Volvo Penta TAMD22 Specifications
| Engine Model: Volvo Penta TAMD22 |
| Engine Type: 4-cycle inline 4-cylinder turbocharged freshwater-cooled diesel |
| Total Displacement: 122 cu.in (2.0 L) |
| Rated Engine Power: 105 Hp (77 kW) at 4500 rpm |
| Fuel System Type: Direct injection |
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The Volvo Penta TAMD22 is a 2.0-liter,
four-cylinder inline turbocharged and aftercooled marine diesel engine,
developed as the higher-output variant within the 22-series engine
family, which also includes the naturally aspirated MD22 and the
turbocharged (non-aftercooled) TMD22. This powerplant was engineered for
a wide range of marine installations, from sailboats and powerboats to
commercial and rescue vessels approved under the MED (Marine Equipment
Directive) SOLAS standards.
The TAMD22 designation indicates a Turbocharged (T) and Aftercooled (A)
configuration, where a charge-air cooler reduces intake air temperature
after compression, increasing air density for more efficient combustion.
This engine is notable for its compact dimensions, wastegate turbo
technology for responsive power delivery, and corrosion-protected
marine-specific components.
Available in several power ratings including the TAMD22P (102-105
propeller shaft horsepower), the engine found extensive use in
twin-engine leisure craft, fast fishers, and lifeboat applications. The
engine block is cast iron with an aluminum cylinder head, combining
rigidity with weight reduction. Operators value this engine for its
reliable starting, smooth operation, and compatibility with several
transmission options including hydraulic and mechanical drop-center
units as well as saildrive configurations.
Engine Type: 4-stroke, in-line, 4-cylinder, water-cooled diesel.
Aspiration: Turbocharged with aftercooler (charge-air cooler).
Displacement: 2.0 L (122 cu.in).
Bore: 84.0 mm (3.31 in).
Stroke: 89.0 mm (3.50 in).
Compression Ratio: 18.0:1.
Firing Order: 1-3-4-2.
Crankshaft Power (TAMD22P): 77 kW (105 hp) at 4,500 rpm.
Propeller Shaft Power (TAMD22P): 75 kW (102 hp) at 4,500 rpm.
Full Throttle Operating Range: 3,500-4,500 rpm.
Idle Speed (in neutral): 800-850 rpm.
The cylinder block of the TAMD22 is manufactured from high-grade cast
iron, providing a rigid foundation for the rotating assembly and
turbocharged combustion pressures. The block features an inline
4-cylinder configuration with a deep-skirt design, where the cylinder
walls extend below the crankshaft centerline, adding structural support.
The cylinders are machined directly into the parent cast iron material;
the engine does not use replaceable cylinder liners. The bore surfaces
are induction-hardened and plateau-honed to optimize oil retention for
piston ring sealing. The block houses a five-main-bearing crankshaft,
with each main bearing cap secured by two bolts. Reinforced ribbing is
cast into the block side walls to resist flexing under peak combustion
loads.
The crankcase is designed with an integrated oil pan rail, providing a
flat sealing surface for the pressed steel or cast aluminum oil pan. An
oil cooler is mounted externally on the block and is seawater-cooled.
The block also contains the mounting points for the engine mounts, which
are designed to isolate vibration from the hull structure.
The cylinder head is constructed from cast aluminum alloy, a choice that
reduces overall engine weight and improves heat dissipation from the
combustion chambers. It employs a cross-flow design with intake ports on
one side and exhaust ports on the opposite side. The cylinder head
incorporates overhead camshaft (OHC) bearings, with the camshaft
supported in five journals machined directly into the aluminum casting.
Valvetrain Configuration: Overhead camshaft (OHC), belt-driven.
Valves per Cylinder: 2 (one intake, one exhaust).
Total Valves: 8.
Intake Valve Diameter: 38.0 mm (1.50 in).
Exhaust Valve Diameter: 34.0 mm (1.34 in).
Valve Stem Diameter: 7.0 mm (0.276 in).
Camshaft Drive: Toothed timing belt (replacement interval: 2,000 hours
or 4 years).
The combustion chamber is of direct injection design, with fuel injected
directly into a central recess in the piston crown. The valve seats are
pressed-in hardened steel inserts. Valve actuation occurs through roller
finger followers (cam followers) positioned between the cam lobes and
the valve stems, reducing friction compared to sliding contact designs.
Valve lash is adjusted by threaded set screws on the followers.
Cold Valve Clearance:
Intake Valves: 0.25 mm (0.010 in).
Exhaust Valves: 0.30 mm (0.012 in).
Valve Timing Events:
Intake Valve Opens: 8° BTDC.
Intake Valve Closes: 34° ABDC.
Exhaust Valve Opens: 44° BBDC.
Exhaust Valve Closes: 10° ATDC.
The fuel system is a direct injection design using a distributor-type
injection pump with a mechanical governor. The system is calibrated for
marine duty cycles, prioritizing reliability and ease of service.
Fuel System Type: Direct injection (DI) with distributor pump.
Injection Pump Type: Bosch VE-type rotary distribution pump.
Injection Pump Features: Mechanical governor, smoke limiter, cold-start
advance device.
Injection Pressure (nozzle opening): 135-145 bar (1,958-2,103 psi).
Injection Timing (static, TAMD22P): 12° BTDC ± 1°.
Injector Type: Pencil-type with 4-hole nozzle.
Injector Opening Pressure (new): 135 bar (1,958 psi).
Injector Opening Pressure (service limit): 125 bar (1,813 psi).
Fuel Filtration: Primary (water separator) and secondary (spin-on,
4-micron) filters.
The Bosch VE pump is a single-plunger distributor pump. A single pumping
plunger generates high pressure, and a distributor rotor directs the
pressurized fuel to each cylinder's injector in the correct firing
sequence (1-3-4-2). The pump incorporates a mechanical governor with
idle and maximum speed springs, a smoke limiter that reduces fuel
delivery during low-boost conditions, and a cold-start advance solenoid.
The pump is driven by a toothed belt from the camshaft sprocket.
The engine is equipped with glow plugs for cold-start assistance. Glow
plugs are pencil-type units with a heating element protruding into the
combustion chamber. A glow plug controller, activated by the ignition
key or panel switch, maintains the glow plugs energized for a period
after engine start (post-heat) to reduce white smoke during warm-up.
The lubrication system is a full-pressure design using a gear-type oil
pump mounted inside the oil pan and driven by the crankshaft. The pump
draws oil through a fixed wire-mesh strainer and pushes it through a
seawater-cooled oil cooler and then through a spin-on full-flow oil
filter before distribution to the engine's main oil gallery.
Oil Capacity (including filter): 5.7 L (6.0 qt).
Oil Pressure at Rated Speed (warm): 3.5-4.5 bar (51-65 psi).
Oil Pressure at Idle (warm, minimum): 0.7 bar (10 psi).
Oil Pump Type: Gear-type (external spur gears).
Oil Cooler Type: Shell-and-tube, seawater-cooled.
Oil Filter Type: Full-flow, spin-on.
Recommended Oil Viscosity (ambient above 0°C): 15W-40, API CF or higher.
Recommended Oil Viscosity (cold climates): 10W-30 or 5W-30.
Oil Change Interval (normal service): 200 hours or annually.
The main oil gallery runs the length of the cylinder block, delivering
oil to the five main bearings. Oil reaches the connecting rod bearings
through drilled passages in the crankshaft. The camshaft bearings and
valve train (cam followers) receive oil through vertical passages from
the cylinder block to the cylinder head. An oil pressure sender for the
gauge and an oil pressure switch for the warning system are mounted on
the filter head.
The cooling system is a thermostat-controlled freshwater (coolant)
circuit with a tubular heat exchanger for heat rejection to seawater.
The system includes a centrifugal circulation pump for coolant and a
flexible impeller seawater pump. An integral expansion tank is mounted
on the engine.
Coolant Capacity (engine only): 5.5 L (5.8 qt).
Coolant Capacity (with heat exchanger): 6.8 L (7.2 qt).
Water Pump Type (fresh water): Centrifugal, belt-driven.
Seawater Pump Type: Flexible impeller (neoprene), belt-driven.
Seawater Pump Impeller Replacement Interval: 200 hours or annually.
Thermostat Opening Temperature (start): 82°C (180°F).
Thermostat Fully Open Temperature: 95°C (203°F).
Heat Exchanger Type: Shell-and-tube, cupronickel tubes.
Expansion Tank Pressure Cap: 0.9 bar (13 psi).
Recommended Coolant: Ethylene glycol-based, 40% concentration.
The cooling system directs coolant from the circulation pump into the
cylinder block, flowing around each cylinder bore. Coolant then enters
the cylinder head, flowing across the combustion deck and exhaust valve
seats before exiting through the thermostat housing. The bypass circuit
allows coolant to circulate within the engine while the thermostat
remains closed. After leaving the thermostat, engine coolant passes
through the tubular heat exchanger, where seawater flowing through the
tubes removes heat. A separate charge-air cooler (aftercooler) is
integrated into the intake manifold, using engine coolant to reduce
intake air temperature after the turbocharger.
| Intake and Exhaust Systems |
Intake System: Single dry paper air filter feeding the turbocharger
compressor, then through the aftercooler to the intake manifold.
Exhaust System: Cast iron exhaust manifold, single entry to
turbocharger. A water-cooled exhaust elbow mixes seawater with exhaust
gases.
Electrical System (standard): 12V two-pole system, corrosion-protected.
Alternator: 14V, 60A marine type with isolated ground.
Starter Motor: 2.0 kW pre-engaged type with integral solenoid,
marine-sealed.
Glow Plug System: Four pencil-type glow plugs, automatic controller with
post-heat function.
Glow Plug Voltage (operating): 10.5 V.
Turbocharger: Garrett or Mitsubishi, journal bearing,
wastegate-controlled. Maximum boost pressure is 0.8 bar (11.6 psi). The
turbocharger is seawater-cooled through a separate water jacket.
Wastegate: Integrated into turbocharger turbine housing, opens at 0.8
bar (11.6 psi) to bypass exhaust flow and prevent over-boosting.
Aftercooler (Charge-Air Cooler): Plate-type heat exchanger, engine
coolant-cooled, mounted on the intake manifold.
Engine Control: Mechanical governor with throttle cable connection.
Optional electronic instrumentation panel available.
Engine Monitoring: Coolant temperature gauge, oil pressure gauge,
tachometer, hour meter. Warning lamps for low oil pressure, high coolant
temperature, and charge failure.
Dry Weight (complete engine, no transmission, no fluids): 247 kg (544
lb).
Dry Weight (with MS25A transmission): 260 kg (573 lb).
Length (front pulley to flywheel housing face): 920 mm (36.2 in).
Width (maximum at exhaust manifold): 570 mm (22.4 in).
Height (oil pan bottom to rocker cover top): 670 mm (26.4 in).
Crankshaft Centerline to Top of Rocker Cover: 272 mm (10.7 in).
Crankshaft Centerline to Bottom of Oil Pan: 176 mm (6.9 in).
Valve Clearance (Cold, Intake): 0.25 mm (0.010 in).
Valve Clearance (Cold, Exhaust): 0.30 mm (0.012 in).
Valve Clearance Inspection Interval: 400 hours.
Timing Belt Replacement Interval: 2,000 hours or 4 years.
Timing Belt Inspection Interval: Annually.
Engine Oil Change Interval: 200 hours or annually.
Oil Filter Change Interval: Every oil change.
Fuel Filter Change Interval (primary): 200 hours.
Fuel Filter Change Interval (secondary): 400 hours.
Coolant Change Interval: 1,000 hours or 2 years.
Seawater Pump Impeller Replacement Interval: 200 hours or annually.
Zinc Anode Replacement Interval: 200 hours or as indicated by corrosion.
Air Filter Service Interval: 400 hours (more in dusty conditions).
Injector Testing Interval: 1,000 hours.
Injection Pump Timing Check Interval: 1,000 hours.
Turbocharger Inspection Interval: 1,000 hours.
Cylinder Head Bolts (Step 1): 30 Nm (22 lb-ft).
Cylinder Head Bolts (Step 2): 80 Nm (59 lb-ft).
Cylinder Head Bolts (Step 3): 130 Nm (96 lb-ft).
Connecting Rod Cap Bolts: 45 Nm (33 lb-ft) + 90° rotation.
Main Bearing Cap Bolts (M12): 40 Nm (30 lb-ft) + 60° rotation.
Main Bearing Cap Bolts (M10, side bolts): 25 Nm (18 lb-ft).
Crankshaft Pulley Bolt (front): 200 Nm (148 lb-ft).
Flywheel Bolts: 80 Nm (59 lb-ft).
Camshaft Sprocket Bolt: 60 Nm (44 lb-ft).
Injection Pump Sprocket Bolt: 35 Nm (26 lb-ft).
Tensioner Pulley Bolt (timing belt): 35 Nm (26 lb-ft).
Intake Manifold Nuts: 25 Nm (18 lb-ft).
Exhaust Manifold Nuts: 30 Nm (22 lb-ft).
Valve Cover Bolts: 10 Nm (89 lb-in).
Oil Pan Bolts: 18 Nm (13 lb-ft).
Oil Drain Plug: 35 Nm (26 lb-ft).
Oil Filter: Hand tighten plus 1/2 turn (15 Nm / 11 lb-ft).
Starter Motor Mounting Bolts: 35 Nm (26 lb-ft).
Alternator Pivot Bolt: 25 Nm (18 lb-ft).
Glow Plugs (installation, dry): 15 Nm (11 lb-ft).
Fuel Injectors (hold-down clamp bolts): 25 Nm (18 lb-ft).
Injector Pipe Flare Nuts: 25 Nm (18 lb-ft).
Water Pump (circulation) Mounting Bolts: 20 Nm (15 lb-ft).
Seawater Pump Mounting Bolts: 20 Nm (15 lb-ft).
Seawater Pump Pulley Bolts: 15 Nm (11 lb-ft).
Thermostat Housing Bolts: 18 Nm (13 lb-ft).
Heat Exchanger End Cover Bolts: 12 Nm (106 lb-in).
Turbocharger Mounting Nuts: 40 Nm (30 lb-ft).
Charge-Air Cooler Mounting Bolts: 25 Nm (18 lb-ft).
Engine Mount Bracket Bolts: 60 Nm (44 lb-ft).
Leisure Boating (Sailboats): The TAMD22 is installed in cruising
sailboats such as the Bavaria 38, Beneteau Oceanis series, and Jeanneau
Sun Odyssey range. The engine's compact dimensions allow installation
under cockpit floors or aft cabins. Twin installations are common in
larger power catamarans.
Leisure Boating (Powerboats): The engine powers sport cruisers and motor
yachts including the Antares 620 and Antares 650 fast fishers
(TAMD22P-B, 105 hp). These applications utilize the shaft drive
configuration with a four-blade bronze propeller, achieving speeds of
16-22 knots depending on hull design and load.
Commercial and Rescue Vessels: The TAMD22 is approved for use in
lifeboats and rescue boats per MED (Marine Equipment Directive) and
SOLAS standards. Its reliability in emergency conditions and compliance
with IMO marine emissions standards make it a choice for certified
rescue craft.
Marine Generator Sets: The engine is adapted for marine auxiliary
generator applications, providing shipboard power in small to medium
vessels. It appears in generator configurations from suppliers including
Northern Lights and Fischer Panda.
Transmission Compatibility by Application:
HS25A: Hydraulic drop-center transmission with an 8° down-angled output
shaft, for planing powerboats.
MS25A/L: Mechanical drop-center transmission with straight or
down-angled shafts, for displacement hulls.
120S: Saildrive unit for sailboat installations, providing smooth
operation and eliminating shaft alignment requirements.
SX Sterndrive: Transom-mounted drive unit for planing hulls, including
trim system and power steering interface.
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