Engine D13C

Design and function

Student booklet
Foreword
This training kit describes the design
and function of D13C engines. Service
procedures and the use of special tools are
described in the volvo service literature.
The engine is currently instaled in B13R.
The D13C is a 13 litre engine which fulfils
the Euro5 emissions requirements.
Contents
1 D13C engine.................................................. 3
2 D13C engine identification............................. 4
3 Cylinder head................................................. 5
4 Cylinder block................................................ 7
5 Piston, cylinder liner and connecting rod....... 8
6 Valve mechanism........................................... 9
7 Crankshaft, oscillation damper, flywheel...... 10
8 Engine timing gears..................................... 12
9 Lubrication and oil system - general............ 14
10 Lubrication system operating principles....... 15
11 Oil pump and cooler..................................... 17
12 Piston cooling system.................................. 18
13 Fuel system- function................................... 19
14 Fuel system and components...................... 21
15 Unit injector.................................................. 22
16 Injector operational phases.......................... 24
17 Fuel filter and feed pump............................. 25
18 Volvo engine brake and VEB+..................... 26
19 Control valve................................................ 28
20 Rocker arm piston........................................ 30
21 Non-return valve in operation....................... 31
22 Air preheater................................................ 33
23 Crankcase ventilation................................... 34
24 Coolant circulation system........................... 35
25 Coolant pump and thermostat...................... 36
26 Radiator fan................................................. 38
27 SCR system................................................. 39
28 Exhaust manifold and turbocharger............. 40
29 Air intake and filter....................................... 41
30 Exhaust valve............................................... 42
31 AVU valve.................................................... 43
32 Engine control system.................................. 44
33 Engine sensors............................................ 45
34 Engine sensors - continue........................... 46
 A Nm

2750
2500
2250
2000
1750
1500
1250
1000
750 420 460 500

500
250
0
600 1000 1400 1800 2200 rpm

B kW

400

350

300

250

200

150

100 420 460 500 420 hk 1900 rmp 2100 NM 1000 - 1400 rpm
460 hk 1900 rmp 2300 NM 1050 - 1400 rpm
50
500 hk 1900 rmp 2500 NM 1050 - 1400 rpm
0
600 1000 1400 1800 2200 rpm

1 D13C engine
A Internal nominal torque diagram B Internal nominal power diagram

D13C is the designation of the Volvo’s 13-liter engine for B13R bus. The engine is a further
development of D13A used by Volvo Trucks, adapted to be mounted vertically, and to meet
the demand for low exhaust emissions.
The engine is a straight, six-cylinder directly injected diesel engine with a cylinder capacity
of 12.8 litre. It is equipped with a turbocharger, air cooler and electronically controlled fuel
injection. To meet current emission demands, the exhaust gases are treated in Volvo’s
SCR system.
The engine is available in three power-output variants: 420 hp, 460 hp and 500 hp. The
output power variant fulfil the emission demands Euro 4 and 5.
The above diagrams shows the torque curves and horsepower output.

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 A ENGINE INFORMATION
ENGINE MODEL: D13C460B EUV
B CHASSIS ID:

B13R-136954 C
TORQUE LIMITATION: TR40
SW CALIBRATION: 21231157
SERIAL NO:
85R-001814

E11
MAX. TORQUE: 2346 Nm
49RG-052225 RATED POWER: 345 kW
RATED POWER SPEED: 1800 rpm
24R-032295 DISPLACEMENT: 12,8l
LOW IDLE: 500-700 rpm
EXHAUST BRAKE: VEB

21393827
0,54
e11*2005/55*2008/74G*2225
Engine manufacturer: Volvo Powertrain Corporation

2 D13C engine identification

For identification of the different engine variants, there are two labels (A and B) on the
left side of the valve cover. Data regarding the engine control system (including the part
number) are also stated on a label (E) on the back of the control unit. The engine serial
number (C) is punched in near the top of the cylinder block, on the left side, whilst the
cylinder block casting date and other data (D) are cast in at the bottom on the same side.
Label A contains among others:
• Engine Model: D13C460B EUV
• Torque Limitation: TR40
• SW Calibration: 21231157
• Max. Torque: 2346 Nm
• Rated Power: 345 kW
• Rated Power Speed: 1800 RPM
• Displacement: 12,8l
• Low idle: 500-700 Rpm
• Exhaust brake: VEB
Label B contains, among other information:
• Chassis number (vehicle).
• Engine serial number and its bar codes

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 A C
8

4
3
1 2
9

D
10

5 4 11

B 6

7 10
5
11

3 Cylinder head
1 Plug 5 Intake passage 9 Cylinder head
2 Fuel line 6 Injector 10 Valve guide
3 Channel 7 Copper sleeve 11 Valve seat
4 Exhaust passage 8 Bearing housing

A The cylinder head is one-piece in cast iron alloy, which ensures a stable bearing
foundation for the overhead camshaft.
The coolant thermostat housing is machined directly into the cylinder head and
located at the front, right hand corner.
Each cylinder has a separate inlet channel on one side of the cylinder head, and a
separate exhaust channel on the other, making this a cross flow engine.
The fuel channel for the unit injectors is drilled through the cylinder head
longitudinally and has a machined ring shaped recess around each unit injector.
There is a plug at the front which leads to a channel for measuring the rocker arm
mechanism’s oil pressure.
A channel leads lubricating oil to the camshaft and rocker arms. It is drilled through
centrally on the left side of the cylinder head.
To ensure that the valve cover locates correctly, there are two locating pins on the
right side of the cylinder head.
The unit injectors are placed vertically at the centre of each cylinder, between the four
valves, and held in place by clamps. 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 parts of the cylinder head.
B The unit injectors are sealed against the cylinder head with two O-rings placed in
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 the injectors’ ring formed recesses. The lower part of the injector is sealed against
the copper sleeve with a steel gasket. This has three tags that hold it in place on
the injector. The steel gasket is surfaced with a sealant which means that it must be
replaced whenever the unit injector is refitted.
C 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 valve mechanism is equipped with double inlet and double exhaust valves. The
exhaust valves have double valve springs, while the inlet valves have single springs.
The valves are linked in pairs with floating valve callipers, which transfer the
movements of the rocker arms from the camshaft to the valve pairs. The valves have
three grooves and matching valve cotters. The form of the cotters permits the valves
to rotate in their guides. For better heat resistance and conduction there is more
material in the exhaust valve heads and they have a rather smaller diameter than the
inlet valves.
D The valve guides are made of cast iron alloy and all the valves have double lipped
oil seals on the stems. The valve seats are made of hardened special steel and are
replaceable, but cannot be machined. There is a copper sleeve between the lower
part of the injector and the cylinder head. This copper sleeve is newly designed and
is harder, has a flat base against the unit injector and two ring grooves on the top
surface. The lower part of the copper sleeve is enlarged with a drift and sealed with
an O-ring at the upper part.

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 A B

1
2

4 Cylinder block
A Cross section of cylinder block B Cylinder block
1 Cast-in tabs
2 Equivalet slots

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.
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, with equivalet slots 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.

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 A C 6

1
7

5 Piston, cylinder liner and connecting rod

A Piston B Cylinder liners C Connecting rod
1 Upper compression ring 4 Plate honing 6 Pressed-in bush
2 Lower compression ring 5 Cross-pattern honed 7 Drilled hole
3 Oil scraper ring 8 Both parts

The D13C has forged solid steel pistons that are cooled by oil. Each piston has two
compression rings and an oil scraper ring. The upper compression ring has a trapezoidal
cross-section “Keystone type”. The lower compression ring has a rectangular cross-
section. The oil scraper ring at the bottom is sprung. 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 are replaceable. They are centrifugally cast in cast iron alloy. The inside
of each liner is cross-pattern honed. The final fine machining of the liner surface is carried
out using a method which is called plate honing, where the sharpest peaks from initial
machining are ground away.
The connecting rods are forged and split at the bottom (the big end) using the breaking
method. The top end (small end) has a pressed-in bush for the gudgeon pin, which is
lubricated via a drilled hole. 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. The connecting
rods are marked “FRONT” to ensure that they are assembled correctly.

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 3 4

8 9 10
5
6
7

6 Valve mechanism
1 Front bearing bracket 5 Rocker arm 9 Bushing
2 Camshaft 6 Ball socket 10 Rocker arm shaft
3 Gear 7 Valve caliper
4 Hydraulic oscilation damper 8 Roller

The D13C has an overhead camshaft and a four-valve system. The camshaft is induction-
hardened and is journalled in seven bearings, 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 cams (VEB+): inlet cam, injection cam, exhaust cam and
brake cam, alternatively three cams (VEB): inlet cam, injection cam and exhaust cam. The
camshaft is driven by gear in the timing gears. To minimize noise and vibration, a hydraulic
vibration damper is fitted on the outside of the gear wheel. There are also timing marks
“teeth” on the vibration damper for the camshaft’s inductive sensor.
In section there is a cross-section of the valve mechanism for a pair of exhaust valves.
There is a similar principle for the inlet valves.
Engines with VEB/VEB+ (Volvo Engine Brake) have a hydraulic function built into the
rocker arm. Each rocker arm operates a so-called floating valve yoke which opens the
valves. Rocker arm is mounted in bearings in the rocker arm shaft with a bushing. Contact
with the camshaft is via a roller and against the valve yoke via ball socket.
The camshaft markings for top dead centre (TDC) and for valve opening and injector
timing adjustments. These are marked on the front end of the camshaft, in front of the
front bearing block. The markings differ depending on the type of engine brake fitted to the
engine.
• VEB design: TDC and the markings V1-V6.
• VEB+ design: TDC and the markings E1-E6.

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 5
A B C
2 6 10
9
1 7 11
3 4
8 12
13
14

19 18

15
22

21 18

19 16

20 17

7 Crankshaft, oscillation damper, flywheel

A Sealing at the front end 9 Ring gear 18 Replaceable bearing shells
1 Teflon seal 10 Machined grooved 19 Crescent shaped spacers
11 M16 bolts
B The centre main bearing 12 Intermediary gear 20 Cast iron ring
2 Crescent shaped spacers 13 Guide pin 21 Bushings
3 Replaceable bearing shells 14 Flywheel 22 Damper housing

C Rear 15 Drilled lubrication channel
4 O-ring 16 Main bearing
5 Teflon seal 17 Drilled channel
6 Crankshaft gear
7 Guide pin
8 Two bolts

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. The
centre main bearing also has an axial bearing which consists of four crescent shaped
spacers.
Sealing at the front end is by means of teflon seals against the front crankshaft flange. At
the rear is another teflon seal sealing against a machined surface on the crankshaft gear.
The gear is attached to the crankshaft with a guide pin and two bolts. There is a groove
in the rear crankshaft flange for an O-ring 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. The main bearing journals have drilled lubrication channels, and from each
journal, except the centre one, there is a drilled channel to the next bearing journal.
The oscillation damper is hydraulic and is bolted directly to the front flange of the
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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 there is an inertia
weight in the form of a cast iron ring which can rotate freely on the bushings. 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 and the intermediary gear are secured to the rear flange of the crankshaft by
14 x M16 bolts. The flywheel is located on the crankshaft with the same guide pin as the
gear wheel. There are machined grooves on the outer edge for the engine control system
inductive flywheel sensor. The starter ring gear is shrunk onto the flywheel and can be
replaced.

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 A 2 3
1
12

11

4
5
10 13

C
9 17
18
8 19
14

B 7

6 15

16

8 Engine timing gears

1 Bushing 11 Idler gear, adjustable
2 Hub 12 Drive gear, camshaft
3 Thrust washer 13 Engine power take-off (optional)
4 Guide pin 14 Idler gear, outer and inner drive
5 Channel 15 Drive gear, crankshaft
6 Bolt 16 Drive gear, lubricating oil pump
7 Double-row ball bearing 17 Two conical roller bearings
8 Drive gear, power steering pump 18 Hub
9 Idler gear, power steering pump 19 Guide sleeve
10 Drive gear, air compressor

The engine timing gears are located at the rear of the engine on a 6 mm thick steel plate.
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 to correctly assemble the camshaft gear.
The crankshaft gear and double idler gear have alignment markings for correct assembly.
A: The adjustable idler gear runs in a bush on the hub. The bush and the thrust washer
are pressure-lubricated via a channel which runs between the cylinder block and the
timing gear plate. A guide pin 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.
B: The small idler gear which drives the power steering servo and the fuel pump runs in
a two row ball bearing and is secured by a bolt . The bolt passes through and holds
the bearing against the timing gear plate, and is bolted into the cylinder block.
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C: The lower idler gear consists of two joined gear wheels. The gear is pre-fitted onto a
hub and runs in two conical roller bearings. The guide sleeve 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 replaced as a complete
component.

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 7
6
5
2 4
3
1

9 Lubrication and oil system - general

1 Reduction valve 5 Pressure outlet for piston cooling
2 Safety valve 6 Pressure sensor, piston cooling
3 Electrically controlled valve for piston cooling 7 Overflow valve for full-flow filter
4 Electrically-controlled valve for oil cooler

The engine is pressure lubricated by a gear pump located at the rear and driven by the
crankshaft. Two longitudinal oil channels are drilled through the cylinder block — the main
lubrication channel (oil gallery) and the piston cooling oil channel. The main oil gallery runs
into in a cast channel which carries leads lubricating oil to the timing gears. A centrally
located channel drilled through the cylinder block and cylinder head, leads lubricating oil
up to the VCB valve/connection housing and the hollow rocker arm shaft, which via oil
channels lubricates the camshaft bearings and rocker arm bearings. All the way through
the adjustable idler gear is a channel which lubricates the mesh between “the drive
gear for the power-take-off” and the “double idler gear” (the channel is not shown in the
illustration).
The oil filter housing is secured by screws to the right side of the engine and has two full
flow filters and one bypass filter. The oil cooler is located in the engine block cooling jacket
on the same side.
The oil flow through the engine is regulated by six valves located inside the cylinder block,
pump and oil filter housing.
Reduction valve is integrated into the oil pump and cannot be replaced as a separate item.

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 10
11

6 E F 12 5
9
D
C
8

4 3
A 2
13 7

10 Lubrication system operating principles

1 Oil strainer 6 Filter housing 11 Air compressor
2 Plastic pipe 7 Full-flow filter 12 Turbocharger
3 Lubricating oil pump 8 Main lubrication gallery 13 By-pass filter
4 Pressure pipe 9 Turbine 14 Piston cooling nozzle
5 Oil cooler 10 VCB valve

Oil is drawn up through the strainer via plastic tube from the sump to the oil pump, which
forces the oil via the pressure pipe into the cylinder block galleries and channels. The oil
then passes through the oil cooler to the filter housing. After being filtered through both
full flow filters the oil passes through a connection pipe to the main lubrication gallery in
the cylinder block for distribution to all the engine lubrication points and to the separator
turbine. Lubrication of the valve mechanism takes place via a drilled channel up to the
VCB valve (Volvo Compression Brake).
External hoses is used to lubricate the air compressor and turbocharger with oil that has
been filtered by the full flow filter.
The finely filtered oil from the bypass filter is mixed with the piston cooling oil, which is fed
into the piston cooling gallery in the cylinder block. From here the oil is sprayed towards
the undersides of the pistons from the nozzles.
A Reducing valve — maintains the oil pressure at the correct level.
B Safety valve — protects the oil pump, filter and oil cooler against excessive pressure
when the oil viscosity is high
C Thermostat valve for the oil cooler — regulates the oil temperature to the 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
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E Opening valve for piston cooling — connects the piston cooling circuit once the oil
pressure has risen to the preset opening pressure
F Piston cooling regulator valve — regulates the oil flow to the piston cooling channel

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 7
5 8

4
3

2
9

11 Oil pump and cooler

1 Oil pump with gear 4 Pressure pipe 7 Flow plate
2 Pressure reducing valve 5 Suction pipe 8 Oil cooler
3 Oil channel 6 Suction pipe with strainer 9 Oil cooler cover

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 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 is fitted
inside the oil pump and controls the lubricating oil pressure.
The suction system is in two parts and consists of a plastic pipe with the strainer in the
sump and a pipe of steel or aluminium. The plastic pipe is bolted to the reinforcement
frame. The metal pipe is sealed at each ends by rubber seals, and is available in two
lengths, depending on how it is installed. The pressure pipe is made of steel and secured
to the cylinder block casing, being sealed by rubber seals.
A connection pipe from the oil filter housing carries the oil to the main gallery.
The oil cooler is bolted directly to the oil cooler cover and is completely surrounded coolant
due to the flow plate.

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 2

12 Piston cooling system

1 Reduction valve 2 Pressure sensor

The illustration shows the oil flow for the piston cooling system, where the reduction valve
balances the oil flow to the piston cooling channel. Reduction valve is controlled by the
engine control unit (EECU) which gets its signals from pressure sensor. The piston cooling
nozzle is directed so that the oil jet hits the inlet hole to the piston cooling chamber.

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 7 8

16 9

21
3 14
22 12

11 1
20
24
10
4
18 19
15 2
5
26
13
25 23

13 Fuel system- function

1 Feed pump 10 Venting valve 20 Valve
2 Fuel strainer 11 Non-return valve 21 Fuel pressure sensor
3 Fuel filter housing 12 Electric priming pump 22 Outlet, feed pressure
4 Primary filter 13 Water separator 23 Level sensor
5 Main filter 14 Safety valve 24 Lever
6 Cooling coil 15 Non-return valve 25 Drain valve
7 Overfl ow valve 16 Engine control unit
8 Unit injector 18 Valve peg
9 Fuel channel 19 Valve peg

The fuel is drawn by means of the feed pump through strainer in the combined tank
unit, up through the cooling loop, which cools the engine control unit (EECU), and then
down to the fuel filter housing. There the fuel passes through a non-return valve and the
primary filter with the water separator. The task of the non-return valve is to prevent fuel
from running back to the tank when the engine is switched off and when electirc pump is
running .
The feed pump presses fuel to the fuel filter housing and through the main fi lter up to the
longitudinal fuel channel in the cylinder head. This rail supplies each unit injector with fuel
via a ring-shaped channel around each injector in the cylinder head.
The overfl ow valve regulates the pressure of the fuel supply to the injectors. Return fuel
from the cylinder head fuel channel goes via the overfl ow valve back to the fuel fi lter
housing. The through channel in the fuel fi lter 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 allows the fuel to flow back to
the suction side when the pressure becomes too high, for example when the fuel fi lter
is clogged.The non-return valve opens when the manual priming pump is being used, so
that the fuel can be pumped more easily by hand. The fuel filter housing also has a built-in
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venting valve.The fuel system is vented automatically when the engine starts. Any air in
the system fl ows, together with a small amount of fuel, back to the tank via a pipe.
When changing fi lters, the valve pegs close to prevent fuel leaking out here when the fuel
fiter is removed. The venting of the filter when changing filters is controlled by valves in the
filter housing and the venting valve.
There is a fuel pressure sensor in the fuel fi lter 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 in the fuel filter housing
is used for feed pressure measurements using an external pressure sensor or gauge.
There is a level sensor inside the water separator which sends a signal to the driver if
there is water in the system. Draining is done by removing the cap ourselves.
As an extra accessory there is also a fuel heater installed in the lower part of the water
separator. Theelectric primiing pump 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 electical priming pump must not be used while the engine is running.

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 3
2
4

7 6

8
9
10 5

14 Fuel system and components

1 Overflow valve 5 Strainer, combined tank unit 9 Bleeder valve
2 Unit injector 6 Feed pump 10 Fuel filter
3 Fuel channel in the cylinder head 7 Fuel filter housing
4 Engine control unit, cooling loop 8 Pre-filter with water separator

Current Volvo diesel engines are electronically controlled and designed to meet today’s
strict environmental standards. Meeting these standards requires optimum combustion.
This demands, among other things, injecting the exact amount of fuel into the combustion
chamber under very high pressure at precisely the correct time, depending on engine
speed, load, temperature and other conditions.
Totally mechanical injection systems cannot meet these demands and so requires that
engines are equipped with an electronically controlled injection system. An Engine
Electronic Control Unit (EECU) receives electrical signals from the accelerator pedal and
a number of other sensors on the engine. These sensors provide speed, pressure and
temperature signals, sent to the EECU, which in turn governs the fuel injection process.
The EECU has a built-in diagnostic system which electronically detects and traces faults
that might occur in the fuel system.
Individual differences always occur between the cylinders in an internal combustion
engine. The engine has a cylinder balancing system, the purpose of which is to even out
the amounts of fuel between the cylinders. Cylinder balancing takes place with the engine
running at idle speed, providing certain preconditions have been met.

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 Y33:1-6

15 Unit injector
1 Pump Element 7 Needle Closing Spring 13 Needle Control Valve
2 Pump Chamber 8 Needle Chamber Electrical Coil
3 High Pressure Fuel Line 9 Needle 14 Spill Valve Electrical Coil
4 Return Spring 10 Nozzle 15 Spill Valve Armature
5 Needle Backing Chamber 11 Needle Control Valve (NCV) 16 Spill Valve (SV)
6 Needle Control Piston 12 Needle Control Valve Armature

Unit injectors for diesel engines have both injector pump element and the nozzle assembly
in the same body. The pump stroke is activated by a camshaft lobe which rotates at one
half crankshaft speed in 4 stroke engines. The pump stroke is always constant, but the
delivery through the injection nozzle is controlled by an electrically operated solenoid
valve, usually named a Spill Valve (SV). The SV is located between the high pressure
fuel line and the low pressure fuel line. When the SV is closed, all the fuel from the pump
chamber is forced through the nozzle and into the engine combustion chamber. When the
SV is open, the fuel is routed into the low pressure fuel feed line and so no fuel passes
through the nozzle. The SV is operated by the Engine Electronic Control Unit (EECU) by
software and certain power stages capable of driving the solenoids.
The injected fuel quantity per pump cycle is determined by how long the SV is closed
during the pump stroke. The start of injection, i.e., injection timing, is determined by when
the SV is closed.
For a given unit injector/cam/nozzle specification, the injection pressure is well defined
over the speed/load range for a specific engine. Engine exhaust emissions are very
dependent on the fuel spray characteristics and are, to a large extent, influenced by the
nozzle spray hold design and the injection pressure. Therefore, it is of great benefit to
be able to change these parameters and today it is possible to vary at least one of them,
namely the injection pressure. The method is to let the pressure build up to a desired level
before opening the nozzle needle.
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GT2200193eng 22
To make the nozzle opening freely adjustable, a second valve is used, the Needle Control
Valve (NCV). The NCV is a three port, two position valve, located between the high
pressure fuel line, the low pressure fuel line and a needle backing chamber. The valve
controls the pressure in the backing chamber by either connecting the chamber to the high
pressure line or to the low pressure fuel line. Pressure in the chamber exerts force on the
back of the nozzle by the control piston. The diameter of the control piston is the same as
the needle guide diameter so that when the needle is off the needle seat, pressure balance
is achieved. When the needle is on the needle seat, the effective area on the lift side is
reduced and, with the same pressure acting on both sides, there is a net force keeping the
needle on the needle seat.
The force equation is:
• Pressure x control piston area plus spring force acts to keep the needle closed.
• Pressure x lift area acts to open the needle.
With the same pressure acting on both areas, the acting force is spring force plus the
pressure force due to the difference of the two effective areas. This keeps the needle
closed.
When the desired pressure in the needle chamber is achieved, the NCV is activated,
closing the high pressure line to the back of the needle control piston and at the same
time, connecting the back of the piston to the low pressure line. The high pressure on
the back of the needle control piston is removed and the pressure on the lift side now
overcomes the closing force from the needle closing spring and the needle opens.
In this way, the Needle Opening Pressure (NOP) can be varied between the preset spring
NOP and the maximum pumping pressure. Practically, the levels used are between 250–
1800 bar, to be compared with a common nozzle, using 250–350 bar opening pressure.
The influence on spray formation is such that the soot (particulate matter) formation is
lowered with increased needle opening pressure while at the same time, NOx formation is
increased.
By using a variable NOP over the speed/load range of the engine, it is possible to balance
with trade-off between the particulate matter and NOx formation to achieve the best
combination for each speed/load point and thus decrease engine exhaust emissions.

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 A B
7
1 1
2 2 8
3 3
4
5 5
6

C D
7 7
1 1
2 8 2 8
3 3
4 4
5 5
6 6

16 Injector operational phases

A Filling phase 1 Leak off valve 5 Needle control piston
B Injection Phase 2 Solenoid valve 6 Needle
C Spilling phase 3 Solenoid valve 7 High pressure channel
D Pressure Drop Phase 4 Needle check valve 8 Space

A: During the filling phase, the pump plunger is on its way up, the camshaft lobe is
passing its highest point and the rocker arm is on its way toward the camshaft base
circle. The fuel valve is open, allowing fuel to flow into the unit injector from the lower
fuel gallery. Fuel flows into the cylinder head and the unit injector pump cylinder.
Filling continues until the pump plunger reaches its upper position.
B: The injection phase begins when the fuel valve closes. The camshaft lobe and rocker
arm continue to press down on the pump plunger and injection occurs as the path
through the fuel valve closes. The injection phase continues as long as the fuel valve
is closed.
C: The spill phase begins when the camshaft lobe forces the rocker arm to push the
pump plunger down. The fuel can now flow through the fuel valve, through the holes
in the unit injector and out through the fuel gallery. The spill phase continues as long
as the fuel valve is open.
D: The injection phase ends when the fuel valve opens and pressure in the unit injector
drops below the nozzle opening pressure. The fuel flows through the open fuel
valve, through the unit injector holes and out through the fuel gallery. Note that the
fuel valve position (closed or open) determines when the injection phase begins and
ends. The time during which the fuel valve is closed determines the amount of fuel
injected at each pump stroke.

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 A B

2
8

7 5
6

17 Fuel filter and feed pump

A Fuel filter B Fuel feed pump
1 Electric priming pump
2 Electrical connections
3 Pre-filter
4 Water separator
5 Level sensor
6 Drain valve
7 Main filter
8 Venting valve

The system is equipped with a large fuel filter located on the left-hand side of the engine.
The filter insert consists of a corrugated filter paper with a high resistance to water and
very good filtering properties. In addition, a fine-gauge net filter on the fuel suction line in
the fuel tank separates any possible solid impurities before the fuel is pumped up into the
system.
The capacity of the pump has been adapted to give the correct pressure and flow to the
unit injectors. Filling the unit injectors requires relatively high pressure. The flow must be
large enough to even out any fuel temperature differences in the cylinder head fuel gallery.

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 3 4

10

8
7 6

18 Volvo engine brake and VEB+

1 Exhaust valve bridge 5 Pump piston 9 Exhaust lobe
2 Power piston 6 Charging lobe 10 Leaf spring
3 Non-return valve 7 Decompression lobe
4 Exhaust rocker arm 8 Camshaft

The power of the engine brake depends on the driver’s settings. The braking effect varies
for different combinations of engine brakes. D13C can be equipped with following types of
engine brake, depending on which engine braking power is desired:
• 420 hp - VEB engine brake
• 460 hp - VEB+ engine brake
• 500 hp - VEB+ engine brake
The VEB (Volvo Engine Brake) consists of two systems:
• EPG = Exhaust Pressure Governor
• VCB (Volvo Compression Brake) with a special rocker arm for the exhaust valves,
a special camshaft with extra lobes on the exhaust cam and a regulator valve (VCB
valve) for oil pressure in the rocker arm shaft.
The engine braking capacity is achieved by:
• The exhaust valve opens and lets in more air during the inlet stroke, which gives more
air to compress during the compression stroke.
• The exhaust valve opens just before the turning point on the compression stroke and
punctures the compression, thus reducing the power of the power stroke.
• The EPG builds up a counter-pressure in the exhaust system. The counter pressure
increases the effect of the compression brake (VCB).
The VEB+ engine brake is a further development of the VEB engine brake system.
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Compared with the VEB engine brake, the mechanical loads are now shared by two rocker
arms, which means that the braking power can be increased without the mechanical
stresses becoming too high. The VEB+ engine brake consists of two systems:
• EPG = Exhaust Pressure Governor;
• VCB (Volvo Compression Brake) with two special rocker arms for the exhaust valves, a
special camshaft with an extra cam and a control valve (VCB valve) for the oil pressure
in the rocker shaft.
Engine brake VEB+ functions in the same way as engine brake VEB.

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 1
15 2
3
14 4
5
B
6
13
7
12 8
9

10

11
A

19 Control valve
A Inlet from lube oil gallery B Outlet to rocker arm
1 Locking ring 6 Valve ball 11 Electrical connection
2 Sleeve 7 Cylinder 12 Pressure regulation hole
3 Valve slider 8 Rod 13 Return hole
4 Balance spring 9 Solenoid coil 14 Calibration hole
5 Spring seat with ball holder 10 Piston 15 Hole for oil flow to rocker arm

The control valve is mounted on the cylinder head under the valve cover and is connected
to the oil system ahead of the rocker arm shaft. Its purpose is to reduce oil pressure to the
rocker arms while the engine is operating. There is always full system oil pressure to the
control valve inlet. A seal connects the inlet to the lube oil gallery in the cylinder head. Oil
pressure to the rocker arm shaft can be increased by the solenoid valve which is a part
of the control valve, from about 100 kPa (14.5 psi) while the engine is operating to over
200 kPa (29 psi) during compression braking. The control valve regulates the oil pressure
to the rocker arm shaft assembly and is controlled by the Engine Electronic Control Unit
(EECU).
Neutral
The VEB valve is shown in its neutral position, which means that the engine is stationary.
The solenoid coil is not energized and the valve slider is up against the locking ring.
Normal Driving
During normal engine running, the solenoid coil is not energized. The solenoid valve is
in regulation mode and forces oil through the hole to the rocker arms while allowing oil to
flow through the calibration hole and onwards to the return hole (outlet from return hole is
not showed in illustration, it’s located on the other side of the valve). This reduces the oil
pressure to 100 kPa (14.5 psi), which is enough to lubricate the camshaft bearings and
valve rocker arms.

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Engine Brake Activated
When the engine is running and the engine brake is activated, the solenoid coil is
energized and the valve slider is forced to its end position which is fully open. The trapped
oil acts as a hydraulic lock. Full oil pressure is now delivered to the rocker arm shaft and
the compression brake comes into action.
Engine Brake Deactivated
When the engine is running and the engine brake is released, the solenoid coil is de-
energized. The high pressure oil inside the rocker arm shaft causes the valve slider to
quickly move and open the oil return connection so that the oil can drain out. When the
oil pressure has fallen to approximately 100 kPa (14.5 psi), the valve slider returns to its
regulation position.

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 2

20 Rocker arm piston

1 Rocker arm (pump) piston 2 Non-return valve location

The rocker arm (pump) piston is located in the arm offset, facing upward and aligned
with the VEB rocker arm adjustment screw. The purpose of the piston is to eliminate all
valve clearance during compression braking which it does by closing the gap between the
exhaust rocker arm and the engine brake rocker arm.
In the rocker arm is a non-return valve located, consisting of a piston, spring and ball.
When oil from the rocker arm shaft is forced into the valve, the spring force and the oil
pressure determine movement of the piston.
When the oil pressure is low, about 100 kPa (14.5 psi), the control valve is in its engine
operating position. During this time, the piston will not move out of its rest position because
the oil pressure cannot overcome the spring force. The piston pin prevents the ball from
seating and the oil can flow freely through the valve in both directions.
When the control valve begins compression braking, oil pressure to the non-return valve
increases. The spring force in the non-return valve is such that when the oil pressure
exceeds about 200 kPa (29 psi), it overcomes the spring force and moves the piston to
where it no longer controls the ball. The spring forces the ball against its seat and the
oil contained above the piston cannot flow past the ball. As a result, high oil pressure is
formed above the piston.

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 A

21 Non-return valve in operation

A Normal engine operation B Compression braking

A While the engine is running, the control valve reduces the oil pressure in the rocker
arm shaft to approximately 100 kPa (14.5 psi). The non-return valve is kept open by
the piston being pushed forward. The oil channels fill, but the low pressure is not able
to push the pump piston to its upper position. The brake rocker arm does not contact
the exhaust valve rocker arm. In this situation, the exhaust valves are not affected by
the cam lobes on the engine brake cam.
B During compression braking, the control valve raises the oil pressure to system oil
pressure in the rocker arm shaft. The piston is moved back, but the non-return valve
is held open by the oil flow. The higher pressure is able to push the pump piston to its
upper position. When the pump piston is pushed to its upper position, the clearance
between the engine brake rocker arm and the exhaust valve rocker arm is taken up.
Oil pressure pushes the pump piston to its upper position and fills the volume
beneath the piston. Once the oil has filled the system and no longer flows, the non-
return valve closes.When the brake rocker arm travels over one of the two lobes, the
pump piston is pushed down and the oil volume beneath the piston applies pressure
to the power piston. The piston is pushed down and the exhaust valves open. The
non-return valve is kept closed by the high oil pressure while the exhaust valves are
open.
After the exhaust valves close and the brake rocker arm is no longer exerting
pressure on the pump piston, the oil that was pushing the power piston down runs
back to the pump piston. The system then refills because the non-return valve opens
to allow the amount of oil that leaked out during the previous cycle to come through.
Deactivation takes place when the oil pressure in the rocker shaft falls to
approximately 100 kPa (14.5 psi). The non-return valve piston opens the non-return
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 valve so that oil can flow back to the rocker arm shaft. The pump piston spring forces
the pump piston back to its lower position and the brake rocker arm cannot come into
contact with the pump piston.

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 A C

22 Air preheater
A Preheat symbol displayed on the instrument panel
B Electric preheater
C Diagram shows the connection times to the engine coolant temperature

The D13C can be equipped with an inlet air preheater. The purpose of the inlet air
preheater is to warm air in the inlet manifold when starting the engine. This heated air
eases starting at very low temperatures and reduces engine smoking when starting a cold
engine. The following conditions are required to engage the preheater:
• The parking brake must be applied.
• The power take-off must not be engaged.
The air preheater does not engage at coolant temperatures over 10°C (50°F). At a coolant
temperature of 10°C (50°F), the preheating time is 25 seconds. At coolant temperatures
below -15°C (5°F), the preheating time is 55 seconds. Preheating time increases linearly
between 10°C (50°F) and -15°C (5°F). The post-heating time is always the same as the
preheating time.
On engines not equipped with an air preheater, engine coolant temperature determines the
point at which fuel injection begins while starting. The crankshaft rotates an extra number
of turns to increase cylinder temperature before fuel injection begins. This provides more
reliable starting and reduces exhaust emissions during cold starts at temperatures as low
as -15°C (5°F). This means that the crankshaft might need to rotate approximately 3–4
rotations before fuel injection begins and the engine starts.

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 A C
1

B 2
4
5
7
6
3
1

23 Crankcase ventilation
A Closed cranckcase ventilation 1 Hose 5 Discs
B Partially open crankcase ventilation 2 Connector 6 Pressure regulator
C Separator 3 Turbine 7 Diaphragm
4 Shaft

The D13C engine is available with two different variants of crankcase ventilation:
• Closed crankcase ventilation (CCV-C)
• Partially open crankcase ventilation (CCV-OX)
The main component in the closed crankcase ventilation system is a separator mounted
directly on the left side of the cylinder block. The separator is driven by oil from the engine
lubricating system via an oil channel driving a turbine. The turbine is connected to a drive
shaft with a number of discs rotating at approximately 8000 rpm during normal engine
operation. On the side of the separator is a pressure regulator with a diaphragm, which
closes the outlet to the turbo if the underpressure becomes too high.
After passing through the oil traps in the upper timing gear cover and valve cover, the
crankcase gases are led to the inlet at the top of the separator via hose connection and
enter into the separator above the centre of the rotating discs. Oil and heavier particles are
thrown by the centrifugal power towards the periphery and can be led back to the oil sump
together with the oil which drives the turbine.
The clean gases are led from the separator to the turbocharger inlet side via connector.
The partially open crankcase ventilation is identical to the closed crankcase ventilation,
apart from the purified gases from the separator being led into the outside air via pipe.

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 4

1 VOLVO COOLANT VCS

24 Coolant circulation system

1 Coolant pump 3 Bypass pipe 5 Air compressor
2 Oil cooler 4 Thermostat

Coolant is pumped by the coolant pump up through the oil cooler, that is screwed to the
coolant cover (oil cooler cover). Part of the coolant then goes to the cylinder liner lower
cooling jacket via the hole, while most of it continues through hole to the cylinder liner
upper cooling jacket. From there the coolant goes to the cylinder head through channels.
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 which returns the coolant to the coolant
pump via the radiator or the bypass pipe. The route taken by the coolant depends on the
engine temperature.
The air compressor and gearbox cooling are connected by external piping and hoses, with
the return to the pump suction side.
There is new coolant - Volvo Coolant VCS (Volvo Coolant System), a yellowish liquid with
slight odour replacing existing Volvo Coolant, a greenish liquid with weak odour. At the
same time the coolant filter will be deleted and replaced by a cover.
Engines with the new label is showed on the picture above must always use the new Volvo
Coolant VCS.

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 A C D
1

B
7
6
5

4 3 2

25 Coolant pump and thermostat

A Closed thermostat (cold engine) 1 Body 5 Dynamic seal
B Open thermostat (warm engine) 2 Electro magnetic clutch 6 Bearing
C Coolant pump 3 Solenoide 7 Impeller
D Coolant pump section 4 Bolt M6 8 Plug

A two-speed coolant pump with electro-magnetic clutch was introduced on the D13C.
Thanks to the electromagnetic clutch, the coolant pump can operate at two different
speeds. At normal speed where the engine requires higher cooling and at lower speeds
where the engine’s cooling requirement is less.
At normal coolant pump speeds, the electromagnetic clutch is activated (supplied by
battery voltage) and the impeller inside the pump rotates at the same speed as the pulley
on the outside.
As the cooling requirement is reduced, the electromagnetic clutch is activated (voltage
supply is zero) and through a magnetic slip function the impeller speed is reduced relative
to the pulley speed. As the clutch slip function is magnetic, there is no wear on the parts of
the clutch.
The coolant pump is available with a small pulley which gives a higher pump effect for
vehicles with retarder (where the cooling requirement is higher).
The coolant pump is regulated by the engine control unit (EECU).
The coolant pump comprises an aluminium cover. At the rear of the pump are channels
for coolant distribution, while the front part contains a plastic impeller, a shaft seal, bearing
and belt pulley with an electro-magnetic clutch. The shaft bearing is a permanently
lubricated combination roller
The coolant circulation thermostat is of the piston type and has a temperature sensitive
wax body which controls the opening and closing. The thermostat begins to open when the
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coolant reaches 82ºC. The thermostat is positioned in the thermostat housing.

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26 Radiator fan
The engine cooling fan system is electro-hydraulically controlled and provides infinitely
variable regulation of the engine cooling fan. The system has been developed to provide
optimum control of the fan speed in order to reduce engine power output and reduce fuel
consumption.
The engine control unit receives information about engine temperature from the coolant
level sensor, hydraulic pump capacity is controlled by a pulse width modulated signal
(PWM) from the engine control unit to the solenoid valve on the hydraulic pump control
valve, and the hydraulic pump fluid pressure drives the engine cooling fan gear motor.

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27 SCR system
Volvo Bus uses SCR technology (Selective Catalytic Reduction) — catalytic exhaust
gas cleaning — to meet the requirements of Euro 4, Euro 5 and EEV (Enhanced
Environmental friendly Vehicle).
The difference between Euro 4 and the previous Euro 3 requirements is that nitrogen
oxides (NOx) must be reduced by 30% and particle emissions reduced by as much as
80%.
Diesel engines with still more efficient combustion, in combination with exhaust gas
processing, result in considerably reduced emissions of nitrous oxides and particles.
SCR technology is based on treating exhaust gases by adding AdBlue. This is injected into
the exhaust gases before they pass through the catalytic converter. This additive causes
the nitrous oxides to be transformed into nitrogen gas and steam, naturally occurring
substances. To meet the Euro 4 requirements 3-4% AdBlue is needed by volume of fuel.
For the Euro 5 requirements the amount of AdBlue is increased to 5-7%.
The engine has been developed to more effective combustion levels and its engine control
unit calculates the optimal amount of AdBlue to be injected in relation to the instantaneous
load and engine speed.
The new EU emission requirements involve drastic reductions in the emissions of
particulates (PM) and nitrous oxides (NOx).

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 A B Made im Huddersfield England for
Assy. 4042832
By
Serial H051007514
Any misuse
or unauthorised modification Customer 20738574
of this turbocharger may cause
damage or personal injury. Use
Model HE5511
only as specified by Holset

1 2

28 Exhaust manifold and turbocharger

A Exhaust manifold B Turbocharger identification plate C Turbocharger
1 By-pass valve
2 Actuator

The exhaust manifold is manufactured in three sections, of heat-resistant cast iron. The
joints are of sliding type with sleeve seals. Graphite-coated gaskets are placed between
the cylinder head and the manifold flanges.
The turbocharger is of MWE design (Map Width Enhancement), which means that the
air intake is divided into two areas— an inner and an outer area —connected by a ring-
shaped gap. This turbocharger design ensures efficiency at both low and high speeds.
The by-pass valve is located in the turbo housing and has the task of reducing the
turbocharger’s speed at high power outputs. If required, the by-pass valve opens so that
parts of the exhaust gases are led out to the exhaust pipe without passing the turbine
wheel.
Actuator regulates the by-pass valve’s movement. The actuator is controlled by
compressed air via the AVU valve supplied with compressed air from the vehicle’s
pneumatic system. A pressure sensor that measures the charge air pressure is located
in the inlet pipe. If the charge air pressure is not within the correct values, the engine
control unit sends a PWM signal (Pulse Width Modulated) to the AVU valve, which in turn
regulates the actuator.
There is a plate on the turbocharger to identify the turbocharger. The turbocharger comes
in one version: with by-pass valve.

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29 Air intake and filter
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. At the bottom of the lower connection pipe is a rubber valve for draining
out water. A safety net 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.
The filter housing is also manufactured of plastic and is fitted on a chassis bracket behind
the cab. The filter insert is manufactured of impregnated paper and has fixed seals of
rubber at both ends. The seals also acts as guides for the filter insert. The filter insert must
be changed at the appropriate service intervals, or else when the warning lamp lights. In
demanding conditions an extra filter can be fitted.
There is a sensor for air underpressure in the pipe between the filter housing and the
turbocharger. The sensor transmits a signal to the engine control unit if the filter starts to
clog, and warning lamp lights in the instrument panel.

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 1 3

2 4

30 Exhaust valve
1 Throttle housing 3 Compressed air cylinder
2 Exhaust valve 4 AVU valve

The D13C engine has a compressed air driven exhaust valve (Butterfly) located in the
throttle housing.
The exhaust valve is used as a heat retainer when running at idling and as an engine
brake— EPG (Exhaust Pressure Governor).
The EPG engine brake comprises a throttle housing and an exhaust valve positioned after
the turbocharger and a compressed air operated cylinder (butterfly). Compressed air is
taken from the vehicle’s pneumatic system and is controlled by the AVU valve.
The EPG has two tasks:
• At idling, the EPG keeps the engine warm by creating a counter-pressure in the
exhaust manifold.
• When the accelerator pedal is released the EPG acts as an exhaust brake.
The valve can be regulated variably by a compressed air cylinder fed with compressed air
via the AVU valve, which is in turn controlled by the engine control unit (EECU).
The new throttle housing has a straight design which gives lower exhaust resistance.

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 3
2

31 AVU valve
The engine brake EPG and turbocharger bypass valve are controlled by compressed air
taken from the vehicle’s pneumatic system and regulated by an air valve called the AVU
(Air Valve Unit) valve.
The AVU valve basically consists of a solenoid valve, an air valve and a printed circuit
board. The valve regulates the pressure variably and has built-in reduction valves, which
release different pressures for the respective braking powers.
During normal driving, the AVU valve is de-energised.
The AVU valve is available only in variant for turbocharger with a bypass valve.
Twin-port AVU valve: regulates both the EPG and turbocharger bypass valve.
The AVU valve is controlled by the engine control unit (EECU). The AVU valve is supplied
with air from the pneumatic system via hose (1) and releases air to the EPG via hose (2)
and the turbocharger’s actuator (by-pass valve) via hose (3).

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32 Engine control system
The Engine Management System (EMS) controls many engine functions such as; fuel
timing and delivery, engine protection functions, engine brake operation. The central part
of the system is the Engine Electronic Control Unit (EECU) which is located on the left
side of the engine and mounted on vibration damping rubber feet. EECU along with other
supporting control units and sensors are responsible for monitoring and controlling these
functions.
These control units communicate through the J1939 high speed serial data line to
share data. In addition to their control functions, the modules have on-board diagnostic
capabilities. The on-board diagnostics are designed to detect faults or abnormal
conditions that are not within their operating parameters. When the system detects a fault
or abnormal condition, the fault will be logged in one or both of the modules’ memory.
The vehicle operator will be advised that a fault has occurred by the illumination of a
malfunction indicator lamp and a message in the driver information display, if equipped.
The module may initiate the engine shutdown procedure if the system determines that the
abnormal condition could damage the engine. In some situations, the system will enter the
“limp home” mode. Limp home mode allows continued vehicle operation but, the system
may substitute a sensor or signal value that may result in reduced engine performance.
Fault codes logged in the system memory, can later be read to aid in diagnosing the fault.
These faults can be read via a diagnostic computer or through the instrument cluster
display, if equipped.
The “Volvo Tech Tool” (VTT) is the preferred tool for performing diagnostic work. Using a
diagnostic computer (or PTT) connected to the Serial Communication Port, expands the
technicians diagnostic capabilities with additional data and tests.

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 B37 B213 B05

Y39

A14 Y47

A44
B04

Y37 A45 B119 B54 B118

33 Engine sensors
A14 Control unit EMS
A44 Fuel pump
A45 Fuel conditioner
B04 Sensor,engine speed,crankshaft
B05 Sensor,engine speed,camshaft
B37 Boost press/temp
B54 Sensor,pressure crankhouse
B118 Sensor oil pressure
B119 Sensor oil level and oil temp.
B213 Sensor, press. butterfly valve backpress
Y37 Solenoid valve AVU, engine brake / EPG (exhaust pressure governor).
Y39 Solenoid valve, VEB (Volvo Engine Brake).
Y47 Solenoid valve engine cooling fan

The D13C engine fuel system is controlled electronically regarding the injection amount
and injection time. The system is called EMS (Engine Management System).
The control unit requires continuous information from the accelerator pedal and signals
from a number of sensors on the engine to control the amount of fuel and the injection
timing. All cable connections for the engine sensors have DIN standard connectors. Some
of the engine control system sensors have dual functions.

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 B207 B21 S209 B39 S68

Y110

B32
Y111 Y109 S901

34 Engine sensors - continue

B21 Sensor,coolant temperature
B32 Sensor,engine cooling fan speed
B39 Sensor,air filter press/temp.
B207 Sensor, oil cooling jet press
S68 Sensor coolant level
S209 Switch fuel pump
S901 Engine stop rear
Y109 Coolant pump clutch
Y110 Solenoid valve, oil temp
Y111 Solenoid valve, piston cooling

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