Volvo B20E Specifications
| Engine Model: Volvo B20E |
| Engine Type: 4-cycle inline 4-cylinder OHV 8-valve liquid-cooled gasoline |
| Total Displacement: 121.4 cu.in (1.99 L) |
| Rated Engine Power: 118 Hp (88 kW) at 5800 rpm |
| Fuel System Type: Bosch D-Jetronic fuel injection |
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The Volvo B20E engine is a high-compression,
fuel-injected inline-four cylinder gasoline powerplant. It represents
the top performance variant of the B20 engine family, which itself was
an evolution of the earlier B18. Introduced in 1969, the B20E was
engineered to provide increased power and refinement for Volvo's growing
model range, most notably the 140 series and the P1800 sports car.
This engine features a robust cast iron cylinder block and cylinder
head, a five-bearing crankshaft, and Bosch D-Jetronic electronic fuel
injection. The B20E was developed to meet stricter emissions standards
while improving driveability and performance over carbureted versions.
Known for its smooth power delivery, durability, and distinctive exhaust
note, the B20E served as Volvo's flagship four-cylinder engine during
the early 1970s, bridging the gap between traditional carbureted engines
and more advanced fuel-injected designs.
Engine family: B20.
Engine type: Inline-four cylinder, four-stroke Otto cycle, overhead
valve (OHV).
Displacement: 1990 cc (121.4 cubic inches).
Bore: 88.9 mm (3.500 inches).
Stroke: 80.0 mm (3.150 inches).
Compression ratio: 10.5:1.
Maximum power output: 118 Hp (88 kW) at 5800 rpm.
Maximum torque output: 114 lb-ft (155 Nm) at 3500 rpm.
Firing order: 1-3-4-2.
Engine orientation: Longitudinal, inclined 15 degrees to the right.
Aspiration: Naturally aspirated.
Fuel type: Premium unleaded gasoline (98 RON recommended).
Recommended oil grade: SAE 20W-50.
Oil capacity: 4.5 liters (4.8 U.S. quarts), including filter.
Coolant capacity: 9.0 liters (9.5 U.S. quarts).
The cylinder block is a heavy-duty casting from grey cast iron, derived
from the B18 but with increased bore diameter. This block maintains the
renowned durability and acoustic damping properties of its predecessor.
It is a deep-skirt design providing substantial rigidity. The block
incorporates four cylinder bores, cast integrally. A significant
improvement over the B18 is the use of a five-main-bearing crankshaft.
This design dramatically improves crankshaft stability, reduces
vibration, and enhances bearing longevity at higher engine speeds. The
crankshaft is a forged steel component with extensive counterweighting.
Main bearing caps are cast iron and secured with two studs and nuts
each. Connecting rods are forged from steel. Pistons are cast aluminum
alloy with a specific crown profile to achieve the 10.5:1 compression
ratio. Each piston is fitted with three rings.
The cylinder head is a cast iron unit. It retains the overhead valve
(OHV) layout with a side-mounted camshaft located in the block. The
camshaft is chain-driven from the crankshaft. Valve actuation follows
the sequence: camshaft lobe, hydraulic tappet, pushrod, rocker arm, and
valve. The B20E utilizes hydraulic tappets, which automatically maintain
zero valve clearance, eliminating the need for manual adjustment - a
notable advance over the solid tappets in some B18 versions.
The engine uses two valves per cylinder (one intake, one exhaust),
inclined in a hemispherical combustion chamber. Intake valves are larger
than exhaust valves. Valve seats are integral to the cast iron head. The
rocker arm shaft is oil-fed for improved lubrication.
The fuel system is a Bosch D-Jetronic analog electronic fuel injection
system. This was an advanced feature for its time, replacing carburetors
to provide more precise fuel metering. The system is speed-density
based, using an intake manifold absolute pressure (MAP) sensor and an
engine temperature sensor as primary inputs for the control unit. A
separate air temperature sensor provides correction.
The system uses electromagnetic injectors mounted in the intake
manifold, which spray fuel toward the intake ports. Fuel is delivered by
an electric pump, and system pressure is regulated by a mechanical
pressure regulator. A cold start valve provides additional fuel
enrichment. The system includes a throttle position switch (idle and
wide-open throttle signals) but no true throttle position sensor. This
mechanical-electronic system requires specific diagnostic procedures.
The lubrication system is a pressure-fed, full-flow filtration wet-sump
design. A gear-type oil pump is driven by a skew gear from the camshaft.
Oil is drawn from the stamped steel oil pan through a pickup screen. The
oil is pressurized and routed through a replaceable canister-type
full-flow oil filter. From the filter, oil enters the main gallery in
the block.
It supplies the five main crankshaft bearings and the camshaft bearings.
Drilled passages in the crankshaft feed the connecting rod bearings. A
key feature is the oil feed to the hydraulic tappets and, via hollow
pushrods, to the rocker arms and valve stems. An oil cooler is standard
equipment, mounted on the block's right side. Oil pressure is monitored
by a mechanical gauge.
The cooling system is a pressurized, pump-circulated system. A
centrifugal water pump is driven by a V-belt from the crankshaft pulley.
Coolant circulates through the block and head, exiting to a copper-brass
tube-and-fin radiator. A bellows-type thermostat regulates coolant flow.
The system is designed for robust thermal management.
The ignition system is a conventional coil-and-distributor type. The
distributor is driven by the camshaft and features centrifugal advance
weights and a vacuum advance diaphragm. The vacuum advance unit connects
to a port on the fuel injection throttle body. The generator (alternator
on later models) is V-belt driven. A crankcase ventilation system routes
fumes from the rocker cover to the intake manifold.
The external dimensions of the B20E are similar to the B18 but slightly
wider due to the larger bore spacing. Approximate length is 680 mm
(26.77 inches). Approximate width is 620 mm (24.41 inches). Approximate
height is 720 mm (28.35 inches). These dimensions include the fuel
injection manifold, air cleaner, and generator. The weight of a complete
B20E engine, with all fluids and standard accessories, is approximately
165 kg (364 lbs). The all-iron construction and added components like
the injection system contribute to this mass.
Engine oil and filter changes are required every 5000 km (3,107 miles)
or every six months. The valve train, using hydraulic lifters, requires
no periodic clearance adjustment, but occasional checking for noisy
lifters is advised. The timing chain should be inspected for wear every
50,000 km (31,069 miles). The fuel injection system requires periodic
checking of fuel pressure, injector pattern, and the function of all
sensors and the cold start valve.
The fuel filter should be replaced annually. Spark plugs, points, and
condenser require regular service. The distributor advance mechanisms
need periodic lubrication. Coolant should be replaced every two years.
The engine mounts and exhaust manifold should be checked for cracks.
Torque values are for clean, dry threads. Cylinder head bolts are
tightened in a specific sequence to 7.5-8.0 kgm (54-58 lb-ft / 74-78
Nm). Main bearing cap nuts: 6.5-7.0 kgm (47-51 lb-ft / 64-69 Nm).
Connecting rod cap nuts: 5.0-5.5 kgm (36-40 lb-ft / 49-54 Nm).
Crankshaft pulley bolt: 12.0-13.0 kgm (87-94 lb-ft / 118-127 Nm).
Camshaft sprocket bolt: 5.5-6.0 kgm (40-43 lb-ft / 54-59 Nm). Spark
plugs: 3.0-3.5 kgm (22-25 lb-ft / 29-34 Nm). Oil drain plug: 4.0-4.5 kgm
(29-33 lb-ft / 39-44 Nm). Rocker shaft support bolts: 2.0 kgm (14 lb-ft
/ 20 Nm). Intake manifold nuts: 2.0 kgm (14 lb-ft / 20 Nm).
The Volvo B20E engine was the high-performance fuel-injected option for
several key Volvo models from 1969 through 1974. Primary applications
include: Volvo 140 series (142E, 144E, 145E). Volvo P1800E sports car
(model year 1970-1972). It was also available in certain markets for the
Volvo 164 luxury sedan. The B20E was often paired with a Bosch
D-Jetronic system and an automatic or manual overdrive transmission.
It was succeeded by the B20F, which featured a lower compression ratio
and different jetronic calibration for markets with stricter emissions
regulations. The B20E remains notable as Volvo's first widely produced
fuel-injected passenger car engine, representing a significant step in
the marque's technological development.
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