Volvo B5234T3 engine
The famous 2,3-liter engine from Volvo. The compression ratio of the unit is 8,5 units. The motor is equipped with a turbine and an intercooler, its output power is 184 liters. With. Installed on Volvo S70, V70, S60, C70.
Description B5234T3
Motor B5234T3
Until 1999, the engine control system was Bosch Motronic 4.4, then they began to install Bosch ME7. The valve system was also upgraded at this time. The B5234T3 is one of the best in the Volvo C70 engine range. Fuel consumption does not exceed 7,3 liters per 100 kilometers.
| B5204T5 | B5234T3 | B5244T2 | B5244T3 | |
|---|---|---|---|---|
| Developed power (kW at rpm) | 132/5280 | 184/5220 | 195/5700 | 147/6000 |
| Maximum torque (Nm at rpm) | 240/2220-5280 | 330/2520-5220 | 350/2400-5100 | 285/1800-4980 |
| Maximum speed (rpm) | 6200 | 6200 | 6200 | 6200 |
| Idle speed (rpm) | 670 | 670 | 670 | 670 |
| Number of cylinders | 5 | 5 | 5 | 5 |
| Inner diameter (mm) | 81 | 81 | 83 | 83 |
| Stroke (mm) | 77 | 90 | 90 | 90 |
| Cylinder displacement (l) | 1984 | 2319 | 2435 | 2435 |
| Operating procedure | 1-2-4-5-3 | 1-2-4-5-3 | 1-2-4-5-3 | 1-2-4-5-3 |
| Compression ratio | 9,5:1 | 8,5:1 | 8,5:1 | 9,0:1 |
| Total weight including oil (kg) | about 177 | about 177 | about 177 | about 177 |
| Engine displacement, cc | 2319 |
| Maximum power, hp | 250 |
| Maximum torque, N * m (kg * m) at rpm. | 330(34)/4500, 330(34)/5200 |
| Fuel used | Gasoline AI-91, Gasoline AI-95 |
| Fuel consumption, l / 100 km | 27.01.1900 |
| engine's type | Inline, 5-cylinder |
| CO2 emission in g / km | 222 – 240 |
| Number of valves per cylinder | 4 |
| Maximum power, h.p. (kW) at rpm | 250 (184) to 5200 |
| Supercharger | Turbine |
| Compression ratio | 8,5 |
| Cylinder diameter, mm | 81,000-81,010 |
| Piston size, mm measured 42 mm from the top of the piston | 80,980-80,990 |
| Clearance between the ring and the selection in the piston | 0,030-0,070 mm (upper and lower compression ring), 0,038-0,142 mm (oil scraper ring assembly) |
| Compression ring size | 1 200 -0,010/-0,030 mm (top), 1 500 -0,010/-0,030 mm (bottom) |
| Size, three-piece oil ring | 1 ± 510 mm (spring), 0,020 ± 0,460 mm (guide) |
| Valve disc diameter | 31,00 ± 0,15 mm (inlet), 27,00 ± 0,15 mm (outlet) |
| Valve stem diameter | 6,970 +0/-0,015mm (early intake), 5,970 +0/-0,015mm (late intake) |
| Full valve length | 102,00 ± 0,07 mm (inlet), 101,05 ± 0,07 mm (outlet) |
Malfunctions
Often this engine may require valve repair. To carry out the procedure, you will have to remove the cover, but this is a little difficult to do. Especially if the motor is old years of manufacture. In this case, you will need to use improvised tools. In addition to the bolts, the sealant holds the lid, which dries almost tightly in a few years. Using a knife and a screwdriver, you can remove the cover.
Engine repair B5234T3-2
The second part of the problem is related to the timing belt. If traces of oil are found on it, a replacement is required. In some cases, you have to remove the cylinder head. This is much easier to do than a valve cover. It is enough just to dismantle the turbine and the pipes suitable for it.
| Vadya | There was a big misfortune... I didn’t have a big budget for repairs ... ((My own question is - to look for a contract engine or still make some extra money and capital ??? how big is the difference - I haven’t compared yet ... I figured so far only that in Poland these engines are empty cost about 600 Presidents... |
| Yuri Leonidovich Boroda | Philosophical question. First you need to open your engine so that the estimate is clear. Again, how to do ... what spare parts ... Not the fact that the contract will be good. The engine can lie in storage for a long time, corrosion will appear, rings may be stuck. |
| Father | If the budget is limited, then it is better to take a contract. Repair is profitable if you have access to spare parts and you will do it yourself. |
| Vadya | in general, all the same, it’s probably better to fix it first anyway - all of a sudden it will cost a little blood .... Moreover, I’m not an expert on how the engine breaks down ... but a metallic clang comes from the engine, and when it stopped and opened the hood, the dipstick was pushed out with oil ... |
| Alex | There are several possible reasons: 1. The KV RV oil seals have dried out 2. The crankcase ventilation is clogged |
| Semyon STO | If there is a metallic clang, then it is necessary to watch, listen. Maybe the clutches of the generator, the compressor flew. Timing belt rollers, aggregate. You would have gone to the diagnostics at the beginning, to the minder. Well, or take him to the car. As I understand it, you did NOT measure the oil pressure, did NOT measure the compression? |
| Georges | Definitely, you need to see what exactly is wrong. without an autopsy, one can only speculate. connecting rod / main. happens piston fingers breaks. Bottom line, you have to open it. |
| Vadya | I cleaned the crankcase ventilation literally 3 days before the breakdown. My pressure sometimes blinked at idle, maybe the oil pump broke ... In general, today I came to the conclusion - first do troubleshooting and estimate how much the capital will cost. With a contract engine, too, not everything is so simple. To go to Minsk for a motor - almost 100 presidents are added. Plus, throw the movement - 200-250, replacing the timing and rollers (it is not known when what changed) + 100 with work, candles, oil, filters. The result - to transfer the contract - about 1300- |
| Alex | Well, apparently cleaned the tank and hoses? And the channel in the crankcase, which one goes into the sump? And the small fitting and hose that comes from the tee (crankcase gas heating)? |
| Vadya | I don’t know this ... (((I brought it to the service and said to clean the entire crankcase ventilation system, but whether they got there or not, I didn’t find out out of ignorance ... and it couldn’t have broken any piece of iron inside because of the ventilation ... |
| Alex | There is no break, but the dipstick throws crankcase gases out of the tube. You have to look for a knock, a rattle, a clang, you can’t do it yourself, you need to go to the specialists. Thankfully you have a lot of them. |
| Vadya | Yes, I came to such an opinion that if after troubleshooting they say - capital, then it is easier and faster to transfer the movement. In the meantime, I will be in the dark for another two days until my turn comes to the specialist ... .. |
| Andrei | Well then, keep in mind that the indigenous ones are only the original (you need 6 necks per set. From 6 sets you can’t assemble all 6 necks. As a rule, you have to buy 8 sets) connecting rods are glitchy. head: the gap is selected by the selection of pushers. stupidly changing the Moscow time on the whole head may not work. |
| Vadya | so the main liners told me they don’t change just like that, if they cranked them too, then do I need to buy a different block? They opened the pan today - cranked the connecting rod bearings, the masters say - most likely cranked the main ones too ... the machine ate oil - and this is a 100% head repair .... only at work they counted me about 10-11 lyams ... spare parts will probably cost 500 dollars + look for a new block, if necessary ... the amount of one and a half mower rolls up .... so I will put a contract. |
| Vadim Serov | I advise you, while the motor is not installed, change the seals, which you can get to without disassembling the motor. In particular, the epiploon to / in. Contract motors tend to shed a tear due to dry seals. |
| Vadya | They offered to put the engine from the XC 70 2,4 - they say that the same as mine, but a little larger volume. the torque seems to be a little more ... but will everything fit and will it withstand the movement designed for 200 hp? power of 250 hp ? |
| Alex 1 | 2,4l mine 260 hp, but 2,3l - 250 hp |
| Martyr | 200, my engine ... is chipping quietly up to 235 hp. / 380 Nm so I think it will withstand in any case, I think if you take 2,4, then you need to take a block of brains too, or ask the Jager if the firmware from 2,4 will be poured into your brains, and then look for a donor for the firmware |
| Vadya | you don’t need to chip anything ... everything is mine from T5 ... the maximum is to change the injectors if they are not the same ... only a column is taken from the 2,4 engine, the rest is all mine ... and at 100 cm3 I think that my brains themselves will correct the fuel-air mixture map ... 2,4 with a T5 engine has been coming since 2004, this engine is offered from the XC 70 of 2002 - there are 200 hp. |
| Alex 1 | An interesting range of 2,4 liter engines. I looked at the manual 2000-2004, there B5244S-170 hp, B5244S2-140 hp, B5244SG-140 hp, B5244SG2-140 hp, G-gas (compressed natural gas) and (liquefied petroleum gas), and three more diesel engines D5244T-163 hp , D5244T2-130 hp, D5244T3-116 hp VIDA shows B5244T2-260 hp, B5244T3-200 hp |
| Vadya | I changed the engine to the same one, without experiments !!! The total amount is 1200 USD. This amount included - the purchase of an engine, the purchase of a throttle valve (mine was already with glitches), the purchase and replacement of a turbine (mine already had such a backlash that it was time to throw it away), replacement of all oil seals KV and RV, all sorts of gaskets, new oil, filter . Well, plus work .... Yes, the throttle came up without filling in new software |
