Volvo B4204T11 Specifications
| Engine Model: Volvo B4204T11 |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve VVT turbo liquid-cooled gasoline |
| Total Displacement: 120.2 cu.in (1.97 L) |
| Rated Engine Power: 190-250 Hp (140-184 kW) at 5500 rpm |
| Fuel System Type: Gasoline direct fuel injection |
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The Volvo B4204T11 engine is a turbocharged,
direct-injected inline-four cylinder gasoline powerplant from Volvo's
Drive-E engine family. Introduced in 2013, this engine represents a
complete departure from the preceding modular engine family, featuring a
new, compact architecture designed for high efficiency, low emissions,
and modular hybridization. The B4204T11 is the core 2.0-liter
turbocharged variant, often branded as T4 or T5 depending on the
specific output. It incorporates a number of advanced technologies
including direct fuel injection, twin-scroll turbocharging, variable oil
and water pumps, and an aluminum open-deck block construction.
The engine is engineered for transverse installation and is designed
from the outset to be coupled with electrified components. Characterized
by immediate low-end torque, a flat power curve, and excellent thermal
efficiency, the B4204T11 became the cornerstone of Volvo's global
powertrain strategy, serving as the base internal combustion engine for
a wide range of vehicles, including mild-hybrid, plug-in hybrid, and
pure petrol applications.
Engine family: Volvo Drive-E (VEA).
Engine type: Inline-four cylinder, four-stroke Otto cycle, turbocharged
with direct injection.
Displacement: 1969 cc (120.2 cubic inches).
Bore: 82.0 mm (3.228 inches).
Stroke: 93.2 mm (3.669 inches).
Compression ratio: 10.8:1.
Maximum power output: Varies by application: 190 Hp (140 kW) in T4
configurations; up to 250 Hp (184 kW) in T5 configurations.
Maximum torque output: 221 lb-ft (300 Nm) at 1300-4000 rpm for T4; 258
lb-ft (350 Nm) at 1500-4800 rpm for T5.
Boost pressure: Controlled via twin-scroll turbocharger; exceeds 1.2 bar
(17.4 psi) in high-output versions. Firing order: 1-3-4-2.
Engine orientation: Transverse.
Aspiration: Twin-scroll turbocharger with air-to-air intercooler.
Fuel type: Premium unleaded gasoline (95 RON minimum).
Recommended oil grade: SAE 0W-20, meeting Volvo specification VCC
RBS0-2AE.
Oil capacity: 5.6 liters (5.9 U.S. quarts), including filter.
Coolant capacity: 8.0 liters (8.5 U.S. quarts).
The cylinder block is a high-pressure die-cast aluminum alloy unit with
an open-deck design. This design prioritizes weight reduction and
cooling efficiency, with the cylinder head gasket sealing against
individual cylinder liners rather than a continuous deck surface. The
cylinder liners are made of cast iron and are centrifugally cast,
providing a wear-resistant bore surface. The crankshaft is supported by
five main bearings. The crankshaft is a forged steel component,
optimized for low friction.
Main bearing caps are integrated into a single, rigid bedplate structure
that bolts to the lower block. This bedplate design greatly enhances
crankshaft stability and reduces engine noise. Connecting rods are
forged from steel. Pistons are aluminum alloy with a graphite-coated
skirt to reduce friction and a specific crown geometry for the direct
injection spray pattern and 10.8:1 compression ratio. Each piston is
cooled by targeted oil jets.
The cylinder head is a cast aluminum alloy unit with an integrated
exhaust manifold. This "hot-vee" inspired design, where the exhaust
manifold is cast into the cylinder head, shortens the exhaust path to
the turbocharger, reducing emissions and improving turbo response. The
engine employs a dual overhead camshaft (DOHC) layout with four valves
per cylinder. Valve actuation is via roller finger followers with
hydraulic lash adjusters.
The intake camshaft is fitted with a variable valve timing (VVT)
actuator. The camshafts are driven by a silent timing chain that is
lubricated by a dedicated pressure-fed spray jet. Intake valves are
sized for optimal airflow. Exhaust valves feature sodium-filled stems to
manage the high thermal load from the integrated exhaust manifold and
turbocharging. The valvetrain is designed for high-rpm stability.
The fuel system is a direct gasoline injection (DI) setup operating at
very high pressure. A camshaft-driven, mechanical high-pressure fuel
pump generates rail pressures up to 200 bar (2900 psi). The system is
managed by a Bosch engine control unit that integrates with the
vehicle's electrical architecture. The side-mounted piezo or solenoid
direct injectors provide precise, multiple injection events per cycle
for optimal mixture preparation and combustion stability.
This direct injection strategy enables the engine's high compression
ratio despite turbocharging, by cooling the in-cylinder charge. A
low-pressure electric fuel pump in the tank supplies the HPFP. The
engine management system utilizes a wide-band lambda sensor for precise
air-fuel ratio control and features advanced algorithms for knock
control and turbo boost management.
The lubrication system is a highly efficient, variable-pressure design.
It employs an electrically controlled variable-displacement vane-type
oil pump. This pump can adjust its output pressure independently of
engine speed, optimizing lubrication for reduced friction and improved
fuel economy under low-load conditions. The system uses a cassette-style
full-flow oil filter.
Oil is fed to the main gallery, supplying the crankshaft bearings,
camshaft bearings, VVT actuator, timing chain tensioner, and
turbocharger center bearing. A separate oil cooler manages oil
temperature. The turbocharger is lubricated and cooled via dedicated
lines. The engine features a patented "oil slosh" prevention system
within the sump to ensure oil pickup during severe cornering.
The cooling system is a split-circuit design for precise thermal
management. A mechanically driven water pump handles base engine
cooling. An additional electric auxiliary pump controls coolant flow for
the turbocharger and the integrated exhaust manifold/cylinder head,
allowing for continued cooling after engine shutdown to prevent heat
soak. The thermostat is electronically controlled. A front-mounted
air-to-air intercooler cools the compressed charge from the twin-scroll
turbocharger.
The turbocharger is a twin-scroll unit, which pairs specific exhaust
pulses from cylinders 1-4 and 2-3 to minimize interference and improve
low-end response and efficiency. The ignition system is a coil-on-plug
design. The engine is equipped with both high- and low-pressure exhaust
gas recirculation (EGR) systems and a vacuum pump for brake servo
assistance.
The Drive-E engine family was designed for extreme compactness to
accommodate hybrid components. The B4204T11 engine is notably short and
light. Approximate length is 500 mm (19.69 inches). Approximate width is
600 mm (23.62 inches). Approximate height is 700 mm (27.56 inches).
These dimensions contribute to its versatile packaging. The weight of a
complete B4204T11 engine, with all fluids and standard accessories, is
approximately 130 kg (287 lbs). This low mass is a direct result of the
all-aluminum construction and integrated component design.
Engine oil and filter change intervals are extended under Volvo's
service plans, often reaching 15,000 km (9,321 miles) or 12 months,
guided by the vehicle's Condition Based Service system. The use of
high-quality 0W-20 oil is mandatory. The timing chain is designed for
the life of the engine and does not have a scheduled replacement. Spark
plug replacement intervals are extended to 60,000 km (37,282 miles) or 4
years.
The accessory drive belt is part of a "maintenance-free" sealed system
on many applications and may require replacement only at high mileage.
Coolant replacement is recommended every 240,000 km (149,129 miles) or
10 years. A primary maintenance concern for direct injection engines is
carbon deposit buildup on intake valves; walnut shell blasting is a
recognized service procedure for engines exhibiting symptoms, usually
after 80,000-100,000 km (50,000-62,000 miles).
Torque specifications for the Drive-E engine family often use angle
tightening procedures. Cylinder head bolts are tightened in a
multi-stage sequence: final stage is a 90-degree plus 90-degree turn
from an initial seated position. Main bearing cap/bedplate bolts: 30 Nm
(22 lb-ft) plus an additional 90-degree turn.
Connecting rod cap bolts: 25 Nm (18 lb-ft) plus an additional 90-degree
turn. Crankshaft pulley bolt: 150 Nm (111 lb-ft) plus an additional
90-degree angle. Camshaft sprocket bolts: 80 Nm (59 lb-ft). Spark plugs:
25 Nm (18 lb-ft). Oil drain plug: 40 Nm (30 lb-ft). High-pressure fuel
pump mounting bolts: 25 Nm (18 lb-ft).
The Volvo B4204T11 engine is the workhorse of the modern Volvo lineup,
found in nearly every model built on the SPA (Scalable Product
Architecture) and CMA (Compact Modular Architecture) platforms from 2014
onward. Applications are vast and include: Volvo S60 (third generation,
as T4/T5). Volvo V60 (second generation, as T4/T5). Volvo XC60 (second
generation, as T5). Volvo S90 (as T5). Volvo V90 (as T5). Volvo XC90
(second generation, as T5/T6 - where T6 adds supercharging). Volvo XC40
(as T4/T5). Volvo C40 Recharge (as part of the hybrid powertrain).
It serves as the sole internal combustion engine in multiple mild-hybrid
(B-badge) and plug-in hybrid (T6/T8 Recharge) configurations. Its
modular design and production volume underscore its central role in
Volvo's current powertrain philosophy.
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