L350F / Engine

TECHNICALDESCRIPTION
Volvo designed and manufactured engine
The Volvo D16E LAE3 is a straight six-cylinder high performance, low emission
turbocharged diesel engine with direct injection, air-to-air intercooler and
Internal Exhaust Gas Recirculation (I-EGR). The engine has a one piece
cylinder head with four valves per cylinder one overhead camshaft.
Furthermore, the engine has wet replaceable cylinder liners, replaceable valve
guides and valve seats. The Engine with V-ACT (Volvo Advanced Combustion
Technology) features split injection, optimized air handling and turbocharger
with wastegate. High torque at low engine speed gives the engine its
characteristic feature quick response at low rpms, even under load.

High performance - Low emissions

Volvo has combined high performance engines with the requirements for low emission values (Step IIIA /Tier 3 ). This
has been achieved through the electronically controlled fuel injection Engine Management System (EMS 2), maximum
cooling of the induction air (air-cooled intercooler) and matched induction channels and combustion chambers. The
engine has high torque already at low engine speed, resulting in very good fuel economy, increased service life and
improved comfort through reduced sound.

The Volvo D16E is certified according to:

European off-road regulations directive 97/68/EC, Stage IIIA
US EPA federal and California CARB off-road regulation, Tier 3
Limits, Europe EU stage Power NOx + HC PM CO
IIIA
L350F, EU limit 2006- (130-560 kW) (177-762 hp) 4,0 g/kWh 0,2 g/kWh 3,5 g/kWh

Limits, US Federal EPA Power NMHC + NOx PM CO

+ CARB Tier 3
L350F, US limit 2006- (225-450 kW) (306-612 hp) 4,0 g/kWh 0,2 g/kWh 3,5 g/kWh

V-ACT
The new generation of Volvo diesel engines, featuring Volvo Advanced
Combustion technology, V-ACT, is tailored for use in demanding off-road
applications and is designed to meet the specific needs of each Volvo machine.
This technology features an advanced new fuel injection system, a new and
more effective air management system and enhanced engine management. In
order to lower nitrogen oxide (NOX) emissions, D16E is equipped with an
ingenious Volvo patented, switchable Internal Exhaust Recirculation, I-EGR. I-
EGR a second opening of the exhaust valve allows a controlled amount of
exhaust gas to be fed back into the cylinder for a short moment during the inlet
stroke. The I-EGR function is not required at low engine speeds and is therefore
automatically in the switched-off position at low revs. This ensures excellent
engine response all the way up from low idle.

Generated by m@sh
28 August 2007
L350F / Engine

TECHNICALDESCRIPTION
Matched to the drivetrain
Since the engine matches the transmission, axles, hydraulic and steering
systems, the result is an ideal match that enables the L350F to utilize its power
and torque in the most effective way possible. This leads to the highest possible
fuel efficiency and productivity, while at the same time meeting emissions
requirements.

Power and torque L350F

Overall system architecture

The engine is part of Volvo's new generation of electronically controlled
engines. The engine control unit and the other machine control units are
programmed with the software tool PROSIT. Programming takes place when
the machine is assembled in the factory. This means that the predetermined
programs for the machine are installed, which set the machine's engine power,
torque, etc., as well as any programmable equipment. All machine data is then
1. Central system
stored in a central system for use when updating the programs and for any
2. VCADS Pro
invoicing following the installation of new optional equipment. PROSIT is also
3. PC-Engine communication
used when checking the machine's functions before delivery. VCADS Pro
4. PROSIT
( Volvo Computer Aided Diagnostics System Professional) is the tool that
Volvo-authorized service technicians can use for troubleshooting and
diagnosis. When the machine is connected to VCADS Pro, it is also possible
to program new functions in addition to upgrading the software (programs).
By using VCADS Pro, it will be possible to troubleshoot all machine systems.
However, there are only tests available for the engine in this initial stage, but
tests are continuously being developed for all machine systems.

Total Electronic Control

The engines electronic control unit (E-ECU) is the
central part in the injection system. It is positioned on
the engine, suspended in rubber-dampened brackets.
All electronic functions in the engine are controlled by
Volvos latest engine management system, EMS2,
which comprises the E-ECU, sensors and actuators.
The purpose of the system is to calculate and
continuously control the amount of fuel injected during
different operating conditions. This leads to more
efficient combustion which results in reduced
emissions and low fuel consumption. The engines
electronic control unit communicates with the other
1. Coolant level sensor electronic systems through the use of data bus
2. Coolant temperature sensor technology. The E-ECU monitors all areas of engine
3. E-ECU (Engine Electronic Control Unit) operation with the use of several sensors. Together
with fuel optimization, the control unit monitors the

Generated by m@sh
28 August 2007
L350F / Engine

TECHNICALDESCRIPTION
engine functions and protects it from unexpected
4. Cable channel
5. Camshaft sensor, engine position occurrences. The electronic control unit gives the
following advantages:
6. Sensor for boost pressure/charge-air temperature
7. Sensor for air pressure/temperature Optimal, continuous fuel consumption control
8. Crankshaft position and engine speed sensor for maximum efficiency and low emissions.
9. Oil pressure sensor Overspeed protection.
10. Sensor for oil level/temperature Safe and smoke-free cold starts.
11. Crankcase pressure sensor When starting in cold temperatures, engine
speed is limited until oil has reached all lube
points.
Continuous monitoring and display of fuel
consumption.

Hydraulically driven, electronically controlled cooling fan

The D16E engine has a hydraulically driven, electronically controlled cooling
fan and intercooler of the air/air type. The system not only results in quieter
operation, but also lowers the fuel consumption. The cooling fan is driven by
hydraulic oil from Pump 3, which also supplies hydraulic oil to the brake
pressure charging. The fan is located between engine and radiator and it only
speeds up when necessary. If not, the fan is rotating at a low basic speed,
therefore saving fuel and limiting sound levels. The cooling fan speed is
electronically controlled via the machines control unit V-ECU, which receives
signals about how warm the different systems are. To improve the cooling
capacity, the fan draws the air from the rear and blows out the air through the
sides. The swing-out grille makes it easy to access and clean the radiator. The
cooling system is integrated in the machines system architecture, which has
the following advantages:
Higher engine power and lower sound levels since the cooling fan
seldom operates at max speed.
Faster warming of the engine, transmission and hydraulic system.
Warming of the oil in the hydraulic oil tank, even during transport
operations.
Improved cab heat due to greater flow of warm water through the cab
heater, already at low engine speeds.
The machine can be equipped with reversible cooling fan (option), which
prevents the radiator from being clogged up. With the valve block for the
reversible cooling fan it is possible to determine which port on the fan is
pressure side respectively return side. In this way the oil can flow in two
directions through the fan motor.

Energy saving during the start-up phase

The cooling system is designed to speed up warming of the various systems to operating temperature. The advantage
of this is especially evident in cold weather and also when the engine is kept warm by using a block heater. When the
engine has been started and it is approaching normal operating temperature, the cooling system resumes its normal
cooling function and will keep the temperature almost constant.
Using the cooling system in this manner contributes to energy savings and lower fuel consumption as well as better
operating conditions for components and systems.

Generated by m@sh
28 August 2007
L350F / Engine

TECHNICALDESCRIPTION
Fuel system
The engine is equipped with unit injectors, actuated by rocker arms
from the camshaft. The unit injectors provide high injections pressure
to reduce fuel consumption, smoke and particulate emissions, enabled
by an efficient and well controlled combustion. The unit injectors are
fully electronically controlled by the EMS2. A high injection pressure
with great precision is obtained through a single overhead camshaft
and rocker arms. The fuel injectors are positioned vertically in the
centre of the cylinder head and give optimum distribution of fuel in the
combustion chamber.

1. Bleeder valve
2. Fuel return line
3. Fuel channel
4. Cylinder head
5. Cooling circuit, engine control unit
6. Fuel feed pump
7. Fuel tank
8. Water trap
9. Drain valve
10. Pre-filter
11. Hand pump
12. Filter head
13. Primary filter

Fuel filling
The fuel filling pipe is located behind the radiator grille at the rear side. Both
the grille and the fuel filler cap can be locked for protection against tapering.
To speed up the fuel filling the L350F can be equipped with a fast fuel filling
system (option).

Fuel filter
The fuel system is equipped with two fuel filters, a pre-filter with water trap and
a primary filter. A water separator effectively removes water and any coarse
particles from the fuel before it reaches the fuel filter. The water separator can
easily be drained of accumulated dirt and water by using the drain screw at the
bottom of the filter. After the filter/water separator, the fuel passes secondary
fuel filter. The fuel filter system protects the injection system and reduces the
risk of engine malfunction. The filters have a common filter head that is
mounted on the machine frame. There is a hand pump on the filter head which
is used when the fuel system has been emptied. On the secondary filter side
there is a fuel pressure sensor which measures the fuel feed pressure to the
unit injectors. Bleeding is not necessary when changing filter. The fuel system
together with three valves in the filter head are designed to drain the air in the
new filters, which is installed empty. The spin-on type filter is easy to replace.
Fuel filter with heater is available as option for the use in cold environment.

Generated by m@sh
28 August 2007
L350F / Engine

TECHNICALDESCRIPTION
Turbocharger and intercoler provide better combustion
The turbocharger is driven by the exhaust gases, which pass through the
turbine housing in their way out into exhaust system. The exhaust gas flow
causes the turbine rotor in the turbine housing to rotate. The compressor rotor
is located on the same shaft as the turbine rotor. The compressor rotor is
located in a housing which is connected between the air cleaner and engines
induction manifold. When the compressor rotor turns, air is drawn (sucked)
from the air cleaner. The air is compressed into the engine cylinders, after
having been cooled down during passage through the intercooler. When the
induction air is compressed, it is also heated as a result of the pressure
increase. By cooling the induction air with an air cooled intercooler, a very
efficient cooling effect is achieved. The induction air temperature is reduced
by approximately 100 C, resulting in denser air and higher oxygen content.
This high oxygen concentration results in more efficient combustion and gives
the engine good low rpm performance and characteristics. At the same time,
favorable low emission values are achieved. The turbocharger is equipped with
a wastegate valve, which is controlled by the turbo pressure. The wastegate
valve allows a small amount of exhaust gasses to bypass the turbine rotor at
high engine speeds (high turbo pressure). This design makes the turbocharger
efficient at low engine speeds.

Engine suspension
The engine is suspended at three points on the frame, which results in less
vibration. The mounts consist of brackets with rubber cushions. The two rear
mounts are bolted to the flywheel housing. The front mount, located in the center,
consists of a cast steel arch which is rubber mounted to the engine.

Effective air cleaning

The air cleaner prevents dust and other contaminants from entering the engine.
The air passes through the main filter after having circulated in the pre-cleaner
and then the safety filter. There is a combined pressure-drop and air
temperature sensor at the inlet between the filter housing and the turbo. The
pressure-drop function shows when the filter starts to clog up with a symbol on
the information panel. The triple-stage air cleaning system is extremely
important to the reliability and the operating life of the engine.

First stage - Cyclone pre-cleaner

A cyclone pre-cleaner separates the heavier particles which are automatically removed through a vacuator valve on
the service cover. Most of the all impurities are removed at this first stage, which results in a reduced load on the main
filter.

Second stage
The main filter is made of paper which can be easily cleaned, and therefore has long replacement intervals. A control
light in the cab indicates when it is time for a filter change.

Third stage

Generated by m@sh
28 August 2007
L350F / Engine

TECHNICALDESCRIPTION
If the main filter has been damaged and impurities can freely pass through it, the safety filter begins to function
immediately to protect the engine. The safety filter effectively traps impurities but is also clogged quickly. A clogged
safety filter is indicated by a control light.
Oil bath pre-cleaner
In order to increase reliability in very severe operating conditions, the L350F
can be equipped with an oil bath pre-cleaner, which is connected in series with
the standard air cleaning system and results in a longer filter change interval.

Three oil filters

The engine oil is filtered through two full-flow filters connected in parallel. The
full-flow filters meet Volvo requirements for filtration. In addition, there is a by-
pass filter connected in series with the two full-flow filters. Over time, all of the
engine oil will eventually pass through the by-pass filter, which has a higher
filtration capacity than the full-flow filters.

Intake and exhaust system

The air is drawn in through the air cleaner (1) and
passes to the turbo (6). Then the air is cooled through
the charge-air cooler (5). Before the air finally is drawn
into the cylinders through the inlet valves, it passes the
preheating coil located on the engines induction
manifold. The preheating coil, the function of which is
to warm the air at engine start, is engaged
automatically when needed. The exhausts pass
through the exhaust valves out in the exhaust manifold
and then through the turbocharger to the muffler (2).

1. Air cleaner
2. Muffler
3. Charge-air pipe to the engines induction manifold
4. Charge-air pipe to air cooler
5. Intercooler
6. Turbocharger

Preheating
There is an electric pre-heater on the engines induction manifold. The heater is engaged when the operator has
turned the start key to position 1 and if the engines coolant temperature is too low. If the engine is started, the
preheating ends. The advantage is easier start as well as less white smoke in the exhausts. The symbol for preheating
is lit on the information panel when the preheating coil is engaged.

Generated by m@sh
28 August 2007
L350F / Engine

TECHNICALDESCRIPTION
High capacity cooling system
The engine has an efficient cooling system with cooling
channels which during the start- up phase minimizes the
warm-up time in the engine, transmission and hydraulic
system. Depending on the coolant temperature, the
thermostat controls the coolant flow either out to the
radiator or in a bypass flow back to the engine through the
heat exchanger for transmission oil and the cabs heater.
This keeps the machines operating temperature at a
1. Coolant pump constant level even during the most varied working
2. Lubrication oil cooler conditions. The heat exchanger for transmission oil secure
3. Cylinder liner that the transmission has a normal temperature after the
4. Cylinder head start-up phase. By using the cooling system this way, the
5. Thermostat fuel consumption gets lower. The improved working
6. Sensor for coolant temperature engine conditions give the machine system and components
7. Coolant level sensor longer lifetime.
8. Expansion tank
9. Radiator
10. Sensor for coolant temperature outlet radiator
11. Transmission oil cooler
12. Cabs heater
13. Breathing

Generated by m@sh
28 August 2007
L350F / Engine
FEATURESANDBENEFITS
PRODUCT FEATURES
Volvo D16E LA E3 is a high performance, low
emission, 4-stroke, 6-cylinder in-line diesel
engine with electronically controlled direct
injection and turbo charger. The engine is of
heavy-duty type with wet replaceable cylinder
liners and replaceable valve guides and valve
seats. The throttle application is transmitted
electrically from the throttle pedal and eventual
hand throttle. Air cleaning: 3-stage. Cooling
system: Hydrostatic, electronically controlled
fan and intercooler of the air/air type.
Hydrostatically driven, electronically controlled
fan that cools according to demand in all
operating conditions.
The electronically monitored engine computer
system gives optimal matching to drivetrain and
hydraulic system.
Three-point engine suspension.
CUSTOMER BENEFITS
Low fuel consumption.
High torque at low engine speeds.
Tried and tested technology with long operating
life.
Low emission levels that fulfill exhaust cleaning
requirements for Tier 3 and Stage IIIA.
Low noise level.
Smooth, direct throttle response for optimum
operability and maximum operator satisfaction.
Power when and where needed.
Quiet operation, low fuel consumption and
outstanding maneuverability.
High efficiency and low fuel consumption.
Reduced vibrations and less noise.
Generated by m@sh
28 August 2007