Volvo T5

Volvo B5254T3 / T7

The Volvo engine fitted to our vehicles is the RNC version T5. During this time, Volvo’s designation of the T5 is a 5-cylinder engine with a high-pressure turbocharger.

Engine Block

Our engine features a robust block made of high-pressure die-cast aluminium, reinforced with structural ribbing and cast-in iron cylinder liners. This undersquare engine has an 83.0 mm bore along with a 93.2 mm stroke. The construction includes 143 mm long connecting rods, each weighing in at 644 grams, that join the fracture-split big ends to a strong, forged crankshaft. Operating at a compression ratio of 9.0:1, the engine is managed by a Bosch ME9 ECU.

Cylinder Head

The cylinder head is a gravity die-cast aluminium alloy, secured on a Multi-Layer Steel (MLS) gasket. It hosts double overhead camshafts with direct-acting mechanical shim-less tappets, actuating four valves per cylinder. Both the intake and exhaust camshafts incorporate variable valve timing, allowing an adjustment range of 50 and 30 crankshaft degrees respectively. Fuel is introduced into the system through sequential electronic fuel injection, with injectors situated on the lower manifold to effectively mix fuel with turbulent air.

Turbocharger

Our engine’s exhaust manifold is integrated with the turbine housing, incorporating a KKK K04-2080 D turbocharger, providing a peak boost pressure of 0.65 bar (tune limited). The wastegate is electronically controlled by the TCV (Turbo Control Valve), a pulse-width modulation solenoid.

Advantages

Undersquare Stroke Ratio

This design provides you with an engine that can produce higher torque output at lower RPMs. This is great for overtaking, daily driving, etc.

5 cylinder Power

This delivers smooth power, not to mention the impressive exhaust note it provides.

All-aluminium design

The aluminium block and head eliminate thermal expansion issues. Also, the engine’s cooling performance is exceptional. Therefore, it is not necessary to upgrade the radiator, even in high HP builds.

Cross-Platform Support

Ford uses this engine in their Focus and Kuga ranges as well. Therefore, upgrade parts commonly cross over to our vehicles. Based on our experience, this platform is the most affordable to build.

Weaknesses

Poor Oil Cooling

As an engine that runs slightly hotter than others, oil cooling is notably inadequate, especially in older models. Remedies have included fitting a larger oil cooler from the D5 and changing the oil regularly.

Poor Fuel Mileage

Due to the engine’s larger capacity, along with a port-injected fuel system, the fuel consumption tends to be on the higher side.

Weak Cylinder Liners

The cylinder liners are known to crack in these engines due to knock or pre-ignition. A known workaround involves implementing a “block mod”, which means adding shims between the cylinder gaps. However, keeping the engine well-tuned is a much better precaution against this issue.

Knock – Limited

The engine’s higher compression ratio and design make it prone to knocking, even in its stock form. During our tests, we transitioned the engine to E30 fuel without changing the ignition timing maps and observed significant improvements in power delivery.

What is the relevance?

As a tuner, it’s crucial to understand the characteristics of the engine you’re working with. This is where many generic tuners encounter difficulties. For instance, an air-fuel mixture of 0.78 Lambda might be quite rich for other engines like the RB26; however, this would still result in timing pull on ours. Simply applying generic numbers and assuming they will suffice isn’t a sound strategy.

Furthermore, understanding the limits of your engine not only promotes longevity but also ensures consistent performance regardless of the conditions. It’s not simply about the outcome, but the sustained performance over time.

Need assistance?

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