Repairing Volvo D6

[Latestarter1]

Pal of mine is about to put offer in on a 2003 ish Bavaria with pair of Volvo D6-310's.

Bit of history, vessel lost an engine in 2004 ish and new replacement unit was fitted under warranty.

Despite being more than a bit VP limited I explained that the D4/6 are parant bore motors with no repair practice requiring a new block to rebuild so actually no big deal.

Being a cautious sort of guy and as the vessel had already suffered an early life engine failure my pal started asking the question just to understand his exposure. Despite having the training not one single VP dealer asked was prepared to consider the prospect of re-blocking a D6-310. Not financially viable vs cost of new engine was generally the answer.

Obvious next question was OK how much for new replacement D6-310, answer was that D6-310 no longer current engine however they would quote for the D6-330. However dealer started murmuring about EVC compatability issues, current Vs 2002. Taking a quick look I can see a number of mechanical differences between a generation I D6 and a current D6-330. Whole issue becoming complete tangle and I have have no real desire to start discussing with VP dealers over again.

Plenty of VP people out there Spannerman/Volvopaul who can provide the answer I am sure.

Questions.

Any VP dealers out there prepared to re-block early D6-310?

Any early late EVC compatability issues?

Avilability of early D6-310's, new of rebuilt?

On the basis of what I am hearing one failed early D6 may require replacement of BOTH engines AND controls. Suspect my pal is not asking the right questions, he is an estate agent.......................

 

[volvopaul]

Spanner man will be able answer this 100% as he is dealer.

My knowledge is, yes there was a generation 1 unit, recently I have seen a d 6 370 rebuilt with short block as it was overfilled with oil.

I was poking around a dealer this morning to see a few d6 units stripped down so I'd say they can and are rebuilt by dealers.

What does add to the bill is the dyno testing, but if you want Iso quality and standards adhered to then that's the way to go.

I wouldn't be put off buying because it's had another motor in.

 

[Andrew38]

Spanner man will be able answer this 100% as he is dealer.

My knowledge is, yes there was a generation 1 unit, recently I have seen a d 6 370 rebuilt with short block as it was overfilled with oil.

I was poking around a dealer this morning to see a few d6 units stripped down so I'd say they can and are rebuilt by dealers.

What does add to the bill is the dyno testing, but if you want Iso quality and standards adhered to then that's the way to go.

I wouldn't be put off buying because it's had another motor in.

It still scares me that my D6-370s in a brand new boat were both filled to 25 litres when the capacity is only 20 litres and were like that for the first 6 months! When I questioned the matter they refilled to 20 litres and trimmed the dipsticks! How can new engines leave the factory with dipsticks incorrectly calibrated?

 

[Latestarter1]

Spanner man will be able answer this 100% as he is dealer.

My knowledge is, yes there was a generation 1 unit, recently I have seen a d 6 370 rebuilt with short block as it was overfilled with oil.

I was poking around a dealer this morning to see a few d6 units stripped down so I'd say they can and are rebuilt by dealers.

What does add to the bill is the dyno testing, but if you want Iso quality and standards adhered to then that's the way to go.

I wouldn't be put off buying because it's had another motor in.

You have put my mind at rest that you have actually seen dealers rebuilding with short blocks, my pal had the distinct impression that dealers he talked to were extremely reluctant to perform rebuilds to the extent of being dismissive.

When you explore the new engine alternative suggested dealers he has spoken to you realise that it is not an alternative unless you replace BOTH engines.

Like you I have no problem with the fact vessel suffered an early life failure, however it was the response the guy had from VP dealers which made him look deeper into his potential exposure IF another engine rebuild was required, now the motors no longer current.

Volvo Penta have total control of marine market in Europe, as new models replaced a re-con replacement engine programme for out of date engine models is hardly difficult.

 

[Latestarter1]

It still scares me that my D6-370s in a brand new boat were both filled to 25 litres when the capacity is only 20 litres and were like that for the first 6 months! When I questioned the matter they refilled to 20 litres and trimmed the dipsticks! How can new engines leave the factory with dipsticks incorrectly calibrated?

Not being a VP person I would suggest that engines should NEVER leave the factory with pre-calibrated dip sticks!

From my background calibration of dipsticks is an installation issue and accurate calibration is a factor of the final engine installation angle.

 

[tinkicker0]

You have put my mind at rest that you have actually seen dealers rebuilding with short blocks, my pal had the distinct impression that dealers he talked to were extremely reluctant to perform rebuilds to the extent of being dismissive.

When you explore the new engine alternative suggested dealers he has spoken to you realise that it is not an alternative unless you replace BOTH engines.

Like you I have no problem with the fact vessel suffered an early life failure, however it was the response the guy had from VP dealers which made him look deeper into his potential exposure IF another engine rebuild was required, now the motors no longer current.

Volvo Penta have total control of marine market in Europe, as new models replaced a re-con replacement engine programme for out of date engine models is hardly difficult.

Volvo in general appear to have a very aggressive policy in dealing with the competition where engine recon is concerned.

Volvo will not supply factory manuals to those companies rebuilding engines that they feel they have the right to rebuild themselves along with certain parts and equipment. This involves getting stuff by a very circuitous route.


Getting hold of info for the DH10 has been a nightmare.

 

[spannerman]

We have rebuilt several motors with a short block as the cost of a complete new engine over here is prohibitive, so we just swap all the external bits over and they run fine.
As regards EVC compatability, VP has upgraded the software more times than I can remember!.
We upgrade the software in the ECU, PCU and HCU modules all at the same time or there will be a compatabilty problem, with new software downloaded you have then the latest version and all modules working together, its not possible to just upgrade one module as VP always send out the latest version applicable to that motor so the others have to be done at the same time and we have to report back to VP to verify that this motor now has the latest software.
As regards the dipsticks they are not pre-calibrated, they come with the fill marks already on them, as on the ones we have replaced when the red handle comes loose!
The D6 holds 20 liters max, if the installation angle is excessive then it will lead to lower readings as the dipstick is toward the front of the engine, so the mechanic could be tempted to keep filling until he gets a reading between the marks on the stick.

 

[Latestarter1]

Exactly answer I was looking for....

Sounds like my pal has been talking to wrong VP dealers.

Learning more and more regarding VP engines, do I assume from your comment "as the dipstick is toward the front of the engine," that there are no optional dip stick locations, port starbord, front, mid, rear, Cat and Cummins have all those options and D6 is supposed to have been designed as a marine engine. No matter, saved me ending up with red face when laying out an engine compartment in the future.

 

[volvopaul]

according to a friend who works for my closest dealer, last year in a new sq42 the dipstick manufacturing machine was cutting off the wrong length steel, making the stick shorter so more oil was added, net result on sea trial at wot the oil spat out the breather all over the place leading to premature failure as not enough oil was left in the sump to run correctly.

one poor owner recently with a phantom 40 required a new short block, literally straight after his full winter service.

 

[spannerman]

The D4-6 engines can have handed dipsticks either port or starboard on the engine, but in the same place just aft of the diesel filter.