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#1 |
Board Member
Join Date: Nov 2018
Location: TLV, IL
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![]() Hello, first post here, please be gentle.
At the age of 38, I fulfilled one of my dreams - owning a RWD turbo car!! Now, I want to go sideways with it ![]() Yes, I'm preparing for the 40 crisis, and trying to do it on the cheap-ish side :D I've read countless of threads, here on TB and other forums. However, before I go implement anything on my ride, I just want to make sure that I'm not missing anything - and there is no better way of doing it but asking here on TB. Ride details: 940 sedan, 1996, b200ft, automatic transmission 3-speed + overdrive (dono if it's AW71 or AW70). condition is pretty mint, all around stock, has 155K miles on it, but bought it from an elder guy that was servicing it every 5K miles - for the past 11 years, in the same Volvo shop - so to my mind I have a stage 0 ready ride. I'm going to gradually crank up the boost, all the way until it starts pinging, and then dial it back. Don't want to blow up the engine. Mod plans (awaiting installation): - MBC (by NXS) - Boost gauge (by Bosch) - Wideband O2 + gauge (by AEM) - ECU chip (by boostinbilly) - no boost cut - EZK chip (by boostinbilly) - retards the timing at full load - 3" DP (by klracing.se) - Electric exhaust cutout valve (no-name ebay brand, "Y" shaped right after the DP) to bypass the OEM exhaust system. - Some basic air box mod - DIY knock detector - going to rig up an old laptop on the dash and throw a mic on the block + some free audio software to visualize the noise on screen in real time. That would give me a nice and clear visual of a knock spike (should it occur). I'm always filling it with 95 octane pump gas. My questions are: 1) Do I need an IC upgrade? I read that post 92' the stock IC is good enough for what I'm aiming at. 2) Do I need injectors upgrade? Or, are the stock once enough at this point? 3) According to "boostinbilly", with the ECU I purchased, I don't have to replace the 016 AFM with a larger 012 off a 960. I'm seeking your thoughts per this one. 4) Am I missing something else? Thanks in advance, Matthew. |
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#2 |
Wannabe TBer
Join Date: Dec 2015
Location: Toronto, Ontario, Canada
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![]() This is a really handy guide, in case you haven't already come across it
https://www.brickboard.com/PERFORMAN...ification.html |
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#3 | |
Board Member
![]() Join Date: Jul 2009
Location: Monterey/Falun
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![]() Quote:
__________________
1979 Volvo 244DL 5.3/4l80e,8.8,Ms3x goldbox ecu and Mircrosquirt tcu, GTX4202r, 226/230 turbo cam, tbss intake, 11.0@128mph 9psi, 3600lbs with driver 1974 AMC Gremlin, 401 v8, 727, 8.8 1974 BMW Bavaria, m30, dcoes, getrag 265 1995 Porsche 993 2013 VW Passat TDI |
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#4 |
Board Member
![]() Join Date: Jul 2009
Location: Monterey/Falun
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![]() You never mentioned if you're going to upgrade your turbo or not. Also do the accumulator mod on the transmission unless you want to clobber it. Lol
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#5 |
Board Member
Join Date: Feb 2012
Location: Finland
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![]() 1) Not necessarily, but the stock IC is restrictive and the plastic is brittle. A full alu IC offers better flow and cooling.
2&3) Stock injectors, -016AMM and 1bar showed ~11AFRs at WOT. So no, but thats probably maxing it. 95 octane RON or (R+M)/2? If RON you need to go higher. |
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#6 | |
All idiot, no savant
Join Date: Aug 2004
Location: The Netherlands, Europe
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![]() Quote:
Stock turbo won't easily outflow stock amm and injectors are big enough for that too. Best to use a wideband and check. I wouldn't go for a big cam with any of the stock turbochargers. Porting the exhaust manifold and removing some restriction from the air filter box helps too.
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240 | 1991 | 338K Km | B230F+T | Cosworth T3 60/63 | M90 | TrueTrack Husaberg FE450 70 degree '12 mx/supermoto swapped |
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#7 | |
Board Member
Join Date: Nov 2018
Location: TLV, IL
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![]() Quote:
Will look up the transmission accumulator mod, completely missed that, thanks for the pointer!! |
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#8 | |
Board Member
Join Date: Nov 2018
Location: TLV, IL
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![]() Quote:
Got me with the octane question, I'll have to double check - thanks for the pointer!!! - but I have to assume that it's RON. We also have 98 pump gas, is that high enough? Assuming it's RON. |
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#9 |
Board Member
Join Date: Nov 2018
Location: TLV, IL
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#10 | |
Board Member
Join Date: Nov 2018
Location: TLV, IL
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![]() Quote:
Cam, turbo and exhaust manifold upgrades are planned for the next round of upgrades. Still reading up on these, a lot. |
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#11 |
Board Member
![]() Join Date: Jul 2009
Location: Monterey/Falun
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![]() I would swap out the turbo if you plan to turn it up, that tiny stock turbo is going to be a egt/back pressure monster
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#12 |
LOCAL ONLY
Join Date: Jun 2008
Location: Everett, wa
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![]() The mod is immensely easier with the tranny out
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#13 |
Stage 1
Join Date: Apr 2016
Location: Austria
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![]() A new intercooler is not really necessary at this point, but it did make a pretty big impact on torque on my 940T, a lot bigger than I was expecting.
Depending on where you live, the NPR Intercooler is almost a straight drop in with very little mods. I live in Europe so there are literally none of these around, so I went with the one from KL Racing. Since you have a 1996 car, you're probably from Europe as well I guess and the KL could be an option for you too. I made a thread about it some time ago: http://forums.turbobricks.com/showthread.php?t=343520
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#14 |
Board Member
Join Date: Nov 2018
Location: TLV, IL
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![]() Yes, a slightly bigger turbo would be much more efficient at producing the 14psi. The thing is that, in my mind, a turbo upgrade also needs an exhaust manifold upgrade. Am I wrong? Or, can I find a bigger turbo that would be a drop-in replacement for the 13c and than upgrade the manifold later on? If so, which would You recommend?
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#15 | |
Board Member
Join Date: Nov 2018
Location: TLV, IL
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#16 | |
Stage 1
Join Date: Apr 2016
Location: Austria
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![]() No worries. It really is a good IC and way cheaper than the do88 units, with what I assume similar results (haven't tried the do88 though).
Quote:
I put a 16T off of a V70 in my 940. Just be aware there are turbos with different exhaust connections. Angled, straight and conical flange, which is important to know for making up the downpipe. Also the angled or straight flange turbo are said to flow the better than the conical outlet, which is smaller. Here's a thread by Mike on how to clock your turbo: http://forums.turbobricks.com/showthread.php?t=83929 Pic of all 3 outlet versions. You can see the difference in outlet size: ![]() |
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#17 |
Stage 1
Join Date: Apr 2016
Location: Austria
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![]() Also, your question re. the larger 012 AMM.
I did not need to replace it, as the stock one is plenty with my setup. I am running the 16T turbo w/ 0,90bar boost, KL Intercooler, chips from Mike (TLAO). AFR is dead on point even with stock injectors. Not sure if the B200FT uses different injectors than my B230FT, but the stock ones flow enough in my case. |
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#18 | |
Board Member
Join Date: Nov 2018
Location: TLV, IL
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#19 |
Board Member
Join Date: Feb 2012
Location: Finland
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![]() 98 is good. And since larger turbos were brought up, the -016 AMM and stock injectors were also ok with a 19T straight #7 at 0,9-1 bar. Probably far from optimal, but still decent AFRs (~11) with supporting chips, KL-racing IC and 3 DP->2,5" exhaust.
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#20 |
All idiot, no savant
Join Date: Aug 2004
Location: The Netherlands, Europe
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![]() For the people who run high boost on stock amm. Have you measured amm voltage?
My 240 b230f+t maxxes out the stock 016 amm and stock injectors at 7 psi from a 60/63 T3 .. Mixture is good-ish (lamba 0.8) and 4k+ rpm injectors @ 100% duty cycle. I would expect more air flow at those boost numbers? |
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#21 |
Board Member
Join Date: Feb 2012
Location: Finland
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![]() Didn't measure. But I would expect that the AMM bottomed out at higher revs and duty cycle was 100%, since the AFRs were low in the upper register. Upgraded to -012 AMM and 668cc/mn injectors shortly after.
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