Volvo Penta TAMD30A Specifications
| Engine Model: Volvo Penta TAMD30A |
| Engine Type: 4-cycle inline 4-cylinder turbocharged freshwater-cooled diesel |
| Total Displacement: 146 cu.in (2.4 L) |
| Rated Engine Power: 110 Hp (81 kW) at 3800 rpm |
| Fuel System Type: Indirect injection |
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The Volvo Penta TAMD30A is a 2.4-liter,
turbocharged and aftercooled inline-four marine diesel engine produced
by Volvo Penta, the marine division of the Swedish manufacturer Volvo.
This engine was introduced in the mid-1980s and served as a compact,
high-performance powerplant for smaller to mid-sized vessels, including
sailing yachts, motor cruisers, small workboats, and lifeboat tenders.
The TAMD30A belongs to a broader engine family that included naturally
aspirated (MD30A), turbocharged without aftercooler (TMD30A), and
sterndrive (AQAD30A) configurations.
The engine incorporates a robust cast iron cylinder block with
replaceable wet-type cylinder liners, a design that facilitates in-boat
overhaul without removing the engine from the vessel. The turbocharging
and aftercooling system provides significant power density for the
engine's displacement, producing 110 crankshaft horsepower at 3,800 rpm.
The indirect injection fuel system with a Bosch-type mechanical
injection pump delivers reliable operation and fuel efficiency valued by
cruising and commercial operators. Production of the TAMD30A continued
through the early 1990s before being superseded by later 30-series
engines such as the TAMD31A and TAMD41A.
Engine Type: Inline-4, four-stroke, turbocharged, aftercooled, diesel.
Displacement: 2.39 L (146 cu.in).
Bore: 92.0 mm (3.62 in).
Stroke: 90.0 mm (3.54 in).
Compression Ratio: 18.0:1.
Crankshaft Power (Rated Power): 81 kW (110 hp) at 3,800 rpm.
Propeller Shaft Power: 77 kW (105 hp) at 3,800 rpm.
Full Throttle Operating Range: 3,700-3,800 rpm.
Firing Order: 1-3-4-2.
The cylinder block is constructed from high-strength cast iron, a
material selection providing the rigidity and vibration damping required
for sustained marine diesel operation. The block incorporates five main
bearing bulkheads supporting a forged steel crankshaft. The most
significant design feature is the replaceable wet-type cylinder liner
arrangement. Each cylinder receives an individual liner that makes
direct contact with the engine coolant, allowing for uniform thermal
expansion and heat transfer from the combustion zone to the cooling
system.
The wet liner design permits complete engine overhaul within the vessel,
as the liners can be removed and replaced without removing the engine
from the boat or disassembling the crankcase completely. This feature is
particularly valuable in marine applications where engine removal
requires significant labor and vessel modification. The block includes
integral mounting flanges for the engine beds, with vibration-damping
mounts positioned to isolate the hull from engine vibrations. The oil
sump is a fabricated steel or cast aluminum component with a capacity
suited to the inclined angles encountered in marine installations.
The cylinder head is a single-piece cast iron unit, a design choice
providing the thermal and mechanical durability required for
turbocharged diesel operation. The head incorporates indirect injection
swirl chambers, with each cylinder equipped with a pre-combustion
chamber that promotes thorough air-fuel mixing before combustion
propagates into the main cylinder.
The valvetrain operates on an overhead valve configuration with pushrods
and rocker arms. The camshaft is located within the cylinder block and
driven by a gear train at the front of the engine. Each cylinder
receives two valves: one intake and one exhaust. The valves are arranged
in a single row along the cylinder head centerline, with the intake
valves on the side of the cylinder head receiving compressed air from
the turbocharger and aftercooler.
Valve seat inserts are pressed into the cast iron head and machined to
precise angles for positive sealing against combustion pressures
exceeding 150 bar (2,175 psi). Valve clearances are adjusted manually
using screw-and-locknut adjusters on the rocker arms. The valve cover is
a steel stamping or cast aluminum component sealed by a rubber gasket.
The fuel system employs a mechanical indirect injection design using a
Bosch-type in-line or distributor-type injection pump. The injection
pump is mounted on the side of the cylinder block and driven by a gear
from the camshaft. The pump incorporates a mechanical governor that
maintains engine speed under varying loads, a critical feature for
marine propulsion where propeller load varies with vessel speed and sea
conditions. A smoke limiter device is integrated into the pump, reducing
fuel delivery during acceleration to minimize exhaust smoke.
High-pressure injection lines carry fuel from the injection pump to the
injectors, which are mounted in the cylinder head and positioned to
spray into each swirl chamber. Injector opening pressure is calibrated
to a specific value, and the injectors produce a precisely directed fuel
spray pattern for efficient combustion. A fuel filter with an integrated
water separator is mounted between the fuel tank and the injection pump.
This component is essential for marine diesel systems, as water
contamination from fuel storage can damage the injection pump. A
hand-priming pump is provided for bleeding air from the system after
filter changes. Fuel consumption at cruising speed is 5.0 L/hr (1.1 US
gal/hr) at 5 knots.
The lubrication system is a fully pressurized, wet-sump design with a
gear-type oil pump. The oil pump draws oil through a screened pickup
tube and delivers it to a full-flow spin-on oil filter. The system
includes an oil cooler, which is cooled by seawater circulated through a
tubular heat exchanger to maintain oil temperature within design limits
under sustained high-load operation. The oil cooler is equipped with a
sacrificial anode for corrosion protection against seawater attack.
The TAMD30A features oil-cooled pistons, with each piston receiving a
jet of oil sprayed against the underside of the piston crown for thermal
management. This system is essential for turbocharged diesel engines, as
the increased combustion temperatures from forced induction must be
managed to prevent piston overheating and scuffing. Normal operating oil
pressure ranges from 35-55 psi (241-379 kPa) at rated speed. Oil
capacity with filter change is 6.0-7.0 L (6.3-7.4 US qt), depending on
the specific oil pan configuration and vessel installation angle.
The cooling system is a thermostat-controlled freshwater (closed)
cooling system with a tubular heat exchanger. The engine operates on a
pressurized coolant circuit separate from the seawater circuit.
Freshwater coolant circulates through the engine block, cylinder head,
and the freshwater side of the heat exchanger, while seawater circulates
through the seawater side of the heat exchanger to remove heat from the
freshwater circuit.
The system includes a belt-driven seawater pump that draws water from
outside the vessel and circulates it through the heat exchanger, the oil
cooler, and the exhaust manifold cooling passage before discharging
overboard. A freshwater circulation pump, also belt-driven, circulates
coolant within the closed circuit.
A wax-type thermostat with a nominal opening temperature of 82°C (180°F)
controls coolant temperature by regulating flow through the heat
exchanger. An integrated expansion tank accommodates coolant expansion
and provides a point for adding coolant and bleeding air from the
system. Coolant capacity for the engine alone is 4.0-5.0 L (4.2-5.3 US
qt), with the heat exchanger and hoses adding additional volume.
| Intake and Exhaust Systems |
Air Intake System: The turbocharger compresses intake air before it
passes through the aftercooler (intercooler), which reduces the
temperature of the compressed air to increase its density. The
aftercooler on the TAMD30A is a seawater-cooled heat exchanger
integrated into the intake system.
Exhaust System: The turbocharger is mounted on the exhaust manifold.
From the turbocharger, exhaust gases pass through a water-injected elbow
that introduces seawater to cool the exhaust to a safe temperature for
rubber hose and underwater discharge.
The engine uses a 12-volt two-pole corrosion-protected electrical system
with negative ground. A 14-volt, 60-ampere alternator supplies charging
current to the starter and service batteries. A starter motor with
solenoid engagement cranks the engine through a ring gear mounted on the
flywheel. Some marine installations provide separate batteries for
engine starting and vessel services (house loads).
Timing System: The camshaft is driven by a gear train at the front of
the engine. This gear drive system provides precise timing without the
maintenance or replacement concerns associated with belt or chain
drives.
Mounting System: The engine is equipped with flexible vibration-damping
mounts designed for the inclined angles encountered in marine
installations, typically up to 12 degrees of continuous operation and 25
degrees for short durations.
Overall length from the front cover to the flywheel housing mounting
face is 1,100 mm (43.3 in). Width, measured across the cylinder head and
turbocharger, is 650 mm (25.6 in). Height from the oil pan rail to the
top of the valve cover is 750 mm (29.5 in).
Dry weight ranges from 330-380 kg (728-838 lb), depending on the fitted
gearbox and ancillary components. The weight distribution is designed to
maintain proper vessel trim when the engine is installed on the
centerline.
Engine Oil Capacity: With filter change, 6.0-7.0 L (6.3-7.4 US qt).
Recommended Oil Viscosity: 15W-40 for temperate marine environments.
API Classification: CD, CE, or CF for diesel service.
Oil Change Interval: 250-500 operating hours, depending on service
conditions.
Coolant Capacity: Engine only, 4.0-5.0 L (4.2-5.3 US qt).
Coolant Type: Ethylene glycol antifreeze for diesel engines.
Thermostat Opening Temperature: 82°C (180°F).
Glow Plug Operation: Pre-heat for 5-10 seconds before starting.
Intake Valve Clearance (Cold): 0.25-0.30 mm (0.010-0.012 in).
Exhaust Valve Clearance (Cold): 0.30-0.35 mm (0.012-0.014 in).
Idle Speed: 650-750 rpm in neutral.
Fuel Filter Replacement Interval: 250-500 operating hours.
Seawater Pump Impeller Replacement Interval: Every 500 hours or
annually.
Aftercooler Service: Clean seawater side every 500-1,000 operating
hours.
Valve Clearance Adjustment Interval: Every 500-1,000 operating hours.
Injector Inspection Interval: Every 1,000 operating hours.
Cylinder Head Bolts (Step 1): 30 lb-ft (40 Nm).
Cylinder Head Bolts (Step 2): 60 lb-ft (80 Nm).
Connecting Rod Cap Bolts: 40 lb-ft (54 Nm).
Main Bearing Cap Bolts: 50 lb-ft (68 Nm).
Flywheel Bolts: 52-62 lb-ft (70-84 Nm).
Crankshaft Pulley Bolt: 150-180 lb-ft (203-244 Nm).
Injector Hold-Down Clamp Bolts: 18-22 lb-ft (24-30 Nm).
Injection Pump Mounting Nuts: 20-25 lb-ft (27-34 Nm).
Glow Plug Torque: 12-15 lb-ft (16-20 Nm).
Rocker Arm Shaft Bracket Bolts: 25-30 lb-ft (34-41 Nm).
Camshaft Bearing Cap Bolts: 18-22 lb-ft (24-30 Nm).
Intake Manifold Bolts: 25-30 lb-ft (34-41 Nm).
Exhaust Manifold Bolts: 25-30 lb-ft (34-41 Nm).
Oil Cooler Attachment Bolts: 20-25 lb-ft (27-34 Nm).
Oil Pan Bolts: 12-15 lb-ft (16-20 Nm).
Valve Cover Bolts: 6-8 lb-ft (8-11 Nm).
Water Pump Mounting Bolts: 14-18 lb-ft (19-24 Nm).
Starter Motor Mounting Bolts: 28-35 lb-ft (38-47 Nm).
Alternator Mounting Bolts: 28-35 lb-ft (38-47 Nm).
Engine Mounting Bolts: 50-60 lb-ft (68-81 Nm).
The Volvo Penta TAMD30A engine was primarily installed in marine vessels
across leisure, commercial, and rescue segments from approximately 1985
to 1992.
Leisure Boating (Sailboats and
Motor Cruisers):
Nimbus 3000, Nimbus 3100, Nimbus 3200-Swedish-built motor cruisers
valued for their seaworthiness in Nordic waters.
Hallberg-Rassy 312, Hallberg-Rassy 352-Offshore sailing yachts requiring
auxiliary diesel power for maneuvering and battery charging.
Westerly 33, Westerly 36-British-built cruising yachts with the TAMD30A
as a popular repower option.
Dutch Steel Motor Cruiser 36ft-A 1986 example with TAMD30A power, 2,044
recorded operating hours, cruising speed of 5 knots, and fuel
consumption of 5.0 L/hr at 8 km/h.
Drive Configurations:
Shaft Drive (TAMD30A)-Paired with the Volvo Penta MS3 or MS3B mechanical
reverse gear for direct shaft drive to a fixed or feathering propeller.
Sterndrive (AQAD30A)-The TAMD30A engine when mated to Volvo Penta 280 or
290 outdrives, marketed separately as the AQAD30A.
Saildrive-Some installations used the 120S saildrive unit for sailing
yachts.
Commercial and Rescue Applications:
- Small workboats and launches requiring reliable auxiliary or primary
propulsion.
- Lifeboat tenders and rescue vessels operated by volunteer
organizations.
- Harbor and marina utility vessels.
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