Volvo Penta D6-380 Specifications
| Engine Model: Volvo Penta D6-380 |
| Engine Type: 4-cycle inline 6-cylinder turbocharged freshwater-cooled diesel |
| Total Displacement: 336 cu.in (5.5 L) |
| Rated Engine Power: 380 Hp (280 kW) at 3500 rpm |
| Fuel System Type: Common rail direct injection |
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The Volvo Penta D6-380 is a modern,
high-performance in-line 6-cylinder diesel engine designed for marine
propulsion. This 5.5-liter powerplant serves both leisure and commercial
applications, including sport cruisers, motor yachts, patrol boats, and
pilot vessels. A defining characteristic of this engine is its
combination of common-rail fuel injection and a dual aspiration system
incorporating both a turbocharger and a mechanical supercharger on
specific drive variants. This supercharger provides immediate boost
response at low engine speeds, eliminating turbo lag and delivering high
torque from idle.
The engine integrates fully with Volvo Penta’s Electronic Vessel Control
(EVC) system, supporting advanced features such as Joystick Docking,
Dynamic Positioning, and Glass Cockpit instrumentation. The engine is
available in three drive configurations: inboard shaft with a hydraulic
gearbox, Aquamatic sterndrive with DuoProp twin counter-rotating
propellers, and the Inboard Performance System (IPS) designated as part
of the IPS500 package.
The Volvo Penta D6-380 is an inline, six-cylinder, four-cycle,
water-cooled diesel engine. Its architecture employs a double overhead
camshaft (DOHC) valvetrain with four valves per cylinder. The engine
block incorporates a ladder frame construction to maximize rigidity and
minimize vibration.
Fuel is delivered via a high-pressure common-rail injection system
operating at 2000 bar. The aspiration system is aftercooled and combines
a fixed geometry turbocharger with a mechanically driven Roots-type
supercharger on applications lacking the IPS configuration. An
electronically controlled centrifugal clutch engages and disengages the
supercharger based on engine speed and load.
Engine Type: Inline 6-cylinder, 4-cycle, water-cooled diesel
Engine Designation: D6-380
Displacement: 5.5 L (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 (non-IPS variants), and
aftercooled
Crankshaft Power: 280 kW (380 hp) @ 3500 rpm
Propeller Shaft Power: 269 kW (366 hp) @ 3500 rpm
Full Throttle Operating Range: 3300-3500 rpm
Idle Speed: 600 ± 20 rpm
Firing Order: 1-5-3-6-2-4
Valvetrain: DOHC, 4 valves per cylinder (24 valves total)
The cylinder block is a single-piece, deep-skirt construction
manufactured from gray cast iron with alloying additions for increased
strength. The deep-skirt design extends the cylinder walls below the
crankshaft centerline, providing a rigid mounting structure for the main
bearing caps. A ladder frame, also made from cast iron, bolts to the
bottom of the block and captures the main bearing caps, transforming the
lower block into a rigid beam that reduces crankshaft bearing bore
distortion and suppresses torsional vibrations.
The cylinder bores are induction hardened and finished with a plateau
honing process. The block uses a parent-bore design without separate
cylinder liners. Seven main bearings support the crankshaft, with each
bearing cap secured by four vertical bolts passing through the ladder
frame. The water jacket surrounds all six cylinders and is a closed-deck
design around the top of each bore. The block incorporates cast-in oil
galleries that distribute lubricant to the main bearings, piston cooling
jets, and turbocharger supply.
The cylinder head is manufactured from cast aluminum alloy to reduce
overall engine weight. A double overhead camshaft arrangement positions
one camshaft for intake valves and a second camshaft for exhaust valves.
Each cylinder features four valves arranged symmetrically: two intake
valves and two exhaust valves, all made from heat-resistant steel. The
valves are actuated directly by bucket tappets, eliminating the need for
rocker arms and reducing reciprocating mass.
Automatic hydraulic lash adjusters are integrated into the tappets,
eliminating valve clearance maintenance. The intake ports are
swirl-generating designs that induce rotational air motion within the
cylinder. The exhaust ports are merged within the cylinder head casting
to drive the turbocharger efficiently. Each cylinder has a centrally
mounted fuel injector positioned between the four valves for optimal
spray distribution. Glow plugs are installed in each cylinder as a cold
starting aid.
The fuel system is a high-pressure common-rail architecture manufactured
by Bosch. A gear-type fuel supply pump draws fuel from the tank and
delivers it through a replaceable cartridge-type filter with an
integrated water separator to the high-pressure pump. The high-pressure
pump, a radial-piston design driven by the engine gear train, generates
fuel pressure up to 2000 bar. Pressurized fuel is stored in a common
rail accumulator mounted along the cylinder head.
From the rail, fuel is delivered to electronically controlled injectors
equipped with eight-hole nozzle tips. The Engine Management System (EMS)
controls injection timing, pressure, and duration, enabling up to five
injection events per cycle including pilot, main, and post injections.
The system returns excess fuel through a spill line to the fuel tank for
cooling. A manual priming pump is located on the filter head for system
priming after filter changes.
The lubrication system is a forced-feed, wet-sump configuration. A
gear-type oil pump, driven directly by the crankshaft, draws oil from
the sump through a screened pick-up tube. A spring-loaded pressure
relief valve maintains system pressure within a calibrated range. Oil
passes through a full-flow spin-on filter with a bypass valve that opens
when filter restriction exceeds calibration.
Pressurized oil is routed to main bearings, connecting rod bearings,
camshaft bearings, hydraulic lash adjusters, turbocharger bearing
housing, and the supercharger on applicable variants. Piston cooling
jets located in the crankcase spray oil at the underside of each piston
crown to remove combustion heat. An oil cooler of the plate-type design
uses engine coolant as the exchange medium. The oil pan is a fabricated
aluminum component with internal baffles to maintain oil supply during
vessel pitching and rolling. A dipstick and a low oil pressure warning
switch are provided.
The cooling system operates on a dual-circuit principle: a freshwater
circuit for engine cooling and a separate seawater circuit for heat
rejection. The freshwater circuit is thermostatically regulated. A
belt-driven, centrifugal circulation pump moves coolant through the
cylinder block, cylinder head, oil cooler, supercharger (where fitted),
and turbocharger body. A wax-pellet thermostat begins opening at 82°C
and reaches full open at 95°C.
The freshwater heat exchanger is a shell-and-tube type where engine
coolant flows inside tubes while seawater passes over them. The seawater
circuit uses a rubber-impeller, positive-displacement pump driven by the
front engine belt system. Seawater is drawn through a strainer, then
passes through the heat exchanger, the exhaust manifold, and the
water-injected exhaust elbow before discharge overboard. A separate
seawater-cooled charge air cooler reduces intake air temperature after
the turbocharger compressor.
| Intake and Exhaust Systems |
Intake System: Air enters through a flame arrestor, passes through the
turbocharger compressor, then through the charge air cooler, and finally
through the intake manifold. On non-IPS variants, a Roots-type
supercharger is positioned in series after the turbocharger. An
electronically controlled centrifugal clutch engages the supercharger
below approximately 1800 rpm and disengages it at higher speeds,
allowing the turbocharger to provide full boost alone.
Exhaust System: The exhaust manifold is water-cooled, cast from
corrosion-resistant material. Seawater is injected into the exhaust
elbow downstream of the turbocharger turbine to cool exhaust gases
before discharge.
| Electrical and Starting Systems |
Starting System: A 12-volt or 24-volt electric starting system is
available. The starter motor engages a ring gear mounted on the
flywheel. Glow plugs provide cold starting assistance, preheating the
combustion chambers for up to 10 seconds before cranking.
Electrical System: A high-capacity marine alternator is standard: 12V at
150A or 24V at 80A depending on the order specification. The alternator
is driven by a poly-V belt with an automatic tensioner. The Engine
Management System (EMS) integrates all engine control functions,
including fuel injection timing, supercharger clutch engagement,
governor response, and diagnostic monitoring. The Electronic Vessel
Control (EVC) system connects the engine to helm controls, joystick, and
display screens.
Length (engine only): 1282 mm (50.5 in)
Width (engine only): 760 mm (29.9 in)
Height (engine only): 852 mm (33.5 in)
Dry Weight (engine only): 594 kg (1310 lb)
Dry Weight (with DPI Aquamatic sterndrive): 770 kg (1698 lb)
Dry Weight (with IPS drive unit): 845 kg (1863 lb)
Oil and Oil Filter Change: Every 200 hours or 12 months
Fuel Filter Replacement: Every 200 hours
Fuel Filter Water Separator Drain: Weekly or every 50 hours
Seawater Pump Impeller Inspection: Every 200 hours
Seawater Pump Impeller Replacement: Every 500 hours or 12 months
Drive Belt Inspection: Every 200 hours
Drive Belt Replacement: Every 600 hours
Valve Clearance: Automatic hydraulic lash adjusters-no maintenance
required
Coolant Level Check: Daily
Coolant Replacement: Every 1000 hours or 24 months
Anode Inspection (heat exchanger, charge air cooler): Every 200 hours
Engine Oil Capacity (with filter): 13.5 L (14.3 qt)
Oil Grade: SAE 15W-40 or SAE 5W-30 (Volvo Penta VDS-3 or VDS-4)
Freshwater Capacity (engine circuit): 13.5 L (14.3 qt)
Recommended Coolant: Ethylene glycol-based, 50% concentration
Valve Clearance (intake and exhaust): Hydraulic lash adjusters-zero
clearance
Cylinder Head Bolts (Stage 1): 60 Nm (44 lb-ft)
Cylinder Head Bolts (Stage 2): 180 Nm (133 lb-ft)
Main Bearing Cap Bolts (Ladder frame to block): 30 Nm (22 lb-ft)
Main Bearing Cap Cross Bolts: 40 Nm (30 lb-ft)
Connecting Rod Cap Bolts: 20 Nm (15 lb-ft)
Flywheel Bolts: 60 Nm (44 lb-ft)
Camshaft Bearing Cap Bolts: 12 Nm (9 lb-ft)
Injector Clamp Bolts: 25 Nm (18 lb-ft)
Common Rail Mounting Bolts: 22 Nm (16 lb-ft)
Oil Filter (spin-on): 25 Nm (18 lb-ft)
Oil Pan Bolts: 20 Nm (15 lb-ft)
Water Pump Mounting Bolts (freshwater pump): 25 Nm (18 lb-ft)
Seawater Pump Mounting Bolts: 20 Nm (15 lb-ft)
Thermostat Housing Bolts: 20 Nm (15 lb-ft)
Intake Manifold Bolts: 20 Nm (15 lb-ft)
Exhaust Manifold Nuts: 35 Nm (26 lb-ft)
Turbocharger Mounting Nuts: 45 Nm (33 lb-ft)
Supercharger Mounting Bolts: 35 Nm (26 lb-ft)
Starter Motor Mounting Bolts: 45 Nm (33 lb-ft)
Alternator Pivot and Adjusting Bolts: 25 Nm (18 lb-ft)
The Volvo Penta D6-380 is designed exclusively for marine propulsion
across leisure, commercial, and government vessel types.
Leisure Boating: Installed in sport cruisers, flybridge motor yachts,
express cruisers, and sedan boats. Specific examples include Nord Star
31+, Princess V40, Delta Powerboats 400 SW, Nimbus 405 Coupe, and Axopar
37.
Commercial Use: Light planing craft including patrol boats for law
enforcement and customs, pilot boats for harbor navigation, water taxis
in urban harbor environments, and fishing boats requiring high speed.
Drive Configurations: Inboard shaft configuration paired with HS85A or
similar hydraulic reverse-reduction gearboxes. Aquamatic sterndrive
configuration (DPI or DPH) featuring hydraulic clutch shifting and
DuoProp twin counter-rotating stainless steel propellers. Inboard
Performance System (IPS) configuration designated as IPS500, featuring
forward-facing twin counter-rotating propellers mounted in pods below
the hull.
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