Volvo D5 For Sale

Volvo D5 engine From Wikipedia, the free encyclopedia Jump to: navigation, search This article does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (December 2009) The Volvo D5 is a type of turbocharged diesel engine developed by Volvo Car Corporation for use in its passenger cars. It is an all aluminium five-cylinder engine with 20 valves and double overhead camshafts. In all but one late version it has a VGT turbocharger of the type VNT (Variable Nozzle Turbine), common rail direct injection and cooled exhaust gas recirculation. There are three generations of D5 engines. The first generation was introduced in 2001; the second generation was introduced in 2005 and the third was introduced in 2009. The second generation got a slight reduction in stroke and has a reduced compression ratio, a water-cooled VNT turbocharger with a bigger compressor and an electric servo motor to adjust the vanes, an improved EGR system, a throttle valve, revised intake and exhaust ports and a newer generation of common-rail direct injection with improved injectors. The third generation got a further reduction in compression ratio, a two stage turbo system (D5244T10), an improved EGR system, revised intake and exhaust ports and a newer generation of common-rail direct injection with higher pressure and piezoelectric injectors. Volvo has a special version of the D5 for use in the C30, S40, V50 and C70 models that produces 180 hp and 400 Nm of torque (reduced to 350 Nm with automatic transmission). The engine compartments of these cars are smaller so among other things the engine has a different air intake system, different exhaust system, smaller charge air cooler and a smaller radiator. The D5244T is also offered as a marine engine by Volvo Penta under the name D3. The marinised engine is in large parts identical to D52244T. This includes crankshaft, pistons, camshafts, valves, cylinder block, cylinder head, turbo, injectors and the high pressure pump. The D3 ECU has a modified software, which e.g. gives a modified torque suited for marine applications and has a simplified starting sequence. The hardware differences between D5244T and D3 are: a water cooled inter-cooler, a water cooled exhaust manifold, a heavier monolithic crankwheel, a seawater-pump and a heat exchanger. The output is 110 hp (82 kW) at 3,000 rpm, 130 hp, 160 hp, 190 hp, 220 hp (160 kW) at 4,000 rpm and it is coupled to a duoprop I/O system. D5244T D5244T2 D5244T4 D5244T5 D5244T7 D5244T8 D5244T13 D5244T18 D5244T10 D5244T14 D5244T16 Max power 163 PS (120 kW) /4,000 rpm 130 PS (96 kW) /4,000 rpm 185 PS (136 kW) /4,000 rpm 163 PS (120 kW) /4,000 rpm 126 PS (93 kW) /4,000 rpm 180 PS (130 kW) /4,000 rpm 180 PS (130 kW) /4,000 rpm 200 PS (150 kW) /3,900 rpm 205 PS (151 kW) /4,000 rpm 175 PS (129 kW) /3,000-4,000 rpm 163 PS (120 kW) /4,000 rpm Max torque 340 N·m (251 lb·ft) /1,750-2,750 rpm 280 N·m (207 lb·ft) /1,750-3,000 rpm 400 N·m (295 lb·ft) /2,000-2,750 rpm 340 N·m (251 lb·ft) /1,750-2,250 rpm 300 N·m (221 lb·ft) /1,750-2,750 rpm 350 N·m (258 lb·ft) /1,750-3,250 rpm 400 N·m (295 lb·ft) /2,000-2,750 rpm 420 N·m (310 lb·ft) /1,900-2,800 rpm 420 N·m (310 lb·ft) /1,500-3,250 rpm 420 N·m (310 lb·ft) /1,500-2,750 rpm 420 N·m (310 lb·ft) /1,500-2,500 rpm Max engine speed 4,600 rpm 4,600 rpm 5,000 rpm 5,000 rpm 5,000 rpm 5,000 rpm 5,000 rpm 5,000 rpm 5,200 rpm 5,000 rpm 5,000 rpm Bore 81 mm (3.19 inches) Stroke 93.2 mm (3.67 inches) 93.15 mm (3.667 inches) Cylinder capacity 2401 cc 2400 cc Compression ratio 18:1 17.3:1 16.5:1 Charging system VNT Two stage turbo VNT Two stage turbo Common rail Second generation (1600 bar) Third generation (1800 bar) D5204T2 D5204T5 D5204T Max power 163 PS (120 kW) /2,900 rpm 150 PS (110 kW) /3,500 rpm 177 PS (130 kW) /3,500 rpm Max torque 400 N·m (295 lb·ft) /1,400-2,850 rpm 350 N·m (258 lb·ft) /1,500-2,750 rpm 400 N·m (295 lb·ft) /1,750-2,750 rpm Max engine speed 4,400 rpm 5,000 rpm 5,000 rpm Bore 81 mm (3.19 inches) Stroke 77 mm (3.03 inches) Cylinder capacity 1984 cc Compression ratio 16.5:1 Charging system VNT Common rail Third generation (1800 bar) || || The Volvo Owners Club For All Volvo Enthusiasts FOR ALL MODELS OF VOLVO CAR • FOR ALL AGES OF VOLVO CAR VOLVO S60 D5 ROAD TEST JOIN VOC Homepage About Us Car Information Car Insurance Magazine Members Pages Parts and Services Web Site Search OTHER PAGES Volvo MotorSport Caravan and Camping Towing Tips Tow Bar Electrics Club Information Activities Contact Us Merchandise News Rallies Regional Sections Forums Forum Introduction Go To Forum Sales and Wants Gallery High Mileage Club FAQ Official Volvo Register Unofficial Listings History of Volvo Links Directory Miniature Models Safer Driving Tips Technical Technical Newsletter Volvo Press Information Volvo Wallpaper Site Map Volvo S60 D5 S February 2003 I complained loud and long about the two-litre petrol turbo version of the S60 we tested last year, but I was a lot happier with the latest addition to the range, fitted with Volvo's very impressive D5 turbo diesel engine. D5, also available in the V70 and S80, is an impressive unit. Based on the same block as the 2.4-litre petrol engine, it's considerably lighter than the bought-in diesels Volvo was using until recently. Second-generation Bosch common rail fuel injection produces very high fuel pressures which greatly help the combustion process, the variable nozzle turbine aids low-speed boost to help reduce lag, and, in a first for any diesel, there's an electronically controlled (and therefore more accurate) exhaust gas recirculation system All this is fine in itself, but it wouldn't make the car any more appealing if it was unpleasant to drive. In fact, it's terrific to drive. Noise levels are quite acceptable, and the five-cylinder thrum is positively sporty when you start pushing on a bit. The maximum power figure of 163bhp indicates strong performance for a diesel, though admittedly not in the same league as some German units with capacities similar to the 2.4 litres of the Volvo Actually, it takes a while to realise the car's performance potential, thanks to the Volvo habit of providing very long throttle pedal travel in which nothing of any great interest happens for the first couple of inches or so. This helps you to be smooth when you're driving slowly, but it also means you have to push your right foot a long way down before you start accelerating. Too Much Servo As was pointed out in our test of the petrol S60, this does not sit well with the fact that the brakes and steering both receive a great deal of servo assistance. It takes only a tiny amount of excess pressure on the middle pedal to stand the car on its radiator grille, as alarmed onlookers during my first day or so behind the wheel will be happy to confirm. In the same way, it's very easy to jerk the car into corners even with the lightest twitch of the fingers. I got this sorted out eventually, but the steering was always reminiscent of an arcade game; you seem to be aiming the car according to what you can see rather than what you can feel. Still, the car tackles corners well enough, and thanks to a healthy dose of mid-range power it can make short work of the straights in between them, too. But the best news about the D5 is the fact that it combines this sort of performance with remarkable fuel economy. Now, let me tell you, I did not in any way try to drive this car in a diesel-sparing manner. There were enthusiastic country drives, and on one occasion there was a dismal period caught in the gridlocked streets of a city whose major bridges had been closed owing to the recent high winds. This was during the sadly misnamed "rush hour", so you can imagine what it was like. Anyway, the point is that if I had been involved in an S60 D5 economy competition I would have been propping up the bottom of the results sheet. It may have been possible to spend a week driving this car more wastefully, but I'm not sure how. All of which made me wonder if there was something wrong with the fuel gauge, which for a long time showed no inclination to go anywhere near the halfway mark. When the warning light finally came on I had travelled well over 500 miles, and I'm sure you could squeeze 600 out of a tankful if you tried hard enough. Good Combination Well, of course, what this means first of all is that the car has quite a big tank. But it's not that big, and the official figures confirm that the D5 combines performance and economy in a way that should make other diesel manufacturers pay close attention. As to the rest, I'm still not a huge fan of the S60 shape, though it definitely looks better in light colours (such as the silver of the test car) than in dark ones. The interior is comfortable without being particularly interesting to look at, though I for one don't want to travel far in the rear seat, as there really isn't a lot of room for tall passengers back there. Luggage space, on the other hand, is considerable. And, as with Volvos through the ages, you do get that wonderfully secure feeling that you are driving something which has been carved from a solid lump of Volvoness. The company expects that by the end of this year one fifth of S60 buyers will have chosen the D5. I think they will be the wise ones. Price: £20,750 Capacity: 2401cc Power: 163bhp 0-62mph: 9.5 seconds Maximum speed: 130mph Economy: 54.3mpg extra urban, 43.5mpg combined CO2 emissions: 171g/km Insurance: Group 14 Volvo figures. Second Opinion: One annoying thing about this car is that the economy and emissions figures issued at the press launch last July were better than the ones issued for 2002 model year versions - by quite some way. Volvo admits that the engine specification was changed during the interim period, with a "revised turbocharger, engine management system, and new airflow sensor". But, unless there was also some kind of mix-up in the conversion from metric to Imperial measurements, it would seem to be an example of Hutber's Law: improvement means deterioration. This isn't to say that the 2002 car is a disappointment. It's a splendid long-striding machine, with very strong mid-range acceleration and impressively fruity sound effects. I don't think the S80-type rear-end styling goes with the silhouette of the sportier S60. If you look at the car head-on, though, you realise how four-square it sits on the road. Quality-built, too. Copyright PDR Online Home | Legal | Contact Us | Members | Join VOC | Search | Site Map Volvo Owners Club Limited® 1962-2010 || ||