Volvo Penta TAMD40B Specifications
| Engine Model: Volvo Penta TAMD40B |
| Engine Type: 4-cycle inline 6-cylinder turbocharged freshwater-cooled diesel |
| Total Displacement: 219 cu.in (3.6 L) |
| Rated Engine Power: 165 Hp (121 kW) at 3600 rpm |
| Fuel System Type: Indirect injection |
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The Volvo Penta TAMD40B is a 3.6-liter,
turbocharged and aftercooled, in-line 6-cylinder marine diesel engine.
Produced from the early 1980s through the 1990s, this engine represents
the evolution of the original 40-series architecture, incorporating
forced induction and charge-air cooling to increase power output without
enlarging displacement. The "TAMD" designation indicates Turbocharged
and Aftercooled Marine Diesel. This engine is a refinement of the
earlier TAMD40A, featuring improved aftercooling efficiency and a more
robust cylinder head design.
The TAMD40B uses indirect injection (pre-combustion chamber) technology,
which provides smoother operation and reduced combustion noise compared
to direct injection engines of the same era. This engine was designed
for planing and semi-displacement hulls in both leisure and light
commercial marine applications. The engine block features replaceable
wet cylinder liners, a cast-iron construction, and a freshwater cooling
system with a tubular heat exchanger.
A mechanical Bosch-type injection pump with a mechanical governor and
smoke limiter controls fuel delivery. The TAMD40B is recognized for its
reliability, serviceability, and parts availability through the Volvo
Penta network, though it is now considered an out-of-production engine.
The Volvo Penta TAMD40B is a 4-stroke, compression-ignition, in-line
6-cylinder marine diesel engine. The engine is turbocharged and equipped
with a freshwater aftercooler (intercooler) mounted on the engine. Total
displacement is 3,590 cc (219 cu.in). The bore and stroke dimensions are
92.0 mm x 90.0 mm (3.62 in x 3.54 in). This square-to-oversquare
configuration permits higher engine speeds characteristic of planing
hull applications. The compression ratio is 17.5:1. The firing order is
1-5-3-6-2-4, standard for in-line 6-cylinder engines to ensure primary
and secondary balance.
Crankshaft Power (Gross): 121 kW (165 hp) @ 3,600 rpm
Propeller Shaft Power: 118 kW (161 hp) @ 3,600 rpm
Full Throttle Operating Range: 3,200-3,600 rpm
Maximum Torque: 370 Nm (273 lb-ft) @ 2,200 rpm (approximate)
Low Idle Speed: 600-650 rpm (adjusted via mechanical governor)
High Idle Speed (no load, governed): 3,800-4,000 rpm
Aspiration: Turbocharged with freshwater aftercooler
Combustion System: Indirect injection (pre-combustion chamber)
Rotation (facing flywheel): Clockwise
The cylinder block is a one-piece, high-grade cast iron design. This
construction provides a rigid foundation for the rotating assembly under
the increased cylinder pressures generated by turbocharging. The block
features 7 main bearing supports, with each cap secured by two bolts.
A defining feature of the TAMD40B block is the use of replaceable wet
cylinder liners. These liners are centrifugally cast from high-chromium
iron for wear resistance and are in direct contact with engine coolant
for superior heat rejection. Each liner is sealed at the bottom with
O-rings (three per liner) to prevent coolant leaks into the crankcase.
The parent bore receives the liners, and the block can be rebuilt
without machining if the liner counterbores remain within specification.
The cylinder block part numbers include 838981, 1542463, and 1545051 for
various 40-series configurations.
The crankshaft is forged from high-carbon steel with induction-hardened
journal surfaces. Connecting rods are forged steel, machined as matched
sets with the cap. The pistons are cast aluminum alloy fitted with three
rings: two compression rings and one oil control ring. Oil-cooled
pistons are standard equipment, with oil spray nozzles directing engine
oil to the underside of each piston crown to manage thermal loads from
turbocharging.
Number of Main Bearings: 7
Main Bearing Journal Diameter: 70.0 mm (2.76 in)
Connecting Rod Length (center-to-center): 152.0 mm (5.98 in)
Cylinder Liner Type: Replaceable wet liner
Liner Flange Diameter: 98.0 mm (3.86 in)
The cylinder head is a single, cast iron casting spanning all 6
cylinders. The head incorporates indirect injection pre-combustion
chambers (swirl chambers) for each cylinder. These chambers are
spherical or pear-shaped cavities within the cylinder head where fuel is
injected and ignited before the flame front expands into the main
combustion chamber. Engine parts listings confirm the cylinder head
carries part number 3803009 and is shared across the AD40B, AQAD40A,
TAMD40A, and TMD40A/B engine families.
The valvetrain uses a camshaft located in the cylinder block, actuating
valves via mechanical lifters (tappets), pushrods, and rocker arms. This
cam-in-block arrangement is durable and serviceable. Each cylinder has
two valves: one intake and one exhaust (12 valves total). Valve lash
adjustment is mechanical, performed via a setscrew and locknut on each
rocker arm. The cylinder head has been skimmed and crack-tested in many
reconditioned examples, as original heads become scarce.
Valve Arrangement: Overhead valve, cam-in-block, pushrod actuated, 2 per
cylinder
Intake Valve Diameter: 44.0 mm (1.73 in)
Exhaust Valve Diameter: 38.0 mm (1.50 in)
Valve Lash (cold, intake): 0.30 mm (0.012 in)
Valve Lash (cold, exhaust): 0.40 mm (0.016 in)
Valve Lash Adjustment Interval: 500-600 hours
Camshaft Drive: Gear train from the crankshaft
The fuel system is a mechanical indirect injection system manufactured
by Bosch. A gear-type transfer pump draws fuel from the tank and
supplies it to the injection pump at 3.0-4.0 bar (44-58 psi). The
injection pump is an in-line, mechanical unit with a separate pumping
element for each cylinder. Each pump element delivers fuel through a
high-pressure line to a nozzle-and-holder injector mounted in the
cylinder head, injecting into the pre-combustion chamber.
The injection pump incorporates a mechanical centrifugal governor. This
governor maintains set engine speed regardless of load, a critical
feature for marine applications where propeller load varies with wave
conditions. A smoke limiter (aneroid compensator) is mounted on the
injection pump. The smoke limiter reduces fuel delivery during
acceleration until sufficient boost pressure builds, preventing black
smoke emissions. The injection pump also includes a cold start device
that advances injection timing when the engine is below operating
temperature.
Injection Pressure (nominal): 150-170 bar (2,175-2,465 psi)
Injector Type: Mechanical nozzle-and-holder, single-orifice or
multi-orifice
Injection Timing (static): 12-14° BTDC
Governor Type: Mechanical, variable speed with torque control
Fuel Filtration: Primary (water separator) and secondary spin-on filters
Fuel Grade: EN 590 diesel (marine gas oil, 500 ppm sulfur maximum for
older engines)
The lubrication system is a full-pressure, wet-sump design using a
gear-type oil pump. The oil pump is mounted externally on the cylinder
block and driven by a gear from the camshaft. Oil is drawn from the sump
through a wire mesh strainer, pressurized by the pump, and then routed
through a full-flow oil filter (spin-on, cellulose media). A bypass
valve opens at 2.0-2.5 bar (29-36 psi) differential pressure if the
filter becomes restricted.
After filtration, oil is distributed to the main bearings, connecting
rod bearings, camshaft bearings, and rocker arm shaft. Piston cooling
nozzles receive oil from the main oil gallery to cool the underside of
each piston. The engine is equipped with a seawater-cooled oil cooler
mounted on the port side of the block. The oil cooler is a
tube-and-shell heat exchanger using raw seawater as the cooling medium.
The oil capacity of 12 liters reflects the volume required for both the
sump and the external oil cooler circuit.
Oil Capacity (with filter): 12.0 L (12.7 U.S. qt)
Oil Pressure (rated speed, 3,600 rpm): 350-450 kPa (51-65 psi)
Oil Pressure (low idle, 650 rpm, hot): 70 kPa (10 psi) minimum
Recommended Oil Viscosity: SAE 15W-40 (API CD, CE, or CF rating)
Oil Change Interval (normal duty): 200-300 hours
Oil Pan Type: Stamped steel or cast aluminum depending on configuration
The cooling system is a thermostat-controlled freshwater (closed)
cooling system with a seawater circuit for heat rejection. The engine
has two separate cooling circuits: a freshwater circuit circulating
coolant through the engine block, cylinder head, and aftercooler; and a
seawater circuit drawn from the surrounding water, which passes through
the heat exchanger, oil cooler, and exhaust manifold before being
discharged overboard.
The freshwater circuit uses a centrifugal water pump belt-driven from
the crankshaft. Coolant flows from the pump into the cylinder block,
upward through the cylinder head, through the aftercooler housing, and
then to the tubular heat exchanger. The heat exchanger contains a bundle
of tubes through which seawater flows; freshwater circulates around
these tubes. An integrated expansion tank is mounted on top of the heat
exchanger. The wax-pellet thermostat begins opening at 82°C (180°F) and
is fully open at 95°C (203°F). A bypass circuit permits coolant
circulation through the block until the thermostat opens.
Coolant Capacity (engine and heat exchanger): 12.0 L (12.7 U.S. qt).
Seawater Pump Type: Flexible impeller pump (rubber impeller,
replaceable).
Impeller Replacement Interval: Annually or 200 hours.
Thermostat Opening Temperature: 82°C (180°F).
Heat Exchanger Type: Tubular, seawater-cooled.
Coolant Type: Heavy-duty diesel ethylene glycol antifreeze (green) mixed
50/50 with distilled water.
Turbocharging and Aftercooling System: The engine is equipped with a
single, fixed-geometry turbocharger mounted on the exhaust manifold.
Compressed air from the turbocharger passes through a freshwater
aftercooler (intercooler) mounted on the engine. The aftercooler reduces
intake air temperature from 150°C (300°F) after compression to 50-60°C
(122-140°F), increasing air density for improved combustion. Boost
pressure at rated speed is 0.8-1.0 bar (12-15 psi). The turbocharger
requires inspection of axial and radial play: maximum axial play is 0.16
mm (0.006 in), maximum radial play is 0.42 mm (0.017 in).
Exhaust System: The exhaust manifold is a cast iron, water-cooled
design. Seawater is injected into the exhaust elbow after the
turbocharger to cool exhaust gases before they exit through the exhaust
hose and transom outlet.
Electrical System: The electrical system is 12-volt with negative
ground, featuring two-pole corrosion protection. The system includes
glow plugs in each pre-combustion chamber for cold starting assistance.
The glow plugs are controlled by a relay and operate for 5-15 seconds
depending on coolant temperature. The starter motor is a pre-engaged
type with an integral solenoid. The alternator is a 14V, 60A marine unit
with corrosion-resistant construction. The battery is a lead-acid,
marine starting type with a capacity of 80-100 Ah.
Overall Length (front of crankshaft pulley to flywheel housing): 1,050
mm (41.3 in)
Overall Width (exhaust manifold to starter motor): 700 mm (27.6 in)
Overall Height (bottom of oil pan to top of rocker cover): 850 mm (33.5
in)
Dry Weight (engine with MS3C reverse gear): 452 kg (996 lb)
Dry Weight (engine with MS3C, updated figure): 475 kg (1,047 lb)
Weight with AQAD40B sterndrive configuration: 520 kg (1,147 lb)
Valve Lash (cold, intake): 0.30 mm (0.012 in)
Valve Lash (cold, exhaust): 0.40 mm (0.016 in)
Valve Lash Adjustment Interval: 500-600 hours
Engine Oil Change Interval: 200-300 hours or annually
Engine Oil Capacity: 12.0 L (12.7 U.S. qt)
Oil Filter Change Interval: Every oil change
Fuel Filter Change Interval (primary): 250-300 hours
Fuel Filter Change Interval (secondary): 500-600 hours
Coolant Change Interval: 1,000 hours or 2 years
Coolant Capacity: 12.0 L (12.7 U.S. qt)
Seawater Pump Impeller Replacement: Annually or 200 hours
Heat Exchanger Cleaning Interval: 1,000-2,000 hours
Injector Inspection Interval: 600 hours (check opening pressure)
Injection Timing Check Interval: 1,000 hours
Turbocharger Inspection Interval: 1,000-1,500 hours
Glow Plug Check Interval: 500 hours (measure resistance; replace if open
circuit)
Air Cleaner Service: 200-300 hours (clean foam element)
Cylinder Head Bolts, Step 1: 60 Nm (44 lb-ft)
Cylinder Head Bolts, Step 2: 120 Nm (89 lb-ft)
Cylinder Head Bolts, Step 3: 180 Nm (133 lb-ft)
Main Bearing Cap Bolts, Step 1: 70 Nm (52 lb-ft)
Main Bearing Cap Bolts, Step 2: 140 Nm (103 lb-ft)
Connecting Rod Cap Bolts, Step 1: 30 Nm (22 lb-ft)
Connecting Rod Cap Bolts, Step 2: 70 Nm (52 lb-ft)
Flywheel Bolts: 130 Nm (96 lb-ft)
Flywheel Housing-to-Block Bolts (M10): 50 Nm (37 lb-ft)
Camshaft Bearing Cap Bolts (M8): 25 Nm (18 lb-ft)
Rocker Arm Shaft Bracket Bolts (M8): 25 Nm (18 lb-ft)
Rocker Cover Bolts (M6): 8 Nm (6 lb-ft)
Injector Hold-Down Clamp Bolts (M8): 22 Nm (16 lb-ft)
Intake Manifold Bolts (M8): 22 Nm (16 lb-ft)
Exhaust Manifold Bolts (M10): 44 Nm (32 lb-ft)
Turbocharger Mounting Nuts (M10): 44 Nm (32 lb-ft)
Oil Pan Bolts (M8): 22 Nm (16 lb-ft)
Water Pump (freshwater) Bolts (M8): 22 Nm (16 lb-ft)
Seawater Pump Bolts (M8): 22 Nm (16 lb-ft)
Starter Motor Bolts (M10): 44 Nm (32 lb-ft)
Alternator Bracket Bolts (M10): 44 Nm (32 lb-ft)
Crankshaft Pulley Bolt (M16): 200 Nm (148 lb-ft)
Heat Exchanger Cover Bolts (M6): 10 Nm (7 lb-ft)
The Volvo Penta TAMD40B engine was utilized in marine applications, both
leisure and light commercial, in single and twin installations.
Leisure Boating (Single and Twin
Installations):
Nimbus 310, Nimbus 330, Nimbus 340 motor cruisers
Fairline Mirage, Fairline Fury, Fairline Corniche (twin installation)
Princess 33, Princess 35, Princess 38 motor yachts
Targa 27 and Targa 30 sports cruisers
Hardy 36 and Hardy 42 long-distance cruisers
Aquanaut 39 and Aquanaut 42
Commercial and Patrol Vessels:
Light commercial workboats (harbor patrol, pilot boats)
Coastal fishing vessels (small trawlers and longliners)
Police and customs patrol boats
Sterndrive Configuration (AQAD40B): The engine designated AQAD40B is the
sterndrive version paired with the Volvo Penta 280 or 290 Aquamatic
drive unit. Offsets included the Power Trim supplement of approximately
25 kg (55 lb) for the hydraulic trim system.
Marine Transmission Options: MS3C mechanical reverse gear with reduction
ratios of 2.0:1 or 1.93:1, weight approximately 452-475 kg (996-1,047
lb) with gearbox. MS4A mechanical reverse gear (larger variant for
higher torque applications). PRM marine transmissions (adaptable via
adapter plate).
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