d13h 440 Engine

IMPACT 3.
0 Thursday, 15 January 2015
Chassis ID Path
A 697890 /Description, Design and function/FH, D13H440, EM-JPN10/Engine
Model Identity
FH 129664974
Publish date Operation No.

Tuesday, 28 September 2010
Engine
Contents
General
Engine
Lubrication system
Fuel system
Inlet and exhaust system
Cooling system
Control system
Fault codes for D13H
General
Engine D13H
Differing market needs mean that there may be some deviations from parts of this description.
COPYRIGHT Copyright Volvo Parts Corporation

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 Thursday, 15 January 2015
The D13H engine is a straight, six cylinder, direct-injected diesel engine with turbocharger, charge air cooling and EMS
(Engine Management System). To fulfil emission requirements for EM-JPN10, the engine is equipped with an EGR
(Exhaust Gas Recirculation) system. The turbocharger is a so-called variable turbo (VGT Variable Geometry Turbo).
The engine will be available in three power output variants: 390 hp, 440 hp and 520 hp.
The D13H engine is a further development of the D13A engine's basic principle, with the engine transmission at the
rear, one-piece cylinder head, overhead camshaft, unit injectors and either the VEB7 engine brake or the VGT brake.
The engine has selectable open or closed crankcase ventilation. Closed crankcase ventilation eliminates the risk of oil
leakage, which is a legal requirement of most markets.
The engine's complete designation (D13H440) means:
D = Diesel
13 = Cylinder volume in litres
H = Generation
440 = Variant (power output in horsepower)
Engine identification

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For identification of the different engine variants, there are two labels (1 and 2) secured to the left side of the valve
cover. Data concerning the engine control unit (EECU), including the part number, is also given on a label (3) on the
back of the control unit. The engine serial number (4) is punched near the top of the cylinder block, on the left side,
whilst the cylinder block casting date and other data (5) are cast in below this on the same side.
Label 1 contains, among other things:
Injector type: 1 = the engine has unit injectors of type E3

Exhaust brake:
VEB = Volvo Engine Brake (VEB7)
VGT = Exhaust brake
Engine model: JPN10 = Emission level
Label 2 contains, among other information:
Chassis number (vehicle)

Engine serial number and its bar codes
Engine
Cylinder head

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The cylinder head is cast in one piece in cast iron, which ensures a stable bearing foundation for the overhead
camshaft.
The camshaft is located in seven horizontally placed bearing brackets 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 at the front on the right hand side (1).
Each cylinder has separate inlet channels on one side of the cylinder head, and separate exhaust channels on the
other, so-called cross-flow (2).
The fuel channel for the unit injectors is drilled through the cylinder head longitudinally and has a machined
ring-shaped space around each unit injector (3).
There is a plug (4) at the front end which leads to a channel for measuring the rocker arm mechanism's oil pressure.
Channel (5) leads lubricating oil to the camshaft and rocker arms. It is drilled centrally on the left side of the cylinder
head.

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To ensure that the valve cover locates correctly, there are two locating pins on the right side of the the cylinder head.
The unit injectors are placed vertically above the centre of each cylinder, between the four valves, and are held in place
by a yoke (1). For maximum cooling, the coolant chamber in the cylinder head has been given a horizontal wall which
forces the coolant past the lower and hottest sections of the cylinder head.
The valve mechanism is equipped with double inlet and exhaust valves. The exhaust valves have double valve springs
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(2), while the inlet valves have single springs (3). The valves are linked in pairs with floating valve calipers, which
transfer the movement of the rocker arms on the camshaft to the valve pairs. The valves have three grooves and
matching valve cotters (4). The design of the valve cotters allows the valves to rotate in their valve seats. For better
heat resistance and conduction there is more material in the exhaust valve discs and they have a somewhat smaller
diameter than the inlet valves.
The valve guides are made of cast iron alloy and all the valves have double-lipped oil sealings on the valve stems. The
valve seats are made of hardened special steel and are replaceable, but cannot be machined.
There is a stainless steel injector sleeve between the lower part of the injector and the cylinder head. The injector
sleeve has a tapered base which rests against the unit injector.
The lower part of the sleeve has been enlarged with a drift and the upper part is sealed with an o-ring.
The unit injector is sealed against the cylinder head with two o-rings placed in the injectors' ring formed recesses. The
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unit injector yoke presses down the injector so that its base taper seals against the sleeve's taper.
Note: Take extreme care with cleanliness when working on unit injectors.
Cylinder block
The cylinder block is manufactured of cast iron and cast in one piece.
The block contains two longitudinally drilled channels for the lubricating oil. On the left side of the block is the main
lubrication gallery, and on the right side is the piston cooling gallery. Both channels are plugged at the front of the block
by O-ringed plugs. At the rear the piston cooling channel is covered by the timing gear plate, and the main lubricating
gallery opens into the cast-in channel which supplies oil to the engine timing gears.

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The bulged shape of the block at each cylinder provides the cylinder block with good torsional stiffness and good
sound insulation.
The vertical cross section shows the cylinder liner and the position of the cooling jacket in the block.
To prevent the main bearing caps being fitted the wrong way round, they are guided into the correct position by
asymmetrically located cast-in tabs (1), with equivalet slots (2) in the cylinder block. The main bearing caps are made
of nodular iron and are matched individually. To prevent incorrect installation, they are numbered and marked 1, 2, 3, 5
and 6, from front to rear of the engine. The centre and rearmost main bearing caps have unique shapes and do not
need to be marked.
Stiffening frame and oil sump

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To reduce the vibrations in the cylinder block and thereby reduce engine noise, there is a reinforcement frame (1) fitted
to the underside of the block. The reinforcement frame is manufactured of 6 mm sheet steel and bolted to the block's
lower surface (3).
The standard oil sump (2) is of moulded plastic (composite), but for special applications there is a pressed steel
variant.
The gasket for the plastic oil pan consists of a rubber strip, manufactured in one piece and is fitted in a groove in the
top edge. The oil pan is secured by 22 spring-loaded steel bolts (4). The oil drain plug (5) for the plastic oil pan is
screwed into a replaceable steel reinforcement.
The sheet steel sump is sealed against the cylinder block base by a flat rubber gasket that is held in place by rubber
claws. The steel sump is held in place with the same type of spring-loaded bolts as the plastic sump.
Sealing

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The D13H engine has wet cylinder liners for efficient heat removal. They are sealed against the cylinder block by
rubber rings. The top ring is located directly under the liner collar (1). The sealing surface of the liner against the
cylinder head gasket is convex.
The lower sealing consists of three O-rings located in grooves in the cylinder block (2). These rings are made of
different rubber compounds and are colour-coded to prevent incorrect fitting. The two upper (black) O-rings are made
of EPDM rubber and are therefore resistant to coolant fluids, while the lowest one (violet) is of fluorine rubber and is
oil-resistant.
Gasket (3) between the cylinder head, cylinder block and cylinder liners is made of steel and has vulcanised rubber
inserts to seal the coolant and lubricating oil channels. To protect the rubber sealings during cylinder head installation,
the sealings have a number of convex embossed areas on which the cylinder head can slide. These embossed areas
are flattened as the cylinder head is tightened down.
Cylinder head, position on the block

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To facilitate installation and obtain precise placement of the cylinder head on the cylinder block there are three guide
washers on the left side of the engine - two on the cylinder block (1) and one on the cylinder head (2). These washers
determine the lateral location of the cylinder head, while the timing gear cover (3) determines the longitudinal location.
In this way the cylinder head can be positioned accurately both laterally and longitudinally.
The convex embossing on the cylinder head gasket means that the head can be shifted on the gasket without
damaging the rubber seal inserts.
Piston, cylinder liner and connecting rod

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The D13H has forged, solid steel pistons that are cooled by oil. The piston (A) has two compression rings and one oil
scraper ring. The upper compression ring (1) has a trapezoidal cross-section ( Keystone). The lower compression ring
(2) has a rectangular cross-section. The oil scraper ring (3) at the bottom is spring-loaded.
All the piston rings are fitted with the markings facing up, and so markings up also applies when installing the oil
scraper ring.
The cylinder liners (B) are replaceable. They are centrifugally cast in cast iron alloy. The inside of each liner is
cross-pattern honed (4). The final fine machining of the liner surface is carried out using a method which is called plate
honing (5), where the sharpest peaks from initial machining are ground away.
The connecting rods (C) are forged and split at the bottom (the big end) using the breaking method. The top end (small
end) has a pressed-in bush (6) for the gudgeon pin, which is lubricated via a drilled hole (7). The two parts of the big
end are fastened together by four bolts, and each connecting rod is labelled from 007 to 999 on both parts (8). The
connecting rods are marked FRONT to ensure that they are assembled correctly.
Camshaft and valve mechanism

The D13H has an overhead camshaft and a four-valve system. The camshaft is induction-hardened and runs in seven
bearing brackets, where the rear bearing is also an axial thrust bearing. Both the bearing shells and bearing blocks are
replaceable. Between each bearing journal there are four (with engine brake VEB7) or three (with engine brake VGT)
cams: inlet cam, injection cam, exhaust cam and brake cam (VEB7). The camshaft is driven by a gear (1) from the
engine transmission. A hydraulic oscillation damper (2) is mounted on the gear. There are also teeth on the oscillation
damper for the camshaft position sensor.
Note: The oscillation damper must absolutely not be interchanged with those from other variants.
The VGT engine brake supersedes the earlier EPG engine brake.

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In section (A) there is a cross-section of the valve mechanism for a pair of exhaust valves.
Engines with VEB7 engine brakes have a hydraulic function built into the exhaust valve rocker arm. Each rocker arm
operates a floating valve caliper (3) which opens the valves. The rocker arm (4) is mounted in bearings in the rocker
arm shaft (5) with bushing (6). Contact with the camshaft is via a roller (7) and against the valve yoke via ball socket
(8).
The camshaft markings for top dead centre (TDC) and for valve opening and injector timing adjustments are marked on
the front end of the camshaft (9), in front of the front bearing bracket (10).
Engine brake VEB7: TDC and the digits 1-6 with markings E1-E6 where E stands for exhaust.
VGT engine brake: TDC and the digits 1-6.

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The figures above show the rocker arm bridges for the VGT and VEB7 engine brakes respectively.
The VGT version has three rocker arms. One for the inlet valves, one for the unit injectors and one for the exhaust
valves.
VEB7 has four rocker arms. In addition to the three rocker arms for VGT, VEB7 has an additional brake rocker arm to
relieve the exhaust rocker arm. The brake rocker arm is located on the exhaust rocker arm and adjusts the
compression brake to facilitate engine braking.
Crankshaft, oscillation damper, flywheel
The crankshaft is drop forged and has induction hardened bearing surfaces and recesses. The crankshaft is located in
seven main bearings with replaceable bearing shells (1). The centre main bearing (B) also has an axial bearing which
consists of four crescent shaped spacers (2).
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Sealing at the front end (A) is by means of teflon seals (3) against the front crankshaft flange. At the rear (C) is another
teflon seal (4) sealing against a machined surface on the crankshaft gear (5). The gear is attached to the crankshaft
with a guide pin (6) and two bolts (7). There is a groove in the rear crankshaft flange for an O-ring (8) which forms a
seal between the flange and the gear.
Lubrication of the crankshaft is via individual channels in the cylinder block to each main bearing (1). The main bearing
journals have drilled lubrication channels (2), and from each journal, except the centre one, there is a drilled channel
(3) to the next bearing journal.
The oscillation damper is hydraulic and is bolted directly to the front flange of the crankshaft. The damper also carries
the pulley for the v-ribbed belt that drives the air conditioning (AC) compressor and the alternator. In the damper
housing (4) there is an inertia weight in the form of a cast iron ring (5) which can rotate freely on the bushings (6). The
space between the inertia weight and the housing is filled with silicone oil of high viscosity. As the crankshaft rotates,
torsion pulses are generated in the crankshaft by the power strokes of the pistons. The highly viscous silicon oil
smooths out the movements between the crankshaft pulsating rotation and the even rotation of the inertia weight,
which reduces the torsional tensions.
The flywheel (7) and the intermediary gear (8) are secured to the rear flange of the crankshaft by 14 M16 bolts (9). The
flywheel is located on the crankshaft with the same guide pin (10) as the gear wheel. There are machined grooves (12)
on the outer edge for the engine control system inductive flywheel sensor. The starter ring gear (11) is shrunk onto the
flywheel and can be replaced.
Engine transmission

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The engine timing gears are located at the rear of the engine, on a 6 mm thick steel plate (1).
The timing gear plate is held in place by a number of bolts and sealed against the cylinder block and cylinder head by
silicon. The timing gear plate has a machined groove facing the cylinder block, and the silicon is laid in a string along
the plate outside the groove.
There is a drilled hole in the timing gear plate which is used in conjunction with the markings on the camshaft gear (A)
to correctly assemble the camshaft gear.
The crankshaft gear and double idler gear have alignment markings (B) for correct assembly.
1. Timing gear plate

2. Crankshaft gear
3. Idler gear, double
4. Gear for power take off (extra equipment)
5. Idler gear, adjustable
6. Camshaft gear
7. Drive gear, air compressor
8. Drive gear, power steering and fuel pump
9. Idler gear, power steering and fuel pump
10.
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10. Drive gear, lubrication oil pump

11. Oscillation damper with teeth for the inductive camshaft sensor
Engine transmission idler gears
A: The small idler gear which drives the power steering servo and the fuel pump runs in a two row ball bearing (1) and
is secured by a bolt (2). The bolt passes through and holds the bearing against the timing gear plate, and is bolted into
the cylinder block.
B: The lower idler gear consists of two joined gear wheels. The gear is pre-fitted onto a hub (4) and runs in two conical
roller bearings (5). The guide sleeve (6) locates the idler gear on the timing gear plate.
This idler gear with its two gear wheels, bearings and hub are one complete assembly that must not be dismantled, but
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replaced as a complete component .
C: The adjustable idler gear runs in a bush (7) on the hub (8). The bush and the thrust washer (9) are
pressure-lubricated via a channel (10) which runs between the cylinder block and the timing gear plate. A guide pin
(11) in the lower part of the hub maintains constant backlash between the two idler gears. Therefore when adjusting,
only the backlash for the camshaft gear needs to be set.
Casings
There are two casings for the timing gears, both of cast aluminium. The upper timing gear casing (A) has a built-in oil
trap for crankcase ventilation. The lower casing (B) is a combined transmission and flywheel casing and includes
securing points for the rear engine mountings. The flywheel casing has two guide sleeves that position it with respect to
the timing gear plate.
Both casings are sealed against the timing gear plate with sealant. The sealing between the casings is by means of a
rubber strip (1) placed in a groove in the upper casing. The upper timing gear casing is sealed with two rubber pads (2)
against the timing gear plate. The upper timing gear casing is also sealed by sealant in the joint between the rubber
strip and the timing gear plate.
There are two holes with rubber plugs in the flywheel casing. One hole is for a cranking tool (3) to rotate the engine,
and a marking that indicates the position of the flywheel (4) is accessible via the other hole.
Cover (C) encloses the connection for the engine-driven power take-off.
Engine driven power take-off

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As extra equipment an engine-driven power take-off can be installed at the rear of the flywheel casing. The power
take-off is driven from the outer gear wheel of the lower idler gear, and the gear teeth are lubricated through a hole in
the idler gear bearing shield.
Different types of the power take-off are available, such as hydraulic pump or mechanical take-off. The illustration
shows a hydraulic pump.
Engine mounting

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The engine is mounted in the frame on brackets with vulcanised rubber inserts. The front mounting (A) consists of a
cast steel brace (1) with two rubber vibration dampers (2) resting on a cross beam (3) to which aluminium wedges are
riveted. The brace is bolted to a cast steel bow (4) resting on a rubber pad (5) attached to the cross beam (3), and is
bolted to brackets mounted on the front sides of the cylinder block.
The two rear mountings (B) each consist of two parts. The brackets (6) are bolted onto the combined transmission and
flywheel housing. The brackets with rubber damping (7) are bolted onto the inside of the frame member rib.
Lubrication system
The engine is pressure lubricated by a gear pump located at the rear and driven by the engine crankshaft. Two
longitudinal oil channels are drilled through the cylinder block the main lubrication channel (oil gallery) and the piston
cooling oil gallery. The main oil gallery ends in a cast-in channel which carries oil to the timing gears. A centrally
located drilled channel though the cylinder block and cylinder head takes oil up to the VCB valve and the drilled rocker
arm shaft, which via oil channels lubricates the camshaft bearings and rocker arm bearings.
The oil filter housing is bolted to the right side of the engine and has two full flow filters and one bypass filter. The oil
cooler is located in the cylinder block cooling jacket on the same side.

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The oil flow through the engine is regulated by valves located inside the cylinder block, pump and oil filter housing. .
1. Reduction valve
2. Safety valve
3. Electrically controlled valve piston cooling valve
4. Electrically controlled oil cooler valve
5. Pressure outlet for piston cooling
6. Pressure sensor, piston cooling
7. Overflow valve for full-flow filter
The reduction valve (1) is integrated into the oil pump and cannot be replaced as a separate item.
Lubrication system, principle

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Oil is drawn up through the strainer (1) in plastic pipe (2) from the oil pan to the oil pump (3), which forces the oil via
pressure pipe (4) to the channels in the cylinder block. The oil passes through oil cooler (5) to filter housing (6). After
being filtered through the two full-flow filters (7), the oil passes through a connection pipe to the cylinder block's main
lubrication gallery (8) for distribution to all engine lubrication points and to the separator's turbine (9), in those cases
where closed crankcase ventilation (CCV) or partially closed crankcase ventilation (CCV-OX) is fitted. Lubrication of
the valve mechanism takes place via a drilled channel up to the VCB valve (10). In engines with VGT engine brake,
this valve is replaced by a connection housing.
External hoses is used to lubricate the air compressor (11) and turbocharger (12) with oil that has been filtered by the
full flow filter (7).
EGR valve (15) is operated, lubricated and cooled by oil from the by-pass filter (13).
The finely filtered oil from the bypass filter (13) is mixed with the piston cooling oil, which is led into the cylinder block's
piston cooling gallery. From here the oil is sprayed towards the undersides of the pistons from the nozzles (14).
(16) 3 mm bypass oil channel to ensure piston cooling.
A: Reduction valve maintains the oil pressure at the correct level.

B: Safety valve protects the oil pump, filter and oil cooler against excessive high pressure when the oil
viscosity is high.
C: Electric valve for the oil cooler controls the oil temperature to its optimal value.
D: Overflow valve for the full flow filter opens and allows oil to pass through, bypassing the oil filter if it
becomes blocked.
E: Piston cooling regulator valve regulates the oil flow to the piston cooling channel.
Oil pump and oil cooler

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The oil pump is a gear pump located at the rear end of the engine and secured by four bolts to the rear main bearing
cap. It is driven by a gear (1) directly from the crankshaft gear. The pump has a helical gear wheel to reduce noise, and
its shafts are mounted in bearings set into the pump housing, which is of aluminium. The pressure reducing valve (2) is
fitted inside the oil pump and controls the lubricating oil pressure.

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The oil pump is a gear pump located at the rear end of the engine and secured by four screws to the rear main bearing
cap. It is driven by a gear (1) directly from the crankshaft gear. The pump has helical gear wheels to reduce noise, and
its shafts run in bearings directly in the pump housing, which is made of aluminium. The pressure reduction valve (2) is
fitted in the oil pump and controls the pressure in the lubrication system via an oil channel (3) in the rear main bearing.
The suction system is in two parts and consists of a plastic pipe (4) with a strainer from the oil pan and a pipe (5) of
steel or aluminium. The plastic pipe is fastened with screws to the stiffening frame. The metal pipe is sealed at both
ends by rubber seals and is available in two lengths, depending on which type of oil pan is used and how it is installed.
The steel pressure pipe (6) is secured to the cylinder block and sealed with rubber sealings.
A connection pipe from the oil filter housing carries the oil to the main gallery.
The oil cooler (7) is bolted directly to the oil cooler casing (9) and is completely surrounded by coolant due to the flow
plate (8).

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Piston cooling system
Here, the oil flow for the piston cooling system is shown, where the valve (3) balances the oil flow to the piston cooling
channel. The valve (3) is controlled by the engine control unit (EECU) which gets its signal from the pressure sensor
(6). The piston cooling nozzle is directed so that the oil jet hits the inlet hole to the piston cooling chamber.
Fuel system

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The D13H fuel system is electronically controlled (via the EMS). Fuel injection is performed by unit injectors, one for
each cylinder, at high pressure. The high pressure is created mechanically via the overhead camshaft and rocker arms.
Regulation of the fuel amount and injection point are electronically controlled via the engine electronic control unit
(EECU), which receives signals from a number of sensors.
The illustration shows the principal components of the fuel system.
1. Strainer, combined tank unit

2. Feed pump
3. Fuel filter housing
4. Pre-filter with water separator
5. Bleeder valve
6. Fuel filter
7. Overflow valve
8. Unit injector
9. Fuel channel in the cylinder head
10. Injector
11. Valve block with pressure sensor and shut-off valve.
12. Engine control unit cooling coil.
The D13H is equipped with a hand pump, located on the fuel filter housing.
Fuel feed system, principle

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The fuel is drawn by means of the feed pump (1) through a strainer (2) in the combined tank unit, up through the
cooling loop (6), which cools the engine control unit (EECU) (16), and then down to the fuel filter housing (3). There the
fuel passes through a non-return valve (11) and a pre-filter (4) with a water separator (13). The task of the non-return
valve is to prevent fuel from running back to the tank when the engine is switched off, or when pumping by hand.
The feed pump (1) sends fuel to the fuel filter housing (3) and through the main filter (5) up to the longitudinal fuel rail
(9) in the cylinder head. This rail supplies each unit injector (8) with fuel via a ring-shaped channel around each injector
in the cylinder head. Overflow valve (7) controls the pressure of the fuel feed to the injectors.
When the injector opens, fuel flows into the valve block (26) via the fuel line (27) and on to the injector (28). When the
injector closes fuel flows back via the valve block and on through the return line (29) to the fuel tank.
Return fuel from the cylinder head fuel rail (9) goes via the overflow valve (7) back to the fuel filter housing (3). The
through channel in the fuel filter housing mixes the return fuel with fuel from the tank and draws it on to the feed pump
inlet (suction side).
There are two valves in the feed pump. The safety valve (14) allows the fuel to flow back to the suction side when the
pressure becomes too high, for example when the fuel filter is blocked. The non-return valve (15) opens when the
manual fuel pump (12) is being used, so that the fuel can be pumped more easily by hand.
The fuel filter housing (3) also has a built-in bleed valve (10). The fuel system is vented automatically when the engine
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starts. Any air in the system flows, together with a small amount of fuel, back to the tank (2) via a pipe.
When changing filters close valve pegs (18 and 19) to prevent fuel leaking out here when the fuel filter is unbolted. Air
bleeding of the filter when changing filters is controlled by valves (18 and 20) in the filter housing and the bleed valve
(10).
There is a fuel pressure sensor (21) in the fuel filter housing which measures the feed pressure after the fuel filter. A
fault code is shown on the instrument panel if the feed pressure is less than the value given in the fault code book. The
plugged outlet (22) in the fuel filter housing is used for feed pressure measurements with an external pressure sensor
or gauge.
There is a level sensor (23) inside the water separator (13) which sends a signal to the driver if there is water in the
system. Draining is performed by means of a stalk (24) on the steering column. This opens an electrical drain valve
(25) via a command from the engine control unit (EECU).
For the draining process to be activated, the following conditions must be met:
level sensor (3) in the water separator shows a high water level
engine switched off/starter key in the drive position
the vehicle is stationary
the parking brake is applied.
If the engine is started during the draining process, the draining will be stopped. A warning on the instrument panel
remains as long as the water in fuel indicator is above the warning level.
As an extra accessory there is also a fuel heater (26) that is installed in the lower part of the water separator.
The hand pump (12) is located on the fuel filter housing and is used to pump fuel forward (with the engine stopped) in
case the fuel system has been emptied.
Note: The hand pump must not be used while the engine is running.
Fuel system, components

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A: The unit injectors are of type E3 with two solenoid valves for more precise injection.
B: There is a hand pump (1) in the fuel filter bracket, which is used to pump fuel forward if the system has been
emptied, and a non-return valve to prevent fuel from running back to the tank when the engine is switched off.
The electrical connections (2) are for the level sensor (3) and the drain valve (4) in the water separator (5).
The pre-filter (6) filters the fuel before it passes through the feed pump, i.e. it is on the suction side. The main filter (7)
filters the fuel after it passes through the feed pump, i.e. it is on the pressure side.
C: The fuel pump is of the gear type and mounted on the steering servo pump (8). The fuel pump is driven by the shaft
(9) passing through the power steering pump. Sealing between the two pumps uses an O-ring (10) positioned in a
groove in the power steering pump flange. Power transmission between the pumps is via a floating follower (11).
The pump housing (12) and the cover (13) are cast iron. The drive gear shaft and the pump wheel run in needle
bearings (14 and 15 respectively). The pump safety valve (16) is located in the pump housing and the non-return valve
(17) in the pump end cover.
Fuel which leaks past the pump drive shaft is drawn back to the suction side in the pump via a channel (18).
D: The cooling loop on the left side of the engine cools the engine control unit (EECU) using fuel from the suction side
of the feed pump.
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E: The overflow valve (19) on the cylinder head controls the pressure in the low pressure system, which supplies fuel to
the unit injectors and at the same time cools them. The overflow valve has a built-in bleed valve for the fuel system.
F: Valve block (20) Valve block with pressure sensor and shut-off valve.
G: Injector (21) is used with the DPF silencer systems to inject diesel fuel into the exhaust flow in order to increase the
exhaust temperature to the level required for active regeneration to start.
Unit injectors

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The D13H engine has a tapered unit injector with two solenoid valves for more precise injection. This ensures better
combustion and minimises particle emission, producing cleaner exhaust gases.
The unit injectors are placed vertically at the centre of each cylinder, between the four valves, and are held in place by
a yoke (1). The lower part of the injector is held against the coolant jacket in the injector sleeve (2) and with o-ring (3).
The ring shaped chamber for fuel supply (4) around each injector is sealed by two o-rings (5 and 6).
A unit injector principally consists of three parts:
A. Pump section
B. Valve section (Actuator)
C. Spray atomiser section
Within the valve section are two solenoid valves the waste valve (7) and the needle valve (8) with solenoid coils (9
and 10 respectively) and return springs.
In the filling phase the pump piston moves upwards and fuel from the cylinder head fuel rail is forced into the unit
injector.
In the waste phase the pump piston moves down and fuel is forced back out into the cylinder head fuel rail. During this
time the solenoid valve coils have no current and the waste valve is open, so no pressure can build up in the fuel
channel to the spray atomiser.
In the pressure build-up phase, the waste valve solenoid coil is energised and the waste valve closes. This allows a
high pressure to be built up in the fuel channel (14). Pressure also increases in the chamber (15) behind the needle
valve, which affects the needle valve piston (12) and prevents the needle valve (8) from opening the nozzle pin (13).
Once the desired fuel pressure has been achieved, the injection phase begins. The needle valve solenoid coil receives
electric current and opens the needle valve (8). This releases the high pressure on to the needle valve piston and the
nozzle pin (13) opens. Atomised fuel now sprays out at extremely high pressure into the engine combustion chamber.
Fuel injection is stopped by opening the waste valve again, which causes the pressure on the piston (12) to drop and
the nozzle pin (13) closes.
The complete injection process is controlled by the engine management system (EMS).
There are three markings on the injector electrical connector (16) part number (17), trim code (18) and
manufacturing number (19). When replacing one or more injectors, the engine control unit (EECU) must be
programmed with the new injector's trim code, since each injector is unique and the engine is trimmed for optimal fuel
injection and as low emission as possible. The trim code is programmed in using the parameter programming section
of VCADS Pro. Programming only needs to be carried out for the replacement injector(s).
Inlet and exhaust system
Air intake and air filter

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The air intake is completely made of plastic and located behind the rear wall of the cab. The connection between the
cab and the chassis parts is by means of a self-sealing rubber bellows (1). At the bottom of the lower connection pipe
is a rubber valve (2) for draining out water. A safety net (3) is attached to the rubber bellows. The connection between
the air compressor and the clean side of the air intake consists of a pipe and a rubber bellows (4).
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 must be replaced at the appropriate service intervals, or else when the warning lamp (6)
lights. In demanding conditions an extra filter (7) can be fitted.
On the pipe between the filter housing and the turbocharger is a combined sensor for air temperature and negative
pressure (8). The sensor transmits a signal to the engine control unit (EECU) if the filter starts to block, and a warning
lamp (6) lights on the instrument panel.
Starter element

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For markets with cold winters, there is an electric starter element (1), available as an optional extra. This is activated
when the driver turns the starter key to the preheater position and the engines coolant temperature is lower than
+10C. Preheating and after-heating time is controlled by the engine control unit. When the element is switched on, the
element symbol is displayed on the instrument panel.
In the diagram the connection times are shown in seconds in relation to the engine coolant temperature. The
advantage is easier starting and less white smoke from the exhaust.
The starter element relay is located in the battery box.

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Charge air cooler
The D13H is equipped with a charge air cooler (intercooler) of the air-to-air type. The charge air cooler is located in
front of the radiator and lowers the inlet air temperature by about 150 C. The inlet air to the engine thus has its
temperature lowered which ensures cleaner combustion. This produces much smaller amounts of NO x which is
absolutely necessary to meet low exhaust emission requirements.
Lowering the inlet air temperature also increases its density, which means that more air goes into the engine, allowing
more fuel to be injected. This results in higher engine power.
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The cooler air also reduces the stresses on pistons and valves.
Throttle
D13H is equipped with a throttle valve at the connection to the mixing chamber and EGR pipe.
The two primary functions of the throttle valve are:
Regulate the mixture of cooled charge air and exhaust in the EGR system using a shutter in the throttle housing.
Regulate the heating for regeneration of the diesel particle filter as well as the heating and temperature of exhaust
before it flows into the SCR catalytic converter.
In addition the throttle enables the engine to be switched off smoothly with less vibration.
Exhaust manifold

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The exhaust manifold is manufactured in three sections, of heat-resistant cast iron. The joints are of sliding type with
sleeve seals. Between the cylinder head and the manifold flanges are graphite-coated gaskets.
The turbocharger is a VGT-turbo (Variable Geometry Turbo), which means it has a variably adjustable shutter. This
shutter is regulated on the basis of the engine load by an actuator which in turn is regulated by the engine control unit
(EECU). The air intake is divided into two areas - an inner and an outer - connected by a circular opening. This
turbocharger design ensures efficiency at both low and high rotation speeds.
Variable turbocharger (VGT)

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1. Actuator
2. Turbocharger rotation speed sensor (behind the turbocharger, not shown in the illustration)
3. Turbine
4. Variable shutters
5. Output gear
The turbocharger is a VGT Variable Geometry Turbo.
The VGT turbo is regulated by the engine control unit (EECU) to continually achieve the best performance, least fuel
consumption and least exhaust emission.
The VGT turbo has variably adjustable shutters, which means that the charge pressure can be varied. The VGT turbo
shutters are regulated on the basis of the engine load, via an actuator located on the turbo. The actuator receives
information from the engine control unit (EECU) via J1939-7. With greater acceleration the charge pressure is built up
more quickly with a VGT turbo than with a conventional turbo.
The VGT turbo regulates together with the EGR valve the quantity of EGR gas in the inlet pipe. The capacity to adjust
the charge air pressure means that the optimal quantity of EGR gas is supplied to the inlet pipe irrespective of the
engine speed.
If there is an electrical or mechanical fault the engine effect is reduced, at the same time as the actuator sets the
shutters to fully open position. This reduces the charge air pressure.
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The VGT turbo's adjustable stators are also used as an engine brake and heat retaining function and replaces the
earlier exhaust pressure regulator EPG.
Air purging the injector

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The after-treatment system on D13H uses air to remove any residual fuel in the injector after active regeneration.
When the engine is running, a continuous flow of air is supplied from the vehicle's pneumatic system. The air is fed
from the distribution block (1) to the shut-off valve (2). The air is then fed to the pressure regulator (3), which reduces
the air pressure to approximately 2.2 bar. The air is then fed out from the pressure regulator via the air line (4) and
non-return valve (5) into a control valve (6). The control valve contains 2 non-return valves whose task is to prevent
any incorrect flow of air or fuel (7). The air flows onward through injector (8) where it removes any excess fuel from the
injector nozzle and then onward to the engine's exhaust system.
The air purging system is shut off together with the engine.
The control valve's design
Distribution block (1)

Shut-off valve (2)
Pressure regulator with inlet filter (3)
Air line (4)
Non-return valve with screen (5)
Control valve (6)
Fuel line (7)
Injector (8)
1. Housing
2. o-ring
3. Piston
4. Spring
5. Sleeve
6. Air connection
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7. Fuel connection
EGR system
1. EGR valve
2. Rear exhaust pipe
3. EGR cooler

4. 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.
The
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4. Differential pressure sensor

5. EGR temperature sensor
6. Venturi tube
7. EGR pipe
8. Mixing chamber/throttle
9. Charge air sensor
EGR is Exhaust Gas Recirculation and is a system for the recirculation of exhaust. Nitrous oxide levels (NO x) in the
exhaust increase with increased combustion temperature and increased availability of oxygen. The main purpose of
the EGR system is to return cooled exhaust and mix this with the intake air, and then return the mixture to the
combustion chamber to reduce combustion temperature and thereby reduce the formation of NO x in the exhaust.
Some of the exhaust is steered by the EGR valve (1) from the exhaust collector in the EGR cooler (3).
The cooled EGR gases flow into the mixing chamber (9) where they are mixed with the intake air which has been
cooled in the charge air cooler. The mixture of EGR gases and intake air flows from the mixing chamber into the inlet
pipe.
The amount of recirculated EGR gases is regulated by the EGR valve and depends on engine speed, engine load and
coolant temperature. Maximum EGR flow is supplied with maximum engine load.
EGR valve
The engine uses an EGR valve to regulated the amount of recirculated exhaust. The EGR valve is regulated using oil
pressure from the engine oil system and it supplies the EGR system with exhaust from the exhaust collector pipe. The
oil pressure is regulated by a solenoid inside the EGR valve which in turn is regulated by the engine control unit
(EECU).
The EGR valve is located on the rear part of the exhaust collector pipe before the EGR cooler in order to, among other
things, prevent damage to the EGR cooler by exhaust flow pulses caused by the engine brake.
If the exhaust gas is allowed to condense for a longer period, corrosion can build up in the inlet manifold, mixing
chamber and venturi tube. To prevent condensation and therefore corrosion from forming in the exhaust collector pipe,
the engine control unit compares engine speed, engine load, ambient temperature, humidity, intake temperature and
desired EGR value to estimate the dew point in the inlet pipe. The engine control unit (EECU) then regulates the EGR
valve opening so that the dew point is exceeded and condensation avoided. The inlet pipe, mixing chamber and venturi
tube are treated for corrosion resistance but should nevertheless not be exposed to condensation for a long period.
EGR cooler
The EGR cooler, which is cooled by the engine coolant, entails a number of pipes with flanges which cool off the EGR
gas before it enters the mixing chamber. The flanges increase the turbulence in the gas flow which improves the
cooling effect at the same time as it reduces deposits. Turbulence also reduces the collection of unwanted particles.
Sensors
EGR temperature sensor

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The EGR temperature sensor is located in the connecting pipe after the venturi tube. The sensor provides the engine
control unit (EECU) with information on the temperature of the recirculated gases and the EECU then in turn regulates,
in combination with the the differential pressure in the venturi tube, the EGR valve and the turbo shutters to create the
correct EGR flow.
Differential pressure sensor

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The differential pressure sensor is located on the venturi tube. The sensor measures the pressure difference in the
venturi tube. Using the pressure difference, the engine control unit (EECU) calculates the flow of the recirculated gases
and in turn regulates the EGR valve.
Charge air sensor

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The charge air sensor (1) is located on the inlet pipe. The sensor provides the engine control unit (EECU) with
information on the pressure of the EGR gas and intake air mixture and in turn regulates the EGR valve.
Mixing chamber
The cooled recirculated gases and the intake air, which has been cooled in the charge air cooler, meet in the mixing
chamber. From here the mixture flows through the inlet pipe into the combustion chamber.
Venturi tube
The flow of the cooled exhaust is measured in the venturi tube using the differential pressure sensor, which measures
the difference across the tube. The engine control unit (EECU) receives information on the exhaust flow in the venturi
tube and uses this value, among others, to regulate the EGR valve and the turbo shutters.
EGR diagnostics
The engine control unit (EECU) regulates the EGR valve position using the differential pressure sensor, which
measures the flow in the venturi tube. If the flow in the venturi tube does not correspond to the desired EGR valve
position, a fault code is set. For example, if the engine control unit registers a high exhaust flow in the venturi tube at
the same time as the engine control unit does not open the EGR valve.
Engine brake
D13H can be equipped with two different types of engine brake.
VGT engine brake (supersedes the earlier EPG engine brake)

Engine brake VEB7
The effect of the engine brake is set by the driver. The braking effect varies depending on the configuration of engine
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brakes.
VGT engine brake

New for the D13H engine is that the VGT turbo (Variable Geometry Turbo) is used as an engine brake. The engine
control unit (EECU) regulates the turbo's variable shutters to increase the exhaust back pressure during exhaust
braking, which causes the engine to run heavier and thereby brake the vehicle. This replaces the earlier EPG engine
brake. A weak whistling noise can be faintly heard when the engine brake is activated.
Engine brake VEB7

VEB7 is a further development of the VEB engine brake. The VEB7 engine brake consists of two interacting systems:
VGT brake
VCB brake (Volve Compression Brake)
They work together by the VGT turbo building up a back pressure which reinforces the effect of the compression brake.
During the compression stroke a braking effect is developed by making the piston compress the gases. If the
accelerator pedal is released, no fuel will be injected and no combustion takes place as the piston rises to the top of
the cylinder. During the power stroke, despite the fact that there is no combustion, the compressed gases force the
piston down so that some driving power is generated. The braking effect of the compression stroke and the driving
power on the power stroke are more or less equal, so the net effect is that no braking force is generated.
The compression brake acts by eliminating the power exerted on the piston during the power stroke, even though the
accelerator pedal is released, and thereby the compression stroke braking power is utilised during engine braking.
By combining the compression brake with the VGT brake, the compression stroke braking power is further increased.
Compression braking is achieved mechanically by having the engine equipped with special rocker arms for the exhaust
valves and a valve that controls the oil pressure in the rocker arm shaft. The braking effect of the compression brake
on the engine is achieved by:
The exhaust valves opening and letting in more air during the inlet stroke, which gives more air to compress
during the compression stroke.
The exhaust valve opens just before TDC on the compression stroke and punctures the compression, thus
reducing the effect of the power stroke.
The VGT brake builds up back pressure in the exhaust collector pipe which increases the pressure of the air that
enters during the inlet stroke. The back pressure increases the braking power of the compression brake.
Engine brake variant VGTC

VGTC is only used on vehicles with I-shift gearboxes, when the VEB7 engine brake is not wanted.
The C in the designation indicates that the engine is fitted with a compression brake, but that it is only used for
reducing engine speed when changing gear.
VCB valve

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The VCB valve is fed with full oil pressure from the gallery and is connected to the rocker arm shaft.
The VCB valve regulates the oil pressure to the rocker arm mechanism and is controlled by engine control unit
(EECU).
With normal driving, the VCB valve reduces the oil pressure to the rocker arm shaft, which is enough to lubricate the
camshaft bearings and the valve mechanisms.
Crankcase ventilation
Since some of the combustion products enter the crankcase after passing by the pistons and piston rings ( blow-by ),
the crankcase must be ventilated.
The D13H engine is available with three different variants of crankcase ventilation:
Closed crankcase ventilation with centrifugal type separator (CCV-C)

Open crankcase ventilation, with a centrifugal type separator (CCV-OX) (for cold markets)
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Open crankcase ventilation (CCV-O)
Crankcase ventilation
The D13H engine has two oil traps located in the upper transmission cover (1) and the valve cover (2), as well as an
external pipe (3) to lead the crankcase gases away.
The oil trap in the timing gear cover is designed as a labyrinth, with the connection from the crankcase (4) at the centre
of the idler gear. The rotation of the idler gear generates here a relatively oil-free area.
The oil trap in the valve cover consists of a cast-in channel (5) with three drains (6) for the separated oil.
Closed crankcase ventilation with a centrifugal type separator (CCV-C)

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The main component in the new closed crankcase ventilation system is a separator (A) directly mounted on the left
side of the cylinder block. Oil from the engine lubrication system drives a turbine (3) via an oil channel to drive the
separator. The turbine is connected to a drive shaft (4) with a number of discs (5) rotating at approximately 8 000 rpm
during normal engine operation. On the side of the separator is a pressure regulator (6) with a diaphragm (7), which
closes the oil flow to the turbine if the pressure falls too low.
After passing through the oil traps in the upper timing gear cover and the valve cover (see Open crankcase ventilation),
the crankcase gases are led to the intake at the top of the separator via a hose connection (1) and enter the separator
from above directly over of the rotating discs. Oil and heavier particles are thrown centrifugally towards the periphery
and are led from there back to the oil sump together with the oil which drives the turbine.
The clean gases are led to the turbocharger inlet side via connector (2).
Open crankcase ventilation with a centrifugal type separator (CCV-OX)

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The partly open and closed crankcase ventilation systems are identical apart from that the purified gases from the
separator are led out into the atmosphere via the pipe (1).
Open crankcase ventilation (CCV-O)

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Open crankcase ventilation means that the crankcase gases, after passing through the oil traps in the upper timing
gear cover and valve cover, are led out via a hose connection (1).
Cooling system

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The illustration shows the cooling systems exterior details and the coolants circulation. The coolant thermostat
housing is machined into the cylinder head.
Note: The coolant used for D13H must not be mixed with other types of coolants.
1. Radiator
2. Expansion tank
3. Upper filler cap including pressure valve
4. Front filler cap
5. Level sensor
6. Heater in the cab
7. Connection from coolant thermostat to radiator
The
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8. Temperature sensor
9. Coolant pump
10. Air compressor
11. The snap-on coupling for draining the coolant from the engine.
12. The snap-on coupling for draining the coolant from the engine.
13. Drain nipple for draining coolant from the EGR cooler.
14. Connection for gearbox cooling
15. Connection for engine heater (220 V, socket)
16. Engine heater (diesel driven)
Coolant is pumped by the coolant pump (1) up through the oil cooler (2), which is bolted to the coolant cap (oil cooler
cover).
Some of the coolant is then forced into the EGR cooler (3), VGT turbo (4) and the turbo actuator (5).
Other coolant is pumped to the cylinder liner lower cooling jacket via the holes (6), while most of it continues through
hole (7) to the cylinder liner upper cooling jacket. From there the coolant goes to the cylinder head via channels (8).
The cylinder head has a horizontal dividing wall which forces the coolant past the hottest areas for efficient heat
transfer.
The coolant then flows through the thermostat (9), which returns the coolant to the coolant pump via the radiator or the
bypass pipe (10). The route taken by the coolant depends on the coolant temperature.
The air compressor (11), gearbox and other equipment are connected via external pipes and hoses, with the return
leads to the pump suction side.

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Coolant pump and thermostat
The coolant circulation thermostat is of piston type and has a temperature-sensitive wax body which regulates opening
and closing. The thermostat begins to open at a coolant temperature of 82 C.
A: Thermostat is closed (cold engine).
B: Thermostat is opens (warm engine).
C: The coolant pump has an aluminium casing (1). At the rear of the pump (8) there are channels for coolant
distribution, while the casing contains a plastic impeller (2), shaft seal (3), bearing (4) and pulley (5). There are two
types of pulley with different diameters depending on whether the vehicle has a retarder or not.
The shaft bearing is a permanently lubricated combination roller bearing. Between the shaft seal and the bearing there
is a ventilated space (6) which opens out behind the pulley (7). The rear of the pump (8) is bolted to the cylinder block.

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Note: Dried coolant residue may form around the weep hole. Coolant residue build-up is a normal function of the
coolant pump and does not require replacement of the engine coolant pump.
Drive belts
The D13H has two drive belts, both V-ribbed (Poly-V).

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The inner belt drives the air conditioning compressor (AC) and the alternator (A). The outer belt drives the fan (F) and
coolant pump (WP). Both belts have automatic belt tensioners (T). To obtain correct alignment of the outer belt with the
coolant pump pulley there is also an idler roller (I).
Coolant fan
The vehicle is equipped with a fan for cooling, amoung other things, the radiator, charge air cooler and AC condenser.
The cooling fan is of the viscous type (slip fan with silicon oil as the transmission fluid) with electrical engagement and
disengagement. Engagement and disengagement are by means of a solenoid (1), which receives signals from the
engine control unit (EECU) via the connector (2). The advantage of this type of fan is better 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 (EECU).
Coolant temperature
Pneumatic system
Air conditioning (AC) system
Charge air temperature
Retarder
EECU temperature
Note: It is always the system that is demanding the highest speed, that has its request met. The engine control unit
(EECU) determines which system will have the highest priority and at what speed the fan will run.
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The fan's main components are:
1. Solenoid
2. Electrical connector
3. Clutch housing
4. Outer cover
5. Drive plate
6. Valve
7. Bearing, clutch housing
8. Fan shaft
9. Bearing, solenoid
10. Sensor wheel, rotational speed sensor
11. Return channel, silicone oil
12. Feed channel, silicone oil
13. Storage chamber
14. Drive chamber
The drive plate is fixed to the fan shaft and always rotates at the same speed as the fan pulley. The clutch housing is
attached to the fan and runs on the fan shaft; it can therefore rotate freely in relation to the shaft.
Fan function

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Illustration A shows the fan when the solenoid is energised, for example when the fan is idling. The solenoid generates
a magnetic field which holds the valve in the feed channel closed, so the silicon oil collects in the outer storage
chamber.
Illustration B shows what happens when the solenoid is not energised. The silicon oil can now flow into the drive
chamber and fill the space between the drive plate ribs and the grooves in the clutch housing. The high viscosity of the
silicon oil acts as a friction agent and draws with it the clutch housing, so that the fan speed increases. Centrifugal
force forces the silicon oil out from the drive chamber and via the return channel back to the storage chamber. This
means that as soon as the valve closes the supply of oil reduces the amount in the drive chamber and the fan speed
reduces.
Fan control

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The speed of the fan is controlled by the engine control unit (EECU) and is influenced by the temperature sensor
connected to it.
The control signal to the fan energises the solenoid, which then operates the valve between the oil chamber and the
feed channel. The control signal is of PWM (Pulse Width Modulated) type and the fan speed is controlled by the width
of the pulses. The longer the PWM pulses, the slower the fan rotates. The fan is equipped with a speed sensor that
sends information to the control unit on the speed of the fan at any given moment.
The EECU-controlled fan has a Fail Safe mechanism. If there is an electrical fault in the fan or its connections, the fan
will run fully connected at the highest possible speed. The aim of this is to avoid the engine overheating even though
an electrical fault has occurred. In some cases, for example in cold climates, the fan can be disconnected completely
and rotate at the lowest possible speed, if there is an electrical fault.
The driver is warned by a yellow light on the instrument panel to show that there is an electrical fault in the fan or its
connections.
Note: Each time the engine starts the fan begins to rotate, and if the engine is cold, the fan runs for about 2 minutes
before it reduces to idling speed.
Coolant temperature
Coolant temperature is the most important parameter that controls coolant fan speed. This is to maintain an even
coolant temperature. For any given target coolant temperature there is a minimum fan speed. This is so that the fan will
be prepared for possible commands to run at a higher speed. The acceleration time of the fan is too long if it is started
from idling speed.
Pneumatic system
The pneumatic system can request activation of the fan via the vehicle control unit (VECU). The fan is activated to
lower the temperature in the air compressors cooling coil when the compressor charges the system. The function is
used to ensure cooling of the compressed air before it enters the air drier. For the function to be activated, the following
conditions must be met:
Air compressor charging (controlled by the air drier via the vehicle control unit).
Engine speed exceeds a specific level.
Vehicle speed is below a specific level.
Inlet temperature exceeds a specific level.
Air conditioning (AC) system

For the AC system to request activation of the fan, the vehicle speed, ambient temperature and engine speed must
fulfil specific requirements and the AC must be activated. If the pressure in the AC system is too high, the system can
request activation of the fan irrespective of vehicle speed, ambient temperature and engine speed. This function is to
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ensure that the AC operates correctly.
Charge air temperature

If the charge air temperature exceeds a specific level and the requested engine torque also exceeds a specific level,
the charge air temperature requests the activation of the fan. As charge air temperature can be affected when the
engine brake is activated, there is a delay in the request for fan activation after engine braking.
Retarder
The retarder can request activation of the fan to generate increased cooling.
Compact retarder
The request for fan activation requires the following conditions to be met:
The retarder must be activated.

The vehicle speed must be >0 km/h for 40 seconds after the retarder has been activated.
The propeller shaft speed should be above a specific level.
The coolant temperature or the retarder oil temperature must exceed specific levels.
Powertronic retarder
The request for fan activation requires the following conditions to be met:
The retarder must be activated.

The gearbox oil temperature must be above a specific level.
or
The retarder oil temperature must be above a specific level.
or
The retarder oil temperature increase per time unit must be above a specific level.
EECU temperature
In extreme conditions, the EECU can request the activation of the fan if the temperature of the EECU unit exceeds a
specific level.
For more information on how different parameter values affect fan speed, see Specifications Group 20.
Control system
Engine control system

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The D13H fuel system is controlled electronically regarding the injection amount and injection timing. The system is
called EMS (Engine Management System). The details of the engine system are briefly described here.
The central part of the system is the engine control unit (EECU), which is located on the left side of the engine and
mounted on vibration damping rubber feet. The control unit requires continuous information from the accelerator pedal
and a number of sensors on the engine in order to control the amount of fuel and the injection timing. All cable
connections for the engine sensors have DIN standard connectors.
The engine control system sensors (some have dual functions):
1. Coolant level sensor located in the expansion tank.

The
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2. Charge air temperature sensor - located in the inlet pipe.

3. Camshaft position sensor located in the upper timing gear cover.
4. Air negative pressure/temperature sensor combined sensor located on the clean side of the inlet air filter
housing.
5. Flywheel position and speed sensor located on the top of the flywheel housing.
6. Oil pressure sensor located in the cylinder block main lubrication gallery.
7. EGR temperature sensor located in the connection pipe after the venturi pipe.
8. Differential pressure sensor - located on the venturi tube.
9. Temperature sensor located in the charge air pipe.
10. Piston cooling pressure sensor located on the oil filter bracket.
11. Speed sensor VGT turbo - located in the VGT turbo bearing housing behind the actuator.
12. Level sensor for water separator located in the water separator reservoir.
13. Crankcase pressure sensor located on the left side of the cylinder block.
14. Oil level/temperature sensor located in the lubricating oil sump. Combined sensor with its connector secured
to the left side of the sump.
15. Fuel pressure sensor located on the filter housing. EGR temperature sensor located in the connecting pipe
after the venturi pipe.
16. Cooling fan soleniod and rotation speed sensor located in the hub of the cooling fan.
In the control unit there are, in addition, an atmospheric pressure sensor and a temperature sensor.
Electronically controlled start function
Starter motor

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EMS-controlled starter motor
The starter motor is controlled by the engine control unit (EECU) via the vehicle control unit (VECU) and the starter
relay. It also senses information from other control units and will only permit starting if all the affected control units
permit it.
Engine wiring and grounding

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All the wiring connections between the sensors, injectors, actuators etc. are grouped in the engine cable harness.

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There is a ground connection point - at the right, rear engine mounting between the engine and the chassis.
Fault codes for D13H
General
MID:
Message Identification Description (control unit identification).
PID:
Parameter Identification Description (parameter identification (value)).
PPID:
Proprietary Parameter Identification Description (Volvo-unique parameter identification (value)).
SID:
Subsystem Identification Description (component identification).
PSID:
Proprietary Subsystem Identification Description (Volvo-unique component identification).
FMI:
Failure Mode Identifier (fault type identification).
MID 128 Fault code types

All fault code types (FMI) light warning lamps under certain conditions, depending on the extent and seriousness of the
fault. Specific information for the respective fault codes is available in fault tracing information under FMI information.
The fault code meanings can vary due to the internal design of the control unit. The following descriptions show the
most common meanings.
Active/Inactive
An active fault code means that the fault was present when the diagnostics function most recently the monitored the
component or system.
An inactive fault code means that the fault was not present when the diagnostics function most recently monitored the
component or system. Inactive fault codes indicate that the fault was present but has disappeared, for example due to
a loose connection.
Fault code table
Fault code Cause

FMI 0, value too high Set when the value exceeds a predefined value.
FMI 1, value too low Set when the value is below a predefined value.
FMI 2, incorrect data Set if a sensor transmits an unreasonable value, which is checked by
the control unit comparing with the values received from other engine
sensors.
FMI 3, electrical fault Set in the case of a short-circuit to a higher voltage. The control unit
indicates an excessively high voltage in the electrical circuit.

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FMI 4, electrical fault Set in the case of a short-circuit to ground. The control unit indicates
an excessively low voltage in the electrical circuit.
FMI 5, electrical fault Set in the case of an open circuit. The control unit indicates an open
circuit in the electrical circuit.
FMI 6, electrical fault Set in the case of excessive current consumption. The control unit
indicates an excessively high current consumption.
FMI 7, mechanical fault Set when a mechanical component does not perform the expected
activity. The control unit detects this by analysing other sensor values,
for example position sensor values.
FMI 8, mechanical or electrical fault Set if the signal quality is subject to interference. The control unit is not
receiving a clear and clean signal.
FMI 9, communications fault Set when a signal is missing. The control unit is not receiving signals
from other control units via the data link.
FMI 10, mechanical or electrical fault Set in the case of an incorrect value. The control unit reads a value
that has not altered for a long time.
FMI 11, unknown fault Set when, for example, a signal is missing or if the connection
between different signals is unreasonable.
FMI 12, component fault Set on receiving an incorrect reply from another control unit or sensor.
FMI 13, incorrect calibration Set in the case of an error in calibration.
FMI 14, unknown fault Set in the case of a functional fault.
Freeze Frames
Information shown in the Freeze Frames panel provides an overview of the values at the moment a fault code was
activated. These values (before, during and after the fault code is shown) can facilitate investigation of a problem.
Freeze Frames are stored in the control unit when a fault code indicating a mechanical failure is set. In addition, Freeze
Frames are stored when any emission-related fault codes are set. This is a legal requirement.
Example:
If a value is close to an alarm limit just before and after a fault code is activated, the affected filter and fluid may be
dirty. If the value suddenly increases or decreases before the fault code is activated, it can indicate a breakdown in the
system.
Warning signals
Display
The display shows a descriptive text explaining the meaning of the fault code. It is also possible to choose to see the
numerical fault code (e.g. MID128, PID94, FMI5). In addition the display can show whether the fault code is active or
inactive, how many times it has been detected and when it was most recently detected.
Warning lamps and buzzer
1. Yellow lamp A yellow lamp means that there is a fault in the engine, but that it will
not cause engine damage. On the other hand, the fault could interfere
with the engine functions and the vehicle driveability.

67 / 69
2. Red lamp A red lamp lights when the engine has a serious fault. In several cases
the power is reduced to protect the engine. In certain cases the engine
is shut down when the vehicle speed is low enough. In many cases
the control unit will reduce the engine power so that vehicle speed will
be reduced before the engine is shut down.
3. Blue lamp A blue lamp lights when a fault code contains information that does
not necessarily mean that there is an actual fault, for example that the
automatic transmission is not in neutral when the driver is trying to
start the engine. When the lamp lights it is accompanied by a
descriptive text on the display.
4. Buzzer A buzzer sounds when the engine has a serious fault. The buzzer
usually sounds in conjunction with the red lamp being lit.
Engine protection
To protect the engine from major damage there are various types of engine protection
Power reduction
Power reduction occurs when a fault arises that could damage the engine if it is being run at full power. The vehicle
can be driven to a workshop for repair.
Power reduction may also take place when external factors affect the engine, such as when driving at high altitudes. To
prevent the exhaust temperature from rising too high, the power may be reduced at low engine speeds. In order to
protect the turbocharger against excessive speed, the power may also be reduced at high engine speeds. This is not a
fault, and this reduction in power is reset to full power when the external circumstances change. In this situation the
vehicle does not need to be driven to a workshop for fault tracing.
Engine shut-down
The engine will be shut down in the case of a fault that will damage the engine if it keeps running. Engine shut-down
does not take place until the vehicle speed falls below 5 km/h. The engine cannot be restarted as long as this fault
code is active. The vehicle will have to be towed to a workshop.
Emission-related faults
The engine emissions are monitored by the control unit, which generates a fault code to indicate a fault if the emissions
do not meet the legal requirements. When a fault that could affect the engine emissions is indicated, a fault code is
generated and the yellow lamp (2) lights in the display.
There is also a special diagnostics system for the engine exhaust after-treatment system, so-called NO x regulation
monitoring (NOx = nitric oxide).
The NOx regulation monitoring system contains fault codes that cannot be deleted.
When an emission-related fault code has been set (become active), the fault code will be stored for 400 days and
cannot be deleted, even if the current fault is remedied and the fault code has become inactive.
Note: Consequently, take care when working on vehicles to avoid non-erasable fault codes being set by mistake.
The purpose of the NOx control monitoring system is to monitor:
The level of NOx in the exhaust.

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Faults in the emission control monitoring system.
The following will occur if faults are detected in the exhaust after-treatment system:
The monitoring system will inform the driver via warning lamps and fault messages.
Non-erasable fault codes are set.
Possible power reduction of the engine (depending on type of fault).
For more information on NOx regulation monitoring see Function group 258, Information type Design and Function,
Exhaust After Treatment System, (EATS)
Self-clearing fault codes

Most fault codes clear themselves, i.e. if a fault code is generated and then becomes inactive, a self-clearing procedure
begins in the control unit. If the fault code remains inactive, i.e. if the system or component is still fault-free after a
number of driving cycles or a number of warm-up cycles, or a certain time, the fault code will be erased from the control
unit memory.
This is done in the following three ways:
1) The fault code is deleted after 40 fault-free warm-up cycles (WUC) in the EU the fault code will also be deleted
after 100 hours of fault-free operation; this applies for example to fault codes related to vehicle speed.
2) The fault code is deleted immediately when it becomes inactive; this applies for example to fault codes related to the
automatic transmission not being in neutral when starting.
3) The fault code is deleted if it has remained inactive for 400 days.

69 / 69

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IMPACT 3.

0 Thursday, 15 January 2015

Publish date Operation No.

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The engine's complete designation (D13H440) means:

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Label 1 contains, among other things:

Injector type: 1 = the engine has unit injectors of type E3

Label 2 contains, among other information:

Chassis number (vehicle)

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Stiffening frame and oil sump

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Cylinder head, position on the block

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Piston, cylinder liner and connecting rod

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Camshaft and valve mechanism

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Crankshaft, oscillation damper, flywheel

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1. Timing gear plate

10. Drive gear, lubrication oil pump

Engine transmission idler gears

replaced as a complete component .

Engine driven power take-off

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Lubrication system, principle

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A: Reduction valve maintains the oil pressure at the correct level.

Oil pump and oil cooler

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Piston cooling system

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The illustration shows the principal components of the fuel system.

1. Strainer, combined tank unit

Fuel feed system, principle

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Fuel system, components

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A unit injector principally consists of three parts:

Inlet and exhaust system

Air intake and air filter

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The starter element relay is located in the battery box.

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Charge air cooler

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Variable turbocharger (VGT)

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The turbocharger is a VGT Variable Geometry Turbo.

Air purging the injector

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