D4204T5 Engine

20: Engine, D4204T5 Page 1 of 52
20: Engine, D4204T5
V60, 2015, D4204T5, L.H.D
28/3/2023 PRINT
20: Engine, D4204T5
Component location
Cooling system
Direct injection
Exhaust after-treatment
Fuel system
Intake and exhaust system
Lubricating and oil system
Timing gear
Valve system and timing gear
Variable oil pump
Volvo's new Drive-E engines
Design and function

Component location
Side view (inlet side)
1. Oil filling point

2. Vacuum pump
3. EGR
4. Crankshaft gear wheel
5. Starter motor
6. AC compressor
7. Generator (GEN)
8. throttle
9. Fuel pump
Side view (exhaust side)
http://localhost/Vida/jsp/information/xml/xmlDocPrintPreview.jsp 3/28/2023
1. Vacuum regulator
2. Turbocharger (TC)
3. Resonator
4. Catalytic converter
Engine components
1. Cylinder head cover
2. Cylinder head
Chill cast cylinder head and die cast
camshaft bearing housing, both
made of a light metal alloy.
3. Intermediate section
Manufactured in press cast
aluminium alloy. The crankshaft
bearing caps are cast in the piece.
The cover is made of cast iron.
4. Oil sump
Made of die cast aluminium alloy.
The surfaces between the different parts

are sealed with a silicone based sealing
compound, RTV (Room Temperature
Vulcanizing silicone), except between the
block and cylinder head where a four layer
metal gasket is used.
1. Cylinder block
2. Base plate
3. Cast iron liner
4. Aluminium coating
5. Cast steel liner
reinforcements
Overview
share many common engine
parts such as crankshafts, oil
pump, sump, alternator, AC-
compressor, etc. Other parts are
similar, such as the engine block
and the balance module of the
motors.
Engine weight
Both Volvo's diesel and petrol
engines have high pressure cast
connecting rods. The engine's
base plate has cast steel linings
and cast iron reinforcements.
Diesel and petrol engine blocks
are identical, except for the
higher height of the block and
the heavier cast steel liner for
the diesel engine. The casting
method combined with unique
design gives a strong
construction for light weight.
Only two engine block variants
are needed, with the main
bearing diameter as the only
difference. The transition to the
new Drive-E engines has given a
weight saving of 30-50kg.
Engine friction
To minimize bearing sizes, the
crankshaft is made of forged
steel. The base plate's alignment
to the engine block has been
improved with new patented
position wedges. This has led to
improved straightness and
roundness of the main bearings.
The piston diameter is minimized
by use of a fixed bushing. The
different petrol engine variants
have similar pistons, only the
machining of the piston top is
different for different
compression ratios. Petrol
engines with lower power have a
shorter piston. The petrol engine

variants use the same piston
rings and all diesel engine
variants use the same piston
rings. Piston pins are coated with
diamond-like carbon (DLC) for all
petrol and diesel variants. An
improved piston and cylinder
bore coating as well as roller
bearing camshafts mean that the
Drive-E engines have low
internal friction.
Cylinder head and Valve

system
Much of the design of the new
cylinder heads is based on
Volvo's renowned five and six
cylinder engines. The main
changes are related to friction
reduction, increased specific
output and the creation of
common interfaces for petrol and
diesel engines. The petrol engine
cylinder head must be able to
withstand a very high thermal
load and is therefore made of a
heat resistant aluminium alloy.
The transverse cooling concept,
shared with the diesel engine
delivers excellent and consistent
cooling.
gasoline
The petrol engines have a
proven, direct action valve
system (VVT) with service free
DLC-coated mechanical tappets
and phases on the intake and
exhaust camshaft. The camshaft
front bearing is a roller bearing
to reduce friction. The camshafts
are made of cast iron which is
the best material for use in
combination with sliding contact
with the DLC coated tappet.
Diesel
In order to handle a cylinder
pressure of 190 bar and high
power, the diesel engine has a
new heat treatment to improve
material strength and
temperature range. The diesel
engines have steel camshafts for

reduced weight and increased
material hardness.
The basic engine is built up in
the same way as petrol engines
in the VEA family at the same
time as certain parts have great
similarity to the five cylinder
diesel engine D52X4T. The
greatest difference between
diesel and petrol engines with
regard to the components of the
engine assembly, that is the
cylinder head, engine block,
intermediate section and oil
sump, is the cylinder head which
is not two piece.
Cylinder head
The cylinder head of the diesel engine
D4204T5 has separate camshaft covers,
similar to the five cylinder diesel engine.
Cylinder head screws

The cylinder head is secured to the block
using ten M12 screws. Because the valve
system allows a larger screw head there
is no need for the sockets used on the
petrol engine.
Cylinder block/intermediate section

The basic geometry of the diesel block is
the same as the petrol variant with the
difference that the diesel block deck height
is higher and that the diesel block has a
seat for mechanical water pump.
Sound proofing material

To reduce the combustion noise the
greater part of both the long sides of the
engine block are covered in formed mats
of sound proofing material.
Intermediate section
For improved strength and stability and to
ensure roundness when the
block/intermediate section's main bearing
seats are machined, the cast iron main
bearing caps (5 pcs) are cast in the piece.
RTV is used as sealing agent between the
cylinder block and intermediate section.
Matching
Each main bearing cap has a lug that
sticks up on top of the intermediate
section. Before the block and intermediate
section are jointly machined, the sections
are screwed together, which creates a
groove in the block at each bearing cap.
The grooves create a unique pattern for
the block that ensures better attachment
of the parts in-between compared to
previous systems with locating pins. The
block and intermediate section are then
even easier to take apart.
Crank system
The crank system in the new engine
family is largely the same whether in a
petrol or a diesel engine. The same
crankshaft is used for all variants, while
pistons and connecting rods differ slightly.

The package of the two counter-rotating
balancer shafts under the crankshaft is
identical in all variants, as is the drive of
the oil pump at the front of the
crankshaft.
Pistons
The diesel pistons differ in height and
shape from those in a petrol engine and
have cut outs in the tops.
The piston is cast of a light metal alloy of
mainly aluminium and silicon. The top ring
groove is protected with a cast iron ring
carrier to handle the high pressure the
piston is subjected to. On the upper side
there is a cut out for inlet and exhaust
valves.
To control the temperature of the piston
there is adjustable piston cooling which is
controlled by oil pressure. How much
cooling is activated is controlled by a
model that is calibrated for optimal fuel
consumption and low emissions. To
minimise wear and friction:
• The piston skirt is coated with a

graphite-polymer, which helps to
withstand extreme loads, as well as
prevent piston noise during cold
starts
• The piston pin's friction surfaces are
coated with DLC (Diamond Like
Carbon)
• The cylinder liner surface is made
extra fine by optimizing the honing
process at the assembly plant
• The piston rings' tangential forces
have been reduced
• The piston rings are coated with a
low friction coating
Connecting rods
Connecting rods are forged in I-profile
with trapezoidal small ends. They are
manufactured in 5 weight classes
regarding the connecting rod weight at
the big end. The big end has cracked
bearing cap, which provides a stable joint
in that the bearing cap and connecting rod
are secured in the actual fracture surface.
The bearing halves are of different
materials. The top is of stronger material

to withstand high loads. The connecting
rod length is 148.3 mm. Piston pin
diameter is 29 mm. Weight (including
screws) is 587 g.
Crankshaft
The crankshaft is made of forged steel
and has induction hardened bearing
surfaces. The crankshaft has five bearings
with a main bearing diameter of 60mm.
The upper bearing half on main bearing
number 4 also acts as a thrust bearing so-
called 180° bearing. The thrust washer is
larger than usual to maintain the bearing
surface with only one thrust washer. A
gear is shrunk onto the crankshaft
between cylinders 3 and 4. The gear
drives the balancer shafts. In front of
main bearing no. 1 is a gear to drive the
oil pump. The crankshaft has a vibration
damper positioned in the front pulley. The
crankshaft weight is 15.2 kg excluding
gears.
Balancer shaft
The task of the balancer shafts is

to smooth out the engine's
oscillations and they are driven by
a gear on the crankshaft. The two
counter-rotating balancer shafts
are located in their own housing
in the oil sump. Drive to the
balancer shafts is via the
crankshaft to one balance shaft,
which in turn drives the second
balance shaft. One of the

balancer shafts' gears is two-
piece. The "narrow" half (Scissor
gear) is spring tensioned in the
opposite direction to the "wide"
half. It provides silent backlash
elimination. This technology is
already found in the gear on
engine B63x4x. To ensure correct
backlash, the balance shaft
housing is shimmed to the engine
block at the assembly plant. If the
balance shaft housing must be
removed, the entire engine block
must be replaced.
The balancer shafts' rotating
mass has a higher weight in the
diesel engine because the crank
system, because of heavier
pistons and crankshafts, has a
greater weight overall.
Vibration damper crankshaft
Volvo's new Drive-E engines have a new
type of crankshaft pulley. As before, the
pulley has an integrated vibration
damper. It has been combined with a
releaser. The device's vibration damper
and releaser have two tasks that are
described below.
Vibration damper
The task of the vibration damper is to
offset the crankshaft's oscillations, using a
rubber-suspended mass. The construction
consists of two metal parts with a
determined mass, which is bonded in an
intermediate section of rubber of which
the inner part is rigidly mounted against
the crankshaft. The damping effect is
determined by the rubber shim's hardness
and the rotating mass.
1. Mass
2. Rubber
3. Hub
4. Transport rivets
Variants
Volvo's Drive-E engines have two variants
of vibration damper that differ regarding
weight and appearance. The difference can
be seen by looking at the width of the
outer end. 1. B4204T9, T10 (4.4kg). 2.

Other variants (4.0kg).
1. B4204T9, T10 (4.4 kg)

2. Other variants (4.0 kg)
Releaser
A four cylinder engine has two ignition
pulses per crankshaft revolution. These
give rise to a frequency that is forwarded
through the crankshaft to crankshaft's
outer pulley. The releaser is used as a
filter, with the task of isolating the
auxiliaries' inertia from the from engine's
pulsations. Reduced irregularity in the
pulley rotation extends the service life of
the component parts such as drive belt,
tensioner etc. In addition, the tensioner's
spring force is reduced, which contributes
to reduced fuel consumption.
1. Pulley.
2. Housing
3. Springs
4. Armature
Function
Inside the releaser, a spring assembly
takes up the forces of the combustion
pulsations. Through indentations in the
housing as well as the central flange, the
outer part is allowed to flex about 25
degrees back and forth with the help of
the spring assembly. Including the
distance the springs are compressed, the
two main parts can rotate approximately
65° to each other.
Attachment
The vibration damper is attached to the
crankshaft by a centre screw (m12) as
well as four M8 screws.
Diamond washers
There are diamond washers between the
crankshaft and the different parts whose
task is to ensure that the correct friction is
achieved in the joint. The diamond washers
are thin steel washers with a coating of
small industrial diamonds. The diamonds
give an extremely high friction level
between the surfaces. The coating wears
during removal and tightening. It is
therefore important to replace the washers
with new ones when reinstalling this joints.
1. Corresponding surface
2. Diamond
3. Washer
4. Attachment layer
Valve system and timing gear
Component location
1 Timing gear 8 Mechanical belt

tensioner
2 Rocker 9 Gear drive
crankshaft
3 Induction 10 Gear drive water
camshaft pump
4 Valve spring 11 Timing belt
5 Idler wheel 12 Exhaust camshaft
6 Gear drive high 13 Hydraulic Unit
pressure fuel
pump
7 Idler wheel 14 Camshaft position
(CMP) sensor
Diesel engines of the VEA family have a

valve system with four valve technology
and twin camshafts whose construction is
largely based on the five cylinder diesel
engine. Drive of the valve system is via a
belt at the front edge of the engine where
the timing belt drives the exhaust camshaft.
The exhaust camshaft in its turn, is driven
via gear drive at the rear edge of the inlet
camshaft. The timing belt also drives the

high pressure fuel pump and mechanical
water pump, while the exhaust camshaft,
via a groove in the camshaft rear edge,
drives the vacuum pump.
1 Intake camshaft 8 Piston

2 Roller type cam 9 Cylinder block
followers
3 Hydraulic Unit 10 Cylinder head
4 Retainer 11 Outlet valve
5 Valve spring 12 Valve seal
6 Valve guide 13 Valve spring
washer
7 Inlet valve 14 Exhaust camshaft
Valves
Valves of the same type as used in the
five cylinder diesel, but the specifications
differ with regard to the valve stem length
and valve disc diameter. The valve stem
diameters are the same. The valve guides
use the same components used in all
drive E engines. The hydraulic unit, HLA
(Hydraulic Lash Adjuster) has a modified
internal design, compared to the five
cylinder diesel, which gives a shorter
component. The function is the same.
Camshafts
Drive of the inlet camshaft from the exhaust
camshaft is via gear drive at the rear edge of
the engine. The drive is made of a sintered
material. Five cylinder diesel engines have
steel gear drives.
Camshaft data, Intake

Lift height Duration Opens Closes
(mm)
7,993 173,2° 12.6° 185.8°
ATDC ATDC
Camshaft data, Exhaust

Lift height Duration Opens Closes
(mm)
8,097 178.5° 196.4° 17.8°
BTDC BTDC
Opening angles given at 1 mm valve
opening. BTDC (Before Top Dead Centre),
ATDC (After Top Dead Centre)
The diesel engines in the VEA family use

camshafts that are made from billets with
pressed steel lobes, like those on the five
cylinder diesel engine. The reason is that the
diesel and petrol engines use different types

of camshafts is due to the differences in the
valve system designs. The roller tappets
used on diesel engines require steel lobes to
be robust, while the concept with direct
action valves used on the petrol variants
functions best with cast camshafts.
Timing gear
Accessory Drive Component
The Accessory Drive Component is driven
via the crankshaft by a multi-rib belt that
is tensioned using a mechanical belt
tensioner. Even the vibration dampers on
these engine variants have an integrated
releaser that takes up the engine's
pulsations to the belt where the alternator
does not have a freewheel function. The
multi belt's replacement interval including
tensioner and idler wheel is 240,000 km.
The Accessory Drive Component is located
on the front of the engine and consists of:
1. Generator (GEN)
2. Belt tensioner
3. AC compressor
4. Crankshaft, vibration
damper
Belt tensioner
The belt tensioner has an integrated
damper and can be held compressed
(facilitates belt replacement) using a 3-4
mm pin/drill bit.

General
The engines from the VEA family have an oil
system with a variable oil pump, piston
cooling and oil level sensor. Service intervals
are 30,000km/one year (market dependent).
The engine oil used is a fully synthetic oil
with SAE 0W20 viscosity with designation
VCC RBS0-2AE. The oil, which is specially
developed for Volvo, must be used in all
markets. The exception is the USA where,
due to legal requirements on the market,
ACEA A5/B5 5W30 is used. In order to
optimize the engine's internal friction, the

lubrication system has a fully variable oil
pump. The oil pump's variable displacement
contributes to reduced fuel consumption.
None of the engines in the VEA family have
a dipstick.
Functions using the same principles as the
petrol engines B5204T9/T10/T11/T12/T15.
For further information see fuel system
B5204T9/T10/T11/T12/T15. At oil
temperatures lower than approx +20°C
there is no active control.
Fuel system
1 Supply 9 Relief 17 Choke

valve valve
2 High 10 Umbrella 18 By-pass
pressure valve valve
pump
3 Fuel filter 11 Ejector 19 Choke
4 Heater 12 Pressure 20 Inlet,
element limiting high
valve pressure
pump
5 Water 13 Ejector 21 Filter
separator
6 Non- 14 Anti- 22 PCV
return siphon (Pre-
valve valve stroke
Control
Valve)
7 Furl 15 Anti- 23 Pump
pump, siphon element
low valve
pressure
8 Prefilter 16 Sensor,
fuel
pressure
• Fuel pump (7), a

displacement pump, is
located in a reservoir in the
tank and supplies the high
pressure pump (2) with
fuel.
• A non-return valve
(umbrella valve, 10) lets
fuel into the reservoir when
the fuel tank is filled after
having been empty of fuel.
The valve closes when the
vehicle leans, this is to
prevent fuel from leaking
out of the reservoir.
• An ejector (11) located in
the bottom of the container
fills the reservoir
continuously with fuel when
the pump is running. The
fuel flow that drives the
ejector is created by the
return flow from the high
pressure pump.
• The front fuel pressure to
the high pressure pump
inlet (20) must be at least
400kPa (4 bar) relative
pressure.
• A certain calibrated return
flow with the task of
lubricating the high
pressure pump passes the
chokes (19) and (17).
• When the PCV valve (22) is
completely or largely open,
when little or no fuel is
being used a large return
flow is created by the back
route. The pules that occur
are evened out by the
choke (19).
• If the pulses are extremely
high the overflow valve
opens (18) to prevent
damage to the pump from
high pressure. The safety
valve opens between 490-
550kPa (4.9-5.5 bar)
depending on the tolerance
value of the valve.
• In order for the high
pressure pump to get
sufficient cooling the return
flow is relatively large. To
prevent too high counter
pressure in the high

pressure the pressure
limiting pump opens (12) at
45kPa (0.45 bar).
• The fuel filter (3) is fitted
with a heating element (4)
and water separator (5).
The heating element output
is 150-210W.
• Relief valve (9) is open
between 650-850kPa
(6,5-8,5 bar).
• The ECM controls the PEM
based on demand. The
demand is calculated using
parameters such as fuel
temperature, engine load
and engine speed. The fuel
temperature in turn is
calculated by the ECM
based on ambient
temperature, oil
temperature and driving
style among other things.
• The ECM feeds back the
pump's actual capacity
through the signal from the
fuel pressure sensor, the
actual fuel pressure.
Competence Business
Development, New Car
Training 13W46, Theoretical
Session, November 2013
143
• The ECM's control of the
fuel pump is adaptive. This
is to compensate for worn
or blocked pump/blocked
lines.
• When replacing the fuel
pump (7) the pressure can
vary initially. This is
because of the different
tolerances between the
replaced pump and the new
one. After a period of
driving the ECM has
compensated for/adapted to
the new pump and the fuel
pressure is stable.
• The PEM controls the fuel
pump with a 10 kHz PWM-
signal.
• The return flow form the
high pressure pump varies
between approx 50 and 90

litres per hour.
• The flow that drives the
ejector (11) is approx 30
litres per hour.
• The flow through the
ejector (13) is approx 20
litres per hour.
• Anti-siphon valve (14)
prevents siphoning between
the tank halves if the car is
parked with little fuel in the
tank. All fuel remains on the
pump side thanks to the
anti-siphon valve which
allows air in.
• The anti-siphon valve (15)
prevents fuel leaking out of
the tank if the fuel line
should fall off on the
outside.
Fuel system overview
1. High pressure pump

2. Return
3. Fuel rail
4. Injector
5. Fuel pump
6. PEM (Pump Electronic
Module)
Sensor, fuel pressure, low pressure side
Functions according to the same principles as for
petrol engines B5204T9/T10/T11/T12/T15. For
further information see fuel system
B5204T9/T10/T11/T12/T15. The pressure to the

high pressure pump must be 400-550kPa (4-5.5
bar) relative pressure.
PEM (Pump Electronic Module)
The ECM sends the request to the PEM
about the desired fuel pressure as a 12V
PWM signal. The PEM then controls the
pump capacity via a 12V signal.
Preheating, fuel filter

The diesel filter contains a heating
element. This is required to prevent a
combination of unsuitable fuel and cold
weather causing waxing on the filter
element. The filter heating is controlled by
a relay that uses a temperature model
that calculates fuel temperature. The
temperature model is based on outdoor
temperature, the car speed and fuel level.
The relay is controlled directly by the
ECM. Heating starts at a calculated fuel
temperature of below under -3°C to then
shut off at +5°C. The current means that
the element gets hot and thereby heats
the passing fuel. Heating only functions if
the engine is running or if the starter
motor has been activated for more than 4
seconds. The diesel filter also contains a
water separator.
Fuel filler pipe
The fuel filler pipe for diesel has a
misfuelling guard to stop diesel cars being
incorrectly filled with petrol. Misfuelling
guard
When filling with using the spare fuel tank
the funnel provided must be used. This is
placed under the floor hatch in the load
compartment.
High pressure pump

1. PCV (Pre-stroke Control Valve)
Controls the fuel quantity to the
pistons
2. Pump housing
3. Camshaft
4. Roller
5. Shoe
6. Piston
7. Supply valve
High pressure pump

1. High pressure outlet
2. Inlet
3. Fuel return
4. PCV (Pre-stroke Control Valve)
The high pressure pump consists of a

single cylinder piston pump. The high
pressure pump is powered by the timing
belt.
On earlier engine variants the high
pressure pump was powered by the
camshaft with a ratio of 1:2 to the
crankshaft. Present location allows a ratio
of 1:1.
When replacing the timing belt, the VIDA
method must be followed carefully so that
the high pressure pump piston stroke
corresponds to the fuel injector openings.
The fuel pressure is controlled via PCV
(Pre-stroke Control Valve) which controls
the fuel volume into the piston. The PCV is
checked by the ECM which controls the
fuel pressure with information of the fuel
pressure from the injection valves for
cylinder 1 and 4. The ECM closes the PCV
initially with approx 50V to later keep the
PCV closed with battery voltage. The fuel
system max pressure is 250 MPa (2500
bar). The pressure while idling is approx
35 MPa (350 bar) and during normal
driving around usually around 100 MPa
(1000 bar).
High pressure pump flow
High pressure pump flow
1 High pressure pump 5 Camshaft housing choke

2 PCV (Pre-stroke 6 By-pass valve
Control Valve)
3 Fuel rail 7 Filter
4 Return choke 8 Piston pump
The electric pump in the fuel
tank supplies the high pressure
pump with fuel. There is a filter
in the high pressure pump inlet
that picks up particles from the
low pressure system. The fuel
continues to the PCV (Pre-stroke
Control Valve) which regulates
the fuel volume in to the pump
element. The fuel is also led to
the camshaft housing via a choke
for cooling and lubrication of the
high pressure pump. By placing
the outlet high in the pump unit
it is guaranteed that any
remaining air follows the diesel
fuel back to the tank.
High pressure pump operating

speed
1 Piston 3 Return spring

2 PCV (Pre-stroke 4 Delivery valve
Control Valve)
• A. PCV opens through the
return spring and fuel flows
into the compression
chamber from the electric
pump in the fuel tank.
• B. By controlling the
opening time of the PCV
the fuel volume to be
compressed is regulated
and thereby the fuel
pressure in the fuel rail.
• C. The ECM closes the PCV
with initially approx 50V to
then later hold the PCV
closed using system
voltage. When the PCV is
closed the piston
compresses and the fuel is
led out via the pressure
valve to the fuel rail.
• D. The ECM holds the PCV
closed using system
voltage to the next
operating cycle.
Pump capacity
PCV (Pre-stroke Control Valve)

The ECM closes the valve by an initial
voltage of approx 50V. It is then held
closed by the pressure balance in the high
pressure cylinder. The time that the valve
is closed for corresponds to the high
pressure pump's effective pump stroke,
that is the volume of fuel that fills the fuel
rail. The valve opens mechanically after
top dead centre when the pressure of the
low pressure system is higher than the
pressure in the high pressure cylinder.
PRV (Pressure Relief Valve)

The PRV is used to quickly reduce the
pressure in the fuel rail for example when
the accelerator is released. The valve is
only open or closed (no stepless
function). The pressure in the fuel rail is
controlled using the high pressure pump
PCV (Pre-stroke Control Valve).
The PRV consists of a coil and a valve that

opens the connection to the tank. The
ECM controls the valve through an initial
opening voltage of approx 50V to then
reduce the voltage to approx 12V (battery
voltage). This is made possible through
the internal DC/DC converter and
condenser in the ECM. Unpowered, the
valve functions as a mechanical safety
valve and starts to open at approx
275Mpa (2750 bar) to be completely open
at approx 350MPa (3500 bar).
Fuel rail
In the fuel rail there is a PRV (Pressure
Relief Valve) with the task of quickly
reducing the fuel pressure in the fuel rail

for example when the accelerator is
released. If control occurs the ECM opens
the PRV initially with approx 50V to then
hold the PRV open with battery voltage.
1. Inlet, high pressure

2. Return
3. PRV
i-ART (intelligent Accuracy

Refinement Technology)
The ECM (Engine Control Module)
measures pressure and temperature of
every injector by having sensors in the
injectors. By monitoring the pressure and
temperature the fuel injection can be
adapted for each individual cylinder.
Each injector has pressure and
temperature sensors that monitor the
injection process. Through this the
injection can be adapted to pressure and
temperature variations that occur when in
previous injection for example. The
information ensures that the i-ART system
injects the ideal amount of fuel into each
cylinder.
A number of injections per work cycle
count for an exact combustion and
reduced combustion time. The system
capacity is up to 9 injections per working
cycle but in normal operation approx 3-4
injections are used.
The evaluation of the injection pressure is
carried out at a speed of 100 kHz. In
conventional solutions a single pressure
sensor in the fuel rail is used that only
controls the injection pump. The
combination of higher injection pressure
(up to 250 MPa (2500bar)) and i-ART
technology improves the fuel economy,
gives lower emissions and higher engine
power. Calculated to give up to 2% better
fuel economy.
Each fuel injector contains a control
module, a circuit board that communicates
with the ECM.
The ECM controls the fuel injectors'
opening sequence.
The injector's intelligent chip, circuit board
monitors the injection pressure. The i-ART
system uses this information to make self
adaptive adjustments so that the correct
amount of fuel is injected during each

combustion cycle.
Without i-ART
The image displays irregular combustion
in the different cylinders with a traditional
injection system.
With i-ART
To counteract irregular combustion the
i-ART system monitors variations in the
injection volume and compensates for
this. The compensation is continuous by
adjusting start and end of the injections.
Direct injection
Fuel injector
1 Sensors/Control 5 Needle
module (circuit
board)
2 Inlet 6 Control disc
3 Return 7 Valve
4 Control chamber 8 Solenoid
The fuel injectors on the D4204T5 engine

are solenoid controlled. The manufacturer is
Denso and the version is G4S-i. The fuel
injector has an eight hole fuel nozzle. The
fuel injector's total injection capacity is
approx 75 mg fuel per operating cycle.
Each fuel injector contains a control module,
a circuit board that communicates with the
ECM. The fuel injector control module stores

the factory characteristics and ECM adapted
values (injection valve character). The
control module transfers the fuel
temperature. Communication with the ECM
occurs via LIN. The fuel injectors' fuel
pressure signal is sent analogue hard wired
to the ECM.
Contact
1. Solenoid, signal high (PWM)
2. Voltage supply 5V
3. Ground
4. Fuel pressure signal
5. LIN communication
6. Solenoid, signal low (PWM)
Steering
Each injector has an integrated pressure
sensor that has the task of monitoring and
adjusting the injected fuel volume. The
ECM controls the injectors opening
sequence with an initial voltage of approx
50V. Then the voltage is reduced to the
equivalent battery voltage.
The ECM supplies the injectors pressure
sensor with 5V. The ECM obtains
information about the actual fuel pressure
as an analogue 0-5V-signal.
Communication between the ECM and the
injectors is by LIN 19.2kbit/s.
Information that is communicated between
each separate injector and ECM via LIN is:
• The injector's product and serial

number
• The pressure sensor correction value
• The temperature sensor correction
value
• The injector's initial learned value
• The injector's corrected learned
value
• Cylinder number
Service
If the injectors have been removed from
the engine the seal (1) and the screw (2)
must be replaced on reinstallation.
Pressure pipes must always be replaced if
they have been removed.
Opening sequences
1 -The needle in the fuel injector is held
closed by the fuel pressure and the
spring.
2 -At the opening sequence the solenoid

is activated by the ECM, which opens the
passage via the valve. The pressure in the
control chamber is led to the return line.
When the pressure in the control chamber
is reduced the fuel pressure overcomes
the strength of the spring and the fuel is
sprayed out of the nozzle's 8 holes.
3 -When the valve closes the passage the

fuel pressure presses the control disc
down. The pressure in the control
chamber increases which presses the
needle down and closes the fuel nozzle's 8
holes.
Injection strategies
To reduce the combustion noise and
emissions, injection can take place at five
different opportunities:
• pilot injection
• pre-injection
• main injection
• after injection
• post injection
Pilot injection
Pilot injection is used to minimise the

injection noise. The fuel is sprayed into
the cylinder to make the fuel/air mixture
easily ignitable. Generally the pilot
injection is used up to 3000 rpm. Pilot
injection occurs before pre-injection.
Pre-injection
Pre-injection is used to start the ignition of
the fuel/air mixture. The advantage of
pre-injection is that a small amount of fuel
ignites so that too rapid an increase in the
pressure in the cylinder is avoided. This
results in lower compression noise.
Main injection
The main injection is when the main fuel
is sprayed in and combusted.
After injection
After injection is done to burn off soot
during after combustion in the cylinder.
This usually occurs generally at partial
loads up to 3000 rpm. After injection is
injected after main injection.
Post injection
Post injection is used for exhaust gas
treatment. For regeneration up to three
after-injections occur which increases the
temperature in the exhaust emissions and
combusts the soot particles in the DPF.
For deNOx and deSOx only a further
injection is used. To separate the nitrogen
and sulphur from the oxygen a
considerably larger volume of fuel is used
for this extra injection.
Intake and exhaust system
1. Air filter housing

2. Fresh air inlet
3. Induction pipe flap housing
4. Connecting pipe to charge

air cooler/induction pipe
flap housing
5. Charge air cooler
6. Connecting pipe to
turbocharger/charge air
cooler
7. Turbocharger
The turbocharger compresses the
air that is drawn in and is led to
the charge-air cooler. The air
cooled by the charge-air cooler is
led to the inlet housing via the
connecting pipe.
The bypass channel for the
charge air cooler connects the
turbo's output directly to the
induction pipe flap housing, so
circumventing the charge-air
cooler when cleaning the particle
filter.
In addition to the induction pipe
flap in the basic engine, there is
also a bypass pipe for the charge
air cooler. This is adjusted by
means of a stepper motor.
The stepping motor for the inlet
pipe damper is controlled by the
Engine control module (ECM)
using pulse-width modulation.
Another function is to prevent
jerking when turning off the
engine.
Gases from the crankcase are
sucked along via the connecting
hose. In the inlet damper the
inlet noise is muffled more.
1. High pressure turbo

2. Low pressure turbo
3. Charge air pipe
4. Oil pipe
5. Heat shield
6. Fuel injection
7. Oil cooler
Diesel engine D4204T5 has a two
stage boost system consisting of
a turbocharger from Borg-
Warner. The system of one small
and one larger turbocharger is
very similar to the system on the
D5244T10 engine. However
there are changes such as quick
connectors to fresh air-/charge
air pipes as well a differences in
how the By-pass and wastegate
valve are controlled.
The turbochargers give
equivalent boost but at different
rpm ranges.
The smaller turbo has small
turbine housings. Therefore it
reacts easier to the exhaust flow
but gives a low flow. The bigger
turbo has big turbine housings
and does not react as quickly,
but can deliver a high flow.
Initially the boost pressure is
built up by the small turbo. First
the intake air passes the big
turbo which then helps with a
small pressure increase before
the air reaches the small
turbocharger.
Control of the exhausts between
the turbochargers is controlled
via a valve in the manifold (3),
which is controlled endlessly and
dependent on driving mode, by a
vacuum actuator (4). The
vacuum actuator is controlled by
a valve controlled by ECM.
The smaller turbocharger can
maintain the pressure up to 3000
rpm. The big turbo starts to
charge at 2000 rpm, takes over
completely at 3000 rpm and can
then maintain the boost pressure
until the engine reaches max.
rpm.
In order to prevent the big turbo
from overspeeding, the boost
pressure is controlled with a
wastegate. The wastegate is
pressure-controlled and is
adjusted via a TCV-valve
controlled by the ECM.
The bypass valve (8) ensures

that the boost pressure flow
passes in the right direction.
When the boost pressure from
the small turbocharger reaches
the bypass valve, the boost
pressure is prevented from going
the back route to the big
turbocharger. The valve is
slightly spring-loaded and is
controlled by the pressure
difference between the valves
over and underside. The basic
position means that the spring
closes the channel from the big
turbo to the charge-air pipe,
which results in the air passing
to the small turbo.
The engine has coolant-cooled
return of the exhausts (EGR,
Exhaust Gas Recirculation). The
two turbochargers mean that the
overpressure in the exhaust
manifold is high even at low
engine rpms since then the
exhausts flow through the
smaller turbocharger. This gives
a higher flow through the EGR,
which in turn gives reduced
emissions.
When the valve in the manifold
has opened and the big
turbocharger starts to provide
boost pressure, the pressure
over the valve becomes higher
than on the underside. This
results in opening of the bypass
valve and switches over from the
small turbo to the big one. This
function takes place gradually.
Turbo control system
The turbocharger control system

on the diesel engine is also
controlled using a vacuum from
the mechanical vacuum pump and
control via the vacuum regulator.
On the D4204T engine the turbo
control system consists of:
1. Vacuum reservoir
2. Control solenoids (2x)
3. Actuator wastegate
4. Actuator turbo By-pass
5. Vacuum pump
Like the D5244T engine the by-

pass valve has the task of
controlling whether the exhaust
gases should go via the small
turbine, or directly to the large
turbine. The wastegate is located
on the large turbocharger and
opens at risk of too high pressure.
At faults in the system the ECM
detects too high or too low
pressure, the action from the ECM
is then to limit the output engine
torque. For the D4204T this
means that the fuel supply is
restricted.
Wastegate valve
The ECM controls the position of the
turbocharger control valve through 12V
PWM signals. Thereby the pressure in the
vacuum cover is controlled which in turn
affects the position of the wastegate valve
position for the low pressure turbo. The
valve operates with vacuum.
air distribution
The system for fresh air to the engine on a
D4204T5 diesel engine is built up in the
same way as on the petrol variants with an
air filter housing in the same place, air/air
cooled charge air coolers and pressure pipes
of aluminium or plastic. Like the petrol
variant, the connections have quick release
connectors to the turbocharger and throttle
body.
The mass air flow sensor with temperature
sensors operates using the same principles
as the B5204T9/T10/T11/T12/T15 petrol
engines. For further information see fuel
system B5204T9/T10/T11/T12/T15. For the

diesel engine, the sensor signal of the ECM
is used to control the EGR control and
regeneration of soot particles, NOx and SOx.
Pressure sensor
1. EMAP (Exhaust Manifold Absolute
Pressure)
2. TMAP (Temperature Manifold
Absolute Pressure)
3. TMAP (Temperature Manifold
Absolute Pressure)
Pressure sensor TMAP (Temperature

Manifold Absolute Pressure), intake
manifold
The sensor contains a Piezo sensor
(pressure) and NTC sensor (temperature)
used:
• to calculate the flow in the engine,

via the volumetric efficiency.
• to calculate the adaptation of the
volumetric efficiency to request
correct boost pressure levels.
• to estimate the stored mass in the
intake manifold's volume, via the
pressure, to thereby calculate the
flow in the intake system.
• the charge pressure for reconfiguring
in event of a fault in another one of
the pressure sensors in the inlet
system.
• the flow into the engine by detecting
the temperature and from the
temperature protecting components
by limiting the request for EGR
control.
TMAP (Temperature Manifold Absolute

Pressure), before the ETA (Electronic
Throttle Actuator). The sensor contains
piezo sensor (pressure) and NTC sensor
(temperature) that are used to:
• adjustment of boost pressure.

• calculating the flow through the
throttle ETM via pressure and
temperature.
• calculating estimated stored mass in
the charge air cooler's volume, which
means that the flow in the intake
system can be calculated.
• calculating the pressure in the
manifold.
Intake manifold
The engine intake manifold is plastic and

fitted with an integrated Swirl damper.
The intake manifold is secured to the
cylinder head with five M7-screws and an
M6 screw in the engine block. The two
front mounting points for the engine
cover are also on the intake manifold.
ETA (Electronic Throttle Actuator)

The task of the throttle unit is to use the
control signal from the ECM to control the
amount of air to the engine during
particle, NOx and SOx regeneration and
during EGR control. The throttle unit is
also used when switching off the engine
when the damper closes to prevent
overrun. The position of the damper is
controlled by a DC motor that is controlled
by the ECM through a 12V PWM signal.
The direction of rotation is shifted using
an H bridge located in the ECM. A
potentiometer registers the damper
position which is sent as an analogue 5V
signal to the ECM.
EGR system (Exhaust Gas
Recirculation)
1. Connection intake manifold
2. EGR cooler bypass valve
3. Exhaust gas recirculation (EGR)
cooler
4. Control motor EGR valve
5. Connection manifold
EGR is an auxiliary to maintain a low level

of nitrogen oxides (NOx) in the exhausts.
During normal operation the cooled gas is
returned to the engine's inlet to reduce the
temperature in the engine's combustion
chamber and then reduces the release of
NOx. During DeNOx when driving on low
load uncooled EGR gases are used which
contribute to a stable combustion. For low
outdoor temperatures, the EGR system is
not used because of the freezing risk.
EGR By-pass, cooled EGR gases
In most cases when EGR gases are used
these pass through the EGR cooler to
reduce the temperature and reduce the
temperature in the combustion chamber.
The by-pass valve is then in its original
position.
EGR By-pass, uncooled EGR gases

During certain driving cases, heating,
deNOx etc, uncooled EGR gases are used.
The damper controlled by the EGR-by-
pass valve then closes the passage to the
EGR cooler and EGR gases go straight to
the intake manifold without passing the
cooler.
EGR control
The position of the EGR valve damper is
controlled by a brushless electric motor.
The EGR valve is also used in combination
with ETA to control the airflow to the
engine during deNOx- and deSOx
regeneration. The EGR is also used during
DPF regeneration to control the
combustion temperature so that the NOx
emissions are checked. The EGR-cooler
bypass valve, control of the bypass valve
(1) is an "on/off" valve that controls a
vacuum valve (2). The vacuum valve in
turn controls a damper that leads the EGR
exhaust gases either through or past the
EGR cooler.
With EGR control during the engine warm-
up phase the exhaust gases are usually
permitted to by-pass the EGR cooler.
Depending on load and engine
temperature the valve can change
position however, at which point the
exhaust gases will be led through the EGR
cooler.
These driving conditions require cooling of
the exhaust gases in order to achieve low
emissions, despite the engine operating
temperature not having been reached.
When the engine has reached operating
temperature during EGR control the
exhaust gases are led through the EGR
cooler. The Bypass valve position is

controlled by ECM through a 12V signal. If
the signal is missing a spring holds the
damper in position so that the exhaust
gases are led through the cooler.
Electric water pump, EGR valve
The electric water pump is activated when
the EGR exhausts are led through the EGR
cooler. By increasing the coolant flow
through the cooler a greater amount of
heat is removed. The exhaust gas
temperature is reduced, which means that
the desired combustion temperature can
be obtained. The ECM controls the pump
on/of using a 12V signal.
Overview
1. DPF (Diesel Particle Filter)

pressure difference sensor
2. Lifting eye
3. Pressure sensor in the
exhaust pipe
4. Temperature sensors
5. Heated oxygen sensors
The exhaust system is fitted with
an exhaust gas temperature
sensor for the particle filter.
Diesel particles consist of a

complex mixture of solids and
components in liquid form of
varying compositions. Particle
filter systems have proven to be
an effective way of reducing
particle emissions.
The particle filter on the engine

is located after the catalytic
converter. The catalytic
converter and particle filter are
located in a combined housing.
The particle filter is honeycomb-

shaped. Its walls consist of
porous silicon carbide. The
individual channels are offset in
relation to one another and
sealed on one side.
The catalytic converter is an

oxidation catalytic converter,
which reduces CO and HC-
emissions. Placement directly
after the turbo, called CCC
( Closed Coupled Catalyst),
means that the catalytic
converter quickly reaches correct
operating temperature.
system
Emission cleaning occurs by
means of a NOx catalytic
converter and a particulate filter
which are integrated in the same
unit mounted directly adjacent to
the turbocharger.
The NOx catalytic converter, also
called NOx trap, consists of a
metallic carrier with a catalytic
coating. As with a conventional
oxidation catalytic converter of
the two-way type, the NOx
catalytic converter purifies
exhaust gases of carbon
monoxide (CO) and
hydrocarbons (HC). In addition,
nitrogen oxides (NOx) are
collected in the catalytic
converter, and to purify these
components the engine is run
rich, i.e. a lambda value <1. This
action lasts a few seconds and
usually occurs every few
minutes.
A NOx catalytic converter is
sensitive to sulphur compounds,
and it is important that diesel
fuel with a maximum sulphur
content of 10 mg/kg is used (e.g.
EU standard EN590 diesel). To
maintain the NOx catalytic

converter's high activity,
measures are taken to remove
sulphur compounds regularly in
connection with the burning off
of accumulated soot
(regeneration) in the particulate
filter. If fuel with a high sulphur
content (>350 mg/kg) is used,
the NOx catalytic converter can
be permanently damaged and
become unusable.
In order to monitor the NOx
catalytic converter function two
heated oxygen sensors are used,
one before and one after the
catalytic converter.
The maintenance-free particle
filter has a catalytic coating to
facilitate oxidation of the
accumulated soot during
regeneration. Being located close
to the engine makes the particle
filter more effective, prolongs its
service life and minimises fuel
consumption.
Catalytic converter
1 Temperature 4 DPF Substrate

sensor
2 Heated 5 Differential pressure
oxygen pipe
sensor, front
3 LNT 6 Heated oxygen sensor,
Substrate rear
The closed connected catalytic converter is
conceptually similar to the one introduced
on D5244T10 engines to 10W20. However,
this version for D4204T5 engine also has an
integrated particle filter. As well as
functioning as a normal oxidation catalytic
converter for HC and CO, the catalytic
converter substrate takes care of the
residual NOx gas using an LNT (Lean NOx
Trap). LNT functions by another mix of noble
metals mix binding nitrogen oxides to the
substrate, which is then emptied regularly
according to a special procedure. The
catalytic converter /LNT makes it possible
for D4204T5 engines to meet Euro6
emissions certification.
Euro 6
The legal requirements regarding exhaust
emissions for diesel powered cars in Euro 6
have a major difference to previous

requirements of how much NOx (nitrogen
oxide) may be released. One way of
reducing these emissions is to use a "NOx
trap", also called LNT (Lean NOx Trap).
LNT (Lean NOx Trap)
1. LNT
2. DPF
LNT functions by a layer of the catalytic

converter substrate binding the nitrogen
oxides to then empty these at regular
intervals.
The advantage of LNT as a concept is that
the hardware is simple and maintenance
free. The substrate's coating of platinum
and rhodium, binds the NO and NO2
molecules in the substrate and creates
barium nitrate, Ba(NO3)2 at the same
time. By using different combustion
strategies the NOx trap can be emptied at
regular intervals, approx 4-5 minutes, by
making the fuel mixture richer for a
number of seconds.
Combustion strategies
The engine can generally be said to have
three strategies for combustion:
1. Normal combustion. The engine is

controlled to achieve the greatest
possible efficiency.
2. 2 and 4. deNOx and deSOx DeNOx is
the period that occurs approximately
every five minutes and lasts for 15-
20 seconds when the nitrogen oxides
stored in the catalytic converter/LNT
must be removed. DeSOx only occurs
in conjunction with particle
regeneration and lasts for approx 10
seconds with 20 seconds intervals
during the whole particle
regeneration until LNT is free of
sulphur, if the conditions are fulfilled.
3. Regeneration of particles. The
combined process that is initiated
approximately every 500 km
(depending on the conditions) and
lasts for approx 20-25 minutes.
Further late injections (compared
with NOx regeneration) is required to
increase the temperature to +650-
700°C, so that the regeneration can
start. In that the temperature also
rises in the catalytic converter/LNT,
the desulphurisation of the sulphur
stored in the catalytic converter/LNT

can be initiated (see deSOx above).
During regeneration of the nitrogen oxides

(deSOx) and particles the lambda value
switches from being below lambda 1 at
deSOx (to allow reduction), to being
approx. 1.25 during oxidation of particles.
Note that after deNOx and after
regeneration particles/deSOx the engine
returns to normal combustion, before a new
combustion strategy is initiated.
Heated oxygen sensors (HO2S)
The two oxygen sensors are located before
and after the catalytic converter/LNT. The
probes are the broadband type and have a
linear signal characteristic. The front probe
signal is used by the ECM as reference in
order to regulate the fuel volume so that
the exhaust composition is suitable to
implement regeneration of the nitrogen
oxides stored in the catalytic
converter/LNT.
When NOx regeneration is to be carried
out, the combustion strategies are
changed and air is restricted. Extra fuel is
supplied through late injections (after top
dead centre) which means that the
exhaust lambda value falls from approx
1.5 to 0.95.
The excess of carbon monoxide CO and
hydrocarbon HC in the exhaust gases start
a chemical process in the catalytic
converter/LNT. The stored NOx-molecules
are "split" with the help CO and HC and
return to carbon dioxide (CO2) and
nitrogen (N2).
The oxygen content after the catalytic
converter/LNT does not reduce as much
which is registered by the rear oxygen
sensor. The lambda value is higher
(lambda value approx 1.0) compared with
the value from the front oxygen sensor.
By comparing the signals the ECM
determines if the regeneration works
according to the calculations. If the front
and rear oxygen sensors have the same
value during regeneration, 0.95, it means
that the regeneration is either complete
(no NOx in the catalytic converter/LNT) or
alternatively does not function as it
should. It may be for example be due to
the fact that the catalytic converter/LNT
has aged which has caused the chemical
process not to function as intended.
Regeneration of sulphur oxides SOx, that

are stored in the catalytic converter/LNT,
occurs during the same process as
regeneration of the particle filter.
Desulphurisation works in the same way
as NOx regeneration but also at a higher
temperature during regeneration of the
particle filter.
For NOx regeneration to be carried out the
temperature in the catalytic converter/LNT
must be at least +200°C that is normal
exhaust temperature. During regeneration
the temperature rises to approx +400°C.
The temperature sensors' signals are used
as a reference by the ECM to check that
the temperature lies within the correct
range. The NOx regeneration is interrupted
if the temperature falls outside the
permitted values.
EMAP (Exhaust Manifold Absolute
Pressure)
Is a piezoelectric sensor that measures the
exhaust manifold pressure. The signal to
the ECM is an analogue 5V-signal. The
higher the voltage the higher the pressure.
The signal is primarily used by the ECM
based on a predetermined calculation
model to compensate for the "actual"
conditions. Three areas are primarily
covered:
• By comparing the pressure in the

exhaust manifold and inlet manifold
the ECM can fine adjust what torque
the EGR valve motor requires in
different operating situations. With
small load the differential pressure is
small and control of the EGR valve
occurs with small current change. At
large load and large differential
pressure a correspondingly high
current is required to control the
valve.
• By comparing the pressure in the
exhaust manifold and inlet manifold
and also making reference to the
temperature of the exhaust gases
before the catalytic converter, the
ECM can control the turbocharger
control valve, which distributes the
exhaust gases between the
turbocharger unit with great
accuracy. By knowing the differential
pressure and therefore the force
affecting the valve, control can occur
with great accuracy. This occurs up to
approx 3200 rpm after which the

valve opens to the low pressure
turbo. Above 3200 rpm control occurs
through the low pressure turbo's
wastegate valve.
• By knowing the differential pressure
between the inlet and exhaust
manifold the flow through the EGR
valve to the inlet manifold can be
calculated quickly. At rapid changes
of the engine load the EGR control
can therefore be initiated without
needing to "wait" for the signal from
the mass air flow sensor, which has a
certain overrun. When the mass air
flow signal has stabilised it functions
as the main parameter.
EGTS (Exhaust Gas Temperature
Sensor)
• The two sensors that function
identically are used to register the
exhaust temperature.
• They are located before the catalytic
converter/LNT (Lean NOx Trap) in
the turbocharger housing respectively
after the catalytic converter/LNT
(that is before the DPF (Diesel
Particulate Filter)).
• The sensors' sensory bodies are
functionally comparable with a PTC
element. An analogue voltage signal,
approx 0.5-2.5V, is sent to the ECM.
• The sensory body is located open in
the exhaust gas flow which gives a
rapid response time.
• The temperature sensors used by the
ECM to regulate the temperature
during the regeneration processes.
• The front sensor signals give the ECM
information about the incoming gas
temperature to the catalytic
converter/LNT. Used to control the
NOx and SOx regeneration.
• The rear sensor signal gives the ECM
information about the temperature of
the gases coming into the DPF. Used
to control regeneration of soot
particles.
• By comparing the signals between
both the sensors the ECM can control
the temperature through the
injection strategy so that the correct
temperature is obtained during the
regeneration processes.
• The fast response time of the sensors
means that the control of the
regeneration processes can be

carried out precisely.
• The temperature sensors are also
used for diagnosis, including: - To
protect the engine against
overheating (maximum permitted
exhaust temperature is approx 750°
C). - To then diagnose when the
catalytic converter/LNT has reached
operating temperature.
Particle filter pressure sensor
The pressure sensor is a differential
pressure sensor. The sensor measures the
pressure upstream and downstream of the
particle filter. The signal from the sensor
is used to check the function of the
particle filter and its efficiency.
The differential pressure sensor gives a
voltage that is proportional to a certain
differential pressure. The pressure
difference before and after the particle
filter gives rise to a signal with a voltage
between 0.25-4.75 V.
The differential pressure is a
measurement of the amount of soot
particles in the particle filter. Exceeding
the parameters leads to combustion of
soot particles in the particle filter. The
sensor is grounded in the ECM and
supplied with 5 V from the ECM.
Crankcase ventilation
The diesel variant in the VEA family has a
similar system to the petrol engine. A
small difference is that the upper volume
of the cylinder head cover is slightly
larger.
Variable oil pump
1. Setting ring - vane pump

2. Inner ring - vane pump
3. Vanes (total of 6)
4. Pressure spring
Variable oil pump

The oil pump is a vane pump
where displacement can be
continuously varied as
necessary. Depending on the
engine temperature, engine
speed and torque output, the oil
pump is controlled to an optimal
pressure. Thereby, the power
consumption from the oil pump
can decrease, which eventually
contributes to a reduction of fuel
consumption and exhaust
emissions.
The main component in the
variable oil pump consists of a
vane pump with an adjustable
outer ring. Displacement of the
pump changes according to the
outer ring position. In its original
position the pump produces its
maximum flow and thus oil
pressure, while when fully
regulated it produces a reduced
flow/pressure.
Solenoid
Regulation of the outer ring is
controlled by the ECM via a
solenoid that is located in the oil
pump housing. By controlling the
flow of oil, the adjustment ring
can be rotated, which changes
the eccentricity and thus the
vane pump's supply volume. The
solenoid is controlled
continuously via a PWM signal,
where a fully regulated solenoid
means a reduced displacement
and an oil pressure of about 1.5
bar, while a solenoid in its
second outer position provides a
high displacement and an oil
pressure of about 4.5 bar. If oil
pump regulation should
malfunction and the solenoid
loses power, there is a security
system with a conventional ball
and spring that regulates the oil
pressure to a maximum of 6 bar.
Cooling system
1. Thermostat
2. Connections to heat
exchanger
3. Radiator
4. Oil cooler
5. Expansion tank
6. Coolant Pump
The cooling system's primary
function is to cool the engine.
Due to the high efficiency of the
diesel engine and thus relatively
small heat losses, there may be
problems with maintaining a
comfortable temperature in the
cab when the outdoor
temperature is low. The job of
the various components is,
among others, on the basis of
the coolant temperature, to
control the flow of coolant to the
heater element in the cab so that
the coolant heats up as quickly
as possible.
The bypass valve is located
between the coolant outlet on
the cylinder head and the feed
line to the coolant pump. This
restricts the coolant flow to the
coolant pump when the engine is
run hot.
Most of the coolant is fed to the
heat exchanger and flows back
to the coolant pump via the EGR
cooler.
At a certain coolant temperature
the bypass valve starts to open.
It remains open until the engine
has reached operating
temperature. When the engine
reaches operating temperature
the thermostat and shut-off

valve are fully open and the
bypass valve fully closed. At this
point the big coolant circuit is
open. By using the shut-off valve
and bypass valve warm-up time
is reduced and the compartment
temperature can be increased
faster.
The bypass valve and shut-off
valve are controlled by ECM.
The cooling system for the

D4204T5 engine differs from the
B4204T9/T10/T11/T12/T15
engines in several ways.
The D4204T5 engine uses a
mechanical water pump. In
addition to the mechanical water
pump a further two electric water
pumps are used, one for cooling
the EGR when the vacuum valves
are closed and one for the
passenger compartment
(Start/Stop).
The thermostat is a traditional
wax thermostat, opening
temperature is 90°C. To achieve
faster heating of both the engine
and the passenger compartment
two vacuum valves are used to
control the coolant to the engine
oil cooler and the thermostat
bypass. With closed vacuum
valves the cooling circuit is
restricted in principle to just the
engine and passenger
compartment.
Coolant circuit
The flow of coolant is dependent
on the following components:
• thermostat
• shutoff valve
• engine temperature sensor
• engine control module
(ECM)
TOC Transmission Oil Cooler EGR Exhaust Gas

EWP Electrical Water Pump Recirculation
(EGR)
V1 Vacuum valve, bypass EOC Engine Oil Cooler
thermostat V2 Vacuum valve, oil
S/S-EWP Start/Stop Electrical cooler engine
Water Pump
1 Bypass 2 Non-return 3 Heat exchanger,
thermostat valve venting passenger compartment
The cooling circuit has a non

return valve that can be used for
venting. The air from the non-
return valve continues into the
expansion tank. The non-return
valve is mounted on the hose
from the engine to the passenger
compartment inlet (electric water
pump for the Start/Stop
function). When filling the
coolant at an empty cooling
system the coolant filler special
tool is used.
Warm-up phase, thermostat

closed
During the engine's warm-up
phase the thermostat and
solenoid valve are closed. At the
same time the bypass valve
keeps the connection from the
cylinder head to the coolant
pump closed. The coolant only
circulates in the small circuit,
from the cylinder head and from
the oil cooler to the heat
exchanger in the passenger

compartment.
Thermostat starts to open

When the thermostat begins to
open, the bypass valve
proportionally closes the
connection between cylinder
head and coolant pump. At the
same time the solenoid valve
gradually opens the connection
to the expansion tank. The flow
from the cylinder head now
divides to:
• the cab's heat exchanger

• the inlet for the coolant
pump
• radiator
• expansion tank
Engine has reached correct
operating temperature
When the engine has reached the
correct operating temperature
the bypass valve closes the
connection between the cylinder
head and the coolant pump
completely. At the same time,
the solenoid opens the
connection to the expansion tank
fully. A small amount of coolant
flows through the passenger
compartment heat exchanger
while the main flow passes
through the radiator.
Thermostat housing
Warning! The engine coolant

temperature (ECT) sensor
must not be removed while
there is pressure in the
cooling system.
The engine's cooling system is

fitted with the following in order
to ensure rapid heating of the
coolant and thus a comfortable
temperature in the cab:
• thermostat housing
• electric bypass valve
• electrically controlled shut-
off valve
The thermostat housing is

located on the cylinder head on
the gearbox side of the engine.
The engine temperature sensor is
located in the thermostat
housing and is fastened with a
clip. In the thermostat housing
there is also the thermostat and
bypass valve. The thermostat is
of conventional type and made of
plastic. Cannot be dismantled for
service. The engine temperature
sensor can be replaced
separately.
Control valve, thermostat and oil

cooler
Vacuum valves that control the coolant to

the engine oil cooler and the thermostat
bypass are controlled via vacuum. The
ECM controls the control valve that
controls the vacuum to the vacuum valves.
1. Vacuum valve thermostat by-pass

2. Control valve
3. Vacuum valve oil cooler engine
Control
The ECM uses the 2 way control valve to

control the vacuum to the two vacuum
valves that control the coolant flow after
thermostat and after the engine oil cooler.
With closed vacuum valves the cooling
circuit is restricted in principle to just the
engine and passenger compartment. This
means faster heating of both the engine
and passenger compartment. The ECM
controls the vacuum valve position on/of
with 12V. Unpowered the valve exit is
open to the atmosphere. The vacuum
valves are then open, that is the coolant
can pass through the valves. The function
is not in use, that is the vacuum valves
are open at the introduction 2014, but can
be activated through software.
Electric water pump, heat
exchanger passenger
compartment
The electric water pump is used

initially for circulation of coolant
when the engine is auto-stopped
by the Start/Stop function.
If there is a heating demand in

the passenger compartment, the
electric water pump starts by
circulating the coolant from the
engine to the heat exchanger.
The heating requirement in the
passenger compartment is
checked by the CCM (Climate
Control Module) that sends a
request via CAN to the ECM or
CPM (Combustion Pre-heater
Module). In cars with fuel
heating, the pump is controlled
via CPM and cars without fuel
heaters via the ECM.
To avoid local heat peaks in the
engine, the electric water pump
starts at approx. 80°C when the
vacuum valves control the
cooling circuit. The electric water
pump is also used by the CPM
when the fuel heater activated.
Electric water pump, EGR valve
When the thermostat is closed, there is

no circulation of the coolant to the EGR. If
necessary the ECM can activate the water
pump for cooling of the EGR valve.
Activation occurs when exhaust is led
through the EGR cooler and the
thermostat is closed or partially open.
The ECM controls the relay that activates

the electric water pump. In situations
where the coolant needs to be heated, for
example during the heating phase the
ECM activates the vacuum valves at which
the engine obtains a small cooling circuit
with a small flow.
When the coolant temperature reaches
approx +80°C, the ECM activates the
pump and an increased coolant flow is
obtained. This increased flow prevents
high temperature peaks in the engine. If
the temperature should fall to below
approx +50°C the pump is closed and the
process repeated.
When the engine reaches operating
temperature and the entire cooling circuit
is required to be used, the vacuum valves
open at the same time as the coolant
pump is switched off. In situations where
the vacuum valves have closed the
coolant flow but the pump has not been

activated through the ECM's strategies,
the CCM may require an increased coolant
flow through the passenger compartment
heater because of climate related
requirements.
The CCM then sends the request to ECM
to activate the pump. If CCM at
Start/Stop, when the engine is switched
off, wants to start the pump because of
climate related requirements the request
is sent to the ECM (to activate the pump).
On cars with fuel heater and CPM
(Combustion Preheater Module) the relay
is directly connected to the CPM. ECM
then sends the request via CAN to CPM
that the pump must be activated
according to the criteria given above.
Sensor, coolant temperature
The sensor is an NTC-resistor. Functions
according to the same principles as for
B5204T9/T10/T11/T12/T15 petrol engines.
For further information see fuel system
B5204T9/T10/T11/T12/T15.
CFCM (Cooling Fan Control Module)

ECM controls the fan speed based on the
cooling requirement through a PWM-
signal.
ECM (Engine Control Module)

The supplier is DENSO. The internal
components and principle of function of
the control module correspond with the
control module for the petrol engines in
the VEA-family. Unique to the diesel
engine variant is an extra CPU that
handles the communication with the i-Art
fuel injectors. The processor has
capacitance of 200MHz.
Synchronising crankshaft and

camshafts
In that the diesel engine does not have VVT
function it is enough that the ECM receives
information about the exhaust camshaft
position to determine the crankshaft and
camshafts internal positions. The information
is used by the ECM in the same way as for
the petrol engines
B5204T9/T10/T11/T12/T15, that is to start
the engine as quickly as possible. For further
information see fuel system
B5204T9/T10/T11/T12/T15. ECM also uses
the signal from the crankshaft position
sensor to identify the fuel pump (pump
piston) position.
Heater plug
The task of the heater plug is to create an
ignitable zone in the combustion chamber
for the fuel air mixture. This is done by
raising the temperature near the heater
plug. The high temperature contributes to
good combustion stability during driving.
Without heating the engine cannot start in
cold conditions. Note that the heating is
very important for stable idle directly after
start.
The ECM requests, through the heater plug
control module, activation of the heater
plugs in four different phases:
• Preheating Activated at engine

start. When all conditions for start
are met (pressed brake pedal etc.)
and the driver presses the start
button the preheating is initiated.
Depending on the engine coolant
temperature and the altitude the
heater plug heating will occur for
different time intervals before the
starter motor is engaged. The time
can vary from 0 seconds when the
coolant temperature is >+50°C and
no heating is required up to
approximately 2 seconds when the

coolant is cold, e.g -20°C. The ECM
has models programmed with the
heater plug temperature and
preheating time based on coolant
temperature and altitude. The ECM
sends a request via CAN to light the
heater plug symbol in the DIM.
• Start heating. Runs during the time
that the start phase is activated.
Start heating is active if the phase
Post heating is to be activated.
• Post-heating.. Active when pre
heating has ended. Continues until
either the time in the following table
is met (ms) or the coolant
temperature reaches +50°C. Not
indicated in DIM.
• Maintenance heating. In certain
cases the temperature criteria cannot
be achieved with post-heating, i.e. a
coolant temperature of >+50°C,
within the prescribed time period. It
could for example be cold climate
and when the car runs at idle speed
for a longer time. In the ECM there
are models that take outdoor
temperature, altitude, coolant
temperature and load into
consideration for when maintenance
heating should occur. Maintenance
heating is initiated when the situation
demands stable combustion. Heating
can occur during a number of short
or long periods during an ongoing
driving cycle. The heater plug
temperature is approx +1000°C in
this phase.
Miscellaneous
Because the engine is switched off during
Start/Stop no glow is permitted while the
engine is switched off, this is to save the
main battery. In addition the auxiliary
battery must not be loaded during the start
process, while it is connected.
During the regeneration periods for
nitrogen oxides NOx, sulphur oxide SOx
and particles the heater plugs are activated
at a temperature of approx +1100°C.
When replacing take care that the correct
heater plugs are installed so that they are
not confused with metallic ones. The heater
plugs for this engine are ceramic.
28/3/2023 PRINT

D4204T5 Engine

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20: Engine, D4204T5 Page 1 of 52

20: Engine, D4204T5

V60, 2015, D4204T5, L.H.D

Design and function

Side view (inlet side)

1. Oil filling point

Side view (exhaust side)

The surfaces between the different parts

shorter piston. The petrol engine

Cylinder head and Valve

engines have steel camshafts for

Cylinder head screws

Cylinder block/intermediate section

Sound proofing material

pistons and connecting rods differ slightly.

• The piston skirt is coated with a

materials. The top is of stronger material

The task of the balancer shafts is

balance shaft. One of the

outer end. 1. B4204T9, T10 (4.4kg). 2.

1. B4204T9, T10 (4.4 kg)

1 Timing gear 8 Mechanical belt

Diesel engines of the VEA family have a

camshaft. The timing belt also drives the

1 Intake camshaft 8 Piston

Camshaft data, Intake

Camshaft data, Exhaust

The diesel engines in the VEA family use

diesel and petrol engines use different types

Lubricating and oil system

optimize the engine's internal friction, the

1 Supply 9 Relief 17 Choke

• Fuel pump (7), a

pressure in the high

between approx 50 and 90

1. High pressure pump

B5204T9/T10/T11/T12/T15. The pressure to the

Preheating, fuel filter

High pressure pump

High pressure pump

The high pressure pump consists of a

High pressure pump flow

1 High pressure pump 5 Camshaft housing choke

High pressure pump operating

1 Piston 3 Return spring

PCV (Pre-stroke Control Valve)

PRV (Pressure Relief Valve)

The PRV consists of a coil and a valve that

reducing the fuel pressure in the fuel rail

1. Inlet, high pressure

i-ART (intelligent Accuracy

amount of fuel is injected during each

The fuel injectors on the D4204T5 engine

ECM. The fuel injector control module stores

• The injector's product and serial

2 -At the opening sequence the solenoid

3 -When the valve closes the passage the