuration. Total displacement
measures 12.78 liters, equivalent to 780 cubic inches. The bore is 131
mm (5.16 in) with a stroke of 158 mm (6.22 in), producing an undersquare
design optimized for torque production at low engine speeds. The
compression ratio is 18.1:1. The engine operates at two synchronous
speeds: 1,500 rpm for 50 Hz power generation and 1,800 rpm for 60 Hz
power generation.
Performance parameters vary with engine speed. At 1,500 rpm (50 Hz),
prime power output is 354 kW (481 hp), standby power is 389 kW (529 hp),
and maximum output (for intermittent or limited running) is 399 kW (543
hp). At 1,800 rpm (60 Hz), prime power output is 392 kW (533 hp),
standby power is 431 kW (586 hp), and maximum output is 449 kW (611 hp).
The engine achieves these outputs with a fuel consumption of
approximately 210 to 220 g/kWh at full load, depending on the speed and
rating. The dry weight of the base engine, without alternator or cooling
system, is 1,325 kg (2,921 lb). The wet weight of the GenPac
configuration, including radiator, cooling fan, alternator, and all
fluids, is 1,790 kg (3,946 lb).
The cylinder block is a single-piece cast iron construction designed for
optimal force distribution without unnecessary weight. The block
features a deep-skirt design that extends below the crankshaft
centerline, increasing structural rigidity and minimizing vibration
transmission to the generator mounting frame. The TAD1344GE uses
replaceable wet cylinder liners that are pressed into the block. These
liners are centrifugally cast from a high-alloy iron and feature a
plateau-honed internal surface to reduce oil consumption and ring wear.
The wet liner design allows coolant to circulate directly around the
external surface of each liner, providing superior heat transfer from
the combustion chamber. The block incorporates seven main bearing
bulkheads supporting a forged steel crankshaft with induction-hardened
journal surfaces. Piston cooling jets, also known as oil squirters, are
installed in the block directly below each cylinder.
These jets direct a continuous stream of engine oil to the underside of
each piston crown, dissipating heat generated during sustained high-load
operation. The block includes a side-mounted water distribution duct
that ensures even coolant flow to each cylinder liner. The oil pan is a
fabricated steel design with a large sump capacity and internal baffles
to prevent oil starvation during generator set movement or mobile
applications.
The cylinder head is a single cast iron unit covering all six cylinders.
The valvetrain is a Single Overhead Camshaft (SOHC) design with four
valves per cylinder, yielding a total of 24 valves. Each cylinder has
two intake valves and two exhaust valves. The four-valve configuration
maximizes airflow and improves volumetric efficiency across the
operating range. The camshaft is driven by a gear train at the front of
the engine, eliminating belts or chains.
The valve train uses roller-type rocker arms and hydraulic lash
adjusters, which automatically maintain zero valve clearance and
eliminate periodic adjustment. The combustion chamber is a
bowl-in-piston design with a high-swirl intake port configuration that
promotes thorough air-fuel mixing. The cylinder head contains the unit
injector bores, each housing a high-pressure electronic unit injector.
The injector is positioned centrally between the four valves for optimal
fuel spray distribution.
The cylinder head gasket is a multi-layer steel (MLS) design comprising
multiple embossed steel layers to accommodate differential thermal
expansion between the head and block while maintaining high clamp load.
The exhaust ports are designed to minimize flow restriction and maintain
exhaust gas energy for the turbocharger. The intake ports are separated
to generate a swirling motion of incoming air, improving combustion
efficiency and reducing particulate emissions.
The fuel system is an Electronic Unit Injector (EUI) design. A
gear-driven low-pressure transfer pump draws fuel from the generator set
fuel tank and supplies it to the cylinder head at approximately 4 to 6
bar (58 to 87 psi). The fuel circulates through a fine filter with water
separation before entering the cylinder head fuel gallery. Each cylinder
has a dedicated EUI mounted directly in the cylinder head. The EUI
combines a high-pressure pump and injector in a single body.
A dedicated lobe on the camshaft actuates each EUI, mechanically driving
the plunger downward. The Engine Management System (EMS 2) controls a
solenoid within each EUI, determining the exact moment when fuel is
released from the nozzle. Injection pressures reach up to 2,000 bar
(29,000 psi). High injection pressure produces fine fuel atomization,
reducing combustion noise and particulate emissions while improving fuel
efficiency.
The EMS 2 can perform multiple injection events per cycle, including
pilot injection (a small fuel quantity injected before the main event)
to reduce combustion noise, main injection for power, and post-injection
for exhaust temperature management. The fuel system returns excess fuel
and leaked fuel from the injectors to the tank via a dedicated return
line, carrying away heat. The system operates with diesel fuel meeting
EN 590 or ASTM D975 specifications, with a minimum cetane number of 45.
The lubrication system is a full-pressure design using a gear-type oil
pump driven directly from the crankshaft nose. The pump draws oil from
the sump through a screened pickup tube and forces it through a
full-flow spin-on oil filter mounted on the side of the block. The
filtered oil then passes through a shell-and-tube type oil cooler
integrated into the coolant circuit. The oil cooler maintains oil
temperature within an optimal range of 90 to 110°C (194 to 230°F) even
under sustained full load.
From the cooler, oil circulates through a main gallery drilled
longitudinally through the cylinder block. Cross-drilled passages supply
the seven main bearings, connecting rod bearings, and camshaft bearings.
A separate gallery supplies the piston cooling jets, which continuously
spray oil against the underside of each piston crown. The oil capacity
of the engine, including the filter and cooler, is 36 liters (38.0
quarts).
Operating oil pressure at rated speed (1,500 or 1,800 rpm) with the oil
at operating temperature is 400 to 500 kPa (58 to 73 psi). A pressure
relief valve located at the oil pump outlet opens at approximately 600
kPa (87 psi) to prevent over-pressurization during cold starts. The
recommended oil viscosity is 15W-40 meeting API CI-4, CJ-4, or Volvo
VDS-3/VDS-4 specifications. The oil change interval under prime power
continuous operation is 500 hours.
The cooling system is a pressurized, thermostatically controlled design
with a belt-driven centrifugal water pump mounted at the front of the
engine. The system uses a water distribution duct cast into the cylinder
block side, which directs coolant flow evenly to each cylinder liner.
Coolant enters the block at the front and flows through the water jacket
surrounding the wet liners, then rises through ports in the cylinder
head gasket into the cylinder head. Within the head, coolant flows
around the exhaust valve seats, unit injector sleeves, and the camshaft
area before exiting through the thermostat housing at the front of the
head.
A wax-pellet thermostat with a nominal opening temperature of 83°C
(181°F) controls coolant flow to the radiator. A bypass circuit allows
coolant to circulate within the engine without passing through the
radiator until operating temperature is achieved. The GenPac
configuration includes an engine-mounted radiator with an optional
electronically controlled viscous fan.
The viscous fan clutch engages only when coolant temperature exceeds
90°C (194°F), reducing parasitic power loss and noise under light loads.
Total coolant capacity in the GenPac configuration is 40 to 45 liters
(42.3 to 47.6 quarts), including the engine, radiator, and external
piping. A radiator pressure cap rated at 70 to 90 kPa (10 to 13 psi)
maintains system pressure, raising the boiling point of the coolant. The
cooling system requires a 40 to 50 percent mixture of ethylene glycol
antifreeze with distilled water, providing freeze protection to -36°C
(-33°F).
| Intake and Exhaust Systems |
Intake System: A dry-type replaceable paper air filter element with a
restriction indicator is mounted remotely from the engine. The filtered
air passes through a rubber hose to the turbocharger inlet. A silencer
integrated into the air intake system reduces induction noise.
Exhaust System: A cast iron exhaust manifold with divided passages
delivers exhaust pulses efficiently to the turbocharger turbine inlet.
The exhaust outlet is a standard flange for connection to the generator
set exhaust piping, which includes a silencer and spark arrestor where
required. The engine is designed for installation of exhaust
aftertreatment systems (diesel oxidation catalyst or selective catalytic
reduction) for higher emissions compliance, though the TAD1344GE at EU
Stage 2 operates without aftertreatment.
24-volt system with a negative ground. The starter motor is a
reduction-gear type rated at 7.5 kW. The alternator is rated at 100 to
150 amperes depending on the application. Glow plugs are not fitted;
cold starting relies on intake air heating via the compression ratio of
18.1:1 and high cranking speed. A cold start aid (intake air heater) is
available as an option for ambient temperatures below -10°C (14°F).
Turbocharging and Charge Air Cooling: The TAD1344GE is equipped with a
fixed-geometry turbocharger mounted to a cast iron exhaust manifold. The
turbocharger uses exhaust gas energy to drive a compressor wheel,
increasing intake air density. Compressed air then passes through an
air-to-air charge air cooler mounted in front of the radiator. The
charge air cooler reduces intake air temperature to within 10 to 15°C
(18 to 27°F) of ambient before the air enters the intake manifold. Lower
intake air temperature increases charge density, reducing exhaust gas
temperature and improving fuel efficiency.
Engine Management System (EMS 2): The EMS 2 is a full-authority, 32-bit
electronic control unit. The system monitors crankshaft position,
camshaft position, boost pressure, intake air temperature, coolant
temperature, fuel pressure, oil pressure, and ambient conditions. The
EMS 2 controls injection timing, injection duration, and controls the
viscous fan clutch. The system communicates via CAN SAE J1939 protocol,
allowing integration with generator set controllers, remote telematics,
and building management systems. The EMS 2 includes advanced diagnostics
for fault tracing, storing fault codes with time stamps and operating
data.
Timing System: The camshaft and fuel injection pump (transfer pump) are
driven by a gear train at the front of the engine. A gear on the
crankshaft drives an idler gear, which in turn drives the camshaft gear
and the accessory drive gear. This all-gear system requires no periodic
replacement.
Overall length, measured from the front gear train cover to the flywheel
housing mating surface, is 1,520 mm (59.8 in). Overall width, measured
across the widest point including the turbocharger and charge air cooler
piping, is 1,080 mm (42.5 in). Overall height, measured from the bottom
of the oil pan to the top of the cylinder head, is 1,400 mm (55.1 in).
The dry weight of the base engine, without alternator, radiator, or
fluids, is 1,325 kg (2,921 lb). The GenPac configuration, including the
alternator, radiator, cooling fan, air cleaner, and all fluids (oil,
coolant, fuel), weighs 1,790 kg (3,946 lb). The long block assembly
(cylinder block, crankshaft, connecting rods, pistons, and cylinder
head) weighs 1,050 kg (2,315 lb). The forged steel crankshaft with seven
main bearing journals contributes 210 kg (463 lb).
The engine oil and filter change interval is 500 hours under continuous
operation at rated load using Volvo VDS-4 oil or equivalent. Oil
capacity with filter change is 36 liters (38.0 quarts). The fuel filter
(primary and secondary) requires replacement every 500 hours. The water
separator must be drained weekly or whenever the water-in-fuel indicator
shows accumulated water. The air cleaner element requires replacement
when the restriction indicator shows excessive vacuum, or at a maximum
interval of 1,000 hours under normal conditions.
The engine coolant requires replacement every 2,000 hours or 24 months.
The coolant must be tested every 500 hours for freeze protection and
corrosion inhibitor concentration. The valve lash requires inspection
every 1,500 hours. Intake valve clearance (cold engine, not running) is
0.30 mm (0.012 in) with hydraulic lash adjusters, though adjustment is
rarely required. Exhaust valve clearance (cold) is 0.50 mm (0.020 in).
The drive belts (alternator, water pump, cooling fan) require inspection
at every oil change for cracking, glazing, or fraying. Replacement is
required at 2,000 hours or when the belt tensioner reaches its travel
limit. The viscous fan clutch bearing requires greasing every 1,000
hours on configurations with a greaseable fitting. The generator set
alternator bearings require greasing according to the alternator
manufacturer's schedule.
The turbocharger should be inspected for oil leakage and shaft play
every 1,000 hours. A compression test is not normally required; the EMS
2 will detect cylinder misfire or power imbalance through crankshaft
acceleration monitoring. The injectors are not field-serviceable;
replacement requires specialized tooling and calibration. The
recommended injector replacement interval is 8,000 hours.
Cylinder Head Bolts, Stage one: 100 Nm (74 lb-ft).
Cylinder Head Bolts, Stage two: 300 Nm (221 lb-ft).
Connecting Rod Bolts: 80 Nm (59 lb-ft).
Main Bearing Cap Bolts: 150 Nm (111 lb-ft).
Crankshaft Pulley Bolt (Center Bolt): 400 Nm (295 lb-ft).
Flywheel Bolts (to Crankshaft Flange): 150 Nm (111 lb-ft).
Damper Bolts (Vibration Damper to Crankshaft): 50 Nm (37 lb-ft).
Camshaft Bearing Cap Bolts: 25 Nm (18 lb-ft).
Rocker Arm Shaft Bracket Bolts: 30 Nm (22 lb-ft).
Intake Manifold Bolts: 40 Nm (30 lb-ft).
Exhaust Manifold Nuts: 60 Nm (44 lb-ft).
Turbocharger Mounting Nuts (to Exhaust Manifold): 55 Nm (41 lb-ft).
Turbocharger Oil Supply Line Fitting: 30 Nm (22 lb-ft).
Unit Injector Hold-Down Bolts (EUI Clamp): 35 Nm (26 lb-ft).
Water Pump Mounting Bolts: 45 Nm (33 lb-ft).
Oil Pan Bolts (M10): 50 Nm (37 lb-ft).
Oil Pan Drain Plug: 70 Nm (52 lb-ft).
Timing Gear Cover Bolts (M8): 25 Nm (18 lb-ft).
Front Engine Mount Bracket Bolts (to Block): 120 Nm (89 lb-ft).
Rear Engine Mount Bracket Bolts (to Flywheel Housing): 100 Nm (74
lb-ft).
Flywheel Housing to Block Bolts: 120 Nm (89 lb-ft).
Starter Motor Mounting Bolts: 55 Nm (41 lb-ft).
Alternator Mounting Bolts: 45 Nm (33 lb-ft).
Fuel Transfer Pump Mounting Bolts: 25 Nm (18 lb-ft).
The Volvo Penta TAD1344GE is specifically engineered for high-demand
stationary and mobile power generation applications.
Industrial Generator Sets (Gen-Sets): Primary power source for
large-scale operations in mining, construction, and manufacturing
facilities requiring continuous or prime power ratings.
Standby and Emergency Power Systems: Critical facilities requiring
reliable backup power, including hospitals, data centers,
telecommunications hubs, airports, and financial institutions.
Mobile Power Stations: Trailer-mounted or containerized generator sets
for rental fleets. The dual-speed (50/60 Hz) versatility of the
TAD1344GE allows a single unit to serve different grid frequency
requirements.
Marine Shore Power: Stationary generator sets installed at ports to
provide shore-side electrical power to docked vessels, allowing ships to
shut down their auxiliary engines.
Agricultural Power Generation: Large-scale operations such as irrigation
systems, grain drying facilities, and refrigeration storage requiring
continuous electrical power.
Oil and Gas Installations: Remote drilling sites, pipeline pumping
stations, and processing facilities where grid power is unavailable or
unreliable.
Volvo Penta GenPac Units: Complete packaged generator sets sold under
the Volvo Penta brand, integrating the TAD1344GE with a radiator,
cooling fan, air cleaner, fuel system, and alternator on a common skid.
Power Generation for Remote Communities: Island and rural community
power stations where dual-speed operation allows compatibility with
imported generator sets from different grid standards.
Construction Sites: Large temporary power requirements for tunnel boring
machines, concrete batching plants, and crane operations.
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