speciale 25 glt+T

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Gabor
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speciale 25 glt+T

Post by Gabor » 01 May 2017 07:36 pm

Hi there,

After 4 joyful years spent together with my first volvo, It's time to rebuild my precious.

There're some tired parts and combat injuries, that I've to take care of. But I would like to take the opportunity to improve it as well, cause I think that I reached the limits of the stock set up.

So I would like to ask for your help to supervise my plan, and let me know if I'm wrong!

I'm planning to make a turbo conversion from 940 SE head, inlet and exhaust manifolds, wiring ECU, and the original B200E base, and keep the stock N/A pistons (of course lowering the CR, if it's necessary).
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Logan360
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Re: speciale 25 glt+T

Post by Logan360 » 03 May 2017 06:38 am

Might as well just drop the 940 motor in if you have the whole thing complete and in running condition. It's what pretty much everyone else does.
Own:
83 360GLS
86, 87 360GLT
97 S90
92 960S
96 Volvo 854R all black

Owned
02 S60T
94 850lpt -00 AU Falcon
96 855 T5 -2x 95 960, 97 960
94 940TIC -91 Mitsi GTO TT
16x 360 (1 GL, 2 GLS, 13 GLT)
89 toyota corolla
92 R32 nissan skyline
84 Toyota corona

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Gabor
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Re: speciale 25 glt+T

Post by Gabor » 03 May 2017 02:05 pm

This was my first thought, but the B200FT engine has mojor issues. However my stock engine has a pretty low milage (about 170000 km). So that's the reason why I want to keep the bottom of the B200E
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Gabor
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Re: speciale 25 glt+T

Post by Gabor » 03 May 2017 02:07 pm

and the pistons semms like this:
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360beast
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Re: speciale 25 glt+T

Post by 360beast » 03 May 2017 06:19 pm

You can use the b200 bottom end no problems and you don't even need to lower the compression. A few people have turbo 360's with 10:1 compression. I have a b230et to go in my 360 one day and I am fitting 13mm rods and raising the compression to 9.8:1 with different pistons.

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Gabor
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Re: speciale 25 glt+T

Post by Gabor » 04 May 2017 09:11 am

360beast wrote:You can use the b200 bottom end no problems and you don't even need to lower the compression. A few people have turbo 360's with 10:1 compression. I have a b230et to go in my 360 one day and I am fitting 13mm rods and raising the compression to 9.8:1 with different pistons.
Thank's for the advice. Nice to hear that!
I suppose those who drive turbos on 10:1 CR have to use megasquirt (or other stand alone panel), or is there a chance to use it with factory ECU?

btw. My goal is not a racecar, but durabilty. I would like to continue to traveling across Europe with this car, so I would be happy with a reliable 160hp. I guess It's good to know...

360beast
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Re: speciale 25 glt+T

Post by 360beast » 04 May 2017 03:26 pm

You can't use the standard 360 management but I don't see why you couldn't use lh2.2 or 2.4 or moronic 1.1 with higher compression.

I will be using moronic with my raised compression.

Ride_on
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Re: speciale 25 glt+T

Post by Ride_on » 05 May 2017 07:52 pm

The LH2.4 refers to the fuel system, and that will be fine, but it is integrated with the EZK ingition (fuel computer provides load info, ignition provides rpm). With turbo and high compression the knock sensor may well be backing off the timing constanly. This will not be good for the engine or power.
1980 345 DL_______1987 360 GLE (project car restored to GLT spec and B230FT'd)
1984 360 GLT______1987 360 GLT
1983 360 GLS______1989 360 GLE
1985 340 GL_______1986 340 1.4
1985 360 GLS______1995 940 SE 2.3 Turbo Estate (daily)
1987 340 GL 1.7

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Gabor
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Re: speciale 25 glt+T

Post by Gabor » 08 May 2017 08:16 am

That's exactly why I'm afraid using the stock ECU with over 9:1 CR (the stock B200FT has 8,5:1). It might works on race fuel, but I want to use standard 95 fuel.

Fortunately a thicker HG isn't a big investment, but it is not easy to calculate how much thickness is needed. Do somebody have accurate information about the volume of combustion chamber?

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Gabor
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Re: speciale 25 glt+T

Post by Gabor » 06 Jun 2017 09:06 am

I managed to measure the volume of the combustion chamber. It's 48ml +/-2ml.

There is only one data missing from the formula. The volume between the block plane and the piston at TDC. I assume it's zero. Can anyone confirm this?

The formula what I use (in Hungarian)

V löket - Volume of stroke
V FHP - The missing volume
V tömítés - Volume of the head gasket
V hengerfej - combustion chamber
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Gabor
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Re: speciale 25 glt+T

Post by Gabor » 02 Oct 2017 10:29 am

Hi There,

Now the engine is out of the car, and I've a few questions.

First of all, Is it possible that the factory used double head-gasket originally?, Shouldn't the piston be plane in a B200E?

Thank's!
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SteveP
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Re: speciale 25 glt+T

Post by SteveP » 02 Oct 2017 08:16 pm

The domed pistons I believe were fitted to the higher compression ratio cars, prior to 1987-ish? Perhaps the bottom end has been changed and the second head gasket added to lower the compression ratio? I don't think it's at all likely that that dual head gaskets were fitted from the factory.
1989 - Volvo 360 GLT
1985 - Volvo 360 GLS
2008 - Volvo S60 SE Lux

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Gabor
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Re: speciale 25 glt+T

Post by Gabor » 03 Oct 2017 09:35 am

SteveP wrote:The domed pistons I believe were fitted to the higher compression ratio cars, prior to 1987-ish? Perhaps the bottom end has been changed and the second head gasket added to lower the compression ratio? I don't think it's at all likely that that dual head gaskets were fitted from the factory.
I've thinking in a similar way, about the pistons. The car is manufactured in '86. Most likely the machanics used the double gasket to compensate a previus machine work on the engine-top.

But I had an another maybe dumb idea, that they use the double gasket in the factory to compensate the high compression pistons. Cause It's a Swiss market car, and at the time there was pretty strict rule for emissions.

I think that is the reason as well, why the engine has a complex, but rather wierd crankcase gases return system on it.

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Gabor
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Re: speciale 25 glt+T

Post by Gabor » 03 Oct 2017 10:11 am

Gabor wrote:
SteveP wrote: But I had an another maybe dumb idea, that they use the double gasket in the factory to compensate the high compression pistons. Cause It's a Swiss market car, and at the time there was pretty strict rule for emissions.
UPDATE!

I found evidence that it might be a factory soultion
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bogbasic
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Re: speciale 25 glt+T

Post by bogbasic » 03 Oct 2017 09:57 pm

I remember reading somewhere the double head gasket was for low octane fuel ;-?
1988 340 1.4 GL, 218k, 5 door (Grey Bess). Gone to CBA.
1991 340 1.7 GL, 64k, 5 door, petrol blue (Deep Blue).
1988 360 2.0 GLE, 140k, 5 door, ocean blue metallic (Blue Bess).
1989 340 1.7 GL, 108k, 3 door (Red Ness).
More info here!

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