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The five-cylinder engine's advantage over a comparable four-cylinder engine is best understood by considering power strokes and their frequency. A four-stroke cycle engine fires all its cylinders every 720 degrees — the crankshaft makes two complete rotations. If we assume an even firing engine, we can divide 720 degrees by the number of cylinders to determine how often a power stroke occurs. 720 degrees ÷ 4 = 180 degrees, so a four-cylinder engine gets a power stroke every 180 degrees. A V8 engine gets a power stroke every 90 degrees, (720° ÷ 8 = 90°).

A given power stroke can last no more than 180 degrees of crankshaft rotation, so the power strokes of a four-cylinder engine are sequential, with no overlap. At the end of one cylinder's power stroke another cylinder fires.

In a one-, two-, or three-cylinder engine there are times when no power stroke is occurring. In a three-cylinder engine a power stroke occurs every 240 degrees, (720° ÷ 3 = 240°). Since a power stroke cannot last longer than 180 degrees, this means that a three-cylinder engine has 60 degrees of "silence" when no power stroke takes place.

A five-cylinder engine gets a power stroke every 144 degrees (720° ÷ 5 = 144°). Since each power stroke lasts 180 degrees, this means that a power stroke is always in effect. Because of uneven levels of torque during the expansion strokes divided among the five cylinders, there is increased secondary-order vibrations. At higher engine speeds, there is an uneven third-order vibration from the crankshaft which occurs every 144 degrees. Because the power strokes have some overlap, a five-cylinder engine may run more smoothly than a non-overlapping four-cylinder engine, but only at limited mid-range speeds where second and third-order vibrations are lower.

Every cylinder added beyond five increases the overlap of firing strokes and makes for less primary order vibration. An inline-six gets a power stroke every 120 degrees. So there is more overlap (180° - 120° = 60°) than in a five-cylinder engine (180° - 144° = 36°). However, this increase in smoothness of a six-cylinder engine over a five-cylinder engine is not as pronounced as that of a five-cylinder engine over a four-cylinder engine. The inline-five loses less power to friction as compared to an inline-six. It also uses fewer parts, and it is physically shorter, so it requires less room in the engine bay, allowing for transverse mounting.

A five-cylinder engine is longer and more expensive to manufacture than a comparable four-cylinder engine, but some manufacturers feel these costs are outweighed by its greater capacity in a smaller space than a six-cylinder.

From the standpoint of driving experience, five-cylinder engines are noted for combining the best aspects of four and six cylinder engines. They generate more power and torque than four cylinder engines, while maintaining the fuel economy and "pep" of smaller four cylinder engines. Five cylinder turbos have been used on more than one occasion in sport and racing applications for their balance of performance qualities. The Volvo S60 R (racing edition) has a 2.5 litre turbocharged inline five-cylinder engine which is capable of generating 300 brake horsepower (224 kW) and 295 lb-ft of torque across a large amount of its rpm ranges.

A disadvantage of a straight-five over a straight-six engine is that a straight-five engine is not inherently balanced. A straight-five design has free moments (vibrations) of the first and second order, while a straight-six has zero free moments. This means that no additional balance shafts are needed in a straight-six. By comparison an inline-four engine has no free moments of the first or second order, but it does have a large free force of the second order which contributes to the vibration found in unbalanced straight-four designs.[1]

A ja ču samo na ovo Gonzino dodati tek da čujete mirnoču rada 6-aka Probat ču snimiti pa stavim

Dečaci, skupo vi tu "mirnoću" u radu petaka plaćate, prizali vi to ili ne .

1.Svi ste nahvalili članak a i tamo to piše što ja tvrdim... Nemojte da moram quotati...

2.6 ili 8 je priča za sebe, pogotovo V8 koji je besprijekorno izbalansiran i miran motor, a i redni 6tak isto tako... Neusporedivo sa 5 cyl... Sjetih se i još jednog savršenog motora - bmw-ov v12, kako to prede...

3.Koji s40 i koji s60 - dizelski su mi banana općenito bez obzira koji motor jer ne volim dizele nikakve ni u čemu, vozio sam i s40 dizela u svim varijantama, i s60 d5; a t5 nisam imao čast voziti još, pa da ga mogu usporediti s t4...

4.Ne podcjenjujem ničije znanje ni iskustvo, ali moje vlastito mi govori to što tvrdim cijelo vrijeme - da su motori s neparnim brojem cyl brundavi...

istina ,moj T5 isto trosi kao i onaj T4 (isto konja) a cudno je sto je tezi jos za 200kila i ima 1 cil vise
morao bi do servisa sigurno nesto nije uredu sa motorom

Pametnom dosta
EOD.

Kad smo sad ja i Grim gledali BMW-V8 tek su ti svi redom radili nemirnije od ovog 6-aka.Sad jel je to do problema na motoru ili je to normalno za njihovog 8-ka nisam siguran.Al me čudi Možda volvo uspijeva te motore napraviti osjetno mirnijima

Dečaci, skupo vi tu "mirnoću" u radu petaka plaćate, prizali vi to ili ne .

Ja svoj skupi audio uređaj prodajem baš iz razloga što mi previše muzike dopire iz motornog prostora i ispušnog sustava, pa mi ovaj ugrađen u autu i nema previše smilsa .

Btw. što se tiče vibracija na motorima s manje cilindara, mislim da to nije neki poseban problem, takvi motori se jednostavno preciznije izbalansiraju u startu. Na našim prostorima postoji par Hondica sa 4 cil motorima, a vrte se preko 9k rpm-a. U svijetu se nađe nerijetko i sa 10k+ okretaja, također "samo" 4 cilindra.