Today we are going to do the long awaited engine disassembly. The patient will be Volvo’s 2-liter turbodiesel from the modern lineup that is still in production.
Volvo has been using in-house built engines since 2000. We have a review of such an engine on the channel. We’ll remind you briefly that this engine features a lightweight five-cylinder block. There are 2 and 2.4 liter versions with one or two cylinders, with or without swirl flaps. It should be taken into account that the Swedish turbodiesel engine, made of aluminum, is not subject to destruction, despite the general opinion. However, it should be recognized that cylinder head breakdowns and even cracks between adjacent cylinders are possible if it is not tuned correctly or operated with an inefficient cooling system. Overall, it can run up to 1,000,000 kilometers without any problems.
Technical specifications of the Volvo D4204T14 engine
The table below summarizes the main technical specifications of the D4204T14 engine:
| Parameter | Characteristic |
|---|---|
| Exact volume | 1969 cm³ |
| Power system | Common Rail |
| Power | 190 hp |
| Torque | 400 Nm |
| Cylinder block | Aluminum R4 |
| Cylinder head | Aluminum 16v |
| Cylinder diameter | 82 mm |
| Piston stroke | 93.2 mm |
| Compression ratio | 15.8 |
| Engine Features | i-Art |
| Hydrocompensators | Yes |
| Transmission timing | Belt drive |
| Fasoregulator | No |
| Turbocharger | BorgWarner B01+B03G |
| Recommended oil | 5.2 liters 0W-20 |
| Fuel type | Diesel |
| Environmental class | Euro 6 |
| Example service life | 275,000 km |
| Engine weight | 160 kg |
Application of Volvo D4204T14 engine
The D4204T14 engine is installed in the following Volvo vehicle models:
| Model | Years of manufacture |
|---|---|
| Volvo S60 II (134) | 2016 – 2018 |
| Volvo S90 II (234) | 2016 – current |
| Volvo V40 II (525) | 2015 – 2019 |
| Volvo V60 I (155) | 2016 – 2018 |
| Volvo V60 II (225) | 2018 – current |
| Volvo V90 I (235) | 2016 – present |
| Volvo V90 CC I (236) | 2016 – current |
| Volvo XC60 I (156) | 2014 – 2017 |
| Volvo XC60 II (246) | 2017 – current |
| Volvo XC90 II (256) | 2015 – current |
Engine features and benefits
The Volvo D4204T14 engine is highly efficient thanks to the use of modern technologies such as the i-Art system, which optimizes the fuel injection process. The BorgWarner B01+B03G turbocharger provides excellent dynamic performance and high torque with a relatively small displacement.
This engine meets EURO 6 environmental standards, making it environmentally friendly and efficient to use. The approximate engine life is 275,000 kilometers, which indicates its reliability and durability.
Thus, the Volvo D4204T14 is the best choice for those who are looking for a balance between performance, eco-friendliness and reliability.
Disadvantages and reliability
Crankshaft pulley
Some of the first instances of service calls were due to an extraneous noise while the engine was running. The noise was similar to frequent rustling or muffled knocking. It often appeared after starting the engine in severe frost.
The noise comes from the crankshaft pulley. And if we speak more precisely, then from its torn damper. The original will cost five hundred dollars.
EGR pipe
Above the EGR pipe is one of the pipes of the cooling system. To which a thinner pipe for vapor extraction is connected by means of a flange. Its connector near the vacuum pump is broken off.
Naturally, antifreeze will start to flow out. At the same time there is a message about lowering the coolant level. By the way, this fitting is often broken, getting to the EGR pipe. The cost of a new one is about sixty dollars.
Valve cover gasket
At mileage over 150 000 km, the valve cover gasket starts to leak. The original gasket (31461861) will cost $70. There are several analogs from good manufacturers.
Inlet manifold
The intake manifold (31411751 or 31431955) of this engine, which is made of a type of material such as plastic, attaches directly to the cylinder head. In Volvo’s five-cylinder engines, it was part of the valve cover.
There are vortex flaps, their actuator is located in the end of the manifold on the driver’s side.
To date, there are no cases of detachment of these flaps, they do absolutely no harm to turbodiesel engines of this type. There are no solutions from non-original manufacturers.
Fuel system
The fuel system on this engine is Japanese – from the company Denso. By the way, the whole engine management system, from sensors to ECU, is also from Denso.
Denso fuel injector here is single-plunger (31405129), but at peak it can compress fuel up to 2500 bar. That’s huge.
The injectors (31336769) here are very tricky – as many as 6 pins, i.e. 6 pins in the connector, because each of them has built-in sensors of temperature, fuel pressure and even a microprocessor to control the injection even more precisely.
All this fuel system is very reliable, does not cause any complaints – Japanese quality in all its glory. However, not every Common Rail repair service can diagnose and test such injectors. We cannot find new ones on sale, and there are no alternative solutions. Denso injectors for these engines are sold for $100 at the scrap yards.
Turbochargers
Both turbochargers on these motors are located on the side of the engine shield. By the way, if the mileage exceeds one hundred and fifty thousand kilometers, then, the gasket between the decoupling collector and the cylinder-head often begins to leak gases. A characteristic quiet noise and odor of gases appears. The original gasket costs 35 dollars. Pay attention to the small turbine: the cold “snail” even has 2 flanges. Attached to the lower flange is a valve that regulates airflow. The valve is completely mechanical and has absolutely no electronic control.
When the valve closes, air from the inflated small turbine is directed to the second flange where it connects to the upper compressor via a separate spigot (31293676). This allows the high-pressure turbine to always suck in air that has passed through the low-pressure turbine.
There are no geometry change mechanisms on either turbine. Instead, there are two flaps to control the flow of gases. These are controlled by vacuum actuators with no feedback.
Both actuators are connected to a vacuum receiver (31339809) located above the turbines. Rubber hoses are used, as well as a pair of electro-vacuum valves (31339808).
Currently, with over two hundred and fifty thousand kilometers, there are all sorts of difficulties with turbine control as well as supercharging in general due to cracks in the tubes. Electro-vacuum valves are very rarely the source of problems.
Turbines will last for more than four hundred thousand kilometers. However, it is necessary to note the fact that there are two nuances: first, there is a need to change the oil in the motor every ten thousand kilometers or even more often to avoid wear of turbine shafts. As kits for their repair are almost not available: it will be necessary either to buy new turbines at the price up to several thousand dollars per piece, or to look for used ones.
The most powerful modifications of these diesels, which are designated as D5, are equipped with PowerPulse system.
In the engine compartment, on the right side, a piston compressor is installed, as well as a receiver tank. For complete turbo lag, air from the receiver is directed through a special hose to the exhaust manifold, where it accelerates both turbos. This hose connects to a branch of steel tubing through which the exhaust gases enter the EGR system.
In some cars, the hose that runs from the airbox to the valve that opens to supply air to the turbos turns out to be problematic. It is prone to rubbing, as well as various kinds of breakages in the most unexpected places. In this case, there are no errors, and many owners do not notice the presence of “turbo sloshing”. It can be felt only at full pressure on the gas pedal, if there are memories of how a serviceable PowerPulse system should work.
Six times, Volvo engineers have upgraded the system’s tubing, while some specialist organizations offer the installation of stronger hydraulic hoses to replace the original problematic tubing.
G timing belt
As has always been the case with Volvo engines, the timing is connected by a timing belt. The same belt is used to transmit power to the fuel injector and pump. There is not only a tensioner in the control mechanism, but also a couple of devices that ensure that the timing belt has the best possible grip on the fuel injector pulley.
The timing belt should be changed every 120,000 kilometers. A complete original timing belt kit (31359938 or 31401542) with pump will cost about $300.
The belt drives a pair of camshafts with a single pulley bolted to the exhaust camshaft. On the opposite side of the cylinder head, the two camshafts are connected by gears.
Belt replacement is performed after removing the right engine mount and does not require special tools.
Note that cases of timing belt breakage are known. They occur due to over mileage. Yes, it happens that these engines with a mileage of just over 120,000 km arrange a battle of pistons and valves.
Cylinder Block
As already mentioned, aluminum alloy is used to make the cylinder block. Inside the block there are cast iron liners with thin walls, which are not subjected to special treatment on the outside. The only thing is that there is a special treatment on the back of the liners to ensure better adhesion with the aluminum alloy during the casting of the block.
Despite the negative opinions that “aluminum diesel engine is short-lived and poor quality”, Volvo engines run over 500,000 km with no problems. There is no cause for concern.
Cases of block and cylinder-head failure were infrequent in the early years of production, but this was only due to overheating of the engines. This engine is available for purchase with both original piston rings (31375376) and rings from Mahle.
Crankshaft
The balance shaft assembly located under the crankshaft utilizes a helical gear system for high reliability. As for the oil pump, it is driven by a separate chain (31401680) and does not cause any problems, even on high-mileage engines, including those with half a million kilometers. It is also worth noting that for this engine it is recommended to use oil with viscosity 0W-20 and special Volvo approval – VCC RBS0-2AE. Moreover, for connecting rod (31401258) and main (31316591) liners are available not only standard, but also first repair sizes, which is a rarity for modern engines.
Total
Compact biturbo cars Volvo have incredible reliability and are not prone to serious breakdowns. Reviews about them are very positive. Thus, you can fully rely on these mechanisms. The only thing that is required is maintenance in specialized service centers that know these engines well. Regarding consumables, you can easily find them in a large assortment from various manufacturers. However, some things, such as the turbine remanufacturing kit, are only available in the original.