Volvo B5244S Specifications
| Engine Model: Volvo B5244S |
| Engine Type: 4-cycle inline 5-cylinder DOHC 20-valve VVT liquid-cooled gasoline |
| Total Displacement: 148.6 cu.in (2.43 L) |
| Rated Engine Power: 168 hp (125 kW) at 6000 rpm |
| Fuel System Type: Multi-point fuel injection |
____________________________________________________________________________________
0The Volvo B5244S is a 2.4-liter, naturally aspirated
five-cylinder gasoline engine from Volvo’s Modular “Whiteblock” family,
introduced in the late 1990s as the successor to the 2.5-liter 10-valve and
20-valve units. This powerplant became the high-volume, reliable centerpiece of
Volvo’s non-turbocharged lineup throughout the early 2000s, powering a wide
range of vehicles across the P80, P2, and P1 platforms.
The B5244S features an all-aluminum construction - aluminum cylinder block and
aluminum cylinder head - a design that reduces overall mass while maintaining
the structural integrity required for the engine’s output. The inline-five
configuration delivers a distinctive exhaust note and a linear power delivery
characteristic that distinguishes it from four-cylinder and six-cylinder
competitors. The engine utilizes a dual overhead camshaft (DOHC) valvetrain with
20 valves and, in later iterations, variable valve timing (VVT) on the intake
camshaft.
Managed by the Bosch Motronic ME7 engine management system with electronic
throttle control, the B5244S produces 170 PS (125 kW / 168 HP) and 230 Nm (170
lb-ft) of torque. A detuned variant, the B5244S2, was offered in certain markets
with the same mechanical internals but different ECU calibration, producing 140
HP for improved fuel economy and lower insurance classifications.
The B5244S is a 4-stroke, inline 5-cylinder, water-cooled gasoline engine
utilizing a dual overhead camshaft (DOHC) valvetrain with four valves per
cylinder, totaling 20 valves. Total displacement is 2.435 Liters (2,435 cc /
148.6 cu.in), derived from a bore of 83.0 mm (3.268 in) and a long stroke of
90.0 mm (3.543 in). The undersquare bore-to-stroke ratio favors low-end torque
production and thermal efficiency. The compression ratio is set at 10.3:1, a
value that balances power output with compatibility with regular-grade fuel.
Maximum power output is 170 PS (125 kW / 168 HP) at 5,900-6,000 RPM. Peak torque
of 230 Nm (170 lb-ft) is delivered at 4,500 RPM. The firing order follows
1-2-4-5-3, a configuration that provides inherent balance characteristics for
the five-cylinder layout. The engine management system is the Bosch Motronic
ME7, an integrated system combining fuel injection, ignition timing, and
electronic throttle control (ETC) within a single electronic control unit (ECU).
The ignition system utilizes individual ignition coils mounted directly above
each spark plug (coil-on-plug).
The cylinder block is manufactured from high-pressure
die-cast aluminum alloy, a material selection that significantly reduces overall
engine mass compared to cast-iron architectures. The open-deck design
incorporates cast-iron cylinder liners of the press-fit type with a finished
bore diameter of 83.0 mm (3.268 in). The deep-skirt design extends below the
crankshaft centerline, providing structural rigidity sufficient for the engine’s
output and operating range.
The crankshaft is forged from micro-alloy steel and is supported by six main
bearings - a configuration that provides exceptional support for the inline-five
configuration and contributes to the engine’s smoothness. A structural aluminum
oil pan bolts to the lower crankcase, contributing to overall engine stiffness
and noise, vibration, and harshness (NVH) reduction.
Connecting rods are forged steel with a fractured-cap design ensuring precise
bearing alignment. Pistons are cast aluminum with a slight dish in the crown to
achieve the 10.3:1 compression ratio. The piston skirts feature a graphite
coating to reduce friction and scuffing during cold starts. Piston cooling jets
(oil squirters) are not employed in this naturally aspirated application, as
thermal loads remain within design limits.
The cylinder head is manufactured from aluminum alloy
and features a cross-flow design with four valves per cylinder - two intake and
two exhaust - arranged in a pent-roof combustion chamber configuration. The dual
overhead camshafts (DOHC) are driven by a rubber timing belt from the
crankshaft. The intake camshaft is equipped with continuously variable valve
timing (VVT) on models produced from 1999 onward, allowing the engine control
unit to adjust intake valve timing across a range of up to 40 degrees of
crankshaft rotation.
The camshafts operate the valves through hydraulic lash adjusters integrated
into the valve lifters, eliminating manual valve clearance adjustments for the
engine’s service life. Intake valve diameter measures 33.0 mm (1.299 in);
exhaust valve diameter measures 29.0 mm (1.142 in). The valve stems are 6.0 mm
(0.236 in) in diameter. The combustion chambers feature a compact design with
squish areas that promote turbulence and efficient combustion.
The intake ports are designed with high-flow characteristics optimized for the
Motronic ME7’s precise fuel delivery and ignition control strategies. The valve
seats are manufactured from sintered alloy materials selected for durability
under the engine’s operating conditions.
The fuel system is a sequential multi-point fuel
injection (MPFI) system managed by the Bosch Motronic ME7 engine control unit.
Fuel is supplied by an in-tank electric pump operating at a regulated pressure
of 3.5-4.0 bar (51-58 psi). The fuel injectors are mounted in the intake
manifold runners, positioned to direct fuel toward the intake valves. Each
injector is actuated sequentially based on inputs from the crankshaft position
sensor, camshaft position sensors, and mass airflow sensor.
The intake air system incorporates a hot-wire mass airflow sensor (MAF) located
upstream of the electronic throttle module (ETM). The throttle body is
electronically controlled (drive-by-wire) with no mechanical cable connection,
allowing the ECU to manage idle speed, traction control intervention, and
throttle response characteristics. A fuel pressure regulator with a vacuum
reference maintains consistent pressure differential across the injectors. The
fuel system is calibrated for operation with unleaded gasoline of 95 RON (91
octane) or higher.
The lubrication system is a full-flow, pressurized
design utilizing a gear-type oil pump mounted to the front of the crankshaft
within the timing belt cover. The oil pump draws oil from a structural aluminum
oil pan through a screened pickup tube and delivers it through a full-flow
spin-on oil filter. Total oil capacity is 5.8 Liters (6.1 qt) including the
filter. A water-cooled oil cooler is integrated into the oil filter mounting
assembly, maintaining oil temperature within the optimal range under sustained
high-load operation.
The lubrication circuit supplies oil to the crankshaft main bearings, connecting
rod bearings, camshaft bearings, hydraulic lash adjusters, VVT actuator, and
timing belt tensioner. Oil pressure at operating temperature ranges from 2.0-4.0
bar (29-58 psi) across the normal engine speed range. The recommended oil is
5W-30 or 5W-40 meeting ACEA A3/B4 or A5/B5 specifications.
The cooling system is a water-cooled, pressurized
design utilizing a belt-driven centrifugal water pump mounted to the front of
the engine block. Coolant circulates through the aluminum block and cylinder
head, with a cross-flow aluminum radiator employed in all applications. The
thermostat is a wax-pellet unit with an opening temperature of 90°C (194°F),
achieving full open at 105°C (221°F).
Total coolant capacity ranges from 7.0-8.5 Liters (7.4-9.0 qt) depending on
vehicle platform, heater core configuration, and the presence of a rear heater
in wagon applications. The cooling fan is an electric unit with variable speed
control, operating only when required to reduce parasitic drag. The cooling
system is designed with adequate capacity to maintain stable operating
temperatures under sustained highway driving and urban conditions.
Timing System: The camshafts are driven by a rubber
timing belt with reinforced fiber cord. The belt routes around the crankshaft
sprocket, tensioner pulley, idler pulley, and both camshaft sprockets. An
automatic spring-loaded tensioner with a hydraulic damper maintains correct belt
tension throughout the service interval. The engine is an interference design:
timing belt failure results in piston-to-valve contact, causing bent valves and
requiring cylinder head removal for repair. The water pump is driven by the same
timing belt, requiring concurrent replacement during belt service.
Continuously Variable Valve Timing (VVT): The VVT system utilizes a
hydraulically actuated vane-type phaser mounted on the intake camshaft sprocket.
The engine control unit adjusts camshaft timing based on engine speed, load, and
throttle position, optimizing volumetric efficiency across the operating range.
The system improves low-end torque, idle stability, and fuel economy while
reducing exhaust emissions.
Ignition System: The ignition system is a distributor-less design with
individual ignition coils mounted directly above each spark plug (coil-on-plug).
The Bosch Motronic ME7 engine control unit calculates ignition timing based on
inputs from the crankshaft position sensor, camshaft position sensors, mass
airflow sensor, and knock sensor. The knock sensor, mounted on the cylinder
block, allows the ECU to adjust timing to prevent detonation. Spark plugs are
platinum-tipped or iridium-tipped units with a gap of 1.0-1.1 mm (0.039-0.043
in).
Crankcase Ventilation (PCV) System: The closed positive crankcase ventilation
system routes blow-by gases from the crankcase to the intake manifold through an
oil trap (separator). The PCV system is a known maintenance item; clogging of
the oil trap leads to elevated crankcase pressure, resulting in oil leaks from
crankshaft seals and the camshaft seals. Regular inspection and cleaning of the
PCV components are required to maintain proper crankcase pressure management.
Electronic Throttle Module (ETM): Early Magneti Marelli electronic throttle
modules (1999-2002) are susceptible to sensor wear and failure, resulting in
reduced engine power, “Limp Mode,” and illumination of the engine management
warning light. Later Bosch-sourced ETM units exhibit improved durability.
Length measured from the front accessory drive face to
the transmission mounting flange is 680 mm (26.8 in). Width across the cylinder
head, intake manifold, and exhaust manifold measures 620 mm (24.4 in). Height
from the oil pan bottom surface to the top of the intake manifold is 700 mm
(27.6 in). The dry weight of the fully dressed engine - including the intake
manifold, exhaust manifold, fuel system, ignition system, and accessory drives -
is 150 kg (331 lb).
The timing belt is a critical service item with a
mandatory replacement interval of 168,000 km (105,000 miles) or 10 years; many
service professionals recommend replacement at 112,000 km (70,000 miles) as a
preventative measure due to the interference design. The water pump and timing
belt tensioner should be replaced concurrently. Engine oil and filter changes
are recommended at 10,000-15,000 km (6,200-9,300 miles) or 12 months under
normal driving conditions.
Valve clearance inspection is not required due to the hydraulic lash adjuster
system. Spark plug replacement is specified at 60,000 km (37,000 miles) for
platinum-tipped plugs and 100,000 km (62,000 miles) for iridium-tipped plugs.
The fuel filter is an in-line unit with a replacement interval of 60,000 km
(37,000 miles). Coolant replacement is specified at 60,000 km (37,000 miles) or
48 months.
The PCV system oil trap should be inspected and cleaned at 80,000 km (50,000
mile) intervals; a simple test for crankcase vacuum or pressure using a rubber
glove over the oil filler opening can indicate PCV system condition. The VVT
solenoid filter screens should be inspected at major service intervals; clogged
screens can result in cam timing faults and rough idle. Compression pressure
should be consistent across all five cylinders, with a standard value of 1.2-1.4
MPa (174-203 psi) and a minimum service limit of 1.0 MPa (145 psi) with maximum
variation between cylinders of 0.1 MPa (15 psi).
Cylinder Head Bolts (Cold), Step 1: 30 Nm (22 lb-ft).
Cylinder Head Bolts (Cold), Step 2: 60 Nm (44 lb-ft).
Main Bearing Cap Bolts: 50 Nm (37 lb-ft).
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft).
Crankshaft Damper Pulley Bolt: 180-200 Nm (133-148 lb-ft).
Camshaft Sprocket Bolts (VVT Phaser): 60-70 Nm (44-52 lb-ft).
Camshaft Bearing Cap Bolts: 12-15 Nm (9-11 lb-ft).
Valve Cover Bolts: 8-10 Nm (71-89 lb-in).
Intake Manifold Bolts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 20-25 Nm (15-18 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 70-80 Nm (52-59 lb-ft).
Timing Belt Tensioner Bolt: 25-30 Nm (18-22 lb-ft).
Timing Belt Idler Pulley Bolt: 25-30 Nm (18-22 lb-ft).
VVT Solenoid Mounting Bolts: 10-12 Nm (7-9 lb-ft).
Engine Mount Bracket Bolts: 55-65 Nm (41-48 lb-ft).
The Volvo B5244S engine was deployed across a wide
range of Volvo platforms from the late 1990s through the late 2000s, serving as
the premium naturally aspirated powertrain in the lineup.
Volvo S70 / V70 (P80): The B5244S powered the S70 sedan and V70 estate from 1999
through 2000 as the 2.4-liter non-turbo option, succeeding the earlier 2.5-liter
20-valve engine.
Volvo V70 (P2): The second-generation V70 estate received the B5244S from 2001
through 2007, with the engine mounted transversely in front-wheel-drive
configuration.
Volvo S60 (P2): The compact executive sedan utilized the B5244S from 2001
through 2009 as the 2.4i and 2.4 models, with the engine offered in both 170 HP
and detuned 140 HP variants depending on market and trim level.
Volvo S80 (P2): The flagship sedan received the B5244S from 1999 through 2006 as
the entry-level gasoline engine, providing a balance of refinement and fuel
economy.
Volvo C30 / S40 / V50 (P1): The compact hatchback and sedan platforms received
the B5244S in “2.4i” models from 2004 through 2010, with the engine mounted
transversely and paired with both manual and automatic transmissions. The 2.4i
designation in these models utilized the 170 HP calibration.
Volvo XC70 (P2): The cross-country wagon received the B5244S as the base
gasoline engine in certain markets, though the turbocharged variants were more
common in this application.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
