Volvo D13 User manual

SECTION 01: ENGINE
PA1561 1
CONTENTS
1. VOLVO D13 ENGINE............................................................................................................................ 3
1.1 SYSTEM OVERVIEW..................................................................................................................... 3
1.2 ENGINE OVERVIEW...................................................................................................................... 6
1.3 ENGINE OIL ................................................................................................................................... 7
1.3.1 General.................................................................................................................................... 7
1.3.2 Oil Quality ................................................................................................................................ 7
1.3.3 Oil Change Intervals................................................................................................................ 8
1.3.4 Oil Filters ................................................................................................................................. 9
1.3.5 Synthetic Lubrication ............................................................................................................... 9
1.3.6 Oil Viscosity ............................................................................................................................. 9
1.3.7 Oil Additives............................................................................................................................. 9
1.3.8 Oil Consumption...................................................................................................................... 9
1.3.9 Oil Change............................................................................................................................. 10
1.3.10 Oil Filters Change.................................................................................................................. 10
1.3.11 Checking The Oil Level .........................................................................................................11
1.4 POWER PLANT ASSEMBLY REMOVAL..................................................................................... 11
1.5 POWER PLANT ASSY. INSTALLATION...................................................................................... 14
1.6 ENGINE MOUNTS ....................................................................................................................... 14
2. DETROIT DIESEL SERIES 60 ENGINE ............................................................................................. 16
2.1 DDEC VI SYSTEM........................................................................................................................ 16
2.2 HARNESSES................................................................................................................................ 16
2.3 ENGINE OVERVIEW.................................................................................................................... 17
2.4 DDEC VI SENSORS..................................................................................................................... 18
2.5 PREVOST INSTALLED SENSORS ............................................................................................. 19
2.6 MOTOR CONTROL MODULE (MCM).......................................................................................... 19
2.7 COMMON POWERTRAIN CONTROLLER (CPC) ....................................................................... 19
2.8 DDEC VI DIAGNOSTICS.............................................................................................................. 19
2.8.1 Diagnostic system ................................................................................................................. 19
2.8.2 Check Engine Telltale Light (AWL) ....................................................................................... 20
2.8.3 Stop Engine Warning Light (RSL) ......................................................................................... 20
2.8.4 Stop Engine Override Switch (SEO) ..................................................................................... 20
2.8.5 Diagnostic Data Link (DDL) Connectors ............................................................................... 20
2.9 READING DIAGNOSTIC CODES –FLASHING LIGHT METHOD: ............................................. 20
2.10 DDEC VI CPC DIAGNOSTIC CODES LIST ................................................................................. 21
2.11 DDEC VI MCM DIAGNOSTIC CODES LIST ................................................................................ 28
2.12 ENGINE OIL LEVEL ..................................................................................................................... 39
2.13 ENGINE OIL AND FILTER CHANGE ........................................................................................... 40
2.14 RECOMMENDED ENGINE OIL TYPE ......................................................................................... 41
2.15 POWER PLANT ASSEMBLY REMOVAL..................................................................................... 41
2.16 POWER PLANT ASSY. INSTALLATION...................................................................................... 45
2.17 JAKE BRAKE................................................................................................................................ 45
2.18 ENGINE MOUNTS ....................................................................................................................... 45
3. ELECTRONIC FOOT PEDAL ASSEMBLY (EFPA) & THROTTLE POSITION SENSOR ................ 46
4. ENGINE TROUBLESHOOTING GUIDE ............................................................................................. 47
5. SPECIFICATIONS............................................................................................................................... 49
5.1 SERIES 60 ENGINE ..................................................................................................................... 49
5.2 VOLVO D13 ENGINE ................................................................................................................... 50

Section 01: ENGINE
PA1561 2
ILLUSTRATIONS
FIGURE 1: D13F ENGINE,ALTERNATOR SIDE (TYPICAL) ....................................................................................... 6
FIGURE 2: D13F ENGINE,TURBO SIDE (TYPICAL) ................................................................................................ 7
FIGURE 3: D13F OIL FILTERS............................................................................................................................. 9
FIGURE 4: OIL FILTER WRENCH........................................................................................................................ 10
FIGURE 5: OIL FITER REPLACEMENT................................................................................................................. 11
FIGURE 6: ENGINE OIL FILLING TUBE ................................................................................................................ 11
FIGURE 7: ENGINE OIL LEVEL DIPSTICK ............................................................................................................ 11
FIGURE 8: BELT TENSIONER VALVE.................................................................................................................. 12
FIGURE 9: ENGINE COMPARTMENT H3COACHES (TYPICAL) ............................................................................... 14
FIGURE 10: VOLVO ENGINE POWER PLANT CRADLE INSTALLATION ..................................................................... 15
FIGURE 11: VEHICLE INTERFACE HARNESS (GENERAL APPLICATION SHOWN)...................................................... 16
FIGURE 12: DETROIT DIESEL 2007 SERIES 60 ENGINE (TYPICAL ........................................................................ 18
FIGURE 13: MOTOR CONTROL MODULE (MCM) .................................................................................................. 19
FIGURE 14: CPC............................................................................................................................................. 19
FIGURE 15: THE CPC COMMUNICATES OVER THE J1587 AND J1939 DATA LINKS TO THE VEHICLE ........................ 19
FIGURE 16: FLASHING FAULTS CODES ............................................................................................................. 21
FIGURE 17: ENGINE OIL LEVEL DIPSTICK .......................................................................................................... 39
FIGURE 18: OIL RESERVE TANK ....................................................................................................................... 39
FIGURE 19: UNDER VEHICLE VIEW ................................................................................................................... 40
FIGURE 20: ENGINE COMPARTMENT ................................................................................................................ 42
FIGURE 21: ENGINE COMPARTMENT H3COACHES (TYPICAL) ............................................................................. 44
FIGURE 22: ENGINE COMPARTMENT VIP (TYPICAL)............................................................................................ 44
FIGURE 23: POWER PLANT CRADLE INSTALLATION ............................................................................................ 45
FIGURE 24: ELECTRONIC FOOT PEDAL ASSEMBLY............................................................................................. 46

Section 01: ENGINE
PA1561 3
1. VOLVO D13 ENGINE
1.1 SYSTEM OVERVIEW
NOTE
The “Premium Tech Tool” (PTT) is the
preferred tool for performing diagnostic work.
Contact your local dealer for more information.
The Engine Management System (EMS)
controls many engine functions such as: fuel
timing and delivery, engine protection functions,
engine brake operation, EGR valve function and
the turbocharger nozzle function. The Engine
Electronic Control Unit (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 “Premium Tech Tool”
(PTT) 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.
For diagnostic software, contact your local
dealer.
The following is a list of engine sensors that
provide input to the EMS:
•Ambient Air Temperature Sensor
•Ambient Pressure sensor
•Boost Air Pressure (BAP) Sensor
•Camshaft Position (Engine Position) Sensor
•Crankshaft Position (Engine Speed) Sensor
•Differential Pressure DPF Sensor
•EGR Differential Pressure Sensor
•EGR Temperature Sensor
•Engine Coolant Level (ECL) Sensor
•Engine Coolant Temperature (ECT) Sensor
•Engine Oil Pressure (EOP) Sensor
•Engine Oil Level (EOL) Sensor
•Engine Oil Temperature (EOT) Sensor
•Exhaust Temperature Sensor (DPF
Sensors)
•Fuel Pressure Sensor
•Intake Air Temperature And Humidity (IATH)
Sensor
•Intake Manifold (Boost) Temperature Sensor
•Throttle Position (TP) Sensor
•Turbo Speed Sensor
•Variable Geometry Turbocharger (VGT)
Position Sensor
Sensors
Ambient Air Temperature Sensor
The Ambient Air Temperature Sensor is used to
detect the outside air temperature. The sensor
modifies a voltage signal from the ECM. The
modified signal returns to the ECM as the
ambient air temperature. The sensor uses a
thermistor that is sensitive to the change in
temperature. The electrical resistance of the
thermistor decreases as temperature increases.
The Ambient Air Temperature Sensor is located
in the front of the vehicle.
Ambient (Atmospheric) Pressure Sensor
The Ambient (Atmospheric) Pressure Sensor
contains a pressure sensitive diaphragm and an
electrical amplifier. Mechanical pressure applied

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PA1561 4
to the diaphragm causes the diaphragm to
deflect and the amplifier to produce an electrical
signal proportional to the deflection.
The Ambient (Atmospheric) Pressure Sensor is
built into the Engine Management System
(EMS) Module.
Camshaft Position Sensor
The Camshaft Position (Engine Position) Sensor
is located in the rear face of the timing gear
cover at the rear of the engine, near the bottom
of the valve cover. It uses magnetic induction to
generate a pulsed electrical signal. It senses the
passage of seven (7) timing bumps on the edge
of the camshaft dampener. Six of the holes
correspond to the phasing of the electronic unit
injectors, while the seventh hole indicates the
top dead center position.
Crankshaft Position (Engine Speed) Sensor
The Crankshaft Position (Engine Speed) Sensor
uses magnetic induction to generate a pulsed
electrical signal. Notches are machined into the
edge of the flywheel. When one of the notches
passes close to the sensor, electric pulses
result.
The Crankshaft Position (Engine Speed) Sensor
also indicates when the crankshaft is at the top
dead center position.
Differential Pressure DP Sensor
The differential pressure sensor is used for flow
measurement of the Diesel Particulate Filter
(DPF). This sensor has two pressure ports and
senses the difference in pressure between the
two ports. Measurement of the pressure before
and after the DPF is used to calculate diesel
filter regeneration.
The Differential Pressure DPF Sensor is located
on the side of the Diesel Particulate Filter (DPF).
EGR Differential Pressure Sensor
The EGR differential pressure sensor is used for
flow measurement of the Exhaust Gas
Recirculation (EGR) valve. This sensor has two
pressure ports and senses the difference in
pressure between the two ports. Measurement
of the pressure before and after the EGR valve
is used to calculate EGR flow.
The EGR Differential Pressure Sensor is located
on the left or right side of the engine.
EGR Temperature Sensor
The EGR temperature sensor detects exhaust
gas temperature for EGR system. The sensor
modifies a voltage signal from the control unit.
The modified signal returns to the control unit as
the exhaust temperature of the EGR system to
confirm EGR operation. The sensor uses a
thermistor that is sensitive to the change in
temperature.
The EGR Temperature Sensor is located near
the EGR valve.
Engine Coolant Level (ECL) Sensor
The Engine Coolant Level (ECL) Sensor is a
switch. If engine coolant level falls below a
calibrated point the contacts open and the driver
will be notified of the low coolant level.
The Engine Coolant Level (ECL) Sensor is
located in the cooling system reservoir tank.
Engine Coolant Temperature (ECT) Sensor
The Engine Coolant Temperature Sensor is
located at the front of the engine. The sensor
will indicate a high coolant temperature caused
by problems like radiator blockage, thermostat
failure, heavy load, or high ambient
temperatures. This sensor is also used for cold
start enhancement and for fan clutch
engagement.
Engine Oil Pressure (EOP) Sensor
The Engine Oil Pressure Sensor contains a
pressure sensitive diaphragm and a electrical
amplifier. Mechanical pressure applied to the
diaphragm causes the diaphragm to deflect and
the amplifier to produce an electrical signal
proportional to the deflection.
The Engine Oil Pressure Sensor is located on
the oil filter assembly. The sensor monitors
engine oil pressure to warn of lubrication system
failure.
Engine Oil Level (EOL) Sensor
The Engine Oil Level Sensor is located in the oil
pan.
Engine Oil Temperature (EOT) Sensor
The Engine Oil Temperature Sensor is a
thermistor whose resistance varies inversely to
temperature. The sensor has a negative

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temperature coefficient, which means the sensor
resistance will decrease as the engine oil
temperature increases.
The Engine Oil Temperature Sensor is located
in the oil pan.
Exhaust Temperature Sensor (DPF Sensors)
The exhaust gas temperature sensor detects
exhaust gas temperature for DPF protection as
well as DPF regeneration control. The sensor
modifies a voltage signal from the control unit.
The modified signal returns to the control unit as
the exhaust temperature at that specific location
of the exhaust. The sensor uses a thermistor
that is sensitive to the change in temperature.
The Exhaust Temperature Sensors are located in
the DPF assembly.
Fuel Pressure Sensor
The fuel pressure sensor contains a diaphragm
that senses fuel pressure. A pressure change
causes the diaphragm to flex, inducing a stress
or strain in the diaphragm. The resistor values in
the sensor change in proportion to the stress
applied to the diaphragm and produces an
electrical output.
The Fuel Pressure Sensor is located on top of
the fuel filter housing.
Intake Air Temperature and Humidity (IATH)
Sensor
The Intake Air Temperature and Humidity (IATH)
Sensor contains a thermistor and a capacitive
sensor. The resistance of the thermistor varies
inversely to temperature. The output of the
capacitive sensor increases as the humidity of
the surrounding air increases. By monitoring the
signals from both portions of the sensor, the
Engine Management System (EMS) Module
calculates the temperature and humidity of the
air passing through the air filter housing.
The Intake Air Temperature and Humidity (IATH)
Sensor is located in the air intake tube just
downstream from the air filter canister.
Intake Manifold (Boost) Temperature Sensor
The Intake Manifold (Boost) Temperature
Sensor is a thermistor whose resistance varies
inversely to temperature. The sensor has a
negative temperature coefficient, which means
the sensor resistance will decrease as the inlet
air temperature increases.
The Intake Manifold (Boost) Temperature
Sensor is located in the intake manifold.
Intake Manifold Pressure Sensor
The Intake Manifold Pressure Sensor contains a
pressure sensitive diaphragm and an electrical
amplifier. Mechanical pressure applied to the
diaphragm causes the diaphragm to deflect and
the amplifier to produce an electrical signal
proportional to the deflection.
The Intake Manifold Pressure Sensor is located
on the air inlet pipe before the intake manifold.
Throttle Position (TP) Sensor
The Throttle Position Sensor is a potentiometer
that is mechanically linked to the accelerator
pedal. A potentiometer is a variable resistor
whose resistance will change as the pedal is
pressed. As the resistance changes, the signal
voltage of the sensor changes indicating the
accelerator pedal position.
The Throttle Position Sensor is located above
the accelerator pedal. The sensor is designed to
improve the driver’s control by reducing
sensitivity to chassis motion. This sensor
provides the driver’s fuel request input to the
VECU.
Turbo Speed Sensor
The Turbo Speed Sensor informs the EMS of
the turbo shaft speed. The sensor does not read
from the vanes, but reads from the shaft. The
Engine Management System (EMS) Module
uses this signal in conjunction with the VGT
position sensor signal to control the speed of the
turbocharger and therefore optimize the intake
manifold pressure.
The Turbo Speed Sensor is mounted in the
center of the turbocharger.
Variable Geometry Turbocharger Smart
Remote Actuator (VGT SRA)
The Variable Geometry Turbocharger Smart
Remote Actuator (VGT SRA) takes the position
commands from the EMS, moves the nozzle of
the turbocharger to the desired position, and
performs all of the diagnostics and self checks
on the actuator.

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PA1561 6
1.2 ENGINE OVERVIEW
NOTE
For additional information concerning Volvo D13 engine components or engine-related components,
consult Volvo Trucks Canada or Volvo Trucks North America Web Site under: Parts & Service. On
Volvo web site, you will find detailed service procedures for parts replacement, repair and
maintenance.
FIGURE 1: D13F ENGINE, ALTERNATOR SIDE (TYPICAL)
1. Breather Tube 7. Fuel Filter
2. Intake Manifold 8. Fuel/Water Separator
3. Air Compressor 9. Fuel Filter
4. Power Steering Pump 10. Hand-Priming Pump
5. Fuel Pump 11. Crankcase Ventilator
6. Engine Electronic Control Unit (EECU) 12. EGR Mixing Chamber

Section 01: ENGINE
PA1561 7
FIGURE 2: D13F ENGINE, TURBO SIDE (TYPICAL)
13. Exhaust Manifold 20. Oil Filters
14. Valve Cover 21. Oil Pan
15. Engine Pre-Heater Element (Optional) 22. EGR Cooler
16. DRV Valve 23. Turbocharger
17. Coolant Pump 24. Starter Motor
18. Coolant Filter 25. EGR Valve
19. Venturi Pipe
1.3 ENGINE OIL
1.3.1 General
Keep the engine oil at the proper level and change it at the recommended intervals. Always replace the
oil filters at the same time as when the oil is changed.
1.3.2 Oil Quality
Volvo North America recognizes engine oils that meet or exceed the standards given by American
Petroleum Institute (API) for the oil classifications listed in this manual. Only oils licensed to carry the API

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PA1561 8
symbol should be used. Lubricants meeting API standards have provided maximum engine life when
used together with the recommended oil and oil filter change intervals.
EO-O Premium Plus (or VDS-4) diesel engine oil is mandatory for use in all 2007 emission compliant
Volvo engines. Chassis equipped with a 2007 emission compliant engine, which can be identified by the
presence of a Diesel Particulate Filter (DPF), also require the use of Ultra Low Sulfur Diesel (ULSD) fuel.
EO-O Premium Plus oils exceed the new API service category CJ-4.
CAUTION
DO NOT add extra oil additives. Additives such as break-in oils, top oils, graphitizers, and friction-
reducing liquids are not necessary and can harm the engine.
1.3.3 Oil Change Intervals
The length of time an engine can operate before an oil change depends on the quality oil used, the type
of fuel used, fuel consumption, engine oil consumption, vehicle application, level of dust in the air, and
fuel consumption. The change intervals given in this manual are maximum intervals. If the vehicle is
operating in heavy-duty operation, dusty or off-road conditions, etc., reduce the intervals for more
frequent oil changes.
NOTE
Use the information in the table below to determine the operating condition and usage applicable to your
vehicle.
Engine Operating Condition Medium Heavy Severe
Total Fuel Consumption (mpg) More than 6 More than 4.7 More than 3.7
Total Fuel Consumption (L/100 KM) Less than 39 Less than 50 Less than 64
Engine Oil and Filter Change
Interval, miles (km) – 41 U.S. quarts (39L)
Oil capacity
35,000 (55 000) 25,000 (40 000) 15,000 (24 000)
NOTE: If idle time is greater than 25%, use the next lower drain interval.

Section 01: ENGINE
PA1561 9
NOTE
Oil filters should always be changed when
changing the oil.
1.3.4 Oil Filters
There are three filters on the engine, one of
which is a bypass filter. This should be changed
at the same time as the full-flow filter(s).
CAUTION
Volvo branded oil filters are designed to
provide the proper level of filtration and
protection for Volvo engines. Filters that do
not meet the same stringent requirements
may void engine warranty.
FIGURE 3: D13F OIL FILTERS
1.3.5 Synthetic Lubrication
Synthetic oils are offered by some oil suppliers
as an alternative to the traditional, petroleum
based oils for engines. These oils may be used
in Volvo engines, provided they meet the quality
levels specified on the previous pages, that is:
both VDS-4 and EO-O Premium Plus.
The use of synthetic oils does not permit the
extension of the recommended oil change
intervals.
1.3.6 Oil Viscosity
The viscosity grade defines the thickness of the
oil. The oil must be thin enough at low
temperatures for easy cold starts and thick
enough to protect at high temperatures. An oil is
not fully defined until both the API quality
classification and the viscosity grade are
specified.
Choose the viscosity grade for the typical
ambient temperature for the application.
Multigrade oils have a broad range that suit
operation in changing temperature.
Volvo North America recommends the
viscosities shown in the viscosity/temperature
table for Volvo engines.
1.3.7 Oil Additives
CAUTION
Extra oil additives must never be added to
any engine oil used. Additives such as break-
in oils, top oils, graphitizers, and friction
reducing liquids are not necessary and may
even harm the engine.
Using oils to the quality standards
recommended in this manual makes the use of
extra oil additives unnecessary, as these oils
already contain a balanced treatment of
additives.
1.3.8 Oil Consumption
Once the engine is stopped, check the oil level
daily. If the engine has just been stopped and it
is warm, wait approximately five minutes to allow
the oil to drain back to the oil pan before
checking. Add oil as necessary.
CAUTION
DO NOT overfill engine with oil.
All diesel engines are designed to consume
some oil, so it is normal to add oil periodically.
An engine used in heavy-duty operation will
consume more oil than one in normal operation.

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PA1561 10
1.3.9 Oil Change
WARNING
A hot engine or engine oil can be dangerous.
Serious burns can result from contact with a
hot engine or oil. Take precautions when
draining the oil. Wear gloves or let the engine
cool down before draining.
WARNING
When draining the oil, use the proper tools
and keep away as far as possible. Raise the
elbow so the forearm is parallel to the ground
to prevent oil running down the arm, causing
burns.
CAUTION
Always dispose of all lubricants (motor oil,
coolant, gear box oils, etc) and filters
according to Federal or local regulations.
Used oil disposed of in nature or waterways
contaminates our drinking water and kills
wildlife.
WARNING
Prolonged contact with used engine oil may
be harmful. Use rubber gloves when handling
used oil. Wash skin thoroughly if it comes in
contact with used oil.
It is important to drain as much oil as possible.
Try to change oil immediately after driving, when
the oil is warm. Always replace the oil filters
when changing the oil.
Component Capacity (L)
Oil pan 24 min - 32 max
Engine block 4.5
Filters (3) 6
Total oil fill (empty) 42.5
NOTE
Since about 1 liter of oil remains in the engine
after draining, approximately 38 liters will be
needed for a complete oil change.
1.3.10 Oil Filters Change
WARNING
Hot oil can cause severe burns. DO NOT
allow hot oil to contact the skin. When
changing oil, wear protective gloves.
CAUTION
Volvo-branded oil filters are designed to
provide the proper level of filtration and
protection for Volvo engines. Filters that do
not meet the same stringent requirements
may cause unsatisfactory results.
•Clean around the oil filter housing and
remove the filters using the oil filter
wrench or the oil filter socket.
FIGURE 4: OIL FILTER WRENCH
•Prefill the new oil filters with approved
engine oil. Also, lubricate the filter gaskets
with engine oil (1). Hand tighten the oil
filters until they contact the sealing surface
of the oil filter housing (2). Manually
tighten the oil filters an additional ¾ to 1
full turn (3).

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PA1561 11
FIGURE 5: OIL FITER REPLACEMENT
•Start the engine and check for leaks
around the oil filter housing and filters.
•Check the oil level. Add approved engine
oil to the recommended level, if
necessary. Do not overfill.
1.3.11 Checking the Oil Level
Ensure that the vehicle is parked on level
ground before checking the oil level. Wait five
minutes after shutting off the engine and then
proceed with checking the oil.
CAUTION
DO NOT let the oil level fall below the marking
on the dipstick. DO NOT overfill so the level is
above the upper marking on the dipstick. This
could lead to excessive oil temperature and/or
poor crankcase breather performance.Add oil
through the oil filler pipe as required in order
to maintain level within the safe range.
FIGURE 6: ENGINE OIL FILLING TUBE
FIGURE 7: ENGINE OIL LEVEL DIPSTICK
1.4 POWER PLANT ASSEMBLY REMOVAL
To access the engine or engine-related
components, the vehicle power plant assembly
must be removed as a whole unit by means of a
slide-out cradle. The power plant assembly
includes the engine, transmission (including
retarder if so equipped), air compressor,
alternator and transmission oil cooler.
Remove the power plant assembly as follows:
CAUTION
Tag hoses and cables for identification before
disconnecting in order to facilitate reinstallation.
Plug all openings to prevent dirt from entering
the system.
NOTE
No parts within the EECU are serviceable. If
found defective, replace the EECU as a unit.
•Preparation
1. Close the heater lines shut-off valves.
2. Disconnect the battery or batteries from the
starting system by removing one or both of
the battery cables from each battery system.
With the electrical circuit disrupted,
accidental contact with the starter button will
not produce an engine start.

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PA1561 12
WARNING
Due to the heavy load of the rear bumper
assembly, it must be adequately supported
before attempting to remove it.
3. Remove the rear bumper assembly from the
vehicle. Refer to Section 18 BODY, under
"Rear Bumper Removal".
4. If applicable, disconnect the block heater
connector located near the EGR mixing
chamber.
FIGURE 8: BELT TENSIONER VALVE 12200
5. Locate the A/C compressor belt tensioner
pressure releasing valve (Fig. 8). Turn
pressure releasing valve handle
counterclockwise in order to release pressure
in belt-tensioner air bellows and loosen belt.
Remove the A/C compressor belt.
6. To release all pressure from the air system.
Refer to Section 12, BRAKES & AIR
SYSTEM for instructions.
7. Disconnect and remove the engine-air intake
duct mounted between air cleaner housing
and turbocharger inlet.
CAUTION
To avoid damage to turbocharger, cover the
turbocharger inlet opening to prevent foreign
material from entering.
8. Disconnect and remove the air intake duct
mounted between the air cooler outlet and
the engine intake.
9. Disconnect and remove the air intake duct
mounted between the turbocharger outlet
and the air cooler inlet.
10.Disconnect and remove section of coolant
pipe assembly mounted between the radiator
outlet and the water pump inlet.
11.Disconnect and remove a section of coolant
pipe assembly mounted between the
thermostat housing and the radiator inlet, if
applicable.
12.Disconnect the electric fan-clutch connector
located near the cooling fan right angle
gearbox.
13.Disconnect the cooling fan drive shaft.
CAUTION
To avoid damage to cooling fan right angle
gearbox, make sure the power plant cradle
clears the gearbox when pulling the engine out.
14.Disconnect surge tank hoses connected to
the thermostat housing, the pump inlet and to
the transmission oil cooler.
15.Disconnect and remove the exhaust pipe
mounted between the flexible coupling and
the pipe going to the Aftertreatment Device
(ATD). If necessary, refer to Section 04
EXHAUST SYSTEM under “Muffler Removal
and Installation".
CAUTION
To avoid damage to turbocharger, cover the
turbocharger outlet opening to prevent foreign
material from entering.
16.Remove the power steering pump.
17.Close engine fuel supply shutoff valve on
primary fuel filter or Fuel Pro. Disconnect the
fuel line located above fuel filters and
connected to inlet port. On vehicles equipped
with the optional fuel filter/water separator,
disconnect the connector and remove cable
ties from cradle.
•With Vehicle Raised
18. Using the quick-connect drain hose, drain
the engine cooling system. Refer to Section
05 COOLING under "Draining Cooling System".

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PA1561 13
19. From under the vehicle, disconnect the
propeller shaft as detailed in Section 09,
under heading "Propeller Shaft Removal".
20.On vehicles equipped with an automatic
transmission provided with a hydraulic output
retarder, disconnect steel-braided airline from
pressure regulator output. The pressure
regulator is mounted in the upper section of
engine compartment backwall and is
accessible through the engine compartment
R.H. side door.
21. Remove the retaining bolts, washers and
nuts securing the power plant cradle to the
vehicle rear subframe.
22. Disconnect transmission harness from
transmission housing.
•With Vehicle Lowered
23.Disconnect the air compressor discharge,
governor steel-braided airlines and manual
filling airlines from compressor. Remove
retaining clips.
24.Disconnect the hose connecting the
compressor head to the sump tank, if
applicable.
25.Disconnect ground cables from rear
subframe ground-stud located close to the
starter motor.
26.Disconnect alternators cooling duct and put
aside.
27.Inside rear electrical compartment,
disconnect starter, alternators and heater
cables. Also disconnect AFSS cable if
applicable.
28.Disconnect Aftertreatment Device (ATD)
control cable.
29.Disconnect VIH (vehicle interface harness)
connector.
30.Disconnect fuel return line from bulkhead
fixed on engine cylinder head end.
31.Unfasten and put aside engine compartment
lighting fixture and turbocharger fire
suppression nozzle if applicable.
32.Disconnect turbo boost pressure gauge
airline from engine air intake, if applicable.
33. Disconnect the engine coolant hose near the
starter.
34.On partition wall, disconnect connector C397
located between engine compartment and
main power compartment.
35. Inspect the power plant assembly to ensure
that nothing will interfere when sliding out the
cradle. Check for connections or hoses not
mentioned in this list as some vehicles are
equipped with special or aftermarket
components.
NOTE
Check if any spacer(s) have been installed
between power plant cradle and vehicle rear
subframe, and if so, note position of each
washer for reinstallation purposes.
36. Using a forklift, with a minimum capacity of
4,000 lbs (1 800 kg), slightly raise the power
plant cradle.
37. Pull engine out slowly from the engine
compartment. Make sure all lines, wiring and
accessories are disconnected and are not
tangled.
CAUTION
Due to the minimum clearance between the
power plant equipment and the top of the
engine compartment, extreme care should be
used to raise the power plant cradle, just
enough to free the cradle. Clearance between
power plant cradle and mounting rail should
range between ¼" and ½" (6-12 mm).

Section 01: ENGINE
PA1561 14
FIGURE 9: ENGINE COMPARTMENT H3 COACHES (TYPICAL) 01193
1.5 POWER PLANT ASSY. INSTALLATION
To install a power plant assembly, follow the
same procedure as in "Power Plant Assembly
Removal" except in reverse order, then proceed
with the following:
1. Torque the power plant cradle mounting
bolts to 190 lbf-ft (255 Nm).
2. Refill cooling system with saved fluid (refer
to Section 05 COOLANT SYSTEM).
3. Once engine fuel system has been drained,
it will aid restarting if fuel filters are filled with
fuel oil (refer to Section 03 FUEL SYSTEM).
4. Start engine for a visual check. Check fuel,
oil, cooling, pneumatic and hydraulic system
connections for leakage. Test operation of
engine controls and accessories.
1.6 ENGINE MOUNTS
The power plant assembly is mounted to the
cradle by means of rubber mounts and supports.
Two engine support brackets are used at the
front of the engine while two rubber mounts are
mounted underneath the engine & radiator fan
drive mechanism support and the engine &
alternator support (Fig. 10).
It is recommended that new rubber mounts be
installed at each major overhaul.
NOTE
Refer to the table on the following page for
engine cradle tightening torques.

Section 01: ENGINE
PA1561 15
FIGURE 10: VOLVO ENGINE POWER PLANT CRADLE INSTALLATION
DRY TORQUES
REFERENCE DESCRIPTION Lbf-ft Nm
A SCREW, CAP HEXAGONAL HEAD M8 – 1.25 G8.8 16 22
B SCREW, CAP HEXAGONAL HEAD M8 – 1.25 G10.9 22 30
C SCREW, CAP HEXAGONAL HEAD M10 – 1.5 G10.9 43 58
D SCREW, CAP HEXAGONAL HEAD M12 – 1.75 G8.8 60 81
E SCREW, CAP HEXAGONAL HEAD M14 – 2.0 G8.8 90 122
F SCREW, CAP HEXAGONAL HEAD M16 – 2.0 G8.8 140 190
G SCREW, CAP HEXAGONAL HEAD M16 – 2.0 G10.9 190 258
H SCREW, CAP HEXAGONAL HEAD M20 – 2.5 G10.9 450 610

Section 01: ENGINE
PA1561 16
2. DETROIT DIESEL SERIES 60 ENGINE
The DDC series 60 engine is a 6-cylinder, four-
cycle, 14.0 liters Detroit Diesel series 60 engine,
equipped with an electronic control system
(DDEC VI).
Complete maintenance and repair information
on the engine will be found in the current
DETROIT DIESEL SERIES 60 2007 ON-
HIGHWAY SERVICE MANUAL 6SE2007. This
essential manual contains complete instructions
on operation, adjustment (tune-up), preventive
maintenance and lubrication, parts verification,
repair or replacement. This manual’s sections
cover complete systems such as:
•Engine main assembly;
•Fuel system;
•Lubrication system;
•Cooling system;
•Fuel, lubricating oil and coolant;
•Air intake system;
•Exhaust system;
•Exhaust gas recirculation components;
•Electrical equipment;
•Operation and verification;
•Engine tune-up;
•Preventive maintenance;
•Storage;
Refer to Series 60 DDEC VI Troubleshooting
Guide published by Detroit Diesel for more
complete information on diagnosis of
components and system problems.
Procedures for engine removal and installation
are given at the end of this section. The DDEC
system is self-diagnostic. It can identify faulty
components and other engine-related problems
by providing the technician with diagnostic
codes.
2.1 DDEC VI SYSTEM
DDEC VI (Detroit Diesel Electronic Control) is a
system that monitors and determines all values
required for the operation of the engine. A
diagnostic interface is provided to connect to an
external diagnosis tester. Besides the engine
related sensors and the engine-resident control
unit, the Motor Control Module (MCM), this
system has a chassis-mounted control unit for
vehicle engine management, the Common
Powertrain Controller (CPC). The connection to
the vehicle is made via a CAN interface which
digitally transmits the nominal values (e.g.
torque, engine speed specification, etc.) and the
actual values (e.g. engine speed, oil pressure,
etc.).
DDEC VI controls the timing and amount of fuel
injected by the electronic unit injectors (EUI).
The system also monitors several engine
functions using electrical sensors, which send
electrical signals to the Motor Control Module
(MCM). The MCM computes the electrical
signals and determines the correct fuel output
and timing for optimum power, fuel economy
and emissions. The MCM also has the ability to
display warnings or shut down the engine
completely (depending on option selection) in
the event of damaging engine conditions, such
as low oil pressure or high engine temperature.
2.2 HARNESSES
There are two major harnesses: the Engine
Harness (EH) and the Vehicle Interface Harness
(VIH). The Engine Harness is installed at the
Detroit Diesel factory and is delivered connected
to all engine sensors, the fuel injection system,
and the MCM.
The OEM supplied Vehicle Interface Harness
connects the CPC to other vehicle systems.
FIGURE 11: VEHICLE INTERFACE HARNESS (GENERAL
APPLICATION SHOWN)

Section 01: ENGINE
PA1561 17
2.3 ENGINE OVERVIEW
1- Starter motor
2- Oil pan drain plug
3- Primary fuel-filter/water-
separator
4- MCM (DDEC VI Electronics)
5- Secondary fuel filter shutoff
valve
6- Secondary fuel filter
7- Fuel pump
8- Air compressor
9- Engine oil filling tube
10- Bosch alternators (2)
11- Engine oil dipstick
12- EGR delta pressure sensor
13- EGR valve
14- Intake throttle
15- EGR mixer
16- Intake manifold
17- Engine Harness
18- Thermostat housing
19- Turbo compressor outlet
20- Actuator coolant return line
21- Electrically controlled actuator
22- HC doser
23- Closed-crankcase breather/oil separator

Section 01: ENGINE
PA1561 18
24- Water pump
25- EGR cooler
26- Oil filter (2)
27- Crankcase breather tube
28- EGR tube
FIGURE 12: DETROIT DIESEL 2007 SERIES 60 ENGINE (TYPICAL) 01179
2.4 DDEC VI SENSORS
•Camshaft Position Sensor (CMP Sensor):
Indicates a specific cylinder in the firing
order.
•Crankshaft Position Sensor (CKP Sensor):
Senses crankshaft position and engine
speed for functions such as fuel control
strategy.
•DPF Inlet Pressure Sensor Measures
pressure between the Diesel Oxidation
Catalyst (DOC) and the Diesel Particulate
Filter (DPF) in the aftertreatment assembly.
•DPF Outlet Pressure Sensor: Measures
pressure on the outlet of the aftertreatment
device in the exhaust system of the vehicle.
•DPF Outlet Temperature Sensor:
Temperature measured at the outlet of the
after-treatment system that is installed within
the exhaust system of the vehicle.
•DOC Inlet Temperature Sensor:
Temperature measured at the outlet of the
after-treatment.
•DOC Outlet Temperature Sensor:
Temperature measured between the DOC
and the DPF in the aftertreatment assembly.
•EGR Delta Pressure Sensor: Senses EGR
pressure for EGR control.
•EGR Temperature Sensor: Senses EGR
exhaust temperature after EGR cooler. Used
for EGR system diagnosis.
•Engine Coolant Temperature Sensor (ECT
Sensor): Senses coolant temperature for
functions such as engine protection, fan
control and engine fueling.
•Engine Oil Pressure Sensor (EOP
Sensor): Senses gallery oil pressure for
functions such as engine protection.
•Engine Oil Temperature Sensor (EOT
Sensor): Senses oil temperature for
functions such as reducing variation in fuel
injection and fan control.
•Fuel Line Pressure Sensor: Senses fuel
line pressure.
•Fuel Compensation Pressure Sensor:
Compensates fuel line pressure.
•Intake Manifold Pressure Sensor (IMP
Sensor): Senses turbo boost for functions
such as smoke control and engine protection.
•Intake Manifold Air Temperature Sensor
(IMT Sensor): Senses pressure. The MCM
uses this information to compute the amount
of air entering the engine.
•Supply Fuel Temperature Sensor (SFT
Sensor): Senses fuel temperature for
functions such as engine fueling.
•Turbo Compressor Temperature Out
Sensor: Senses turbo out air temperature.
•Turbo Speed Sensor (TSS): Monitors turbo
speed for overspeed conditions.
•VGT Position Sensor/EGR Valve Position
Sensor.
•Intake Air Throttle Valve Sensor.
•Exhaust Valve Recirculation Valve (EGR)
Sensor.

Section 01: ENGINE
PA1561 19
2.5 PREVOST INSTALLED SENSORS
•Engine Coolant Level Sensor (ECL
Sensor): Senses coolant level for engine
protection (mounted on coolant surge tank).
•Turbo Compressor In Temperature
Sensor: Senses the air temperature at the
turbo compressor inlet.
•Vehicle Speed Sensor (VSS): Provides a
vehicle speed signal (connected to
transmission).
2.6 MOTOR CONTROL MODULE (MCM)
The Motor Control Module is mounted, on the
starter side of the engine (Fig. 13). Considered
the "Brain" of the DDEC VI system, it provides
overall monitoring and control of the engine. It
does so by comparing input data from the
various sensors to a set of calibration data
stored in the EEPROM (Electrically Erasable,
Programmable, Read-Only Memory) within the
Motor Control Module. After comparing the
input data with the calibration data, the MCM
sends high-current command pulses to the
Electronic Unit Injectors (EUI) to initiate fuel
injection. The MCM also receives feedback
regarding the start and end of injection for a
given cylinder. The EEPROM within the Motor
Control Module is factory programmed by
Detroit Diesel. Reprogramming must be done at
a Detroit Diesel authorized service center.
However, some changes may be performed to
the cruise control and road speed limiter using a
diagnostic data reader (see paragraph "DDEC
VI Diagnostic Codes" in this section).
FIGURE 13: MOTOR CONTROL MODULE (MCM) 01145
2.7 COMMON POWERTRAIN CONTROLLER
(CPC)
The CPC is the interface between the MCM and
the vehicle/equipment for engine control and
manages other vehicle/equipment functions.
Within the CPC, sets of data for specific
applications are stored. These include idle
speed, maximum running speed, and speed
limitation. Customer programmable parameters
are also stored here. The CPC receives data
from the operator (accelerator pedal position,
switches and various sensors) and other
electronic control units. From this data,
instructions are computed for controlling the
engine and transmitted to the MCM via the
proprietary data link.
FIGURE 14: CPC
FIGURE 15: THE CPC COMMUNICATES OVER THE
J1587 AND J1939 DATA LINKS TO THE VEHICLE
2.8 DDEC VI DIAGNOSTICS
2.8.1 Diagnostic system
Diagnostics is a standard feature of DDEC VI.
The purpose of this feature is to provide
information for problem identification and

Section 01: ENGINE
PA1561 20
problem solving in the form of a code. The MCM
and CPC continuously perform self diagnostic
checks and monitor the other system
components. Information for problem
identification and problem solving is enhanced
by the detection of faults, retention of fault codes
and separation of active from inactive codes.
The engine-mounted MCM includes control logic
to provide overall engine management. System
diagnostic checks are made at ignition on and
continue throughout all engine operating modes.
Sensors provide information to the MCM and
CPC regarding various engine and vehicle
performance characteristics. The information is
used to regulate engine and vehicle
performance, provide diagnostic information,
and activate the engine protection system.
The DDEC VI on-board diagnostic system
accessories include the following:
•Check Engine telltale light (AWL);
•Stop Engine telltale light (RSL);
•Stop Engine Override switch (SEO);
•Diagnostic Data Link (DDL) connectors.
The AWL is illuminated and a code is stored if
an electronic system fault occurs. This indicates
the problem should be diagnosed as soon as
possible. The CPC illuminates the AWL and
RSL and stores a malfunction code if a
potentially engine damaging fault is detected.
These codes can be accessed in one of four
ways:
•Commercially available J1587/J1939
diagnostic tools.
•Detroit Diesel Diagnostic Link® (DDDL 7.0).
•Flashing the AWL and RSL with the
SEO/Diagnostic Request Switch.
•Dashboard’s Message Center Display
(MCD).
2.8.2 Check Engine Telltale Light (AWL)
The CPC illuminates the Check Engine telltale,
mounted on the telltale light panel to indicate
that a problem has been detected and that a
code has been stored in the MCM memory.
This light also has a 5-second bulb check when
the ignition is first turned on.
2.8.3 Stop Engine Warning Light (RSL)
This light, also mounted on the telltale light
panel, illuminates to indicate that a major engine
problem is occurring (with the exception of a 5-
second bulb check when the ignition is first
turned on).
2.8.4 Stop Engine Override Switch (SEO)
This switch, mounted on the dashboard, may be
used to extend the 30-second delay period
before engine shutdown when the Stop engine
telltale light is illuminated. This switch can be
repeatedly depressed in order to move the
vehicle out of traffic.
NOTE
The stop engine override switch will be
operative only if it has been depressed before
the end of the 30 second delay period.
CAUTION
The OVERRIDE switch must be used only in
emergency cases, such as to move the
vehicle out of traffic. Excessive use of this
switch can cause serious damage to the
engine.
This switch is also used for DDEC diagnostic
code requests. Press this switch with the engine
at idle or off but with the ignition in the "ON"
position and active codes will be flashed on the
CHECK ENGINE and STOP ENGINE telltale
lights alternately.
2.8.5 Diagnostic Data Link (DDL) Connectors
A connector is mounted on the L.H. footwell
wall. Another connector is located in the rear
electric compartment. They allow the connection
of the Diagnostic Data Reader (DDR) to read
the codes or to access pertinent data on the
condition of the engine. This enables a more
complete analysis of any defect found in the
DDEC system operation. For more information,
see Detroit Diesel Troubleshooting Guide
#6SE492.
2.9 READING DIAGNOSTIC CODES –
FLASHING LIGHT METHOD:
DDEC VI makes use of two types of codes:
Active and inactive. The difference between the
two types of codes is as follows: