Volvo brand cars have always been considered reliable and safe. The Swedish concern is constantly developing, introducing innovative developments. Already in the distant 1990, the production of modular gasoline power units with the number of cylinders from 4 to 6 was organized at the plant’s facilities. By 2001, the company produced the first own motor with an aluminum cylinder block.
Presumably, a German-made 5-cylinder engine with a displacement of 2.5 liters was used as a sample. Volvo used Audi and VW powertrains in the late 1990s and early 2000s. Motors with TDI index were installed on passenger cars and commercial vehicles.
Power units D5 of own production began to be installed on Volvo cars since 2001. Motors of the D5244T family were produced in several variants. The youngest of them had the marking 2.4 D, had an output of 136 horsepower. The D5 engine developed 163 horsepower.
By their technical characteristics, the engines do not differ much. In total, the car company has released 23 varieties of the D5244T motor. Five-cylinder motors differed in power. The most productive engine developed 230 horsepower. The production of units of this series has been stopped relatively recently – since 2006.
Diesel engines for Volvo from the beginning of production were equipped with a Common Rail fuel system. The equipment of the second generation was supplied by Bosch. Also the motor was equipped with one turbine with variable geometry. The maximum power of the diesel engine reached 200 horsepower with a torque of 420 Nm.
The first modification of the motor, which received indexes T and T2, turned out to be the most qualitative and reliable. The unit was developed under the environmental standard Euro-3. There are no flaps of intake and exhaust manifolds, particulate filter. The developers used the simplest EGR valve, which works without failures and complaints.
Vacuum turbine actuator does not use electronic drive. Accordingly, there are no problems with gears, which for other engines are made of plastic. In total, the electronic components in engines of this type are significantly less. An additional plus is the absence of “prescription” when replacing injectors. But the next generation of D5 engines became much more complicated, since it was developed under the requirements of Euro-4.
Technical characteristics.
| Characteristics | Parameter |
|---|---|
| Exact volume | 2401 cm³ |
| Power system | Common Rail |
| Engine power | 163 hp |
| Torque | 340 Nm |
| Cylinder block | Aluminum R5 |
| Cylinder head | Aluminum 20v |
| Cylinder diameter | 81 mm |
| Piston stroke | 93.2 mm |
| Compression ratio | 18 |
| Engine Features | DOHC |
| Hydrocompensators | Yes |
| Transmission timing | Belt |
| Fasoregulator | No |
| Turbocharger | VGT |
| Oil | 6.5 liters 0W-30 |
| Fuel type | Diesel |
| Environmental class | Euro 3 |
| Example service life | 400,000 km |
Vacuum and electronic actuator turbines for Volvo D5
Since the production of the first diesel engine D5 and until May 2006, the engine was equipped with a turbine with variable geometry. The reliability of the unit was not in doubt. The main problems were related to jamming of blades.
Since the middle of 2006, the automaker began to use a turbine with an electronic actuator. Channels with antifreeze and oil were used to cool the cartridge. The main problems were caused to the owners by the pipes leading to the intercooler. With intensive use, these nodes ceased to withstand high pressure. One of the options is to replace the element with a silicone analog.
On the Volvo D5 engine under Euro-3 (D5244T and D5244T2) turbines with vacuum geometry control are used.
EGR valve malfunctions
Euro-3 compliant D5 powertrains are equipped with flapperless EGR valves. Engines produced under the Euro-4 standard have a more complex design. The motor includes an electrically actuated flap. Plastic gears, available in the valve, periodically fail when the flap jams. Such a situation is fixed due to a large amount of soot and carbon deposits.
Problems in the operation of the intake manifold
The absence of swirl flaps is one of the advantages of D5 motors of the first modifications. Since 2006, these elements have been included in the D5244T power units. Accordingly, the number of calls to service centers due to jamming of the flaps has increased. The main problem is a decrease in engine thrust, lack of quick response to the gas pedal. Excessive soot formation prevents the quality work of the flaps. Gradually the seating holes for the joints of the servo drive are broken. The efficiency of the internal combustion engine drops.
Another unpleasantness associated with the flaps is the seepage of oil and exhaust gases into the holes. Some owners encounter shearing of the servo drive gears. The flaps can break off and fragments can get into the engine. Such repairs will cost a lot.
Special features of Bosch injectors
Volvo power units with the index D5 are equipped with injectors, on which their class is indicated. For Euro-3 engines, Bosch injectors are used. The class of products indicates their performance, injection parameters and other characteristics. Most often you can find injectors of 1-3 classes, less often of the 4th class. This parameter is indicated separately on each element or is included in the marking of the node.
When replacing nozzles with new or used ones, it is necessary to pay attention to this parameter. All injectors must have the same class. In this case, it is obligatory to prescribe the elements using a special scanner. Fourth class injectors are installed without prescription.
Power units installed on Volvo cars since 2006 also support replacement of injectors. IMA codes must also be prescribed. These parameters contain individual characteristics of each unit. The reliability of injectors is rather modest. It is best to annually check their performance in a service center.
Problems with the fuel pressure regulator
Situations associated with poor starting of the power unit, can be caused by various reasons. The main one is a breakdown of the fuel pressure regulator. This module is installed on the fuel ramp. Its replacement allows you to solve the issue. The same breakdown is fixed if the motor stalls at low speeds.
Failures of hydrocompensators
Saving money on timely oil changes is a big problem for Volvo engines. When the mileage of the vehicle exceeds 300 thousand kilometers, the use of low-quality oil, its untimely replacement, hydrocompensators fail. The owner of the car hears ringing knocks at the stage of warming up the engine. Extraneous noises are heard near the air filter. In parallel, the power of the motor drops.
If you do not pay attention to the knocks, the rocker may come off the hydrocompensator. The consequence of such a failure is the lack of valve opening. If the rocker falls under the cylinder cam, the seat in the cylinder head is broken. Expensive repairs cannot be avoided.
Problems with the cylinder head gasket
Specialists of service centers sometimes encounter situations in which the cylinder head is punctured on D5 engines. Exhaust gases enter the cooling system of the engine. If the engine is shut off, antifreeze can get into the cylinders. This problem can be corrected at a service center.
Disadvantages of the attachment drive
Since the beginning of 2007, the D5244T power units have undergone another change and refinement. The developer has provided 3 belts for the drive of attachments. Due to the peculiarities of the design, the work of the generator and idler drive is inefficient. Most often the bearing installed in the roller fails, the element skewing and belt flying off is fixed.
Often recorded situations in which the belt falls under the drive cover, falls between the pulley and the timing belt, resulting in a blow of the valves against the pistons. For engines manufactured between 2007 and 2010, such a problem is characteristic. The manufacturer has made a recall of vehicles of these years of production and free replacement of the pulley and belt. Otherwise, the design of D5244T engines is characterized as reliable and successful.