Volvo D5252T engine
Content
This motor was installed on Volvo S80, V70, Audi. It is a 5-cylinder power unit with a turbine and an EGR valve. It is powered by diesel fuel. Also, this engine in a converted state (somewhat strangled for the sake of economic standards) is put on Volkswagens.
Description
Motor D5252T
The D5252T is a 5 liter (2.5 cm2461) turbodiesel 3-cylinder unit. It develops a power of 140 hp. With. The torque is 290 Nm. Approximate fuel consumption is 7,4 liters of diesel per 100 kilometers. There are 2 valves for each cylinder, thus, this is a 10-valve power unit. Produced since 1996. The compression ratio is 20,5 to 1.
The engine is located in front, transversely. Cylinder arrangement index - L5. The valves and camshaft are overhead.
| Model | 2,5 TDI |
| Years of issue | 1996-2000 |
| Engine Code | D5252T |
| Number of cylinders Type | 5/OHC |
| Number of valves per cylinder | 2 |
| Volume cm³ | 2461 |
| Power kW (HP DIN) rpm | 103 (140) 4000 |
| Engine location | transverse front |
| Cylinder arrangement | L5 |
| Location of valves and camshaft | overhead valve with an overhead camshaft |
| Fuel supply system | diesel |
| Compression ratio | 20.5 |
| Manufacturer of injection pump | Type VP 37 |
| Pump type | Rotary |
| injection sequence | 1-2-4-5-3 |
| The spray nozzle | Manufacturer Bosch |
| Nozzle opening pressure - new / used, bar | 180/175-190 |
| Plunger stroke (pump) mm after BDC | 0,275±0,025 |
| Idle RPM | 810±50 |
| Oil temperature °C | 60 |
| Idle Speed - Smoke Test RPM | 760-860 |
| Speed Range - Smoke Test RPM | 4800-5000 |
| Maximum time at high speed s | 0.5 |
| Smoke transparency - norms | EU m-1 (%) 3,00 (73) |
| Glow Plug - Part Number | I take the GN855 |
| Compression end pressure (compression), bar | 24-30 |
| Turbo boost pressure bar / rpm | 0,9/3000 |
| Oil pressure bar / rpm | 2,0/2000 |
| Viscosity, engine oil quality | SAE 5W-40 Semi-synthetics, API/ACEA /B3, B4 |
| How much does the engine with filter(s), l | 6 |
| Cooling system - full capacity, l | 12,5 |
Repair
Over time, there is a drop in compression. This is due to the wear of the internal components of the engine. Repair involves the replacement of almost the entire filling of the cylinder head (except for the camshaft and hydraulic compensators). The turbine is disassembled simply for the purpose of revision, at the same time it is cleaned of dirt. Special attention is paid to the timing drive - the belt and rollers must be replaced first.
After a long run, periodic smoke and noise of the unit is also possible. In this case, you need to check the following:
- the moment of ignition - it is possible that it was set earlier;
- airing - air got into the high-pressure fuel pump system;
- fuel sensor glitch - shows that there is no diesel fuel in the tank;
- clogged filters or intake;
- fuel tank contamination;
- failure of cylinder head elements - valves dangle or hydraulic lifters are faulty;
- breakage of the wiring of the advance valve.
It is recommended to start reading VAG-com errors, and after fixing the problem, reset the code.
| Gordon Freman | A friend said that on the VOLVO V70 of the 97 model, the engines were installed from the VW 2.5 TDI 140 forces. If so, then you can buy this engine to replace the T4? But what will happen if iron is for 140 mares, and brains for 102? |
| Seris | You can buy, only how to put 6-cyl. motor, instead of 5-cyl on Teshke |
| Jack | The 70 Volvo V1997 had a single 2,5L diesel, and it was a 5-cylinder one. Its index for the Volvo D5252T is “Disel 5 cylinders 2,5L 2 valves per turbo cylinder.” Whose I don’t know. I don’t know at all I have not seen 6-cylinder diesel engines on Volvo cars. |
| Den | I read somewhere that both VW and Volvo disown this diesel engine. So it's unlikely to fit. |
| Serik | That's right, I confused it with an older engine, it was a 6-cyl. (on suitcase) |
| Jack | Diesel? What model and what years? Gasoline yes, it was. Both L6 and V8. |
| Popov2 | This is a five-cylinder fv-audi engine. |
| Gordon Freman | Climbed under the hood V70, 5-cylinder engine, there is a clear resemblance to the ACV engine. But here's to find out what the nuances are. In the vw-bus.ru-forum, someone answered that “injection pump, sump, turbine, manifold, oil filter” are different. But it's still not clear whether this motor can be installed instead of ACV or not? L5 brand engine Declared power - 140 hp / 4000 According to the logic, if all the attachments and brains, including those from ACV, then you should get a very reliable 290 horsepower engine that can be “chiped” a little without the threat of consequences. After all, the motor itself is designed for 1900 hp. |
| Popov2 | Yes, they are different. The tilt of the engine is different. If you change the attachments, everything is your own. |
| Sir | And how much does your ACV cost without a hitch? |
| Gordon Freman | The whole point is that the average price of ACV is about 600 EUR and there are not so many of them, and L5 is about 400 EUR and they are sold immeasurably. If everything is compatible, then why pay 600EUR for 102 mares, when you can buy 140 for 400EUR and choose the best of the great many. I think this issue is also relevant in Russia, the V70 is a very popular car and the mileage of cars is usually less than that of buses. So I was puzzled by this question, it remains only to find out the true state of affairs with compatibility ... |
| Nick1958 | If we talk about power, then the difference is in the nozzles (sprayers), pump, turbine control and computer (computer programming). And so the attachment is a bit different. Crankcase, manifold, valve cover. This is offhand. But for some reason I didn’t see the cheap and good engines that were on Volvo. |
| Roma | And if you take a 65 kV motor without an intercooler, AYY / AJT and shove it with an intercooler and ACV brains, won’t it go? I won’t say anything, but in my opinion the nozzles and the turbine are the same there. |
| Ignat | This is AEL from the Audi A6 C4. |
| Nick1958 | D5252T engines were installed on Volvo V70 I, V70 II and on some S-ke. These are 5 cylinder engines from Audi A6 engine code AEL There are some differences. The valve cover is used from the LT-shki. Another hydraulic booster, respectively, and another attachment point. Other management of the turbine and USR. The fuel pumps may be slightly different. Looks like a different oil sump? Different engine mounts... Different computer. And so this is an audio 5-cylinder in-line AEL engine |
| Gordon Freman | Perhaps the way it is, but on more forced motors, reinforced liners, other valves and valve springs, possibly different pistons, well, the compression ratio may differ. In other words, if you force a weak motor, then most likely it will not live long. And “deforcing” up to 102 horses cannot bring anything bad, except for increasing the resource. And the nozzles should be different for 102 and 140 forces. |
| Roma | But for some reason it seems to me that the difference between 65 and 75 KV is only in the intercooler. For it was discussed on the forum that even the AXG has the same injection pump, only a different turbo. s TSI .. I won’t argue, I didn’t disassemble the engines ... |
| Popov2 | in fact, only the piston and connecting rod are different. in the pistons there are bronze inserts in holes. fingers. and the upper head of the connecting rod is made on a wedge, respectively, the piston too, to increase the area of \uXNUMXb\uXNUMXbthe support of the finger. forces. brains, respectively, are also different |
| Leopoldus | when compared with Audi, there is still a difference in the location of the oil. filter. intake and exhaust manifolds will be different. the fuel pump is different too. it seems like the head is different, like the Volvo improved it due to one tube, which prevented overheating, the vacuum one is also different, but the same as on the LT - in general, I read it on the internet. |
