Volvo Penta MD2040 Rebuild, common faults and everything you need to know
The top model in the MD2010-2040 range: an inline 3-cylinder 1.50-litre sailboat diesel of around 40 hp. Naturally aspirated, indirect injection, mechanical injection pump and a Shibaura block marinised by Volvo Penta. No longer part of the range.
The MD2040 is the largest engine in Volvo Penta's MD2010-2040 range. We most often see it in 28-40 ft cruising yachts that have run their hours and are starting to show the typical symptoms: sluggish cold starting, dropping compression, a leaking water-cooled exhaust elbow and a worn raw-water pump. The block (a Shibaura industrial block marinised by Volvo Penta) is robust and can take a full rebuild, but it is the ancillaries - heat exchanger, riser, glow plugs, injection pump - that most often dictate the scope required. We carry out everything from cylinder head reconditioning, cylinder boring and crankshaft reconditioning to complete engine reconditioning in our own machine shop with 12-month warranty. See also our boat engine rebuild hub page.
The MD2040 in brief
Data taken from Volvo Penta's workshop manual for MD2010/MD2020/MD2030/MD2040 (publ. 7741986 / 6531, 2006), the MD2040 column. The power figure is a catalogue value - the manual states "Power, see sales literature".
MD2040 variants A-D
Four sub-versions according to third-party spare-parts year guides. The OEM's exact production start and end per variant are not published - the years below are approximate and cross-checked against keypart, mypartsplace and yachtboatparts.
| Variant | Period (approx.) | Note |
|---|---|---|
| MD2040A | 1993-1994 | Original launch |
| MD2040B | 1995-1998 | Rolling updates |
| MD2040C | 1998-2005 | Longest production period |
| MD2040D | 1998-2002 | Parallel sub-version |
NOTE - discontinued from the range. The MD2010-2040 range is no longer manufactured. The later D1 and D2 series (including the 4-cylinder D2-40) replaced the small sailboat diesels in Volvo Penta's current programme. Spare parts are still available through the Volvo Penta network and by cross-reference with Shibaura-/Perkins-based parts.
Marine-specific components
What sets the MD2040 apart from an industrial Shibaura block and what must be checked at every major service or reconditioning.
Tightening torque MD2040
All values are taken directly from Volvo Penta's workshop manual MD2010-2040 (publ. 7741986 / 6531, 2006), the torque table in the MD2040 column and the section "Fitting of cylinder head". The values are MD2040-specific - they differ from the smaller siblings in the range. The cylinder head is tightened in three stages per the factory's Fig. 31, with the threads coated in molybdenum disulphide grease.
NOTE - stage 2 is 70 Nm for the MD2040. A common source of error is reading the MD2030 row (50-55 Nm) for the second stage. For the MD2040, the second stage torque is 70 Nm per the factory page. The final torque of 90-95 Nm and the first stage of 30 Nm are likewise MD2040-specific. The threads should be lubricated with molybdenum disulphide grease and the bolts are phosphated - do not brush them with a wire brush.
The MD2040 is an OHV pushrod engine with the camshaft in the block and gear-driven valvetrain, so there is no separate camshaft cap torque - the nearest valve-related fastener is the rocker arm bracket (20-25 Nm). Note that the workshop manual does not publish any peak crankshaft torque in Nm for the MD2040; the manufacturer states only power output. Figures for output torque are therefore identity data, never a tightening torque.
Common faults on the MD2040
Cross-checked against YBW Forum, marine diesel forums, the Hallberg-Rassy Club and hands-on experience with Shibaura-based Volvo Penta sailboat diesels.
Sluggish or failed cold start
Most common fault • High- Symptoms
- The engine cranks for a long time before it fires, white starting smoke, rough running for the first few minutes, worst in the cold.
- Cause
- The MD2040 is an indirect injection (IDI) diesel that depends on glow plugs. Burnt-out glow plugs, a worn glow plug relay or a leaking prechamber cause difficult cold starting. Dropping compression in a single bore makes it worse.
Water-cooled exhaust elbow and riser corrode
5-7 seasons • High- Symptoms
- Salt water in the wake, sooty exhaust colour, white smoke when warm, salt droplets under the engine.
- Cause
- The raw-water-cooled exhaust elbow has metal sections that are attacked from the inside by salt water. Perforation can allow raw water to be drawn back into the engine (hydraulic lock) if it is left standing. Stainless steel upgrades are available on the market.
Heat exchanger blocked internally
Recurring • Medium- Symptoms
- Rising operating temperature under load, lower top rpm, a thermostat that opens too early.
- Cause
- Scale and salt deposits on the raw-water side restrict the flow. The closed fresh-water circuit also needs a coolant change to avoid corroding internally.
Raw-water impeller breaks up
Recurring • Medium- Symptoms
- Missing cooling water flow, overheating within minutes, loose impeller blades lodging in the heat exchanger.
- Cause
- The rubber impeller in the engine-driven raw-water pump cannot tolerate running dry - a brief moment without water is enough to destroy it. The seating surface in the pump housing wears over time.
Injector nozzles carbon up
Many running hours • Medium- Symptoms
- Rough idle, black smoke under load, dropping top rpm, increased fuel consumption.
- Cause
- Natural wear on the nozzle needles and coking of diesel residue in the nozzle tip. On fitting, a new copper washer must be used and the injector tightened to 60-70 Nm.
MD2040 reconditioning prices
Prices based on MD2040 specifications (3 cyl, 84 mm bore, 6 valves, 4 main bearings + 3 rod bearings). All prices exclude VAT and parts. All main operations - cylinder boring, crankshaft grinding, cylinder head resurfacing - carried out in our own machine shop.
Cylinder head reconditioning
Bottom end
Full rebuild
Marine components
Cylinder machining
| Service | Price |
|---|---|
| Cylinder boring 3 cyl (84 mm) | 2 489 kr |
| Plateau honing 3 cyl | 788 kr |
| Cylinder liner replacement 3 cyl | 5 850 kr |
Crankshaft work
| Service | Price |
|---|---|
| Crankshaft grinding (4 main + 3 rod) | 2 660 kr |
| Polishing standard | 1 022 kr |
| Wash 3-cyl crankshaft | 686 kr |
Cylinder head reconditioning
| Service | Price |
|---|---|
| Cylinder head resurfacing 3 cyl | 1 390 kr |
| Valve cutting 6 valves | 758 kr |
| Valve guide replacement 6 pcs | 1 290 kr |
| Cylinder head pressure testing | 1 876 kr |
See also
Other Volvo Penta marine diesels we service and related services.
Questions and answers about the MD2040
How many cylinders does the Volvo Penta MD2040 have?
Three. The MD2040 is an inline 3-cylinder engine of 1.50 litres (84 x 72 mm). It is a widespread misconception that it would be a 4-cylinder - the entire MD2010-2040 range is 2- or 3-cylinder according to the factory technical data. The 4-cylinder Volvo Penta diesel in the same power class is the later and separate D2-40.
What does it cost to recondition a Volvo Penta MD2040?
A cylinder head reconditioning costs 5 500-7 500 SEK in labour. A complete engine reconditioning 24 000-36 000 SEK in labour, plus parts typically 7 000-16 000 SEK depending on condition. Marine components (riser, heat exchanger, raw-water pump) often add 5 000-12 000 SEK.
Is the MD2040 turbocharged?
No. The MD2040 is a naturally aspirated indirect injection (IDI) diesel with glow plugs. There is no turbo in the MD2010-2040 range. Do not confuse it with the later and separate D2-40, which is a 4-cylinder turbo diesel.
What is the cylinder head torque on the MD2040?
The cylinder head is tightened in three stages per the factory's Fig. 31: stage 1 is 30 Nm, stage 2 is 70 Nm and the final stage 3 is 90-95 Nm. A common source of error is reading the MD2030 row (50-55 Nm) for the second stage - for the MD2040, stage 2 is always 70 Nm. The threads are lubricated with molybdenum disulphide grease and the phosphated bolts must not be wire-brushed.
Which block is used in the MD2040?
A Shibaura industrial block from Japan, marinised by Volvo Penta. The factory manual states that the SHIBAURA mark on the piston must face forward. The block is often described through its kinship with the Perkins Perama, but the exact Perama designation for the 1.5-litre engine is not stated in any OEM document.
How long does an MD2040 reconditioning take?
Cylinder head reconditioning: 1-2 weeks. Complete engine reconditioning: 3-5 weeks in the workshop, plus delivery time on parts (glow plugs, heat exchanger, riser, injection pump parts). The winter season (October-April) is the busiest - book in good time.
Do you have an MD2040 that needs looking over?
Call us or send a quote request. Reply within 24 hours. We service all types of boat engines - see boat engine page. All rebuilds with 12-month warranty.