Volvo Penta D6-370 Specifications
| Engine Model: Volvo Penta D6-370 |
| Engine Type: 4-cycle inline 6-cylinder turbocharged freshwater-cooled diesel |
| Total Displacement: 336 cu.in (5.5 L) |
| Rated Engine Power: 370 Hp (272 kW) at 3500 rpm |
| Fuel System Type: Common rail direct injection |
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The Volvo Penta D6-370 is a high-performance,
in-line 6-cylinder, 5.5-liter diesel engine, established as a
cornerstone of the D6 series. This power unit integrates common-rail
fuel injection with a unique combination of a mechanical supercharger
and a turbocharger, known as dual charging, to deliver substantial
torque across the entire RPM range.
The engine is fully integrated with the Electronic Vessel Control (EVC)
system, supporting electronic shift and throttle, joystick docking, and
advanced diagnostics. The D6-370 is engineered for high-speed planing
hulls in both leisure and commercial sectors, offering a power output of
370 hp at 3500 rpm. Its robust design includes a cast-iron block with a
ladder frame for enhanced rigidity and a freshwater-cooled turbocharger
to maximize durability in marine environments.
The Volvo Penta D6-370 is a four-stroke, compression-ignition marine
diesel engine. Its fundamental architecture includes an inline
six-cylinder configuration for inherent balance. The induction system
uses a combination of a belt-driven supercharger and a variable geometry
turbocharger (VGT) with an aftercooler to provide immediate throttle
response and high power output.
Engine Designation: D6-370 / D6-370A / D6-370D-B
Engine Type: In-line 6-cylinder, 4-stroke diesel
Displacement: 5.5 Liters (336 cu.in)
Bore x Stroke: 103 mm x 110 mm (4.06 in x 4.33 in)
Compression Ratio: 17.5:1
Aspiration: Turbocharged, Supercharged, and Aftercooled (Dual Charging)
Crankshaft Power: 272 kW (370 hp) at 3500 RPM
Propeller Shaft Power: 259-261 kW (352-355 hp) at 3500 RPM
Full Throttle Operating Range: 3400-3600 RPM
Duty Rating: R5 (Pleasure craft and high-speed planing commercial
applications)
The foundation of the D6-370 is a deep-skirt, cast-iron cylinder block.
This design incorporates a ladder frame, a structural component bolted
to the lower crankcase, which significantly increases the rigidity of
the engine assembly and minimizes vibration at high RPMs.
The block features integrated (parent-bore) cylinder liners. A
seven-bearing crankshaft is fitted for smooth operation under high
loads. The transmission is mounted at the rear of the engine (rear-end
transmission) to drive ancillaries and reduce the package length.
The cylinder head is manufactured from cast-iron and utilizes a dual
overhead camshaft (DOHC) design, eliminating pushrods for precise valve
control at high engine speeds.
Valves per Cylinder: 4 (2 intake, 2 exhaust)
Valve Configuration: Double overhead camshafts (DOHC) with hydraulic
lash adjusters
Construction: Replaceable valve seats for serviceability
Pistons: Oil-cooled with two compression rings and one oil scraper ring
The D6-370 employs a high-pressure common-rail (HPCR) fuel injection
system controlled by the Engine Management System (EMS). The system
generates high injection pressure independent of engine speed. An
Electronic Control Unit (ECU) processes data to manage injection timing,
pressure, and quantity, allowing up to three injection events per cycle.
Injection Pump Type: High-pressure common rail pump
Injector Type: Electronically controlled solenoid injectors
Injection Pressure: Up to 1600 bar (23,200 psi)
Fuel Filtration: Fine filter with integrated water separator
Specific Fuel Consumption: 236 g/kWh
The lubrication system uses a forced-feed, full-flow pressure system
with a seawater-cooled tubular oil cooler to maintain consistent oil
temperatures.
Lubrication Type: Forced feed, full-flow filtration
Oil Cooler: Seawater-cooled, tubular type
Oil Filtration: Separate spin-on full-flow and bypass oil filters
Oil Change Interval: 200 hours or 12 months
The cooling system is a thermostat-controlled, freshwater-cooled
(closed-loop) system with a seawater heat exchanger.
Cooling Type: Heat exchanger (freshwater cooling of engine block)
Heat Exchanger: Tubular type with a separate large-volume expansion tank
Charge Air Cooling: Seawater-cooled aftercooler (intercooler)
Seawater Pump: Impeller-type, easily accessible for maintenance
Seawater Strainer: Standard equipment to protect the cooling circuit
Dual Charging: A belt-driven mechanical supercharger provides boost at
low RPM, while a variable geometry turbocharger (VGT) provides high-RPM
efficiency. The supercharger is equipped with absorption-type silencers
on the inlet and outlet ports to reduce noise.
Aftercooler: Seawater-cooled to reduce intake air temperature and
increase density.
Turbocharger: Freshwater-cooled bearing housing for extended life.
Electrical and Electronic Systems: System Voltage: 12V, two-pole
electrical system. Alternator: 115A marine alternator with Zener-diode
overload protection and an integrated charging regulator.
Electronic Vessel Control (EVC): Integrated system providing electronic
shift and throttle, cruise control, single-lever mode, low-speed mode,
and (with optional drive) joystick docking and Dynamic Positioning
System (DPS).
Exhaust System: The drive unit (DPH or IPS) routes exhaust gases through
the propeller hub, reducing the "station wagon effect" (fumes pulling
back onto the boat) and lowering noise.
Engine with DPH Aquamatic Sterndrive:
Dry Weight (including DP drive, propeller, and power steering): 770 kg
(1698 lbs)
Length (flywheel to drive front): 1218 mm (48.0 in)
Width (maximum): 835 mm (32.9 in)
Height (maximum): 1020 mm (40.2 in)
Engine Only:
Dry Weight (Engine only): 580 kg (1279 lbs)
Length: 1100-1200 mm (43.3-47.2 in)
Oil and Filter Change: 200 hours (12 months).
IPS Drive Unit Oil Change: 400 hours (12 months).
Coolant Replacement: 24 months (replace with approved
antifreeze/corrosion inhibitor).
Seawater Impeller Check: Inspect annually.
Seawater Impeller Replace: every 200-400 hours or at signs of wear.
Fuel Filter Replacement: 200-400 hours (or as indicated by water-in-fuel
sensor).
Valve Clearance Adjustment: None required (hydraulic lash adjusters).
Supercharger Clutch/Drive Belt: Inspect at 200-hour intervals.
Cylinder Head Bolts (Stage 1): 40 Nm (30 lb-ft).
Cylinder Head Bolts (Stage 2): 120 Nm (89 lb-ft).
Main Bearing Cap Bolts (Stage 1): 60 Nm (44 lb-ft).
Main Bearing Cap Bolts (Stage 2): 120 Nm (89 lb-ft).
Connecting Rod Cap Nuts (Stage 1): 30 Nm (22 lb-ft).
Connecting Rod Cap Nuts (Stage 2): 60 Nm (44 lb-ft).
Flywheel Bolts: 120 Nm (89 lb-ft).
Crankshaft Pulley Bolt: 350 Nm (258 lb-ft).
Camshaft Bearing Cap Bolts: 20 Nm (15 lb-ft).
Rocker Arm Shaft Bolts: 25 Nm (18 lb-ft).
Intake Manifold Bolts: 25 Nm (18 lb-ft).
Exhaust Manifold Nuts: 45 Nm (33 lb-ft).
Injector Clamp Bolts: 12 Nm (9 lb-ft).
Fuel Rail Mounting Bolts: 25 Nm (18 lb-ft).
Water Pump Mounting Bolts (Freshwater): 25 Nm (18 lb-ft).
Seawater Pump Mounting Bolts: 20 Nm (15 lb-ft).
Heat Exchanger Cover Bolts: 15 Nm (11 lb-ft).
Charge Air Cooler Mounting Bolts: 25 Nm (18 lb-ft).
The Volvo Penta D6-370 is specifically designed for marine propulsion
and is not used in land vehicles.
Leisure Vessels: Sport Cruisers and Flybridge Yachts: Boats between 35
and 45 feet (10-14 meters), including models like the Targa 37, Princess
V42, and Jeanneau Prestige 42. Performance Boats: High-speed planing
hulls requiring immediate throttle response.
Commercial Vessels: Patrol Boats and Pilot Boats: Applications demanding
rapid acceleration and high reliability. Water Taxis and Small Passenger
Ferries.
Propulsion Systems (The engine is packaged with a specific drive unit):
Aquamatic Sterndrive (DPH): Integrated with the DPH DuoProp drive (twin
counter-rotating propellers), ratio 1.63:1. Includes Power Trim and
power-assisted steering.
Inboard Performance System (IPS): Combined with the drive unit as the
IPS500 package. Features forward-facing, counter-rotating propellers for
high efficiency and maneuverability.
Inboard Shaft: Can be paired with hydraulic reverse gears (HS80AE or
HS85) for conventional shaft-drive installations.
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