Volvo Engines
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Volvo Redblock Engine
The Volvo B21 was a slant straight-4 engine first used in the Volvo 200 series, meant to replace the B20. The B21 and all derived engines are often referred to as red block engines for the red paint applied to the block. The primary differences when compared to the B20 was the switch to a SOHC in place of the older pushrod configuration, and an aluminum crossflow cylinder head versus the iron head of the B20.
History
Initially the overhead camshaft versions were offered as optional equipment on the 240, becoming standard in all markets by the 1976 model year. The overhead camshaft motors were available in displacements of 2.0 (B19 and B200), 2.1 (B21), and eventually 2.3 (B23 and B230) litres. The B21 featured an 80 mm (3.1 in) stroke, and 92 mm (3.6 in) bore. In the US, the B21's power output ranged anywhere between 98 hp (73 kW) and 107 hp (73 to 80 kW), based on variations in the compression ratio and was typically supplied with a B or M camshaft.
The engines are tilted approx 15 degrees to left (exhaust side) to make room for the more complicated injection systems. B19 and B21 blocks can be identified by water plugs on one side of the block. The B23 blocks have them on both sides. The camshaft is driven by a toothed belt that is driven off the front of the crankshaft. The belt turns the intermediate shaft as well, which in turn drives the oil pump, distributor (on 240 engines and BXX 700/900 series engines) and the fuel pump of carburetor models.
In 1981 the B21FT, a B21F with a turbo, was introduced with a compression ratio of 7.5:1 mated with a Garrett T3 turbocharger and a T camshaft. Additional turbo variants, not offered in the US market, were the B19ET and the B21ET, based on the B19E and B21E respectively. The turbocharger increased power output to 127 hp (91 kW) for the B21FT, and 157 hp (115 kW) for the B21ET. Also new for the 1981 model year was the B23, with a displacement of 2.3 litres (80 mm stroke and 96 mm (3.8 in) bore). Aside from the increased bore size, the engine is identical to the B21. Volvo used a slightly different mold for the turbo engines to cast a boss for the turbo oil return line. Because a turbocharged engine has a higher operating temperature they used sodium filled exhaust valves and a thermostat controlled oil cooler (air/oil model).
In 1983 the B23 was introduced to the American market. Also introduced in 1983, the "intercooler boost system" (IBS) was introduced for the B21FT motors. The IBS kit consisted of an intercooler, appropriate ducting, a new fan shroud, new oil cooler lines and mounting brackets, and optionally an automatic transmission kit. IBS raised the output of the B21FT to 162 hp (121 kW), slightly more than the non intercooled European market B21ET's 157 hp (117 kW).
Midway through the 1984 model year, the "intercooler boost system" became standard on American 240 Turbos. Additionally a bigger clutch and a stepped flywheel were included.
In 1985 a revised, "low friction" design was introduced, dubbed the B200 and B230 (depending on displacement). Several components had design changes, longer rods (152 mm c-c, 7 mm (0.3 in) longer), pistons with a lower compression height, lower friction bearings (smaller in size), a crankshaft with 8 counterweights (instead of 4 on the older Bxx engines) and a heavy harmonic balancer in the crank pulley. 1989 saw an upgrade to the crankshaft, with a relocated axial thrust bearing back to the number 5 journal, bigger main bearings, rods were enlarged to 13 mm (0.5 in) from 9 mm (0.4 in) in 1990. Also introduced in 1989 were 16 valve, twin-cam variants of the B200 and B230, dubbed the B204 and B234 respectively. The B204 was also available in turbo form in some markets (such as Italy) where large displacement motors were taxed heavily. It came in two versions: The B204GT turbo motor operates with a lead resistant lambda probe and generates approximately 200 hp (149 kW). The B204FT has a catalytic converter and generates 185 hp (138 kW). Both were the first redblocks standard equipped with oil squirters for piston cooling. Crankshaft, conrods and pistons all forged. Exhaust valves were sodium filled for cooler operation. It has smaller valves and stiffer valve springs than n/a 16V. Crank torque is 290 N·m (210 lb·ft) at 2950 rpm for the GT, and 280 N·m (210 lb·ft) for the FT. Other differences from the normal 16V redblock engine are that it uses a remote mounted oil filter (Away from block on exhaust side engine mount) and a windage tray.
For the B230 engines 1993, piston cooling, oil squirting jets were added to help alleviate piston slap problems on the turbo motors. Another modification was to go from a square toothed timing belt set up to a round toothed timing belt setup which made for quieter belt running.
The last redblocks were made in 1998, when the 940 model was discontinued in Europe, although the 940 was discontinued in 1995 in North America.
Special versions
B17
Special version for certain European export markets (e.g. Greece, Israel) with shorter stroke than the B19, 88.9 mm × 71.85 mm (3.5 in × 2.8 in) bore and stroke for 1,784 cc displacement.
B19 Turbo
The 1,986 cc 136 PS (100 kW) B19ET was sold in certain markets where engines of over 2 litre displacement were heavily taxed, such as Italy. The engine has the same stroke as all other redblocks, the smaller displacement is the result of a smaller bore (88.9 x 80.0 mm). It is a very robust engine with forged pistons The B19 later turned into the B200 low friction engine.
B23 Turbo
The B23ET and B23FT motors were offered for two years only in the 1983 and 1984 Volvo 700 and 200 series. Both the B23ET and B23FT are somewhat unique in the 700 series as they were the only turbo motors offered in the 700 series with a block mounted distributor, forged pistons and a forged crankshaft. The B23ET was the only redblock known to be equipped with a small coolant passage version of the higher flowing 405 cylinder head, the FT had to make do with normal 398 head. As these motors predate the low-friction B200 and B230 turbos and are equipped with forged pistons and crank, they are often considered one of the most robust Volvo turbo motors.
16 Valve Variants
Introduced in 1989 for the 740 GLE (and later used in the 940/960), The 16-Valve Redblock motors were offered in both a 2.0 litre Turbo (B204FT/GT) and a 2.3 litre 154 hp Naturally aspirated version (B234F). The head was designed for Volvo by Porsche. In addition to the 16 Valve head, these motors were equipped with twin counter rotating external balance shafts and the engine block itself differs from the 8V redblock. The block differed from the standard B230 in that the auxiliary shaft (used to drive the oil pump and distributor on models that had block mounted distributors) was replaced with an external oil pump. The 16-Valve head was itself a completely new design for Volvo: The head was of a multi-piece design featuring a separate cam carrier and lower section. The later "white block" motors can trace their head design back to the two-piece setup found in the B204 and B234. The 2.0 litre turbo variant was introduced for European markets with tax structures tied to engine displacement such as Italy. Unique to the B204 turbo was an exhaust gas pyrometer which was used to detect excessively high exhaust temperatures. When excessively high exhaust temperatures were detected, the fuel injection computer would richen the mixture. It has a forged crankshaft, cast pistons, and 13 mm (0.5 in) connecting rods.
Although a powerful engine for its time, the 16 Valve engine can experience some problems that can be solved easily. One of the few problems is oil pump gear problems leading to broken timing belts. The oil pump gear itself can fail around the mounting flange, or, more often, the weak 8.8(grade 5) grade bolt holding the gear can break. It is strongly recommended to use a 10.9 (grade 8) grade bolt when replacing the oil pump gear. Another cause for timing belt failure is improperly adjusting the timing belt on engines with a manual tensioner (1989 to very early 1990 models only) or improperly adjusting the balance shaft belt. Because this is an interference engine, damage will occur if the timing belt fails. Another common occurrence is that the balance shaft's oil seals are prone to leak on older engines. New replacement sealings tend to start leaking again due to 'worn in irregularities' on the shaft itself. Many people have removed the balance shaft belt or the balance shaft assemblies altogether to prevent belt failure and/or leakage. The balance shafts are only there to lessen vibration for a smooth idle, and removing them will not harm the engine. Once all the common problems are solved, the 16 Valve engines are just as reliable as their SOHC counterparts.
The recommended timing belt interval for these engines is every 50,000 miles, or earlier if the engine is modified. It is also recommended to replace the crank and camshaft seals at every interval and to thoroughly inspect the tensioner and idler pulleys for wear.
Volvo Penta
Volvo Penta sold the OHC redblocks as marine engines as well, just like the older OHV engines. Depending on the model the displacement was 2127 (as B21), 2316 cc (same as B23/B230 automotive) or 2490 cc. The engines with 2490 cc displacement, identified as the Volvo Penta AQ151 (8 valve) and AQ171 (dohc 16 valve) models, got a forged crankshaft with a longer stroke (86 mm stroke) together with pistons with a 3 mm (0.1 in) lower compression height. The 2490 cc blocks still had B230 cast in the block. Penta used both the 8 valve and 16 valve cylinder heads. Both the 8V and 16V variants used the same engine block series, the 16V versions didn't use the different block like the automotive B2x4 with balance shafts.
Nomenclature
The B21, and related red block motors, were named using the following convention: B##X or B##VX. Where B stands for "bensin" (gasoline), ## stands for the displacement in decilitres, and X is an appropriate suffix. On the later low-friction motors, V denotes SOHC configuration (0) or DOHC configuration (4, for 4 valves per cylinder).
i.e. B230 (SOHC, 2.3 litres), B234 (2.3 litres, DOHC * 4 valves per cylinder * 4 cylinders = 16 valves)
The following suffixes were commonly used by Volvo:
- A - single constant-pressure type carburetor (such as the Pierburg 175 CDUS), typically with manual choke
- B - high compression, with twin carburetor's, either twin zenith-strombergs or twin SU's.
- E - high compression, no catalyst, mechanically fuel injected k-jetronic
- BxxET - K-jetronic turbo
- B2xxET - Motronic controlled electronic fuel injection, turbo.
- F - low compression (9.8:1 on B230F, 9.5:1 on B280F, 10.0:1 on B234F and 10.7:1 on B6304F), USA/Europe version (F for Federal) with catalytic converter. Europe/APAC version, fuel injected (usually LH Jetronic or Bendix Regina)
- K - single jet type carburetor (such as the Solex-Cisac carbs), typically with automatic choke
- G - LH2.4 Jetronic but without cat. converter, CO adjustment on the AMM (similar to LH2.2 Jetronic). Some models without O2 sensor, others with O2 sensor which requires regular replacement at intervals due to lead fouling. For markets which unleaded fuel was rare in the early 90's, e.g. Eastern Europe
- FB - low compression version of B230F (9.3:1) with the "531" cylinder head and VX3 camshaft, power output 11 kW (15 PS; 15 hp) and 2 N·m (1.5 lb·ft) more than B230F. LH2.4 Jetronic fuel injection, for European markets.
- FD - essentially a B230F fitted with Exhaust Gas Recirculation (EGR) and Pulse air system for cleaner emissions
- T - turbocharged, after E or F suffix (example: B21ET, B230FT)
- FK - low pressure turbo, 1995 onward, not supplied in North America. Identical to the B230FT engine of that time but lowered boost level (4 PSI)
- FT - LH-jetronic 2.2/2.4 Turbo
- FTX - Higher power output B230FT (approx 190 hp)
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PRV engine
| (1974 to 1998) | |
|---|---|
| Overview | |
| Manufacturer | Française de Mécanique |
| Combustion chamber | |
| Configuration | V6 90 degrees |
| Chronology | |
| Successor | PSA ES / Renault L engine |
The PRV engine is an automobile petrol V6 engine that was developed jointly by Peugeot, Renault and Volvo Cars – and sold from 1974 to 1998. It was gradually replaced after 1994 by another joint PSA-Renault design, known as the ES engine at PSA and the L engine at Renault. It is designed and manufactured by the company "Française de Mécanique" for PSA, Renault and Volvo.
History
In 1966, Peugeot and Renault entered a cooperative agreement to manufacture common components. The first joint subsidiary, La Française de Mécanique (also called Compagnie Française de Mécanique or simply FM) was launched in 1969. The FM factory was built in Douvrin near Lens in northern France. The PRV engines are sometimes referred to as "Douvrin" engines, though that name is more commonly applied to a family of straight-4s produced at the same time.
In 1971, Volvo joined Peugeot and Renault in the creation of the PRV company, a public limited company (plc) in which each of the three manufacturers owned an equal portion. The company originally planned to build V8 engines, although these were later scrapped in favor of a smaller and more fuel-efficient V6.
The PRV engine could be seen as a V8 with two missing cylinders, having a 90 degree angle between cylinder banks, rather than the customary 60, but with crankpins being 120 degrees apart. The Maserati V6 of the Citroën SM followed a remarkably similar pattern of development.
The 1973 energy crisis, and taxes levied against engine displacement greater than 2.8 litres made large V8 engines somewhat undesirable, and expanded the market for smaller displacement engines.
Additionally, Renault needed a V6 engine to fit in its new model, the Renault 30. Renault's internal designation for the PRV was Z-Type.
Machinery for assembling the engines arrived at Douvrin in early June 1973, and buildings for producing the engines were finished in January 1974. The first PRV engines were officially introduced on 3 October 1974 in the Volvo 264. Adoption was swift, and the PRV V6 had been sold in at least five different models by the end of 1975.
In 1984, the first commercially available turbocharged PRV V6 was sold in the Renault 25 V6 Turbo. This was the first to be even-fire with split crankpins, and was the first of the second generation, and indeed EFI engine of any sort. Turbocharged versions went on to be used in the Renault Alpine GTA V6 Turbo (essentially the same engine as the 25 Turbo at 2,458 cubic centimetres (150.0 cu in)), Renault Alpine A610, and Renault Safrane Bi-turbo – both with 2,963 cubic centimetres (180.8 cu in) low compression. Naturally aspirated 2,963 cubic centimetres (180.8 cu in) and 2,975 cubic centimetres (181.5 cu in) versions of both low and high compresson 3 litre engines appeared in a number of Peugeot, Citroen and Renault cars until 1997.
While Renault were working forced induction into the PRV, Peugeot and Citroen developed their own 24 valve engines as an option in the 605 and XM respectively. The compression remained the same as the Renault 12v, but the pistons differed, as did some of the timing gear, and the heads were re-engineered to allow easier maintenance (the camshaft being fitted from the opposite end for example). This engine was however extremely expensive, and suffered cam wear problems. This was due to the exhaust valves sharing a single lobe, while each inlet valve had its own lobe. This was at least partially solved by the use of ceramic followers as one of a succession of recalls.
Meanwhile, French supercar manufacturer Venturi had been developing their own versions of the PRV. The most powerful versions they built were in the Atlantique 300 at 207 kilowatts (281 PS; 278 bhp) from a single turbocharged 3.0 L 12v, and they successfully raced at the 24 Hours of Le Mans with the 600LM with a twin turbocharged 24v 3.0 litre, pushing out over 450 kilowatts (610 PS; 600 bhp) in race spec, and the road-going spin-off, the 400GT managed 300 kilowatts (408 PS; 402 bhp). This used the low compression bottom end common to the Renault turbo engines, coupled to 24 valve cylinder heads with bespoke rockers and tappets.
Peugeot too allowed a small group of engineers to create a team for endurance racing, and after a few years the team grew to be called WM Peugeot. The ultimate version of the car used a low compression 3.0 litre bottom end coupled to bespoke twin-cam heads. It is the only DOHC PRV. This car still holds the top speed record at 24 Hours of Le Mans set in 1988. By taping over the engine cooling intakes to improve aerodynamics, the team managed to push the car to 407 kilometres per hour (253 mph) on the 5 kilometres (3.1 mi) straight before the engine was destroyed.
Volvo began to withdraw from the PRV consortium in the late 1980s, shifting its powerplant reliance onto in-house inline engines. Peugeot, Renault and Citroën continued using the PRV until 1997.
After producing 970,315 units, production of the PRV V6 was stopped on 15 June 1998.
Engineering
Ignition timing
The original engineering work done on the V8 engine can still be seen in the resulting V6 engine: its cylinder banks are arranged at 90°, instead of the much more common 60°. V8 engines nearly universally feature 90° configurations, because this allows for a natural firing order. V6 engines, on the other hand, are generally arranged at 60° (again because of timing), but can be built as 90° engines, with either staggered timing or split crankshaft journals. 90° V6 engines are shorter and wider than 60° engines, allowing lower engine bay hood/bonnet profiles.
First-generation PRV engines (1974–1985) featured uneven ignition timing. Second generation PRV engines (introduced in 1984 in the Renault 25 Turbo) featured split crankshaft journals and even ignition timing all electronically controlled. Other similar design examples are the odd-fire and even-fire Buick V6 and the Maserati V6 seen in the Citroën SM.
PRV Varieties
- Z7U-702: Used in the Renault 25 V6 Turbo
- Z7U-730: turbocharged version used in the Renault Alpine V6 Turbo
- Z7X-711: Used in the Eagle Premier/Dodge Monaco
- Z7X-715: Used in the Eagle Premier/Dodge Monaco
- ZM112: Carbureted version used in the Peugeot 504
- ZMJ140: Fuel-injected version used in the Peugeot 504
- ZMJ-159: Fuel-injected version used in the DeLorean DMC-12
- ZN3J: Fuel-injected version used in the US-spec Peugeot 505
- ZNJK: Fuel-injected version used in the Peugeot 604
- Z6W-A 700: 2849 cc carbureted version used in Renault Alpine V6 GT
Specifications
- power (DIN): 100 kilowatts (136 PS; 134 bhp) at 92 r/s (136 hp at 5,500 rpm)
- power (SAE): 97 kilowatts (132 PS; 130 bhp) at 92 r/s (130 hp at 5,500 rpm)
- torque (DIN): 215 newton metres (159 lbf·ft) at 48 r/s
- torque (SAE): 208 newton metres (153 lbf·ft) at 48 r/s (153 lb·ft at 2,750 rpm)
- compression ratio: 8.8:1
- cylinder bore: 91 millimetres (3.58 in)
- piston stroke: 73 millimetres (2.87 in)
- displacement: 2,849 cubic centimetres (173.9 cu in)
- firing order: 1-6-3-5-2-4
- mass (weight): ~150 kilograms (331 lb)
PRV powered automobiles
- Alpine A310 (October 1976)
- Alpine A610 (1991)
- Alpine GT/GTA (1984)
- Citroën XM (1989)
- DeLorean DMC-12 (1981–1983)
- Dodge Monaco (1990–1992)
- Eagle Premier (1988–1992)
- Helem V6
- Lancia Thema (1984-1992)
- Peugeot 504 coupé/cabriolet (1974/1975)
- Peugeot 505 (July 1986)
- Peugeot 604 (March 1975)
- Peugeot 605 (1990)
- Renault 25 (1984)
- Renault 30 (March 1975)
- Renault Espace
- Renault Laguna
- Renault Safrane
- Talbot Tagora (1980)
- UMM Alter II (90's)
- Venturi (all models)
- Volvo 242GLT/6/244GLT/6/245GLT/6c/262/262C/264/265 (October 1974)
- Volvo 760 GLE (February 1982)
- Volvo 780 (1985)
- Volvo 960 (rare 1991 models)
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Volvo B18 B20 engine
(1961 to 1968)
This B18 was a straight-4 automobile engine produced by Volvo Cars from 1961 through 1968. The five-bearing, cam-in-block engine, had OHV overhead valves operated by pushrods. The B18 is quite different in design from its predecessor, the three-bearing B16.
These engines are reputed to be very durable. The world's highest mileage car, a 1966 Volvo P1800, has run all its more than 4,000,000 km (2,500,000 mi) on its original B18 engine.
B18
The B18 displaced 1.8 L (1778 cc/108 in³) OHV engine and was used in the Volvo PV544, P210 Duett, 120 (Amazon), P1800 and 140 series. The B18 could also be found in the L-3314 and the Bandvagn 202 military vehicles. It was fitted to many Volvo Penta sterndrive marine propulsion systems.It was fitted too in the FACEL-VEGA Facel III.
There are actually four variations of this engine:
- B18C: single carburetor version - 40 HP SAE with a lower compression ratio and 2500 RPM mechanical regulator, fitted in the gasoline powered versions of the Volvo BM 320 tractor,
- B18A: single carburetor version - 75 HP SAE,
- B18D: dual SU carburetor version - 90 and 95 HP SAE and
- B18B: dual carburetor version - 100 and 115 HP SAE with a higher compression ratio, fitted variously with dual SU or Zenith/Stromberg sidedraft carburetors.
B20
The B20 displaced 2.0 L (1986 cc/121 in³) and was produced from 1969 to 1981. It was used from 1969 to 1981 in the Volvo 120, 1800, 140, C202 and 240 series, and also in the Haubits 77 Bofors howitzer. The design is quite similar to the predecessor B18 and many parts are interchangeable.
The later B20E and B20F versions featured Bosch fuel injection (both electronic D-Jetronic and later with mechanical K-Jetronic), larger valves, and intake/exhaust ports. Output was raised to 124 hp (DIN) (92 kW) in B20E, slightly lower in B20F because of stricter emission control and lower compression. All B20 engines displace 1986 cc from 88.9 mm bore and 80 mm stroke.
Some 240 models and the C202 were offered with the "metric", eight bolt, 2.0 liter pushrod B20 motor as standard equipment.
Despite their OHV pushrod design, the engines can rev to 6,500 rpm.
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Volvo Modular engine
| From 1990 | |
|---|---|
 |
|
| Overview | |
| Manufacturer | Volvo Cars |
| Production | 1990— |
| Combustion chamber | |
| Configuration | I4, I5, I6 |
| Cylinder block alloy | Aluminum |
| Cylinder head alloy | Aluminum |
| Valvetrain | DOHC |
The Volvo Modular engine is a family of straight-four, straight-five, and straight-six automobile piston engines Petrol and Diesel produced from the first year Volvo 960 appeared with the B6304F engine (1990). It has an aluminium engine block and aluminium cylinder heads, uses fuel injection and has fracture-split forged steel connecting rods. All are built in Skövde, Sweden.
Decoding Name
The first five characters are as follows:
- 1st: (B/D) B = Bensin (Petrol), D = Diesel
- 2nd: (4/5/6) # of Cylinders
- 3rd & 4th: Approximate displacement in deciliters, may be rounded up or down. (23 ~= 2.3L)
- 5th: (2/4) Valves per cylinder
- 6th: (S/T) Standard[naturally aspirated] or Turbo
- 7th: (2/3/4/5/6/7) Second-Seventh Generation
1.6
B4164S2
The B4164S2 is a 1.6 L (1,587 cc) straight-four. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). Output is 109 hp (81 kW; 111 PS) at 5800 rpm with 145 N·m (107 lb·ft) of torque at 4000 rpm. It features intake cam VVT.
Applications:
- 1999-2004 Volvo S40
- 1999-2004 Volvo V40
1.8
B4184S
The B4184S is a 1.8 L (1,783 cc) straight-four. Bore is 83 mm (3.3 in) and stroke is 82.4 mm (3.2 in). Output is 115 hp (86 kW; 117 PS) at 5500 rpm with 165 N·m (122 lb·ft) of torque at 4100 rpm.
Applications:
- 1995-1999 Volvo S40
- 1995-1999 Volvo V40
B4184S2
The B4184S2 is a 1.8 L (1,783 cc) straight-four. Bore is 83 mm (3.3 in) and stroke is 82.4 mm (3.2 in). Output is 122 hp (91 kW; 124 PS) at 5800 rpm with 170 N·m (130 lb·ft) of torque at 4000 rpm. It features intake cam VVT.
Applications:
- 1999-2004 Volvo S40
- 1999-2004 Volvo V40
B4184S3
The B4184S3 is a 1.8 L (1,783 cc) straight-four. Bore is 83 mm (3.3 in) and stroke is 82.4 mm (3.2 in). Output is 116 hp (87 kW; 118 PS) at 5500 rpm with 170 N·m (130 lb·ft) of torque at 4000 rpm.
Applications:
- 2001-2004 Volvo S40
- 2001-2004 Volvo V40
B4184SM/SJ
The B4184SM/SJ is a 1.8 L (1,834 cc) straight-four. Bore is 81 mm (3.2 in) and stroke is 89 mm (3.5 in). Output is 121 hp (90 kW; 123 PS) at 5500 rpm with 170 N·m (130 lb·ft) of torque at 4000 rpm.
Applications:
- 2001-2004 Volvo S40
- 2001-2004 Volvo V40
1.9
B4194T
The B4194T is a 1.9 L (1,855 cc) straight-four. Bore is 81 mm (3.2 in) and stroke is 90 mm (3.5 in). Output is 200 hp (149 kW; 203 PS) at 6000 rpm with 221 lb·ft (300 N·m) of torque at 2500 rpm. It is turbocharged and intercooled.
Specifications:
- Bore: 81 mm (3.2 in)
- Stroke: 90 mm (3.5 in)
- Rod length: 139.5 mm (5.5 in)
Applications:
- 1997-2000 Volvo S40
- 1997-2000 Volvo V40
B4204S
The B4204S/ B4204S2 is a 1.9 L (1,948 cc) straight-four. Bore is 83 mm (3.3 in) and stroke is 90 mm (3.5 in). Output is 134 hp (100 kW; 136 PS) at 5800 rpm with 140 lb·ft (190 N·m) of torque at 4000 rpm.
Applications:
- 1995-2000 Volvo v40 2.0
- 1995-2004 Volvo S40 2.0
- 1996-2000 Renault Safrane 2.0
B4204T3
The B4204T3 is a 1.9 L (1,948 cc) straight-four. Bore is 83 mm (3.3 in) and stroke is 90 mm (3.5 in). Output is 161 hp (120 kW; 163 PS) at 5250 rpm with 177 lb·ft (240 N·m) of torque at 1800-4500 rpm. It is turbocharged and intercooled.
Applications:
- 2000-2003 Volvo S40 2.0T
- 2000-2003 Volvo S40 2.0T
B4204T5
The B4204T5 is a 1.9 L (1,948 cc) straight-four. Bore is 83 mm (3.3 in) and stroke is 90 mm (3.5 in). Output is 197 hp (147 kW; 200 PS) at 5500 rpm with 221 lb·ft (300 N·m) of torque at 2500-4000 rpm. It is turbocharged and intercooled.
Applications:
- 2000-2002 Volvo S40 T4
- 2000-2002 Volvo V40 T4
2.0
B5202
The B5202 is a 2.0 L (1,984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in).
Applications:
- Volvo 850
B5202FS
The B5202FS is a 2.0 L (1,984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in).
Applications:
- Volvo S70
B5202S
The B5202 is a 2.0 L (1,984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). It has a power output of 125 hp (93 kW; 127 PS) at 6250 rpm, and produces 125 lb·ft (169 N·m) of torque at 4800 rpm.
Applications:
- 1995 Volvo 850 2.0 10v
- 1997 Volvo S70 2.0 10v
- 1998-1999 Volvo V70
B5204
The B5204 is a 2.0 L (1,984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in).
Applications:
- Volvo 850
- Volvo S60
- Volvo S70
- Volvo V70
- Volvo S80
B5204T
The B5204T is a 2.0 L (1,984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). It is turbocharged, and produces 210 hp (157 kW; 213 PS). It was equipped with Bosch Motronic 4.3 engine management.
Applications:
- Volvo 850 2.0 T-5
B5204T2
The B5204T2 is a 2.0 L (,1984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). It is turbocharged, and produces 163 hp (122 kW; 165 PS).
Applications:
- Volvo S70
- Volvo C70
B5204T3
The B5204T3 is a 2.0 L (1,984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). It is turbocharged, with a power output of 222 hp (166 kW; 225 PS) at 5500 rpm, and produces 229 lb·ft (310 N·m) of torque at 2700-5000 rpm. It was equipped with Bosch Motronic 4.3 engine management.
Applications:
- Volvo 850 2.0 T-5R
- Volvo S70 2.0 T5
- 1998 Volvo S80 T5
B5204T4
The B5204T4 is a 2.0 L (1,984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). It is turbocharged, with a power output of 160 hp (119 kW; 162 PS) at 5,100 rpm, and produces 170 lb·ft (230 N·m) of torque at 1,800-5,000 rpm.
Applications
- 2001 Volvo C70 2.0T
B5204T5
The B5204T5 is a 2.0 L (1,984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). It is turbocharged, with a power output of 178 hp (133 kW; 180 PS) at 5,300 rpm, and produces 177 lb·ft (240 N·m) of torque at 2,000-5,300 rpm.
Applications:
- 1998 Volvo S80 2.0T
- 2000- Volvo S60 2.0T
- 2001- Volvo V70 2.0T
B5204T8
The B5204T8 is a 2.0 L (1984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). It is turbocharged, with a power output of 178 hp (133 kW; 180 PS) at 5,000 rpm, and produces 221 lb·ft (300 N·m) of torque at 2,700-4,000 rpm.
Applications:
- 2012- Volvo V40 T4
B5204T9
The B5204T9 is a 2.0 L (1984 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 77 mm (3.0 in). It is turbocharged, with a power output of 210 hp (157 kW; 213 PS) at 6,000 rpm, and produces 221 lb·ft (300 N·m) of torque at 2,700-5,000 rpm. For the 2014 model year, power output is increased to 233 hp (175 kW).
Applications:
- 2012- Volvo V40 T5
- 2013-2014 - Volvo S60 T5
- 2013-2014 - Volvo V60 T5
2.3
The B5234 is a 2.3 L (2,319 cc) straight-five. Bore is 81 mm (3.2 in) and stroke is 90 mm (3.5 in).
B5234T
The B5234T produces 237 hp (177 kW; 240 PS) at 5,100 rpm and 243 lb·ft (329 N·m) of torque at 2,400-5,400 rpm.
Applications:
- 1997 Volvo S70 T5
B5234T3
The B5234T3 features exhaust cam variable valve timing (in later engine revisions), a single turbocharger, and an intercooler. Output ranges from 225 hp (168 kW; 228 PS) at 5200 rpm and 221 lb·ft (300 N·m) of torque from 2000-5200 rpm in the pre-VVT engines to 247 hp (184 kW; 250 PS) at 5,200 rpm with 243 lb·ft (329 N·m) of torque at 2,400-5,200 rpm with VVT. Also features a drive-by-wire electronic throttle and Bosch ME7 Engine Management from 1999 onwards
Applications:
- 1994-1997 Volvo 850 T5/T5R
- 1998-2000 Volvo S70
- 1998-2004 Volvo V70 T5
- 1998-2004 Volvo C70
- 2001-2004 Volvo S60 T5
B5234T4
Features a TD04HL-16T turbo in the 850 R and a TD04HL-18T turbo in the S/V70R. Standard turbo for the 850 T5 and automatic R was a TD04HL-15G and for the S/V70 T5 a TD04HL-16T. The larger turbos along with different ECU mapping allowed the B5234T4 to produce a published 250 hp (186 kW; 253 PS) at 6,000 rpm. and 350 N·m (260 lb·ft) at 2400 rpm. All cars equipped with the B5234T4 used Motronic 4.4 engine management, even the 1997 850 R when all other 850 turbos were run on Motronic 4.3.
- 1996 European spec 850 R with manual transmission
- 1997 European spec S70 R and V70 R with manual transmission, FWD and AWD variants
B5234T5
This version of the B5234 features a TD04-15g turbo, and produced 225-250 hp. It was equipped with Bosch Motronic 4.3 engine management.
Applications:
Volvo 850 T5-R Volvo 850 R (automatic transmission)
2.4
The B5244 is a 2.4 L (2,435 cc) straight-five. Bore is 83 mm (3.3 in) and stroke is 90 mm (3.5 in).
B5244S
Naturally Aspirated. The B5244S produces either 142 hp (106 kW; 144 PS) at 5400 rpm with 152 lb·ft (206 N·m) of torque at 3600 rpm, or 167 hp (125 kW; 169 PS) at 5700 rpm, with 170 lb·ft (230 N·m) of torque at 4500 rpm. It features intake cam VVT on 2000- models.
Applications:
- 1993 - 1997 Volvo 850 2.4
- 1998 - 2000 Volvo S70 2.4
- 2000 Volvo V70 2.4
- 2001 - 2003 Volvo S60 2.4
- 2001 - 2003 Volvo V70 2.4
- 1996 - 1998 Renault Safrane 2.5
B5244S2
Naturally Aspirated. The B5244S2 produces 138 hp (103 kW; 140 PS) at 5700 rpm with 162 lb·ft (220 N·m) of torque at 3750 rpm. It features intake cam VVT.
Applications:
- 1998 Volvo S80 2.4
- 2000 Volvo S70 2.4
- 2008- Volvo S60 2.4
B5244S4
Naturally Aspirated. The B5244S4 produces 168 hp (125 kW; 170 PS) at 6000 rpm with 170 lb·ft (230 N·m) of torque at 4400 rpm. It features intake cam VVT.
Applications:
- 2003 - 2009 Volvo S40 2.4
- 2004 - 2009 Volvo V50 2.4
- 2007- Volvo C30 2.4
- 2009- Volvo C70 2.4
B5244S5
Naturally Aspirated. The B5244S5 produces 138 hp (103 kW; 140 PS) at 5000 rpm with 162 lb·ft (220 N·m) of torque at 4000 rpm.
Applications:
- 2003- Volvo S40 2.4
- 2003- Volvo V50 2.4
- 2009- Volvo C70 2.4
B5244SG
Naturally Aspirated. The B5244SG produces 138 hp (103 kW; 140 PS) at 5800 rpm with 192 lb·ft (260 N·m) of torque at 4500 rpm. This was a bi-fuel variant.
Applications:
- 2000 Volvo S60 2.4 CNG
- 2000 Volvo S60 2.4 LPG
B5244
The B5244T is turbocharged and intercooled. Output is 197 hp (147 kW; 200 PS) at 5700 rpm with 210 lb·ft (280 N·m) of torque at 1800 rpm.
Applications:
- 1997 Volvo 850 GLT
- 1998-2000 Volvo S70 2.4 AWD
- 1998-2002 Volvo V70 2.4 AWD
- 1998-2002 Volvo XC70
- 2001-2003 Volvo S60 2.4T
- 2003 Volvo C70
B5244T2
The B5244T2 is turbocharged. Output is 265 PS (195 kW; 261 hp) @ 5700 rpm with 350 N·m (258 lb·ft) @ 2400 rpm.
Applications:
- 2000 Volvo V70R AWD
B5244T3
The B5244T3 is turbocharged. Output is 197 hp (147 kW; 200 PS) with 200 lb·ft (270 N·m) of torque at 1800 rpm.
Applications:
- 2000 Volvo S60 2.4T
- 2002 Volvo S80 2.4T
B5244T5
The B5244T5 is a dual overhead cam, high pressure turbocharged and intercooled engine that features dual variable valve timing. The bore is 81 mm (3.2 in) and the stroke is 93.2 mm (3.7 in). Output is 256 hp (191 kW; 260 PS) at 5500 rpm with 258 lb·ft (350 N·m) of torque at 2100 rpm.
Applications:
- 2005-2009 Volvo S60 T5
- 2005-2007 Volvo V70 T5
2.5
The B525 is a 2.5 L (2,521 cc) straight-five. Bore is 83 mm (3.3 in) and stroke is 93.2 mm (3.7 in). It also has an assembled cast aluminium intake manifold.
B5252FS
The B5252FS was a 2,435 cc (148.6 cu in) naturally-aspirated variant of the B525.
Applications:
- Volvo S70
B5252S
The B5252S was a 2,435 cc (148.6 cu in) naturally-aspirated variant of the B525. It was equipped with Siemens Fenix 5.2 engine management. Output is 142 hp (106 kW; 144 PS) at 5400 rpm with 152 lb·ft (206 N·m) of torque at 3600 rpm.
Applications:
- 1996 Volvo 850 2.4 10v
- Volvo S70
B5252S2
The B5252S2 was a 2,435 cc (148.6 cu in) naturally-aspirated variant of the B525.
Applications:
- S70
B5254S
The B5254S was a 2,435 cc (148.6 cu in) naturally-aspirated variant of the B525. It was equipped with Bosch LH 3.2 Jetronic engine management. Output is 168 hp (125 kW; 170 PS) at 6100 rpm with 162 lb·ft (220 N·m) of torque at 4700 rpm.
Applications:
- 1992 Volvo 850 2.4 20v
- 1997 Volvo S70 2.4 20v
- 1999 Volvo C70 2.4 20v
- 1999 Volvo V70 Volvo V70 2.5 20v
B5254T
The B5254T is turbocharged with a low pressure turbo (LPT) producing a maximum of 6 psi (41 kPa).Output is 190 hp (142 kW; 193 PS) at 5100 rpm with 199 lb·ft (270 N·m) of torque at 1800 rpm.
Applications:
- 1997 Volvo 850 AWD
- 1997 Volvo 850 GLT
- 1997 Volvo S70 AWD
- 1998 Volvo V70 AWD
B5254T2
The B5254T2 has dual VVT and is turbocharged and intercooled. Output is 208 hp (155 kW; 211 PS) at 5000 rpm with 236 lb·ft (320 N·m) of torque at 2400-5200 rpm.
Applications:
- 2003 Volvo S60 2.5T
- 2003 Volvo S60 2.5T AWD
- 2003 Volvo V70 2.5T
- 2003 Volvo V70 2.5T AWD
- 2003 Volvo XC70 Cross Country
- 2003 Volvo S80 2.5T
- 2003 Volvo XC90 2.5T
B5254T2-R (B5254T4)
The B5254T2-R has dual VVT and is turbocharged and intercooled.
Output is 295 hp (220 kW; 299 PS) at 5500 rpm with 295 lb·ft (400 N·m) of torque at 1950-5250 rpm with the 6 speed M66AWD (Ford/Getrag) manual transmission.
When paired with the 5 speed AW51AWD Aisin Warner automatic transmission, output is reduced to 300 hp (224 kW; 304 PS) at 6000 rpm with 258 lb·ft (350 N·m) of torque between 1850 and 6000 rpm when in first or second gear (2004–2005).
The 6 speed TF-SC80 automatic transmission is not limited (2006–2007).
Applications:
- 2004-2007 Volvo S60R AWD
- 2004-2007 Volvo V70R AWD
B5254T3
It has VVT and is turbocharged and intercooled. Unlike previous designs, the turbocharger is integral with the exhaust manifold. It uses the Bosch ME 9.0 engine management system.
Using the M66W (FWD) or M66C (AWD) manual transmission output is 217 hp (162 kW; 220 PS) at 5000 rpm with 236 lb·ft (320 N·m) of torque at 1500-4800 rpm. With the AW55-51 automatic transmission, torque is limited in first and second gear.
Applications:
- 2004.5-2006 Volvo S40 T5
- 2004.5-2006 Volvo V50 T5
- 2005 - 2011 Ford Focus ST
- 2007 - 2009 Ford Mondeo 2.5T
- 2006 - 2011 Volvo C30 T5
B5254T7
The B5254T7 is a slight adaptation of the B5254T3. It has VVT and is turbocharged and intercooled. The turbocharger is still integrated into the exhaust manifold, but is of a different design.
Using the M66W (FWD) or M66C (AWD) manual transmission output is 227 hp (169 kW; 230 PS) at 5000 rpm with 236 lb·ft (320 N·m) of torque at 1500-5000 rpm. With the AW55-51 automatic transmission, torque is limited in first and second gear.
Applications:
- 2006- Volvo C70 T5
- 2007- Volvo S40 T5
- 2007- Volvo V50 T5
- 2008- Volvo C30 T5
B5254T10
The T10 version has a displacement of 2521cc, a power output of 228 hp (170 kW; 231 PS) at 4800 rpm, and a maximum torque output of 251 lb·ft (340 N·m) between 1700-4800 rpm.
Applications:
- 2009 Volvo S80 2.5T
B5254T11
The T11 version has a displacement of 2521cc, a power output of 228 hp (170 kW; 231 PS) at 4800 rpm, and a maximum torque output of 251 lb·ft (340 N·m) between 1700-4800 rpm.
Applications:
- 2010 Volvo V70 2.5T
B5254T5
The T5 version has a displacement of 2521cc. Power peaks 247 hp (184 kW; 250 PS) at 5500rpm while the torque peaks at 360 N·m (266 lb·ft) from 1800-4020rpm.
Applications:
- 2012 - Volvo S60 T5
B5254T12
The T12 version has a displacement of 2497cc . Power peaks at 250.7 hp (187 kW; 254 PS) at 5400 rpm while torque peaks at 266 lb·ft (361 N·m) from 1800-4800 rpm. The TF-80SD is the only transmission paired with this engine.
Applications:
- 2013- Volvo S60 T5
- 2013- Volvo V40 T5
B6254FS
A new, small 2.5-litre engine, known as the B6254 FS, was introduced for the 1995 Volvo 960. It developed 170 bhp (130 kW) at 5,700 rpm and maximum torque of 230 N·m (170 lb·ft) at 4,400 rpm. This engine was identical in every way to the larger B6304S, apart from the stroke being reduced to 80 mm (3.1 in) and the bore to 81 mm (3.2 in), producing a displacement of 2,473 cc. Like other Volvo engines, it was optimised for low-end and middle range torque. The 180 hp (130 kW) version of this engine was called the B6244 FS.
Applications:
- 1995~1998 Volvo 960/S90/V90 (Longitudinally Mounted RWD)
B6254G
Non-catalyst, leaded-fuel compatible version of the B6254S, for regions with limited availability of unleaded fuel.
2.8
B6284T
The B6284T is a 2.8 L (2783 cc), twin-turbocharged straight-six. Bore is 81 mm (3.2 in) and stroke is 90 mm (3.5 in). Output is 268 hp (200 kW; 272 PS) at 5400 rpm, with 280 lb·ft (380 N·m) of torque at 2100-5000 rpm.
Applications:
- 1999-2002 Volvo S80 T6
2.9
B6294S
The B6294S is a 2.9 L (2922 cc) straight-six. Bore is 83 mm (3.3 in) and stroke is 90.3 mm (3.6 in). Output is 194 hp (145 kW; 197 PS) at 6000 rpm with 207 lb·ft (281 N·m) of torque at 4200 rpm. This engine is based on the B6304 (see below), but refined for transverse mounting and variable valve timing.
Applications:
- 2003 Volvo S80 2.9
B6294T
The B6294T is a 2.9 L (2922 cc), twin-turbocharged and intercooled version of the B6294S. Bore is 83 mm (3.3 in) and stroke is 90.3 mm (3.6 in). Output is 272 hp (203 kW; 276 PS) at 5200 rpm with 280 lb·ft (380 N·m) of torque at 1800-5000 rpm.
Applications:
- 2003-2006 Volvo S80 T6/T6 Executive
- 2003-2006 Volvo XC90 T6
B6304S
The B6304S was the first generation of modular inline-6 engines. It has the same bore and stroke (83x90 mm) as the B6294, but the deciliter number was rounded up (i.e. 2,922 cc to 3,000 cc). These engines produced 204 hp (152 kW; 207 PS) at 6000 rpm, and 197 lb·ft (267 N·m) of torque at 4300 rpm. Engine output was reduced to 180 hp (134 kW; 182 PS) and 199 lb·ft (270 N·m) by changing the cam profile (back then without variable valve timing) in favour of emissions regulations.
To develop this new, modular engine type, Volvo had a cooperation project with Porsche / Weissach.
Applications:
- 1990~1998 Volvo 960/S90/V90 (Longitudinally Mounted RWD)
- 1994-1999 Indigo 3000
- Details
- Parent Category: Engines Makes
- Category: Volvo Engines
Volvo D5 engine
The Volvo D5 is a type of turbocharged diesel engine developed by Volvo Car Corporation for use in its passenger cars.
It is an all aluminium five-cylinder engine with 20 valves and double overhead camshafts. In all but one late version it has a VGT turbocharger of the type VNT (Variable Nozzle Turbine), common rail direct injection and cooled exhaust gas recirculation.
There are three generations of D5 engines. The first generation was introduced in 2001; the second generation was introduced in 2005 and the third was introduced in 2009. The second generation got a slight reduction in stroke and has a reduced compression ratio, a water-cooled VNT turbocharger with a bigger compressor and an electric servo motor to adjust the vanes, an improved EGR system, a throttle valve, revised intake and exhaust ports and a newer generation of common-rail direct injection with improved injectors. The third generation got a further reduction in compression ratio, a two-stage turbo system (D5244T10), an improved EGR system, revised intake and exhaust ports and a newer generation of common-rail direct injection with higher pressure and piezoelectric injectors.
Volvo has a special version of the D5 for use in the C30, S40, V50 and C70 models that produces 180 hp and 400 Nm of torque (reduced to 350 Nm with automatic transmission). The engine compartments of these cars are smaller so among other things the engine has a different air intake system, different exhaust system, smaller charge air cooler and a smaller radiator.
The D5244T is also offered as a marine engine by Volvo Penta under the name D3. The marinised engine is in large parts identical to D5244T. This includes crankshaft, pistons, camshafts, valves, cylinder block, cylinder head, turbo, injectors and the high pressure pump. The D3 ECU has a modified software, which e.g. gives a modified torque suited for marine applications and has a simplified starting sequence. The hardware differences between D5244T and D3 are: a water-cooled inter-cooler, a water-cooled exhaust manifold, a heavier monolithic crankwheel, a seawater-pump and a heat exchanger. The output is 110 hp (82 kW) at 3,000 rpm, 130 hp, 160 hp, 190 hp, 220 hp (160 kW) at 4,000 rpm and it is coupled to a duoprop I/O system.
| D5244T | D5244T | D5244T2 | D5244T4 | D5244T5 | D5244T7 | D5244T8 | D5244T13 | D5244T18 |
|---|---|---|---|---|---|---|---|---|
| Max power | 163 PS (120 kW) /4,000 rpm |
130 PS (96 kW) /4,000 rpm |
185 PS (136 kW) /4,000 rpm |
163 PS (120 kW) /4,000 rpm |
126 PS (93 kW) /4,000 rpm |
180 PS (130 kW) /4,000 rpm |
180 PS (130 kW) /4,000 rpm |
200 PS (150 kW) /3,900 rpm |
| Max torque | 340 N·m (251 lb·ft) /1,750-2,750 rpm |
280 N·m (207 lb·ft) /1,750-3,000 rpm |
400 N·m (295 lb·ft) /2,000-2,750 rpm |
340 N·m (251 lb·ft) /1,750-2,250 rpm |
300 N·m (221 lb·ft) /1,750-2,750 rpm |
350 N·m (258 lb·ft) /1,750-3,250 rpm |
400 N·m (295 lb·ft) /2,000-2,750 rpm |
420 N·m (310 lb·ft) /1,900-2,800 rpm |
| Max engine speed | 4,600 rpm | 4,600 rpm | 5,000 rpm | 5,000 rpm | 5,000 rpm | 5,000 rpm | 5,000 rpm | 5,000 rpm |
| Bore | 81 mm (3.19 inches) | |||||||
| Stroke | 93.2 mm (3.67 inches) | 93.15 mm (3.667 inches) | ||||||
| Cylinder capacity | 2401 cc | 2400 cc | ||||||
| Compression ratio | 18:1 | 17.3:1 | ||||||
| Charging system | VNT | |||||||
| Common rail | Second generation (1600 bar) | |||||||
| D5244T | D5244T10 | D5244T11 | D5244T14 | D5244T15 | D5244T16/T17 |
|---|---|---|---|---|---|
| Max power | 205 PS (151 kW) /4,000 rpm |
215 PS (158 kW) /4,000 rpm |
175 PS (129 kW) /3,000-4,000 rpm |
215 PS (158 kW) /4,000 rpm |
163 PS (120 kW) /4,000 rpm |
| Max torque | 420 N·m (310 lb·ft) /1,500-3,250 rpm |
420 N·m (310 lb·ft) /1,500-3,250 rpm |
420 N·m (310 lb·ft) /1,500-2,750 rpm |
440 N·m (325 lb·ft) /1,500-3,000 rpm |
420 N·m (310 lb·ft) /1,500-2,500 rpm |
| Max engine speed | 5,200 rpm | 5,200 rpm | 5,000 rpm | 5,200 rpm | 5,000 rpm |
| Bore | 81 mm (3.19 inches) | ||||
| Stroke | 93.15 mm (3.667 inches) | ||||
| Cylinder capacity | 2400 cc | ||||
| Compression ratio | 16.5:1 | ||||
| Charging system | Two-stage turbo | VNT | Two-stage turbo | ||
| Common rail | Third generation (1800 bar) | ||||
| D5204T2 | D5204T5 | D5204T | |
|---|---|---|---|
| Max power | 163 PS (120 kW) /2,900 rpm |
150 PS (110 kW) /3,500 rpm |
177 PS (130 kW) /3,500 rpm |
| Max torque | 400 N·m (295 lb·ft) /1,400-2,850 rpm |
350 N·m (258 lb·ft) /1,500-2,750 rpm |
400 N·m (295 lb·ft) /1,750-2,750 rpm |
| Max engine speed | 4,400 rpm | 5,000 rpm | 5,000 rpm |
| Bore | 81 mm (3.19 inches) | ||
| Stroke | 77 mm (3.03 inches) | ||
| Cylinder capacity | 1984 cc | ||
| Compression ratio | 16.5:1 | ||
| Charging system | VNT | ||
| Common rail | Third generation (1800 bar) | ||
Note: 'D5' is branding. All these engines share the five-cylinder block, although not all consistently used the 'D5' badge over time. This is due to changes in hardware and the specific model the engine was deployed in. E.g. On the S60 -05 range, the D5244T was labelled 'D5', and subsequently the D5244T5 was labelled '2.4D' as a (software) detuned version of the D5244T4 'D5' on the 05-09 range.
