It is time to share a bunch of before and after pictures of our Volvo Penta renovation! We have been working with renovating the engine during the winter and it is so satisfying to see these pictures after many hours hard work.
The engine seen from behind before renovation.
And after! 🙂 Here the gearbox is mounted as well, but we will have to remove it before lifting the engine back into the boat.Seen from the side before…
… and after!Seen from the front, and a little on the other side before renovation.New paint on the heat exchanger definitely made a difference!The port side of the engine before renovation.
Port side after renovation. Just need a new filter with no paint on it.The engine seen from above before renovation.And after, with a closer look at the newly painted injectors.Finally a closer look at the heat exchanger before renovation.And after! 🙂
We lifted out the engine from the boat October 21, 2018 and since then we have been working with the renovation on evenings and weekends until now, March 16, 2019, five months later we feel that we are completely finished with the renovation. We have been keeping track on the hours spent working on the engine and have estimated it to be around 200 hours active work. It is a lot of time spent, but we see it as an investment in knowing more about our boat and our engine. It will hopefully pay off someday if something breaks where help cannot be found.
We will prepare a post where we share all the costs for our Volvo Penta renovation and share it here soon.
If you want to read more about our Volvo Penta renovation check out our other blog posts about the engine under the category Engine.
After knowing that the engine started as it should, see video, we continued with the heat exchanger. As our heat exchanger didn’t look very good we started calculating on the time and cost for designing a new cooling system, with a separate tube heat exchanger and a expansion tank. It ended up in that we decided to go for our old heat exchanger. One reason for that is that we have a spare heat exchanger element for our existing heat exchanger.
Our heat exchanger.
As you maybe remember from our teardown, the connection towards the exhaust manifold had some bad corrosion.
Bad corrosion on the connection towards the exhaust manifold. Also, seems that some “fixing” has been done at some point in the history of the engine.
We outsourced the fix for the connection to another person. When we got it back it now looked like this:
The connection towards the exhaust manifold after service!
We also took out the heat exchanger element to clean it and check that is did not leak, and the it was to time to put it back…
It was very hard to get the heat exchanger element back in position.
We pushed to hard and had an accident with the gable of the heat exchanger:
Do you see the crack?A more clear picture of the crack.
So now we had some welding to do. The gable is made of cast iron, so we borrowed the correct welding tools for cast iron and fixed the small part. We also borrowed the correct tools for welding aluminum. To weld aluminum you need alternating current or pulsed current to break the oxide layer. The bottom of the heat exchanger had some small corrosion holes on it and we wanted to weld them together as well.
After welding the corrosion damages at the bottom of the heat exchanger made of aluminum.After welding the gable of the heat exchanger, which is made of cast iron.
Then it was time to try to get the heat exchanger element back into its position without breaking anything else. This time we were more careful and we managed to get it all back together.
Then it was time to mount the heat exchanger onto the engine:
The heat exchanger back onto the engine.But it needs some new paint so that will look as nice as the rest of the engine!
And now when we had everything in place it was time for a test run with water connected.
We didn’t want to run the engine too long without having a load on the engine, but we wanted to run it long enough to find possible leakages. And we did find some! There were some leakages towards the connections of the heat exchanger and the circulation pump. The shaft sealing for the circulation pump probably needs some time to run in in order to fully seal. For the other connections we added flange sealant so that it would seal.
Adding flange sealant.
Now we are almost done with the engine, what we have left to do is:
final painting
solution for crank house ventilation
renovate the gearbox
start and run the engine once more to test the crank-house ventilation solution and see that there are no leakages.
If you want to read more about our previous work with the engine, see category Engine.
In this blog post we will share where we found the spare parts for our Volvo Penta MD19 (which is very similar to Volvo Penta MD21). Some of the spare parts were really hard to find, so hopefully this will help someone.
Most of the spare parts
We ordered most of our parts from Der Franzose. The Volvo Penta MD19 is based on an Indenor XDP-4.88 engine, which was used in some Peugeot cars, with external Volvo Penta parts to adapt it to a marine engine. From Der Franzose we ordered:
Gaskets
Crankshaft bearings
Cam followers
Push rods
Engine mounts
Connection rod bearings
Freeze plugs
… and other small spare parts
Liners & Pistons
It was very hard to find new liners for our engine. After searching through the whole internet (at least that’s what it felt like) we found them on Citroworld. It was a complete kit with:
Liners
Pistons
Piston rings
Non-original Volvo Penta Parts
At the website CromMarine we found non-original Volvo Penta parts. From CromMarine we bought:
new gaskets for the heat exchanger
a new thermostat
Gear box sealings
Sealing for our gear box we bought seperately at the swedish store, Kullager.se. They had the right measurements and this was a cheaper way to buy them.
Service Kit Circulation Pump
We ordered a service kit for the circulation pump from Indenor-retro. The service kit included:
shaft
bearings
pump wheel
shaft sealing.
Sealings for the gear box.Our spare parts for the engine which we ordered from Der Franzose.We mounted the freeze plugs onto the engine block, ordered from Der FranzoseThe new pistons, which we ordered from Citroworld.The pump wheel from the service kit for the circulation pump, which we ordered from Indenor-Retro.
Now when we found all our spare parts for our Volvo Penta MD19, the next step will be to put the engine back together with the new spare parts. If you want to read more about our service of a Volvo Penta MD19 engine, more blog posts can be found under the category Engine.
When we had removed the outer parts we started disassembling the internal parts of our Volvo Penta MD19 engine. If you want to read more about our removal of the outer parts, click HERE.
The pistons removed. They looked quite good at first sight and the piston rings were loose. We had suspected that they would be stuck since we had bad compression in the engine. We will probably buy new pistons anyway even though they looked good.This is one of the liners. Some of them had really bad corrosion, so we will try to buy new ones.Removal of the camshaft.The flywheel removed.The flywheel completely removed. A lot of grease and dirt inside…The crankshaft is next to be removed.The crankshaft removed.Finally we removed the crankshaft bearings.
During the process of disassembling the engine, we made sure that there wouldn’t be any dirt on the internal parts. For the internal parts we organized them so that we knew which part had been at a certain place in the engine and also which parts belonged together. We did this so that the parts we were to reuse would be re-mounted in the same location as they were before. The parts could been differently worn out depending on their location in the engine.
Now we have taken apart all the parts of the engine. All of the parts are really dirty and will need some proper cleaning. We will also have to decide which parts of the engine that we will outsource to someone else, repair ourselves, buy new or which parts that doesn’t need repairs or to be changed.
From what we know at this point we will:
Outsource:
The cylinder head. Since we don’t have proper tools for that service we will leave it to another guy.
The same guy will also fix the connection between the heat exchanger and the exhaust manifold
Buy new:
Pistons
Liners
Piston rings
Cam followers
Push rods
Crankshaft bearing
Connection rod bearings
Freshwater pump
Gaskets
Repair
The rest of the heat exchanger
The water pump
Diesel injection pump
The other parts not mentioned here seems to be in good shape, for example the camshaft, exhaust manifold etc. We will clean them and re-mount when it is time to do that.
The next step of our engine service is to clean the parts of the engine. If you are interested in reading more about our service of our Volvo Penta MD19 engine, then read more about it under the category Engine.
We were now ready to start the teardown of our Volvo Penta MD19 Engine (which is very similar to MD21).Our best friend during the teardown (and when assembling the engine) was the workshop manual for Volvo Penta MD19 engine.
We started with removing the heat exchanger.The heat exchanger removed.The connection between the heat exchanger and the exhaust manifold had corroded a lot. It also looked like it had been “repaired” earlier by using some kind of rubber.Removal of the exhaust manifold. It is made of cast iron and is therefore very heavy.Exhaust manifold removed! (The cute dog in the background belongs to Thomas parents)Next thing was to remove the starter engine.Starter engine removed.The injectors removed.The injectors.The starter engine, seawater pump and oil cooler.The diesel injection pump and seawater pump removed.Removing the valve cover. In this picture the freshwater pump is also removed.The valve cover removed. Inside here the valve mechanism can be seen.Taking out the valve mechanism.The inside of the valve cover with valve mechanism removed.The cylinder head removed. It didn’t look like there was something wrong with it, without removing the valves. We will outsource the service of the cylinder head, since we don’t have the right tools to do it ourselves.Cylinder head removed.Turning the engine around so that we can remove the oil sump.The oil sump removed. The sump was very dirty and black.Dirty oil sump.The inner parts of the engine seen from below. Lots of dirty oil here.Not much left of the engine now. We also started to remove the outer parts of the flywheel.Removing outer parts of the flywheel.
There are a lot of small parts when doing a tear down of an engine. We put all screws and other small parts in plastic bags and put a note in each of them with the name of part of the engine they belonged to and in which order we took them off. This took some time to do when taking the engine apart, but when we started putting the engine back together it saved a lot of time.
The next step will be to disassemble the inner parts of the engine, you can read more about it HERE. If you want to read more about our service of the engine, you can read more about it under the category Engine.
