2010 Volvo range to get new diesel power plants

By Matt Brogan | November 09th, 2009

Volvo has two new turbo-diesel engines ready for 2010, the first is an all new twin turbo D5 while the other is a new fuel efficient four cylinder 2.0D.

Using the latest diesel technology on offer, giving the best performance with low fuel consumption and low emissions, the twin turbo D5 is an all new unit sharing nothing in common with the previous D5 engine.

The engines are available in the XC60, XC70 and S80 and drive through a six speed adaptive Geartronic transmission to a Haldex All Wheel Drive system. The fuel consumption can be as low as 6.2L per 100km in smaller models.

The C30, S40 and V50 all get the new 2.0D engine with heaps of torque the smooth running unit can have a fuel consumption as low as 5.9L/100km. Also on offer is the dual clutch six speed Powershift gearbox.

All-new D5 diesel upgrades power, economy while reducing emissions.

The new twin turbo D5 engine produces 151kW of power and a strong 420Nm of torque, improving zero to 100km/h times by nearly one full second – as well as reducing fuel consumption by as much as 1.2L/100km.

As an added bonus the D5 engine is rated to Euro 5 emission standards, the S80 emits 199g/km of CO2.

The all alloy engine has a long stroke twin overhead camshaft with four valves per cylinder and a compression ratio of 16.5:1.

The twin turbos provide high boost pressure up to 1.8 bar over a wide range of rpm improving acceleration time at all speeds. The engine has piezoelectric direct injection with high pressure fuel pump producing 1800 bar which controls the combustion process.

A post injection system injects a small amount of fuel into the combustion chamber after the main charge to help with the removal of particles in the exhaust.

The D5 engine doesn’t have a dipstick, instead it has this information displayed on the instrument panel. Not only does it let you know the oil is low, it also lets you know how much oil is required.

New Powershift transmission in C30, S40 and V50 ups efficiency, lowers fuel consumption by 8 per cent

Using second generation 1600 bar high pressure common rail fuel injection the twin overhead camshaft four valves per cylinder 2.0D turbo diesel has a compression ratio of 18.5:1. The engine produces 100kW at 4000rpm and has 320Nm of torque at 2000rpm.

Volvo developed the gearbox with Getrag, it operates like two manual transmissions with twin wet clutches working independently on different gear sets. One clutch controls first, third and fifth and the other controls second, fourth and sixth.

by Adam Marshall

Shak

Why dont the locals try something like this. I’ve never liked Volvos in the past but the current line up is magnificent. I’ll take my S80 awd with the V8, if not ill have the C30 D5 turbo. It may look shonky but it flys and has a very nice interior.
http://www.CarZ.com CarZ

Volvo is hard to beat. They’ve got power and drive and they’re made to be abused. This new change will only make they better. Furthermore, Volvo has some of the most innovated features in security and safety.
Mikey

With technology like this Ford should hang on to Volvo & use it.
Falcon with the D5?
Peter

The current s40D5 is a ripper. To drive, the engine is nearly as good as the T5. Downside is that it sounds like a tractor.
Safety Frist

Sorry but the 2.0l sounds very suspiciously like the set up in the Focus TDCi Powershift……… even down to the consumption figures????
EG Ford Focus, 100kw @ 4000rpm, 320nm @ 2000rpm, Fuel Consumption 5.9l /100km.
Auto Transmission is “Fords 6pseed PowerShift Automatic Transmission Featuring a dual clutch gearbox……
Tom R

bahaha good point, it didn’t say Volvo developed the 2.0D themselves did it? The transmission on the other hand it did say they developed….sooooo maybe they took the powershift and tweaked it and pretended it was their own.

But the S40 has always been an overpriced Focus.
Until you get to the S40 T5 AWD….*drools* massively over-priced but absolutely mouthwatering.

Peter

They arent bringing the T5 AWD into Oz anymore – FWD only (and only in the r-design). The AWD was good, but I thought the FWD is more fun to drive. Great car (I’m biased, wife got one new in 04 when they came out, waiting for another one to replace it arriving Christmas). The AWD is still available OS. It is slower (stats have it only marginally, but it feels slower) and I thought it didnt feel as nimble, but that might have been imagination.

http://BMW Buck

This late stage fuel injection process Volvo are using to assist with burning off the particulates trapped by the diesel particulate filter (DPF) can be hugely problematic in certain operating conditions, namely low load, low speed.

In a nutshell the exhuast and DPF may never get hot enough to make the process effective, the DPF filter continues to block up with diesel soot, the sensor in the DPF continues to send messages back to the ECU to trigger the late stage fuel injection process to try and commence the burn-off, more late stage, (post combustion) injections are made which are supposed to go out the exhaust port and trigger an exotheric reaction in the DPF filter cleaning out the soot, BUT if the system never gets hot enough, the process never happens, the DPF gets almost completly blocked, excess back pressure in the exhaust results which exacerbates the problem as late stage fuel injected into the cylinders doesn’t go out the exhuast port as intended, but it sits on the cylinder liners, known as cylinder liner wetting, dripping down into the engine oil.

How the fU#k do I know all this…well because I own a European diesel that’s done all this sh#t resulting in fuel / oil contamination rates of as much as one litre of fuel per 3,000 km’s motoring, and what’s worse is I know its a widespread problem with these latest generation diesel’s equipped with DPF filters.

Now this latest trend of not putting a dipstick in an engine is extremly concerning and profoundly disturbing matter. M Benz are doing it as are some others and I aware that some manufacturers are taking away the over-full electronic sensors from the engines oil measurement system, so owners will never ever know the problem exists. Beleive me ignorance is not bliss as after 3,000 km’s my oil which was tested by a number of labs showed a 49% drop in viscosity,which has very serious implications for metal on metal contact as the crucial oil film layer is broken down and becomes significantly less effective.

Fueo oil contamination rates in the range of 15-20% are not uncommon for the latest European diesels at service time, yet Mobil and other oil manufactuers consider 5% fuel oil contamination rates to be the maximum permissable.

If there’s sufficient interest I’ll post some links backing all this up.

In the meantime, if you want to buy one of these latest diesel’s the way to mitigate the problem is this:

At least once a week for 30 minutes, you must drive at a constant speed of 80 k.p.h. or higher, I would recommend 100 k.p.h.. Now this is easier said than done for a lot of motorists especially those living in congested cities, so if you can’t meet this effective burn-off requirement, don’t buy one unless you want to go through the hell I have been through with mine.
Peter

I’ve heard of a similar issue from one guy with the jag diesel. Here is an extract of an exchange that might help “The car is in the dealers as I write now and they told me that they will definitely cure this problem today! He explained that when “they” empty it they do it by plugging up the computer and changing the fuel settings so that more burns in the DPF while they run the car at over 3000 revs standing in the car park! It takes about 20 minutes running it like this! He tells me that they will alter the software in the car so that this will happen without outside intervention…. (reply) …You may not notice all that much difference in fuel consumption, what happens is that when the dpf is about 70% full the software advances the timing of the fuel delivery, this makes the exhaust gas hotter and burns off the particulates. So if it works properly it wont come on so often. I suspect yours has not been advancing the timing far enough, so instead of it getting hot enough to clean, it just got more clogged so it would keep trying each time generatiing more soot and so DPF full, so like I say you likley wont see any difference.” I hope this helps

Buck

Thanks for that Peter. Its far more widespread than any of the OEM’s want to admitt.

Funnily enough in three years of running my BF11 Typhoon side by side with this other “so called” fancy european vehicle which I own, (I won’t name for legal reasons), I’ve had no problems with the Typhoon whatsoever.

On the other hand, said European diesel has been ALMOST as much drama as bringing up two teenage daughters put together, and that’s really saying something, know what I mean ?

The above is the reason I won’t buy the very latest XFS diesel Jag, but will wait for a deal on an SV8 when the time is right, I’ve yet to clear it with “she with whom one must never argue” and yet to lose the requsite 10Kg’s, so I think it’ll be quite a while before I can hear the big cat’s supercharged whine.

Peter

When I get jaggy over 4500rpm, the engine noise is nearly enough to drown out the bickering of my daughters. That and the 14 speaker B & W stereo (“daddy, my ears are bleeding!!! make it stop!”). You NEED the jag ASAP. It’ll make you forget your DPF issues. I hear the paramount exhaust makes it sound like an aston. sweeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeet
MGH

Bearing in mind, its not restricted to European diesels, but rather new ‘clean’ diesels in general, although the incidence probably varies. I’ve heard of similar issues on recent diesel Pajeros.