Volvo Penta D5A-TA Specifications
| Engine Model: Volvo Penta D5A-TA |
| Engine Type: 4-cycle inline 4-cylinder turbocharged freshwater-cooled diesel |
| Total Displacement: 290 cu.in (4.8 L) |
| Rated Engine Power: 139-160 Hp (102-118 kW) at 1900-2300 rpm |
| Fuel System Type: Direct injection |
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The Volvo Penta D5A-TA is an in-line
four-cylinder, 4.76-liter marine diesel engine designed for commercial
applications and marine power generation. The "TA" designation signifies
Turbocharged and Aftercooled, utilizing a seawater-cooled charge air
cooler to increase intake air density. Volvo Penta engineered this
engine for continuous heavy-duty operation in commercial fishing
vessels, workboats, and as a marine generator prime mover.
The D5A-TA produces crankshaft power ranging from 102 to 118 kW (139 to
160 hp) at engine speeds between 1900 and 2300 rpm. A high compression
ratio of 17.5:1 contributes to excellent cold starting and efficient
combustion. The engine features a robust cast-iron cylinder block with
replaceable wet-type cylinder liners, simplifying overhaul procedures
and improving heat dissipation from the combustion zone.
The fuel system uses a mechanical injection pump, available with either
an electronic or mechanical governor depending on the application. A
seawater-cooled oil cooler maintains lubricant temperature under
sustained high loads. The freshwater cooling system operates with a
thermostat-controlled circuit and a heat exchanger that transfers heat
to seawater. The D5A-TA is commonly paired with heavy-duty hydraulic
transmissions such as ZF or Twin Disc units for conventional shaft-drive
installations.
The Volvo Penta D5A-TA is an in-line four-cylinder, four-stroke marine
diesel engine. Total displacement measures 4.76 liters, equivalent to
290 cubic inches. Bore is 108 mm (4.25 in) with a stroke of 130 mm (5.12
in), producing an undersquare configuration that prioritizes torque
development at lower engine speeds. The compression ratio is fixed at
17.5:1. Aspiration uses a turbocharger combined with a seawater-cooled
aftercooler.
Crankshaft power output ranges from 102 to 118 kW, corresponding to 139
to 160 hp, achieved at engine speeds from 1900 to 2300 rpm depending on
the specific rating. Idle speed is set to 650 rpm. Dry weight of the
complete engine, excluding transmission, is 565 kg (1246 lb). The
electrical system is available in either 12V or 24V configurations with
a high-capacity alternator. The engine is designed for continuous
operation at rated power, making it suitable for commercial duty cycles
where high load factors are expected.
The cylinder block is constructed from high-strength cast iron with an
inline four-cylinder arrangement. The block features deep-skirt
reinforcement extending below the crankshaft centerline, providing
enhanced torsional stiffness and vibration damping. Replaceable wet-type
cylinder liners are pressed into the block. Each liner is manufactured
from centrifugally cast iron and contacts engine coolant directly along
its full exterior surface.
The wet liner design provides superior heat dissipation from the
combustion zone to the coolant, reducing thermal stress on the block
casting. Each liner features a flanged top that seats against a
precision-machined counterbore in the block deck, with multiple sealing
rings at the lower end. The block incorporates five main bearing webs
with reinforced bulkheads.
An integral timing gear housing is cast into the front face of the
block. The cylinder block includes mounting pads for the fuel injection
pump on the side, the starter motor, the seawater-cooled oil cooler, and
the alternator. Cast internal oil galleries direct pressurized lubricant
to all main bearings, connecting rod bearings, camshaft bearings, and
piston cooling jets. Cooling passages surround each cylinder liner along
the full stroke length.
A single cast-iron cylinder head spans all four cylinders in a
cross-flow design. Intake ports are located on one side of the head,
exhaust ports on the opposite side. The valvetrain operates as an
overhead valve (OHV) configuration with two valves per cylinder - one
intake and one exhaust - for a total of eight valves. A camshaft located
within the cylinder block actuates the valvetrain. Pushrods transfer
motion through vertical bores in the cylinder head to rocker arms
mounted on a steel shaft.
Hardened valve seat inserts are pressed into the cylinder head, with
exhaust seats manufactured from a nickel-chromium alloy for
high-temperature resistance. Valve guides are replaceable cast-iron
sleeves pressed into the head. Intake valve diameter is 42 mm (1.65 in).
Exhaust valve diameter is 38 mm (1.50 in). Valve lash adjustment uses a
screw-and-locknut mechanism on each rocker arm.
The cylinder head gasket is a multilayer steel (MLS) design with etched
sealing beads around each cylinder bore and fluid passages. Four head
bolts per cylinder provide even clamping force distribution. The direct
injection system places the fuel injector centrally in each cylinder
head, angled toward the piston bowl.
The fuel system uses mechanical direct injection with an in-line or
distributor-type injection pump, depending on the production year. A
mechanical fuel feed pump with a manual primer lever is mounted on the
cylinder block. This primer permits manual bleeding of the fuel system
after filter changes or after running out of fuel. The feed pump draws
fuel from the tank through a primary spin-on filter and water separator.
The injection pump is a mechanical unit with either an electronic or
mechanical governor, selected based on the application. The mechanical
governor version uses centrifugal flyweights to regulate fuel delivery.
The electronic governor version uses a magnetic pickup sensor and an
actuator for more precise speed control, particularly in generator
applications. Injection timing is set manually.
The pump delivers high-pressure fuel through four steel injection lines
to the injectors. Each injector is a five-hole nozzle type, producing
five fuel jets for improved atomization and combustion efficiency.
Injectors are installed in the cylinder head and positioned to spray
fuel directly into the piston bowl. A fuel return line routes excess
fuel and injector leakage back to the fuel tank.
The lubrication system is a pressurized, full-flow filtration design
using a gear-type positive displacement pump. The pump is mounted on the
front timing gear cover and driven by the crankshaft gear. Oil is drawn
from the oil pan through a pick-up tube fitted with a coarse mesh
strainer. Total oil capacity is approximately 13.0 liters, equivalent to
13.7 U.S. quarts. A spin-on full-flow oil filter is mounted externally
on the block.
The system includes a seawater-cooled oil cooler. Seawater circulates
through the cooler housing, passing around a tube bundle that carries
engine oil, reducing oil temperature before it returns to the engine. A
piston cooling jet system directs oil streams to the underside of each
piston crown for thermal management. A pressure relief valve limits
maximum oil pressure.
The system supplies lubricant to the five main bearings, four connecting
rod bearings, camshaft bearings, rocker arm assembly, timing gears, and
the turbocharger center housing. Oil pressure at rated speed is
maintained between 345 and 450 kPa (50 and 65 psi). The oil pan is
constructed from stamped steel and includes a drain plug with a magnetic
tip.
The cooling system uses a thermostat-controlled freshwater (coolant)
circuit with a heat exchanger. A centrifugal freshwater pump is driven
by a V-belt from the crankshaft pulley. The freshwater coolant
circulates through the cylinder block, cylinder head, and turbocharger
housing. A wax-pellet thermostat located in a housing on the front of
the cylinder head controls flow. The thermostat begins to open at
approximately 82°C (180°F) and reaches full open at approximately 95°C
(203°F).
Freshwater passes through a shell-and-tube heat exchanger where seawater
absorbs the heat before discharging overboard. The "TA" aftercooler
system operates as a separate circuit. Charge air from the turbocharger
passes through a seawater-cooled aftercooler mounted on the intake
manifold.
Seawater flows through the aftercooler core, reducing charge air
temperature before it enters the cylinders. A separate seawater pump,
either engine-driven or mounted externally, supplies seawater to the oil
cooler, aftercooler, and heat exchanger. A sacrificial zinc anode is
installed in the seawater circuit to prevent galvanic corrosion.
| Intake and Exhaust Systems |
Air Intake System: Ambient air passes through a dry-type air cleaner
before entering the turbocharger compressor. Compressed air exits the
turbocharger at elevated temperature, then travels through a hose to the
seawater-cooled aftercooler. After cooling, the dense charge air enters
the intake manifold for distribution to each cylinder.
Exhaust System: A cast-iron exhaust manifold collects gases from all
four cylinders. The manifold is flanged for connection to the
turbocharger turbine inlet. A water-cooled exhaust elbow mixes exhaust
gases with seawater injected into the elbow, cooling the exhaust before
it exits through the vessel’s exhaust system.
The engine accepts either 12V or 24V electrical configurations. A
high-capacity alternator is belt-driven from the crankshaft pulley. 12V
systems use an alternator rated at 60 to 80 amps. 24V systems use an
alternator rated at 40 to 50 amps. A gear-reduction starter motor is
mounted to the flywheel housing. Glow plugs are installed in the
cylinder head, one per cylinder, as a cold start aid. A glow plug relay
controller manages pre-heat duration based on coolant temperature.
Engine length measured from the front gear cover to the flywheel housing
mounting face is 1150 mm (45.3 in). Width measured across the widest
points, including the injection pump, exhaust manifold, and heat
exchanger, is 700 mm (27.6 in). Height measured from the oil pan rail to
the top of the rocker arm cover is 850 mm (33.5 in).
Dry weight of the complete engine, including the flywheel, turbocharger,
aftercooler, heat exchanger, alternator, and starter motor, but
excluding oil and coolant, is 565 kg (1246 lb). The weight with a full
oil charge and coolant adds 25 kg (55 lb). The shipping weight on a
pallet with protective packaging is 620 kg (1367 lb). When coupled with
a ZF or Twin Disc transmission, add 80 to 120 kg (176 to 265 lb)
depending on the gearbox model.
Engine Oil: Capacity: 13.0 l (13.7 U.S. qt).
Oil change interval: 250 hours for commercial duty; 500 hours with oil
analysis.
Recommended grade: SAE 15W-40 or SAE 10W-30.
Oil Filter: Spin-on full-flow type. Replace at every oil change.
Coolant (Freshwater): Engine capacity: 8.0 l (8.5 U.S. qt).
Total system capacity with heat exchanger: 12.0 l (12.7 U.S. qt).
Coolant Change interval: 2000 hours or 2 years.
Coolant (Freshwater) Concentration: 40 to 50 percent antifreeze with
corrosion inhibitor.
Fuel Filter: Primary spin-on with water separator. Replacement interval:
500 hours.
Secondary Fuel Filter: Replace at 500 hours.
Valve Lash (Cold): Intake: 0.20 mm (0.008 in). Exhaust: 0.25 mm (0.010
in).
Valve Lash (Hot): Intake: 0.25 mm (0.010 in). Exhaust: 0.30 mm (0.012
in).
Air Cleaner: Dry cartridge type. Service when restriction indicator
shows 5 kPa.
Thermostat: Begins opening at 82°C (180°F). Fully open at 95°C (203°F).
Low Idle Speed: 650 rpm.
High Idle Speed (No Load): 2400 to 2500 rpm maximum.
Injector Service: Inspect and test opening pressure every 1000 hours.
Glow Plugs: Resistance check at 500 hours. Replace if open circuit.
Zinc Anode (Heat Exchanger): Inspect at 500 hours.
Seawater Pump Impeller: Replace at 500 hours or annually.
Valve Clearance Check Interval: 1000 hours or annually.
Cylinder Head Bolts (M14 x 1.5), Stage 1: 50 Nm (37 lb-ft).
Cylinder Head Bolts (M14 x 1.5), Stage 2: 150 Nm (111 lb-ft).
Connecting Rod Cap Bolts (M12 x 1.25): 70 Nm (52 lb-ft).
Main Bearing Cap Bolts (M14 x 1.5): 100 Nm (74 lb-ft).
Flywheel Bolts (M12 x 1.25): 80 Nm (59 lb-ft).
Crankshaft Pulley Bolt (M16 x 1.5): 200 Nm (148 lb-ft).
Camshaft Thrust Plate Bolts: 25 Nm (18 lb-ft).
Rocker Arm Shaft Support Bolts: 30 Nm (22 lb-ft).
Rocker Arm Adjustment Lock Nut: 20 Nm (15 lb-ft).
Valve Cover Nuts: 10 Nm (7 lb-ft).
Injection Pump Mounting Nuts: 25 Nm (18 lb-ft).
Injection Lines (High Pressure): 25 Nm (18 lb-ft).
Injector Hold-Down Bolts: 35 Nm (26 lb-ft).
Glow Plugs: 15 Nm (11 lb-ft).
Oil Pan Drain Plug: 50 Nm (37 lb-ft).
Starter Motor Mounting Bolts: 45 Nm (33 lb-ft).
Alternator Pivot Bolt: 25 Nm (18 lb-ft).
Water Pump Mounting Bolts: 25 Nm (18 lb-ft).
Thermostat Housing Bolts: 20 Nm (15 lb-ft).
Exhaust Manifold Nuts: 35 Nm (26 lb-ft).
Intake Manifold Bolts: 25 Nm (18 lb-ft).
Heat Exchanger Mounting Bolts: 25 Nm (18 lb-ft).
Seawater Pump Mounting Bolts: 25 Nm (18 lb-ft).
Turbocharger Mounting Nuts: 40 Nm (30 lb-ft).
Aftercooler Mounting Bolts: 25 Nm (18 lb-ft).
The Volvo Penta D5A-TA engine serves across multiple commercial marine
and industrial sectors. Commercial Fishing Vessels: Small trawlers
operating inshore and offshore. Potting boats for crab and lobster
fishing. Net drums and line haulers use the engine as a hydraulic power
source. Workboats: Pilot boats for harbor and coastal navigation. Small
tugs for harbor maneuvering. Barges and push boats for inland waterway
transport. Small ferries for passenger and vehicle service.
Marine Generator Sets: D5A-TA MG designation for gen-set applications.
Continuous prime power at 1500 rpm for 50 Hz systems. Continuous prime
power at 1800 rpm for 60 Hz systems. Standby power for auxiliary
systems. Auxiliary Power Applications: Hydraulic system drivers for
winches and deck equipment. Fire pump drivers on larger commercial
vessels. Bow thruster power units.
Pleasure Craft: Heavy-duty displacement cruisers and long-range trawler
yachts requiring commercial-grade reliability. Industrial Applications:
Stationary power units for irrigation pumps and hydraulic systems.
Transmission Pairings: ZF 63A, ZF 68 IV, and ZF 80 A marine gearboxes.
Twin Disc MG-5050 and MG-5065 marine transmissions. Hurth HSW series
hydraulic gearboxes for smaller vessels.
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