B4164T2

Volvo B4164T2 1.6 T4F (180 hp): Experiences, issues, fuel consumption and used-car buying tips

Key points (TL;DR)

• This engine is basically the well-known 1.6 EcoBoost from Ford, but in a Volvo version adapted for FlexiFuel technology (petrol and E85 ethanol).
• With 180 hp and 240 Nm it delivers excellent performance and easily copes with heavier bodies such as the V70 and S80.
• The engine uses a timing belt, not a chain, with strict replacement intervals.
• The weakest points are the cooling system (plastic hoses lose flexibility) and carbon build-up on intake valves due to direct injection.
• Installing a conventional LPG system is very expensive and complicated.
• If you choose the automatic (Powershift), changing the oil regularly every 60,000 km is absolutely crucial to avoid catastrophic failures.

Contents

• Introduction: What does the T4F badge hide?
• Technical specifications
• Reliability and maintenance
• Specific parts and repair costs
• Fuel consumption and performance
• Extras, LPG and remapping
• Transmissions, clutch and dual-mass flywheel
• Buying used and conclusion

Introduction: What does the T4F badge hide?

The engine designated B4164T2, commercially known as 1.6 T4F, is the result of long-term cooperation between Volvo and Ford. Essentially, it is the celebrated, but also much-debated, 1.6 EcoBoost engine. The letter “F” in the name stands for FlexiFuel, meaning that the injection and engine management system are factory-adapted to run on pure petrol, but also on bioethanol (E85) or any mixture of these two fuels. It was installed in a wide range of heavyweights from Gothenburg: from the agile S60 and V60, all the way to the S80 sedan and the large V70 estate, both pre- and post-facelift (2011–2014). This engine was designed to deliver the performance of a 2.4‑litre naturally aspirated unit, but with smaller displacement and lower fuel consumption.

Technical specifications

Reliability and maintenance

Timing belt or chain?

This unit uses a timing belt for the valve train. An interesting technical curiosity (which requires an experienced mechanic) is that on this engine block the timing belt is located on the outside and runs dry, but the oil pump may be driven by a separate belt that is “submerged” in oil (depending on the exact block revision). Because of this, maintenance requires meticulous work.

Most common failures and symptoms

Like every engine with direct injection, the B4164T2 suffers from carbon build-up on the intake valves. Since the fuel does not wash over the valves on its way to the combustion chamber, deposits accumulate, which the driver notices as rough idle, slight jerking and a drop in performance. Cleaning the valves (walnut shell blasting) is recommended every 80,000 to 100,000 km.

The second serious weak point is the cooling system. The expansion tank and plastic coolant hoses are prone to cracking due to high temperatures (turbo engines generate a lot of heat under the bonnet). If a hose bursts and the coolant leaks out, the engine block can overheat irreversibly. Preventive replacement of all critical plastic junctions in the cooling system is recommended.

Service intervals, oil and spark plugs

The manufacturer specifies a major service at a very optimistic 150,000 km, but any serious mechanic will tell you to shorten that to 100,000 km up to a maximum of 120,000 km or 7 years. This engine takes about 4.1 litres of oil. Top-quality fully synthetic oil with a 5W-30 grade (A5/B5 specification) is strongly recommended.

As for oil consumption, due to the turbocharger and ring design, it is quite normal for the engine to “drink” between 0.5 l and 1 l per 10,000 km. Anything above that indicates a tired turbo or stuck piston rings. Since this is a high-performance petrol engine, spark plugs should be replaced every 60,000 km when running on petrol. If you mostly drive on E85 ethanol, the interval should be halved, because ethanol has specific combustion characteristics that wear the electrodes faster.

Specific parts and repair costs

Injection system and injectors

This is a high-pressure direct-injection engine. The injectors themselves are reliable, but sensitive to fuel contamination. If they fail, replacement is expensive (depends on market), and symptoms include hard cold starts, black smoke from the exhaust and the smell of unburnt petrol.

Turbocharger and flywheel

The engine is equipped with a BorgWarner low-inertia turbocharger that starts pulling from very low revs. The turbo’s lifespan is generally over 200,000 km, provided you don’t shut the engine off “hot” after hard driving and you change the oil on time. Turbocharger overhauls are expensive (depends on market), and warning signs include whistling under acceleration and bluish smoke. Yes, this engine does have a dual-mass flywheel, which we’ll cover in more detail in the transmission section.

Emissions (DPF, EGR, AdBlue)

Since this is a petrol (FlexiFuel) engine, it does not have a DPF filter and does not use AdBlue – those are issues that plague diesels. It also doesn’t have a conventional EGR valve that commonly clogs up, but it does have a PCV valve (crankcase ventilation system) whose membrane often tears, leading to a whistling noise from the engine and increased oil consumption.

Fuel consumption and performance

When you put 1.6 litres into a body weighing over 1.6 tonnes (such as the V70 or S80), many expect the car to be “sluggish”. However, thanks to 240 Nm of torque available from very low revs (from around 1,600 rpm), this engine is anything but sluggish. It pulls the body very energetically, gear changes are smooth, and on the road it feels like a much larger-displacement engine.

On the motorway, at 130 km/h in sixth gear, the crankshaft spins at a very relaxed 2,500 to 2,700 rpm, with quiet cruising. Real-world consumption in stop‑and‑go city driving is around 9 to 11 l/100 km on regular petrol. On the open road it drops to about 6.5 litres. If you have access to and fill up with pure ethanol (E85), expect consumption to increase by 20% to 30% due to ethanol’s lower energy density, but the car will have a slightly sharper throttle response.

Extras, LPG and remapping

Should you install LPG?

Short answer: Hardly worth it. Because of the direct petrol injection into the cylinders, conventional sequential LPG systems do not work well. The petrol injectors are located directly in the hot combustion chamber, so if petrol does not flow through them to cool them, they will quickly melt. Installing LPG requires special, dedicated systems (so‑called “liquid injection” or systems that constantly inject a percentage of petrol along with gas). The installation itself is very expensive (depends on market) and only pays off if you cover huge mileages.

“Stage 1” remap

This unit has excellent potential for remapping. From the stock 180 hp, a safe Stage 1 software tune can raise it to around 205 to 215 hp, with torque close to 300 Nm. The engine’s internals (crankshaft, pistons) can handle this, but you must switch to using high-octane petrol (at least 98 to 100 RON) to avoid destructive detonation in the cylinders (so‑called “engine knock”).

Transmissions, clutch and dual-mass flywheel

With the 1.6 T4F you could get a six-speed manual gearbox (M66) and a six-speed automatic gearbox (Ford Powershift MPS6). The difference in maintenance between these two systems is huge.

• Manual gearbox: Extremely robust and rarely fails. However, transmitting high torque requires a dual-mass flywheel. When it wears out (jerking when setting off, thumps when switching the engine off), replacing the clutch kit, release bearing and dual-mass flywheel is very expensive (depends on market). It is recommended to change the oil in the manual gearbox every 100,000 km.
• Automatic gearbox (Powershift): This is a dual-clutch gearbox with wet clutches. It is very quick and comfortable, but does not tolerate neglect. The oil and filter in this gearbox MUST be changed every 60,000 km. If this is ignored, debris from the clutches enters the mechatronics unit, blocks valves and destroys the gearbox. Overhauling a Powershift gearbox is a financial disaster and very, very expensive (depends on market).

Buying used and conclusion

When looking at a used Volvo with this engine, the first thing you should pay attention to is the first cold start. Open the bonnet and have the seller start the car after it has been standing overnight. Listen for any “rattling” in the first 2–3 seconds. This may indicate a problem with the variable valve timing units (VVT pulleys) that are starved of oil. Then visually inspect the coolant reservoir and the area around it – there must be no traces of pink fluid (a sign of leaks and overheating).

Always check the service history. If you are buying a model with a Powershift automatic and the seller cannot provide an invoice proving that the gearbox oil was changed at 60k and 120k kilometres, it is best to walk away from the deal.

Who is this engine for? The B4164T2 (1.6 T4F) is an excellent choice for drivers who want the high safety and comfort of a large Volvo, strong overtaking performance on country roads, and at the same time do not want to pay high registration taxes for 2‑litre and larger engines. It offers a great compromise between sporty performance and civilised everyday driving, provided you are willing to maintain the cooling system and oil changes without any compromise.