IMPACT 4.01.

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Chassis ID

Path
21/Description, Design and function//Engine

Model
FH16

Identity
131596918

Publish date
27/12/12

ID/Operation

Engine
Input shaft spline lubrication
Engine D16C

D16C is available with two power outputs, 550 Hp or 610 Hp, and is a straight, six cylinder direct-injection diesel engine
with turbo, intercooler and electronically managed fuel injection (EMS).
Note: The 2800 Nm of torque is only available in the highest gears (from 5H with VT2814 direct-drive and from 4L with
VTO2814 overdrive),
D16C builds on the engine concept with one-piece cylinder head, overhead camshaft, unit injectors and VEB retarder.
The engine meets the exhaust emission regulations for Euro3 (EC01).

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The engine's complete designation (D16C 610) means:

D= Diesel
16= Cylinder volume in litres
C= Generation
610= Variant (power in horsepower)

Engine identification

There are two labels used for identifying the engine and diverse engine data (1 and 2) on engine ECU's front. There is
a label (3) on the control unit's back which gives its hardware number. The engine's serial number (4) is stamped into
the cylinder block's upper front edge on the left side. There also is information on the cylinder block's casting date (5)
low down on the left side.
The upper label contains: Chassis no (vehicle), engine serial no. and its barcodes.
The lower label contains :
Injector type: 1= the engine has Delphi unit injectors
Exhaust brake: VEB= Volvo Engine Brake; EPG= Exhaust brake
Engine model: EC01= Emissions level Euro3

Engine
Cylinder head
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The cylinder head is manufactured of cast iron in one single piece, which is a condition for stable bearing support of the
overhead camshaft.
The camshaft is manufactured of seven horizontally split bearing brackets equipped with replaceable bearing shells.
The bearing shell for the rear bearing bracket is also designed as an axial bearing.
The coolant thermostat housing is machined directly into the cylinder head (A).
Each cylinder has individual inlet and exhaust ducts with crossflow (B).
The fuel channel for the unit injectors is drilled through the cylinder head in the longitudinal direction and has a
machined ring shaped chamber around each unit injector (C).
There is at the front a plug (D) which leads to a channel for supplying the rocker arm mechanism's oil pressure.
Channel (E) for lubrication of the camshaft and rocker arms is drilled centrally in the cylinder head's left side.

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The unit injectors are centrally located between the four valves and held in position by a yoke. The injector's lower part
is delimited towards the coolant mantle by a copper sleeve. The lower part of the copper sleeve is enlarged with a drift
and sealed with a O-ring at the upper part (B).
Valve guides and valve seatings are manufactured of alloyed cast iron and steel respectively, which are replaceable.
All valves have oil seals for valve stems. The exhaust valves have larger head diameters and double valve springs (A).
Inlet valves have single springs (C).

Cylinder block

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The cylinder block is manufactured of cast iron and cast in one piece.
All lubrication system channels are machined directly into the block. There are two longitudinal channels. There is in
the block's right side, seen from the front, piston cooling channels and on the left side main lubrication channels. Both
channels are plugged. At the front with O ring equipped plugs and at the back with hat plugs. At the back of the block
there is a cast channel for oil supply for the engine transmission.

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The vertical cross section (A) shows the cylinder liner and the cooling mantle's position in the block.
In the horizontal cross section (B) the coolant pump's rear part can be seen which is integrated into the block's front. In
addition the block side's dished shape around each cylinder can be seen, which gives the block high torsional rigidity
and good sound absorption properties.
The main bearing cap is guided by sleeves (1) pressed into the cylinder block. To make incorrect installation of main
bearing caps impossible, there is a nipple in the block (2) and a corresponding lug on the main bearing cap (3). The
main bearing cap is also marked with the numbers 1-7 seen from the engine front. The position of the numbers varies,
but are found on the lower part of the cap within the markings (4) or (5), picture C. There is also on the cap underside
arrow marks (6) pointing towards the engine's inlet side.

Reinforcement frame and oil sump

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To reduce the vibrations in the cylinder block and therefore reduce engine noise there is a reinforcement frame (1)
fitted to the block's underside. The reinforcement frame is manufactured of 6 mm sheet steel and bolted onto the
block's lower surface (A).
The oil sump (2) is die cast plastic. The seal consists of a single piece rubber moulding, positioned in a groove in the
sump. The sump is attached with 16 spring loaded screws (B).

Sealing joint

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The D16 engine has wet cylinder liners which are sealed towards the cylinder block with rubber rings. The uppermost
ring is located directly below the liner collar. Before the liner is fitted, a thin string of sealant is applied between the liner
collar and the block's horizontal surface. The liner's seal surface towards the gasket is convex.
The lower seal consists of two rings located in a groove in the liner. These rings are made of different rubber materials
and have different colours to ensure they are not mixed. The upper is black and the lower violet.
On the D16-engine, the liner guide lies above the liner seat.
The gasket between the cylinder head, block and liner is manufactured of steel and has vulcanised rubber seals for
coolant and oil channels. To protect the rubber seals when fitting the cylinder head, there are a number of hobbings.

Cylinder head, guides towards the block

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To allow the fitting and a precise position of the cylinder head on the cylinder block there are two cylindrical guide pins
stamped into the block (1). There are in the cylinder head two corresponding guide holes (2) which are keyhole shaped
.
The guide is this shape so that after the sealant (3) has been applied to the cylinder head rear, it should be possible to
move the cylinder head a few millimetres in front of the transmission plate as shown in (A). The cylinder head is then
lowered so that the guide pins move into the guide hole's broadest part (B). The cylinder head can then be tightened
into place against the timing gear plate at the same time as the guide pins are guided into the guide hole's narrower
part (C). The cylinder head is in this way positioned precisely in the lateral and longitudinal directions.
The hobbing in the cylinder head gasket mentioned previously means that the cylinder head can push on the gasket
without the rubber seals being damaged.

Piston, cylinder liner and connecting rod

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D16C has two piece pistons so called pendulum pistons. The piston crown (1) is manufactured of steel and the mantle
(3) of aluminum. Both parts are mounted in a bearing in the piston pin (2). The piston has two compression rings and
an oil scrape ring. The uppermost compression ring (4) is of Keystone type with trapezoidal shaped cross section. The
middle compression ring (5) has a rectangular cross section. The oil scrape ring (6) below is spring loaded.
The cylinder liner is centrifugally cast of alloyed cast iron. The inside of the liner is cross machined (7). The final fine
machining of the liner surface is carried out using a method which is called plate honing (8), where the sharpest points
from initial machining are ground away.
The connecting rod is forged and split at the lower end (the big end) using a method which is called buckling. The
upper end has a pressed in bush (9) which is lubricated via a drilled channel (10). Each connecting rod has a marking
between 7 and 999 on both parts (11).

Camshaft and valve mechanism

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The D16C has an overhead camshaft and four valve system.

The camshaft is induction-hardened and suspended in seven journals with replaceable shells. The rear bearing also
acts as an axial bearing. Between each bearing journal there are three cams. From the front these are inlet cam,
injection cam and exhaust cam. The camshaft is driven by a gear (1) in the timing gears. A hydraulic vibration damper
(2) is fitted to the rear of the drive gear. There is also a gear wheel for the camshaft sensor on the vibration damper.
In the picture is shown a cross section through the valve mechanism for a pair of exhaust valves. The principle for the
inlet valves is the same. For an engine with VEB, a hydraulic function is built into the rocker arm. Each rocker arm is
acted upon by a floating valve caliper (3). The rocker arm (4) is mounted in bearings in the rocker arm shaft (5) with a
bushing (6). The contact with the camshaft is via a roller (7) and with the valve caliper with a ball socket (8).
The camshaft marking for basic settings (TDC) and for valve and injector adjustment is marked on a flange (10) in front
of the rear bearing bracket (9). The marking varies dependent on the engine's type of exhaust brake, EPG or VEB.
EPG version: TDC and the digits 1-6.
VEB version: TD and the digits 1-6 and the markings V1-V6.

Crankshaft, vibration damper, flywheel

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The crankshaft is drop forged and has induction hardened bearing surfaces and recesses. The crankshaft is journaled
in seven main bearings with replaceable bearing shells (1). There is in the middle main bearing (B) also an axial
bearing which consists of four crescent shaped washers (2).
At the front, the crankshaft is sealed with a teflon seal (3) against the front crankshaft flange. There is also at the rear
(C) a teflon seal (4) which seals against a machined surface on the crankshaft gear (5). The gear is attached to the
crankshaft with a guide pin (6) and two screws (7). In the rear crankshaft flange there is a groove for the O ring (8)
which seals between the flange and the gear.

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Lubrication of the crankshaft is via individual channels in the cylinder block to each main bearing (1). Each crankshaft
bearing pin has a cross drilled channel (2). From this runs a drilled channel to the nearest crankshaft bearing pin (3).
The vibration damper is hydraulic and is bolted directly onto the crankshaft's front flange. The damper is also used as a
pulley for poly V belts. In the damper housing (4) there is counterweight in the form of a steel ring (5) which can rotate
freely on the bushings (6). The space between the counterweight housing is filled with silicone oil of high viscosity.
When the crankshaft rotates, pulses (oscillations) are generated in the crankshaft by the pistons impulses. The viscous
silicone oil equalises the movement between the crankshaft's pulsating rotation and counterweights even rotation and
damps the oscillations.
The flywheel (7) and the intermediary gear (8) are bolted to the crankshaft's rear flange with 14 x M16 screws (9). The
flywheel is bolted to the crankshaft with the same guide pin (10) as the gear. The flywheel gear ring (11) is shrunk on
and replaceable. On the circumference surface is cut a groove (12) for the engine system's flywheel sensor.

Engine transmission

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The engine transmission is positioned at the rear of the engine on a 6 mm thick steel plate (1). The timing gear plate is
attached to the cylinder block with two guide sleeves (2 and 3) and is sealed against the cylinder block and the cylinder
head with silicone.
The crankshaft gear and the double intermediary gear are together marked for correct fitting.
1. Timing gear plate
2. Guide sleeve for timing gear plate and intermediary gear 5
3. Guide sleeve for timing gear plate and intermediary gear 11
4. Crankshaft gear
5. Idler gear, double
6. Gear for power take off (extra equipment)
7. Idler wheel, adjustable
8. Camshaft gear
9. Drive gear, air compressor
10. Drive gear, power steering and fuel feed pump
11. Intermediary gear, power steering and feed pump
12. Drive gear, lubrication oil pump
13. Vibration damper with gear wheel for camshaft sensor

Engine transmission's intermediary gear

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A: The small intermediary gear which drives the power steering servo and the fuel feed pump is mounted in bearings in
a two row ball bearing (1) and is kept in place by a screw (2). The screw passes through the timing gear plate and is
bolted to the cylinder block. The intermediary gear's shaft is guided by the same guide sleeve (3) which guides the
timing gear plate.
B: This intermediary gear consists of two gears bolted together. The gear is pre-fitted on a hub (4) and mounted in two
conical roller bearings (5). The hub is controlled by the same guide sleeve (6) which guides the timing gear plate.
There is also a guide pin (7) on the hub which guides into a notch in the combined transmission and flywheel housing.
C: The adjustable intermediary gear is mounted in bearings with a bushing (8) on the hub (9). The bushing and the
thrust washer (10) are pressure lubricated via a channel (11), which runs between the cylinder block and the timing
gear plate. A guide pin (12) in the hub's lower part holds the tooth flank clearance constant between the two
intermediary gears. When adjusting, only the tooth flank clearance towards the camshaft gear needs to be set.

Casings

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There are two casings for the engine transmission, both cast in aluminum. The lower is a combined transmission and
flywheel housing and has fixed points for the rear engine mounting. The upper transmission casing has a built in oil
trap for the crank house ventilation.
Both casings are sealed towards the timing gear plate with sealant. Sealing between the two casings is by a rubber
moulding positioned in a groove in the upper casing. The cover is for the power take off which is available as extra
equipment.

Engine driven power take-off

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Extra equipment can be supplied which allows an engine driven power take off to be fitted. The power take off is driven
by the outer gear in the double intermediary gear and is fitted at the rear of transmission/flywheel housing.
Various variants of the power take off are available, such as hydraulic pump or mechanical take off. The picture shows
a hydraulic pump fitted.

Engine mounting

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The engine has three mounting points in the frame. They consist of brackets with vulcanised rubber elements. The
front central mounting (A) consists of an arc of steel castings (1) bolted into the cylinder block's front, and a rubber
element (2) bolted into the front cross member. On the mounting's right side, there is the mounting for the fan belt's
roller (3) and belt tensioner (4). Between the front mounting and the cross member there is a reaction rod (5).
The two rear mountings (B) each consist of two parts. The brackets (6) are bolted into the combined transmission and
flywheel housing. The brackets with rubber damping (7) are bolted onto the inside of the frame members' waist.

Lubrication and oil system

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The engine is pressure lubricated by a gear pump (1) positioned at the rear and driven by the engine's crankshaft. The
filter housing (2) is bolted to the engine's right side and has two full flow filters (3) and a by-pass filter (4). The oil cooler
(5) is located in the cylinder block's cooling mantle on the right side.
The oil flow in the engine is controlled by seven valves located in the oil filter housing.
A: By-pass valve for oil cooler (marked 124)
B: Safety valve (marked lilac)
C: Reduction valve (marked blue)
D: Control valve for piston cooling
E: Opening valve for piston cooling
F: Overflow valve for the bypass filter
G: By-pass valve for full flow filter

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A more detailed picture of the filter housing and the valves' position is shown here. The arrows in the channels show
the oil flow direction between the filter housing and the cylinder block.

Lubrication system, principle

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The lubrication oil pump (1) forces the oil via the pressure pipe (2) to the drilled channels in the cylinder block. The oil
is then led to the oil cooler (3) and the filter housing (4). After the oil has been filtered in both full flow filters (5), it is led
to the cylinder block's main lubrication channel (6) for distribution to all the engine's lubrication points. The lubrication
by the cylinder head is via a drilled channel up to the VEB valve (7). For EPG engines, valves are replaced by a link
housing.
The air compressor (8) and the turbocharger (9) are lubricated via external hoses. The turbo's oil is filtered by the
by-pass filter (10). The piston cooling oil is filtered by the full flow filter and is led into the cylinder block's piston cooling
channel. From here the oil is sprayed towards the pistons' underside from the nozzles (11).
A: By-pass valve for oil cooler
B: Safety valve
C: Reduction valve
D: Control valve for piston cooling
E: Opening valve for piston cooling
F: Overflow valve for the bypass filter
G: By-pass valve for full flow filter

Extreme cold start

Extreme cold start is considered to be when starting at temperatures below -20 C. The safety valve (B) opens to
protect the oil pump against the high pressure which occurs when the oil's viscosity is too high. The reduction valve
(C), by-pass valve (A) and piston cooling valve (E) open due to the high viscosity.
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Idling, hot engine

At low engine rpm and when the engine is at running temperature, all valves are closed.

Driving at low engine rpm

When driving at low engine rpm with an engine that is at running temperature, reduction valve (C) partly opens to
maintain the oil pressure within the correct values. The piston cooling valve (E) is open. The piston cooling control
valve (D) has begun to control the flow to the piston cooling channel.

Driving at high engine rpm

When driving at high engine rpm with an engine that is at running temperature, valves C and E are open. In addition,
the control valve (D) begins to be lifted by the increased pressure on its rear.

Blocked oil filters

If the full flow filter becomes blocked, the by-pass valve (G) opens and unfiltered oil is pumped into the engine's
lubrication system. If the by-pass filter becomes blocked, valve (F) opens so that the turbo is supplied with oil filtered
through the full flow filter.

Oil pump and oil cooler

The oil pump is located at the rear of the engine and bolted to the cylinder block lower surface. It is driven by a gear
directly from the crankshaft gear. The pump gear wheel is beveled for low noise levels and the shafts are mounted in
bearings directly in the pump housing, which is manufactured of aluminum.
Suction pipe is two piece. The strainer (1) made of aluminum and is bolted into the reinforcement frame. The pipe (2) is
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made of steel and is sealed at the ends with rubber seals. The pressure pipe (3) is manufactured of steel and attached
to the cylinder block with a fitting.
The oil cooler is bolted directly onto the cylinder block under the coolant mantle's side cover, and is completely
surrounded by coolant.

The piston cooling system

Shown here is the oil flow for the piston cooling system when the valve (E) has opened and valve (D) balances the oil
flow to the piston cooling channel. The piston cooling nozzle is aligned so that the oil jet hits the piston crown's
underside.
By regulating the piston cooling flow using a control valve, an optimised piston cooling system can be achieved with a
constant flow independent of the engine's rpm.

Fuel system

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The fuel system for D16C is electronically controlled (EMS) and is in principle the same as for the D9 and D12 engines.
Fuel injection is via unit injectors, one for each cylinder, at high pressure. The high pressure is mechanically generated
via rocker arms and the overhead camshaft. Fuel amount and injection point is controlled electronically via the engine's
control unit (EECU), which receives signals from a number of sensors.
The picture shows the main components included in the fuel system and the feed system's fuel flow.
1. Feed pump
2. Strainer, tank level gauge
3. Filter housing
4. Pre-filter with water separator
5. Fuel filter
6. Return line connector terminal
7. Engine control unit
8. By-pass valve with built in venting valve
9. Unit injector
10. Fuel channel in the cylinder head

Fuel feed system, principle

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The fuel is sucked by the feed pump (1) through the strainer (2) past the electric fuel pump (3) and the non-return valve
(4) into the filter housing. The non-return valve's task is to prevent the fuel from flowing back to the tank when the
engine is shut off. The fuel also passes the pre-filter (5) with water separator (6) before it leaves the filter housing.
From the filter housing, the fuel is drawn further through the control unit's cooling coil (7). In the branching (8), the fuel
is merged with return fuel from the cylinder head and continues further to the feed pump's inlet.
There are two valves in the feed pump. The safety valve (9) opens to the suction side when the pressure becomes too
high, for example if the fuel filter becomes blocked. The non-return valve (10) opens when the electric fuel pump is
used.
The fuel is forced from the feed pump through the main filter (11) and further to the cylinder head's longitudinal fuel
channel (12), which supplies the unit injectors (13) with fuel.
The by-pass valve (14) regulates the pressure of the unit injectors fuel supply. Built into the by-pass valve is a venting
valve. Any air in the system flows, together with a small amount of fuel, in return to the tank via the line (15) and its
choke (16).
On the filter bracket there is the fuel pressure sensor (17) and the nipple (18) for draining the system. In the water
separator (6), there is a level sensor (19) which gives a signal to the driver when the water level is too high. Drainage is
carried out via a switch on the dashboard which when it is activated starts the electric pump (3) and opens the drainage
valve (20).

Fuel system, components

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Several of the fuel system's components are the same or similar to those used in the D9A and D12D engines.
A: The unit injectors are Delphi type E1. They are in principle the same as for the D9A and D12D engines, but have
larger piston diameters and longer strokes.
B: The fuel filter bracket is the same as for the D9A and D12D. There is in the filter bracket an electric pump (1) which
is used to vent and drain any water. Built into the pump is a non-return valve (2), which prevents the fuel from flowing
back to the tank when the engine is shut off.
The nipple (3) is used to drain the fuel when removing components in the system. The nipple has the marking DRAIN
on the bracket.
The electrical connector (4) is for the electric pump and the fuel pressure sensor.
The electrical connector (5) is for the level sensor (9) and the drainage valve (10) in the water separator (8).
The pre-filter (7) filters the suction side fuel before it flows into the feed pump. The main filter (11) filters the fuel after
the feed pump's pressure side.
C: The fuel feed pump, is a gear type pump and is fitted at the rear of the power steering pump (12). The feed pump is
driven by the power steering pump's through shaft (13). Sealing between the two pumps uses an O-ring (14) positioned
in a groove in the power steering pump's flange. Power transmission between the pumps is via a floating follower (15).
The pump housing (16) and the cover (17) are manufactured of cast iron. The pump gear shafts are mounted in needle
bearings (18 and 19). The pump's safety valve (20) is located in the pump housing and the non-return valve (21) in the
pump gable flanged end.
Fuel which leaks past the pump's driving shaft is drawn back to the suction side in the pump via the channel (22).
D: The engine control unit (EMS) is fitted on the engine's left side with vibration damping rubber elements. The control
unit is cooled with fuel, which on the suction side passes through a cooling coil attached to the control unit's outside.
E: The by-pass valve, has a built in venting valve (23) and is a combined by-pass/venting valve.

Unit injectors
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The unit injectors are Delphi type E1. They are vertically positioned in the centre of the cylinders, between the four
valves. The unit injector can in principle be divided into three main parts:
1. The pump part
2. The pressure box part
3. The atomizer part
The unit injector is held in position in the cylinder head by a yoke (1). The lower injector part is delimited towards the
coolant mantle by the copper sleeve (2) and the O-ring (3). The ring shaped chamber for fuel supply (4) around each
injector is sealed by two O-rings (5 and 6).
In the valve part there is a valve cone (7), stator (8) and a return spring (9).
On the injector's electrical connection (10) there are three markings part number (11), trim code (12) and
manufacture number (13). On replacing one or more injectors, the engine control unit must be programmed for the new
injector's trim code. The trim code is programmed using parameter programming in VCADS. Programming only needs
to be carried out for the unit injectors which have been replaced.

Inlet and exhaust system

Air intake and air filter

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The air intake is manufactured completely of plastic and located to the left behind the cab's rear wall. The connection
between the cab's and the chassis parts is via a self-sealing rubber boot (1). at the bottom on the lower connection
pipe there is a rubber valve (2) for water drainage. A guard net (3) in connection with the rubber boot. From the air
compressor there is a hose connection (4) to the intake's clean side.
The filter housing is also manufactured of plastic and is fitted on a chassis bracket behind the cab. The filter insert (5) is
manufactured of impregnated paper and has fixed seals of rubber at both ends. The seals also act as guides for the
filter insert. The filter insert should be replaced every 24th month or if the warning lamp (6) comes on. For demanding
conditions, an extra secondary filter (7) can be fitted.
On the pipe between the filter housing and the turbo is a combined sensor for air temperature and low pressure (8).
The sensor provides a signal to a warning light on the dashboard if the filter begins to be blocked.

Exhaust manifold and turbocharger

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The exhaust manifold is manufactured in three parts of heat resistant cast steel. The joints are slide jointed with tight
fitting. Between the cylinder head and manifold flanges are gaskets of graphite coated sheet steel.
The turbocharger is MWE-type and has a turbine with by-pass.
The by-pass valve for the exhaust side has the task of protecting the turbo by reducing the rotational speed at high
power extractions. The valve is acted upon by the turbo pressure in the pressure box (1) via a lever arm.
A: Here is shown the exhaust flow at low turbo pressure. The valve (2) is closed and the entire exhaust volume passes
the turbine wheel.
B: When the turbo pressure reaches around 185 kPa, the valve begins to open. A part of the exhaust gases flows via
the valve past the turbine and reduces in this way the turbo rotational speed.
The compressor is an MWE-type (Map Width Enhancement). The compressor's air intake is divided into two areas
an inner and an outer. The two areas are linked by a ring shaped slot.
C: When the engine works hard at low engine rpm, the air which the engine cannot incorporate is recirculated, via the
ring shaped slot.
D: At high engine rpm and high turbo pressure, the entire total inlet area is used, which provides more air to the engine.
In practice this means that the turbo has a broader operational area and the engine torque is improved.

Charge air cooling and preheater

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D16C is equipped with charge air cooling type air-to-air (intercooler). The charge air cooler is positioned in front of the
radiator and reduces the inlet air's temperature by around 100C. The inlet air obtains a higher density and more fuel
can be injected in. This results in higher engine power. The cold air also reduces the stresses on pistons and valves.
For markets with cold winters, there is an electric preheater (1), as an optional extra. The preheater is connected when
the ignition key is turned to the preheater position if the engine's temperature is lower than +10 C. Pre and after
heating times are regulated by the engine's control unit. In the diagram is shown connection times in seconds in
relation to the engine temperature. The advantage is easier starting and less white smoke in the exhaust gases. The
preheater relay (2) is positioned in the battery box.

Exhaust pressure governor (EPG)

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D16C has an exhaust pressure governor (denoted EPG on the identification label), as standard. The exhaust pressure
governor is positioned alongside the turbo turbine housing and has two tasks:
1. When idling, the engine is kept warm by creating a back pressure in the exhaust manifold.
2. When driving downhill, it also acts as an exhaust brake.
The exhaust pressure governor consists of a shutter housing (1), a shutter (2) and a compressed air cylinder (3). The
compressed air is drawn from the vehicle's compressed air system and is controlled by an air valve called an AVU (Air
Valve Unit). The valve is a PWM-type (Pulse Width Modulated) and consists simply expressed of a solenoid valve (4),
an air valve (5) and a printed circuit card (6). The input pressure is reduced to 7.5 bars and the outgoing pressure from
the compressed air cylinder can be varied between 0.5-7.5 bars.
Control is by a PWM-signal from the engine control unit via the connection (7). To meet the exhaust brake's various air
requirements, the engine control unit sends a PWM-signal to the AVU-valve, where the signal's pulse width (in per
cent) determines the output air pressure to the pressure cylinder.
Here is shown the position during normal driving. The AVU-valve is without power, the shutter is fully open and the
exhaust gases can flow freely past.

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Here two different functions of the exhaust pressure governor are shown.
A: Exhaust brake function. When the switch is closed and the accelerator is released the engine control unit sends a
PWM-signal with 90% pulse width to the AVU valve. The valve opens and releases a pressure of 7,5 bars to the
compressed air cylinder. The shutter closes and a back pressure builds up in the exhaust manifold.
B: Temperature control function. When coolant temperature is lower than 70 C and the parking brake is applied the
engine control unit sends a PWM-signal with 30% pulse width to the AVU valve. The valve releases a pressure of 2.3
bars to the compressed air cylinder. The reduced pressure is matched so that the shutter at normal idling has an
opening of 1 mm. This generates a back pressure in the exhaust gases which gives a quicker warming of the engine
and also holds it warm when idling.

VEB (Volvo Engine Brake)

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VEB (Volvo Engine Brake) is the denomination for Volvo's exhaust brake. VEB consists of two exhaust brake functions.
The ordinary exhaust brake (EPG), which is standard, and a engine compression brake VCB (Volvo Compression
Brake) built into the engine's valve system. On the control unit's lower label is shown whether the engine is
equipped with VEB.
When activating the VEB, the engine compression brake always gives a specific level of brake torque, dependant on
speed. Regulation of the exhaust brake power is by the air pressure in the EPG cylinder being varied. The variation is
controlled by the engine control unit. In the diagram is shown the max power the brake provides at different engine
rpm.
The main differences between an engine with VEB and one without are the control valve (1), the exhaust rocker arms
(2), the rocker arm shaft (3) and the camshaft (4). In addition the engine control unit data sets differ.
For diagnosis of the engine compression brake function, there is a threaded plug in the cylinder head's front (5). The
equipment for measurement of oil pressure in the rocker arm shaft can be connected here.

Control valve

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IMPACT 4.01.10

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Activation of the engine compression brake uses the engine's oil pressure. The oil pressure is controlled by the control
valve (1), which is positioned on the cylinder head between cylinder three and four. The oil reaches the control valve
via a drilled channel (2) from the main lubrication channel. Outlet (3) is via a pipe to the rocker arm shaft. Activation of
the engine compression brake is by the solenoid valve (5).
A: Normal engine operation. The outlet is reduced to around 1 bar. The valve piston moves into a balance position
between the spring force on one side and the oil pressure on the other. One bar oil pressure is sufficient for lubrication
of the camshaft and the valve mechanism.
B: Engine compression braking. When the solenoid valve is activated, a drainage channel is opened. The spring force
takes over and the piston is forced to the right and the oil pressure to the rocker arm shaft increases.
C: Deactivation of compression brake. In order to allow fast deactivation of the compression brake, the valve has a
dump function for lowering the oil pressure in the rocker arm shaft. When the solenoid valve is deactivated, the high oil
pressure from the rocker arm shaft presses the piston to the bottom position (left) and opens for evacuation at the
bottom of the valve. This function takes a fraction of a second, after which the piston returns to position A.

Camshaft and outlet rocker arms

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The camshaft for an engine equipped with VEB has, in addition to the ordinary exhaust cam (1), two extra cams
charge cam (2) and decompression cam (3) on each exhaust cam. These extra cams have a height of lift of around
0.8 mm over the base circle.
In the exhaust rocker arm there is a hydraulic piston (4) and a non-return valve (5). On the rocker arm outside there is
a leaf spring (6), which holds the rocker arm pressed against the valve caliper (7). To protect the valve mechanism
against high stresses, there is a pressure limiting valve in the hydraulic piston (8). If the pressure becomes too high for
the hydraulic piston, the valve opens and releases a part of the oil through the channel (9).
Adjustment of valve clearance is carried out using the adjustment screw (10).

Activation of VEB

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IMPACT 4.01.10

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To activate the VEB brake, the following conditions must be met:

A: The exhaust brake switch on
B: Engine rpm above 1000 rpm
C: Vehicle speed above 5 Km/h
D: Clutch pedal fully released
E: Engine oil temperature above +55 C
F: Turbo pressure below 0.5 bar

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IMPACT 4.01.10

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When the driver releases the accelerator and the conditions above are met, the VEB function is activated. The engine
control unit provides a signal to the AVU valve (1), which releases air to the EPG whose shutter closes (2). At the same
time, the solenoid valve (3) opens so that the control valve provides full oil pressure to the exhaust rocker arms.
Note: If the brake system ABS is activated, the VEB is automatically disengaged.

Rocker arm function

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Here is shown the rocker arm function during normal engine operation. The oil pressure in the rocker arm shaft is
regulated to around 1 bar, which is sufficient to provide lubrication. The oil enters the non-return valve via the channel
(1) in the rocker arm. The oil pressure acts on the non-return valve piston (2), but the low oil pressure does not manage
to overcome the spring force (3). The non-return valve ball (4) is kept out of its seat so that no oil pressure builds up in
the hydraulic piston (6).

When the engine compression brake is activated, the oil pressure in the rocker arm is regulated to above 2 bars. The
oil pressure towards the piston (2) overcomes the spring force (3) and the ball (4) seals against the seat. The oil
remaining above the hydraulic piston has forced the piston down to fit against the valve caliper, so that the valve
clearance is eliminated when the rocker arm moves downwards.

Valve opening during engine compression braking

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Here is shown the principle for valve opening when the VEB is activated.
A: When the engine is running and oil pressure is low in the rocker arm shaft, no pressure acts on the hydraulic
piston. The valve clearance for the exhaust valves is around 1.7 mm, but the leaf spring holds the rocker arm in
contact with the valve caliper and the rocker arm's roller will move higher than the low cams on the camshaft.
The low cams can also not cause any valve opening.
B: Here the VEB is activated. The oil pressure has forced the hydraulic piston down and eliminated the valve
clearance. The rocker arm roller is now in contact with the camshaft base circle.
C: This is how it looks when the charge cam is immediately below the rocker arm roller. The low cam provides a
small and short valve opening. Corresponding valve opening occurs when the decompression cam passes
below the rocker arm roller.

Crankcase ventilation

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IMPACT 4.01.10

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The crank house ventilation consists of two oil traps positioned in the upper transmission casing (1) and in the valve
cover (2) and one outer pipe (3). In the transmission casing, the oil trap is designed as a labyrinth with crank housing
connections (4) in the middle of the intermediary gear's centre. The intermediary gear's rotation generates here a
relatively oil free area. The valve cover inside has a cast in channel (5) with three drains (6).

Cooling system

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Here is shown the cooling system's outer details and the coolant's circulation. The coolant pump's rear part is
machined directly into the cylinder block. The coolant thermostat's position is machined directly into the cylinder head.
1. Radiator
2. Expansion tank
3. Upper fill cap incl. pressure valve
4. Front fill cap
5. Level sensor
6. Heater in the cab
7. Connection, coolant thermostat to the radiator
8. Temperature sensors
9. Coolant pump
10. Coolant filter
11. Air compressor
12. Connection for engine heater (diesel driven)
13. Connection for engine heater (220 V, socket)

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IMPACT 4.01.10

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The coolant is pumped by the coolant pump (1) directly into the cylinder block's distribution mantle on the block's right
side. A part of the coolant is forced into the cylinder liner's lower cooling mantles via the hole (2). The largest coolant
volumes are forced upwards through the oil cooler (3) and then further to the liner's upper cooling mantles (4). The
return fluid flows to the cylinder head from the liner mantle via the channels (5). All coolant flows via the thermostat (6)
to the radiator or via the pipe (7) back to the coolant pump. Which route the coolant takes is dependent on the engine
temperature.
The air compressor (8) is connected to the cylinder block and the cylinder head via outer pipes and hoses.
The coolant filter bracket (9) is bolted onto the cylinder block's side cover.

Coolant pump and thermostat

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The thermostat for coolant circulation is the piston type and has a a temperature sensing wax body, which controls
opening and closing.
A: Thermostat in the closed position (cold engine)
B: Thermostat in the open position (hot engine)
The coolant pump (C) has its rear part, with the channels for coolant distribution machined directly into the cylinder
block (1). The front (outer) part has a housing manufactured of aluminum (2), which contains the impeller made of
plastic (3), shaft seal (4), bearing (5) and pulley (6). The bearing is a permanently lubricated combined roller bearing.
Between the shaft seal and the bearing there is a ventilated chamber (7), which exits behind the pulley (8).

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IMPACT 4.01.10

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Here is shown coolant circulation through the thermostat and the coolant pump when the engine is cold (A) and for
engines which are at running temperature (B).

Drive belts

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D16C has two drive belts both Poly V type. The inner belt (1) drives the AC compressor (2) and the alternator (3). The
outer belt (4) drives the fan (5) and the coolant pump (6). Both belts have automatic belt tensioners (7 and 8). To
achieve better fit of the fan belt, there is in addition a roller (9).

Coolant fan

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The radiator fan is the viscous type with electric engage and disengage function. Engage and disengagement is via an
electromagnet (1), which receives signals from the engine control unit via the the clutch unit (2). The advantage with
this type of fan is an improved adaptation of the fan speed to the actual cooling requirement.
Fan speed is affected by different parameters. The following system can when, cooling is required, request additional
fan speed via the engine control unit.
Coolant temperature
Compressed air system
AC system
Charge air temperature
Retarder
EECU temperature
The fan's main components are:
1. Solenoid
2. Clutch unit
3. Clutch housing
4. Outer cover
5. Drive plate
6. Valve
7. Bearing, clutch housing

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IMPACT 4.01.10

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7.
8. Fan shaft
9. Bearing, electromagnetic
10. Sensor wheel, rotational speed sensor
11. Return channel, silicone oil
12. Feed channel, silicone oil
13. Store chamber
14. Drive chamber
The drive plate is permanently connected to the fan shaft and rotates always at the same rotational speed as the fan's
pulley. The clutch housing is attached to the fan and mounted in bearings on the fan shaft and can therefore rotate
freely in relation to the shaft.

The fan's function

In picture A is shown the fan when the electromagnet is not activated, for example when the fan runs on idling. The
silicone oil is then collected in the outer storage chamber. Through centrifugal force, the oil is collected in the
chamber's periphery.
In picture B is shown what happens when the electromagnet is activated. A magnetic field is generated in the fan shaft,
which means that the valve tightens against the shaft and opens the feed channel. The silicone oil can now flow into
the drive chamber and fills out the slots between the drive plate's flanges and the groove in the clutch housing. The
silicone oil's high viscosity acts as a friction agent and draws with it the clutch housing and the fan speed increases.
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IMPACT 4.01.10

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Centrifugal force forces the silicone oil out from the drive chamber via the return channel back to the storage chamber.
This means that as soon as the valve closes, the supply of oil reduces the volume in the drive chamber and the fan
speed falls.

Control system
Engine control system

The D16C engine's fuel system is controlled fully electronically with respect to amount injected and injection point. The
system is called EMS (Engine Management System). Here is briefly described the details in the system which is found
on the engine.
The central part in the system, the control unit (A), is positioned on the engine's left side. The cable connectors to the
engine's sensors have DIN connectors and are collected in a cable box (B).
Engine control system's sensors (some have double functions):
1. Electromagnet and rotational speed sensor, coolant fan. Located in the fan's hub.
2. Coolant level sensor. Located in the expansion tank.
3. Coolant temperature. Located on the cylinder head's front.
4. Camshaft position. Located in the upper timing gear cover.
5. Air pressure and air temperature. Combined sensor positioned on the air filter housing's clean side.
6. Charge air pressure and charge air temperature. Combined sensor positioned in the inlet manifold.
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7.
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7. Flywheel position and rotational speed. Positioned on the flywheel housing's top.
8. Oil pressure sensor. Placed in the cylinder block's lubrication channel.
9. Fuel pressure sensor. Positioned below the filter housing's protective cover.
10. Level sensor for water separator. Positioned in the water separator bowl.
11. Oil level and temperature sensor. Positioned in the lubrication oil sump. The sensor's connection is attached on
the sump's left side.
12. Crankcase pressure sensor. Positioned on the alternator bracket. The hole is drilled through the bracket and the
cylinder block.
In the control unit there is an atmospheric pressure sensor and a temperature sensor.

Engine cabling

All cable connections between sensors and the engine's cable harness are collected in a cable box, which protects
against water and outer damage. The cable box is located above the control unit. The box is manufactured of plastic
and is in three parts. The inner part (A) is bolted onto the engine and has attachments for all cables and connectors
which control the engine. Outside there is a intermediary partition (B) and a outer lid (C). Inside the outer lid there is
space for other vehicle cabling.

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