Volvo B5244S engine
Content
2,4-liter power unit with a compression ratio of 10,3 units. Naturally aspirated, the market was offered in two versions: with a capacity of 144 liters. With. and 170 l. With. In 2000, the engine underwent modernization - in particular, the intake was redone. Installed B5244S on Volvo S70, V70, S60 and others.
Engine description
Under the code designation S, Volvo produces only naturally aspirated naturally aspirated engines. These include the 2,4-liter power unit B5244S. This is a five-cylinder engine, each cylinder has 4 valves. Like all other well-known engines, this installation can be called original and reliable. The successful combination of aluminum BC and cylinder head, forged connecting rods and a two-camshaft system has long glorified the Swedish concern. Unfortunately, at one time he experienced difficulties, had to give up some market share, but now things are getting better.
Volvo began to create its modular engines back in the 70s of the last century. However, the first serial engine saw the light only in 1990, when it was put under the hood of the Volvo 960. The first 5-cylinder engine was called the B5254F - it was an injection version with a VIS intake manifold. By the way, the B5244S we are describing adopted a lot from him. The new variable intake system noticeably improved the torque characteristics of the naturally aspirated power unit.
It is noteworthy that such a variable length intake manifold can only be found on the company's 5-cylinder engines with a Bosch control system. After 1996, this technology was completely removed, replaced by VVT and others.
| Technical volume, cub. cm | 2435 |
| Power, hp from. | 140-170 |
| Torque | 220-230 Nm |
| Bore | 83 mm (3,3 in.) |
| Piston stroke | 90 mm (3,5 in.) |
| Compression ratio | 10,3: 1 units |
| Intake system | VVT (since 2000) |
| Number of cylinders | 5 |
| Number of valves | 20 |
| crankshaft bearings | 6 |
| Engine shape | Ryad |
| Fuel type | Superplus (98/99) unleaded |
| Combustible mixture supply | petrol injection |
| cylinder head | DOHC |
| Timing | Toothed belt |
| Cooling | water cooled |
| Speed at maximum power | 5000 1/min |
| Number of revolutions at maximum torque | 4000 1/min |
| Valve clearance - intake valve (cold engine) | 0,17 – 0,23mm |
| Valve clearance - exhaust valve (cold engine) | 0,37 – 0,43mm |
| Ignition order | 1-2-4-5-3 |
| Minimum engine oil pressure at idle | 1,00 bar |
| The thermostat opens at a temperature | 90° |
| Fuel pressure | 3,80 - 4,80 bar |
| CO content at idle | 0,00-0,50% |
| CO content at high idle | 0,00-0,30% |
| Execution of lambda probes | Broadband oxygen sensor |
| Current strength at reference speed | -0,0005 to +0,0005 Amps |
| Reference speed for lambda probe signal | 2500 – 3000 rpm |
Engine modifications
B5244S is the basic modification, and later 3 more well-known versions were released:
- B5244S2 - 2435 cc naturally aspirated power unit cm, developing 140 hp. With. power at 5700 rpm, with a VVT intake system;
- B5244S4 is an atmospheric engine that has already developed 170 hp. With. at 6000 rpm, installed on Volvo C30, C70 second generation and other cars;
- B5244S5 - atmospheric engine developing 140 hp. With. at 5000 rpm.
Maintenance schedule
Like any internal combustion engine, the B5244S needs timely maintenance.
- Every 15 thousand km, engine oil and filter should be changed.
- Update spark plugs at around 30 thousand km.
- Air filter - periodically clean, renew every 15 thousand km.
- Every 90 thousand km, change the timing belt and accessory belt.
It is important to understand that the use of low-grade fuel leads to an early failure of the spark plugs, a rapid clogging of the throttle valve, and as a result, a drop in the power of the unit. It is desirable to fill this engine with oil with a viscosity of 0W-30 Mobil 1 Fuel Economy or another well-known manufacturer.
Engine decarbonization
On old, used engines, it is useful to decoke the cylinders. This will help to completely eliminate detonation costs.
How is carbon removal performed:
- put the car on a level ground;
- warm up the engine to 90 degrees;
- set the pistons to the middle position;
- remove the spark plugs and pour the solution directly into the cylinders;
- leave for 12-13 hours to decoke, putting candles in place - this will prevent the resulting steam from escaping, and the soot will soften faster;
- after that, remove excess chemical fluid by first removing the spark plugs and covering the openings of the wells with a rag.
The solution is removed by simply turning on the starter, i.e., scrolling the crankshaft. For ten minutes, the engine should run at variable speed - you must not forget to install new spark plugs. You can drive 50 kilometers, and then be sure to change the oil and filter.
Difficulties that may arise:
- It will be difficult to set the pistons at the same level.
- Anti-coke cartridges common today are equipped with an overly thin hose through which it is extremely difficult to inject liquid into the cylinders.
As for the first difficulty, it is pointless to advise anything unambiguously, since experience and qualifications are needed. In the second case, it can be advised to find an ordinary medical dropper, the tube from which is ideal. It is necessary to connect the native hose and the dropper to each other thoroughly, using high-quality insulating tape.
Pallet cleaning
Proper cleaning of the pan will give the engine a new life. If you leave everything as it is, problems cannot be avoided. The fact is that after decoking, cleaning the pan is mandatory, because after draining the oil, all carbon deposits will remain on the walls of the tank. You can process the pallet with everything that is found in the garage - solvent, acetone, gasoline, kerosene. Soak overnight to get it washed out.
Difficulties arise here as well.
- The main difficulty during this procedure is the drain channel with a square section at the bottom of the pan. It is in the form of a hook, collects a lot of dirt and clogs the drain. This thick substance must be removed.
- When the pallet is opened, both o-rings cannot be saved, and over time they become tanned and need to be replaced. When reinstalling the cover, degrease the surfaces and apply a sealant such as Reinzoplast. This polyurethane composition can withstand not only high static loads, but also temperatures from -50 to 250 degrees Celsius. Silicone sealants must not be used!
Compression metering
After installing the pallet, you need to carry out the final compression measurement. It is advisable to immediately arm yourself with a quality device. For example, a flexible KM-04 with a thread costs only 600 rubles and does its job well.
The compression ratio should not differ from the factory settings. Simultaneously with these procedures, it is recommended to clean the throttle at the same time.
Video: compression test
What cars was installed on
The B5244S motor was installed on well-known Volvo and Renault Safran models. See the table below for more details.
| B5244S | 2000 Volvo S70; 2000 Volvo V70; 2001-2009 Volvo S60; 2001–2003 Volvo V70 II; 1999–2006 Volvo S80; 1996–1998 Renault Safrane |
| B5244S2 | 1999–2006 Volvo S80; 2000 Volvo S70; 2000 Volvo V70; 2001-2009 Volvo S60 |
| B5244S4 | 2004-2010 Volvo S40 II; 2004-2010 Volvo V50; 2007-2010 Volvo C30; 2006-2010 Volvo C70 II |
| B5244S5 | 2004-2010 Volvo S40 II; 2004-2010 Volvo V50; 2007-2010 Volvo C30; 2006-2010 Volvo C70 II |
| Borifan | The s60 arrived, the temperature on the tidy jumps from 50 to 120 degrees from errors: incorrect data from the temperature sensor. The car itself, when the temperature jumps on the go, it can stall. I changed the sensor to a known good one, nothing has changed. Wiring rang from the sensor to the brain all intact. Are your brains dead? And if anyone knows what should be the o.e voltage from the brain to the sensor, the screw with Mitchell was covered with nowhere to look. Or what else could be the reason? |
| Metronome | Usually the reference from the ECU to the sensors is +5 volts - where does 7 come from? Here, either the stub in the ECU is siphoning or there is a tip from the genes. |
| Unique | This happens when the digital mass does not contact |
| Borifan | you won’t be able to tell on which pin the digital mass is and in which area it is screwed to look at while there is nowhere |
| Vedis | Xenon is not standard by any chance, isn't it worth it? Turn off the air conditioning pressure sensor 7/8 - see how it behaves ... There was a case with Saab due to abnormal xenon .... the ignition unit touched the air conditioning pipe .... interference was created. |
| Borifan | rested on the brains, after turning on the ignition immediately on 1 pin 11v, yesterday it was 7v, after starting the engine on 1 pin 13 volts, you can see the stub died in the brain |
| Borifan | I forgot to unsubscribe, the problem was in the wire from the temperature sensor to the brain, the wire was rubbed and sewed to +12 through the oxide, I noticed it by accident. Anything happens in life |
| Sub | in which place? |
| Borifan | on the bend, at the bottom of the engine block. there in the harness + from the generator and the wires from the temperature sensor go together 20-30 centimeters down from the generator |
| Atas | What is the difference between the B5244S2 engine (140 hp) and the B5244S (170 hp). And in dogku. Is it possible to collect 140 out of 170? |
| Nicholas | the difference is in the injection system, the number of valves per cylinder, and there are little things. to collect one from the other is not promising and unreasonable. |
| Maximalist | What is the difference in the number of valves? |
| Little | And the decoding of the numbers in the engine model? 5(cylinders) 24(volume) 4(number of valves per cylinder). Total 5244 |
| Nicholas | Yes, I confused the campaign with 5252 |
| Crazyboy | Since we are talking about 60, everything is the same. And as for replacement, everything is elementary. the jerker is the same. Everything is decided by the firmware of the brain. Do it at OD. Better yet, Chipani BSR z.y. In general, the most correct choice, if you buy an aspirated engine, is to buy 140 horsepower, crank it up and have fun |
| Viper | Or until you buy a turbine |
| Ivan Bekineev | Why be surprised? Many manufacturers do this now. I literally know about the diesel engine on the new Aktion - there are two options of 140 and 170 forces for different prices, both of which are chipped up to 190 as an option from the salon, and about a two-liter bizinum on the Folz, one 170, the second 200, also no difference. I think because of taxes and a little more fuel economy such garbage. And the most important savings is the cost of the car due to customs. |
| Eugene | As far as I understand about the difference between the engines, the differences appear after 4000 rpm. Up to 4000, these are almost the same engines. |
| Wonder | But doesn’t valve timing appear in S2, unlike S? |
| Oleg Chief | Every time we read comparisons between 140hp and 170hp engines, we always forget one thing – the main pair. How does the main couple influence? Let's say we have two absolutely identical cars, but the main pair of the first is 5, and the second is 4. What will be the engine speed of these cars in second gear at the same speed? The same speed of cars (with the same wheels) means the same speed of rotation of the wheel (let's say 600 rpm). Then simply 600*2*5=6000 for the first car and 600*2*4=4800 for the second, with a reduced main pair. After all these calculations, we can draw the first conclusion: if the manufacturer wants the car not to require excessive engine revs and to have an increased maximum speed in each gear, then it is necessary to reduce the gear ratios and the main gear. Well, if a manufacturer wants to improve acceleration dynamics, then everything should be done the other way around. This principle applies to all types of gearboxes, be it manual, automatic, robot or CVT. Thus: Engine 170hp. – main pair 4.25 acceleration to 100 km/h 8.7 sec. Engine – 140hp – main pair 4 accelerates to 100 km/h in 10.2 seconds – while the maximum speed for both cars is the same 210 km/h. Conclusion: the engines are the same, only strangled with firmware up to 140 hp. – it is re-asked and you can raise it to 180 hp. – The ONLY DIFFERENCE is in the main pair and the engine firmware, but for some reason no one pays attention to this. |
| Little | Forgot to indicate that this is for the MCP. The main pair of automatic transmissions is the same 2,44. |
| Maestro | I have a spare B5244S engine, I have an idea to put a mamba turbo. When installing a turbo on a turbo engine, is it necessary that the clutch be on the exhaust or can it be left on the intake? What do you need to change about the wiring and firmware? Now in the car B5244S2. S60 2005 |
| Fatto the Elder | Too global alterations, there should be two couplings, it is necessary to install an intercooler, change the intake and exhaust systems completely, VKG, change the internal combustion engine harness, somehow the firmware. It’s easier to change the car to a turbo than to make such a collective farm. |
