Volvo B4204T56 Specifications
| Engine Model: Volvo B4204T56 |
| 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: 310 hp (228 kW) at 6000 rpm |
| Fuel System Type: Gasoline direct injection |
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The Volvo B4204T56 represents the pinnacle of the
Drive-E (VEA) engine family, serving as the internal combustion component within
Volvo’s T8 Recharge plug-in hybrid powertrain. Introduced in 2022, this
2.0-liter inline-four is distinguished by an advanced induction system combining
turbocharging with electric-boost (e-boost) technology, enabling high specific
output while maintaining efficiency targets demanded by Euro 6d-TEMP emissions
standards.
The engine operates exclusively within a hybrid architecture, paired with a rear
electric motor to form a comprehensive all-wheel-drive system. Third-generation
(GEN3) architecture refinements reduce internal friction and integrate a 48-volt
integrated starter generator for seamless transitions between electric and
gasoline propulsion.
Constructed entirely from aluminum alloy, the B4204T56 utilizes direct injection
and a relatively high compression ratio to extract maximum thermal efficiency
from its 2.0-liter displacement. This powerplant represents Volvo’s strategic
shift toward electrified propulsion while retaining the performance
characteristics expected in premium SUV and sedan applications.
Configuration: Inline four-cylinder, transversely mounted.
Displacement: 1,969 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.
Engine rotation: Clockwise when viewed from the crankshaft pulley end.
Gasoline engine maximum power: 228 kW (310 hp) at 6,000 rpm.
Gasoline engine maximum torque: 400 Nm (295 lb-ft) from 3,000 to 4,800 rpm.
Combined system power (with rear electric motor): 335 kW (455 hp).
Combined system torque (with rear electric motor): 709 Nm (523 lb-ft).
Engine idle speed: 750-850 rpm depending on hybrid system state.
Maximum engine speed: 6,500 rpm governed.
Valvetrain: Dual overhead camshafts (DOHC) with continuously variable valve
timing on intake and exhaust camshafts, 16 valves with four valves per cylinder.
The cylinder block is constructed from aluminum alloy
using high-pressure die-casting techniques with closed-deck architecture. The
closed-deck design incorporates a continuous upper deck surface with integral
cylinder bore support, enhancing head gasket sealing and bore stability under
the elevated cylinder pressures generated by turbocharged operation. Cast-iron
cylinder liners are integrally cast during the manufacturing process, providing
durable wear surfaces for the low-friction piston rings.
The block incorporates a deep-skirt design extending below the crankshaft
centerline with integrated main bearing bulkheads reinforced with cast-in steel
inserts for added rigidity. Five main bearings support the crankshaft, utilizing
bedplate construction where a separate aluminum lower crankcase assembly bolts
to the block to form the main bearing structure. This bedplate contributes
substantially to overall engine stiffness while minimizing mass. Integrated oil
galleries are cast into the block to supply the main bearings, connecting rod
bearings, piston cooling jets, and variable valve timing actuators.
The cylinder head is manufactured from aluminum alloy
using precision sand-casting techniques to achieve complex coolant passages and
port geometries. The cross-flow design positions the intake manifold on the rear
side and the turbocharger mounting flange on the front side for transverse
engine installations. Combustion chambers utilize a pent-roof configuration with
four valves per cylinder arranged around a centrally located direct injector and
spark plug.
Dual overhead camshafts are supported by five bearing journals machined directly
into the cylinder head casting. Valve actuation employs direct-acting bucket
tappets incorporating hydraulic lash adjusters within the tappet assemblies,
eliminating valve clearance adjustment requirements.
Continuously variable valve timing on both intake and exhaust camshafts utilizes
hydraulically actuated vane-type phasers with a range of 60 degrees on the
intake side and 40 degrees on the exhaust side. The camshafts are driven by a
wet-type timing belt operating in engine oil, with a hydraulic tensioner
maintaining optimal belt tension across operating conditions.
Valves: 16 (4 per cylinder).
Intake valve diameter: 33.0 mm (1.30 in).
Exhaust valve diameter: 28.5 mm (1.12 in).
Valve stem diameter: 5.0 mm (0.20 in).
Camshaft drive: Wet-type rubber timing belt operating in oil bath.
Variable valve timing range: Intake 60 degrees, exhaust 40 degrees of crankshaft
rotation.
Valve lash adjustment: Hydraulic lash adjusters, no manual adjustment required.
The fuel system employs gasoline direct injection with
high-pressure delivery. A conventional in-tank electric pump delivers fuel at
approximately 5.0 bar (73 psi) to a high-pressure mechanical pump mounted on the
cylinder head and driven by the intake camshaft. This mechanical pump elevates
fuel pressure to 20.0-35.0 MPa (2,900-5,080 psi) depending on engine operating
conditions.
High-pressure fuel is distributed through a stainless steel rail to six-hole
solenoid injectors that spray fuel directly into the combustion chambers. The
direct injection system enables multiple injection events per combustion cycle,
including stratified charge operation under light loads and homogeneous
operation under higher loads.
Injector type: Electromagnetically actuated multi-hole direct injectors.
Injector flow rate: 250 cc/min at 35.0 MPa (5,080 psi) system pressure. Fuel
requirement: Unleaded premium gasoline with a minimum octane rating of 91 AKI
(95 RON). High-pressure fuel pump: Single-piston plunger pump with integrated
pressure control valve. Fuel rail construction: Stainless steel with pressure
sensor feedback to engine control module. Throttle body: Electronically
controlled drive-by-wire, 65 mm (2.56 in) bore diameter.
The lubrication system operates as a fully pressurized
wet-sump configuration utilizing a variable-displacement oil pump mounted at the
front of the engine and driven by the timing belt. The variable-displacement
design adjusts pump output based on engine operating conditions to reduce
parasitic losses during low-load operation. Oil is drawn from the aluminum oil
pan through a baffled pickup tube with integrated oil level sensor.
A full-flow spin-on oil filter is mounted externally on the cylinder block. Oil
is distributed through main galleries cast into the cylinder block, supplying
the five main bearings, connecting rod bearings, camshaft bearings, hydraulic
lash adjusters, variable valve timing actuators, timing belt hydraulic
tensioner, and piston cooling jets.
Oil pump type: Variable-displacement vane-type with ECM-controlled regulation.
Oil pressure at idle (warm): 1.2-1.8 bar (17-26 psi).
Oil pressure at 3,000 rpm: 3.5-4.5 bar (51-65 psi).
Oil capacity with filter change: 5.9 liters (6.2 US qt).
Oil viscosity specification: 0W-20 meeting Volvo VCC RBS0-2AE specification.
Oil pan construction: Aluminum with integrated baffling and windage tray.
Oil filter thread: M20 x 1.5.
Cooling system circulation is managed by a belt-driven
centrifugal water pump mounted on the front of the engine block. The water pump
incorporates a variable-flow electric control valve to manage coolant
distribution between the engine and the hybrid system components. Coolant flows
from the pump into the cylinder block water jacket, circulating around the
cylinder bores before passing upward through the cylinder head gasket into the
cylinder head.
A separate coolant circuit serves the turbocharger bearing housing and the
high-pressure fuel pump cooling jacket. The system includes an electric
auxiliary coolant pump to maintain circulation when the gasoline engine is
stopped during electric-only operation.
Coolant capacity: 9.5 liters (10.0 US qt) including heater core, radiator, and
hybrid system components. Thermostat opening temperature: 90°C (194°F). Water
pump drive: Serpentine accessory belt with electric clutch for decoupling during
electric-only operation. Radiator fan control: Dual electric fans with
ECM-controlled operation based on coolant temperature sensor input and hybrid
battery thermal management requirements. Coolant specification: Phosphate-free,
silicate-free ethylene glycol blend with corrosion inhibitors, 50 percent
concentration recommended.
| Intake and Exhaust Systems |
Intake System: A composite plastic intake manifold with
integrated charge air cooler is mounted on the rear of the cylinder head. The
intake system incorporates an air-to-water intercooler integrated into the
intake manifold assembly, reducing charge air temperature more effectively than
conventional air-to-air configurations. An electronically controlled throttle
body manages airflow into the engine. The intake system includes active acoustic
tuning features to reduce induction noise while maintaining flow efficiency.
Exhaust System: A stainless steel exhaust manifold is integrated into the
cylinder head casting, a design that reduces weight, improves thermal
management, and accelerates catalyst light-off. The close-coupled turbocharger
mounts directly to the cylinder head with a single-scroll turbine housing. A
gasoline particulate filter and three-way catalytic converter are positioned
downstream of the turbocharger. Dual heated oxygen sensors provide feedback for
fuel control and catalyst efficiency monitoring.
The ignition system utilizes a coil-on-plug
configuration with four individual ignition coils mounted directly over each
spark plug. The engine control module determines ignition timing based on
crankshaft position sensor input, camshaft position sensor input, engine load,
and coolant temperature. A knock sensor mounted on the cylinder block provides
feedback for per-cylinder knock control. Spark plug type: NGK ILZKBR7B8G or
equivalent iridium-tipped plug. Spark plug gap: 0.7-0.8 mm (0.028-0.031 in).
Ignition timing: ECM-controlled, not user-adjustable.
Turbocharger and E-Boost System: The induction system
combines a conventional exhaust-driven turbocharger with an electric-boost
(e-boost) compressor. The e-boost system utilizes a 48-volt electrically driven
compressor that provides immediate boost response during transient conditions,
eliminating turbocharger lag. This integrated system enables the engine to
maintain high power output across the operating range while optimizing transient
response.
Emissions Control: The engine employs gasoline direct injection with particulate
filter and three-way catalytic converter. Positive crankcase ventilation is
integrated into the cylinder head cover with an internal oil separator.
Evaporative emissions are managed through a charcoal canister system with purge
solenoid valve. The engine meets Euro 6d-TEMP emissions standards through
precise fuel control and advanced catalyst management strategies.
0Length: 620 mm (24.4 in)
Width: 680 mm (26.8 in)
Height: 710 mm (28.0 in)
Engine dry weight (complete assembly without fluids): 145 kg (320 lb)
Valve clearance adjustment: Not required due to
hydraulic lash adjusters. Timing belt replacement interval: 150,000 km (93,000
miles) or 10 years; failure results in valve-to-piston contact due to
interference engine design. Accessory belt inspection interval: 40,000 km
(25,000 miles); replace if cracking, glazing, or fraying is evident.
Engine oil change interval: 20,000 km (12,500 miles) or 12 months under normal
conditions with approved synthetic oil; 10,000 km (6,200 miles) under severe
service. Oil filter replacement interval: Every oil change. High-pressure fuel
pump inspection: Inspect for fuel leakage at pump mounting interface at 80,000
km (50,000 mile) intervals.
Spark plug replacement interval: 80,000 km (50,000 miles) for iridium-tipped
factory plugs. Coolant replacement interval: 100,000 km (62,000 miles) or 5
years. Air filter replacement interval: 40,000 km (25,000 miles) under normal
conditions. E-boost compressor service: No scheduled maintenance; system
diagnostics performed through ECM self-diagnostics.
Cylinder head bolts (11 mm x 1.25 thread), Step 1: 30
Nm (22 lb-ft)
Cylinder head bolts (11 mm x 1.25 thread), Step 2: 80 Nm (59 lb-ft)
Main bearing bedplate bolts, Step 1: 20 Nm (15 lb-ft)
Main bearing bedplate bolts, Step 2: 60 Nm (44 lb-ft)
Connecting rod cap bolts: 20 Nm (15 lb-ft)
Camshaft bearing cap bolts: 12 Nm (9 lb-ft)
Camshaft sprocket bolts: 85 Nm (63 lb-ft)
Crankshaft pulley bolt: 250 Nm (184 lb-ft)
Flywheel bolts: 80 Nm (59 lb-ft)
Intake manifold bolts: 22 Nm (16 lb-ft)
Turbocharger mounting bolts: 28 Nm (21 lb-ft)
Spark plugs: 18 Nm (13 lb-ft)
Valve cover bolts: 10 Nm (7 lb-ft)
Oil pan bolts: 12 Nm (9 lb-ft)
Water pump bolts: 12 Nm (9 lb-ft)
Timing belt tensioner bolts: 25 Nm (18 lb-ft)
Engine mount through-bolts: 80 Nm (59 lb-ft)
The Volvo B4204T56 engine is exclusively utilized in T8
Recharge plug-in hybrid models from the 2022 model year onward, operating in
conjunction with a rear electric motor and 48-volt integrated starter generator.
Volvo XC90 Recharge T8 AWD (2022-present): The engine drives the front wheels
while the rear electric motor drives the rear axle, forming an all-wheel-drive
system without a mechanical driveshaft. Available in Ultimate, Plus, and Core
trim levels.
Volvo XC60 Recharge T8 AWD (2022-present): Similar transverse front engine and
rear electric motor configuration. The engine is paired with an eight-speed
automatic transmission incorporating the integrated starter generator.
Volvo S60 Recharge T8 AWD (2022-present): Sedan application of the T8
powertrain, utilizing the same engine and rear motor architecture. Available in
Polestar Engineered and other high-performance trim levels.
Volvo V60 Recharge T8 AWD (2022-present): Wagon variant incorporating the
B4204T56 engine with the same hybrid system configuration as the S60 sedan.
Volvo S90 Recharge T8 AWD (2022-present): Full-size sedan application with the
engine driving the front wheels and the electric motor providing rear axle
propulsion.
Volvo V90 Recharge T8 AWD (2022-present): Wagon configuration of the S90
platform utilizing the identical powertrain layout with the B4204T56 engine as
the gasoline component.
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