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Motor Volkswagen D24 -2.4litros 6 cilindros em linha (part1)
Motor Volkswagen D24 -2.4litros 6 cilindros em linha (part1)
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Motor Volkswagen D24 -2.4litros 6 cilindros em linha (part2)
Motor Volkswagen D24 -2.4litros 6 cilindros em linha (part2)
::2013/06/18::
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Volkswagen D24 - 2.4litros 6 cilindros em linha (vários vídeos)
Volkswagen D24 - 2.4litros 6 cilindros em linha (vários vídeos)
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Volkswagen D24 -2.4litros 6 cilindros em linha - inside view
Volkswagen D24 -2.4litros 6 cilindros em linha - inside view
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Volvo 940 diesel 2,4 Turbodiesel run and fun D24tic D24 6 cylinder vw lt engine
Volvo 940 diesel 2,4 Turbodiesel run and fun D24tic D24 6 cylinder vw lt engine
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D24T VW/Volvo Turbo Diesel Engine
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1985 Volvo 740 Turbodiesel- D24T VW engine driving
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volvo Diesel 240 D24  picking up the new engine
volvo Diesel 240 D24 picking up the new engine
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Volvo 760 TDIC 2.4 TD Vw D24 TIC verse olie
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Volvo 760 TDIC 2.4 TD Vw D24 TIC
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Volvo 240 / VW LT 6 cilinder diesel
Volvo 240 / VW LT 6 cilinder diesel
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Volvo 245GL D24T Drive around
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volvo diesel d24 engine paint !
volvo diesel d24 engine paint !
::2011/09/19::
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Volvo diesel D24 engine paint prep work !
Volvo diesel D24 engine paint prep work !
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cold start VW LT28 diesel from 1982 with volvo engine 6cilinders
cold start VW LT28 diesel from 1982 with volvo engine 6cilinders
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200km/h with a D24 volvo
200km/h with a D24 volvo
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Volvo 240 diesel D24 cold start @ winter
Volvo 240 diesel D24 cold start @ winter
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volvo 740 d24 engine blow
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Volvo 245 Diesel - VW D24 inline six cold start clatter
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Volvo 244 '89 D24 engine
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Volvo Engine head stripping
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Volvo/VW D24T VE injection pump -- checking timing advance on the bench
Volvo/VW D24T VE injection pump -- checking timing advance on the bench
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VW 1.9 TD AAZ with D24 turbo in VW 32B
VW 1.9 TD AAZ with D24 turbo in VW 32B
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Old D24 on volvo 244 engine idle
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Volvo 240 D24 diesel automatic acceleration and cruising
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The D24 Turbodiesel  part 2
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VW d24t -14C start, `idiot` ignition wires
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VW LT28 1980 engine swap to 6-cyl. Turbo Diesel
VW LT28 1980 engine swap to 6-cyl. Turbo Diesel
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Volkswagen LT28 1979 with Volvo 2.4D TIC engine
Volkswagen LT28 1979 with Volvo 2.4D TIC engine
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Volkswagen LT28 1E 6-cylinder petrol engine starting
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More VW Volkswagen Audi Timing Tools from Zdmak
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2009 Engine Block Episode 2 (D24 09)
2009 Engine Block Episode 2 (D24 09)
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Volvo 740 D24T engine running (out of car).avi
Volvo 740 D24T engine running (out of car).avi
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1982 Volvo 240 Diesel D24 first start
1982 Volvo 240 Diesel D24 first start
::2012/10/03::
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d24 cold start
d24 cold start
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D24T idles rough
D24T idles rough
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Volvo 240 Diesel 1987 "Homer"
Volvo 240 Diesel 1987 "Homer"
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1980 Volkswagen Rabbit Diesel C Motor REV
1980 Volkswagen Rabbit Diesel C Motor REV
::2010/12/19::
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Volvo ambulance D24 smoke
Volvo ambulance D24 smoke
::2014/10/06::
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Westfalia Sven Hedin - 1980 - VW LT28
Westfalia Sven Hedin - 1980 - VW LT28
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Volkswagen LT 1976 driving without engine cover LT35
Volkswagen LT 1976 driving without engine cover LT35
::2007/10/09::
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cold start Volvo d24t -10c
cold start Volvo d24t -10c
::2014/01/18::
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Vw T25 1.9 diesel Conversion
Vw T25 1.9 diesel Conversion
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Volvo 745 A-traktor D24 TDiC
Volvo 745 A-traktor D24 TDiC
::2014/04/07::
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Volvo 740 D24 Cold start -13°C
Volvo 740 D24 Cold start -13°C
::2010/11/26::
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68 Vw Bus 1776 cc engine idling
68 Vw Bus 1776 cc engine idling
::2014/05/11::
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Volvo ambulance D24 smoke 2
Volvo ambulance D24 smoke 2
::2014/10/23::
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Volvo 2.4D TIC engine into an VW LT28
Volvo 2.4D TIC engine into an VW LT28 '79
::2009/06/30::
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Volvo D24
D24 engine bay of a 1990 volvo 240
Overview
Manufacturer Volkswagen Group
Production 1978–1995
Combustion chamber
Configuration inline/row 6-cylinder (R6/I6) diesel engine
Displacement 2,383 cc (145.4 cu in)
Cylinder bore 75.5 mm (2.97 in)[1]
Piston stroke 86.4 mm (3.40 in)
Cylinder block alloy grey cast iron, 7 main bearings[1]
Cylinder head alloy cast aluminium alloy[1]
Valvetrain 12v, belt-driven single overhead camshaft (SOHC)[1]
Compression ratio 23.5:1
Combustion
Fuel system Bosch mechanical distributor injection pump, indirect fuel injection[1]
Fuel type diesel
Oil system wet sump[1]
Cooling system water-cooled timing belt driven water pump[1]
Output
Power output 82 hp à 4800 rpm (DIN)
Torque output 14.3 kpm @ 2800 rpm
Dimensions
Dry weight 182 kg
Chronology
Successor Volvo D24T engine

The Volkswagen D24 engine is a 2.4-litre inline-six-cylinder (R6/I6), naturally aspirated diesel engine, formerly manufactured by Volkswagen Group from 1978 to 1995.[1]

Subsequent forced induction variants of this engine were also available as the Volkswagen D24T engine with a turbocharger, and a turbo intercooled version, the Volkswagen D24TIC engine. These turbocharged variants resulted in higher power and torque outputs.[1]

Technical description[edit]

All variants (naturally aspirated and forced induction) displace 2,383 cubic centimetres (145.4 cu in) from a cylinder bore of 76.48 millimetres (3.01 in), and a piston stroke of 86.4 millimetres (3.40 in). Its inline six cylinder block is constructed from grey cast iron, and has seven main bearings to support the die-forged steel crossplane crankshaft. The cast aluminium alloy cylinder head contains two valves per cylinder each with two concentric valve springs, and shim-adjustable bucket tappets. The valves are opened via a timing belt-driven single overhead camshaft (SOHC), and the combustion chamber compression ratio is 23.5:1.

Attached to the cylinder head is a cast aluminium alloy intake manifold on one side, and two cast iron exhaust manifolds on the same side (it's a non cross flow engine) (one manifold for three cylinders) followed by a two in one exhaust pipe system. The fuel system uses a Bosch mechanical distributor-type (Bosch VE type) injection pump which feeds indirect fuel injection into a remote whirl pre-combustion chamber.

The cooling system is composed of a timing belt driven water pump, a 87 °C thermostat in the engine block itself. The thermostat receives coolant from the engine block and from a bypass running from the engine head. This system allows a very accurate opening and closing operation, avoiding thermal shocks and big coolant temperatures amplitude.

The initially available variant of the D24 produced a DIN-rated motive power output of 55 kilowatts (75 PS; 74 bhp) at 4,500 revolutions per minute (rpm); and it generated a torque turning force of 155 newton metres (114 lbf·ft) at 2,800 rpm.[1] Subsequent minor updates and revisions resulted in differing power and torque ratings.

D24 models
ID(s) DIN-rated max. motive power
at rpm
max. torque
at rpm
redline
(rpm)
years
1S, ACT[1] 51 kW (69 PS; 68 bhp) @ ?,??? 1988–1995
CP, DW[1] 55 kW (75 PS; 74 bhp) @ 4,000 155 N·m (114 lbf·ft) @ 2,800 1978–1992
Volvo D24t 95 kW (129 PS; 127 bhp) @ 4,700 275 N·m (203 lbf·ft) @ 2,550 max rpm @5200 rpm before fuel cut

The weight of this engine is 182 kg or 401 lbs.

Applications[edit]

The D24 was fitted in the Volkswagen LT range from Volkswagen Commercial Vehicles, with factory production from August 1978 to December 1995.[1] Specific dates of the variants - CP: 08/78-11/82, DW: 12/82-07/92, 1S: 08/88-07/92, ACT: 08/92-12/95.[1]

The D24 was also found in a number of Volvo Cars - specifically the 240, 740, and 940 and was coupled to Volvo ZF, Automatic Aisin Warner AW55, Automatic Borg Warner BW55, M45, M46 (overdrive) or M47, m47 II and m90 transmissions.

The D24 also found use in military vehicle applications. It was used in the early variants of the Steyr-Daimler-Puch Pinzgauer High Mobility All-Terrain Vehicle, with current Pinzgauers being manufactured with the turbocharged variant - the D24T.

Operational experience[edit]

In service, the unit proved to be a somewhat mixed bag; some owners reported excellent reliability and long engine lives, others complained of overheating, frequent blowing of head gaskets, cylinder head cracks (cracks between the valve seals are common and do not represent danger if the cracks do not exceed specifications, premature wear of the bottom and top end bearings, low oil pressure etc.[citation needed]

A poorly maintained cooling system could also lead to overheating and, especially with the higher stressed turbo engines, head gasket problems. The head gasket problem has been treated with the adoption of a multi-layer steel head gasket which replaces the fiber one.

The camshaft drive belt also required changing at the recommended intervals, which was a pretty involved job, not least because of poor access in the under-floor engined LT vans, and the necessity of special (and expensive) locking tools to carry out the replacement, which have always been scarce and are becoming increasingly difficult to obtain.[2]

The top end also featured adjustable tappets using the bucket and shim arrangement, and required checking every 25,000 miles (40,000 km), although later (1990–) models had self-adjusting hydraulic tappets.

In many cases however, engines that have been looked after properly and treated with mechanical sympathy (this engine is particularly sensitive to being thrashed from cold, it is important to go gently until warmed up, and to avoid short journeys which will exacerbate rapid engine wear) have been known to clock up 500 000 - 600 000 miles

See also[edit]

References[edit]

External links[edit]

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