New Engine Variants

IMPACT 3.
0 Tuesday, 18 September 2012
Chassis ID Path
2/Description, Design and function/NH12, D12D460/New engine variants
Model Identity
NH12 57135748
Publishing Date Operation No.

Tuesday, 21 February 2006
New engine variants
Engine data
Engine designation
D Diesel
12 Displacement in litres
D Generation
500 Power output in horsepower
Engine output
D12D 340 D12D 380 D12D 420 D12D 460 D12D 500
kW at 1800 rpm 250 279 309 338 368
hp at 1800 rpm 340 380 420 460 500
Nm at 1200 rpm 1700 1850 2000 2200 2400
Identification
Copyright Volvo Group North America

The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.
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IMPACT 3.0 Tuesday, 18 September 2012
The engine versions can be identified by the marking on the control unit and on the engine block.
1. Marking block. A displays the production location of the engine.

(A Skvde, Sweden; B Curitiba, Brazil; C Flen, Sweden)
2. Marking labels
Design modifications
1. Cylinder head
2. Gasket, cylinder head
3. Cylinder liner/piston
4. Cylinder block
5. Oil sump
6. Oil cooler/cover
7. Unit injectors
8. The rear section of the engine block has been adapted for the rear flywheel housing for Turbo
Compounds variants.
2 / 17
Cylinder head
New copper sleeve for unit injectors
The new copper sleeve has a narrower lower section which improves space for greater coolant flow and
therefore improved unit injector cooling. A new special tool has been developed for flaring the copper sleeve.
See Group 23.
Nozzle for coolant flow
The nozzle for directing coolant flow has been removed.
Valve guides exhaust valves
The valve guide position for the exhaust valves have been transferred up into the cylinder head to the same
height as the inlet valves inlet valves valve guides. Same special tools for installing applies to all valve guides.
See group 21 Valve guides, replacement.
Gasket, cylinder head
A new type of gasket has been introduced. The gasket is made of steel, but has vulcanised rubber seals for oil
and coolant lead-ins.
The new gasket is also suitable for older D12engines.

3 / 17
Cylinder block
Screw holes for brackets have been introduced on the outside of the engine block.
The plugs for the vertical ducts for the oil cooler (1) have been removed. The gasket for the cylinder head
replaces the plugs as a seal directly against the cylinder head face.
Several of the coolant lead-ins to the cylinder head (2) are not drilled out, as this increases the coolant flow to
the rear section of the engine. There is a threaded hole (3) on the right-hand side of the engine block in the
terminal for the oil filter console mounting which must be plugged forD12D 340-460.
The rear section (4) of the block has been adapted for the flywheel housing of the Turbo Compound variants.
Cylinder liner/piston
Cylinder liner
The cylinder lining has been modified under the collar of the cylinder lining which means that the upper
sealing ring has been moved up. The modifications provide improved cooling of the upper section of the
cylinder lining by increasing the space for coolant circulation.
Pistons
The pistons have an upper piston ring groove that has been slightly moved down. This applies to aluminium
and articulated pistons.

4 / 17
Connecting rod
The connecting rods are made of forged steel and differ in design compared to other Volvo D12engines. The
lower connecting rod end is divided into a flat unmachined surface, fractured connecting rod. The connecting
rod is screwed together using two screws. The upper part of the connecting rod is trapezoid and has
unmachined sides. The gudgeon pin bushing is slightly narrower than on earlier D12engines.
Connecting rod and cap are marked as a pair with a three-figure serial number.
For further information, see service information Group 216 Connecting rod, design and function.
Oil sump
5 / 17
The oil sump is made of moulded plastic. The seal against the engine block consists of a rubber moulding
located in a groove in the oil sump. The oil sump is secured in the engine block by 16 spring-loaded screws.
The drain plug is threaded into an integrated cast steel reinforcement. There is a sensor inside the oil pan to
measure the oil level.
Lubrication system
Oil cooler/cover
The cooling capacity of the oil cooler has been increased by the addition of a plate. The oil cooler has seven
plates. This results in the increased depth of the oil cooler. The cover has also been changed.
Note: The relevant oil cooler/cover must not be mixed with older versions.

6 / 17
Fuel system
Fuel system overview, feed system
The illustration shows the main components of the fuel feed system as well as their pipe connections.
The fuel feed pump (1) draws fuel through the fuel tank unit strainer (2) via the fuel filter housing (3),
pre-filter (4), the engine control unit cooling circuit (5) and the distribution housing (6) to the suction side of
the feed pump. From the feed pump, the fuel is forced via the fuel filter housing and main filter (7) to the
longitudinal channel (8) in the cylinder head, which supplies the unit injectors (9) with fuel. The by-pass
valve (10) controls the feed pressure. The fuel return line leads to the tank via the fuel filter housing.
Fuel filter housing with filters

7 / 17
A new type of fuel filter housing has been introduced on the D12D with a built-in electric pump (1) for
bleeding the fuel injection system and water drainage. The relief valve (2) is built-in in the pump and
prevents fuel from running back when the engine is switched off. The bleed valve (3) is connected to the
return line to the tank. The fuel pressure sensor (5) is mounted under the cover with the electrical connection
(4). The nipple (6) is used for draining fuel. There are two fuel filters, the main filter (7) and the pre-filter (8).
The drain valve (10) and level sensor (11) are in the water separator (9).
The water separator and bleeding are controlled via a common switch on the dashboard
Unit injector D12D 420500
A new version of unit injector has been introduced on the D12D 420500 engine versions.
Unit injectors consist of three main parts:
1. Pump part
2. Valve section
3. Injector part
The visible difference is that the solenoid valve (2) is positioned inside the injector body. The injectors
respond more quickly as the inner ducts for the fuel valves are shorter. The function of the injectors is
generally the same as previous versions.

8 / 17
The unit injectors are manufactured using a tolerance classification. Each unit injector is marked with a code
(1) on the top of the electrical connection.
When replacing one or more unit injectors the new codes must be programmed for the cylinder for which the
unit injector is replaced. This is carried out using parameter programming in VCADS Pro. The codes only
need be specified for replaced injectors.
Intake and exhaust system
Exhaust pressure governor D12D 340460

9 / 17
The exhaust pressure governor (EPG) on the D12D has a new air valve. The valve is called an air valve unit
and is of the pulse width modulation (PWM) type. The pressure can be controlled within 2.07.5 bar with this
type of valve. The pressure is continuously controlled when the exhaust pressure governor (EPG) is used as an
exhaust brake when driving using cruise control. The valve is located on the left of the engine block and is
controlled by current from the engine control unit.
Turbo Compound
Overview, Turbo Compound

10 / 17
The new D12D 500variant is equipped with Turbo Compound. In a turbo engine, part of the heat energy in
the exhaust gases is used to drive the turbocharger. In the turbo compound engine, more energy is extracted
from the exhaust gases using an extra turbine, a power turbine. The Turbo compound unit is located at the rear
edge on the right side of the engine. The turbocharger is adapted to suit the Turbo Compound unit.
The advantage of Turbo compound is higher thermal efficiency, which in turn gives:
greater power
improved torque
lower fuel consumption.
Design modifications, engine
There are certain differences between the D12D 500 and other D12D-engines. The main differences are as
follows:
1. Longer flywheel housing, space for intermediate gear (4)

2. Crankshaft extension
3. Crankshaft gear
4. Intermediate gear
5. Cover plate for the flywheel housing
6. Longer stiffening frame
7. Longer oil sump.
8. Oil filter housing with new piston cooling system
9. Larger oil pump
Lubrication system
The main difference of the D12D 500 lubrication system, is in the oil filter housing.
The Turbo Compound unit is lubricated using oil from the by-pass. Connection (1).
The turbocharger is lubricated with oil from the full-flow filters. Connection (2).
The piston cooling system is an optimised system that is controlled using two slide valves.
Valve 3 is a pressure sensing on/off valve.
Valve 4 is a control valve which gives a constant piston cooling pressure, independent of the engine
speed.

11 / 17
Function, Turbo Compound
The temperature of the exhaust gases that leave the engine combustion chamber is approximately 650C.
12 / 17
After passing through the turbocharger, the temperature has dropped to approximately 550C. The difference
of 100C has been used to drive the turbo. When the exhaust gases have passed the power turbine, the
temperature is approximately 450C. The energy in the temperature difference of 100C is used here to drive
the engine crankshaft via a gear and a hydraulic clutch.
Design, Turbo Compound
The Turbo Compound unit is located between the turbocharger (1) and the engine crankshaft (2). The high
rpm of the power turbine (3) is reduced by the gear (4). A hydraulic clutch (5) is used to even out rpm
variations between the crankshaft and the gear. Another gear ratio (6) is needed to adapt the rpm for the
crankshaft. Power is transmitted to the crankshaft gear (2) via an intermediate gear (7).
Shaft seal, Turbo Compound

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The seal for the power turbine input shaft consists of seals of the piston ring type. To obtain optimal sealing
performance, compressed air, also called blocking air, is used against the seal rings. The connection for
blocking air is on top of the Turbo Compound unit. The air is forced further in the narrow duct to the shaft
seals.
The blocking air pressure is controlled by an air valve unit valve (1) located on the left side of the engine. At
low turbo pressure, (below 0.5 bar), air is taken from the vehicle compressed air system (2). When the turbo
pressure exceeds 0.5 bar, air is taken directly from the engine inlet manifold (3).
The Air valve unit valve is controlled by the engine control unit. The Air valve unit valve has three different
functions:
electrically controlled by the on/off valve

relief valve
change-over valve.

14 / 17
Unit, Turbo Compound
The Turbo Compound unit is not described in great detail at present as it will not be repaired, but must be
replaced as a complete unit.
The function test for the Turbo Compound unit hydraulic clutch is described in VCADS Pro.
Cooling system
A new type of cooling fan for the D12D engine cooling system has been introduced, in addition to the
changes introduced in the cylinder head and cylinder block. The cooling fan is still a Viscous type and the fan
rpm is controlled by a solenoid valve (1) instead of by a temperature sensitive bi-metal strip. The fan speed is
controlled by a signal from the engine control unit
15 / 17
Other control units on the vehicle can activate fan engagement.

(2). The speed of the fan is continually adjustable and has a lower idle speed than before. The fan is therefore
more efficient and lowers fuel consumption as a result.
Fan function test is described in VCADS Pro.
Electrical system
The illustration shows the position of different engine sensors and their appearance. The designation in
brackets shows the component number.

16 / 17
1. Crankcase pressure sensor (B54)

2. Speed (RPM) sensor, fan / solenoid valve for activating the fan (A43)
3. Sensor for the engine coolant level (S68)
4. Camshaft position (CMP) sensor, engine position (B05)
5. Oil pressure/oil temperature sensor (B38)
6. Boost pressure/charge air temperature sensor (B37)
7. Intake temperature/air filter insert (B39)
8. Engine coolant temperature sensor (B21)
9. Speed (RPM) sensor, flywheel (B04)
10. Fuel feed pressure sensor (A44)
11. Water separator/water indicator sensor (A45)
12. Oil level sensor (B10)

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New Engine Variants

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IMPACT 3.

0 Tuesday, 18 September 2012

Publishing Date Operation No.

New engine variants

Copyright Volvo Group North America

1. Marking block. A displays the production location of the engine.

New copper sleeve for unit injectors

Nozzle for coolant flow

The nozzle for directing coolant flow has been removed.

Valve guides exhaust valves

Gasket, cylinder head

Copyright Volvo Group North America

Copyright Volvo Group North America

Copyright Volvo Group North America

Fuel system overview, feed system

Fuel filter housing with filters

Unit injector D12D 420500

Copyright Volvo Group North America

Intake and exhaust system

Exhaust pressure governor D12D 340460

Overview, Turbo Compound

Copyright Volvo Group North America

Design modifications, engine

1. Longer flywheel housing, space for intermediate gear (4)

Copyright Volvo Group North America

Function, Turbo Compound

Design, Turbo Compound

Shaft seal, Turbo Compound

Copyright Volvo Group North America

electrically controlled by the on/off valve

Copyright Volvo Group North America

Unit, Turbo Compound

Other control units on the vehicle can activate fan engagement.

Fan function test is described in VCADS Pro.

Copyright Volvo Group North America

1. Crankcase pressure sensor (B54)

Copyright Volvo Group North America

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