Volvo B4164S2 Specifications
| Engine Model: Volvo B4164S2 |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve VVT liquid-cooled gasoline |
| Total Displacement: 96.8 cu.in (1.58 L) |
| Rated Engine Power: 108 hp (80 kW) at 5800 rpm |
| Fuel System Type: Multi-point fuel injection |
____________________________________________________________________________________
The Volvo B4164S2 represents the second-generation
iteration of the 1.6-liter Whiteblock engine, introduced during the Phase 2
facelift of the S40 and V40 models in late 1999. This naturally aspirated
inline-four was developed as the base powertrain for these compact Volvos in
European and Asian markets, replacing the original B4164S with a suite of
refinements focused on reduced internal friction, improved thermal efficiency,
and enhanced driveability.
The most significant mechanical upgrade was the addition of Variable Valve
Timing (VVT) on the intake camshaft, which broadened the torque curve and
contributed to a measurable improvement in fuel economy. Constructed entirely
from aluminum alloy, the B4164S2 adhered to Volvo’s modular engine philosophy,
sharing its fundamental architecture with larger displacement Whiteblock
variants while maintaining a compact footprint suitable for transverse
front-wheel-drive applications.
The engine operates as a four-stroke, naturally aspirated, spark-ignition unit.
Its architecture follows Volvo’s modular design principle, with a 91.0 mm
cylinder spacing maintained across the Whiteblock family.
Engine Type: Inline 4-cylinder, 16 valves.
Valvetrain: Belt-driven DOHC with VVT on the intake camshaft.
Displacement: 1587 cc (96.8 cu.in).
Bore: 81.0 mm (3.19 in).
Stroke: 77.0 mm (3.03 in).
Compression Ratio: 11.0:1.
Firing Order: 1-3-4-2.
Fuel System: Siemens SIRIUS 32 or EMS 2000 electronic fuel injection.
Maximum Power: 108 hp (80 kW) at 5800 rpm.
Maximum Torque: 145 Nm (107 lb-ft) at 4000 rpm.
Maximum Engine Speed: 6500 rpm (governed).
Idle Speed: 800 ± 50 rpm.
Emission Standard: Euro 3 (later Euro 4 compliance).
The cylinder block is manufactured from cast aluminum
alloy with cast-in-place gray iron cylinder liners. This construction achieves a
significant reduction in overall engine mass while maintaining the wear
resistance required for long-term durability. The block features an open-deck
design at the cylinder head interface, which promotes efficient coolant
circulation around each cylinder bore for improved thermal management.
Five main bearings support the crankshaft, with the bearing caps integrated into
a cast aluminum ladder frame that also serves as a structural reinforcement for
the lower block assembly. This ladder frame contributes to overall engine
rigidity and reduces noise, vibration, and harshness (NVH) levels. The block
incorporates a water-cooled integrated oil cooler housing adjacent to the oil
filter mounting surface.
The cylinder head is constructed from cast aluminum
alloy and follows a cross-flow design optimized for transverse engine mounting.
The DOHC arrangement operates sixteen valves via hydraulic lash adjusters,
eliminating the need for periodic valve clearance adjustments. The intake
camshaft is equipped with a Variable Valve Timing (VVT) mechanism, which
hydraulically adjusts camshaft phasing relative to the crankshaft to optimize
valve overlap across the engine speed range.
Valve Arrangement: 16 valves; DOHC with hydraulic lash adjusters.
Intake Valve Diameter: 31.0 mm (1.22 in).
Exhaust Valve Diameter: 27.5 mm (1.08 in).
Valve Stem Diameter: 5.5 mm (0.22 in).
Valve Seat Angle: Intake 45°, Exhaust 45°.
VVT Mechanism: Hydraulically actuated intake camshaft phaser controlled by an
electronically operated solenoid valve. The cylinder head casting incorporates
integrated camshaft bearing journals machined directly into the aluminum
structure. The intake manifold mounting flange is positioned on the front face
of the cylinder head, while the exhaust manifold flange is located on the rear
face for transverse installation.
The engine employs a sequential multi-point electronic
fuel injection system managed by either a Siemens SIRIUS 32 or EMS 2000 Engine
Control Unit (ECU), depending on production date and market specification. This
system delivers fuel individually to each cylinder’s intake port, with injection
timing synchronized to the intake stroke for optimized combustion efficiency.
The fuel system operates as a returnless design, incorporating a fuel pressure
regulator within the fuel tank module to reduce evaporative emissions.
System Type: Sequential multi-point electronic fuel injection.
Fuel Pressure: 3.8-4.2 bar (55-61 psi).
Injector Flow Rate: Approximately 150 cc/min at operating pressure.
Throttle Body: Electronic throttle control (drive-by-wire) on later variants;
cable-operated throttle on early production. The air intake system incorporates
a variable-length intake manifold on certain specifications, though the B4164S2
primarily utilized a fixed-geometry manifold optimized for mid-range torque
production. A mass air flow (MAF) sensor provides load information to the ECU
for precise fuel delivery calculations.
The lubrication system is a full-pressure, wet-sump
design engineered for reduced internal friction, aligning with the S2
designation’s low-friction objectives. A gear-type oil pump, driven directly by
the crankshaft, draws lubricant from the aluminum oil pan and circulates it
through a full-flow oil filter. The system incorporates an integrated oil cooler
housed within the oil filter mounting assembly, utilizing engine coolant to
maintain stable oil temperatures.
Engine Oil Capacity with Filter: 4.3 L (4.5 qt).
Engine Oil Capacity without Filter: 3.9 L (4.1 qt).
Recommended Oil Grade: SAE 5W-30 VCC 95200356 (ACEA A5/B5).
Oil Pressure at Operating Speed: 3.0-4.5 bar (44-65 psi) at 3000 rpm.
Oil Pump Type: Dual-stage gear pump with integrated pressure relief valve. The
oil pan is constructed from stamped aluminum and incorporates internal baffles
to maintain oil pickup under cornering and braking forces. The hydraulic lash
adjusters and VVT phaser rely on consistent oil pressure and cleanliness,
necessitating strict adherence to oil change intervals with specified
lubricants.
The cooling system is a pressurized, sealed circuit
utilizing a cross-flow radiator and a belt-driven centrifugal water pump. A
wax-type thermostat regulates coolant flow to maintain optimal operating
temperatures. The water pump is mounted on the cylinder block and driven by the
timing belt, requiring replacement during timing belt service intervals.
Coolant Capacity (Total System): 6.8 L (7.2 qt).
Thermostat Opening Temperature: 87°C (189°F).
Radiator Cap Pressure Rating: 1.2 bar (17.4 psi).
Recommended Coolant: Ethylene glycol-based antifreeze with Organic Acid
Technology (OAT), meeting Volvo specification. Coolant flow is directed through
the cylinder block, cylinder head, and the integrated oil cooler. The cooling
system is designed to provide uniform thermal distribution across all four
cylinders, with coolant passages sized to prioritize flow to the exhaust valve
bridge areas within the cylinder head.
A stainless steel exhaust manifold with integrated
catalytic converter mounts directly to the cylinder head. The system
incorporates two heated oxygen sensors - a front sensor for closed-loop fuel
control and a rear sensor for catalyst monitoring. The exhaust system is
designed for Euro 3 and later Euro 4 emission compliance.
The engine utilizes a distributorless ignition system
with individual coil-on-plug (COP) assemblies mounted directly over each spark
plug. The ECU controls ignition timing based on engine load, crankshaft
position, and knock sensor feedback. A separate knock sensor mounted on the
cylinder block detects detonation events and enables ignition timing retardation
under high-load conditions. Spark Plug Type: Platinum-tipped long-life plug
(e.g., NGK PFR6E-10 or equivalent). Spark Plug Gap: 1.0 mm (0.039 in).
Timing Drive: The camshafts are driven by a reinforced
rubber timing belt with internal teeth. The belt drives both camshaft sprockets,
the water pump, and a tensioner pulley. An automatic spring-loaded tensioner
maintains correct belt tension throughout the engine’s operating life. The
engine is an interference design; timing belt failure results in contact between
valves and pistons, causing extensive internal damage. Timing Belt Replacement
Interval: 80,000 km (50,000 mi) or 5 years.
Variable Valve Timing System: The intake camshaft VVT system consists of a
hydraulic phaser mounted at the end of the intake camshaft, controlled by an oil
control valve (OCV) solenoid. The ECU modulates oil pressure to the phaser based
on engine speed, load, and temperature, advancing or retarding cam timing to
optimize volumetric efficiency. The system requires clean oil at correct
pressure for proper operation.
Management System: Engine management is
governed by a Siemens EMS 2000 or SIRIUS 32 ECU, which integrates fuel
injection, ignition timing, VVT control, electronic throttle control
(where equipped), and evaporative emission purge functions.
Overall Length (Accessory Drive to Flywheel): 570 mm
(22.4 in).
Overall Width (Intake Manifold to Exhaust Manifold): 620 mm (24.4 in).
Overall Height: Approximately 660 mm (26.0 in).
Weight (Dry, Complete with Manifolds and Flywheel): 125 kg (276 lb).
Oil Change Interval: 20,000 km (12,500 mi) or 12 months
when using Volvo-specification ACEA A5/B5 oil. A 10,000 km (6,200 mi) interval
is recommended for severe duty operation. Timing Belt Replacement Interval:
80,000 km (50,000 mi). Inspection every 20,000 km (12,500 mi) recommended.
Coolant Replacement Interval: 5 years or 100,000 km (62,000 mi) for initial
fill, followed by 3-year intervals. Spark Plug Replacement Interval: 80,000 km
(50,000 mi) for platinum-tipped original equipment plugs. Air Filter
Replacement: 40,000 km (25,000 mi) under normal conditions.
VVT Solenoid/Oil Control Valve: Inspection for oil leakage and operational noise
at each service interval. Fuel Filter Replacement: 80,000 km (50,000 mi).
Accessory Drive Belt Inspection: Every 20,000 km (12,500 mi); replacement
indicated by visible cracking or glazing.
Cylinder Head Bolts (Stage 1): 20 Nm (15 lb-ft).
Cylinder Head Bolts (Stage 2): 70 Nm (52 lb-ft).
Main Bearing Cap Bolts (Stage 1): 20 Nm (15 lb-ft).
Main Bearing Cap Bolts (Stage 2): 30 Nm (22 lb-ft).
Connecting Rod Cap Nuts (Stage 1): 20 Nm (15 lb-ft).
Connecting Rod Cap Nuts (Stage 2): 40 Nm (30 lb-ft).
Camshaft Bearing Cap Bolts: 12 Nm (9 lb-ft).
VVT Phaser Center Bolt: 100 Nm (74 lb-ft).
Spark Plugs: 25 Nm (18 lb-ft).
Flywheel/Flexplate Bolts: 70 Nm (52 lb-ft).
Intake Manifold Bolts: 20 Nm (15 lb-ft).
Exhaust Manifold Nuts: 20 Nm (15 lb-ft).
Water Pump Bolts: 10 Nm (7 lb-ft).
Oil Filter: 15 Nm (11 lb-ft).
VVT Solenoid Retaining Bolt: 10 Nm (7 lb-ft).
The Volvo B4164S2 was produced from late 1999 through
2004, serving as the base gasoline powertrain for the Phase 2 facelift of
Volvo’s compact model range. This engine was not offered in the United States or
Canadian markets.
Volvo S40 Phase 2 (2000-2004): The four-door sedan variant, positioned as the
entry-level model in markets where the 1.6-liter displacement offered favorable
taxation and insurance classifications.
Volvo V40 Phase 2 (2000-2004): The five-door estate (wagon) variant, sharing the
same powertrain configuration as the S40. This engine was subsequently succeeded
by further developments within the Whiteblock family, including the B4164S3 and
later Ford-derived Duratec-based powerplants following Volvo’s acquisition by
Ford Motor Company.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
