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Engines
INTRODUCTION
The engines are designed to be compact to fit into the smaller engine compartment (25 mm shorter
than the earlier 5 cylinder).
The engines have pendulum suspension-type motor mounts.
The air cleaner housing and control module box are integrated.
The intake manifold is also used as a cover for the engine (the turbocharged engine has a separate
cover).
The engines have two drive belts (one for the alternator and one for the air conditioning compressor).
The naturally aspirated B5244S4 engine has a Denso engine management system.
The turbocharged B5254T3 engine has a Bosch engine management system.
ENGINES
B5244S4 AND B5254T3
B5244S4 and B5254T3
21 002663j
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Summary of Contents for Volvo B5254T3
- Page 1 The intake manifold is also used as a cover for the engine (the turbocharged engine has a separate cover). The engines have two drive belts (one for the alternator and one for the air conditioning compressor). The naturally aspirated B5244S4 engine has a Denso engine management system. The turbocharged B5254T3 engine has a Bosch engine management system.
- Page 2 B5244S4 GENERAL B5244S4 (170 hp) engine: The B5244S4 is based on the B5244S (ULEV) engine. I ntroduced in the S40 and V50 only. Uses Denso engine management system. Meets U.S. ULEV emissions standards. Uses automatic transmission AW55-51 (manual transmission M66 will be introduced later). •...
- Page 3 TECHNICAL DATA...
- Page 4 OVERVIEW OF THE B5244S4 Crankshaft, Main Bearings Stroke 90.0 mm; forged; weight 21571 grams; connecting rod pins: 50.00 mm. Main bearing journals: 65.00 mm. Both the upper and lower main bearings are aluminum. Connecting Rods, Connecting Rod Bearings • Center to center length 143 mm; weight 644 grams. Both the upper and lower bearings are aluminum.
- Page 5 Cylinder Head, Camshafts The engine mounting bracket is located on the cylinder head and secured with 5 bolts that must be tightened in three stages. See VADIS. Cooling is more effective due to larger coolant ducts and a more directed flow between the exhaust ports and around the spark plug wells.
- Page 6 2501463 Thermostat Housing The thermostat housing has been moved to the block on the intake side of the engine. Auxiliary Equipment • The design of the auxiliary equipment has been changed to make the engine shorter. The NC compressor and alternator have their own drive belts. The alternator now rotates •...
- Page 7 2501 469j I NTAKE SYSTEM I ntake Manifold Lower Section • The intake system is divided into upper and lower sections. • The intake system has a total volume of 5.3 liters with tuned lengths of pipe. The injectors are located on the lower manifold so the fuel mixes with the turbulent air as efficiently as possible.
- Page 8 Intake Manifold Upper Section • The upper intake manifold is plastic. • Each cylinder has an intake pipe that comes off a plenum chamber. • The bend in the intake manifold after the throttle body acts as a mixing chamber and evenly distributes air to the cylinders.
- Page 9 B5254T3 Engines B5254T3 GENERAL The B5254T3 is based on the B5254T2. Uses Bosch ME 9.0 engine management system. Meets U.S. ULEV emission standards. Uses M66W manual transmission. Uses AW55-51 automatic transmission. • When cold, the engine warm-up uses the 'Wide Range' concept.
- Page 10 Technical Data...
- Page 11 OVERVIEW OF B5254T3 Crankshaft, Main Bearings Stroke 93.2 mm; forged; weight 21606 grams; connecting rod pins: 50.00 mm; main bearing journals: 65.00 mm. The crankshaft is somewhat heavier than on the 2.5 LT, B5254T2 (21559g) due to the different balancing for pendulum suspension motor mounts.
- Page 12 The filter has been moved from the oil pan to the intake side of the engine. This causes less oil spillage when replacing the filter than on previous engines. The filter and cover are the same as those used on Volvo's own diesel engine (D5244T/T2). Oil flows from the outside in through the filter.
- Page 13 CVVT UNIT The illustration shows the CVVT unit from the side and from behind. The design of the CVVT unit allows the position of the camshaft to be adjusted relative to the position of the crankshaft. The camshaft is fixed in the rotor (3). The rotor (and with it the camshaft) can rotate in relation to the timing belt pulley (1) within a limited range.
- Page 14 Camshaft Reset Valve The camshaft reset valve controls the flow of oil to the CVVT unit. The engine control module (ECM) controls the valve using a pulse width modulated (PWM) signal.
- Page 15 Camshaft Advance Control The oil is directed from the engine's lubricating system (C). The position of the valve is controlled by the ECM and oil flows via the vents in the piston into the valve in the camshaft oil duct (A). Oil flows via oil ducts in the camshaft to the top of lock pin (2).
- Page 16 Camshaft Retard Control The oil is forced from the engine's lubricating system (C). The position of the valve is controlled by the ECM and oil flows via the vents in the piston into the valve i n the camshaft oil duct (B). Chamber B1 fills with oil.
- Page 17 M E 9.0 Bosch ME 9.0 Engine Management System The engine now has a newly developed ME 9.0 engine management system from Bosch. Bosch engine management system ME 7.01 had to be updated to the ME 9.0 for the S40/V50. The control module has been moved from the control unit box to the intake manifold.
- Page 18 The exhaust manifold has a MLS (Multi Layer Steel) gasket. Two slits have been machined into the manifold to deal with heat expansion. The turbocharger has been matched and designed by Volvo together with the sub-contractor 3k-Warner Turbo Systems from Germany.
- Page 19 Exhaust Pipe The exhaust system has been developed to further reduce wind resistance under the car. • The exhaust system consists of a single pipe ( 60 mm) and a tail pipe on each side of the muffler. • The tail pipes 52 mm) have been designed to allow for effective gas flow and to be visible.
- Page 20 TURBOCHARGER INTAKE SYSTEM Intake Manifold Lower Section The intake system is divided into upper and lower sections. The injectors are located on the lower manifold to mix the fuel with the turbulent air as efficiently as possible. The position of the injectors is optimized to minimize fuel film formation and improve emissions. The lower intake manifold is aluminum to protect the fuel injection nozzles in the event of an accident.
- Page 21 The gasket between the lower intake manifold and the cylinder head is a double gasket with a non- return valve. The gasket has a non-return valve (reed valve) beside each intake port to stop the crankcase gases from running back into the oil trap. Intake Manifold Upper Section The upper intake manifold is plastic.
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Page 22: Fuel Tank
FUEL TANK PLASTIC TANK WITH ON-DEMAND FUEL PUMP • For the U.S. (LEV II), the fuel tank is plastic and the fuel tank volume is 60 liters. • The fuel pump unit in the fuel tank contains the following: Fuel reservoir, on-demand fuel pump, ejector pump, level sensor and fuel filter. There is a non-return valve with a plastic membrane in the bottom of the fuel filler pipe. - Page 23 ON-DEMAND FUEL PUMP The pump unit supplies the engine with only the amount of fuel being consumed at the time. The flow from the pump unit is the same as fuel consumption. The pump unit flow is: approximately 90 I/h at 400 kPa (corresponds to 380 kPa at the fuel rail) for naturally aspirated engines and 115 I/h for turbocharged engines at full load.
- Page 24 Pressure Ventilation Valve (PVV) The PVV works differently for naturally aspirated engines than turbocharged engines. Naturally Aspirated Engine On a naturally aspirated engine, pressure is limited to 400 kPa (corresponds to 380 kPa at the fuel rail). The valve limits pressure surges occurring when the fuel injection is interrupted. Pressure limitation is achieved by 'leaking' fuel through the valve.
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