1984 245 Turbo Build
|UPDATED: August 22, 2016 CONTACT|
the following links
to find info on:
Aluminum Radiator (Ron Davis)
Big Brake installation (S60R Front Calipers/Rotors)
Bilsteins (revalving specs)
Coilover installation (from MVP)
Differential info (limited slips, TruTracs)
Bucina Aluminum Strut Brace
Dual Rear Sway Bar Tech (now ancient history)
Forge Compressor Bypass Valve
Big Intercooler from Spearco (with temp testing)
R-Sport Competition Struts/Shocks (and Valving Specs)
(Tremec T5Z 5 speed)
MODIFICATIONS and ADDITIONS TO DATE:
Hood and grill from a 1983 242 SE "flathood".
Roof rack removed. I had the holes welded up and the top re-painted.
European (large) headlights with dual H-1 bulbs.
Vent-Visor smoke colored wind deflectors on all four windows.
New black vinyl strips below side windows.
New hinges for rear tailgate from IPD.
Full ground-effects kit imported from Sweden and painted to match the car.
Medium tinted windows all around.
Late model 240 exterior mirrors. Right side is convex.
AXIS SE7EN wheels, 18 x 7.5 inch, 20 mm offset. Tires: Bridgestone Potenza S-02 A's (225/40ZR-18).
Cross-drilled and grooved ATE Power discs in front. Cross-drilled Brembos in rear.
Braided stainless steel brake lines from ipd.
IPD sport lowering coils have now been replaced by adjustable coil-overs from MVP. Scroll down for details.
Spherical end solid sway bar end links from MVP.
note: The below suspension
was changed in 2003.
Scroll down for details.
Big Front Sway -- Dual Rears: from ipd (rare) 28 mm front sway bar along with trick end links from MVP. The big front sway bar was developed by IPD for the 260 and has been used for 240 V8 conversions. It is no longer available.
installed dual 25 mm IPD REAR
sway bars. I initally played with this setup back in the early
on my old 244 DL as a way of increasing rear stiffness without parting
with the sway bar cash. Then on my 245 Turbo I played with it
there also since there was
no single rear bar big enough to compensate for the huge 28 mm front
been previously running smaller rear sways, but found a little too
much understeer at track speeds with the 28 mm bar in place. It turned out that the
car handled pretty well with the 28 mm front and dual 25 mm rears. This
is a very simple
installation. The plate that held the sway bars together was 8
gauge mild steel. It measured about 10 inches by 3 inches.
offset for the sway bars is about 3/4 inch with the bottom one 3/4 inch
rearward, or basically just enough to
give the sway bars a tiny bit
of breathing room.
note April 2003: The below suspension was changed to adjustable
coil-overs with R-Sport shocks. Scroll down for details.
Custom valved Bilstein shocks and struts. Some of you may have heard my complaints that I felt the regular "Heavy Duty" Bilsteins supplied by iPd that I had previously installed in my 245 (October 2000) were too soft, particularly at the rear. I was experiencing an unpleasant amount of rebound... most noticeable at the rear, especially when adding passengers to the back seat or gear in the cargo area. This was using ipd Sport Springs. I think these rear shocks may be just right for a sedan (I later put them on my 242 DL and they were fine), but I felt they were inadequate for my heavier wagon (weighing 3240 lbs. empty).
I contacted Krupp-Bilstein
Diego (Ph. 800-537-1085) and talked with Tech. Manager Jack French,
who was happy to help work out a successful formula for a set of
revalved Bilstein HD shocks and struts using my car weight and
approximate front/rear split. They
charged $55.00 per shock or strut to rebuild and revalve using any new
or used set. If
used ones are
to be revalved, they are always rebuilt as well. Mr. French
worked out a
formula based on the weight of my car, the front to rear bias (they
have charts on this for different vehicles), and the
spring rates, if known.
The result of the new shocks was a big improvement in control and only a slightly stiffer ride. Ride was actually quite pleasant on the highway. Below is the actual resistance measurements (before and after) for the Bilstein HD struts/shocks I had revalved. (For standardization, measurements were made at a peak velocity of 500 mm/second on Bilstein's computerized dynamometer)
|Original Bilstein HD strut:||Rebound/Compression:||129/75||34-181539
Bilstein HD strut supplied
|Original Bilstein HD shock:||Rebound/Compression:||225/107||24-002967||Rear Bilstein HD stock supplied by iPd|
|Revalved HD strut:||Rebound/Compression:||220/100||34-181539||Front
Bilstein HD strut custom re-valve result
by Krupp-Bilstein San Diego
|Revalved HD shock:||Rebound/Compression:||300/120||24-002967||Rear
Bilstein HD shock custom re-valve result by
Krupp-Bilstein San Diego
|OTHER BILSTEIN SPECS
HD (B6) strut:
Bilstein HD (B6) strut
designated for rallye
||24-022118||Rear Bilstein HD (B6) shock designated for rallye|
||34-030806||Front Bilstein HD (B6) strut designated for cup/clubsport. These are a bit shorter.|
||33-067230||Rear Bilstein HD (B6) shock designated for cup/clubsport. These are a bit shorter.|
|Bilstein HD (B6) strut:||Rebound/Compression:||300/175
||34-031520||Front Bilstein HD (B6) strut designated for ambulance|
|Bilstein HD (B6) strut:||Rebound/Compression:||unknown
||Front Bilstein HD (B6) strut designation unknown|
|Bilstein HD (B6) shock:||Rebound/Compression:||unknown||24-002967
||Rear Bilstein HD (B6) shock designation unknown|
Update 2016: Most of
the above B6 part numbers are available through Summit Racing.
Bilstein USA B6 listings: http://cart.bilsteinus.com/search/mmid=49239/drivetype=RWD
---Thank you to Knox Motorsports for Bilstein B6 racing designations listed above---
Other Volvo Owners' Re-Valved Bilstein Experiences:
Gary Harris has an ’84 244 with a Corvette LT1 / 4l60E drivetrain.
He wrote: "Jack (French) recommended I go with 240/100 front and 300/120 rear since I am primarily (ie: 100%) street use. I have installed the new springs (which are progressive, 175# at ride height, 250# at full compression) and I am so far very pleased with the results. We definitely did not go too stiff on the front struts for my taste, and the vehicle has a very nice “taut” ride and no longer feels like a pogo stick! I think your 300/125 suggestion at the front would have been just fine."
corner weights were as follows:
No driver present.
LEFT RIGHT LEFT PCT RIGHT PCT
F: 896# 890# 27.7 27.6
R: 702# 742# 21.7 23.0
PERCENT = 55.3 / 44.7
FYI, the springs were
purchased from Spring Works in Santa Rosa, CA and cost about $270 a
pair for the custom rate.
Spring Works, 50
New suspension setup installed April 2003
Volvo R-Sport Struts and Shocks with Adjustable Coil-Overs
I acquired a new set (NOS) of Volvo R-Sport 240 struts and shocks. These are no longer in production and were difficult to find. They are made by DeCarbon (a French company I think). They are yellow in color and bear Volvo part numbers 552197 (front) and 552198 (rear). These shocks together make up PN 552094, which is designated as the "Rally gas-pressure shock absorber set - extra hard setting for advanced driving. Intended for Rally and Rallycross."
There are more
mild R-Sport sets out there
too, such as part numbers 552195 (front)
and 552196 (rear). These are gas
shock absorbers that make
up the "Road Gas Shock Kit" PN 552093 described as "moderately firm
for road and rally". I have not seen these shocks, but I believe
also yellow in color (although I have heard one report of a RED set).
Since I was
curious about the valving of my
acquired R-Sport shocks, I took them to Krupp-Bilstein in San Diego
and they graciously put them on their dyno for me. Since you
will probably not find any of these R-Sport shocks out there, these
may be used for comparison or if you desire to have a set of Bilsteins
re-valved to Volvo
(For standardization, measurements were made at a peak velocity of 500 mm/second on Bilstein's computerized dynamometer)
R-Sport Strut Cartridge (FRONT), Volvo PN 552197, Rebound/Compression
R-Sport Shock (REAR), Volvo PN 552198, Rebound/Compression
print-outs with graphs:
SIDE NOTES: Volvo 240 Group A Spec Competition Front Struts
David Russell (Chesapeake, VA) was able to locate a NEW set of Bilstein special valved competition front struts (PN 35498) originally used for the Group A 240 Turbo race cars in the 1980's. Based on the stampings, it appears the compression/rebound specs were set as follows: Rebound: 450 lbs., Compression: 150 lbs.
below specs from
specs used for some special-valved Bilsteins for 240 racers.
|MODELL||FRAM (avstämning)||PRIS/ST||BAK (avstämning)||PRIS/ST|
|200-serien Rally patron||P36-3080 (300/200)||2015:-||B46-2211 (275/200)||1395:-|
|200-serien Clubsport patron||P36-0081CS (250/125)||1795:-||B46-0296CS (270/125)||1495:-|
Updated 2003: Adjustable
The below pics show MVP's Coil-Over kit for the 240. MVP no longer offers these kits, so you'll need to look elsewhere. I opted for 200 lb. front springs and 175 lb. rear springs. The result, combined with the competition R-Sport shocks, is a pretty firm ride, but not too firm for a street driver. If you decide to go with springs this stiff I recommend some very firm shocks to overcome the rebound for these springs. I don't think unmodified HD Bilsteins will do at all.
front strut housings in the
pics didn't normally come with MVP's kit. Your housings can be
modified by a machinist (they included instructions for that). I
for MVP to send a set of modified housings on an exchange basis.
Installation took me about 8 hours at a leisurely pace. That was including changing my previous monster sway bars to a more tame setup, flushing my brakes with ATE Super Blue fluid, and overcoming a few unplanned problems (related to Murphy's law). Current sway bar is now a stock 23 mm front bar and one 25 mm rear IPD bar. My feeling is that the stiffer springs and shocks pretty much eliminates the need for really large sway bars.
Project completed March 2004. The front caliper/rotor on the left is stock (except for the custom drilling) and those on the right are from the 2004 and later S60 R. The R caliper is aluminum 4-piston Brembo.
HERE FOR MORE DETAILED PAGE ON THIS INSTALLATION
suspension bushings from SUPERFLEX in the
It's true that these bushings transmit some additional noise and vibration, especially on a lowered car, but it is
certainly tolerable. These bushings can also be obtained through SUPER-PRO in Australia.
Diagonal upper strut tower braces and lower A-arm to crossmember frame ties from a late seventies 242 GT.
to tower aluminum strut brace from
Steve Bucina in
Steve made them for a number of years, but they are no longer in production.
(See underhood photos below ).
As of April 2001, my new motor and tranny are in. You can get more details on the motor from my Engine Project Page.
Here are some older under hood pics:
The intercooler tubes are now polished aluminum (see pics on main page for more recent stuff).
As of April 2004
car has a Ford
Motorsport (Tremec) T5Z
this conversion can
be found at the Turbobricks.com forum
(and specific links below).
links for T5 transmission
And Aaron Baker's page: http://www.aaronreedbaker.com/t5swap.html
I have done some testing with this new intercooler and can say that it does its job very well. I found a pretty steep uphill grade that runs for several miles which allows me to run moderate to heavy boost at freeway speeds for an extended climb. The testing device used was a digital temperature gauge on my dash with one thermister installed in the intercooler pipe just after the turbo and another one just after the intercooler. These temperature readings were taken on a sunny, 70 degree fahrenheit (21 deg. C) day, running 14-15 psi (1 bar) boost at part throttle for about 60 seconds at a stabilized speed of about 90 mph. Oh, I almost forgot... I also had an air conditioning condenser in front of the intercooler, but of course the A/C was off.
The below temperatures were recorded as temperatures increased.
|Temperature Before Intercooler||Temperature After Intercooler||Total Temperature Reduction|
|250 deg. F (121 deg. C)||75 F (23.9 C)||175 F (79.4 C)|
|340 deg. F (171 deg. C)||77 F (25 C)||263 F (128.3 C)|
The below information was provided by Niels Bengaard of Denmark. The tests were done on a standard 240 intercooler and standard Volvo 240 Turbo.... owner/tester: Henrik Mortensen of Denmark. All measurements were made at a stabilized speed and boost. Outside temperature 28C (82F).
|Speed||150 km/h (93 mph)||180 km/h (112 mph)||200 km/h (124 mph)||215km/h (133 mph)|
|Boost Pressure||0.1 bar (1.5 psi)||0.5 bar (7.2 psi)||0.7 bar (10.2 psi)||0.75 bar (10.9 psi)|
|Before IC||91 deg. C (196 F)||135 C (275 F)||160 C (320 F)||175 C (347 F)|
|After IC||40 deg. C (104 F)||48 C (118 F)||52 C (126 F)||56 C (133 C)|
|Temp. Reduction||51 deg. C (92 F)||87 C (157 F)||108 C (194 F)||119 C (214 F)|
|Oil temp. in pan||70 deg. C (158 F)||85 C (185 F)||85 C (185 F)||85 C (185 F)|
|Oil return from turbo||110 deg. C (230 F)||130 C (266 F)||155 C (311 F)||180 C (356 F)|
NOTE: In the original volvo papers that come with an intercooler kit, Volvo states that the intercooler is limited to reducing the temperature after the intercooler to 25 deg. C (77 F) above the surrounding temperature.
EFFICIENCY: Stock vs.
Based on the above measurements...
Efficiency: standard intercooler = (347 - 133) / (347 - 82) = 0.808 or 80.8%
Efficiency: Spearco intercooler = (340 - 77) / (340 - 70) = 0.974 or 97.4%
The above tests show that a stock Volvo intercooler is capable of approximately 81% efficiency. Not too bad, but improvement is certainly possible.
The Spearco intercooler I am using has shown that it is capable of approximately 97% efficiency.
Keep in mind
that many other factors will
affect testing results. Every modified car will act differently,
so it is
difficult to tell how your car will react under similar testing.
those of you who prefer the
"proper" thermal engineering approach, the below figures were provided
by Chris [firstname.lastname@example.org].
The numbers are in 'Kelvins' which are proportional to Celcius (bigger by 273 units).
-Note, T1 and T2 were reversed so the result would not be negative efficiency, which is actually what you want since this 'heat engine' cools.
Spearco unit is more efficient by
about 6%, which is thermally a very good improvement.
radiator from Ron Davis
Radiators in Glendale,
Arizona (Ph. 623-877-5000).
Click here for photo. This radiator is 22 inches wide, 16 inches tall, and 2 3/4 inches thick. It has 2 rows of large 1 inch tubes.
Click here for some in-progress installation photos of the new intercooler and radiator. This may not look like it, but it was a lot of work to squeeze them in. Believe me, there is no wasted space here.
Under hood photo #1 (installation of intercooler and radiator in-progress)
Under hood photo #2 (just about all done)
Under hood photo #3 (the completed installation)
The primary electric puller fan is a Spal 16" shrouded high-flow type that I installed with this radiator. CFM rating is something like 2300. I purchased it from Mattson's Radiator, Inc., in Stanton, California (a Spal dealer and another custom aluminum radiator maker). Their number is (714) 826-0357.
B230 (from 740 Turbo) Intake Manifold Conversion: This made a big difference in the smooooth idle department and increased power too.
was originally using a Porsche
Bypass Valve for the turbo. This is a plstic type valve was
used on twin turbo Porches at the time. It's a little more stout
that the Saab CBV's
that were common and can better handle higher boost pressures.
The Porsche part
number is 993-110-337-50.
Anthony Hyde has written a good page on Compressor Bypass Valves at http://wwwrsphysse.anu.edu.au/~amh110/Technical_pages/blow_off_valve.htm.
I am now using the Forge billet aluminum bypass valve from Stratmosphere.com. See it at http://www.stratmosphere.com/forge_valves.htm
New tweed interior (reupholstered) to replace the original heavily ventilated leather upholstery.
White face gauges. These were custom made by me using Adobe Pagemaker and my HP inkjet printer on high quality paper.
After receiving a lot in inqueries asking if I would sell these faces and I have decided to make them available. Click here for details...
Best 0-60 mph time: 5.97 seconds using my G-Tech/Pro. Auto trans.
Best 1/4 Mile Time: No time recorded.
MPG highway: Was 19 MPG with the auto trans... now 27 MPG with the 5-speed.
MPG light-foot/city: Was 16 or 17... Now low 20's with the 5-speed.
Dyno Results: RWHP: 221 @ 4500 RPM (corrected)
RWTorque: 323 @ 3200 RPM (corrected)