Five-cylinder power units have been Volvo’s signature product for 20 years. Earlier we have already talked about the atmospheric engine with a volume of 2.5 liters, and also told about a very rare in our land turbocharged engine with a volume of 2.0 liters. Today’s motor was removed from a 2007 Ford Focus ST. If someone has forgotten, earlier Volvo company was a part of Ford concern. It is not surprising that Americans liked this excellent engine, with a capacity of 200-225 “horses”. Ford put it on Mondeo IV, Kuga and S-Mah cars. On the engine you can see the inscription “Duratec ST”, but it should be understood that the atmospheric “Duratec” here and did not smell, in catalogs the internal combustion engine has markings: HYDA, HYWA and HUBA.
Volvo put this engine on all its cars, where it goes under the following indices: B5254T3, T6-T11. And here the power unit with marking T5 was put on the cars developed on the basis of Focus, here include: C30, C70, S40 and V50. In addition, they were put on V70 and S80.
Connoisseurs of Volvo cars may well remember the initial specifications of this engine, which saw the light of day in 1997 and was equipped with a mechanical throttle, but had no phase shifters.
B5254T2 is the standard engine on the Volvo XC90 and one of the most popular engines on the S60, V70, S80. But B5254T5 with 250 horses can be seen only on the S60 T5.
The most forced variety of this turbocharged five-cylinder unit is B5254T4 with 300 hp, which was put on S60R and V70R.
But the company Ford called this version of the engine Duratec RS and put on the Focus RS. There is a more powerful variation of this engine, for 350 horses, which can be seen exclusively on the Focus RS500.
The first varieties of turbocharged five-cylinder engine with a volume of 2.5, differ from the more modern ones, which were put mainly on Ford cars. So, they are equipped with completely different “paddle” phase shifters, the place of installation of control solenoid valves has changed. In addition, a few changes have been introduced in the VKG system. So, the filter is now located on the cylinder block under the intake manifold. Also, the turbocharger was decided to combine with the exhaust manifold, and the intake manifold became plastic, previously was alloy.
Technical specifications of the Volvo B5254T3 2.5 turbo engine:
| Characteristics | Measurement |
|---|---|
| Exact volume | 2522 cm³ |
| Power system | injector |
| Engine power | 220 hp |
| Torque | 320 Nm |
| Cylinder block | aluminum R5 |
| Cylinder head | aluminum 20v |
| Cylinder diameter | 83 mm |
| Piston stroke | 93.2 mm |
| Compression ratio | 9.0 |
| Engine Features | DOHC |
| Hydrocompensators | no |
| Transmission timing | belt |
| Fasor regulator | Dual CVVT |
| Turbocharger | BorgWarner K04 |
| What oil to use | 5.8 liters 5W-30 |
| Fuel type | AI-95 |
| Ecological class | Euro 4 |
| Example service life | 280,000 km |
| Catalog engine weight | 180 kg |
Vehicles on which the engine B5254T3 2.5 liter was installed:
| Model | Years of manufacture |
|---|---|
| Volvo C30 I (533) | 2006 – 2008 |
| Volvo C70 II (542) | 2005 – 2007 |
| Volvo S40 II (544) | 2004 – 2007 |
| Volvo V50 I (545) | 2004 – 2007 |
What is the reliability of the engine 2.5 Turbo?
In principle – everything is very good, it is a high-quality and unpretentious engine, and on all versions. But again, the main guarantee of a long life of the engine is its timely and qualitative service. Even “chipped” versions up to 300 horses, working under constant load because of sporty driving style, work perfectly.
But if a car with the motor under consideration today falls into the hands of a driver saving on service, then problems begin. In our case, there was just such a motorist, who drove the internal combustion engine to the wedge.
Attachment belt break
The cover is made of ordinary plastic, but it is quite a common solution, most modern units also come with a plastic cover. It is possible to encounter a situation where a broken belt is pulled under the cover. After that it is easy to jump the timing belt, and this is fraught with the impact of the piston on the valves.
Radiator cleaning
At least once every couple of years, on a car with a 2.5 Turbo internal combustion engine, you will have to clean the radiators. The problem is that the intercooler, transmission radiator and the main radiator are very tightly packed, but this does not prevent debris from building up in the cracks. If it is not cleaned out in time – you can overheat the engine.
Turbocharger
Prerestyling power units have a Mitsubishi TD04 turbocharger, which is installed on the exhaust manifold. But more modern units have a turbocharger KKK (BorgWagner), which is a common part with the manifold. In the vast majority of motor varieties there is a turbine K04, and on engines with a capacity of 300 horses – K16.
Very often motorists may face the need to replace the exhaust manifold gasket, as it begins to blow gases.
But in general, all motors have good compressors, which withstand 250-300 thousand without any problems. Even in chipped versions with aggressive driving, the turbine will live 100 thousand.
If you notice that the motor has lost traction, almost certainly the fault lies on the solenoid valve, which controls the actuator of the bypass flap. A much rarer problem is the opposite – overinflating. That is, the engine starts perfectly, but during acceleration there are kicks or simply loss of thrust. Here also the solenoid valve will be the extreme.
Jets
The turbocharged motor under consideration today has distributed injection. In general, injectors do not cause much headache, but exclusively in preventive measures, it will not be superfluous every 200 thousand mileage to clean them. From time to time, you can meet a problem with Ford cars, when the efficiency of the fuel pump drops noticeably, which translates into the appearance of stalling when gaining speed.
Ignition coils
Coils are quite capable of working for many years and problems appear only after serious wear, which may well “kill” the coils. This can be recognized by ignition skip errors. In addition, there is one characteristic Volvo motors “disease”: destruction of protective sleeves of wires going to the coils, after which the braiding begins to fall apart. At the moment – this is not the most common problem, because most cars will be newer than the old 2.4 Turbo. But if, when replacing the plugs, you notice the appearance of corpse from the wire sleeves – it is worth paying attention to this, and, perhaps, replace them.
The VKG system
If you have a 2.5 Turbo engine, then eventually you will have to deal with the VKG system. Why? Now we will tell you. The Volvo gasoline engine has an oil separator tank under the intake manifold, in which oil vapors are separated from the gases, and then the oil goes into the block. If the tank and drain tube become clogged, oil will start to pressurize the oil seals and the motor itself will start to waste oil through the intake. It is not difficult to check the ECG for proper operation:
- Start the car and leave it running.
- Unscrew the oil filler plug, but do not remove it.
- If you see the plug bouncing around, it’s a sign of depressurization.
The problem is solved by replacing the lower and upper tubes.
Many experienced motorists remove the cap and pull an ordinary medical glove over the neck. If it inflates – there are problems with the VKG passability.
But on the updated engines 2.5 Turbo, a diaphragm valve is installed in the VKG. And everything would be all right, but the diaphragm does not withstand long operation, maximum 5 years, after which it becomes unusable. This is accompanied by the following symptoms: the plug is sucked to the neck, as well as the dipstick. In addition, there is a slight whistling sound, with this sound air is sucked into the inlet. If the plug is removed or the dipstick is taken out, the sound disappears.
Even during the operation of the car can be faced with an error P2187 – this indicates a too poor fuel-air mixture, which is formed by the ingress of unaccounted air.
Memrana is easily changed and sold separately, and in this case you can safely buy a non-original part, because the original simply does not exist.
But if on the updated Volvo 2.5 Turbo engine clogged oil separator, then here you will have to shell out for the original part, which costs about 300 dollars.
Phase shifter clutches
The service life of the phase shifter clutches directly depends on the oil and its level. So, if you buy high-quality lubricating fluid and fill it after 10 thousand mileage, the couplings will last 200 thousand and more. But if you save on the quality of oil and change it not so often – the clutches will not withstand even 100 thousand. It is easy to understand about the appeared wear by crackling after starting the power unit.
But this is not all problems of clutches. It is possible to face the following malfunction: oil seals can cut grooves in the clutch body, through which oil will run away. The couplings start to sweat profusely and get covered with dust, there is also a chance that oil will get on the timing belt. Notice any wear when replacing the camshaft oil seals? Be prepared to buy new clutches. Original spare parts will cost a considerable sum, about 500 dollars. But the problem can be solved by selecting thicker oil seals, but this is all artisanal repair.
Practice shows that depletion occurs when driving for a long time with underfilling of oil.
Camshaft oil seals
Here, too, not everything is not as good as it could be. The problem is that Volvo motors abundantly and often begin to leak oil through the oil seals of the crankshaft and camshaft. Of course, sometimes external factors can affect this, but periodically the oil seals start leaking oil for no reason. So they should be carefully inspected and immediately replaced at the slightest leak. Do not start the problem, because oil can easily get on the timing belt, and this provokes its jumping.
It is not difficult to check the timing belt and clutches, it is enough to dismantle the upper part of the casing. Also it will not be superfluous to replace all parts of the cover, if they got oil on them and deformed. Otherwise, you may encounter the timing belt breakage, because the cover was bent to such an extent that it began to touch the belt.
Cylinder block
The block is made of aluminum, with cast iron liners and an open cooling jacket. Part of the motorists faced the formation of cracks in the third cylinder. It is generally believed that their appearance is caused by overheating or driving with low-quality fuel. The problem is solved by replacing the block or rebushing.