Volvo D5 twin-turbo diesel engine.
The twin turbo system.
![](http://images.google.com/images?q=tbn:R8sR7daexSBGmM:www.ted-kyte.com/3D/Pictures/Spark%2520Plug.jpg";)
Rest In Peace, old friend, your work is finished.....
If you want ON or OFF the DIESEL ”KnOcK” LIST just FReepmail me.....
This is a fairly HIGH VOLUME ping list on some days.....
Posted on 01/08/2009 11:36:53 AM PST by Red Badger
Volvo Cars is introducing an entirely new 2.4-liter 5-cylinder diesel engine in the Volvo S80. Sharing only the D5 badge and the 5-cylinder configuration with the previous generation, the new D5 is Euro-5 compliant and is more efficient than its predecessor.
Featuring sequential twin turbochargers, ceramic glow-plugs and piezoelectric fuel injectors, the new engine applied in the S80 delivers 205 hp (153 kW) of power and 420 Nm (310 lb-ft) of torque, with fuel consumption of 6.2 liters/100 km (38 mpg US) and CO2 emissions of 164 g/km.
The previous engine generation has undergone constant development in a series of stages and had reached the end of its potential. We therefore decided to start with a clean sheet of paper and harness the advanced technology to which we have access today. The result is even better than we dared hope. What is more, this engine has been developed entirely in-house at Volvo. —Derek Crabb, Vice President, Powertrain Engineering
Volvod5b The twin turbo system. Click to enlarge.
The D5 engine is made entirely out of aluminium, for low weight and good heat dissipation properties. Transverse cooling gives uniform cooling of the cylinder head and engine block. This promotes a controlled temperature throughout the engine and contributes to high reliability and long lifetime.
The two turbochargers are of different sizes and together deliver boost pressure of 180 kPa (1.8 bar), across a broad rev range. The smaller turbocharger is used primarily at lower revs. It reacts more alertly than the larger one and provides immediate response to quick throttle movements. At higher revs, the larger turbocharger takes over to provide more propulsion when accelerating at higher speeds. In addition to increased performance and reduced fuel consumption, the twin-turbo approach makes it possible to exploit the EGR system more efficiently than before.
By increasing the volume of the EGR cooler and equipping it with effective cooling fins, it has been possible to increase heat dissipation efficiency by 25%. This in turn gives the returning exhaust gases far lower temperature, thus reducing emissions of nitrogen oxides (NOx) to Euro 5 requirements.
The piezoelectric fuel injectors are used in combination with an 1,800 bar (180 MPa) injection system. The piezoelectric injector nozzles can deliver up to seven separate injection events during each operating cycle. Due to this speed and the high fuel delivery pressure, the injector nozzle can provide short pre-delivery injections even when engine revs exceed 3000 rpm, contributing to reduced engine noise.
The piezoelectric injector nozzle can also produce extremely short post-delivery injections of fuel after the main injection sequence. As a result, the particulate filter can be regenerated even when the engine is running at low revs.
The fuel pump is a high-pressure unit with two pump elements instead of three as in the previous D5 engine generation. This makes the pump spin more easily, thus reducing the load on the various components. A more easily driven pump also reduces fuel consumption.
Ceramic glow-plugs provide excellent starting properties. They are heated up extremely quickly and reach 1,000 °C two seconds after a cold start. Maximum operating temperature is 1,300 °C, about 30% higher than that of a conventional glow-plug. With ceramic glow-plugs, the engine can be started immediately without pre-heating, even at temperatures as low as -30 °C (-22 °F).
Instead of using an oil dipstick the driver is alerted via the information display when it is time to top up with oil. The system even specifies how much oil is needed.
The engine mountings have been further developed and tailored to suit the high torque levels. They are supplemented with a third torque rod to stabilize the engine during firm acceleration.
When the project got under way, our goal was to bring fuel consumption down to 6.4 liters/100 km in the Volvo S80, which after all is a relatively large car. As the work progressed we saw that we could beat that target and today we are actually down to 6.2. With an automatic gearbox we have been able to reduce the consumption with more than 8 percent, from 7.3 to 6.7, which is a significant improvement. —Derek Crabb
The new five-cylinder diesel is the first engine from Volvo’s new project office for diesel engine development. The entire process from receiving the design brief to installing the first engine in a car took less than three years.
Volvo D5 twin-turbo diesel engine.
The twin turbo system.
Rest In Peace, old friend, your work is finished.....
If you want ON or OFF the DIESEL ”KnOcK” LIST just FReepmail me.....
This is a fairly HIGH VOLUME ping list on some days.....
VOLVO DIESEL KnOcK!!!...........
Starting at only $350,000!
They were using a 5 cylinder a few years back. It was just as retarded then.
Don’t get me wrong, I’m all for a twin-turbo diesel since its characteristics will make for great drivability, but a 5 cylinder engine is blasphemy to the laws of physics.
The last time they did this they said it was a great compromise since it would get better power than an I4 and better mileage than a V6. Of course, what it actually does is give you less power than if you had 6 cylinders, and burn more gas than a 4.
Oh and also throw a hundred years of engine design out the window by picking the most unbalanced layout possible short of Geo’s I3. Then you get to add back a bunch of heavy complex counterweights, balance shafts, and a massive flywheel to try to hide its imbalance. The sad part is just making the thing an I6 would give it inherent balance by design, bump your power, and give it incredible smoothness and revability...
I’m always amused when Volvo offers a high performance vehicle, which its owners will drive 5-10 mph below the speed limit, in the left lane.
GASP!..No Holley Double Pumper?...........
No duces allowed either.
When can I have one?
I commute 45 miles to work, I’d gladly have the volvo engine under my hood.
What a wonderful engine for an American car! As his last executive order, perhaps our presently recumbent President can draft an executive order ending the insane welter of restrictions on diesel development in this country and the even zanier boutique fuels requirements making diesel cost a dollar more per gallon!
Still talking CO2 emissions, although this has no, none, kein, nada, niente, rien, scientific basis, though.
“I’m always amused when Volvo offers a high performance vehicle, which its owners will drive 5-10 mph below the speed limit, in the left lane”.
My experience exactly!
There weren’t a whole lot of choices searching for them. The only older pictures were of rusted engines. Everything else was of new big blocks.
It boggles the mind to see how far Chevy has taken the Pushrod Engine.
Yeah, but that was a V-5.
Well, my old Perkins 3 cylinder on the tractor is still running great after 38 years....and no glowplugs.
They are nasty to make two of them work the same and have trouble getting the same A/F to each cylinder, much less be compensated for ambient atmospheric pressure. Besides, they tend to ice up in cold weather and get a case of the metering vapors at high ambient temps.
You know why it has 5 cylinders, don’t you?
This is the old Audi 5000 engine of 25 Years ago.
Behold, all things a new again!.............
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