Volvo Penta MD1 injection pump dismantle

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jimthesail

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Ahoy ! Anyone any idea how to take out the cam follower, spring and sleeve from the bottom of the injection pump please. The manual plus parts list shows retaining screw but what looked like it under the wire clip, ain't !
 
Is the retaining screw you've mentioned part number 870007, described as a lock bolt? Doesn't this slide in the slot in the cam follower to prevent it rotating? If so, it would also prevent it falling out.
 
This little video doesn't feature exactly the same pump, and doesn't cover dismantling. However, it does show you how the pump goes back together, including the little lock bolt under the spring clip, and has some cautionary notes on how to line things up properly.

 
Gordon Bennett ! Been about a bit but this one takes the hard tack ! It is the 'locking screw' but has no sign of a head. Having looked at vid I would suspect the design has been changed and Herr Bosch has used a very hard grub screw that shears off leaving no means for extraction. Tried to hacksaw a slot; laughed at it ! Will try to clean bits as they are and reassemble. Thanks for all the expert and very rapid advice !
(Claim pints if you meet a Dawncraft Rover on the canals called Lollipop 2)
Jim
 
Is that the pin under the spring clip? If memory is correct it should lift out, only thing that keeps it there is the spring clip. You should only need a magnet to lift it out. If its jammed it's possible someone hasn't fitted the proper sized pin and maybe have hammered it home. Only option in that case is a drill.
 
Tried the wife's 'rare earth magnets' (they can attract a 50 pence piece out of my pocket at 100 meters !)
No luck ! Tried giving it a smack on the vice and a crack opened up showing a diameter of 4mm in the 6mm 'ole !
Will go for 'Plan 3B' which necessitates the angle grinder and a cut off disc !
'Well done team !'
 
I have a manual and parts book for these if there are other specifics you want to know.

Is it an A or B/C model?
 
Woke up this morning and realised it would be a good idea to do that ! Doh !
Just an MD1 as far as I know.
Have got diagrams
 
scottie said:
Just remember that it normally a specialist job in the first place and components for sixty year old engines are getting scarce
Click to expand...
There were various pumps used on the MD range and all look the same and they all use similar components wether 1 - 2 or 3 cylinder models however the plunger size varies from engine to engine so if tinkering check the diameter of the plunger and barrel bore removed and confirm that the diameter of the ones you may obtain are the same size. Also check the OD of the cam follower if swapping. The dimensions of the pump components for an MD1B may be different .

I would take the pump to an injection specialist as they have the facitilities to run the pump on a rig and check its parameters and more importantly it's leakage rate. Component parts should be available or you might find a donor pump on eBay or a facegroup such as The Westerly Owners as there will be pumps lying unused n boat lockers and garages..
It is important to check the leakage rate from the plunger as this leaked fuel finishes up in the sump and too much an result in engine runaway.
 
jimthesail said:
Woke up this morning and realised it would be a good idea to do that ! Doh !
Just an MD1 as far as I know.
Have got diagrams
Click to expand...
From memory, the Bs have an oil filter and the As don't but the surest way to tell is the width of the engine mounts. As are narrower. As are 290mm apart. Bs are slightly higher capacity, so I don't know if they share same injector parts.

Would be useful to know.

Wish they/someone kept making parts for them. Simple, solid engines.
 
canvey said:
From memory, the Bs have an oil filter and the As don't but the surest way to tell is the width of the engine mounts. As are narrower. As are 290mm apart. Bs are slightly higher capacity, so I don't know if they share same injector parts.

Would be useful to know.

Wish they/someone kept making parts for them. Simple, solid engines.
Click to expand...

One difference is the number of bolts studs securing the head. The MD2 A/B/C has 4 studs and 2 bolts on the push rod side. The MD1 only has only 4 head studs . The MD1 is lower power per cylinder and smaller bore.
 
canvey said:
From memory, the Bs have an oil filter and the As don't but the surest way to tell is the width of the engine mounts. As are narrower. As are 290mm apart. Bs are slightly higher capacity, so I don't know if they share same injector parts.

Would be useful to know.

Wish they/someone kept making parts for them. Simple, solid engines.
[/there are three versions MD1 MD1A MD1B.
HP rating change so pump outputs would change
Different heads and stud placements injectors manifold oil systems front crankcase for a start
Some things like gearboxes and electrics can carry over from one model to the next just to confuse things further
Click to expand...
 
Confusingly, the MD1 was renamed the MD1A, when the B came out. But, the above is right, it's becoming very difficult to find parts for them. Always possible to make things fit though. Would more modern injectors work in one?

Truth be, I've never heard of an MD-1C, only a MD-2C, so I am presuming there was.

Frustratingly, almost everything you see advertised for MD1s are actually for the MD-1Bs and not compatible.
 
canvey said:
Confusingly, the MD1 was renamed the MD1A, when the B came out. But, the above is right, it's becoming very difficult to find parts for them. Always possible to make things fit though. Would more modern injectors work in one?

Truth be, I've never heard of an MD-1C, only a MD-2C, so I am presuming there was.

Frustratingly, almost everything you see advertised for MD1s are actually for the MD-1Bs and not compatible.
Click to expand...
No there never was a md2C it was called MD11(eleven) as they changed the way they designated from cylinders to capacity in litres in the same way MD3B became MD17D
 
So, MD2B became MD11C then MD11D?

What about the 1s? Were they dropped?

The problem with a lot of the original British GRP sailing boats is that they mounts/stringers were made to fit the narrow A engines and the later ones are too wide without major surgery.

Is there any Penta nerd website, where the entire range is listed?

I learnt the other day, and correct me if I am wrong, that Penta was originally a separate company and used to use a pentacle as its logo. Also read of a Volvo sales person claiming that if they were to make an MD1/2 these days, it could cost something like £16,000. Again, that I read it was true, but I don't know if it was.
 
canvey said:
So, MD2B became MD11C then MD11D?

What about the 1s? Were they dropped?

The problem with a lot of the original British GRP sailing boats is that they mounts/stringers were made to fit the narrow A engines and the later ones are too wide without major surgery.

Is there any Penta nerd website, where the entire range is listed?

I learnt the other day, and correct me if I am wrong, that Penta was originally a separate company and used to use a pentacle as its logo. Also read of a Volvo sales person claiming that if they were to make an MD1/2 these days, it could cost something like £16,000. Again, that I read it was true, but I don't know if it was.
Click to expand...
The original engine maker had 5 partners hence Penta
In the 70-80s Volvo had MD5 built by a Norwegian firm 7hp an low profile inclined unit along with the MD6/7 built by Albin 10/12/18 HP So no call for a heavy single cyl version plus the introduction of small Mass produced high speed industrial engines made it Obsolete
 
If you want to work out which is which and it is confusing here are a few manuals to check P/N s :)

http://www.madlenkapluje.cz/attachment/HISTORIE/Volvo_MD1-D1-MD2-D2.pdf

http://capkarate.free.fr/divers/documentation/Moteurs Inbooard/VOLVO/MD2B/MD2B ViewFile.pdf

http://www.boatservicehaarlem.nl/volvo_md5wm.pdf

Volvo Penta Md6a Md7a Workshop Manua

https://www.maritimepropulsion.com/files/pdf/1001252

The earlier engines had cam operated fuel pumps all to the same design however the plungers and barrels might vary as different amounts of fuel required to suite the different powers and normally this would be achieved by varying the plunger/bore diameter. However as these pumps were also used in Yanmar, Bukh, Beta and others there may be commonality and Diesel Injection companies should be able to help here as they would have CAV and Bosch information regarding what went where.

Later engines had rotary fuel pumps on the exhaust side of the crankcase and these could be a problem as although Injection specialists can service and calibrate them they can not replace any internals unless a Picker can find some hidden in a barn.
 
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