volvo 360gle no revs limiter
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My preferance is to use the 240 dizzy and m=ignition module over teh renix. The lack of rev limiter is a bit help especialy when on LPG.
I'm sure the stock 360 inlet manifold is quite restrictive. Any idea how the 360 manifold comares to the K jet manifold for air flow?
I'm sure the stock 360 inlet manifold is quite restrictive. Any idea how the 360 manifold comares to the K jet manifold for air flow?
Dai
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Please email me directly on dai@classicswede.co.uk
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phone/text 07824887160
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I imagine the airbox and induction setup as a whole may be restrictive, but I'm not sure the manifold is to begin with. I'm also not sure as to whether it is the induction or exhaust which is more restrictive on a 360. On a b230 it is definitely the exhaust which is the restricting factor (with 531 head though)
'89 360 GLE awaiting 2.3 power
NA K-Jet manifold is better than the EFI manifold, but that's not the first concern. Fuel rail can be fitted on K-Jet manifold too and EFI throttlebody, I've got some pics of the modded ones.
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Yeah, the K-Jet manifold flows a bit better than the EFI one.
NA vs turbo is a bit misleading...you can get away with a lot with turbo, just by winding the boost up a bit more. Things like valve sizes are a much lower priority. People have justified 360 air filters as being more than big enough, since 240 Turbos used the same element, but have you seen how a 240 Turbo airbox tries to collapse when it comes on boost?
Put it this way, on otherwise identical engines (except that Andy has programmable spark AND higher compression, both of which should help), my 360 made almost 20bhp more than Pettaw's. He also has the better flowing genuine Volvo exhaust. That's all down to a pair of 40s vs the stock EFI manifold.
The exhaust is probably a bigger issue, to be fair...especially the backbox. My 360 was noticably more lively when I simply removed the rear exhaust section.
You'll make good torque, but achieving peak power is a matter of getting the right combination of parts to work together. You've got a 270 degree cam now (not insigicant!), so you might as well choose the rest to match, otherwise you'll have thrown away low end, and not gained top end. NA power with limited displacement is all about RPM. Torque + NA B230...well...it's never going to pull out tree stumps! I've got the intake side sorted, but my exhaust was letting me down. Peak power was at ~5500rpm (rather than the expected 6000+), and you could literally hear the exhaust 'honking' as it filled / backed up with gas.
I guess the other option is to use the adjustable cam gear to retard the cam timing, and lower your powerband to where the intake and exhaust can cope with flowing the CFM the cam is trying to deliver. However, all of the cams are fairly high lift...so with the K/Hs, you're mainly gaining performance at high RPM. I ran the 40s with the original Y cam for about a week, and the bigger intake made a MUCH bigger difference than the cam, overall.
cheers
James
NA vs turbo is a bit misleading...you can get away with a lot with turbo, just by winding the boost up a bit more. Things like valve sizes are a much lower priority. People have justified 360 air filters as being more than big enough, since 240 Turbos used the same element, but have you seen how a 240 Turbo airbox tries to collapse when it comes on boost?
Put it this way, on otherwise identical engines (except that Andy has programmable spark AND higher compression, both of which should help), my 360 made almost 20bhp more than Pettaw's. He also has the better flowing genuine Volvo exhaust. That's all down to a pair of 40s vs the stock EFI manifold.
The exhaust is probably a bigger issue, to be fair...especially the backbox. My 360 was noticably more lively when I simply removed the rear exhaust section.
It is? Remember the FB has a VX3 cam as standard, which is one of the hotter grinds...hotter than an A, at least! A > K yields somewhere in the order of 10bhp on an otherwise stock B200 (with programmable management).Jason B wrote:and it is proven that an H-cam and bigger exhaust will nearly achieve 160 alone
You'll make good torque, but achieving peak power is a matter of getting the right combination of parts to work together. You've got a 270 degree cam now (not insigicant!), so you might as well choose the rest to match, otherwise you'll have thrown away low end, and not gained top end. NA power with limited displacement is all about RPM. Torque + NA B230...well...it's never going to pull out tree stumps! I've got the intake side sorted, but my exhaust was letting me down. Peak power was at ~5500rpm (rather than the expected 6000+), and you could literally hear the exhaust 'honking' as it filled / backed up with gas.
I guess the other option is to use the adjustable cam gear to retard the cam timing, and lower your powerband to where the intake and exhaust can cope with flowing the CFM the cam is trying to deliver. However, all of the cams are fairly high lift...so with the K/Hs, you're mainly gaining performance at high RPM. I ran the 40s with the original Y cam for about a week, and the bigger intake made a MUCH bigger difference than the cam, overall.
cheers
James
VOC 300-series Register Keeper
'89 740 Turbo Intercooler
'88 360 Turbo Intercooler
'85 360 GLT
'81 343 GLS R-Sport
'79 343 DL
'70 164
...and some modern FWD nonsense to get me to work...
'89 740 Turbo Intercooler
'88 360 Turbo Intercooler
'85 360 GLT
'81 343 GLS R-Sport
'79 343 DL
'70 164
...and some modern FWD nonsense to get me to work...
This video is of my previous glt 88 http://www.youtube.com/watch?v=l-8Vhv0TtNg with 4 branch manifold and free flow exhaust system (This car was coming very rapidly to the limit of revs)My 760 turbo not give 5000 to mas and to come to 6200 is delayed too much.My 740 is easy 5500 , The engine is the same with T cam probably one should the 90s exhaust manifold
Does the genuine Volvo exhaust really flow any better, and what kind of proof do we have for it? I can't imagine it doing much - it still has that dubious backbox design anyway. Unless we were talking about the earlier backbox type with inlet and oulet on either end of the silencer I doubt it'd make much difference?
1989 - Volvo 360 GLT
1985 - Volvo 360 GLS
2008 - Volvo S60 SE Lux
1985 - Volvo 360 GLS
2008 - Volvo S60 SE Lux
There's a lot of folk that believe all stock redblock intake manifolds starve 1 and 4 to some extent and that the design is basically weakSteveP wrote:I didn't think the inlet manifold would be restrictive on a 360, since it's the same manifold used on turbo redblocks - and even some modified turbo redblocks to a certain extent.
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I think the EFI manifold is particularly bad for that, Aaron. The Group A 242TIs ran a very slightly larger injector on one pot to counteract this! A larger throttle body would probably work wonders - I think I already mentioned that Andy was measuring vacuum at high RPM at full throttle
I think the genuine exhaust is probably marginally better, but it's certainly not a 'performance' design as such. It appears to be bigger bore, and I think the boxes are slightly larger. It is also noisier, which is generally a good indication.
Your car pulls well, Mr FA360GLT
cheers
James
I think the genuine exhaust is probably marginally better, but it's certainly not a 'performance' design as such. It appears to be bigger bore, and I think the boxes are slightly larger. It is also noisier, which is generally a good indication.
Your car pulls well, Mr FA360GLT
cheers
James
VOC 300-series Register Keeper
'89 740 Turbo Intercooler
'88 360 Turbo Intercooler
'85 360 GLT
'81 343 GLS R-Sport
'79 343 DL
'70 164
...and some modern FWD nonsense to get me to work...
'89 740 Turbo Intercooler
'88 360 Turbo Intercooler
'85 360 GLT
'81 343 GLS R-Sport
'79 343 DL
'70 164
...and some modern FWD nonsense to get me to work...
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True...I did write that at 2am
cheers
James
cheers
James
VOC 300-series Register Keeper
'89 740 Turbo Intercooler
'88 360 Turbo Intercooler
'85 360 GLT
'81 343 GLS R-Sport
'79 343 DL
'70 164
...and some modern FWD nonsense to get me to work...
'89 740 Turbo Intercooler
'88 360 Turbo Intercooler
'85 360 GLT
'81 343 GLS R-Sport
'79 343 DL
'70 164
...and some modern FWD nonsense to get me to work...