Workshop Manual C

Engine unit 2(0)

AQ150, AQ150A, AQ150B

 Workshop Manual

AQ150, AQ150A, AQ150B

Contents
Page
Safety precautions ................................................................................................. 2
General Information ............................................................................................... 5
Repair instructions ................................................................................................. 6
Description ............................................................................................................. 8
General ................................................................................................................. 8
Cylinder block ....................................................................................................... 8
Cylinder heads with valves .................................................................................... 8
Crankshaft with bearings ....................................................................................... 9
Camshaft .............................................................................................................. 9
Valve lifters ........................................................................................................... 9
Connecting rods, pistons and piston rings ............................................................. 10
Lubricating system ................................................................................................ 10
Ignition system ..................................................................................................... 11
Fuel system .......................................................................................................... 11
Carburetor ............................................................................................................. 11
Repair instructions ................................................................................................. 12
General overhaul ................................................................................................... 12
Measuring the compression pressure .................................................................... 12
Replacing the thermostat ...................................................................................... 12
Replacing the circulation pump ............................................................................. 13
Disassembling the engine ..................................................................................... 13
Replacing the timing gear cover ............................................................................ 14
Replacing sealing ring, timing gear cover .............................................................. 14
Replacing timing gears .......................................................................................... 15
Valve mechanism ................................................................................................. 15
Intake manifold ..................................................................................................... 16
Valve lifters ........................................................................................................... 16
Camshaft .............................................................................................................. 18
Cylinder heads with valves .................................................................................... 18
Cylinder block ....................................................................................................... 19
Pistons, piston rings and piston pins ..................................................................... 19
Connecting rods .................................................................................................... 20
Measuring radial clearance for big-end bearings .................................................... 21
Measuring radial clearance for crankshaft bearings ............................................... 21
Crankshaft ............................................................................................................ 22
Oil pipe and oil screen ........................................................................................... 22
Oil pump ............................................................................................................... 23
Crankcase ventilation ............................................................................................ 24
Ignition system ..................................................................................................... 24
Fuel system .......................................................................................................... 25
Tools ....................................................................................................................... 29
Specifications ......................................................................................................... 30
Tightening torques ................................................................................................. 35

1
 Safety precautions

Introduction
This Workshop Manual contains technical data, descrip-
tions and repair instructions for Volvo Penta products or
product versions contained in the contents list. Ensure
that the correct workshop literature is being used.
Read the safety information and the Workshop
Manual “General Information” and “Repair Instruc-
tions” carefully before starting work.
Important
In this book and on the engine you will find the following
special warning symbols.
WARNING! If these instructions are not followed
there is a danger of personal injury,
extensive damage to the product or serious
mechanical malfunction.
IMPORTANT! Used to draw your attention to some-
thing that can cause damage, product malfunction or
damage to property.
NOTE! Used to draw your attention to important information
that will facilitate work or operations.
Below is a summary of the risks and safety precautions
you should always observe or carry out when operating
or servicing the engine.
Immobilize the engine by turning off the power
supply to the engine at the main switch (switches)
and lock it (them) in the OFF position before start-
ing work. Set up a warning notice at the engine
control point or helm.
Check that the warning or information decals on
the product are always clearly visible. Replace de-
cals that have been damaged or painted over.
Engine with turbocharger: Never start the engine
without installing the air cleaner (ACL). The rotat-
ing compressor in the Turbo can cause serious
personal injury. Foreign objects entering the in-
take ducts can also cause mechanical damage.
Never use start spray or similar to start the en-
gine. The starter element may cause an explosion
in the inlet manifold. Danger of personal injury.
Avoid opening the filler cap for engine coolant
system (freshwater cooled engines) when the en-
gine is still hot. Steam or hot coolant can spray
out. Open the coolant filler cap carefully and slow-
ly to release pressure before removing the cap
completely. Take great care if a cock, plug or en-
gine coolant line must be removed from a hot en-
gine. It is difficult to anticipate in which direction
steam or hot coolant can spray out.
Hot oil can cause burns. Avoid skin contact with
hot oil. Ensure that the lubrication system is not
under pressure before commencing work on it.
Never start or operate the engine with the oil filler
cap removed, otherwise oil could be ejected.
Stop the engine and close the sea cock before
carrying out operations on the engine cooling sys-
tem.

Generally, all servicing should be carried out with Only start the engine in a well-ventilated area. If
the engine switched off. Some work (carrying out operating the engine in an enclosed space, ensure
certain adjustments for example) requires the en- that exhaust gases and crankcase ventilation
gine to be running. Approaching a running en-gine emissions are ventilated out of the working area.
is dangerous. Loose clothing or long hair can fas-
ten in rotating parts and cause serious personal in-
jury.
If working in proximity to a running engine, care-
less movements or a dropped tool can result in
personal injury. Avoid burns. Take precautions to
avoid hot surfaces (exhausts, turbochargers,
charge air pipes and starter elements etc.) and liq-
uids in supply lines and hoses when the engine is
running or has been turned off immediately prior to
starting work on it. Reinstall all protective parts re-
moved during service operations before starting
the engine.

2
Always use protective goggles where there is a
danger of pieces of metal, sparks from grinding,
acid or other chemicals being thrown into your
eyes. Your eyes are very sensitive, injury can
lead to loss of sight!
Avoid skin contact with oil. Long-term or repeat-
ed contact with oil can remove the natural oils
from your skin. The result can be irritation, dry
skin, eczema and other skin problems. Used oil
is more dangerous to health than new oil. Use
protective gloves and avoid using oil-soaked
clothes and rags. Wash regularly, especially be-
fore meals. Use the correct barrier cream to pre-
vent dry skin and to make cleaning your skin
easier.
Most chemicals used in products (engine and
transmission oils, glycol, petrol and diesel oil)
and workshop chemicals (solvents and paints)
are hazardous to health Read the instructions on
the product packaging carefully! Always follow
safety instructions (using breathing apparatus,
protective goggles and gloves for example). En-
sure that other personnel are not unwittingly ex-
posed to hazardous substances (by breathing
them in for example). Ensure that ventilation is
good. Handle used and excess chemicals ac-
cording to instructions.
Be extremely careful when tracing leaks in the
fuel system and testing fuel injection nozzles.
Use protective goggles! The jet ejected from a
fuel injection nozzle is under very high pressure,
it can penetrate body tissue and cause serious
injury There is a danger of blood poisoning.
All fuels and many chemicals are inflammable.
Ensure that a naked flame or sparks cannot ig-
nite fuel or chemicals. Combined with air in cer-
tain ratios, petrol, some solvents and hydrogen
from batteries are easily inflammable and explo-
sive. Smoking is prohibited! Ensure that ventila-
tion is good and that the necessary safety pre-
cautions have been taken before carrying out
welding or grinding work. Always have a fire ex-
tinguisher to hand in the workplace.
Store oil and fuel-soaked rags and fuel and oil
filters safely. In certain conditions oil-soaked
rags can spontaneously ignite. Used fuel and oil
filters are environmentally dangerous waste and
must be deposited at an approved site for de-
struction together with used lubricating oil, con-
taminated fuel, paint remnants, solvent, de-
greasing agents and waste from washing parts.
Never allow a naked flame or electric sparks
near the batteries. Never smoke in proximity to
the batteries. The batteries give off hydrogen
gas during charging which when mixed with air
can form an explosive gas – oxyhydrogen. This
gas is easily ignited and highly volatile. Incor-
rect connection of the battery can cause a spark
which is sufficient to cause an explosion with re-
sulting damage. Do not disturb battery connec-
tions when starting the engine (spark risk) and
do not lean over batteries.
Never mix up the positive and negative battery
terminals when installing. Incorrect installation
can result in serious damage to electrical equip-
ment. Refer to wiring diagrams.
Always use protective goggles when charging
and handling batteries. The battery electrolyte
contains extremely corrosive sulfuric acid. If
this comes into contact with the skin, wash im-
mediately with soap and plenty of water. If bat-
tery acid comes into contact with the eyes, im-
mediately flush with copious amounts of water
and obtain medical assistance.
Turn off the engine and turn off power at main
switch(es) before carrying out work on the elec-
trical system.
Clutch adjustments must be carried out with the
engine turned off.
3
 Use the lifting eyes mounted on the engine/re- Components in the electrical system, ignition
verse gear when lifting the drive unit. system (gasoline engines) and fuel system on
Always check that lifting equipment is in good Volvo Penta products are designed and con-
condition and has sufficient load capacity to lift structed to minimize the risk of fire and explo-
the engine (engine weight including reverse gear sion. The engine must not be run in areas where
and any extra equipment installed). there are explosive materials.
To ensure safe handling and to avoid damaging
Always use fuels recommended by Volvo Pen-
engine components on top of the engine, use a
ta. Refer to the Instruction Book. The use of
lifting beam to raise the engine. All chains and
lower quality fuels can damage the engine. On a
cables should run parallel to each other and as
diesel engine poor quality fuel can cause the
perpendicular as possible in relation to the top of
control rod to seize and the engine to overrev
the engine.
with the resulting risk of damage to the engine
If extra equipment is installed on the engine al- and personal injury. Poor fuel quality can also
tering its center of gravity, a special lifting de- lead to higher maintenance costs.
vice is required to achieve the correct balance
for safe handling. Observe the following rules when cleaning with
high-pressure water jets. Never direct the water
Never carry out work on an engine suspended
jet at seals, rubber hoses or electrical compo-
on a hoist.
nents. Never use a high pressure jet when
washing the engine.
Never remove heavy components alone, even
where secure lifting equipment such as secured
blocks are being used. Even where lifting equip-
ment is being used it is best to carry out the
work with two people; one to operate the lifting
equipment and the other to ensure that compo-
nents are not trapped and damaged when being
lifted.
When working on-board ensure that there is suf-
ficient space to remove components without
danger of injury or damage.

4
 General information
About the workshop manual
This Workshop Manual contains technical data, de-
scriptions, and overhaul instructions for the standard
versions of AQ150.
Only the engine model designation are referenced ex-
clusively throughout this Workshop Manual, without
the drive/reverse gear. Where there are differences
between engine units for the drive and reverse gear
versions, the complete designation is stated, e.g.
AQ150A.
The engine designation and serial number shall al-
ways be given in correspondence to the Service and
Parts Department.
The Workshop Manual shows the work procedures
carried out on a AQ150 engine equipped with freshwa-
ter cooling. The procedures are identical on other ver-
sions unless otherwise stated in text or illustrations.
Please note that the illustrations used do not always
fully correspond with the other engine version. The ab-
breviation FWC is used for freshwater cooled engine
and SWC is used for sea water cooled engine. The
product designation and number should be given in all
correspondence about the product.
This Workshop Manual has been developed primarily
for Volvo Penta service workshops and qualified
personnel. Persons using this book are assumed to
have a grounding in marine drive systems and be able
to carry out related mechanical and electrical work.
Volvo Penta is continuously developing their products.
We therefore reserve the right to make changes. All
the information contained in this book is based on
product data available at the time of going to print.
Any essential changes or modifications introduced
into production or updated or revised service methods
introduced after the date of publication will be provided
in the form of Service Bulletins.
Replacement parts
Replacement parts for electrical and fuel systems are
subject to statutory requirements (US Coast Guard
Safety Regulations for example). Volvo Penta Genuine
parts meet these requirements. Any type of damage
which results from the use of non-original Volvo Penta
replacement parts for the product will not be covered
under any warranty provided by Volvo Penta.
5
 Repair instructions
The working methods described in the Service Manual
apply to work carried out in a workshop. The engine
has been removed from the boat and is installed in an
engine fixture. Unless otherwise stated reconditioning
work which can be carried out with the engine in place
follows the same working method.
Warning symbols occurring in the Workshop Manual
(for their meaning see Safety precaution)
WARNING!
IMPORTANT!
NOTE!
are not in any way comprehensive since it is impos-
sible to predict every circumstance under which
service work or repairs may be carried out. For this
reason we can only highlight the risks that can arise
when work is carried out incorrectly in a well-equipped
workshop using working methods and tools developed
by us.
All procedures for which there are Volvo Penta special
tools in this Workshop Manual are carried out using
these. Special tools are developed to rationalize
working methods and make procedures as safe as
possible. It is therefore the responsibility of any
person using tools or working methods other than the
ones recommended by us to ensure that there is no
danger of injury, damage or malfunction resulting from
these.
In some cases there may be special safety precautions
and instructions for the use of tools and chemicals
contained in this Workshop Manual. These special
instructions should always be followed if there are no
separate instructions in the Workshop Manual.
Certain elementary precautions and common sense
can prevent most risks arising. A clean workplace and
engine eliminates much of the danger of injury and
malfunction.
It is of the greatest importance that no dirt or foreign
particles get into the fuel system, lubrication system,
intake system, turbocharger, bearings and seals when
they are being worked on. The result can be malfunc-
tion or a shorter operational life.
6
Our joint responsibility
Each engine consists of many connected systems and
components. If a component deviates from its technical
specification the environmental impact of an otherwise
good engine may be increased significantly. It is there-
fore vital that wear tolerances are maintained, that
systems that can be adjusted are adjusted properly and
that Volvo Penta Genuine Parts as used. The engine
Maintenance Schedule must be followed.
Some systems, such as the components in the fuel
system, require special expertise and special testing
equipment for service and maintenance. Some compo-
nents are sealed at the factory for environmental
reasons. No work should be carried out on sealed
components except by authorized personnel.
Bear in mind that most chemicals used on boats are
harmful to the environment if used incorrectly. Volvo
Penta recommends the use of biodegradable degreasing
agents for cleaning engine components, unless other-
wise stated in a workshop manual. Take special care
when working on-board, that oil and waste is taken for
destruction and is not accidentally pumped into the
environment with bilge water.
Tightening torques
Tightening torques for vital joints that must be tightened
with a torque wrench are listed in workshop manual
“Technical Data”: “Tightening Torques” and are contained
in work descriptions in this Manual. All torques apply for
cleaned threads, screw heads and mating surfaces.
Torques apply for lightly oiled or dry threads. If lubri-
cants, locking fluid or sealing compound are required for
a screwed joint this information will be contained in the
work description and in “Tightening Torques” Where no
tightening torque is stated for a joint use the general
tightening torques according to the tables below. The
tightening torques stated are a guide and the joint does
not have to be tightened using a torque wrench.
Dimension Tightening Torques
Nm lbf.ft
M5 6 4.4
M6 10 7.4
M8 25 18.4
M10 50 36.9
M12 80 59.0
M14 140 103.3
Tightening torques-protractor
(angle) tightening
Tightening using both a torque setting
and a protractor angle requires that
first the recommended torque is
applied using a torque wrench and
then the recommended angle is added
according to the protractor scale.
Example: a 90° protractor tightening
means that the joint is tightened a
further 1/4 turn in one operation after
the stated tightening torque has been
applied.
Locknuts
Do not re-use lock nuts that have been removed
during dismantling as they have reduced service life
when re-used – use new nuts when assembling or
reinstalling. For lock nuts with a plastic insert such as
Nylock® the tightening torque stated in the table is
reduced if the Nylock® nut has the same head height
as a standard hexagonal nut without plastic insert.
Reduce the tightening torque by 25% for bolt size 8
mm or larger. Where Nylock® nuts are higher, or of the
same height as a standard hexagonal nut, the tighten-
ing torques given in the table apply.
Tolerance classes
Screws and nuts are divided into different strength
classes, the class is indicated by the number on the
bolt head. A high number indicates stronger material,
for example a bolt marked 10-9 indicates a higher
tolerance than one marked 8-8. It is therefore import-
ant that bolts removed during the disassembly of a
bolted joint must be reinstalled in their original position
when assembling the joint. If a bolt must be replaced
check in the replacement parts catalogue to make
sure the correct bolt is used.
Sealants
A number of sealants and locking liquids are used on
the engines. The agents have varying properties and are
used for different types of jointing strengths, operating
temperature ranges, resistance to oil and other chemi-
cals and for the different materials and gap sizes in the
engines.
To ensure service work is correctly carried out it is
important that the correct sealant and locking fluid type
is used on the joint where the agents are required.
In this Volvo Penta Service Manual the user will find
that each section where these agents are applied in
production states which type was used on the engine.
During service operations use the same agent or an
alternative from a different manufacturer.
Make sure that mating surfaces are dry and free from
oil, grease, paint and anti-corrosion agent before apply-
ing sealant or locking fluid. Always follow the manufac-
turer’s instructions for use regarding; temperature range,
curing time and any other instructions for the product.
Two different basic types of agent are used on the
engine and these are:
RTV agent (Room temperature vulcanizing). Use for
gaskets, sealing gasket joints or coating gaskets. RTV
agent is clearly visible when a component has been
dismantled; old RTV must be removed before the joint
is resealed.
The following RTV agents are mentioned in the Service
Manual: Loctite® 574, Volvo Penta 840879-1, Permatex®
No. 3, Volvo Penta P/N 1161099-5, Permatex® No. 77.
Old sealant can be removed using methylated spirits in
all cases.
Anaerobic agents. These agents cure in an absence of
air. They are used when two solid parts, for example
cast components, are installed face-to-face without a
gasket. They are also commonly used to secure plugs,
threads in stud bolts, cocks, oil pressure switches and
so on. The cured material is glass-like and it is therefore
colored to make it visible. Cured anaerobic agents are
extremely resistant to solvents and the old agent
cannot be removed. When reinstalling the part is care-
fully degreased and then new sealant is applied.
The following anaerobic agents are mentioned in the
Service Manual: Loctite® 572 (white), Loctite® 241
(blue).
NOTE! Loctite® is the registered trademark of Loctite Corporation,
Permatex® is the registered trademark of the Permatex Corpora-
tion.
7
 Description
General
The AQ150, 150A and 150B engines are six cylinder,
water cooled, overhead valve units. They are con-
structed from the same basic engine, a 90° V-6 en-
gine fitted with a two barrel, down-draught carburetor.
The cylinder heads have separate intake and exhaust
channels, one for each valve. The crankshaft is car-
ried in four main bearings.
The output is 150 h.p. (SAE) at 4200 r.p.m. The com-
pression ratio is 9:1 and the piston displacement 3.7
litres (225 cu.in.).
The engines differ mainly from one another concerning
the cooling system. The AQ 150 is fitted with a heat
exchanger and is thus fresh-water cooled, while the
AQ150A and B engines are sea-water cooled.
Cylinder block
The cylinder block consists of two banks of cylinders,
each with three cylinders, and is made of cast iron.
The cylinder liners, which are surrounded by cooling
jackets, are drilled directly into the block.
Concerning cylinder numbering, see Fig. 4.
Cylinder heads with valves
The cylinder heads are of cast iron and are bolted on
top of the block. Left and right cylinder heads are
identical and interchangeable.
The valves have a suspension mounting and the
valve guides are cast in the cylinder heads.
The cooling jackets are so constructed that the area
adjacent to the spark plugs is also cooled.

Fig. 1 AQ150/200, viewed from the starboard side

1. Outboard drive 9. Water-cooled exhaust manifold

2. Transom shield 10. Sump
3. Exhaust manifold elbow (early type) 11. Starter motor
4. Rocker arm cover 12. Exhaust pipe connection
5. Flame arrester 13. Outlet from by-pass line
6. Alternator 14. Cooling water inlet
7. Oil filter 15. Combined cooling water and exhaust
8. Heat exchanger outlet

8
Crankshaft with bearings
The crankshaft is steel-forged. It is carried in four
main bearings, No. 2 bearing functioning as thrust
bearing for taking up end thrust. On each big-end
bearing journal there are two connecting rods. The
crankshaft has drilled passages for lubricating oil.
The replaceable bearing shells for both the big-end
and main bearings are steel backed and faced with
bearing metal.
Camshaft
The camshaft is manufactured of special alloy cast
iron and is located between the two banks of cylin-
ders, where it is supported in five steel backed babbit
bearings. It is driven by an outside guide type chain.
The camshaft gear is a nylon type ring gear. The
crankshaft gear is made of steel.
Valve lifters
The valve system is fitted with hydraulic valve lifters
which are located in holes in the block above the cam-
shaft and are operated directly by the camshaft. See
Fig. 14.
Oil is fed to all the valve lifters through galleries in the
engine lubricating system. An oil cushion then forms
under the lifter plunger. See Fig. 5. When the lifter
presses the push rod upwards, the check ball closes
and the plunger then rests against the oil cushion,
which has at the same time a damping function
against sudden impacts. At rest position, a spring
presses the lifter body against the cam on the cam-
shaft and the plunger on the push rod. The small
quantity of oil which leaks out between the body and
the plunger is replaced in the resting position, when
the engine oil pressure opens the check valve. In this
way, the valve lifters eliminate all lash clearances in
the valve mechanism even during different operating

Fig. 2 AQ 150 A/200, viewed from the starboard side

1. Outboard drive 9. Water-cooled exhaust manifold

2. Transom shield 10. Front engine mounting
3. By-pass line for cooling water 11. Sump
4. Exhaust manifold elbow (early type) 12. Starter motor
5. Rocker arm cover 13. Exhaust pipe connection
6. Flame arrester 14. Outlet from by-pass line
7. Alternator 15. Cooling water inlet
8. Oil filter 16. Combined cooling water and exhaust gas outlet

9
conditions and temperatures. No adjustment of the
valves thus requires to be carried out.
The movement of the valve lifters is transmitted to the
rocker arms via the push rods. The arms are made of
die-cast aluminium and have wear hats at the contact
surfaces for the push rods and valve stems.
Connecting rods, pistons and
piston rings
The connecting rods are made of dropped-forged
steel. The piston pins are moveable in the pistons and
are a press fit in the upper end of the connecting rods.
The pistons are made of aluminium alloy and each
has two compression rings and an expanding oil con-
trol ring. The top compression ring is chromium-
plated, this reducing the wear on the cylinder.
Lubricating system
The engine is equipped with a force-feed lubricating
system. Pressure for discharging the oil comes from a
gear-driven pump, which is operated by the distributor
shaft gear and is located in the timing gear cover. Oil
is drawn from the sump through drilled holes in the
crankcase and the timing gear cover by the pump and
is then conveyed under pressure to the moving parts
of the engine.
The oil filter is fitted in a nipple on the pump housing
and is replaceable as a complete unit. Both the relief
valve and the by-pass valve are located in the pump.
The by-pass valve opens if the oil filter becomes
blocked, so that unfiltered oil then flows into the en-
gine.

Fig. 3 AQ 150 B/200, viewed from the starboard side

1. Outboard drive 8. Water-cooled exhaust manifold

2. Transom shield 9. Front engine mounting
3. Elevated exhaust manifold elbow 10. Sump
(“Riser”) 11. Starter motor
4. Rocker arm cover 12. Exhaust pipe connection
5. Flame arrester 13. Cooling water inlet
6. Alternator 14. Combined cooling water and exhaust gas outlet
7. Oil filter

10
Ignition system Carburetor
The distributor, which is driven by the camshaft with The engines are provided with a two-barrel,
an incline gear, has on the AQ150 engine both a cen- down-draught carburetor produced by Rochester. The
trifugal and a vacuum governor, while the AQ150A carburetor is fitted with an automatic choke device
and B only have a centrifugal governor. The governor and also a flame arrestor.
is built into the rotor. The direction of rotation is clock-
wise and the firing sequence is 1-6-5-4-3-2. At its low-
er end, the distributor shaft has a fitting for driving the
oil pump pinion.

Fuel system
Fuel is sucked up from the tank by a diaphragm-type
pump and is then forced through a filter to the float
body of the carburetor. The pump is fitted on the tim-
ing gear cover and is driven by an eccentric on the
camshaft. The filter is integrally built with the pump.

Fig. 5 Valve lifter

1. Snap ring
2. Rod seat
3. Oil inlets
4. Plunger
5. Oil feed hole for check ball
Flywheel 6. Check ball retainer
Fig. 4 Cylinder numbering 7. Plunger spring
8. Lifter body

11
 Repair instructions

General overhaul
The engine should be tuned up at regular intervals in
order to obtain the best running results. The purpose
of tuning is to reset all adjustments to the correct val-
ues, and to obviate any trouble due to dirt in the
sludge trap, deposits on spark plugs. etc,
1. Run the engine warm and check the dwell angle
(contact breaker gap), adjusting if necessary. Re-
place burnt contact breaker points. Check the ig-
nition timing with a stroboscope at the specified
setting speed and the vacuum regulator discon-
nected. For details, see “Specifications”.
2. Check the distributor cap and clean it. Clean and
check the spark plug leads.
3. Check the state of charge of the battery and ex-
amine terminals.
dition in order to turn round the engine sufficiently
fast. What is most important to watch during this
test is the pressure between the cylinders which
should be as uniform as possible. The maximum
permissible pressure difference between the best
and worst cylinders is 25%.
4. Record the pressure obtained for each cylinder,
unless the gauge used is of the self-registering
type.
5. If the values obtained are low or uneven, measur-
ing should be repeated after a small amount of
thick oil has been introduced into each cylinder. If
the pressure is low in two adjacent cylinders, this
probably means that the cylinder head gasket is
damaged.

4. Clean the fuel pump sludge trap (strainer). Re-

move the carburetor and blow it clean. Fit the
parts. Replacing the thermostat
5. Clean the flame arrester. The thermostat housing on the AQ150 and 150B is lo-
cated at the rear section and on the AQ150A on the
6. Check-tighten the intake and exhaust manifold front section of the intake manifold. Concerning re-
bolts. Check that there are no air leaks at the car- placing and testing, see below.
buretor.
1. Drain off some of the coolant.
7. Check that there is no oil leakage.
2. Remove the bolts for the thermostat housing and
If the gaskets for the timing gear cover are so the necessary hoses. Lift up the housing and
compressed that the cover itself makes contact take off the thermostat. See Figs. 6, 7 and 8.
with the cylinder heads, fit new gaskets.
8. Measure the compression on all the cylinders.
9. Remove and adjust the spark plugs or replace
them with new ones.
10. Check the feed pressure of the fuel pump.
11. Check and adjust the carburetor settings as nec-
essary.
12. Check the fan belt tension.

Measuring the compression pressure

1. Run the engine until it attains normal operating
temperature. Check that the flame arrester is not
blocked.
2. Unscrew all the spark plugs. Open the gas and
choke controls fully.
3. Hold a compression gauge in the spark plug hole
for the first cylinder. Turn the engine round with
the starter motor until the gauge gives a maxi-
mum reading and repeat this procedure on the
other cylinders. The battery must be in good con-
Fig. 6 Thermostat AQ 150

12

Fig. 7 Thermostat AQ 150 A
3. Replace the thermostat if it is faulty.
4. Testing: Heat the thermostat in a vessel of water
together with a thermometer. The thermostat
should begin to open at the temperatures given in
the “Specifications”.
5. Fit the thermostat.
N.B. It is possible to fit the thermostat on the
AQ150 engine in the wrong direction. It should be
fitted as shown in Fig. 6. Change all the thermo-
stat housing gaskets.
6. Fit the housing and install the hoses. Fill with
coolant (AQ150, fresh-water system).
Fig. 8 Thermostat AQ 150 B.
Replacing the circulation pump
1. Drain off the coolant. Concerning the drain cocks,
see the respective instruction book.
2. Slacken the alternator (AQ150, AQ150A and
150B) and the sea-water pump (AQ150) suffi-
ciently that the pulleys con be removed. Take off
the belts.
3. Disconnect the circulation pump pulley.
4. Disconnect the cooling water hoses to the pump.
5. Unscrew the bolts and remove the pump.
6 Check well the contact surfaces of the pump and
the timing gear cover to make sure that they are
clean and undamaged.
7. Installing the circulation pump is carried out in the
reverse order to the above. Use a new gasket.
8. Test run the engine and check for leakage.
Disassembling the engine
The disassembling is more or less according to the
points given below.
1. Place the engine on a suitable stand. Check that
the oil and coolant (fresh-water system, AQ150)
have been drained off.
2. Remove the alternator, the sea-water pump, also
the mounting, the heat exchanger and the expan-
sion tank (AQ150), the fuel filter and the oil filter.
3. Remove the timing gear cover and the timing
gears with chain.
4. Remove the ignition coil, the carburetor, the rock-
er arm covers, the rocker arm mechanism, the in-
take manifold, the push rods, the valve lifters, the
camshaft and the exhaust manifold.
5. Remove the starter motor, the flywheel casing,
the vibration damper, the flywheel and the gover-
nor with cable cluster (AQ150).
6. Remove the cylinder heads.
7. Stand up the engine on its rear end on suitable
wooden blocks, so that the crankshaft can rotate
freely. Remove the sump, the oil plate and the oil
strainer.
8. Mark the pistons, connecting rods and caps with
the respective cylinder number. Concerning cylin-
der numbering, see under “Cylinder Block” on
page 8.
9. Remove the connecting rod caps. Slide the piston
with connecting rod out of the cylinder and refit
the respective caps with bearing shells onto the
connecting rods to avoid getting them mixed up.
10. Turn the engine upside down. Remove the crank-
shaft caps and lift out the crankshaft. Refit the
caps as above.
13
 2. Check the sealing surfaces on the block and the
Cleaning casing. These must be clean and free from de-
After disassembling, the parts should be thoroughly fects.
cleaned. Parts made of steel or cast iron can be
3. Use a new gasket and place the timing gear cov-
washed in a degreasing tank with a caustic soda solu-
er against the block, Check that the guide pins
tion. Light-alloy parts can, however, be damaged by
are in the correct position. Screw on the bolts and
caustic soda, so they should preferably be cleaned
secure them to the right torque . Concerning the
with white spirit. Pistons and bearing shells must nev-
torque, see the “Specifications”.
er be washed in caustic soda solution. Rinse the parts
with warm water and blow them dry with compressed 4. Lubricate the hub on the vibration damper before
air after washing. fitting the damper. This protects the gasket in the
flywheel cover during installation and when the
Clean the oil galleries very thoroughly. Pull them
engine is started for the first time.
through with a special brush and then blow them out
with compressed air. All sealing plugs at the gallery
openings in the cylinder block must be removed while
cleaning is being done.

Replacing the timing gear cover

Removing
1. Remove the circulation pump. See page 13.
2. Remove the crankshaft pulley.
3. Remove the vibration damper. Use a screwdriver
or similar tool as a counterhold, when the centre
bolt is loosened, by inserting the screwdriver into
one of the damper holes and allowing it to rest
against the edge of the sump. If the damper is
firmly fixed on the shaft, loosen it by striking it
with a rubber mallet.
4. Disconnect the fuel line and fuel pump.
5. Loosen the distributor cap and move it with the
spark plug leads to the one side. Disconnect the
primary line to the distributor.
6. Remove the bolt with the special washer retaining
the distributor. Mark the positions of the distribu-
Fig. 9 Timing gear cover
tor and rotor before pulling up the distributor.
N.B. From now on the crankshaft and camshaft (the arrows point to the bolts)
must not be turned without adjusting the distribu-
tor accordingly. See “Fitting the distributor” on
page 24.
7. Loosen the bolts securing the timing gear cover, Replacing the sealing ring in the timing
see Fig. 9. gear cover
N.B. Also the two front bolts in the sump. 1. Remove the timing gear cover. See above.
2. Knock out the gasket and washer with a suitable
Fitting tool.
Fit the cover in the reverse order to removal and ob- 3. Fit a new gasket with the ends on top. Drive in a
serve the following: new washer and lock it with a centre punch at
1. Loosen the oil pump cover. One of the bolts will least at three points.
first be accessible when the oil filter has been 4. Shape the gasket with, for example, the handle of
screwed off. Pack the pump with petroleum jelly a hammer until it is possible to move the hub on
free from acid, otherwise there is risk of the pump the vibration damper into the gasket.
being unable to suck oil from the sump directly 5. Fit the timing gear cover. See above.
after the moment of starting.

14
Replacing the timing gears
Removing
1. Remove the timing gear cover. See “Replacing
the timing gear cover”.
2. Remove the front crankshaft oil slinger.
3. Remove the spark plugs and turn the crankshaft
with the help of the vibration damper, for the mo-
ment fitted, until the marking on the timing gears
are in the position shown in Fig. 10. Remove the
vibration damper without altering the gear setting.
If the timing chain dampers are not damaged, it is
not necessary to remove them.
4. Remove the centre bolt with washer on camshaft.
Remove the camshaft distributor drive gear as
well as the fuel pump eccentric.
5. Remove the camshaft gear and crankshaft gear
together with the chain. See Fig. 11. When re- Fig. 11 Removing the timing gears
moving, pry alternatively first one gear then the
other.

Valve mechanism
Removing
1. Remove the rocker arm covers.
2. Slacken the bolts for the caps and lift up the
rocker arm shafts with rocker arms and the oil
splash plate on the right-hand side.
3. Lift up the push rods and place them in a num-
bered stand.
4. Concerning valve lifters: See “Removing and in-
specting valve lifters”.
Fig. 10 Marking on timing gears

Fitting
1. Fit both timing gears at the same time together
with the chain so that the marking on the both
gears face opposite each other as shown in Fig.
10.
N.B. When fitting, make sure that the timing
chain dampers do not get in the way of the chain.
2. Fit the eccentric for the fuel pump on the cam-
shaft. The eccentric is fitted with the oil groove
facing the timing gear cover. See Fig. 12. Fit the
distributor drive gear. Then fit the centre bolt and
retaining washer and tighten the bolt with a torque
wrench. Concerning the torque, see “Specifica-
tions”.
4. Fit the timing gear cover. See page 14.
5. Remove the distributor and adjust it to the correct Fig. 12 Fitting fuel pump eccentric and distributor
setting. See “Fitting the distributor” on page 24. drive

15
Fitting
1. Fit the valve lifters. See “Assembling and install-
ing valve lifters”.
2. Place the push rods in their respective positions.
Make sure that the lower ends fit correctly into
the lifters.
3. Make sure that the contact surfaces on the bear-
ing brackets are clean.
4. Fit the rocker arm shafts.
N.B. There is a mark on each shaft to ensure that
the lubricating holes will be correctly located. See
Fig. 13. The mark on the shaft in the right cylinder
bank should face forwards and towards the front
valve. The shaft in the left cylinder bank should
have the mark facing to the rear and the rear valve.
5. Fit the bearing bracket bolts. Do not forget the oil
splash plate on the two rear bolts in the right cyl- Fig. 14
inder bank. See Fig. 14. Make sure that the push 1. Oil splash plate
rod ends coincide with the respective rocker arm 2. Rocker arm cover gasket
seat. Tighten the bolts evenly to a torque of 4 3. Intake manifold gasket
4. End gaskets for intake manifold
kpm (30 lb.ft.).
5. Valve lifter

6. Camshaft

Fig. 13 Marking the rocker arm shaft
Intake manifold
Removing
1. Slacken the pipe from the fuel pump to the carbu-
retor and disconnect any electrical connections if
necessary.
2. Disconnect the requisite cooling water hoses and
the crankcase ventilation pipe as well as the pipe
for the carburetor thermostat housing (AQ150A
and B).
3. Remove the bolts for the intake manifold. Ob-
serve here where the engine lifting eyelets
(AQ150) and the throttle control attachment are
fixed.
4. Lift up the intake manifold. Check that the mani-
fold contact surfaces against the gaskets on the
block are clean and not damaged.
16
Fitting
1. Fit new rubber seals on the front and rear edges
of the block. See Fig. 14.
2. Place new metal gaskets against the respective
cylinder heads. The gaskets have guides against
the heads.
3. Carefully lower the manifold into position so that
the gaskets are not damaged.
N.B. Be careful because it is possible to turn the
manifold the wrong way. To avoid making a mis-
take, see how the thermostat is placed under the
heading: “Replacing the thermostat”.
4. Fit the bolts with the eyelets, etc. Tighten them
evenly to a torque of 6 kpm (40 lb.ft.).
5. Fit the cooling water hoses, the electrical connec-
tions and the fuel pipe.
Removing and inspecting the valve lifters
1. Remove the rocker arm covers, valve mechanism
and intake manifold.
2. Lift out all the valve lifters and place them in a
wooden block with numbered holes or similar de-
vice.
3. Disassemble the valve lifters, see Fig. 15, by
holding down the push rod seat with a push rod
and then removing the snap ring with a suitable
tool, e.g., a screwdriver. Then remove the seat
and the plunger.
 Fig. 15
Fig. 16
1. Spring 5. Push rod seat
2. Check valve ball 6. Ball retainer 1. Valve lifter body
3. Plunger 7. Valve lifter body 2. Plunger
4. Snap ring 3. Tool 884289

If it is difficult to remove the plunger, use tool Assembling and installing the valve lifters
884289. Place the lifter in the large opening in the
Make sure that all the parts are thoroughly cleaned
tool. See Fig. 16. As shown in the Figure, hold
and then fit them in the following order:
the bottom of the lifter with the thumb and rap the
open end of the tool against a block of wood with 1. Fit the check valve ball together with the spring
just enough force to jar the plunger from the body. on the plunger.
4. Remove the ball retainer, 6 Fig. 15, with the help 2. Place the large spring in the recess in the bottom
of pliers. of the valve lifter and then fit the plunger and
push rod seat.
5. Place all the parts for each valve lifter where it
will not be possible to get them mixed up. 3. Press down the seat and the plunger with a push
rod and fit the spring.
6. Clean all the parts in kerosene, using Cleaning
Brush 884290 to clean the bore of the lifter body.
Then dry all the parts, with a clean lint-free cloth,
wiping the plunger and body hard with the cloth.
Finally rinse them in kerosene and blow them dry
with compressed air.
7. The parts should now be inspected and the fol-
lowing observed.
a) Check the lifter body. If the contact surface for the
camshaft lobe is excessively worn or damaged in
any other way, replace the respective lifters. A lift-
er body that has been rotating will have a round
wear pattern and a non-rotating lifter body will have
a square wear pattern. See Fig. 17. Permissible
wear depth is 0.5 mm (0.02"). Some wear on the
lower part of the body can be considered as normal
and generally does not require to be remedied.
Check that there is no scoring as this can cause
leakage between the body and the plunger.
b) Using a magnifying glass inspect the check ball
seat of the lifter plunger. If the check ball seat is Fig. 17 Contact surfaces of the valve lifters
damaged, or if there are scores and scratches on 1 and 2. Surfaces not approved
the outer surface of the plunger, the lifter should 3. Approved rotating lifter
be replaced with a new one. 4. Rotating lifter not approved
The arrows show the wear edges of the surfaces
c) Replace the ball. (max. wear 0.5 mm = 0.02")
d) Check the remaining parts and replace any if nec-
essary.

17
4. Protect the assembled lifters until they are fitted
in the block.
5. Check that the valve lifter guide holes in the
block are clean and not damaged. Check also the
camshaft lobes and lubricate the camshaft and
lifter bores with engine oil. Install all the lifters.
Make sure that they slide easily into their guide
holes.
6. Fit the valve mechanism, intake manifold and
rocker arm covers.

Fig. 18 Reaming a valve guide

Camshaft
Removing
1. Remove the rocker arm covers and the valve
mechanism.
2. Remove the intake manifold. Lift out the valve lift-
ers.
3. Remove the timing gear cover. See: “Replacing
the timing gear cover”.
4. Remove the timing gears. See: “Replacing the
timing gears”.
5. Take out the camshaft carefully making sure that
the bearings are not damaged by the camshaft
lobes.
Inspect the camshaft and bearings. Slightly scored
camshaft bearings can be used if all burr is removed
and the surfaces of the camshaft journals are pol-
ished. Permissible clearance limits may be 0.038–
0.102 mm (0.0015–0.004").
Note that the camshaft journals have different dimen-
sions. Measuring from the front thus reduces the di-
ameter for each bearing and the corresponding journal
by 0.76 mm (0.03").
Fitting
Fitting of the camshaft takes place in the reverse or-
der to the above. Before fitting, lubricate the bearing
surfaces with engine oil and then carefully fit the shaft
into position in the block. Concerning the location of
the camshaft in the block, see Fig. 14.
Cylinder heads with valves
Disassembling and reconditioning
1. Remove the valve springs by first compressing
them with valve pliers and removing the valve
cotters, after which the pliers are released. Place
the valves in order in a stand.
2. With rotating brushes, clean the valves, the com-
bustion chambers and the ports from carbon and
combustion deposits.
Use tool 884304 for cleaning the valve guides.
3. Measure the clearance between valve stem and
guide. Concerning clearances, see “Specifica-
tions”. If the stem has excessive clearance in its
guide, the guide must be reamed using Reamer
884287. See Fig. 18. This ream has an 0.10 mm
(0.004") oversize. Oversize valves are available
as spare parts.
4. Grind the valves in a machine to an angle of 45°.
Excessively worn valves should be replaced with
new ones.
5. Grind the valve seats using an electrically driven
grinder or a hand milling cutter. The guide spindle
must be securely fixed before the work begins
and worn guides are reamed.
The seat should be ground until a good sealing
surface is obtained. The angle is 45° and the
sealing surface width may not exceed 2 mm
(0.079"). If the sealing surface is too wide after
grinding, it can be reduced by using a 70° and a
20° grinding stone or reamers.
N.B. Grinding the valve and seat raises the height
of the stem. As the height from the end of the
valve stem to the valve spring seat surface of the
cylinder head exceeds 50.17 mm (1 .975"), the
functioning of the valve lifters can be affected. In
such a case, the valve stem must be ground
down or the valve scrapped.
6. Coat the valve sealing surfaces with a thin layer
of fine grinding paste and lap in the valves
against their seats.
Then clean the valves and seats and check that
good sealing is obtained.
Assembling
1. Check that the parts are not damaged and are
clean. Test the springs to make sure that they
maintain the values indicated in “Specifications”.
2. Lubricate the parts with engine oil. Fit valves,
springs, washers and retainers with the help of the
same tools that were used for the disassembling.
N.B. The springs should be turned with the close
wound coils toward the cylinder heads. See Fig. 19.

18

Fig. 19 Valve springs
1. Close wound coils toward cylinder head
Fitting the cylinder heads
1. Check that the cylinder heads, the block, the pis-
tons and the cylinder bores are clean.
2. Install new cylinder head gaskets. Dowels in the
cylinder head hold the gasket in position.
N.B. Do not use any extra sealing material on the
gaskets. They are coated with a special lacquer
to provide good seal, once the parts have warmed
up.
3. Place the cylinder heads in position. Be careful
not to damage the gaskets.
4. Clean the cylinder head bolts and smear their
threads with sealer. Fit the bolts and tighten them
in the order shown in Fig. 20. The tightening
torque is 9–11 kpm (70–75 lb.ft.). Uneven or ex-
cessive tightening of the cylinder head bolts can
distort the cylinder bores, this causing compres-
sion loss and high oil consumption.
Fig. 20 Cylinder head bolt tightening sequence
Cylinder block
Measuring the cylinder bores
The cylinder bores are measured with a special dial
indicator. The cylinders should be checked to see if
they are out-of-round or tapered. Measuring is carried
out at different depths and in both the longitudinal and
transverse directions. If the cylinder requires reboring,
there are pistons with three different oversizes to
chose from. Concerning the wear tolerances for the
cylinders and the piston oversize, see “Specifica-
tions”.
Reboring cylinders
The cylinders are rebored in a special machine, after
which they are honed to a fine finish. Before being fit-
ted, the entire cylinder is rinsed in a degreasing tank
to remove all grinding residues and impurities.
Before starting the reboring or honing operation, meas-
ure all the new pistons. See under the heading:
“Measuring the piston”. Then select the smallest pis-
ton for the first fitting. If the first piston has excessive
clearance, then it is possible to make subsequent cor-
rection of the clearance.
When reboring the cylinders, the crankshaft and main
bearing caps should be fitted. The caps should also
be tightened to the proper torque. See the “Specifica-
tions”. Before the pistons are checked for fit, each
cylinder bore should be thoroughly cleaned and dried.
Pistons, piston rings and
piston pins
Measuring the piston
Before measuring the piston, clean it thoroughly.
The piston is measured with a micrometer at right an-
gles to the piston pin hole 6.4 mm (1/4") below the oil
ring groove. See Fig. 21.
Fig. 21 Measuring the piston
19
Fitting the piston in the cylinder bore
1. With a cylinder indicator measure the diameter in
the bore at right angles to the piston pin and about
50 mm (2") from the upper edge of the bore.
2. Measure the piston which is to be fitted. See un-
der the heading: “Measuring the piston”. The pis-
ton must be 0.020–0.038 mm (0.001–0.0015")
less then the cylinder bore.
N.B. The block and the piston must have the
same temperature during the measuring.
Fitting piston rings
In a new or rebored cylinder
1. Insert the piston rings one after the other into the
bore. Use a piston in the upside down position so
that the ring fits correctly.
2. Measure the ring gap with a feeler gauge. Concern-
ing the gap, see “Specifications”. If necessary, the
gap can be widened with the help of a special file.
3. Test the piston rings in the respective ring
grooves by rolling them in the groove. Fit the pis-
ton rings in their grooves and with a feeler gauge
measure the clearance between the piston ring
and the lower edge on the ring groove. Concern-
ing clearances, see “Specifications”.
In a worn cylinder bore
In a worn cylinder bore, the gap should he measured
with the piston ring at the bottom dead centre position
where the diameter of the bore is smallest.
Piston pins
Press out the piston pin with the help of drift 9991866
and a suitable counterhold. The pin must be pressed
out as it has a tight fit in the connecting rod. The pis-
ton pins have no circlips.
If the piston pin hole in the piston is worn in excess of
the permissible values, the piston and piston pin must
be replaced. As the piston pin has a press fit in the
connecting rod, there are no oversize piston pins. The
fit is correct when the piston pin meets light resist-
ance when pressed through the hole in the piston with
the parts at room temperature.
Connecting rods
Straightening
Before being fitted, the connecting rods should be
checked for straightness, twist and any S-distortion. If
necessary, straighten them.
At the crankshaft end of the connecting rods the rods
are provided with bosses where the material can be
20
removed for balancing and weighing. The bosses are
shown in Figs. 22–23.
Assembling and fitting the piston and
connecting rod
1. Connecting rods and pistons should be assem-
bled as shown in Figs. 22 and 23. This means
that the pistons in the left cylinder bank are
turned so that the piston mark faces forwards and
the connecting rod and cop marks face to the
rear. In the right cylinder bank the piston, con-
necting rod and cap marks all face forwards.
2. Press the piston pin into the respective piston
and connecting rod. Use drift 9991866 and a suit-
able counterhold so as not to damage the piston.
Before pressing the piston pin through the respec-
tive connecting rod, lubricate it with engine oil to fa-
cilitate fitting and to avoid damage to the pin or rod.
After assembling the piston and connecting rod,
check that the piston rotates easily on the pin.
3. Fit the piston rings with the help of a pair of pis-
ton ring pliers. The ring gaps should be turned in
the way shown in Fig. 24. The gap for the resp.
piston oil scraper rings should lie on the same
side as the oil groove in the lower part of the con-
necting rod. See Figs. 22–23. The expander ring
gap may not coincide with the oil scraper rings.
The side which should be turned upwards is
marked with a letter or the word “TOP”. The upper
compression ring is chromiumed.
Fig. 22 Piston in left cylinder bank
1. Oil spurt hole up
2. Boss on rod and cap rearward
3. Notch on piston forward
Fig. 23 Piston in right cylinder bank
1. Oil spurt hole up
2. Boss on rod and cap forward
3. Notch on piston forward

Fig. 24 Piston ring gap
1. Gap on top compression ring 3. Gap on oil ring
2. Gap on second compression ring 4. Piston pin
4. Install the upper bearing shell in the connecting
rod. Make sure that the bearing surface in the
connecting rod is free from dirt, etc. The bearing
shell has a tang on the outside which fits into a
corresponding recess in the connecting rod.
5. Lubricate the parts with engine oil and then fit the
piston in position in the block with the help of tool
884296.
6. Install the bearing shell in the cap. Concerning lo-
cation, see point 4 above. Fit the cap on the con-
necting rod bolts. Tighten the nuts to a torque of
4–5 kpm (30–35 lb.ft.). Fit all the pistons and con-
necting rods in the same way.
When the piston and rod assemblies are properly
installed the marks on the top of the pistons
should be pointing forwards. The oil spurt holes in
the connecting rods, see 1 Figs. 22–23, should
be “up” towards the camshaft.
The conical boss on the connecting rod web and
the rib on the edge of the rod cap should be on
the same side. See Fig. 22 (2). In the left cylinder
bank the ribs should lie rearward. On the right cyl-
inder bank the ribs should lie forwards.
7. Check the end clearance between the connecting
rods on each crankpin using feeler gauges. Con-
cerning clearances, see “Specifications”.
Measuring the radial clearance for
big-end bearings
The radial clearance is measured with a special measur-
ing wire called Plastigage, Type PG - 1 (green), which
has a range of 0.001–0.003" (0.025–0.076 mm). Plasti-
gage is manufactured by Perfect Circle Corporation.
Measuring is carried out according to the following:
1. Remove connecting rod cap with bearing shell. Wipe
oil from the bearing shell and crankpin journal. Blow
oil out of the lubricating hole in the crankshaft. This is
important because the Plastigage is soluble in oil.
2. Place a piece of Plastigage lengthwise along the
bottom of the bearing shell (lower), see Fig. 25.
Fit the cap and tighten the nuts to the correct
torque. See “Specifications”.
Make sure that the caps are not turned in the
wrong direction during installation.
N.B. Do not turn the crankshaft with Plastigage in
the bearing.
Fig. 25 Measuring the radial clearance
3. Remove the bearing cap with bearing shell. The
flattened Plastigage will be found adhering to ei-
ther the bearing shell or the crankpin.
N.B. Do not remove the Plastigage.
4. Measure the Plastigage at its widest point. Use
for this purpose the scale printed on the Plasti-
gage envelope. The scale is in both millimetres
and thousandths of an inch and indicates directly
the radial clearance in question. See B, Fig. 25.
Concerning radial clearances. see wear toleranc-
es in “Specifications”.
When fitting check that the clearance is the cor-
rect one.
N.B. Undersized bearings have a number
punched on the outside indicating the degree of
undersize. For permissible clearances, see
“Crankshaft” in the “Specifications”.
After installing the connecting rod, check that it
can be moved back and forth on the crankpin.
Crankshaft bearings
The crankshaft bearings consist of two halves or
shells where the upper bearing shell has an oil hole
with oil groove. See Fig. 26.
Bearings Nos. 1 and 3 are similar. Bearing No. 2 is
provided with flanges to take end thrust and thus func-
tions as a thrust bearing. Bearing No. 4 (the rear main
bearing) must not be confused with the other bearings.
For this reason, the rear main bearing has its tang on
the lower bearing shell displaced in relation to the tang
on the Nos. 1 and 3 bearings.
When fitting a new thrust bearing, it should be “lined”
up. This is done so that with the bearings fitted and
the bolts for the caps lightly tightened (manually), the
crankshaft can be moved forwards and backwards as
far as the axial clearance permits.
When measuring the main bearings, note the following.
a. Measurement is carried out with the help of Plas-
tigage. See heading: “Measuring the radial clear-
ance for crankshaft bearings”.
b. Turn the crankshaft so that the oil hole is up to
avoid dripping oil on the Plastigage.
c. If the engine is not upside down, the weight of the
crankshaft will influence the results. When meas-
uring with the engine in its normal position, place
paper shims in the lower bearing shells of the ad-
jacent bearings to take the weight of the crank-
shaft off the bearing being measured.
The end play should not exceed 0.076 mm (0.003").
21

Fig. 26 Engine block seen from
underneath
1. Front crankshaft bearing shell
2. Thrust bearing shell
3. Crankshaft bearing shell
4. Rear main bearing shell
5. Rear crankshaft seal, upper part
d. Before installing the bearing shells, make sure
that the bearing seats and bearings are thorough-
ly cleaned. Coat, therefore, the bearings with lu-
bricant before installing them. Do not interchange
the upper and lower bearing shells. The upper
shell has an oil groove in its centre.
e. When installing a new bearing, the clearance
should be 0.010–0.038 mm (0.004–0.0015").
Oversize bearings have a number stomped on or
near to the tang. The number indicates the
amount of oversize.
f. Before installing the rear bearing cap, see the
heading: “Installing rear bearing oil seals”.
g. The main bearing bolts should be tightened to a
torque of 13–16 kpm (95–120 lb.ft.).
Fig. 27 Rear main bearing oil seals
1. Seal against engine block
2. Crankshaft seal
2. For sealing against the block, use a seal of the
neoprene type, 1 Fig. 27. The seal is somewhat
longer than the groove in the bearing cap. Do not
cut off a piece of the seal. Allow the upper ends
to project over the edge about 1–2 mm (1/16").
3. Lubricate all the seals before fitting the cap. After
the cap has been installed, press down the neo-
prene seals with a blunt tool in order to ensure
good sealing.
Oil pipe and oil screen
Removing
1. Remove the sump and oil plate. Clean the parts.
2. Remove the strainer and the oil pipe and clean
them. Blow dry with compressed air. See Fig. 28.

Crankshaft
After cleaning the crankshaft measure it. The out-of-
roundness on the main bearing and crankshaft bearing
pins must not exceed 0.038 mm (0.0015").
Check that the shaft is straight within 0.076 mm
(0.003") by indicating it in a V-block.

Installing rear main bearing oil seals

1. Install the braided fabric bearing seal. Press down
the seal into the groove until the ends of the seal
do not protrude above the edge more than 1–2
mm (1/16"). See Fig. 27. Cut the ends off with a
razor-blade.
On replacing the upper seal half, remove the Fig. 28 Oil strainer and oil pipe
crankshaft.

22
Fitting
1. Fit the oil pipe. Make sure that the gasket surfac-
es on the pipe and block are clean and undam-
aged. Fit on a new gasket. Tighten the bolts to a
torque of 0.8–1.2 kpm (6–9 lb.ft.).
2. Install the strainer.
3. Fit the oil plate and sump. Tighten the sump bolts
evenly.

Fig. 30 Measuring the oil pump gear end clearance

Oil pump
Removing and inspecting
1. Screw off the oil filter.
2. Remove the screws attaching the oil pump cover
assembly to the timing chain cover and take out
the oil pump gears.
3. Wash the parts. Check the gears for wear or scor-
ing, etc. Replace any gears not found to be serv-
iceable.
4. Disassemble the oil pressure relief valve, see
Fig. 29. The oil filter by-pass valve and spring are
staked in place and should not be removed.
5. Check that the valve plunger is not scored or
worn and check also the spring to see that it is
not excessively worn at the sides. Replace any
relief valve spring that is questionable.
6. Check the valve housing in the cover. The valve
plunger should have no more clearance in the
housing than an easy slip fit. If any perceptible
side shake can be felt, the valve and the cover
should be replaced.
7. Check the filter by-pass valve for cracks, nicks or
warping.
Fitting
1. Lubricate and install the pressure relief valve in
the oil pump cover. Tighten the nut to a torque of
4–5 kpm (30–35 lb.ft.).
2. Install the oil pump gears in the oil pump body.
3. Measure the clearance of the gears and the pump
body surface, without gasket, with a feeler gauge
and steel ruler according to Fig. 30. The clear-
ance should be between 0.058–0.147 mm
(0.0023–0.0058"). If the clearance is less than
0.045 mm (0.0018"), check the pump body for
wear.
4. After measuring the gear end clearance, remove
the gears and pack the gear pocket full of petrole-
um jelly. This step is very important. Unless the
pump is packed with petroleum jelly, it may not
be able to suck the oil from the sump directly af-
ter the engine has started.
N.B. Do not use ordinary chassis lubricant.
5. Use a new gasket and fit the cover. Tighten the
screws evenly to a torque of 1.1–1.6 kpm
(8–12 lb. ft.).
6. Screw on the oil filter, first making sure that the
pump contact surface is clean. Then smear the fil-
ter rubber gasket with oil and screw on the filter on
the connector nipple until it just touches the con-
tact surface. Then screw it a further 2/3 of a turn.

Fig. 29 Oil pump cover with oil pressure relief valve

1. Valve cap
2. Washer
3. Spring
4. Plunger for relief valve
5. Connection surface for oil filter

23
Crankcase ventilation
The crankcase ventilation system on the AQ150 en-
gine differs somewhat from that on the AQ150A and B
engines.
On the AQ150 crankcase gases are drawn up through
one of the rocker arm covers from where they pass
through a hose and into the carburetor throttle body.
The crankcase gases are mixed with fuel-air mixture
and drawn into the engine where combustion takes
place. The other rocker arm cover is fitted with tightly
sealing oil filler caps.
On the AQ150A and B crankcase gases are drawn up
from one of the rocker arm covers in the same way as
for the AQ150. For the AQ150A and B, however, there
is also a ventilator cover with filter on the other rocker
arm cover. The crankcase gases are drawn from the Fig. 32 Distributor and notch for ignition setting
left cylinder bank up through the right cylinder bank (see arrow)
and then into the carburetor. When the engine is
idling, the mixing of these crankcase gases with the
fuel-air mixture will influence the idling speed of the 2. Install the distributor in the position shown in Fig.
engine. For this reason, a positive crankcase ventila- 33. The rotor should also have the position indi-
tor valve is used which automatically restricts the flow cated in the in the figure.
of crankcase gases whenever the intake manifold If it is not possible to press down the distributor
vacuum is high. On the AQ150 engine, this valve is completely, the reason will be that the recess on
combined with the connection of the breather pipe to the oil pump shaft must be turned so that the dis-
the rocker arm cover. The valve is of the diaphragm tributor shaft can fit into it. So take out the distrib-
type. On the AQ150A and B engines, the valve is of utor and turn the oil pump shaft with a screwdriver
another construction, see Fig. 31, and is bolted to the and then reinsert the distributor.
connection nipple in the throttle body. See Fig. 41.
If the ventilator valve becomes clogged, this can
cause serious damage to the engine because all
crankcase ventilation ceases. Therefore, it is impor-
tant to check and clean the ventilator valve at regular
intervals. Check and clean also the ventilation covers
on the AQ150 A and B.

Fig. 33 Rotor in firing position for cylinder No. 1

Fig. 31 Positive crankcase ventilator valve, AQ 150
A and B
1. Spring
2. Plunger
3. Valve body
Ignition system
Fitting the distributor
1. Remove the left rocker arm cover. Turn the
crankshaft with the help of a spanner on the cen-
tre bolt for the vibration damper until both the
valves for cylinder No. 1 are fully closed. Check
that the valves are closed even immediately be-
fore and after the top dead centre is reached.
The notch on the vibration damper should be at an
angle of 5° at the same time. See arrow, Fig. 32.
3. Fit the bolt and retainer, but do not tighten the
bolt as to prevent the distributor body from being
turned manually. See Fig. 32.
4. Connect the primary lead to the ignition coil.
5. Turn the distributor body clockwise until the con-
tact breaker points just begin to open.
N.B. This must be done very carefully, otherwise
it may be extremely difficult to start the engine.
When the engine is started. the ignition timing
must be carefully checked with the help of a stro-
boscope. See: “Adjusting the dwell angle and igni-
tion timing”.
6. Install the distributor cap and leads. Check the lo-
cation of the leads in the cop and on the spark
plugs. See Fig. 34.

24

AQ150, AQ150A
AQ150B
Fig. 34 Location of spark plug leads seen from front
end engine.
A. Cover
Setting the dwell angle
When setting the dwell angle, always follow the in-
structions of the maker for the dwell angle gauge.
1. Connect the gauge. Check that it is set for 6 cyl-
inders.
2. Start the engine. Lift up the opening in the distrib-
utor cap. Use a 1/8" hexagon spanner, see Fig.
35, and set the dwell angle at 30°.
3. Adjust the timing ignition. See below.
Fig. 35 Adjusting the dwell angle
A. Internal hexagon spanner 1/8"
Adjusting the ignition timing
First check the dwell angle. See above. The ignition
timing should always be adjusted with the help of a
stroboscope.
1. Disconnect the vacuum line to the distributor
(AQ150).
2. Lock the attaching bolt so that the distributor can
be turned.
3. Connect the lamp with the high-tension cable to
the spark plug in No. 1 cylinder.
4. Start the engine. Check the idling speed when the
engine has become warm. The timing setting
should be carried out at 600–700 r.p.m.
5. Point the lamp to the scale on the timing gear
cover and turn the distributor until a 5° pre-firing is
obtained.
6. Tighten the distributor and check that the timing
has not been altered. Check also that the speed
has not been changed.
7. Remove the lamp and fit the vacuum line
(AQ150).
Fuel system
Cleaning the carburetor
1. Remove the carburetor cover by first disconnect-
ing the control rods for the acceleration pump and
choke. Then slacken the bolts retaining the cover
and lift it off.
2. Remove the venturi cluster, 1 Fig. 36, by loosen-
ing the three attaching screws. Then slacken the
T-shaped retainer which becomes visible when
the venturi cluster is removed. Remove the pump
discharge spring and the steel discharge check
ball.
3. Remove the float and the needle valve seat with
strainer, likewise the acceleration pump.
4. Remove the two main nozzles as well as the
power jet. See Fig. 36.
5. Take out the return spring and the check ball in
the hole for the acceleration pump together with
the screen in the pump inlet. See Fig. 36.
6. Remove the carburetor thermostat body and
choke shaft.
7. Clean the float body and remaining parts in a suit-
able cleaning fluid. Blow through all the channels
and jets with compressed air.
8. Check the parts for wear and if necessary replace
them.
25
 Fig. 37 Carburetor cover
1. Float
2. Vacuum plunger for power jet
3. Acceleration pump
4. Choke valve
5. Thermostat housing

Fig. 36 Carburetor body

1. Venturi cluster Carburetor cover
2. Main jets
3. Carburetor body 1. Install the thermostat housing. See Fig. 37. Use a
4. Return spring, acceleration pump new gasket.
5. Screen, pump inlet 2. Install the choke shaft and lever for pull rod. See
6. Power jet
Fig. 38.
3. Install the choke valve in the choke shaft so that
the letters “RP” will face upward. Use new choke
valve attaching screws but do not tighten secure-
ly until the choke valve is centred. Centre choke
valve on choke shaft by holding the choke valve
Assembling tightly closed. Then slide the choke shaft into ob-
Throttle body tain a clearance of approx. 0.5 mm (0.020") be-
tween the choke trip lever and choke lever and
1. Screw idle mixture adjusting needles and springs
collar assembly. Tighten the choke valve screws
into the throttle body until finger tight. Back out
securely and make sure that the valve is tightly
the screws one turn as a preliminary idle adjust-
closed. Stake the screws in place with a centre
ment.
punch.
NOTE. Do not force the idle needle against its
seat or damage may result.
2. Use a new gasket and install the throttle body on
the ball with three screws and lock washers.

Carburetor body
1. Drop the steel discharge check ball into the dis-
charge hole of the acceleration pump. Install the
pump discharge spring. Hold the spring position
with a “T” shaped retainer and stake the retainer
in place with light blows from a centre punch.
2. Install the venturi cluster with the gasket. The
middle of the three screws should be shorter and
should also have a fibre gasket.
3. Install both the two main nozzles and power jet.
The power jet is provided with a fibre gasket.
Fig. 38 Carburetor
4. Install the small aluminium inlet check ball and 1. Lever for acceleration pump
return spring in the acceleration pump cylinder. 2. Plunger for acceleration pump
Insert pump return spring and centre in well by 3. Lever for pull rod
pressing downward with finger. 4. Lever for choke valve shaft
5. Idle speed screw
5. Install the pump inlet screen in the bottom of the 6. Connection hole for throttle
float bowl. 7. Pull rod for fast idling
8. Fast idling cam

26
4. Install the acceleration pump with lever. See Fig. Thermostat housing and vacuum valve
37. 1. Attach the lever in the vacuum valve by inserting
5. Install the needle seat with needle and gasket. the short pin into the hole at the side of the valve
6. Install the vacuum plunger, see 2 Fig. 37, for the and through the hole in the lever.
power jet. Lightly stake the plunger retainer wash- 2. Install the valve with lever in the thermostat hous-
er in place with a centre punch. ing. The valve should be turned so that the hole
7. Place the gasket on the cover. for the lock pin points to the carburetor. The lever
is fixed by means of a screw in the throttle shaft.
8. Attach the float needle to the float arm and install
the needle and float. 3. Install the insulator plate, gasket and cover with
thermostat spring.
9. Adjust the distance between the gasket and the
lower edge (sharp edge) of the float seam at the The cover is attached by means of three screws
short end of the float. See Fig. 39. The distance and retainers. Before tightening the screws, turn
should be 15 mm (0.6"). Bend the float arm ac- the cover clockwise until the choke valve is com-
cording to the arrow on the Figure to adjust the pletely closed. The straight line on the cover at
float level . the word “lean” should then point straight up-
wards. See Fig. 41.
Check also the location of the float when this is
fully open. Measure between the gasket and the
bottom of the float according to Fig. 40. The dis-
tance should be 48.4 mm (1 .9"). Adjust by bend-
ing the tang. See 1 Fig. 40.
10. Fit the carburetor cover on the float bowl . Make
certain that the acceleration pump is properly po-
sitioned when the cover is installed.
11. Install the choke rod into the choke lever and fast
idle cam. Install the acceleration pump rod. The
rod should be locked at its lower end with a re-
tainer. See Fig. 38.

Fig. 41 Carburetor
1. Ventilator valve for crankcase ventilation
2. Connection for sending unit tube to
thermostat housing
3. Setting mark for automatic choke
Fig. 39 Measuring the float level 4. Ventilator pipe
5. Carburetor cover
6. Fuel connection
7. Float bowl (carburetor body)
8. Idle mixture screws
9. Throttle body

Adjusting the carburetor

All adjustments on the carburetor, except for float ad-
justments, are made externally. For the float level ad-
Fig. 40 Measuring the float level justment, see under the heading “Assembling” on
1. Stop tang page 26. For the other adjustments, see below.
2. Measuring gauge

27
a. Acceleration pump rod adjustment
Back out the idle stop screw and close completely the
throttle valve.
Measure the distance from the top of the flame arrest-
er flange to the upper end of the pump rod. See Fig.
42. The measurement should be 29.4 mm (1.16").
When adjusting bend the pump rod at the arrow in the
Figure.
d. Fast idle adjustment
The fast idle speed adjustment is controlled by the dif-
ferent cam stages. Provided the idle speed is correct-
ly set and the choke rod properly adjusted, no further
adjustment is necessary.
e. Automatic choke
If necessary, the automatic choke can be adjusted.
Normally the marking, 3 Fig. 41 , on the cover should
point upwards. The thermostat spring inside the cover
is then suitably tensioned and this closes the choke
valve.
If the automatic choke does not function satisfactori-
ly, this may be due to the spring being incorrectly ten-
sioned. By loosening the three screws, the cover can
be turned clockwise or counter clockwise until the
best results are obtained.

Fig. 42 Adjusting the carburetor

1. Bend at the arrow

b. Choke unloader adjustment

Open the throttle valve fully. The choke valve should
then be open sufficiently that the distance according
to Fig. 43 between the upper edge of the choke valve
and the carburetor cover is 2.8 mm (0.11"). Adjust by
bending the unloader tang, 2 Fig. 43.

Fig. 43 Adjusting the carburetor

1. Measuring gauge
2. Tang for choke unloader

c. Idle adjustment
Adjust the idling when the engine is at normal operat-
ing temperature. Adjust the two idle mixture needle
screws alternatively, 8 Fig. 41, until the maximum
speed is obtained. Readjust with the idling screw, but
conclude by adjusting with the idle mixture needle
screws.

28
 Tools

The following special tools are required for work on the engine.

884287 884289 884290

884296 884304 9991866

Volvo Penta No. GM-No. Description

884287 J-5830-1 Valve guide reamer. Oversize 0.10 mm (0.0039")
884289 J-4160-A Tool for removing valve lifter plunger
884290 J-5099 Cleaner brush for valve lifter body
884296 J-5601 Fitting ring for piston
884304 J-8814 Reamer for cleaning valve guide
9991866 ––– Drift for removing and fitting piston pin

29
 Specifications

General
Type designation ................................................................................ AQ150, 150A, 150B
Output, h.p. at r.p.m. (SAE) ................................................................. 150/4200
Compression pressure (warm engine and starter motor speed) ..... 11–12 kg/cm2 (160 lb./sq.in.)
Compression ratio ............................................................................. 9:1
Number of cylinders (two banks 90° V-shape) ................................. 6
Cylinder numbering (from front to rear)
left cylinder bank ............................................. 1–3–5
Right cylinder bank ......................................... 2–4–6
Bore .................................................................................................... 95.25 mm (3.750 in.)
Stroke .................................................................................................. 86.36 mm (3.400 in.)
Piston displacement .......................................................................... 3.7 litres (225 cu.in.)
Operating speed, max. ....................................................................... 4200 r.p.m.
Idle speed (warm engine) .................................................................. 600–700 r.p.m.
Weight, engine unit approx. ............................................................... 280 kg (506 lb.)

Cylinder block
Material ............................................................................................... Cast iron
Cylinder bore, nominal standard ....................................................... 95.250 mm (3.750 in.)
0.010" oversize .......................................................... 95.504 mm (3.760 in.)
0.020" oversize .......................................................... 95.758 mm (3.770 in.)
0.030" oversize .......................................................... 96.012 mm (3.780 in.)

Cylinder heads
Material ............................................................................................... Cast iron
Number ............................................................................................... 2

Pistons
Material ............................................................................................... Cast alloy iron
Piston clearance ................................................................................ 0.025–0.038 mm (0.0010–0.0015 in.)
Piston diameter, nominal standard .................................................... 95.225 mm (3.749 in.)
0.010" oversize ....................................................... 95.479 mm (3.759 in,)
0.020" oversize ....................................................... 95.733 mm (3.769 in.)
0.030" oversize ....................................................... 95.987 mm (3.779 in.)

Piston rings
Ring gap measured in ring opening: compression ring .................. 0.254–0.508 mm (0.010–0.020 in.)
oil ring ................................... 0.381–0.889 mm (0.015–0.035 in.)
Oversizes on piston rings .................................................................. 0.508 mm (0.020 in.)
0.762 mm (0.030 in.)

30
No. 1 Compression ring
Marked with letter or “TOP”. Chromium-plated.
Number on each piston ..................................................................... 1
Width ................................................................................................... 1.994–2.007 mm (0.0785–0.0790 in.)
Piston ring clearance in groove ........................................................ 0.076–0.127 mm (0.003–0.005 in.)

No. 2 Compression ring

Marked with letter or “TOP”.
Number on each piston ..................................................................... 1
Width ................................................................................................... 1.956–1.981 mm (0.0770–0.0780 in.)
Piston ring clearance in groove ........................................................ 0.076–0.127 mm (0.003–0.005 in.)

Oil ring
Number on each piston ..................................................................... 1
Type .................................................................................................... Expanding
Width ................................................................................................... 4.597–4.750 mm (0.180–0.187 in.)
Piston ring clearance in groove ........................................................ 0.089–0.241 mm (0.0035–0.0095 in.)

Gudgeon pin
Floating journalled in piston. Circlips are not fitted.
Fit:
In connecting rod ............................................................................... Press fit
In piston .............................................................................................. Slide fit
Diameter ............................................................................................. 23.861–23.868 mm (0.9394–0.9397 in.)

Crankshaft
Crankshaft end play ........................................................................... 0.102–0.203 mm (0.004–0.008 in.)
Main bearing to journal clearance .................................................... 0.013–0.053 mm (0.0005–0.0021 in.)
Connecting rod bearing clearance ................................................... 0.051–0.058 mm (0.0020–0.0023 in.)

Main bearings
Main bearing journals
Diameter, standard ............................................................................ 63.487 mm (2.4995 in.)
undersize 0.001" ............................................................... 63.462 mm (2.4672 in.)
undersize 0.002" ............................................................... 63.437 mm (2.4985 in.)
undersize 0.010" ............................................................... 63.233 mm (2.4895 in.)

Main bearing shells

Standard sizes
Undersize 0.001"
Undersize 0.002"
Undersize 0.010"

31
Crankshaft bearings
Crankshaft bearing journals
Diameter, standard ............................................................................ 50.800 mm (2.0000 in.)
undersize 0.001" ............................................................... 50.775 mm (1.9932 in.)
undersize 0.002" ............................................................... 50.750 mm (1.9980 in.)
undersize 0,010" ............................................................... 50.546 mm (1.9899 in.)

Crankshaft bearing shells

Standard sizes
Undersize 0.001"
Undersize 0.002"
Undersize 0.010"

Connecting rods
End play at crankshaft (total for both rods) ....................................... 0.152–0.356 mm (0.006–0.014 in.)

Camshaft
Number of bearings ........................................................................... 4
Diameter: Bearing journal 1 .............................................................. 44.577–44.602 mm (1.755–1.756 in.)
Bearing journal 2 .............................................................. 43.815–43.840 mm (1.725–1.726 in.)
Bearing journal 3 .............................................................. 43.053–43.078 mm (1.695–1.696 in.)
Bearing journal 4 .............................................................. 42.291–42.316 mm (1.665–1.666 in.)
Journal clearance in bearings ........................................................... 0.038–0.102 mm (0.0015–0.0040 in.)

Timing gears
Crankshaft drive, number of teeth on gear ....................................... 20
Camshaft gear (nylon), number of teeth ........................................... 40

Valve system
Rocker arm clearance on shaft ......................................................... 0.043–0.081 mm (0.0017–0.0032 in.)
Valve lifter diameter ........................................................................... 21.392–21.405 mm (0.8422–0.8427 in.)
Valve lifter clearance in crankcase .................................................... 0.038–0.076 mm (0.0015–0.0036 in.)
Height from valve stem end to valve spring
surface on the cylinder head ............................................................. 48.895 mm (1.9250 in.)

32
Valves
Intake
Head diameter ................................................................................... 41.225 mm (1.625 in.)
Stem diameter .................................................................................... 8.666 mm (0.3412 in.)
Valve seat angle ................................................................................. 45°
Cylinder head seat angle .................................................................. 45°
Seat width in cylinder heads ............................................................. 1.6 mm (0.0630 in.)

Exhaust
Head diameter ................................................................................... 34.925 mm (1.3750 in.)
Stem diameter .................................................................................... 8.654 mm (0.3407 in.)
Valve seat angle ................................................................................. 45°
Cylinder head seat angle .................................................................. 45°
Seat width in cylinder heads ............................................................. 1.6 mm (0.0630 in.)

Valve guides
Not replaceable.
Drift with 0.10 mm (1/64") oversize available.
Clearance valve stem – guide, intake valves .................................. 0.025–0.089 mm (0.0010–0.0035 in.)
exhaust valves ............................... 0.038–0.102 mm (0.0015–0.0040 in.)

Valve springs
Length – with load ............................................................................. 41.6 mm – 29±2.5 kg (1.727 in.–64±5.5 lb.)
Length – with load ............................................................................. 32.0 mm – 76±3.0 kg (1.340 in.–164±6.6 lb.)

Lubricating system
Oil capacity, incl. oil filter ................................................................... 4.7 litres (8 1/4 Imp. pints = 4 US quarts)
excl. oil filter .................................................................. 3.8 litres (6 1/2 Imp. pints = 5 US quarts)
Oil pressure at 2400 r.p.m. (warm engine) ........................................ 2.3 kg/cm2 (33 lb/sq.in.)
Lubricant ............................................................................................ Multigrade oil, Service MS SAE 10W-30

Oil filter
Type .................................................................................................... Full flow oil filter

Oil pump
Oil pump, type .................................................................................... Gear-driven
number of teeth on each gear .......................................... 8

33
Fuel system
Fuel pump
Fuel pump, diaphragm type ............................................................... AC
Min. fuel pressure at carburetor level (idling speed) ........................ 0.27 kp/cm2 (4 lb/sq.in.)

Carburetor
Type .................................................................................................... Two barrel down draught carburetor
Make and designation ....................................................................... Rochester 2GC
Diameter at throttle flap ...................................................................... 36.5 mm (1 7/16 in.)
Venturi, large ...................................................................................... 31.8 mm (1 1/4 in.)
small ................................................................................................... 3.2 mm (l/8 in.)
Main jet (2) No. ................................................................................... 61
Idling speed ........................................................................................ 600–700 r.p.m.

Electrical system
Voltage ............................................................................................... 12 V
Alternator, output S.E.V. Motorola ...................................................... 450 W
Alternator, output Motorola USA ........................................................ 520 W
Regulator, type ................................................................................... Fully-transistorized
Control voltage (charging current near zero) ................................... 14.4–14.8 V

Ignition system
Firing order ......................................................................................... 1-6-5-4-3-2
Ignition timing, 92 octane Research Method at
550 r.p.m. (vacuum regulator disconnected) ..................................... 5° before T.D.C.
Spark plugs ........................................................................................ AC 43 S
Champion J 10 Y
Spark plug electrode gap .................................................................. 0,9 mm (1/32 in.)

Distributor
Make ................................................................................................... Delco Remy
Breaker contact points, gap ............................................................... 0.4 mm (0.016 in.)
contact pressure .......................................... 0.5–0.65 kg (1.10–1.40 lb.)
Dwell angle ........................................................................................ 30° ±1°
Direction of rotation ............................................................................ Clockwise
Condenser, make and capacity ......................................................... Delco Remy, 18–23 micro-farad

Cooling system
Type .................................................................................................... Pressurized
Capacity, AQ150 (fresh-water cooled) approx. ................................. 10 litres (17 1/2 Imp. pints=11.2 US quarts)

Thermostat
Begins opening at: AQ 150 ............................................................... 60°–63° C (140°–147° F)
AQ 150A ............................................................ 54°–55° C (129°–131° F)
AQ 150B ............................................................ 76°–78° C (169°–171° F)

34
Wear tolerances
Cylinder
To be rebored when wear amounts to (if engine
has abnormal oil consumption) ......................................................... 0.127 mm (0.0050 in.)
To be rebored when out-of-round amounts to (if
engine has abnormal oil consumption) ............................................ 0.076 mm (0.0030 in.)

Crankshaft
Permissible out-of-round on main bearing journals, max. ............... 0.038 mm (0.0015 in.)
Permissible out-of-round on big-end bearing journals, max. ........... 0.038 mm (0,0015 in.)
Max. end play for main bearings ....................................................... 0.076 mm (0.0030 in.)
Max. end play for big-end bearings ................................................... 0.076 mm (0.0030 in.)

Tightening torques
kpm lb.ft.
Cylinder heads ................................................................................... 9–11 65–80
Main bearings .................................................................................... 13–16 95–120
Big-end bearings ................................................................................ 4–5.5 30–40
Flywheel ............................................................................................. 7–9 50–65
Vibration damper, min. ....................................................................... 19 140
Crankshaft pulley ............................................................................... 2.5–3.5 17–25
Sump .................................................................................................. 1.2–1.8 9–13
Sump drain plug ................................................................................. 3.5–5 25–35
Oil pump cover ................................................................................... 1.1–1.6 8–12
Relief valve ......................................................................................... 3.5–4 25–30
Oil screen in sump ............................................................................. 0.8–1.2 6–9
Baffle in sump ..................................................................................... 1.2–1.8 9–13
Plugs for oil galleries ......................................................................... 3–4 20–30
Timing gear cover .............................................................................. 2.5–3 17–23
Circulation pump ................................................................................ 0.8–1.1 6–8
Circulation pump pulley ..................................................................... 2.5–3 17–23
Intake manifold ................................................................................... 6–7.5 45–55
Exhaust manifold ................................................................................ 4–5 30–35
Carburetor .......................................................................................... 1.5–2 10–15
Fuel pump .......................................................................................... 2.5–3 17–23
Camshaft centre bolt .......................................................................... 5.5–7.5 40–55
Rocker arm covers ............................................................................. 0.4–0.7 3–5
Rocker arm shaft bearing brackets ................................................... 3.5–5 25–35
Starter motor to cylinder block ........................................................... 4–5.5 30–40
Starter motor brace to cylinder block ................................................. 1.2–1.8 9–13
Distributor holddown clamp ............................................................... 1.4–2 10–15
Spark plugs ........................................................................................ 3.5–5 25–35
Coupling flywheel – crankshaft ......................................................... 5.5–7 40–50

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AB Volvo Penta
Customer Support
Dept. 42200
SE-405 08 Gothenburg
Sweden
7721460-9 English 12–2000