Volvo B5254T3 User manual

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ENGINES
B5244S4 AND B5254T3
I NTRODUCTION
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
GENERAL
B5244S4 (170 hp) engine:
The B5244S4 is based on the B5244S (ULEV) engine.
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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).
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When cold, the engine warm-up uses the 'Wide Range' concept.

TECHNICAL DATA

OVERVIEW OF THE B5244S4
Crankshaft, Main
Bearings
Stroke 90.0 mm; forged; weight 21571 grams; connecting rod pins:
Main bearing journals:
Both the upper and lower main bearings are aluminum.
Connecting Rods, Connecting Rod Bearings
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Center to center length 143 mm; weight 644 grams.
Both the upper and lower bearings are aluminum.
Pistons
Graphite-coated pistons.
Wrist pin diameter/length = 21 mm/57 mm.
Weight 397 grams with piston rings, snap rings and wrist pins.
Weight piston alone 282 grams.
- Graphite-coated pistons have a play of approximately 0.04 mm between the piston and cylinder
before the graphite coating. The graphite coating is approximately 0.01 mm on either side of the
piston.
The graphite coating wears but never completely disappears; it penetrates the outer
l ayer of the piston.
65.00 mm.
50.00 mm.

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.
There are ducts for crankcase gases beside each cylinder's intake port.
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Cylinder head with Continuous Variable Valve Timing (CVVT) only on the intake camshaft.
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CVVT camshaft angle variation:
- Intake = 50 crankshaft degrees.
Camshaft Housing
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The camshaft position sensors are integrated into the camshaft housing.
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The CVVT solenoid has a new location.
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The oil filler pipe has been moved to the side nearest the CVVT solenoid because of the new intake
manifold.
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New version of CVVT (Advance and Retard).
Oil Filter /
Oil Trap
The filter and trap are integrated into one unit.
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.
Oil flows from the outside in, through the filter.
To ensure that oil still flows even if the filter is clogged, there is an overflow valve in the cover that
opens at 11 kPa and when starting the vehicle from cold (-20°C to -25°C).
Oil Separation
The oil trap is manufactured in die-cast aluminum and consists of one chamber, 3 cyclonic separators,
1 spring loaded membrane and a plastic cover.
The chamber roughly separates oil and gases.
For further separation the gases are ducted to the cyclones which finely separate the oil from gases.
The cyclones are plastic and cannot be replaced.
The separated oil runs to the bottom of the cyclones and on to the oil pan.
The crankcase gases go up to a spring-loaded membrane that opens at a pressure of -5 kPa to
+3 kPa.
When the gases have passed the membrane they travel via a hose to the intake manifold and then to
the intake gasket which has calibrated holes for each cylinder. This improves the distribution of the
crankcase gases.
Spark Plugs
To reduce carbon deposits when starting the vehicle from cold, the ceramic is thinner at the tip of the
spark plug. This is called Quick Heat.
The spark plugs have a longer thread = 26.5 mm (previously 19.0 mm).
The spark plugs have three electrodes.
The tightening torque is 28 N •m (+l- 3 N •m ).

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Thermostat Housing
The thermostat housing has been moved to the block on the intake side of the engine.
Auxiliary Equipment
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The design of the auxiliary equipment has been changed to make the engine shorter.
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The NC compressor and alternator have their own drive belts. The alternator now rotates
clockwise.
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The drive belts are in reinforced rubber (Poly-V), and are tensioned by their own mechanical
tensioners.
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The tensioner consists of a spring and a friction element.
Catalytic Converter
The catalytic converter under the floor, Under Floor Catalyst (UFC), has double oval ceramic monoliths.
The flow through the catalytic converter is optimized to reduce resistance.
Exhaust Pipe
The exhaust system has been developed to reduce wind resistance under the car.
60 mm) on the side of the 60 mm) with and tail pipe
hidden).
The exhaust system consists of a single pipe
muffler (the tail pipe has been designed so it is

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NTAKE SYSTEM
I
ntake Manifold Lower Section
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The intake system is divided into upper and lower sections.
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The intake system has a total volume of 5.3 liters with tuned lengths of pipe.
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The injectors are located on the lower manifold so the fuel mixes with the turbulent air as
efficiently as possible.
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The position of the injectors is optimized to minimize fuel film formation and improve emissions.
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The lower intake manifold is aluminum to protect the fuel injection nozzles in the event of an
accident.
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There are individual ducts to each intake port to distribute the crankcase gases evenly between the
cylinders.
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To better control the exact volume of crankcase gases used in combustion, the gasket between the
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ower intake manifold and the cylinder head has calibrated holes for the crankcase gases.

I ntake Manifold Upper Section
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The upper intake manifold is plastic.
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Each cylinder has an intake pipe that comes off a plenum chamber.
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The bend in the intake manifold after the throttle body acts as a mixing chamber and evenly
distributes air to the cylinders.
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The MAP sensor is located in the intake manifold.
Air Cleaner
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The air cleaner and air cleaner housing are designed to minimize drops in pressure and to be as
compact as possible.
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The air cleaner housing has a volume of 9.1 liters.
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The air cleaner housing and control module box are integrated into one unit.
The air cleaner is a cassette that is inserted vertically. The cover above the filter is mounted using two
bolts.
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The air cleaner unit is mounted on 3 brackets.
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A fine net is located behind the ECM to reduce the cyclone effect in the air flow.
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A spring-loaded valve is located beside the air cleaner and opens when the pressure drops below 6
kPa if the air intake pipe is restricted.
Engine Cooling Fan
6 fixed speeds
7 blades

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.
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When cold, the engine warm-up uses the 'Wide Range' concept.
B5254T3
Engines

Technical Data

65.00 mm.
OVERVIEW OF B5254T3
Crankshaft, Main Bearings
Stroke 93.2 mm; forged; weight 21606 grams; connecting rod pins: 50.00 mm; main bearing journals:
The crankshaft is somewhat heavier than on the 2.5 LT, B5254T2 (21559g) due to the different
balancing for pendulum suspension motor mounts.
Both the upper and lower main bearings are aluminum.
Connecting Rods, Connecting Rod Bearings
Bigger connecting rods, forged using split caps. Center to center length 143 mm; weight 644 grams.
Both the upper and lower bearings are copper-lead alloy.
Pistons
Graphite-coated pistons
Wrist pin diameter/length = 21 mm/60 mm
Weight 412 grams with piston rings, snap rings and wrist pin
Piston weight alone 290 grams.
Graphite-coated pistons have a play of approximately 0.04 mm between the piston and cylinder before
the graphite coating. The graphite coating is approximately 0.01 mm on either side of the piston. The
graphite coating wears but never completely disappears as it penetrates the outer layer of the piston.

Cylinder head, camshafts
Cooling is more effective due to larger coolant ducts and a more directed flow between the exhaust
ports and around the spark plug wells.
Multi Layer Steel (MLS) gasket for the cylinder head.
Cylinder head with CVVT on the intake and exhaust camshafts.
Change over angle CVVT:
- Intake = 50 crankshaft degrees
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Exhaust = 30 crankshaft degrees
The engine mounting bracket is located on the cylinder head and secured with 5 bolts that must be
tightened in three stages. See VADIS.
Oil Filter / Oil Trap
The filter and trap are integrated into one unit.
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.
To ensure that oil flows even if the filter is clogged, there is an overflow valve in the cover that opens at
11kPa and when starting the vehicle from cold (-20°C to -25°C).
Oil Separation
The same as in B524454. In addition, in the turbocharged engines the gases go from the diaphragm to
a T-coupling and from there, either to reed valves in the intake gasket or to the turbocharger, depending
on engine load and engine speed.
Spark Plugs
To reduce carbon deposits when starting the vehicle from cold, the ceramic is thinner at the tip of the
spark plug. This is called Quick Heat.
The spark plugs have a longer thread = 26.5 mm (previously 19.0 mm).
The spark plug has one electrode.
The diameter of the center electrode is now 1.1 mm (previously 0.8 mm).
The tightening torque is 28 N
•m (+ l- 3 N •m ).

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
ti ming belt pulley (1) within a limited range.
When the unit is in the camshaft 0 position, the timing belt pulley (1) and rotor (3) are secured by the
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ock pin (2) which locks the timing belt pulley (1) to the rotor (3).
The lock mechanism works by pushing the spring-loaded lock pin into a hole milled into the cover.

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.

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
i n the camshaft oil duct (A).
Oil flows via oil ducts in the camshaft to the top of lock pin (2). The lock pin is pressed in by the oil
pressure and the CVVT unit is released.
Chamber (A1) fills with oil. Due to the oil pressure in the chamber, the rotor (3) rotates
counterclockwise.
Return oil flows from chamber B1 via the camshaft duct (D) to the valve and back to the oil pan.

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
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n the camshaft oil duct (B).
Chamber B1 fills with oil. Due to the oil pressure in the chamber, the rotor rotates clockwise.
The rotor wing (4) reaches its limit position and the lock pin is pushed out into a hole on the inside of the
front of the timing belt pulley.
Return oil flows from chamber A1 via the camshaft valve and back to the oil pan.
This process takes place very rapidly. The reset valve is controlled by the ECM for advancing and
retarding at a very high frequency which allows for quick and exact control.
The amount to which the camshaft can be advanced (change in the radial position of the camshaft)
varies by engine variant.

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. This is mainly due
to increased requirements for the control module's environment (temperature, vibration, water tightness
etc.).
At the same time the processor has been replaced with a more powerful version with more memory.
The processor load for the ME 9.0 is approximately 80-85%, this figure would have been higher in the
ME 7.01 and left too small a margin.
- The ME 9.0 also has 1.5 MB of flash memory (2MB available).
The ME 7.01 only has 1 MB of memory.
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The ME 9.0 has a higher maximum temperature specification (105°C vs. 85°C).
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The ME 9.0 has more robust vibration specifications than the ME 7.0.1 due to its changed
l ocation.

TURBO
The exhaust manifold is integrated with the turbine housing.
Maximum charge pressure is 0.7 bar.
The oil pipe is routed differently and has a flat flanged connection to the turbocharger.
The Turbo Control Valve (TCV) is mounted in a bracket to the right of the turbocharger.
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.
The catalytic converter under the floor, UFC (Under Floor Catalyst), has double oval ceramic monoliths.
The flow through the catalytic converter is optimized to reduce resistance.

Exhaust Pipe
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The exhaust system has been developed to further reduce wind resistance under the car.
60 mm) and a tail pipe on each side of the muffler.
52 mm) have been designed to allow for effective gas flow and to be visible. A
65 mm end pipe gives the tail pipe a more visible impact.
I ntercooler
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The Intercooler is rectangular and is located in front of the radiator assembly, just behind the air
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ntake in the spoiler (similar to S60R second Intercooler).
Charge Air Pipe
The charge air pipe runs under the engine and is mounted on the turbocharger with a V-clamp.
I ntake
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The intake has short pipes and a double gasket with built-in non-return valves (reed-type) for
crankcase ventilation.
ETB
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The electronic throttle body is the same as the B5254T2, the only difference is, it has a shortened
hose connector.
Auxiliary Equipment
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The design of the auxiliary equipment has been changed to make the engine shorter.
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The A/C compressor and alternator have their own drive belts. The alternator now rotates
clockwise.
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The drive belts are in reinforced rubber (Poly-V), and are tensioned by their own mechanical
tensioners.
Thermostat Housing
The thermostat housing has been moved to the block on the intake side of the engine.
The exhaust system consists of a single pipe (
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The tail pipes

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TURBOCHARGER INTAKE SYSTEM
I ntake 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.
There are individual ducts to each intake port to distribute the crankcase gases evenly between the
cylinders.