Volvo D4204T engine

This family of motors was specially developed by the Swedish company for S90/V90/XC90 cars. Serial production has been established to this day. Of the features of the engines of the D4204T series, the presence of a double turbocharger, an in-line four-cylinder layout and a Common Rail injection system stands out.

Diesel or gasoline: which engine is better

Diesel engine from Volvo D4

No matter how good a diesel unit is considered, nevertheless, it is inferior to gasoline counterparts on the highway. For example, cars with a D4204T16 engine accelerate to hundreds in 10,4 fractions of a second, while a gasoline T4 of the same volume takes 8,5 seconds.

On the other hand, the diesel feels better in traffic jams when the movement is generally slow. It is much more economical than gasoline counterparts (almost 2 liters / 100 km), and the peak moment is realized at the bottom. More reliable and piston motor, powered by diesel fuel.

Engines that are integrated with an 8-speed automatic transmission are especially good. This box allows the motor to keep the optimum speed. In addition, the more short gears, the less noticeable will be the difference between the initially slow diesel and gasoline engine.

Another point that speaks in favor of a diesel installation. All D4 four-cylinder, time-tested. But few people can say that about 3-cylinder gasoline Volvo engines.

Typical malfunctions, repair

Repairing a 2-liter diesel engine is a difficult task. As a rule, problems begin with the injection pump. After a run of 200-250 thousand km. nozzles are clogged. Cleaning sometimes does nothing, the result becomes completely unsuccessful on older motors. But replacing the pump and nozzles with the simultaneous cleaning of the lines and the tank is much more productive.

The intake manifold should also be cleaned along with the particulate valve. Be sure to replace the O-rings (they are placed on the sealant).

One of the most common "sores" of a diesel unit is stopping the fuel supply. This is primarily due to the ingress of water into the system. The reason is almost always the same for inexperienced drivers who have not drained condensate for a long time. It all starts at a gas station, where the owner goes to refuel. If the tank is empty, then immediately after filling it is impossible to start the engine. It is necessary to drain the moisture formed in the fuel filter, otherwise it will quickly disrupt the normal operation of the engine.

It is recommended to drain the condensate from the external filter regularly, in accordance with the maintenance intervals..

In addition, a DPF coarse filter is installed on diesel engines. Its task is to clean the fuel more efficiently by burning debris particles. Regeneration occurs after the engine reaches a temperature of 90 degrees. This process is spontaneous, it does not require manual intervention, and is repeated from time to time. The procedure takes 10 to 20 minutes. If the movement speed is average, then it may take a little longer to clear. This can also contribute to a temporary increase in fuel consumption.

Diesel outdoor filter

Obviously, in winter, regeneration is more difficult, since the engine temperature does not rise above 70-80 degrees. The filter may not be cleaned for a long time, and when the yellow symbol starts flashing on the car's instrument panel, this will indicate a critical level of contamination of the element. To clean the filter, you need to go to the track, where you can increase the speed and engine speed. After the motor reaches the operating mode, the regeneration process will start automatically. But, if the element is completely clogged, the engine will be difficult to start and the filter will need to be replaced. To prevent such situations, a parking heater is provided. Its purpose is to help the diesel engine heat up faster in cold weather.

Modifications of the diesel D4 family

8 popular motor options are found in the D4204T line. It is noteworthy that fuel consumption does not exceed 5,7 liters of diesel fuel in the combined cycle (on some versions - less than 4 liters). The engines operate exclusively on diesel fuel, the service life is estimated at 400 thousand km or more. Motors are able to serve another 300 thousand km after overhaul. But the deadline depends on the quality of service.

1. One version of the series D4204T23 - develops 235 hp With. For a diesel unit, this figure is surprising, because this power was squeezed out of a 2-liter internal combustion engine. The exact displacement is 1969 cm3, the torque is 480 Nm at 2250 rpm.
2. Another exclusive version can be called D4204T11. This version develops slightly less power. But it also consumes less - only about 4,5 liters per 100 km in the combined cycle. Less here and the rate of emissions of harmful substances. The rest is the same twin-turbo diesel engine.
3. The next development is D4204T20. The result of creating an idea with a turbo and super economical engine also belongs to the Swedes. The power of the unit is only 120 liters. with., but it consumes surprisingly little - 3,8 liters in the combined cycle. This was achieved by increasing the compression ratio to 16 units. There is no twin-turbo here, so the torque is only 280 Nm.
4. Another economical version can be called D4204T14. Assumes the same design with 4 cylinders, direct injection and forced air injection. However, here it was possible to use a double turbocharging without increasing fuel consumption and compression ratio (remained at the level of 15,8 units).
5. Version with single turbocharger D4204T16 available with M76 R7.0, M66F and AW TG-81SC gearboxes. Also, this motor is equipped with an SCR system, and the emission level complies with the latest Euro-6 standards. The unit is installed not only on the Volvo V40CC, but also on the XC40, V60 2 and S90 2.
6. D4204T4 - version with a high emission factor, but in line with Euro 6. However, the power of the unit is high - it reaches 150 hp. with., and the torque is 350 Nm. The compression ratio is the same as that of the main modifications - 15,8 units.
7. 181-strong D4204T5 provides 400 Nm of torque. It has twin turbochargers. The level of CO2 emissions is Euro-6. The engine was placed under the hood of the XC90 2.
8. Similar version D4204T8 with a compression ratio of 16 units. The power of the unit is 120 liters. with., torque - 280 Nm. The engine was installed on Volvo V40 2, V40 CC, S60 2 and V

D4204T23	D4204T11	D4204T20	D4204T5
Engine displacement, cc	1969	1969	1969	1969
Maximum power, hp	235 – 240	225 – 233	120	181
Maximum torque, N * m (kg * m) at rpm.	500 (51) to 2250	470 (48) to 2500	280 (29) to 2250	400 (41) to 2500
Fuel used	Diesel fuel	Diesel fuel	Diesel fuel	Diesel fuel
Fuel consumption, l / 100 km	5.7-6	4.5 – 5.7	3.8 – 4.1	3.7 – 4.6
engine's type	Inline, 4-cylinder	Inline, 4-cylinder	Inline, 4-cylinder	Inline, 4-cylinder
Add. engine information	Direct injection	Direct injection	Direct injection	Direct injection
CO2 emission in g / km	142 – 158	119 – 152	99 – 109	97 – 107
Cylinder diameter, mm	82	82	82	82
Number of valves per cylinder	4	4	4	4
Maximum power, h.p. (kW) at rpm	235(173)/4000; 240 (177) / 4000	225(165)/4250; 233 (171) / 4250	120 (88) to 3750	181 (133) to 4250
Supercharger	Twin turbocharging	Twin turbocharging	Single turbocharger	Single turbocharger
Start-stop system	Yes	Yes	Yes	Yes
Compression ratio	15,8	15,8	16	15,8
The piston stroke, mm	93.2	93.2	93.2	93.2
D4204T14	D4204T16	D4204T4	D4204T8
Engine displacement, cc	1969	1969	1969	1969
Maximum power, hp	190 – 200	148	150	120
Maximum torque, N * m (kg * m) at rpm.	400(41)/2500; 440 (45) / 2500	320	350 (36) to 2500	280 (29) to 2250
Fuel used	Diesel fuel	Diesel fuel	Diesel fuel	Diesel fuel
Fuel consumption, l / 100 km	3.8 – 5.8	3.8 – 4.1	4.6	3.8
engine's type	Inline, 4-cylinder	Inline, 4-cylinder	Inline, 4-cylinder	Inline, 4-cylinder
Add. engine information	Direct injection	Direct injection	Direct injection	Direct injection
CO2 emission in g / km	99 – 153	99 – 109	120	101
Cylinder diameter, mm	82	82	82	82
Number of valves per cylinder	4	4	4	4
Maximum power, h.p. (kW) at rpm	190(140)/4250, 200(147)/4250	120 (88) to 3750	150 (110) to 4250	120(88)/3720, 120(88)/3750
Supercharger	Twin turbocharging	Single turbocharger	Single turbocharger	Single turbocharger
Start-stop system	Yes	Yes	Yes	Yes
Compression ratio	15,8	16	15,8	16
The piston stroke, mm	93.2	93.2	93.2	93.2

User Reviews

Gerich	The 2.0D 100kW engine is a Peugeot/Citroen product that has been used in Volvos such as S40II, V50, C30, and V70III S80II. Engines are divided into two types - from 2004 to ~ 2006 production with EURO3 environmental requirements, as well as from 2006 with EURO4. The last engine was used with a particulate filter (in other words - DPF or FAP). All engines are filled with synthetic oil with recommended 5W30 viscosity characteristics and Citroen / Peugeot approval. For a run of 20000 km. Question: I do not know if the engines installed in Volvo cars are different from those mounted in Ford / Peugeot / Citroen cars, so we will only talk about Volvo and their most common problems.
Glebson	the day before yesterday in the city it was +17 and maybe more. The car stopped moving altogether. Yesterday and today a little cooler, in the morning it was +5. Another plane. What could be the reason?
Bari	tell me 2.0 d when it stays for 3-5 hours it starts up very badly (from 5-6 times). When it's cold in the morning it's fine and when it's hot it also starts without problems.
Viking	The guys have such a question, today I went to the diagnostics, they racked their brains for an hour and didn’t say anything sensible, S40 2.0D in the second booth - “2683 Bypass valve signal is too strong” with this error number!
Leon	as far as I understood from Vida, on the D4204T the candles turn on at -5 degrees and below, and work for 12 seconds. It may not be so in other cars, but I seem to have such modes. And I have a little troit even at higher temperatures (somewhere up to +5). At the same time, the candles and nozzles are in order, the compression seems to be the same. A friend of mine has the same engine on a Peugeot, and also tunes it a little when it's cold. Maybe this is such a feature of this engine ... At first, it was annoying, then I scored and did not pay attention.
Glebson	Then the second question. What does the fuel temperature sensor do? I have an error on it that there is no signal.
Leon	I can’t say for sure here, but, perhaps, for heating the fuel in the filter at low temperatures.
As	The temperature of the fuel determines how much air to mix with it. So it affects consumption, power. The heating in the filter, as far as I know, is up to this sensor.
Glebson	I did solve my long problem with the turbine. Maybe someone will come in handy. In the end, the cause was a well-disguised poor-quality repair of the wiring to the boost control vacuum valve.
As	I can imagine what a joy it is to find the cause of a long hemorrhoids in a penny repair
Glebson	traction returned, the car knocks down, I didn’t even know that 100KW could pull like that.
Leon	I don’t want to create a new topic, so I’ll ask in this one: when the engine is stopped (with the ignition on), the pressure in the ramp shows from 2200 kPa to 3200 kPa, and at the same time it constantly fluctuates. It seems that if the engine is turned off, then the pressure should be constant... At xx, the pressure also jumps from 280-000 kPa to 290-000 kPa. I suspect the fuel pressure regulator. But because It’s expensive, so I want to make sure it’s acting up. I ask for advice from experts. Or maybe the pressure sensor is lying??? In general, can anyone tell me what pressure the fuel pressure sensor should show with the ignition off? My reading is 340 kPa - is this normal? And one more thing: I read that the Siemens fuel system, after you turn off the car, maintains fuel pressure in the fuel rail for 000 seconds, and then releases the pressure. Is it so?
AlekVolvo	Is the pressure in hPa (hPa)? If there was a problem with the valve, then the on-board computer would swear - they went through, changed the valve. After the replacement, the error did not appear, but the removed faulty valve has been driving a relative's Ford for three years now. At idle, my pressure is around 4000psi. And it wobbles around a bit. Which corresponds to 275 800 hPa. When off the beaten path, it falls pretty fast, exactly faster than 30 seconds, but doesn't jump. When driving on the highway at 5th 2000 rpm, 100 km (approximately) for a cruise in normal mode (without burning) about 9000-10000psi. In the burn - the pressure drops to almost like at idle.
Leon	Today, without starting the car (it sat for a day), I checked the sensors again. To be on the safe side, I even disconnected the terminal from the battery for 10 minutes before doing this. Only with the ignition on, the pressure readings jumped from 2 hPa to 100 hPa. After a long search on the Internet, I still couldn’t find anything. Does anyone know the number of the pressure sensor on the fuel rail of the D4T engine? Or at least the ramp assembly...I found 000PP4204-55. But in one place it is written that for engines 06, and in another - 03... Will it be suitable? Who can tell1.6
AlekVolvo	Maybe try spraying some water on the sensor contacts?
Leon	You can also try. And I also thought up: I’ll unscrew one tube from the nozzle to relieve pressure (to be sure). And I'll check again in the evening. But I don't think it will help. Still, it will have to change. So no one can give you a number? It would be possible to see the one that is worth it, but it’s impossible to read anything without removing it from the fuel rail.
Leon	The attempt failed, the readings still jump. In addition to the VD-40, I also went through the connector itself: the owner of the car before me, apparently, tried to press the contacts in it ... So I will order and change the pressure sensor. With great difficulty, using a mirror, I read the number on the sensor, maybe someone will also come in handy: 55PP06-03. Made by Delphi. PS Maybe someone noticed what pressure your fuel pressure sensor shows in the rail with the car turned off, but the ignition on?