Volvo B4204T35 Specifications
| Engine Model: Volvo B4204T35 |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve VVT liquid-cooled gasoline |
| Total Displacement: 120.2 cu.in (1.97 L) |
| Rated Engine Power: 302 hp (225 kW) at 5700 rpm |
| Fuel System Type: Gasoline direct injection |
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The Volvo B4204T35 is a 2.0-liter inline 4-cylinder
petrol engine from the Volvo Engine Architecture (VEA) Drive-E family,
representing the brand’s strategic shift toward downsized, forced-induction
powerplants. Introduced in 2015 with the second-generation XC90, this engine
achieved high power output through a twin-charged configuration combining a
Roots-type supercharger for immediate low-end response with a turbocharger for
sustained high-rpm power delivery.
Constructed entirely from aluminum alloys, the B4204T35 utilized direct
injection, dual overhead camshafts with continuously variable valve timing, and
an interference valvetrain driven by a maintenance-scheduled timing belt.
The engine was engineered to deliver performance equivalent to naturally
aspirated six-cylinder units while reducing mass and improving fuel efficiency,
serving as the flagship T6 gasoline powertrain across Volvo’s Scalable Product
Architecture (SPA) and Compact Modular Architecture (CMA) platforms between 2014
and 2018.
Engine Family: Volvo VEA (Volvo Engine Architecture) Drive-E.
Engine Code: B4204T35.
Configuration: Inline 4-cylinder, transversely mounted.
Displacement: 1969 cc (120.2 cu.in).
Bore: 82.0 mm (3.23 in).
Stroke: 93.2 mm (3.67 in).
Compression Ratio: 10.3:1.
Firing Order: 1-3-4-2.
Valvetrain Configuration: DOHC, 16 valves (4 per cylinder).
Valvetrain Drive: Rubber timing belt with automatic tensioner.
Variable Valve Timing: Continuously variable on both intake and exhaust
camshafts.
Maximum Power: 225 kW (302 hp) at 5700 rpm.
Maximum Torque: 400 Nm (295 lb-ft) from 2100 rpm to 4500 rpm.
Engine Redline: 6500 rpm.
Idle Speed: 750 rpm ± 50 rpm.
Emission Standard: Euro 6.
Fuel System: Direct injection, high-pressure.
Induction System: Twin-charged; Roots-type supercharger with electromagnetic
clutch plus single-scroll turbocharger.
The cylinder block is manufactured from cast aluminum
alloy using a high-pressure die-casting process to achieve the structural
rigidity required for forced induction applications while maintaining minimal
mass. The block features a closed-deck design at the cylinder head interface,
with each cylinder bore incorporating a spray-formed iron coating applied
directly to the aluminum bore surface, eliminating separate cast iron liners.
This bore coating, applied via plasma transfer wire arc spraying, provides a
durable low-friction surface with improved heat transfer characteristics
compared to conventional liner designs. The block incorporates a structural
aluminum bedplate that bolts to the lower crankcase area, forming a rigid ladder
frame supporting the five main bearing caps. The bedplate integrates the oil
pump housing and contributes to overall powertrain stiffness. Water jackets are
cast with optimized coolant flow paths surrounding each cylinder, with
cross-drilled passages between bores to ensure uniform temperature distribution
across the engine operating range.
The cylinder head is constructed from cast aluminum
alloy with an integrated exhaust manifold design, eliminating the separate
manifold component and reducing thermal mass for faster catalyst light-off. The
pent-roof combustion chamber design incorporates four valves per cylinder
arranged for central spark plug placement and optimized tumble flow
characteristics.
Intake valves measure 34.0 mm (1.34 in) in diameter, while exhaust valves
measure 29.0 mm (1.14 in). Valve stems are 5.5 mm (0.22 in) in diameter with a
chrome-nitride coating on intake valves and a stellite-faced exhaust valve for
high-temperature durability. The valvetrain utilizes low-friction roller finger
followers with hydraulic lash adjusters, eliminating manual clearance
adjustments.
Both intake and exhaust camshafts are equipped with continuously variable valve
timing phasers, with a total adjustment range of 60 degrees of crank angle on
the intake side and 40 degrees on the exhaust side. Camshaft bearing caps are
machined integrally with the cylinder head structure and are not interchangeable
between positions.
The fuel system employs a direct injection
configuration with a fuel rail architecture operating at pressures up to 250 bar
(3626 psi). A high-pressure mechanical pump mounted on the cylinder head and
driven by the exhaust camshaft supplies fuel to the rail.
Four solenoid-actuated injectors are positioned centrally in the combustion
chamber, each with a multi-hole nozzle design incorporating eight apertures to
optimize fuel atomization and spray pattern. The Engine Control Module (ECM)
controls injection timing and duration, utilizing up to five injection events
per combustion cycle to manage combustion noise, particulate emissions, and
power output.
A low-pressure fuel system, comprising an in-tank electric pump and a fuel
cooler mounted on the cylinder block, supplies the high-pressure pump at a
regulated pressure of 5.0-6.5 bar (72.5-94.3 psi). The system incorporates a
stainless steel fuel rail with integrated pressure sensor for closed-loop
pressure control.
The lubrication system is a wet-sump configuration
utilizing a variable-displacement oil pump that adjusts output based on engine
speed, load, and temperature to reduce parasitic losses. The pump is mounted on
the crankshaft within the bedplate structure and incorporates a control solenoid
actuated by the ECM to modulate pump displacement. A full-flow spin-on oil
filter with an integrated bypass valve is mounted on the front of the cylinder
block. System capacity with filter replacement is 5.9 liters (6.2 qt).
The aluminum oil pan incorporates a molded plastic windage tray and baffling to
maintain oil pickup under lateral acceleration. Recommended oil viscosity is SAE
0W-20 meeting Volvo specification VCC RBS0-2AE, with ACEA C5 classification for
low-ash formulation to protect the gasoline particulate filter. Oil pressure at
operating temperature at 3000 rpm is maintained between 2.5-4.5 bar (36.3-65.3
psi). Piston cooling jets are integrated into the bedplate structure, providing
continuous oil spray to the underside of each piston crown.
The cooling system operates under pressure with a
sealed expansion tank and a radiator cap rated at 1.4 bar (20.3 psi). Coolant
circulation is driven by a centrifugal water pump mounted on the front of the
cylinder block, driven by the timing belt through a dedicated pulley. System
total capacity varies by vehicle platform but ranges from 8.0 to 10.5 liters
(8.5 to 11.1 qt). A wax-pellet thermostat is housed in a plastic assembly at the
water pump inlet, commencing opening at 87°C (189°F) and reaching full open at
102°C (216°F).
An electric auxiliary water pump maintains coolant circulation through the
heater core and turbocharger after engine shutdown to manage thermal soak. The
cooling system incorporates separate circuits for the cylinder block, cylinder
head, turbocharger, supercharger intercooler, and oil cooler, each regulated by
the ECM. Coolant specified is Volvo-approved ethylene glycol-based fluid meeting
requirements for extended-life formulations.
| Intake and Exhaust Systems |
Exhaust System: An integrated exhaust manifold within
the cylinder head routes exhaust gases to the turbocharger turbine housing. A
close-coupled three-way catalytic converter and a gasoline particulate filter
(GPF) are mounted directly after the turbocharger outlet. Two heated oxygen
sensors are positioned before the catalyst, with an additional sensor after the
GPF for closed-loop control.
Intake System: A sound-insulated air cleaner housing with a pleated paper filter
element feeds a dual-path intake duct incorporating a resonator chamber. An
electronically controlled throttle body with 70 mm (2.76 in) bore diameter
manages air entry.
Twin-Charging System: The induction system employs a
Roots-type supercharger mounted on the front of the engine, driven by a belt
from the crankshaft through an electromagnetic clutch that engages under load
and disengages during low-demand cruising to reduce parasitic loss.
Boost pressure from the supercharger is
regulated by an electronically controlled bypass valve. A single-scroll
turbocharger is mounted at the rear of the engine, with an
electronically controlled wastegate actuator. A charge air cooler
reduces intake air temperature between the turbocharger and the
supercharger inlet.
Ignition System: Direct ignition system with individual
pencil-type ignition coils mounted over each spark plug. The ECM controls
ignition timing based on crankshaft position, camshaft position, knock sensor
feedback, and engine load. Spark plugs are iridium-tipped with a specified gap
of 0.7-0.8 mm (0.028-0.031 in).
Engine Management: The ECM is a Bosch-manufactured unit (MG1 or earlier MED17
variants) controlling fuel injection, ignition timing, VVT actuation,
supercharger clutch engagement, turbocharger wastegate, and idle speed control.
Overall Length: 580 mm (22.83 in).
Overall Width: 620 mm (24.41 in).
Overall Height: 660 mm (25.98 in).
Dry Engine Weight (without coolant, oil, transmission, and accessories): 135 kg
(298 lb).
Fully Dressed Weight (with intake system, exhaust manifold integrated,
alternator, starter, turbocharger, supercharger, and all ancillaries): 165 kg
(364 lb).
Oil Change Interval: 12,000 km (7456 mi) or 12 months
under normal service.
Oil Change Interval: 8000 km (4971 mi) under severe duty conditions.
Oil Filter Replacement: Replace at every oil change interval.
Timing Belt Replacement: 150,000 km (93,206 mi) or 10 years.
Timing Belt Tensioner and Idler Pulleys: Replace concurrently with timing belt.
Valve Clearance: Hydraulic lash adjusters; no adjustment required.
Spark Plug Replacement: 60,000 km (37,282 mi) for iridium-tipped plugs.
Air Filter Replacement: 30,000 km (18,641 mi) or as indicated by inspection.
Fuel Filter: Integral with low-pressure pump; replace pump assembly if filter
becomes restricted.
Coolant Replacement: 120,000 km (74,565 mi) or 60 months.
Coolant Replacement: 60,000 km (37,282 mi) or 30 months thereafter.
Drive Belt (Accessory): Inspect every 20,000 km (12,427 mi).
Drive Belt Replacement: 100,000 km (62,137 mi).
Supercharger Clutch: Inspect for engagement noise and functionality during
routine service.
Gasoline Particulate Filter (GPF): Regeneration occurs automatically under
normal driving conditions.
Cylinder Head Bolts (M10 x 1.5), Stage 1: 30 Nm (22
lb-ft)
Cylinder Head Bolts (M10 x 1.5), Stage 2: 60 Nm (44 lb-ft) plus 120° rotation
Main Bearing Bedplate Bolts (M10 x 1.25), Stage 1: 20 Nm (15 lb-ft)
Main Bearing Bedplate Bolts (M10 x 1.25), Stage 2: 40 Nm (30 lb-ft) plus 90°
rotation
Connecting Rod Cap Bolts (M8 x 1.0): 25 Nm (18 lb-ft) plus 90° rotation
Flexplate Bolts (M12 x 1.25): 80 Nm (59 lb-ft) plus 90° rotation
Camshaft Bearing Cap Bolts (M8 x 1.25): 15 Nm (11 lb-ft) plus 90° rotation
Camshaft Sprocket Bolts (M10 x 1.25): 50 Nm (37 lb-ft) plus 60° rotation
Intake Manifold Bolts (M8 x 1.25): 20 Nm (15 lb-ft)
Turbocharger Mounting Nuts (M8 x 1.25): 25 Nm (18 lb-ft)
Supercharger Mounting Bolts (M8 x 1.25): 25 Nm (18 lb-ft)
Spark Plugs: 25 Nm (18 lb-ft)
Engine Oil Drain Plug: 35 Nm (26 lb-ft)
Oil Filter: 25 Nm (18 lb-ft)
Timing Belt Tensioner Bolt (M10 x 1.5): 25 Nm (18 lb-ft)
Water Pump Bolts (M6 x 1.0): 10 Nm (7 lb-ft)
VVT Solenoid Bolts (M6 x 1.0): 10 Nm (7 lb-ft)
Supercharger Clutch Retaining Bolt (M12 x 1.5): 70 Nm (52 lb-ft)
Volvo XC90 (SPA, T6): 2015-2018.
Volvo S90 (SPA, T6): 2017-2018.
Volvo V90 (SPA, T6): 2017-2018.
Volvo XC60 (SPA, T6): 2018.
Volvo S60 (SPA, T6): 2014-2018.
Volvo V60 (SPA, T6): 2014-2018.
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