Volvo B19A Specifications
| Engine Model: Volvo B19A |
| Engine Type: 4-cycle inline 4-cylinder SOHC 8-valve liquid-cooled gasoline |
| Total Displacement: 121.2 cu.in (1.98 L) |
| Rated Engine Power: 90-97 Hp (66-71 kW) at 5400 rpm |
| Fuel System Type: Carburetor |
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The Volvo B19A is a 2.0-liter inline 4-cylinder petrol
engine belonging to the renowned Volvo Redblock family, introduced in the late
1970s as a displacement-specific variant designed primarily for European markets
where tax structures favored engines below the 2.0-liter threshold. This engine
combined a cast iron cylinder block with a belt-driven Single Overhead Camshaft
(SOHC) cylinder head, utilizing a two-valve-per-cylinder configuration and a
single constant-depression carburetor for induction.
The B19A represented Volvo’s strategic approach to offering a durable,
serviceable powerplant that could deliver adequate performance in the 300-series
and entry-level 240-series vehicles while maintaining the legendary longevity
for which the Redblock engines became known. Its construction prioritized
mechanical simplicity and ease of maintenance, featuring adjustable valve
clearances, a mechanically driven fuel pump, and robust internal components that
routinely exceeded 300,000 km (186,411 mi) of service life before requiring
major overhaul.
Engine Family: Volvo Redblock (B-series).
Engine Code: B19A.
Configuration: Inline 4-cylinder, longitudinally mounted, rear-wheel drive.
Displacement: 1986 cc (121.2 cu.in).
Bore: 88.9 mm (3.50 in).
Stroke: 80.0 mm (3.15 in).
Compression Ratio: 8.5:1 (standard market).
Compression Ratio: 9.2:1 (high compression variant).
Firing Order: 1-3-4-2.
Valvetrain Configuration: SOHC, 8 valves (2 per cylinder).
Valvetrain Drive: Rubber timing belt with tensioner.
Maximum Power (8.5:1 compression): 66-70 kW (90-95 hp) at 5400 rpm.
Maximum Power (9.2:1 compression): 71 kW (97 hp) at 5400 rpm.
Maximum Torque: 150 Nm (111 lb-ft) at 3600 rpm.
Engine Redline: 6000 rpm.
Idle Speed: 800 rpm ± 50 rpm.
The cylinder block is constructed from gray cast iron
with a deep-skirt design extending below the crankshaft centerline, providing
exceptional rigidity and resistance to bore distortion under load. Five main
bearings support the nodular cast iron crankshaft, with the center bearing
incorporating a thrust washer arrangement to control crankshaft end float. The
block features a closed-deck design at the cylinder head mating surface, with
cooling passages surrounding each of the four cylinder bores.
Cylinder bores are machined directly into the cast iron parent material without
replaceable liners, with a final plateau-honed finish to promote oil retention
and piston ring sealing. The block incorporates an integral engine mounting boss
on the left side and a mechanical fuel pump mounting pad on the right side,
covered with a blanking plate on fuel-injected variants. The oil filter mounting
boss is cast into the left side of the block, positioned for convenient access
with a spin-on cartridge filter.
The cylinder head is manufactured from aluminum alloy
using a cross-flow design with the intake manifold positioned on the left side
and the exhaust manifold on the right side. The SOHC arrangement operates eight
valves via forged rocker arms that pivot on a fixed rocker shaft, with valve
clearances adjusted by threaded adjusters and locknuts at the rocker arm tips.
Intake valves measure 44.0 mm (1.73 in) in diameter, while exhaust valves
measure 38.0 mm (1.50 in). Valve stems are 8.0 mm (0.31 in) in diameter with
chrome-plated stems for wear resistance.
Valve seat inserts are pressed into the head and machined at 45-degree angles,
with the exhaust seats receiving a stellite facing for heat tolerance. The
combustion chamber is a hemispherical design with a squish area machined around
the perimeter to promote turbulence. The camshaft runs directly in machined
bores within the cylinder head without replaceable bearings, with oil galleries
drilled to supply lubrication to each journal. The timing belt drives the
camshaft from the crankshaft sprocket, with a tensioner pulley maintaining
correct belt tension.
The induction system utilizes a single
constant-depression carburetor, predominantly the Zenith-Stromberg 175CD series,
mounted on a cast aluminum intake manifold with a water-heated plenum to improve
cold-start fuel vaporization. The carburetor incorporates a diaphragm-actuated
piston that rises in response to engine vacuum, maintaining a constant pressure
differential across the fuel metering needle. A manually operated choke with a
thermostatic fast-idle mechanism provides enrichment during cold starting.
Fuel delivery is supplied by a mechanical diaphragm-type fuel pump mounted on
the cylinder block, actuated by an eccentric lobe on the camshaft. The pump
operates at a fuel pressure of 0.2-0.3 bar (2.9-4.4 psi) and incorporates a mesh
filter within the pump housing. An evaporative emissions control system routes
fuel vapor from the carburetor float bowl to a charcoal canister, with a purge
valve opening under specific engine operating conditions.
The lubrication system is a wet-sump configuration
utilizing a rotor-type oil pump mounted on the front of the crankshaft, driven
by a keyed drive sleeve. The pump draws oil from the stamped steel oil pan
through a fixed mesh pickup screen and delivers it through a full-flow spin-on
oil filter mounted on the cylinder block. System capacity with filter
replacement is 3.5 liters (3.7 qt).
The oil pan incorporates a baffle plate to maintain oil pickup during cornering
and braking. Recommended oil viscosity is SAE 10W-30, 10W-40, or 15W-40 meeting
API SF, SG, or later classifications. Oil pressure at operating temperature at
2000 rpm is specified at 2.5-4.0 bar (36.3-58.0 psi), while idle pressure is
maintained at a minimum of 0.8 bar (11.6 psi). A pressure relief valve
integrated into the oil pump housing limits maximum system pressure to 4.5 bar
(65.3 psi).
The cooling system operates under pressure with a
sealed expansion tank and a radiator cap rated at 0.9 bar (13.1 psi). Coolant
circulation is driven by a centrifugal water pump mounted on the front of the
cylinder block, driven by the same timing belt that operates the camshaft.
System total capacity is 7.5 liters (7.9 qt). A wax-pellet thermostat is housed
in a housing at the water pump inlet, commencing opening at 87°C (189°F) and
reaching full open at 100°C (212°F).
An engine-driven cooling fan with a viscous coupling is mounted on the water
pump pulley, providing variable fan speed based on radiator air temperature.
Coolant specified is ethylene glycol-based, mixed at a 50:50 ratio with
distilled water. The cylinder block incorporates full-length water jackets
surrounding each cylinder, with coolant directed from the block to the cylinder
head through passages aligned with the head gasket.
Ignition System: Distributor-type ignition with
mechanical centrifugal advance and vacuum advance diaphragm. The distributor is
driven from the intermediate shaft at the rear of the cylinder block. Spark
plugs are specified with a gap of 0.7-0.8 mm (0.028-0.031 in). Ignition timing
is set at 10-12° before top dead center (BTDC) at idle with the vacuum line
disconnected.
Exhaust System: A cast iron exhaust manifold with a single outlet flange
connects to a two-stage exhaust system incorporating a front silencer and a rear
silencer. The manifold incorporates a heat shield to protect the carburetor and
fuel lines from radiant heat.
Intake System: A dry-type paper element air filter housed in a sheet metal
canister, with a thermostatically controlled air intake valve that draws warm
air from the exhaust manifold shield during cold operation.
Emission Control: Positive crankcase ventilation (PCV) system with a flame trap
and calibrated orifice in the intake manifold. Early versions utilize a closed
crankcase ventilation system with oil separator.
Charging System: A 55-amp or 70-amp alternator driven by a V-belt from the
crankshaft pulley, depending on vehicle specification.
Overall Length: 720 mm (28.35 in).
Overall Width: 610 mm (24.02 in).
Overall Height: 720 mm (28.35 in).
Dry Engine Weight (without coolant, oil, and accessories): 140 kg (309 lb).
Fully Dressed Weight (with intake and exhaust manifolds, carburetor, alternator,
starter, and all ancillaries): 165 kg (364 lb).
Oil Change Interval: 10,000 km (6214 mi) or 12 months
under normal service.
Oil Change Interval: 5000 km (3107 mi) under severe duty conditions.
Oil Filter Replacement: Replace at every oil change interval.
Timing Belt Replacement: 60,000 km (37,282 mi).
Valve Clearance Adjustment: Inspect and adjust every 20,000 km (12,427 mi).
Valve Clearance (Intake): 0.35-0.45 mm (0.014-0.018 in).
Valve Clearance (Exhaust): 0.40-0.50 mm (0.016-0.020 in).
Spark Plug Replacement: 20,000 km (12,427 mi) for conventional copper-core
plugs.
Air Filter Replacement: 20,000 km (12,427 mi) or as indicated by visual
inspection.
Fuel Filter Replacement: 30,000 km (18,641 mi) for in-line filter.
Coolant Replacement: 40,000 km (24,855 mi) or 24 months.
Drive Belt (Alternator/Water Pump): Inspect every 10,000 km (6214 mi); replace
if necessary.
Carburetor Synchronization: Single carburetor configuration; adjust idle mixture
and speed as required.
Cylinder Head Bolts (M12 x 1.75), Stage 1: 40 Nm (30
lb-ft)
Cylinder Head Bolts (M12 x 1.75), Stage 2: 80 Nm (59 lb-ft)
Cylinder Head Bolts (M12 x 1.75), Stage 3: 110 Nm (81 lb-ft)
Main Bearing Cap Bolts (M12 x 1.75): 90 Nm (66 lb-ft)
Connecting Rod Cap Nuts (M9 x 1.0): 55 Nm (41 lb-ft)
Flywheel Bolts (M10 x 1.25): 65 Nm (48 lb-ft)
Camshaft Sprocket Bolt (M12 x 1.75): 60 Nm (44 lb-ft)
Rocker Arm Shaft Bolts (M10 x 1.5): 25 Nm (18 lb-ft)
Intake Manifold Nuts (M8 x 1.25): 25 Nm (18 lb-ft)
Exhaust Manifold Nuts (M8 x 1.25): 25 Nm (18 lb-ft)
Spark Plugs: 25 Nm (18 lb-ft)
Engine Oil Drain Plug: 40 Nm (30 lb-ft)
Timing Belt Tensioner Bolt (M10 x 1.5): 35 Nm (26 lb-ft)
Water Pump Bolts (M8 x 1.25): 20 Nm (15 lb-ft)
Carburetor Mounting Nuts (M8 x 1.25): 20 Nm (15 lb-ft)
Volvo 340 Series (343, 345): 1980-1985, longitudinal
front-engine, rear-wheel drive; B19A offered as the 2.0-liter upgrade over the
1.4-liter Renault engine; 8.5:1 compression ratio.
Volvo 360: 1980-1985, longitudinal front-engine, rear-wheel drive; B19A used in
early 2.0-liter carbureted versions prior to B200K introduction.
Volvo 240 Series (242, 244, 245): 1980-1984, longitudinal front-engine,
rear-wheel drive; entry-level 2.0-liter engine for European markets including
Italy, Scandinavia, and select export regions; both 8.5:1 and 9.2:1 compression
variants available depending on fuel octane availability.
Volvo 140 Series: Limited late-production export applications and service
replacement installations; B19A utilized as a substitute for earlier B18 and B20
engines in certain markets.
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