I absolutely love the 2.0 liter Turbo. My previous car, the BMW X1 also uses a similar engine, which performs very much like the Volvo. The smaller engines are lighter and fit easier into smaller engine bays, maximizing internal passenger room as well, and reasonable fuel economy. Time will tell how durable they will be I the long term. Personally, I’m a bit concerned about pushing the 2 liter too hard with the supercharger as well for the T6, and I think the T5 will hold up better over time, with cheaper repair costs. I really enjoy the T5 with the Polestar tune, which noticeably improves performance.


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I absolutely love the 2.0 liter Turbo.

+1! High torque at low RPM, efficient packaging, smooth running, high fuel economy. What's not to love?
I'm probably spending 0.1% of my driving time needing big power (because as a family man I frequently drag race our 2.5 ton SUV with my kids in the back [emoji14] ) But seriously, on-ramping is the only time I can rightly justify letting our T8 fully roar - and boy does it roar!

Time will tell how durable they will be I the long term.

Any well-engineered product undergoes reliability testing and statistical analysis. Has anyone read into what life Volvo designed these engines to?

 

Factsheet on Volvo 2018

A technology factsheet on Volvo Cars' powertrain technology
Model Year 2018
Contents
Drive-E - Powertrain Technology 3
Modularity 4
Petrol Engine Technology 5
- Advanced Boosting
- Supercharger and Turbos
- Advanced Combustion and Direct Injection
- Petrol Engines

Transmissions 14
- 8-speed Automatic


Powertrain Technology
"Volvo Cars' Drive-E technology is all about delivering responsive power, clean efficiency and an
exceptional driving experience
with the latest powertrain technology and an a clear focus on
electrification. By 2025 we will have up to one million electrified Volvos on the road, with our first fully
electric car coming in 2019," says Henrik Green, Senior Vice President Research & Development at Volvo
Car Group.
Electrification is the future
Volvo Cars is committed to electrifying its entire product line-up across its Compact Modular and Scalable
Product Architectures. From 2019, all new Volvo models will be available with an electrified powertrain -
from a mild hybrid 48-Volt system, through our
Twin Engine plug-in hybrid to pure battery electric vehicles.
We firmly believe that electrification and hybridization will play an increasingly significant role in the future of
automotive propulsion by enabling increased driving pleasure and efficiency. Volvo Cars remains at the
forefront of innovation in the field of powertrain engineering.
Volvo Cars' powertrain technology is based on the
concept of efficient power, without compromise.
Our modular approach to powertrain engineering
means that our base engine architecture can deliver
distinctive powertrain attributes and also be
combined with driveline electrification on our new
platform architectures, SPA and CMA.
Responsive Power
Our award-winning four-cylinder engines come with
advanced boosting technology that delivers
responsive power when desired through the
innovative use of both turbo- and supercharging or
through the instant electric torque of our advanced
plug-in hybrid
Twin Engine powertrains.
Our Drive-E technology delivers the performance
and drivability expected by our customers.
Clean Efficiency
Drive-E powertrains are designed to reduce
emissions. We have improved fuel efficiency by
up to 35 per cent compared to our previous
powertrain line-up, while also delivering weight
savings of up to 45 Kg.
Volvo Cars launched the world's first diesel plug-in
hybrid in 2012. In 2014 we revealed the world's
cleanest and most powerful 7-seat plug-in hybrid
SUV: the XC90 T8
Twin Engine. But this is just
the beginning.
Modularity
One of the developmental principles and key benefits behind our award-winning Drive-E powertrains is
that they were designed to reduce complexity by using a compact, modular approach.
This effectively means that both diesel and petrol models share a common architecture and can therefore
be produced on the same lines in our engine plants.
The efficient design of the architecture also means that a broad range of engine power variants can be
achieved with bolt-on power boosting turbo- and superchargers, coupled with bespoke engine software.

Petrol
Petrol Engine Technology
Advanced Boosting
Volvo Cars has taken advanced boosting to a new
level using a modular-based charging system that
offers Volvo owners a range of power levels and
engine performance attributes.
Advanced boosting means that our compact
engines can deliver power levels equivalent to those
of larger six- and eight-cylinder units with high
torque availability across a wider speed range.
We use state-of-the-art charging systems consisting
of turbochargers and superchargers designed to
our precise specifications to deliver improved fuel
economy, leading performance and drivability.
Supercharger and Turbos
Superchargers deliver low-end torque and
response. Turbos deliver horsepower. Below 3500
rpm the supercharger and turbo are active.
Above 3500 rpm, only the turbo is applied. We use
a large turbo combining low backpressure and high
boost pressure capacity at high revolutions for
maximum power output.
When combined, the supercharger and turbo
charger deliver a smooth, consistent and compelling
boost to our Drive-E powertrains.
Supercharger
Turbo
Petrol Engine Technology
Supercharger
Volvo Cars' electromagnetic clutch-operated
supercharger is one of the fastest and the
smoothest in production. It is currently used in the
T6 powertrain configuration. The supercharger
delivers 6-cylinder power when you want it and
4-cylinder fuel economy when you don't.
Volvo Cars has worked closely with Eaton to develop
this unique electromagnetic clutch-based
supercharger solution for its T6 Drive-E petrol
engine. The electromagnetic clutch sits
between the rotors and input shaft, delivering
the low-end power of a 6-cylinder in Volvo's
4-cylinder Drive-E powertrains.
The intelligent algorithm created for the electronic
control module (ECM), designed by Volvo's
powertrain engineers, takes the art of advanced
boosting to the next level.
When the engine is running at cruising speed the
clutch remains open, disconnecting the belt drive
from the rotor mechanism. The electromagnetic
clutch is activated on demand by a signal from the
ECU, when the driver requests acceleration by
pressing the accelerator pedal, engaging the gears
and spinning the supercharger rotors.
Harnessing torque reserve from the crankshaft while
adding increased airflow and momentarily retarding
the advance spark, enables a quicker supercharger
ramp up when the electro-magnetic clutch is
engaged. Combined with a now advanced spark, the
supercharger delivers a reassuringly fast response.
The smooth nature of Volvo's supercharger sets it
apart from the competition with a coupling time of
less than 350 milliseconds.
Once the engine has reached over 3000 rpm a
butterfly valve in the intake opens and the clutch
disconnects the supercharger as the turbocharger,
now fully spooled by exhaust gases, kicks in.
As the supercharger only operates on demand, the
pulley gearing ratio has been increased to almost
seven-to-one (almost twice the conventional ratio),
meaning that the supercharger, at peak, rotates at
almost 24,000 rpm - making it one of the fastest
superchargers in production.
Advanced Combustion
The combustion system designed for the petrol
engines is comprised of a centrally mounted spark
plug and injector with a unique spray layout that
provides a homogeneous air-fuel mixture.
This central
direct injection technique enables:
•
Stratified start and an effective catalyst heating
mode that outperforms Port Fuel Injection (PFI)
and side mounted Direct Injection engines,
resulting in low fuel consumption and enabling
Euro6 and LEVIII emission compliance.
•
Improved low-end torque compared with PFI by
using scavenging and charge cooling by direct
fuel injection.
The intake ports are designed to generate a high
tumble motion, promoting the mixing of air and fuel
during the intake stroke. In the succeeding
compression stroke, this tumble motion is broken
down into turbulence, accelerating the combustion
speed. The combustion is therefore very stable,
enabling a high degree of internal EGR, which
minimizes pumping losses, hence reducing the fuel
consumption. Special efforts were made to achieve
a combustion system that is knock resistant. The
cooling water jacket, intake ports, spray target and
combustion chamber geometry were fine-tuned,
enabling a fuel-efficient, high compression ratio of
10.8 for the gasoline T5 and 10.3 for the gasoline T6.
Petrol Engine Technology
T6 T5 T4 T3 T2
Displacement
2.0l 2.0l 2.0l 1.5l 1.5l
Charging system
One supercharger
+ one turbo with
waste gate
One turbo with
waste gate
One turbo with
waste gate
One turbo with
waste gate
One turbo with
waste gate
Balancer shafts
Yes Yes Yes No No
Engine structure
Light weight high-pressure die cast aluminium crank cases and bedplates with cast-in iron
liners and nodular cast iron bearing reinforcements.
Crank system
Similar pistons i.e. forged steel crank shafts to minimise bearing sizes, different machining of
the piston top for different compression ratios. Friction reduced by 50%, ring tangential load
reduction with Physical Vapour Deposition-coating (PVC) on the top ring and new honing
specification. Piston pins are coated with Diamond-like Carbon (DLC).
Cylinder head
The T6 utilizes
a double water
jacket design
to aid cooling
and flow.
To cope with a very high heat load, ALSi7 aluminium alloy with T7 heat
treatment was chosen. The T2, T3, T4 and T5 engines utilize a single
water jacket design.
Valve system
Direct-acting high-speed variable valve system with service-free DLC-coated mechanical
tappets. Roller bearings on first cam bearing position to reduce friction. Cam phasers on
both intake and exhaust camshafts enables flexibility in the trade-off between emissions, fuel
consumption and drivability.
Oil system
(with variable oil pump)
The oil pump is fully variable and the oil pressure is controlled by a solenoid actuator for
friction reduction.
Cooling system /
Thermal management
The petrol engines are equipped with a 400 W electrical water pump to reduce friction
losses and create the possibility to control the coolant flow for fast engine warm-up and
friction reduction.
Combustion system
A centrally mounted spark plug and injector with a unique spray layout that provides a very
homogeneous air-fuel mixture.
Exhaust gas
after-treatment
Volvo Car's exhaust gas after-treatment system (three way catalytic converter, particulate
filter
*) shows very low pressure drop and high uniformity qualities and shares a similar base
design for both petrol and diesel applications, capable of fulfilling all applicable
requirements

 

Screw this engine. It might be a technical marvel, but it does not have the smoothness of a V6, nor any real benefits in terms of fuel consumption. So what's the point?

 

Screw this engine.

Not sure it's appropriate to violate an engine like that.

 

I bought it because of T8 power train. A smaller engine helps here.

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+1 and mainly because the total power was close to my V8 Jaguar's.

I think there's noticeable fuel efficiency in town compared to bigger engines cars.

On in-town driving, a typical V8 would average 15-18L/100Km and on freeways: 9-10L/100Km, whereas the T6/ T8 would be under 12L/100Km on average in-town, and 9.2-10.5L/100Km on freeways.

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I don't think this 2L engine is taking strain because a lot of weight is taken off the engine by the 8speed gearbox.

You'll notice that at 130km/h and on the 8th gear, the car's tachometer is just hovering below 1500RPM. Surely this isn't straining the engine at all, like typical Japaneae cars do with their screamers.

We can thus relax

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dont have to worry about strain when you've got bad plugs about to nuke it.

 

Normally in the auto industry when you develop a new or significantly changed component it gets tested by being placed in a current car or "Mule". I know very little about Volvo prior to the second generation SPA platform. Was this 2 liter in any other cars prior to its introduction into the 2016 lineup? If not that explains why they might have had problems initially. Most manufacturers get several million miles of use on a new component to weed out any issues. Given their small size they may have just tested internally and then launched with the new models. I can recall after reading about the XC90 I tried to see one at our local dealership (then) in Orange County. I saw a lot of cars but cannot remember seeing the new XC90 SPA2. At the time I wanted to see the T8. I never heard back from that dealer. Engine wise, I understand the cubic inch mentality. I have had a number of V8s in my lifetime. They have a unique sound and can be modified to improve performance. When I first began to find interest in sports cars I can recall how some engines could be modified while others were grenades waiting for the pin to release. Honda was particular suited to the tuners. Also some of the Toyota engines were built like German "Houses". I remember after blowing up a crown on my Infiniti Q45a that I looked for manufacturers who would not get upset if you modified your engine. Honda stood out. With my NSX, Honda did not mind that I added a supercharger. They did not even consider giving me grief about warranty issues. We understood that supercharging as well as turbocharging will effect reliability. What I also learned was that during development manufactures who race often look at what their engines will survive. So they build components to stay together during high stress. I can recall that Honda had a modified block for the NSX that was specific to racing. It was used for racing in a number of different series. Unfortunately they only made so many and then destroyed the molds. Our standard block could still take a lot of strain. I remember guys pulling over 800 hp on the dyno. Obviously they could not drive the car on the street very smoothly. They had to replace the ECU with something that would bring on the HP after some level of rpms were achieved. But the engines held up. When I did my timing belt at 10 years 25,000 miles it was in such good shape that all the embossed lettering was still easily read. I gave that stuff to someone rebuilding a block. Go figure. Lets hope our 2 liter is one of those engines that was built to sustain a lot of internal pressure. I would venture that our engines are capable of 500 hp without blowing up. Small is not necessarily translate into weak.

 

I would venture that our engines are capable of 500 hp without blowing up. Small is not necessarily translate into weak.

Yes, they are capable of more than than.

 

I’m quite pleased with the real world performance of our V90 T6. Significantly better performance, acceleration and economy, than our ‘07 V70 2.5T in a larger car with AWD. On certain hills around here where the ‘07 downshifts a gear, the V90 just growls a bit and maintains speed without shifting. Only 2 liters, but it gets the job done very well.

 

I certainly don't need a V6 or V8 in my XC90. The Pole* T6 engine gives me all the performance I need.

 

+1 While the engine sound of the T6 XC90 is less refined than a 6-cyl or 8-cyl, it delivers plenty of power especially in Dynamic mode and even better with the Polestar. Rarely do I need to push the gas pedal to the floor.

 

I think the P* T6 has plenty of performance for my V90CC. Sure it would be nice if it had a lower-pitched "growl" instead of the higher-pitched turbo "wheeze" at times but performance is not the issue imo. I did find non P* T5/T6 in the XC90 to be a little weak at times but never tried an XC90 with P*.

 

I have owned 4 Volvos all with a 5 cylinder engine which I loved, and all of which were indestructible and I thought irreplaceable.

But I just turned in a 2016 XC90 T6 with nearly 50K hard (completely uneventful miles on it).
I also just drove away with a 2019 S60 R-Design with Polestar tune and it conjures up the feeling of my old 2006 original R.

Can't speak to the longevity, but I like the Volvo 2.0L approach. Hope none of them blow up prematurely...

 

So how can we get the S60 Polestar 2.0 spec into a XC90 body? [emoji4]

I want the 362HP and 347TQ version!

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The WTCC Cyan S60 race car 2.0L turbo is 400HP. better get that one.

 

I do think that the technology of these 2-liter, 4-cylinder engines is amazing. But we'll have to see how they fare over 5-10 years time with the superchargers and turbochargers in the same engine. In noting that lots of other luxury brands also use 4-cylinder engines, the point is that Volvo is the only luxury brand in the list above (I think) to NOT also offer a V6 at least, to those many customers who would choose a V6 over an I4 if there was that option available -- particularly in the heavier 90-series Volvos. (And most of those luxury brands with I4 engines offer both V6 and V8 engines in their line-ups.). I know it probably won't happen, but as a Volvo loyalist for decades, I really would like to see Volvo offer a V6 in its 90-series line-up at some point. As for the T8s, I seriously considered a T8 but opted for a low-end (few options) Porsche E-Hybrid because they just work so much better with both electric and ICE powering all four wheels (and the base Cayenne E-Hybrid is $20k-$25k cheaper than the high end of XC90 T8).

 

I am not technical, but we also have Lexus RX350 that has a V6 and makes roughly 250hp which is about the same output for our T5 V4 Volvo. I think the 0-60 and general performance between the 2 cars are the same, yet the Xc90 is heavier and bigger. The Volvo V4 also seems to be more quiet under all driving conditions and gets better gas millage. I am happy with it! I wish Volvo included a bigger gas tank, but I think I have this gripe with every car I have ever owned.

(I do also wish I got a T6, just because the 0-60 times are 2 seconds faster for a little bit of fun)

 

I am not technical, but we also have Lexus RX350 that has a V6 and makes roughly 250hp which is about the same output for our T5 V4 Volvo.

There is no V4 engine in any Volvo Straight 4.

 

In my younger days, the first thing I would do was drop the exhaust and do a cat back with duel exhausts. If I were to do it here I would drop the big ole muffler and do individual glass packed mufflers. On my Lexus V8 I used graphite wrapped small mufflers with chrome tips. They sounded great. Problem with our 4 banger is that it will never sound like a Ferrari and I like the B&W sound system too much. I could never get my NSX (3.2 liter V6) to sound the way I wanted. I dropped the exhaust manifold and put on racing headers and then had a shop build me a one off exhaust with balanced sides. It was a lot of work and a lot of welds. It still never hit the notes. Some of the guys went with titanium to drop the weight. Even those had a raspy growl sound. The best sound I ever got was to drop the cats and run straight out. It was then so loud that people could hear me coming a couple of blocks away. The smell of unburnt fuel was also overpowering. I could not hear a damn thing inside the car, but boy did it accelerate. As a tree hugger I can no longer do that kind of stuff. Nickshu did you run open exhaust with your track car? GT3 has a very loud sweet sound.

 

But some of us don't want the loud exhaust note as if it's from an uncleared throat, typically heard in youngsters souped up cars, but would prefer the subdued growl of a decent V6/8 engine.

Examples of the growl I'm talking about include the old Merc S500, old Jag XJR etc. It is subdued but there throughout and intoxicating on hard acceleration. I have such a car still, and sometimes, I'd switch off the radio and open the windows just to listen to the growl while driving.

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I do not want to hear this 4cyl. All 4cyls sound like garbage.

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[emoji1787][emoji1787][emoji1787]I'm defeated

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If we do not want to hear the engine or are willing to listen to a soundtrack of a nice sounding engine, we are another step closer to accepting the inevitable electric motors that will be in everything.

If Volvo gave us great sounding engines, the transition to the electric car would be more difficult regardless of the performance for many.

I think Volvo is easing us into the future, we will take our medicine.

To bring it back on topic, I'm very happy with the performance of the Drive-E T6 but my first and second Volvos were red blocks so I'm a little nostalgic for my four banger Volvos.

Also, I'm pretty sure the Drive-E engines were put into the 2015 S60s and sold in 2014, they were FWD T6s if I remember correctly. I'm sure they were well tested before that.

 

If we do not want to hear the engine or are willing to listen to a soundtrack of a nice sounding engine, we are another step closer to accepting the inevitable electric motors that will be in everything.

If Volvo gave us great sounding engines, the transition to the electric car would be more difficult regardless of the performance for many.

I think Volvo is easing us into the future, we will take our medicine.

To bring it back on topic, I'm very happy with the performance of the Drive-E T6 but my first and second Volvos were red blocks so I'm a little nostalgic for my four banger Volvos.

Also, I'm pretty sure the Drive-E engines were put into the 2015 S60s and sold in 2014, they were FWD T6s if I remember correctly. I'm sure they were well tested before that.

Interesting perspective. We are on our fourth electric car, and one of the interesting aspects is the quiet associated with driving the car. When we get to where we are driving we leave the car feeling pretty good. When I would drive my NSX I could be heard a block away. I would often arrive exhausted but with a smile on my face.

 

One annoying trend being played out across several manufacturers is to pipe in exhaust sound through the audio system. I mean, seriously, it is bad enough cars have fake exhaust tips (MDX anyone?). I can picture some knucklehead pulling up to a top, rolling down his window and cranking his stereo to show other driver how powerful his engine is. Let's hope this does not become Volvo's solution to the complaints over the 4 banger sound.

 

The Audi SQ5 has fake exhaust in the rear end. Very sad.

 

Are there other 2 liter engines for street cars as powerful as Volvo's? Volvo uses direct cylinder fuel injection, is that helpful for horsepower?

 

Yes, you are correct. Direct injection allows better control of the amount of fuel that is injected directly into the cylinder. This keeps the charge a bit cooler and allows higher compression. So in the end you can save gas and increase torque (power) with direct injection versus the more traditional port injection. There have been some problems with some engines. Audi R8 (V8 engine) has experienced some problems with carbon build up. Not all engines have this issue. It probably depends on design etcetera. Typically you will not see direction injection on lower priced vehicles at the present time. It does require more sophisticated controls as I understand.

 

I have owned a lot of different cars. V8s, V6s, I5, and 4 cylinder engines. To name a few: Camaro SS 1LE, RS4, TTRS, Focus RS, Fiesta ST, GTI. I have a 2018 V60 P*. I looked into buying a used '15 or '16 but I went with the '18 because I wanted the 2 liter over the 6 cylinder. Besides the fact that it makes more hp, the supercharger makes such immediate power, the old 6 can't compare. Add in the benefits of less weight over the front wheels and a vastly improved turning radius, and it was a no brainer.

I have had the car for a year and 16k miles and I could not be happier. I know that is not high mileage, but this car has not given me a single problem, other than the cyan racing blue paint. I keep having other performance cars wanting to race me from red lights. Sometimes you just have to give them what they want. The M3s, Mustang GTs, Macan S, and even a baby AMG were all embarrassed. The engine doesn't sound great, but the supercharger whine is pretty cool. But since these performance cars are the ones listening to my exhaust from behind me, I don't really care.

I think this Volvo strategy is brilliant. All the performance, fuel economy, weight, and packaging benefits with a trade-off in sound. It sounds like a great trade and one that I would make any day.

Any engine, regardless of cylinder count, can have issues. As far as I know, this Volvo 2.0 liter has been solid. The only way to find out if it is as reliable as the 3 liter engines is time. Thank god for leases and warranties. Personally, I think this is one of the best engines I have ever had in a car. Pick your desired version of the engine based on the hp you want, and enjoy.

 

I think that the 2.0 is a great engine. Plenty of pep, and it does not seem to work very hard, even climbing mountains. I am a fast driver, and I never, ever, have any (engine-related) issues with going as fast as I want on freeways or mountain roads. You would think that a small engine like that would constantly be redlining, but no, it is usually in the low 2000s. Not working hard at all.

I don't understand the people who think it sounds terrible. It doesn't really sound like much at all-- it is a very quiet car. I guess if you like the roar of a V8 then you might not be happy with it, but I prefer the muted sound of this engine. Of course, I don't have the supercharger, and that probably makes a difference when it comes to cabin noise.

 

my t8 is at 30mpg in 2 months and 11350km and was winter driving with plenty of long trips (200-300km) and the first 3000km with 0 charging. this weekend we went to ski and the trip was 475km with 0 battery, 6 persons with lugage and 31mpg. in very cold days (-8 to -10Celsius) i get 23-25mpg.

 

Wow, that's... a HUGE difference. Granted, I see a huge performance hit when it gets around -20C (I guess the definition of "very cold" is a bit subjective...), but I can't understand how we get such different numbers. At 0C, driving alone, no luggage, on a nice day with no wind, around 65-70 mph, there is no way I can get more than 20mpg on a 400+ km trip. Actually, I chalk it as a win if I am above 18 mpg.

I guess you must be using AWD mode less than me.... but I feel like the car is a lot less confidence-inspiring in hybrid mode, on snow and ice... not sure if that explains the whole difference...

I have actually long suspected there was something wrong with my vehicle. Yet, Volvo and the dealership have always told me my numbers were "in line with reported real-world averages." But, for full disclosure, my vehicle is now sitting idle in my garage, stuck in litigation with Volvo, for other reasons. So perhaps there are other issues accounting for the poor performance.

By the way - do you have active grill shutters? One Volvo engineer I spoke to when complaining about poor mileage told me that "the only way you could get such poor mileage in cold weather is if your grill shutters are stuck." When I told him I didn't have grill shutters, he told me that was impossible, that all T8s come with them. Which, of course, if flat out wrong. So I wonder how much of a difference that would make...

 

I’m averaging 20mpg with Winter Snow Tires on the T5 AWD, mixed driving. I hope to see it up around 22-24 with summer tires on it. 2 months old MY19.

 

Yes i have active grill...all europe has them but us not. I made a trip of 180km with cruse control at 150km/h at 70% of them and 90km/h the rest and i get 12.6 l/100km. When i come back i set cruse control al 110km instead of 150 and i get 8.8l/100km.