17 minutes, 52 seconds of full information, fast and slick editing, and no worthless bla bla bla. Well done, I learned many things from this video, thanks.
В Белоруссии также есть один блогер который все досконально обьясняет,не каких личных бла бла бла,Его канал про 850 вольво называетса Ремонт и сервис вольво 850.
the terrible engineering is mind boggling, i see way too many solutions to no existent problems here, like why incorporate cam bearings into the valve cover, it’s very useful to be able to check things with cam and lifters with the cams still bolted into the engine
@@damionlabounty7116 Yeah. Basically they design engines now to be a single use disposable item. Servicing isn’t thought about at all and if anything happens to an engine now you basically throw it away and put a whole new engine in (or dispose of the car altogether).
@storm chaser 200 Stick with the factory engine mounts and subframe bushings, they got them just right. Avoid polyurethane. These 5 cyl Volvos are very smooth cars, I own two.
@storm chaser 200 I've driven a few 5-cyl vehicles and never noticed that. If it's well maintained and running properly there should be no noticeable vibration.
Maybe this is the best, most cogent explanation of engine vibration I've ever seen. He even remembered to include the inline 4's vertical shake, but he didn't mention the problem with torsional vibration in an inline straight six. Reminds me of a documentary elsewhere on UA-cam about the history of racing at Mercedes Benz. Mercedes started racing again in the 50's. Torsional vibration is usually managed by including a vibration damper at one end of the crankshaft, but Mercedes thought that if they put the power take-off in the middle of the crankshaft, then they could also shorten it and reduce torsional vibration that way, but they were wrong. In an interview with one the engineers who designed the new engine, as he chuckled, he explained how they ended up having to put vibration dampers at both ends of the crankshaft, resulting in a longer shaft than they would have had otherwise.
My Korean-built car (It has an MB 5 cylinder engine made under licence) has vacuum engine mounts that adjust themselves dependant on the engine RPM. When idling there is very little vacuum and they lift up and dampen the vibrations more. But as you rev the engine harder the vacuum in them builds and pulls them down compressing the internal springs making the mounts become stiffer as the engine movement is less of a problem. So to surmise, Low RPM, wobbly mounts with the engine sitting a few inches higher, high RPM, engine mounts pulling engine down stiffly to the chassis.
Fantastic explanation of many tricky points. The detailed breakdown of the oiling system was phenomenal and the pcv box disassembly truly demonstrates how that system can (and does fail). The explanation of the firing order and comparison to other engines is what puts the video over the top. I originally viewed the Subaru engine teardown and now I'm convinced that speedkar99 is doing something unique. The editing is the key and it makes the subject matter fly, all while allowing the audience to appreciate the detailed research and clarity of the presentation through the voiceover. Thank you very much for all the effort, many people will benefit from this video!
I'm glad you appreciate my efforts. I have alot of teardown videos like this on various parts of the car. Feel free to check them out and share. Thanks
Yup, made 18 minutes seem like 5! I didn’t expect a complete tear down AND amazing explanation in that timeframe. Got the same oil filter setup on my Benz diesel 5 cyl, it sucks.
The 5-cylinder Audi engine based on a VW inline 4 had a reputation for reliability. I had an 1988 Audi 5000 turbo. Almost everything on it broke except the turbocharger and that engine.
The Volvo 5cil design comes from porsche. Anyway i have driven a Volvo S70 2.5 10v 144hp sold it with 500.000km. A Volvo S60 D5 163hp sold it with 420.000km A S80 2.4 20v 170hp almost 300.000km on it. All 3 cars are still running.... never had any engine problems.
@@fuckenoathcunt4230 VW PDs have their issues. Volvo engines however will run forever if serviced. I'm not saying the VW engine is shit, theres tons of them here in Finland that have been driven +600 000km but theres more Volvos that have done the feat. I think it comes down to how expensive the car around the engine is. People are less likely to fix a cheaper VW whilst a more expensive Volvo might get better service which in turn will keep it on the road longer.
This guy is fantastic!!!!!! There's no nonsense. He gets to the point. He knows his stuff. He has a unique style as well :-) Toothbrush, wife's t-shirt, brothers towel...etc.
Barring a head gasket failure, which wasn't apparent, I'd say the oil cooler failed internally and allowed a mixture of oil and coolant. Edit: Another great video. Keep 'em coming.
That's disconcerting. Oil cooler failures are a rarity on these engines (Volvo "white block") and not treated as a maintenance item. I have two of them. Ford bought Volvo mainly for this engine and used it in some early 2000s models.
Oil cooler failure is actually not that much of a rarity. The external oil cooler failed on my whiteblock at under 100k miles. Fortunately I caught it quickly. I’m at 266k+ miles now on the same bottom end. Daily driver, 2000 V70 B5244S.
8:53 Hey, I got turbo version of this engine in Mondeo Mk4, oil change is not messy at all, it couldn't be better because the oil cap is pointing upwards and not horizontally or down, oil just goes out to the bottom leaving housing and filter drained.
Thoroughly impressed with your videos on all these different types of engines. Like others say, no dumb music, no over talking, just plain informative explanations on the engines and how they work. I would love to have a tech school with you as a master.
Your videos are great. Quick, clear, to the point, and full of useful information! This one is particularly useful to me as I own a '95 Volvo 850 with a suspected clogged PCV system. I can tell that you know A LOT about engines. You earned a subscriber.
A big "flaw" in the design too - removing the cam cover without removing the timing belt first can cause the cams to swing out at an angle and crack the bearing journals. A lot of people overlook that not expecting the cam cover to also act as the cam caps. Seen it happen many times.
We had a Volvo V70 with a five-cylinder naturally aspirated for many years. A wonderful motor. Never failed. We sold the care because it was simply getting too worn everywhere.
I have owned the T5 engine for over 3 years, S40 and C30. To be honest, this is the best video teaching me of my engine I have watched. I now know it way better. Thank you.
Wow, I have no need to know anything about a 5 cylinder engine but this video was filmed and edited so well I enjoyed viewing every bit of it. Well Done!
Ferdinand Piëch, Porsche heir, VW chairman and later owner of VW Group, designed a 5 pot diesel for Mercedes (in between leaving Porsche and joining Audi) which was renowned for it's reliability. Million milers without rebuilt were common. Later he used the 5pot concept for Audi as a gasoline engine which powered the legendary Audi Quattro WRC car and the Audi 90 IMSA race car.
@speedkar99 Was looking forward to this video ever since the subaru engine video,where you showed a sneak peak,My brother has a volvo c30 with the b522s4 engine in it that failed, started producing a lot of blowby in the crankcase causing the intake cam seal to pop off, after replacing the seal as we assumed the crankcase pressure might be because of a faulty pcv membrane,it still started pushing the cam seal and we later found this was due to scoring on one of the cylinder leading to excessive pressure in the crankcase (the cause of the scoring which i intially assumed was when the cam seal came of and he lost oil pressure, but when we tore it down, all the main bearings had no damage and everything indicated there was no drop in oil pressure as he caught the leak quick enough. I saw a small chip of metal missing from the piston crown and welded back on the side of the piston crown causing it to score deep lines in that cylinder liner,Such a weird failure mode, I realized later that,once when someone else was driving the car one of the vaccum lines on the upper intake plenum leading the a evap purge solenoid valve broke off and the engine was suddenly exposed to a massive vaccum leak on the highway, which may have caused a few detonation to remove a small sliver of material from the piston crown and weld it at the other end of the piston causing it to score the cylinder. (the theory is that fuel trims couldn't adjust quick enough to control the massive lean condition caused by the vaccum leak on the highway leading to the detonation that killed it as described, thought i would share that because that was the very first time i encountered one of this
The turbo volvo models do not have the exhaust manifold integrated into the head. They do however have the OEM turbo integrated into the exhaust manifold.
Great to the point video. I love these engines, hate to see that drivers let them take so much damage and discard the vehicle instead of taking care of it better. I owned two of them (B5244T5 and B5244S2) and both were running smoothly and reliable for over 300.000 km, last one still in use waiting on completing the next 300.000. The 2.4l engines are a little better to service, as the oil filter is top-down and the PCV trap is separate.
Great! One issue I'm scared of is there is a PCV banjo bolt in these engines that has a metal ball inside and it has been known to unluckily break and cause the metal ball to get sucked into the engine and cause damage. They released an updated banjo bolt, but it seems like either a snapped timing/accessory belt or a broken banjo bolt can be the immediate death to the engine! Pine Hollow Auto Diagnostics made a video on the Volvo where the banjo bolt broke. (there is an updated banjo bolt that doesn't break)
I normally set my playback speed at 1.5 or 1.75, but I liked your presentation so much that I was willing to back up almost to the beginning and set it to normal speed. And I don’t know if this is a compliment, or a critique, but even with you on normal speed, and listening to it a second time over, I had trouble following! Bro, this is actually totally a compliment. I am so grateful for your interest in following the oil circuit through the PCV valve and dis-assembling that valve assembly. I really enjoyed following along with your narration, and your frame of mind was very refreshing , also therapeutic. This message coming from everyone who struggles with aggravation during complex mechanical projects. Keep up the good work!
so many folks miss one of the outstanding values of a 5 or 10 cylinder motor. It has extremely flat torque throughout the curve and the dynamic balance is exceptionally good. You have ignition every 72 degrees. What we seem to be missing here is that Benz, EMD, GE, and many other significant prime mover manufactures have done very well with variants of the 5 cylinder engines.
I currently drive a first gen C70 coupe, with a 2.0 liter 5 cilinder "high pressure" (as Volvo call this modification) turbo. Literary cant say anything bad about it. The car itself is comfortable, and the engine... Power: plenty, and can be tuned to be even better. Fuel economy: great. Smoothness: on idle it's barely audible. Exhaust note: with rear mufler deleted, and replaced with a resonator, it's still not loud, yet gives it a nice, low grumble. In one word, awesome. And the turbo flutter... Cant get enough of it. I think i will stick with the anomaly for now, thank you. :D
@@gregorytimmons4777 If i recall correctly, there were like 24 000 first gen coupes made. Not super rare, but rare enough to be interesting. And it's a good car!
The Atlas engine is also an excellent 5 cylinder. These are also known as the "Vortec" engines and they were found in SUV's. They were made in 4,5 and 6 cylinder versions by GM at their now defunct Moraine Ohio plant. I love the Vortec 4200 in my Trailblazer, great running inline 6 with plenty of power for a daily driver.
And oil still isn’t a good coolant. That’s why they are _air cooled_ engines, not oil-cooled. Spent many a summer day waiting for takeoff in a light aircraft with oil temp edging towards the red, 60 weight oil pressure almost nothing, hoping that the plane would still climb with the extra 20 knots I was going to add to climb speed to try and keep the the engine from overheating. Then the opposite... coming down at 200MPH in icy winds and unable to reduce power to increase descent rate without shock cooling. Oil is best for lubricating.
8:53 Actually replacing the oil filter is not messy at all, you can remove the filter without leaving a single drop of oil on the engine. Spin-on filters, at least to me whenever change them on a Chevy express, those are a mess EVERY TIME. Source: I do my oil changes on my S40 and C70 BTW: Great video and nice editing.
I've got cars with both. The cartridge always leaves you open to dripping oil, not to mention cleaning out the housing and Changing the o-ring. Many manufacturers have gone back to a spin on style
@@speedkar99 then you must be doing something wrong. I have two autos with top mounted oil filters and I have never spilled a single drop. You just have to wait a little while so that the oil drains down. Autos; BMW 330i, Ford F150.
I love the cartridge filter of my s40. Much better for the environment (less waste), and I find that it drains just fine. You just have to be patient, as the others have noted. In fact, it is a much "less-messy" oil change when compared to the downward-pointing filters on my wife's Honda. It also allows you to "prime" the filter a bit with new oil (which I can do on my Honda, too), unlike older upward-pointing screw-on filters.
I like the cartridge ones, they're less hassle. Also, for some reason, manufacturers seem to think that less filter should cost more... the mind boggles...
I do as well on my 3 white blocks. You can also pre-fill oil cartridge to speed up oil pressure to reduce dry start. My 3 redblocks always leak on mount unless I use a rag underneath. Keep Rollin'
Correction - the turbo manifold is not integral to the head, it has the same basic head design. The manifold is integral to the turbine housing instead, and the rest of the turbo is attached to that. Older versions used a standard manifold and turbo setup.
Damn, this man has his ICE knowledge nailed! Impressive. I will have to disagree on the top mounted cartridge oil filter setup being more prone to messes. I find that it is a much more efficient and clean way to change a filter. The oil drains out when the engine is off, rather than pooling inside the filter like your typical steel canister style. Also, most of them come out with the cap. But for filtering I still prefer the spin-on canister type filters.
Very descriptive and informative. I appreciate that hearing the language. Not many can, thank you. That over lap makes due in a Colorado pick up or rally when torque needs to be. Well spoken. Thank you.
Great video....you can't beat the sound of a five cylinder symphony, my Land rover discovery 2 has a TD5, 5 cylinder turbo diesel, brilliant design, powerful, tunable and reliable 👍👍
When you least expect, you find another freaking awesome youtuber. Looking to replace the timing belt on a T5 I found this gem. You are incredibly good explaining.
The turbo engines do not have a in head manifold. You must remember that they made this engine for like 20 years, so you have to specify which year you're talking about.
The older models have the oil filter on the bottom of the engine with really easy acces. The oil pick-up line also changed from metal to plastic apparently. And im guessing this is a 2,5 liter engine which has thinner cilinder walls compared to the older 2,3 liter ones. The cilinder walls on the 2,5 liters will crack when tuned to much.
@@jur8831 2.4L 4 inline natural aspirated engine with multiiport injection is where reliabilty begins. Yes, it consumes little bit more, but lifespan of such engines is great.
Hey man you are the most fluid speaking person on even a complex topic. Nowhere have I ever heard such smooth informative talk.. PLUS i love the toothbrush... Dont ever lose the toothbrush.
The table thing just cracks me up along with his wife's dress & his brothers toothbrush, underwear, shirt, socks, blanket & twisted screwdriver. I got my eye on you SpeedKar
The plastic style pick up tube actually has better flow and doesn’t clog up as easily and is considered an upgrade on older engines. I’m guessing it is difficult to create that shape with metal in mass production so they used plastic. It works well and has proven to not be an issue. I had a metal style that I swapped for a the later plastic one and it improved oil flow significantly.
great video, just want to say I love top mounted cartridge filters if you let them drain a little before completely removing and you have a vacuum extractor you have no-mess oil changes that you never need to get underneath the car for
I have a 2008 VW Rabbit 2.5 I-5 engine with 156K miles on it that is silky smooth, sounds electric at idle and screams like a wildcat over 4500 rpm's. It burns no oil, has no leaks, never overheats and always starts first time, every time. All I've done to it is scheduled maintenance and replace seals, sensors and other parts that reach the end of their lives. Nothing mechanical has broken on it. There are some odd electrical gremlins that give it personality. The engine has a timing chain and hydraulic valve adjusters. What is not to like?
@@alouisschafer7212 The car and the engine were made in Wolfsburg. The transmission is called the 09G Tiptronic which sounds German but it is actually made by AISIN, a subsidiary of Toyota, who makes most of the automatic and manual transmissions in the world. Supposedly, it has a bad reputation but it has performed flawlessly for me. All I do is scheduled maintenance and I only use premium fluids and "top tier" gas. The only problems I've had are the typical German electrical gremlins. So far, they have been tolerable.
That's good to know! However, the plastic tubing that makes up large parts of the cooling system gets very brittle after 100,000+ miles. I love my s40, but miss the simplicity and durability of my 850 (same engine, basically). While my favorite engine to drive is the inline 2.8L straight six from BMW, I must say I love the unique feel and sound of 5-cylinder engines, especially Volvos.
The plastic coolant hose from BMW's engine block disintegrates after about 20 years. I was not impressed when my daughters 318i overheated after loosing coolant. Removal of the intake plenum was required just to gain access for replacement. Not a fan of plastic engine parts.
I have a 4.0 inline six in my old Jeep. Still runs like it did 28 years ago. Wish I still did! Inline six engines are my personal favorite. Silky smooth torque, like the hand of god.
The Jeep 6 has an interesting history, starting out as an AMC six in the 1960s for various models. They then cut off two cylinders off to make a straight four for the 1984 Cherokee (a GM V6 was an option). When GM pulled out, AMC was forced to create a "new" six by adding two cylinders to its four.
Inline 6 is the king of engines. Most industrial engine companies are now focusing on inline 6 and v12 engines, as the parts crossover between the two are excellent. Manufacturing is supper efficiency. And of course; efficiency, longevity, balance and torque go hand in hand and are top notch out of an inline6 or v12
Why is it soo satisfying to watch xXD i myself own 2004 volvo S40 140KM im hapopy with the reliability but since i started to work as construction worker it is a little hard to use for me because kombi would be eazier to use with more baggage space
You are absolutely amazing at explaining how everything works! Fenominal job! Once you explained the unbalancing of forces along the horizontal axis, it made me realize the wobble I'm getting under acceleration in low gears might be caused by worn engine mounts. That will be my next repair and I'm keeping my fingers crossed that worn engine mounts were the suspect and it's not something else because I'm not sure what else can cause it. Thanks for the great information!!!!
Such an informative video, no-nonsense, loaded with knowledge and well-edited. Fact that this 18-minute video felt like it was 6 minutes long says enough. Liked and subscribed!
I love this guy's subtle humor in these videos. I don't know why, but I lost it when he said he had to remove one million bolts when he was takig off the cover.
Another great video. Its almost as though the engineers get tired. "Well, we are 95% done with this super complex engine. Let's finish it off with some cheap, plastic bits."
Generally the plastic parts-given they are quality made- tend to serve the engine through it's lifetime. It makes the engine lighter, cheaper and all other stuff that matter like how quickly can an engine warm up to operating temperature. An 80Kg engine warms up faster than a 90Kg engine.
Those plastic bits didn't look cheap by any means. They seemed in perfect working order. Even the PCV look in good condition, it's the seals and valve that goes to ghost.
The older versions of these engines use steel oil pickup tubes. Know a few people who worked for Volvo back in the day and by the time Ford had more influence they did some cost cutting (though I wager the cast saving is minimal if you factor in the price of a mold to make the plastic parts for the pick up). No extra chain to oil pump - nice Big oil channels, easy to clean, because of the bed plate construction also very easy to manufacture (no deep holes to be drilled) Bed plate construction (the upper oil pan) make the engine block really stable. I remember the bearings reside in steel inserts? 10 bolt connection to the flywheel - beefy Steel water pump impeller, probably still the original pump too. Cool to see the insides of the RNC 5 cylinder (RNC = Revised N Compact?), only seen the older ones!
Dang, lack of maintenance killed this Volvo. I have a 2004 S60R and around 220,000 miles now on it. On these, the sandwiched cylinders is only an issue on the 2.5 blocks, namely the 2.5 in the r. Under high boost, there is a chance for the cylinder wall to crack, expelling exhaust gases into the coolant system. The fix is usually either shimming the block, in the thin space between the cylinders or resleeving the block with new Darton sleeves. The head gasket can be replaced with the r/t5 one for better reliability, as they are used for the all out high HP builds. The PVC system is notorious for issues, you can use the glove test method to see if you may have an issue. These Volvo 5 cyls are only as good as the maintenance. If you are on top of it, they last forever, however if you are a slacker, it will die. You can't treat it like a Honda/ Chevy. On turbo Volvo's, the turbo isn't integrated with the manifold, so swapping is fairly easy. Also, the Volvo 5 and 6 cyl motors have many swappable with minor modifications parts, ie pistons and such. Since they are a modular design. It's common for people to take the t5 pistons and swap them into the t6 motor. The valve cover has a liquid gasket. In the end, these are absolutely fantastic motors for people willing to do the work. They, with some modifications, can be absolute monsters and fairly reliable, it's just you need to be a stickler for maintenance.
Yeah, that needed better oil management (fully synthetic, and changed on schedule) and it looked to me like it needed more long trips. Volvo designed these engines to be used; short trips will kill them if you don't go for an Italian tuneup every once in a while. They're not as tolerant of neglect as the old red blocks, but when looked after and treated well, they're just as durable.
B 5 24 4 S4, not B 52 44 S4. B for Benzin (gas), 5 for cylinders, 24 for displacement, 4 for valves per cylinder, S4 is for the iteration of the engine design.
i love these engines, they used the same block for nearly 25 years, meaning you can go to a junk yard and find parts very easy. the bottom end of these engines are nearly bullet proof, its the valves you have to worry about, if the valve stem seals are allowed to leak then you will burn an exhaust valve leaving you with no compression.
"If this get lodged inside of your timing belt, that's not good" . . . well, I can tell you what happens, 'cause that happened to me lmao My timing cover on my 2003 Hyundai Sonata V6 was all disintegrating and a bolt fell down onto the crankshaft sprocket. It shredded about 75% of the width of the belt, and I had to do the belt replacement all over again, plus order new covers. Luckily, the remaining belt width held until I figured out what the shredded rubber and whining noise was, so no valve damage!
Yea those plastic pieces are actually made from a glass and plastic mix which makes it relatively strong and it lightens everything for emissions and it dissipates heat very quickly. It’s the same type of plastic ford used for their thermostat housing on ford escorts and I’m sure other cars and trucks. But couldn’t the oil cooler have failed internally which mixed oil and coolant.
@@cdjhyoung I think someone removed the spark plugs and this engine was left out in the rain, I've seen the 5-cyl gasket failures and they're clearly visible... this one was fine, AFAICT. In fact, nearly every issue with this particular engine came from using the wrong oil. These engines REQUIRE high quality synthetic. Mobil 1 or better. I tore down my 850's engine at around 200,000 miles (for fun) and didn't have even a tiny amount of sludge.
I love this engine--had it on my C30 and have it now on my V60 (2015, the last year they used this engine). Both of mine turbocharged. Two things only have happened with them. 1) see the timing belt at 3:18? I had a mouse crawl in there once on my C30 which blew up the top half of the engine (Geico covered $6,500--whoo-hoo!!). 2) the PCV assembly WILL crack and fail. I've had to have one replaced on the C30 and another on the V60. That's a $900 job. But, with regular maintenance, this is a fine engine: lots of power and I love the slightly "rough" feel of it compared to the V6 on my wife's XC60.
@@olaagnilsson You are correct! I've always thought it was a V and looks like it is from outside/above; but it's inline. Thanks for the correction! (You can tell I never touch this--leave it for the pros; but it's pretty bullet-proof.)
Very nice video. I like your editing style. Volvo did make some very solid 5 cylinder engines. Look pre-1999 and you'll find gold. PCV issues were still present, but other than that they were basically bulletproof.
I'd argue Volvo's Mid-2000's 5 Cylinders were better designed. A lot of the annoying or inadequate aspects of this generation (plastic thermostat housing, vertical oil filter, sealing issues, etc) were improved upon or solved.
Actually the oil filter is just the paper element core that goes into the housing and a proper oil change is less messy than a cartridge type filter that pours oil everywhere
I used to work at a Hummer dealership and worked on a ton of the I5 engines. They were relatively smooth, but for some reason would always break exhaust manifolds and manifold bolts. I always attributed it to the 5cylinder design. Although it could’ve just been crappy manifold castings.
Mines a 2005 3.5l l5 Chevy Colorado. Supposed to be famous for soft heads and leaky valves too...? (Updated from 3.5l to the 3.7l in '07-'12 models) Mline has 160k miles on mine and it's all original engine parts, head and manifold even. I love my 5 cyl Colly, gonna run her till she can't no more. Thing does run smooth, like new everyday. I really run my pickup, keep up with the maintenance, possibly even just luck of the draw.. I change oil via oil life indicator, tells me when to "change oil soon" and I run Quaker State full synthetic 5w30 and change the spin on filter every oil change, sometimes every 5k m. The oil change indicator usually runs 10k and no more than 12k intervals
Love the toothbrush. Perfectly scungy, so much better than a greasy finger. Yes, Volvo PCV's are dumb - I've changed many, and pulling the oil filter without slopping nastiness everywhere requires ninja-like speed and agility. Wouldn't trade for any other engine though. Such a lovely noise.
Cars are very cheap compared to the engineering and manufacturing that have to be put into them! But think of the scale of production, once they've tooled up they are paying off for it very quickly
The technical juice squeezed into as little time as possible - I love it! But you made me palpitating when I saw the amount of dust you poured onto the camshaft in 1:27, seriously :D
Great vid. Was looking forward to this one. I have 6 volvos and 5 of them are older than 1998. I honestly don’t like these newer versions of the 5 cylinders. The original N version from 93-98 was the best. The oil pickup was metal like you were saying it should be, there weren’t as many oil passages because it didn’t have VVT, and the cylinder walls were a little thicker. The RN 5 cylinders that came after were ok too, but they introduced VVT, and for whatever reason, it seems like the tolerances were much tighter and therefore they were much more prone to throwing rod bearings plus the cylinder walls weren’t as thick, so the higher HP models were prone to cracked blocks. I love the original N 5 cylinders. Best reliability, durability, and longevity. I currently daily drive a 94 850 with 328k on it.
Depends on what motor you got. The older 2.4L turbo N was 83mm block as well. The later RN 2.4 T5 (not 2.4t) has 81mm bore. It’s really dependent on which bore block the motor used rather than N vs RN. the 2.3L t5 used 81mm. I would say the move from hydraulic to solid lifters for the Rn as long as mechanical tensioner was an improvement. I do agree about the rod bearings for the 04+ RN when they did a semi engine facelift for the p2 models. The cylinder heads for the RN have more flow than N head. Even more than a stage 1 ported N head. Ups and downs of both. But we can both agree the RNC is just a mess in comparison 🤣 . (The one in the video)
@@rex_s80 Yeah, it does depend on the trim model for the motor. I was mostly referring to the R line of the P2s and also the 2.5 T5 RNC motor. Yeah, the solid lifters, mechanical tensioner, and better flowing head were nice, but the benefits kinda outweigh the cons for me. But yeah, RNC is the pinnacle of garbage. 😂
I recently sold my 2006 ford focus ST which has the turbocharged version of this engine. Seeing it stripped down was something I always wanted to experience. Split cylinder lining was an issue until the 2008 face-lift model. Cool vid.
The combustion chamber is in the head, not in the bottom of the block. Oil is enough of a coolant for the lower portion of the bore. The majority of the heat is in the head and the top of the cylinder.
I suppose this is the updated B5 engine. My B5234T4 has a different location for the oil filter, a little bit hard to reach with the tool but at least it doesn't make a mess when its changed. And also has a hydraulic tensioner which in my oppinion is a worse solution than this one. I remember people putting this spring loaded tensioners on engines with hydraulic tensioners.
This teardown makes me really appreciate the freakish reliability of the 4.0 ltr straight-six Barra engine in my Australian Ford Falcon. Similar 4-valves per cylinder, oil-operated variable valves, but with a timing CHAIN and a very simple PCV system on top of the engine cover. Oh, and a water pump that is easy to replace. 512,000 km's so far since 2003, and the oil stays clean (LPG).
@5:20 fun fact. That compact design is sometimes call a Siamese bock. Small block Chev 400 and Oldsmobile 403s are like that. Can make for cooling problems.
@@darkproject3368 Wärtsilä produced a marine diesel engine with several options, one of them being the Wärtsilä 9L32 which is a straight 9 with 320mm bore.
@@darkproject3368 Radial aircraft engines come in odd numbers per bank only. 3, 5, 7, 9 on a bank and up to four rows of banks for a maximum of 36 cylinders!
You gotta see the D5244 Diesel engine that Volvo also made. Really strong engine for an automotive diesel. Its a direct derivative of the gasoline i5 but its stronger. Its known to be a very sturdy and reliable engine if you just keep up with maintenance and feed it 5w40 instead the factory 0w30 they make it to half a million miles unit they are physically worn out. The block has more meat around the cylinder bores and the cylinders are further apart from each other, the head is bigger and they really went to town with the head bolts they look like aftermarket performance bolts. They might be bigger or the same as in this engine well probably all the same which would be why these Volvo engines are not known for head gasket issues. The head is clamped down for good. The bottom end of the block is also strengthened with more webbing and more material. Pistons and rods look like they came straight out of a semi truck engine which is something I love about automotive diesels: The components are so beefy because of the diesel torque and high compression of Diesels. It doesn't have variable valve timing aswell and only one cam gear but its still DOHC of course the 2nd camshaft is driven by gears in the head. Really simplifies the valvetrain. Volvo Penta adopted this engine for marine applications... yeah that's all I need to know about how solid of an engine it really is. Volvo D5244 and its 4 cylinder variant, VW Diesels pre EA189, Mercedes Diesels pre OM651, and to be fair to BMW their old Diesels seem alright mechanically. The best automotive diesels I know in terms of reliability. These things are approaching 20 years of age and they still drive around here. If you change your oil regularly and use god 0w40, 5w40 and 10w40 in the summer instead of whatever the manufacturers wants you to use (0w30 water oil to lower fleet emissions because they cause like a few percent less drag in the engine... in a 20 year old diesel oh sure that's gonna work) these things run for half a million miles.
Same here. When I first saw a spun bearing in a G35 engine it was quite interesting to think how something like that could happen. That engine was worse and had a cracked crankshaft.
Ah yes. I drove one of those 2.5s in a rented Passat. It takes special German engineering to combine the power of a four cylinder with the fuel efficiency of a six.
Outstanding. No daft music, quick editing, top knowledge to share, and the toothbrush! Just brilliant.
That's my style. Simple.
Absolutely brilliant
Totally agree!
The friggin toothbrush is legend.
hes faster than Red Kit.
Ah, the toothbrush. The pinnacle of pointing tools.
I love it
lmfaoo
Hey, it's not just ANY toothbrush. It's a COLGATE!
@@FtanmoOfEtheirys I believe it's most likely his brother's toothbrush.
17:20 holy shit that's the best diagram i have ever seen about explaining primary and secondary forces in an engine! INSANE QUALITY!
Thanks
Agreed. I would like to see how a 3I and a V8 is in comparison with these in the video.
That guy is genius, and he can "see" how the other people's understant those things what he want to show or learn to us.
Janne Johansson That is the definition of a good teacher.
@@speedkar99 ,, Is this the same engine as the Honda Inspire of the 90s?
17 minutes, 52 seconds of full information, fast and slick editing, and no worthless bla bla bla. Well done, I learned many things from this video, thanks.
That's my style
This dude is the bollox. Max respect from the UK.
@@speedkar99 The amount of stuff I have learned from your channel . Top quality .
В Белоруссии также есть один блогер который все досконально обьясняет,не каких личных бла бла бла,Его канал про 850 вольво называетса Ремонт и сервис вольво 850.
when I tell people that I like cars, this is what I mean. the sheer amount of engineering that goes into designing an engine is mind boggling
Bikes have the same or more. 1 of the hest bike engines was a honda v5.
the terrible engineering is mind boggling, i see way too many solutions to no existent problems here, like why incorporate cam bearings into the valve cover, it’s very useful to be able to
check things with cam and lifters with the cams still bolted into the engine
@@damionlabounty7116 Yeah. Basically they design engines now to be a single use disposable item. Servicing isn’t thought about at all and if anything happens to an engine now you basically throw it away and put a whole new engine in (or dispose of the car altogether).
Your channel name and pic had me cracking up 🤣💀
@@TheLiamis V5? Please explain how an uneven number of cyls are in a V config
"Four wasn't enough and six was too many" -- Audi on why they developed a 5 cylinder engine.
Mighty Audi 5 cylinder engines from the eighties, early nineties...
“When four are a bore and six are a nix, Audi thrives with five.”
For their commercials they had some lab coat clad "engineers" saying "Four is too small, six is too bulky"
@@georgiahoosier true, they did not want the length of a six cylinder but still the smooth running of it.
AUDI is nazi crap!
I own a Volvo S60 with a 5 cylinder and never understood about the balance issue until now. Thank you.
@storm chaser 200 Stick with the factory engine mounts and subframe bushings, they got them just right. Avoid polyurethane. These 5 cyl Volvos are very smooth cars, I own two.
@storm chaser 200 I've driven a few 5-cyl vehicles and never noticed that. If it's well maintained and running properly there should be no noticeable vibration.
Maybe this is the best, most cogent explanation of engine vibration I've ever seen. He even remembered to include the inline 4's vertical shake, but he didn't mention the problem with torsional vibration in an inline straight six. Reminds me of a documentary elsewhere on UA-cam about the history of racing at Mercedes Benz. Mercedes started racing again in the 50's. Torsional vibration is usually managed by including a vibration damper at one end of the crankshaft, but Mercedes thought that if they put the power take-off in the middle of the crankshaft, then they could also shorten it and reduce torsional vibration that way, but they were wrong. In an interview with one the engineers who designed the new engine, as he chuckled, he explained how they ended up having to put vibration dampers at both ends of the crankshaft, resulting in a longer shaft than they would have had otherwise.
My Korean-built car (It has an MB 5 cylinder engine made under licence) has vacuum engine mounts that adjust themselves dependant on the engine RPM. When idling there is very little vacuum and they lift up and dampen the vibrations more. But as you rev the engine harder the vacuum in them builds and pulls them down compressing the internal springs making the mounts become stiffer as the engine movement is less of a problem. So to surmise, Low RPM, wobbly mounts with the engine sitting a few inches higher, high RPM, engine mounts pulling engine down stiffly to the chassis.
@muhammad altaf No, Rexton.
Fantastic explanation of many tricky points. The detailed breakdown of the oiling system was phenomenal and the pcv box disassembly truly demonstrates how that system can (and does fail). The explanation of the firing order and comparison to other engines is what puts the video over the top. I originally viewed the Subaru engine teardown and now I'm convinced that speedkar99 is doing something unique. The editing is the key and it makes the subject matter fly, all while allowing the audience to appreciate the detailed research and clarity of the presentation through the voiceover. Thank you very much for all the effort, many people will benefit from this video!
I'm glad you appreciate my efforts. I have alot of teardown videos like this on various parts of the car. Feel free to check them out and share. Thanks
Yup, made 18 minutes seem like 5! I didn’t expect a complete tear down AND amazing explanation in that timeframe. Got the same oil filter setup on my Benz diesel 5 cyl, it sucks.
totally this 18 minutes just flew by. I actually should be doing other stuff but this video got me hooked.
The 5-cylinder Audi engine based on a VW inline 4 had a reputation for reliability. I had an 1988 Audi 5000 turbo. Almost everything on it broke except the turbocharger and that engine.
Of course these Volvo 5 cylinder engines are not know for reliability they are trash. Haha not realy.
The Volvo 5cil design comes from porsche.
Anyway i have driven a Volvo S70 2.5 10v 144hp sold it with 500.000km.
A Volvo S60 D5 163hp sold it with 420.000km
A S80 2.4 20v 170hp almost 300.000km on it.
All 3 cars are still running.... never had any engine problems.
@@Thurrock91 VW's PD Engines were the first engines to conquer half a million miles and are literally fucking bullet proof. Fuck Volvo
Had the vw/Audi 5cyl years ago,380k startet sumpcommresson.with additive to oil 4500.have now vw t4 with 5cyl petrol.lasts for ever.....
@@fuckenoathcunt4230 VW PDs have their issues. Volvo engines however will run forever if serviced. I'm not saying the VW engine is shit, theres tons of them here in Finland that have been driven +600 000km but theres more Volvos that have done the feat. I think it comes down to how expensive the car around the engine is. People are less likely to fix a cheaper VW whilst a more expensive Volvo might get better service which in turn will keep it on the road longer.
This guy is fantastic!!!!!! There's no nonsense. He gets to the point. He knows his stuff. He has a unique style as well :-) Toothbrush, wife's t-shirt, brothers towel...etc.
The amount of knowledge you cram into a short video with so little fluff and a little comedy is incredible. Hat off sir hat off!
anyone else cring when the held the valve cover over the engine and all that crap fell in
The engine failed
Yea I cringed... But then remembered it was a totaled engine anyways 🤷♂️
yes, very much so. that's when i paused to read the comments.
Thats when you realize this engine isnt going to have a life anymore
The crap fell to the side.
Barring a head gasket failure, which wasn't apparent, I'd say the oil cooler failed internally and allowed a mixture of oil and coolant.
Edit: Another great video. Keep 'em coming.
That was my guess as well.
That's disconcerting. Oil cooler failures are a rarity on these engines (Volvo "white block") and not treated as a maintenance item. I have two of them. Ford bought Volvo mainly for this engine and used it in some early 2000s models.
Oil cooler failure is actually not that much of a rarity. The external oil cooler failed on my whiteblock at under 100k miles. Fortunately I caught it quickly. I’m at 266k+ miles now on the same bottom end. Daily driver, 2000 V70 B5244S.
The ford 6.0 diesel engine is the same. Many 6.0's died this way 😢
I don't know why they need an oil cooler on that motor
8:53 Hey, I got turbo version of this engine in Mondeo Mk4, oil change is not messy at all, it couldn't be better because the oil cap is pointing upwards and not horizontally or down, oil just goes out to the bottom leaving housing and filter drained.
Such an underrated channel. I love the humour too!
This video has probably the highest info per minute factor of any I've seen on UA-cam. Fantastic, and no stupid distractions. Thanks.
It's been 4 years and I still miss my 3.7 i5. Should've never sold it. Never seen the guts of a Volvo 5-cyl before, this was very interesting stuff.
Thoroughly impressed with your videos on all these different types of engines. Like others say, no dumb music, no over talking, just plain informative explanations on the engines and how they work. I would love to have a tech school with you as a master.
Your videos are great. Quick, clear, to the point, and full of useful information! This one is particularly useful to me as I own a '95 Volvo 850 with a suspected clogged PCV system. I can tell that you know A LOT about engines. You earned a subscriber.
A big "flaw" in the design too - removing the cam cover without removing the timing belt first can cause the cams to swing out at an angle and crack the bearing journals. A lot of people overlook that not expecting the cam cover to also act as the cam caps. Seen it happen many times.
We had a Volvo V70 with a five-cylinder naturally aspirated for many years. A wonderful motor. Never failed. We sold the care because it was simply getting too worn everywhere.
I can understand haha
I am flabbergasted by the complexity of engines and completely mind blownen by the fact that anyone could possibly understand it.
It sure is complex but wait until you see a transmission
45min worth of information crammed into 18min lol Well done sir and thank you
Glad I'm able to save you time
I have owned the T5 engine for over 3 years, S40 and C30. To be honest, this is the best video teaching me of my engine I have watched. I now know it way better. Thank you.
Glad it helped
Dude you are second to none for breaking down an engine. Great videos!
Thanks. I also break other car parts down too 😉
Wow, I have no need to know anything about a 5 cylinder engine but this video was filmed and edited so well I enjoyed viewing every bit of it. Well Done!
Glad you enjoyed it!!
For some people, this would be a 14pt series.
🤦♂️
Ferdinand Piëch, Porsche heir, VW chairman and later owner of VW Group, designed a 5 pot diesel for Mercedes (in between leaving Porsche and joining Audi) which was renowned for it's reliability.
Million milers without rebuilt were common. Later he used the 5pot concept for Audi as a gasoline engine which powered the legendary Audi Quattro WRC car and the Audi 90 IMSA race car.
13:34 according to vida that is a resistive element to heat the oil vapor in very cold climate to aid better separation of oil from combustion fumes
Thanks for the clarification. I was wondering what that was about
@speedkar99 Was looking forward to this video ever since the subaru engine video,where you showed a sneak peak,My brother has a volvo c30 with the b522s4 engine in it that failed, started producing a lot of blowby in the crankcase causing the intake cam seal to pop off, after replacing the seal as we assumed the crankcase pressure might be because of a faulty pcv membrane,it still started pushing the cam seal and we later found this was due to scoring on one of the cylinder leading to excessive pressure in the crankcase
(the cause of the scoring which i intially assumed was when the cam seal came of and he lost oil pressure, but when we tore it down, all the main bearings had no damage and everything indicated there was no drop in oil pressure as he caught the leak quick enough.
I saw a small chip of metal missing from the piston crown and welded back on the side of the piston crown causing it to score deep lines in that cylinder liner,Such a weird failure mode, I realized later that,once when someone else was driving the car one of the vaccum lines on the upper intake plenum leading the a evap purge solenoid valve broke off and the engine was suddenly exposed to a massive vaccum leak on the highway, which may have caused a few detonation to remove a small sliver of material from the piston crown and weld it at the other end of the piston causing it to score the cylinder. (the theory is that fuel trims couldn't adjust quick enough to control the massive lean condition caused by the vaccum leak on the highway leading to the detonation that killed it as described, thought i would share that because that was the very first time i encountered one of this
That engine doesn’t have an EGR valve.
@@ghostwrench2292 lemony snickets series of unfortunate events
@@ghostwrench2292 i meant to say evap purge solenoid, i edited the post
The turbo volvo models do not have the exhaust manifold integrated into the head. They do however have the OEM turbo integrated into the exhaust manifold.
Great to the point video. I love these engines, hate to see that drivers let them take so much damage and discard the vehicle instead of taking care of it better.
I owned two of them (B5244T5 and B5244S2) and both were running smoothly and reliable for over 300.000 km, last one still in use waiting on completing the next 300.000. The 2.4l engines are a little better to service, as the oil filter is top-down and the PCV trap is separate.
Great! One issue I'm scared of is there is a PCV banjo bolt in these engines that has a metal ball inside and it has been known to unluckily break and cause the metal ball to get sucked into the engine and cause damage. They released an updated banjo bolt, but it seems like either a snapped timing/accessory belt or a broken banjo bolt can be the immediate death to the engine! Pine Hollow Auto Diagnostics made a video on the Volvo where the banjo bolt broke. (there is an updated banjo bolt that doesn't break)
@@zzoinks thanks for sharing. I changed my pcv trap a while ago, did not know about that failure.
I normally set my playback speed at 1.5 or 1.75, but I liked your presentation so much that I was willing to back up almost to the beginning and set it to normal speed. And I don’t know if this is a compliment, or a critique, but even with you on normal speed, and listening to it a second time over, I had trouble following!
Bro, this is actually totally a compliment. I am so grateful for your interest in following the oil circuit through the PCV valve and dis-assembling that valve assembly.
I really enjoyed following along with your narration, and your frame of mind was very refreshing , also therapeutic.
This message coming from everyone who struggles with aggravation during complex mechanical projects.
Keep up the good work!
so many folks miss one of the outstanding values of a 5 or 10 cylinder motor. It has extremely flat torque throughout the curve and the dynamic balance is exceptionally good. You have ignition every 72 degrees. What we seem to be missing here is that Benz, EMD, GE, and many other significant prime mover manufactures have done very well with variants of the 5 cylinder engines.
I currently drive a first gen C70 coupe, with a 2.0 liter 5 cilinder "high pressure" (as Volvo call this modification) turbo. Literary cant say anything bad about it. The car itself is comfortable, and the engine...
Power: plenty, and can be tuned to be even better.
Fuel economy: great.
Smoothness: on idle it's barely audible.
Exhaust note: with rear mufler deleted, and replaced with a resonator, it's still not loud, yet gives it a nice, low grumble. In one word, awesome.
And the turbo flutter... Cant get enough of it.
I think i will stick with the anomaly for now, thank you. :D
My friend has a silver one imported to the U.S. Pretty rare beast over here I guess.
@@gregorytimmons4777 If i recall correctly, there were like 24 000 first gen coupes made. Not super rare, but rare enough to be interesting. And it's a good car!
The Atlas engine is also an excellent 5 cylinder. These are also known as the "Vortec" engines and they were found in SUV's. They were made in 4,5 and 6 cylinder versions by GM at their now defunct Moraine Ohio plant. I love the Vortec 4200 in my Trailblazer, great running inline 6 with plenty of power for a daily driver.
The ruthless efficiency of the editing in this video has made me a fan
The amount of knowledge that got thrown at me in this was awesome
Glad you could benefit
This video is key for anyone who doesn’t understand how a 4 stroke engine works!!! So much detailed info!!
Thanks
P9åää0
“Oil is not a good coolant”
*Mutters angrily in air cooled*
And oil still isn’t a good coolant. That’s why they are _air cooled_ engines, not oil-cooled.
Spent many a summer day waiting for takeoff in a light aircraft with oil temp edging towards the red, 60 weight oil pressure almost nothing, hoping that the plane would still climb with the extra 20 knots I was going to add to climb speed to try and keep the the engine from overheating.
Then the opposite... coming down at 200MPH in icy winds and unable to reduce power to increase descent rate without shock cooling.
Oil is best for lubricating.
Oil does a minor degree of cooling to the piston heads, but the it's not as effective as coolant
In a 2 stroke it actually cools
@@calvinnickel9995 oil cooled engines also exist
Some pitbikes have oil cooling. (including mine)
One of the best explanations of engine balancing and moments I've seen. Great video.
8:53 Actually replacing the oil filter is not messy at all, you can remove the filter without leaving a single drop of oil on the engine.
Spin-on filters, at least to me whenever change them on a Chevy express, those are a mess EVERY TIME.
Source: I do my oil changes on my S40 and C70
BTW: Great video and nice editing.
I've got cars with both. The cartridge always leaves you open to dripping oil, not to mention cleaning out the housing and Changing the o-ring.
Many manufacturers have gone back to a spin on style
@@speedkar99 then you must be doing something wrong. I have two autos with top mounted oil filters and I have never spilled a single drop. You just have to wait a little while so that the oil drains down. Autos; BMW 330i, Ford F150.
I love the cartridge filter of my s40. Much better for the environment (less waste), and I find that it drains just fine. You just have to be patient, as the others have noted. In fact, it is a much "less-messy" oil change when compared to the downward-pointing filters on my wife's Honda.
It also allows you to "prime" the filter a bit with new oil (which I can do on my Honda, too), unlike older upward-pointing screw-on filters.
I like the cartridge ones, they're less hassle. Also, for some reason, manufacturers seem to think that less filter should cost more... the mind boggles...
I do as well on my 3 white blocks.
You can also pre-fill oil cartridge to speed up oil pressure to reduce dry start.
My 3 redblocks always leak on mount unless I use a rag underneath.
Keep Rollin'
Correction - the turbo manifold is not integral to the head, it has the same basic head design. The manifold is integral to the turbine housing instead, and the rest of the turbo is attached to that. Older versions used a standard manifold and turbo setup.
Damn, this man has his ICE knowledge nailed! Impressive. I will have to disagree on the top mounted cartridge oil filter setup being more prone to messes. I find that it is a much more efficient and clean way to change a filter. The oil drains out when the engine is off, rather than pooling inside the filter like your typical steel canister style. Also, most of them come out with the cap. But for filtering I still prefer the spin-on canister type filters.
Thanks. Sure it drains but your still open to a dripping filter in the engine bay as opposed to spinning it down the Bottom into a drain pan
@@jimmer411 awesome life hack!
Very descriptive and informative. I appreciate that hearing the language. Not many can, thank you. That over lap makes due in a Colorado pick up or rally when torque needs to be. Well spoken. Thank you.
Great video....you can't beat the sound of a five cylinder symphony, my Land rover discovery 2 has a TD5, 5 cylinder turbo diesel, brilliant design, powerful, tunable and reliable 👍👍
When you least expect, you find another freaking awesome youtuber. Looking to replace the timing belt on a T5 I found this gem. You are incredibly good explaining.
The turbo engines do not have a in head manifold. You must remember that they made this engine for like 20 years, so you have to specify which year you're talking about.
Good to know. Most modern turbo cars integrate it
The older models have the oil filter on the bottom of the engine with really easy acces. The oil pick-up line also changed from metal to plastic apparently. And im guessing this is a 2,5 liter engine which has thinner cilinder walls compared to the older 2,3 liter ones. The cilinder walls on the 2,5 liters will crack when tuned to much.
@@jur8831 2.4L 4 inline natural aspirated engine with multiiport injection is where reliabilty begins. Yes, it consumes little bit more, but lifespan of such engines is great.
Hey man you are the most fluid speaking person on even a complex topic. Nowhere have I ever heard such smooth informative talk.. PLUS i love the toothbrush... Dont ever lose the toothbrush.
The table thing just cracks me up along with his wife's dress & his brothers toothbrush, underwear, shirt, socks, blanket & twisted screwdriver. I got my eye on you SpeedKar
This is an insanely high quality video. No fluff, just interesting and relevant info.
That's my style, short and to the point why waste time
The plastic style pick up tube actually has better flow and doesn’t clog up as easily and is considered an upgrade on older engines. I’m guessing it is difficult to create that shape with metal in mass production so they used plastic. It works well and has proven to not be an issue. I had a metal style that I swapped for a the later plastic one and it improved oil flow significantly.
Good to know
Best channel I’ve seen, amazing! Thanks.
great video, just want to say I love top mounted cartridge filters if you let them drain a little before completely removing and you have a vacuum extractor you have no-mess oil changes that you never need to get underneath the car for
Good idea. But not everyone wants to wait overnight for an oil change
I have a 2008 VW Rabbit 2.5 I-5 engine with 156K miles on it that is silky smooth, sounds electric at idle and screams like a wildcat over 4500 rpm's. It burns no oil, has no leaks, never overheats and always starts first time, every time. All I've done to it is scheduled maintenance and replace seals, sensors and other parts that reach the end of their lives. Nothing mechanical has broken on it. There are some odd electrical gremlins that give it personality.
The engine has a timing chain and hydraulic valve adjusters. What is not to like?
See? Germans can make reliable good engines!
@@alouisschafer7212 The car and the engine were made in Wolfsburg.
The transmission is called the 09G Tiptronic which sounds German but it is actually made by AISIN, a subsidiary of Toyota, who makes most of the automatic and manual transmissions in the world. Supposedly, it has a bad reputation but it has performed flawlessly for me.
All I do is scheduled maintenance and I only use premium fluids and "top tier" gas.
The only problems I've had are the typical German electrical gremlins. So far, they have been tolerable.
I love how much you teach about the engine, so much valuable information for free thank you
Absolute clear explanation..as a DIYer, I thought that I've already bought all kinds of tolls until you showed up with that toothbrush.
The “plastic” parts in high temp area are Pa6-glass fiber reinforced which can be stronger than metal. Also much less susceptible to heat cracking.
Good call. How about warping and leaking due to heat?
That's good to know! However, the plastic tubing that makes up large parts of the cooling system gets very brittle after 100,000+ miles. I love my s40, but miss the simplicity and durability of my 850 (same engine, basically).
While my favorite engine to drive is the inline 2.8L straight six from BMW, I must say I love the unique feel and sound of 5-cylinder engines, especially Volvos.
The plastic coolant hose from BMW's engine block disintegrates after about 20 years. I was not impressed when my daughters 318i overheated after loosing coolant. Removal of the intake plenum was required just to gain access for replacement. Not a fan of plastic engine parts.
@@speedkar99 My 2001 XC70 has 650000 km and this plastic oil pickup tube so I'm going to go with "it's not a problem"
@@derekinbritishcolumbia1449 yeah plastic is not a good material for those kinds of parts. it's used becaus it's cheaper
I drive a 2002 W211 Mercedes E270 with inline 5 Cylinder diesel engine. Runs nicely.
I have the B5254T4 in my '07 VR, very similar. Those slits between the cylinders can be shimmed for added strength.
Such a underrated engine that one.
This is the single most helpful video I’ve found for this engine. Thank you for your concise delivery and thorough explanation.
Glad it helped
I have a 4.0 inline six in my old Jeep.
Still runs like it did 28 years ago. Wish I still did! Inline six engines are my personal favorite.
Silky smooth torque, like the hand of god.
Nice, I love the Inline 6.
@Mississippi Ditch Fisher put a better motor in it I suppose
The Jeep 6 has an interesting history, starting out as an AMC six in the 1960s for various models. They then cut off two cylinders off to make a straight four for the 1984 Cherokee (a GM V6 was an option). When GM pulled out, AMC was forced to create a "new" six by adding two cylinders to its four.
Everyone swear by the smoothness of i6 engines. Why have we then been stuck with crappy inline 4s?
Inline 6 is the king of engines. Most industrial engine companies are now focusing on inline 6 and v12 engines, as the parts crossover between the two are excellent. Manufacturing is supper efficiency. And of course; efficiency, longevity, balance and torque go hand in hand and are top notch out of an inline6 or v12
Why is it soo satisfying to watch xXD i myself own 2004 volvo S40 140KM im hapopy with the reliability but since i started to work as construction worker it is a little hard to use for me because kombi would be eazier to use with more baggage space
Thanks for the breakdown. I especially like the explanation on engine configuration and balance - this is the clearest I've heard!
Those diagrams.... I never thought about it but clearly someone has.
You are absolutely amazing at explaining how everything works! Fenominal job! Once you explained the unbalancing of forces along the horizontal axis, it made me realize the wobble I'm getting under acceleration in low gears might be caused by worn engine mounts. That will be my next repair and I'm keeping my fingers crossed that worn engine mounts were the suspect and it's not something else because I'm not sure what else can cause it. Thanks for the great information!!!!
Wow. That's a lot of information in a few minutes. Now I'm an expert on that engine.
Thanks
Such an informative video, no-nonsense, loaded with knowledge and well-edited. Fact that this 18-minute video felt like it was 6 minutes long says enough. Liked and subscribed!
Your descriptions are excellent. A great help would be to speak more slowly. Great video.
Thanks. I try to be as concise as possible
@@speedkar99 You succeed.
use the playback speed dial, under settings, to slow the speed
I love this guy's subtle humor in these videos. I don't know why, but I lost it when he said he had to remove one million bolts when he was takig off the cover.
Haha thanks
Another great video. Its almost as though the engineers get tired. "Well, we are 95% done with this super complex engine. Let's finish it off with some cheap, plastic bits."
that's wasn't the engineers, blame accounting...
Generally the plastic parts-given they are quality made- tend to serve the engine through it's lifetime. It makes the engine lighter, cheaper and all other stuff that matter like how quickly can an engine warm up to operating temperature. An 80Kg engine warms up faster than a 90Kg engine.
Those plastic bits didn't look cheap by any means. They seemed in perfect working order. Even the PCV look in good condition, it's the seals and valve that goes to ghost.
The older versions of these engines use steel oil pickup tubes. Know a few people who worked for Volvo back in the day and by the time Ford had more influence they did some cost cutting (though I wager the cast saving is minimal if you factor in the price of a mold to make the plastic parts for the pick up).
No extra chain to oil pump - nice
Big oil channels, easy to clean, because of the bed plate construction also very easy to manufacture (no deep holes to be drilled)
Bed plate construction (the upper oil pan) make the engine block really stable. I remember the bearings reside in steel inserts?
10 bolt connection to the flywheel - beefy
Steel water pump impeller, probably still the original pump too.
Cool to see the insides of the RNC 5 cylinder (RNC = Revised N Compact?), only seen the older ones!
Dang, lack of maintenance killed this Volvo. I have a 2004 S60R and around 220,000 miles now on it.
On these, the sandwiched cylinders is only an issue on the 2.5 blocks, namely the 2.5 in the r. Under high boost, there is a chance for the cylinder wall to crack, expelling exhaust gases into the coolant system. The fix is usually either shimming the block, in the thin space between the cylinders or resleeving the block with new Darton sleeves.
The head gasket can be replaced with the r/t5 one for better reliability, as they are used for the all out high HP builds.
The PVC system is notorious for issues, you can use the glove test method to see if you may have an issue.
These Volvo 5 cyls are only as good as the maintenance. If you are on top of it, they last forever, however if you are a slacker, it will die. You can't treat it like a Honda/ Chevy.
On turbo Volvo's, the turbo isn't integrated with the manifold, so swapping is fairly easy.
Also, the Volvo 5 and 6 cyl motors have many swappable with minor modifications parts, ie pistons and such. Since they are a modular design. It's common for people to take the t5 pistons and swap them into the t6 motor.
The valve cover has a liquid gasket.
In the end, these are absolutely fantastic motors for people willing to do the work. They, with some modifications, can be absolute monsters and fairly reliable, it's just you need to be a stickler for maintenance.
Yes they are great engines, i have the 2.5T in my ford focus st and it sounds awesome! :)
Yeah, that needed better oil management (fully synthetic, and changed on schedule) and it looked to me like it needed more long trips. Volvo designed these engines to be used; short trips will kill them if you don't go for an Italian tuneup every once in a while. They're not as tolerant of neglect as the old red blocks, but when looked after and treated well, they're just as durable.
B 5 24 4 S4, not B 52 44 S4. B for Benzin (gas), 5 for cylinders, 24 for displacement, 4 for valves per cylinder, S4 is for the iteration of the engine design.
i love these engines, they used the same block for nearly 25 years, meaning you can go to a junk yard and find parts very easy. the bottom end of these engines are nearly bullet proof, its the valves you have to worry about, if the valve stem seals are allowed to leak then you will burn an exhaust valve leaving you with no compression.
"If this get lodged inside of your timing belt, that's not good"
. . . well, I can tell you what happens, 'cause that happened to me lmao
My timing cover on my 2003 Hyundai Sonata V6 was all disintegrating and a bolt fell down onto the crankshaft sprocket. It shredded about 75% of the width of the belt, and I had to do the belt replacement all over again, plus order new covers. Luckily, the remaining belt width held until I figured out what the shredded rubber and whining noise was, so no valve damage!
Woah! Nice job remaining belt
Yea those plastic pieces are actually made from a glass and plastic mix which makes it relatively strong and it lightens everything for emissions and it dissipates heat very quickly. It’s the same type of plastic ford used for their thermostat housing on ford escorts and I’m sure other cars and trucks. But couldn’t the oil cooler have failed internally which mixed oil and coolant.
The standing water in #3 bore suggests head gasket failure.
@@cdjhyoung I think someone removed the spark plugs and this engine was left out in the rain, I've seen the 5-cyl gasket failures and they're clearly visible... this one was fine, AFAICT.
In fact, nearly every issue with this particular engine came from using the wrong oil. These engines REQUIRE high quality synthetic. Mobil 1 or better. I tore down my 850's engine at around 200,000 miles (for fun) and didn't have even a tiny amount of sludge.
Very well done. You clearly know your stuff. Even more impressive that this is the first time you've seen this particular engine.
Thanks and yes it was a learning experience for me
I'm guessing you work or own a junk yard? Great channel 1 of a kind!!
I love this engine--had it on my C30 and have it now on my V60 (2015, the last year they used this engine). Both of mine turbocharged. Two things only have happened with them. 1) see the timing belt at 3:18? I had a mouse crawl in there once on my C30 which blew up the top half of the engine (Geico covered $6,500--whoo-hoo!!). 2) the PCV assembly WILL crack and fail. I've had to have one replaced on the C30 and another on the V60. That's a $900 job. But, with regular maintenance, this is a fine engine: lots of power and I love the slightly "rough" feel of it compared to the V6 on my wife's XC60.
There's not a V6 in your wife's XC60 :) . If it's a first gen XC60 it could be an I6 though (the SI6 - Short Inline Six).
@@olaagnilsson You are correct! I've always thought it was a V and looks like it is from outside/above; but it's inline. Thanks for the correction! (You can tell I never touch this--leave it for the pros; but it's pretty bullet-proof.)
Very nice video. I like your editing style. Volvo did make some very solid 5 cylinder engines. Look pre-1999 and you'll find gold. PCV issues were still present, but other than that they were basically bulletproof.
Thanks. Yes they did have some solid motors. Too bad the rest can't be said for everything else
I'd argue Volvo's Mid-2000's 5 Cylinders were better designed. A lot of the annoying or inadequate aspects of this generation (plastic thermostat housing, vertical oil filter, sealing issues, etc) were improved upon or solved.
Actually the oil filter is just the paper element core that goes into the housing and a proper oil change is less messy than a cartridge type filter that pours oil everywhere
I owned a 2007 Chevy Colorado with a 3.7L 5cyl inline. That engine was smooth and had good torque.
I used to work at a Hummer dealership and worked on a ton of the I5 engines. They were relatively smooth, but for some reason would always break exhaust manifolds and manifold bolts. I always attributed it to the 5cylinder design. Although it could’ve just been crappy manifold castings.
Mines a 2005 3.5l l5 Chevy Colorado. Supposed to be famous for soft heads and leaky valves too...? (Updated from 3.5l to the 3.7l in '07-'12 models) Mline has 160k miles on mine and it's all original engine parts, head and manifold even. I love my 5 cyl Colly, gonna run her till she can't no more. Thing does run smooth, like new everyday. I really run my pickup, keep up with the maintenance, possibly even just luck of the draw.. I change oil via oil life indicator, tells me when to "change oil soon" and I run Quaker State full synthetic 5w30 and change the spin on filter every oil change, sometimes every 5k m. The oil change indicator usually runs 10k and no more than 12k intervals
Love the toothbrush. Perfectly scungy, so much better than a greasy finger. Yes, Volvo PCV's are dumb - I've changed many, and pulling the oil filter without slopping nastiness everywhere requires ninja-like speed and agility. Wouldn't trade for any other engine though. Such a lovely noise.
Amazing. Cars are really cheap given the complexity.
Good talking hand style of presentation.. that tooth brush is going to be famous.
Cars are very cheap compared to the engineering and manufacturing that have to be put into them! But think of the scale of production, once they've tooled up they are paying off for it very quickly
The technical juice squeezed into as little time as possible - I love it! But you made me palpitating when I saw the amount of dust you poured onto the camshaft in 1:27, seriously :D
Great vid. Was looking forward to this one. I have 6 volvos and 5 of them are older than 1998. I honestly don’t like these newer versions of the 5 cylinders. The original N version from 93-98 was the best. The oil pickup was metal like you were saying it should be, there weren’t as many oil passages because it didn’t have VVT, and the cylinder walls were a little thicker. The RN 5 cylinders that came after were ok too, but they introduced VVT, and for whatever reason, it seems like the tolerances were much tighter and therefore they were much more prone to throwing rod bearings plus the cylinder walls weren’t as thick, so the higher HP models were prone to cracked blocks. I love the original N 5 cylinders. Best reliability, durability, and longevity. I currently daily drive a 94 850 with 328k on it.
Depends on what motor you got. The older 2.4L turbo N was 83mm block as well. The later RN 2.4 T5 (not 2.4t) has 81mm bore. It’s really dependent on which bore block the motor used rather than N vs RN. the 2.3L t5 used 81mm. I would say the move from hydraulic to solid lifters for the Rn as long as mechanical tensioner was an improvement. I do agree about the rod bearings for the 04+ RN when they did a semi engine facelift for the p2 models. The cylinder heads for the RN have more flow than N head. Even more than a stage 1 ported N head. Ups and downs of both. But we can both agree the RNC is just a mess in comparison 🤣 . (The one in the video)
@@rex_s80 Yeah, it does depend on the trim model for the motor. I was mostly referring to the R line of the P2s and also the 2.5 T5 RNC motor. Yeah, the solid lifters, mechanical tensioner, and better flowing head were nice, but the benefits kinda outweigh the cons for me. But yeah, RNC is the pinnacle of garbage. 😂
I recently sold my 2006 ford focus ST which has the turbocharged version of this engine. Seeing it stripped down was something I always wanted to experience. Split cylinder lining was an issue until the 2008 face-lift model. Cool vid.
The combustion chamber is in the head, not in the bottom of the block.
Oil is enough of a coolant for the lower portion of the bore. The majority of the heat is in the head and the top of the cylinder.
Good notes
So many parts of an engine, aka many moving parts, you really just have to hope nothing breaks or messes up that causes damage
One part fails, it can take out the whole engine
I can’t remember the last time I saw such an informative video with awesome explanations like this one. Well done to you sir
Check my Subaru boxer engine video
god damn, your editing and videos are perfect
Thanks
I suppose this is the updated B5 engine. My B5234T4 has a different location for the oil filter, a little bit hard to reach with the tool but at least it doesn't make a mess when its changed. And also has a hydraulic tensioner which in my oppinion is a worse solution than this one. I remember people putting this spring loaded tensioners on engines with hydraulic tensioners.
This teardown makes me really appreciate the freakish reliability of the 4.0 ltr straight-six Barra engine in my Australian Ford Falcon. Similar 4-valves per cylinder, oil-operated variable valves, but with a timing CHAIN and a very simple PCV system on top of the engine cover. Oh, and a water pump that is easy to replace. 512,000 km's so far since 2003, and the oil stays clean (LPG).
Barra’s and intechs mate, unbreakable
@5:20 fun fact. That compact design is sometimes call a Siamese bock. Small block Chev 400 and Oldsmobile 403s are like that. Can make for cooling problems.
If you think that’s neat look up “Sisu inline 7 cylinder diesel engine”
Awesome
I always wondered if 7 cylinder engines existed.
What about a 9 cylinder?
@@darkproject3368 Wärtsilä produced a marine diesel engine with several options, one of them being the Wärtsilä 9L32 which is a straight 9 with 320mm bore.
@@darkproject3368 Radial aircraft engines come in odd numbers per bank only. 3, 5, 7, 9 on a bank and up to four rows of banks for a maximum of 36 cylinders!
The ship I work on has a wärtsilä 9 cyl LNG engine.
The previous one had a 7 cyl mak diesel.
Odd numbers of cylinders are not uncommon at sea.
You gotta see the D5244 Diesel engine that Volvo also made. Really strong engine for an automotive diesel. Its a direct derivative of the gasoline i5 but its stronger. Its known to be a very sturdy and reliable engine if you just keep up with maintenance and feed it 5w40 instead the factory 0w30 they make it to half a million miles unit they are physically worn out.
The block has more meat around the cylinder bores and the cylinders are further apart from each other, the head is bigger and they really went to town with the head bolts they look like aftermarket performance bolts. They might be bigger or the same as in this engine well probably all the same which would be why these Volvo engines are not known for head gasket issues. The head is clamped down for good.
The bottom end of the block is also strengthened with more webbing and more material.
Pistons and rods look like they came straight out of a semi truck engine which is something I love about automotive diesels: The components are so beefy because of the diesel torque and high compression of Diesels.
It doesn't have variable valve timing aswell and only one cam gear but its still DOHC of course the 2nd camshaft is driven by gears in the head. Really simplifies the valvetrain.
Volvo Penta adopted this engine for marine applications... yeah that's all I need to know about how solid of an engine it really is.
Volvo D5244 and its 4 cylinder variant,
VW Diesels pre EA189,
Mercedes Diesels pre OM651,
and to be fair to BMW their old Diesels seem alright mechanically.
The best automotive diesels I know in terms of reliability. These things are approaching 20 years of age and they still drive around here.
If you change your oil regularly and use god 0w40, 5w40 and 10w40 in the summer instead of whatever the manufacturers wants you to use (0w30 water oil to lower fleet emissions because they cause like a few percent less drag in the engine... in a 20 year old diesel oh sure that's gonna work) these things run for half a million miles.
That's cool! I wish they had diesel Volvo cars in USA, but they don't to my knowledge.
@@zzoinks they were never exported to north america.
I appreciate your attention to detail. I finally understand what the term spun bearing refers to after all these years lol. Subscribed.
Same here. When I first saw a spun bearing in a G35 engine it was quite interesting to think how something like that could happen. That engine was worse and had a cracked crankshaft.
Oh yes, fantastic. You command the knowledge in your explanation absolutely
I'd like to see a Yugo 3-cylinder breakdown. That'd be next level!
Yugo never had a 3 cylinder engine, the weakest engine was a 903cc 45hp 8v 4cyl
Geo metro had 3 cylinder
I have a 3.7 liter five-cylinder engine in my 2011 Chevrolet Colorado and a love it. It's been running great for 13 years!
8 dislikes come from VW engineers who think that only VW has the inline 5 cylinder engine
Maybe
I'll take your Inline 5 cylinder engine and raise you a (Europe only) VR5 🤣
Ah yes. I drove one of those 2.5s in a rented Passat. It takes special German engineering to combine the power of a four cylinder with the fuel efficiency of a six.