vthreat
09-08-2006, 09:56 PM
First off a little history on my volvo. The car was donated to my highschool as a project vehicle for the grade nines. The car had BC plates and a background check revealed the car had five previous owners out West. Seeing how we already had enough Luminas and Taurases for the young ones to mess around with, there was no need for a fine 2 door volvo. Being good buddies with my tech teacher, he offered the volvo to me. Coming from a VW background I was a little skepticle at first but once I started into this volvo I realized how amazing it could be.
1982 Volvo 242 GLT
-B23E CIS injection
-m46
-k cam
-virgos
-398 000 km
-e codes
Initially the car needed shocks all around, tie-rods and the B23E was in need of a good tune up. Also the car had the normal rust around the rear quarters and tubs. So every tech class and lunch hour I worked away to make the volvo road worthy. The tubs were rivited and muded back together and the whole car got a quick but decent respray. I drove the car for a little over a year only adding a cone filter, removing the pulse air system and adding a new style volvo emblem to replace my weather beaten one.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/000_0158.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/000_0160.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/PB030097.jpg
January 2005
After the discovery of Turbobricks I decided it was time to get serious with the 242. The basic idea was to create a fast and fun daily driver. The recipe included a full rebuild the normal +T megasquirt etc. etc. So one day out of the blue the volvo entered the garage and disassembly began.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/ihnp-263804.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/parts.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/head.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/bay2.jpg
Progress was fairly slow and going into first year of University didn't help either but I slowly chipped away at the project.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P6070013.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P4150146.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P4150203.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P6070027.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P5290073.jpg
Spring 2006
Having the short block already in the car and everything else mocked up, the only thing holding me up was finishing the porting I had started on the head. Word of advise, yes a whole head can be worked over with a dremel from Canadian Tire but NO you will not enjoy it. Save yourself the pain and find some air or someone to do it hehe. Once the head was finished everything went together smoothly thanks to hours of preperation and planning.
I set the basic settings in megasquirt added fluids cranked and...it fired right up! You never believe it until it happens to you but it fired right up and even idled nicely even for the k cam.
Summer 2006
I spent many hours breaking the fresh engine in before driving it. Once I felt it was safe I took it for a drive. Things were a little loud thanks to the open d/p but everything went well. I came home and checked the car for leaks smoke etc. and all was well. So during the second test drive I got into a little more and the car pulled well, REALLY well thats when I heard some loud pinging and caught my boost gauge returning from 25psi. Not good, especially on a bad tune. I limped home only to discover no coolant in the enigine and water dripping out the d/p.
http://i14.photobucket.com/albums/a307/vthreat/P6030087.jpg
The failure was caused by my own stupidity:
1. I had not jammed the jam nut on my mbc causing the ball and spring to fly out therefore providing no signal to the wastegate in turn causing a massive overboost event.
2. I had not yet put a timing light on the engine following the rebuild.
3. MS rookie romping on the engine without the lc-1 connected (remember open d/p) and running super lean in boost.
New headgasket no problem.
While on vacation in Germany the volvo was sent out to have new quarters and tubs properly welded in. The car had developed a massive rear main leak that I would have to deal with once I got home.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P7070064.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P7100073.jpg
I drove the car for a while and blew another gasket. I threw another gasket at it and kept on driving it. Everything was going pretty well until I noticed a lack of off boost power, blue smoke under boost and lots of oil in the intake intercooler etc. I disconected the PCV and was getting tonnes of pressure coming out at idle. A quick compression test revealed I had two bum cylinders 90, 90, 150, 150 accross the board. I had killed my first redblock.
Disassembly revealed a melted number one piston (will get pics), scorched rings on number two and all four pistons were cracked caused by high rpm pinging.
August 2006
I sourced a whole junkyard engine from an 86 245 with 200 k for 200 bucks including removal. The engine was stripped down minus the piston and crank. Turns out the engine is a B230F out of an 89 volvo of some sort. The block was quickly painted and received all new gaskets and seals and was reinstalled with my ported cylinder head on top.
Following the installation of the "new" block the 3 inch exhaust went on and the lc-1 was installed. The base timing was set and wastegate set to 5psi. This is when the car got fun. Power was great and the car pulled on our 1.8t passat which is running 14psi, although my dad would never admit to my volvo pulling on his passat hehe.
The car pulls strong all the way up to the 7700rpm limit set in megasquirt. The k cam is set straight up and doesn't come alive until 4000rpm but once it does power is strong. Boost creep becomes an issue above 5500rpm even with the atp v band wastegate however never goes past 10psi.
Clutch slippage is becoming an issue at this point and is something I'll have to address next year. Somewhere along the line I blew yet another headgasket doing high speed, high load "testing". The modified v8 firebird kept up nicely but I don't think he knew what hit him. When I started slowing for my turn the speedo was pegged past its 200km/h limit so who knows.
This headgasket failure wasn't too bad, I worked my day and drove home at night. It seems I'm doing more headgaskets then oil changes on my volvo but thats how it goes. I reassembled the volvo and pulled a few more degrees of timing.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P8290006.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P8290010.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P7100076.jpg
As it sits right now the 242 is painted flat black from the window line down to seal it up for the winter while I'm away at school. It may not be perfect but it beats the sky blue primered wheel arches look I was rockin for a while. The car is fast and I'm just starting to explore the possibilities with megasquirt. Working seven days a week during august and moving back to school I never got a chance to really tune the beast.
http://i14.photobucket.com/albums/a307/vthreat/P9010027.jpg
http://i14.photobucket.com/albums/a307/vthreat/P9010026.jpg
Spec of the car now:
-B230F 13mm rods
-405 ported 62cc combustion chamber
-efi injectors in k jet holes
-850 tps
-90+ manifold with 42/28 stock volvo turbo
-GM e-fan
-lightened flywheel (still ~14lbs)
-megasquirt running fuel only (for now)
-k jet ignition running 22 degree total advance at 6500rpm
-5psi creeps to 10psi past 6000rpm
-ATP 3 inch w/g housing
-full 3 inch under axle exhaust with magnaflow muffler
-tucked front bumper
-dual sways up front
-1 gauge wiring and grounds (bat alt starter)
So there you have it, this spring will bring upgrades to the brakes, suspension and the body work/paint job finished. I'm sure I've forgotten some details, but if you have any questions ask away!
1982 Volvo 242 GLT
-B23E CIS injection
-m46
-k cam
-virgos
-398 000 km
-e codes
Initially the car needed shocks all around, tie-rods and the B23E was in need of a good tune up. Also the car had the normal rust around the rear quarters and tubs. So every tech class and lunch hour I worked away to make the volvo road worthy. The tubs were rivited and muded back together and the whole car got a quick but decent respray. I drove the car for a little over a year only adding a cone filter, removing the pulse air system and adding a new style volvo emblem to replace my weather beaten one.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/000_0158.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/000_0160.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/PB030097.jpg
January 2005
After the discovery of Turbobricks I decided it was time to get serious with the 242. The basic idea was to create a fast and fun daily driver. The recipe included a full rebuild the normal +T megasquirt etc. etc. So one day out of the blue the volvo entered the garage and disassembly began.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/ihnp-263804.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/parts.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/head.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/bay2.jpg
Progress was fairly slow and going into first year of University didn't help either but I slowly chipped away at the project.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P6070013.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P4150146.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P4150203.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P6070027.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P5290073.jpg
Spring 2006
Having the short block already in the car and everything else mocked up, the only thing holding me up was finishing the porting I had started on the head. Word of advise, yes a whole head can be worked over with a dremel from Canadian Tire but NO you will not enjoy it. Save yourself the pain and find some air or someone to do it hehe. Once the head was finished everything went together smoothly thanks to hours of preperation and planning.
I set the basic settings in megasquirt added fluids cranked and...it fired right up! You never believe it until it happens to you but it fired right up and even idled nicely even for the k cam.
Summer 2006
I spent many hours breaking the fresh engine in before driving it. Once I felt it was safe I took it for a drive. Things were a little loud thanks to the open d/p but everything went well. I came home and checked the car for leaks smoke etc. and all was well. So during the second test drive I got into a little more and the car pulled well, REALLY well thats when I heard some loud pinging and caught my boost gauge returning from 25psi. Not good, especially on a bad tune. I limped home only to discover no coolant in the enigine and water dripping out the d/p.
http://i14.photobucket.com/albums/a307/vthreat/P6030087.jpg
The failure was caused by my own stupidity:
1. I had not jammed the jam nut on my mbc causing the ball and spring to fly out therefore providing no signal to the wastegate in turn causing a massive overboost event.
2. I had not yet put a timing light on the engine following the rebuild.
3. MS rookie romping on the engine without the lc-1 connected (remember open d/p) and running super lean in boost.
New headgasket no problem.
While on vacation in Germany the volvo was sent out to have new quarters and tubs properly welded in. The car had developed a massive rear main leak that I would have to deal with once I got home.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P7070064.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P7100073.jpg
I drove the car for a while and blew another gasket. I threw another gasket at it and kept on driving it. Everything was going pretty well until I noticed a lack of off boost power, blue smoke under boost and lots of oil in the intake intercooler etc. I disconected the PCV and was getting tonnes of pressure coming out at idle. A quick compression test revealed I had two bum cylinders 90, 90, 150, 150 accross the board. I had killed my first redblock.
Disassembly revealed a melted number one piston (will get pics), scorched rings on number two and all four pistons were cracked caused by high rpm pinging.
August 2006
I sourced a whole junkyard engine from an 86 245 with 200 k for 200 bucks including removal. The engine was stripped down minus the piston and crank. Turns out the engine is a B230F out of an 89 volvo of some sort. The block was quickly painted and received all new gaskets and seals and was reinstalled with my ported cylinder head on top.
Following the installation of the "new" block the 3 inch exhaust went on and the lc-1 was installed. The base timing was set and wastegate set to 5psi. This is when the car got fun. Power was great and the car pulled on our 1.8t passat which is running 14psi, although my dad would never admit to my volvo pulling on his passat hehe.
The car pulls strong all the way up to the 7700rpm limit set in megasquirt. The k cam is set straight up and doesn't come alive until 4000rpm but once it does power is strong. Boost creep becomes an issue above 5500rpm even with the atp v band wastegate however never goes past 10psi.
Clutch slippage is becoming an issue at this point and is something I'll have to address next year. Somewhere along the line I blew yet another headgasket doing high speed, high load "testing". The modified v8 firebird kept up nicely but I don't think he knew what hit him. When I started slowing for my turn the speedo was pegged past its 200km/h limit so who knows.
This headgasket failure wasn't too bad, I worked my day and drove home at night. It seems I'm doing more headgaskets then oil changes on my volvo but thats how it goes. I reassembled the volvo and pulled a few more degrees of timing.
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P8290006.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P8290010.jpg
http://i14.photobucket.com/albums/a307/vthreat/tbricks/P7100076.jpg
As it sits right now the 242 is painted flat black from the window line down to seal it up for the winter while I'm away at school. It may not be perfect but it beats the sky blue primered wheel arches look I was rockin for a while. The car is fast and I'm just starting to explore the possibilities with megasquirt. Working seven days a week during august and moving back to school I never got a chance to really tune the beast.
http://i14.photobucket.com/albums/a307/vthreat/P9010027.jpg
http://i14.photobucket.com/albums/a307/vthreat/P9010026.jpg
Spec of the car now:
-B230F 13mm rods
-405 ported 62cc combustion chamber
-efi injectors in k jet holes
-850 tps
-90+ manifold with 42/28 stock volvo turbo
-GM e-fan
-lightened flywheel (still ~14lbs)
-megasquirt running fuel only (for now)
-k jet ignition running 22 degree total advance at 6500rpm
-5psi creeps to 10psi past 6000rpm
-ATP 3 inch w/g housing
-full 3 inch under axle exhaust with magnaflow muffler
-tucked front bumper
-dual sways up front
-1 gauge wiring and grounds (bat alt starter)
So there you have it, this spring will bring upgrades to the brakes, suspension and the body work/paint job finished. I'm sure I've forgotten some details, but if you have any questions ask away!