360 engine change

[classicswede]

The ones fitted to 360 and 240's all have the dizzy at the side. Yearly 700's had it at the side then switched to the back. You can fit teh intermediate shaft to change from back to side dizzy

[Ride_on]

Ok I've been convinced I need to turbo my 360 now. I have a 96 940 Turbo 2.3 FTP estate (the full car in fair working order, needs head gasket/skim, maybe turbo overhaul), and an 87 360 GLE saloon. I know both cars quite well for maintenance and am an Engineer, although of the electronics variety I have an appreciation for heat management etc. I havn't done any serious tuning before other than some overboost on my 95 940 and suspension uprating.

I'm not worried about tuning up the engine as I think the power will be adequate and more can be had from overboost easily.

Main things I have to do:
1. Keep 360 sump+oil pump to fit 360 steering
2. Flywheel/timing - possibly 360 flywheel will work but not sure (guess 940 is LH2.4). (940 is dual mass flywheel with M90 gearbox). Presumably use the 360 bellhousing, but how does pickup bolt in then / remove 940 pickup bracket?
3. Remove PS + AC compressors
4. Need some sort of turbo manifold adaptor plate
5. Fuel pump - some uprated aftermarket job, use injection fuel tank and injection pump mount, fuel filter in engine bay.
6. Dizzy - move to side, maybe need 360 intermediate shaft
7. Engine mgt - use 940s.
8. Engine mounts - use 360s?
9. Oil filter - maybe need some remote unit
10. Intercooler - Chinese ebay job apparently ok, no idea which one or how to fit.
11. Exhaust - custom downpipe with lamba sensor mount
12. Lots of heat shielding and possibly forced underbonnet ventilation

Rear axle will be straightened and strengthened, with possibility of additional torque rod on LHS.

[MCHUDD]

Hi Ride_on.
Thanks for showing me your 360 saloon the other week.When that project is finished,it will be one fantastic beast.
Cheers Mark.

[SteveP]

Ride_on... sounds like a great project.

RE: Flywheels - junk the dual mass stuff - wont fit into a 360 bellhousing without some material taken out of the bellhousing and they're heavy things! You'll want a normal flat flywheel from a 940 with an M46/7 gearbox and LH2.4 if you're going to use the 940's management.

If using the standard 940 manifold, consider using an 'adapter' from this to the turbo to make it sit a little higher. The 13c fits but only just (millimetres from engine mount) but if your 13c from the 940 is junk it'd be rude not to fit a slightly larger 15g (or even 16T) from an 850 T5 with the housings rotated to mate up to the coolant/oil feed lines. All from the Mitsu TD04 family.

You'll have fun with stripping the management from the 940 If you do go this route it then it might be worth contacting 'frpe82' or 'thelostartof' on Turbobricks who are able to supply chipped LH2.4 ECU's, the latter even with a raised rev limiter.

[foggyjames]

You've pretty much covered it all there, and Steve's added pretty much everything else I can think of. The only thing I can add is to remember that you'll need to swap the waterpump, too.

cheers

James

[Ride_on]

If I fit an adaptor to lift the turbo, how do you deal with the solid oil return feed, or does it need to be modified too?

[foggyjames]

Swap it for a braided flexi-line. The hard lines are a pain in the ass to fit anyway.

cheers

James

[Ride_on]

Just looking at getting a flywheel, not sure why I need a different one to the 360 one. The timing holes seem to be the same but I am just looking at the 360 manual renix timing diagram, for flywheel positioning. Won't the 360 sensor work with the LH2.4?, since I am keeping the 360 bellhousing. (sensor bolts to this).

This is the dual mass flywheel from my 95 940 (should be the same as the 96 turbo going onto the 360), the timing and starter teeth looks very similar.

Or is it just to get a bigger diameter than the 215mm clutch plate in the 360?

[Fuse]

Timing pattern is different with Renix flywheels and LH 2.4 flywheels.

Renix pattern is 44-2-2 which means that spacing for holes is 44, first 20 holes, then two flat areas and again 20 holes and two flat areas. 40 holes in total.

LH2.4 pattern is 60-2, which again means that spacing for holes is 60, 58 holes and two flat areas.

If that makes any sense..

So if you use LH2.4 ignition you will need a suitable flywheel because LH2.4 timing doesn't work with the differing Renix timing pattern on the 360 flywheel.

[foggyjames]

Fuse is on the money - they're the same mechanically, but have different timing marks The LH holes / marks are also smaller diameter than the Renix ones. I can't see why a 360 VR sensor wouldn't work, but you may need to alter the plug. It may be simpler to fit an LH sensor, even if physically mounting it is a bit of a fiddle. I've never really thought of that before...which option is better.

You're looking for a flywheel from an -1994 940 manual...with an M46 or M47. Late 240s and 740s with cats also had them, but a 940 is the most reliable source.

cheers

James

[Ride_on]

Excellent answers guys just what I needed, I've already had an offer of a 2L Turbo 940 LH2.4 flywheel from NI_Volvo_nut over on volvoforums.org.uk, he might even deliver it! Imagine there will be some chat.

Now I have to find a clutch plate, I vaguely remember reading a post about that and suggesting the Sachs web site, must see if the OP found a suitable one, but I see VW transporters might use an appropriate one on an initial browse.

On the sensor I'd be a bit reluctant to chop up the bell housing to fit a 940 sensor bracket onto the block, especially given that they are easily broken (although I suspect the 96 one is better than the 95 one, another story). Guess I'll find out what is best when I build it.

[foggyjames]

Depending on how much power you're going for, a standard turbo clutch (with a 360 disc...if the TT splines are different to the input shaft of an M46/47...I'm sure they are different, but I'm having doubts, as making them different seems like a stupid idea...! The pilot bearings are the same...) or diesel clutch should do the trick. We had a 228mm diesel clutch holding almost 300lbft of torque, which is enough to start breaking stuff.

cheers

James

[Ride_on]

Is there enough space on the flywheel to fit the 360 clutch plate+cover. It is only 215mm apparently, but definately different number of splines, I have my old 940 clutch and a spare 360 drive shaft.

940 can be 228, 230, 240 according to ECP.

360 - 24 splines
940 - 22 splines

[foggyjames]

228mm and 230mm will be basically the same. The 240mm is for the dual mass flywheel fitted as standard to the M90 petrol cars.

The flywheels (whether with timing marks for Motronic, Renix, LH2.4 or...er...nothing) are mechanically identical...only the timing marks differ.

Given that you've confirmed that the splines are different (ta!), you probably want to run a 360 disc with the stiffest 'production' plate you can. I believe Turbo and Diesel plate may even be the same part number, but either of these should give plenty of clamping force for 'stage one'. Sachs do various fancy pressure plates to fit this flywheel, and possibly grippier 360 discs too....I seem to remember Fuse posting info on this.

I'd start off with a 360 disc and 740/940 Turbo pressure plate combo, and see how you get on.

cheers

James

[Ride_on]

Just some other info for the pot. The 2l turbo solid Flywheel+clutch kit I got from NI_Volvo_nut, plate has a larger diameter splined hole than the 95 2.3 Se Turbo with Dual mass. Still same number of splines though at 22. The 2l one is too big for the 360 drive shaft, and the 2.3L one too small.

Its also smaller dia plate, havn't actually measured it yet.