Volvo Penta TAMD40 Specifications
| Engine Model: Volvo Penta TAMD40 |
| Engine Type: 4-cycle inline 6-cylinder turbocharged freshwater-cooled diesel |
| Total Displacement: 219 cu.in (3.6 L) |
| Rated Engine Power: 148 Hp (110 kW) at 3800 rpm |
| Fuel System Type: Indirect injection |
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The Volvo Penta TAMD40 is a six-cylinder,
turbocharged and aftercooled, inline marine diesel engine produced by
Volvo Penta. Developed during the 1970s in cooperation with Volvo
Trucks, this engine belongs to the 40 Series, a family that began with
the naturally aspirated MD40. The TAMD40 designation signifies
Turbocharged and Aftercooled Marine Diesel with a 3.6-liter
displacement. This engine became an instant success in the marine market
due to its high power-to-weight ratio, making it ideal for planing
leisure craft, sportfishers, and light commercial vessels.
The TAMD40 appears in two primary variants: the earlier TAMD40A and the
later TAMD40B, with the B version incorporating refinements in
compression ratio and aftercooling efficiency. The engine features a
robust cast iron block with replaceable wet-type cylinder liners, a
Bosch-type mechanical fuel injection system, and a freshwater cooling
system with a tubular heat exchanger.
Volvo Penta offered the TAMD40 in multiple configurations, including
shaft drive versions paired with MS3 or MS3C reverse gears and
sterndrive versions designated AQAD40 when combined with 280 or 290
outdrives. The engine remains respected for its reliability,
serviceability, and the foundational role it played in establishing
Volvo Penta‘s reputation for compact, high-performance marine diesels.
The Volvo Penta TAMD40 is a four-cycle, water-cooled, inline
six-cylinder diesel engine with indirect injection. The cylinder bore
measures 92.0 mm (3.62 in), while the piston stroke is 90.0 mm (3.54
in), producing a nearly square configuration. Total displacement for the
TAMD40A is 3.59 L (219 cu.in), based on the original 40 Series
architecture. The compression ratio differs between variants: the
TAMD40A operates at 17.0:1 or 18.0:1 depending on the production year,
while the TAMD40B uses 17.5:1. The firing order is 1-5-3-6-2-4, a
standard sequence for inline-six engines.
Maximum power output for the TAMD40A is 110 kW (148 hp) at 3,800 rpm.
The TAMD40B delivers 116-125 kW (158-170 hp) at 3,600-3,800 rpm. Peak
torque for the TAMD40B reaches approximately 320-340 Nm (236-251 lb-ft)
between 2,000 and 2,500 rpm. Low idle speed is set to 650-700 rpm. The
engine uses a mechanical governor integrated into the injection pump to
maintain speed under varying loads. The TAMD40 employs indirect
injection with a pre-combustion chamber design on early versions,
transitioning to direct injection on later production units.
The cylinder block is constructed from cast iron, providing the rigidity
required for sustained high-load marine operation. A defining feature of
the TAMD40 block is its replaceable wet-type cylinder liner design. Each
sleeve is precision-ground and contacts the engine coolant directly,
enhancing heat dissipation from the combustion chamber. The six liners
are retained by the cylinder head gasket, with liner protrusion above
the block deck set to 0.05-0.10 mm (0.002-0.004 in).
The block incorporates seven main bearing bulkheads, each reinforced
with vertical ribs. The crankcase features an integral oil gallery
drilled along the right side of the block. A side-mounted oil cooler
housing attaches to the block, integrating with the seawater cooling
circuit. The engine number is stamped on a machined pad located on the
left side of the block near the flywheel housing. Freeze plugs are
pressed into the block at six locations, three per side.
The cylinder head is a single-piece cast iron design employing an
overhead valve (OHV) configuration with two valves per cylinder, for a
total of twelve valves. The valve arrangement is inline, with pushrods
and rocker arms actuated by a camshaft located within the cylinder
block. The intake valve head diameter measures 44.0 mm (1.73 in), while
the exhaust valve diameter is 38.0 mm (1.50 in). Valve stems are 9.0 mm
(0.354 in) in diameter and are chrome-plated for wear resistance. The
cylinder head features pressed-in replaceable valve guides.
Valve seat inserts are induction-hardened on intake ports and made of
heat-resistant alloy on exhaust ports. Valve lash is adjusted with the
engine cold using a feeler gauge between the rocker arm and valve
bridge. Intake valve clearance is set to 0.20 mm (0.008 in), and exhaust
valve clearance is set to 0.30 mm (0.012 in). The cylinder head gasket
is a composite steel-asbestos design on early engines, replaced by a
multi-layer steel (MLS) gasket on later production. Fourteen cylinder
head bolts retain the head to the block. The head casting includes
pre-combustion chambers on indirect injection versions.
The fuel system employs a mechanical inline injection pump manufactured
by Bosch under license. The pump is mounted to the right side of the
engine block and is gear-driven from the camshaft. Injection pressures
range from 180 to 220 bar (2,610 to 3,190 psi) depending on engine
speed. Each cylinder has an individual injection line connecting the
pump to a nozzle holder assembly with a pintle-type nozzle.
Injector opening pressure is set to 175 bar (2,538 psi) for the TAMD40A
and 185 bar (2,682 psi) for the TAMD40B. A gear-type transfer pump,
integrated into the injection pump housing, draws fuel from the tank
through a primary filter with a water separator. A secondary spin-on
fuel filter of 5-micron rating is located between the transfer pump and
the injection pump.
Static injection timing is set to 8-10° before top dead center (BTDC),
measured at the injection pump drive shaft. A hand primer pump on the
secondary filter head allows system priming after filter replacement.
The fuel return system routes excess fuel from the injection pump and
injectors back to the fuel tank through a cooling circuit.
The lubrication system is a fully pressurized, wet-sump design. A
gear-type oil pump, driven directly by the crankshaft, is mounted to the
rear main bearing cap. Oil pressure at rated engine speed (3,800 rpm) is
maintained between 40 and 65 psi (276 and 448 kPa). Total oil capacity,
including the oil filter, is 12.0 L (12.7 U.S. qt). A spin-on full-flow
oil filter is mounted to the engine block on the intake side. The system
incorporates a bypass valve that opens at 25 psi (172 kPa) differential
pressure if the filter becomes restricted.
A seawater-cooled oil cooler, mounted to the engine block, maintains oil
temperature under sustained high-load operation. The oil pan is
constructed from stamped steel with a capacity of 10.0 L (10.6 U.S. qt).
A windage tray is installed to prevent oil frothing at high rpm.
Recommended oil viscosity is SAE 15W-40 meeting API CC or CD diesel
rating. The engine is equipped with piston cooling jets directed at the
underside of each piston crown.
The cooling system is a pressurized, freshwater (closed) cooling design
with a tubular heat exchanger. A belt-driven centrifugal fresh water
pump circulates coolant through the cylinder block, cylinder head, and
heat exchanger. A seawater pump, typically a rubber-impeller type, draws
seawater through a strainer and circulates it through the heat
exchanger, oil cooler, and exhaust manifold. Coolant capacity for the
fresh water side is 6.0 L (6.3 U.S. qt) for the engine and heat
exchanger combined.
A wax-pellet thermostat, rated at 82°C (180°F), controls fresh water
flow. The heat exchanger is of shell-and-tube construction with
replaceable zinc anodes for corrosion protection. The expansion tank is
integrated into the heat exchanger assembly. The seawater pump impeller
requires inspection every 200 hours. Fresh water coolant recommendations
call for a 50/50 mixture of ethylene glycol antifreeze and distilled
water. An engine-mounted coolant expansion tank allows for thermal
expansion and deaeration.
| Intake and Exhaust Systems |
Air Intake System: The air intake system is turbocharged and
aftercooled. A fixed-geometry turbocharger, manufactured by Schwitzer or
Garrett, provides boost pressure ranging from 8 to 12 psi (55 to 83 kPa)
depending on load. Compressed air passes through a seawater-cooled
aftercooler (intercooler) mounted on the engine, reducing intake air
temperature by approximately 40°C (72°F). The air cleaner is a dry-type,
paper element unit mounted directly to the turbocharger inlet.
Exhaust System: The exhaust manifold is a single-piece, cast iron
water-cooled design. Seawater is injected into the exhaust elbow after
the turbocharger to cool exhaust gases. The exhaust system incorporates
a waterlock or gooseneck to prevent seawater backflow into the engine.
Turbocharger Operation: The turbocharger on the TAMD40B is a K26 unit.
It is water-cooled through a cast iron housing, with seawater
circulating to cool the bearing housing. The turbocharger shaft rotates
on floating sleeve bearings with oil supplied from the engine’s
lubrication system.
Electrical System: The electrical system operates at 12 volts. The
starter motor is a gear-reduction type with a solenoid-actuated pinion
engaging the flywheel ring gear. Starter motor power rating is 2.5 kW
(3.4 hp). The alternator is a brushless, internally regulated unit rated
at 35-60 amperes depending on the variant. Glow plugs are installed in
each pre-combustion chamber for cold start assistance, with a manual
push-button controller or automatic relay.
The complete engine dry weight without transmission (gearbox) is 375 kg
(827 lb) for the TAMD40A with standard equipment. With the MS3C reverse
gear installed, the weight increases to 475 kg (1,047 lb). Sterndrive
configurations (AQAD40) weigh 520 kg (1,147 lb) including the outdrive.
Overall engine length, measured from the front crankshaft pulley to the
flywheel housing mounting face, is 1,135 mm (44.7 in). Maximum width,
measured across the turbocharger and heat exchanger, is 745 mm (29.3
in). Height, from the oil pan rail to the top of the rocker arm cover,
is 860 mm (33.9 in). The flywheel housing conforms to SAE No. 3
dimensions with a bolt circle of 10.875 in (276 mm).
Engine oil and oil filter change intervals are recommended every 200
operating hours or annually, whichever occurs first. The seawater pump
impeller requires inspection every 200 hours and replacement every 500
hours. The timing belt is not present; the camshaft is gear-driven. Fuel
filter replacement occurs every 200 hours. Coolant requires testing
every 400 hours, with replacement every 2,000 hours or 24 months. Valve
lash inspection and adjustment are performed every 500 hours.
The air cleaner element is replaced every 400 hours. Zinc anodes in the
heat exchanger and aftercooler require inspection every 200 hours and
replacement when 50 percent consumed. Injector service is required every
1,000 hours. Turbocharger bearing clearance is checked every 1,500
hours. Wet cylinder sleeves are measured for wear at each major
overhaul; the service limit for bore wear is 0.15 mm (0.006 in) oversize
before replacement.
Cylinder Head Bolts (Stage 1): 80 Nm (59 lb-ft)
Cylinder Head Bolts (Stage 2): 180 Nm (133 lb-ft)
Cylinder Head Bolts (Stage 3): 200 Nm (148 lb-ft)
Connecting Rod Cap Bolts: 80 Nm (59 lb-ft)
Main Bearing Cap Bolts: 120 Nm (89 lb-ft)
Flywheel Bolts: 100 Nm (74 lb-ft)
Camshaft Gear Bolt: 110 Nm (81 lb-ft)
Rocker Arm Assembly Bolts: 24 Nm (18 lb-ft)
Intake Manifold Bolts: 25 Nm (18 lb-ft)
Exhaust Manifold Nuts: 40 Nm (30 lb-ft)
Injector Clamp Bolts: 25 Nm (18 lb-ft)
Injection Pump Drive Gear Nut: 60 Nm (44 lb-ft)
Oil Pan Bolts: 18 Nm (13 lb-ft)
Oil Pump Mounting Bolts: 25 Nm (18 lb-ft)
Oil Cooler Mounting Bolts: 45 Nm (33 lb-ft)
Water Pump Bolts: 20 Nm (15 lb-ft)
Starter Motor Bolts: 45 Nm (33 lb-ft)
Alternator Mounting Bolts: 25 Nm (18 lb-ft)
Turbocharger Mounting Nuts: 35 Nm (26 lb-ft)
The Volvo Penta TAMD40 engine was utilized across multiple marine
platforms.
Leisure Craft: Sportfishers, trawlers, and cabin cruisers from
manufacturers including Birchwood, Hallberg-Rassy, Bertram, and
Fairline.
Commercial Vessels: Pilot boats, coastal fishing boats, and light
workboats requiring reliable propulsion.
Shaft Drive Configuration: Paired with MS3 or MS3C reverse gears
(mechanical or hydraulic) for inboard propeller installations.
Sterndrive Configuration: Designated AQAD40 when combined with Volvo
Penta 280, 290, or Duoprop outdrives.
Industrial Applications: Stationary power units for pumps, generators,
and compressors.
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