Goedemorgen,

Ik was dit weekend op Zandvoort en zag daar een S40 (met een in Zweden opgebouwde carosserie) van Marans, die rondjes draaide van 1.58.... (auto kan < 1.56 volgens de coureur).

Ben daarna met de betreffende coureur gaan praten over zijn auto, het vermogen etc... Volgens hem zat er een 2.3-16V turboblok in van de 740 met onbewerkte kop en standaard kleppen.

Het blok leverde volgens hem 300+ pk (165 standaard) en 465nm, de turbodruk zou 1.1 Bar zijn. Hij heeft de motorkap niet open gehad, dus de motor niet gezien...

Het lijkt mij onwaarschijnlijk dat je zoveel pk uit een 4 cilinder 2.3 haalt met een turbodruk van "maar" 1.1 Bar.

Kent iemand deze auto en wat zit er echt onder de kap..  

Stage 3: Estimated 280 to 320 BHP*
Estimated range of costs to complete this stage: $1200 - 1800.

*   1990 or Later Exhaust Manifold
*   Upgraded Turbocharger
*   Rising Rate Fuel Pressure Regulator
*   Chip for ECU

1990 and later exhaust manifold: If your 700 is a 1989 or earlier, you can pick up roughly 10 more horsepower just by changing out your exhaust manifold to a 1990-and-later design. The runners are round instead of square, and the overall design is more conducive to smoother flow, which aids in reducing backpressure. Most, if not all, of these late manifolds that you run across will have an exit port sized to fit the smaller Mitsubishi or Garrett T28 units. If you're replacing a manifold that was originally matched for a Garrett T3, you'll have to have the port opened up. Any machine shop with a mill can do the work for you. Please Note: these later manifolds are prone to cracking due to warpage.  Before buying one, check first for cracks, but also check for uniform flatness across the exhaust flanges.  If the manifold has warped some, as long as it isn't too severe, it can be resurfaced by a machine shop. Most likely, though, this won't be necessary. I bolted down a late-model manifold to my 1987 230FT, one that had a fair amount of warpage. It sealed up nicely, and hasn't shown any evidence of exhaust leaks in over two years of use.   Also, without the exhaust manifold support bracket, the bolts holding the turbo in place are reportedly likely to shear off. I believe the likelihood of this occuring can be reduced by using Volvo turbo exhaust studs -- yup, the expensive ones -- as a way of avoiding this problem. Still, it's a better idea to install the support bracket with the manifold, so you won't have to worry about this problem.

T04/T3 Hybrid Turbocharger: The T04/T3 setup, based on a Garrett design, is the one most folks who are into performance turbos prefer nowadays. The T04 side is considerably more efficient than the T3, having a flow rate equivalent to T3s running much larger trim sizes and A/Rs.  Yet because the T04 accomplishes this higher flow rate with a smaller trim size and A/R than the big T3s, it spools up much faster. The T3 turbine side is used for backward compatibility so the unit can bolt down to the existing manifold, although (depending on whose hybrid you go with) its internals are different, resulting in reduced backpressure and increased flow. Please note: not all T3/T04s are created equal. There is a wide variety of internals, A/Rs, etc, that are available, so exactly whose turbo you go with can really make a big difference as far as output goes.

One of the most interesting recent developments is a T04/T3 that utilizes ceramic ball bearings in the core.  Turbonetics originally developed the design to increase turbocharger longevity at very high boost settings.  They discovered that a significant side benefit to this design was a much faster spool-up time.  The ceramic-bearing-equipped hybrid retails forabout $600 more than its standard equivalent, and represents the edge of the envelope in turbo development applicable to Volvo cars.  If you're after ultimate performance, this may be exactly what you're looking for.

Rising Rate Fuel Pressure Regulator: A rising rate fuel pressure regulator (rrfpr) is an ingenious device. Your stock fuel pressure regulator operates in a linear 1:1 fashion, which means for each pound of increase in boost pressure, the fuel pressure is increased by one pound. This is essential with turbocharged, fuel-injected engines because the increased manifold pressure that the fuel injector "sees" must be overcome by an equal increase in fuel pressure in order to maintain the same fuel flow. What an rrfpr does is to increase fuel pressure at a proportionally greater rate: for example a 2:1 rrfpr would deliver 2 psi more fuel pressure for every psi increase in boost. The advantage to this is that, as horsepower, and therefore fuel requirements, increase, an rrfpr is better able to stay up with the engine's fuel demands, and thereby prevent overly lean conditions from arising, which can quickly turn a smooth-running engine into a twisted piece of scrap.

The best sort of rrfpr to obtain is one that allows you to adjust fuel rail pressure as well, such as those built by Vortec.  One technique that works quite well is to adjust the fuel rail pressure upward, so that when the rrfpr begins ramping up the fuel supply, it is doing it at an even higher pressure than normal, allowing an even greater supply of fuel into the engine to meet the fuel demands caused by elevated boost.  So that your engine does not run overly rich under normal driving conditions, however, it is probably a good idea to have your CO checked and readjusted, if necessary. Another type of adjustable rrfpr allows the user to adjust the rising rate as well.  One I have read about allows for adjustmentsbetween ratios of 2:1 and 3:1, with settable starting and end points. This sort of rrfpr, with its variable rate control, will likely be easier to adapt to fuel systems with limited CO adjustment ranges.

Chip for ECU: The biggest problem with the LH2.2 Jetronic system from a performance standpoint is its built-in fuel cut-off rev limiter that kicks in at approximately 6,000 rpm.  The B23 and B230 are capable of revving much higher than this, with their strongly overbore configurations.  This problem can be taken care of with a chip replacement, but unfortunately the availability of performance chips for LH2.2 Jetronic systems is sketchy.  Chips are readily available for some European Motronic systems, and others.  In addition to getting rid of the rev-limit, a performance chip remaps the way the system behaves under situations of peak load and can increase the output of a system substantially.  Currently, I have very little data on chips for 700-series Volvos.  For the European versions and for 940s, one excellent source is  BSR Sportsman, located in Sweden.  At the time of this writing, the English version of their website is still under construction, but it is still possible to find one's way around on the Swedish side.  BSR offers an extensive selection of chips and other mods for Volvos.

* Owners of Early B230s and K motors please note: if you are approaching this level of performance with a stock bottom end, chances are that you are reaching the ragged edge of reliability.  Before completing this stage, it is strongly advised that you replace the stock connecting rods in your engine with 1990-spec Volvo or custom rods, such as those available from Crower, Carillo, or others.

Het kan wel.

Turbo druk op zich zegt niet alles.
Het heeft er ook mee te maken hoe groot de turbo is en hoe efficient het inlaat traject.

1,1 bar in een goede opzet kan evenveel PK's leveren als 1,2-1,3 bar in een T5 met 16T compressor.

Niets aan toe te voegen. Vraag me alleen af hoe ze de 740 motor met bak aan de voorwielaandrijving van de S40 hebben gekoppeld.... ? In Noorwegen rijdt er overigens ook een S40 rond met een 6-cil. motor uit de S80 T6 en achterwielaandrijving!

In België rijdt er ook ze een achterwiel aangedreven Volvo S40 (gebouwd in Zweden) mee in de rallycross.

Ook in de Belcar rijdt een achterwielaangedreven S60 mee (voorheen S70 en 850) daarvoor 240  

Belcar is uithoudings circuitraces op zolder en Francorchamps. (waaronder Viper, Marcos , Corvette, Porsche, Gillette Vertigo, BMW's , Mini met M3 motor enz...)

2.3L 4 cyl Turbo 430hp rear wheel drive at Zolder Belcar series (Motor nog steeds uit die goede trouwe 240!! Groep A van SAM steffanson uit Zweden)
















staat trouwens reclame van mijn dealer op zie k  

dat zijn "heftige" foto's.........

Citaat van: micdee op 14-05-2003 15:15:37
dat zijn "heftige" foto's.........

mwah....

Citaat van: BenC70ES op 13-05-2003 21:14:16staat trouwens reclame van mijn dealer op zie k  

Turbo's Hoet bedoel je?  

Volvo Vermant  

Van het geluid ben ik nie echt kapot...