D16 reliability

Well unless the d16 is a steal I'd avoid it .

 

Mine died around 700k after I sold it to the 3rd owner of a head that cracked between the intake and exhaust valves.
New head was 16k so It went to Volvo heaven .

 

in 2007 volvo change all the engine design to the same design d11, d13, d16 are Exactly the same except for the physical dimensions. If you can work on 1 you can work on the others. The main problem with the d13 is injector cups... the 2007-2009 the cups were cracking every 100k or so. The volvo changed the cups but it's still a known problem... 300k. You may find a good one it just luck of the draw

 

I have a 2014 500 XE (now 600/2150) with an I shift ato3112d with 600k miles and I only wish I could have this engine in my next new truck. I've owned it since new and have spared no expense keeping it up, and its treated me well. Oil samples are clean every time, and it is still tight. Doesn't or hasnt ever used any oil or coolant internally. I've ran it hard its whole life.

I work in southern BC which is very hard on engines. I don't know of any Cummins in my "circle" that hasnt been rebuilt or grenaded, can't speak much for the dd15/dd16. I wasn't overly impressed with any that I've driven.

It has the same issues as the D13s. It's on its 3rd set of injectors (which ain't bad for D13 and D16) any after treatment issues I've had have all been the same crap as the D13s (or any other oem) for that matter. The timing plate is a big deal, but would have likely done under warranty.

One issue exclusive to that year of D16 and I shift combo, is the use of a crap dual mass flywheel. This usually fails around 300k miles so the single mass conventional flywheel warranty conversion job should have been done. If not, expect it to rattle the input shaft of your tranny apart. It did to mine. Free new tranny! Warranty! That was back when they didnt repair the I shifts. It was generally a remove and replace deal for anything wrong in the main box until recently.

For the record, I did modify the exhaust and programming for all my off road use of course last year, which certainly has helped in the longevity of my success with it.

I would not fear the D16, IF, you have a good dealer you can trust. Like others have said, parts are scarce if you arent in the "heavy duty" belt. It's by no means perfect, but I'd roll the dice on a D16 over any other manufacturer engine of that year. Pack spare belts and hoses like you would with any other, and you'll be fine.

I have heard of several up here going 800k miles and continuing on with no in frame in sight after rolling in a new set of mains. And those are pulling super b's at 140,000 lbs gross

I plan to drive mine until it blows. The rest of the truck is fine due to constant refurbishment, so I will figure out what to do with it then. For now, its SOLID.

 

Those engines could have been 1.5 k engines properly built .

 

$16,000 for a new head???

 

That was the story I got .

 

D 16 2009 volvo model this one had the shakes crankshaft sensor is two wire sensor that picks up all the leftover pieces of your clutch. Cleaning the sensor and using a magnet to remove the junk also leave the shim out. This fixes that problem. It's no wonder things shake apart

 

Today is a big day for my D16 powered Vulva:




Lookin forward to another 15-25 times around the world with it. Then a local can hauler can buy it from me when I'm done with it, duct tape it back together and run it into the ground.

 

Are there any good Volvo shops around. My dad has an 2006 880 with a d16. Real nice truck until it started make excessive pressure in the coolant system. After being mistreated by the local volvo dealer and spending a fortune he wouldn't go back there when his truck went down. He parked it and went to driving his 1998 Matmon. Would like to get that 880 going enough to sell, probably to difficult and costly to swap another engine in it